Search the Community

Porsche Is One Step Closer To Producing Synthetic Fuel This could save the combustion engine. With new combustion car sales being banned within the next decade to lower global emissions, many automakers are switching to EVs. Porsche has already started embracing electrification with the Taycan and will launch an electric version of the Macan next year. At the same time, the German automaker is also fighting to save the combustion engine. Last year, Porsche announced a partnership with Siemens Energy to develop a new, almost carbon-neutral synthetic fuel that will extend the life of the combustion engine. After all, the bans will only apply to new combustion car sales, so millions of gas-powered cars will still be on the road polluting the environment. Now, Porsche is one step closer to producing synthetic fuel as construction of the Haru Oni manufacturing plant near Punta Arenas, Chile, where the synthetic fuel will be produced, has begun. Porsche plans to start producing synthetic fuel at the plant next year. Initially, the plant will produce 34,000 gallons of synthetic fuel in 2022, before increasing to 14.5 million gallons by 2024 and 145 million gallons by 2026 at a cost of around $7.6 per gallon. "Porsche was founded with pioneering spirit. That's what drives us, we thrive on innovation. We also see ourselves as pioneers when it comes to renewable fuels, and we want to drive development forward. This fits in with our clear overall sustainability strategy," said Michael Steiner, Member of the Executive Board for Research and Development at Porsche. "It means that Porsche as a whole can be net CO2 neutral as early as 2030. Fuels produced with renewable energy can make a contribution to this." Steiner adds that the Porsche 911 is "particularly suited to the use of eFuels," which will help keep classic Porsche cars on the road without requiring any mechanical modifications. You might not need to convert your classic Porsche 911 into an electric restomod just yet, then. However, the synthetic fuel will initially be used in Porsche Mobil 1 Supercup race cars from 2022. Producing synthetic fuel will be a complicated process. Using wind power, electrolysers split water into oxygen and hydrogen. CO2 is then filtered from the air and combined with the hydrogen to produce synthetic methanol, which is then is converted into eFuel. Porsche is confident the e-Fuel will reduce carbon emissions in combustion engines by up to 90 percent.

Japan Could Ban Sales Of New Gasoline, Diesel Cars In Mid-2030s: Report source: https://www.motor1.com/news/458668/japan-gasoline-diesel-cars-ban/ The country's industry ministry is expected to formalize the deadline soon. The mechanism to curb the effects of climate change is not showing signs of a halt. And of course, the automotive industry, which admittedly contributes to the current mess, is finding ways to reverse the adversities, mostly by switching to selling electric and hybrid vehicles – or at least they won't have a choice. Japan is the latest country to announce a deadline to ban the selling of new gasoline- and diesel-powered cars. This is according to NHK, the country's public broadcaster, and relayed in a report by Reuters. According to the report, Japan is eyeing the mid-2030s for the deadline and is expecting automakers to comply by not selling new fossil fuel-powered vehicles by the said period. It's important to note that Prime Minister Yoshihide Suga has pledged in October that Japan will have zero emissions by 2050 on a net basis. With this, the Land of the Rising Sun is joining the other countries that have set a deadline. Britain, Norway, and Germany have announced so recently, as well as some parts of the United States and Canada. Automakers have already responded to this cause a long time ago, that's why there are more hybrid and electric vehicles now more than ever. These companies know that this is the future, and switching over to electrified vehicles will make them future-proof, as they say. Japan's new deadline, however, will put pressure on its homegrown automakers like Toyota, Honda, Nissan, and Mitsubishi to hasten the R&D timeline for electrification. We've seen new Japanese models, such as the Nissan Ariya EV crossover, this year, so expect more in the near future. NHK reports that Japan's industry ministry is expected to give a formal target for the sales ban by the end of this year.

11 Reasons Why Diesel Trumps Gasoline source: https://www.drivingline.com/articles/11-reasons-why-diesel-trumps-gasoline/ Occasionally, we like to stir the automotive pot, and this one is sure to do it! It’s the age-old diesel vs. gas debate—and it’s guaranteed to get a few of you into a verbal throw down. While both forms of propulsion have their place, diesel tends to dominate when big jobs have to be tackled as efficiently and reliably as possible (hence its preferential use in the military, construction, transportation and railroad industries). On the racing scene, gasoline engines have long held the throne in most categories. However, in recent years, diesel technology has advanced at a rapid pace, which has only promoted further versatility—namely in 3/4-ton and 1-ton trucks. No longer are these oil-burners limited to workday chores. It’s now common to spot an 8,000lb, diesel-powered Ford, GM or Ram tearing through the quarter-mile in 13, 12, 11 and even 10-second intervals. Diesels have also begun to draw large crowds at chassis dyno competitions and headline the biggest sled pulls in the country. Once upon a time, the Audi R10 TDI even infiltrated (and dominated) the esteemed Le Mans racing series. So, with diesel excelling in so many key areas, is it the better engine choice? Judging by the title, it’s pretty clear which side yours truly plays for, but whose side are you on? Diesel or Gas? 1. High Compression = More Power & Better Efficiency What do OEM manufacturers, aftermarket enthusiasts and all-out race teams do to increase power and efficiency in their gas engines? They up compression. Diesels range from roughly 16.5:1 to 19:1 vs. gasoline’s typical 9:1 to 10:1. This means higher cylinder pressures (hello torque), a cleaner in-cylinder burn and—being that diesels rely on compression ignition rather than spark—no worry of pre-ignition or detonation. 2. No Throttle Plate Unlike a gasoline engine, a diesel doesn’t have a throttle plate (which should more appropriately be labeled a “restriction plate”). This means a diesel’s cylinders are packed completely full of air during every intake stroke, regardless of the driving or operating conditions. By contrast, the only time a gas engine breathes this well occurs under wide-open throttle instances. A lack of throttle (restriction) plate also means no pumping losses for the diesel engine. Did you know a gas engine expends as much as 40-percent of its total power output trying to overcome its own air (throttle) restriction? 3. Any-Purpose Engine No other internal combustion engine is as versatile as a diesel. For instance, only a diesel-powered pickup can be used as an all-in-one work truck, tow rig, sled puller, drag racer and daily commuter and remain as reliable as it was the day it left the factory. There are thousands upon thousands of diesel trucks making 500hp (1,000 lb-ft) or more that serve all of the above functions, not to mention that four-wheel drive models offer year-round drivability and off-road capability. The allure of a diesel engine is its do-anything nature. 4. Better Ingredients Because diesels feature high compression ratios, see high cylinder pressures and are typically turbocharged—they’re built with burlier parts to withstand all the stress. This means premium items like forged-steel connecting rods, four-bolt mains, six head bolts per cylinder, compacted graphite iron blocks... even bed plates make it into a lot of diesel engines. As well, nearly all heavy-duty diesel engines are gear-driven (no timing chains or belts). 5. Leaner Air-Fuel Ratio When you run a gasoline engine too lean you kill its power potential, run the risk of overheating or worse, melting a piston. In an effort to cool down combustion, gas engines will dump extra fuel at wide-open throttle. The complete opposite is true of a diesel. Lean out the fuel and the engine runs cooler. Add fuel to the mix and combustion temps and exhaust gas temperature goes up. This is why diesels run a leaner air-fuel ratio than gas engines. In fact, some diesels utilize an air-fuel ratio as high as 90:1 or 100:1 at idle. Optimum gasoline air-fuel mixtures usually check in around 15:1, while most diesels operate at 18:1 or higher. 6. Better, Safer Fuel Diesel fuel’s chemical makeup makes it at least 15-percent more energy dense than gasoline. On top of that, diesel fuel is oil-based, which essentially makes it a lubricant when introduced to cylinder walls. By contrast, gasoline is a solvent. Gasoline is also much more volatile than diesel (i.e. more explosive/flammable), which makes diesel much safer in the event of an accident. 7. They Aren’t Picky Eaters Being that diesel is an oil-based fuel, it shouldn’t come as a surprise that virtually any oil-based alternative can be burned. We’ve seen diesel engines running on vegetable oil, grease, used engine oil and even automatic transmission fluid. But the diesel engine has always been capable of operating on alternative fuel sources. Case in point, the original diesel engine was designed to run on coal dust, but Rudolf Diesel subsequently found that it would also run (much more safely) on peanut oil. 8. Most Powerful The most powerful engine in the world is diesel. Measuring approximately 90-feet long, 44-feet high and weighing some 2,300 tons, the Wartsila-Sulzer RTA96-C cranks out 109,000hp. The Finnish-designed, 14-cylinder, low-speed two-stroke diesel behemoth spins a maximum of 102 rpm, but generates as much as 80,080 KW of power—enough to power a moderately sized suburban town. Fitting for the world’s largest engine, the Wartsila-Sulzer RTA96-C is used to propel the largest ocean-going vessels in the world, such as 1,300-foot long, 70,000-ton cargo ships. 9. Big Torque at Low RPM Thanks in part to the extreme cylinder pressures they see, most diesel engine’s produce their peak torque figure at or below 2,000 rpm. This not only makes diesel the ideal means of getting heavy loads up and moving quickly, but makes it easier for them to maintain speed while out on the highway. An abundance of low-rpm torque is also why 8,000lb diesel trucks can cut 1.5 to 1.8-second 60-foot times at the drag strip. While most gas power plants are just beginning to come to life between 3,000 and 4,000 rpm, a diesel is ready for the next gear. Living life at a lower rpm also lends itself to a diesel engine’s long-term durability. 10. A Mechanical Diesel is the Ultimate Doomsday Engine Older, mechanically injected diesel engines are stupid simple and require virtually zero electronics to run. Once started, all a fully mechanical diesel needs to stay running is a steady supply of fuel. There is no need to worry about air, as once you fuel the engine the air will follow. If things ever go dark, you’ll find us driving something with a 12-valve 5.9L Cummins under the hood. 11. Diesel Makes the World Go Round Frankly, if diesel isn’t superior to gasoline, why do the construction, trucking, shipping, railroad, aviation and mining industries rely on it almost exclusively? And why does every branch of the military depend on it? It’s because diesel is more efficient, powerful, reliable and versatile. With the power of diesel, you can travel farther, get more work done and even use an alternative fuel source if you have to. So, still think gas is best? Or is electric now the future? Join the conversation in comments below.

Hi, anyone tried this? Saw this being "promoted" at Stamford Tyres Lok Yang Branch. As i hung around there for 4 hours, i saw several people buying this and the engine treatment. Claims to increase engine oil life by 4-7 times and increase FC by at least 10%. Any feedback? http://www.mspglobal.com.sg/

Petrochina is part of SPC right? http://www.colombopage.com/archive_13B/Oct02_1380726402CH.php Oct 02, Colombo: Sri Lanka's state-owned fuel supplier Ceylon Petroleum Corp (Ceypetco) said it has retuned 30,000 tonnes of gasoline supplied by the Singapore subsidiary of PetroChina due to substandard quality. According to the Ceypetco's managing director Susantha Silva, the stock of 90-octane gasoline from PetroChina Singapore was rejected as it failed to meet specifications. The Ceypetco has accepted 5,000 tonnes of 95-octane gasoline and 5,000 tonnes of diesel from the Singapore subsidiary. Silva has said that the oil stock was rejected since it failed one of the 15 parameters of the octane specifications, Reuters reported. PetroChina's Singapore subsidiary has been asked to resupply the cargo. Ceypetco in January this year finalized a term contract to purchase nearly 3 million barrels of oil products for delivery over a six-month period from PetroChina. Sri Lanka is being forced to import refined oil from several sources since Sri Lanka's sole refinery can only purify Iranian crude and the crude supplies from Iran had to be reduced following the sanctions imposed on Iran by the United States.

According to a report by ExxonMobil, diesel will surpass petrol as the number one transportation fuel worldwide by 2020 and continue to increase its share through 2040. The shift from petrol is being propelled by an increase in light-duty engine efficiency and an expansion in commercial transportation globally. Fuel demand by heavy-duty vehicles will see the greatest growth and accounts for 40% of all transportation demand by 2040. Approximately 80% of the growth in the demand for commercial transport will come from developing nations. On the other hand, demand for petrol will be relatively flat despite the doubling of global personal vehicle population from more than 800 million vehicles at present to more than 1.6 billion in 2040. The rise in popularity of diesel personal vehicles can be observed right here in Singapore due to the CEVS, and reduction of Special Diesel Tax for cars that meet the Euro V emission standard. In 2040, we may end up seeing more diesel pumps than petrol ones in our gas stations.

British Petroleum (BP) has recently announced a recall for approximately 2.1 million gallons of gasoline produced by its refinery in Whiting, Ind. The contaminated gasoline was sold in the northeast Indiana and Northeast Illinois areas. The recall came after reports of motorists flooding car repair shops in northwestern Indiana over a couple of days. According to BP, the contaminated petrol can cause hard starting, stalling and other drivability issues. In a statement issued by BP, the gasoline was blended from 13 Aug 2012 to 17 Aug 2012 and contained a higher than normal level of polymeric residue. BP said it is investigating how the contamination occurred. An affected car owner is expecting a US$1,200 bill from a local automobile dealership after having his car

http://www.leftlanenews.com/hyundai-launch...ion-engine.html hyundai has just launched its first GDI engine. while mitsubishi launched it in 1996 in the Galant/Legnum series. Apparently this engine tech is much more efficient compared to the normal injection engines. But it has not gained much popularity outside of japan despite being available for 13 years. Could this be due to reduced efficiency and higher emissions results which is due to the higher sulphur content of petrols outside of japan? which other cars on the road now (in singapore) are using GDI engines? any bros here can enlighten me?

http://www.p2pays.org/ref/36/35452.pdf It is a whopping 3.61MB document. Very detailed study but involving American cars. Can't believe it that a SGI 3.1L V6 Lumina pushes out only 98BHP at 4500RPM and this is alaready a 10.6% loss from powered with gasoline. Either CNG is really lousy or American automotive technology is really bad. My 1.4L DOHC already pushes out 94 ponies at 4500RPM with petrol.

Power The power an engine develops depends on its design. In general, the more air an engine can process, the more power it can produce. Major design considerations for power are the displacement of the engine, the compression ratio, and the presence of a supercharger or turbocharger. Other factors affecting power are the number of valves per cylinder, valve timing, and spark timing (see Chapter 5, Gasoline Engines). Because different grades of gasoline have essentially the same heating value, they all provide the same power in a given engine as long as their antiknock performance meets the engine