[sam ram]

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Fig 1 is suitable for high rpm running.

Fig 2 is sutiable for low-load operation. Its late valve opening leads to a partial vacuum in the combustion chamber. In addition to the low valve lift, the intake air stream is greatly speeded up, generating turbulence thus improve air and fuel mixture. This benefits fuel economy and emission.

Fig 3 is suitable for a wide range of part-load operation. Depending on the requirement of power, the amount of air can be controlled by the early closing of intake valves. This eliminates the need of throttle butterfly (like BMW Valvetronic) and reduce pumping loss by up to 10%.

Fig 4 is designed for enhanced low-rpm acceleration. While it enables more intake air volume compare with Fig 2 & 3, its early valve closure ensures no air flow back into the intake manifolds near the end of the intake stroke. (Remark: the combination of fast cam timing and low rpm operation could lead to backflow, that's why Multiair needs to close the valves earlier. Other engines do not have this issue because they either use variable cam phasing or compromised cam timing)

Fig 5 is so-called "Multilift" mode and designed for very low rpm operation. It combines the strategy of Fig 2 & 3 and their benefits - regulated consumption and improved quality of air-fuel mixture.



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