Magna's New engine

[BuuBox]

Ricer argument? I hate that phrase, and how it's tossed around. Are you saying that anything that doesn't have a burried cam is a ricer? Surely you cannot argue that there are more efficient engine designes that don't incorporate a pushrod? Or is that a 'ricer' argument too?

Ricer = a car that has been dressed up to look faster than it really is.

[MethodX]

Both have their place.

Ohv is light, cheaper to make and takes up less space, and with well designed heads can perform as well as an ohc engine.

Gm is now working on 3 valve ohv engines

[Mechan1k]

Just to let everyone know there is also a 3.8L V6 DOHC MIVEC engine (used in the Eclipse) available as well ... currently being used in the US ... meant to be a pretty powerful engine for the size. (263hp/196kw at the flywheel)

The Magnas aren't to be sneezed at ... they are a very refined car ... I have driven a few ... even a Ralliart as well ... all very nice cars. I was going to buy an AWD Magna (took one for a test drive on a rainy day ... damn it stuck to the road and launched hard from standstill at WOT.)

I have a softspot for the Magnas ... very nice car ... powerful ... roomy and excellent economy as well.

Between all the larger car makers ... I'd say
1) Falcon
2) Magna (equal to Falcon)
3) Camry
4) Commonwhore

[johnydep]

Originally Posted by lizardmech

Whats wrong with the GM LS V8s? They are lighter, cheaper to build, as powerful as the boss engines and more powerful than many european engines.

Nothing wrong with the LS V8, I like them and I hope GM will keep it around for a long time.
For simplicity and cheapness of repairs you can't go past a pushrod engine, just don't expect it to sound sweet when over revved.

But they are starting to become harsh compared to the new OHV engines being released, ask a few V8 Commodore owners about noise & oil consumption problems.

http://www.canadiandriver.com/articles/jk/040421.htm

So it would seem the pushrod engine wins because it is simpler, but there are drawbacks. The more an engine "breathes" (gets air in and exhaust out) the more power it can develop. Cylinder head ports or passages on pushrod engines are always a compromise because the ports have to be placed to allow room for pushrods to pass though the head. Airflow may not be optimum.

There are also more parts to move when the valve opens. The weight of pushrods, rocker arms and lifters has inertia at higher rpms so they may start to bounce and the valves "float". Valve float is when the valves don't close properly and the engine misfires. Engine power drops immediately and a piston may hit a valve, bending it. Severe engine damage could occur. Redlines on vehicle tachometers are there to help prevent valve float.

Overhead camshaft engines have fewer and lighter valvetrain components to move. This allows the engine to have a higher redline before valve float occurs. The faster an engine turns, the more power it can develop in a given time. Another advantage is that cylinder head passages can be placed for the best airflow. Holes for the pushrods are not required, although oil drainback holes will be cast in places where they don't interfere with airflow.

Overhead camshaft engines can produce higher performance but typically cost more to build. Pushrod engines are cheaper to build and work on. Many engines use overhead camshaft designs because the optimum cylinder head design allows for increased fuel economy and performance too. Most high performance vehicles are using overhead camshaft designs but then Corvette comes along again with their pushrod V8. Thirty-five miles per gallon and four hundred horsepower out of a pushrod engine show they can't be that bad!

Back on topic; And I think that is why Mitsi have decided to make their latest engine less complex - savings on production, savings on repairs, savings on maintenance. This will benefit the customer when purchasing & servicing, and benefit Mitsi with increased reliability & less warranty claims.

Having no variable valve timing, variable intake manifold, secondary air system will mean less power per litre, so they have increased the engine size to make up for it.
Anyone got the power figures yet?

[saturnine_07]

they are going to make a super charged version too... probably throw it in the VRX or whatever

[eb2flyz]

Mitsubishi releases fi rst details of its make-or-break Magna replacement
By BYRON MATHIOUDAKIS

FIRST-RATE quality, an advanced V6 engine, improved
transmissions, sophisticated suspension and a stiff
body will help defi ne Mitsubishi’s crucial new Magna
replacement as a dedicated driver’s car.

This was the message Mitsubishi Motors Australia
Limited (MMAL) delivered this week in the first of a series
of briefings to be held in the run up to the sedan’s launch at
the Australian International Motor Show in October.
While the new nameplate and a moniker for higherseries
models (replacing Verada) are still to be confi rmed,
MMAL management stressed the $600 million it has
invested in the car, codenamed PS41, would ensure it
was far removed from its left-hand drive North American
donor car, the Galant.

Indeed, 70 per cent of PS41 will be new and more than
2000 components unique to the Australian-made vehicle.
This week’s briefi ng was held in conjunction with the
opening of a new $40 million ‘AA Class Tandem Press Line’
which, as part of a wider $250m upgrade to Mitsubishi’s
Tonsley Park assembly plant, is said to “guarantee”
unprecedented levels of quality in an Australian vehicle.

According to Mitsubishi, the ability to stamp one-piece
body side mouldings, and increased accuracy stemming
from new manufacturing processes like Mitsubishi’s ‘Toy-
Tab’ panel-fi t system, will contribute to a signifi cantly
stronger, smoother, quieter and more refi ned car, and one
which is also easier to enter and egress.
“Our mandate is to have our new car be the best-quality
car ever built in Australia,” said MMAL President and
CEO, Tom Phillips.

The new processes will make for a stiffer body – thought
to be almost double that of the current Magna – which in
turn will aid handling, ride and refi nement qualities to the
point where MMAL insists the PS41 will lead all locally
produced vehicles in these areas. And most imports, too.
This, in turn, fi ts neatly with fi ndings from the largest
market research campaign Mitsubishi has ever undertaken
in Australia, which indicates that Australian family car
buyers now consider sportiness and power to be prime
purchase considerations.

To that end, the PS41 will use a variation of Mitsubishi’s venerable 3.8-
litre 24-valve V6 engine that – backed by the company’s MIVEC variable
valve technology and a new-generation Bosch engine management system
– should boost power and torque to around 192kW and 335Nm respectively, as well as improve emissions and driveability.

MMAL’s General Manager for Research and Development, Lee Kernich,
said the company took the opportunity to improve the V6 – to be built in
Japan – as it had to be re-engineered to meet the relevant Australian Design
Rules.

It has been calibrated “to suit Australian drivers”, and is part of what Mr
Kernich referred to as “control tuning” and “optimising” of the entire PS41
drivetrain, including the drive-by-wire accelerator pedal and wheel/tyre
combinations.

A smoother, less-intrusive traction control system will also form part of
the package, while Mr Kernich added further that the engine management
system would be compatible with a turbocharger.
He stopped short of saying there were plans for such a model, but take it
as read that one is at least on the drawing board.

Harnessing all this is an upgraded fi ve-speed automatic transmission
with a Tiptronic-style shift and a new control unit featuring driver-adaptive
hardware for increased response and greater effi ciency.
A manual gearbox, believed to be a six-speed unit, will further enhance
the PS41’s driver-orientated credentials.

Questioned on possible enthusiast driver resistance to
the car’s continuing front-wheel drive set-up, Mr Kernich
pointed to research indicating 70 per cent of large-car
buyers did not consider front-drive a disadvantage. Toyota
could also attest to this with the success of its Camry
Sportivo.

All-wheel drive variants have been ruled out for now.
A strut-based front suspension design with a fl at
fabricated cross-member and low-mounted steering rack,
and a similarly placed multi-link arrangement in the rear,
are expected to reduce road noise as well as boot-space
intrusion.

Ultimately, “excellent roll control, fl at cornering feel and
European handling characteristics” are all promised for the PS41.
Body rigidity, already stiffened by the single-piece stamping system, will
be bolstered by extra body bracing between the front suspension strut towers and rear-seat bracing – meaning the new car, like the current Magna, will eschew a split-fold rear seat.

According to Mr Kernich, incorporating a split-fold mechanism
compromises body strength and rigidity. However, he did indicate that a
larger aperture than the Magna’s ski-port opening should be available.
Braking will be by 16-inch ventilated discs up-front and 16-inch gridventilated discs at the rear, the latter a preferred option over the 14-inch solids used on the US Galant.

It seems Mitsubishi has run out of time and resources to
develop 17-inch wheels for the PS41, which must comply
with the company’s extensive year-long wheel-testing regime
before being signed off for production.

Far from being a hindrance to the Australian team, the US
Galant platform has provided substantial economies of scale
in various development and engineering areas.
“If we had to start with a clean sheet of paper we’d still
pretty much end up with the vehicle we have now,” Mr
Kernich said.

The first Australian prototype PS41 in right-hand drive
form was developed in September 2003 and was tested
extensively here, in Europe (mostly Germany) and Japan.
Around August last year, the fi rst off-tool-parts prototype
arrived.

The car is now in the trial production phase, and will again repeat the
vigorous testing leading up to Job Number One (to borrow a Ford phrase)
in September.

Confirmation of the car’s name is expected next month, ahead of the
unveiling of the PS41’s locally adapted exterior styling which should carry
greater differentiation than ever between the main car and higher-series
model.

http://mellor.carsales.com.au/mellor/enews.nsf/edition/60C06AA0C3D16E38CA256FB100329EAA/$file/GoAuto_enews275.pdf

[DRU842]

The engine has been simplified for economic reasons. With the engine no longer being built in Adelaide, import costs would have figured large in the decision.

[Kryton]

well from everything ive read, it looks good on paper....now to see if it looks good in person.
on a side note theres no real need to make a rear wheel drive version if theres an all wheel drive variant. most cars in the future will be all wheel drive anyway.

[Bossxr8]

All new Magna will NOT have an AWD model. This has been made clear by Mitsubishi.

[Jamie XR6]

Originally Posted by LG

I can see myself in an AWD Magna, later on down the track... I'm a bit of a fan.

I hope they get some extra grunt!

I have to admit so am I.

Whilst there is no way I'd trade my XR6T on one, I'd like to get back into an AWD car again and I'd like something bigger than an STi. Maybe a good looking Galant could be just the thing.

Now if Ford was to get their act together.........

[LG]

I saw one not so long ago... It was black, tinted, mint interior, dumped and i mean dumped, and nice as rims with a bit of deep dish action happening. No spoiler. And it got moving pretty daim fast.

[XR Martin]

Originally Posted by Mechan1k

Just to let everyone know there is also a 3.8L V6 DOHC MIVEC engine (used in the Eclipse) available as well ... currently being used in the US ... meant to be a pretty powerful engine for the size. (263hp/196kw at the flywheel)

The US Galant, which is pretty much what our Magna will be, has a 3.8L V6 with 230hp.