Will the Diesel be Dead?

How about this...

Camcon Automotive

Learjet wrote:

Did you see the simile face...I knew it wouldn't be long before I got someone to correct me.

Technically, you were correct as you said "compression" not "compression ratio".

Compression ratio is very specific related to the volume in the cylinder as the piston goes from bottom to top.

Compression is more generic. If you look at how much the air is compressed relative to atmospheric pressure...yes, a turbo engine does have variable compression.

The government along with the EPA and the manuf. are in the process of killing it off with all the junk that is hung on it. fuel mileage is down and they are selling less of them. I`ve seen a lot of diesels being traded for gassers in the past few years!

I for one have no need for a diesel. well except for the DP I plan on buying! but LD diesels have gone about as far as they can go!

wilber1 wrote:

Learjet wrote:
yep...lets see how long that last...my Diesel has variable compression already...its called a turbo charger :)

No it doesn't, it has a variable atmosphere, the compression ratio doesn't change.

This engine can use high boost, low compression for performance and low boost high compression for economy, whichever is required. The double digit improvement in fuel economy is what puts in diesel territory for economy plus it has turbo gas horsepower if needed.

The world market for small diesels is huge and not just for cars. The Chev Colorado diesel is a 2.5L four cylinder.

It wasn't so long ago that we thought multiple camshafts, valves, variable valve timing, direct injection etc were pretty exotic but now they are the norm.

I was watching Autoline on PBS this morning with a Ford powerplant engineer. They were talking about all this new stuff and he said it was an exiting time to be a propulsion engineer. He was predicting big changes in IC engine design, of which this is just one. He said the biggest change has been in software which has made a lot of things possible which weren't before.

Mazda's Sky active engines get great economy by using very high compression ratios but this prevents them from using turbos. The variable compression ratio engine can do both.

Did you see the simile face...I knew it wouldn't be long before I got someone to correct me.

Learjet wrote:
yep...lets see how long that last...my Diesel has variable compression already...its called a turbo charger :)

No it doesn't, it has a variable atmosphere, the compression ratio doesn't change.

This engine can use high boost, low compression for performance and low boost high compression for economy, whichever is required. The double digit improvement in fuel economy is what puts in diesel territory for economy plus it has turbo gas horsepower if needed.

The world market for small diesels is huge and not just for cars. The Chev Colorado diesel is a 2.5L four cylinder.

It wasn't so long ago that we thought multiple camshafts, valves, variable valve timing, direct injection etc were pretty exotic but now they are the norm.

I was watching Autoline on PBS this morning with a Ford powerplant engineer. They were talking about all this new stuff and he said it was an exiting time to be a propulsion engineer. He was predicting big changes in IC engine design, of which this is just one. He said the biggest change has been in software which has made a lot of things possible which weren't before.

Mazda's Sky active engines get great economy by using very high compression ratios but this prevents them from using turbos. The variable compression ratio engine can do both.

I saw an article earlier about electronic valves in a standard gasoline engine. Talk about a quasi 2 stroke mode. Probably get more wide spread use.
I have to say Fords Eco boost are variable compression as has been pointed out. Who would have thought even ten years ago about a 3.5 liter V6 being an excellent engine for towing...

It may bring efficiencies in smaller gassers close to what small automotive diesels produce at the cost of complexity. It is interesting they are also using Atkinson cycle valve timing to increase efficiency by derating the engine. This would not be appropriate technology to use in an application where the engine required most of its rated output, but I could see some consumer vehicles benefiting from on-demand horsepower increases while typically needing less during normal operation.

ScottG wrote:
What does this have to do with diesel? In no way does it replace them nor does it perform like diesel.
They tried the variable compression idea on Infinity first. Scotty Kilmer says it's a terrible enjoy and a "Don't buy". Looking at how it's engineered, I agree.

Rube Goldberg comes to mind! This thing is a mess! It reminds me of the 10 head bolts/ cylinder head thing...………...but 10x's worse! And almost as bad as mounting a nuclear reactor in a car. :R

Recently bought a new-to-me 2017 model car. BIG thing was about fuel economy and MPG. Rated for 24 MPG or greater, with all kinds of gadgets and stuff to provide that from a 4 cyl engine. My 2000 model Chevy minivan V6 consistently got 30+ mpg on the highway, and average overall about 26 MPG from the time it was purchased up till it was traded with over 135K miles. So what is the new tech good for?? And the van didn't quit every time we stopped at a stoplight.

What does this have to do with diesel? In no way does it replace them nor does it perform like diesel.
They tried the variable compression idea on Infinity first. Scotty Kilmer says it's a terrible enjoy and a "Don't buy". Looking at how it's engineered, I agree.