The most efficient ICE is a 2 cycle diesel at 40%. Meaning that 60%
is lost/wasted through heat rejection...which also says there is that
much more that 'might' be gained with technology yet to be discovered
for both gasoline and diesel. This then means gasoline is even less
efficient with more potential to capture that goes down the tail pipe
or radiated
SMOG for diesels was coming, but the very large increase in the numbers
buying helped accelerate the SMOG'ing of diesels
As for the particulate issue with GDI...it has to do with the zones of
extremely rich...to stoichiometric...to ultra lean. Propagating from
the nozzle. Same thing for diesel's
It is in the extremely rich zone that most of the particulates form and
the work is in ever smaller droplets. Why say it is moving towards vapor
and HOW2 turn liquid into vapor at that point.
The extremely high PSI's is to get the GPH through these tiny, tiny
nozzles...at the cycle rates needed for an ICE
There is also work with multi squirts. Initial very small to ever larger
The issue is cycle rates of the nozzles and the ability to meter small
enough of a squirt
The whole fuel system is now going to be tested on its longevity and
IMHO, tens to hundreds of millions of miles needed to get a proper
picture. Solid state injectors has a shock from closing and am looking
for info on that topic
Microwave has been tried and the images of the magnetron is HUGE
for each nozzle and think a central with distribution, but that brings
up more issues than it solves. Didn't work that well in the lab either
Lasers kinda sorta works, but the optics become a maintenance nightmare
Back to the secondary port injector and the denotation issues. Any
port injector has to squirt just before and during the intake valve
opening.
That then has fuel in the manifold and potential for denotation inside
the CC. Therefore, the compression ratio can NOT be as high as only DI
That then leads to the bottom line for power...PSI on the piston top
Higher compression ratio allows higher potential PSI's. Forced fed
allows for higher PSI's. Timing advance allows for higher PSI's
All of that is dependent on managing denotation and that depends on
the CC's condition before you want the burn event...not detonation...
Larger displacement can have lower PSI's and still have the over all
power. Made up by more square inches of the piston top. This is why I
prefer variable displacement of a larger displacement ICE...which can
always be forced fed
{edit}...Also less stressed than a smaller displacement producing the
same levels of power. The level of stress can be increased for ever
more power on the larger displacement ICE
In a highly stressed ICE...those higher stresses can be addressed much
of what Ford has done with their EcoBoost ICE. Time will tell if they
got all of them controlled. The real test to me...is when the public's
general abuse of their vehicles rears its head and that is down the
road...
