Ford Research paper on Ecoboost Physics

[RichieRocket]

I stumbled onto this Ford Presentation on their Ecoboost engines. By turbo-charging and downsizing, mpg and low-end torque both increase. Then the low-end torque allows down-speed, like the Sonic 1.4T does adding the double over-drive.

Starting on page 21, they go thru the science. Note the scales on the right side charts, the values decrease left-to-right, to the right is lower comsumption.
This is similar to comparing the Sonic's 1.8NA to 1.4T. Same peak power, but 1.4T has better torque and efficiency.

http://www1.eere.energy.gov/vehicle...11/adv_combustion/ace065_rinkevich_2011_o.pdf

 

[Eric Smit]

So much to read! This is going to take a good chunk of my weekend. ;P


-Eric Smit

 

[rdss]

I stopped at ford..... But really, that's a good find.

 

[sx sonic]

Awesome dude!!! Once again more wonderful knowledge to flood my mind

Also welcom back TravsSonic, I think I joined right when u went mia but I enjoyed your insightful posts while I was a lurker. Good to have you back

 

[$ub$onic]

I love ford..... couldn't be leave I bought a Chevy

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[nocoolnames]

Interesting read will give me something to do at work, thanks.

 

[SonicMan]

I love ford..... couldn't be leave I bought a Chevy

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Be leave ? Did your phone do the auto correct like mine does !! Believe

 

[theenico]

A good read, but Ford is really just regurgitating all the knowledge gained from the development work of Bosch and Ricardo. Ford, GM, VW, etc. all license some of their DI technology from one or both of these companies.

 

[RichieRocket]

A good read, but Ford is really just regurgitating all the knowledge gained from the development work of Bosch and Ricardo. Ford, GM, VW, etc. all license some of their DI technology from one or both of these companies.

I was more interested in this article more for the large NA engine versus down-sized turbo engine. Kinda like the difference between the Sonic's 1.8L and 1.4T From page 21 on, they go thru why smaller engine with turbo is better than larger NA. 1)Add turbo(and DI), 2)downsize, 3)downspeed. The BSFC efficiency island 'sweet spot' becomes bigger and covers more of the useful area of the running range.

DI is a significant part of it, but I was ignoring that part.

 

[$ub$onic]

Be leave ? Did your phone do the auto correct like mine does !! Believe

Ya I guess It did......

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[Larry]

Direct Injection has too many disadvantages right now, but once they get it right it will be great. Some manufacturer's are starting to use variable valve lift; (See: Fiat 1.4L MultiAir) which increases fuel efficiency and power by at least 10%. Some other things we're starting to see: Electronic water pump, hybrid turbochargers (an electric motor that spins up the turbo below a certain RPM, removing lag), and start-stop technology.

 

[$ub$onic]

Di has been used in diesels for years. I Dont see how there is a disadvantage . And you can use a air or propane jet to prespool the turbo

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[AxelRipper]

DI is bad comes from the same internet forum school of thought that says that you need a turbo timer, have to run [insert oil brand here], and Hondas have no torque.

The first few years of GDI there were issues with valve deposits in engines, as there was no jet of fuel from the injectors cleaning the intake valves off, which caused them to not seat anymore. Over the past few years this problem has decreased greatly. If you look around, the only engines that GM sells anymore that AREN'T DI are the 1.4/1.8 and the small blocks (both of whom's replacement's are currently in the works with DI). All of the larger ecotechs and v6's have DI as far as I know. I think they've got it pretty well figured out.

Oh, and as said before, Ricardo pretty much developed the "Ecoboost" thing as Ford used it. I actually just read the SAE paper on that the other day. And if you want to get picky about it, Ford's EcoBoost came out 3 years after the Pontiac Solstice GXP/Saturn Sky Redline had DI, Turbo 4 cylinders in production.

 

[laborsmith]

Despite how some of my previous posts on this subject have been interpreted, I see DI as a good, particularly if one uses a catch can.

Somewhat off topic, but this inquiring mind would like to know: I haven't kept up with diesel technology, so this question may date me, but do diesel engines still use glow plugs?

Laborsmith

 

[Larry]

Let's see...

Pros:
More precise fuel timing allows for more aggressive tuning and/or lower octane fuel
You can inject fuel after the valve closes, allowing the intake charge to be full of air so when you inject fuel the mixture can be more precise.
You can inject fuel multiple times per stroke.

Cons:
More precise fuel timing makes tuning more precise and therefore more difficult
More strain on fuel system due to MUCH higher fuel pressures
Costs to repair and build DI systems are higher
Need a high pressure fuel pump as well as a normal fuel pump
Higher NOx emissions (Nitrogen Oxide)
Produces excess soot and valve deposits, which requires denser and more expensive catalytic converters.
Ethanol has a much harsher effect on GDI engine due to the higher pressures and tighter tolerances.
...and more

VW/Audi FSI engines have major carbon/sludging issues, BMW has gone through six revisions of the HPFP for their N54 engines, (and owners are now reporting fuel pump issues with the new N55 engines as well), and Hyundai recommends a special additive for their GDI engines (Due to ethanol). Toyota seems to have the best reliability using a combination of both port and direct injection. Oh and GM's 2.4L GDI has had major issues with carbon build-up and leaking valve seals.

Oh, don't forget the constant loud clicking noise from the injectors

 

[$ub$onic]

Despite how some of my previous posts on this subject have been interpreted, I see DI as a good, particularly if one uses a catch can.

Somewhat off topic, but this inquiring mind would like to know: I haven't kept up with diesel technology, so this question may date me, but do diesel engines still use glow plugs?

Laborsmith

Depends on the brand Cummins uses a wire mesh in the intake. Di in diesels is the best thing that ever happened to them

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[$ub$onic]

Let's see...

Pros:
More precise fuel timing allows for more aggressive tuning and/or lower octane fuel
You can inject fuel after the valve closes, allowing the intake charge to be full of air so when you inject fuel the mixture can be more precise.
You can inject fuel multiple times per stroke.

Cons:
More precise fuel timing makes tuning more precise and therefore more difficult
More strain on fuel system due to MUCH higher fuel pressures
Costs to repair and build DI systems are higher
Need a high pressure fuel pump as well as a normal fuel pump
Higher NOx emissions (Nitrogen Oxide)
Produces excess soot and valve deposits, which requires denser and more expensive catalytic converters.
Ethanol has a much harsher effect on GDI engine due to the higher pressures and tighter tolerances.
...and more

VW/Audi FSI engines have major carbon/sludging issues, BMW has gone through six revisions of the HPFP for their N54 engines, (and owners are now reporting fuel pump issues with the new N55 engines as well), and Hyundai recommends a special additive for their GDI engines (Due to ethanol). Toyota seems to have the best reliability using a combination of both port and direct injection. Oh and GM's 2.4L GDI has had major issues with carbon build-up and leaking valve seals.

Oh, don't forget the constant loud clicking noise from the injectors

Its not that Much more strain on you fuel system if its designed for it think about it. In my Benz diesel it takes 3200lb of force for the injector to fire... the car has 300+k miles on a di system and have had no problems.... and when I build engines I have the timing as precise as possible anyways. You do not need 2 pumps in some di applications. Some are both the transfer and booster pump in one.
Dont get a wrong idea by it because a couple company's haven't figgered out how to use it in a gas engine.
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[Larry]

That's what I meant, GDI has some things they need to fix before I would buy another one.

 

[klystron]

Larry knows some stuff. My 2007 F-250 diesel injects fuel 5 times per cycle if I remember my reading correctly. I deleted the EGR on that so no issues for me. At least until the head bolts stretch and then I go with studs.

 

[$ub$onic]

I like my 05 Cummins..... no emissions to begin with and my Benz di diesel I only injects fuel once precycle like a gas engine....

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