Toyota Auris hybrid beat by diesel Auris

Never happen. Americans still have the mentality of always going for the biggest engine come what may.

It could be suggested to Toyota US who'd say "a 1.4 litre diesel?" oh that must be puny and slow etc and it would never get through the net. Shame as some of these small displacement engines are great.

We have a popular car here called the Ford Mondeo (your Ford Fusion) and the latest version here has a 1.0 litre 3 cylinder petrol engine. Before all the Americans laugh and roll around, just look at the stats for it;


Ford convinced customers will warm to 1.0-litre Mondeo

New Ford Mondeo 2014 release date, price & specs | Carbuyer

The stats exceed the Ford Mondeo 2.0 of 10 years ago. I had one of those and ran it to shy of 300k miles.

It's not just Ford. Other manufacturers offer similar sized cars with 1.3 or 1.4 litre petrol engines that are still providing 130/140+ bhp, but fuel economy not far off a Prius.

You have to be open minded about it. But $8+ a gallon also helps the push lol

 

Not sure Auris diesel will meet US emission standard.

 

At the moment probably not because cars are tuned for the markets they're sold in. At the end of this year all new diesel cars will have to comply with Euro 6 which is the same (virtually) as the emission requirements in the US. If they can meet Euro 6 then they can meet yours.

 

Just new models will have to be euro6. Already sold euro5 ones like the actual auris 1.4 could be sold until the end of 2015, so we will probably have to wait the mk3 to have an euro6 diesel auris.

 

So where is Mazda 6 Euro 6 diesel in US? It's not because of emission standards.

 

The question was could the Auris meet standards. Probably will, but that is still no guarantee it will be sold in the US where diesel generally costs more than petrol.

 

Do the new EU emission standards require the pee canisters like here in the U.S. ?

 

The few euro6 models I know of have the urea tank, but are 1.6 or bigger. Don't know about 1.4 ones.

 

Another question is the cost of emission (after-treatment) equipment to meet Euro 6 emission standard. Even if it costs the same as hybrid premium, they are not maintenance free. Hybrid components are maintenance free.

 

Having to meet gasoline emission targets, NOx is tougher for diesels in the US. But meeting gasoline's high to diesel CO levels are a breeze.

Europe has seperate scales for petrol and diesel emissions. Diesels meeting Euro6 won't meet US NOx requirements. That's why the Mazda6 diesel hasn't been released yet, and virtually all diesels available here use DEF(urea) treatment.

I wouldn't call the hybrid components maintenance. The inverter coolant and transmission fluid requires changing from time to time. They are part of regular ICE maintenance items, but so are the diesel emission ones.

The only extra maintenance cost of the clean diesel is if it has SCR and uses DEF. Worst case for that, outside a Mercedes dealer, is buying box jugs of AdBlue from a store like Walmart for around $4.80 a gallon. The DEF tank needs to be filled at oil change time, around every 10,000 miles. If it takes 10 gallons then, which a truck might, that is a cost of $0.005 a mile. Cars have tanks sized around 7 gallons. So lower cost per mile there, and if it can filled at a truck stup, the DEF costs around $2.50 a gallon. In which case is that it adds $0.00175 to operating costs. This could go up or down depending on actual operation.

The DPF requires regeneration which means burning some extra fuel. How often depends on the type of driving.

The catalytic convertors for a diesel probably don't cost more much than those for a gasoline car. My WAG is a couple hundred. The retail price of a DPF replacement for a Jetta seems to be in the $1500 to $2000 for the part, but it should go to 120k miles before clogging becomes a concern.

 

Here in Italy MSRP difference between an HSD Auris and an euro5 1.4D one with same trim level and no automatic transmission is just in the 500 € range more for the HSD. You can save something more on the 1.4D if you buy the entry level trim (no bluetooth, no rear camera, no alloy wheels, etc.), the HSD isn't sold in that level.

 

Here is an informative link on what happened in EU with all diesel propaganda:
Fuelling Europe's Future - Diesel/Gasoline imbalance

Fuelling Europe's Future - Environmental footprint

IMHO, the price ratio between diesel and petrol should not be touched by the government it should be formed from sole supply and demand. And lets face it diesel is more energy rich per volume and more expensive, you should not look at the MPG number but should calculate MPGe (equivalent) in gasoline. The difference is so little that only big transport users would benefit from going to diesel engine and only that is where it should be used.

 

Many have to replace them before 50.000 miles because they never drive fast enough to fully unclog it.
If you almost never drive in highways, which isn't uncommon in many European countries. you'll get an automatic unclog cycle every 150-300 miles: for 10-15 minutes your ICE will burn at least 50% more fuel.

 

USB and I are in the US, so I was coaching the reply in those terms. Here, the Jetta manual states to first check the DPF at 120k miles. I know early generation DPFs could be maintenance nightmares in Europe, but it seems to not be a problem here. Sounds like early clogging of the DPF might be like battery failures in the Prius. An issue with faulty parts that are covered under the 8yr/80k mile federal emission warranty all cars have here.

They seem to a technology that has been improved in time, with less required regenerations required. Increasing biodiesel content will also help since produces less particulates. Hopefully the filters for DI petrol engines won't suffer the problems of early DPFs.

Europe's favoring of diesels has lead to a, sometimes literal, mess. More petrol cars would appear to be the answer, but that will have ripple effects. For US refineries, it takes less energy to produce diesel than gasoline. If more of Europe's gasoline stays at home, they'll have to crack more of the diesel for gasoline to meet our demand for it. This, of course, leads to more energy used and emissions.

 

yes

There's a big difference between the fuel injection DPF's and the more expensive urea injection DPF's. The latter seem to work fine. We had some Merc taxis with them and they ran upto 300k miles (480k km) with no issues, used and abused in heavy traffic.

I believe the DPF's in the US are the urea injection system as that's the one that reduces NOx.

 

'big transport' .... as in maritime / cargo / cruiseliner use? Aren't they still allowed to use lower grade / higher sulphur content fuel?
.

 

You seem to be confusing DPF with NOx reducing technologies for diesels.

DPFs need to burn off the soot to regenerate the filter. Nearly all of them use diesel to do so. There are more expensive metal fiber types that use electricity to heat the filter. Diesel particulate filter - Wikipedia, the free encyclopedia

For NOx, there are three main ways of controlling it, which can be used separately or together. First is using EGR to control NOx formation in the cylinder. The next are usually one or the other. SCR is a catalytic convertor that uses DEF. The NOx trap uses a zeolite to adsorb the NOx, which gets regenerated like the DPF with fuel.
Catalytic converter - Wikipedia, the free encyclopedia
Selective catalytic reduction - Wikipedia, the free encyclopedia
NOx adsorber - Wikipedia, the free encyclopedia

 

The heavy duty diesel engine companies that took the ERG only route aren't meeting targets. One has abandoned that path.

NOx traps can reduce the emission levels down to meet regulations. It is just at the cost of fuel economy, because diesel has to be sprayed into it to burn off the NOx from time to time. Despite being a smaller, lighter car with the same engine, the Jetta TDI has the same economy rating as the Passat.

The Mazda6 doesn't use SCR and urea. It also hasn't been certified by the EPA for sale, and it it has been about a year since to original release date. SCR is just the superior method of reducing NOx without sacrificing the diesel's overall efficiency. Future models may use it and a NOx trap to achieve Prius levels of emissions.