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8141 messages, Last post on Nov 25, 2009 at 6:51 AM
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Automakers scrap diesel plans Richard Truett Automotive News June 29, 2009 - 12:01 am ET Mainstream carmakers have put the brakes on nine diesel-powered vehicles that had been scheduled for 2010. Honda, Chrysler, Ford, General Motors, Nissan and Toyota have halted diesel programs because of spiraling costs and other problems. Financial problems halted the programs at some companies. Others, like Toyota Motor Corp., are looking elsewhere for fuel economy. "We are banking heavily on hybrids," said Toyota spokesman Curt McAllister. Only German automakers — Volkswagen, Audi, Mercedes-Benz and BMW — have followed through with plans to launch U.S. diesels on time. Most German diesels are in premium vehicles similar to vehicles built in large numbers for Europe and other markets. That volume reduces development and production costs per vehicle. A diesel engine typically delivers fuel economy 20 to 30 percent better than that of a gasoline engine. But a diesel can add between $3,000 and $8,000 to a vehicle's price. Costly components include the turbocharger, the high-pressure fuel injection system and the complex emissions system, which is filled with precious metals. That cost seems to be a barrier for the mass-market brands. Still, the new German diesels are selling well. The price of diesel fuel may be a factor. It has dropped from its high last summer of $4.85 per gallon — considerably more than gasoline — to $2.63 last week, a few pennies less than a gallon of regular gasoline. 'Cost-benefit' problem Bernd Bohr, chairman of the automotive group at Germany's Robert Bosch GmbH, knows costs have to come down. Bosch, the world's largest supplier of diesel fuel injection systems, supplies all the new German diesel-powered vehicles in the United States. "It's always a question of the cost-benefit relationship," Bohr told Automotive News recently. Just one part of some diesels' emissions system — urea injection — can add $1,000 to the cost of the vehicle. A turbocharger, high-pressure fuel injection system and diesel particulate filter pump up the price, too. Bohr said Bosch is attacking the cost problem in at least two areas: reducing the amount of oxides of nitrogen, or NOx, produced in the engine — which means a smaller amount of expensive precious metals are needed in the emissions system — and standardizing parts for larger production runs. Bohr thinks manufacturers eventually will be able to sell vehicles with six-cylinder diesel engines of about 3.0 liters profitably and in high volumes in the United States. "Maybe some of the projects our customers had in the past, maybe V-8s, were a little oversized in today's world," he said. "They are now looking at six-cylinders, maybe 3.0-liter diesel engines. That could be something very much worthwhile for the American market." Bias toward hybrids? Kevin McMahon, a partner at the Martec Group, a consulting firm, says the way the EPA calculates fuel economy and carbon dioxide standards gives gasoline-electric hybrids an unfair advantage over diesels. In 2006, the EPA revised the way it determines real-world, "window sticker" fuel economy to reflect U.S. driving patterns. The EPA's new sticker rulemaking assumes Americans drive 43 percent of their miles in city conditions and 57 percent on the highway. But under fleet average standards for corporate average fuel economy and CO2, vehicles are certified using 35-year-old test weighting of 55 percent city and 45 percent highway driving. "Diesel vehicles that perform very well at high-load and high-speed driving — where most of America's fuel is used in the real world — are penalized," says McMahon. "Meanwhile, vehicles that perform very well in stop-and-go driving, like hybrids, are overrewarded." The image of the diesel engine may be one reason Toyota has halted its plans. Says McAllister: "One of the obstacles of the diesel is the aged perception that the diesel is smoky and stinky. It's hard to change the mind-set of consumers. Hybrid technology has such a clean halo to it." link title |
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"One of the obstacles of the diesel is the aged perception that the diesel is smoky and stinky. It's hard to change the mind-set of consumers. Hybrid technology has such a clean halo to it." Wow, isn't that all warm and fuzzy.
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Replying to: jkinzel (Jul 02, 2009 5:25 pm)
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Replying to: ruking1 (Jul 02, 2009 6:24 pm)
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Replying to: gagrice (Jul 02, 2009 7:22 pm) For certain, at this time, they either can't or do no wish to compete in the passenger diesel market. |
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Will the BMW X1 18D make it to our shores? The BMW X1 sDrive18d with rear-wheel drive and average fuel consumption to the EU standard of 5.2 litres/100 kilometres (equal to 54.3 mpg imp) and a CO2 rating of 136 grams/ kilometre offers the highest standard of efficiency all round. That is 45 MPG US combined. Not bad for a decent CUV. There are superior alternatives to hybrids built in Germany.  
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Replying to: gagrice (Jul 03, 2009 5:56 am) It literally makes the forward 2016 35.5 mpg standard an afterthought. It makes the big four look like a bunch of whiners!!! Strictly from an mpg point of view ,why would anyone get anthing less than a car/suv that delivers 35.5 mpg !!?? Practically of course not much is on the market. |
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Replying to: gagrice (Jul 03, 2009 5:56 am) X1 xDrive23d: this is the top-of-the-line diesel X1, and comes only with AWD. The EXACT SAME 2.0L turbodiesel makes an impressive 204bhp  4,400rpm, which is more than 100bhp/l out of a diesel – what’s the world come to? There’s also 400nM of torque (295lb-ft) from 2,000-2,250 rpm. This one can scoot: 0-60 in 7.3 seconds, top speed of 138 with optional high-speed setup, and all with average consumption of 44.8 US MPG. BMW’s diesels are some of the best in the business, and this is pretty solid proof of that. BMW X1 diesels They should sell at about $40k in the USA, I hope.
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Replying to: gagrice (Jul 03, 2009 6:08 am) 40mpg even would make the entire Domestic and Asian makers gasp and shake in their boots. 40K, big luxury SUV. Double the MPG of any of the competition... Going to sell every last one they can build. Yuppies might love the Prius, but give them a choice of a vehicle with twice the capacity and usability of a Prius with nearly the same fuel efficiency?
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Food for thought. Company, Monthly Sales, Max Diesel Sales in 2015, Percent Diesel Sales GM 175000 10000 5.71% Ford 155000 10000 6.45% Toyota 132000 5000 3.79% Honda 10000 1000 10.00% Chrysler 68000 10000 14.71% Nissan 58000 2500 4.31% Hyundai 38000 1000 2.63% Volkswagen/Audi 27000 15000 55.56% Kia 27000 1000 3.70% BMW 21000 10000 47.62% Subaru 19000 5000 26.32% Mercedes-Benz 15000 5000 33.33% Mazda 14000 1000 7.14% Mitsubishi 4400 250 5.68% Jaguar/Land Rover 2900 500 17.24% Suzuki 2200 500 22.73% Smart 1200 500 41.67% Porsche 900 0 0.00% Ferrari 100 0 0.00% Maserati 100 0 0.00% Mahindra 5000 5000 100.00% Others 20000 2500 12.50% TOTAL 859847 85750 9.97% http://www.autobloggreen.com/2009/07/01/diesels-grab-81-of-volkswagen-jetta-spor- twagen-sales-in-june/ http://www1.eere.energy.gov/vehiclesandfuels/facts/2009_fotw575.html http://reviews.cnet.com/8301-13746_7-10274812-48.html?tag=newsBlogPromoArea.2 |
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