Driving technology: Finding gems among the glitter

Combining smaller blocks with direct-injection, turbocharged, Variable Valve Timing (VVT) and other technologies helps engines perform as if they had bigger displacements, but without the fuel consumption of the larger engine. General Motors (GM) offers its version of Displacement on Demand, Active Fuel Management, in nine models, the most of any automaker. But other vehicles, such as the 2006 Honda Pilot, provide similar technology that allows an engine to operate on all or just half of the cylinders to save fuel, such as when decelerating or cruising.

GM's all-new Ecotec 2.0L Direct Injection Turbo Engine is one example of advanced combustion technology. Gasoline direct-injection technology, VVT and an intercooled, twin-scroll turbocharging system are used to optimize the new engine's performance to produce more power, while maintaining the lower fuel consumption of a small displacement port-injected engine. It produces 260 horsepower and 260 lb.-feet of torque, making it GM's highest specific output engine ever — at 2.1 horsepower per cubic inch of displacement — and the most powerful production engine in the Ecotec family, adds GM.

Throwing down the gauntlet

One interesting new vehicle introduction was the subcompact 2007 Honda Fit. With all the show chatter about Chinese automakers Geely and Chery coming to the U.S. market, Honda appears poised to answer their challenge.

Consistent with Honda's reputation for dependability, quality and reliability, the Fit is an entry-level vehicle for the first-time buyer that merges style, technology and value. Featuring a tidy 1.5L, SOHC, 16-valve, four-cylinder VTEC engine that generates 109 horsepower and 105 lb.-feet of torque, the compact and efficient powerplant incorporates Honda's innovative VVT and Lift Electronic Control to provide highly efficient operation at low engine speeds and extended performance at high engine speeds.

An electronic drive-by-wire throttle control provides quick throttle response and precise fuel delivery to the engine. Friction reducing technologies include roller bearing tipped rocker arms, a low-friction timing chain tensioner, molydebenum-coated piston skirts and an offset crankshaft/connecting rod design. The Fit comes with standard five-speed manual transmission, a 160-watt, six-speaker audio system and other personalizing accessories. A five-speed automatic transmission with steering wheel-mounted paddle shifters is optional.

Interestingly, the Fit will be priced between $13,000 and $14,000. Honda clearly has been watching the horizon for some time and says to any market-share challengers: "Bring it on."

Upping the speed

In addition to smaller engine displacements, transmissions and torque curves have been tweaked. Not that long ago, five-speed transmissions were common, with six-speeds the rarity. This year's gem can be found in the number of seven-speed transmissions and the world's first eight-speed transmission in a passenger car.

These enhanced transmissions' gears cover smaller ranges and act as multiple overdrives, further improving fuel economy. Complementing both engine technologies and innovative transmissions, several automakers have broadened the torque curves of some vehicles. The flattened torque curves not only optimize fuel efficiency, but also further help engines to perform as if they had bigger displacements, by reserving available torque over a wider range of speed.

Dr. Dieter Zetsche, chairman of DaimlerChrysler (DCX) and head of the Mercedes-Benz (M-B) Car Group, described torque management using the new 2007 GL-Class Crossover utility vehicle's second-generation M273 4.6L V8 engine as an example.

The GL employs an updated seven-speed transmission to provide better acceleration and fuel economy. It also allows skipping up to three gears. The engine produces 335 horsepower and 339 lb.-feet of torque over a broad rpm range by incorporating several new features. Intake "tumble flaps," located in the intake passages near the combustion chamber, pivot open under partial load to create additional turbulence around the intake cover and in the combustion chamber, increasing combustion and improving fuel economy.

A two-stage magnesium intake manifold is used to broaden the torque curve, making it more responsive over a broad rpm range. At lower speeds, a set of flaps in the manifold close off short intake passages, which improves torque at lower rpm. When open, these flaps enable a power boost at higher speeds.

Consider the new 2007 Lexus LS460L. Powered by an all-new 4.6L V8 engine that will produce about 380 horsepower and 370 lb.-feet of torque, Lexus says the LS460L will travel from zero to 60 mph in less than 5.5 seconds. Yet, with that level of performance, it is rated at an estimated combined city/highway mileage in the mid-20s.

Lexus is targeting an Ultra-Low Emissions Vehicle II (ULEV II) rating for the LS460L. Toyota's CEO Jim Press, when introducing the new LS, mentioned it had the first eight-speed transmission in a passenger car.

Reality and opportunity cross paths

While speaking about more stringent vehicle emissions at the Frankfurt Auto Show last fall, Martin Leach, Ford's European vice president for Product Development, said, "It is always difficult if the customers want to go 'left' and the regulations ask you to go 'right.' It becomes a complex balancing act." He added that besides consumer education, developing successful technology and downsizing vehicle powertrains would be necessary to achieve the set emissions goals.

Today, if you sourced a list of the 10 most fuel-efficient vehicles available worldwide, more than half are diesel-powered, not gasoline-electric hybrids. And of those vehicles, few of the diesels are even available in the United States. Driven by rising fuel prices, the desire for less dependency on Middle Eastern oil and pending stricter emissions regulations, diesel powertrains are widespread in Europe, where gas prices hover at nearly $7 per gallon. Present and projected rising fuel prices and security concerns are driving change here, too, and not just with hybrid or hydrogen vehicles, but also in the momentum for diesel.

Diesel is coming to America in a big way. The introduction of ultralow sulfur diesel fuel this fall, diesel engine innovations and new technologies in the after-treatment of exhaust by companies such as Robert Bosch GmbH is making this a reality. Turning clean diesel passenger vehicles into ultra-clean vehicles that can help the United States meet energy policy objectives will be evident by this fall, with M-B and other automakers announcing intentions to bring more diesels here soon.

Clean diesel in and of itself does what gas-hybrids try to do. According to Bosch's John Moulton, president of its Powertrain Division, the new advancements in technology have enabled diesel passenger vehicles to meet the stricter regulations.

"In meeting these regulations, diesel passenger vehicles may offer significant advantages to consumers looking for alternative powertrains," said Moulton.

You'll find examples of Bosch's clean diesel technology in new cars this year: Its high-pressure common rail and unit injector systems both are vital to meeting emissions reduction, improved performance and fuel economy goals. Moulton noted that diesel was 30 percent more fuel efficient than gasoline, and that diesel would help California to reduce emissions by 25 percent.

At NAIAS, Zetsche stated that the benefits of clean diesel were just coming into American consciousness and that shortly there would be more diesel-powered models available. He added that diesel-hybrids would follow thereafter, merging the hybrid advantages in city driving to diesel's edge in highway driving.

DCX introduced three advanced clean diesel powertrains and the technology behind them: the M-B E 320 BLUETEC, the Vision M-B GL 320 BLUETEC and the Jeep Grand Cherokee BLUETEC. Zetsche described BLUETEC technology as being capable of producing the cleanest diesel vehicles in their segment throughout the world. The system requires the clean diesel fuel that is coming later this year to be fully effective. Because of that, the first such vehicle, the E 320 BLUETEC, won't be available here until then.

Zetsche explained that BLUETEC is a combination of technologies for passenger cars and light trucks to reduce all relevant emission components. In M-B commercial vehicles, it combines highly efficient engines with an exhaust gas treatment system based on selective catalytic reduction (SCR) technology. With SCR technology, nitrogen oxides (NOx) are converted into harmless nitrogen and water vapor by adding ammonia as a reducing agent in a catalytic converter.

The system for passenger cars and light trucks includes an oxidizing catalytic converter and a diesel particulate filter, as well as systems for reducing NOx emissions. Two alternate technologies exist at DCX — Denox and a BLUETEC catalytic converter, or AdBlue ammonia injection with a BLUETEC catalytic converter — with the individual design concept of the vehicle dictating the choice.

Passing on gas

Biofuel (aka E85 here or Sunfuel in Europe), hybrids and hydrogen applications are all making headway, too. GM and Ford, unlike other automakers who were keen on diesel, both stated a commitment to E85 by way of FlexFuel — gas or biofuel — vehicles in the market now, and those soon to come. There are 1.5 million E85 vehicles on the roads today, with another half million expected by the end of 2006. E85 production is still relatively low in America, yet these automakers have confirmed their commitment and leadership with a presence on wheels.

Volkswagen is taking a different approach with their vision featuring the convergence of two paths: one of fuel evolution, the other on powertrains.

For fuel, the transition from a gasoline to hydrogen highway for VW incorporated clean diesel now, and Sunfuel as a part of the fuel supply as the world transitions to hydrogen. For powertrains, VW's focus would remain on diesel engines, with little attention on hybrids, while hydrogen fuel cell technology and infrastructure were developed.

Frank Seyfried, VW's director of Engineering for Group Research (Powertrain, Fuels and Lubricants), said the automaker's strategy was based on two factors: First, today's diesel efficiencies are comparable to gas-hybrids; and second, the emergence of hydrogen could be sooner than many think. He said that recovering the costs for proprietary hybrid design and development in a shortened timeframe to hydrogen would be difficult, and that the transferable-to-hydrogen hybrid technology would be available to the company.

On the hybrid front, GM will debut its two-mode hybrid system in the 2008 Tahoe and Yukon SUVs this fall. It uses two 60-kilowatt motors integrated with an electrically variable transmission. One of the electric motors powers the vehicle at low speeds, while the other sends power to the wheels at highway speeds. Combined with GM's cylinder deactivation, a 25-percent increase in mileage in these larger vehicles is attainable.

The two-mode hybrid is definitely something to pay attention to because GM is partnering with DCX and BMW in its development and heralds the launch of hybrid Chryslers, M-Bs and BMWs. The two-mode full hybrid system also can be used in diesel engines. In addition, as GM continues to push toward affordable consumer hydrogen-powered vehicles by 2010, the two-mode system could be sold by GM to other automakers who lack the technology or have component sourcing problems, which could help GM offset some of the costs.

In many respects, new vehicle concepts provide the glamour you'd expect, but finding new technological treasure is a rather daunting task. But for the driver and the technician, the throaty rumble and pull of wheels running free on the road continues to be the experience that drives consumers. For the aftermarket, that's good news. And perhaps 2006 has more technological gems in store for us.

Angela Kilbourne is managing editor of our sister magazine Motor Age. Bob Chabot is a Midwest-based freelancer specializing in industry news and management topics.