Thanks to the adoption of high pressure, direct injection and jet ignition, plus electrically\nassisted turbo-compounding, the fuel conversion efficiency of Fédération Internationale de\nl'Automobile (FIA) F1 engines has been spectacularly improved up to values above 46% peak\npower, and 50% peak efficiency, by running lean of stoichiometry stratified in a high boost, high\ncompression ratio environment. Opposite, Federation Internationale de Motocyclisme (FIM) Moto-GP\nengines are still naturally aspirated, port injected, spark ignited, working with homogeneous\nmixtures. This old fashioned but highly optimized design is responsible for relatively low fuel\nconversion efficiencies, and yet delivers an outstanding specific power density of 200 kW/liter. The\npotential to improve the fuel conversion efficiency of Moto-GP engines through the adoption of\ndirect injection and jet ignition, prevented by the current rules, is herein discussed based on\nsimulations. As two-stroke engines may benefit from direct injection and jet ignition more than fourstroke\nengines, the opportunity of a return of two-stroke engines is also argued, similarly based on\nsimulations. About the same power, but at a better fuel efficiency, of todayâ??s 1000 cm3 four stroke\nengines, may be obtained with lean stratified direct injection jet ignition engines, four-stroke of 1450\ncm3, or two-stroke of 1050 cm3. About the same power and fuel efficiency may also be delivered\nwith stoichiometric engines direct injection jet ignition two-stroke of 750 cm3.
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