Don’t expect any new engines from Nissan (except for trucks)

In reply to alfadriver :

The triple K (now Borg Warner owned?) turbo in my Volvo is supposedly rated to 1700F EGT.  They were proud of it enough that they put it in the car's technical press release in 2003.

I have no idea what the actual material is, sadly.

In reply to rslifkin :

Not to derail the thread too much but the 8.1 has a 60 second timer and a 90% throttle enable on PE in the stock calibration, so it does eventually come in but you've really got to be pulling something heavy up a long hill and based on datalogging, with the stock ignition maps within 10 seconds of running WOT knock retard will pull you 100% to the low octane fuel map and you've lost another 4-6 degrees of timing.

I totally forgot about that variable compression engine...definitely interesting tech but it must not have been that great if no one else is following suit with similar ideas by now...

@alfadriver that is really interesting stuff. I think your comment about making gains in different areas before alternate fuels take over is probably an accurate one, not because I feel like EV/hydrogen/etc is really mature consumer technology yet, but because regulations are going to drive a lot of movement to that technology as emissions legislation tightens.

Then again, plenty of people said diesel engines would be dead by now too, but they still have their place in the market and technology has been developed to meet the need.

In reply to Pete. (l33t F S) :

While it sounds good, it needs to be 1800F, which is a pretty big increase.  Better if it were 1900 (~1050C).

There are some materials that can do it, but they are really expensive.  

One big help has been doing the integrated exhaust manifold into the head.

Other than just the integrated head/manifold, would a bigger cooling system and a marine style water-jacketed exhaust manifold help things?  That should drop the exhaust temps a bit before reaching a turbo or catalyst. 

rslifkin said:

Other than just the integrated head/manifold, would a bigger cooling system and a marine style water-jacketed exhaust manifold help things?  That should drop the exhaust temps a bit before reaching a turbo or catalyst. 

From an emissions standpoint, you don't want to drop exhaust temps before the catalyst. A lot of work goes into getting that catalyst hot very quickly. You can't sell an engine that doesn't meet emissions, so that controls the decision making to a large extent.

STM317 said:

rslifkin said:

Other than just the integrated head/manifold, would a bigger cooling system and a marine style water-jacketed exhaust manifold help things?  That should drop the exhaust temps a bit before reaching a turbo or catalyst. 

From an emissions standpoint, you don't want to drop exhaust temps before the catalyst. A lot of work goes into getting that catalyst hot very quickly. You can't sell an engine that doesn't meet emissions, so that controls the decision making to a large extent.

I had the same thought.  But if one of the issues is the exhaust getting too hot and damaging the catalyst, there may be some temperature reduction margin available.  Plus, they've managed to make cats work on newer marine gas engines even though the manifold before the cat (and the cat housings) are water cooled. 

I know it's not as sexy as ELECTRIC CARS!!!  But hybrids probably offer the best bang for the buck, with no "range anxiety". The new Maverick is the perfect example-  a 40 mpg mini pickup with zero compromises over a standard gas model.  Heavy duty trucks would be a great use case- there have been hybrid buses for over a decade now, with massive gains in fuel efficiency. 

In reply to volvoclearinghouse :

I, too, agree that hybrids are probably the best bang for the buck right now. In my layperson, but enthusiast, opinion battery technology has gotten good enough to make hybrids a realistic option for most vehicles, but not good enough to covert entire fleets to pure EV. 

Has there been any other reporting or press releases that corroborates this claim? There was a similar report about Hyundai and KIA that ended up being false. 

rslifkin said:

STM317 said:

rslifkin said:

Other than just the integrated head/manifold, would a bigger cooling system and a marine style water-jacketed exhaust manifold help things?  That should drop the exhaust temps a bit before reaching a turbo or catalyst. 

From an emissions standpoint, you don't want to drop exhaust temps before the catalyst. A lot of work goes into getting that catalyst hot very quickly. You can't sell an engine that doesn't meet emissions, so that controls the decision making to a large extent.

I had the same thought.  But if one of the issues is the exhaust getting too hot and damaging the catalyst, there may be some temperature reduction margin available.  Plus, they've managed to make cats work on newer marine gas engines even though the manifold before the cat (and the cat housings) are water cooled. 

That has been the ultimate trade off for a long time.  Close for light off, or far away to make them survive.  And it should be noted that farther away means less damage over the life- meaning that they are still able to light off quickly.  It's a non-linear trade off that also incorporates packaging.

One other note, though- the idea of super cooling the exhaust actually isn't a bad one- as long as there are not a lot of bends in the exhaust- the extra cooling jacket does not matter in the first 30 seconds or so- when all of the important light off happens.  20 years ago, dual walled stainless was all of the rage, until a closer look showed that well designed cast iron was just as good.

I wonder what this means for motorsports, because they have been generous (compared to nothing) in the amateur level.