I think the first applications for the i-DTEC engine in the USA will be the Honda Accord sedan, Honda CR-V small SUV and Honda Element small SUV. Imagine getting over 30 mpg (US) easily with the CR-V SUV--it would be a hot seller indeed. :-)

michel.

Your post makes no sense. You say the diesel advantage in mileage (dist per fuel volume) of 30-40% is "very very exaggerated." You suggest the difference can be in fact, negligible.

Then you post data that completely contradicts that (but is consistent with reality).

Come on, where is this sillyness coming from that diesels have negligible advantage in economy. Jeez. In fact, 30-40% more mile per gallon is quite typical for similar power outputs.

One final point - all this love for BEV... It was but a few days ago that we heard of "Ricardo Achieves Tier 2 Bin 5 Diesel Emissions Without NOx Aftertreatment; Tracking to Tier 2 Bin 2" - basically, by combining NOx adsorbers with their T2B5 no-aftertreatment tech, they can nearly achieve the next best thing to ZEV status. So let's stop kidding ourselves about the long term viability of ICEs, and specifically diesels. Portable, liquid fuel will long have value to society, and biofuels are a very direct way of converting solar energy to usable energy, versus geo/wind/solar, etc charging batteries, through the grid, back to the motor, etc., etc., to finally be released to the wheels.

What about small particulates from the Honda diesel engine? If the Honda diesel still spews small particulates like all other diesels, and if they are as harmful to the human respiratory system as emerging research suggests, all diesels will be banned within 10 years unless someone can figure out a way to clean up their nasty small particulate issue.

Personally, I think direct injection and HCCI gasoline engines will put diesels on the scrap heap of history where the probably belong. DI HCCI gas engines will be cheaper than diesels, nearly as efficient, and won't have the small particulate problem that all current diesels have.

Asthma anyone?

Yuka:

The ignorance you exemplify is tiring.

First, diesel particulate filters are already dealing with this problem, and have been for years in Europe. They will be mandatory on upcoming North American spec diesels.

Second, "research" is driven by many things, one main one being politics. Much of the research being done on diesel exhaust is largely a result of such politics, and the realities of how research is funded. A lack of research relating to gasoline exhaust doesnt necessarily mean gasoline exhaust is safer than diesel exhaust. Gasoline cars also emit large quantities of tiny particulates. Show me the research that shows those emissions to be much safer than diesel exhaust, if at all. So, stop drinking the cool aid and try thinking for yourself. Asthma is inflamed by many sources, not just diesel exhaust.

Third, HCCI is closer to diesel combustion process than gasoline (spark ignition) process. So you'd be better off calling it "HCCI diesel." And HCCI is still a ways off from serious implementation. The Renault non-aftertreatment NOx solution is a type of homogeneous charge operation, which will help reduce particulates.

Scrap heap? Please... Diesels are rapidly rising to the pinaccle of ICE technology, where they rightfully belong. With T2B2 diesels on the horizon, and with the very realistic promises of plentiful, renewable biofuel in years to come, it should be apparent to any serious person that we are entering the diesel age. Expect diesels to be around for decades to come.

Michael's post make a lot of sense. Exhaust after treatment and the reduced compression ratios (to reduce NOX) necessitated by the new EPA requirements. It is getting to the point of trying to squeeze blood out of a rock.

If Diesels get 25 percent better mileage, I will be happy. Well, no, I won't be happy. If these idiotic requirements weren't in place, we wouldn't have to burn more gasoline.

Too many environmentalists have their eyes on the tailpipe only. Actually, if you look at refineries and their efficiencies you may find that clean fuels, clean air requirements and the resulting increase in fuel consumption are actually making the air dirtier and the U.S. overall less efficient. So much for conventional wisdom.