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This article isn't too bad as a start; it's better than nothing. I don't think it says anything unreasonable. It suffers from a lack of citation, but it's not like the Toyota Motor Corporation publishes its research and documentation to the world, so citation is usually always difficult. I disagree with the tag saying it isn't notable, the system was fitted to probably millions of engines sold throughout the world and is a subject of interest to anyone interested in engine design. I think ideally they'd be a really good wikipedia article on engine inlet design and this article could maybe be incorporated into it, but there isn't.92.237.44.248 (talk) 01:01, 13 March 2010 (UTC)
Regarding citation, there's half a page on page EM-26 of the Toyota repair manual RM164E on testing the T-VIS system used on some revisions of the 3s-gte engine that describes testing that there is vacuum in a pipe with the engine idling, but not at 4,200 rpm or more (this implies the system is operational at somewhere under about 4200 rpm). Page EM-128 of the same manual describes inspection of the same engine's T-VIS valve and includes a line diagram of the part. It may however be difficult for anyone to obtain this repair manual though as Toyota have a policy of not selling repair manuals (in the U.K. at least, maybe not in the U,S., but RM164E is a European manual). Note that the 4,200 rpm figure might be different for different engines, and the information in the manual does not preclude the system opening slightly earlier than 4,200 rpm.92.237.44.248 (talk) 01:01, 13 March 2010 (UTC)
The article doesn't however explain why increasing the speed of the intake air is a good thing. I believe this is because of an effect that's possibly called "inertial supercharging" - presumably meaning the air gets compressed as it goes down a presumably narrowing tract by it's own inertia, but I really couldn't say whether this is actually the case or not.92.237.44.248 (talk) 02:00, 13 March 2010 (UTC)