โAug-12-2018 07:57 AM
http wrote:
2019 Altima
โAug-18-2018 11:29 AM
โAug-17-2018 08:32 PM
Turtle n Peeps wrote:ScottG wrote:
What does this have to do with diesel? In no way does it replace them nor does it perform like diesel.
They tried the variable compression idea on Infinity first. Scotty Kilmer says it's a terrible enjoy and a "Don't buy". Looking at how it's engineered, I agree.
Rube Goldberg comes to mind! This thing is a mess! It reminds me of the 10 head bolts/ cylinder head thing...โฆโฆโฆ...but 10x's worse! And almost as bad as mounting a nuclear reactor in a car. :R
โAug-17-2018 08:32 AM
FishOnOne wrote:
Thanks Shiner....
And yes I could access your link
โAug-17-2018 07:50 AM
ShinerBock wrote:
Fish, below is the a link to the info about phase 2 which will be for model years 2021-2027. Phase 2 is mainly to decrease CO2 and increase fuel economy in 3/4 ton and up vehicles. Since diesels emit less CO2 than gasoline engines, the CO2 requirements will probably effect the gas engines more than the diesel engines.
So as far in regards in lowering NOx and PM, it looks like there is not more regulations on the horizon. However, we should see HD truck makers start to introduce tech or improve tech in their 3/4 and up vehicles to increase their fuel economy similar to class 1-2a vehicles before.
I am not sure if you can view the link without a subscription.Heavy-Duty Pickup Trucks and Vans
The commercial pickup and van category includes those vehicles of GVWR from 8,501 to 14,000 lbs that are not regulated under the light-duty GHG/CAFE vehicle regulations. These vehicles must meet corporate average CO2 and fuel economy standards, in an approach similar to that taken for light-duty vehicles, but with different standards for gasoline and diesel vehicles.
The EPA has established CO2 standards in the form of a set of target standard curves, based on a โwork factorโ that combines a vehicleโs payload, towing capabilities, and whether or not it has 4-wheel drive. The standards phase in with increasing stringency in each model year. The EPA standards include a separate standard to control air conditioning system leakage. NHTSA has set corporate average standards for fuel consumption that are equivalent to EPAโs standards (though not including the EPAโs air conditioning leakage standard).
At Phase 1, manufacturers were provided with two alternative phase-in approaches. One alternative phased in the final standards at 15-20-40-60-100 percent in model years 2014-2015-2016-2017-2018. The other phased in the final standards at 15-20-67-67-67-100 percent in model years 2014-2015-2016-2017-2018-2019. Phase 2 standards are phased in over model years 2021-2027.
United States: Heavy-Duty Vehicles: GHG Emissions & Fuel Economy
โAug-17-2018 06:13 AM
Heavy-Duty Pickup Trucks and Vans
The commercial pickup and van category includes those vehicles of GVWR from 8,501 to 14,000 lbs that are not regulated under the light-duty GHG/CAFE vehicle regulations. These vehicles must meet corporate average CO2 and fuel economy standards, in an approach similar to that taken for light-duty vehicles, but with different standards for gasoline and diesel vehicles.
The EPA has established CO2 standards in the form of a set of target standard curves, based on a โwork factorโ that combines a vehicleโs payload, towing capabilities, and whether or not it has 4-wheel drive. The standards phase in with increasing stringency in each model year. The EPA standards include a separate standard to control air conditioning system leakage. NHTSA has set corporate average standards for fuel consumption that are equivalent to EPAโs standards (though not including the EPAโs air conditioning leakage standard).
At Phase 1, manufacturers were provided with two alternative phase-in approaches. One alternative phased in the final standards at 15-20-40-60-100 percent in model years 2014-2015-2016-2017-2018. The other phased in the final standards at 15-20-67-67-67-100 percent in model years 2014-2015-2016-2017-2018-2019. Phase 2 standards are phased in over model years 2021-2027.
โAug-17-2018 04:36 AM
FishOnOne wrote:ShinerBock wrote:wilber1 wrote:4x4ord wrote:
Even now there are turbocharged gasoline engines making nearly as much toque per volume of engine displacement as diesel engines make. Gasoline has the potential for huge torque and way more power than diesel.
Whatโs missing is the fuel economy. Variable compression ratio goes some way to address that.
Another thing that is missing is emissions. Past particulate matter emission regulations have only been for diesels dropping it from 0.10 pre-2007 to .01 in after 2007. Gasoline engines were omitted from all PM requirements. Now many gasoline direct injected engines emit more PM than modern diesels and some even emit more than pre-DPF diesels. How long will that last?
Shiner,
Isn't there another diesel emission standard coming out relatively soon?
โAug-16-2018 09:56 PM
FishOnOne wrote:ShinerBock wrote:wilber1 wrote:4x4ord wrote:
Even now there are turbocharged gasoline engines making nearly as much toque per volume of engine displacement as diesel engines make. Gasoline has the potential for huge torque and way more power than diesel.
Whatโs missing is the fuel economy. Variable compression ratio goes some way to address that.
Another thing that is missing is emissions. Past particulate matter emission regulations have only been for diesels dropping it from 0.10 pre-2007 to .01 in after 2007. Gasoline engines were omitted from all PM requirements. Now many gasoline direct injected engines emit more PM than modern diesels and some even emit more than pre-DPF diesels. How long will that last?
Shiner,
Isn't there another diesel emission standard coming out relatively soon?
โAug-16-2018 08:30 PM
ShinerBock wrote:wilber1 wrote:4x4ord wrote:
Even now there are turbocharged gasoline engines making nearly as much toque per volume of engine displacement as diesel engines make. Gasoline has the potential for huge torque and way more power than diesel.
Whatโs missing is the fuel economy. Variable compression ratio goes some way to address that.
Another thing that is missing is emissions. Past particulate matter emission regulations have only been for diesels dropping it from 0.10 pre-2007 to .01 in after 2007. Gasoline engines were omitted from all PM requirements. Now many gasoline direct injected engines emit more PM than modern diesels and some even emit more than pre-DPF diesels. How long will that last?
โAug-16-2018 06:51 PM
โAug-16-2018 06:13 PM
โAug-16-2018 03:54 PM
time2roll wrote:4x4ord wrote:Diesel will always have more BTU per gallon. The only trick is extracting the power efficiently with low emissions.
Gasoline has the potential for huge torque and way more power than diesel.
My bet is still on electric although battery density or fuel cell efficiency still needs improvement to make it work best in long haul situations.
โAug-16-2018 02:19 PM
โAug-16-2018 02:07 PM
4x4ord wrote:Diesel will always have more BTU per gallon. The only trick is extracting the power efficiently with low emissions.
Gasoline has the potential for huge torque and way more power than diesel.
โAug-16-2018 01:49 PM