Even with the inexorable move toward electrically driven cars in the next couple of decades, the internal combustion engine will remain with us for some time to come either as the primary powertrain on many vehicles or at least as an auxiliary power unit for series hybrid vehicles. Given that reality, researchers are working feverishly on ways to improve the efficiency of ICEs as much as possible. During the recent SAE World Congress speakers from almost every carmaker and research facility talked about a new combustion process called homogeneous charge compression ignition or HCCI.

In the world of internal combustion engines there are two basic ways of igniting the air/fuel mixture to make power, using an electrical spark or compressing the mixture until the temperature reaches a point where the mixture self ignites. The first is used in typical gasoline engines and the second in diesel engines. The HCCI combustion process takes some of both processes and has only recently started to look like a viable alternative as electronic control systems and sensors have gotten more powerful and precise.

Continue reading after the jump.

[Source: ScienceDaily.com]

General Motors' first North American application of direct injection on a gasoline engine was the 2.0L turbo four cylinder in the Pontiac Solstice GXP/Saturn Sky Red Line. The direct injection allowed the engine to produce more power while getting better fuel economy than the base 2.2L engine.

Now the DI love is spreading to the 3.6L V-6 in the Cadillac STS. The updated engine gets an fifteen percent bump in power to 298 hp and six percent increase in torque. The final fuel economy numbers aren't available yet, but they are expected to improve compared to the original engine. The more precise fuel control also results in a twenty-five reduction in cold-start hydrocarbon emissions. The variable valve timing is also used to delay exhaust valve closing under certain conditions allowing exhaust gases to be pulled back into the combustion chamber. This lowers the combustion temperature and reduces NOx emissions without having to use an EGR system.

GM expects to build 200,000 direct injected engines annually by the end of 2008 and will expanding the use of direct-injection the coming years. The STS press release is after the jump.

[Source: General Motors]

Soon, I plan to write an editorial about which way the motorcycle designers are going when it comes to being a green form of alternative transportation. A sneak peek: motorcycles are getting bigger, faster and less fuel-efficient. Why? The demands of the buyers, of course. But, with the same things being demanded of cars, and with very tough fuel and emissions standards, we are starting to see some technology trickle down from the automotive sector to that of motorcycles. An example of this is the variable-valve-timing that will appear on the Kawasaki Concours 14. This bike in particular is an example of a model that was well thought of, the Concours, being redone with a much larger and more powerful engine, while gaining significant amounts of power and weight in the process. Of course you know that power and weight will usually have a negative impact on fuel efficiency. In an effort to help combat this, Kawasaki has created a system on the Concours 14 which can change the timing of the intake valves to match the needs of the rider. This can create more power when necessary and reduce it when not necessary, thereby saving fuel and reducing emissions. Does the world need a touring motorcycle capable of 200mph in the first place? Probably not, but if the success of models like the Hayabusa, BMW K1200 bikes and the Honda Blackbird are any indication, we can expect to see more like it in the future. For more details and video of their system, click here and follow the appropriate links.

Honda has had a Vtec system available on their Interceptor, or VFR bikes for a few years now as well.

[Source: Motorcycle Daily]