Turbocharging technology
Turbocharging this technology was first used in aircraft and tanks, because the internal combustion engine technology at that time was relatively backward, and turbocharging allowed the engine to suck in more air and improve the power level of the engine.
Later, GM was the first to introduce turbocharging technology to production cars, but it was not promoted on a large scale. It was not until the European Union implemented a more stringent emissions policy and introduced the concept of "displacement tax" that German cars began to introduce turbocharging technology. For the United States, where emission standards are relatively loose and do not need to pay emission taxes, and Japanese cars that are not interested in high horsepower, they are not very concerned about turbocharging technology.
This has also led to more and more turbocharged models of German cars, and the technology has become more and more mature. But many people will find that as long as the German car is a turbocharged model, most of them require 95 gasoline.
German engines more advanced?
Some people say that this is because the engine compression ratio of German cars is higher. We take Volkswagen as an example, the compression ratio of the EA211 engine is 9.3:1, and the compression ratio of the EA888 engine is 9.6:1, which is not very high.
In contrast, the Compression Ratio of the Toyota 2.0T engine is 9.7:1, the Compression Ratio of the Geely 2.0T Engine is 10.3:1, and the Honda 1.5T Engine is as high as 10.5:1. But these engines only need to add No. 92 gasoline.
Therefore, the level of compression ratio is not a factor that determines the fuel label.
Some people say that it is because the German engine is more advanced, the technology is more advanced, and the manufacturing is more sophisticated. This is actually untenable.
Remember that after the implementation of the National VI standard, Volkswagen installed particle traps for many models, which led to complaints from many car owners. If an engine is advanced enough, only need to adjust the calibration data of the engine, you can meet the National VI standard, many manufacturers do not install particle traps, can also meet the National VI standard.
Whether Volkswagen is forced or deliberately chooses the simplest and most risky solution, it also reflects the engine's adaptability.
Fuel rating and emission rating
In fact, what really affects the fuel label is the fuel grade and emission level.
Different countries have different fuel grades, and different grades of gasoline will affect the emission level of a car. Generally speaking, a car entering a country for sale, need to do a "fuel adaptability adjustment", if the fuel standard in the region is equal to or higher than the engine requirements, it can be used directly, if it is lower than the standard, it may also need to adjust the parameters of the engine to adapt the engine to the local fuel standard.
Europe is the region with the highest requirements for fuel grade and exhaust emission level in the world, so when Designing engines, the minimum fuel grade allowed to be used is higher under the premise of maintaining the power level and explosion resistance of the engine.
For example, Volkswagen's turbo engine, in the design of the fuel standard is very high, if you have to use the domestic No. 92 gasoline, it is not impossible, but will affect the performance of the engine, if often violent driving, the engine high load running, and even engine failure.
German cars are not willing to reduce the parameters of their own engines in order to reduce the fuel label, on the one hand, for the sake of brand pursuit, on the other hand, they are actually unwilling to spend money to re-adjust. After all, "high-end cars, plus high-grade oil" has become the psychological comfort of some Volkswagen owners.