Nothing about the new engine is the same as the current engine. Based on the cutaways at the auto show, I don't think there will be a single part that is interchangeable.if they do put the new engine in, im sure it will be branded as a 2015 model year. Wonder if the 288 will have the same turbo and if not, if that turbo is able to be put on our engines
pretty sure it's now in the engine compartment if I read correctly. I don't think it's going away.Ad Blue? Didn't see it mentioned|?
I know, but I was feeling a bit belligerent last night, I guess.There has been a lot of discussion about running B20 in the commonrails. Check out the alternative fuels forum for more information.
The simple fact of the matter is that biodiesel does not burn the same as diesel, and when introduced to the engine in a post-injection condition (for emissions reduction operations like regens and warmups), some of the biodiesel makes it past the rings and into the crankcase, diluting the oil. Getting mad and ranting won't do you any good... it's just the way it is.
The 6.7 liter Cummins is different because rather than doing post-injection through the main engine injectors, it injects fuel directly into the exhaust via a 7th injector. You may see other manufactures move towards that route in the future, but for now there are very few who do it that way.
Here is a nice article on the subject: http://www.swri.org/4org/d03/engres/pwrtrn/controls/accelex.htm
Edit: A bit more research shows that the Cummins ISX uses the 7th injector, but the 6.7 is still using post-injection. Interesting... perhaps they're not concerned with the oil dilution that post-injection presents.
Possibly. We will have to wait and see what the situation with the EA288 is. With any luck, it will be fully B20 compatible.It could have something to do with the sump size on the truck engines. I know my 6.0 has a 4 gallon sump... it would take a lot of fuel to dilute that to dangerous levels.
Now that it's started to climb out of the freezing temps 'round these parts, my CKRA delivers better FE than the CBEA ever did in my '09 Jetta. Both were DSGs.I'm excited about this engine, particularly in the Golf and Jetta, as it will help them deliver the same or better FE than the heavier Passat. Although I like the current non-Urea engines in those cars, I'd prefer Adblue and better FE. Also no IC issues.
Almost 70 degrees here yesterday, MFI was showing low 50s on a drive that had been showing low 40s all winter. Hooray for spring!Now that it's started to climb out of the freezing temps 'round these parts, my CKRA delivers better FE than the CBEA ever did in my '09 Jetta. Both were DSGs.
I'm sure the FE numbers in the newer cars will be nothing short of extraordinary.
(My Fuelly badge has quite a few 31/32MPG fills from when the car was new and running in sub zero temps.. Gonna take a while to climb out of that hole. Last few tanks have been in the 38 range)
Good point. Current Golf/Jetta common rail TDI has a mediocre FE as compared to past TDIs and its the pits against the Prius EVEN in hwy driving for pete's sake!!!I'm excited about this engine, particularly in the Golf and Jetta, as it will help them deliver the same or better FE than the heavier Passat. Although I like the current non-Urea engines in those cars, I'd prefer Adblue and better FE. Also no IC issues.
We should at least wait until it arrives in an NMS Passat first! My bet is that it won't be until well into the 2015 MY, as they did phasing in the 1.8 gasser.I guess the real question is whether they'll put that engine in a 4 wheel drive, Passat Wagon?
Probability(midsize wagon + diesel + US) = 10E-6I guess the real question is whether they'll put that engine in a 4 wheel drive, Passat Wagon?
About what I figured. One can hope though.Probability(midsize wagon + diesel + US) = 10E-6