LA 2013: Volkswagen Announces 256 MPG Diesel Hybrid

Volkswagen knocked one out of the park with its genre-defying, extreme MGP XL1 supercar- with orders exceeding the company’s XL1 production plans for the slinky exotic car, despite its six-figure price tag. Don’t think that the XL1 is done because VW doesn’t plan on building more XL1s, though. Meet the Volkswagen’s XL1 follow-up act: the 250+ MPG Volkswagen Twin Up! diesel hybrid set to debut later this month at the LA Auto Show.

The Twin Up! uses a modified version of the XL1′s 47 hp, 800 cc diesel engine and electric hybrid drivetrain to return a claimed fuel consumption of more than 256 MPG and CO2 emissions of just 27 g/km on the European cycles (if that g/km measurement didn’t give it away). That’s pretty strong, considering the 900 lb. weight penalty the Twin Up! has over the featherweight XL1.

The new Volkswagen diesel hybrid would, if sold in the US, carry the highest EPA mileage rating of any hybrid car, including Chevy’s plug-in hybrid Volt,which the EPA previously rated at “just” 93 MPG.

The Twin Up! is expected to join the all-electric e-Up! and e-Golf in Volkswagen’s bid to become the world leader in clean cars, and bringing cars like the Twin Up! and e-Golf to the US is a big part of their strategy in the coming years. The only question then will be: will it sell?

What do you think, readers? Has VW nailed it and discovered that diesel hybrids are the way to go, or has the success of the XL1 lulled them into believing it was the drivetrain and MPG estimates that sold it, and not the space-age bodywork? Let us know what you think – and remember to show your work!

Source | Photos: Volkswagen, via Auto Express UK.

2014 Ram 1500 EcoDiesel Unveiled: 240 HP, Higher Fuel Economy

Chrysler-Fiat took the wraps off its long-anticipated 2014 Ram 1500 EcoDiesel, the first light-duty pickup truck to be offered with a diesel engine in many years.

The new diesel pickup uses the same 3.0-liter turbodiesel V-6 already fitted to the 2014 Jeep Grand Cherokee EcoDiesel utility vehicle.

In the pickup truck, it's rated at 240 horsepower and a substantial 420 pound-feet of torque.

The turbodiesel V-6 powers the truck through a new eight-speed automatic transmission, also fitted to most other Ram 1500 models (including the base 305-hp 3.6-liter V-6 and optional 395-hp 5.7-liter Hemi V-8 gasoline engines).

Other fuel-saving elements of the Ram 1500 line include active grille shutters, engine stop-start technology, and aerodynamic panels underneath the truck that give it what Chrysler says is the lowest coefficient of drag among all full-size pickup trucks.

The new diesel Ram pickup will have what Chrysler terms "best-in-class fuel economy," but final EPA ratings have not yet been released.

The price of the 2014 Ram 1500 EcoDiesel is $2,850 higher than a comparably equipped Ram 1500 fitted with the Hemi V-8 gasoline engine.

Chrysler says that the truck will pay back the increased cost in three years or less.

The Ram 1500 EcoDiesel will arrive at Ram truck dealers this fall.

Source: Green Car Reports

Diesel Hybrid Range Rover US-Bound?

After six months of fretting and saying distasteful things about the decision-making acumen of Rover executives to Rover executives, it seems like American Range Rover fans needn’t have worried. Land Rover was saving something for us. Something even better than the diesel Range Rover. A diesel HYBRID Range Rover!

We’ve been lamenting the lack of diesel Range Rovers here in the US since- well, since we knew they existed, frankly! The high-MPG, high-torque, high-society diesel Rovers are hot-sellers in Europe, and their 37 MPG rating from the EU seemed like it would help Land Rover meet its ever-tightening CAFE requirements here in the US.

The diesel hybrid system in the concept Range Rover shown, above, uses a 3.0-liter V6 diesel backed up by a new ZF eight-speed transmission and an integrated electric motor. The 1.7-kWh battery pack sits below the floorpan, so interior room space isn’t overly compromised. At the time of its release, Range Rover quoted a combined 333 horsepower, a six second run from 0-60 mph, and over 45 MPG (again, per EU figures).

Land Rover is expected to launch US-bound production versions of the diesel-hybrid Range Rover at the Frankfurt Auto Show this September. No pure EVs are expected from Land Rover, as yet.

Source: Green Car Reports.

Mitsubishi To Debut Plug-In Hybrid Diesel Pickup At Geneva

 

As of right now, the most fuel efficient pickup in America is the V6-powered Ram 1500, and the only hybrid pickup is the 2013 Chevy Silverado, which has a $40,000 price tag. So it’s safe to say the market for fuel efficient trucks is definitely wide open. So why Mitsubishi chose Geneva as the place to debut a hybrid-diesel pickup concept, we don’t know, but it sounds like the truck that America desperately needs.

The as-yet-unveiled concept, called the GR-HEV Sport Utility Hybrid Pickup, will be showcased at the Geneva auto show next month. The plug-in hybrid uses a diesel engine to power a batter turning two electric motors. While power and mpg specs aren’t discussed, an efficient diesel engine hooked to two high-torque electric motors (with four-wheel drive capability) should be able to deliver outstanding mpg.

Chrysler has been testing plug-in hybrid pickups it has no intent on selling, while Toyota and Ford have joined forces on a hybrid pickup of their own. Rumor has it Chrysler may be developing a hybrid-diesel pickup of its own, but has yet to say anything official. Mitsubishi needs a big hit to pull itself back into contention in the American market, and a tough, efficient hybrid pickup could be just what the doctor ordered.

Mitsubishi will also debut a new pure-electric concept, the CA-MiEV, which will reportedly have a range of 186 miles on a single charge. The concept uses a lightweight body and advanced aerodynamics to achieve that range.

But will this diesel-hybrid pickup concept ever make it to dealerships? Keep your fingers crossed.

Source: Mitsubishi

2014 Chevrolet Cruze Clean Turbo Diesel: Ultimate Guide

Set to join the Chevrolet Cruze Eco during thefirst half of 2013, the 2014 Chevrolet Cruze Diesel is one of Chevy's most eagerly-awaited models.

The Cruze Diesel has featured several times before on GreenCarReports, so below you can find all our previous coverage on the model. The most recent articles are listed first--bookmark this page in your RSS reader to be alerted to future updates.

The basics

Chevy announced full details on the 2014 Chevrolet Cruze Clean Turbo Diesel--including that long-winded name--at the 2013 Chicago Auto Show.

You can check out our Cruze Diesel show preview here, we learned plenty more information at the show itself.

The diesel Cruze uses a 2.0-liter, direct injected and turbocharged four-cylinder diesel engine. It's rated at 148 horsepower and 248 pounds-feet of torque at only 2,000 rpm, but there's also an overboost function, raising torque to 280 lb-ft for ten seconds--useful forpassing other cars.

There are no EPA figures just yet, but highway mileage is estimated at 42 mpg--identical to that of its chief rival, the Volkswagen Jetta TDI.

Source: Green Car Reports

Diesel Hybrids: Why They Don't Make As Much Sense As You Think

Volkswagen's line of TDI diesel cars has passionate fans.

Now that the company is launching the 2013 VW Jetta Hybrid, it will likely gain some hybrid advocates too.

But diesel and hybrid fans are very different groups, as the company's marketing surveys show.

So why couldn't Volkswagen simply add a hybrid system to its diesel, thereby getting the best of both worlds?

Many diesel fans have suggested just that, but there turn out to be valid reasons that automakers believe will largely keep diesels and hybrids separate.

In discussions with engineers from Volkswagen and other diesel makers, three main hurdles come to the fore:

(1) COST

First and foremost is the issue of cost. On average, a diesel engine costs about 15 percent more to manufacture than a gasoline engine of equal output.

Add to that the $1,000 or more for a high-voltage battery pack, power electronics, and one or two electric motor-generators, and you've created a very pricey powertrain indeed.

In European countries, where diesel fuel and gasoline can cost $7 to $10 a gallon, buyers will pay a considerable premium for more fuel-efficient cars.

That's less true in the U.S., where gasoline averages less than $4 a gallon--and where diesel fuel is often more expensive per gallon than gas.

And it's one of the reasons that diesel passenger cars pose a thornier equation in the States.

While their torquey driving characteristics make diesels appealing (just like electrics), the fact that both the cars and the fuel are more expensive makes the payback from diesel's greater fuel efficiency more challenging to compute.

(2) NON-COMPLEMENTARY TORQUE CURVES

Most hybrids, especially those from market leaders Toyota and Ford, use gasoline engines specially tuned to run on what's called the Atkinson Cycle.

This highly efficient tuning gives them maximum power output at the top of their range, but almost no torque at lower speeds.

That is perfectly complemented by a hybrid's electric traction motor, which develops peak torque at 0 rpm, neatly compensating for the gutless gas engine until it runs up to speed.

A diesel, on the other hand, produces all its torque down low--as does an electric motor.

That means a diesel hybrid should have boatloads of torque off the line, but may require extensive gearing to ensure highly efficient running at speed.

There's likely a more technical explanation of the relative power and torque curves of the three different sources, but we're not going to attempt it here.

2013 Volkswagen Jetta Hybrid

(3) LESS IMPRESSIVE IMPROVEMENT

Finally, one of the reasons that hybridizing gasoline engines works well is that they're less fuel efficient to start with.

Gasoline engines convert 25 to 30 percent of a fuel's energy content into forward motion at the wheels; the rest is wasted as heat and noise.

By contrast, a diesel converts 30 to 35 percent of the fuel's energy into forward motion--hence the higher fuel efficiency figures.

But that leaves less "headroom" for improvement.

In the end, say diesel engineers, a diesel hybrid would add a very expensive electrified system to an already-expensive engine ... but produce a less impressive overall increase than in gasoline cars.

Aha, but you say, there are already three diesel hybrids on the market in Europe!

Well, that's true. But only one of them pairs the diesel engine and electric motor together into a single powertrain: the Mercedes-Benz E 300 BlueTEC Hybrid.

The other two--the Peugeot 3008 HYbrid4 and the Citroën DS5 Hybrid--are what is known as "through-the-road hybrids," meaning that they have one powertrain on either end.

Those two can use the electric motor alone for lower-speed trips, the diesel engine for high-speed travel, and combine for highest performance driving by transmitting power through all four wheels.

It's probably significant that Mercedes-Benz, which has sold diesels in the U.S. for many decades, has no plans to sell the world's sole diesel-electric hybrid powertrain here in the States.

We'll see how it does in Europe once it's been on sale for a year or two.

Source: Green Car Reports

Peugot Displays its 908 Diesel-Electric Hybrid at Geneva Auto Show

Following its unveiling of the 908 in February, Peugeot Sport is displaying the diesel-hybrid version of the new car at the Geneva Motor Show. The newcomer has already been set ambitious targets for the 2011 racing season.

The 908 HYbrid. Click to enlarge.

Peugeot Sport first unveiled the team’s demonstration hybrid car at Silverstone, in 2008. Peugeot Sport has continued to work on this technology in close collaboration with the Group’s engineers.

The system employed by the 908 HYbrid4 recovers and stores the kinetic energy generated under braking before feeding it back into the driveline during acceleration. Using this recovered energy in this way significantly improves the efficiency of the powertrain.

The system provides a power boost of 60kW (80hp) during the seconds that follow its redelivery. Recovered energy (500kJ between two braking phases) is stored in lithium-ion batteries before being automatically fed to the rear wheels under acceleration (no push to pass function). It will be possible to run in electric mode only along the pit-lane, and it is this mode that will be used for the car’s homologation.

Peugeot Sport intends to run the car at the official pre-Le Mans 24 Hours test day at the French circuit on 24 April.

Source: Green Car Congress

Hyundai To Produce Diesel Hybrid Car in 2011

The Hyundai-Kia Automotive Group plans to add a diesel hybrid to its liquefied petroleum gas and gasoline hybrid offerings.

The nation’s largest carmaker said that it would commercialize a hybrid edition for one of its diesel models, at a forum on clean diesel held at the National Assembly, Monday. “Commercialization will be established around 2011,” said Kim Hae-jin, Hyundai-Kia’s managing director.

When it comes to green cars, the carmaker said its focus would be on diesel hybrids rather than electric vehicles in the short term. “Electric cars will be produced in 2011 as well, but it will take five or six more years to churn them out. So the company will concentrate more on diesel hybrid models,” Kim said.

Hyundai has released hybrid editions of the Avante and Forte sedans, and plans a hybrid version of its Sonata gasoline sedan.

Source: Korean Times

Volkswagen Introduces 1 Liter Concept Car at Frankfurt Auto Show

Not sure exactly the market size for such a small, unattractive two-seat vehicle, but at least the Volkswagen group is trying. This particular vehicle incorporates a very sophisticated hybrid drivetrain which utilizes a small diesel engine and small electric motor to provide phenomenal mileages. The following article is a very good read and explains the system quite well.

Would you purchase a two-seat vehicle like this?

From Green Car Congress:

Dr. Ulrich Hackenberg, Member of the Board of Volkswagen Brand Technical Development, in front of the Volkswagen Concept Car L1 in Frankfurt. Click to enlarge.

Volkswagen unveiled the L1, its second-generation one-liter class concept car, at the Frankfurt Motor Show. The diesel-electric full-hybrid vehicle, weighing just 380 kilograms (838 lbs), offers an initial glimpse at how a future production version might appear.

The “one-liter” designation refers to the design target of fuel consumption of 1 liter per 100 kilometers (235 mpg US). Volkswagen first revealed a one-liter concept at the annual meeting in 2002, then cancelled the project in 2005. (Earlier post.) In 2007, Volkswagen CEO Martin Winterkorn confirmed that VW was resurrecting the 1-liter car project and would place it in production. (Earlier post.)

The earlier, first-generation 1-Litre concept. Click to enlarge.

The L1 combines a two-cylinder 0.8L TDI (the smallest diesel engine intended for production applications ever built by Volkswagen); a 10 kW motor; and 7-speed DSG installed at the rear. As a unit, they represent the most fuel efficient hybrid drive in the world, according to Volkswagen. The aerodynamic (Cd = 0.195) L1 offers combined cycle fuel consumption of 1.38 L/100km (170 mpg US), with CO₂ emissions of 36 g/km. Top speed is 160 km/h (99 mph).

0.8L TDI. In the standard ECO mode, the 800 cm³ TDI develops a power of 20 kW / 27 hp (at 4,000 rpm); in Sport mode—used to reach the car’s top speed, for example—the car’s power increases to 29 kW / 39 hp (at 4,000 rpm). The maximum torque of the TDI is 100 N·m / 74 lb-ft (at 1,900 rpm). The L1 also has a Stop-Start system, which automatically shuts off the drive unit when the vehicle is at a stop and restarts it when the gas or E-pedal is pressed.

The two-cylinder 0.8-liter TDI unit has been derived from the 1.6 TDI just introduced a few months ago. The 1.6 TDI is making its debut at the IAA in cars such as the new version of the Golf BlueMotion (3.8 l/100 km) and the Passat BlueMotion (4.4 l/100 km). (Earlier post.)

Based on their common origins, the 0.8 TDI and 1.6 TDI have identical cylinder spacing (88 millimeters), bore (79.5 millimeters) and stroke (80.5 millimeters). These TDI engines also share key internal engine features for reducing emissions. They include special piston crowns, multi-injection and individual orientations of the specific injection jets. On both drivetrains there is exhaust gas recirculation, an oxidation catalytic converter and a diesel particulate filter. Equipped this way, the TDIs in each Volkswagen fulfil the limits of the Euro-5 emissions standard.

The 1.6 TDI, thanks to its common rail injection, is also an exceptionally quiet and low-vibration diesel engine. These positive properties have been successfully transferred to the two-cylinder unit. The TDI’s aluminium crankcase was also constructed with high precision to achieve very low friction losses. The oil pump, designed to operate at a maximum oil pressure of 4.0 bar, also contributes to engine efficiency.

Another example of how the entire drive system is configured for high efficiency is the L1’s cooling system. Its external water pump is controlled by engine management so that cooling is only activated while engine operating conditions require it. This thermal management also contributes to reduced fuel consumption. A second electric water pump, also activated only when needed, provides cooling required for the starter generator and the power electronics in a separate water circulation loop operating at a lower temperature level.

The E-motor. The hybrid module has been integrated into the housing of the 7-speed DSG (Direct Shift Gearbox). It is located between the TDI engine and the DSG gearbox and consists of a 10 kW / 14 hp electric motor and a clutch. The E-motor is supplied with energy from a lithium-ion battery located at the front of the car. An electronic power control module, operating at around 130 volts manages the flow of high voltage energy the battery and to the E-motor. In parallel, the vehicle’s low voltage electrical system is supplied with the necessary 12 Volts through a DC/DC converter.

In normal operation the electric motor can support the TDI engine in conditions such as by electronic load point shifting and in acceleration. If necessary—generally during acceleration—the E-motor can supply 40% additional torque over the entire speed engine speed range. The E-motor can also propel the L1 over short distances by itself. In this case, an auxiliary clutch decouples the TDI from the drivetrain.

Restarting the TDI is a very easy process. In so-called “pulse starting” of the TDI, the electric motor is sped up and is then coupled to the TDI unit to provide almost instant starting. The entire process takes place automatically and without jolts, so the driver hardly notices the restarting of the TDI engine.

In braking phases, the E-motor operates as a generator to charge the lithium-ion battery by recovering braking energy. The gears of the automatically shifting DSG are always selected with the aim of achieving the best possible fuel economy. The engine controller regulates all energy flow and drive management tasks taking into account the moment by moment demands for power made by the driver. Some of the parameters used to calculate the optimum propulsion mode for the given conditions are: accelerator pedal position, engine load, momentary fuel demand, energy supply and the mix of kinetic and electrical energy at any given time.

Transmission. Gear shifting work aboard the L1 is handled by the 7-speed DSG. Compared to the version equipping the new Polo, the design of the L1 Direct Shift Gearbox has been developed to include clutch control for the hybrid module. Furthermore, individual gear ratios have been optimized to attain responsive driving performance despite the car’s extremely low fuel consumption. The hybrid module is located where the flywheel is usually to be found.

Body. The dimensions of the L1 are distinctive. While the length of the L1 at 3,813 millimeters is still similar to that of a Volkswagen Fox, and its height of 1,143 millimeters nearly matches that of a Lamborghini Murciélago, the car’s aerodynamically optimized narrow width (1,200 millimeters) has no comparisons in the world of today’s production cars.

The two-seat monocoque, including the tubular frame driver’s seat and passenger seat as well as the exterior body skin, all consist of carbon fibre reinforced plastic (CFRP). There are no doors. Instead, the driver and passenger climb into the L1 from the top. An electrically actuated entry canopy above the seats is opened and closed for this purpose.

Headlights and taillights all utilize LED technology. The rear wheels are completely covered; their wheel covers can be removed to change the Michelin low resistance tires. The underbody is also completely enclosed. The 0.8 TDI is cooled via adaptive air channels integrated in the sides of the car body. These automatically open and close based on the hybrid unit’s operating state and vehicle speed. The tailgate is opened in the usual, manual way. It too consists of CFRP. Inside is a stowage space of 50 liters.

Of the 380 kilograms curb weight, 122 kg are taken by the drivetrain, 79 kg by the chassis, 35 kg by interior furnishings and 20 kg by the electrical system. The remaining 124 kg is the weight of the body.

These 124 kilograms can be further broken down: 64 kg are accounted for by the CFRP monocoque including integrated passenger seat; 28 kg is the weight of the entire CFRP exterior skin; 19 kg for the CFRP entry canopy; 9 kg for the CFRP driver’s seat; and 4 kg for the LED lights.

Volvo Announces Launch of Plug-In Hybrid in 2012

Volvo Diesel Plug-In Hybrid Concept








Volvo presented a new concept car on Monday that combines a plug-in charged lithium battery with a diesel engine, technology which it aims to have on the market in 2012.

"This is a significant leap compared to our earlier plans of offering a regular full-hybrid on the market by 2012," Volvo CEO Stephen Odell said.

The new hybrid will be capable of traveling 50 kM solely on electric power. After the batteries are depleted, the dieslel engine kicks on to propel the vehicle. Also of note is that emissions will contain 50 grams of carbon dioxide per kilometer, about half the emissions of the best hybrids on the market.

Not far from my hometown is a great little Sunoco station that sells E-85 as well as biodiesel. Both products are produced locally. With a diesel hybrid and the availability of biodiesel fuel, I can achieve all my traveling needs without a drop of oil. Add a solar array to my roof and I become an extreme shade of green!

Let's hope Ford finds a great buyer for Volvo and hope they bring us a diesel plug in hybrid in 2012.

Iveco-FedEx Express Release Results From First Six Months

It is six months since the beginning of the on-road field evaluation programme of the 10 Daily hybrid diesel-electric, that Iveco supplied to FedEx Express, the world’s largest express air delivery company, and the moment has arrived to publicise the first results of this activity.

The results of these field evaluation were presented at Palazzo Marino, in Milan, during a press conference attended by Ottavio Gioglio, General Manager Iveco Italian Market, Renato Carrara, Managing Director Operations Mediterranean District, FedEx Express and the Councillor responsible for Mobility, Transport and the Environment of the Municipality of Milan, Edoardo Croci.

Over the first six months of the trial, which will continue until May 2010, each vehicle covered an average of 7,900 km with a 26.5% reduction in fuel consumption and a total decrease in CO2 emissions of 7.5 tons when compared with a fleet of traditional vehicles. These results were made possible by sophisticated control systems and functions such as the Stop & Start, which allows the vehicle to start in electric mode and brake with energy recovery.

“Iveco is strongly committed to the development of this technology. The results of the test are visible sign of our commitment to driving the change by promoting a sustainable innovation,” stated Ottavio Gioglio, General Manager Iveco Italian Market.

“The results of this new investment confirm the ongoing commitment of FedEx Express to making hybrid truck technology a reality. FedEx Express was the first company to invest in commercially deployable hybrids and is now operating a large number of hybrid vehicles around the globe,” added Renato Carrara, Managing Director Operations, FedEx Express Italy.

The Iveco vans have demonstrated they have the essential characteristics needed for commercial use. Following specific training using the vehicles, FedEx Express drivers have been overwhelmingly positive in their praise for the performance, functionality, and ease-of-use of the vehicles. The drivers have also expressed their pride at being able to contribute to safeguarding the environment while doing their everyday job.

Iveco worked closely with FedEx Express in the development of the hybrid diesel-electric Iveco Daily, which showcases technology new to light commercial vehicles. FedEx Express is also the first company to test the technology in vehicles which are designed to stand up to the tough demands of express delivery in crowded urban environments.

This is what it is all about, namely, increasing miles per gallon and reducing CO2 emissions. This synergistic effort achieves both.

Source: Iveco