Sorta...

That was the thinking all along. But alternators kept getting better.

It is going to take the combination of the killer app and a leveling off of the capacity of alternators concurrently.

 

My Buick has a 12 Volt system, and I don't have any problems with it. It has the magnetic shock system (Magnaride), electronic leveling control, lights everywhere, 9 speaker stereo with CD player and changer, automatic dimming mirrors, heated seats and mirrors, power everything (windows, doors, etc), moonroof and more, and while the car is running, it never drops below 13.7 volts no matter what I am doing or running. I think that they will stay with the current 12 (14) VDC system simply because stated above, alternators are becoming far more efficient. They have learned how to allow more current to be drawn from them without compromising anything else.

 

Actually, fyi, it might have electrically adjustable shocks, but not Magneride. That didn't come out until '03, and only on the STS and Corvette. You still made your point about having the electrical load, but just wanted to clarify that Magneride wasn't around in '98.

 

LOL... you sure do like to tell everyone about all the options your car comes with... it's like the 10th time I've seen you go down the list since you got it!

FWIW most of the features you listed have been around for quite some time and most of them don't draw that much current and/or they aren't being used all that often. Just for example, try measuring your current and voltage (not with your in-dash voltage reading but with a real volt meter hooked up to the source) while you have somebody lower and raise all 4 windows, crank your stereo, crank your A/C, turn on your heated seats, etc... you'll notice quite a load... especially if you get all 4 power windows going... those really like to use some power.

You don't have magneride... which is the power hog I was talking about.

 

Yes, that's true, I DON'T have the Magnaride, I apologize, it was misinformation on my part. As far as the options, hell yeah I'm going to list them (as I recall, when I bought the car, you asked me what it had for options! ) Going from the Camaro to the Buick is like going from the invention of the wheel to nanotechnology. And yes, I also know that using everything at once will create a huge draw, but it will in ANY car.
So again, I apologize, I DON'T have the Magneride, it's the "electronically" controlled suspension.

 

The 42v system rollout has apparently been pushed back a few years, so I've been reading.
Theoretically, an electromagnetic valve system could be done with a 12v system. However, as you increase current requirements, everything gets heavier. Now, I'll need heavier gauge wire in lots more places, adding to the weight of the vehicle even more.
I expect to see 42v implementation with integrated starter generators, like the Hybrids have. This simplifies design, packaging, and weight (alternator and starter are together), allows me to reduce wire gauge across the board, and implement other tech like idle-off and braking regeneration at the same time (again, all stuff already found in today's hybrids).

And, they're still having big problems with coil saturation at high RPM. Electronic valve float.

Infinitely variable valve timing? BMW's already doing it with their small engines and the 7 series. Valvetronic- no throttle! It's basically just their VANOS setup, taken to the extreme.

Todd

 

To further take this thread off topic .... I have a question that I'm sure some of you could answer.

Every time I hear about infinitely variable valve systems like Valvetronic or electrically actuated valves, they invariably say one of the benefits is reduced pumping losses because you no longer need a throttle blade. Instead, engine speed is regulated by the valves opening less and/or for shorter periods. But doesn't this just move the pumping losses further upstream? What's the difference if the barely-open valve or a throttle blade is cutting down airflow? Seems the same to me.

 

I believe the Hybrid Silverado system is 42V I watched a flash system on GM.com that explained it. The Generator between the tranny and engine might not act as a starter though. I don't recall. Seems like an awesome system.

 

Electronic Valves seem to have caught on in a lot of places. Well I guess the Idea. The New 6.0L Powerstroke has had more then its share of issues due to the fact that it was rushed into production. International is going to revamp the design for the 2006 trucks.

This new design will be replace the Seimens(spelling) injectors with a larger design by a company yet to be decided. I hear they are looking at Bosch due to the fall out they had with CAT over the whole 7.3L injector. Also they are looking at a 24v or higher system. Currently they are driving the injectors by converting to 110v AC. This is used to actuate the electronic solenoid on the injector.

Navistar/International is seriously interested in the Electronic valve operation. I do believe we will see this in 2006. Training that I have been involved in with in the last 6 months have had a lot of mention.

I think it is comming pretty soon! Iam sure this will be in a domestic gas engine arround the same time!

 

BillyBob- are you confusing high pressure direct injection on diesel motors with solenoid operated valves?

The cool thing about a lot of those upcoming hybrid trucks, is that they are likely to include a couple of 110VAC outlets. That way, you can power your tools on a job site without a generator. The battery pack in the hybrid truck will supply for a few hours.

 

No not getting them confused. The current powerstroke 7.3L does use a soleniod to open the supply circuit of the injector. The 40psi charge flows down the supply passage and arround the injector nozzel. The 21000 psi injection pressure is created by high pressure engine oil. The High pressure supply pump puts out 3000psi at WOT. The intensifier Piston is 7 times larger the the plunger that pressurizes the fuel to be injected. These require quite a bit of power. Also I have heard people wanting 110v outlets. The IDM is what causes this conversion. I guess you could tap into that for power.

BTW you can get the IDM to put out 140v and start getting some power out of these trucks.

The valves will be here. In some of Internationals latest training there have been diagnostic sections included. These make refrence to solenoid operated valves.