BioDieselNow - Renewable biodiesel fuel

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

Biogrove — Mon, 05 May 2008 14:11:00 GMT

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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Titrating oil for biodiesel (video)

natescape — Sat, 03 May 2008 16:29:00 GMT

In these four videos, you'll see how to titrate your oil to determine the acidity of the oil before converting it into biodiesel. They feature Graydon Blair of Utah Biodiesel Supply.

This is part 3 in the series. Part I - Introduction to Biodiesel - is here, Part 2 - How Biodiesel is Made - is here, and Part 3 - Making a Small Batch - is here. Discuss biodiesel production in our biodiesel production forum.

Titrating Oil - Building A Titration Kit (04:11)
In this video we show how to build a basic titration kit that will be used to titrate oil with. Titration is nothing nore than a method used to find out what the acid level is in the oil that will be used to produce Biodiesel. It's necessary to know this because it will indicate how much catalyst will be used to make biodiesel.

Titrating Oil - The Chemistry (05:04)
This video explains the chemistry behind how a titration works. We explain what a titration will indicate and why it's important to perform them on used oil. Don't worry, like the other video's we keep this one simple. No chemistry degree needed.

Titrating Oil - Preparing Titration Solution (04:31)
This video shows how to prepare the titration solution that will be used to do the actual titration with. It's important that this be done accurately because it will impact the titration readings. To make it, add 1 gram of catalyst (either Potassium Hydroxide (KOH) or Sodium Hydroxide (NaOH) to 1 liter of water.

Titrating Oil - The Actual Titration (10:54)
This is where it all comes together. We do 3 complete titrations from start to finish. We measure everything out, explain how to mix everything, do the actual titrations, and then explain what the results mean.

The Basic Titration Method
1- Add 1 mL of Oil to 10 mL of Isopropyl Alcohol
2- Add a couple drops of indicator solution (Phenolphthalein is what we used)
3- Start adding measured amounts of Titration Solution
4- Watch for the color change to stay for 30 seconds
5- Record how much titration solution was used
Titration Solution Used = Number Of Grams Of Catalyst To Use Per Liter Of Oil
If there were 4mL used, then 7.5 + 4 = 11.5 grams X 100 liters of oil = 1150 grams of KOH
Click Here To See A Complete Titration Kit

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Making a small batch of biodiesel videos

natescape — Wed, 23 Apr 2008 13:00:00 GMT

In these two videos, you'll see how to easily make a small batch of biodiesel. They feature Graydon Blair of Utah Biodiesel Supply.

This is part 3 in the series. Part I - Introduction to Biodiesel - is here, and Part 2 - How Biodiesel is Made - is here. Discuss biodiesel production in our biodiesel production forum.

Making A Small Batch - Part 1 (06:28) |
Here we talk about how to get ready to make a small batch of Biodiesel from new oil. We'll show you how to weigh out the chemicals, how to make something called Methoxide, and discuss proper safety precaustions when preparing to make your first batch.

Making A Small Batch - Part 2 (07:47)
While our methoxide dissolves we go over everything you'll need to make a mini batch. We talk about where to find the ingredients needed including the chemicals needed, the best kind of oils to use (hint: Chinese restaurants rock!), and discuss some safety issues related to storing chemicals and methanol. We then dump the methoxide in and watch the magic happen!

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SAE Congress: Environmental Issues Biggest Hurdle for Automakers

Biogrove — Mon, 14 Apr 2008 21:57:00 GMT

A joint survey conducted by DuPont and SAE noted some rather common sense and some surprising results from the movers and shakers in the automotive world.

BioDiesel is the fuel predicted to be in highest use in this study released today.

DuPont and SAE say that environmental issues are the biggest challenge facing automakers

Posted Apr 14th 2008 4:33PM by Jeremy Korzeniewski

Seems like AutoblogGreen's been on to something these last couple of years as it relates to the greening of the automotive industry. For the first time in fourteen years, the annual DuPont Automotive/SAE survey of OEM and supplier designers and engineers, conducted by Consumer Insights, Inc, found that environmental concerns topped cost as the biggest hurdle automakers must overcome.

Other highlights:

Fifty-four percent of respondents say that fuel efficient vehicles with reduced environmental impact are important to consumers -- that number seems a bit low to us.
For the fifth consecutive year, alternatively powered vehicles are predicted to have the greatest impact on the industry.
Fifty percent of respondents see diesel engine technology as a key focus to help achieve 2020 efficiency regulations, compared with forty-six percent for hybrids
In 10 years, most people predict the majority of vehicles will run on bio-based diesel fuel (27 percent); petroleum-based diesel (20 percent) and E85 (20 percent). Only 18 percent predict gasoline will dominate.

Diesels look to make a strong impact on the American market, according to this survey. We see no real mention of electric cars here, which we believe could makea a big impact in the coming years.

Press Release:

Environment Tops Cost as Top Auto Industry Challenge According to 2008 DuPont Automotive/Society of the Automotive Industry Survey

DETROIT, April 10 -- A new survey conducted by DuPont (NYSE: DD) and the Society of the Automotive Industry (SAE) shows that environmental issues top the list of challenges facing the automotive industry, outranking cost reduction for the first time in 14 years.

A total of 53 percent of the respondents said that a basket of environmental factors such as fuel economy, CAFE and emissions or clean air regulations are the top challenges versus 32 percent who cited cost. The survey, released today, was conducted among automotive designers and engineers in advance of the upcoming SAE World Congress in Detroit.

"While cost reduction remains very important, the automotive industry's emphasis is on the environment and the demands that puts on innovation," said Chris Murphy, director -- Americas, for DuPont Automotive. "In the results, environmental considerations are driving system and vehicle design and development and are a differentiator in the consumer marketplace. Automotive designers and engineers are working with suppliers like DuPont to address these issues and to design and develop cost-effective, fuel-efficient vehicles with reduced environmental impact."

To support that drive, DuPont Automotive has launched several new material families and technology solutions, including:

-- MetaFuse(TM) nano-metal/plastic hybrids which offer the strength and stiffness of metal combined with the design flexibility and lightweight benefits of high-performance thermoplastics to help take the weight out of structural automotive components. This also helps improve fuel economy and contributes to reduced emissions.

-- DuPont(TM) Renewably Sourced(TM) Materials -- high-performance, bio-based materials and biofuels that are made in whole or in part from renewable agricultural feedstocks such as corn, soybeans, sugar cane and wheat, rather than petroleum. Today, nine product families have been launched, including DuPont(TM) Sorona(R) polymer, DuPont(TM) Sorona(R) EP thermoplastic polymer, DuPont(TM) Hytrel(R) RS thermoplastic elastomer and DuPont(TM) Zytel(R) long chain polyamides.

The annual DuPont Automotive/SAE survey of OEM and supplier designers and engineers was conducted by Consumer Insights, Inc Key findings include:

-- Fifty-four percent of respondents say that fuel efficient vehicles with reduced environmental impact are important to consumers. Forty one percent say enhanced safety and 37 percent say improved comfort and convenience are important to consumers.
-- For the fifth consecutive year, alternatively powered vehicles are predicted to have the greatest impact on the industry. Sixty percent selected alternatively powered vehicles in 2008, while 15 percent selected safety features and 16 percent selected electrical/electronic advances.

Future is Bright for Diesel
-- Fifty percent of respondents see diesel engine technology as a key focus to help achieve 2020 efficiency regulations (35-mpg in U.S. and sub-120g/km CO2 in Europe), while 46 percent say hybrid-electric powertrains and 42 percent say extensive use of lightweight materials.
-- Optimizing diesel and hybrid-electric engines will dominate engineers' work for the next 10 years, say 25 percent and 24 percent of respondents, respectively.
-- In 10 years, vehicles will run on bio-based diesel fuel (27 percent); petroleum-based diesel (20 percent) and E85 (20 percent). Only 18 percent predict gasoline will dominate.

Materials Matters
-- Cost reduction is still one of the top material selection criteria, say 91 percent, but weight reduction jumps to the top of the criteria list for 82 percent, up from 66 percent last year.
-- Poised to grow the most over the next 10 years are advanced composites, say 62 percent of respondents. Bio-based, renewable materials will grow the most, say 26 percent; the same number who predicts aluminum will grow the most.

[Source: DuPont]

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Ford's "In House" Diesel Preview

Biogrove — Mon, 14 Apr 2008 00:53:00 GMT

Ford's new 4.4 litre diesel slated for their 1//2 ton trucks was seen this weekend at the Las Vegas "Dealer" Show.

Let's hope they stay with their current schedule and actually roll this out in 2010.

New Ford 4.4L diesel V-8 pops up at dealer show in Las Vegas

Posted Apr 13th 2008 4:15PM by Sam Abuelsamid

We've known for some time now that Ford would be introducing a new light duty diesel V-8 in their trucks in 2010 and the first images have now popped up on the interwebs. An attendee at a Ford dealer show in Las Vegas this week snapped some pics of the 4.4L oil burner. The engine is reportedly based on the 3.6L diesel already offered in European versions of the Land Rovers and Range Rovers. Unlike the diesels currently offered in Ford's Super Duty trucks, supplied by Navistar, the new engine is an in-house design. According to the accompanying sign, the engine will debut in the F-150 partway through the 2010 model year with availability spreading to the rest of Ford's full-size SUVs, vans and even the Super-Duty trucks. Output is expected to be about 310hp with 15 percent more torque than the 5.4L V-8 and twenty percent better fuel economy. Fifty state Tier 2 Bin 5 compliance will be achieved by urea injection.

Gallery: 2010 Ford 4.4L diesel

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Mercedes-Benz new four cylinder diesels

Rich — Fri, 11 Apr 2008 01:01:00 GMT

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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How biodiesel is made video

natescape — Tue, 01 Apr 2008 10:26:00 GMT

These three videos give the background on the process of making biodiesel. They feature Graydon Blair of Utah Biodiesel Supply.

This is part 2 in the 3-part series. Part I - Introduction to Biodiesel - is here, and Part 3 - Making a Small Batch - is here. Discuss biodiesel production in our biodiesel production forum.

The Theory

In this video we discuss how Biodiesel is chemically produced. We use simple drawings and diagrams to keep it easy & simple to understand. Don't worry, we promise, there's no chemistry degree needed. We think you'll find it really educational! We also discuss some of it's chemical properties including some of the great benefits Biodiesel has over petro diesel.

Dealing with Used Oils

Here we take things a step further and talk more about what goes on when Biodiesel is being produced, including how to make it from used oils that commonly contain things called Free Fatty Acids (FFA's). Yep. We keep this one simple too so that it's easy to understand.

The Basic Recipe

Now that the theory & chemistry is out of the way it's time to talk about how it's made in a production setting. Using a basic diagram, we'll walk you through how it's produced from start to finish. From filtering the oil to drying the finished Biodiesel, we discuss it all! We then give you the basic recipe for making Biodiesel.

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Introduction to biodiesel video

natescape — Sat, 29 Mar 2008 19:49:00 GMT

This video gives a basic introduction to organic oils and how they can be run in diesel engines. We'll discuss some of the cool history behind the diesel engine, why they can run on organic oils, how different oils can effect a diesel engine, and then we'll discuss the big difference between Biodiesel and Straight Vegetable Oil (SVO).

Featuring Graydon Blair of Utah Biodiesel Supply.

This is part 1 in the series. Part 2 - How Biodiesel is Made - is here, and Part 3 - Making a Small Batch - is here.

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Nissan Premiers New Maxima - Diesel for 2010

Biogrove — Wed, 19 Mar 2008 17:38:00 GMT

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?

Biogrove — Fri, 14 Mar 2008 14:23:00 GMT

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

Rich — Fri, 14 Mar 2008 13:42:00 GMT

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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The Mcgyan Process for making biodiesel

ebztz — Tue, 11 Mar 2008 05:09:00 GMT

H ere is how it works: The process is termed the Mcgyan process after the names of the inventors (McNeff, Gyberg and Yan). The process performs a catalytic conversion of triglycerides and free fatty acids into fatty acid methyl esters (FAMES); in other words into biodiesel. In addition to the environmental advantages of producing a biofuel that replaces conventional fossil fuels (fossil fuels have detrimental effects on the environment since they release sequestered carbon compounds and other pollutants into the atmosphere, whereas bio-based fuels such as biodiesel are more environmentally friendly since their use recycles carbon through renewable biomass and because they burn cleaner than petroleum fuels), this new process offers several advantages over current biodiesel production methods.

A general operational schematic of the Mcgyan™ reactor is depicted above. Oil or tallow feedstocks and alcohol are converted into biodiesel. Once through the reactor, the excess alcohol is separated out and recycled back into the continuous process.

Benefits of the Mcgyan process, according to the inventors, are:

Flexible feedstock; animal or plant sources of lipids can be used. Current waste products can be turned into fuel.
No use of strong acids or bases in the process.
Fast reaction times (seconds).
Cheap feedstocks such as waste grease and animal tallow as well as a variety of plant oils can be converted to biodiesel.
The metal oxide based catalyst is a contained in a fixed bed reactor thereby eliminating the current need to continuously add catalyst to the reaction mixture thereby reducing the amount of waste produced.
Unwanted side reactions with free fatty acids producing soaps are eliminated, thereby reducing the amount of waste that must be disposed of properly.
Insensitive to free fatty acid and water content of the feedstocks.
The catalyst does not poison over time.

The Mcgyan Process flows super critical alcohol and feedstock through a tube reactor packed with sulfated metal oxide microspheres to produce biodiesel in seconds with virtually no waste stream. The unreacted alcohol and any residual fatty acids can be recycled through the reactor making the process entirely continuous and able to achieve 100% conversion. The process was invented by SarTec Co. and Augsburg College and the discovery was announced on Friday March 7th 2008. Plans to build a prototype commercial production facility that will employ this novel process have been announced by Ever Cat in Isanti, MN.

This is incredibly good news on the commercial-scale Biodiesel front. There's even mention of potential to size down to farm scale in this video.

This is truly exciting stuff considering the reliability and multitude of sources.

Sources:

http://www.greencarcongress.com/2008/03/researchers-dev.html

http://www.evercatfuels.com

http://augnet.augsburg.edu/news-archives/2008/03_09_08/sartec.html

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Bosch VP Talks Market Timing for US Diesels

Biogrove — Fri, 07 Mar 2008 15:42:00 GMT

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.

Biogrove — Tue, 04 Mar 2008 14:40:00 GMT

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?

Biogrove — Mon, 03 Mar 2008 21:24:00 GMT

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

Biogrove — Sat, 01 Mar 2008 22:54:00 GMT

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

Rich — Fri, 29 Feb 2008 19:16:00 GMT

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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