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| Fueling Innovation |
July 13, 2004 |
By Paul Williams
Gasoline prices are rising, and consumers are pushing automakers to churn out more fuel-efficient vehicles without sacrificing power and convenience.
New technology is delivering more bang per litre of gasoline. Improvements like variable valve timing and computerized engine management allow some of today’s four-cylinder engines to smoothly crank out 160 horsepower, and deliver impressive efficiency, such as Honda’s 2004 Accord manual transmission city/highway rating of 9.1/6.4 L/100 km. But with some concern over the global dependence on oil, and continuing sensitivity
to environmental issues, the automobile industry is moving toward clean, electric-powered vehicles that will use a rechargeable hydrogen fuel cell. California Governor Arnold Schwarzenegger recently signed an order calling for a network of hydrogen fuel stations to be established in his state by the end of the decade to promote this technology. However, many auto executives predict it will be a decade, and maybe more, before commercially available hydrogen-powered vehicles are common.
In the interim, consumers have two alternatives to gasoline when it comes to motive power for their cars: one is the diesel engine, and the other the gasoline-electric hybrid. Both will be much more prevalent in the Canadian marketplace this fall.
OLD TECH, NEW AGAIN
In the case of diesel, some may see this as a step backwards from using gasoline. It is, after all, the fuel of choice for trucks and trains. But significant advances have taken place both with the diesel engine and diesel fuel in the past decade. Modern “common rail” diesels inject fuel at terrific pressures through a shared fuel line, or rail, which ensures more complete combustion and less unburned fuel and emissions. Alternatively, Volkswagen’s new “pumped-use” system uses a very high-pressure fuel injection system where each cylinder has its own pump to deliver fuel, and this system has been praised for its smooth operation and power.
One of the main contributors to noxious exhaust gasses in diesel fuel is sulphur and, here too, progress has been made.
Sulphur content in diesel fuel is almost zero in Europe, and legislation scheduled for 2006 will virtually remove sulphur from diesel in North America. Solutions have also been developed to reduce particulate matter emissions, including high-pressure fuel delivery and computer-managed filters. For those simply looking for fuel economy, diesels are hard to beat, especially on the highway. Volkswagen’s latest Golf and Jetta compact sedans, featuring the company’s 1.9-litre turbo diesel-injected, pumped-use engine return 6.2/4.6 L/100 km, city/highway, while generating 100 hp and 177 lb.-ft. of torque.
Also this year, a more powerful diesel engine from Volkswagen will be available for the company’s intermediate-sized Passat models (diesel-powered Passats have not been available here since 1993). This 2.0-litre, 134-hp engine makes a stump-pulling 247 lb.-ft. of torque, which drivers will appreciate when passing or accelerating from a standing start.
Other alternatives include a V-10 diesel for the Volkswagen Touareg SUV (with 308 hp and 555 lb.-ft. torque), a new diesel Jeep Liberty (the CRD) from DaimlerChrysler, and a return of the diesel-powered Mercedes-Benz (the E320 CDI sedan). Volvo continues to assess the market in light of the advanced diesels now sold by the company in Europe and elsewhere, and in reference to the Jeep Liberty CRD, DaimlerChrysler Canada spokesman Tom McPherson said, “While we don’t comment on possible future products, we have been offering a diesel-powered Jeep Liberty (Cherokee) in a number of non-NAFTA markets for several years. We also offer our European customers diesel versions of the popular Chrysler PT Cruiser and Jeep Grand Cherokee. We will evaluate North American consumer response and act accordingly.”
Indeed, it’s fair to say that diesels have become the preferred European approach to automotive fuel economy. Nearly 40 per cent of consumers drive diesels, and the number is rising. In recent months, 60 per cent of new-car purchases in Europe have been diesels. For many, with gasoline costing $2.00 per litre, going diesel is the only option.
POWERING ALTERNATIVES
Japanese automakers, however, have taken a different route to fuel economy and reduced emissions. Hybrid gasoline-electric power plants, pioneered independently by Honda and Toyota, synchronize a gasoline engine and electric motor to propel their “alternative” vehicles. These are “charge-sustaining” hybrids, which means you don’t plug them in.
Currently on offer from Honda, and the most fuel-efficient automobile sold in Canada, is the Insight coupe (3.9/3.3 L/100 km, city/highway). The Honda Civic Hybrid sedan returns 4.4/4.9 L/100 km, city/highway, and from Toyota, the Prius sedan delivers 4.4/4.2 L/100 km, city/highway. Honda’s hybrid technology uses a 28.6kg self-regenerating nickel-metal-hydride battery located behind the rear seat. While decelerating, kinetic energy is recovered and stored in the battery; and while accelerating, the stored energy powers a small electric motor that assists the 1.3-litre gasoline engine. When the car is in motion, the gasoline engine and electric motor work together. At a stoplight, the system shuts down until you take your foot off the brake, which causes the gasoline engine to start instantly.
In practice, the technology is transparent to the car’s occupants and requires no special skills to operate. In fact, one of the strengths of the Civic Hybrid is its similarity, in appearance and operation, to mainstream sedans.
Toyota’s system, currently used in the Prius sedan, is similar, with the main difference being the Toyota can move from a standstill using electric power alone. This would work when creeping along in heavy traffic, for instance.
The number and type of hybrid vehicles that will be available to the Canadian consumer for model year 2005 includes the Honda Accord V6 Hybrid, which will be the first intermediate-sized, V6-powered family car with hybrid power. Toyota adds the V6 Highlander SUV, and Lexus will introduce a luxury hybrid SUV in the 270-hp RX-400h. A particularly popular vehicle may be the Ford Escape Hybrid, due this fall. The Escape is already the best selling compact SUV in Canada, and the hybrid version is expected to provide V6 power with four-cylinder fuel economy.
The use of hybrid technology in large vehicles like SUVs is a welcome development.
The position from General Motors, for instance, has been that the place to start with hybrids is with vehicles that use the most fuel. Consequently, in 2003 it started selling a mass transit bus with hybrid power. According to GM Canada spokesperson Richard James, “Going forward we will roll out hybrids in smaller utilities (Saturn VUE), passenger cars (Chevrolet Malibu) and full-sized utilities (GMC Yukon and Chevrolet Tahoe). This fall, look for hybrid Chevrolet Silverado and GMC Sierra full-sized pickup trucks that GM promises will offer the best highway fuel economy of any full-sized truck on the market.
At a news briefing in Toronto earlier this year, Nissan Chairman Carlos Ghosn suggested hybrid vehicles are not good value for the consumer, which is why Nissan and Infiniti don’t offer them. Nonetheless, Nissan has signed a licensing agreement with Toyota to use that company’s hybrid technology, and with increased demand, Nissan may decide to offer hybrids after all. But the point is well taken about value. Modern diesel engines and hybrid-electric power plants are expensive to manufacture. This is reflected in premium prices for these models at the dealership. Until prices come down, gains in fuel economy will be offset by the high cost of buying them. Consumers will have to consider this when shopping for a new alternative-fuel vehicle this fall.
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