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2 Fuel system status Bit encoded. See below: 04: 4: 1 Calculated engine load 0 100 % (or ) 05: 5: 1 Engine coolant temperature -40 215 °C 06: 6: 1 Short term fuel trim (STFT)—Bank 1 -100 (Reduce Fuel: Too Rich) 99.2 (Add Fuel: Too Lean) %
In the 2016 European Union bank stress test announced on 29 July, UniCredit's CET1 ratio (fully loaded basis) was predicted at 7.10% in the adverse scenario on 31 December 2018, which was the second last among the big 5 Italian banks that participated in the stress test (the last was Banca Monte dei Paschi di Siena). [34]
(nh 2) 2 co + no + no 2 → 2 n 2 + 2 h 2 o + co 2 The ratio between NO 2 and NO determines which reactions take place and how fast. The highest conversion rates are achieved if equal amounts of NO 2 and NO are present, especially at temperatures between 200 °C and 350 °C.
The fuel being burnt in the lean charge is therefore not 'knock' or octane restricted. This type of stratification therefore can utilise a wide variety of fuels; the specific energy output being dependent only on the calorific value of the fuel. A relatively rich air/fuel mixture is directed to the spark-plug using multi-hole injectors.
The first, called Combined Combustion System or CCS, is based on the VW Group 2.0-litre diesel engine, but uses homogeneous intake charge. It requires synthetic fuel to achieve maximum benefit. The second is called Gasoline Compression Ignition or GCI; it uses HCCI when cruising and spark ignition when accelerating.
For pure octane fuel, the oxidation reaction is: 25 O 2 + 2 C 8 H 18 → 16 CO 2 + 18 H 2 O + energy. Any mixture greater than 14.7:1 is considered a lean mixture; any less than 14.7:1 is a rich mixture – given perfect (ideal) "test" fuel (gasoline consisting of solely n-heptane and iso-octane).
Gasoline direct injection (GDI), also known as petrol direct injection (PDI), [1] is a mixture formation system for internal combustion engines that run on gasoline (petrol), where fuel is injected into the combustion chamber.
Indirect injection, where the fuel is injected into a swirl chamber or pre-combustion chamber. The fuel ignites as it is injected into this chamber and the burning air/fuel mixture spreads into the main combustion chamber. Direct injection engines usually give better fuel economy but indirect injection engines can use a lower grade of fuel.