Biodiesel Vehicles

New Injector Boasts of Reduction in Diesel Vs. Gas Engine Premium

2008-05-05T14:11:00Z

A new injector by Continental claims it allows more precise metering of the fuel pulses, allowing for reduced fuel consumtion and emmisions reductions by as much as 35% over current injectors. This is claimed to allow elimination of the NOx aftertreatment systems and full compliance with Tier 2, Bin 5 US (Euro VI) standards. Interesting!!

Continental announces new piezo injector that makes diesels even cleaner

Posted May 5th 2008 8:35AM by Sam Abuelsamid
Filed under: Diesel

One of the keys to making the latest generation of diesel engines as clean and efficient as they are has been common rail injection systems and, more recently, piezo electric injectors. Continental Automotive Systems has just introduced a new type of piezo injector that may take diesels to the next level. Earlier injectors used electro-magnetic solenoids to move the injector needles allowing fuel to flow into the combustion chamber. Piezo injectors use a stack of piezo crystal plates that expand when an electric current is applied. That expansion causes the needle to move. The expansion of the piezo crystals is more precise and repeatable than the electro-magnetic solenoids allowing for more precise fuel metering for lower consumption and emissions.

Continental's new injector design takes advantage of the precision and reproducibility of the piezo crystals by adding position sensing to the needle itself. Because the position of the needle in time now correlates so well to the fuel flow rate, the potential exists to be able to eliminate other sensors that are being used to control diesel fuel systems. High pressure common rail injection systems typically use 5 -7 individual injection pulses per combustion cycle. Because the fuel flow can be measured in real time with the new injectors, the size of individual pulses within the sequence can be varied for even lower fuel consumption and emissions. Continental is claiming the new injectors help achieve a 35 percent reduction in particulate and NOx emissions. An engine optimized for these injectors could potentially meet the Euro VI (and equivalent US Tier 2 Bin 5) standards without the need for any costly NOx aftertreatment. This would help cut the cost premium between gas and diesel engines.

[Source: Continental]

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Mercedes-Benz new four cylinder diesels

2008-04-11T01:01:00Z

Should be a positive for biodiesel advocates wanting to see a small diesel from Mercedes.

Mercedes-Benz launches new line of four cylinder diesels

Mercedes-Benz was the first automaker to bring diesel engines to automobiles and just after the 150th anniversary of the birth of Rudolf Diesel, they are announcing a redesigned four cylinder diesel line. The new trio of four cylinder turbo diesels all displace 2143cc and have power outputs ranging from 136hp to 204hp and up to 369lb-ft of torque in the most powerful version. That puts output on a par with the latest four cylinder diesels from arch-rival BMW. In spite of the increased output from 168 to 204hp in the most powerful version, fuel consumption has been reduced. In the C250 CDI that debuts this fall, the EU combined fuel consumption is rated at 43.6 mpg (U.S.), an improvement of almost 4 mpg. The mid-level 170hp goes 46.1 miles on every American-sized gallon of diesel. Carbon dioxide emissions for the two engines are rated at 143 and 136 g/km respectively.

Continue at Autoblog Green

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Nissan Premiers New Maxima - Diesel for 2010

2008-03-19T17:38:00Z

Nissan's '09 Maxima was premiered today at the New York autoshow. They are confirming their diesel option for 2010 in this model as well.

New York 2008: 2009 Nissan Maxima, coming next year with a new diesel

Posted Mar 19th 2008 10:40AM by Sam Abuelsamid
Filed under: Diesel, Nissan, New York Auto Show

Click the new Maxima for a high-res gallery of 60+ photos

Almost a year ago, Nissan announced that they would introduce their first U.S.-market diesel engines in 2010 in the Nissan Maxima. While we still have a while to wait for the new fifty-state legal diesel V-6 to turn up, the car that will carry it is debuting this week in New York. The 2009 Maxima is the first new production Nissan to carry the design language that debuted on the Nissan Forum concept at the Detroit Auto Show.

The bodywork of the new Maxima has a look that Nissan describes as "liquid motion." The look is livelier than the current model, which has something of a slab sided, sharp edged style. The hood has a wave-like appearance with a trough on either side of the center bulge while the fenders are more prominent than the old car. For its launch this summer the Maxima will be available with Nissan's 3.5L gasoline V-6 paired up with the Xtronic continuously variable transmission driving the front wheels. The new diesel is a 3.0L V-6 being jointly developed by Renault and Nissan that will be fully Tier 2 Bin 5 compliant. After it debuts in the Maxima, it will almost certainly be added to other Nissan models and a higher-performance version will go into Infinitis.

Gallery: 2009 Nissan Maxima

[Source: Nissan]

Press Release:

At a Glance: 2009 Nissan Maxima

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Jeep to Offer Diesel Retro Fit Pkg w/2.8 CRD?

2008-03-14T14:23:00Z

Well it's never too late to recognize a winner. Jeep is rumored to be planning a retro-fit package for conversion to their "Surprise Hit" 2.8 CRD from the '05-06 Liberty. I have wanted to put one of these in a Dakota for a few years and this just may be the key to doing that. My '06 Liberty Limited CRD is going strong at 57,000 miles. I'd be happy to have the first 30 mpg Dakota in my neighborhood.

Jeep to offer diesel engine retrofit kit using 2.8 CRD four cylinder?

Posted Mar 14th 2008 8:07AM by Jeremy Korzeniewski

When Jeep cancelled the diesel engine option for the Liberty, there was great wailing and gnashing of teeth, at least from the scribes here at AutoblogGreen. The diesel engine option was actually a bit of a surprise hit for Chrysler, and there is still a market of offroaders clamoring for the engine. We've now heard a rumor that, to help meet this pent-up demand, Jeep is considering offering an engine package to convert Jeep TJ's, YJ's and CJ's from gasoline to diesel using the same 2.8 CRD engine that was available in the Liberty. The kit is said to be complete and include everything needed to perform the swap.

While this is indeed good to hear, we still wish that Jeep would go the extra step to certify this engine for new vehicle sales again and offer it as a factory option for the Wrangler, Wrangler Unlimited and Liberty.

[Source: 4wdandsportutility via JeepNewsNow]

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2008 Mercedes-Benz GL320 CDI on Motorweek

2008-03-14T13:42:00Z

The large 2008 Mercedes-Benz GL320 CDI SUV equipped with the 3.0 Liter diesel was reviewed on the PBS program Motorweek this past weekend. I took a test drive back in August (here) and was impressed with this expensive and large vehicle. It certainly benefits from the diesel powerplant which will be upgraded with Urea injection later this year (reduces NOx to make it 50 state compliant). Although the overall test loop of 23mpg isn’t all that impressive, this is a big heavy full size SUV. The GL320 CDI will pull 7500 pounds and comfortably carry 7 adults - specs. The 2008 model starts at a bit over $54,000, but you’ll be hard pressed to find one without a few options which puts the price over $60,000. (If you don’t need the 3rd row seat but like the 3.0 L diesel CDI SUV, consider the Mercedes-Benz ML320 CDI which starts at $45,825 - specs)

Engine: 2,987-cc turbocharged DOHC 24-valve V-6. Aluminum block with ultra-heat-resistant aluminum cylinder heads.
Net power 215 hp @ 3,800 rpm
Net torque 398 lb-ft @ 1,600 - 2,800 rpm
Compression ratio 16.5:1
Fuel requirement
Ultra-low-sulfur diesel fuel.
Fuel tank (capacity - reserve) 26.4 gal - 3.4 gal

Fuel and ignition system: Third-generation Common-rail Direct Injection (CDI). Four valves per cylinder. Variable Nozzle Turbocharger (VNT) with electronically adjustable turbo blades. Exhaust gas recirculation with electronically controlled valve. Electronically controlled air intake throttling.

Transmission: 7-speed automatic. Steering-wheel-mounted shift buttons allow for Touch Shift gear selection. Electronically controlled shifting. Driver-adaptive programming adjusts shift points to the driver’s current driving style. Driver-selectable Comfort mode starts the vehicle moving in 2nd gear or 2nd Reverse gear, and upshifts at lower rpm to help improve control on slippery surfaces.

Drive configuration: Permanent full-time 4-wheel drive, with 50/50 front/rear torque split.

Front and rear axle ratios: 3.45:1

Off-road driving program: One-button off-road program allows driver to simultaneously engage programming recalibrations of the traction system, ABS, engine management, and automatic transmission designed to enhance control in conditions typical of off-highway driving.1

Downhill Speed Regulation (DSR): Driver-activated DSR automatically modulates the throttle, brakes, and ABS to maintain a preset crawl speed when descending hills. Speed is preprogrammed at 4 mph but may be adjusted between 3 mph and 10 mph via the multifunction steering wheel. DSR can be used when the gear selector is in Drive or Reverse. Driver can override DSR by pressing the accelerator or switching DSR off via its console-mounted switch.

Hill-start assist: To help prevent unwanted vehicle rollback when taking off from a stop on uphill or downhill grades (15 percent or over), hill-start assist automatically maintains brake pressure for approximately one second after the driver releases the brake pedal. The system is automatically deactivated when the vehicle is level, the gear selector is in Park or Neutral, or the parking brake is set.

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Bosch VP Talks Market Timing for US Diesels

2008-03-07T15:42:00Z

This is a pretty good overview of the "current state" of product development timing in the diesel automotive marketplace. Some of this is old news to BDNow readers but is necessary as part of the overall heightening of consumer awareness if diesel/biodiesel power is to grow market share in the US.

Overcoming the diesel challenge

By Bradley Berman From:Business Week March 05, 2008

What automakers need to be doing to get clean diesel vehicles to make up 15% of the U.S. car market by 2015

For the past 32 years, fuel economy requirements for cars and trucks in the U.S. were stagnant. That all changed in December when President Bush put his signature on a new law that slowly raises gas mileage standards for cars and trucks by 40%, to an average of 35 mpg by 2020. As a result, carmakers will begin marching out a parade of new, advanced technologies to boost miles per gallon in their vehicles.

One of the most effective and feasible solutions may seem surprising to many U.S. drivers. But diesel-engine vehicles, especially in Europe, are on the rise, and could overtake hybrids as the darlings of the green car world. Bradley Berman, editor of HybridCars.com, spoke with Johannes-Joerg Rueger, vice-president of engineering for diesel systems for Robert Bosch in Farmington Hills, Mich., a leading manufacturer of diesel vehicle technologies.

Can you provide a high-level summary of Bosch's work on advanced vehicle technologies?

Bosch is working on all kinds of technology that reduces CO2 emissions and improves fuel economy, which makes us a company that can put things in perspective. We have second-generation gasoline direct injection in combination with turbocharging, and we have been working for many years on hybrid components. From Bosch's perspective, diesel is the largest leverage that we have in certain markets, like in the U.S. Today, diesel is well below 1% of the passenger car market. And for all light-duty vehicles, we are at about 5% to 6%—compared to 50% in Europe.

Considering all the technologies that Bosch is working on, where does diesel fit in?

Diesel, compared to a standard gasoline engine, shows a fuel economy improvement of about 35% if you look at the European market. It's very hard to draw that picture here in the U.S, because you have very few applications. But even if you look at the Jeep Grand Cherokee, where you have a three-liter diesel engine, and you compare that, from a power and consumption perspective, with a gasoline engine, which in that case would be a 5.7-liter engine, you have about 35% less fuel consumption. And we see further potential of at least 10%. So from our perspective, the gap even between an advanced gasoline engine and a diesel engine will be in the ballpark of 30%.

In Europe, we saw hesitation 10 to 15 years ago to equip luxury cars with diesel engines. This has completely changed. Nowadays, you have about 70% to 80% diesel share in the luxury segment. That means diesel is not just a rough engine for people who drive light-duty vehicles, but it's definitely an alternative for larger luxury vehicles as well.

How rapidly do you expect diesel car sales to rise in the U.S.?

Our estimation for some time has been roughly 15% diesel share in light-duty plus passenger cars in 2015. That matches the expectation of most of the recent studies.

Do you think that U.S. customers can overcome their negative perceptions of diesel?

The key to overcoming those bad perceptions is to offer a variety of diesel cars in the marketplace that consumers can try out. We are convinced that the picture will change. Again, we're talking about 15% diesel share by 2015. That means not overnight. We're not talking about the 50% we have in Europe. I don't see that in the U.S., even in the long run.

To get there, you'll need all the markets in the U.S., including California. Yet, it's so difficult to get a definitive answer on when diesels will be clean enough for California's stricter emissions standards. When will we see 50-state diesels?

The emissions standards in the U.S., and especially in California, are extremely tight. That's clear. But many carmakers will enter the market. Mercedes (DAI), Volkswagen (VOWG.DE), Audi (NSUG.DE), BMW (BMWG.DE), and most Asian carmakers will introduce diesels in all states.

But probably not in 2008.

The public announcements are that the German carmakers will enter those markets in late 2008. In the next year, we expect Asian OEMs (original equipment manufacturers) as well, and you've probably seen some announcements, even from Toyota, that they will come to the market in 2010 with a diesel vehicle. We will definitely see a variety of different OEMs and different applications, down to passenger cars like a Jetta.

I'm pretty sure we'll see those cars being introduced in the second half of 2008. I am definitely curious to see them at the dealerships.

Diesels can reduce greenhouse gas emissions, but do you see them ever becoming as clean as hybrids on smog-related emissions and particulates?

If you are talking about standard diesels, you have two challenges. Challenge No. 1 is particulates, but with a particulate filter, you reduce them by 99%, nearly to zero. We are in an area where there shouldn't be any further concerns about that. In Germany, we have about 70% of new vehicles equipped with a particulate filter. This is a proven, valid technology.

So the problem is oxides of nitrogen (NOx), which contribute to smog?

Exactly. That's a big challenge. That's the reason you don't have cars equipped with diesel engines today meeting California's low levels, known as Tier 2, Bin 5. In order to come to that level, you will need an after-treatment device, either a Selective Catalytic Reduction (SCR) filter or a lean NOx trap. Where you need the highest efficiency of NOx reduction, you will use an SCR filter, which is a urea-based system. They have been in the overseas market for about two years for commercial vehicles. So, there is experience with that technology already, and maturity of the technology is proven. These devices will not be just introduced in California, but will be the general technology used in diesels everywhere in the U.S.

If we consider that diesel is a petroleum-based fuel, and we look out 25 or 30 years, does diesel have a long-term future?

Combustion engines, in general, have a long-term future. We won't be able to replace all petroleum that we use today by renewable fuels. We have biofuels, and we will see synthetic biofuels in the market as well, which are called "second generation" biofuels. And of course, we'll see electric driving as well.

The consensus these days is we're moving to an electric fuel infrastructure. Do you agree with that?

We will certainly see electric vehicles in the market. But if you look at the next 20 or 30 years, I don't see that as the major contributor. Nevertheless, we have to work on that to make it come true by a certain time. But I don't want to draw a picture that this is the ultimate solution that we should go for right now, because for the next 20 or 30 years, I definitely see combustion engines being the majority in the market.

By majority, you mean 51%?

Way more.

There's a great deal of excitement about plug-in hybrids. And people talk about it as if it's going to be widely available very soon.

It's a good thing that we are working on it. It's definitely necessary. Maybe if you look at the automotive business 10 years back, we didn't put enough effort on improving fuel economy. But now, everybody wants to make a leap. I appreciate that people are working on electric and plug-in hybrids, but this won't be available to the market tomorrow, and will not be 50% by 2010. Consumers are excited, but when they go to a dealer and look at cost, maybe the prices will be simply too high for those technologies. It's mid- and long-term technology. In parallel, we have to do the first, second, and third steps, instead of just trying to do the fourth.

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GM announces new Hybrid System. Diesels on tap too.

2008-03-04T14:40:00Z

GM is now talking Hybrids to bolster their Green Initiatives. Lets hope their walk is as encouraging as their talk.

Geneva '08: GM announces new second-generation mild hybrid system

Posted Mar 4th 2008 8:45AM by Sam Abuelsamid
Filed under: Hybrid, GM, Geneva Motor Show

Click to enlarge

In mid-2006, General Motors released their first mainstream hybrid vehicle with first Saturn Vue Green Line. Prior to that the company had offered a mild hybrid system in the Silverado pickup but since that was really only offered in limited volumes to fleet and commercial buyers, we'll skip that one. The system in the Vue was dubbed the GM Hybrid system but it's more commonly called the belted-alternator-starter (BAS) system. Since the first Vue, the BAS system has been added to the Saturn Aura and Chevy Malibu as well as the redesigned 2008 Vue.

Last fall at the Frankfurt Motor Show GM showed a concept Opel Corsa with an updated version of the BAS system. At the time GM declined to give any details of the system other than the fact it had a lithium ion battery. At the Geneva Motor Show today, GM Chairman Rick Wagoner is announcing that the next-generation GM Hybrid system will go into production in 2010. More importantly, the upgrades to the system will make it more suitable for a much larger range of applications and production of the system will be increased dramatically. Learn more about the second generation of GM's mild hybrid system after the jump.

Gallery: GM Next Gen mild hybrid system

[Source: General Motors]

The BAS system has been criticized by many since it's debut for it's limited gains in fuel efficiency compared to hybrids from Toyota, Honda and Ford. In some applications that criticism has been pretty valid, with the Saturn Aura hybrid only picking up 2mpg over the conventional four-cylinder model. The new Vue on the other hand gets a 27 percent bump in mileage going from the base four cylinder to the hybrid. The one advantage that the system has had over competitors is cost. The price premium for the BAS system is typically only about $1,600-1,700.

The GM Hybrid system is actually pretty straightforward and requires relatively little in the way of changes to the base vehicle. The heart of the system is the motor/generator. The standard alternator is replaced by a unit that looks very similar but has the capability to provide extra drive assist to the engine. To do that GM had to develop a belt drive system with two idler tensioners to allow the motor to drive the engine as well as the other way around.

Normally the forces acting the drive belt only act on one side of the belt as the engine pulley pulls the belt to drive the alternator. The other side of the drive belt would be slack as the engine pulley can't push on a rubber belt. The idler takes up this slack. If the motor is driving the engine, it's pulling on the normally slack side and the reverse side would go slack requiring a second idler pulley.

All of this allows the motor/generator to provide automatic start/stop capability, motor the engine along with fuel shutoff during coast down, provide electrical power boost under acceleration and regenerative braking. Electrical energy for the current generation of the system is stored in a 36V nickel metal hydride battery. The 5kW capacity of the motor/generator and 36V output of the battery limits the application capability of the system which is why it's only available with the 2.4L four cylinder in three applications.

When GM showed the updated system in the Corsa last fall, it was paired up with a 1.3L turbodiesel. When the new system launches two years from now it will have the capability to be used with many more drivetrains, including diesels and flex-fuel engines. That's because an all-new motor generator using different technology will provide three times the power of the current unit while fitting into roughly the same package size. During a pre-show backgrounder, GM officials declined to say exactly what the nature of the new motor design was. GM also declined to get specific about the output of the new motor although 15kW is a good estimate and would put it at the same range as the mild hybrid system being developed by Mercedes-Benz and BMW.

The same basic drive system will be retained although it is upgraded to handle the extra power. Of course a more powerful motor and generator needs more electrons and place to store them. For a system that's intended to be applied globally to a wide range of vehicles and engines, a nickel battery won't cut it.

The new system switches over to a lithium ion power battery. Again GM was short on details, but they did give us some tantalizing hints. While Stephen Poulos, chief engineer for the hybrid system declined to reveal exactly what the battery voltage would be, it will be more than the 36V of the current system and less than the 300V used in the Two-Mode system. Somewhere around 100V seems to be a good bet.

The new pack will be 24 percent smaller in volume than the current NiMH unit. It will weigh forty percent less and have thirty-three percent more power. The smaller more powerful battery will give GM better packaging flexibility helping to make the system more adaptable to other applications.

The control software for the current system is completely different from the two-mode system. While developing the two-mode, GM engineers made the software architecture scalable and flexible so that it could be used with different hybrid applications. That includes the mild hybrid which will now use the same software base.

The low power capability of the current system means that it's not practical for use on bigger vehicles. The increased power output and energy storage of the new version makes it suitable for use with almost every mainstream application GM has. During the presentation Poulos provided an application example that started with the 3.6L V-6 that GM uses in numerous applications including the Lambda platform crossovers. That engine produces around 260hp depending on the application.

As an alternative, Poulos showed a turbocharged 2.4L four cylinder that matched the torque curve of the V-6 above 3,000rpm but was lacking at the lower regions where most drivers spend most of their time. With the next-gen mild hybrid system providing a torque assist at lower engine speeds in combination with the turbo four, the overall curve matched or exceeded the larger engine. While the current Two-Mode hybrid apparently doesn't fit in the Lambda engine compartment, this system definitely would. While matching performance, the turbo hybrid combination is smaller, lighter and more efficient.

While GM was undeniably reticent about getting too specific more than two years ahead of the production launch, they expect the new system to deliver a 15-20 percent boost in fuel economy compared to a similarly powerful conventional system. They also declined to say which vehicles would get the system, although the current vehicles are an obvious start.

However, the fact that they chose to announce the system in Geneva is a clear system that they intend to offer this system in every market they operate in. The system will be compatible with both front and rear wheel drive systems, so it seems likely that we'll see the new hybrid on rear drive cars like the Pontiac G8 and Chevy Camaro. While hybrids haven't been particularly in Europe to date, the coming of CO₂ limits in Europe will require companies like GM to go beyond the diesels they currently offer.

GM also declined to say how the manufacturing cost compares between the current and next gen systems. They did say that they expect the customer cost to be similar to the current system and it will be profitable quickly as volumes climb. No one would say on the record how high they expect volumes to go, but all indications are that 100,000 per year is strictly a jumping off point.

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High Performance Diesel for Subaru?

2008-03-03T21:24:00Z

The conservative America I grew up in valued stretching the resources available and maximizing their usage (a bailing wire and chewing gum farm). The proposed Subaru Impreza STI would fit that definition plus BAM! kick it up a notch with a performance car that you can actualy feel "Green" in. Come on Subaru, pull these models forward and put some bean power in the race to 35 mpg CAFE standards.

Will Subaru add a diesel to the Impreza STi?

Posted Mar 3rd 2008 11:54AM by Sam Abuelsamid

I recently had the opportunity to spend some time with a 2008 Subaru Impreza STi. As a sporting rally-bred machine, the STi has some serious performance credentials. When you really crack the whip, the STi will get to 60mph in about 4.9 seconds. The problem is, for a relatively small car, it consumes quite a bit of gasoline in the process. During the time I drove it, it only averaged about 18mpg. It also takes a lot of revs to get it to really go. Below about 4,000rpm, the STi engine feels pretty gutless which means it's not all that much fun to drive around town. Now that Subaru has a diesel engine available in Europe and coming to the U.S. in 2010, the speculation is starting about a diesel-powered STi. The current diesel has 148hp but a tuned version could easily put out 180-200hp. More importantly, with a potential 300lb-ft of torque that would surely be available below 2,000rpm this could make a seriously fun car with 30+mpg. Bring it on!

[Source: AutoExpress]

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Official Update: VW Golf TDI Hybrid

2008-03-01T22:54:00Z

Full Details from the new release at the Geneva Auto Show. US mileage for this diesel/electric hybrid is pegged at a combined 69 mpg. That makes $4/gal fuel seem a little kinder and gentler.

Official Release: VW Golf TDI Hybrid

Geneva 2008: Miserly VW Golf TDI Hybrid concept uses 1.2L 3-cylinder

Posted Mar 4th 2008 3:44PM by Alex Nunez
Filed under: Diesel, Green Culture, Hybrid, Volkswagen, Geneva Motor Show

Click image for a hi-res gallery of the Golf TDI Hybrid Concept

Finally, we have the full, complete details on the Volkswagen Golf TDI Hybrid concept. Before we get into the nitty-gritty, lets get one thing out of the way. Volkswagen confirms that a version of this very car is likely to see production (in Europe, at least). Now, on to the details. The Golf TDI hybrid pairs a 74 hp/132 lb-ft 1.2L 3-cylinder diesel (not the 1.4L used in the Polo BlueMotion, as had been speculated) with a 26.6 hp/103 lb-ft electric motor. At low speeds, the car will run in EV-only mode, with the TDI joining in if/when necessary. The tandem should be good for for 69 US mpg and 89 g/km of CO2 emissions in the EU combined cycle. The electric motor replaces the starter motor and alternator, and it will also charge the car's 220v NiMH battery via regenerative braking. When stopped, the diesel cuts out entirely. This is behavior that hybrid drivers are accustomed to. Where this Golf concept veers from the norm somewhat is in its use of a 7-speed DSG instead of a CVT. According to VW, using the dual-clutch transmission helps maximize fuel economy. What's left unsaid, but is known to anyone who has driven a DSG-equipped VW or Audi, is that it should also make it much more engaging to drive, given that the operator can manually shift if he or she wants to.

Visually, the Golf TDI Hybrid is lowered, has smaller intakes, sports a unique grille design, and wears aerodynamic wheels with low-rolling-resistance tires -- all lessons VW has learned with its various Euro-market BlueMotion offerings. The front splitter is the same one used on the GTI Edition 30, and occupants will find a uniquely-trimmed interior waiting for them. Overall, this is a very attractive package that pairs a popular, practical body style with a compelling drivetrain that should not struggle in any normal driving situation. 100+ horses and 235 lb-ft of combined power ensure that the Golf TDI Hybrid can merge and pass with ease, and its hybrid operation should make it excel in local/urban runabout duty. They may be late to the party, but VW looks to have brought something good for the guests to try.

Gallery: VW Golf TDI Hybrid Concept

[Source: Volkswagen]

PRESS RELEASE:
83 MPG, 89 G/KM OF CO2: INTRODUCING THE GOLF TDI HYBRID CONCEPT

EDITOR'S NOTE - MPG figures described are in Imperial gallons

The challenge: to create a viable, highly-efficient family vehicle capable of emitting less than 90 g/km of CO2. The Volkswagen engineers' solution, unveiled on the eve of the Geneva Motor Show, combines an advanced diesel engine with an electric motor and the very latest generation of seven-speed DSG gearbox. The so-called Golf TDI Hybrid concept vehicle is capable of achieving 83 mpg on the combined cycle and emitting just 89 g/km of CO2 – while around town the vehicle reverts to purely electric mode to be emission-free.

At the core of the new Golf TDI Hybrid is a highly-efficient 1.2-litre three-cylinder common rail TDI diesel engine developing 75 PS and 132 lbs ft of torque. Working either in tandem with the diesel engine or, if required, on its own, is an electric motor developing 27 PS and 103 lbs ft of torque. The electric motor also replaces the conventional starter motor and alternator to save weight and improve packaging.

It can also operate as a generator, recovering kinetic energy from the car during braking to charge the 220 volt, 45 kg nickel metal hydride battery which has a capacity of 1.4 kW hours.

In practice the electric motor powers the vehicle from standstill with the diesel engine only engaging should additional acceleration be required or at higher speeds. In these situations the diesel engine takes over with the electric motor only working if required to supplement the combustion engine – for example, during overtaking manoeuvres. When at a standstill the diesel engine shuts down completely to conserve fuel and increase efficiency. The energy split is relayed to the driver and passengers through a graphic display accessed through the touchscreen satellite navigation screen.

Drive on the concept car is channelled through the new seven-speed DSG twin-clutch gearbox. This features a pair of dry clutches as opposed to the wet clutches and sets a new energy efficiency standard for automatic gearboxes.

Visual changes which differentiate the Golf TDI Hybrid include a new, unique grille design, smaller front air intakes to reduce aerodynamic drag and subtle 'TDI-Hybrid' badging. The Golf TDI Hybrid also sits lower than the standard Golf on revised suspension and adopts the front splitter from the Golf GTI Edition 30 to help further reduce aerodynamic drag. A unique interior further distinguishes the Golf TDI Hybrid from the conventional vehicle.

The Golf TDI Hybrid is currently a concept vehicle, but a version of this vehicle is likely to go into production in the future.

This study follows the recent launch of the efficient new Golf BlueMotion. Adopting an optimised 1.9-litre, four-cylinder diesel engine linked to a revised gearbox and more efficient aerodynamics the Golf BlueMotion can achieve a combined 62.8 mpg while emitting just 119 g/km of CO2 meaning it will be exempt from the London Congestion Charge from October 27th onwards.

Timing

Makes its world debut at the Geneva Motor Show
The Golf TDI Hybrid is likely to inspire a future production vehicle

Key facts

An engineering study aimed at extracting maximum efficiency from the combination of an advanced common rail diesel engine and a powerful electric motor designed to work in tandem; also uses very latest generation of seven-speed DSG gearbox
The so-called Golf TDI Hybrid concept vehicle is capable of achieving 83 mpg on the combined cycle and emitting just 89 g/km of CO2; around town the vehicle reverts to purely electric mode to be emission-free
Powered by a highly-efficient 1.2-litre three-cylinder common rail TDI diesel engine developing 75 PS and 132 lbs ft of torque. Working either in tandem with the diesel engine or, if required, on its own, is an electric motor developing 27 PS and 103 lbs ft of torque. The electric motor also replaces the conventional starter motor and alternator to save weight and improve packaging
The motor also operates as a generator, recovering kinetic energy from the car during braking to charge the 220 volt, boot-mounted 45 kg nickel metal hydride battery which has a capacity of 1.4 kW hours
The electric motor powers the vehicle from standstill with the diesel engine only engaging should additional acceleration be required or at higher speeds. In these situations the diesel engine takes over with the electric motor only working if required to supplement the combustion engine – for example, during overtaking manoeuvres
When the vehicle is stationary the diesel engine shuts down completely to conserve fuel and increase efficiency. The energy split is relayed to the driver and passengers through a graphic display accessed through the touchscreen satellite navigation screen
Drive on the concept car is channelled through the new seven-speed DSG twin-clutch gearbox
Visual changes which differentiate the Golf TDI Hybrid include a new, unique grille design, smaller front air intakes to reduce aerodynamic drag and subtle 'TDI-Hybrid' badging. The Golf TDI Hybrid also sits lower than the standard Golf on revised suspension and adopts the front splitter from the Golf GTI Edition 30 to help further reduce aerodynamic drag
A unique interior further distinguishes the Golf TDI Hybrid from the conventional vehicle

Tags: 1.2L 3-cylinder, 1.2l3-cylinder, Golf Hybrid, Golf TDI Hybrid, GolfHybrid, GolfTdiHybrid, Hybrid, TDI, TDI Hybrid, TdiHybrid, Volkswagen Golf TDI Hybrid, VolkswagenGolfTdiHybrid, Volkswahen Hybrid, VolkswahenHybrid, VW Golf TDI Hybrid, VW Hybrid, VwGolfTdiHybrid, VwHybrid

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Porsche to offer 300HP diesel Cayenne in 2009

2008-02-29T19:16:00Z

For those of you with a taste for performance AND a sport utility vehicle that could use some biodiesel, checkout the diesel version of the Porsche Cayenne expected in 2009. Industry analyst Peter Schmidt indicated the the primary motivation for the diesel Porsche Cayenne is the cost of fuel and improving emissions in diesel technology. The engine fitted into the Cayenne will be an Audi built 3.2 liter twin turbo V6 and Automotive News Europe states that this 300 HP SUV will return about 30 mpg. (no indication whether this vehicle will make it to North America in 2009)

Link to MotorAuthority

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VW to introduce Golf TDI Hybrid at Geneva Show

2008-02-28T13:40:00Z

Well we've mused here on Biodieselnow about how cool it would be to have a diesel hybrid and now VW chooses the Golf to introduce their new offering. This should offer some very good MPG returns.

Geneva '08 Preview: Volkswagen Golf TDI Hybrid concept

Posted Feb 28th 2008 7:38AM by Sam Abuelsamid
Filed under: Diesel, Hybrid, Volkswagen, Geneva Motor Show

Volkswagen has confirmed the speculation that they will indeed be displaying a diesel-hybrid Golf at the Geneva Motor Show next week. The Golf TDI Hybrid will in fact be a strong parallel hybrid capable of running off either the diesel engine, an electric motor or both. As expected, start-stop capability is part of the deal. Interestingly the drivetrain uses a 7-speed DSG dual clutch transmission rather than some type of CVT. The Golf TDI Hybrid will apparently achieve fuel consumption of 3.4L/100km or 69mpg (U.S.). VW hasn't released any photos or other details of the Golf Hybrid yet so we'll just give you a shot of the Golf BlueMotion for now.

[Source: Volkswagen]

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Audi Stakes Claim of 1st Diesel Sports Car in Production

2008-02-27T15:11:00Z

Audi has planted the 2.0 VW TDI in it's TT Coupe and Convertible models and have once again led a segment with it's offering.

Audi goes diesel with their small sportster, TT 2.0 TDI that gets 44.3mpg!

Posted Feb 27th 2008 9:57AM by Sam Abuelsamid
Filed under: Diesel, Audi

click the TT diesel for a high res gallery

For the first time since the car's debut a decade ago Audi has decided to drop a diesel engine into the TT sports car. Audi is even claiming that the TT will be the first series production sports car with a diesel engine, a claim that I can't verify but I can't dispute either. The TT will be equipped with VW's 2.0L turbodiesel four cylinder in 170hp form, the same engine that will be used in the Jetta TDI cup cars this year. Paired up with a six speed manual gearbox and quattro all wheel drive, the coupe will run 0-62mph in a respectable 7.5 sec. The slightly heavier and less aerodynamic convertible will take 7.7 sec to accomplish the same task. The fixed-roof version will be rated at 44.3mpg while the open-top edition will come in at a mere 42.8mpg (both in U.S. gallons). No word yet on when or if we'll get the TT TDI stateside, but it sure would be a fun ride. The Audi press release is after the jump.

Gallery: Audi TT 2.0 TDI

Ingolstadt, 2008-02-27
The new Audi TT 2.0 TDI quattro:
Powerful performance with maximum efficiency

Audi is once again setting standards, this time with the new Audi TT and its TDI engine-a model that combines pure sportiness and powerful performance with sensational efficiency. The Audi TT 2.0 TDI Coupe quattro and Audi TT Roadster 2.0 TDI quattro are the first series-production sports cars to feature diesel engines. It's a compelling union:
The two-liter engine generates dynamic propulsion with 125 kW (170 hp) and 350 Nm (258.15 lb-ft) of torque, yet the TT Coupe and TT Roadster consume an average of only 5.3 liters and 5.5 liters of fuel per 100 km (44.38 mpg and 42.77 mpg) respectively-unparalleled in the sports car segment.

Audi is setting the pace with this synthesis of excellent dynamism and low fuel consumption, as it has done for many years: Since debuting in 1989 the TDI engines from the brand with the four rings have been paving the way for the world's most successful efficiency technology and acting as trendsetters for the entire automobile industry. Today, these powerful, refined and highly fuel-efficient engines represent a modern, smart take on sportiness. The run of victories achieved by the Audi R10 TDI diesel race car at the Le Mans 24 Hours and in the American Le Mans Series are impressive evidence of the tremendous potential of this technology.

The dynamic diesel engines from Audi exert an exciting impact not just in racing but also in series-production models-and now indeed in a sports car. The TT Coupe quattro with the 2.0 TDI sprints from zero to 100 km/h (62.14 mph) in 7.5 seconds and achieves a top speed of 226 km/h (140.43 mph). The Audi TT Roadster, likewise equipped with quattro permanent all-wheel drive, requires only an extra tenth of a second for the standard sprint, and continues up to a top speed of 223 km/h (138.57 mph). Both versions serve as outstanding examples of the success of the Audi efficiency strategy, thanks to their fuel efficiency ratings of 5.5 liters per 100 km (42.77 mpg), a figure that corresponds to CO2 emissions of only 145 grams/km.

Powerful, refined and efficient: The 2.0 TDI

The new four-cylinder TDI engine (engine displacement = 1,968 cc) represents a fresh take on the all-round compelling qualities of the TDI concept. Designers of the dual-camshaft, two-liter model looked to its predecessor-the most-produced diesel engine in the world-and expanded upon its major strengths: driving pleasure, efficiency and refinement.

The new common rail injection system is equipped with highly modern piezo injectors, whose eight-hole injection nozzles can perform up to five distinct injection sequences per cycle. This fine degree of modulation creates a modest pressure increase in the combustion chambers, resulting in a significantly reduced noise level. The system pressure of 1,800 bar allows fuel to form a fine dispersion, enabling precise, highly efficient combustion.

The turbocharger is also part of a new generation and operates with adjustable vanes that allow torque to build up rapidly. The positions of swirl flaps on the intake manifold are controlled by electric motors in order to adapt the flow of air to the current load and engine speed. The geometry of the engine's pistons has been modified, and the acoustics of the camshaft drive belt have been overhauled. Just as they did in the preceding model, two balancing shafts reduce the vibrations arising in the crankshaft drive.

The cumulative result of this progress is a high maximum engine speed of 5,000 rpm and, most importantly, improved thermodynamics in the combustion chambers. What this means is that the engine can run on up to 60 percent recycled exhaust that has been thoroughly cooled by the radiator. This results in a drastic reduction in untreated NOx emissions, with the 2.0 TDI already meeting the threshold values of the upcoming Euro 5 standard.

Dynamic road performance

The 2.0 TDI in the Audi TT Coupe and the Audi TT Roadster delivers 125 kW (170 hp) at 4,200 rpm and sends a full 350 Nm (258.15 lb-ft) of torque to the crankshaft at engine speeds between 1,750 and 2,500 rpm. Operating quietly and generating little in the way of vibration, this model delivers a hefty amount of power at the lowest rpm levels and is highly responsive to input from the gas pedal. Its supreme power development lends this engine its own unique, fascinating character-that of a muscular, smart sports engine.

The Audi TT Coupe 2.0 TDI quattro easily leaves the gasoline-powered competition behind when accelerating from a standstill. It sprints from zero to 100 km/h (62.14 mph) in just 7.5 seconds and never looks back until it reaches 226 km/h (140.43 mph). The TT Roadster accelerates to 100 km/h (62.14 mph) in 7.7 seconds and keeps going up to 223 km/h (138.57 mph).

These models-the world's first diesel sports cars-consume an average of only 5.3 liters and 5.5 liters of fuel per 100 km (44.38 mpg and 42.77 mpg) respectively, which corresponds to CO2 emissions of a mere 140 g/km and 145 g/km. In so doing, they are setting a benchmark that represents a veritable quantum leap in the sports car segment. With the TDI engine in the TT series, Audi once again establishes its leading role on the diesel market. The brand with the four rings is advancing progress and starting at the top.

In keeping with the theme of sporty performance, Audi has combined its two diesel-engine sports cars with highly effective manual six-speed transmissions whose short lever travel allows the driver to shift quickly, easily and precisely. The housings for these transmissions are made of lightweight, high-tech magnesium materials. Relatively long final transmission ratios have been employed to bring the drivetrain in line with the character of the TDI engine.

In light of their high torque values, Audi is equipping both of its new TT models with quattro permanent all-wheel drive. The heart of this system is an electronically controlled, hydraulically activated multi-plate clutch, which is located in the rear of the vehicle for improved weight distribution. This clutch generally distributes up to 85 percent of the engine power to the front axle and 15 percent to the rear axle; in extreme situations it can divert up to 100 percent of the power to either axle.

The overall concept: An exercise in uncompromised sportiness

Consistent efforts to reduce vehicle weight are also part of the efficiency strategy pursued by the brand with the four rings. Both sports cars are very lightweight: the 2 + 2-seater TT Coupe weighs only about 1,370 kilograms (3020.33 lbs) when empty, while the two-seater TT Roadster with soft top weighs roughly 1,415 kilograms (3119.54 lbs). Underlying these low weights is an innovative hybrid body construction developed by Audi. Front components are made of aluminum and utilize Space Frame technology; rear components are made of steel. This solution guarantees that the frame is as rigid as possible and optimizes load distribution between the axles.

The Audi TT Coupe and TT Roadster are dynamic, emotion-packed sports cars. As was the case with preceding models, these cars are impressive for their powerful design, whose dynamic flow continues on into the interior. The cockpit contains multiple nods to the circle motif, and the sports steering wheel with its flat-bottomed rim fits the driver's hand like a glove. The sport seats are deep-set, providing a sporty seated position and firm lateral support. The backs of both rear seats fold down in the TT Coupe, making the trunk space grow from 290 to 700 cubic liters (10.24 – 24.72 cubic ft). The Roadster (250 liters, 8.83 cubic ft) comes with a practical load-through hatch upon request.

The sports suspension likewise offers extraordinarily dynamic features. The front suspension is pivoted on an aluminum subframe and has a wide track measuring 1,572 millimeters (61.89 inches).

A highly precise rack-and-pinion steering system with a direct steering ratio provides an intimate link between the driver and the road. Power steering with servo assist, which decreases as speed increases, is generated by an electromechanical drive that is even more efficient than a hydraulic pump.

The coil springs and shock absorbers in the four-link rear axle are situated in separate areas. The links are also finely differentiated: The layout of the trailing links, which absorb the propulsive and braking forces, is relatively soft to promote a comfortable ride. The connections to the three transverse links per wheel, on the other hand, are rigid in order to direct transverse forces into the body with precision.

The Audi TT Coupe 2.0 TDI quattro and Audi TT Roadster 2.0 TDI quattro roll on 16-inch, cast aluminum wheels fitted with 255/55 R16 tires. Behind the wheels are large disk brakes with pads that develop large coefficients of friction. The ESP stabilization program supports the neutral to slight understeering feel of the TT-the finishing touch on an overall portrait of exciting dynamics, exhilarating driving pleasure and stability you can count on.

Audi magnetic ride, a high-tech shock-absorber system available as an option, is an adaptive system that resolves the traditional conflict of interests between comfort and handling. A magneto-rheological fluid circulating in the shock absorbers changes the direction of the magnetic particles within milliseconds when electricity is applied; this alters the overall characteristics of the fluid and, in turn, modifies the damping characteristic. The driver can choose between "Normal" and "Sport" programs by flipping a switch.

Equipment makes a statement of refined style

Standard equipment for both of the new TT models reflects the sporty character and refined style of the series. Faux aluminum accents add a shine to gray inlays and various other components in the interior. The sports steering wheel comes with a Nappa leather cover. The climate control system (standard for the TT Coupe) regulates heating and ventilation in response to the level of sunlight. The driver information system and chorus audio system round out the standard equipment.

A wide array of high-tech equipment is available as options, including a highly modern generation of audio devices, electrically adjustable front seats, the adaptive light dynamic cornering light system and two navigation systems with a user interface based on the Audi MMI concept-a cut above the competition.

[Source: Audi]

Tags: audi-tt-tdi, diesel-sports-car

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Slick diesel can go 150 miles/gallon - Loremo

2008-02-24T16:46:00Z

LOw REsistance MObile
The Germans have created a 2-cylinder turbo diesel vehicle that is capable of fuel efficiency of 130 to 150 miles per gallon, according to an article in MSN. The car is designed with minimal drag and low weight, but doesn’t have the battery packs or regenerative brakes of other mega-MPG hybrids. The Loremo does this with a efficient diesel, a slick skin and limiting the weight. (especially non-essentials) Most interesting is that the Loremo is to be mass produced in Europe and will available for about 15,000 euros. ($22,000 US)

After its 2009 release in Europe, the Loremo will be redesigned to reach the North American market the following year. A $30,000, 3-cylinder GT model will also become available, offering better acceleration (0-60 in roughly 10 seconds, vs. 16 for the base model). Both hybrid and fully electric versions are also in the works.

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BMW to Introduce Diesel Hybrid at Geneva Show

2008-02-22T21:53:00Z

BMW is previewing their first Diesel Hybrid at the Geneva autoshow. It is an X5 SUV based vehicle with some interesting features like a solar panel to preheat your tranny fluid on startups, etc.

Geneva '08 Preview: Officially Official - BMW Vision EfficientDynamics concept

Posted Feb 22nd 2008 8:49AM by Sam Abuelsamid
Filed under: Diesel, Hybrid, BMW, Geneva Motor Show

Click the BMW X5 concept for a high res gallery

After having information leaked yesterday, BMW has now officially released the details surrounding its Geneva Motor Show concept, the Vision EfficientDynamics. The X5-based concept does indeed combine the 204hp 2.0L twin-turbo diesel from the 123d with a mild hybrid system. The hybrid setup uses a 15kW motor and a lithium-ion battery pack to yield a total output of 221hp. The engine/motor output is routed to all four wheels through a ZF eight-speed automatic transmission and BMW's xDrive torque vectoring all-wheel-drive. Regenerative braking charges the battery, which is then used to help power electrical systems on the vehicle, reducing parasitic losses. Further savings are achieved through a 1-square-meter solar panel on the roof that preheats the transmission fluid, reducing friction during a cold start. After startup, the solar panel also helps power accessories, particularly during idle auto-stop conditions. Along with some aerodynamic tweaks, the concept achieves 36mpg (U.S.) on the EU combined cycle. Carbon dioxide emissions come in at 172g/km while 0-62mph acceleration of the 5,000 lb. X5 comes in at a respectable 8.9 seconds. The mild hybrid system developed in cooperation with Daimler may appear in production BMWs in 2009, although it's unknown if this particular combination will get built.

Gallery: Geneva 2008: BMW Vision EfficientDynamics concept

[Source: BMW]

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Audi TDI beats Prius in MotorTrend Test

2008-02-18T18:22:00Z

An optimized version of the Audi A3 was put through the paces by Motor Trend recently and bested their best overall mileage yet from the Prius. I like the styling of the Audi a great deal more too.

Audi adds low CO₂ "e" series to the A3

Posted Feb 18th 2008 10:46AM by Sam Abuelsamid
Filed under: Diesel, MPG, Audi

Audi has followed their Volkswagen stablemates and added some special "e" series models to the their lineup in recent months. The "e" models are similar to VW's Bluemotion models in that they are specifically optimized for ultra-low CO₂ emissions. Currently, the smallest such vehicle is the A3 TDI e equipped with a 1.9L diesel. The TDI e has modified gear ratios and engine calibrations along with the low rolling resistance tires. The A3 is rated at 52mpg (U.S.) on the EU combined cycle with CO₂ emissions of just 120g/km, low enough to avoid London's congestion charge. Motor Trend had a chance to put some miles on a A3 TDI e over in the UK and managed to achieve 44.3 mpg in a mix of fairly quick driving over 500 miles. They managed 50.5mpg over 50 miles on a very congested M25 motorway around London, topping the best they ever achieved with a Prius (47mpg). They also found the little German far more entertaining to drive than the Prius.

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Biodiesel Vehicles

New Injector Boasts of Reduction in Diesel Vs. Gas Engine Premium

Continental announces new piezo injector that makes diesels even cleaner

Mercedes-Benz new four cylinder diesels

Mercedes-Benz launches new line of four cylinder diesels

Nissan Premiers New Maxima - Diesel for 2010

New York 2008: 2009 Nissan Maxima, coming next year with a new diesel

Jeep to Offer Diesel Retro Fit Pkg w/2.8 CRD?

Jeep to offer diesel engine retrofit kit using 2.8 CRD four cylinder?

2008 Mercedes-Benz GL320 CDI on Motorweek

Bosch VP Talks Market Timing for US Diesels

Overcoming the diesel challenge

By Bradley Berman From:Business Week March 05, 2008

GM announces new Hybrid System. Diesels on tap too.

Geneva '08: GM announces new second-generation mild hybrid system

High Performance Diesel for Subaru?

Will Subaru add a diesel to the Impreza STi?

Official Update: VW Golf TDI Hybrid

Official Release: VW Golf TDI Hybrid

Geneva 2008: Miserly VW Golf TDI Hybrid concept uses 1.2L 3-cylinder

Porsche to offer 300HP diesel Cayenne in 2009

VW to introduce Golf TDI Hybrid at Geneva Show

Geneva '08 Preview: Volkswagen Golf TDI Hybrid concept

Audi Stakes Claim of 1st Diesel Sports Car in Production

Audi goes diesel with their small sportster, TT 2.0 TDI that gets 44.3mpg!

Slick diesel can go 150 miles/gallon - Loremo

BMW to Introduce Diesel Hybrid at Geneva Show

Geneva '08 Preview: Officially Official - BMW Vision EfficientDynamics concept

Audi TDI beats Prius in MotorTrend Test

Audi adds low CO2 "e" series to the A3

Audi adds low CO₂ "e" series to the A3