The beauty of GDI, despite all the inconvenient issues with it, is that it allows you to run really low octane fuel with a shockingly high compression ratio. Modern Coyote 5.0s in Mustangs and F-150s are roughly a 13.5.1 compression ratio yet you can run them just fine on 87 octane.
that’s why the ideal fuel injection set up is a combination of MPFI and GDI. For most of the rev range it’s using GDI but when you’re past the 75% mark or so the MPFI injectors open up to so that the valves get cleaned by fuel. This is how Toyota and Ford do it now and it almost completely solves the carbon intake valve buildup issues that happen when you only run GDI.
I think the only reason it’s not universal yet is that it does increase production costs of the fuel system since you’re running two fuel injection systems. Also need a monster of a high pressure fuel pump to provide both systems with fuel especially the GDI injectors since it’s basically the same system they use on common rail diesel engines. Enough fuel pressure to blow a hole through your hand. So like a modern Toyota 3GR-FSE V6 engine has 12 fuel injectors, six GDI and six MPFI.
Current Mercedes, Mazda, Volvo and most BMWs are up to E10 per the maker. No E15.
Subaru started allowing some models to use it in 2019
Nissan, Hyundai in 2017
Chrysler, Dodge, Ram, Jeep in 2016
Honda and Toyota 2015
Ford 2013
GM 2012
The belief that every vehicle manufactured after 2003 can use E15 is false. Is your assertion that since in 2011 the EPA approved E15 for all 2001+ vehicles, it became magically OK despite the what the manufacturer said? Not too hard to find a whole bunch of people who voided their manufacturer warranty by using E15 in vehicles made after 2003. Maybe people do trust the EPA that much?
Yeah I screwed that up. My bad. The octane advantage still stands though so you can run higher compression without pre detonation. It’s a hell of a lot cheaper than race fuel or Avgas.
Understood. Higher octane definitely has the advantage with high compression and avoiding knock. IndyCars are a great example of the tradeoffs - 12.5:1 compression ratio (with twin turbos!) and 700-750 hp, but only get 3-5 mpg. If you’re only going a 1/4 mile at a time, fuel efficiency isn’t that big of a deal.
Speaking of racing know what I miss? The mid 90s of Formula 1. 3.5L V12s screaming at 15,000+ RPMs naturally aspirated making nearly a thousand horsepower. Every engine era of formula 1 since hasn’t equalled that insanity, although the V10 era in the mid 00s was close.
Although my favorite historical racing series, even though it didn’t last long and it happened before I was born, was Group B Rallying of the 1980s. Those cars were just stupid. Super light with stupid turbocharged engines that commonly made north of 800 horsepower. On dirt and mud tracks. Some of the greatest road cars ever made were born out of homologation rules for Group B including the Porsche 959 (the second greatest Porsche ever made after the Carerra GT) and Ferrari 288 GTO (my favorite Ferrari of anll time) and F40. The F40 actually missed its chance to race in Group B because the series was canceled right when the F40 was finishing development. Too many dudes were dying in that nonsense in super dramatic wrecks.
like don’t get me wrong I’m a huge fan of forced induction (current ride is turbocharged) but there’s just something special about naturally aspirated engines and that’s becoming somewhat of a relic these days. Since every manufacturer wants to throw the smallest displacement 4 cylinder in every car they can and just throw a big turbocharger on it with GDI so it can run on lower octane fuel. I miss the 2000s era of cars, where even family sedans like Toyota Camrys had screaming 7500rpm 3.5L V6s as an option.
A friend of mine had a built 69 Camaro with a hot 500ci big block with a 2 speed powerglide behind it and about a 5:30 final drive ratio for the differential for 1/8th mile runs. And just for kicks he decided to use it a regular car for a week or so just to see what the fuel economy was like. Even driving it sedately that beast only did 6 miles per gallon. And it was terrible to drive as an actual car. It was super optimized for drag racing so he had to put a different set of street wheels and tires on it just so it’d be road legal. And the stall in the trans and the cam was stupid so even sitting still every time it loped it pushed the car forward a little bit while hard on the brakes at a red light.
Funniest thing about the car was that it wouldn’t really do over 80 miles an hour. It was an 1/8th mile car so it would launch super hard and pull to 80 like a Minuteman ICBM but above that it was redlining. Just no more gears to give and the final drive was way too short.
But I didn’t say he obtained his title in 1925, I said his father, who he inherited it from did. And I didn’t make any comments regarding the 1953 coup. You extrapolated.
A manufacturer voiding their warranty for using E15 has almost nothing to do with whether the engine will operate with it or not.
In the '80s I worked for a State transportation research department. We did a test with E10 and E15 using state fleet vehicles all of which the manufacturers at the time (Ford, Chevy and Chrysler) said should not use gasohol. All of the vehicles performed well and never had any engine or fuel system issues. None.
I don’t care what your post was about. You were responding to mine, which had nothing to do with 1925. I’m half we agree that the US played a vital Role in replacing a democratically elected leader with a dictator in Iran.
