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thecarconnection diesel or hybrid article
A large segment of the driving public is thirsting to drive less thirsty cars. Not only is that what surveys show, but the runaway success of the gasoline-electric hybrids such atToyota's Prius demonstrates it.
But along with the success of hybrids has come disappointment and frustration. Drivers are simply not getting the gas mileage from their hybrids that they were led to expect.
Partly at fault is the manner in which the EPA comes up with its figures, those city and highway mileage estimates printed darkly on a vehicle's window sticker. The EPA methods to set mileage figures, unchanged since 1985, inadvertently favor the way hybrids work. Thus Prius buyers are tantalized with a figure of 60 mpg for city driving, but when the real world yields something closer to 40 the hybrid buyers are vocally annoyed. Instead of bragging to friends they are complaining to everybody.
Euro approach
In Europe, on the other hand, saving on fuel has been driven by more than recent upward spikes in prices. Gasoline has long cost upwards of $5 a gallon there. European drivers take two avenues to saving on their fuel costs; they think small and they think diesel. More than half of the cars on the road, called Class A vehicles, are smaller than anything on American highways. These small cars with small, thrifty gasoline engines are the choice of the frugal who thus save on initial cost of the car, on taxes and on gasoline.
Of the remaining minority of cars most are diesel powered with the number growing.
Though diesels get much better mileage than gasoline engines that is not, I was told on a recent trip to the continent, the main reason Europeans love them. In Europe, turbocharged diesels are desirable for their superior performance. Diesel have a steeper, flatter torque curve than gas engines, the peak push often coming just off idle. Out to launch, indeed. Torque is what gives a car quickness off the line and superior pick-up for passing and merging. Horsepower counts more for top speed, legally much higher on European superhighways than in the U.S., but in increasingly fewer places even there.
The thriftiness of diesel at the pump is appreciated by the owners of luxury vehicles not primarily because of a lowered fuel bill, but for safety reasons, or so I was told by the head of Mercedes-Benz in Italy. Safety? In answer to my puzzled expression he explained that better fuel mileage and large fuel tanks made for a long range with few or no stops on the way. High-profile executives being driven on business from city to city are thus exposed to a lessened risk of car-jacking. Yes, he said, this is a serious concern in Europe.
American choices
When it comes to buying a diesel engine Americans have far fewer choices in passenger vehicles than European buyers. Mercedes-Benz recently reintroduced a diesel sedan to the U.S. market after a five-year absence. This is the new E320 CDI, also available in a gasoline engine.
Volkswagen during that time has been the sole seller of passenger diesels in the U.S. with its TDI models of the popular Golf, Jetta and New Beetle. Now it has introduced a Passat TDI in both a sedan and a wagon and added a third Touareg to its V-6 and V-8 lineup - a V-10 turbodiesel. The Passat looks and acts richer than its mid-20's price tag. The V-10 gives the already capable Touareg tons of torque and impressive power but for some big bucks, in the mid-60s.
Diesel development in the U.S. has been hindered by the poor quality of diesel fuel in the country. American diesel is still heavy on sulfur content, long since removed from the fuel in Europe. New U.S. regulations call for diesel fuel sans sulfur by 2006 and some car companies, notably BMW, say they will wait until the new fuel is in place before introducing their diesel-powered vehicles to the U.S. (Which means the delightful MINI One D is several years distant if it comes to the U.S. at all.)
Another problem: just as diesel fuel is cleaning up its act, stricter regulations on diesel emissions go into effect, particularly in California and four northeastern states (New York, Massachusetts, Maine and Vermont.)
A way around
All this is keeping the midnight oil burning in various laboratories across the world, particularly that of Robert Bosch GmbH, leaders in innovations toward cleaner, quieter, odor-free diesel engines. Bosch is working on both the system favored by VW and that being used by nearly every other manufacturer, including VW's partner, Audi.
For VW, Bosch has created a unique pump-nozzle injection system. Mercedes-Benz and most other manufacturers are going with what is called the Common Rail system (CDI) now in its third generation and counting at Bosch.
Judging from my experience with the Mercedes E 230D and the Passat TDI - and in Ireland with the MINI One D, a 1.4-liter common rail turbodiesel from Toyota - the common rail diesels exhibit notably less of the traditional diesel clatter than the TDI pump. All are far quieter than present diesels.
Both systems, TDI and CDI, are in a race with the shrinking window of compliance imposed by California (plus four). Both VW and M-B say they believe they will be in compliance come crunch time.
Diesel alternatives
Drivers drawn to diesel for its virtues of torque, longevity and fuel economy, but are conflicted over its emitted particulates and other transgressions have found some solace in the prospect of using the more environmentally-friendly diesel fuel made from such as soybeans and rapeseed. Biodiesel has shown particular promise in Europe and Canada.
However Bosch has now put the kibosh on those hopes. Or at least put them on hold until biodiesel can be standardized to a specification satisfactory to Bosch. This means engine warranties, heretofore allowed with certain exceptions for owners using biodiesel, will now generally be disallowed. At least for the newer, cleaner diesel engines with their fine misting sprays and miniscule tolerances. "We have found black mold in the injectors and other parts of the system from biodiesel use," a Bosch engineer explained. It is not a complication they want to bother with right now.
Black mold is a matter that probably can be dealt with in formulating the biodiesel fuel, but until the problem is met Bosch does not want to add yet another variable to the delicate balance of selling Americans on cleaner, odor-free, quiet diesel engines. Too much is changing too fast to add another element seems to be Bosch's view. Later, just not now. "We are in favor of biodiesel," I was told, "But not with the fuel as it now exists."
Older diesel engines, far out of warranty, and not complicated with the finer tolerances and the extraordinary pressures and misted sprays will continue to do well on biodiesel, possibly even on the home brews created from spent cooking oils. Just don't bring it up around Bosch, VW or Mercedes right now.
A large segment of the driving public is thirsting to drive less thirsty cars. Not only is that what surveys show, but the runaway success of the gasoline-electric hybrids such atToyota's Prius demonstrates it.
But along with the success of hybrids has come disappointment and frustration. Drivers are simply not getting the gas mileage from their hybrids that they were led to expect.
Partly at fault is the manner in which the EPA comes up with its figures, those city and highway mileage estimates printed darkly on a vehicle's window sticker. The EPA methods to set mileage figures, unchanged since 1985, inadvertently favor the way hybrids work. Thus Prius buyers are tantalized with a figure of 60 mpg for city driving, but when the real world yields something closer to 40 the hybrid buyers are vocally annoyed. Instead of bragging to friends they are complaining to everybody.
Euro approach
In Europe, on the other hand, saving on fuel has been driven by more than recent upward spikes in prices. Gasoline has long cost upwards of $5 a gallon there. European drivers take two avenues to saving on their fuel costs; they think small and they think diesel. More than half of the cars on the road, called Class A vehicles, are smaller than anything on American highways. These small cars with small, thrifty gasoline engines are the choice of the frugal who thus save on initial cost of the car, on taxes and on gasoline.
Of the remaining minority of cars most are diesel powered with the number growing.
Though diesels get much better mileage than gasoline engines that is not, I was told on a recent trip to the continent, the main reason Europeans love them. In Europe, turbocharged diesels are desirable for their superior performance. Diesel have a steeper, flatter torque curve than gas engines, the peak push often coming just off idle. Out to launch, indeed. Torque is what gives a car quickness off the line and superior pick-up for passing and merging. Horsepower counts more for top speed, legally much higher on European superhighways than in the U.S., but in increasingly fewer places even there.
The thriftiness of diesel at the pump is appreciated by the owners of luxury vehicles not primarily because of a lowered fuel bill, but for safety reasons, or so I was told by the head of Mercedes-Benz in Italy. Safety? In answer to my puzzled expression he explained that better fuel mileage and large fuel tanks made for a long range with few or no stops on the way. High-profile executives being driven on business from city to city are thus exposed to a lessened risk of car-jacking. Yes, he said, this is a serious concern in Europe.
American choices
When it comes to buying a diesel engine Americans have far fewer choices in passenger vehicles than European buyers. Mercedes-Benz recently reintroduced a diesel sedan to the U.S. market after a five-year absence. This is the new E320 CDI, also available in a gasoline engine.
Volkswagen during that time has been the sole seller of passenger diesels in the U.S. with its TDI models of the popular Golf, Jetta and New Beetle. Now it has introduced a Passat TDI in both a sedan and a wagon and added a third Touareg to its V-6 and V-8 lineup - a V-10 turbodiesel. The Passat looks and acts richer than its mid-20's price tag. The V-10 gives the already capable Touareg tons of torque and impressive power but for some big bucks, in the mid-60s.
Diesel development in the U.S. has been hindered by the poor quality of diesel fuel in the country. American diesel is still heavy on sulfur content, long since removed from the fuel in Europe. New U.S. regulations call for diesel fuel sans sulfur by 2006 and some car companies, notably BMW, say they will wait until the new fuel is in place before introducing their diesel-powered vehicles to the U.S. (Which means the delightful MINI One D is several years distant if it comes to the U.S. at all.)
Another problem: just as diesel fuel is cleaning up its act, stricter regulations on diesel emissions go into effect, particularly in California and four northeastern states (New York, Massachusetts, Maine and Vermont.)
A way around
All this is keeping the midnight oil burning in various laboratories across the world, particularly that of Robert Bosch GmbH, leaders in innovations toward cleaner, quieter, odor-free diesel engines. Bosch is working on both the system favored by VW and that being used by nearly every other manufacturer, including VW's partner, Audi.
For VW, Bosch has created a unique pump-nozzle injection system. Mercedes-Benz and most other manufacturers are going with what is called the Common Rail system (CDI) now in its third generation and counting at Bosch.
Judging from my experience with the Mercedes E 230D and the Passat TDI - and in Ireland with the MINI One D, a 1.4-liter common rail turbodiesel from Toyota - the common rail diesels exhibit notably less of the traditional diesel clatter than the TDI pump. All are far quieter than present diesels.
Both systems, TDI and CDI, are in a race with the shrinking window of compliance imposed by California (plus four). Both VW and M-B say they believe they will be in compliance come crunch time.
Diesel alternatives
Drivers drawn to diesel for its virtues of torque, longevity and fuel economy, but are conflicted over its emitted particulates and other transgressions have found some solace in the prospect of using the more environmentally-friendly diesel fuel made from such as soybeans and rapeseed. Biodiesel has shown particular promise in Europe and Canada.
However Bosch has now put the kibosh on those hopes. Or at least put them on hold until biodiesel can be standardized to a specification satisfactory to Bosch. This means engine warranties, heretofore allowed with certain exceptions for owners using biodiesel, will now generally be disallowed. At least for the newer, cleaner diesel engines with their fine misting sprays and miniscule tolerances. "We have found black mold in the injectors and other parts of the system from biodiesel use," a Bosch engineer explained. It is not a complication they want to bother with right now.
Black mold is a matter that probably can be dealt with in formulating the biodiesel fuel, but until the problem is met Bosch does not want to add yet another variable to the delicate balance of selling Americans on cleaner, odor-free, quiet diesel engines. Too much is changing too fast to add another element seems to be Bosch's view. Later, just not now. "We are in favor of biodiesel," I was told, "But not with the fuel as it now exists."
Older diesel engines, far out of warranty, and not complicated with the finer tolerances and the extraordinary pressures and misted sprays will continue to do well on biodiesel, possibly even on the home brews created from spent cooking oils. Just don't bring it up around Bosch, VW or Mercedes right now.
