I wouldn't hold my breath for either direct injection or forged internals in the upcoming 2013 GT 5.0L model or for the same model 2015 Mustang. Maybe at some point Ford will go the DI route, but not anytime soon, at least IMO.

Also, the beauty of DI is how cool combustion event temperatures are kept due to the atomization of the air / fuel mixture injected directly into the cylinder. Couple that with, say, piston oil squirters and you're still in the realm of what cast aluminum pistons can handle. Of course, this is all speculation on my behalf, but I say this because Ford's bada$$ 3.5L Ecoboost uses cast pistons coupled with piston oil squirters.

http://www.popularhotrodding.com/tec...r/viewall.html

 

I was meaning adding pi to a Di defeates the purpose of having a di

The reason it would be out of the question for a turbo or supercharger is because the fuel system would be designed to work optimal at stock. Meaning the injectors couldn't be turned up much more to compensate for the boost. Same issues they have with the ecoboosts. The injectors can't really spray anymore than what the currently are and there are no bigger aftermarket Di injectors that I know of. Now adding pi defeates the purpose of having a Di system in the first place

 

You can improve flow, via both a more robust cam driven fuel pump and by modifying the injector pulse width. Those two areas should improve fueling and allow you to increase boost on a DI turbo application.

Just adding DI to the motor isn't a big deal, and I doubt it happens anytime soon. It seems that Ford has been able to put out decent power numbers with the PI setup on the Coyote motor right now, and without investing significant time for testing and development for a minimal gain, it doesn't appear to be worth it at the moment.

 

I thought they determined on the ecoboosts that the injector was already maxed out on the pulse width?

 

I don't know, never really torn into an EcoBoost to find out. Most of my DI experience was the 2.3 MZR DISI motor in the Mazdaspeed3/6.

 

I agree. The Boss motor has improved flow everywhere with the shorter runners and modified heads. Add in a few tweaks to the tune and you have 8 more HP.

 

I'm going with a bigger exhaust valve like on the boss.

 

Roller muffler bearings.

 

Added a flux capacitor for 2013. More efficient headlight fluid.

 

I hear that is really a blast when you get above 88mph

 

Only when you insert the BTTF Key

 

I can't believe there is already five pages of argument and speculation over 8 horsepower. A weather change or a tank of fuel can gain or lose 8 horsepower.

 

Porsche uses DI even for their NA 3.8L motors..now rated at 400hp and not to mention this almost 200mph car gets 27mpg hwy and almost 20 city. I wish Ford would use DI for its NA cars...

Dave

 

Would you pay $1000-1500 more for 1mpg better? I wouldn't. Just throwing numbers out there, but the point is, if it's not a cost effective part, then why bother?

 

Ford's article about the new Coyote development stated Direct Injection would add about $50 to the cost of each engine. There was space for the injectors already designed into the engine as-is. It was just saved for later since they hit their performance and economy goals without it. The bigger downside I see to DI is dirtier valves and heads on the intake side as you lose all the detergent properties of the fuel flowing over the valve and seat area pulling carbon back into the cylinder to be burned off. Since only air moves through there, nothing keeps the intake valves and seats clean.

 

Interesting thought.
Though the intake valves would be no worse than the exhaust valves. As for the intake valve stems & ports, dry air vs fuel laden air could keep it cleaner as there is no fuel mist of any kind to attract and bake a film. Right?

 

Not necessarily, there have been numerous problems and discussions about it on various makes of autos. Google "direct injection carbon build up".

 

they machined the heads to accept boss exhaust cams, cnc the heads, or added a little lift. there isnt much else. one of those. probably the cams.

 

the secondary intake valves on my B headed turbo 4v are horribly caked. there is no fuel, pcv, or EGR. things just get on them and there is no fuel to remove them.


my motor is modded for no pvc, EGR, etc. DI id no different except PCV oil will build up on them.

 

1997 cobra with the split port intake... One valve gets fuel and one doesn't. The one that doesn't get fuel gets tons of nasty buildup as the one with fuel stays shiny clean.