High sulfur content in diesel fuel tends to clog the most advanced diesel engine emissions controls. ULSD fuels will contain 97 percent less sulfur than conventional diesel, reduced from 500 parts per million (ppm) to 15 ppm. The new ULSD fuel is compatible in many new truck models that are already on the road.
According to the Diesel Technology Forum, today's diesels have 80 percent lower particulate emissions, 70 percent lower NOx emissions and 15 percent improved fuel consumption compared to the diesel engines of 10 years ago. ULSD and innovative aftertreatment technologies will further reduce these emissions.
To date, consumers have shown reluctance in choosing diesel-powered passenger cars; however, that trend has shown signs of reversing in recent years. Old stereotypes - smell, smoke, hard-starting and noise - have been overcome. For the industry, educating consumers about today's diesel is all about changing old perceptions.
The rising cost of oil is also providing a force for change. Surveys indicate that consumers are considering alternate powertrains for their next vehicle purchase, citing hybrid-electric and diesel as the two most common choices. Diesel doesn't have the extra cost premium associated with hybrids, and the durability of diesel technologies has been long established.
Following the recent spike in fuel prices earlier this year, President Bush announced several initiatives to address the problem. One was to remind consumers that, like hybrids, clean diesel cars, pickups and SUVs purchased between Jan. 1, 2006 and Dec. 31, 2010 are also eligible for a new federal tax credit.
Click
here for details about the credits and qualifying criteria.
In lists of the most fuel-efficient passenger vehicles in America, from groups such as the Green Care Congress, diesels have gained a foothold in the top 10 positions. If all the models available elsewhere in the world were included - which include a number of fuel-efficient diesel passenger cars - then the number of diesels on a top 10 list would surprise many - even proponents for hybrids.
Many of these cars are sold in Europe, where diesel has a deeper acceptance by consumers. They haven't been available in the United States, but as perceptions change, automakers will see and seize the opportunity for those models and the technologies within them. Some, including Mercedes-Benz, Volkswagen and Audi, already have. Others, such as BMW, Honda, Hyundai, Nissan and Toyota, are on the cusp of offering diesel options in America that they already have available in Europe and elsewhere.
It's just a matter of time before the gap between consumer perception and market reality is bridged. For the aftermarket, as manufacturers and suppliers climb on board, the opportunity and demand for diesel-related products will rise. As more passenger cars from mainstream automakers begin to enter the marketplace, diesel-related servicing and repair opportunities in shops will rise accordingly. While the need to rush for diesel products isn't here quite yet, keeping an eye on the radar screen might be prudent.
General Motors (GM) has modified its Duramax 6.6L V8 turbo-diesel engine to meet the new regulations as well for its 2007 lineup. The engine upgrade is accompanied by a new diesel particulate filter system to help ensure the engine delivers the power and torque ratings customers expect, adds GM. The new engine will be in Chevy Kodiak and GMC Topkick medium-duty applications, Chevrolet Silverado and GMC Sierra 2500 and 3500 heavy-duty pickups, and GM's full-size vans to be released later this year.
GM also announced that it will introduce a new V8 turbo-diesel that improves engine fuel efficiency by 25 percent for North American light-duty trucks after 2009. Technical highlights of the engine include aluminum cylinder heads with an integrated manifold, a compacted graphite iron (CGI) block for a strong engine base and fracture-split main bearing caps and connecting rods for a precise fit. A high-pressure common-rail fuel system is used, which has the ability to inject fuel five times per combustion event to control noise and emissions, adds the automaker.
GM also stresses that it currently offers 17 diesel engine variants in 45 vehicle lines around the world - most of them passenger cars. The automaker sells more than 1 million diesel engines annually, using a lineup that ranges from a 1.3L four-cylinder diesel engine to the new Duramax.
DaimlerChrysler (DCX) says it makes sense to continue to build on its experience with diesel applications in Europe by offering modern, clean diesels for the U.S. market. The company will launch several diesel-powered vehicles for 2007, including the Jeep Grand Cherokee and at least one Mercedes-Benz passenger vehicle and SUV.
The 2007 Jeep Grand Cherokee boasts a new 3.0L Common Rail Diesel (CRD) engine, built by Mercedes-Benz, that produces 215 horsepower at 3,800 RPM and 376 ft.-lb. torque at 1,600 to 2,800 RPM. Clean diesel technology improves fuel economy by up to 30 percent, with up to 20 percent fewer carbon dioxide (CO2) emissions, adds DCX. The CRD engine will be available on the Jeep Grand Cherokee Laredo, Limited and Overland models.
"The 3.0L CRD is an efficient, smooth-running, clean engine that delivers fuel economy and performance," says Bob Lee, vice president for Chrysler Group's Power Train Product Team. "Advanced diesel technology has improved over the last several years; engines are quieter and cleaner due to electronic controls, higher fuel pressures and advanced aftertreatment systems."
Industry analysts also believe demand for clean diesel drive systems with consumers will increase in America, especially in the passenger car segment. According to J.D. Power and Associates, the current 3.4 percent market share of diesel passenger cars in the United States will increase fourfold by 2015.
(Graphic: Ricardo PLC)
Throughout the project, major emphasis has been placed on achieving low emissions under transient conditions to maintain or improve the "fun to drive" responsiveness of the engine without deteriorating emissions performance. The engine is being developed with a competitive power rating of 65kW/l to meet U.S. emissions regulations for both sea level and altitude compliance. The goal is to meet the lowest current worldwide exhaust emissions standard (SULEV, Tier II Bin 2) without compromising customer appeal, while maintaining significant fuel efficiency and CO2 advantage over current U.S. equivalent gasoline products.
European invasion? Brian Clooney, in an article written for the Diesel Technology Forum, shared his experiences from a recent European drive and review of modern and cutting-edge diesel powered vehicles: "Aside from a few Prius owners, we [Americans] want cars that save us money, don't look stupid, don't require us to learn new procedures for auto ownership, and don't cost more than what we drive today." He shared exceptional diesel performances - citing the new Golf TDI turbo diesel, BMW's 330d (the turbo diesel version of the familiar 330i gas engine sedan) and even the large-sized Jaguar XJ 2.7 Diesel V6, which gives drivers torque and fuel economy near 35 mpg. He noted these diesels didn't sacrifice quiet, rides or performance. Clooney added that as diesel technology ramps up, "We should see 50-state-approved diesel cars starting as soon as the 2008 model-year, and really kicking in through the end of this decade." Hermann Scholl, chairman of Robert Bosch GmbH, goes one step further: He fully expects diesel hybrids in the United States before the end of the decade. At the North American International Auto Show last January, Dieter Zetsche, CEO of Daimler Chrysler agreed, in remarks made as he introduced cutting-edge BLUETEC aftertreatment technology and new diesel-powered vehicles destined for America.Stinky, noisy, gutless are a thing of the past Today, diesel engines offer more than 40 percent better fuel economy than gasoline equivalents, and the ability to deliver high torque even at low rpm is another factor that appeals to American drivers as well. Clean diesel technology has also addressed previous complaints about odors. The advantages offered by state-of-the-art diesel engines are particularly suited to the long distances frequently covered in North America at relatively constant highway speeds. Proponents point to other advantages: There's already a fueling infrastructure in place, and a federal mandate in place to provide more ULSD. In addition, manufacturers don't have a diesel learning curve compared to other alternative energy technologies; like gasoline, you turn the key and press the pedal. And they can, and are, being hybridized, marrying the highway superiority of diesel technology to the city-driving edge hybrids provide.(Sources: Diesel Technology Forum, Ford, GM, DaimlerChryler, Ricardo PLC)
