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Diesel. To many American drivers the “D” word is something of a mystery. It’s associated with construction equipment, tractor trailers and hillbillies “rollin’ coal” in their modified pickups, spewing more black smoke than a burning pile of used tires.

But these stereotypes have about as much in common with today’s clean diesels as lobotomies do with modern psychiatry. Things have changed dramatically over the years and we’re all better off because of it.

In fact vehicles powered by compression-ignition engines are often dramatically more fuel efficient than their gasoline counterparts. In fact they can be up to 30 percent thriftier, which is HUGE.

Take a look at the 2015 Audi A8 L for instance. With a 3.0-liter supercharged gasoline V6 under the hood its combined fuel-economy rating is 22 MPG. But an identical model that’s motivated by a 3.0-liter turbo diesel engine clocks in at 28.

The Future of Diesel

“I think it’s one of the most underrated powertrains and fuels in the business today,” said Wayne Killen, general manager of product strategy and launch at Audi of America, though he may be a touch biased. His company has been pushing clean-diesel technology for years and it’s really starting to take off.

“About 10 percent of Audi sales are diesel,” Killen said. Not long ago these vehicles made up less than five percent of deliveries in the U.S. To continue this success he mentioned oil-burning powertrains will be offered in all of Audi’s mainline vehicles in the coming years. Including the brand-new A3 sedan, diesel power is currently available in six of the company’s products.

Customers are drawn to the impressive efficiency numbers on these vehicles’ window stickers and the torque their engines provide. But what’s the secret sauce? Why are diesels so economical?

11 Herbs and Spices


“It starts with the fuel itself,” Killen explained, which is “15 percent more energy dense than gasoline.” On the molecular level it’s comprised of “more long-chain hydrocarbons,” he said. In straightforward terms it’s simply got more energy in it than a comparable quantity of gasoline.

In addition to burning a richer fuel diesels generally have much higher compression ratios than their Otto-cycle counterparts. The typical gasoline engine clocks in anywhere between eight- and 12-to-one depending on whether direct injection is part of the equation. But diesel compression ratios on the other hand typically start at 12 and can hit 16-to-one or more.

Of course ridiculously high compression is a required part of the diesel-combustion process. Air in the cylinders gets superheated by all the squeezing, so much so in fact that the when the fuel is sprayed into the combustion chambers it instantly ignites, which is why these engines can operate without spark plugs.

One benefit of these tremendous compression ratios is that the engines can “extract more power from the fuel,” Killen said. Not only is this great for performance but it also improves efficiency.

Common-rail fuel injection is another technical advancement for diesel engines as is piezoelectric technology. With these systems very precise amounts of fuel can be sprayed into the cylinders at extremely high pressures, up to 29,000 PSI. Audi’s piezoelectric injectors can also deliver as many as five squirts of fuel per combustion cycle. This helps reduce NVH and emissions.

Aside from all of this diesel engines also lack throttle plates found in their gasoline-burning counterparts. These air-restricting components cause what’s known as pumping losses; energy wasted as an engine tries to suck air past a partially closed throttle plate. Diesels have no such restrictions, but it doesn’t end there.

“Variable vane turbocharging, we can’t forget that,” Killen said. These advanced turbochargers can alter the amount of boost they provide at different engine speeds. This gives you an even delivery of torque instead of one gigantic lump.

Thanks to modern technology like this, Killen said “there is no disadvantage to this fuel compared to gasoline anymore.” In fact Audi has made diesel a core part of its efforts to race – and win – at the grueling 24 Hours of Le Man. Killen said this commitment to compression ignition “underscores the efficiency of the fuel but [also] the power that it can make."
To read all of this story, Why are Diesels More Efficient Than Gasoline Engines? please visit AutoGuide.com.
 

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And here are some of the negatives:

Noise, smell, smoke (yes, even the latest clean Diesels)
Huge cost premium to purchase
Cost premium to fuel
Emissions remain more dangerous to environment

All while GTDI engines are becoming,
More efficient & powerful than prior though smarter combustion and increasing compression ratios, etc.
Achieving incredibly low emissions standards, far cleaner than Diesel
Price to purchase
Performance feel
Lower NVH
 

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Don't agree with noise, smell & smoke. The new diesels (which there are a ton on the roads over here) do not stink, no smoke, and the noise is no where near the clatter the old ones make.
I have ridden in cars that I did not know were diesel powered and was totally surprised to find out that in fact the vehicle was being powered by a diesel.
Agree 100% on the high cost over a gas engine, and it is only going to get worse with the tech that is needed to make diesel engines meet the new regulations.
Very high maintenance costs for drivers who do not do long distance in there daily drives is a big negative.

I have said it before regarding the high percentage of diesel cars on the roads in Europe, if they were not subsidized by the fuel & corporate companies the amount of new diesel vehicles would dwindle big time.

I don't know anyone in my circle of friends who has purchased a new diesel vehicle for their own use. Friends that do have a new vehicle and it is diesel,the vehicle is supplied by there company.

Used purchases, now that is a different story. Friends who buy used are more likely to shop diesel as well.

And it is a myth that people in Europe do not drive long distances daily.
 

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My brother bought a VW Jetta Diesel earlier this year using it to commute to work in Connecticut. There are 3 fuel filters with the diesel which you must be sure to have changed as specified.

The reason why the diesel does not give off that heavy cloud of black smoke as did diesels 40 years or so ago is because there are filters that trap all this. The filter needs to be changed around 100K miles. So as you get more miles put onto the vehicle, the filter fills up and works less efficient.

He's second guessing if buying the diesel over a gas engine was a good idea or not. I asked him to keep a log of expenses involved including maintenance and compare to other gas engine vehicles he used in the past when commuting to work as comparison. Once you lay out the good and bad points, cost of ownership of both it's easy to determine which vehicle (diesel or gas) is better overall.
 

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I thought those exhaust filters regenerated automatically at predetermined intervals... Quick trip to wikipedia and it appears that the filter (DPF) can either be a throw-away or can regenerate. In my experience, I've seen more sooty tailpipes on ecoboost engines than diesels.

With engine technology advancing at a pretty good clip, I think diesel engines will continue to put pressure on gas engines and vice versa. Competition is good and the driver gets to reap the benefits.
 

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All the research I've done when it comes to gas vs. diesel trucks is the increase in efficiency is more than offset by the added upfront cost + the greater regular maint costs + the premium for diesel fuel over gas. For the vast majority of us who don't use our trucks for heavy hauling or towing the benefits generally don't outweigh the premium.

And as far as that diesel clatter, for me personally I like it! I would rather have a little diesel clatter than the rather bland sound of an EBV6 though that's gotta be the worst reason in the world to make the choice.
:thumb:
 
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