2015 engines ride a technology tidal wave

Powertrain engineers are diving deeper to find new ways to make light-duty power units more efficient without compromising performance.

As MY2015 approaches, the debut of Atkinson-cycle engines for non-hybrids, diesel-like compression ratios on gasoline engines with sophisticated cooled EGR, low-friction roller-bearing camshafts, and electrically enhanced boosting systems shows the industry is diving deeper into its technology toolboxes to tackle stiff new regulatory challenges. Meanwhile, there's still room for a hairy 707-hp (527-kW) overhead-valve V8 to power Chrysler muscle cars.

In Europe, the trend in light-vehicle engines is turning away from the diesel panacea that has driven the market since the 1990s. Euro 6 emission standards are finally approaching the North American benchmark, making compression-ignition engines and their elaborate aftertreatment increasingly costly. DI spark-ignition engines are running dizzy-high compression ratios well above 12:1, downsized turbo engines are earning rave reviews, and the gasoline-vs-diesel efficiency gap is diminishing-the latest analyses pegging it at about 10% for A- and B-class cars. And compared with parallel-type full hybrid systems, the latest gas engines and transmissions are a value.