E10 to be the new standard petrol?

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I’m pretty sure V-Power contains ethanol too though, certainly seen the E5 logo on the pumps around my way :)

Shell V-Power E5 contain varying degrees of Ethanol, including 0% in some parts of the UK.

The E5 and E10 logos denote the maximum amount of Ethanol the fuel may contain, not the actual amount.
 
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So why are CGI engines incompatible with the E10 fuel?

And is the M272 at risk?

The M274 and M276 are direct injection CGI engines, and they are compatible with E10 fuel.
 
Link to government E10 compatibility checker......CLICK ME
Thanks for this link. Both our 4 wheelers are OK to run on E10, but a pity about the JZR with its 1978 carburettor-fed Honda engine....

But as it does less than 1000 miles a year, the extra expense of premium grade E5 won’t really matter...
 
early example of direct fuel injection [ into cylinder rather than manifold] would suggest materials or clearances of injectors/ high presssure pump incompatable with E10 [ even E5 was a problem iirc] leading to excessive wear or clogging up?? were these CLK's ever sold in the UK?
later design direct injection systems not a problem

I have heard of pre-ignition being troublesome in petrol direct fuel injection engines, particularly earlier ones so this is possibly why that engine is not suitable for E10.

It is AFAIK less to do with mechanical hardware and more due to combustion strategies. At part load these engines are running essentially unthrottled ingesting a larger mass of air. The surface area (cylinder, piston and head) remains the same but relative to the larger mass of air being compressed is less. Thus, more heat remains in the compressed charge and, as fuelling is low, there isn't much in the way of fuel cooling (again, the higher relative mass of air intrudes). Additionally, in this (low load) scenario the fuel will be injected very late (in the compression stroke) so as to create a rich pocket of mixture in the vicinity of the spark plug. All of this is reminiscent of diesel engine operation and I think that is where the pre-ignition danger arises.

A lot of development has been expended on direct fuel injection since those early engines appeared. Particularly in the method used to 'guide' the fuel plume to the spark plug electrodes. Air motion is I think now the accepted method but prior, bouncing fuel off hard surfaces was deployed and that can give rise to the formation of carbon deposits - a well known cause of pre-ignition.
 
The M274 and M276 are direct injection CGI engines, and they are compatible with E10 fuel.
Not surprisingly, I hope you're right.
 
From >> Infineum Insight - ACEA Sequences revisions underway

''
Low-speed pre-ignition (LSPI) is another item of interest that is related to engine efficiency and durability. Today’s turbocharged gasoline direct injection (GDI) engines are state of the art. When these engines are operated under low-speed and high-load driving conditions, pre-ignition events can occur, resulting in high pressure peaks, knocking and potentially engine damage. From an efficiency point of view, engine developers would like to take advantage of the low-speed / high-load operating regime, but LSPI prevents them from leveraging the full potential.

Lubricants have been found to have an impact on LSPI. This has led to the development of an ASTM LSPI test for the ILSAC GF-6 specification, and this test is now also being considered for introduction into the ACEA Sequences.''
 
How can one find out which engine is fitted into a 2003 A209 Kompressor? I really am asking for a friend!

If it turns out to be the incompatible engine, what is the solution, if there is one?
 
How can one find out which engine is fitted into a 2003 A209 Kompressor? I really am asking for a friend!
The Wikipedia page will get you started.
If it turns out to be the incompatible engine, what is the solution, if there is one?
Using higher octane, eg Tesco Momentum, etc fuels as apparently they are to stick with a maximum of 5% ethanol - as far as I know at least.
 

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