Ford faces $1.3 billion lawsuit over EcoBoost engine

BenK wrote:
Less...went back to this mornings news readings...

This is what am talking about ONLY and OEM can do the right stuff to the whole engine design...3rd parties can NOT afford to cast a new engine block, heads, etc, etc...

2019 Chevrolet Corvette ZR1 First Test: Out With a Bang


Notice the references to 'heat'...a major issue when stuffing or force feeding any ICE. The bigger the block...the more heat rejection surface area.

which is notoriously prone to power-sapping engine-protection mode due to excess heat

and

and there are four new heat exchangers (13 “radiators” in total) tucked hither and thither

Boils down to BTU density, thermal mass' ability to move that heat and the ancillary stuff that goes with this common issue...thermal management and the designed in safeties that are mostly based on thermal metrics

And towing heavy is way harder than any sports car, drag racer, etc...as how long do they stay WOT at GVWR & GCWR ??? Add in on inclines 'some times' to 'often'...

On the money on every single point Ben.

Making power is easy now days. Back in the day I struggled and struggled with two problems on my turbo engines:

#1. Detonation. It was a bad problem and super hard to deal with without electronics. I never did get it totally solved; ever.

#2. Heat. This was not as big of a problem because on a street car you could only hold it WOT for a few seconds at a time before you were doing over 100 MPH. That's why I never did have a problem with duty cycle.

Now with E85 and electronics detonation is not much of a problem anymore.

Heat still is a big problem with OEM. It is better now days because the OEM has new materials to work with and the also have things like computer modeling.

Duty cycle is still a problem with small engines (as you pointed out) and always will be. There is a reason a class 8 has a 2,000+ lb engine that puts out 500 HP.