Porsche is trying that with efuel! Basically making methanol by pulling CO2 out of the atmosphere and combining it with hydrogen from water. So the whole process is carbon neutral because the CO2 that goes into the atmosphere from burning it is pulled out to make it. Unfortunately, cost is currently sitting at about $35-45 per gallon with a price target around $7-8 a gallon with production ramp up.
Hello; Several of us on this forum had lengthily back & forths about EV's, green energy and the bans on ICE. I guess some can be rehashed since the can of worms had the lid propped open again. Guess i made way for the opening of that lid by pointing out how much money Ford & GM lost on the last go around. Even those substantial losses pale in reflection to what the debacle has cost all of us from the inflation generated by all the spending.
EVs can actually assist with grid strain by acting as a storage battery when plugged in and not charging. But yes, charging demand does have to be balanced with grid supply.
I’d love to see the specifics of that GT3 motor to know how they got 5.4 out of it…As I mentioned, I did all the math and research regarding stroking the short deck coyote. There’s only so much distance between the crank centerline and the deck. The rod (5.933) almost certainly has to be shortened if you add any stroke at all and your rod/stroke ratio gets worse in both the numerator and denominator. Even still you start pushing the pin higher up in the piston which squeezes the ring pack together, weakening the ring lands. It’s not pretty if you try going past 5.2. I wonder if they do actually build a 5.4 s650 will they go back to the tall deck block like s197 5.4.
Stock gt500 vs coyote piston:
It's basically a voodoo block with a cross plane stroker crank. MMR has a stroker crank that will get you 5.4L with a 94mm bore, so it's a proven combination and the practical limit within the dimensions of the current coyote/voodoo architecture. The biggest drawback to that long of a stroke is it normally uses a slightly shorter rod to fit it all in the stock deck height, making for a terrible rod/stroke ratio. It's not an ideal setup, and not a good idea for a street engine, but it works for a race engine that needs a broad torque curve to pull the car out of corners on a track, and it's going to be torn down after every endurance race anyway. IIRC, Eagle made a stroker kit that was not quite as long a stroke as the MMR crank, so it might have pushed displacement to only 5.3, but they actually used a rod that was a tiny bit longer than stock. The downside to that combo was an incredibly short piston and thin ring stack. Definitely not a good idea for an endurance engine, but it probably would work well for a drag racer that only pushed the engine to it's limits a few seconds at a time.
Hello; Since you try to sugar coat the issues I will briefly respond. One of the main issues with two forms of green energy is the intermittent function. Solar does not work in the dark & the wind does not always blow. Among the early ideas was to create expensive battery backups to store energy for dark and/or windless times. Then someone had an idea. Why not turn a person's privately owned EV into part of that required energy backup plan. I do not know the legal details but yes your personally paid for EV can have it's stored battery energy taken and used to supply the grid.
Cool idea but unlikely to make it into a mass produced ford engine.Could the displacement and rod ratio mystery be solved by this;
I'll just leave this here...
Yes and their new hybrid hypercar class car will be using the same 5.4 along with hybrid assist when it debuts.
