Biodiesel Vehicles

BMW X5 diesel SUV review

2009-03-15T13:58:00Z

Yet another 7-passenger diesel SUV enters the market (see our post about the Audi TDI Q7 here). It's way out of my price range, but if someone wants to buy me one, I'd be glad to do an extended test drive review. No word on biodiesel use, but you have to love that it's made in America!

From the Providence Journal.

Test Drive: BMW X5 SUV offers a powerful reason to go diesel

01:00 AM EDT on Sunday, March 15, 2009
By ANN M. JOB

Associated Press

BMW X5’s torquey diesel six gets the mileage you’d expect of a four.

BMW X5’s all-wheel drive is on full-time, and power automatically shifts from rear wheels to the front when needed.

Don’t let the two-ton weight and generous length of the BMW X5 fool you.

BMW’s largest, most luxurious sport-utility vehicle now rivals the 2009 Toyota RAV4 in fuel economy ratings.

Both vehicles, with all-wheel drive, are rated at an impressive 19 miles a gallon in city driving and 26 mpg on the highway by the Environmental Protection Agency. Only SUVs with four-cylinder engines and gas-electric hybrid power plants have higher government mileage ratings for 2009.

The RAV4’s strong mileage numbers stem in part from careful tuning of a gasoline-powered V-6. The Toyota vehicle also is smaller and more than 1,650 pounds lighter than the 5,225-pound X5.

The X5 retains the heavy, grounded character that BMWs are known for and still gets great mileage because of the fuel efficiency of a high-tech, diesel-powered, six-cylinder engine.

In fact, the X5 with award-winning 3-liter, double overhead cam, turbocharged diesel, inline six cylinder can travel more than 580 miles on a single tank of fuel. The RAV4 doesn’t have that kind of travel range.

BMW’s new engine also delivers eye-popping torque, or oomph, of 425 foot-pounds starting at 1,750 rpm. This is better than that of a gasoline V-8 in the X5.

Best of all, the new-for-2009 BMW X5 xDrive 35d — the final “d” is for diesel — is clean enough in its emissions that it can be sold in all 50 states. California and some Northeastern states that have restricted diesel-powered vehicle sales in recent years because of emissions find the diesel X5 doesn’t violate their emission standards.

The only problem is, the newest X5 is pricey. Starting manufacturer’s suggested retail price, including destination charge, is $52,025. This includes standard all-wheel drive, plentiful safety features, automatic transmission, burl walnut trim inside and panoramic moon roof.

The diesel model price is $3,700 more than a base X5 with gasoline-powered, six-cylinder engine that’s rated at just 15/21 mpg.

Competitors include the 2009 Mercedes-Benz ML-Class with diesel six-cylinder engine and $48,125 starting retail price tag and the 2009 Porsche Cayenne SUV, with a starting retail price of $44,295 with gasoline V-6. Mercedes’ diesel-fueled ML320 Bluetec is rated at 18/24 mpg by the federal government, while the best mileage for a 2009 Cayenne is 14/20 mpg, according to the EPA.

The X5 has been around for 10 years and grew to 16 feet long as a second-generation vehicle that debuted in fall 2006.

Built at BMW’s assembly plant in Spartanburg, S.C., which exports the mid-size SUV to markets around the world, the X5 comes standard with five seats but offers an optional third row for a capacity of seven passengers. No matter how many people are inside, it’s an SUV that successfully marries BMW styling and sporty handling with a tall-riding body.

The twin kidney-shaped grille and four headlamps outlined by illuminated rings at the front of the X5 are trademark BMW. They look as good on the X5 as they do on BMW sedans.

But this 5-foot-8-inch tall BMW provides passengers with great views out on the road and at traffic ahead.

Thick metal pillars around the windshield, plus the solid sound of the X5 doors closing, convey a feeling of safety and security. So, too, do the onboard stability control system, strong brakes, head protection air bag system and other standard features.

At startup, I heard the diesel engine racket immediately, bouncing off the walls of my garage at home.

BMW doesn’t cover over and muffle engine sounds like Mercedes does with its diesel. While the telltale diesel noise wasn’t obtrusive during driving the X5 as noise from the optional 19-inch tires added in, it was noticeable in confined places, including the drive-through Starbucks line.

But the sounds are a small price to pay for the kind of quick power the diesel offers.

I pushed just a bit on the accelerator, and the X5 moved forcefully out the garage and to the street. Diesel engines have strong torque at low engine rpm, and the six cylinder in the X5 is no exception, especially since it’s turbocharged.

By a mere 1,500 rpm, which is reached almost without thinking early in acceleration, the X5’s diesel has generated a hearty 390 foot-pounds of torque. Peak torque comes by 1,750 rpm and remains to 2,250 rpm.

So, quick merges into city traffic are easy. Don’t worry about going too fast and having to ride the brakes to slow down. The X5 accelerator pedal is very sensitive to pressure changes and readily helps modulates power to the wheels.

The test car was a breeze on a three-hour highway trip, too, where I averaged 27 mpg — 1 mpg more than the government rating — because part of the travel was downhill.

Filling up the 22.5-gallon tank cost nearly $50.

All-wheel drive is on full-time and has a normal, 60 percent to the rear and 40 percent to the front bias.

Power automatically shifts from rear wheels to the front when needed — no driver input required.

Side seat bolsters were a bit of an obstacle for entry to the tester’s front seats. And power windows and the rear tailgate went up and down more quickly than in some other vehicles.

The X5 rolled over most road bumps with a firm demeanor but with a surprising lack of vibration. The SUV felt a bit top heavy, but the suspension kept everything so tightly controlled, there was no unnerving body motion or lean, even in spirited driving.

The diesel X5 qualifies for a federal tax credit of up to $1,800.2009 BMW X5 xDrive 35d

BASE PRICE: $47,500 for base model with six-cylinder, gasoline engine; $51,200 for model with six-cylinder, diesel engine.

AS TESTED: $64,070.

TYPE: Front-engine, all-wheel drive, five-passenger, mid-size crossover sport utility.

ENGINE: 3-liter, double overhead cam, turbocharged, diesel, inline six-cylinder.

MILEAGE: 19 mpg (city), 26 mpg (highway).

TOP SPEED: 150 mph.

LENGTH: 191.1 inches.

WHEELBASE: 115.5 inches.

CURB WEIGHT: 5,225 pounds.

BUILT AT: Spartanburg, S.C.

OPTIONS: Sport package (includes 19-inch wheels, electronic damping control, sport bucket seats, shadow-line exterior trim) $3,700; premium package (includes power liftgate, garage door opener, digital compass, auto-dimming mirrors, BMW Assist communications system) $3,200; navigation system $1,900; cold weather package (includes heated front seats, headlamp washers, ski sack) $1,250; keyless start and entry $1,000; satellite radio $595; iPod and USB adapter $400.

DESTINATION CHARGE: $825.

VW TDI 2009 Cup Series running on B5 Biodiesel

2009-02-27T23:26:00Z

Volkswagen will be running the 2009 VW TDI Cup Season on B5 Biodiesel manufactured by Houston-based Hyperfuels.

VOLKSWAGEN MAKES CLEAN DIESEL RACING EVEN GREENER IN 2009 WITH THE USE OF B5 BIODIESEL

HERNDON, Va. – After first introducing its clean diesel technology on the race track in 2008, Volkswagen of America, Inc. announced it will use B5 biodiesel to power its race cars, transport vehicles and generators during the 2009 Jetta TDI Cup season. Houston-based HYPERFUELS will supply B5 biodiesel for the series, which is sanctioned by the Sports Car Club of America (SCCA) Pro Racing.

READ

Enjoyed driving the new 2009 BM 335d

2009-02-23T15:52:00Z

I called a friend of mine to check on his wife who was scheduled for surgery this week and after hearing that she was in recovery, our conversation shifted to the new 2009 BMW 335d that was sitting in front of the Akron area Dave Walter dealership. Although I know how the soft-sell enticement game works, I didn’t protest much went the “why don’t you take it for a test drive” lure was toss in front of my face. I took the bait thinking I would walk away satisfied to have driven this polished car, but the hook snagged me and I’ve been unable to shake it since Thursday.

Compared to the VW TDI diesels that I’m use to driving, the BMW 3-series diesel is considerably more expensive (see sticker), but comes with a few more BMW standard goodies, a reputation as one of the finest handling 4-door sedans, a couple more cylinders and an extra turbocharger. This 3.0L 6 cylinder twin turbo creates a locomotive worthy 425 ft.lbs of torque an 265 horsepower, which is more than enough to get this oil burner to 60 in 5.7 seconds, so says Car and Driver. All I know is when I planted my foot down on the throttle on an interstate entrance ramp that it made merging into traffic a breeze. The engine noise was a bit more dieselish than the ultra quiet award winning 2009 VW TDI clean diesel, but not at all offensive to those who’ve owned diesel cars. In fact, the noise is not the diesel clatter of a truck or older diesel car, but instead a deep throaty growl. Beside the attractive touch and visual appeal, this beast now had won over my ears.

There was also no doubt that this car was a balance German Autobahn cruiser as lane changes were snappy at a bit above the legal speed limit and it felt like a glove. The even weight distribution of the 3-series BMW was all still there even with this slightly heavier engine. The six-speed automatic never once was searching for the right gear and it didn’t eve occur to me that I wanted a manual transmission … or dual clutch gearbox (which would be nice).

The model I drove was minimally equipped, although had a nice sunroof and comfortable heated seats. I sort of wanted to play with the new i-Drive Nav gadgets, but wonder if this signicantly priced upgrade would really be worth it? The climate control was dual zone and had heat pumping quickly into the smallish cabin and relatively simple to operate. The driver’s power seat was infinitely adjustable and I quickly found that it fit me well … can’t say as much for the back seat. As for the truck, it might be challenging to get two full sets of clubs into it, especially if an overnight bag was also needed? (you’re not buying this car as a family tripmaker although I could comfortably make weekday and weekend trips)

All in all, the price is out of line IMHO. $45K is a lot of money for a smallish diesel performance car and if you want a few gadgets, this car would be easy to add another $10K onto … and $55,000+ is way too much even with the $900 diesel tax credit that applies; it is hard to see BMW selling many at this price. (are diesel BMWs this high in Europe?)

2009 BMW 335d - from Car and Driver review

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE: $44,725

ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve diesel inline-6, aluminum block and head, direct fuel injection
Displacement: 183 cu in, 2993cc
Power (SAE net): 265 bhp @ 4200 rpm
Torque (SAE net): 425 lb-ft @ 1750 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 108.7 in Length: 178.8 in Width: 71.5 in Height: 55.9 in
Curb weight: 3800 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.7 sec
Zero to 100 mph: 14.2 sec
Zero to 120 mph: 21.8 sec
Street start, 5–60 mph: 6.5 sec
Standing ¼-mile: 14.2 sec @ 100 mph
Top speed (governor limited): 128 mph
Braking, 70–0 mph: 161 ft
Roadholding, 300-ft-dia skidpad: 0.89 g

FUEL ECONOMY:
EPA city/highway driving: 23/36 mpg

REPOSTED by request

Motorweek picks 2009 VW Jetta TDI as Drivers’ Choice

2009-02-14T18:17:00Z

For those of us already familiar with the new clean diesel breeds, it will come as no surprise that long running PBS automotive program Motorweek selected the 2009 Volkswagen Jetta TDI as the Drivers’ Choice Award winner. They previously reported positively on the VW TDI although on in February announced it along with all their 2009 automotive category winners. (Youtube clip below or higher quality here)

Drivers’ Choice Award – 2009 Volkswagen Jetta TDI clean diesel

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Clean Diesel vs Hybrid (Jetta vs Prius) Review

2009-02-10T14:26:00Z

An in depth look at the new Jetta TDI vs the Prius. Real world conditions and multipurpose use definitely favors the Jetta for everyday transportaion and it's even "fun to drive".

Filed under: Diesel, Volkswagen, In The AutoblogGreen Garage, USA

In the AutoblogGreen Garage: 2009 Volkswagen Jetta TDI

by John Neff on Feb 9th 2009 at 11:56AM

Click above for high-res image gallery of the 2009 Volkswagen Jetta TDI

The car as we know it is being redefined. Hybrids have reintroduced electrons to the driving experience, and the rumble, shake and shimmy of internal combustion engines is being muffled and, in some cases, even silenced by cars like the Toyota Prius, 2011 Chevy Volt and Tesla Roadster.

For us to continue harnessing the energy of combustion under our hoods, we need to go much farther on a gallon of fuel. Enter Volkswagen and the diesel-powered passenger cars it's been selling in the U.S. since the late '70s, the latest of which is the 2009 Jetta TDI. Follow the jump to find out how VW's newest diesel fares against the electrified future of the automobile.

Gallery: In the AutoblogGreen Garage: 2009 Volkswagen Jetta TDI

U.S. customers have largely ignored VW diesels. Those early examples had their quirks, including an engine rattle that sounded like a Peterbuilt and the propensity to puff out black smoke like a coal miner. Still, they could go twice as far on a tank of diesel compared to gas-powered cars and their engines lasted for hundreds of thousands of miles. A cult following keeps them going and many have been converted to run on vegetable oil and other bio-fuel blends.

It will be years before we know if the new 2.0L four-cylinder turbocharged diesel engine powering the Jetta TDI is as bulletproof as its predecessors, but we can tell you that its fuel efficiency is as impressive as ever. The EPA has rated the car at 30 mpg in the city and 41 mpg on the highway. VW felt the EPA test cycle wasn't accurate and hired an independent company called AMCI to run more real world tests that yielded even better results: 38 mpg city/ 44 mpg highway.

We had the opportunity to take our TDI tester, which was *ahem* obviously provided BOSCH, on a trip from Cleveland to Pittsburgh. We were specifically curious to find out if achieving similar highway fuel economy numbers as the EPA and AMCI required a hypermiler's touch, or if our lead-infused feet could manage equally respectable numbers. Long story short: Our best average fuel economy was 46.1 mpg on the highway.

The current fuel economy champ in the U.S. is the Toyota Prius, which the EPA rates at 48 mpg city/45 mpg highway. What makes the Jetta TDI so impressive is that it doesn't require a complex hybrid drivetrain to achieve similar results. The straightforward design of Rudolph Diesel's engine and an interstate, highway or autobahn is all that's required. In fact, the Jetta TDI doesn't even require a cross-country trip to show its stuff. Hop on the highway and within minutes the trip information display will report an average of 40+ mpg. Though high-speed cruising is when this powertrain is most efficient, we also achieved results in the mid to high 30-mpg range while running errands around town.

We didn't resort to drafting semis or cruising at insufferably slow speeds, either. Our average cruising speed was around 65 mph, and the only trick we pulled was shifting into Neutral down steep grades to keep some of the momentum that engine friction would have sapped away. We couldn't help ourselves, as the simple average mpg readout in the trip computer display was all it took to get us hooked on trying to improve our efficiency.

Most Americans have never driven a diesel-powered vehicle, let alone compared one with a gas-powered competitor. We have and can tell you that the experience of driving a diesel is markedly different. Aside from being less fuel efficient, gas-powered four-cylinder engines have to work much harder to keep you cruising. They're often described as loud and "buzzy" because highway speeds require most to turn over at a rate of 3,000 rpm or more.

Volkswagen's new 2.0L turbodiesel, which was named one of Ward's Auto's Top 10 Engines of 2009, runs at just 1,800 rpm while cruising between 65 and 70 mph, so the Jetta TDI feels and sounds more like a car powered by a large, unencumbered V6. It's relaxed and anything but buzzy, accomplishing all its work below a 4,500-rpm redline that ensures things never get hectic underhood. Also gone is the knock, clatter and clang characteristic of past diesels. The Jetta TDI is as quiet as a luxury car on the highway, and though the diesel can be heard while idling, the entire car is eerily vibration free while sitting at a stop light.

The '09 model is also significantly quicker than VW diesels of the past, taking a tick above eight seconds to reach 60 mph, but even that metric doesn't tell the whole story. Though rated at only 140 horsepower, the engine's 236 lb-ft of torque means there's power aplenty. While off-the-line acceleration won't scare any sports cars, the Jetta TDI exhibits an effortless thrust when the right pedal is pushed. Whiplash inducing it's not, but the wave of power this little engine produces while underway is remarkable for its size.

Diesel engines have always been known their stump-pulling power, but they also have a reputation for being dirtier than gas engines. This became an issue a few years ago when California and the Environmental Protection Agency enacted their corresponding LEV II and Tier 2 Bin 5 emissions standards that erased the distinction between diesel- and gas-powered engines.

The modern diesel engine required major work to meet these new standards and gain access to markets in all 50 states, and most companies resorted to injecting a urea-based solution ahead of the catalytic converter that specifically targets the most harmful particulates like Nitrogen oxides (NOx). This solution, so to speak, was less than ideal because of the extra effort required to refill the solution at regular intervals. Volkswagen, in partnership with BOSCH, has developed a diesel engine for the Jetta TDI that's clean enough for sale in all 50 states without the use of a urea-based exhaust treatment system.

The trick is the use of a particulate filter in the exhaust system that requires zero maintenance from the driver. When the filter becomes full of harmful particulates, the engine's ECU will adjust the air/fuel ratio to raise exhaust temperatures high enough to burn them off. This process occurs every 300-500 miles and is largely transparent to the driver. Since raising exhaust temperatures requires a richer air/fuel ratio, fuel economy will suffer slightly during this process. On our way to Pittsburgh we noticed a sudden but temporary 1.5-2 mpg drop in fuel economy during which we assume the filter was being cleansed.

The Jetta TDI isn't all about saving us from buying a few extra barrels of foreign oil. It also happens to be a dynamic small car with above-average moves. The independent suspension with 16-inch alloys at all four corners exhibits typical German tightness with a solid ride that's not easily shaken. The standard, gas-powered Jetta has always been ahead of the economy car curve in this regard, and the TDI version is that much more so compared to cars like the Prius with its myopic focus on fuel efficiency at the expense of driving pleasure.

Another thing you're not going to get with a hybrid is transmission choices since most use a highly efficient CVT, or continuously variable transmission. Volkswagen offers two transmissions for the Jetta TDI: a good, old six-speed manual and six-speed DSG dual-clutch transmission with manual and Sport modes. Operating the row-your-own version is an above average experience for a small car, but the DSG is where you want to put your money. The latter will act like an everyday automatic if left to its own devices, but slip the stick over a notch and you're in control of precise shifts that occur quicker than you could make them yourself. VW deserves a double ding, however, for the lack of steering wheel-mounted paddle shifters and arranging the DSG's manual control as forward for up-shifts and backward for down-shifts.

There's still more decisions to make if you're considering the Jetta TDI, as VW also offers a SportWagen model in addition to the sedan. The four-door offers a 16-cubic-foot trunk, but the wagon goes above and beyond with 33 cu ft behind the rear seats and 67 when they're folded. While you may pay a small mpg penalty for the extra weight, the SportWagen TDI offers an unrivaled combination of utility and fuel efficiency in the marketplace. The EPA, however, reports the same results for SportWagen TDI as the Jetta TDI sedan: 30 mpg city/41 mpg highway.

For most, the decision to buy an exceptionally fuel efficient car like the Jetta TDI has less to do with making Mother Earth your BFF than saving money on fuel costs. The irony is that breaking the 40-mpg barrier adds a significant price premium to the up front cost of a car. In the case of the Jetta, the TDI version carries an MSRP of $22,270 versus the comparably equipped, gas-powered SE model that starts at $20,095. You may have noticed, however, that the Jetta TDI also qualifies for a $1,300 tax credit that more than halves the up front price premium, though that will only apply for the first 60,000 units sold.

Then there's the cost of diesel fuel to consider. When we topped of our tank, the price of diesel at our local station was $3.70/gallon versus $2.60/gallon for regular unleaded. Prices for both fuels have fallen since then, but the national average for diesel is still higher at $2.24/gallon versus $1.89/gallon. You will, however, go much farther on a tank full of diesel. Using EPA numbers, a Jetta TDI with 14.5 gallons of diesel could conservatively travel 595 miles on the highway before hitting empty, whereas our real world experience of over 46.1 mpg equates to 668 miles. A manual-equipped Jetta SE using a gas-powered 2.5L five-cylinder engine with 14.5 gallons of regular unleaded would stop on the highway after 450 miles.

The Jetta TDI has won us over because it offers what no hybrid on the market does: flexibility. Not only does it come in sedan or wagon form with your choice of transmission, but its mere existence represents an alternative for car shoppers who want efficiency, but not at the expense of enjoying the car they drive.

Volkswagen will add to this equation by offering a TDI version of its Rabbit hatchback this fall using the same 2.0L TDI engine, and may also sell a street version of the Jetta TDI race cars that compete in the Jetta TDI Cup. There's also the Touareg V6 TDI on sale now and the Aud A3 TDI arriving later this year for those who need more utility or want extra luxury.

The 2009 Volkswagen Jetta TDI is a push back against our future of electrified motoring, and VW/Audi will soon be offering more diesel-powered models in the U.S. than ever before. A world that has silenced the sound of pistons pumping is not preordained, and the Jetta TDI proves that there is a way to meet stricter fuel economy standards without sapping the fun of driving from point A to point B with as many turns in between as possible.

Gallery: In the AutoblogGreen Garage: 2009 Volkswagen Jetta TDI

Motorweek reviews the 2009 Volkswagen Jetta TDI

2009-01-21T14:51:00Z

The long running weekly PBS automotive program Motorweek reviewed the 2009 Volkswagen Jetta TDI on last weekend’s show. As expected, they gave it a pretty decent review mentioning that it is now 50 state legal and clarified the emission control features that differentiates it from the “AdBlue” diesels.

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V6 TDI Touareg review

2009-01-05T17:33:00Z

Popular Mechanics recently reviewed the long-awaited V6 TDI Touareg. Their reported 29.3 MPG at 65 equals an 800 mile range! We haven't seen those numbers since the 96-97 Passat TDIs. Sweet. Original article here.

2009 Volkswagen Touareg V6 TDI Test Drive: So. Cal. to Baja Road Trip with a Clean Diesel Engine

ENSENADA, MEXICO — The Volkswagen Touareg was a latecomer to the SUV game, debuting as a 2004 model in a booming sport-ute market that was encouraged by relatively cheap fuel. A handful of V10 TDI Touaregs became available in the U.S., but the car's monster torque was accompanied by a high price tag and less than stellar emissions—not exactly the best of both worlds.

Four years later, things have changed. Clean diesel technology offers big torque and low emissions in a package whose only drawback seems to be the uncertainty of diesel prices. The new Jetta TDI paved the way with Prius-beating fuel economy, so we were excited to put the 2009 Volkswagen Touareg V6 TDI to the test.

To gauge how it handles a long-distance drive, we road-tripped from Los Angeles to Ensenada, Mexico for the 41st annual running of the Baja 1000, where a highly modified VW TDI Touareg was scheduled to run in the unlimited Trophy Truck class. The action in the dirt was exciting. But the civilian V6 TDI offered a revealing look at how next-gen clean-diesel technology can make long trips in a large vehicle efficient, and fun too. —Basem Wasef

The Specs

Unlike the monster V10 TDI engine in past Touaregs, the 2009 Touareg V6 TDI model is equipped with a reasonably sized 3.0-liter V6 that uses an advanced DeNOx emissions system. Its common rail-injection system uses piezo units operating at nearly 29,000 psi, with eight-hole nozzles designed to introduce tiny amounts of diesel fuel for combustion. The direct-injection system works in conjunction with an intercooled turbocharger, and quick-start heater plugs are capable of hitting 1800 degrees Fahrenheit within 2 seconds.

Nitrogen oxide from combustion is cleaned up using urea that's sprayed into the exhaust stream before exhaust gases hit the DeNOx catalyst. The solution is called AdBlue, a trademarked formulation of synthetically produced aqueous solution that's nontoxic, odorless and biodegradable, according to VW. Adblue is stored in a 4.5-gal tank underneath the spare tire. It is sprayed continuously and metered according to the amount of exhaust gas produced by the engine; your Adblue consumption will vary based on how aggressively you drive, but the system is intended to be filled up at VW dealerships during regularly scheduled maintenance.

The V6 produces 221 hp and 407 lb-ft of torque, enough twist to placate most enthusiasts who pine for the late, great V10 model. Expect 60 mph to be reached in about 8.5 seconds, with an electronic speed limiter kicking in at a healthy 130 mph. Because nitrogen-oxide emissions are reduced by up to 90 percent, Volkswagen claims that "the engine's exhaust gases are cleaner than the air it breaths in," though we're suspecting that claim might vary depending on what city you're in. The V6 TDI is EPA-rated at 17 mpg city, 25 mpg highway, and meets Tier 2, Bin 5/ULEV II standards.

The diesel powerplant is mated with a six-speed automatic transmission and permanent four-wheel drive with adaptive torque distribution. The Touareg's unibody construction meets continuous damping control through a four-corner, adjustable air suspension system. Six adjustable ride heights can be dialed in from the cabin, and three adjustable damping settings can also be manually adjusted. The Touareg V6 TDI comes standard with six airbags and an advanced tire pressure monitoring system. Techy options include adaptive cruise control with a forward collision warning system and active braking and acceleration. An available side-scan lane-change assistant warns the driver of vehicles in blind spots.

The Drive

Depending on time of day, the arteries that connect Los Angeles and Ensenada, Mexico, can be clogged with travelers or pleasantly wide open. During our early afternoon, midweek drive we encountered some slowdowns as we traveled through Orange County, but once past the Orange Curtain, traffic along Interstate 5 moved briskly. In fact, the flow of cars was so brisk at some points that it became difficult to test the V6 TDI's fuel economy. It's tough to remain economy-minded when cars blast past at 85 mph.

The Touareg's five-passenger cabin is roomy and quiet at highway speeds. In the best conditions—constant-speed traveling with cruise control engaged—we pulled an impressive 29.3 mpg from the diesel V6, according to the onboard digital trip computer. We would have preferred to measure our consumption the old-fashioned way (by filling up and dividing the gallons used by the miles driven), but our incremental use of fuel coupled with the Touareg V6 TDI's gargantuan 26.4-gal fuel tank wouldn't have produced a particularly accurate reading. Some more disciplined long-distance drivers have reported over 30 miles per gallon from the V6 TDI, which is believable since our 65-mile-per-hour pace wasn't the optimum speed for fuel economy.

On those brief lower-speed drives—after stopping for food—we got a tantalizing taste of the Touareg's torque, which pulls this heavy SUV like a big-block V8. And it does press your back into the seat under hard acceleration as a much larger engine would. It's satisfying in a way that hybrids seldom are.

Driving past the border and along the ribbon of highway that winds along the coast of Baja California, the Touareg was well-mannered, if a bit heavy feeling. Though a curb-weight figure has yet to be released for the TDI version, the car felt sure-footed, but not quite nimble enough to dance through a curvy canyon like, say, a smaller crossover.

The Bottom Line

Our drive to Mexico and back in a Touareg V6 TDI required few fill-ups. In fact, after several hundred miles we still had nearly two-thirds of a tank of fuel left. If we maintained our 65-mph cruising speed while getting the indicated 29.3 mpg, we could have traveled nearly 800 miles on a single tank of gas—not bad for an off-road-capable 5000-plus-pound SUV.

As for Volkswagen's participation at the Baja 1000, its Touareg TDI prototype made history as the first-ever Trophy Truck to run using clean-diesel technology. While its V12 (which produces 550 hp and 625 lb-ft of torque) ran without a hitch, a defective gearbox seal challenged the Arciero Miller Racing team, ultimately resulting in a 13th-place finish. It's a respectable showing for a newcomer, considering the rigors of Baja, and the Touareg TDI will hopefully encourage more clean-diesel technology in race-bred vehicles.

Audi Q7 TDI - 7 passenger 25 MPG diesel

2008-12-21T16:53:00Z

Move over, Mercedes, Audi's entering the 6+ passenger diesel vehicle race (YAY!) with what sounds like a killer Q7 crossover SUV. From Motor Trend.

CLICK TO VIEW GALLERY

Audi will launch its North American diesel offensive with the Q7 3.0 TDI arriving next January and the A4 3.0 TDI that will follow within a year (VW's Touareg twin will get the new V-6 as well). Naturally, meeting the world's most stringent diesel emissions regs (those of the five California-emissions states), the engine is a technological tour de force. In order to burn every molecule of diesel fuel as completely, cleanly, and efficiently as possible, the engine uses advanced piezo-electric injectors with eight tiny spray holes each. By injecting the fuel at 29,000 psi over the course of five or more tiny squirts per combustion cycle, cylinder pressures rise gently, preventing the marbles-in-a-blender clatter of old diesels. The engine computer monitors combustion by mapping this rise in cylinder pressures during every cycle in order to quantify the fuel quality, which varies more widely in the U.S. than in Europe. Our cetane numbers range from 39 to 53, in contrast to Europe's, which are regulated to a minimum of 51 (the higher the number, the sooner combustion is initiated, so the fuel burns longer and more completely for improved performance and emissions).

CLICK TO VIEW GALLERY

The 3.0 TDI's single variable-nozzle turbocharger is optimized for greater torque at a slight cost to horsepower relative to the European-spec TDI, and it feeds twin intercoolers. Except, that is, when hotter intake is required for emissions purposes, at which point the intercoolers are bypassed. Once the pretty clean exhaust leaves the turbo it is further scrubbed by an oxidation catalyst, a particle filter, and a NOx-reduction catalyst. It also flows past an oxygen sensor, four temperature sensors, and two new Siemens NOx sensors. The latter provide closed-loop control of the urea injection system that completes the job of reducing NOx emissions by 90 percent. This 32.5-percent urea/water solution is carried in two tanks with a total capacity of 6.1 gallons (one tank is heated, as the solution freezes at 12 degrees F). That's enough to last a minimum of 10,000 miles. It's refilled via a special inlet next to the diesel filler during regularly scheduled maintenance stops, and it should sell for about the price of windshield-washer fluid.

Other highlights: The 90-degree cylinder block is made of vermicular graphite cast iron, which is both stronger and 15 percent lighter than ordinary iron, helping bring the total dressed engine weight in at 500 pounds. Chains driving the overhead camshafts are located at the back of the engine block to shorten the overall length of the engine to just 17.3 inches. High-energy glow plugs that reach 1800 degrees F in two seconds are used to start the engine when cold, and engineers on hand claim that on a winter morning in Fairbanks at -18 degrees F the engine took only 2.5 seconds to start (the process is automatic -- no waiting for a glow-plug lamp to go out before engaging the starter). Because diesels are slow to warm up, an electric booster provides warmth to the heater immediately after engine start-up.

CLICK TO VIEW GALLERY

The result? A 221-horsepower, 406-pound-foot engine that hustles this big honkin SUV to 60 mph in a claimed 8.4 seconds and achieves 25 mpg on the highway. How's it drive? Unlike any gasoline-powered SUV. Big thrust comes online just off idle, peaking from 1750 to 2750 rpm then tapering off as the needle approaches its modest 4600 rpm redline. Smoothly accelerating from a stop or a low cruising speed requires some right-foot finesse, or things can get jerky when the boost comes on. The V-6 gets a tiny bit coarse at higher revs too -- a problem that's utterly erased by the 326 hp, 560-lb-ft, 6.4-second 4.2 TDI V-8 or the 500-horse, 737-lb-ft, 5.3-second 6.0 TDI V-12 -- neither of which is yet slated for U.S. sales. None of the above engines suffers the noise, smell, or smoke associated with bad-old-days diesels, though they sound different at idle. The Q7 TDI's fuel economy is impressive, though recovering the price premium likely to be charged (which has yet to be announced, but will likely amount to several thousand dollars) may take way longer than the typical lease period -- especially with diesel priced 30-60 cents above regular unleaded in every state.

Still, we're bullish on diesel's future and we're thrilled to see luxury brands blazing the trail. Perhaps Mercedes, BMW, and Audi can give oil-burners an upscale, aspirational mystique that will make them more salable in Hondas, Mazdas, and other mainstreamers.

Nissan/Cummins Target Small Commercial Segment

2008-12-16T16:03:00Z

Will Somebody Please Push forward on smaller diesel Approvals?

We have witnessed a parade of back pedaling recently on commercialization of proposed new diesel offerings in the US. The two related articles below cite the "proposed" entry by Nissan into the small commercial segment. Their supply agreements with Cummins could provide dividends to the whole diesel arena if they can get approvals and succeed in this "stressed" segment. I know Cummins line of smaller diesel engines has enough offerings to work on many smaller platforms. Let's hope this moves forward and re-ignites the passenger car segment that would benefit from compression ignition powerplants as well.

Nissan set to attack small commercial segment

Posted Dec 16th 2008 at 8:40AM by Jeremy Korzeniewski

Small business owners in the United States are about to get a fresh set of choices for hauling their wares through busy urban areas. Ford has already announced its Transit Connect van, which uses a front-wheel drive layout and a very tall roof to allow for plenty of storage capability in a relatively small package. A new competitor to the Blue Oval has emerged in Nissan, which also plans to attack this smaller end of the commercial vehicle market.

Entrance into the segment will require suitable powerplants, and Nissan has reportedly entered into an agreement with Cummins to supply a range of diesel engines for its vans. We know that Cummins makes an excellent engine, and this move may bring smaller oil-burners to the market than the huge 6.7-liter six cylinder unit that powers various versions of the Dodge Ram. About a third of Nissan's US dealerships are expected to offer the new line of commercial vehicles.

[Source: Automotive News (subs req'd)]

Nissan to sell small commercial vehicles in U.S.

Lindsay Chappell
Automotive News
December 15, 2008 - 12:01 am ET

DETROIT — Nissan dealers who sign up for the company's new line of light commercial vehicles will get more than big trucks to sell.

Other likely products for the United States: small vans, taxis, wagons and pickups unavailable to other Nissan dealers. The first vehicles go on sale in 2010.

Nissan North America originally hinted only that commercial dealers would receive a trio of trucks designed and engineered at its Michigan r&d center in suburban Detroit. But that is just the beginning, says Joe Castelli, Nissan North America's vice president for light commercial vehicles and fleet.

The new business also will consider various vehicles, including imports from Japan. One possible model: a van based on Nissan's small car platform that yields the Versa sedan and will carry next year's Cube.

Nissan is targeting the smaller half of the commercial truck business, with gross vehicle weights of up to 8,000 pounds. The market leaders in those segments include Ford Motor Co.'s E-series van and F-250, F-350 and F-450 pickups, and General Motors' Savanna van.

Ford plans to dip into smaller commercial vehicles. Next year it will introduce the urban-oriented Transit Connect van as an import.

About one-third of Nissan's 1,070 dealers have expressed interest in becoming commercial dealers, Castelli said.

To become a commercial dealer, the retailers must agree to a list of changes, some of which are still being formulated. One critical issue will be building larger service-bay doors and installing vehicle lifts capable of raising 30,000 pounds.

"The trucks themselves won't be that heavy," Castelli explains, "but what are you going to do when a customer in the carpet business brings his van in for service and it has thousands of pounds of carpeting in the back? You're not going to ask him to unload it."

Dealers will have to offer expanded service hours, adds Mike Hobson, director of sales for the business unit. That will mean providing overnight and weekend service, because owners in the new segment typically rely on their vehicles for their livelihood.

The dealers also will need to become proficient in diesels since some of the models will have diesel engines.

Nissan is partnering with Cummins Inc. for diesel engines.

Honda said to be rethinking bringing diesels to the U.S.

2008-12-12T02:02:00Z

Will automakers rethink importing diesel cars to North America?

Those of us who enjoy driving and owning ‘higher’ performance and efficient diesel cars have had this nagging suspicion that diesel cars may not arrive as planned, considering the auto slowdown and noting the price spread between gasoline and diesel fuel. According to a USA Today article, Honda Motor spokeman David Iida commented that Honda is reconsidering the timing to bring diesel cars to America. He states, “we are re-evaluating, due to trends in gasoline and diesel prices, and the price of raw materials we use in the exhaust clean-up system.” Hopefully they’ll continue as planned and that they realized their competitor Volkswagen still has little problem selling their ‘clean diesel’ TDIs.

It wasn’t entirely doom and gloom for diesel advocates as Iida says Honda will decide“sooner rather than later” on going ahead with U.S. diesels, but wouldn’t pin down a date. The excellent Honda diesel engine that is (was?) to first show up in a 4 cylinder in the luxury Acura brand sedan and be followed by a V-6 diesel in SUVs and perhaps the van. But problems still exist — most Americans have a less than positive view of diesel stemming from past experience and what they see with trucks and with the economy are not really in the car buying mood. They have also notice that the average price of diesel fuel is running 40% to 50% more than average gasoline prices and its difficult even with the improved fuel mileage provided by a diesel engine to pay a buck a gallon more for fuel. It certainly wipes out cost savings buyers expected to recoup by buying a diesel. When gasoline was hitting $4/gallon, a diesel SUV or small car getting 20% to 40% better fuel economy was starting to make sense, even if the original cost was $1500 more than the similar gasoline model, but now with gasoline averaging $1.75 across the nation its not quite as logical. Obviously automakers are rethinking “when” to bring over their diesel cars. (BTW, often overlooked by the buyer is the strong residual values and longevity seen in diesel vehicles)

Besides Honda, there are a few other “car” makers planning to bring diesels to America. I’ve heard Subaru is still planning theirs and know Nissan has a few test vehicles floating around. According to the article, Nissan says it still plans to sell a V-6 diesel in the premium Maxima sedan in the U.S. in 2010. But spokesman Scott Vazin says the price premium for diesel fuel is worrisome. “It’s why we’re putting it on our flagship. We don’t know where (fuel prices) will be when we launch, but we expect some pent-up demand. And our perception of the diesel buyer is someone who keeps the car longer,” minimizing the drawback of its higher price.

Current manufacturers offering diesel cars in the U.S. are: Volkswagen, Jeep, Mercedes-Benz and BMW with Audi offering a TDI in their large SUV next fall.

The 2009 Volkswagen Jetta TDI selected "Green Car of the Year"

2008-11-20T19:29:00Z

With a relatively low starting price, excellent fuel economy and refined driving dynamics: The 2009 Volkswagen Jetta TDI was voted Green Car of the Year by Green Car Journal at teh LA Autoshow.

Check out the announcement at Autoblog.

The Auto Channel on the 2009 Volkswagen Jetta TDI

2008-11-07T14:48:00Z

The Auto Channel posted one of their video road trips with Norbert Krause the Director of Volkswagen’s Engineering and Environmental Office in California while taking a drive the 2009 VW Jetta TDI. Although the video has some pretty annoying music in the background, some of the information being shared will be of interest to those considering a new clean diesel car — minus the “babe magnet” comments.

Biodiesel use is discussed at about the 20 minute mark ... as well as a reference to algae based fuels toward the end. (Norbert's comment about Ethanol is too funny!)

(Please visit the site to view this media)

(the blip.tv version is of higher quality than the above YouTube clip)

Take a Road Trip with The Auto Channel in the all-new 2009 Turbo Clean Diesel VW Jetta TDI
Produced and edited by Marc J. Rauch

In this episode of ROAD TRIP, Mark Fulmer rides along with Norbert Krause, Director of Volkswagen’s Engineering and Environmental Office, in the new 2009 Jetta TDI.

This past April, Mark Fulmer talked with VW’s Keith Price, the self-professed “Diesel Dork,” about the forthcoming clean diesel Volkswagen Jetta TDI and the reasons why a VW diesel car had been absent from the American landscape for so long. Well, the long awaited Jetta TDI is now here so Mark Fulmer and The Auto Channel traveled down to Southern California to get the complete story and test drive the sedan.

THE WAIT IS OVER
The highly anticipated 50-state compliant clean diesel Jetta TDI sedan and SportWagen are now available for customer delivery.

“We’re proud to be the first manufacturer to offer a clean diesel vehicle for sale in all fifty states,” said Stefan Jacoby, CEO/President, Volkswagen of America, Inc. “We believe our Jetta TDI’s truly offer a no compromise alternative fuel driving experience, that provides the customer the best of both worlds—excellent fuel efficiency combined with a dynamic driving experience.”

The Environmental Protection Agency estimates the Jetta TDI at an economical 29 mpg City and 40 mpg Highway. Volkswagen went a step further to evaluate the real world fuel economy of the Jetta TDI. Leading third-party certifier, AMCI, tested the Jetta TDI and found it performed 24 percent better in real world conditions, achieving 38 mpg in the City and 44 mpg on the Highway.*

EPA research has concluded that if diesels were to power one third of all light duty vehicles in the United States, the shift would save approximately 1.4 million barrels of oil a day—equal to the daily shipments from Saudi Arabia to the U.S. Providing even more value to the Jetta TDI sedan and SportWagen, a $1300 Federal Income Tax Credit was recently announced. The Internal Revenue Service issued a certification letter affirming that both vehicles qualify for an Advanced Lean Burn Technology Motor Vehicle income tax credit.

The Jetta TDI’s come standard with Volkswagen’s Prevent and Preserve Safety System, consisting of numerous standard safety features. Jetta TDI’s include six airbags, with optional rear side airbags, and like all 2009 model yea Volkswagens, Jetta TDI’s also feature standard Electronic Stabilization Program (ESP) for added safety. Also standard for 2009 is Volkswagen’s carefree maintenance program, with this program there are no charges for the scheduled maintenance described in the vehicle’s maintenance booklet for the length of the New Vehicle Limited Warranty—three years or 36,000 miles, whichever occurs first.

Recently Volkswagen announced pricing for their Jetta TDI sedan and SportWagen would start at $21,990 and $23,590, respectively.

Electronic Stability Program
Volkswagen of America, Inc. recently announced Electronic Stability Program (ESP) as standard equipment on all its 2009 vehicles. As a result, Volkswagen is one of the only original equipment manufacturers to offer an electronic stablity contro system on their entire product line – ahead of the National Highway Traffic Safety Administration’s (NHTSA) deadline requiring vehicles in the 2012 model year to include stability control systems. Volkswagen’s ESP technology works in conjunction with antilock brakes and helps reduce loss of control and rollovers to avoid crashes. NHTSA predicts nearly 10,000 lives could be saved each year if automakers included stability systems as standard equipment.

BMW 335d - Diesel power, luxury, and efficiency: 36MPG

2008-11-03T12:26:00Z

That's right, the 50-state legal BMW 335d is coming, and we Americans will finally be able to get behind one of these mouth-watering luxury diesels. Below is an excellent review by the LA Times that will have any diesel-head drooling at the possibilties. Highlights include a 0-60 time of 6 seconds, a whopping 425 lbs of torque, and that 36 MPG highway rating, giving the car a 600+ mile range. Unfortunately, in order to meet the California Air Resources Board (CARB) standards, it requires the use of the urea injection system Rich discussed here.

Anyone want to give me $45k to buy one? Original article here.

Discuss the BMW 335d and other diesel vehicles in our diesel vehicle forum.

BMW 335d sedan: Elegant electronics and a gestalt-altering diesel

Tom Kirkpatrick / BMW

PICTURE-POSTCARD IDYLL: That’s quite a view of the Austrian Alps, and of the BMW 335d sedan too. The 3.0-liter twin-turbo diesel radically alters the gestalt of the 3 Series.

This is a car, an engine, for fully grown adults whose idea of motoring pleasure is high fuel economy. Yes, it will go fast, but the real exaltation is in going far.

By DAN NEIL, RUMBLE SEAT
October 10, 2008

MUNICH -- *clipped discussion of "iDrive" digitial system*

The other big news out of Munich is the introduction of a 50-state-legal diesel engine for the 3 Series, in the 335d. This engine -- a twin-turbo 3.0-liter straight six producing 265 horsepower -- radically alters the gestalt of the 3 Series (it will also be available in the X5).

Where once the furious, bees-on-fire sound of a high-revving gas engine poured into the cabin, now the turbo-diesel sets the deck plates atwitter with a dark, seismic churn. Where once it was high-rpm, flirting-with-redline horsepower that punched you in the back, now it's low-rpm torque: A big, fat 425 pound-feet of torque (between 1,750 and 2,250 rpm) swats you like a humpback's tail as you round a corner, unwind the wheel and open up the e-throttle.

(The briefest explanation of the difference between torque and horsepower is in order here: Torque is twisting force. Grab a doorknob and twist. Voila. Torque. Engine torque is the force that causes cars to accelerate. Horsepower is a product of some arithmetic that multiplies torque by the rotational speed of the thing being twisted, in this case the engine crankshaft. The more engine speed, or rpm, the more horsepower.

We will stop now before my high school physics teacher demonstrates torque by rolling over in his grave.

The metabolic difference between a gas and a diesel powertrain turns the conventions of sport-driving on their head. In a several-hours transit of the Jaufenpass between Austria and Italy -- a picture-postcard idyll, a thread of asphalt set amid frozen Alpine ramparts -- I quickly realized holding gears in the 335d and wringing the motor out was of no use. Besides, even in manual shift mode, the BMW's six-speed automatic transmission up-shifts well short of the 5,000-rpm redline.

Also, it doesn't do a heck of a lot of good to downshift to first or second gear coming out of hairpin and nail the throttle, as you might do in the gas-powered 3 Series. The diesel's tugboat torque can easily overwhelm the tires' grip, setting off the traction control and causing the car to dither and slow down. Better to leave it at a higher gear and open the taps. When you do, a big gathering surge grabs the car in a kite-wind of acceleration. That's nice.

The object of this exercise is to deliver BMW-worthy performance (zero to 60 mph in six seconds and an electronically governed top speed of 134 mph) with high fuel economy: 23 miles per gallon city and 36 mpg on the highway.

Just a couple of years ago, these sets of numbers would have seemed as irreconcilable as Charlie Sheen and Denise Richards. But it wasn't easy. To pass California's strict NOx emission standards, the 3 Series -- like other high-performance German oil burners -- uses a urea-injection exhaust treatment system. The 20-liter reservoir (note the circular access panel on the left-rear quarter panel) should be sufficient to last the car between 11,000-mile service intervals, if you aren't cavorting sehr schnell.

And you probably won't. This is a car, an engine, for fully grown adults whose idea of motoring pleasure is getting nearly 40 mpg in a fine sport sedan at 80 mph. Yes, it will go fast, but the real exaltation is in going far. With a 16.2-gallon fuel tank, the 335d has a range of about 600 miles. That's a long time between miseries.

From the notebook:

* The 328i and 335i engines are carry-overs for the U.S. in 2009. A seven-speed dual-clutch transmission will be available in the coupe and convertible models.

* The 50-state legal diesel will be available initially only in the sedan; BMW executives are taking a wait-and-see approach before committing to the touring, or wagon, model.

* The 2009 model year includes a general freshening and tightening of the car's features -- the face-lift really is a face-lift: revised headlights and taillights, broader dual-kidney grille openings, new bumper designs. With the new, wind-vectored flutings on the hood, the car reminds me of an old Steib sidecar for a BMW motorcycle.

The 335d isn't the feverish hell-dam that the gas-powered 335i is. That car is a rocket, with zero-to-60 mpg acceleration of under six seconds and sporty character as addictive as meth-laced cigarettes.

The 335d also imposes a painful $1,500 premium over the gas-powered car (base price is around $41,000).

Clean diesels and the AdBlue headache

2008-10-27T14:39:00Z

Although I’m a big fan of the new ‘clean diesels’ being produced by several companies, I’ve never like the idea that in order to meet emission standards that ’some’ diesels require an AdBlue urea system. Basically the $4/gallon liquid is stored in a small tank and is slowly injected into the exhaust stream where it forms ammonia. This ammonia reacts with the NOx in diesel exhaust and converts it to water and nitrogen.

Volkswagen, in keeping their vehicles small, have been able to keep exhaust emissions low enough to be the only diesel vehicle currently sold in the U.S. that does not require AdBlue and the additional injection system. Mercedes, the other major ‘clean diesel’ vehicle producer for the U.S. market, uses the urea based system and the extra tank, injection system and associated idiot light/no-start system. It’s not all that difficult to maintain since the 7 gallon tank can go about 15,000 miles without replenishment; most owners can easily top off their AdBlue tanks when making oil changes or taking their vehicles in for service. But, AutoblogGreen did point out thought that “if you don’t fill that tank” that you could be left stranded. Mercedes diesel vehicles have 20 re-start limit if you permit your tank to run “critically low.” After that, you’ll need to add a minimum of 2 gallons in order to restart your car. Hmm … why not just a ‘creep home mode’ rather than putting owners in a ‘no-start’ situation?

VW of America slow to adopt B20 standards in new 'clean diesels'

2008-09-22T14:32:00Z

Once upon a time back in 2007, Volkswagen TDI advocates anticipated factory warranty coverage for higher blends of biodiesel -- its not happening as of 2008 or from the looks of things, for the new 2009 'clean diesel' TDIs. We had been told that ADM and VWoA were contemplating B20 as an acceptable blend (they were testing it), unfortunately based on reports from AutoBlogGreen and their question to VW communications director Steve Keyes, Volkswagen is "not prepare to support B20 use."

It looks as if there is yet another slowdown in acceptance of the B20 target for commercial biodiesel fuel as neither Volkswagen or Mercedes Benz is ready to approve B20. The concerns from manufacturers is that "the higher bio concentrations will result in excessive ash build-up in the particulate filter and other issues," according to the AutoBlogGreen report. So as of Fall 2008, those of you running percentages higher than B5 (5% biodiesel) in your new MB BlueTec and VW TDI "clean diesel" vehicles might want to take note of the factory position in regard to biodiesel percentages -- stick with B5 for full warranty coverage or you may be on you own when dealing with 'fuel related' engine and exhaust after treatment problems.

Biodiesel Vehicles

BMW X5 diesel SUV review

Test Drive: BMW X5 SUV offers a powerful reason to go diesel

01:00 AM EDT on Sunday, March 15, 2009

VW TDI 2009 Cup Series running on B5 Biodiesel

Enjoyed driving the new 2009 BM 335d

Motorweek picks 2009 VW Jetta TDI as Drivers’ Choice

Clean Diesel vs Hybrid (Jetta vs Prius) Review

In the AutoblogGreen Garage: 2009 Volkswagen Jetta TDI

Gallery: In the AutoblogGreen Garage: 2009 Volkswagen Jetta TDI

Gallery: In the AutoblogGreen Garage: 2009 Volkswagen Jetta TDI

Motorweek reviews the 2009 Volkswagen Jetta TDI

V6 TDI Touareg review

The Specs

The Drive

The Bottom Line

Audi Q7 TDI - 7 passenger 25 MPG diesel

Nissan/Cummins Target Small Commercial Segment

Nissan set to attack small commercial segment

Nissan to sell small commercial vehicles in U.S.

Honda said to be rethinking bringing diesels to the U.S.

The 2009 Volkswagen Jetta TDI selected "Green Car of the Year"

The Auto Channel on the 2009 Volkswagen Jetta TDI

Take a Road Trip with The Auto Channel in the all-new 2009 Turbo Clean Diesel VW Jetta TDI Produced and edited by Marc J. Rauch

BMW 335d - Diesel power, luxury, and efficiency: 36MPG

BMW 335d sedan: Elegant electronics and a gestalt-altering diesel

Clean diesels and the AdBlue headache

VW of America slow to adopt B20 standards in new 'clean diesels'

Take a Road Trip with The Auto Channel in the all-new 2009 Turbo Clean Diesel VW Jetta TDI
Produced and edited by Marc J. Rauch