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Some of the bigger problems with the 'normal' diesel designs are related to atomization of the fuel to burn it efficiently. Our multifuel engine actually bypasses almost all of these issues by using low pressure injection (injectors squirt streams of fuel, not spray a mist of fuel). So the...

Ah, now I get your drift. I read it easily enough, but I guess that by saying it was a 'great' description, it should have been easier to read in layman's terms. To which, you are correct. But it is a technical description, and not meant for easy reading. Ah well, I don't want to re-write the...

Ok, as I quickly read that, I understood it as only 5% of the fuel was atomized from the injection event itself. All remaining fuel is atomized by the swirling air over the 'pool' of fuel in the piston chamber. I read it as saying that the 5% being atomized from the injection event is used to...

PRINCIPLE OF HYPERCYCLE OPERATION There is a great description of how the multi fuel engine works!

Check this out! New technology turns petrol engines into low compression diesel! Different idea to get the same affect that we are after. Now, put that piston in a simple engine like the 6.2 and have fun!

Cut down on smoke and run smoother. Easy, swap on a newer turbo with a waste gate. Don't try and make a ton of boost, just make the boost come in a lot sooner, and let the wastegate bleed off the extra at the higher rpms. Or just turn down your fueling a little ;) As for 50/50, they can run...

You are right though, it would only take so much reworking on the existing engines to make them more 'tolerant' of other fuels.

Well, we happen to like to 'thin' our heavy oils with gas. So having the engine burn it as well is a safety issue as well as a multi fuel issue.

Figured you did, but wanted to make it clear for anyone who didn't. Actually, an engine has some other dynamics that can play into this even more. Like the 2nd upward travel of the piston. Leaving enough volume to compress will help soften the 'snap' that the rod/pin/piston sees. Granted, this...

To a point, remember, to ignite a lot of the fuels we would like to use, we will still need a fairly high static CR. It needs to be able to START easily, and then run at idle, where we are not generating boost levels. Unless you did like the detroits and run a turbo on top of the super charger.

Ah, that lies in how you can design the cam profile. Also, to a point, how close your tolerances have to be for a higher CR engine compared to the lower CR + boost. But, to a point, you are right. They are being built a lot stronger, and withstand a LOT of boost = cylinder pressure.

Yeah, but they did a lot of work to make the engine quiet(er). It just happened to be able to run on other fuels as well. Nice fringe benefit there if you ask me...

To a point, but you need the CR to be high to START the engine in the first place. I think a newer MF would definitely benefit from forced induction. But I think that it should be able to run without it.

There is more to it then that. I have been thinking a LOT about this exact topic for quite some time now. I figured two setups would be nice to have. I would like to base one off of the GM 6.2 setup (indirect injection diesels already have a high compression ratio, stupid easy setup, and already...