Actually, B2 will have the same lubricity of S500 diesel fuel. I have run various blends of biodiesel in my Jeep Liberty up to B40. I have discovered that there is no noticeable difference in performance with blends beyond B20 save for a bit less smoke under heavy load. The one thing that does change with higher blends of biodiesel is the amount of noise and engine vibration. The engine is quieter and smoother.
2009 BMW 335d BMW launches the 335d, a 3 Series equipped with a 3.0-liter twin-turbocharged diesel inline-6. By Matt DeLorenzo and Photos by John Lamm provided by: Road and Track
Public perception of diesels will change once there are diesel choices in the marketplace. There will not be a significant offering of diesels until 2010 at the earliest. The price difference is greatly exaggerated by Lutz of GM. Compare the difference in pricing of gas and diesel models from GM and others in Europe. The difference is $200 to $2000, not $4,000 plus. Another factor to consider is that direct injection and turbocharging of gasoline engines is going to narrow the cost difference between gas and diesel engines.
Finally, diesel is only slice of the future technologies for vehicles.
Those last couple of news articles show that the manufacturers really have their work cut out for them in the advertising end of getting Americans behind a diesel engine.
I think the next two years are going to be very interesting, from a marketing viewpoint. The longer it takes for diesels to hit the market, the harder it's going to be to market them against gas hybrids. I'm looking forward to testing driving the new Jetta TDI Sportwagen when it comes out. I'm convinced that my next vehicle should be a diesel - whether it's a VW TDI (to replace my 1.8T Passat) is yet to be seen. I think the harder part of the equation, for me, is to find what I want in a wagon.
"Flawed report..... sulfur is in crude before it is refined. "
Indeed they did not get into less sound bite able portion where RUG to PUG is normally refined from the less available light sweet crude, which normally costs 30-40 more than "other than light sweet crude", etc., etc.
I am not sure how you came to the conclusion it is a flawed report. It is a given that sulfur is in crude before refinement and in RUG to PUG also. They are documenting the cost of removal. RUG to PUG sold at the pump is 30 ppm while ULSD is at 15 ppm. RUG to PUG is app 2 to 30 times DIRTIER. I think if they got any more technical most gasser consumers eyes would GLAZE over.
"... I have to wonder if the auto manufacturers don't like the opinion of many Diesel owners that their vehicle is just broke in at 100,000 miles"...
Absolutely!! My diesel will probably full compression up to 400,000 if not 500,000 miles. Very interesting for a 4 banger!!
There are too many examples to at least indicate this is more than operatively true. Indeed if you look over at the Toyota sections, many an oem is still stuck at the 30-50 years ago time frame; i.e., @ the 3,000 to 5,000 OCI's intervals.
I think the macro clue is the 7-7.5% yearly salvage rate and the yearly 7% new car sales rate, which with a 235.4 M passenger vehicle fleet translates to 16 to 16.5 M per year new car sales.
... All the modern container hauling vessels have large low RPM Diesel. It is much more efficient than the previous ubiquitous steam turbines. Most are capable of burning crude right out of the ground, in an emergency. It might require extra filtration and a small percentage of "cutting"; although what they might, (if they do) cut it with, I don't have a clue.
So does your retirement from ARCO make what I said in the posts incorrect? Among others:
"..."Indeed they did not get into less sound bite able portion where RUG to PUG is normally refined from the less available light sweet crude, which normally costs 30-40 % more than "other than light sweet crude", etc., etc.
I am not sure how you came to the conclusion it is a flawed report. It is a given that sulfur is in crude before refinement and in RUG to PUG also. They are documenting the cost of removal. RUG to PUG sold at the pump is 30 ppm while ULSD is at 15 ppm. RUG to PUG is app 2 to 30 times DIRTIER. I think if they got any more technical most gasser consumers eyes would GLAZE over."...
The last sentence is an editorial comment and NOT a point of fact.
Indeed that is what the refiners (logistical delivery systems) has been belly aching about in going from "USD to ULSD (500 ppm to 15 ppm- ) ultimately- COST!! Or will you come out and say they have been and continue to lie? Indeed, educate us!?
I would have to disagree with the article and your assessment. Americans want to have their cake and eat it too and diesels give them that, tons of power and great fuel economy.
In 2005 and 2006, then Daimler-Chrysler planted diesels in the Jeep Liberty. They hoped to sell maybe a few thousand. Without any advertising, they sold over 11,000 of them. VW does not advertise their diesels either and up until MY 2006, they could not get enough of them to sell here.
America is ready for clean diesel. GM is sinking their dollars into an alcoholic bliss and hybrid stupidity. If you want great fuel economy from a hybrid, you need a very light right foot on the gas pedal. For a diesel, you need the same right foot to tap all the power that a diesel offers.
I drive a 2005 Jeep Liberty CRD and it is fast. On the highway, the engine lopes along at 1750 RPM at 60 MPH in top gear. To get to 85 MPH takes very little right foot, a very few seconds and no downshift. Tach shows slight less than 2400 RPM at 85 MPH.
As a side note, I've yet to see a CRD Liberty on the road here in PA. I hope you are correct and diesels are widely accepted. But perceptions die hard in this country...we'll see soon enough.
No, I didn't make it to Prudhoe. West Texas and Dallas.
People should know that there is a whole lot of crude that is not sweet. All the west Texas curde is very sour.
The main refinery for west Texas is going to be making much more diesel fuel. I read this in the one of the papers I read. To me this says they think there will be more diesel in the new future.
Might be they just want to preserve that app $5,000 premium on their 2500 series Duramax (light truck) diesels!!! ???
They might excommunicate me from the Corvette religious order, but I would think a Corvette option: twin turbo diesel V8 (with race day 45 mpg and 70 mpg at 65 mph,) Corvette would be beyond a killer HIT !!!! (350-400 hp/550-700 #ft of torque) It boggles the mind to think an 18.5 gal tank would make the range 1260 miles (UP from an already killer 450 miles) with .5 gals (35 miles) to shop for fuel on PRICE!!
Being as how the Corvette yearly production is app 34,000, it would be another option like the ZR1, Z06, etc. etc.
..."As a side note, I've yet to see a CRD Liberty on the road here in PA. I hope you are correct and diesels are widely accepted. But perceptions die hard in this country...we'll see soon enough. "...
For the model year 2003 VW sold 250,000 units (app), of which ( app) 4% were diesel (10,000 units TDI: passats, jettas, golf, new beetles -1,000 less than Jeep Liberty diesel) . Not only did they not have problems selling the entire inventory, but the regulators could argue there was no measurable difference in addition pollution, let alone a statistical significant increase! Pretty inverted way of looking at things eh? It is almost like looking through the wrong end of powerful binoculars.
... I think the mistake was of the classic "bean counter" type. The blocks, cranks and heads were not that bad but trying to use a low cost fuel injection was a huge blunder. You know, if will sell a million of these and the injection is a hundred and fifty dollars cheaper. They can't play that game with the new Duramax. The corporation literally might hang in the balance. Same with Powerstroke, almost anything near major requires that they pull the whole cab off the truck. ... On another note I would like to see a "Dura~Vette", but that engine will never go under a low fiberglass hood. So it needs conventional exhaust location with turbos down low on each side. Oopps, there goes the width ???
... Google: (I'am feeling lucky): Green Diesel Corp; six times the fuel pressure of most common rail systems. l've been thinking where can we possibly go from 28,000 pounds of fuel pressure; well this might be an even more major breakthrough than CRD.
... Audi has tested beyond 30,000 psi, but this is a breakthrough. It might not need a particulate trap and I almost not dare to hope it would not need exhaust gas recirculation. He has the Pentagon for the Hummer and GM for the Duramax. He's talking 30 percent better efficiency. From Australia, they only have one percent of the USA market there. I guess he was talking Diesel.
will launch a diesel-powered Tundra pickup truck and Sequoia SUV in the United States soon,
While all the reports of up and coming diesel offerings is encouraging, I’m beginning to believe the word “soon” is a geological term. What few new diesels that have reached the market are well out of my price range or not what I need in a vehicle. This is the year (according to the wife) that the 1993 Explorer gets replaced with either a sedan i.e. 2008 Taurus or a small SUV/crossover and the affordable diesel selection in this area is nil.
We won’t really be giving it up as it will be passed on to our daughter who is in need of a car, but is going to have to wait a few months. At the moment she is dealing with mass transit and her boy friend to get to school and work. So rather than shop for a used car with a unknown history, she gets a well maintained hand me down and the parents get a new car.
... Starting to reach perusal level of his site. Was wondering how he achieves such pressure, but he says in one of the videos that the exact configuration of the injection will be in the public domain soon. Well, he evidently allows compression pressure up into the individual injectors and somehow gets this on top of some type of plunger (I'am at a loss here). The pulse is in two separate, electronically timed and volumed pulses.
I have been a long time advocate of cleaning up diesel emissions. Mainly mandating LSD & ULSD for ALL diesels, including trucks, trains, planes, ships. Not just in CA by that lame bunch at CARB. It has to be a Nation wide effort or it only penalizes the operators in one locality. We have semi trucks coming into CA by the 1000s burning dirty diesel with little or no restrictions.
I am hoping his invention works out. It will be a step in the right direction.
Get USED TO IT Gary - I have told you this umpteen times - engines and vehicles and pickups and cars and SUVs of all size and type are going to get more complex as time goes by.
Just like a 1975 Dodge PU and a 2005 Dodge PU are vastly different in complexity, that will be a continuing trend.
Might as well wrap your mind around it and accept it. Complaining ain't gonna change it one ioter.
European models will be equipped with a choice of 140 - or 170 - bhp 2.0-liter turbodiesels, while U.S. models will have a 200-bhp 2.0-liter direct-injection turbocharged four. An optional 3.6-liter V-6 will also be offered with standard all-wheel drive. In Europe, the V-6 will be rated at 300 bhp, while U.S. versions will produce 280.
Sadly as always the consumer is the loser in this arena of overly complex vehicles. I looked at a 1981 VW diesel PU that would probably suit me better than the current 99 Ford Ranger. Simple and 50 MPG without all the smog crap or the emissions tests. I am sorry I cannot accept your zeal for the 3 year throw away vehicle.
Gary, I don't have a "zest for the 3-year throw-away car" and never have had.
Just because a car is "complex" does not mean that it must be discarded when a complex component needs repair. Car companies do not build cars which cannot be repaired -that would be idiotic on their part.
Complexity is the wave of the future......and you know what else? That complexity can be repaired or replaced when it falls down.
My take is there is SO much aftermarket support (small, lots of variety, but very robust) that given a good structure, (nothing to do with diesel, but in truth EVERYTHING to do with longevity- so one can use a diesel) you can renew the stock or customize a diesel PU, literally to your hearts delight. The longevity is @25,000 hours. (i.e., ALH engine @ 85% loading FOR 25,000 hours.: typical on road loading is MAX 40%) So at 40-50 mph AVERAGE = 1,000,000 -1,250,000 miles!!
In comparison, gassers look to an aftermarket or crate engine as successful @ 225,000 miles.
Your view of maintaining a vehicle for 10-15 years is much different than mine. I do not consider paying $600 for some useless sensor as acceptable. No one seems to want to take a chance on a car out of warranty anymore. That means trading it in after 3-7 years depending on the warranty. I am not like the oil companies that have a motto "No Problem Money Cannot Overcome". That is the picture I see of current and future cars. Unless you buy an old beater that does not have all that extra crap.
Everyone who has ever THOUGHT about it knows that keeping a car 10-15 years is the smart thing economically.
One problem: People generally rule their lives with emotion, not with practicality.
Another problem: People's needs change with family situations. I never would have needed a large SUV back in 2000 if I had not married into three more kids.
And if a sensor is on a car, the engineers who built it put it on there for a good reason. They are smarter than we are.
Comments
BMW launches the 335d, a 3 Series equipped with a 3.0-liter twin-turbocharged diesel inline-6. By Matt DeLorenzo and Photos by John Lamm provided by: Road and Track
link title
From Kelly Blue Book survey today reported in GCC. kbb survey of buyers perceptions about diesel vehicles
Note some of the distorted perceptions of the public.
There will not be a significant offering of diesels until 2010 at the earliest.
The price difference is greatly exaggerated by Lutz of GM. Compare the difference in pricing of gas and diesel models from GM and others in Europe. The difference is $200 to $2000, not $4,000 plus.
Another factor to consider is that direct injection and turbocharging of gasoline engines is going to narrow the cost difference between gas and diesel engines.
Finally, diesel is only slice of the future technologies for vehicles.
I think the next two years are going to be very interesting, from a marketing viewpoint. The longer it takes for diesels to hit the market, the harder it's going to be to market them against gas hybrids. I'm looking forward to testing driving the new Jetta TDI Sportwagen when it comes out. I'm convinced that my next vehicle should be a diesel - whether it's a VW TDI (to replace my 1.8T Passat) is yet to be seen. I think the harder part of the equation, for me, is to find what I want in a wagon.
Sulfur is in gasoline too.
Don't forget there is a value for the sulfur.
Indeed they did not get into less sound bite able portion where RUG to PUG is normally refined from the less available light sweet crude, which normally costs 30-40 more than "other than light sweet crude", etc., etc.
I am not sure how you came to the conclusion it is a flawed report. It is a given that sulfur is in crude before refinement and in RUG to PUG also. They are documenting the cost of removal. RUG to PUG sold at the pump is 30 ppm while ULSD is at 15 ppm. RUG to PUG is app 2 to 30 times DIRTIER. I think if they got any more technical most gasser consumers eyes would GLAZE over.
Absolutely!! My diesel will probably full compression up to 400,000 if not 500,000 miles. Very interesting for a 4 banger!!
There are too many examples to at least indicate this is more than operatively true. Indeed if you look over at the Toyota sections, many an oem is still stuck at the 30-50 years ago time frame; i.e., @ the 3,000 to 5,000 OCI's intervals.
I think the macro clue is the 7-7.5% yearly salvage rate and the yearly 7% new car sales rate, which with a 235.4 M passenger vehicle fleet translates to 16 to 16.5 M per year new car sales.
link title
"..."Indeed they did not get into less sound bite able portion where RUG to PUG is normally refined from the less available light sweet crude, which normally costs 30-40 % more than "other than light sweet crude", etc., etc.
I am not sure how you came to the conclusion it is a flawed report. It is a given that sulfur is in crude before refinement and in RUG to PUG also. They are documenting the cost of removal. RUG to PUG sold at the pump is 30 ppm while ULSD is at 15 ppm. RUG to PUG is app 2 to 30 times DIRTIER. I think if they got any more technical most gasser consumers eyes would GLAZE over."...
The last sentence is an editorial comment and NOT a point of fact.
Indeed that is what the refiners (logistical delivery systems) has been belly aching about in going from "USD to ULSD (500 ppm to 15 ppm- ) ultimately- COST!! Or will you come out and say they have been and continue to lie? Indeed, educate us!?
In 2005 and 2006, then Daimler-Chrysler planted diesels in the Jeep Liberty. They hoped to sell maybe a few thousand. Without any advertising, they sold over 11,000 of them. VW does not advertise their diesels either and up until MY 2006, they could not get enough of them to sell here.
America is ready for clean diesel. GM is sinking their dollars into an alcoholic bliss and hybrid stupidity. If you want great fuel economy from a hybrid, you need a very light right foot on the gas pedal. For a diesel, you need the same right foot to tap all the power that a diesel offers.
I drive a 2005 Jeep Liberty CRD and it is fast. On the highway, the engine lopes along at 1750 RPM at 60 MPH in top gear. To get to 85 MPH takes very little right foot, a very few seconds and no downshift. Tach shows slight less than 2400 RPM at 85 MPH.
People should know that there is a whole lot of crude that is not sweet. All the west Texas curde is very sour.
The main refinery for west Texas is going to be making much more diesel fuel. I read this in the one of the papers I read. To me this says they think there will be more diesel in the new future.
They might excommunicate me from the Corvette religious order, but I would think a Corvette option: twin turbo diesel V8 (with race day 45 mpg and 70 mpg at 65 mph,) Corvette would be beyond a killer HIT !!!! (350-400 hp/550-700 #ft of torque) It boggles the mind to think an 18.5 gal tank would make the range 1260 miles (UP from an already killer 450 miles) with .5 gals (35 miles) to shop for fuel on PRICE!!
Being as how the Corvette yearly production is app 34,000, it would be another option like the ZR1, Z06, etc. etc.
For the model year 2003 VW sold 250,000 units (app), of which ( app) 4% were diesel (10,000 units TDI: passats, jettas, golf, new beetles -1,000 less than Jeep Liberty diesel) . Not only did they not have problems selling the entire inventory, but the regulators could argue there was no measurable difference in addition pollution, let alone a statistical significant increase! Pretty inverted way of looking at things eh? It is almost like looking through the wrong end of powerful binoculars.
I am not sure what happened, but it was for sure (unknown) connection issues.
... On another note I would like to see a "Dura~Vette", but that engine will never go under a low fiberglass hood. So it needs conventional exhaust location with turbos down low on each side. Oopps, there goes the width ???
kcram - Pickups Host
http://www.greendieselcorp.com/multimediagallery.php
Further on up the food chain, it doesn't hurt that the durability estimate (injectors) is 1,000,000 miles!
http://news.yahoo.com/s/nm/20080114/bs_nm/autoshow_toyota_diesel_dc_1
While all the reports of up and coming diesel offerings is encouraging, I’m beginning to believe the word “soon” is a geological term. What few new diesels that have reached the market are well out of my price range or not what I need in a vehicle.
This is the year (according to the wife) that the 1993 Explorer gets replaced with either a sedan i.e. 2008 Taurus or a small SUV/crossover and the affordable diesel selection in this area is nil.
So rather than shop for a used car with a unknown history, she gets a well maintained hand me down and the parents get a new car.
2013 LX 570 2016 LS 460
I am hoping his invention works out. It will be a step in the right direction.
Just like a 1975 Dodge PU and a 2005 Dodge PU are vastly different in complexity, that will be a continuing trend.
Might as well wrap your mind around it and accept it. Complaining ain't gonna change it one ioter.
European models will be equipped with a choice of 140 - or 170 - bhp 2.0-liter turbodiesels, while U.S. models will have a 200-bhp 2.0-liter direct-injection turbocharged four. An optional 3.6-liter V-6 will also be offered with standard all-wheel drive. In Europe, the V-6 will be rated at 300 bhp, while U.S. versions will produce 280.
http://autos.yahoo.com/articles/detroit_auto_show_2008/370/;_ylc=X3oDMTFjN3ZiZHN- 2BF9TAzI3MTYxNDkEc2VjA2ZwLXB1bHNlBHNsawNwcmV2aWV3LXBhc3NhdGNj
Just because a car is "complex" does not mean that it must be discarded when a complex component needs repair. Car companies do not build cars which cannot be repaired -that would be idiotic on their part.
Complexity is the wave of the future......and you know what else? That complexity can be repaired or replaced when it falls down.
In comparison, gassers look to an aftermarket or crate engine as successful @ 225,000 miles.
Everyone who has ever THOUGHT about it knows that keeping a car 10-15 years is the smart thing economically.
One problem: People generally rule their lives with emotion, not with practicality.
Another problem: People's needs change with family situations. I never would have needed a large SUV back in 2000 if I had not married into three more kids.
And if a sensor is on a car, the engineers who built it put it on there for a good reason. They are smarter than we are.