Tag Archives: diesel horsepower

5 Good Reasons to Choose a Diesel

1. Fewer Fill Ups
Diesel vehicles are more fuel-efficient than those with gasoline powered engines, especially when measured over long distances at highway speed. The higher compression ratio in the diesel power plant, coupled with the ability to burn leaner (a higher air: fuel ratio) means better efficiency. Because diesel fuel contains about 15% more energy by volume than gasoline means that you’ll fill up less frequently.

2. Increased Longevity
Diesel engines last longer than their gasoline counterparts. They’re built more ruggedly in order to withstand the high compression ratios, and so are often still delivering reliable performance long after a gas motor has gone to the automotive graveyard.

3. Clean Diesel
Everyone remembers the diesels of the past – smelly, loud, and slow. Today’s clean diesel technology means that you’ll often have trouble telling a running diesel from a gasoline powered vehicle. Emissions regulations have changed engine technology, and even the fuel itself. Some of the cleanest vehicles on the road are diesels.

4. Turbochargers
Diesel vehicles are known for their ability to provide lots of torque, but not high end power to provide speed, which is why in the past they were used extensively in big trucks and heavy equipment, but not often in passenger vehicles. With the advent of good, reliable turbochargers, this has changed. Sure, your diesel truck can pull out a tree stump unassisted, but it can also provide head-snapping acceleration.

5. The Best Service in the Business
IAmDIESEL is the Diesel Service Centre at Western Turbo and Fuel Injection in Winnipeg. We’re your area diesel engine experts, equipped with 9 service bays and a staff full of highly trained technicians who can keep your diesel vehicle performing optimally. Whether you’ve got 4, 6, or 18 wheels, we’ve got you covered.

To schedule an appointment, call 1-800-665-7556.

Truck News

ANAHEIM, Calif. — Isuzu Trucks has announced the latest addition to their N-Series diesel trucks – the NPR-XD.

The NPR-XD bridges the gap between the NPR-HD (with a gross vehicle weight rating of 14,500-lb) and the NQR (17,950-lb GVWR) with a weight rating of 16,000-lb.

“This new diesel model meets a number of vocational applications and requirements that previously might have required moving from an NPR-HD up to the NQR,” said Shaun Skinner, executive vice-president and general manager of Isuzu Commercial Truck of America. “Now, the NPR-XD offers more payload capacity at an even more competitive price.”

The new NPR-XD standard cab will be available in the 109-, 132.5-, 150 -and 176-inch wheelbases. The crew cab will be available in 150- and 176-inch wheelbases. Every NPR-XD is powered by the Isuzu 4HK1-TC 5.2-litre diesel engine and with a six-speed automatic transmission the powerplant gives 215 horsepower.

Greater Value with Diesels

With all of the recent buzz about hybrids and electric vehicles, be careful not to overlook the comeback of the diesel. Diesel powered coupes and sedans took a long hiatus, but they are back and they have undergone drastic developments. The introduction of ultra-low sulfur clean diesel fuels, more efficient turbochargers and intercoolers, and direct fuel injection has yielded the automotive industry a viable ally in the fight for fuel conservation.

Despite the added initial cost of some diesel cars, most are economically sensible. The EPA estimated average improvement in fuel mileage, over their gasoline powered counterparts, is approximately thirty-percent, but that is assuming that only forty-five percent of the miles are driven on the highway. If you live and work near the highway, depending upon the length of you commute, you are likely to drive a greater percentage of highway miles, thus you should see improvements in that estimate; making the diesel option an even greater idea.

In addition to the fuel savings, the resale value of the typical diesel powered car is greater than either the hybrid, electric, or gasoline powered version of the same model. Statistically, diesel powered cars are five-percent more valuable than gasoline powered models when it is time to resell them.

When it comes to the hybrid and electric models; diesel wins hands down.
• Diesel fuel is available nearly anywhere.
• Diesel powered vehicles are capable of travelling long distances (without a recharge).
• Modern turbocharged diesel cars have the edge in performance over hybrid cars.

Turbocharger’s future in North America

North America‘s turbo ‘revolution’

The change in the market in North America – led by Ford – is particularly remarkable; in 2008, there were no turbocharged petrol engines made in North America, all previous turbo-fitted engines having been imported. The first North American built turbocharged petrol engine was fitted to the Lincoln MKS which used the first North American EcoBoost engine. This engine has since been fitted to the Ford Flex, Explorer and most significantly the F-series pick-up trucks.

“GM has been somewhat behind Ford in terms of the fitment of turbochargers, but it is slowly going down the same route,” said Ian Henry. “It has already started on this journey – the 2012 Cadillac XTS had a turbo option on the 3.6 litre V6 engine. GM is however also working on improving the fuel efficiency of its naturally aspirated engines and has claimed that it can achieve similar fuel efficiencies gains to those available with turbochargers through other means.”

“The impetus at Chrysler will come from Fiat’s MultiAir programme,” adds Henry.

The CAFE rules announced in 2012 will force GM and Chrysler to accelerate their use of fuel saving technologies such as turbochargers and a large part of the increased volumes which will be seen in the next few years and into the 2020s come from the widening take-up across these VMs, Ford having led the way.

According to just-auto’s QUBE data, North America currently has a turbo fitment rate below 20% but by the late 2020s, if not before, its fitment rate will be much closer to that of Europe, at close to 75%.

Best Regards,

Kenny Taylor
General Manager
Melett North America, Inc

Honeywell’s 2-Cylinder Diesel Engine

A new chapter in the story of ultra-fuel efficient auto design opened in 2011 with the development of the world’s first 2-cylinder turbocharged diesel engine.

Today, the 0.8L engine, boosted by Honeywell’s smallest-ever turbo, can be seen powering vehicles through the busy streets of India’s cities and towns, typically carrying goods from warehouses to local businesses. For Honeywell, boosting such a small engine created a whole new set of design and engineering challenges.

“The issues in developing a turbo for a 2-cylinder engine not only revolve around packaging but also around specific challenges linked to compressor surge, oil leakage, high vibrations and high thrust load due to engine pulsations. These issues are far more pronounced here than in a four-cylinder engine,” says Vijayan Asvathanarayanan, Director of Application Engineering for Honeywell Turbo Technologies in India.

This meant that Honeywell engineers had to approach the turbo design from a completely new angle.

“We came up with a totally new turbocharger that included a very small turbine housing with integrated manifold, and the smallest-ever compressor wheel developed by Honeywell. The higher relative thrust loads brought about by the pulsation of a bi-cylinder engine meant creating new concept thrust pads in the Z-bearing – vital if we were to be efficient in matching the turbo to the engine requirements.”

A high-efficiency, compact bearing was developed – and the design was so successful that it is now being extended to other turbo sizes as well.

The result of this intense engineering activity is a well-performing and reliable turbo fitted in the 2-cylinder OEM production engine since 2011, which is contributing to a remarkable 25% improvement in power over a non-turbo equivalent and to significant fuel efficiency gains and lower emissions.

Critically, the proven success paves the way for the roll-out of a new generation of turbocharged 2- and 3-cylinder diesel passenger cars and light commercial vehicles, particularly in emerging regions.

ADS News

With looming fuel efficiency standards dictating future car products, major automakers are investing a lot of time and money into developing EV’s and hybrid cars. Well…except for Chrysler. Instead, the Pentastar brand has announced that the Jeep Grand Cherokee will offer a diesel engine option in 2013, with other models to follow.

ADS News

The USA is a big country: there’s 9,826,000 square miles, and 307 million people. By comparison, Europe covers just 3,930,000 miles, yet there’s 852 million people there. Cram that many more people into an area that’s a third the size of the U.S., and you could see where size would become an issue – especially when it comes to parking a car.

That’s one reason why small hatchbacks are so popular over there. They’re easy to park, they have lots of room, and they get great gas mileage. Which is important too, because gas can cost up to $8 per gallon in some parts of Europe.

So, if you lived over there, the most logical car to buy would be a diesel hatchback. But that sounds even more boring to take on the road than a base-model Prius – or does it?

The 2011 Audi A3 TDI is a luxury version of the popular Euro diesel hatchback and, named the 2010 Green Car of the Year, has become a strong seller in the U.S. It has standard leather, the S Line exterior pack with spoilers, badges and 17-inch wheels, dual-zone climate control, satellite radio, and of course, an economical 2.0 TDI engine.

But the diesel found in this Audi is a far cry from the noisy, stinky clatter-box that most Americans used to assume they would be getting. This 2.0 liter, direct-injected (called Common Rail in diesel-speak) oil burner is both responsive, and earth-friendly. Also found in the Volkswagen Jetta/Golf TDI, this engine uses a vapor trap to capture NOx emissions, then it routes them back to the engine to be re-burned during combustion. As a result, the Audi A3 TDI emits just 0.07 grams of NOx per mile, which is quite impressive for a diesel.

Besides the cleanliness and the fuel economy (30/42 MPG), this TDI produces enough torque to provide satisfying acceleration. Rated at 140-hp and 236 lb-ft of torque, this engine can propel the A3 TDI from 0-60 in just 8.9 seconds – that’s not bad for what’s basically an economy car. You can have a green, economical car that’s not terrible to drive.

And what’s more, since Audi is a luxury brand, you can outfit your A3 TDI with all sorts of goodies. There’s a Sport Package with 18-inch wheels and a stiffer suspension, a Convenience Package with upgraded BOSE audio, automatic lights, wipers and (dimming) mirrors, and parking sensors (in case you can’t drive), a Cold Weather Pack with heated seats, mirrors and washer nozzles, a Bluetooth Pack, a twin-pane sunroof, Navigation, rear-side airbags, and a broad assortment of interior and exterior trim packages.

By the time you add on all of the options, the 2011 Audi A3 TDI can get pretty expensive, especially when you consider that it has the same chassis and engine as the VW Golf/Jetta TDI. Some consumers writing on Edmunds.com feel that, for the price, Audi scrimped on some basic features and risks missing their target market. (The fact that the A3 TDI does not come with standard transmission or the fabled Audi Quattro AWD turns off some potential buyers from the get-go.)

Others say that doesn’t detract from its overall smooth handling and responsiveness, and that the Audi A3 TDI is a real step up from their other economy cars. And, besides, studies show that diesel cars easily recoup their initially high price tag – they have a lower “total cost of ownership” thanks to better fuel economy and resale value.

Do you own an Audi A3 clean diesel?

If so, leave a comment and tell us what you think about it, and what kind of gas mileage you’re getting in the real world.

BorgWarner’s New Turbochargers for Gas and Diesel Engines




BorgWarner’s New Turbochargers for Gas and Diesel Engines Are Engineered for Racing, Powerful Performance and Easy Installation Auburn Hills, Michigan, November 30, 2010 – BorgWarner has released a new line of turbochargers for gas and diesel engines, specifically engineered for aftermarket performance customers who crave better performance, such as tuners, racers, race teams, and car and truck enthusiasts. BorgWarner’s new turbocharger product line offers an unprecedented combination of advanced technologies—including Gamma TiAl (titanium aluminide) turbine wheels, ceramic ball bearings, large internal wastegates and stainless steel turbine housings—in an easy-to-install package. Badged “Engineered For Racing” or EFR Series, the product line enables users to boost performance as well as improve fuel economy.


“The growing trend of turbocharged, downsized engines produced by OEMs is creating a new breed of enthusiasts in the aftermarket,” said Roger Wood, Executive Vice President, BorgWarner. “Once again, BorgWarner is in the lead, providing customized solutions for an expanding market.”


Unlike most aftermarket turbochargers, BorgWarner’s EFR turbochargers offer a newly developed package of advanced technologies designed to specifically meet the demands of performance enthusiasts. Patent-pending ceramic ball bearings increase thrust capacity and durability while reducing frictional losses for a 3 to 4 percent improvement in turbine efficiency at low expansion ratios. Low-weight Gamma TiAl turbine wheels and shaft assemblies provide quick boost response. An appropriately sized integrated wastegate avoids the need for an external option, making installation easier.


EFR turbochargers also feature an integrated compressor recirculation valve, pulse width modulation (PWM) solenoid valve to control the wastegate, fully adjustable wastegate BorgWarner Inc. (BorgWarner Introduces New Series of Aftermarket Turbochargers…) – 2 actuator, oil inlet fitting, standardized turbine inlet mounting geometry and pre-machined mounting feature for speed sensor (available separately). Finally, an investment cast stainless steel turbine housing increases efficiency, improves durability and resists corrosion while offering a premium under-hood appearance.


The new EFR Series expands BorgWarner’s current performance catalog and complements the already popular AirWerks® Series. Designed to boost engines from 200 to 1,000 horsepower per turbo, the new turbocharger product line debuted at the SEMA show, the world’s premier automotive specialty performance products trade event, which was held in Las Vegas, November 2 – 5, 2010.


BorgWarner Turbo Systems is a leading global supplier of turbochargers for diesel and gasoline-powered passenger cars, light trucks and commercial vehicles. A pioneer in turbocharging technology, BorgWarner Turbo Systems continues to lead advancements in the industry with innovations designed to improve fuel economy, reduce emissions and optimize vehicle performance.


Auburn Hills, Michigan-based BorgWarner Inc. (NYSE: BWA) is a product leader in highly engineered components and systems for vehicle powertrain applications worldwide. The company operates manufacturing and technical facilities in 60 locations in 18 countries. Customers include VW/Audi, Ford, Toyota, Renault/Nissan, General Motors, Hyundai/Kia, Daimler, Chrysler, Fiat, BMW, Honda, Deere & Company, PSA, and MAN.


The Internet address for BorgWarner is: http://www.borgwarner.com.

Badged “Engineered For Racing” or EFR Series, BorgWarner’s new line of turbochargers for gas and diesel engines is specifically engineered for aftermarket performance customers, offering enthusiasts an unprecedented combination of advanced technologies in an easy-to-install package.


News@ADS November 15, 2010

Canadian scholar, Vaclav Smil, attempts to remedy the “appreciation deficit” of diesel engines and gas turbines in his recently published book, Movers of Globalization.

If asked what human invention would quickly plunge us into a pre-Second World War industrial state if removed, most people would answer the computer chip.

Take away the world’s beloved digital devices and technologies such as email, texting and instant overseas communication, and there goes the modern global world.

Wrong, says Winnipeg’s Vaclav Smil, a professor in the faculty of the environment at the University of Manitoba and an expert in technology and energy systems.

As a public intellectual and a prolific author of some 30 scholarly books (few of which are available on local bookshelves), Smil has attracted the attention of such readers as Microsoft founder Bill Gates and U.S. President Barack Obama.

Smil specializes in demolishing popular beliefs. For example, in one of his other 2010 releases, Why America is Not a New Rome, Smil argues against what he calls an overdrawn historical analogy.

Now, in Prime Movers of Globalization, he states that his main goal is to remedy the “appreciation deficit” of diesel engines and gas turbines.

According to Smil, the world’s abundance of high-tech communications systems and devices is not the main thing supporting fast-paced global trade and the inexpensive consumer society in which we currently live.

His heroes of globalization are the “boring” and “unthought-of” diesel engines on today’s shipping boats and the gas turbine engines of commercial jet aircraft.

Smil constructs a readable and detailed narrative of the history of diesel engines and their creator, Rudolf Diesel, whose lack of recognition for his invention and the early controversy surrounding it, likely led to his suicide in 1913.

He praises the diesel engine at the expense of another of our ubiquitous technologies, the gasoline-powered internal combustion engine (ICE), which, Smil explains, wouldn’t suffice for the quantity of goods moved across the globe today.

Diesels are simply more efficient, reliable and durable than the ICE, he says, and can be built at large enough scale to move the huge container ships plying the world’s oceans.

Along with big boats, diesel engines power shipping via trains and long-haul trucks, which together move over 95 per cent of U.S. freight.

Smil’s discussion of jet turbines is no less interesting and meticulously researched. Jet turbine engines were quickly adopted over reciprocating (propeller) engines for commercial aircraft after the Second World War for their better speed, range and much-reduced vibration.

Smil’s almost child-like enthusiasm for the history of these indispensable inventions and their manufacturers is palpable, even as he maintains a very detailed and technical approach. This book, like most of his other works, is not for the math-challenged, as it is jam-packed with statistics that at times can border on the overwhelming, if not monotonous.

Throughout his many works, Smil recognizes the possible negative effects of climate change from the burning of fossil fuels. Yet he often seems dismissive of the potential magnitude of the changes coming our way.

In this case, Smil proposes that diesels and turbines are in it for the long haul, and the greenhouse gases that their operation generates are inconsequential in comparison to the benefits they bring to modern societies.

Smil is equally dismissive of a peak in global conventional oil production that may be already upon us. He seeks to reassure us with the stock answer that technological improvements will help us exploit unconventional sources and that an oil peak is still at least 30 years off.

While some readers may disagree with his position on these issues, his argument that these technologies are the “prime movers” of our economy is persuasive. Besides, can Gates’s favourite scientific writer be that far off?

Matthew Havens is a research assistant with the Institute of Urban Studies at the University of Winnipeg. He studied under Smil in 2001.

Emissions Technology, Inc. (ETI), the maker of the patented UltraBurn™ Combustion Catalyst System today announced their new “Direct Injection” Series catalyst delivery system to serve diesel engines up to 30,000 horsepower. The UltraBurn product line reduces engine fuel consumption and lowers emissions.

“The new DI system further expands the usefulness of the UltraBurn catalyst into performance enhancement when used with biodiesel or heavy fuel oil,” said Mark Spoon, CEO of Emissions Technology. Spoon went on to point out that the exciting new addition to ETI’s product line has been under development for nearly a year by ETI scientists and engineers. “It employs a novel injection technology coupled with new catalyst formulations and was extensively tested at CEE labs in California earlier this year,” Spoon added. Patents are pending on the new delivery system.


The four-cylinder wave is about to hit even luxury barges: Mercedes-Benz will offer a small, four-cylinder diesel engine in Europe for its top-line, typically V-8-powered S-Class sedan, the first four-banger in 60 years of the model.

To meet Euro carbon rules and sell cars to rich Europeans with a green bent, makes like M-B, Audi and BMW are looking for ways to put an eco spin on even their conspicuous-consumption models. There are no plans as of now to offer the small diesel in the U.S.

But Mercedes will be the first of the big luxury-car makers to put such a small engine in its top-line model, according to a report by Bloomberg News. It will try to maintain a semblance of performance for the 2-ton-plus sedan even with a 2.2-liter diesel four-cylinder: The S250 CDI, due at dealers next year, will have a two-stage turbo that is expected to be good for 204 hp., a 149 mph top speed and 0-60 in about 8 seconds.

How green?:

The diesel’s estimate of 41 mpg is greener than the S-Class hybrid — which gets about 19 city, 25 highway.

“Green luxury is feasible,” Verena Mueller, a Mercedes spokeswoman, told Bloomberg in Stuttgart. “We expect to attract environmentally conscious customers who are seeking the lowest possible CO2 emissions.”

The downsizing also is a response to what the economic troubles have done to demand for luxury rides. The smaller engines are also cheaper and would let automakers give shoppers a price break and keep them from trading down to cheaper brands or even small cars under their own brands. The diesel four-banger will be the equivalent of about $5,000 cheaper that the Euro V-6 S, but still $38,000 more expensive there than the entry-level E-Class.

“The business models of Mercedes, BMW and Audi wouldn’t support a massive migration of customers to smaller models,” said Christoph Stuermer, a Frankfurt-based analyst at IHS Automotive. “We’re going to start seeing extreme versions of bigger cars to keep customers from drifting down.”

BMW offered a six along with the eights in its top-line 7-Series this year but has no immediate plan for a four, nor does Audi for its A8 sedan. For now, anyway. Both have electrics in development.

Fred Meier/Drive On