Apr 10
Volvo Aims for Zero Accidents
Apr 10
Filed under: Spy Photos, Supercars, Chevrolet, GM, Nissan
Click either image for a high-res gallery.
Leading up to the official reveal of the Corvette ZR-1, a rare week went by when we didn't see spy shots of the General's new super coupe eating up the Nurburgring. But still images don't tell the whole tale, so InsideLine sent its spies to the North Loop with a video camera to capture an uncloaked ZR-1 making the rounds on the 'Ring. According to the men behind the lens, they were able to clock the 620 hp, supercharged 'Vette running laps "in the low 7:40s," easily within reach of supercars costing substantially more than the ZR-1's estimated $100k price tag. But what about the elephant
As reported earlier this week, spies caught the GT-R V-Spec lapping the Nordschleife, and with stopwatches at the ready, they were able to time Godzilla's lightweight (by an estimated 330 pounds), more powerful (70 hp or so) sibling at an unbelievable 7:25 per lap. According to the crew that crudely timed the ZR-1, the track was damp, so that 7:40 time could easily be improved by at least four or five seconds. But that's still a long way off.Obviously, both lap times should be taken with a grain of salt considering the less-than-accurate way in which they were captured, but that won't stop the smack-talk. Keep it civil folks.
[Source: InsideLine]
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Apr 10
Filed under: Car Buying, SUVs, BMW
Putting one of BMW's newest X6 "Sport Activity Vehicles" (aka "SAV") in your driveway will cost you at least $53,275. That's the announced base price for the 300-hp X6 xDrive35i with its twin-turbo 3.0-liter six-cylinder (yep, that's the same powerplant shared with the 535i, 335i, and the 135i). If you want to pony-up to the 400-hp xDrive50i, powered by a new twin-turbo 4.4-liter V8, that will set you back another ten large as its base price is $63,775. All the details are available in the press release after the jump.
[Source: BMW]
Continue reading What's an "SAV" cost? BMW X6 starts at $53,275
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Apr 10
Filed under: EV/Plug-in, Green Culture, On Two Wheels, Green Daily
Three months and $3,000 is what it took Instructable’s poster Stryker (aka Ben) to build this great electric motorcycle. Unhappy with rising gas prices and ready to learn, Ben took a 1984 Honda Interceptor 700, gutted the gasoline components and added a 72V Advanced DC motor and 6 Yellow Top Optima batteries. He’s explained the process here and here.
If a company offered this bike for sale, it wouldn’t sell in great numbers. The 70 mph top speed is fine but it can only go 10-15 miles on a charge. Considering that Stryker lives just three miles from work, though, that “limit” is nonexistent for what he wants the bike to do. Of course, three miles is well within bicycle distance for some people, but the fun of creating a zero-emission motorcycle should not be dismissed. Don’t believe me? Stryker is selling this bike so that he can build another.
[Source: Instructables via The Kneeslider]
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Apr 10
Mention "Autobahn" to an automotive enthusiast, and his or her eyes instantly light up. That single word represents miles upon miles of traditionally unrestricted high-speed roadways throughout the German countryside connecting major towns and cities.
While sections of the Autobahn have been speed restricted for years, the city of Bremen in northern Germany has just become the first state to introduce a speed limit on all of its Autobahn areas today. While the news instantly sent shudders through our throttle feet, further investigation revealed the state of Bremen has just 60 km (about 37 miles) of roadway within its jurisdiction. Regardless, for the automotive passionate among us, this move is a frightening baby-step for the German Green party (Die Grünen) and the Social Democrats (Sozialdemokratische Partei Deutschlands). Both groups not only oppose unrestricted speeds on the Autobahn, but they also share the power in Bremen. Thankfully, German Chancellor Angela Merkel continues to rule out a national speed limit for the Autobahn.
[Source: Automotive News - subs. req'd, Photo by Johannes Simon/Getty]
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Apr 10
Filed under: Transportation Alternatives, Green Daily, European Union
Every now and again, a new PRT (Personal Rapid Transit) concept appears. The latest is the case of Nbowm’s idea for a PRT system designed for the Metropolitan Area of Barcelona, Spain. So far, the only one PRT that runs in Europe is Heathrow’s POD system.
Nbowm’s concept is a magnetic elevated rail which can be placed along the central reservation sections in highways. Then mono-seat pods would run without human intervention. Users could be reading the newspaper, watching TV or surfing the net. The system includes a set of stations in which users could leave their cars and use one of the automatic-guided vehicles. Each vehicle would run at a determinated distance from the previous one and at a constant speed.
Pep Valls, project manager states that the project is reasonable because land usage is kept to minimum. They expect to have a testing track ready by 2010. Of course, no mention is made to the source of electricity, the convenience of only individual vehicles and the cost of building such a track. But let’s not spoil the idea.
Gallery: Nbowm’s PRT concept system
[Source: 20 minutos]
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Apr 10
Filed under: Sedans/Saloons, Euro, Green, Mercedes Benz
Click above for a high-res gallery of the new M-B four-pot diesels.
With lots of AMG goodness on the road and in the pipeline, something's got to balance out Mercedes-Benz' carbon footprint. So M-B announced today that it's releasing a new range of four-cylinder diesel mills that balances emissions, fuel economy and performance. The top-of-the-line 2.1-liter oilburner is producing 204 hp and 368 lb.-ft. of torque, or around 20-percent more than its predecessor, while returning better mileage and reducing emissions by over 10-percent. When fitted in the new C-class (250CDI) it's able to make the run to 60 in 7.7 seconds while getting 46 mpg.
The other upcoming C-class models will include the 220 CDI and 200 CDI, producing 170 hp and 136 hp respectively. The boost in performance and fuel efficiency comes from the use of new twin-stage turbochargers, more efficient exhaust recirculation, intercoolers, injection systems and a revised common-rail setup.
All the details are available in Mercedes' press release posted below the fold.
Continue reading Mercedes unveils new range of diesel four-cylinders
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Apr 10
The Ford Motor Company Fund is hosting 300 teens at its state-of-the-art test track facility in Dearborn this week for a safe-driving seminar with one goal – help younger drivers improve key driving skills that Ford research shows can dramatically reduce motor vehicle accidents.
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Apr 10
Filed under: Convertibles
Click above for a gallery of the Caterham R500.
Caterham teased us yesterday, and today we get our first glimpse of its new minimalist masterpiece. While the paltry pics don't do it justice, we've got confirmation that the R500 will be packing a 263-hp, 2.0-liter Duratec four that can spin upwards of 8,500 rpm. Power is shoveled down to either a six-speed manual or a six-speed sequential 'box and launch control is part of the £37,000 package. While we don't think the clear plastic hood will make it to production and there's no word on weight, there's little doubt that the R500 will get you to 60 in under three seconds and do things to your hair only a jet turbine-powered blow drier could.
[Source: CarTribe via Jalopnik]
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Apr 10
Filed under: Diesel, Mercedes Benz
Click the new Mercedes diesel for a high res gallery
Mercedes-Benz was the first automaker to bring diesel engines to automobiles and just after the 150th anniversary of the birth of Rudolf Diesel, they are announcing a redesigned four cylinder diesel line. The new trio of four cylinder turbo diesels all displace 2143cc and have power outputs ranging from 136hp to 204hp and up to 369lb-ft of torque in the most powerful version. That puts output on a par with the latest four cylinder diesels from arch-rival BMW. In spite of the increased output from 168 to 204hp in the most powerful version, fuel consumption has been reduced. In the C250 CDI that debuts this fall, the EU combined fuel consumption is rated at 43.6 mpg (U.S.), an improvement of almost 4 mpg. The mid-level 170hp goes 46.1 miles on every American-sized gallon of diesel. Carbon dioxide emissions for the two engines are rated at 143 and 136 g/km respectively.
The improved output comes courtesy of a number of changes in the design. For the first time, Mercedes four cylinder diesels will get two-stage turbocharging to provide faster low end response as well as more top end power. The latest fourth-generation Bosch common-rail injection system bumps the fuel pressure from 23,000psi to 29,000psi. The increased pressure head allows for more accurate and precise metering of the fuel being sprayed into combustion chambers. Further improvements in precision come courtesy of the piezo-electric injectors which replace the solenoid units previously used. Tiny piezo crystals expand when electrically charged, moving the plunger that allows fuel flow. The piezo injectors react more quickly and consistently than the older electromagnetic solenoids. Mercedes engineers have also reduced parasitic losses by adding control of the oil and water pumps to regulate the pressure and reduce loads. Internal components have also been strengthened and lightened for reduced vibration and smoother running. NOx production has also been reduced at the source, by optimizing the shape of the combustion chamber and reducing compression ratio from 17.5 to 16.2:1. The lower compression reduces combustion temperatures and hence NOx production. The full details from Mercedes are after the jump.
Gallery: 2009 Mercedes four cylinder diesels
Press Release:
What better way to mark the 150th anniversary of Rudolf Diesel’s birth than a brand new generation of four-cylinder diesel engines from Mercedes-Benz which outstrip all previous benchmarks for performance, torque, emission properties and, most notably, fuel economy in their segment? In its most powerful variant, the new four-cylinder unit musters up 150 kW/204 hp from its 2143 cubic centimetres, meaning that it delivers around 20 per cent more power than the engine it replaces. At the same time, peak torque has risen from 400 Nm to 500 Nm, equating to an increase of 25 per cent. Despite the 25 kW increase in output, the new four-cylinder diesel burns substantially less fuel than its predecessor, which was itself highly economical. As a consequence, CO2 emissions are reduced by as much as 13 per cent and the new four-cylinder diesel unit already complies with the future EU5 emissions standard.
The new four-cylinder diesel generation from Mercedes-Benz can be briefly summed up as follows: greater power, greater economy, greater cleanliness. The new power unit from the Untertürkheim plant needs to be explained at greater length to be fully appreciated, however. It really does charter territory from which diesel engines - and four-cylinder units particularly so - have previously been excluded. It redefines standards for power output and torque on the one hand and for fuel consumption and exhaust emissions on the other, setting benchmark figures which no other comparable series-production engine is able to match at the current time.
The technical advance which the design engineers at Mercedes-Benz have achieved with this new four-cylinder diesel is not only evident on paper, its effects can also be experienced to an intense degree behind the wheel. As far as the figures are concerned, the most powerful variant of the new diesel engine extracts 150 kW/204 hp from its displacement of 2143 cubic centimetres. This represents an increase of some 20 per cent compared to its predecessor, despite the displacement being almost identical. Meanwhile, the engine’s peak torque has been upped by 25 per cent from 400 Nm to 500 Nm. The power-to-displacement and torque-to-displacement ratios of the new engine from Untertürkheim make just as impressive reading, with figures of 70 kW/95.2 hp and 233.3 Nm per litre respectively (the figures for its predecessor by comparison: 58.2 kW/79.2 hp and 186.2 Nm per litre of displacement).
Lower fuel consumption despite substantial gain in output
The engineers also took care to ensure the new diesel engine is a paragon of
fuel efficiency. In spite of the substantial power boost of 25 kW, the engine makes even more frugal use of diesel than its predecessor, which was itself a most modest consumer of fuel. This is immediately apparent from the fuel consumption figures for the C-Class, in which the powerpack will be making its debut in the autumn. When fitted in the C-Class, the new 150-kW unit burns just 5.4 litres of diesel per 100 kilometres (NEDC), 0.5 litres less than previously. And when powered by the 125-kW/170-hp variant that is also newly available, the C‑Class returns even lower fuel figures of 5.1 litres for every 100 kilometres (a drop of 0.8 litres). As a consequence, CO2 emissions are reduced by 8 and 13 per cent respectively to 143 and 136 g/km. The Mercedes-Benz engineers have also succeeded in further reducing the amount of untreated engine emissions. Even without an active denoxification process, the new four-cylinder diesel already meets the future EU5 emissions standard.
fuel efficiency. In spite of the substantial power boost of 25 kW, the engine makes even more frugal use of diesel than its predecessor, which was itself a most modest consumer of fuel. This is immediately apparent from the fuel consumption figures for the C-Class, in which the powerpack will be making its debut in the autumn. When fitted in the C-Class, the new 150-kW unit burns just 5.4 litres of diesel per 100 kilometres (NEDC), 0.5 litres less than previously. And when powered by the 125-kW/170-hp variant that is also newly available, the C‑Class returns even lower fuel figures of 5.1 litres for every 100 kilometres (a drop of 0.8 litres). As a consequence, CO2 emissions are reduced by 8 and 13 per cent respectively to 143 and 136 g/km. The Mercedes-Benz engineers have also succeeded in further reducing the amount of untreated engine emissions. Even without an active denoxification process, the new four-cylinder diesel already meets the future EU5 emissions standard.
“This takes our new four-cylinder unit into a realm which has so far been the preserve of three-litre six-cylinder diesel or large V8 petrol engines - all combined with exemplary fuel economy,” commented Dr. Thomas Weber, who is responsible for Group Research and Development at Mercedes-Benz Cars on the Daimler AG Board of Management.
Tangible progress and intense motoring pleasure
Drivers are able to savour the advances that have been made with all of their senses. The new drive unit has a powerful feel to it, its response is agile, it delights with its tremendous pulling power and impresses with admirable levels of smoothness for a four-cylinder engine. It enables sports-car-like performance, propelling the C-Class Saloon from standstill to the 100-km/h mark in a mere 7.7 seconds. The engine’s supreme flexibility permits quick turns of speed for rapid overtaking on country roads, taking just 9.4 seconds to pick up from 60 to 120 km/h. This all adds up to a high degree of fun at the wheel combined with great economy.
Quite apart from its outstanding power output data, the new drive unit also boasts markedly superior torque build-up from low revs compared to the engine it replaces, along with a class-beating torque characteristic curve. This means that the engine can be run extremely economically at low rev speeds in routine driving situations.
The new diesel engine is set to supersede four different powerplants in all, and will be fitted in a number of variants across a wide range of model series, even including the Mercedes-Benz Sprinter. Thanks its high power potential it has been possible to apply the downsizing principle, where smaller engines with fewer cylinders are used in order to lower fuel consumption very effectively. Thanks to the agility, pulling power and optimum running characteristics of the new diesel drive unit, the vehicles it is fitted in will continue to be able to live up to the high standards of comfort and motoring pleasure expected of models from Mercedes-Benz. Three different variants are initially planned for use in passenger cars.
The key data
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250 CDI
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220 CDI
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200 CDI
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Number of cylinders
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4
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4
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4
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Valves per cylinder
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4
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4
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4
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Displacement, cc
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2143
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2143
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2143
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Bore/stroke, mm
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83.0/99.0
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83.0/99.0
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83.0/99.0
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Compression ratio
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16.2:1
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16.2:1
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16.2:1
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Output, kW/hp
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150/204 at 4200 rpm
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125/170 at 3200 -4800 rpm
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100/136 at 3000 -4600 rpm
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Torque, Nm
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500 at 1600 - 1800 rpm
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400 at 1400 - 2800 rpm
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330 at 1600 - 2800 rpm *)
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*) with automatic transmission
The next chapter in the Mercedes-Benz diesel success story
This new diesel powerplant is Mercedes-Benz’s resounding answer to questions over the future of motoring, and marks yet another milestone in the evolution of diesel technology. At the same time, the Stuttgart-based automotive manufacturer is perpetuating a long-standing tradition. It was as long ago as 1936 that the diesel engine received its world premiere in a passenger car from Mercedes-Benz - the now legendary 260 D. Ever since, Mercedes-Benz has been hard at work advancing and honing the technology it pioneered. There have been many momentous occasions over the years, including the first ever turbodiesel passenger car engine in the Mercedes-Benz 300 SD (1977), the world premiere of four-valve technology (1995), the first diesel-powered saloons with particulate filter system in the US state of California (1985), common-rail direct injection technology (1997), the maintenance-free diesel particulate filter (2003) which has in the meantime become available for all Mercedes-Benz diesel models, as well as the introduction of BlueTec technology (2006) for the cleanest-running diesel engines in the world.
100,000 hours on the test rig and ten million test kilometres
Mercedes-Benz is now adding the latest chapter to this long-running success story with the arrival of its all-new, groundbreaking four-cylinder diesel engine. After a 48-month development period, during which time the design engineers employed the very latest computer technology, the first prototype of the new engine was put into operation in August 2005. Some 100,000 hours on the test rig were required to elicit optimum performance characteristics from the new engine under all conditions and regardless of the intended purpose. The power units were subject to tough endurance testing, including acutely demanding cycles on the test rigs that were designed to truly put them through their paces. Over a distance of ten million test kilometres in a variety of vehicles, the engine had to prove its mettle in the baking heat of the desert and the icy cold of the polar regions, withstanding dust, mud, water and the very harshest treatment in the process.
The new engine celebrates its premiere in autumn 2008, when the first power rating variant will be launched in just the C-Class initially. The power unit is due to be deployed in various model series from Mercedes-Benz, returning outstanding fuel consumption figures in all cases. It can be installed both lengthways and crossways and is envisaged for all-wheel-drive vehicles too. Naturally, the new engine can be supplemented by the cutting-edge BlueTec emissions control system developed by Mercedes-Benz, and it is also earmarked for use as a fuel-efficient internal combustion engine in hybrid vehicles.
Innovative technologies without parallel
The exemplary figures achieved by the new engine for output and torque characteristics, economy, exhaust emissions and smoothness are the result
of a whole raft of innovative technologies. These include a number of new developments, the likes of which cannot currently be found in any other standard-production passenger car diesel engine. The principal features of the new Mercedes diesel engine:
of a whole raft of innovative technologies. These include a number of new developments, the likes of which cannot currently be found in any other standard-production passenger car diesel engine. The principal features of the new Mercedes diesel engine:
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Two-stage turbocharging ensures high power output and optimum torque delivery.
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Fourth-generation common-rail technology with a rail pressure that has been increased by 400 bar to 2000 bar, plus a new piezoelectric injector concept featuring direct injector needle control creates the ideal basis for more flexible injection timing, leading to smoother engine running, lower fuel consumption and reduced emissions.
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The maximum ignition pressure is 200 bar which also contributes to the high output.
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Both the oil-spray nozzles and the water pump are activated in accordance with requirements to save energy.
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The camshaft drive is positioned at the rear in order to enhance running refinement and satisfy the exacting pedestrian protection requirements.
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The engine block is made from cast iron, the cylinder head from aluminium.
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Two water jackets guarantee maximum cooling even at the points of greatest thermal radiation; it is this that enables a ignition pressure of 200 bar and such a high power-to-displacement ratio.
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The aluminium pistons slide up and down in cast-iron barrels for minimum frictional resistance.
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The connecting rods are made from forged steel, and their weight has been optimised by the Mercedes engineers.
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In the interests of vibrational comfort, the forged crankshaft with its eight counterweights turns supported by five bearings. The radii of the crankpins are rolled for high strength.
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To compensate for the free vibration moments which are inherent to four-cylinder inline engines there are two Lanchester balancer shafts at the bottom of the engine block running in low-friction roller bearings rather than conventional plain bearings.
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A two-mass flywheel, featuring a primary flywheel mass fixed to the crankshaft that is connected to the secondary flywheel mass on the transmission by means of springs (technical term: spring-mass system), isolates the crankshaft’s vibration stimuli from the drivetrain, thereby contributing to the engine’s excellent smoothness.
Injection with the fourth generation of the common-rail principle
The new diesel unit from Mercedes-Benz ushers in the fourth generation of the tried-and-tested common-rail direct injection technology. The distinguishing characteristic of the latest generation is the increase of 400 bar in the maximum rail pressure, which now equals 2000 bar. This rise in pressure potential was of crucial importance for boosting the engine’s output to 150 kW/204 hp and its torque to 500 Nm, whilst at the same time bringing about a marked improvement in the engine’s untreated emissions.
Piezoelectric injectors which are a completely new development form one of the key components in the fourth-generation CDI technology. They harness the ability of piezoelectric ceramic to alter its crystalline structure with microsecond speed when an electrical voltage is applied. The actual spatial movements produced are tiny however, For this reason, the new injectors are fitted with a piezo stack, which is basically made up of piezoelectric elements connected in series. In contrast to the customary systems used to date, the movement of these elements controls the injector needle directly and enables even greater alterations in volume that are accurate to within a few thousandths of a millimetre. The benefits of this are in increase in the available injection volume as well as particularly fine and fast metering of the injection quantities. This enables the fuel injection process to be adapted to the momentary engine load and rev speed with yet greater exactness - by means of high-precision multiple injections of fuel for example - which has a positive impact on emissions, consumption and combustion noise. Plus, the engine runs even more quietly when idling than its predecessor.
As a result of the innovative actuation concept, injector operation is completely leak free. This dispenses with the need for a leak oil line to return the negligible quantities of fuel that used to accumulate unavoidably in the system on account of the operating principle. This improves the injection system’s thermal circuit to such an extent that, even at a rail pressure of 2000 bar, fuel cooling is super-fluous to requirements. Not only does this save energy, it reduces the high-pressure pump’s operating energy input by around one kilowatt at high engine loads.
In order to continue to deliver optimum injection quantities over the engine’s entire service life, an adaptive learning function is able to compensate for any tolerance deviations that may occur as a result of minimal component wear.
200 bar ignition pressure and optimised combustion chamber
The fuel is injected into a combustion chamber with a meticulously devised geometrical form that includes the precision-calculated recesses in the piston crowns. Compared to the engine it replaces, the combustion chamber has been made flatter and the diameter somewhat larger. The compression ratio was reduced from 17.5 :1 to 16. 2 : 1. This optimises the combustion process by achieving a lasting reduction in untreated emissions - NOx levels in particular have been cut drastically.
One of the determining factors for maximum power output and for fuel consumption at full throttle, from an emissions point of view, is the maximum ignition pressure. With a pressure of 200 bar, the new four-cylinder diesel from Mercedes-Benz is one of the top-ranking passenger car diesel engines in this regard. To guarantee spontaneous starting, the engine is fitted with ceramic glow plugs which attain a temperature approximately 200 degrees Celsius higher than metallic glow plugs (1250°C as opposed to 1050°C) and are virtually wear-free. Mercedes-Benz put these glow plugs into series production for the first time in the predecessor diesel engine.
Two-stage turbocharging for high torque at all engine speeds
The new diesel unit draws the air it needs to breathe from not one but two turbochargers, marking the first ever instance of two-stage turbocharging in a series-manufactured passenger car diesel engine from Mercedes-Benz. The aim of this concept is to eliminate the inherent drawbacks of a single-stage turbocharger. These include, for instance, the moment of inertia of a large turbocharger, which drivers may perceive as sluggish start-off characteristics (turbo lag). What’s more, it is virtually impossible to reconcile good start-off abilities and maximum power along with low fuel consumption even at full throttle when deploying just a single-stage turbocharger.
The compact-sized module for the new two-stage turbocharging concept consists of a small high-pressure (HP) plus a large low-pressure (LP) turbocharger. Both comprise a turbine and a turbine-driven compressor, and are connected with one another in series:
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The HP turbine has a diameter of 38.5 mm and is positioned directly in the exhaust manifold. The flow of exhaust gases flows through this turbine first, causing it to rotate at speeds of up to 248,000 revolutions per minute.
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Integrated into the HP turbine housing is a bypass duct, which can be opened or closed by means of a charge-pressure control flap triggered by an actuator. If the duct is closed, the entire exhaust, the whole exhaust stream flows through the HP turbine, meaning that all of the energy contained in the exhaust gases can be directed towards propelling the HP turbine only. In this way, the optimum charge pressure can be built up at low rev speeds.
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As the engine speed increases, the charge-pressure control flap opens to prevent the HP charger from becoming overloaded. A portion of the exhaust stream now flows through the bypass duct to relieve the load on the high-pressure stage.
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Downstream from the HP turbine, the two exhaust gas streams join up again, and any remaining exhaust energy drives the 50-millimetre LP turbine at a maximal speed of 185,000 revolutions per minute.
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To protect it against overload, the LP turbine also features a bypass duct, which is opened and closed by means of an actuator-controlled flap known as the “wastegate”.
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Once the engine reaches medium rev speeds, the HP turbine’s charge-pressure control flap is opened so wide that the HP turbine ceases to perform any appreciable work. This allows the full exhaust energy to be directed with low losses into the LP turbine, which then does all of the turbine work.
The two compressors are likewise connected in series and are in addition connected to a bypass duct. The combustion air from the air cleaner first flows through the LP compressor (diameter 56.1 mm) where it is compressed as a function of the LP turbine’s operating energy input. This pre-compressed air now passes into the HP compressor (diameter 41 mm) that is coupled to the HP turbine, where it undergoes further compression - the result is a genuine two-stage turbocharging process.
Once the engine reaches a medium rev speed, the HP compressor can no longer handle the flow of air, meaning that the combustion air would heat up too much. To avoid this, the bypass duct opens to carry the combustion air past the HP compressor and directly to the intercooler for cooling. In this case, the charge-pressure control flap is completely open too, meaning that the HP turbine is no longer performing any work. This is the equivalent of single-stage turbocharging.
The benefits of this elaborate, needs-driven control of the combustion air feed with the aid of two turbochargers are improved cylinder charging (for high output), meaning abundant torque even from low rev speeds. Besides this, fuel consumption is lowered too. The upshot of this as far as the driver is concerned is harmonious driving characteristics with zero turbo lag, good torque delivery over the entire rev band, tangibly superior performance, plus better communication between engine and accelerator.
Intercooler and exhaust gas recirculation have been optimised
The new turbocharger system is perfectly complemented by an intercooler that has been enlarged compared to the previous series-production version and now lowers the temperature of the air - that has been first compressed and therefore heated up - by around 140 degrees Celsius, allowing a greater volume of air to enter the combustion chambers.
After the intercooler, an electrically controlled flap ensures precise regulation
of the fresh air and recirculated exhaust gas. So as to optimise the quantity of exhaust gas recirculated and thereby achieve high recirculation rates, the exhaust gases are cooled down as required in a powerful heat exchanger with a large cross-sectional area. This combines with the HFM (hot-film air-mass sensor) modules, which are integrated into the fresh-air supply and provide the engine management unit with exact information on the current fresh air mass, to bring about a substantial reduction in nitrogen oxide emissions. The results are highly impressive: efficient engine warming, reduced emissions when engine is still cold due to warmer combustion temperatures, reduced emissions when engine is warm thanks to good EGR compatibility and good EGR cooling, no tendency for deposits to build up, as well as a long service life. The engine can be started at temperatures as low as approximately zero degrees Celsius with no preglow waiting period, while the effective turbocharging technology ensures that the engine runs stably without misfiring even when cold.
of the fresh air and recirculated exhaust gas. So as to optimise the quantity of exhaust gas recirculated and thereby achieve high recirculation rates, the exhaust gases are cooled down as required in a powerful heat exchanger with a large cross-sectional area. This combines with the HFM (hot-film air-mass sensor) modules, which are integrated into the fresh-air supply and provide the engine management unit with exact information on the current fresh air mass, to bring about a substantial reduction in nitrogen oxide emissions. The results are highly impressive: efficient engine warming, reduced emissions when engine is still cold due to warmer combustion temperatures, reduced emissions when engine is warm thanks to good EGR compatibility and good EGR cooling, no tendency for deposits to build up, as well as a long service life. The engine can be started at temperatures as low as approximately zero degrees Celsius with no preglow waiting period, while the effective turbocharging technology ensures that the engine runs stably without misfiring even when cold.
Intake port shut-off for optimum air supply
The combustion air subsequently flows into the charge-air distributor module, which supplies air to each cylinder in a uniform manner. Built into the distributor module is an electrically controlled intake port shut-off which allows the cross-sectional area of each cylinder’s intake port to be smoothly reduced in size. This alters the swirl of the combustion air in such a way as to guarantee that the charge movement in the cylinders is set for optimum combustion and exhaust emissions over the full spectrum of engine loads and rev speeds.
Rear-mounted camshaft drive
The list of the new four-cylinder diesel engine’s principal innovations also includes the rear-mounted camshaft drive. This allows statutory pedestrian protection requirements to be fulfilled when the engine is installed lengthways with the bonnet rising towards the rear. The vibration stimuli originating from the crankshaft are furthermore lower on the rear face of the engine than at the front, which benefits the engine’s exceptionally smooth running.
The valve timing mechanism is another new development and reduces friction at the 16 intake and exhaust valves, which are controlled by one overhead intake shaft and one overhead exhaust shaft acting via cam followers featuring hydraulic valve clearance compensation. The camshaft, Lanchester balancer as well as the ancillary assemblies are driven by a combination of gearwheels and just a very short chain drive. It was possible to reduce the increased noise levels usually associated with a gearwheel drive by carrying out painstakingly detailed refinement.
Controllable water and oil pumps save fuel
The electrically controllable water and oil pump which can be activated in accordance with requirements are also unique features for a standard-production diesel engine. Piston cooling is taken care of by an oil pump with a central valve for controlling all four piston-cooling sprayer units with their large oil-spray nozzles. The result is identical basic thermal conditions for all cylinders. The generously sized nozzles promise optimum piston cooling, even when operating under full load, guaranteeing a long service life in the process. The oil pump’s controllable design additionally reduces the oil flow rate - and therefore fuel consumption.
The controllable water pump is yet another innovative new feature. Just like the controllable oil sprayer units, the water pump also helps to quickly warm up both the combustion chamber and the friction partners, at the same time lowering fuel consumption and untreated emissions.
Development potential has not yet been exploited to the full
In spite of its unrivalled power output, model running characteristics and outstanding fuel consumption figures, the new four-cylinder diesel engine from Mercedes-Benz holds yet further, untapped potential. Development work is continuing on the possibilities offered by ultra-flexible injection timing with a view to exerting an even more positive effect on engine emissions.
In addition to this, combing the new star of the diesel sector with other consumption-optimisation technologies - such as those found in hybrid vehicles - will achieve further significant reductions in fuel consumption.
[Source: Mercedes-Benz]
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Apr 10
Filed under: Aftermarket, Trucks/Pickups, Toyota
Click either image to enlarge
Toyota and Baja racing have become synonomous thanks to one man, Ivan "Ironman" Stewart, who has won the Baja 500 a record 17 times in Toyota's trucks. Despite Ford's obvious interest in wrestling away some of the dune jumping glory with its upcoming F-150 "Raptor", Toyota still dominates in the desert. The Japanese automaker is apparently celebrating that fact and the man who made it all possible with an Ivan "Ironman" Stewart Signature Series Tundra that will be available sometime this Spring. While not a whole lot of details are available from Motive Club where we found the story, we can tell you the truck gets big tires with deep treads, new alloy wheels, a tuned exhaust, lots of limited edition numbered badges and, get this, a shifter made from billet and carbon fiber that's modeled after Ivan Stewart's own grip. Very cool, and a little creepy, too. The truck also features a number of other upgraded components that are being supplied by Stewart's own sponsors, though they weren't listed in detail. It doesn't appear that power from the 5.7L i-Force V8 will be much improved, which means it should be no match for the "Raptor", whenever that truck arrives. But Toyota's got the backing of Iron Stewart himself behind its trucks, which is worth something in this game of one upsmanship.
[Source: Motive Club via Pickuptruck.com]
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Apr 10
Filed under: Transportation Alternatives, On Two Wheels, Green Daily
If the phrase “motorcycle chauffeurs” is new to you, then you haven’t heard about Virgin Limobike, which has been operating since 1995. Don’t worry, I didn’t know of them either until I spotted a website about the service that carries visitors around London on Yamaha FJR1300 abs motorbikes that get around 50+ mpg. Whether you’re headed from the airport to town or to a rugby of soccer match, Virgin Limobikes promises you’ll be comfortable and get to your destination quickly. As their FAQ says, “We are expert at these events and can save you a lot of time getting in and out of overcrowded occasions. We know all the best pick up and drop off points.” Supposedly, Sir Richard Branson is a repeat customer.
The green side should be obvious, here, with a motorcycle’s inherent fuel economy advantage over cars or SUVs. If you’re traveling alone in London and have had your fill of picturesque London cabs, a motorcycle taxi just might be the right move. The Virgin Limobike shop is located in Hammersmith, London.
[Source: Virgin Limobikes]
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Apr 10
Filed under: Aftermarket, Tuners, Sports/GTs, BMW
Click above for high-res gallery of the 2008 BMW 6-Series by AC Schnitzer
AC Schnitzer revamped its offerings for the 2008 BMW 6-series and is including tweaks for the 635d model. The changes boost power from the stock oilburner's 286 hp and 428 lb.-ft. to 310 hp and 501 lb.-ft. of torque. Along with the engine mods, the AC crew has redesigned its 6-series body kit to include a new lower intake, side skirts, rear lip and rear spoiler with an integrated brake light, along with fitting Type VI 20x9-inch wheels in the front and 20x10s out back. The 650i model also gets some love under the hood with an increase in power from 367 hp to 411 hp, which helps the new Schnitzer 6 get a 22 mph boost in its top speed to 178 mph. All the details are in AC's press release, posted after the jump.
Continue reading Six Appeal: AC Schnitzer's new 6-series mods includes diesel tuning
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Apr 10
Filed under: Diesel, Emerging Technologies
Catalytic converters are quite common for gasoline engines but diesel catalysts are less known, in part because they face greater challenges. Still, diesel catalysts have not disappeared because they are efficient and, when you start your car, they don’t produce heaps of CO2. Their main problem is the large amount of carbon particulates (soot) and nitrogen oxides in the exhaust gas. Standard three-way converters are not effective because of the high oxygen content of these gases. BASF is on the case, though. BASF’s catalyst researcher Bob Farrauto said, “To solve this problem, we have developed special diesel oxidation catalysts combined with particulate filters which trap the soot and periodically oxidize it using a combination of catalysts and engine controls.”
What about nitrogen oxides, which are the main source of acid rain? NOx storage devices or traps are incorporated into the catalyst to first store the nitrogen oxides which are then converted to nitrogen. The storage catalyst is regenerated afterwards. Alternatively an ammonia-carrying liquid (i.e. urea) can be injected into the exhaust and passed over a highly selective catalyst which converts the NOx into N2.
Gallery: BASF’s catalyst research center
[Source: BASF]
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Apr 10
Filed under: Aftermarket, Trucks/Pickups, Toyota
High horsepower trucks have come and gone. The SVT Lightning and Ram SRT10 are but two examples, but we miss the GMC Syclone something fierce, as well. Toyota is readying its TRD supercharger for the Tundra, which should help sate those who hunger for extra horsepower in their truck. An employee of Toyota of El Monte, California and member of TundraSolutions.com revealed on his forum that TRD reps brought a Sequoia to his dealership equipped with the TRD supercharger mounted on the large SUV's 5.7-liter V8 - the same V8 in the Tundra. Not only did he say that TRD claimed a rating of 504 horsepower, an increase of 123 over the stock engine, but he also got the opportunity to ride shotgun while one of his fellow employees took it for a road test. He even brought back the above picture as proof. Visit the Tundra Solutions forum to see the details of the kit and read about the test drive.
[Source: Tundra Solutions via PickupTruck.com]
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Apr 10
Filed under: Diesel, Hybrid, UK
We have featured lots of electric car conversions here on AutoblogGreen but until now there hasn’t been very much in the way of hybrid conversions. Connaught Engineering, devisors of the hot little Type D hybrid (which should begin series production later this year) have taken the technology from their car and tweaked it to be retro-fitted to existing vehicles. An interesting proposition indeed.
According to a press release (PDF) on their website, Tesco is going to give the Connaught HYBRID+ system a go, starting with seven diesel Ford Transits. Over a period of six months, the home delivery vans will be tested thoroughly and if the results are favorable it is expected that Tesco will hybridize their entire Transit stable. Duncan Vavangas of Tesco is quoted as saying that the company is dedicated to reducing their carbon output and “transport is a key area and in addition to supporting new vehicle technologies we are keen to embrace affordable retro fit systems that save fuel and reduce CO2 emissions on our current fleet of home delivery vehicles.” Tesco can back up their commitment to new energy-saving vehicle technology with evidence from their use of Modec all-electric trucks.
The Connaught Engineering HYBRID+ system avoids the use of heavy batteries and combines regenerative braking with super capacitors to reduce fuel use by 25 percent. The system will be on display at the Commercial Vehicle Show in the NEC in Birmingham, England from April 15-17.
[Source: Connaught Engineering / The Commercial Vehicle Show]
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Apr 10
Filed under: Spy Photos, Paris Motor Show, Supercars, Lamborghini
Lamborghini has kept its promise to unveil a "new" model at every major auto show this year, and it's not stopping even though the show season has is pretty much wrapped up. Autocar has spied what's believed to be the Lamborghini Murcielago SV, a lightweight version of the Italian automaker's top model that will be sending its additional ponies to the rear wheels alone. Based off the current range-topping LP640, the SV will putting out around 680 hp from its mid-mounted V12 and will tip the scales under 3,500 pounds. The weight savings will come from the abandonment of the front differential and drive shafts that would normally also power the front wheels, along with nixing the
There's no word on when the Murcielago SV will debut, but we've got a five-spot on the Paris Motor Show later this year.
[Source: Autocar]
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Apr 10
Filed under: Economy, Sedans/Saloons, China, Hyundai, Misc. Auto Shows
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Click image for a gallery of the facelifted Elantra
If the visual updates to the Hyundai Elantra you see here are carried over to all markets, which we imagine they will be, the sedan is going to make potential Civic and Lancer shoppers take a long, hard look. Not unattractive in its current form by any means, the Elantra's facelift being unveiled at Auto China next week incorporates a more upscale look in front than the current car. In a sidebar conversation, one of the other editors noted that it's somewhat reminiscent of the beak on early-'00s Acura CL/TL models. Those cars still look good, so this is not a bad thing for the Elantra. The rear fascia gets tweaked as well, with new taillamps being the most obvious change. Inside, the layout appears to carry over, and as you can see, the Chinese model has available woodgrain trim for The People's Luxury. Think of the changes as going from regular vanilla ice cream to that tastier version with the little flecks of real vanilla inside. They're basically the same thing, but you gravitate towards the fancier one. This is how we feel about the new Elantra.
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[Source: CarScoop]
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Apr 10
Filed under: Hybrid, Transportation Alternatives
With gas prices likely heading north of $4/gallon in some areas of the U.S. this summer, Enterprise Rent-a-Car is looking to provide some relief for their customers. The biggest rental agency in the U.S. has opened four new outlets in the Atlanta area that will be specializing in greener vehicles, primarily hybrids. Enterprise expects over sixty percent of rentals from the four green outlets to be hybrids or other fuel efficient models. The company has now accumulated over 4,000 hybrids in its rental fleet although that’s just a tiny fraction of its 1.1 million vehicle fleet. Enterprise and other rental agencies are charging premiums of $5-15 a day for hybrids over conventional models. Hertz and Avis Budget Group have also added 3,500 and 2,500 hybrids to their fleets as demand for more efficient rental cars has expanded. So far the hybrid rentals have largely been confined to larger markets such as San Francisco, Los Angeles and Atlanta. Travelers aren’t the only ones renting hybrids. Drivers with an interest in potentially buying a hybrid that want a longer test drive are also opting for the gas electric models as a way of evaluating whether they are appropriate for them.
[Source: Detroit Free Press]
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Apr 10
Jump starting is when you are trying to start your car with a weak car battery using another car with sufficient car battery capacity by connecting both car batteries in parallel connection without removing battery on each car.
It should be done in a correct manner, failure to do so may lead to car battery explosion, thus may result in damage of your car or worst injuries to a person.
When jump starting your car engine use a booster car battery with correct battery rating, incorrect battery rating will damage your car.
Avoid jump starting a frozen car battery, it could explode.
Procedure on jump starting your car engine
- Prepare both cars, car A that consist the booster car battery and car B to be jump start that consist the weak car battery.
- Ensure that the parking brake on both cars is applied and the gear position is in neutral position for manual transmission and at park (P) position for automatic transmission.
- Switch off all electrical equipment.
- Connect the jump starting cable, positive to positive and negative to negative as shown on illustration in a sequence (1→ 2→3→4).
- Start car A and keep the engine running at 2,000 rpm by pressing the accelerator pedal.
- After a few minutes start car B, if the engine does not start turn the ignition “OFF” and wait for 3 to 4 seconds then starts again.
- After car B starts, disconnect the jump starting cable as shown in the illustration in reverse sequence (4→3→2→1).