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What Would It Take for YOU to buy a diesel car?
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Last I checked the car was at about 22k miles before my parents used it for a round-trip drive up to the Pacific Northwest and back a few weeks ago. The longest I've driven it has been an eight hour road trip up to Northern California and back with no complaints.
Best attributes are that it makes for a pretty comfortable highway cruiser. Mileage in pure stop-and-go, worst case city driving seems to dip down to around 28 mpg or so but mix in any type of normal driving it seems to average around 38 mpg. (For comparison, most my other "sporting" compacts like my '08 Cobalt SS and '13 Focus ST would do 26-28 mpg average in the same driving.) Pure highway is usually mid to upper 40s but drive a little more conservative over flat terrain and it will break 50 mpg. In other words the EPA numbers are very easy to meet and beat.
As an auto enthusiast there isn't much different from a regular Cruze. The steering like all Cruze models is a little numb but the chassis is surprisingly capable even with the Turbo Diesel's extra weight and low rolling resistance tires. Dynamically the suspension, especially the front struts, seem a touch under dampened but they do provide a nice ride.
Diesel Prices Tank Amid Global Glut
Pump prices are cheaper than regular gasoline in 21 states
In California for example, over the last month or two diesel has been up to a buck cheaper per gallon that regular unleaded (or more) and it would seem to make diesel much more attractive. It's nice now, but when I bought the Cruze during "normal" fuel market pricing the average I've seen for the last few years has fallen between the cost of regular and premium gas and sometimes a little more (say $.10-20 more than premium when gas prices tumbled).
Looking at the average historical pricing for my market, the intended use of the car and running the numbers on overall cost per mile driven it worked out favorably. For other that might have different driving requirements such as slow commutes in gridlock and live in an area where the price of diesel normally costs more it might not be the best choice.
If you're buying a car on an emotional basis the diesel is different and can have some compelling driving characteristics (low end torque, longer range/time between fill-ups, etc.), but if you lean towards logical choices in car buying the math will not lie.
For me in the CA area, essentially this has been true since my first diesel in 2003, or 13 model years. Indeed, this has been true for all of my diesel miles (@ least 356,000 miles) AND cars. Diesels also do better in slow commutes in gridlock (48 to 52 mpg in the NATIONS 3rdt to 5th worst commute in gridlock) than the overwhelming majority of gassers.
Diesels are inherently heavier due to a number of reasons and it isn't just the displacement. Because they use compression to ignite the air-fuel mixture (instead of spark plugs) they often run a static compression-ratio in the 18:1 or 20:1 or higher range. Even compared to newer gasoline engines with direct injection that may touch 11 or 12:1 the diesel is still going to see much higher cylinder pressures (especially when turbocharged).
To account for this the bottom end rotating assembly of the engine has to be built to withstand the higher stresses. That often means heavier piston rods, crankshaft and reinforced block. The diesel engine will generally not rev as high as a gas engine and makes a lot of torque at low rpms which requires a stout transmission that is often heavier than an equivalent model designed for lower input torque from a gas engine.
There's also other powertrain difference that can add up. For example on some diesel engines they utilize variable geometry exhaust housing for the turbocharger (i.e. movable vanes or ring in the exhaust housing used to better direct exhaust over the spinning turbine wheel at the lower exhaust volumes of a diesel) as compared to a turbo on a small gas engine that only needs a simpler and lighter wastegate/bypass valve system to bleed off exhaust gas around the turbo and down into the exhaust system to control how fast it will spin and how much boost it will make. These are generally lighter than a variable geometry turbo by a few pounds. The glow plugs used to pre-heat the diesel fuel and aid starting in cold temps also generally requires a bigger battery along with a larger starter motor due to thicker engine oil used and longer cranking times in extreme cold (all adding weight).
Modern diesels also require extensive emission equipment to meet tailpipe standards. With both gas and diesel powered vehicles now having catalytic converters, the modern diesel will also normally need an additional exhaust particulate filter. This is a device that captures the black soot you'd see from older diesels (or modified trucks, for example). The engine controller then increases the exhaust temperature coming from the engine to burn it off periodically (i.e. regeneration cycle).
Most new diesels also require a selective catalyst reduction system to meet emission targets. This involves injecting a urea solution commonly known as diesel exhaust fluid (DEF) into the exhaust stream to break down the oxides of nitrogen (NOx). That means the extra weight of a tank, however many gallons of DEF and the other small components such as pump, sensors, solenoid valves, lines, etc.
All of these powertrain components add up to more weight the vehicle has to carry. The manufacturer then often has to make changes to the vehicle to account for that. On the Cruze for example it has larger brake rotors to better handle the increased weight. Those bigger rotors weigh more than the stock rotors on gas models. Some diesel powered cars also have redesigned suspension components such as heavy-duty control arms and bigger, heavier springs to carry the larger loads.
Lastly, due to the noise, vibration, harshness (NVH) characteristics of a diesel and how they use compression to ignite the fuel, the engines often make more mechanical noise as they go about their business making power. A modern diesel with multiple fuel injection bursts per combustion event and pre-chambers in the head to tailor how the diesel fuel ignites and better control the burn rate are much quieter than older diesel engines but are still much louder than a good gasoline engine. To get around this an automaker might add thicker window glass to reduce noise transmission into the car, add sound dampening material to the firewall, underhood areas, etc. This all adds up to an increased vehicle weight.
Due to not having a throttle body and less pumping losses, the higher compression ratio and the greater amount of energy available to extract from a gallon of diesel compared to a gallon of gasoline you still usually end up with better economy with the diesel even though it may weigh more. It also explains fuel economy ratings. If you drive in slow city stop-and-go it takes a lot of energy to get the car moving which is then lost as heat in braking. If you have a heavier car this can cancel out some of the diesel's efficiency advantages.
Once moving at higher sustained speeds the vehicle's aerodynamics exponentially becomes more important to how much energy (fuel) is needed to keep the vehicle moving and weight is less important due Newton's first law about an object in motion tending to stay in motion. That's what generally makes a diesel-powered car better on the highway than in the city as compared to a gasoline powered model.
At highway speeds the overall aerodynamic design and aerodynamic aids become more important. In the case of the Cruze Turbo Diesel it uses most of the aero components that are also installed in the efficient gas Cruze Eco model. This include active grill shutters, a smaller upper grill opening for the radiator, underbody panels to smooth airflow and air deflectors in front of the tires (which are also low rolling resistance models to keep the car rolling easier and using less power to move down the road).
350 miles later when I got home, the range showing was around 100 miles. Of course, I was doing 82 or so for a good part of that drive.
So I'm curious what your dash says your range is on the diesel flavor. And I suppose you'd well exceed the range if you stayed off the surface streets.
75 limit on the freeways here, out of the cities anyway. And traffic is light.
k, Chevy says the diesel Cruze range is 717 miles. The gasser I drove would get 38 mpg to get that 600 mile range on it's 15.6 gallon tank. Sound about right if you keep your speed down.
Frankly, I've been happy to usually go 400 miles between fills on the van, but this one has a bigger tank than the last one (the Quest usually got filled before I hit 350 miles)
Most of the time on long highway drives I'll look at the other economy displays such as running averages for the last thirty miles or one of the mixed information screens on the instrument cluster display.
Interestingly, I saw a 2009 A4 Avant (the last model year provided in the US with the Avant version) at Carmax in good condition, 2.0T, black, auto, about 37K miles for $29K.
Or not.
RUG 3.57, MG $3.67, PUG $3.77, Propel (diesel HPR) is at $2.79 !
EDIT: Out here the diesel is all low sulfur.
http://news.yahoo.com/average-us-vehicle-age-hits-record-11-5-111624803--finance.html
However, on my commute, I see a lot of vehicles older than the '08 Forester I drive. I would estimate that my car is probably real close to smack dab in the middle of the age range of what I see, and it is eight years old now.
https://smallbusiness.yahoo.com/advisor/post/125287119202/the-day-our-silk-blue-metallic-2015-golf-sportwagen
TDI QUAD turbo, 3.0 L, I6, 590 # ft. 400 HP, for aficionados.
http://blog.caranddriver.com/report-upcoming-bmw-diesel-engine-will-have-four-turbos/
While it makes all the sense to use less (diesel) fuel, that also costs LESS per mile driven, so called climate change might be closer to (state) religion than....science.
http://www.wsj.com/articles/the-unsettling-anti-science-certitude-on-global-warming-1438300982
VW (despite vilifications) does just that with the (45-50 year old) 2015 GOLF platform. TDI's, gassers, gasser/hybrid, electric, sportwagen.
For example, almost EVERY option is scaleable! It can be assembled, almost to order from the factory. They also did this earlier with the Jetta.
2013 LX 570 2016 LS 460
C&D did a piece on 5 2013 TDI's.
http://www.caranddriver.com/comparisons/2014-jeep-grand-cherokee-summit-ecodiesel-4x4-vs-2013-volkswagen-touareg-tdi-2013-mercedes-benz-ml350-bluetec-4matic-2013-porsche-cayenne-diesel-2013-bmw-x5-xdrive35d-final-scoring-performance-data-and-complete-specs-page-7
August 3rd 2015 Nokia announced to have reached an agreement to sell HERE to a consortium of leading German automotive companies – AUDI AG, BMW Group and Daimler AG; at an enterprise value of 2.8 billion euros.
http://money.cnn.com/2015/08/03/technology/audi-bmw-daimler-nokia-maps/
http://www.nytimes.com/2015/08/04/technology/german-carmakers-buy-nokia-mapping-unit-here.html
After owning 4 VW TDIs, I'd definitely try diesel Cruze if it were available with stickshift.
The best diesel characteristics such as torque or 40 mpg are available more & better in gasoline-engine vehicles than diesels. If you like torque and mpg, you will probably prefer stickshift's increased torque and increased mpg compared to slushbox or whatever automatic... It is nice that VW offers plenty of stickshift diesels!
When considering cost of a vehicle, shouldn't fuel type be treated in proportion to its percentage of total vehicle ownership cost per mile, maybe 5% or 10% as important as the other reasons?
Seems that modern the gasoline engines are now simpler/better-engineered/more-reliable than diesels for a bunch of reasons, one of which is increased mandated Rube Goldberg emission systems for the diesels such as DEF and 'regen' by injecting fuel into the exhaust, like an afterburner on an F-16.
No afterburners for me, thanks.
Percentage & $$ wise, I have spent more for gasser engine repairs than diesels (04 Honda Civic/03 VW Jetta TDI) even while I like both cars. So that, anecdotally has proven to be the opposite of what you posit.
Also, (macro ) your view ignores the growth in diesel car percentage % 's (US registered vehicles 2013 269.294 M). Total registered diesels are up to 5%, @ app 13.4647 M. Fully half of those are diesel cars, @ app 6.73235M.
Stick shifts have been a rarity, probably more so in gassers ( % wise) . The M/T option seemingly is fading even more from popularity. The best I have been able to gleen, from various articles is app 20% of the PVF.
Some reasons are simple and clear:
1. Not a lot of folks buy them
2. Not a lot of folks want to drive M/T's
3. folks will spend 1k on up for A/T.'s
4. (Unordered) M /T's are normally in inventory far longer
5. Carry cost are far higher.
In the case of the diesel/gas, MB 350/250 (like models, no M/T options) , it is clear (over 100,000 miles) most folks are just fine spending 100 % PLUS+ MORE per mile driven: PUG fuel. They are even fine with higher depreciation %'sand lower resale prices, indeed higher total costs per mile driven. MSRP for gassers also are $500 more.
Indeed, they follow the industry of no option/market for M/T's. Indeed, one would be hard pressed to get a CUV with a MT. For as competitive a vehicle market as it seems to be, why would a dealer stock a huge over supply of deal breaking options? So, you are not the Lone Ranger !
So while I am sure VW might have appreciated your past new car TDI, MT patronage, they will probably appreciate your gasser and MT business, or other, as the case should be.
The over conclusion I have come to, given my driving style and varied environments: I do not see a want/need/advantage/s returning to gassers, gasser hybrids, etc.
Hopefully, we have gone over the advantages of diesels over gassers to not repeat the litany.
One disadvantage: diesels are slower (like model), naught to 60 mph. However, (given my driving style and varied environments) on a practical basis, both the metric and the differences in times are completely and utterly meaningless.
RUG @ $3.33, MG @ $3.45 , PUG @ $3.56.
Is the Diesel version available now?
Yes, diesel has really changed the bar for many competitive vehicle segments.
For the wider audience, I have used one example of the CUV compact, Mercedes-Benz GLK 350 gasser/250 Blue Tec diesel.
Given 15,000 miles, ( average drivers mileage per year ) and 11.5 years, (average age of the PVF, 173,000 miles/ 22 mpg, PUG @ $ 3.56, 35 mpg, ULSD @ $ 2.85, ) we get 7,864 gal vs 4,943 gal. = 2,921 gal saved.
So the savings are $13,908. This is very easily scaleable. Of course the variables are changeable. Adressing Gagrice's point of one year of cheap diesel prices, I have saved roughly $1200 . ( like model operations: FUEL). The BlueTec was $ 450.00 cheaper MSRP.
So really, there are a lot of other reasons why people are not making the switch to diesel.
SportWagen customers "want something fun to drive, they want good fuel economy and they don't want to give up the versatility," Gardner said.
Although VW sells gasoline and diesel SportWagen versions, more than 80% of U.S. buyers take the diesel option despite the starting price of $24,595, $3,200 more than the gas model."
VW's new Golf SportWagen diesel bucks conventional U.S. preferences (LA Times)