Golf TDI Hybrid, Passat TSI ecoFuel and others for Geneva

In addition to the eye-opening retro-sports car Scirocco, Volkswagen’s stand at Geneva will be brimming over with talent specifically geared towards preserving the earth for future generations. Leading this charge, so to speak, is the Golf TDI Hybrid. Hybrid technology has come a long way since the days of Prius 1 and TDI Hybrid is one of the future technologies that have been waited on. Using a 7-speed DSG cog, this Golf is said to use only 3.4 litres per 100km in diesel, giving it a range well over 1000km on a tank.

The Golf TDI Hybrid will run on both electric power and diesel, and a combination of both. Similar to other hybrid models it sips on diesel when in highway cruise mode where speed and torque are in high demand. Enter city driving mode and the electric motor takes over the reigns, supplying force towards the front wheels. In this mode the car emits no harmful CO2. City dwellers who get behind the TDI Hybrid will have to find reasons to drive their cars so as to use up all their fuel. Estimated dates of availability should only be announced at the show itself.
Sharan, the 2.5 tonne MPV now receives treatment in BlueMotion packages that is designed to reduce fuel usage while providing decent levels of power. So BlueMotion leaves the Sharan with an average of 6.2 litres per 100km in fuel consumption, very good for a vehicle of its size.

As gas becomes safer, more important in fueling motor vehicles, Passat TSI EcoFuel, seen here in Estate guise, will be one of the pioneering vehicles in markets around the world. The 110kW Passat takes natural gas in its tank, and returns 5.2 kilograms of gas per 100km. I guess if VW has its way, such measurements will, in future, become the norm.

Lastly VW has the Golf Estate with 4Motion, which is VW’s permanent 4WD system that can transfer up to 100 percent of power sent to the back wheels when needed. We aren’t too sure how this would compare to an A4 allroad for example, but we suspect the differences could be chalk and cheese.



Press Release

With its Golf TDI Hybrid, Volkswagen demonstrates the kind of potential inherent in the combination of high-tech diesel engine, electric motor and 7-speed DSG technology. Exhibited for the first time at the Geneva Motor Show, the concept car consumes no more than 3.4 litres of diesel fuel per 100 kilometres. This powerful full-hybrid Golf TDI Hybrid can be operated either in internal-combustion mode only or in a combination mode of powerful yet thrifty TDI and electric motor. The car is also designed to run on emissions-free electric power only. Power transmission to the front axle is managed by 7-speed DSG technology. In city traffic, the vehicle’s automatic stop-start system will even automatically switch off diesel operations.

The Passat Estate TSI EcoFuel being premiered in Geneva marks the beginning of a new era for natural-gas-fuelled automobiles. Until now, passenger cars operated using eco-friendly, low-consumption natural gas have tended to be "mild mannered". The Passat changes that once and for all with its 110-kW / 150-PS TSI engines. And yet the direct-injection turbo engine in the Passat, specifically designed to run on natural gas, consumes no more than 5.2 kilograms of gas per 100 kilometres. The Passat and the Passat Estate TSI EcoFuel are due to be launched on the market around year-end.

Volkswagen is continuing its BlueMotion campaign in 2008. The latest model in the series is the Sharan BlueMotion on display for the first time at the Geneva show. With an extremely low average fuel consumption of 6.2 litres of diesel per 100 kilometres, the Sharan BlueMotion uses 0.7 of a litre less than "conventional" models. By the same token, CO2 emissions are reduced from 177 g/km to 159 g/km. These are first-rate values for a seven-seat van with up to 2,610 litres of cargo volume and a permissible gross vehicle weight of 2,510 kilograms. This Volkswagen is driven by a 103-kW / 140-PS TDI engine complete with a diesel particulate filter (DPF). The BlueMotion option is available in combination with the Trendline and Comfortline fittings packages. Deliveries of the vehicle are scheduled to commence this summer.

Effective immediately, Volkswagen will be offering the Golf Estate in a version with permanent four-wheel drive. This automobile is designed to enable as much as 100 per cent of the vehicle’s tractive force to be transmitted to the rear wheels if so required in extreme circumstances. Thus, the Golf Estate TDI 4Motion offers the best possible grip even in the most adverse conditions. The 4Motion system is coupled with a fuel-efficient, high-torque TDI engine with 77 KW / 105 PS. The Golf Estate TDI 4Motion accelerates from 0 to 100 km/h in 12.9 seconds, has a top speed of 185 km/h and consumes just 6.0 litres of diesel per 100 kilometres. One attribute which is bound to be particularly attractive to outfit drivers is that the Golf Estate TDI 4Motion is permitted to tow as much as 1,500 kilograms on gradients of up to twelve per cent – that’s 100 kilograms more than its front-wheel-drive counterpart.
Source: Volkswagen



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Mercedes C Class BlueEfficiency

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Mercedes-Benz’s BlueEfficiency system will, from spring this year, be available to sale within the C-Class range. Geneva will expose BlueEfficiency in the C 350 CGI next month.

Merc says the system cuts fuel consumption by up to 12 percent in the C 180 KOMPRESSOR and C 200 CDI cars where the latter 100kW saloon achieves an average of 5.1 litres per 100km at 135 grams of CO2, and the former 115kW car is a 6.5 litres/100km, 156 grams of CO2 engine with BlueEfficiency. Performance has not been sacrificed at the green altar. C 180 KOMPRESSOR still does 0 – 100 km/h in 9.5 seconds and C 200 CDI does the same in 10.4 seconds. Not quite AMG but that is not the aim here.

Tyres have not dragged to assist either, with partner Michelin providing lighter rubber for lower resistance, thus playing a notable role in fuel consumption reduction. Other “small” changes made to achieve these figures include making the underbody smoother for better air flow, lowering suspension for better aerodynamics and blocking off the radiator grille in part so as to lower air intake into the engine, thus reducing wind resistance.

These are great lengths to go in order to meet stringent upcoming EU emissions laws, as well as ensuring that our world remains largely as it is for the next 100 years or so.

Press Release

From spring 2008, Mercedes-Benz will be adding three extra-economical BlueEFFICIENCY saloons to the C-Class range. A raft of intelligent measures and technologies has enabled the fuel consumption of the high-volume C 180 KOMPRESSOR and C 200 CDI models to be reduced by up to twelve per cent, while retaining the high levels of comfort and safety typical of a Mercedes. The BlueEFFICIENCY version of the 100 kW/136 hp C 200 CDI consumes only 5.1 litres per 100 kilometres, while the C 180 KOMPRESSOR BlueEFFICIENCY with 115 kW/156 hp covers 100 kilometres with 6.5 litres of premium petrol. This corresponds to 135 and 156 grams of carbon dioxide, respectively, per kilometre. The third BlueEFFICIENCY C-Class model on show in Geneva is the C 350 CGI with direct petrol injection. The six-cylinder unit burns around ten per cent less fuel than the saloon with the current V6 engine.
For the new BlueEFFICIENCY models, Mercedes engineers have harnessed potentials from all fields of development to reduce weight, aerodynamic drag and rolling resistance yet further, and to organise the onboard energy management of these saloons even more efficiently. Together, these measures add up to a fuel saving on the NEDC driving cycle of 0.9 litres per 100 kilometres for the C 180 KOMPRESSOR, and 0.6 litres for the C 200 CDI.


The specialists in Sindelfingen have made very detailed improvements to the comprehensive lightweight construction concept of the C-Class, and have managed to shave off between 19 and 32 kilograms of weight depending on the model. This achievement is in part due to a newly developed windscreen made of laminated glass, which weighs around 1.2 kilograms less than before. This is made possible by a technology transfer from the Maybach luxury saloon: between the panes of glass lies a new, acoustically effective plastic membrane which efficiently absorbs wind noise. This has enabled Mercedes engineers to reduce the thickness of the windscreen, achieving a further weight reduction without compromising noise comfort in any way.
The noise-insulating lining of the firewall has also been weight-optimised with the help of special materials and the latest calculation methods. Using computer simulations, Mercedes-Benz recalculated the required firewall insulation and precisely redefined the material thickness of the sound-absorbing resinous foam in line with the noise input. This needs-driven redesign reduces the weight of the lining by around 20 per cent.
Forged lightweight wheels also have a positive effect on the weight. These tip the scales at around 1.8 kilograms less than conventional light-alloy wheels, saving a total of more than seven kilograms per vehicle. These new lightweight wheels (6 J x 16 ET 39), which have aerodynamic benefits too, are standard equipment for the new BlueEFFICIENCY variants of the C 180 KOMPRESSOR and C 200 CDI.
Newly developed tyres: 17 per cent less rolling resistance

In addition to lightweight construction measures, Mercedes-Benz also devoted particular attention to reducing rolling resistance and aerodynamic drag. In collaboration with Michelin, Mercedes engineers developed lightweight tyres with a particularly low rolling resistance. These are now receiving their series production premiere in the C-Class, and help to reduce fuel consumption.
Rolling resistance is primarily caused by tyre deformation as the tyre contacts
the road surface. This has a braking effect on the car, since additional energy is required to overcome this deformation resistance - therefore, the higher the rolling resistance, the higher the fuel consumption. Up to around 100 km/h, rolling resistance has a greater effect on fuel consumption than aerodynamic drag.
The belt of this newly developed tyre for the C-Class contains a multi-layered mesh of high-strength steel for less deformation. It is also lighter in weight than conventional designs, enabling a further 1.7 kilograms or so to be saved per set of tyres. The secret, however, mainly lies in the chemical composition: the rubber compound for the treads and side walls is designed to ensure that rolling resistance is reduced by 17 per cent, while retaining the same good handling and braking characteristics.

Aerodynamic fine-tuning: Cd figure an outstanding 0.25

At 120 km/h, the aerodynamic drag of the vehicle body already accounts for around 50 per cent of all the dynamic resistance a passenger car must overcome. Accordingly Mercedes-Benz has been very active in the field of aerodynamics for many years, and has achieved remarkable advances that have had a positive impact on the fuel consumption figures of cars bearing the Mercedes star.
With a drag coefficient (Cd figure) of 0.27, the C-Class is among the most aerodynamically efficient notchback saloons in its market segment. This is the result of a whole series of intelligent details, such as the tail lights with ventilation slits: these reduce drag by influencing the airflow along the side walls, causing it to break off at the tail lights without causing turbulences behind the vehicle's rear end. In this way the patented tail lights of the C-Class replace the usual spoiler lips.
In the new BlueEFFICIENCY versions of the C 180 KOMPRESSOR and C 200 CDI, Mercedes engineers have succeeded in bettering even the highly impressive Cd figure of the C-Class with a number of other detailed measures:
Smooth underbody cladding ensures that the air can flow beneath the vehicle body without turbulences. The full engine compartment and underbody panelling of the diesel models is also standard equipment in the BlueEFFICIENCY version of the C 180 KOMPRESSOR.

-Partially blanking off the radiator grille reduces the airflow into the engine compartment, thereby lowering wind resistance. Adequate cooling of the four-cylinder engines is of course uncompromised by this measure.
-Sealing the joins between the bonnet and headlamps, as well as between the bumper and headlamps, improves the airflow around the front end.
-The housings of the exterior mirrors were developed in the wind tunnel, and are particularly streamlined in form.
-Lowering the suspension by 15 millimetres reduces aerodynamic drag, and has a particularly noticeable effect at higher speeds.
-The design of the new lightweight wheels also meets aerodynamic requirements, and improves the airflow around the vehicle flanks.
Thanks to this package of aerodynamic measures the Cd figure for the new BlueEFFICIENCY models has been reduced by seven per cent to 0.25, representing another major contribution to fuel economy.
Efficient energy management: needs-driven power steering control

It is not only intelligent lightweight construction, tyres with a low rolling resistance and good aerodynamics that help to further improve the economy and environmental compatibility of today's passenger cars. Intelligent control of ancillary units and the reduction of friction losses can also make an important contribution in this respect.
Energy management is the key: in the BlueEFFICIENCY models of the C-Class, the power steering system is controlled on a needs-driven and therefore energy-saving basis. The standard power steering in the C-Class has an additional valve which switches off the servo pump when it is not required. While this pump operates continuously in all driving situations in conventional steering systems, the new valve interrupts the flow of hydraulic fluid when the car has followed a straight course for a while, switching off the servo pump. This has the advantage that the engine no longer needs to provide energy to drive the servo pump, meaning that it operates more economically. Thanks to this technology, the NEDC fuel consumption is cut by 0.14 litres per 100 kilometres - which equates to a reduction of 2.5 per cent in the case of the C 200 CDI.
As a further contribution to reduced weight and friction, the BlueEFFICIENCY C 180 KOMPRESSOR and C 200 CDI saloons are equipped with a newly developed final drive featuring further-improved antifriction bearings, forged differential gears and a sophisticated lightweight construction. These measures reduce the friction forces within the transmission, hence the engine expends less energy in overcoming them.

The longer final-drive ratios of the BlueEFFICIENCY versions also help to reduce fuel consumption. These are as follows:
C 180 KOMPRESSOR: 2.87 : 1 (rather than 3.07 : 1)
C 200 CDI: 2.47 : 1 (rather than 2.65 : 1)



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Source: Daimler AG

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Mercedes C Class BlueEfficiency

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The C 180 KOMPRESSOR and C 200 CDI models are both equipped with the six-speed manual transmission with overdrive characteristics as standard. With a ratio of 0.838 : 1 and 0.828 : 1, respectively, sixth gear considerably lowers the engine speed and fulfils a major precondition for fuel-efficient driving.

Useful information: new gearshift and fuel consumption display in the cockpit

A newly developed gearshift display in the cockpit informs the driver when he should change gear to save fuel. Experience gained during the Mercedes-Benz "ECO Training" courses has shown that drivers are able to make average fuel savings of up to 15 per cent with an economical and energy-conscious style of driving - without any loss of driving enjoyment.
In fact "ECO Training" will practically come as standard in the future BlueEFFICIENCY versions of the C-Class: in addition to gearshift recommendations, the instrument cluster features a newly developed display showing the present fuel consumption. This will appear in the centre of the speedometer as an easily legible bar chart. A brief glance at the display is sufficient to tell the driver the current fuel consumption in litres per 100 kilometres. The bar chart responds immediately when the driver changes to a higher gear or takes his foot off the accelerator to use the deceleration fuel cut-off function.

Up-to-date engines: downsized C 180 with the same output

Under the bonnets of the new model variants can be found well-proven four-cylinder engines, which are amongst the bestselling power units in the model range: around one quarter of all C-Class buyers opt for these four-cylinder engines.
For the C 180 KOMPRESSOR Mercedes-Benz has reduced the overall displacement from 1796 to 1597 cubic centimetres, while retaining the same output (115 kW/156 hp) and torque (230 Newton metres). This downsizing of the engine's displacement, combined with measures for optimising the combustion chamber, mixture formation and engine friction, adds up to a total potential fuel saving of 0.35 litres per 100 kilometres.
All in all, the NEDC fuel consumption of the C 180 KOMPRESSOR in BlueEFFICIENCY guise is just 6.5 litres of premium petrol per 100 kilometres. This is 0.9 litres or twelve per cent less than for the standard production model.
The displacement, output and torque of the CDI engine remain unchanged. The package of efficiency measures has enabled the NEDC fuel consumption of the BlueEFFICIENCY version of the C 200 CDI to be cut by 0.6 litres (10.5 per cent) to just 5.1 litres per 100 kilometres. This corresponds to CO2 emissions of 135 grams per kilometre.

Key engine, performance and fuel consumption figures at a glance:

C 180 KOMPRESSOR BlueEFFICIENCY C 200 CDI BlueEFFICIENCY
Displacement 1597 cc 2148 cc
Output 115 kW/156 hp at 5200 rpm 100 kW/136 hp at 3800 rpm
Max. torque 230 Nm at 3000-4500 rpm 270 Nm at 1600-3000 rpm
0-100 km/h 9.5 s 10.4 s
Top speed 230 km/h 220 km/h
NEDC consumption* 6.5 l/100 km 5.1 l/100 km
CO2 emissions 156 g/km 135 g/km
*combined consumption

C 350 CGI: ten per cent more economical thanks to direct petrol injection

As of late 2008, the BlueEFFICIENCY C-Class line-up will be rounded off by the world's first petrol engine with spray-guided direct injection. Cue the new C 350 CGI BlueEFFICIENCY, which is being presented by Mercedes-Benz at the Geneva Motor Show. Despite generating a higher power output and even greater torque, the new model consumes around ten per cent less fuel than the C 350 saloon with the current V6 engine. The C 350 CGI is therefore set to offer a hitherto unrivalled combination of power delivery, agility, safety, economy and environmental compatibility in this vehicle class.
The CGI engine summons up an output of 215 kW/292 hp and 365 Newtonmetres of peak torque at 3000 rpm. 15 kW/20 hp and 15 Newtonmetres more respectively than the current V6 unit with port injection. Thanks to state-of-the-art engine technology, fuel consumption of the C 350 CGI BlueEFFICIENCY has been cut to approx. 8.4 litres per 100 kilometres (provisional NEDC figure), approx. one litre below the figure for the current C 350. As such, the new six-cylinder engine makes a major contribution to reducing carbon dioxide emissions. These significantly improved output and fuel consumption figures are achieved whilst still using cost-efficient premium grade petrol (RON 95).

The CGI unit also offers an impressive driving experience combined with superb economy and environmental compatibility: the C 350 CGI BlueEFFICIENCY takes just 6.2 seconds to accelerate from 0 to 100 km/h and is capable of an electronically limited top speed of 250 km/h (provisional figures).Mercedes-Benz became the first car maker to put spray-guided direct petrol injection into series production in 2006. This technology is markedly superior to the direct injection system with wall-guided combustion used by other car makers, as the Mercedes technology achieves far better fuel utilisation due to its higher thermodynamic efficiency, meaning both reduced fuel consumption and lower exhaust emissions.
The six-cylinder engine demonstrates its particular strengths during stratified-charge operation when the powerplant operates with a high excess of air and is thus very fuel-efficient. In the Mercedes direct injection engine, this favourable lean-burn operation with a stratified charge in the combustion chamber is also possible for the first time at higher engine speeds and load ranges because the engine's combustion chambers are injected with several successive jets of fuel in fractions of a second during each power stroke, thereby substantially improving mixture formation, combustion and consumption. Whereas stratified-charge operation was previously only feasible over a limited partial load range, the CGI six-cylinder engine can now be operated in stratified charging mode over a wider range.

Piezoelectric injectors: enabling lightning fast multiple injection

High-speed, ultra-precise piezoelectric injectors are among the key components of the second-generation direct petrol injection system. The invention of these injectors has spawned virtually all the advances in the spray-guided combustion system. The piezoelectric valves open their injectors outwards to create an annular gap just a few microns wide, allowing the fuel jet to form with a uniform, hollow cone-shaped pattern. Thanks to millisecond switching times, the piezoelectric injectors also permit the multiple injection that promotes lean-burn operation and helps create the ideal conditions for the engine's exemplary consumption figures. A high-pressure pump with downstream distributor and pressure valve supplies the fuel and regulates the amount delivered in accordance with requirements. With a pressure of up to 200 bar, the system develops around 50 times the fuel pressure of a conventional port-injection system.
The combustion system developed by the Mercedes engineers, with multiple, closely spaced injections during each power stroke, also serves to enhance the V6 engine's smooth running and emissions characteristics. Measurements show that untreated emissions (hydrocarbons) are reduced by more than half in the warm-up phase. Active control of injection and combustion also produces higher temperatures in the exhaust manifold, thereby warming up the catalytic converters faster.

The data for the new C 350 CGI BlueEFFICIENCY at a glance:

Displacement 3498 cc
Bore/stroke 92.9/86.0 mm
Compression ratio 12.2
Output 215 kW/292 hp at 6400 rpm
Max. torque 365 Nm at 3000-5100 rpm
NEDC fuel consumption 8.4 l/100 km*
Acceleration 0-100 km/h 6.2*
Top speed 250 km/h**
*provisional figures; **electronically limited

Four-valve technology, variable camshaft adjustment for the intake and exhaust sides, two-stage intake manifold, balancer shaft and an intelligent heat management system with map-controlled thermostat are some of the other technical highlights that the direct injection engine has adopted from the port-injected C 350 engine. The crankcase and cylinder head are made out of aluminium; the cylinders are fitted with low-friction, dimensionally stable liners made out of a lightweight aluminium-silicon alloy.

BlueEFFICIENCY: additional fuel-saving measures

The package of BlueEFFICIENCY measures for the direct-injection petrol unit incorporates further fuel-saving technologies besides. These include the newly developed windscreen made of laminated glass, which weighs around 1.2 kilograms less than before, forged lightweight wheels and low rolling resistance tyres.
The needs-driven and therefore energy-saving control of the power steering also forms part of the standard specification on the C 350 CGI। Finally, Mercedes-Benz has further improved the saloon's very low aerodynamic drag by fitting new, streamlined exterior mirror housings. A variable radiator shutter improves the airflow around the front end and, depending on the driving situation, also allows control of the air supply to the six-cylinder engine in line with requirements.

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Source: Daimler AG

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Lotus Presents Results of their 'Low CO2' Research Collaboration

Lotus Engineering has developed a new system for reducing CO2 emissions, which will give manufactures a practical and affordable option to reduce their emissions. The Low CO2 concept is based on an Opel Astra and is powered by a Lotus designed pressure-charged three-cylinder 1.5L gasoline engine that has been outfitted with a number of Lotus and Continental technologies.

The engine features an integrated exhaust manifold, centrally-mounted injectors, cam profile switching for lift and timing, a high pressure fuel pump, and mild hybrid drive. As a result there is a 15% reduction in C02 emissions compared to a naturally aspirated 1.8L four cylinder Astra. The concept also features an additional 20hp and 48 ft-lbs of torque over the 1.8L Astra.

Lotus CEO, Mike Kimberley, said “…the most important part of this project is that the solution is a combination of technologies that are available and can be implemented in next generation models and with further work beyond the scope of this initial project.” Given the growth of the green movement and the potential of this new set of technologies, expect development to continue.







Press Release

Low CO2 with high performance is affordable and available
240Nm, 160ps and 15% CO2 Reduction


Lotus Engineering, the automotive consultancy division of Lotus, and Continental Division Powertrain have presented the results of their “Low CO2” research collaboration. The Low CO2 vehicle concept is being proposed as a practical option for manufacturers to reduce their fleet average CO2 emissions.


The Low CO2 vehicle concept is demonstrated in an Opel Astra and uses a Lotus Engineering-designed pressure-charged three-cylinder 1.5-litre gasoline engine integrated with a number of Lotus and Continental technologies. It features an innovative integrated exhaust manifold design, centrally-mounted injectors, cam profile switching for lift and timing, a high pressure fuel pump, and a mild hybrid drive. The Low CO2 Astra produces a g/km CO2 reduction of 15% against the naturally aspirated 1.8 litre 4 cylinder engine version of the same vehicle. While forging comparisons to the most frugal B-segment cars, the Low CO2 Astra – on the NEDC (New European Driving Cycle) – produces performance figures that are comparable to market leading C-segment cars with larger engines.

The primary objective of the Low CO2 project was to deliver greatly reduced CO2 emissions while maintaining an engaging driving experience from an affordable set of technologies. The solution employs a cleverly integrated set of powertrain systems within a downsized overall package.


The collaboration concluded in early February with the completion of extensive dynamometer and road testing at Continental’s facility in Toulouse, France and Lotus Engineering’s Hethel Headquarters in the UK. The programme was grant-aided through the UK’s Energy Saving Trust’s Low Carbon R&D Programme funded by the UK Government’s Department for Transport.


Mike Kimberley, Chief Executive Officer of Group Lotus plc, said: “Through intelligent integration of a range of proven and newly available technologies, we have delivered a car that engages and excites the keen motorist with the superb power and torque figures and crucially has a lower impact on the environment. The most important part of this project is that the solution is a combination of technologies that are available and can be implemented in next generation models and with further work beyond the scope of this initial project, dramatic reductions in CO2 can theoretically be achieved.


He continued: “I am very pleased with what has been achieved in this project. Lotus Engineering is leading the industry across a number of advanced green powertrain technologies, including electric vehicles, hybrids, bio-fuels and developing more efficient gasoline and diesel engines. We believe a crucial factor in the adoption of green cars in the future will be ensuring they remain fun to drive. This Low CO2 collaboration with Continental Division Powertrain proves that objective has been reached.”

Dr. Hans Nuglisch, Senior Manager of this Low CO2 project at Continental Division Powertrain, said: “The cooperation with our partner, Lotus Engineering, has shown once again, that there is still an enormous potential for additional innovation within the internal combustion engine. Obviously electronics and mechatronics are making vehicles more economical without compromising driving fun. Additionally turbo charging combined with direct injection means noticeably better fuel economy and lower CO2 emissions for the gasoline engine. With our advanced expertise in low CO2 know how, we provide clear benefits for our customers and will further strengthen and improve our role as systems integration experts." Transport Minister Jim Fitzpatrick said, "I am determined that transport should play its part in tackling climate change, so it is essential that our strategy focuses on driving forward new technologies to make engines greener. This engine is one of the more environmentally-friendly petrol engines around, raising the standard for others to meet. I am pleased the Government was able to support this project through the Low Carbon Research and Development programme and look forward to the day when this type of technology becomes commonplace on our roads"


"With over 20% of the UK's total carbon emissions produced by road transport every year, technological advances in this area are vital,” explains Philip Sellwood, Chief Executive of the Energy Saving Trust, which is managing the initiative. “This project is an exciting opportunity for innovative technologies to be developed and showcased."

Lotus brought to the project its world-class powertrain design, development, testing and validation capabilities, with specific expertise in engine downsizing and systems integration. Continental Division Powertrain supplied its extensive experience in powertrain management and control systems, especially in the areas of direct fuel injection systems, hybrid drives, energy management, emission after-treatment and a number of new technologies.

Technical details
Technical specification of the Low CO2 engine when installed in Opel Astra:
Cylinders: 3
Displacement: 1.5 litres
Bore: 88mm
Stroke: 82mm
Compression ratio: 10.2:1

Fuel pump pressure: 200bar
Emissions (NEDC): 149 g/km CO2 meeting Euro 5 Emission standards
Max power: 160ps @ 5000rpm
Max torque: 240Nm @ 2500rpm - 4000rpm
Mild hybrid motor output: 12kW
Mild hybrid energy storage system: 60v supercapacitors


Key features of the Low CO2 engine in detail:
CPS switching tappets:
Lotus Engineering’s Cam Profile Switching system incorporates lobed tappets that vary valve lift and timing. The system is produced under licence by INA and features in Porsche products in its ‘VarioCam Plus’ system.
High pressure fuel pump:
Continental Division Powertrain’s single cylinder fuel pump driven directly from the tri lobe cam on the exhaust camshaft.
Fuel injectors:
Affordable, 200bar, solenoid, DI centrally mounted injectors by Continental Division Powertrain.
Smart Coolant Pump and Demand Regulated Intank Fuel Pump:
Continental Division Powertrain's electric water and fuel pumps could save up to 2% of fuel.
Mild Hybrid Drive:
The Continental Division Powertrain system features unique water cooled motor housing to match transmission to engine block.
Integrated Exhaust Manifold:
Lotus Engineering designed and developed a new advanced cylinder head design featuring an integrated exhaust manifold. The production-ready technology can significantly reduce manufacturing costs, emissions and weight on most gasoline-engined passenger vehicles. An integrated exhaust manifold has potential to:
o Reduced parts count: 35% fewer components resulting in lower inventory, production, logistics and aftermarket costs
o Weight reduction: total system mass reduction of 20% resulting from elimination of separate exhaust manifold
o Improved engine durability


HOTFIRE
The Low CO2 project exploits the findings of the HOTFIRE project, a previous research programme led by Lotus Engineering and also including Siemens VDO, Loughborough University and University College London. HOTFIRE, which started in October 2004, was based at Loughborough University to explore a permanent homogeneous charge direct injection strategy through the use of centrally-mounted injectors.

Source: Lotus

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BMW X5 Twin Turbo Hybrid Concept

BMW are pulling out all the stops to beat Ken Livingston’s increase in the London Congestion charge. Porsche are heading to the courts while BMW are spending money on innovation.

To be revealed at the Geneva show, BMW’s Vision EfficientDynamics Concept is jam packed with innovative new state-of-the-art technology aimed at reducing emissions and improving efficiency। Based on the bulky X5, the Vision EfficientDynamics Concept is one of the first Diesel Hybrid applications in a passenger car. Only a few other manufacturers like Mercedes, PSA and Ford have shown Diesel Hybrid systems in the past. The vehicle employs a highly developed 2.0L turbo diesel four cylinder engine that uses variable twin turbo system and 3rd generation common rail technology to produce an impressive 204hp and 400Nm of torque. This powerplant is assisted by a mild Hybrid concept that uses a compact generator to provide up to 20hp more power and a whopping 210Nm of torque. All the torque is fed through a new 8 speed automatic transmission developed in conjunction with ZF. The greater spread of gear ratios should allow the engine to run at its more optimal speed/load point for a given road speed. BMW quote 43.5mpg or 172g/km CO2 of on the combined cycle, which is hugely impressive for a vehicle the size of the X5. The car is also equipped with BMW’s regenerative braking system and photovoltaic solar panels mounted to the roof.

It makes perfect sense to couple a hybrid system to a diesel engine। Diesel engines are significantly more efficient than a gasoline engines but generally cost substantially more as a unit. This is a result of their complex fuel injection systems and the obligatory turbocharger, in this case two. Modern diesels emit fewer CO2 emissions too as a result of using less fuel. The cost of the diesel engine has to be added to the hybrid generator and the batteries and all of a sudden you are looking at a very expensive vehicle. Nevertheless, directionally it is a great step forward and perhaps those central London dwellers can still have their SUV fix after all. Read on for more details.




Press Release

BMW Vision EfficientDynamics Concept Revealed

Offering an insight into the future of BMW’s innovative EfficientDynamics technologies

The Geneva Motor Show (4 – 16 March) will mark the world premiere of the BMW Vision EfficientDynamics, a concept car designed to showcase the future direction of BMW’s performance enhancing and emissions lowering innovations. Mild ActiveHybrid technology is combined with a twin-turbocharged four-cylinder diesel engine, a new eight-speed automatic gearbox and even roof-mounted solar panels, and all shrouded in a BMW X5 body.

All of these technologies combine to deliver the best fuel economy and lowest emissions of any large 4x4 currently on sale. The BMW Vision EfficientDynamics delivers 43.5mpg on the combined cycle and just 172g/km of CO2 emissions. However, these frugal figures do not translate into low performance figures. With its twin-turbocharged two-litre diesel engine delivering more than 100hp per litre, the BMW Vision EfficientDynamics concept completes the sprint from zero to 62mph in just 8.9 seconds, a time faster than most current production competitors.

The 2.0-litre four-cylinder diesel engine in the BMW Vision EfficientDynamics uses BMW’s Variable Twin Turbo concept, third-generation common-rail injection and an all aluminium crankcase to deliver 204hp and 400Nm of torque between 2,000 and 2,250rpm. The engine is supplemented by a mild hybrid concept that delivers a further 20hp and 210Nm of torque under acceleration. As a consequence, even though the BMW Vision EfficientDynamics features a relatively small capacity engine, it delivers nearly the same levels of horsepower as the conventional X5, but offers improvements in its already class-leading consumption and emissions figures.
The mild hybrid solution in the BMW Vision EfficientDynamics uses a compact generator that, for the first time, is flange mounted directly onto the gearbox. This motor produces up to 20hp of on-demand power. In addition, BMW’s now familiar Brake Energy Regeneration is used to efficiently capture energy that would previously have been lost when the engine is on overrun. Innovatively, the alternator is also integrated into the crankcase rather than conventionally driven from the front of the engine.

BMW’s concept uses highly efficient lithium-ion batteries in the boot area to store the power generated. These high-storage-capacity batteries enable optimum use of Brake Energy Regeneration. In addition, they create possibilities to power the air conditioning, electric coolant pump and the electric power steering system. For these functions, a 120 volt vehicle power system was designed and runs in parallel with the conventional 12 volt system.

The power harnessed by the batteries is also supplemented by roof mounted photovoltaic solar panels, measuring 1.0 metre square. The energy generated can either be used immediately or stored for later use. Importantly, the power created in this zero- CO2 way can be used to pre-heat the diesel fuel. The less efficient warm-up phase is thus shortened considerably.

This innovative and technologically advanced engine is directly mated to a new eight- speed automatic transmission. Developed jointly between BMW and ZF, the new gearbox delivers fast and efficient gear changes. With such a spread of gears, the car will always be in exactly the right ratio for the prevailing driving conditions. It also improves fuel consumption and minimises emissions.

The chassis and ride-height of the X5 have been adapted for the BMW Vision EfficientDynamics. This includes aerodynamically-efficient 19-inch light alloy wheels with reduced ventilation. The design of the spokes reduces wind resistance to the extent that, at 100mph, the car has to produce one horsepower less than a conventionally-wheeled car. This benefit has not been included in the fuel consumption calculations but, on the road, the impact is noticeable.

Source: BMW

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GM Offers LA Drivers E85 Ethanol for 85 Cents a Gallon

General Motors has been one of America’s strongest supporters of E85 in the past few years, and to help promote the expansion of ethanol production the company is launching a new promotion. Los Angeles drivers who own E85 compatible vehicles will be able get the fuel for only 85 cents a gallon.

GM currently has more than 2.5 million FlexFuel vehicles on the road in the United States, and that number is expected to double by 2010. The company believes that biofuel has the greatest potential to displace petroleum-based fuels and help reduce tailpipe carbon gas emissions in the United States.

The promotion is only valid at one location, Conserv Fuel at 11699 San Vicente Blvd. in Brentwood on February 26th from noon to 2:00 pm.

Press Release

GM Offers LA Drivers E85 Ethanol for 85 Cents a Gallon

FlexFuel Vehicle Promotion Targets Ethanol Infrastructure Growth

BRENTWOOD, Calif. – The rising price of gasoline is hard to avoid in Los Angeles, but owners of the more than 46,000 FlexFuel vehicles capable of running on E85 ethanol are about to get a break this Tuesday – paying only 85.9 cents a gallon for the cleaner, alternative fuel.

On February 26th from noon to 2:00 p.m., Conserv Fuel at 11699 San Vicente Blvd. in Brentwood will offer E85 ethanol for 85 cents a gallon.

And General Motors is paying the bill.

GM is sponsoring the promotion to help raise awareness about the first station in Los Angeles to offer E85 ethanol, and to encourage drivers of FlexFuel vehicles to use this cleaner, renewable fuel instead of gasoline.

“At GM, we believe the biofuel with the greatest potential to displace petroleum-based fuels and help reduce tailpipe carbon gas emissions in the United States is ethanol, and so we have made a major commitment to vehicles that can run on E85 ethanol,” said Susan Docherty, general manager of GM’s 16-state Western Region, which includes California.

With more than 2.5 million FlexFuel vehicles on the road today, GM is the automotive industry leader in producing vehicles that run on E85 ethanol. That number is expected to double by 2010, with annual production of E85-capable vehicles reaching 400,000. For the 2008 model year, GM offers 11 FlexFuel models, identifiable by FlexFuel exterior badging and yellow gasoline caps.

Source: GM

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Fioravanti Celebrates its 20th Anniversary With the Hidra

Last year, Fioravanti has presented the Thalia Concept at last year’s edition of the Geneva Motor Show। It was basically a five-door coupe that aimed to propose a new way to store alternative sources of energy. For 2008, the year in which Fioravanti completes 20 years of activities, Geneva will witness the appearance of the Hidra Concept, basically a five-door coupe that aims to propose a new way to store alternative sources of energy. We know that “déjà vu” is a French expression, but it will suit the Italian design studio just fine. Apart from the different tops, Thalia and Hidra look exactly the same. Maybe this is because the official press release is not in Fioravanti’s site so far (anyone willing to get more information could solve the problem with Thalia’ pictures and information).

Since we have mentioned info (technical specs, engines etc.), we are sorry to say there is none besides what VirtualCar.it and cars-space have brought us: the car will present revolutionary solutions for glass surfaces and will be an MPC (Multi Purpose Coupe)। More information on the vehicle will only be released at the Geneva Motor Show.

Great Race 2008 Prepares Its Engines to Start

The event that has inspired the movie “The Great Race” and Hanna-Barbera’s “Wacky Races” cartoon series has completed 100 years. The “Greatest Auto Race”, the first car competition around the world, started in February 12, 1908 in New York and ended July 30, 1908 in Paris, with the victory of a 1907 Thomas Flyer driven by George Schuster. The event was crucial in establishing cars as a reliable means of transportation in times when “motor cars” and women were considered to be the most fragile and capricious things on Earth. Now that automobiles are part of the modern life, the competition will have two different challenges in its second edition: test classic cars in a world-wide competition and show how modern cars can evolve into clean vehicles.

The Great Race 2008 New York to Paris will begin May 30, 2008, departing exactly from the same place the original competition took off from: Times Square, in New York. The arrival spot will also be the same one where Schuster has been declared the winner: the Eiffel Tower.

In this edition, there will be two competitive classes: Innovation and Schuster. The first one aims to showcase the reliability of new technologies, such as biofuels, fuel cells or any other the competitors choose to put to the test. Production or preproduction prototypes are allowed to participate and one of the most interesting will surely be a 2007 Ford Prototype of the Brazilian team Kyr Augusto Araujo/Alberto Fadigatti, but there will also be a 1967 Aston Martin DB6 Vantage able to run on multiple fuels, driven by the USA team J. Price/R. McKone.

The second, named after the winner of the first race, will allow classic vehicles (at least 25 years old) to face the 30,149 km challenge. They will surely find better conditions this time (since there were hardly any roads back in 1908), but all care is necessary to avoid the same fate half of the first competitors had. Of the 6 teams that entered the Greatest Race in 1908, only 3 managed to finish it.

The route for the Great Race 2008 has been recently defined. The racers will cross 13 countries (United States, Canada, People’s Republic of China, Kazakhstan, Russia, Latvia, Lithuania, Poland, Germany, the Czech Republic, Austria, Switzerland and France, in this order) and stop in more than 50 cities.

Press Release

2008 NEW YORK TO PARIS ‘GREAT RACE’ ROUTE IS SET

NEW YORK – The worldwide route for the 2008 Great Race from New York to Paris has been officially set, according to Bill Ewing, chief executive for Great Race Sports, the event organizers.

“It’s been fun putting the pieces together to make The Great Race both historical and relevant,” said Ewing. “A special thanks must go to our partners, government officials and especially our staff who worked tirelessly and traveled innumerable miles to create a route that I am sure will make for a great event this summer.”

The 2008 route is a daunting automotive challenge, though certainly not as fearful as that planned a century earlier for the original Great Race. This time, it has not been suggested that the cars should be driven across the frozen Bering Strait from Alaska to Russia, as the 1908 organizers originally planned.

The Great Race 2008 will begin in New York City and circumnavigate the globe, passing through 13 countries before arriving in Paris 65 days later – 104 less than the winner needed in 1908. The total distance is 18,738 miles (30,149 km), including 13,106 miles (21,087 km) on land and about 5,632 miles (9,062 km) in a flight from Vancouver to Shanghai. The race consists of four stages, each of which is an individual event that teams can also enter: Great Race North America, Great Race China, Central Asia / Eastern Europe and Great Race Europe.

“I am very proud what our team did in putting together this route, which represents a diverse set of challenges and opportunities.” said Ewing. “From the historically significant route through upper New York State to a route across Canada that is both challenging and scenic, our teams fly half way around the world to a whole new set of experiences. We have spent a great deal of time organizing the final three legs from Shanghai to Paris, creating a route that combines an adventure, similar to what the teams experienced in 1908 with the amenities and accommodations commensurate with a first class operation. I am sure it will be the ultimate adventure.”

After leaving New York City, the teams will turn northward and travel a route somewhat similar to the one in 1908, stopping first at President Franklin Delano Roosevelt’s historic home at Hyde Park for lunch, then overnight in Albany, the State Capital. Day two includes a stop in Syracuse and then Buffalo, home to the winning driver in 1908, George Schuster and the E.R. Thomas Motor Company, manufacturer of the winning car.

From Buffalo, Great Race North America, the first stage of the New York to Paris Great Race, will deviate from the 1908 route and follow a scenic, yet demanding course through southern Canada, stopping first in Toronto and then Ottawa, the nation’s capital. After an overnight stay in Ottawa, the race will travel along Lake Superior, then through the provinces of Manitoba and Saskatchewan. The Great Race will cross the Canadian Rockies near Banff, driving past Lake Louis and Glacier National Park. The finish is in the beautiful city of Vancouver, British Columbia – last stop before China.

“A Canadian route creates a more international event and provides a new driving adventure for our participants,” said Ewing. “For 25 years, the Great Race has traveled throughout the United States and has stopped at more than 900 North American communities. Canada provides new ground and an adventure more in the spirit of 1908.”

In Vancouver, the cars traveling around the world will then be loaded on a pair of jets for the flight to Shanghai, People’s Republic of China, to begin the longest and most challenging portion of the trip from Shanghai to Paris – a total distance of 8,716 miles (12,874 km).

Great Race Sports is working with two companies with extensive experience in travel through Asia and Europe to coordinate this part of the race. Além International and the MIR Corporation will play an important role in managing the route, security, hotels and travel for the next 43 days.

“This is in the ‘sweet spot’ for our partners and will help make the Great Race a fun, safe and memorable experience,” said Ewing. “Além International has managed the Olympic Torch Run for many years and will manage our logistics and security for the entire route, and will coordinate travel through Europe. The MIR Corporation has organized tours through China, Kazakhstan and Russia for more than 2 decades and will help us there. Plus, we have been on the ground twice, seeing the roads, hotels and writing a unique and challenging course. Everyone involved has the skills necessary to bring this all together.”

From Shanghai, the teams will head south and then west through some of the oldest and most fascinating cities in the world. The roads have been carefully selected and offer a wide variety of driving experiences, from brand new superhighways to picturesque country roads through parts of China rarely scene by westerners. Teams will travel within sight of the Great Wall and follow the Great Silk Road past some of the oldest and most fascinating cities in the world.

“I was most impressed by the roads in China,” said Wayne Stanfield, chief of operations for Great Race Sports, Inc, who has traveled the route in anticipation of the race. “The Expressways are world-class, and even the smallest side roads provide spectacular driving. Plus the warmth and friendliness of the Chinese people will leave an indelible memory on all of the participants.”

Great Race China finishes in Urumqi in Western China. Next is the longest and most challenging part of the trip, a 4,800-mile journey across central Asia from Urumqi to Berlin, Germany. The Great Race will spend seven days in Kazakhstan including a day off in Almaty, the largest city in Central Asia’s richest country. Stops in Kazakhstan also include Balkhash, Karaghanda, Astana, and Petropavlovsk before entering Russia.

Participants will then travel through Russia for eleven days on a route that will initially take them across the steps of lowland Russia and then over the Ural Mountains to Ekaterinburg, Russia’s fifth largest city and one of its most historic. Stops in Kazan and Nizhny Novgorod precede the drive into Moscow and Red Square. From there, the route features a scenic twoday drive through Eastern Europe, stopping in Daugavpils, Latvia, Vilnius, Lithuania, and Warsaw, Poland before entering Berlin.

The final stage is Great Race Europe, a 1057-mile push through five countries, Germany, the Czech Republic, Austria, Switzerland and France. The Great Race will finish in Paris, France on Aug. 2, 2008, at the Eiffel Tower in Paris. Some of the roads between Berlin and Paris – notably those around Prague and St. Anton, a lunch stop – are considered among the most scenic in the world.

“We are lucky to have the centennial as an excuse to make this run,” said Ewing. “But you shouldn’t need one. It’s such an exciting challenge – and after all, how many people get the opportunity to drive all the way around the world? That itself is reason enough.”

Source: Great Race

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Geneva preview: PGO Cevennes Turbo-CNG

Considering that the number of natural gas powered vehicles in Switzerland more than doubled last year, PGO determined that the Geneva Auto Show would be an excellent location to debut their newest offering.

Looking vaguely like an early Porsche cabriolet, the PGO Cévennes Turbo-CNG is equipped with a 1.6L turbo engine that is good for 150hp. Only emitting 118 grams of CO2 per kilometer, the car can travel up to 450km on a single tank and get from 0 to 100km in 6.5 seconds. A joint effort between PGO Automobiles of France and BRA GmbH in Germany, the car will go into production soon and cost an equivalent of 44,000 euros.

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Chevrolet HHR E85 Runs Ethanol

General Motors has significantly increased its brownie points as far as environmental lobbyists are concerned, by announcing a Chevrolet HHR SUV that runs on E85 FlexFuel too.

GM’s strategy on FlexFuel models has been to run a combination of 15 percent petrol/ gasoline and 85 percent ethanol. This marriage of fuels results in a saving of up to 23 percent in CO2 emissions as far as HHR is concerned. A number of countries, including Brasil, are already heavy on the use of ethanol as an alternative for gasoline/ petrol. SUVs have been the hardest hit in the battle against harmful gasses, so the HHR will be welcome.

The HHR will use two Ecotec engines, a 2.2-litre and a 2.4-litre, both of which can be run on E85. We are probably not at the state where E85 is a high-performance fuel yet, indeed the HHR is not likely to earn any speeding world records, but as the drag society already knows, the capabilities of ethanol as a performance-source cannot be questioned. So the future looks like this: cars that can think like humans, drink like humans (ethanol is pure alcohol) and talk like humans (K.I.T.T.)?






Press Release

The 2009 Chevrolet HHR small SUV will become the first four-cylinder model in General Motors Corp.'s North American lineup that can run on either gasoline or E85 ethanol.

GM North America President Troy Clarke unveiled the FlexFuel Chevy HHR today during a speech at the Midwest Automotive Media Association breakfast, which opened press days for the Chicago Auto Show.

"We will continue to make more of our lineup FlexFuel-capable because we believe ethanol, and specifically E85, is the best near-term answer to reduce our nation's dependence on oil as energy demand rises here and around the world," Clarke said.

"The focus needs to be on making E85 more available by developing cellulosic ethanol sources and dramatically increasing the number of stations that offer E85," he said.

GM is the auto industry leader in offering FlexFuel models - 11 for 2008 and more than 15 planned for 2009. The HHR, whose January sales of 9,650 were up 73 percent from the same month a year ago, will become the latest Chevrolet FlexFuel model when it goes on sale later this year. Chevrolet has more than 2 million of GM's more than 2.5 million FlexFuel vehicles on the road.

An HHR running on E85 - a blend of 85 percent ethanol and 15 percent gasoline - would emit up to 23 percent fewer carbon dioxide (CO2) emissions than if running on gasoline, based on a well-to-wheel analysis by the Argonne National Laboratory.

The HHR will be available with an Ecotec 2.2-liter or Ecotec 2.4-liter four-cylinder engine, both of which will be compatible with E85. For the first time, the Ecotec 2.2L is equipped with variable valve timing (VVT), technology that assures precise opening and closing of the valves and accurate control of combustion gases to improve engine performance and efficiency. The Ecotec 2.4L continues to offer VVT.


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Fisker Karma Revealed in Detroit

Karma: a term describing that of cause and effect. And so it is appropriate that Fisker Automotive's first production car is so named. Dubbed as a vehicle allowing consumers the good practise of automotive karma, this environmentally-friendly plug-in hybrid is a new breed, bringing the extreme comfort and style of the luxury automobile category to an eco-friendlier one.

Cutting-edge technology features at the new Karma's heart. Developed exclusively for Fisker Automotive by Quantum Technologies, Q-DRIVE provides a small petrol engine in turning a generator for power to its lithium-ion battery pack. The technology will be used to power future derivatives under the Fisker brand. Regenerative braking will be employed to regain power otherwise lost from braking, while an optional solar roof will charge the battery and maintain partly self-contained climate control when parked.

Offering emissions-free driving of up to 50 miles per charge, Fisker are keen to point out that with more than 60% of Americans and Europeans driving less than 50 miles on their daily commutes, household fuel dependency could drop with a Karma on the drive. "If this 60% of commuters would drive a plug-in hybrid like the Fisker Karma, we could see the fastest possible reduction both in oil consumption and emissions - all without sacrificing their daily driving habits."

A sleek, elongated design, the result of an all-new chassis built specifically for the development of the new powertrain, places the battery pack in the centre of the vehicle - improving weight distribution and dynamics. Proportional in height to Porsche's 911 and in length to the Mercedes CLS, the Fisker Karma makes extensive use of lightweight aluminium for its body panels and structure, producing impressive performance statistics - sprinting to sixty in just six seconds and continuing 'beyond' 125 mph.

Luxury exudes from the Karma's 'first class' four-seater cabin, with modern sophistication and a spacious luggage capacity the overriding features. The Karma's electronic aides include a Navigation system in the front with DVD player and integrated seat back displays in the rear. Two modes of driving are selectable: "Stealth Mode" and "Sport Mode". The former tweaks the car's setup for quiet economy mode and the latter, a mode to access the full extent of the car's power.

The design is final and will be put to market in the form seen next week at Detroit, with the first 99 examples to be numbered and signed by Henrik Fisker - produced in the colour and trim of the show vehicle. The Fisker Karma will hit Detroit January 14th, with first deliveries starting the last quarter of 2009.