Frankfurt Auto Show Notebook
Toyota sees 100% hybrid vehicle lineup
Record fuel prices will shrink demand for its conventional cars, automaker contends.
Detroit News staff and wire reports
Japanese automaker Toyota Motor Corp. said all its vehicles will eventually be run by hybrid gasoline-electric motors, as record fuel prices curb demand for conventional automobiles.
"In the future, the cars you see from Toyota will be 100 percent hybrid," Executive Vice President Kazuo Okamoto told reporters, without giving a time frame.
Japan's biggest carmaker is aiming to make as many as 400,000 gasoline-electric vehicles in 2006, including Prius cars, Camry sedans, Highlander sport-utility vehicles and Coaster buses.
That number would represent 60 percent more than 2005's target, President Katsuaki Watanabe said Wednesday at an investor conference in New York.
Toyota has sold 425,000 gasoline-electric cars since 1997 and is trying to profit from its lead over General Motors Corp. and Ford Motor Co. in the technology. Watanabe said he aims to cut production costs and halve the $5,000 price premium on such vehicles, without giving details.
"Toyota has been the leader of the pack in environmental technology and they will probably continue to be," said Norihito Kanai, an analyst at Meiji Dresdner Asset Management Co. in Tokyo. "Many of its rivals were at first not so aggressive in hybrids, but now we see everyone joining."
Hybrid vehicles combine a gasoline engine with a battery pack that's recharged through braking. Electricity powers the vehicle at low speeds, enabling the Prius to go up to 55 miles on a gallon of gas, double the mileage of an automobile with a conventional engine.
HYBRIDS : Toyota, GM, DC, BMW, AUDI, VW, Porsche and more!
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conan
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HYBRIDS : Toyota, GM, DC, BMW, AUDI, VW, Porsche and more!
Last edited by conan on Fri Sep 16, 2005 3:15, edited 2 times in total.
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conan
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CHINA: September 9, 2005
SHANGHAI - Volkswagen will start making hybrid cars by 2008 with its main Chinese partner and may kick off large-scale production of the energy-efficient vehicles by 2010, the Chinese company said on Thursday.
Europe's biggest car maker is teaming up with Shanghai Automotive in a project that could spur China's hunt for alternative energy sources and curb pollution as demand for cars soars in the world's seventh largest economy.
Their venture intends to make 500 hybrid Touran cars to be used as people carriers during the 2008 Beijing Olympics, Shanghai Automotive, China's largest car manufacturer, said in a statement.
"We expect that large-scale production will start before the 2010 World Expo in Shanghai," Shanghai Auto said, without providing an investment figure.
Hybrids burn less fuel by adding one or more electric motors to a standard petrol or diesel engine. The batteries help power the vehicle and recharge by capturing energy during braking.
Shanghai Auto is also working with General Motors Corp. on similar technology, the company added.
The Volkswagen venture will develop hybrid technology for the Chinese market, a Volkswagen spokesman in Germany said, but the European firm would work alone to develop its own hybrid engine technology for the United States and Europe.
Volkswagen shares were down 0.6 percent at 44.71 euros by 1048 GMT, while the German blue-chip DAX index was off 0.1 percent.
On Wednesday, German luxury carmaker BMW joined DaimlerChrysler and GM in an alliance to develop new hybrid vehicle technology.
Last September, Toyota Motor Corp. said it would start building its Prius hybrid sedans in China with FAW Group in a step it hopes would promote the vehicles as the global standard for fuel-efficient cars.
Toyota's Prius, first launched in Japan in 1997, has emerged as the most popular hybrid.
The Japanese firm plans to build 180,000 Prius cars this year and is targeting combined annual output of 62,000 Lexus luxury sport utility vehicles and Highlander hybrid cars, both launched earlier this year.
Toyota had initially set a goal of selling 300,000 hybrid vehicles annually by this year or next, and has said it aims to boost that to 1 million as soon as possible.
China is the world's largest consumer of oil after the United States, importing more than a third of its oil needs. Beijing is concerned that an energy shortage could harm economic growth.
Beijing has said it wants to raise the average fuel efficiency on vehicles by 15 percent by 2010 from 2003's levels.
To do so, it has said it would support research into alternative powertrain -- such as hybrids and cleaner diesel engines -- while also exploring fuel-cell vehicles.
(Additional reporting by Jan Schwartz in Frankfurt)
SHANGHAI - Volkswagen will start making hybrid cars by 2008 with its main Chinese partner and may kick off large-scale production of the energy-efficient vehicles by 2010, the Chinese company said on Thursday.
Europe's biggest car maker is teaming up with Shanghai Automotive in a project that could spur China's hunt for alternative energy sources and curb pollution as demand for cars soars in the world's seventh largest economy.
Their venture intends to make 500 hybrid Touran cars to be used as people carriers during the 2008 Beijing Olympics, Shanghai Automotive, China's largest car manufacturer, said in a statement.
"We expect that large-scale production will start before the 2010 World Expo in Shanghai," Shanghai Auto said, without providing an investment figure.
Hybrids burn less fuel by adding one or more electric motors to a standard petrol or diesel engine. The batteries help power the vehicle and recharge by capturing energy during braking.
Shanghai Auto is also working with General Motors Corp. on similar technology, the company added.
The Volkswagen venture will develop hybrid technology for the Chinese market, a Volkswagen spokesman in Germany said, but the European firm would work alone to develop its own hybrid engine technology for the United States and Europe.
Volkswagen shares were down 0.6 percent at 44.71 euros by 1048 GMT, while the German blue-chip DAX index was off 0.1 percent.
On Wednesday, German luxury carmaker BMW joined DaimlerChrysler and GM in an alliance to develop new hybrid vehicle technology.
Last September, Toyota Motor Corp. said it would start building its Prius hybrid sedans in China with FAW Group in a step it hopes would promote the vehicles as the global standard for fuel-efficient cars.
Toyota's Prius, first launched in Japan in 1997, has emerged as the most popular hybrid.
The Japanese firm plans to build 180,000 Prius cars this year and is targeting combined annual output of 62,000 Lexus luxury sport utility vehicles and Highlander hybrid cars, both launched earlier this year.
Toyota had initially set a goal of selling 300,000 hybrid vehicles annually by this year or next, and has said it aims to boost that to 1 million as soon as possible.
China is the world's largest consumer of oil after the United States, importing more than a third of its oil needs. Beijing is concerned that an energy shortage could harm economic growth.
Beijing has said it wants to raise the average fuel efficiency on vehicles by 15 percent by 2010 from 2003's levels.
To do so, it has said it would support research into alternative powertrain -- such as hybrids and cleaner diesel engines -- while also exploring fuel-cell vehicles.
(Additional reporting by Jan Schwartz in Frankfurt)
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conan
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[b]Porsche(R) to Build Hybrid Version of Cayenne(R) SUV [/b]
Porsche(R) to Build Hybrid Version of Cayenne(R) SUV
ATLANTA, Sept. 13 /PRNewswire/ -- At its press conference today at the Frankfurt Motor Show (IAA) in Germany, Porsche announced its decision to build a hybrid version of its highly successful Cayenne SUV, revealed provisional results for its 2004/2005 fiscal year, and took the wraps off its newest sports car -- the 2006 Cayman S.
The hybrid Cayenne will cut fuel consumption by approximately 15 percent while retaining its legendary Porsche driving dynamics. To be launched by the end of the decade, the vehicle's environmentally friendly drive system is being developed together with Volkswagen Group. It will be based on a Full Hybrid Drive Concept, meaning that the vehicle will be powered by both a gasoline combustion engine and an electric motor that operate independently or in a joint process.
Dr. Wendelin Wiedeking, Porsche President and CEO, announced the company again set records for both revenue and sales. For the fiscal year that ended July 31, 2005, revenue was up by 6.8 percent to Euro 6.56 billion, while sales increased by 15 percent to 88,379 vehicles worldwide. Porsche attributes much of the growth to successful sales of the redesigned Porsche Boxster(R) models (up 38.7 percent worldwide) and the new-generation Porsche 911(R) Carrera(R) models (up 17.4 percent worldwide). Total Cayenne sales of 41,884 units (up 4.9 percent worldwide) reflect the ongoing attraction of Porsche's youngest model line.
ATLANTA, Sept. 13 /PRNewswire/ -- At its press conference today at the Frankfurt Motor Show (IAA) in Germany, Porsche announced its decision to build a hybrid version of its highly successful Cayenne SUV, revealed provisional results for its 2004/2005 fiscal year, and took the wraps off its newest sports car -- the 2006 Cayman S.
The hybrid Cayenne will cut fuel consumption by approximately 15 percent while retaining its legendary Porsche driving dynamics. To be launched by the end of the decade, the vehicle's environmentally friendly drive system is being developed together with Volkswagen Group. It will be based on a Full Hybrid Drive Concept, meaning that the vehicle will be powered by both a gasoline combustion engine and an electric motor that operate independently or in a joint process.
Dr. Wendelin Wiedeking, Porsche President and CEO, announced the company again set records for both revenue and sales. For the fiscal year that ended July 31, 2005, revenue was up by 6.8 percent to Euro 6.56 billion, while sales increased by 15 percent to 88,379 vehicles worldwide. Porsche attributes much of the growth to successful sales of the redesigned Porsche Boxster(R) models (up 38.7 percent worldwide) and the new-generation Porsche 911(R) Carrera(R) models (up 17.4 percent worldwide). Total Cayenne sales of 41,884 units (up 4.9 percent worldwide) reflect the ongoing attraction of Porsche's youngest model line.
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conan
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BMW Joins GM, DaimlerChrysler to Develop Gas-Electric Hybrid Engines
Sept. 7 (Bloomberg) -- Bayerische Motoren Werke AG, the world's largest luxury carmaker, will join General Motors Corp. and DaimlerChrysler AG to develop gasoline-electric power systems that offer better fuel economy and create fewer emissions than traditional gasoline engines.
BMW, of Munich, intends to enter an agreement with GM and DaimlerChrysler later this year, the three companies said in a statement today. GM, the world's biggest automaker, and No. 5 DaimlerChrysler said in December they would jointly develop hybrids and signed a deal Aug. 22.
BMW has been developing hydrogen-powered motors, a strategy shared by other carmakers, in anticipation of tougher environmental regulations and demand for lower emissions. The project will allow the company to offer new technology that will be adjusted to fit the BMW brand and save time bringing these developments to the market, said spokesman Daniel Kammerer.
"This cooperation paves the way for extensive hybrid collaboration among BMW, DaimlerChrysler and GM," said Tom Stephens, group vice president of GM's powertrain unit, in the statement. "Additional partners for the alliance are being discussed," he said.
A joint development center in Troy, Michigan, will develop the system and its parts, including electric motors, wiring, and energy management systems. Components, production facilities and suppliers will be shared extensively, the statement said.
BMW has been developing hybrid technology for about 20 years, said Kammerer. The company in 2003 presented a prototype hybrid version of its X5 sport utility vehicle, he added.
Sept. 7 (Bloomberg) -- Bayerische Motoren Werke AG, the world's largest luxury carmaker, will join General Motors Corp. and DaimlerChrysler AG to develop gasoline-electric power systems that offer better fuel economy and create fewer emissions than traditional gasoline engines.
BMW, of Munich, intends to enter an agreement with GM and DaimlerChrysler later this year, the three companies said in a statement today. GM, the world's biggest automaker, and No. 5 DaimlerChrysler said in December they would jointly develop hybrids and signed a deal Aug. 22.
BMW has been developing hydrogen-powered motors, a strategy shared by other carmakers, in anticipation of tougher environmental regulations and demand for lower emissions. The project will allow the company to offer new technology that will be adjusted to fit the BMW brand and save time bringing these developments to the market, said spokesman Daniel Kammerer.
"This cooperation paves the way for extensive hybrid collaboration among BMW, DaimlerChrysler and GM," said Tom Stephens, group vice president of GM's powertrain unit, in the statement. "Additional partners for the alliance are being discussed," he said.
A joint development center in Troy, Michigan, will develop the system and its parts, including electric motors, wiring, and energy management systems. Components, production facilities and suppliers will be shared extensively, the statement said.
BMW has been developing hybrid technology for about 20 years, said Kammerer. The company in 2003 presented a prototype hybrid version of its X5 sport utility vehicle, he added.
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conan
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An engineering first in Frankfurt where Audi is premiering its first hybrid vehicle powered by an FSI direct-injection petrol engine. The Audi Q7 hybrid concept study is equipped with a 4.2-litre FSI V8 drive unit developing 257 kW (350 bhp) and 440 Newton metres of torque. An electric motor that has also been integrated into the driveline adds up to an extra 200 Nm of torque. The study is making its debut at the 2005 International Motor Show in Frankfurt.
It goes without saying that no Audi boasting such performance potential would be complete without quattro permanent four-wheel drive to convert all of the engine's power and torque into supreme levels of handling dynamics and driving safety. Power is directed to the wheels through a 6-speed tiptronic transmission.
The performance figures promised by the Audi Q7 hybrid give it sports car status: a mere 6.8 seconds are required to reach 100 km/h from standstill. In-gear pulling power is even more electrifying, with the SUV accelerating from 80 up to 120 km/h in 5th gear in 7 seconds flat. These compelling figures are made even more impressive by the fact that the Q7 hybrid tips the scales at 2,410 kilograms and returns fuel consumption figures of just 12.0 litres per 100 kilometres, nearly 13 percent less than the standard-production model: what better testimony to the efficiency of the Audi hybrid drive system?
The concept study's fine all-round capabilities are underpinned by the effective blend of high-performance FSI engine and electric motor, plus, not forgetting of course, the intelligent energy management at work in the Q7 hybrid. After all, it is energy management that enables optimum use to be made of each drive unit's potential, resulting in superior performance going hand in hand with maximum efficiency.
Two hearts beating as one: the driveline
When the bonnet of the Audi Q7 hybrid is first opened, there are no immediate visible signs of its hybrid nature. The 4.2-litre eight-cylinder power unit takes up the entire engine compartment, with no trace of either an electric motor or a battery.
The V8 engine is taken from the latest Audi V-engine range whose trademark characteristics include a cylinder angle of 90 degrees and cylinder spacing of 90 millimetres. A further distinguishing feature is the chain-driven camshaft. Unlike the conventionally powered models, the auxiliary air conditioning compressor and power steering pump units in the Q7 hybrid are powered electrically to ensure their continued operability when the vehicle is driving in pure electric mode.
The V8 under the bonnet of the Q7 hybrid incorporates the same FSI direct-injection petrol technology featured in the RS 4 engine. This marks the first ever use in a series-production eight-cylinder engine of a technology which has powered the Audi R8 Le Mans racing car to five victories.
FSI engines are more powerful and dynamic than conventional indirect-injection units whilst at the same time being a model of fuel economy. The V8 engine was retuned prior to being fitted in the Audi Q7. The new engine's credentials now include beefy torque delivery right up to the red line as well as agile responsiveness, all combined with economical running.
These characteristics are partnered by a prodigious output of 257 kW/350 bhp at 6,800 rpm plus a peak torque of 440 Nm at 3,500 rpm.
Placing a further 200 Newton-metres of torque and 32 kW of power on tap, the electric motor is integrated into the driveline in the ideal position, between the V8 engine and the automatic transmission's torque converter. It is linked up to the FSI engine via a separating clutch that allows the vehicle to be propelled by either one of the drive units alone or by both acting in unison.
This solution makes the most economical use possible of the space available, meaning that it does not impinge upon the passenger compartment in any way. Like the standard-production version it is derived from, the Q7 hybrid offers up to three rows of seats and a spacious luggage compartment.
The electric motor draws its energy from a battery system housed beneath the luggage compartment floor at the rear of the vehicle. A voltage transducer that supplies power to the vehicle's electrical system can also be found here. The tyre mobility system for repairing punctures has been incorporated next to the battery compartment.
When measured against earlier generations of hybrid vehicles, the electric motor and nickel-metal hydride (NiMH) battery are veritable lightweights, with the study only weighing in at 140 kilograms more than the standard-production model, an increase of less than seven percent.
Intelligent energy management
An intricate system of control electronics is required to coordinate operation of the two power units to optimum effect. In doing this, the control electronics naturally take the driver's commands into consideration, as communicated to the system with the accelerator and brake pedals and with the tiptronic selector lever, as well as the current road speed. However, the battery's charge status and the pulses transmitted by the ESP electronic stabilisation program are also vital parameters.
The electronics automatically regulate the interaction between the drive components and convert the driver's commands into a perfect synthesis of sportiness and efficiency. The occupants can follow what's happening in one of the sub-menus in the MMI Multi Media Interface display.
There are basically three different operating states: either the vehicle is driven by the combustion engine or electric motor alone, or the two power sources unite together to accelerate the vehicle. The petrol engine is responsible for basic vehicle operation, although it also energises the battery at the same time.
The electric motor, meanwhile, is capable of propelling the vehicle at speeds of up to 30 km/h, autonomously and in virtual silence, which comes in particularly handy when driving in city traffic. The result is a sharp cut in both harmful emissions and noise levels in built-up areas.
The battery's charge capacity allows for a range of up to two kilometres in pure electric mode, with the extra energy produced during braking and engine overrunning being fed back into the system. Once the battery's capacity has dropped to minimum, the combustion engine cuts in imperceptibly to recharge it.
The V8 FSI engine is able to unleash 350 bhp and 440 Newton-metres of torque. This power alone is enough to accelerate the standard-production Q7 from
0 - 100 km/h in 7.4 seconds. If the driver is looking for even snappier response, the electronics engage the electric motor too. Unlike combustion engines, the motor's additional thrust, with up to 200 Nm of torque, is available instantly when the vehicle pulls away.
Out on the road, this takes acceleration into a new dimension, particularly so at low speeds. Just four metres after starting from standstill, the Q7 hybrid is already a metre ahead of its V8 petrol-engined sibling, with the electric motor's boost effect shaving a whole 0.6 seconds off the time for the 0 - 100 km/h sprint. The auxiliary drive unit has an impressive effect on pulling power too. The vehicle accelerates from 80 up to 120 km/h, the typical step-up in speed when overtaking, a good two seconds or around 25 percent quicker. Drive power is boosted automatically the instant the driver depresses the accelerator pedal fully, with the necessary electrical energy drawn from the rear-mounted battery.
The electric motor is capable of far more than just providing auxiliary power though, as it also regenerates the kinetic energy produced by braking or driving downhill in overrun mode and feeds it back into the system to recharge the battery.
During this "recuperation" phase, the unit switches its function in a fraction of a second to act as a generator, without the driver noticing the slightest change.
An additional function for streamlining the new drive system's efficiency is just as imperceptible to the driver. If the vehicle is coasting without the accelerator pedal depressed, the combustion engine is switched off. The same fuel-saving measure is initiated whenever the vehicle is stationary for over three seconds. All the driver has to do to resume the journey is release the brake pedal and depress the accelerator and the petrol engine will immediately spring back into action.
The electric motor assumes the role of the starter-alternator unit, resulting in a quiet, smooth and extra-quick starting process.
Thanks to these strategies deployed by its intelligent energy management, the drive system boasts a high degree of efficiency. Despite its far superior acceleration, an identical top speed and the increase in vehicle weight, the Q7 hybrid burns around 13 percent less fuel than a comparable standard-production model fitted with a combustion engine only. Average fuel consumption in the MVEG cycle is 12.0 litres per 100 km. When driving purely in city traffic, where frequent energy recuperation makes even greater reductions possible, the hybrid vehicle's fuel-saving potential can be harnessed to yet greater effect.
It goes without saying that no Audi boasting such performance potential would be complete without quattro permanent four-wheel drive to convert all of the engine's power and torque into supreme levels of handling dynamics and driving safety. Power is directed to the wheels through a 6-speed tiptronic transmission.
The performance figures promised by the Audi Q7 hybrid give it sports car status: a mere 6.8 seconds are required to reach 100 km/h from standstill. In-gear pulling power is even more electrifying, with the SUV accelerating from 80 up to 120 km/h in 5th gear in 7 seconds flat. These compelling figures are made even more impressive by the fact that the Q7 hybrid tips the scales at 2,410 kilograms and returns fuel consumption figures of just 12.0 litres per 100 kilometres, nearly 13 percent less than the standard-production model: what better testimony to the efficiency of the Audi hybrid drive system?
The concept study's fine all-round capabilities are underpinned by the effective blend of high-performance FSI engine and electric motor, plus, not forgetting of course, the intelligent energy management at work in the Q7 hybrid. After all, it is energy management that enables optimum use to be made of each drive unit's potential, resulting in superior performance going hand in hand with maximum efficiency.
Two hearts beating as one: the driveline
When the bonnet of the Audi Q7 hybrid is first opened, there are no immediate visible signs of its hybrid nature. The 4.2-litre eight-cylinder power unit takes up the entire engine compartment, with no trace of either an electric motor or a battery.
The V8 engine is taken from the latest Audi V-engine range whose trademark characteristics include a cylinder angle of 90 degrees and cylinder spacing of 90 millimetres. A further distinguishing feature is the chain-driven camshaft. Unlike the conventionally powered models, the auxiliary air conditioning compressor and power steering pump units in the Q7 hybrid are powered electrically to ensure their continued operability when the vehicle is driving in pure electric mode.
The V8 under the bonnet of the Q7 hybrid incorporates the same FSI direct-injection petrol technology featured in the RS 4 engine. This marks the first ever use in a series-production eight-cylinder engine of a technology which has powered the Audi R8 Le Mans racing car to five victories.
FSI engines are more powerful and dynamic than conventional indirect-injection units whilst at the same time being a model of fuel economy. The V8 engine was retuned prior to being fitted in the Audi Q7. The new engine's credentials now include beefy torque delivery right up to the red line as well as agile responsiveness, all combined with economical running.
These characteristics are partnered by a prodigious output of 257 kW/350 bhp at 6,800 rpm plus a peak torque of 440 Nm at 3,500 rpm.
Placing a further 200 Newton-metres of torque and 32 kW of power on tap, the electric motor is integrated into the driveline in the ideal position, between the V8 engine and the automatic transmission's torque converter. It is linked up to the FSI engine via a separating clutch that allows the vehicle to be propelled by either one of the drive units alone or by both acting in unison.
This solution makes the most economical use possible of the space available, meaning that it does not impinge upon the passenger compartment in any way. Like the standard-production version it is derived from, the Q7 hybrid offers up to three rows of seats and a spacious luggage compartment.
The electric motor draws its energy from a battery system housed beneath the luggage compartment floor at the rear of the vehicle. A voltage transducer that supplies power to the vehicle's electrical system can also be found here. The tyre mobility system for repairing punctures has been incorporated next to the battery compartment.
When measured against earlier generations of hybrid vehicles, the electric motor and nickel-metal hydride (NiMH) battery are veritable lightweights, with the study only weighing in at 140 kilograms more than the standard-production model, an increase of less than seven percent.
Intelligent energy management
An intricate system of control electronics is required to coordinate operation of the two power units to optimum effect. In doing this, the control electronics naturally take the driver's commands into consideration, as communicated to the system with the accelerator and brake pedals and with the tiptronic selector lever, as well as the current road speed. However, the battery's charge status and the pulses transmitted by the ESP electronic stabilisation program are also vital parameters.
The electronics automatically regulate the interaction between the drive components and convert the driver's commands into a perfect synthesis of sportiness and efficiency. The occupants can follow what's happening in one of the sub-menus in the MMI Multi Media Interface display.
There are basically three different operating states: either the vehicle is driven by the combustion engine or electric motor alone, or the two power sources unite together to accelerate the vehicle. The petrol engine is responsible for basic vehicle operation, although it also energises the battery at the same time.
The electric motor, meanwhile, is capable of propelling the vehicle at speeds of up to 30 km/h, autonomously and in virtual silence, which comes in particularly handy when driving in city traffic. The result is a sharp cut in both harmful emissions and noise levels in built-up areas.
The battery's charge capacity allows for a range of up to two kilometres in pure electric mode, with the extra energy produced during braking and engine overrunning being fed back into the system. Once the battery's capacity has dropped to minimum, the combustion engine cuts in imperceptibly to recharge it.
The V8 FSI engine is able to unleash 350 bhp and 440 Newton-metres of torque. This power alone is enough to accelerate the standard-production Q7 from
0 - 100 km/h in 7.4 seconds. If the driver is looking for even snappier response, the electronics engage the electric motor too. Unlike combustion engines, the motor's additional thrust, with up to 200 Nm of torque, is available instantly when the vehicle pulls away.
Out on the road, this takes acceleration into a new dimension, particularly so at low speeds. Just four metres after starting from standstill, the Q7 hybrid is already a metre ahead of its V8 petrol-engined sibling, with the electric motor's boost effect shaving a whole 0.6 seconds off the time for the 0 - 100 km/h sprint. The auxiliary drive unit has an impressive effect on pulling power too. The vehicle accelerates from 80 up to 120 km/h, the typical step-up in speed when overtaking, a good two seconds or around 25 percent quicker. Drive power is boosted automatically the instant the driver depresses the accelerator pedal fully, with the necessary electrical energy drawn from the rear-mounted battery.
The electric motor is capable of far more than just providing auxiliary power though, as it also regenerates the kinetic energy produced by braking or driving downhill in overrun mode and feeds it back into the system to recharge the battery.
During this "recuperation" phase, the unit switches its function in a fraction of a second to act as a generator, without the driver noticing the slightest change.
An additional function for streamlining the new drive system's efficiency is just as imperceptible to the driver. If the vehicle is coasting without the accelerator pedal depressed, the combustion engine is switched off. The same fuel-saving measure is initiated whenever the vehicle is stationary for over three seconds. All the driver has to do to resume the journey is release the brake pedal and depress the accelerator and the petrol engine will immediately spring back into action.
The electric motor assumes the role of the starter-alternator unit, resulting in a quiet, smooth and extra-quick starting process.
Thanks to these strategies deployed by its intelligent energy management, the drive system boasts a high degree of efficiency. Despite its far superior acceleration, an identical top speed and the increase in vehicle weight, the Q7 hybrid burns around 13 percent less fuel than a comparable standard-production model fitted with a combustion engine only. Average fuel consumption in the MVEG cycle is 12.0 litres per 100 km. When driving purely in city traffic, where frequent energy recuperation makes even greater reductions possible, the hybrid vehicle's fuel-saving potential can be harnessed to yet greater effect.
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An interesting article from The New York Times (Diesel? or Hybrid?) 
FRANKFURT, Sept. 14 - This was the week that Europe's reluctant auto industry bowed to the popularity of hybrid technology, with a skein of announcements by leading German carmakers that they would follow Toyota's lead in developing these dual gasoline-electric engines.
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Frankfurt Auto Show
Are European automakers ready to get serious about hybrid technology? The Times's Mark Landler looks at the latest trends in the industry.
But backstage at the Frankfurt International Motor Show, a different picture is emerging: Europe's auto executives remain privately skeptical, even dismissive, about the merits of hybrid technology.
A spate of press releases may be no more than that - a public relations response to what many in the European auto industry say has been the Japanese industry's shrewd promotion of a so-so technology.
"This was a marketing battle between Europe and Japan, and diesel engines were Europe's proposal," the chairman of Porsche, Wendelin Wiedeking, said in an interview on Tuesday. "We must accept that we lost."
Adding to the pressure, some Europeans said, is the sharp rise in oil prices, which has cast a shadow over this gathering and renewed the focus on a search for alternatives to fossil fuels.
Porsche said early in the week that it would build a hybrid version of its Cayenne sport utility vehicle by the end of 2010. It is joining an alliance with Volkswagen and Audi to develop hybrid engine technology. But Mr. Wiedeking declined to say how much Porsche would invest in the project.
Volkswagen's chief executive, Bernd Pischetsrieder, played down his company's investment, even though it has announced a hybrid venture with a Chinese partner in addition to the Porsche project. In Europe, at least, Mr. Pischetsrieder said hybrids would not command a premium. "I can't afford to spend money on something customers won't pay for," he said. "I'm not going to spend any more than I have to."
Toyota, which pioneered hybrid cars and is the market leader, hopes to sell one million of them by early in the next decade. Its Lexus division showed off two hybrid models here: the GS450h, which it promotes as the first hybrid luxury sedan, and a sport utility vehicle, the RX 400h.
But many Europeans see only a niche market. BMW's chairman, Helmut Panke, predicted that hybrid vehicles would eventually account for 2 percent to 3 percent of the industry's sales volume, chiefly in the United States with a smaller presence in Asia and still less in Europe.
BMW recently joined an alliance with General Motors and DaimlerChrysler to develop hybrid engines. It has not disclosed plans to produce a vehicle, though Mr. Panke said on Wednesday that it would compete effectively.
"We'll all have one within five years," he said, "but this is not the big be-all and end-all of technology."
BMW is investing heavily in the development of hydrogen-powered cars, which Mr. Panke said he believed was the long-term answer to dependence on oil. He acknowledged that because of distribution and storage problems, hydrogen would not be a marketable fuel for 15 to 20 years.
Still, BMW has pledged to make a version of its 7-series sedan that runs on hydrogen and gasoline in the next few years. It displayed a rocketlike, hydrogen-propelled vehicle here that it said achieved a speed of more than 300 kilometers an hour (187 miles an hour).
Few European auto executives can even discuss hybrid technology without referring to a recent test conducted by a German trade magazine, Auto Bild, in which a Mercedes-Benz S.U.V. with a diesel engine was pitted against the Lexus RX 400h in a drive from New York to San Francisco. The Mercedes finished with substantially better fuel efficiency.
Advocates for hybrid technology concede that in long-distance driving, the most advanced diesel engines are more efficient than hybrids. But in cities, with frequent stops and starts, switching between gasoline and electric motors gives drivers an edge in fuel economy.
"The problem with hybrids is that in economic terms, they don't make a lot of sense," said Garel Rhys, director of the Center for Automotive Research at Cardiff University. Because they use both gasoline and electric motors, he said, hybrids are more expensive than regular cars.
The engines are also heavier - something that BMW says is difficult to reconcile with its reputation for agile, zippy cars.
While European carmakers say they are ready to respond to the growing demand for hybrids, especially in the United States, some worry that governments will tilt the playing field by imposing emission standards that favor hybrids over vehicles with clean diesel engines.
In the United States, diesel technology has never been able to shake an image of being noisy, smelly and dirty. Mr. Panke said the high price of gasoline might prompt Americans to give it a fresh look, particularly since the newest turbocharged diesel engines can be hard to distinguish from gas-powered ones.
The debate over hybrid technology was so intense here this week that it almost obscured another new challenge from Asia: Chinese carmakers, which appeared for the first time at this show.
Three companies presented their wares - Landwind, Geely and Brilliance - though only Landwind has already sold cars in Europe. Peter Bijvelds, 27, a Dutch car dealer who has the exclusive European distribution license for Landwind, hopes to sell 1,000 of them this year.
Built in the southeast Chinese city of Nanchang by Jiangling Motors, the Landwind is a boxy sport utility vehicle starting at 15,000 euros ($18,412). Mr. Bijvelds says that is about a third cheaper than its closest rival, and should help Europeans get over their qualms about buying a Chinese car.
"They already produce our clothes and our shoes," he said. "Why shouldn't they produce our cars?"
FRANKFURT, Sept. 14 - This was the week that Europe's reluctant auto industry bowed to the popularity of hybrid technology, with a skein of announcements by leading German carmakers that they would follow Toyota's lead in developing these dual gasoline-electric engines.
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Frankfurt Auto Show
Are European automakers ready to get serious about hybrid technology? The Times's Mark Landler looks at the latest trends in the industry.
But backstage at the Frankfurt International Motor Show, a different picture is emerging: Europe's auto executives remain privately skeptical, even dismissive, about the merits of hybrid technology.
A spate of press releases may be no more than that - a public relations response to what many in the European auto industry say has been the Japanese industry's shrewd promotion of a so-so technology.
"This was a marketing battle between Europe and Japan, and diesel engines were Europe's proposal," the chairman of Porsche, Wendelin Wiedeking, said in an interview on Tuesday. "We must accept that we lost."
Adding to the pressure, some Europeans said, is the sharp rise in oil prices, which has cast a shadow over this gathering and renewed the focus on a search for alternatives to fossil fuels.
Porsche said early in the week that it would build a hybrid version of its Cayenne sport utility vehicle by the end of 2010. It is joining an alliance with Volkswagen and Audi to develop hybrid engine technology. But Mr. Wiedeking declined to say how much Porsche would invest in the project.
Volkswagen's chief executive, Bernd Pischetsrieder, played down his company's investment, even though it has announced a hybrid venture with a Chinese partner in addition to the Porsche project. In Europe, at least, Mr. Pischetsrieder said hybrids would not command a premium. "I can't afford to spend money on something customers won't pay for," he said. "I'm not going to spend any more than I have to."
Toyota, which pioneered hybrid cars and is the market leader, hopes to sell one million of them by early in the next decade. Its Lexus division showed off two hybrid models here: the GS450h, which it promotes as the first hybrid luxury sedan, and a sport utility vehicle, the RX 400h.
But many Europeans see only a niche market. BMW's chairman, Helmut Panke, predicted that hybrid vehicles would eventually account for 2 percent to 3 percent of the industry's sales volume, chiefly in the United States with a smaller presence in Asia and still less in Europe.
BMW recently joined an alliance with General Motors and DaimlerChrysler to develop hybrid engines. It has not disclosed plans to produce a vehicle, though Mr. Panke said on Wednesday that it would compete effectively.
"We'll all have one within five years," he said, "but this is not the big be-all and end-all of technology."
BMW is investing heavily in the development of hydrogen-powered cars, which Mr. Panke said he believed was the long-term answer to dependence on oil. He acknowledged that because of distribution and storage problems, hydrogen would not be a marketable fuel for 15 to 20 years.
Still, BMW has pledged to make a version of its 7-series sedan that runs on hydrogen and gasoline in the next few years. It displayed a rocketlike, hydrogen-propelled vehicle here that it said achieved a speed of more than 300 kilometers an hour (187 miles an hour).
Few European auto executives can even discuss hybrid technology without referring to a recent test conducted by a German trade magazine, Auto Bild, in which a Mercedes-Benz S.U.V. with a diesel engine was pitted against the Lexus RX 400h in a drive from New York to San Francisco. The Mercedes finished with substantially better fuel efficiency.
Advocates for hybrid technology concede that in long-distance driving, the most advanced diesel engines are more efficient than hybrids. But in cities, with frequent stops and starts, switching between gasoline and electric motors gives drivers an edge in fuel economy.
"The problem with hybrids is that in economic terms, they don't make a lot of sense," said Garel Rhys, director of the Center for Automotive Research at Cardiff University. Because they use both gasoline and electric motors, he said, hybrids are more expensive than regular cars.
The engines are also heavier - something that BMW says is difficult to reconcile with its reputation for agile, zippy cars.
While European carmakers say they are ready to respond to the growing demand for hybrids, especially in the United States, some worry that governments will tilt the playing field by imposing emission standards that favor hybrids over vehicles with clean diesel engines.
In the United States, diesel technology has never been able to shake an image of being noisy, smelly and dirty. Mr. Panke said the high price of gasoline might prompt Americans to give it a fresh look, particularly since the newest turbocharged diesel engines can be hard to distinguish from gas-powered ones.
The debate over hybrid technology was so intense here this week that it almost obscured another new challenge from Asia: Chinese carmakers, which appeared for the first time at this show.
Three companies presented their wares - Landwind, Geely and Brilliance - though only Landwind has already sold cars in Europe. Peter Bijvelds, 27, a Dutch car dealer who has the exclusive European distribution license for Landwind, hopes to sell 1,000 of them this year.
Built in the southeast Chinese city of Nanchang by Jiangling Motors, the Landwind is a boxy sport utility vehicle starting at 15,000 euros ($18,412). Mr. Bijvelds says that is about a third cheaper than its closest rival, and should help Europeans get over their qualms about buying a Chinese car.
"They already produce our clothes and our shoes," he said. "Why shouldn't they produce our cars?"
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conan
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Karena sesungguhnya, diesel lebih cocok di Eropa yg jalan2nya panjang2, dan kemacetan jauh tidak separah Asia."This was a marketing battle between Europe and Japan, and diesel engines were Europe's proposal," the chairman of Porsche, Wendelin Wiedeking, said in an interview on Tuesday. "We must accept that we lost."
Jika dipakai di kota2 dengan kemacetan parah luar biasa seperti Jakarta atau Bangkok, hybrid jauh lebih ekonomis daripada diesel, karena tidak membakar BBM pada kondisi stop and go.
But I like diesels, too. Enormous torque! Cocok untuk sedan besar dan SUV.
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conan
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Sithlord
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Hahaha !
Saya quiet soalnya ngak mau patahkan lightsaber saya lagi ! Satu biji 20 juta man ! Cari warna champagne silver juga belum tentu ready stock !
Really, saya juga ngak mau bilang siapa yang akhirnya benar. Saya akan ambil keputusan THE DAY I can buy a hybrid car at similar prices to conventional engines. Dan biaya maintenancenya, sparepartsnya etc. ngak beda jauh ama conventional.
Toh saya pikir nanti jika MR20DE datang, dan sudah lebih irit 37% banding QR, sudah lumayan !
If I talk more abt hybrids, nanti bisa keluarkan pandoras box lagi. Ngak deh. No more bitter arguments. Anyway, saya pikir, pikirin hybrid terus percuma. Entah kapan ini hybrid di jual di sini. Pak Johny Darmawan sendiri sebagai kepala Toyota Astra Motor sendiri sudah bicara - don't expect a Toyota hybrid anytime soon here in Indonesia.
So saya mending saat ini anticipate Nissan's new engines yang ngak lama lagi akan tiba.
Anyway Mr. Conan, could U tell me, ON AVERAGE, how many % more irit does a say 2000 cc hybrid engine compared to a conventional, VTEC / VVT-i 2000 cc conventional ?
Jika angkanya sekitar 40-50%, then Nissan's MR series artinya lumayan. Bisa hemat 37% tanpa harus bayar extra untuk mesin lebih mahal dan berat. Maintenance juga ngak perlu takut ganti component yang mahal, soalnya saat ini dengar battery hybrid jika rusak ngak murah.
Remember, saat ini saya ngak anti-hybrid. I just try not to get excited at something yang feeling saya, masih lama baru bisa di rasakan di Indonesia.
I do get excited abt new generation diesels ! Not long ago test VW Touareg. Wow ! Saya kirain mesinnya bensin ! Sangat diam dan halus ! Power juga hebat ! Dan dengan ada DEX, maybe NMI will sell their diesel X-Trails etc in the next few years.
Anyway, again my main excitement is the MR and HR engines. Bisa improve begitu banyak ! And we shall get them in the near future !
Saya quiet soalnya ngak mau patahkan lightsaber saya lagi ! Satu biji 20 juta man ! Cari warna champagne silver juga belum tentu ready stock !
Really, saya juga ngak mau bilang siapa yang akhirnya benar. Saya akan ambil keputusan THE DAY I can buy a hybrid car at similar prices to conventional engines. Dan biaya maintenancenya, sparepartsnya etc. ngak beda jauh ama conventional.
Toh saya pikir nanti jika MR20DE datang, dan sudah lebih irit 37% banding QR, sudah lumayan !
If I talk more abt hybrids, nanti bisa keluarkan pandoras box lagi. Ngak deh. No more bitter arguments. Anyway, saya pikir, pikirin hybrid terus percuma. Entah kapan ini hybrid di jual di sini. Pak Johny Darmawan sendiri sebagai kepala Toyota Astra Motor sendiri sudah bicara - don't expect a Toyota hybrid anytime soon here in Indonesia.
So saya mending saat ini anticipate Nissan's new engines yang ngak lama lagi akan tiba.
Anyway Mr. Conan, could U tell me, ON AVERAGE, how many % more irit does a say 2000 cc hybrid engine compared to a conventional, VTEC / VVT-i 2000 cc conventional ?
Jika angkanya sekitar 40-50%, then Nissan's MR series artinya lumayan. Bisa hemat 37% tanpa harus bayar extra untuk mesin lebih mahal dan berat. Maintenance juga ngak perlu takut ganti component yang mahal, soalnya saat ini dengar battery hybrid jika rusak ngak murah.
Remember, saat ini saya ngak anti-hybrid. I just try not to get excited at something yang feeling saya, masih lama baru bisa di rasakan di Indonesia.
I do get excited abt new generation diesels ! Not long ago test VW Touareg. Wow ! Saya kirain mesinnya bensin ! Sangat diam dan halus ! Power juga hebat ! Dan dengan ada DEX, maybe NMI will sell their diesel X-Trails etc in the next few years.
Anyway, again my main excitement is the MR and HR engines. Bisa improve begitu banyak ! And we shall get them in the near future !
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conan
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Sithlord wrote:Hahaha !
Saya quiet soalnya ngak mau patahkan lightsaber saya lagi !
I recently dumped my old lightsaber for a double-bladed one like the one my kindergarten-mate, Darth Maul (in hell now) used. Very useful, now I can slash double the amount of Sith Lords with every single strike!
Whether or not Ghosn is a genius and all the other CEOs are complete idiots, or vice versa : he is the idiot one?
My prediction? He will finally admit that hybrid is the future, as Nissan launches more and more hybrid versions of its models, as sales keep being trumped by Toyota and Honda.
Tricky to answer, as if a hybrid is used mostly in the highway, its fuel consumption will only be slightly better than a modern diesel, but if it's used mostly in traffic jams, stop-and-go conditions, it will give you spectacular mileage for every litre of fuel used! And you can even further improve your mileage by plugging it in at home so that the battery is always full.Sithlord wrote:Anyway Mr. Conan, could U tell me, ON AVERAGE, how many % more irit does a say 2000 cc hybrid engine compared to a conventional, VTEC / VVT-i 2000 cc conventional ?
Anda lupa, Mr. Szli, bahwa baru dengan mesin MR (dan HR) series-lah, Nissan bisa menyaingi keiritan mesin2 Honda dan Toyota.Sithlord wrote:Jika angkanya sekitar 40-50%, then Nissan's MR series artinya lumayan. Bisa hemat 37% tanpa harus bayar extra untuk mesin lebih mahal dan berat.
QR20DE pada Serena Anda hanya bisa memberikan average 1 : 8, sedangkan sebagai perbandingan mesin VVTi pada Vios bisa memberikan hampir 1 : 14.
Dengan HR15DE, baru bisa menyaingi mesin 1.5L VVTi milik Vios.
Tapi jangan lupa bahwa Honda dan Toyota sudah memiliki versi2 terbaru dari mesin2 Vtec dan VVTi mereka. Toyota bahkan sudah menggunakan mesin Dual-VVTi (!) pada Toyota Mark X, dan Honda sudah memiliki 2 mesin Vtec terbaru : 1.8L i-Vtec pada new Civic yang memberikan tenaga setara mesin 2.0L dengan fuel consumption mesin 1.5L, dan mesin 2.0L i-Vtec baru pada new Stepwagon yang menghasilkan 155 HP, jauh di atas MR20DE yang hanya 137 HP!
Anda lihat, even the newest Nissan engines baru bisa bersaing dengan mesin2 Toyota dan Honda terbaru, sedangkan combination combustion engine + electric motors pada mobil2 hybrid is in an entirely different league! Lexus RX400h bermesin V6, tapi menghasilkan tenaga setara mesin V8 BMW, tapi dengan fuel consumption seperti mesin 4-silinder. Dan tak lama lagi Lexus akan mengeluarkan dua lagi hybrid flagship model : Lexus GS450h dan Lexus LS600h (!). Yang terakhir ini akan sangat spektakuler, makanya Mercedes sedang ngebut menyiapkan new S-class hybrid.
Sudah kukatakan dari dulu, kan, bung Szli? Bahkan powernya (baca : Torque) jauh lebih besar dari mesin bensin dengan cc yang sama.Sithlord wrote:I do get excited abt new generation diesels ! Not long ago test VW Touareg. Wow ! Saya kirain mesinnya bensin ! Sangat diam dan halus ! Power juga hebat !
Dan dengan adanya PertaDEX, more and more diesel models will arrive, from both Japan and mostly Europe, including Renault's.
Hari gini, masih saja ada orang dungu yang mengatakan diesel hanya cocok untuk mobil barang dan bukan sedan mewah, padahal di Eropa penjualan sedan sekelas S-class, seri-7 dan Jaguar XJ, kini 70 persen-nya adalah diesel!
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Sithlord
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Oh mr Conan, U forgot that QR20DE is a 2000 cc engine. So U can't compare with Vios's engine yang cuma 1500 cc. Jelas lebih irit dong. Compare with Voxy's 2.0 VVT-i engine (1ZZ-FE) if U want. And their statistics are similar. Also with CRV's 2.0 i-VTEC engine.
Dan I disgree on one thing. Mesin QR ama i-VTEC dan VVT-i Toyota sama ranknya. Soalnya jika anda lihat performa, irit bensin dan angka torsi / power of C24's engine banding CRV's i-VTEC, mirip sekali.
Justru MR sudah lebih maju. Benar, HPnya cuman 137, tapi anda sudah lihat power / torque curvenya belom ? Nissan sadar bahwa almost all car owners ngak bakal ngebut sampai angka HP max di pakai.
So mereka adjust mesin supaya torsi max. 90% di capai di 2000 rpm, lebih mirip ke angka diesel yang banyak torsi di rpm rendah. 2000 rpm kan angka yang kita semua tiap hari pakai. Lebih praktis. For tech reasons yang we will not know, maybe this feature harus korbankan max HPnya.
Paling penting irit, dan tarikan di rpm rendah kuat. Itu yang kita butuh tiap hari. Toh mesin MR saya yakin mau lari 200 km/jam juga no problem.
So I think MR is ahead of Honda's i-VTEC and Toyota's VVT-i. Tapi I also know Honda and Toyota juga sudah keluar mesin baru di Jepang. So I will say these 3 brands mirip lah performa mesin generasi barunya.
If Nissan's engines are inferior to Toyota and Honda, mana bisa mereka dapat 3 posisi di Japan's top 10 best selling cars ?
Cuman bedanya, we in Indonesia will get Nissan's new engine soon. Entah kapan Toyota and Honda akan kasih kita. will TAM nanti ganti mesin Innova dari yang 1TR-FE itu ke their newest double VVT-i ? I don't think so.
AS for the Ghosn matter, anda harus coba surf lebih banyak lagi. Why ? Anda harus tau, Ghosn sudah banyak kali bilang, dia BUKAN anti-hybrid.
Dia cuman akan launch many hybrids saat the "economics"nya lebih memadai. And he said many times " When the time comes, we are ready ". He NEVER said hybrids are BAD. He only said the time will be when the VALUE is GREATER than their COSTS. When this equation is fulfilled, of course he will say OK.
Anyway, di Jepang juga, top 10 cars juga belum ada yang mobil hybrid. All the 10 ten cars are conventional, albeit much improved petrol engines. Soalnya orang beli mobil ngak cuman lihat konsumsi BBM. Mereka juga lihat harga, feature dan size.
Well, I am not abt to extend this debate. Sudah cukup dulu.
Dan I disgree on one thing. Mesin QR ama i-VTEC dan VVT-i Toyota sama ranknya. Soalnya jika anda lihat performa, irit bensin dan angka torsi / power of C24's engine banding CRV's i-VTEC, mirip sekali.
Justru MR sudah lebih maju. Benar, HPnya cuman 137, tapi anda sudah lihat power / torque curvenya belom ? Nissan sadar bahwa almost all car owners ngak bakal ngebut sampai angka HP max di pakai.
So mereka adjust mesin supaya torsi max. 90% di capai di 2000 rpm, lebih mirip ke angka diesel yang banyak torsi di rpm rendah. 2000 rpm kan angka yang kita semua tiap hari pakai. Lebih praktis. For tech reasons yang we will not know, maybe this feature harus korbankan max HPnya.
Paling penting irit, dan tarikan di rpm rendah kuat. Itu yang kita butuh tiap hari. Toh mesin MR saya yakin mau lari 200 km/jam juga no problem.
So I think MR is ahead of Honda's i-VTEC and Toyota's VVT-i. Tapi I also know Honda and Toyota juga sudah keluar mesin baru di Jepang. So I will say these 3 brands mirip lah performa mesin generasi barunya.
If Nissan's engines are inferior to Toyota and Honda, mana bisa mereka dapat 3 posisi di Japan's top 10 best selling cars ?
Cuman bedanya, we in Indonesia will get Nissan's new engine soon. Entah kapan Toyota and Honda akan kasih kita. will TAM nanti ganti mesin Innova dari yang 1TR-FE itu ke their newest double VVT-i ? I don't think so.
AS for the Ghosn matter, anda harus coba surf lebih banyak lagi. Why ? Anda harus tau, Ghosn sudah banyak kali bilang, dia BUKAN anti-hybrid.
Dia cuman akan launch many hybrids saat the "economics"nya lebih memadai. And he said many times " When the time comes, we are ready ". He NEVER said hybrids are BAD. He only said the time will be when the VALUE is GREATER than their COSTS. When this equation is fulfilled, of course he will say OK.
Anyway, di Jepang juga, top 10 cars juga belum ada yang mobil hybrid. All the 10 ten cars are conventional, albeit much improved petrol engines. Soalnya orang beli mobil ngak cuman lihat konsumsi BBM. Mereka juga lihat harga, feature dan size.
Well, I am not abt to extend this debate. Sudah cukup dulu.
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conan
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Salah, bung Szli.Sithlord wrote:Cuman bedanya, we in Indonesia will get Nissan's new engine soon. Entah kapan Toyota and Honda akan kasih kita. will TAM nanti ganti mesin Innova dari yang 1TR-FE itu ke their newest double VVT-i ? I don't think so.
Justru Honda akan duluan memberi kita mesin baru yaitu the new 1.8L i-Vtec pada new Civic yang akan diluncurkan tahun depan.
TAM juga akan memberikan mesin 2.0L dan 2.2L D4Diesel terbaru pada new RAV4 (CBU) yang menggantikan RAV4 lama. Anda sudah lihat specs mesin2 ini di thread New RAV4? Mesin 2.2L D4D pada RAV4 menghasilkan torsi raksasa sebesar 400 Nm, angka ini sama dengan VW Touareg 2.5L Tdi!
Justru menurutku Nissan yang terlambat. HR15DE sudah lama tersedia pada model2 Nissan, tapi sampai sekarang (sudah akhir tahun 2005 nih) Tiida Latio belum juga diluncurkan. Dan entah kapan C25 dengan MR20DE akan (finally) diluncurkan. Dan bagaimana dengan varian2 diesel X-Trail? As fas as I'm concerned, at least TAM sudah memberikan satu varian Toyota D4D pada Innova diesel.
Apalagi AUV, tidak mungkin memakai MR20DE. Kalau memakai QD20DE saja sudah bagus! Semoga tidak memakai versi spec down dari QD20DE, misalnya dengan menghilangkan variable valve-nya (coba, apa Anda hafal di luar kepala nama teknologi variable valve milik Nissan? Jujur saja, aku tidak).
Nah, bung Szli, AUV kan baru akan diluncurkan tahun 2007. Expected lifespan is 7 years, seperti Avanza dan Innova. Jika mesin yg digunakan adalah QD20DE, mesin C24 sejak tahun 1999, berarti AUV akan menggunakan mesin lama ini sampai tahun 2014?? Pada saat itu generasi Serena bahkan sudah akan mencapai C27 (2015), dengan mesin 3 generasi di atas QD20DE!