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Automobile engines have always been the pain point of the Chinese auto industry. For a long time, independent automakers were forced to be controlled by people because they could not independently develop auto engines with independent intellectual property rights. Therefore, the independent brands have long been in the shadow of joint venture brands. When we discuss the causes of the backwardness of home-made automobile engines, we often classify the automotive industry as late starters, lack of professional and technical personnel, and foreign technology blockades as the culprits behind the lag in domestic engine development. However, if we compare horizontally with the United States, Japan, the United Kingdom, and Germany Such as traditional car power, you will find that China's less advanced aero engine industry is also a cause of China's automobile engine lagging behind an important reason. 
Throughout the history of the development of the United States, Japan, Britain, Germany and other automobile engine powers, the foundation for their development is based on the advanced aero engine industry. The United States has Pratt Whitney, Japan has Mitsubishi and Nakajima, Britain has Rolls-Royce, and Germany has a Bavarian aircraft factory (predecessor of BMW). Some of these companies mentioned above are still in the first echelon of the global aerospace engine field, such as Pui Hui and Luo Luo. Some of them are no longer engaged in the research and development of aero-engines, but they have laid the foundation of the technology before. Converted to their unique advantages in developing automotive engines, these companies have also become leaders in the field of automotive engines, such as BMW and Mitsubishi.
In addition to this direct inheritance relationship, advanced aeroengine technology also has technology spillover effects between industries. This technology spillover effect is directly reflected in the automotive engine industry. A typical example of this is Japan. Before and after the Second World War, many companies focused on the aviation industry emerged in Japan. The three well-known companies are Mitsubishi Heavy Industries, Nakajima Aircraft, and Kawasaki Heavy Industries. In the air battle of World War II, the aero engine of these companies showed excellent performance. The most famous is the “zero†fighter that causes allied pilots to suffer. Although the superior zero-war maneuverability largely benefits from The lighter fuselage and ultra-low wing load, but the "Rong 12" air-cooled engine developed by Zhongrong Aircraft Company is also indispensable. The "Rong" series of gas-cooled star piston engines developed by Nakajima Aircraft Company have adopted advanced technologies such as multiple multi-cylinder, camshafts at the bottom, supercharged machinery, and so on. The "Aero 31" with the most powerful aero engine power is produced. A single engine can provide 12,26 horsepower, which was quite advanced at the time.
After the end of World War II, Nakajima Aircraft Company was broken down into several companies. Subaru was one of them. In view of Japan’s crimes committed in World War II, Japan was restricted by the “Peace Constitution†after the end of World War II. This constitution imposes severe restrictions on the development of Japan’s aviation industry after the war and was originally engaged in aircraft engines in Nakajima Aircraft Corporation. The R&D engineers entered the newly established Subaru Motor Company, and later became the main force of Subaru's R&D. Since then, it has created an era that belongs to Subaru, which is very similar to the development history of the Swedish Saab Automobile. We can see that Subaru’s automotive engine products are very advanced at present. In the five-year Ward Top Ten engine list, Subaru has been on the list three times. This is enough to explain many problems, and Subaru is able to The achievement of such a high level of success is largely due to the supercharged and camshaft technology derived from the Nakajima period.
In the 1950s, the United States began to gradually relax its restrictions on Japan’s aviation industry because the Korean War began to gradually relax. After that, many companies began to enter the aviation field, including today’s Honda. Japan's aviation companies that have emerged from the shackles have rejoined the development of aero-engines. Companies such as Mitsubishi Heavy Industries, Kawasaki Heavy Industries, Fuji Heavy Industries, and Honda have made remarkable progress in the small-thrust turbofan engine sector. The turbofan engine's combustion chamber Casting materials, design and manufacturing processes, gear oil systems, fuel nozzle design, and automotive engines share many common features. These technologies have important guiding significance for the development of automotive engines. Under the influence of industry-wide technology spillovers, the overall automobile engine development capabilities of Japanese auto makers have been greatly improved. Honda, Toyota, Nissan, Mitsubishi, Subaru and Mazda have all developed sophisticated engine technologies. Among them, Mitsubishi's engine products have been the heart of the survival of many independent auto makers in China for a long period of time. Mitsubishi's technological input has become a technical blueprint for many "domestic" auto engines.
Horizontally comparing the development of aviation industries between China and Japan, we can see that when Japan's modern aeroengine technology is comparable to Europe and the United States, the new China is still in turmoil, the industrial base is almost zero, and the aviation industry is incomprehensible. . After the founding of the People's Republic of China, China’s industrial development experienced a similar process as that of the former Soviet Union. The industrial structure was too biased towards heavy industry, but the aviation industry was not included in it. During this period, all military aircraft were imported from the Soviet Union, and China’s aviation industry only remained in the right place. The stage of mimicking and drawing lessons from the Soviet military aircraft is far from touching the most critical aeroengine level. Since then, a series of extensive production methods lacking scientific guidance have caused great damage to the normal development of Chinese industries, especially the steel industry. As we all know, whether it is an aero-engine or a combustion engine of an automobile fuel engine, there are very high requirements on the material of the combustion chamber and the casting process. Even millimeter-level impurities will affect the performance and life of the entire engine. China's current Aeroengines and automotive engines are suffering from this problem, and the extensive and unsophisticated casting process at the outset is undoubtedly a large part of the responsibility.
When turbojet-based aeroengines entered the second phase of development, China’s turbofan engines have only just begun introduction and imitation, starting with domestic “Spei†and China’s aviation industry has taken the lead in manufacturing turbofan engines. The first step, but people who know a little about precision machinery manufacturing, know that the manufacture of precision machinery is like cooking. The same raw materials, the same processes, good cooks and lazy cooks make a completely different two-course meal. The same applies to the manufacture of turbofan engines. We have introduced drawings, purchased machine tools, and have enough metal materials, but we cannot make aero engines that have the same performance and lifespan as others. For example, China has introduced the Su-27 for more than 20 years. It should have already figured out the supporting AL-31 engine technology. However, the fact is that the performance and life span of our Turbofan-10 “Taihang†engine still cannot be achieved. The AL-31FN's level, the most terrible is that the production capacity can not keep up, and the æ¼-20 and the production version æ¼-10B use the engine still imported from Russia, and the -30 and H-6K matching D30 turbofan engine is also the same . How does such an aero engine manufacturing level bring technological spillover effects to the automotive engine industry that needs technical support?
There are inextricable links between aero engines and car engines, and at the same time, they complement each other. One of the technical advances will give the other an important guiding role, but overall, the aero engine to the car engine The impact is greater. In a very simple point, the pre-vortex temperature of a modern military turbofan engine can reach 1700K (Kelvin's, about 1400 degrees Celsius), while the temperature of a gasoline engine's combustion chamber usually does not exceed 600K. If you can work with turbofans whose operating temperature exceeds 1700K, There is no reason to worry about making an efficient and durable gasoline engine because the engine combustion chamber is built.
Finally, one thing is that some people say that cars will enter the electric age in the future. We just need to build electric motors. It does not matter if the gasoline engine is not well-built. However, judging from the current battery level, the future of aviation turbine-electricity may be an important development direction for electric vehicles. In March of this year, the “black technology superrun†of the Geneva Motor Show was used by Thaksin Tengfeng. The turbo-electric range-extending technology of the micro-aeroengine has reached a long cruising range of 2,000 kilometers. If the battery technology cannot achieve a breakthrough in a short period of time, the turbo-electric hybrid may actually be the solution to the shortage of electric vehicle cruise mileage. It will be time to return to the strength of the aerospace engine. Now It is not yet a solid foundation for aviation engines, and it will only be left behind by others for the third time.