Yeh, the HSD is so smooth (although a bit slushy when it comes to performance driving), and effectively has an infinite number of speeds. And where I live Diesel fuel is more expensive than regular unleaded. The GII Prius seems bulletproof, as evidenced by the number of Prius cabs I see in California (not so sure about the GIII though). Maybe it's because I haven't driven a really good Diesel, I don't know. I also thought that Diesel fuel was more hygroscopic, subject to ice in cold weather, etc...? How about a Diesel Prius?
Or a diesel hybrid? Peugeot 3008 Hybrid4 review - Telegraph This particular vehicle is about £4,000/$6,100 more expensive than the base model UK Prius. It manages to get virtually the same economy figures as the Prius. Do I need to clarify the 74.4 mpg it achieves applies to UK gallons using the Euro test cycle. Would I buy one? Nah, not a first generation French hybrid, but I'm sure some will and as this vehicle gets its emissions below the 100g/km (only just at 99g/km) then it will be eligible for certain incentives. To put this car in context, it has 200 bhp, 70+ UK mpg, can carry 5 in comfort and has a large boot/trunk. Apart from purchase price it's a serious competitor to the Prius over here.
I don't know about it being hygroscopic. It doesn't sound right, but many diesel engines have a water seperator in the fuel system. I do know that problem with cold is that it gel up in cold temperatures. That's cold as in really cold. Colder than what most of California sees. In the past, it could be hard to start a diesel during the winter even without the fuel gelled. Block heaters are still popular options partially because of that. The other is that a diesel engine doesn't burn enough fuel at idle and low rpms to heat up the coolant for cabin heat. With a proper winter blend of diesel, there shouldn't be any issues running one in the cold. VW also used gas engine parts (lower ends, IIRC) in their diesels back in the day. TDIs aren't the source of problems on their cars.
Some years ago I drove the VW Diesel, even before the Golf and got 50mpg on one and 53mpg on the other. :juggle:
Cadllac started making diesels during the last two gas crisis, I think one of them had variable cylinders firing, it was either 2-4-6 oor4-6-8. They were a lot of trouble. Probably not enough research done. Maybe they'll do better this time.......?:bounce:
No so much ice. The main problem with diesel fuel in the cold was bits of the fuel forming waxy clumps and blocking the fuel system With good fuel refining and proper blending for the climate, that isn't much of a problem. The pseudo Atkinson cycle in the Prius is efficient enough that there isn't a lot to be gained from going to a diesel engine. A diesel costs more to manufacture, weighs more and requires more external clap-trap to met emissions requirements than a gasoline engine.
The V8-6-4 was a gas engine. This is a good into to some of the problems the old GM diesels had: [ame=http://en.wikipedia.org/wiki/Oldsmobile_Diesel_V6_engine]Oldsmobile Diesel V6 engine - Wikipedia, the free encyclopedia[/ame]
The V8-6-4 was also a piece of junk, proof that Cadillac didn't need to build a diesel to build unreliable engines. GM and other companies have since built reliable engines that cut out some cylinders for improved fuel economies. The V8-6-4 was just part of GM's history of releasing beta products to production.
Back in the days of the Olds 350 diesel, the guys that really weren't having problems with them were the guys that drove diesels. They knew how to take care of them. I always felt that some blame should've been placed on salesmen that sold them to people that shouldn't have been driving diesels. I drove diesels for years, but I would never recommend one to my brother.
My point was to put modern vs. legacy diesels in perspective. The hyrbrid vs. stop-start diesel comparison is really apples and oranges. A diesel / manual transmission vehicle has absolutely no chance of volume sales in the US, while some fraction of European buyers still prefer this combination -- to wit France. What is interesting technically is that the manual transmission is a necessity for stop-start control; when the engine is off in traffic or at a stop light, depressing the clutch pedal is what starts the engine and has it running in advance of when it’s actually needed.
Interesting! It looks like it's done with a gasoline engine and a conventional (not dual clutch) automatic transmission. I couldn't find a reference but I assume that direct injection is used to provide the quick start up.
I believe Ford will introduce it with their dual clutch transmissions. Don't know if it's available in NA yet, but a start stop system is part of Mazda's Skyactiv suite. Theirs doesn't use the starter. The computer just fires off the cylinder that's near top center. The crank turns in reverse for less than one rev. Just long enough to compress another fueled cylinder and fire ignite that one to start the engine.
The ford system is really simple. It is on the 2013 fusion and c-max Ford will have the option on every car by 2016 my. Ford Offers Auto Start-Stop Across Model Range | Autopia | Wired.com mazda's istop requires di, but looks interesting. http://www.mazda.com/mazdaspirit/env/engine/siss.html diesel is more complicated I'm far from convinced diesel makes much sense with a luxury car in america, but mercedes and bmw are doing it, so Cadillac is joining in.
Irony is that diesels operate relatively efficiently at idle, given that there is no throttling and thus very low pumping losses. Stop-start feature in diesels may be more emissions related.
