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    BMW Bringing Back Diesels


    William Maley

    Staff Writer - CheersandGears.com

    July 16, 2012

    With the last generation 3-Series and current X5, BMW brought back the diesel engine to their lineup. A 3.0L inline-six producing 265 HP and 425 lb-ft of torque. That could send a 3-Series to 60 MPH in 5.3 seconds and a X5 in 6.9 seconds.

    However, the concern is not performance, but fuel economy. BMW realizes this and has a pair of new diesel engines on their way to show it.

    This past Friday, Automobile senior editor Jason Cammisa tweeted out that BMW would introduce a 2.0L, single-turbo, inline-four diesel engine producing 180 HP and 280 lb-ft of torque.

    There is also a second diesel engine on its way. BMW confirmed a twin-turbo, 3.0L diesel inline-6 coming out the same time as the inline-4. No details on horsepower and torque at the moment.

    The two engines will come with eight-speed automatic transmission, and use a urea-based selective catalyst reduction (SCR) system to meet the strict U.S. emission standards.

    BMW isn't saying which models will get the the four and six-cylinder diesel engines.

    Source: Twitter, Automobile Magazine

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.

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    Very Cool, glad to see more diesels, but I do wonder about something. If anyone can offer their thoughts on the following question,

    If you do not refill the urea-based catalyst system, does the car still run? Does it run rough or have any negative affects other than just not being able to inject the pee juice to reduce certain particles in the exhaust?

    I know more and more states are getting rid of their emissions testing and Washington is no different with 2015 the end year for it due to how clean the current crop of cars run. Nice to reduce gov waste, but if there is no emissions testing, how will they make sure the diesels stay clean? If the car will run just fine with no Pee Juice in the system, then I do not see people paying the crazy amounts they want for this blue juice to keep the exhaust clean.

    Thoughts?

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    On the Duramax trucks, don't they have a similar system? I believe it puts the truck in limp mode before shutting it down if it is not refilled. That's what I heard.

    These new BMW diesels sound sweet, except for the mandatory autotragic transmission. Not sure if it is for certification purposes, or torque specs.

    Edited by ocnblu
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    On the Duramax trucks, don't they have a similar system? I believe it puts the truck in limp mode before shutting it down if it is not refilled. That's what I heard.

    These new BMW diesels sound sweet, except for the mandatory autotragic transmission. Not sure if it is for certification purposes, or torque specs.

    Certification purposes. A vehicle introduced in US in different powertrain must be tested for safety standards. So a 330i automatic and manual transmission vehicles should be tested individually not lumped together. Given how pathetic manual transmission rate is in this country, BMW is realizing it is not worth keeping its ultimate driving machine status anymore.

    Look at X1 and X3, both are offered with manual transmissions outside this country, not here.

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    On the Duramax trucks, don't they have a similar system? I believe it puts the truck in limp mode before shutting it down if it is not refilled. That's what I heard.

    These new BMW diesels sound sweet, except for the mandatory autotragic transmission. Not sure if it is for certification purposes, or torque specs.

    Thanks Ocnblu, I did not think about being put into a limp mode home state. With that I researched limp mode diesel state and found this nice write up on the GM duramax:

    http://www.dieselpowermag.com/tech/chevy/1003dp_2011_lml_duramax_diesel_engine/viewall.html

    Plus found this on a diesel blog, very cool info, but it looks like cost is going up for people running diesel.

    Chrysler Previews NOx Reduction Solutions for 2010

    ...There are three ways to lower NOx emissions in diesels: The first is exhaust gas recirculation. EGR recirculates a portion of the engine's exhaust back into the engine at a lower temperature. The cooled gases have a higher heat capacity and contain less oxygen than air, lowering combustion temperatures and reducing the formation of NOx. EGR is prevalent in today’s clean diesel engines to reduce NOx, but it’s not efficient enough in current form to meet 2010 emissions levels.

    Navistar is the only diesel engine manufacturer that says it will use in-cylinder EGR only to reduce NOx next year, but it will be limited to large over-the-road truck applications and not HD pickups and chassis cabs.

    The second way is the use of EGR plus a special “adsorber” catalyst material to soak up and break down remaining NOx molecules before they leave the tailpipe. Chrysler is the only heavy-duty pickup manufacturer in the segment to use this approach in its Dodge Ram 2500 and 3500 trucks. The current 2007-09 6.7-liter Cummins six-cylinder diesel powertrain reached 2010 NOx emissions requirements three years early; it will carryover into 2010 and beyond without change in these models while Ford and GM are expected to update their next-generation diesel engines for 2010 using the last technology, below.

    The third, and newest, approach is selective catalytic reduction using urea DEF. The urea-based solution (32.5 percent industrial urea and 67.5 percent deionized water) is held in a separate storage tank and injected as a fine mist into the hot exhaust gases. The heat turns the urea into ammonia that - when combined with a special catalytic converter - breaks down the NOx into harmless nitrogen gas and water vapor.

    Like Ford and GM, Chrysler will use diesel exhaust fluid to scrub NOx from the exhaust but only in its new 2010 Dodge Ram 3500, 4500 and 5500 commercial Chassis Cabs.

    The Dodge Ram Chassis Cabs use the same Cummins 6.7-liter diesel as the 2500 and 3500 pickups.

    You might be wondering why Chrysler is using a NOx adsorber on its HD pickups and urea SCR on its Chassis Cabs. It’s because the NOx adsorber depends on rare earth metals. Until recently, the prices of these metals had been sky high. Urea DEF is much cheaper than rhodium or palladium. The drawback against urea though is it requires periodic maintenance and driver action.

    For demonstration purposes, Chrysler had a specially labeled Ram Chassis Cab on the floor at the 2009 Work Truck Show in Chicago to show off its new urea SCR components.

    “The 2010 Ram Chassis Cabs start with an eight-gallon tank to hold urea,” said Kevin Mets, senior development manager for Dodge trucks. “The eight gallons gives us a good range [approximately 4,000 miles] even though the entire package including the DEF fluid weighs about 200 pounds. We don’t rob as much payload capacity as a tank that, say, has a capacity of 16 gallons.”

    DEF is expected to cost about $2.75 a gallon when pumped at truck stops and other retailers, according to the North American SCR Stakeholders Group, an ad-hoc industry alliance of truck and engine manufacturers, regulatory agencies and associations, and DEF infrastructure partners and suppliers. It will be packaged in many ways including 2.5 gallon jugs, bulk storage and DEF dispensing units...

    So, lets see... Using urea injection to meet the 2010 emissions regs. adds roughly a 200 lb. weight penalty,the requirement to manually fill the urea fluid tank every 4,000 miles at a cost of at least $22. That adds up to about $550 per 100,000 miles just to refill the urea tank.

    Hmmmm... I wondered how much extra the rare earth metals used in the other method would add to the cost. So I decided to compare the cost of the 6.7L Cummins diesel engine in a new Dodge pickup (which according to the article above, already meets the 2010 emissions regs. without urea injection) to the cost of an LMM in a new Silverado. Here's are those prices according to Edmunds.com (MSRP / invoice):

    LMM Duramax 6.6L Turbodiesel V8 Engine: $7,195 / $5,972

    MW7 Allison 6-Speed Automatic Transmission: $1,200 / $996

    LMM Duramax 6.6L & MW7 Allison 6-Speed trans: $8,395 / $6,968

    ________________________________________

    2EA ST Quick Order Package 2EA: $4,930 / $4,338

    6.7L Cummins inline 6-cyl. diesel engine only

    (Includes vehicle with standard equipment, 6.7L Cummins turbodiesel inline 6-cylinder engine with 350 hp @ 3013 rpm and 610 lb.-ft. of torque @ 1400 rpm, 6-speed manual transmission, mini-floor console, 3.42 axle ratio, 11.50 rear axle, 750 amp maintenance free battery, current generation engine controller, diesel exhaust brake, electronically controlled throttle, GVWR of 9000 lbs., overhead console with trip computer and electronic vehicle information center, tow hooks, 5.5 additional gallons of diesel, hood insulation, premium body insulation, BLUETEC Diesel System and BLUETEC badge.)

    2FA ST Quick Order Package 2FA: $6,505 / $5,724

    6.7L Cummins inline 6-cyl. diesel engine & 6-speed auto. trans.

    (Includes vehicle with standard equipment, 6-speed automatic transmission, 6.7L Cummins turbodiesel inline 6-cylinder engine with 350 hp @ 3013 rpm and 650 lb.-ft. of torque @ 1500 rpm, mini-floor console, 3.42 axle ratio, 750 amp maintenance free battery, current generation engine controller, diesel exhaust brake, electronically controlled throttle, GVWR of 9000 lbs., overhead console with trip computer and electronic vehicle information center, tow hooks, 5.5 additional gallons of diesel, hood insulation, premium body insulation, BLUETEC Diesel System and BLUETEC badge.)

    ________________________________________

    It doesn't appear that Dodge is having to charge a premium for their diesel engines to meet the 2010 regs. without urea, since they are currently about ($1,900 / $1,200) less than GM, and I assume GM will have to raise prices even higher to pay for all the extra hardware to meet the 2010 regs.

    According to this:

    http://en.wikipedia.org/wiki/BlueTec

    the SCR system Chrysler has now apparently does not meet the California emissions standards (also adopted by 4 other states). To do that they apparently may have to use AdBlue, which is urea injection. This claims that the current SCR system has the "potential" to meet the regs. in all 50 states: although it seems to imply that ammonia is injected into the exhaust. But I don't think ANY current Chrysler diesels have a urea tank, do they?

    Read here that Mercedes got the EPA to sign off on 20 starts when Urea is empty before the car shuts down till Urea is refilled.

    http://www.thecarconnection.com/news/1016299_diesel-urea-injection-fact-and-fiction

    Interesting, I will be watching BMW with interest to see how they do it also.

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    Johnson Matthey is the only company as far as I know that makes the palladium based catalysts currently used for diesel particulate emissions. The company has extensive relationship with Cummins (Chrysler) and GE.

    GM and Ford realised with the price of palladium rising not to invest into the technology with one manufacturer and shifted to urea. The decision is more political than efficient system in use.

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    I like the sound of this. The 4-cylinder should post a huge mpg number and the inline six will produce monster torque. And hopefully this prompts Cadillac to offer a diesel also, especially with Mercedes offering some more diesels now.

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    U.S. Golf and Jetta TDIs are 50-state compliant and don't require urea. They utilize a NOx storage catalyst that temporarily stores the emissions, until they can be burned off during one of the engine cycles.

    But the downside to that is reduced efficiency. Passat TDI uses AdBlue, which allows it to have even lower NOx and better MPG, despite being a heavier vehicle.

    You can buy generic diesel exhaust fluid and refilling it isn't much worse than, say, washer fluid.

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    As diesels continue to become more prevalent, the jugs of diesel engine exhaust fluid (asI've already seen them marketed) will be as common as bottles of washer fluid.

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    going to fleet farm, MA PICK UP A BOTTLE OF UREA!

    i actually hope Cadillac doesn't do diesel. they need to join the ranks of the euro turbo crowd first....i.e. Audi has a legacy of well over a decade now of great mainstream turbo engines.

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      0-60 mph
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      0-100 km/h
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    • By William Maley
      They said it would never happen. But for the first time in their history, Bentley will be offering a diesel in one of their vehicles. This week, the British luxury automaker announced the Bentayga will come with the option of a diesel engine in 2017. The engine in question is a 4.0L triple-charged V8 that produces 429 horsepower and 664 pound-feet of torque. If you're wondering why this engine sounds somewhat familiar, this is the same engine found in the Audi SQ7 TDI. Bentley claims the Bentayga Diesel is the fastest diesel SUV in the world as it can hit 62 mph in 4.8 seconds and continue to a top speed of 168 mph. Even with this performance, the Bentayga Diesel can return a combined fuel economy figure of 35.8 mpg on the European cycle (allowing it to have a range of 621 miles).
      Aside from the new engine, the Bentayga Diesel has some small differences to separate itself from the regular Bentayga. There is a blacked-out grille, discreet 'V8 Diesel' badges on the front doors, and new tailpipes.
      Sales of the Bentayga Diesel will begin early next year in Europe and expand to other markets in due time. Bentley isn't planning to sell Bentayga Diesel in the U.S. - a smart move considering the dark cloud brought by the Volkswagen diesel emission mess. Nor will you see this model debuting at the Paris Motor Show next month. Bentley and Lamborghini announced this week they would not be appearing at the show. This is part of an effort at Volkswagen to help curb costs because of the diesel emission mess.
      Source: Bentley
      Press Release is on Page 2
      BENTLEY BENTAYGA DIESEL: EFFORTLESS DRIVING WITH PEERLESS LUXURY
      The first diesel Bentley – power, refinement and range New-generation, triple-charged 4.0-litre V8 engine develops class-leading 435 PS (429 bhp) and 900 Nm (664 lb.ft.) torque World’s fastest diesel SUV: 0-100 km/h in 4.8 seconds and top speed of 270 km/h (168 mph) Bentayga’s go-anywhere grand touring capability further enhanced with a 1,000 km range potential Lowest CO2 output of any Bentley – 210 g/km  (Crewe, 21 September 2016) Bentley Motors today announces full details of the first diesel model in the iconic British brand’s history – the Bentayga Diesel.
      At the heart of the world's fastest and most powerful luxury diesel SUV is an all-new, technologically advanced, triple-charged, 4.0-litre, 32-valve V8 engine. Developing 435 PS (429 bhp) and 900 Nm (664 lb. ft.) of torque, the Bentayga Diesel hits a top speed of 270 km/h (168 mph) and can accelerate from 0-100 km/h in 4.8 seconds (0-60 mph in 4.6 seconds).
      Bentley’s Crewe-based engineers have developed a V8 powertrain to deliver an authentic Bentley driving experience. Peak torque is available from very early in the rev range (just 1,000 rpm), which makes progress in the Bentayga Diesel truly effortless.
      New clean technology gives the Bentayga Diesel the lowest CO2 emissions of any Bentley, as well as a range of over 1,000 km (621 miles) – allowing owners to, for example, drive from London to Verbier, Bordeaux or the Scottish Highlands on a single tank.
      Inside, the Bentayga Diesel retains the innovative features, advanced technologies and handcrafted luxury for which the Bentley Bentayga is renowned.
      Wolfgang Dürheimer, chairman and chief executive of Bentley Motors, said: “The Bentayga Diesel represents a moment of immense significance in Bentley’s history, by giving the world its fastest luxury diesel SUV. Immense power, grand touring capabilities and superb refinement – this is a true Bentley. Only Bentley could produce a car so powerful, yet so refined.”
      Clean, Powerful Performance – V8 Engine Offers Sublime Capability
      The Bentayga Diesel retains the dynamic performance of the Bentayga W12, while introducing clean technologies and enhanced range.
      The next-generation 4.0-litre V8 engine, mated to a ZF eight-speed automatic transmission, develops a class-leading 435 PS (429 bhp) and 900 Nm (664 lb. ft.) of torque. Variable-geometry, sequential twin-scroll turbochargers are powered by the exhaust gases, while a third electric supercharger – powered by Bentley’s innovative 48V system – spools up within 30 microseconds to eliminate turbo lag. The effect is effortless, seamless power delivery across the entire engine-speed range – the quintessential Bentley driving experience.
      This enables the Bentayga Diesel to deliver a 0-100 km/h time of 4.8 seconds (0-60 mph in 4.6 seconds) and a top speed of 270 km/h (168 mph).
      An immense amount of torque is available from very low speeds, with peak torque achieved from just 1,000 rpm, for both seamless on-road performance and exemplary off-roading ability. The immediate flow of power complements the traditional, class-leading refinement and performance customers have come to expect.
      The new model has also been made with a number of specific developments to provide peerless refinement. For example, the bespoke exhaust system has been acoustically engineered to be as quiet and refined as possible.
      The addition of Selective Catalytic Reduction contributes to lower nitrous oxides. Combined with Bentley’s stop-start system; class-leading CO2 emissions of 210 g/km; and an impressive range of over 1,000 km between fuel stops, this technology puts the Bentayga Diesel at the forefront of advanced engine efficiency.
      Contemporary, Luxurious British Design
      The Bentayga Diesel demonstrates the same authentic and modern British luxury design as its W12-powered stablemate, while also benefitting from a number of unique styling additions.
      A V8 Diesel badge is embedded on the lower front door edge, complemented by a new Bentley ‘twin-quad’ exhaust tailpipe design, which provide a further subtle reminder of the new engine specification. 
      Further distinctive external styling cues include a bold, black matrix grille with chrome surround and central bar, which serves as a signature for the powertrain that lies behind. A new optional Mulliner Driving Specification 21” wheel – available in a silver or grey painted finish (the latter with machined accents to the spoke and rim) – can be specified, with a 20” ten-spoke alloy wheel offered as standard.
      The Bentayga’s cockpit sets new standards for both luxury and precision, with meticulous tolerances between the exquisite veneered woods and metal elements.
      The hand-selected veneers – including a new Liquid Amber finish introduced with Bentayga Diesel – form pure and elegant surfaces throughout the cabin. Each of the 15 pieces are shaped by Bentley’s artisans and finished with trademark Bentley attention to detail.
      As with all Bentleys, the Bentayga Diesel can be handed over to the highly skilled craftspeople at Mulliner, Bentley’s bespoke coachbuilding department, who will respond to individual customer requirements.
      The Bentayga is available with an exquisite integrated Mulliner Hamper Set, complete with refrigerator, bespoke fine Linley china cutlery, crockery and crystal glass, and storage area for dry goods. For comfort in the great outdoors, sections of the hamper can be removed and used as seats.
      A bespoke mechanical Mulliner Tourbillon by Breitling clock can also be specified. The most complex of watch mechanisms, the Mulliner Tourbillon is automatically wound periodically by a dedicated high-precision winding mechanism within the car. This masterpiece is machined in solid gold (customers can select from either rose or white gold), with a choice of either a mother-of-pearl or black ebony face and decorated with eight diamond indexes.
      Effortless Bentley Performance, Unrestrained by Climate or Terrain
      The development programme for the Bentayga has been the most exhaustive in the Bentley brand’s history, ranging across five continents. From the dirt and gravel of South Africa and the dunes of Dubai, to the muddy fields of Cheshire, and from -30°C in the frozen North Cape to searing 50°C desert heat, the Bentayga’s ability to perform on any surface and even in the most extreme conditions has been proven.
      The Bentayga Diesel can be specified with Bentley Dynamic Ride – the world’s first electric active roll control technology that utilises an unrivalled 48V system. Inherent in larger vehicles with a higher centre of gravity, this system instantly counteracts lateral rolling forces when cornering and ensures maximum tyre contact to deliver class-leading cabin stability, ride comfort and exceptional handling.
      Bentley’s adaptive and reactive system provides variable torsional resistance, allowing the Bentayga to be both dynamically capable and comfortable for all occupants at all times. The pioneering use of a 48V system – which on Bentayga Diesel utilises a new lithium-ion battery system to offer even greater reserves of power – results in silent, instantaneous responses to deal with all road surfaces.
      Electric Power-Assisted Steering (EPAS) is also featured on the Bentayga. The new system improves feedback to the driver, while providing isolation from steering kick-back both on- and off-road. EPAS also features a variable rack ratio, permitting light and fast steering while manoeuvring at low speeds, as well as a more subdued response for excellent stability at high speeds.
      The Bentayga Diesel offers class-leading ride comfort, steering feel and handling thanks to the partnership of a highly sophisticated chassis and Electronic Stability Control (ESC). In addition to advanced, multi-mode Traction Control (TCS), the Bentayga also features Hill Descent Control.
      Hill Descent Control automatically regulates the vehicle’s speed on steep declines, allowing the driver to concentrate fully on steering and obstacles ahead. It can be pre-set at speeds between two and 30 km/h (going in either direction) and works on gradients greater than five per cent.
      As with all Bentleys, the Bentayga Diesel comes with multi-mode air suspension. The driver has four different modes to choose from: High 2, High 1, Normal and Low. High 2, for example, can be manually selected when tackling more severe off-road surfaces. Customers can also lower the rear suspension via a switch in the boot, to ease loading and trailer hitching.
      Innovative Features and Advanced Technologies
      A suite of state-of-the-art driver assistance systems and infotainment features designed to enhance safety, comfort and convenience make the Bentayga Diesel an innovative, advanced and connected luxury SUV.
      It offers the widest range of on- and off-road drive settings of any vehicle via Bentley’s Drive Dynamics Mode and optional Responsive Off-Road Settings. Up to eight modes are available, allowing drivers, at the simple turn of a dial, to select the perfect dynamic set-up for any surface or road condition. This versatility is complemented by Bentley Dynamic Ride (electrically activated 48V active roll control) and Electric Power-Assisted Steering (EPAS).
      Responsive Off-Road Settings allows the customer to select the appropriate vehicle settings for a wide range of off-road surfaces, while the Driver Information Panel displays information on pitch, roll, wheel articulation, steering angle, compass bearing and altitude.
      Adaptive Cruise Control (ACC) including Stop & Go, Predictive ACC and Traffic Assist enables the driver to maintain a set distance to the vehicle in front. Predictive ACC uses the navigation data, sensors and cameras to predict upcoming corners, city boundaries and speed-limit changes and can then modify the vehicle speed accordingly, improving both comfort and fuel economy.
      In urban environments, there are a number of driver aids available on the Bentayga Diesel. These systems – such as Traffic Sign Recognition, which detects a wide variety of traffic signs and displays information to the driver; Rear Crossing Traffic Warning, which uses radar technology to detect crossing traffic when reversing out of a parking space; and Top View, a system which uses four cameras to display an overall picture of the vehicle’s surroundings – combine to enhance everyday usability.
      Park Assist is also available – a system that detects suitable parking spaces (both parallel and perpendicular) before autonomous steering takes over to support parking manoeuvres, even in narrow and tricky spaces.
      Other innovative systems available include Electronic Night Vision, which uses infra-red technology to identify potential obstacles ahead, and a Head-Up Display, which reduces driver distraction and increases safety.
      The Bentayga’s eight-inch touch screen infotainment system boasts class-leading navigation technology, a 60GB hard drive, and a choice of up to 30 languages.
      Rear seat passengers benefit from the introduction of the Bentley Entertainment Tablet – a removable 10.2” Android device with 4G, WiFi and Bluetooth for effortless, high-speed on-board connectivity.
      Customers can choose between three different sound systems for the Bentayga Diesel: Bentley Standard Audio, Bentley Signature Audio and Naim for Bentley Premium Audio. The latter is the most powerful system in the segment, with 1,950 watts, a network of 18 speakers and super-tweeters for unrivalled recreation of the highest audio frequencies.
      Customer deliveries will begin in Europe early next year, with entry into Russia, South Africa, Australia, New Zealand and Taiwan planned across the rest of 2017.
      echnical Specification
      Engine
      Type
      4-litre Twin turbo with E Supercharger direct injection V8
      Max Power
      435 PS / 429 bhp / 320 kW @ 3750-5000 rpm
      Max Torque
      900 Nm / 664 lb.ft @1000-3250 rpm
      Transmission
      Driveline
      ZF eight-speed automatic gearbox, permanent all-wheel drive, Torsen centre differential, open rear differential, 40:60 front:rear torque split
      Ratios
      1st: 4.714; 2nd: 3.143; 3rd: 2.106; 4th: 1.667; 5th: 1.285; 6th: 1.000; 7th: 0.839; 8th: 0.667
      Final Drive
      3.308
      Brakes, Wheels and Tyres
      Front Brakes
      400mm ventilated iron discs
      Rear Brakes
      380mm ventilated iron discs
      Wheels
      Standard 20”, optional 21” and 22”
      Tyres
      Pirelli 275/50R20, 285/45 R21, 285/45 ZR21, 285/40ZR22
      Steering
      Type
      Electronic Power Assisted Steering, variable ratio
      Turns lock-to-lock
      2.3 turns
      Turning circle
      12.4 m / 40.6 ft
      Suspension
      Front
      Four link double wishbones, optional 48V electric active anti-roll bar
      Rear
      Trapezoidal multi-link, optional 48V electric active anti-roll bar
      Springs and dampers
      Self-levelling air suspension, Continuous Damping Control
      Dimensions
      Wheelbase
      2995 mm / 117.9”
      Overall length
      5140 mm / 202.4”
      Width (across body)
      1998 mm / 78.7”
      Width (inc. mirrors)
      2224 mm / 87.6”
      Overall height
      1742 mm / 68.6”
      Fuel tank
      85 litres / 18.7 UK gallons / 22.5 US gallons
      Boot volume
      430 litres / 15.2 cu ft (590 litres / 20.8 cu ft load cover retracted)
      Kerb weight (EU)
      2390 kg / 5269 lb
      Gross vehicle weight
      3250 kg / 7165 lb
      Performance - provisional and subject to Type Approval
      Top speed
      168 mph / 270 km/h
      0-60 mph
      4.6 secs
      0-100 km/h
      4.8 secs
      Fuel Consumption (EU cycle) - provisional and subject to Type Approval
      Urban
      31.3 mpg / 9.0 litres/100 km
      Extra Urban
      38.2 mpg / 7.4 litres/100 km
      Combined
      35.8 mpg / 7.9 litres/100 km
      CO2 emissions
      210 g/km
      Emissions Controls
      EU 6
    • By William Maley
      While Ford is introducing an updated 3.5L EcoBoost V6 and ten-speed automatic for the 2017 F-150, the 2018 F-150 is more interesting to us. This is because Ford will be giving their full-size truck a facelift and a diesel engine. Thanks to Car and Driver, we're able to get a closer look via a set of spy shots.
      We'll begin with the facelift. Ford has done a decent job with the camouflage, but we can pick out a new grille design that seems to mimic the F-Series super duty. Expect new headlights, along with new taillights and wheel choices.
      We have reported previously on the venturi exhaust and a video with the noises of a diesel engine . Now we have more proof of the diesel engine. Thanks to a Ford engineer leaving the hood open, we have gotten our first clear look at the diesel engine. We can't tell much about the engine aside from there being a mess of hoses and wires. You might be asking how we know this is a diesel. Two key items give it away; a diesel fuel inlet behind the fuel filler door and a sign taped inside saying"Diesel Fuel Only!"
      Everyone believes the diesel engine in question is a 3.0L turbodiesel V6 that is used in the Range Rover and Range Rover Sport TD6 models. This engine produces 254 horsepower and 440 pound-feet of torque.
      Source: Car and Driver

      View full article
    • By William Maley
      While Ford is introducing an updated 3.5L EcoBoost V6 and ten-speed automatic for the 2017 F-150, the 2018 F-150 is more interesting to us. This is because Ford will be giving their full-size truck a facelift and a diesel engine. Thanks to Car and Driver, we're able to get a closer look via a set of spy shots.
      We'll begin with the facelift. Ford has done a decent job with the camouflage, but we can pick out a new grille design that seems to mimic the F-Series super duty. Expect new headlights, along with new taillights and wheel choices.
      We have reported previously on the venturi exhaust and a video with the noises of a diesel engine . Now we have more proof of the diesel engine. Thanks to a Ford engineer leaving the hood open, we have gotten our first clear look at the diesel engine. We can't tell much about the engine aside from there being a mess of hoses and wires. You might be asking how we know this is a diesel. Two key items give it away; a diesel fuel inlet behind the fuel filler door and a sign taped inside saying"Diesel Fuel Only!"
      Everyone believes the diesel engine in question is a 3.0L turbodiesel V6 that is used in the Range Rover and Range Rover Sport TD6 models. This engine produces 254 horsepower and 440 pound-feet of torque.
      Source: Car and Driver
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