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Friday, October 13, 2006 How Diesel Technology Could Cut Oil ImportsContinued from page 1 By Kevin Bullis
"With the cleaner fuel, manufacturers will have the greatest possibility they've had in quite a long while for bringing new models into the market," Schaeffer says. "This clean fuel is spurring new interest in diesel." To be sure, advanced diesel engines and the turbochargers that typically accompany them will cost more than conventional gasoline engines. But they'll probably cost less than the extra batteries, motor, and other components in hybrids. An additional benefit of diesel engines is that they can burn biodiesel, which can be derived from crops such as soybeans, using less energy than is needed to create another currently popular biofuel: ethanol from corn. Farther down the road may be hybrid diesel cars, which could potentially get fuel economies of 50 to 70 miles per gallon, according to Kassel. Already, hybrid diesels are a boon for companies such as UPS, since their delivery vehicles are used for the stop-and-go urban driving that hybrids do best (see "Heavy Duty Hybrids"). Nevertheless, the initial higher costs may deter American consumers, say experts. Diesel hybrids may have more of a chance in Europe, where diesel consumer vehicles have been popular for years, now constituting about half of the sales of such vehicles, whereas just a few percent of cars, SUVs, and light-and medium-duty trucks sold in the United States are diesels. In Europe, the popularity of diesels is in large part due to tax incentives, Kassel says, but also because their historically lower sulfur levels in fuel have allowed better exhaust treatments. Bill Van Amburg, senior vice president of Weststart-Calstart, a not-for-profit organization that supports cleaner, more efficient vehicle technologies, says the improved emissions controls made possible by the new fuel are just part of advances in diesel vehicles in recent years, transforming them from noisy, dirty vehicles to quiet, clean, high-performance vehicles. These changes, which include advanced computer controls, are also making it possible to optimize engines "on the fly" to burn a variety of fuels. One European concept car, says Van Amburg, can run on five different fuels, including gasoline, ethanol, and propane, without sacrificing efficiency or performance. Now that concerns about fuel prices, energy security, and global warming are all on the rise, Van Amburg says we will abandon the "mono-fuel" system dominated by gasoline for a "poly-fuel" system, including clean diesel, in which consumers can choose the fuels that make the most sense to them. |
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The New CAFE Standards
01/15/2008
Massachusetts Institute of Technology
Comments
Phineas on 10/13/2006 at 1:59 AM
52
Biofuel is another consideration. A twenty percent mix of vegetable oil and fossil fuel does several good things without little lose of mileage.
I drive a small diesel VW and it achieves the mythical fifty miles per gallon on the interstate @ sixty five miles per hour. The worst mileage I have had is thirty five miles per gallon. When the United States faces the same shortages and cost of fuel as does Europe, we will embrace diesel more.
The lowly diesel deserves more consideration than it gets. It is reliable, thrifty, clean, and it keeps going, and going...
chase on 10/13/2006 at 9:03 AM
1
My family drives two diesel VW Jetta TDIs running on B100 biodiesel. The 2000 Jetta gets 42-50 mpg but the 2006 is bigger and heavier and rather disappointing at 34-38 mpg. The absence of good, efficient consumer diesels on the US market is a lost opportunity.
Kevin Bullis2 on 10/13/2006 at 9:08 AM
3
choicez on 10/24/2006 at 10:35 PM
1
Dynamotive Industries, an interesting company to look up and watch. They have developed a process called fast pyrolysis, they convert forestry waste products and sugar bagasse into a #2 fuel oil that is a replacement for diesel. This new product is CO2 neutral with only trace amounts of sulfur. They have started their first commercial shipments this year and are licensing the technology worldwide as we speak. dynamotive.com
This is a very promising breakthrough for the forestry industries. The current paper industry is the U.S. is decreasing rapidly. The State of Maine for instance is approx. 90% forests with a very well governed system that only allows selective cutting and transplants what they harvest. This new technology presents a promising future for these renewable resources. There are also some very promising breakthroughs coming for cellulosic ethanol from the forest industries which show even more promise than corn based ethanol.
Check them out!
Cliff Lewis, choicez@tds.net
gabrielg01 on 10/13/2006 at 5:37 PM
317
http://www.psa-peugeot-citroen.com/en/psa_group/innovation_b1.php
http://www.greencarcongress.com/2006/01/psa_peugeot_cit.html
Perhaps we should stop bashing the French, and start learning from them.
Yggdrasill on 10/14/2006 at 2:14 PM
1
First off, some history. US automakers developed super-efficient diesel hybrid technology years ago, under a Clinton administration program called the "Partnership for a New Generation of Vehicles." We the people put up hundreds of millions in research $ and the damn companies shelved it all when Bush got elected, to go back to business as usual selling SUVs (and to delay meaningful change further by researching hydrogen fuel technology). Check these out.
GM Precept: http://www.electrifyingtimes.com/gmprecept.html
Dodge ESX3:
http://www.autointell.com/nao_companies/daimlerchrysler/dodge/dodge-esx3-01.htm
Ford P2000 Prodigy:
http://www.autoworld.com/news/Ford/Ford_Hybrid.htm
Plus there are already many European cars that either aren't in production or aren't sold here that we could be using: the VW Lupo, the Opel Eco-Speedster, the JetCar. And let's not ignore the San Diego State University Enigma: http://evworld.com/view.cfm?section=article&storyid=312
In other words, this technology ALREADY EXISTS! It's just not available in the US or in production.
Two things to consider when touting diesel hybrid technology. First, diesel really outshines gasoline in its ability to idle using almost no fuel. It wouldn't work well in a Prius-like system where the gasoline engine turns on and off frequently. It would be better in a design where the non-electric engine stays on for long periods of time (like the GM Precept).
Second, it is a common misconception that diesels are significantly more efficient. I drive a VW Golf TDI, and it gets great mileage. But is it really using less energy? Diesel is a denser fuel with a higher energy content than gasoline, about 12% more (130.88 megajoules/gallon of gasoline vs. 146.33 megajoules per gallon of diesel), so a direct mileage comparison is a bit apples and oranges. Being heavier means it also emits more carbon per gallon than gasoline. Finally, you get more gallons of gasoline from a barrel of oil than you do gallons of diesel, so going to diesel won't necessarily have an impact on our overall oil consumption.
janders on 10/17/2006 at 2:41 PM
1
running bear on 10/16/2006 at 1:08 PM
1
eminentas on 10/16/2006 at 4:10 PM
2
DME is similar to propane and is handled similarly.
It contains no sulfur, since is a pure and single molecule.
DME can be manufactured from synthesis gas, and by methanol dehydration.
Synthesis gas can be made from natural gas and coal gasification/reforming.
Japan is working rapidly on this fuel.
An engine operating with DME will be more durable since this fuel produces much less particulate matter and soot than regular and low sulfur diesel. Also, particulate emissions are reduce 75% using DME vs Diesel.
However, DME as fuel on diesel engines, still requires further testing, improvements and developments.
DME can be considered as an alterntaive fuel to diesel and the resources for manufacturing are widely available on earth.
Just think, the coal resources and natural gas-hydrate in north america.
Energy policies and R&D programs for alternative fuels, such as DME, can be deployed in a short term to provide more insights about this fuel.
In the meantime, sulfur reduction or elimination in conventional diesel will be a major industry challenge and the consequences on what to do with the sulfur generated in refineries is a real problem.
We should provide smarter technologies for transportation.
Currently, hybrids represent the transition or bridge between conventional combustion vehicles and electric vehicles.
As hybrid technology evolves, we will see better performance and advances on batteries that ultimately drive the development of fully electric vehicles.
Then, the problem will be matching the electricy demand.
alphaevermore on 10/18/2006 at 11:16 AM
1
Raise the US minimum mileage standards (and close the truck/SUV loophole). Reduce the huge tax subsidies collected by the oil and coal companies, and redirect these to the renewable-energy companies instead. Encourage the development of alternative fuels as other readers have suggested.
I know MIT loves nuclear power, but we have to realize that this will likely always be a high-cost option for electricity generation, due to safety concerns (and an industry that lacks candor and has lost the public trust), an unsolved waste disposal problem, proliferation concerns, and high capital startup costs.
Coal sounds promising, but is a huge step backward, a stopgap at best in these days of obvious global warming. Coal is not "clean" (despite industry marketing wishing it were so), and carbon sequestration remains unproven. Making fuel from coal sounds good but the environment impacts are horrible.
Let's start putting windmills on our coasts (Cape Wind would be a nice start), and in the Dakotas and Texas. Keep going with biofuels. Take a hard look at the full ethanol life cycle to decide whether it helps or hurts. Conserve. River turbines. Feed the grid with your Solar PV roof. Solar hot water. If you have money, direct your investments toward the renewable-energy companies of the future, not the fossil-fuel companies of the past.
cjbleakley on 11/02/2006 at 5:00 AM
1
Why is the US so far behind on this? I live in Ireland and on long journeys get 60 miles per gallon from my 3 year old Volkswagon Golf diesel. Around town, I average 40 miles per gallon. Acceleration is excellent. It's not 'dirty'. It is a little more noisy but so what?
Turbocharged diesel engines are OLD techology. You don't need a fancy hybrid engine to get that sort of fuel consumption.