Harvey D,
Small note, 83% reduction in CO, not CO2. Nonetheless, its still noteworthy when considering exhaust emissions.

I'm guessing that the CO2 reduction would be a result of the increased efficiency claims--14% city, 25% highway, respectively.

The concept saves fuel in two ways:

(a) the fluid dynamic losses due to vortices behind the butterfly are sharply reduced, though you need a long diffuser behind the injection point to avoid delamination in the case of an almost closed pintle.

(b) losses due to incomplete fuel evaporation and imperfect mixture formation are sharply reduced. These occur mostly when the engine is cold and, when the mixture is enriched to protect the catalyst at high power levels.

However, you still have throttling losses in part load because you still need a stoichiometric mixture. The figure of 14% fuel economy improvement therefore sounds quite high to me; it may apply to a very specific engine in very specific circumstances, but perhaps does not reflect the possible gain in average fuel economy across a whole drive cycle.

What I want to know is how the system performs under real-world driving conditions rather than on a dynamometer. But the key points to me are:

*Greater fuel efficiency
*Greater torque and horsepower
*Significant reduction in carbon monoxide, NOx, and HC.

Win-win-win.

How much will further development cost? And how much would it add to the cost of a vehicle?

One downside I can see to this design is a "taller" engine due to the long pintles. This would lead to an engine with a higher COG and possibly packaging issues in current production bodies.

@Mario

I agree that the discrepancy between highway and city fuel economy gains is suspect. I would assume that the numbers would work the other way, especially considering that the baseline engine is SOHC and that, if I recall, the D15B does not have VVT (V-Tec).

@Rafael

I understand that throttling is necessary at part load and that losses will be incurred regardless of method. It seems to me, though, that your pessimism regarding the efficiency gains indicates that you think/know that a traditional butterfly throttle would be necessary with a pintle/venturi system (I respect your knowledge, just want to learn)

This should have been done on an old engine with little VVT control. I think is a clever idea as it is simpler than VVT and it will achieve better efficiency.

Mario,

The better improvement is not at high load it is at Highway speeds (when the load is actually much lower than during city driving as it is likely to be steady state instead of requiring more acceleration.

This is similar, in manufacturing requirements IMO, to multiple throttle body layouts (Nissan's RB26DETT, and I think some Porsche engines?). It is not already done on every engine probably due to the cost of re-tooling, packaging, and producing these (single throttle body with a cast manifold versus making multiple pintles & linkage). Multi-throttle body setups have always been great for making power but they are not nearly as cost effective as a single throttle body.

Dutchman,Inc has developed what they call the " Hydro Assist Fuel Cell " that they are now conducting training classes to train Master Mechanics and/or Automotive Engineers to become " INSTRUCTORS " . They began the training sessions on 06/25/07 . Over 70 have completed the 3 day course and returned to their individual home domains to begin training the local mechanics to become " Authorized Installers " . They will " GUARANTEE " a 50% fuel economy improvement if the units are either installed or calibrated by an " Authorized Installer " . They have modified 24 vehicles during the class sessions
with an average fuel improvement of 95% . Anyone with good mechanical knowledge can install these units , however it is recommended that the computer , called the " optimizer " , be fine tuned by an authorized installer plus that will activate the 50% fuel improvement guarantee .

As soon as they feel there is a sufficient network of installers to cover the demand , television advertising will commence . This is a possibility as soon as mid-November

Then , sometime near year end they will introduce what they cal the " Pre Ignition Catalytic Converter " which was tested on a dynomometer with a Chrysler 318 engine . The test results was taking this engine from 22.7 MPG to 196 MPG .

These technologies may just save the v-8 engine and SUVs from extinction .

These units will " ONLY " be available through the dealership network of 2,000 Better World Technologies and their affiliates . No chance of suppression by TPTB .

@Cervus

This car drives from Golden, CO to Colorado Springs, CO to be put on my Dyno. He drives it everyday so he has tons of data logs that are not dyno related. He only gets tuned on my Dyno.