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Volkswagen Unveils Touareg BlueTDI in Geneva; Tier 2 Bin 5 Diesel to Go On Sale in US in 2008

7 March 2007

Bluetdi
The Touareg BlueTDI.

Volkswagen chose Geneva as the venue to unveil its new Touareg BlueTDI SUV with a urea SCR (Selective Catalytic Reduction) system which meets the US Tier 2 Bin 5 NOx limit of 0.07 g/mi (0.043 g/km). The Euro 4 standard currently in force in Europe specifies a NOx limit of 0.25 g/km.

The 3.0-liter, 164 kW (220 hp) Touareg BlueTDI will join a Tier 2 Bin 5-compliant version of the Jetta to enter the market in all 50 states in the US in 2008. The Jetta will use a lean NOx trap rather than urea SCR. (Earlier post.) The two systems will debut in Europe a short time later, according to Volkswagen.

The SCR system in the Touareg uses an aqueous urea solution (AdBlue) stored in an auxiliary tank. The Touareg BlueTDI is also equipped with an oxidation catalytic converter and a diesel particulate filter.

AdBlue is consumed at an average rate of about 0.1 liter per 100 kilometers. Consumption and tank size are sized so that the AdBlue supply does not need to be replenished until the next scheduled service.

Besides introducing the SCR catalytic converter, the engineers at Volkswagen Automotive Group used a number of modifications to the V-6 engine in the Touareg BlueTDI to reduce engine-out emissions.

Combustion chamber sensors integrated in the glow plug monitor pressure conditions in each cylinder and report the data to engine management. This enables optimized control of injection and combustion in each cylinder; it is even possible to compensate for fluctuating qualities of fuel. This helps reduce raw emissions and optimizes smooth running and noise behavior.

The common rail injection system features a newly designed pump that builds up 2,000 bar of pressure. The piezo injectors feature smaller eight-hole nozzles that inject miniscule spray volumes into the combustion chambers. Together with the higher pressure, this produces an injection that is precise and dynamic.

Exhaust gas recirculation (EGR) lowers maximum temperatures in the combustion chambers and to reduces oxygen concentration, reducing the NOx emissions. Remaining NOx flows to the SCR catalytic converter for reduction.

Volkswagen staged a number of other diesel world premiers at Geneva, including:

  • The new Passat BlueMotion with fuel consumption of 5.1 liters/100km (46 mpg US) and CO2 emissions of 136 g/km.

  • The new Golf Variant. As a TDI diesel with 77 kW (103 hp) it consumes just 5.2 liters of diesel per 100 kilometers (45.2 mpg US) with CO2 emissions of 137 g/km.

  • New Phaeton V6 TDI. This 171 kW (230 hp) luxury sedan meets the Euro-5 standards that go into effect in 2009.

March 7, 2007 in Diesel | Permalink | Comments (17) | TrackBack (0)

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I would love to own this if I can run Biodiesel in it and it does not cost 50G

Biodiesel would probably work (so long as it's warm enough), but forget SVO.

I bet it will cost at least 50k. I just priced their v10 and that bad boy cost 70k.

I'm going to wait and see what Honda offers in the diesel department. VW has poor reliability these days.

Anybody know the MPG numbers for the TDI Touareg? It seems they forgot to include those. :-)

How is VW going to ensure people put in AdBlue?

Also, how much sense do those VW consumptions numbers make?

Passat gets 46MPG while the new Golf gets 45.2MPG?! How does that work? Golf is a lot smaller and lighter than Passat, and the Passat has a bigger engine

I own a VW diesel but I can't wait to get my hands on the Honda.

Engineer-Poet, why do you say that?? Have you tried SVO in this vehicle? Of course not. Same nonsense they said about the VW PD engine that came out in '04. Turns out it runs SVO/WVO just fine with a typical heated second tank style system. Same nonsense they said about the Jeep and Mercedes common rails that came out in '05. Turns out they run on SVO/WVO just fine...

SVO/WVO has consistently been sucessful with every new diesel engine technology. Heat it enough, any diesel will burn it.

It's not a question of whether it'll burn, it's whether it'll clear the injectors instead of coking up on them.  Also, SVO appears to have problems with coking up cylinders on TDI engines during part-throttle operation.

If I was looking to fuel an engine that burns bunker fuel, I'd probably look to SVO.  I sure wouldn't want to use it in my TDI unless someone else was paying for repairs.

No matter what kind of engine it has in it, the Touareg is an idiotic vehicle.

Engineer, respectfully, you have no idea what you're talking about. Problems with TDIs? Have you ever perused the forums at TDIClub, Grease Car, or Frybrid? Seemingly not. Coking is a catch-all term that has almost no empirical evidence to support. Some people thinking it is cause by improperly atomized fuel getting past the rings, others think it is something that builds up on injectors. Understand, improperly atomized fuel getting past the rings happens with normal D2, as does buildup on the injectors. Hence the need for periodic treatments with products such as Diesel Purge by Lubro-Moly. Using WVO simply necessitates more frequent preventative treatments.

I have a friend in Vermont with two, 2005 VW TDI-PD cars: Jetta wagon and Golf. Both were converted with a Grease Car kit when brand new. One has 60K+ miles on it and the other has 40K+. Not the slightest problem burning WVO. Not SVO, but WVO. He collects the most horrible sludge you can imagine, heats, settles, filters it several times, and it burns just fine. I also know a restaurant operator with a Sprinter (common rail) that has over 70K on WVO.

You may be a victim of reading about user error which plagues this practice. Of course, if you don't carefully prepare your WVO, switch before engine reaches full operating temperature, and/or improperly purge such that WVO contaminates the diesel tank, you're going to have problems.

Simply put: follow the rules to the letter and you will have no more problems than if you ran on D2. Modify or ignore any small portion of those rules and you're destined for trouble.

Oh yea, anyone who does not treat SVO just like sludgy old WVO is also destined for trouble. SVO is not filtered to 5 microns or less. SVO is not dewatered. So anyone fooling themselves that they can pour a cube of peanut oil in their tank in the Costco parking lot is destined for a nice IP failure at the least. Especially with a modern engine. An old Mercedes might tolerate it.

Anon, perhaps you'd like to comment on this study?

An engine could be designed to run on VO without coking, but current engines aren't.  Given how expensive injectors are compared to even a year's worth of fuel, I'm reluctant to take on the risks.

Uh, your point???

A lot of references to things from 1981 and earlier.

Currently tens of thousands of cars and trucks world wide operating successfully on SVO/WVO for many tens and hundreds of thousands of miles. No shortage of examples you can find on the web. No shortage of companies with kits that have been around for 10+ years with hundreds of thousands of customer miles experience.

To be blunt: study schmudy, it works in the real world just fine, and I have seen it with my own two eyes. I asked my friend today and he said he took out the injectors on the one car after 50K. They were absolutely free of any buildup. He also has a lab test of his engine oil every 2 oil changes. This shows if there is any wear going on in the engine, deteriorating rings, bearings, etc... Remember, once again, these are PD-TDI engines, the one that is supposedly impossible to run on SVO/WVO. Every result has been completely normal on both cars. Again, study schmudy. If I ever purchase a diesel I will convert it.

Now, I challenge you to find me someone who followed all the rules, to the letter, yet still experienced any sort of engine failure due to the use of SVO/WVO. I already tried and failed. Maybe you'll have more success?

Addendum: This study only mentions two instances of pre-heating the SVO, and does not mention what temperatures were involved. Mostly, this entire document is devoted to mixing of SVO and diesel in unheated systems. Well, DUH. Sorry to be so crass, but really...DUH. And yes, there are some sources from the mid 90's.

SVO/WVO generally attains a viscosity of 2x D2 at 150-180 degrees F. These are the temps that any respectable kit will raise the SVO/WVO to before injection. Further, modern PD and common rail engines raise the temp of the fuel significantly higher than that due to the high pressures involved. PD VWs have a fuel line radiator for the return fuel since it gets so hot. D2 that gets too hot loses its lubricity.

So, to sum up, heating your properly filtered and dewatered SVO/WVO to 150+ before injection into an engine which has attained normal operating temperature will not result in any carbon issues. Further, the greater lubricity of SVO/WVO over that of ULSD may result in longer engine life.

Please visit the following sites for user input:

http://forums.tdiclub.com/forumdisplay.php?f=52

http://www.greasecar.com/forum_view.cfm?frmID=1

http://www.frybrid.com/forum/index.php?s=b4c9d43357c12e91a11fd7a7cacd865d

P.S. running SVO/WVO requires a strictly disciplined individual. This is the only reason why it will never become what would be considered "user friendly".

Perhaps you are right.

On the other hand, I am currently driving between 500 and 1000 miles in the typical month, much of it in rather short trips.  I am not a candidate for a grease car.  I once considered using WVO for heating and cogeneration, but that never came about.

The big problem is that the supply of WVO is in gallons/capita/year.  It's smart to make good use of the resource, but the fraction of drivers who can do so without exhausting the resource is small.

Hi everyone,

I would like to have more information about VW's SCR/LNT technology . Do anyone have some technical images of touareg or the bluemotion with SCR/LNT (SCR/LNT configuration system).

Thank you a lot,

ibrah

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