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Maybe this is to test the technology, if Ford is developing a 1.0 liter diesel based on ecoboost 1.0L (as did Fiat with the 1.2 L diesel from Fire 1.2 L 16v) it could save enough, and using a simple pack of batteries (instead of the costier ones of full-hybrid) would save also in terms of maintenance cost for customer.
low efficiency? 1.6 kW it's equal to almost 5500 Btu/h...enough for a compact car. And it's in an early development stage, so we still don't know if it could work. I study this in college once, it is a good idea, and completely possible but it needs development (geometry of heat exchanger(s), materials, heat source) to turn into a mass production technology. For example, you can use heat storage technology, like the one used today in buildings air conditioning, where you use the system at full capacity when you can (typically at night) and save the "cool" by making ice in an isolated container. You could do the same in a car after heated enough the catalytic converter, and in starts from cold using heat from exhaust.
I was thinking based on P-V diagram for Diesel cycle, which shows that pressure at EVO (exhaust valve opening) is clearly higher than intake pressure, but seems that you are taking about intake pressure vs exhaust presure at IVO, used for scavenging. I understand what you mean, instant pressure in exhaust manifold is not always higher than intake manifold pressure specially in turbocharged diesel engines. Don't compare with gas turbines, gas turbines use only 1 compresor (the turbocompressor) to take the intake air to combustion pressure. Turbocompresors in car's engines does only part of the job, if the intake valve(s) were open at combustion pressure it will be instant surging.
You mean after turbocharger? Because flow in=flow out (ideally) and you must take power from exhaust gases to increase pressure for the flow entering intake manifold. I see your point about closed cylinder because that generates back pulses in the intake runners, when intake valves close. Is that what you mean?
Andrey, pressure in intake manifold after turbocharger cannot be higher than in exhaust manifold, because that would mean that the power given to the intake air is greater than the power of the exhaust gases in the exhaust manifold. The EGR valve can help to control in a more precise way the recirculation of gases helping with NOx reduction, Achilles' heel of diesel engines (diesel soot is diesel fuel problem, not engine's)
Obvious, but quite difficult, specially with low end microcontrollers like the one used by car manufacturers, remember that they require bulletproof solutions at low prices for high numbers production. Now that there are 32 bit microcontrollers with reasonable power for this application at low prices, and that the electro hydraulic technology has been enough proved in diesel engines (common rail), it can be finally applied to SI engines air control. If they improve the mechanism to transfer torque from piston they will be able to increase the output of a 1.4 liter engine to 150 kW in a passenger car. And that is more than enough...
This may take a while, but i think Chrysler has a chance, remember that Fiat itself survive d a crisis a few years ago and now it is in far better position than GM who was running away that time. I think the idea is not what cars does the US market want, it is already saturated, but what cars does the WORLD want from U.S. Chrysler's market share outside U.S could grow significantly, and the same can be with the local market, if they can make the people discover those pocket rocket cars they have never seen.. while still giving good mileage.