Quote:
Originally Posted by zooki
Never mind guys, sorry for having a curious mind. Please go back to arguing over which air filter makes 1 more HP than another. I appreciate all the thoughtful replies.
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lol I feel your pain... Trying to get a technical thought discussion going on the internet is... painful.
I don't have the answer but I thought I'd help clear up some confusion.
I too don't quite understand all the intricacies of engineering and tuning a modern DI internal combustion engine, but I get what the OP is saying. Most of you boneheads need to read the question and stop staring at your own colons.
If a high compression engine requires 93 octane at stock power levels @ 12.5:1 CR, but 93 octane is also stable enough for bolt on FI at 12.5:1 CR, why isn't the inverse true? IF an OEM engine were designed at 12.5:1 CR boosted and required 93oct, wouldn't we expect to be able to run lower octanes if it were changed to NA and produced less power?
It's an exercise in engineering thought, the question is not "hai guyz will it go OK on 87? derp? And the answer is not "OMG RTFM NOOB".
Anyways, it's obvious that high compression and high heat require more stable octane ratings, but the (perfectly legitimate) question still stands: How much has DI changed this train if thought? Could DI allow us enough finite control of what's happening in the cylinder to improve efficiencies and net the
same power from lower octanes?