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carpe_diem |
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carpe_diem Trackday Trickster
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Itchy |
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Itchy Super Spammer
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RhynoCZ |
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RhynoCZ Super Spammer
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Posted: 21:34 - 10 Oct 2016 Post subject: |
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Itchy wrote: | RhynoCZ wrote: |
My question is, what do you think will change this time? |
Governments pushing this as an alternative. Way back in the UK the UK government pushed people into buying diesel cleaner they said better MPG they said. So many people switched to diesel. |
Way back in the UK, meaing the post war Europe and the oil crisis Europe, right? Well, today we do have none of that above. Meaning the political will won't be as strong as back in the ''way back in the UK'' era, when more efficient diesels just made sense.
This alternative cars, not just EV's, movement may change. I'm not sure about the UK, but in most of the democratic countries of this planet, govs. and political views change. Also, going electric does not mean going green, as we've talked about before. ____________________ '87 Honda XBR 500, '96 Kawasaki ZX7R P1, '90 Honda CB-1, '88 Kawasaki GPz550, MZ 150 ETZ
'95 Mercedes-Benz w202 C200 CGI; MZ 150 ETZ, '98 Mercedes-Benz w210 E200 Kompressor |
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Kickstart |
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Kickstart The Oracle
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Itchy |
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Itchy Super Spammer
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Brendan110_0 |
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Brendan110_0 Two Stroke Sniffer
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Derivative |
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Derivative World Chat Champion
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Rogerborg |
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Rogerborg nimbA
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weasley |
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weasley World Chat Champion
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Rogerborg |
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Rogerborg nimbA
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Alpineandy |
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Alpineandy World Chat Champion
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Alpineandy |
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Alpineandy World Chat Champion
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talkToTheHat |
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talkToTheHat World Chat Champion
Joined: 21 Feb 2012 Karma :
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Posted: 22:16 - 14 Oct 2016 Post subject: |
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Diesels have a head-start in efficiency as engine speed is controlled the amount of fuel injected into the cylinder, so as said no pumping losses from a throttle body. At maximum torque demand (wide open throttle on a traditional petrol engine) there is little difference, particularly with aerodynamically smooth throttle bodies. At partial torque demand diesel cycle engines have a huge efficency gain, and fuel consumption at idle is significantly reduced.
Another factor on the efficiency of an engine is compression ratio. Diesel engines are compression ignition, relying on what would be detrimental knock in a petrol engine for ignition so it is easier to get a higher compression ratio.
Adding a compressor to the intake boosts the effective compression ratio and thus increases efficiency, traditional petrol engines run into problems with knock so there is a limit to the potential gain here. Using heat energy from the exhaust to drive the compressor is energy that would otherwise be wasted, so a turbocharger is more efficient than a crank-driven supercharger.
Note however that modern direct injection petrol engines can perform trickery by injecting fuel in the compression stroke to get a stratified charge which can reduce knock and in some circumstances allow very lean burning, often with wide open throttle. This means that in some circumstances a direct injection petrol engine can perform as efficiently as a diesel engine.
There are further issues with diesel being slower burning, ideal for low speed marine engines and heavy haulage, less so for small domestic engines where compactness is an issue.
The nail in the coffin for diesel is for all the efficiency it's not clean. A catalytic converter works very well in a stoichiometric or lean burning petrol engine. In a diesel the particulate emissions can clog a catalyst and are a hazard in themselves. Urea injectors and particle traps go unmaintained. Diesel also produces a greater ratio of carbon dioxide to water as a direct result of its composition.
Whereas diesel works with a use less to emit less stratergy, petrol wins on emit cleaner. Of course LPG (propane/butane) is better and even more so for natural gas (mostly methane) but care must be taken not to release such to the atmosphere as the unburnt gas is in itself a pollutant.
Hydrogen is clean at the point of combustion as simple catalysts can deal with nitrogen compounds created, but hydrogen from fossil fuel is incredibly expensive and I hear there are problems with fission power, and putting fusion into practice is taking longer than expected. Furthermore if hydrogen is available, you may as well use a fuel cell and electric motors for best efficiency.
As such electrical vehicles with a chemical battery appear to be an inefficient compromise, removing emissions form the point of use to a power station, which can burn fossil fuel cleaner than an IC engine, harness solar/wind/tidal/etc or be nuclear and as such pushing the burden of clean energy onto the state or energy giants. Electrical is going to happen. We're not going to like it. The battery condition of older used vehicles is going to be a problem, and those of us who buy older vehicles are going to be hit hardest.
What remains to be solved is the responsible and environmentally friendly recycling of the batteries from such. Open air smelting to recover rare elements in the third world is a major environmental disaster fuelled by recyclables. ____________________ Bandit. does. everything. |
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Kickstart |
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Kickstart The Oracle
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Pigeon |
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Pigeon World Chat Champion
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weasley |
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weasley World Chat Champion
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jjdugen |
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jjdugen World Chat Champion
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ViktorVon |
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ViktorVon L Plate Warrior
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talkToTheHat |
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talkToTheHat World Chat Champion
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Jadeskidd |
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Jadeskidd L Plate Warrior
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stevo as b4 |
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stevo as b4 World Chat Champion
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RhynoCZ |
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RhynoCZ Super Spammer
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Posted: 11:27 - 23 Oct 2016 Post subject: |
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The Adblue shouldn't be a problem. When I was interested in this system, I found somewhere, passenger cars normally had a 10-30L reservoire, with avg. usage of 0.5 - 1.8 liters per 1000 km, depends on the engine and the MPG.
Now, googling around, Mercedes-Benz diesels are good for 25k km, and the best I could find was Audi A8 with 36,000km, at 27L reservoir. A 10L bottle of the Adblue comes from about £6 (that's one pack of smokes in the UK). Most of us are having a 12 months service period and won't do 36k a year. So, top it up in every 2 oil changes or every 12 months if you cover more distance throughout the year.
People are moaning over nothing. ____________________ '87 Honda XBR 500, '96 Kawasaki ZX7R P1, '90 Honda CB-1, '88 Kawasaki GPz550, MZ 150 ETZ
'95 Mercedes-Benz w202 C200 CGI; MZ 150 ETZ, '98 Mercedes-Benz w210 E200 Kompressor |
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Old Thread Alert!
The last post was made 7 years, 158 days ago. Instead of replying here, would creating a new thread be more useful? |
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