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DOE: gasoline direct injection engine technology showing very rapid adoption; 48.5% market share after 9 years

Gasoline direct injection (GDI) technology has seen very rapid adoption in the US since its first significant use, according to data gathered by the US Department of Energy’s (DOE) Oak Ridge National Laboratory (ORNL). Only nine years after its first significant use in the market, GDI penetration has climbed to 48.5% market share. (First significant use generally represents a production threshold of about 1%.)

Many auto manufacturers have used the combined benefits of GDI and turbocharging for increasing power output from downsized engines. This is evident in the rapid rise of turbo-charged engines in over the past five years, after 11 prior years of desultory growth.

Source: DOE. Click to enlarge.

Cylinder deactivation, seen mostly in 6- and 8-cylinder applications, has about 10% market share over the past five years. Stop-start technology in non-hybrid vehicles is relatively new in the US market and has only been around for five years since its first significant use. However, in just five years, stop-start has reached over 9% market share while gasoline hybrids have only grown to 4% market share in the past 12 years.

The data is from ORNL’s 2016 Vehicle Technologies Market Report, due to be released this month.



And what about gasoline nanoparticles particles? No traps? Will everybody ignore this problem? Smaller, more dangerous particles then from diesel exhaust are emited.


"There are ways to design and calibrate the GDI system that will dramatically reduce particulate emissions."


ICCT runs a campaign against diesel. Of course, they try to argue that nanoparticles from GDI is not a big problem. And perhaps it is not – from a legislative point of view. US EPA does not regulate nanoparticles. It is simply not (seen as) a problem in the USA (???). In Europe, however, nanoparticles from GDI will also be regulated and the same limit values will apply as for diesel (previously 10x higher level was allowed for GDI). Moreover, real-drive emission testing will require nanoparticle control under (basically) any type of driving condition. Consequently, car manufacturers now plan to introduce GPFs. Large-scale production starts later this year. There is simply no other way to make a GDI engine clean. Even with perfect combustion, ash particles from oil will be generated. Such particles are trapped in a filter.


Gasoline ice efficiency should be pursue the best possible. It is a proven fact that since 100 tears ago power and resulting mpg increases are very large. from model t doing 25 mpg at 35 mph to now 40 mpg at 65 mph with almost no wear. Careful mix of gaseous hydrogen with gasoline-diesel can lower temperature of the intake charge leading to increased compression ratio and speeding of combustion and reduce losses of too much advance of the ignition timing.

Use of combustion pre chambers and smart pressure injection at top dead center can still be perfected in serial hybrid configuration. And loss heat can be harnessed and recirculated instead of been phase out after the exhaust valves.

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