As the industry pushes for better fuel economy, it's strange that two known mileage boosters -- higher-octane gasoline and stop-start technology -- aren't being exploited to their full potential.
There are obstacles to getting the full benefit from either, but those obstacles should be surmountable.
-- Octane: Higher octane improves combustion by allowing a higher compression ratio. But powertrain engineers can't squeeze the most compression out of regular gasoline because octane levels at the pump fluctuate. (That's why the pad you push to select a grade of gasoline at the pump hedges by saying "minimum octane rating.")
Greg Johnson, Lincoln brand powertrain manager, puts it this way: "We're limited by what is the mean octane rating of the fuel we're developing for."
Fuel-saving technologies such as turbocharging would be more productive if regular gasoline consistently had octane levels at the high end of its range, according to Stephen Ross, combustion technical leader at Ford Motor Co.
As the industry aims for 54.5 mpg corporate average fuel economy by 2025, the feds need to bring automakers and oil companies together to achieve consistent octane levels.
-- Stop-start: The problem here is regulatory: The EPA test for calculating CAFE doesn't measure stop-start benefits, and that has slowed penetration of stop-start systems. A stop-start system shuts off the engine when a car is stopped and restarts it when the driver releases the brake pedal.
Stop-start boosts fuel economy 8 to 10 percent, according to Mike Omotoso, senior manager for global powertrains at J.D. Power and Associates.
Brett Smith, co-director of the manufacturing, engineering and technology group at the Center for Automotive Research in Ann Arbor, Mich., says the federal government has said it intends to give a credit for stop-start systems in the 2017-25 rules.
That makes sense. After all, automakers get credits for using greener air-conditioning systems. Why not add a few mpg to the CAFE score of a vehicle with stop-start?
Showing posts with label Fuel. Show all posts
Showing posts with label Fuel. Show all posts
Monday, August 22, 2011
Tuesday, July 05, 2011
56-mpg plan isn't written in stone
Automakers say feds seem open to changes
Automakers say the Obama administration appears not to be wedded to the 56.2-mpg target for 2025 it floated last week and may be open to other refinements.
The manufacturers are pushing for a single national program while expressing concern in private talks with the White House that the standard may be too tough.
They are arguing that no decisions should be made until new forecasts of manufacturers' technology, costs and sales become available.
Environmental advocates who had been calling for a 62-mpg standard expressed support last week for a target of 56.2 mpg, or annual increases of 5 percent after the 2016 model year.
An administration study last fall found that the technology required to meet 5 percent yearly mpg increases would increase the cost of the average 2025-model vehicle by up to $2,600 and produce fuel savings of up to $7,000 over the life of the vehicle.
The Detroit 3 also are proposing that annual mpg increases be low in the early part of the nine-year period until advanced technology can be developed, and that periodic reviews be held.
This snapshot of the ongoing multiparty negotiations comes from industry officials who asked not to be identified. A rule for the 2017-25 model years is scheduled to be proposed in September and made final next July.
Automakers that met with California Gov. Jerry Brown said they got the impression that the state -- which has been an adversary in the past -- would not pose major obstacles to an agreement.
Some manufacturers' public comments also convey cautious optimism that their goal of a single nationwide program can be met.
"Ford believes that the meetings have been productive," a spokeswoman said. "We support increasing fuel economy requirements with one national program that is data-driven."
Automakers have been meeting with the administration and California regulators to build on the 2016-model standard of 35.5 mpg. They have considered 2025 standards of 47 to 62 mpg.
Automakers say the Obama administration appears not to be wedded to the 56.2-mpg target for 2025 it floated last week and may be open to other refinements.
The manufacturers are pushing for a single national program while expressing concern in private talks with the White House that the standard may be too tough.
They are arguing that no decisions should be made until new forecasts of manufacturers' technology, costs and sales become available.
Environmental advocates who had been calling for a 62-mpg standard expressed support last week for a target of 56.2 mpg, or annual increases of 5 percent after the 2016 model year.
An administration study last fall found that the technology required to meet 5 percent yearly mpg increases would increase the cost of the average 2025-model vehicle by up to $2,600 and produce fuel savings of up to $7,000 over the life of the vehicle.
The Detroit 3 also are proposing that annual mpg increases be low in the early part of the nine-year period until advanced technology can be developed, and that periodic reviews be held.
This snapshot of the ongoing multiparty negotiations comes from industry officials who asked not to be identified. A rule for the 2017-25 model years is scheduled to be proposed in September and made final next July.
Automakers that met with California Gov. Jerry Brown said they got the impression that the state -- which has been an adversary in the past -- would not pose major obstacles to an agreement.
Some manufacturers' public comments also convey cautious optimism that their goal of a single nationwide program can be met.
"Ford believes that the meetings have been productive," a spokeswoman said. "We support increasing fuel economy requirements with one national program that is data-driven."
Automakers have been meeting with the administration and California regulators to build on the 2016-model standard of 35.5 mpg. They have considered 2025 standards of 47 to 62 mpg.
Friday, February 11, 2011
To Create Biodiesel Or To Procure Biodiesel This is The Only Question
You can purchase biofuel to run in any diesel engine without adjustments or conversion of the fuel system. There are thousands of biodiesel fill up stations in Europe and the USA and their numbers increase every year. Some countries even mix their petroleum diesel fuels with a small percentage of biodiesel.
So why in the world would you ever think about making your own biodiesel fuel?
Quite frankly, it’s much cheaper! If you want to start using renewable bio-fuels to run your diesel engine automobiles currently you have choices.
By modifying your diesel powered vehicle you could use virgin vegetable oils for fuel like Rudolf Diesel or use a blend of vegetable oils and petroleum or kerosene as fuel. But many choose waste oils and even animal fats to use for bio-diesel production. This is a green and eco-friendly alternative fuel.
Biodiesel has attained global recognition in the last 4 years, its still hard to buy commercially and often times the same price as traditional diesel because of transportation cost and government taxation.
If you cannot find biofuel fuel in your community it may be your time to find out how simple it is to produce and start your own biodiesel production plant for your home or business vehicles. The cost benefits & fuel independence will make you feel like the oil shiek in your community.
The books like the “The Down and Dirty Guide to Biodiesel Recipes” help you get started. Biodiesel production is a risk-free process, but like most things you must be aware of the potential hazards and take safety precautions. The 3 principal ingredients are Lye, methanol and vegetable oil.
If you would like to start making biodiesel here are some tips:
- Buy a entry level biodiesel processor from a trustworthy company
- Make sure the processor you decide on has an explosion proof pump, basically this is a non-sparking pump
- Make sure you invest a processor that incorporates a dry wash system to clean your biodiesel not water. This will create a better quality fuel
- Start with fresh quality vegetable oil.
- Start by performing lots of tests with small test amounts of biodiesel and a portion of each ingredient
- Take your time and energy and put time in your training your biofuel will turn out better and you will save time and your money
- Once you understand it then begin processing used WVO which will give you further savings especially if you find it for free.
You can be energy self-sufficient by learning How To Make Biodiesel At Home easily and successfully in your own backyard.
Get Your “FREE” Biodiesel Downloadable biodiesel book. Or stop by 70CentsaGallon’s site to find out all about production of biodiesel and what biodiesel can do for you.. Unique version for reprint here: To Create Biodiesel Or To Procure Biodiesel This is The Only Question.
So why in the world would you ever think about making your own biodiesel fuel?
Quite frankly, it’s much cheaper! If you want to start using renewable bio-fuels to run your diesel engine automobiles currently you have choices.
By modifying your diesel powered vehicle you could use virgin vegetable oils for fuel like Rudolf Diesel or use a blend of vegetable oils and petroleum or kerosene as fuel. But many choose waste oils and even animal fats to use for bio-diesel production. This is a green and eco-friendly alternative fuel.
Biodiesel has attained global recognition in the last 4 years, its still hard to buy commercially and often times the same price as traditional diesel because of transportation cost and government taxation.
If you cannot find biofuel fuel in your community it may be your time to find out how simple it is to produce and start your own biodiesel production plant for your home or business vehicles. The cost benefits & fuel independence will make you feel like the oil shiek in your community.
The books like the “The Down and Dirty Guide to Biodiesel Recipes” help you get started. Biodiesel production is a risk-free process, but like most things you must be aware of the potential hazards and take safety precautions. The 3 principal ingredients are Lye, methanol and vegetable oil.
If you would like to start making biodiesel here are some tips:
- Buy a entry level biodiesel processor from a trustworthy company
- Make sure the processor you decide on has an explosion proof pump, basically this is a non-sparking pump
- Make sure you invest a processor that incorporates a dry wash system to clean your biodiesel not water. This will create a better quality fuel
- Start with fresh quality vegetable oil.
- Start by performing lots of tests with small test amounts of biodiesel and a portion of each ingredient
- Take your time and energy and put time in your training your biofuel will turn out better and you will save time and your money
- Once you understand it then begin processing used WVO which will give you further savings especially if you find it for free.
You can be energy self-sufficient by learning How To Make Biodiesel At Home easily and successfully in your own backyard.
Get Your “FREE” Biodiesel Downloadable biodiesel book. Or stop by 70CentsaGallon’s site to find out all about production of biodiesel and what biodiesel can do for you.. Unique version for reprint here: To Create Biodiesel Or To Procure Biodiesel This is The Only Question.
Sunday, January 23, 2011
EPA approves E15 fuel for use in 2001-2006 cars
Automakers to ask courts to overturn rule
WASHINGTON – Gasoline can be sold with as much as 15 percent ethanol – up from the current 10 percent limit - in vehicles made between 2001 and 2006, the U.S. Environmental Protection Agency said today.
The Obama administration's announcement dealt another defeat on ethanol concentration to automakers, who said they would probably contest the decision in court.
Last October, the EPA approved use of so-called E-15 gasoline for cars, SUVs and light pickup trucks made during the 2007 model year and later.
EPA Administrator Lisa Jackson said today that use of E-15 gasoline would “allow more home-grown fuels in America's vehicles” without harm to emissions control equipment in cars and light trucks made since 2001.
Jackson said there had been “thorough testing” of the fuel by the U.S. Department of Energy.
EPA also said it will ensure that E-15 gasoline is properly labeled at the gas pump to prevent it from being pumped into vehicles that might be harmed.
An international automaker group said the government hasn't done enough testing to ensure that vehicles fueled with E-15 gasoline would be safe.
“All the data is not in to prove that E-15 won't have a negative effect on any vehicles,” said Mike Stanton, president of the Association of International Automobile Manufacturers.
Automakers seek court relief
He also expressed concern that, even with labels at the gas pump, consumers might accidentally fuel cars that haven't been approved for E-15 fuel.
Last month, U.S. carmakers and engine manufacturers asked a federal appeals court to require the EPA to reconsider its earlier ethanol decision on cars made since 2007.
Stanton said the lawsuit would probably be expanded to include vehicles covered by today's EPA decision.
There are more than 150 million vehicles made since 2001 on U.S. roads, and they account for 74 percent of vehicle gasoline consumption, EPA spokesman Cathy Milbourn said in an interview.
By 2014, there will likely be 187 million cars and light trucks made since 2001, and they will account for 85 percent of gasoline consumption, she said.
The decision today was hailed by a group of ethanol makers called Growth Energy.
“Increased use of ethanol will strengthen our energy security, create U.S. jobs and improve the environment,” said Tom Buis, CEO of Growth Energy.
The EPA did not grant approval today for E-15 gasoline use in motorcycles, heavy-duty vehicles or non-road engines because testing has not yet determined it is safe, the agency said in a statement.
WASHINGTON – Gasoline can be sold with as much as 15 percent ethanol – up from the current 10 percent limit - in vehicles made between 2001 and 2006, the U.S. Environmental Protection Agency said today.
The Obama administration's announcement dealt another defeat on ethanol concentration to automakers, who said they would probably contest the decision in court.
Last October, the EPA approved use of so-called E-15 gasoline for cars, SUVs and light pickup trucks made during the 2007 model year and later.
EPA Administrator Lisa Jackson said today that use of E-15 gasoline would “allow more home-grown fuels in America's vehicles” without harm to emissions control equipment in cars and light trucks made since 2001.
Jackson said there had been “thorough testing” of the fuel by the U.S. Department of Energy.
EPA also said it will ensure that E-15 gasoline is properly labeled at the gas pump to prevent it from being pumped into vehicles that might be harmed.
An international automaker group said the government hasn't done enough testing to ensure that vehicles fueled with E-15 gasoline would be safe.
“All the data is not in to prove that E-15 won't have a negative effect on any vehicles,” said Mike Stanton, president of the Association of International Automobile Manufacturers.
Automakers seek court relief
He also expressed concern that, even with labels at the gas pump, consumers might accidentally fuel cars that haven't been approved for E-15 fuel.
Last month, U.S. carmakers and engine manufacturers asked a federal appeals court to require the EPA to reconsider its earlier ethanol decision on cars made since 2007.
Stanton said the lawsuit would probably be expanded to include vehicles covered by today's EPA decision.
There are more than 150 million vehicles made since 2001 on U.S. roads, and they account for 74 percent of vehicle gasoline consumption, EPA spokesman Cathy Milbourn said in an interview.
By 2014, there will likely be 187 million cars and light trucks made since 2001, and they will account for 85 percent of gasoline consumption, she said.
The decision today was hailed by a group of ethanol makers called Growth Energy.
“Increased use of ethanol will strengthen our energy security, create U.S. jobs and improve the environment,” said Tom Buis, CEO of Growth Energy.
The EPA did not grant approval today for E-15 gasoline use in motorcycles, heavy-duty vehicles or non-road engines because testing has not yet determined it is safe, the agency said in a statement.
Monday, January 03, 2011
Getting to 35.5: The ABCs of mpg
When gasoline prices blew past $3 a gallon last week, the highest level in 26 months, it was tough news for consumers but a marketing boost for automakers trying to sell pricey new technology needed to meet tougher fuel economy rules that took effect Jan. 1.
The new era will raise fleet fuel economy standards, in annual steps, to 35.5 mpg for 2016 models, a 30 percent rise from the 27.3 mpg of the 2011 model year.
The first step is a total fleet average of 30.1 mpg for 2012 models, which officially can go on sale this week. Automakers already are accelerating their use of costly lightweight materials and advanced powertrains on the way to 2016.
The latest data from the National Highway Traffic Safety Administration for the 2010 model year show that some companies -- including Toyota, Honda, Hyundai-Kia and Mazda -- are at or above the 2012 standard and are well positioned with their product mix.
For others below the 2012 standard -- such as Chrysler, BMW, Daimler and Porsche -- the requirements will mean an acceleration of steps to slash weight, shuffle products and shrink powertrains.
Those changes don't come cheap. And when gasoline prices are low, the pricey technology is a tough sell.
Transitioning to the new standards is "a tough task, but we're facing it as grown-ups," said Rick Spina, who leads development of full-sized trucks for General Motors Co.
Spina said GM plans to trim 500 pounds from its light trucks by 2016, and by the early 2020s, might need to cut as much as 1,000 pounds per truck.
"We're going to do everything we can to keep the customer from realizing we've had to make changes in a fundamental way," Spina said.
The industry will meet the CAFE challenge with some sophisticated technology: eight-speed automatic transmissions, variable valve timing, electric power steering, stop-start systems, turbochargers, direct injection, hybrid systems and diesels, primarily in light trucks. The technologies are migrating into smaller segments, and smaller engines are moving into larger vehicles.
For 2016 models, the standard for cars rises to 39.5 mpg. But the light-trucks standard for 2016 models -- 29.8 mpg -- will be the greatest challenge. Automakers are scrambling to strip hundreds of pounds from future pickups without sacrificing strength or towing capability.
Ford, like GM, has only one design cycle to make significant changes to its pickup line. And Ford is working quickly to revamp its engine and model offerings.
Next month, Ford will launch a turbocharged engine in the F-150 alongside the recently introduced, naturally aspirated 3.7-liter V-6. 5.0- and 6.2-liter V-8 gasoline engines. Ford says the F-150's turbo, based on the 3.5-liter, V-6 direct injection turbo engine in the Ford Taurus SHO sedan, will still meet truck durability requirements.
Overall, Ford says, fuel economy will improve 20 percent across the F-150 range.
Ford says it will offer EcoBoost turbocharged engines with direct injection on 90 percent of its North American cars and trucks within a couple of years.
Ford will offer four-cylinder EcoBoost engines on smaller vehicles such as the Focus ST, due in 2012. In addition, the 2011 Explorer initially has two engines available, a normally aspirated 3.5-liter V-6 and the new 2.0-liter EcoBoost inline four-cylinder engine. Each of the engines is expected to provide a 30 percent boost in fuel economy over the outgoing body-on-frame Explorers.
Here are other ways automakers are improving fuel efficiency to get to the 2012-model requirements of 25.7 mpg for light trucks, 33.8 mpg for cars and 30.1 mpg for fleets. NHTSA's fuel-economy figures for the 2010 model year indicate how far they have to go.
Chrysler: Help from Fiat
(2010: Trucks, 24.1; Cars, 28.0)
Under the management of Fiat and helped by its technical know-how, Chrysler Group promises a fleet of more fuel-efficient cars. But most of them will not hit the market until 2012.
Chrysler's goal, outlined in its Nov. 4, 2009 business presentation, is to improve fleet fuel economy 25 percent by the end of 2014.
The Pentastar V-6, which first appeared last year in the 2011 Jeep Grand Cherokee, is replacing seven V-6 engine families over a two-year period. The Pentastar alone will improve Chrysler Group's overall fuel economy by 2 mpg, according to company spokesman Vince Muniga. The Pentastar will account for about 40 percent of all Chrysler Group engines by 2014.
Beyond that, the company has announced plans to use a Fiat-designed six-speed dual clutch transmission and an eight-speed automatic for larger vehicles designed by supplier ZF Friedrichshafen.
Starting with the 2012 Fiat 500 minicar, Chrysler will begin using Fiat's MultiAir technology, which improves performance and fuel economy by regulating the intake valves. Fiat says the system improves fuel economy by 10 percent and torque by 15 percent compared with the same 1.4-liter four-cylinder engine without the system.
BMW: 8-speeds, smaller lineup
(2010: Trucks, 23.6; Cars, 28.7)
BMW has spent nearly $1.6 billion this year on fuel-saving technology. And it's about to get a complete makeover with multispeed transmissions, smaller crossovers and downsized engines.
Edmunds.com reports that BMW will have seven models with eight-speed transmissions in the 2011 model year, up from two in the 2010 model year. It also will increase the number of turbochargers from six in the 2009 to 15 this year.
BMW also is adding smaller products and engines. It will bring a new front-wheel-drive family of cars in a class known as UKL, a German abbreviation for lower-compact-class cars.
"It will be a relatively big segment because we have several body styles," Ian Robertson, BMW AG board member for sales and marketing, told Automotive News last fall.
The vehicles will be launched in the next few years, and will come to the United States with four-cylinder engines.
And BMW will concentrate on small crossovers in the next 18 months with a redesigned X3 and the new X1.
Both are based on the redesigned 3-series sedan, which will arrive in 2012 with a twin-turbocharged, direct-injection, four-cylinder gasoline engine which it has used in other markets besides North America.
In 2013, a new sub brand of electric and hybrid vehicles being developed by BMW's Project i group will debut.
EVERY YEAR, A LITTLE TOUGHER
Federal fleet-average mpg standards, by model year
2012 2013 2014 2015 2016
Cars 33.8 34.7 36 37.7 39.5
Light trucks 25.7 26.4 27.3 28.5 29.8
Fleet 30.1 31.1 32.2 33.8 35.5
Daimler: 4 cylinders and small cars
(2010: Trucks, 21.5; Cars: 26.9)
Daimler AG nearly doubled its spending on fuel efficiency on its Mercedes-Benz vehicles in 2010, to $1.3 billion.
In Europe, Mercedes is rolling out an S-class sedan with a four-cylinder engine, a first in the model's 60-year history, and may add the vehicle for North America, dealers say.
Mercedes will ship three compact front-wheel-drive vehicles to the United States starting in 2012, including one with an alternative drivetrain.
Either a compact SUV or a coupe derived from the B-class platform will go on sale first. Neither will wear a B-class badge.
Mercedes will add an electric compact van. It's considering a fuel-cell model or an electric with a range-extending gasoline engine. Details aren't final.
Like BMW, Mercedes will also increase the use of multispeed transmissions. According to press reports, it is developing a nine-speed automatic (dubbed 9G-Tronic) that will debut in the 2012 S Class sedan.
Reuters contributed to this report
2010 MODEL YEAR CAFE RANKINGS
Domestic passenger cars
Rank/manufacturer mpg
1. Tesla 346.8
2. Toyota 36.4
3. Nissan 34.8
4. Honda 34.7
5. Ford 32.3
6. Mazda 31.4
7. GM 30.6
8. Chrysler 28.0
Imported passenger cars
Rank/manufacturer mpg
1. Toyota 44.4
2. Honda 40.9
3. Kia 36.6
4. Hyundai 36.0
5. Mazda 34.5
Light trucks
Rank/manufacturer mpg
1. Hyundai 30.0
2. Subaru 29.9
3. Mitsubishi 28.3
4. Honda 26.9
5. Mazda 26.6
9. GM 25.4
12. Chrysler 24.1
13. Ford 24.0
The EPA calculates CAFE based on gas mileage estimates for each car in an automaker's lineup and the number of those cars produced that year.
The lineups are split into three groups: Domestic passenger cars, which includes cars built using mostly domestically sourced parts, for either an American or foreign nameplate; imported passenger cars, built mostly with parts from abroad; and light trucks, which includes everything from pickups and minivans to crossover SUVs, no matter where their parts come from.
Source: NHTSA, EPA
The new era will raise fleet fuel economy standards, in annual steps, to 35.5 mpg for 2016 models, a 30 percent rise from the 27.3 mpg of the 2011 model year.
The first step is a total fleet average of 30.1 mpg for 2012 models, which officially can go on sale this week. Automakers already are accelerating their use of costly lightweight materials and advanced powertrains on the way to 2016.
The latest data from the National Highway Traffic Safety Administration for the 2010 model year show that some companies -- including Toyota, Honda, Hyundai-Kia and Mazda -- are at or above the 2012 standard and are well positioned with their product mix.
For others below the 2012 standard -- such as Chrysler, BMW, Daimler and Porsche -- the requirements will mean an acceleration of steps to slash weight, shuffle products and shrink powertrains.
Those changes don't come cheap. And when gasoline prices are low, the pricey technology is a tough sell.
Transitioning to the new standards is "a tough task, but we're facing it as grown-ups," said Rick Spina, who leads development of full-sized trucks for General Motors Co.
Spina said GM plans to trim 500 pounds from its light trucks by 2016, and by the early 2020s, might need to cut as much as 1,000 pounds per truck.
"We're going to do everything we can to keep the customer from realizing we've had to make changes in a fundamental way," Spina said.
The industry will meet the CAFE challenge with some sophisticated technology: eight-speed automatic transmissions, variable valve timing, electric power steering, stop-start systems, turbochargers, direct injection, hybrid systems and diesels, primarily in light trucks. The technologies are migrating into smaller segments, and smaller engines are moving into larger vehicles.
For 2016 models, the standard for cars rises to 39.5 mpg. But the light-trucks standard for 2016 models -- 29.8 mpg -- will be the greatest challenge. Automakers are scrambling to strip hundreds of pounds from future pickups without sacrificing strength or towing capability.
Ford, like GM, has only one design cycle to make significant changes to its pickup line. And Ford is working quickly to revamp its engine and model offerings.
Next month, Ford will launch a turbocharged engine in the F-150 alongside the recently introduced, naturally aspirated 3.7-liter V-6. 5.0- and 6.2-liter V-8 gasoline engines. Ford says the F-150's turbo, based on the 3.5-liter, V-6 direct injection turbo engine in the Ford Taurus SHO sedan, will still meet truck durability requirements.
Overall, Ford says, fuel economy will improve 20 percent across the F-150 range.
Ford says it will offer EcoBoost turbocharged engines with direct injection on 90 percent of its North American cars and trucks within a couple of years.
Ford will offer four-cylinder EcoBoost engines on smaller vehicles such as the Focus ST, due in 2012. In addition, the 2011 Explorer initially has two engines available, a normally aspirated 3.5-liter V-6 and the new 2.0-liter EcoBoost inline four-cylinder engine. Each of the engines is expected to provide a 30 percent boost in fuel economy over the outgoing body-on-frame Explorers.
Here are other ways automakers are improving fuel efficiency to get to the 2012-model requirements of 25.7 mpg for light trucks, 33.8 mpg for cars and 30.1 mpg for fleets. NHTSA's fuel-economy figures for the 2010 model year indicate how far they have to go.
Chrysler: Help from Fiat
(2010: Trucks, 24.1; Cars, 28.0)
Under the management of Fiat and helped by its technical know-how, Chrysler Group promises a fleet of more fuel-efficient cars. But most of them will not hit the market until 2012.
Chrysler's goal, outlined in its Nov. 4, 2009 business presentation, is to improve fleet fuel economy 25 percent by the end of 2014.
The Pentastar V-6, which first appeared last year in the 2011 Jeep Grand Cherokee, is replacing seven V-6 engine families over a two-year period. The Pentastar alone will improve Chrysler Group's overall fuel economy by 2 mpg, according to company spokesman Vince Muniga. The Pentastar will account for about 40 percent of all Chrysler Group engines by 2014.
Beyond that, the company has announced plans to use a Fiat-designed six-speed dual clutch transmission and an eight-speed automatic for larger vehicles designed by supplier ZF Friedrichshafen.
Starting with the 2012 Fiat 500 minicar, Chrysler will begin using Fiat's MultiAir technology, which improves performance and fuel economy by regulating the intake valves. Fiat says the system improves fuel economy by 10 percent and torque by 15 percent compared with the same 1.4-liter four-cylinder engine without the system.
BMW: 8-speeds, smaller lineup
(2010: Trucks, 23.6; Cars, 28.7)
BMW has spent nearly $1.6 billion this year on fuel-saving technology. And it's about to get a complete makeover with multispeed transmissions, smaller crossovers and downsized engines.
Edmunds.com reports that BMW will have seven models with eight-speed transmissions in the 2011 model year, up from two in the 2010 model year. It also will increase the number of turbochargers from six in the 2009 to 15 this year.
BMW also is adding smaller products and engines. It will bring a new front-wheel-drive family of cars in a class known as UKL, a German abbreviation for lower-compact-class cars.
"It will be a relatively big segment because we have several body styles," Ian Robertson, BMW AG board member for sales and marketing, told Automotive News last fall.
The vehicles will be launched in the next few years, and will come to the United States with four-cylinder engines.
And BMW will concentrate on small crossovers in the next 18 months with a redesigned X3 and the new X1.
Both are based on the redesigned 3-series sedan, which will arrive in 2012 with a twin-turbocharged, direct-injection, four-cylinder gasoline engine which it has used in other markets besides North America.
In 2013, a new sub brand of electric and hybrid vehicles being developed by BMW's Project i group will debut.
EVERY YEAR, A LITTLE TOUGHER
Federal fleet-average mpg standards, by model year
2012 2013 2014 2015 2016
Cars 33.8 34.7 36 37.7 39.5
Light trucks 25.7 26.4 27.3 28.5 29.8
Fleet 30.1 31.1 32.2 33.8 35.5
Daimler: 4 cylinders and small cars
(2010: Trucks, 21.5; Cars: 26.9)
Daimler AG nearly doubled its spending on fuel efficiency on its Mercedes-Benz vehicles in 2010, to $1.3 billion.
In Europe, Mercedes is rolling out an S-class sedan with a four-cylinder engine, a first in the model's 60-year history, and may add the vehicle for North America, dealers say.
Mercedes will ship three compact front-wheel-drive vehicles to the United States starting in 2012, including one with an alternative drivetrain.
Either a compact SUV or a coupe derived from the B-class platform will go on sale first. Neither will wear a B-class badge.
Mercedes will add an electric compact van. It's considering a fuel-cell model or an electric with a range-extending gasoline engine. Details aren't final.
Like BMW, Mercedes will also increase the use of multispeed transmissions. According to press reports, it is developing a nine-speed automatic (dubbed 9G-Tronic) that will debut in the 2012 S Class sedan.
Reuters contributed to this report
2010 MODEL YEAR CAFE RANKINGS
Domestic passenger cars
Rank/manufacturer mpg
1. Tesla 346.8
2. Toyota 36.4
3. Nissan 34.8
4. Honda 34.7
5. Ford 32.3
6. Mazda 31.4
7. GM 30.6
8. Chrysler 28.0
Imported passenger cars
Rank/manufacturer mpg
1. Toyota 44.4
2. Honda 40.9
3. Kia 36.6
4. Hyundai 36.0
5. Mazda 34.5
Light trucks
Rank/manufacturer mpg
1. Hyundai 30.0
2. Subaru 29.9
3. Mitsubishi 28.3
4. Honda 26.9
5. Mazda 26.6
9. GM 25.4
12. Chrysler 24.1
13. Ford 24.0
The EPA calculates CAFE based on gas mileage estimates for each car in an automaker's lineup and the number of those cars produced that year.
The lineups are split into three groups: Domestic passenger cars, which includes cars built using mostly domestically sourced parts, for either an American or foreign nameplate; imported passenger cars, built mostly with parts from abroad; and light trucks, which includes everything from pickups and minivans to crossover SUVs, no matter where their parts come from.
Source: NHTSA, EPA
Wednesday, August 04, 2010
1989 ford ranger sending unit help
1989 Ford Ranger 6 cyl Two Wheel Drive Automatic
I need a new FUEL SENDING UNIT but when I talked to a local auto supplier they asked if the sending unit was on the passenger or driver side. Is there anyway I can tell which sending unit I need to purchase without dropping the fuel tank?
Apparently, the sending unit for the “drivers side” is twice the price of the passenger side but when I searched EBAY to purchase a sending unit it never indicated whether it was for the drivers or passenger side.
Response:
A fuel Sending unit is in the gas tank and sends an electrical signal to the fuel gauge on the dash to display how much fuel you have left.
A fuel Pump sends fuel to the fuel rail. On this vehicle it has 2 fuel pumps. One low pressure pump located in the gas tank mounted to the fuel sending unit. And One high pressure pump located on the frame rail of the truck.
So you will need to attach a fuel pressure gauge to the the fuel rail test port and test the pressure. It needs to be 30 psi. If all you see is 20 psi or less, you need to replace the READ ENTIRE ARTICLE
I need a new FUEL SENDING UNIT but when I talked to a local auto supplier they asked if the sending unit was on the passenger or driver side. Is there anyway I can tell which sending unit I need to purchase without dropping the fuel tank?
Apparently, the sending unit for the “drivers side” is twice the price of the passenger side but when I searched EBAY to purchase a sending unit it never indicated whether it was for the drivers or passenger side.
Response:
A fuel Sending unit is in the gas tank and sends an electrical signal to the fuel gauge on the dash to display how much fuel you have left.
A fuel Pump sends fuel to the fuel rail. On this vehicle it has 2 fuel pumps. One low pressure pump located in the gas tank mounted to the fuel sending unit. And One high pressure pump located on the frame rail of the truck.
So you will need to attach a fuel pressure gauge to the the fuel rail test port and test the pressure. It needs to be 30 psi. If all you see is 20 psi or less, you need to replace the READ ENTIRE ARTICLE
Monday, May 10, 2010
problem with gas gauge on 95 Buick Lesabre
The other day I had an emergency and went about 95 mph to get where I needed to be, on the way my gas gauge started jumping a lot. It had around a quarter of gas and it jumps past full and down to empty and just keeps moving. The other day we replaced radiator because the head broke on it. could that have anything to do with it? What would I need to look at?
Response:
Your Fuel Gauge has a Fuse marked Gauges in your Fuse Panel and is also connected at the Fuel Pump Relay then 4 wires continue to the Fuel Cell. 2 wires go to the Gauge and the other 2 run the Fuel Pump. Check your connections under the hood but I believe you will find the short wire harness inside the fuel cell is making intermediate connections
Response:
Your Fuel Gauge has a Fuse marked Gauges in your Fuse Panel and is also connected at the Fuel Pump Relay then 4 wires continue to the Fuel Cell. 2 wires go to the Gauge and the other 2 run the Fuel Pump. Check your connections under the hood but I believe you will find the short wire harness inside the fuel cell is making intermediate connections
Thursday, March 11, 2010
injecter cleaners
would it be recommended to run the injection cleaners through the gas tank or should i manually do it
Response 1) I drive a '89 Dakota, purchased new, with 273,000 miles on it. I've added injector cleaner once or twice a year and have never had a problem.
Response 2) I clean my injectors twice a year. However, I know the Complete maintenance history and always use the same brand and grade of fuel. If this is a used car and you have no idea of it's history I recommend that you use a cleaner that goes directly to the Injector/s. These do a much better job than an additive to your fuel. They contain Propane and ARE under pressure. Follow the Directions CAREFULLY! And note, Injectors DO fail. They are an electrical component unless you have a True Diesel. Then they run off a camshaft.
Response 2) I clean my injectors twice a year. However, I know the Complete maintenance history and always use the same brand and grade of fuel. If this is a used car and you have no idea of it's history I recommend that you use a cleaner that goes directly to the Injector/s. These do a much better job than an additive to your fuel. They contain Propane and ARE under pressure. Follow the Directions CAREFULLY! And note, Injectors DO fail. They are an electrical component unless you have a True Diesel. Then they run off a camshaft.
Monday, February 15, 2010
1996 Buick Regal acelleration problems
Recently started - when accelerating or going up at hill it will momentarily jerk.
Any ideas what might cause this?
Response:
1) Try a better grade of gas. IE Higher Octane instead of who has the lowest price. Check your owners manual for the recommended fuel octane rating. You may be suprised.
2) Get your catalytic convertor checked to and if it is bad and since the car has less than 100k on it they have to change it for free its a federal law that i learned about when i need mine changed but i was over about 1000 miles just my luck lol
Monday, February 01, 2010
1989 f 250 fuel tanks
Other question- The front tank gives me a lot of trouble when trying to pump fuel into it. The gas pump nozzle just keeps shutting off. Sure was a pain to get gas into the tank.
Response:
To answer your 1st question, there is a metering valve that changes which tank is drawing fuel and where the fuel is being returned. It is possible for that valve not to function properly thus allowing the fuel to be returned to the other tank. However, if it is fuel injected it will cause preformance problems and possible check engine light.
To answer your 2nd question, there is a restriction in your fill tube or the vent/return on the fill tube is restricted.
Friday, August 28, 2009
Electric Fuel Pump Testing - 1994 Pontiac Grand Prix
Connect pressure gauge J–34730–1, or equivalent, to fuel pressure test point on the fuel rail. Wrap a rag around the pressure tap to absorb any leakage that may occur when installing the gauge.
Turn the ignition ON and check that pump pressure is 24–40 psi. (165–276 kPa)
Start the engine and allow it to idle. The fuel pressure should drop to 28–32 psi (193–221 kPa) due to the lower manifold pressure.
NOTE: The idle pressure will vary somewhat depending on barometric pressure. Check for a drop in pressure indicating regulator control, rather than specific values.
If the fuel pressure drops, check the operation of the check valve, the pump coupling connection, fuel pressure regulator valve and the injectors. A restricted fuel line or filter may also cause a pressure drip. To check the fuel pump output, restrict the fuel return line and run 12 volts to the pump. The fuel pressure should rise to approximately 75 psi (517 kPa) with the return line restricted.
Before attempting to remove or service any fuel system component, it is necessary to relieve the fuel system pressure.
Turn the ignition ON and check that pump pressure is 24–40 psi. (165–276 kPa)
Start the engine and allow it to idle. The fuel pressure should drop to 28–32 psi (193–221 kPa) due to the lower manifold pressure.
NOTE: The idle pressure will vary somewhat depending on barometric pressure. Check for a drop in pressure indicating regulator control, rather than specific values.
If the fuel pressure drops, check the operation of the check valve, the pump coupling connection, fuel pressure regulator valve and the injectors. A restricted fuel line or filter may also cause a pressure drip. To check the fuel pump output, restrict the fuel return line and run 12 volts to the pump. The fuel pressure should rise to approximately 75 psi (517 kPa) with the return line restricted.
Before attempting to remove or service any fuel system component, it is necessary to relieve the fuel system pressure.
Sunday, August 16, 2009
truck starts the fuel pressure shows real good then it shuts off
I have a 1997 Ford F-150When truck starts the fuel pressure shows real good then when you hit the gas peddle it shuts off. They are both working fine until accelerator is pushed. Computer was tested and works fine. However no diagnostic codes are being shown.
Answer:
Fuel pressure should be 30 psi at idle and when accelerator is pressed it should rise to 40 psi. If the pressure drops instead of increasing :
1) a vacuum leak at fuel pressure regulator
2) failed fuel pressure regulator
3) failing fuel pump.
Sunday, February 08, 2009
I need auto repair manual information for a canister purge valve
I have a 1995 Ford F-150 302 V-8 and need auto repair manual information for the canister purge valve, canister purge valve failure
Response:
COMPONENT TESTING
Fig. 1: A manifold vacuum gauge can be used to check the evaporative canister components
Canister Purge Regulator Valve
1) Disconnect the hoses at the purge regulator valve. Disconnect the electrical lead.
2) Connect a vacuum pump to the vacuum source port.
3) Apply 5 in. Hg (16.9 kPa) to the port. The valve should hold the vacuum. If not, replace it.
Canister Purge Valve
Apply vacuum to port A. The valve should hold vacuum. If not, replace it.
Apply vacuum to port B. Valves E5VE–AA, E4VE–AA and E77E–AA should show a slight vacuum leak-down. All other valves should hold vacuum. If the valve doesn't operate properly, replace it.
Apply 16 in. Hg (54 kPa) to port A and apply vacuum to port B. Air should pass. On valves E5VE–AA, E4VE–AA and E77E–AA, the flow should be greater than that noted in Step 2.
NOTE: Never apply vacuum to port C. Doing so will damage the valve.
If the valve fails to perform properly in any of these tests, replace it.
REMOVAL & INSTALLATION
Carbon Canister
Fig. 1: Remove the hoses, then unscrew the canister from its mounting
Disconnect the negative battery cable.
Label and disconnect the vapor hoses from the carbon canister.
Remove the canister attaching screws and remove the canister.
Installation is the reverse of the removal procedure.
Fuel Tank Vapor Orifice and Rollover Valve Assembly
Disconnect the negative battery cable.
Remove the fuel tank as described in Section 5.
Remove the vapor orifice and rollover valve assembly from the fuel tank.
Installation is the reverse of the removal procedure.
Purge Control Valve
Disconnect the negative battery cable.
Label and disconnect the hoses from the purge control valve.
Remove the purge control valve.
Installation is the reverse of the removal procedure.
Purge Solenoid Valve
Disconnect the negative battery cable.
Label and disconnect the hoses from the purge solenoid valve.
Disconnect the electrical connector from the valve.
Remove the purge solenoid valve.
Installation is the reverse of the removal procedure.
Fuel Bowl Solenoid Vent Valve
Disconnect the negative battery cable.
Label and disconnect the hoses from the fuel bowl solenoid vent valve.
Disconnect the electrical connector from the valve.
Remove the fuel bowl solenoid vent valve.
Installation is the reverse of the removal procedure.
Fuel Bowl Thermal Vent Valve
Disconnect the negative battery cable.
Label and disconnect the hoses from the fuel bowl thermal vent valve.
Remove the fuel bowl thermal vent valve.
Installation is the reverse of the removal procedure.
Pressure/Vacuum Relief Fuel Cap
Unscrew the fuel filler cap. The cap has a pre-vent feature that allows the tank to vent for the first 3⁄4 turn before unthreading.
Remove the screw retaining the fuel cap tether and remove the fuel cap.
Installation is the reverse of the removal procedure. When installing the cap, continue to turn clockwise until the ratchet mechanism gives off 3 or more loud clicks.
Thursday, November 13, 2008
fuel pump assembly out but cannot figure out how to get the fuel pump out of the plastic assembly
Question:
I am trying to replace the fuel pump in my 2000 hyundai accent. I have the fuel pump assembly out but cannot figure out how to get the fuel pump out of the plastic assembly.
Answer:
This is a complete module unit and is replaced all in one piece. You do not remove it from the plastic module.
Monday, September 01, 2008
I want to change Air Fuel ratio on my 1996 4.6L SFI SOHC engine, How??
Firestorm Spark Plug Saturday, August 23, 2008
1985 Camaro, the engine will start but not stay running.
QUESTION:
I have a 1985 Camaro, 2.8 litre multi-port fuel injection. The motor has about 55,000 miles on it. I was driving down the road when it lost power. Now the engine will start but not stay running. I can hear the fuel pump running.
ANSWER:
First thing you will want to do is check for any computer codes. This can be done by you . Extract GM Codes . If there are any codes, repair as needed or let me know what the codes are if you are not sure what to do.
If there are no codes then, you need to have the fuel pressure tested. It needs to have at least 40 psi with just the key on and the engine not running(see testing procedure below). If not, replace the fuel pump.
Another way to test this is to have someone spray starting fluid in the air filter while you start it and keep spraying to see if it will stay running. If it stays running on the starting fluid, then you need a fuel pump.
TESTING
1) Relieve the fuel system pressure and check that there is an adequate quantity of fuel in the tank.
2) Connect a fuel pressure gauge to the pressure connector fitting located on the end of the fuel rail.
Fig. 1:Fuel pressure can be checked using an inexpensive pressure/vacuum gauge
3) Make sure the ignition switch has been in the OFF position for at least 10 seconds and that all accessories are OFF.
4) Turn the ignition switch ON and the pump will run for about 2 seconds. Note the system pressure with the pump running, it should be between 40-47 psi.
NOTE: The ignition switch may have to be cycled to the ON position more than once to obtain maximum pressure. It is also normal for the pressure to drop slightly when the pump first stops, but it should then hold steady.
5) If the pressure is not as specified, verify that fuel pump operation is heard in the tank.
6) If fuel pump operation is not heard, inspect the fuel pump relay and wiring.
7) If fuel pump operation is heard, inspect the filter and lines for restriction.
8) Start the engine and make sure the pressure decreases about 3-10 psi at idle.
9) If fuel pressure does not decrease, inspect the fuel pressure regulator and hose.
10) Disconnect the fuel pressure gauge.
3) Make sure the ignition switch has been in the OFF position for at least 10 seconds and that all accessories are OFF.
4) Turn the ignition switch ON and the pump will run for about 2 seconds. Note the system pressure with the pump running, it should be between 40-47 psi.
NOTE: The ignition switch may have to be cycled to the ON position more than once to obtain maximum pressure. It is also normal for the pressure to drop slightly when the pump first stops, but it should then hold steady.
5) If the pressure is not as specified, verify that fuel pump operation is heard in the tank.
6) If fuel pump operation is not heard, inspect the fuel pump relay and wiring.
7) If fuel pump operation is heard, inspect the filter and lines for restriction.
8) Start the engine and make sure the pressure decreases about 3-10 psi at idle.
9) If fuel pressure does not decrease, inspect the fuel pressure regulator and hose.
10) Disconnect the fuel pressure gauge.
Thursday, August 21, 2008
is the fuel pump in the gas tank?
QUESTION:
I have a 1991 Pontiac Transport Van, is the fuel pump in the gas tank?
ANSWER:
Your fuel pump is located in the gas tank. The gas tank will need to be removed to replace the fuel pump. Most all vehicles from 1990 on and some earlier models have the fuel pump in the tank. This is how most all fuel injected vehicles are now.
It is also a good idea to replace the fuel filter at the same time to help keep out any contaminants that might get in the line, this will help keep the fuel injectors from getting clogged that would turn into a poor running engine and poor fuel mileage.
Thursday, July 24, 2008
How much should I expect to pay to replace the fuel pump
Question:
How much should I expect to pay to replace the fuel pump on my 2004 suburban Z71 ?
Answer:
Use $100/hr labor rate which is what most dealerships are getting. If you can find the parts cheaper or you go to an independant, obviously you will save money. I can only go on what I have in front of me.
The labor to replace the pump without any diagnostic charge would be:
3.2 hours without the tank shield, 3.3 hours w/ the shield.
The part number I show for the pump is 88966963 for the flex fuel version at $402.58.
So you're looking at $722 or $733 plus tax.
Shop around and I'm sure you can find the pump cheaper.
Friday, July 11, 2008
having a problem with water getting into my gas
Question:
I have a 1985 Chevrolet Corvette, ever since i bought the car i have been having a problem with water getting into my gas tank and then the car not starting. This is not a condensation issue, because i get more water than you think. And its not a gas issue, because I get the best of the best gas, at Exxon-Mobil-Hess, do you have any idea why water is getting into my gas tank?
Answer: Aside from the obvious hole rusted in the top of the tank, there is only 1 of 2 ways water could enter it... first... bypassing the gasket for the fuel tank sending unit... secondly, if the gas cap isn't sealing properly against the filler tube. allowing water that builds up in the trough, around the filler tube, to leak into the tank.
Sunday, July 06, 2008
Lost power and wouldn't go faster than 50 mph.
Question:
I have a 2000 Ford Mustang 6 cylinder. Twice it has lost power and wouldn't go faster than 50 mph. It then starts running correctly. It has been in two different shops and I've been told nothing is wrong. Any ideas on the problem? Already Tried: Replaced the fuel filter, ran diagnostics and no errors reported
Answer:
It is possible that your fuel pump may be not pumping enough pressure when it gets hot or when doing this concern. What you need to do first is get a fuel pressure reading if possible when this occurs. This will tell a lot about what is going on. If you find that the fuel pressure is low, below 30 psi and does not rise as you snap the throttle, your fuel pump is not operating properly. If it does OK, I might suggest taking it to the dealer, I know it cost a little more but they have a better scan tool to look at all pids, sensors and injectors and ect., and can see what is going on. If they can't make it do it at that time, they can install a ,what we call a flight recorder, and when the problem happens, you mash a button and it will record data and they can see what went on.
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