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VW Introduces Passat BlueTDI, BlueMotion 2 and Concept Variant BlueMotion II; Bin 5 and Euro 6 Compliance, Stop/Start and Regenerative Braking

6 October 2008

Bluemotionii_2
The VW Passat Variant BlueMotion II. Click to enlarge.

At the Paris Motor Show, Volkswagen unveiled the Passat BlueTDI (a Passat model with an SCR system to cut NOx to US Bin 5 and Euro-6 levels); the second-generation of the Passat BlueMotion, equipped with a stop/start system as standard; and a concept Passat Variant BlueMotion II, which takes the SCR system of the BlueTDI model and applies it in a more fuel-efficient BlueMotion variant featuring regenerative braking. The Passat BlueTDI is due to go into production in 2009; the new Passat BlueMotion is launching this year. VW plans to produce the BlueMotion II as well.

Among its other introductions at the show, VW highlighted the concept of the next Golf GTI with reduced fuel consumption; a new v6 FSI (gasoline direct injection) model of the Phaeton (which will now also feature stop/start systems as standard); and the sixth generation of the Golf (earlier post).

Passat BlueTDI. The Passat BlueTDI is a preview of a series of coming BlueTDI models that meet US Bin 5 and Euro 6 standards. The Passat Variant BlueTDI being shown in Paris uses a selective catalytic reduction (SCR) system with AdBlue serve to reduce NOxemissions in the exhaust.

The Passat Blue TDI is based on a variant of VW’s 2.0-liter 103 kW (138 hp) that delivers a slight power boost (105 kW/ 140 hp). Despite the slight power increase, the Passat BlueTDI consumes up to 0.3 liter less than the conventional TDI, depending on the body version. In the case of the Passat Variant BlueTDI, fuel consumption is 5.5 L/100km (43 mpg US) with CO2 emissions of 144 g/km; for the sedan version, consumption is 5.2 L/100km (137 g/km CO2). Power is transferred via a 6-speed manual transmission. As an option, there will also be a Passat Blue TDI with 6-speed DSG.

Passat BlueMotion 2. The BlueMotion label denotes the most economical and least-polluting model in each of Volkswagen’s product line-ups. The second-generation Passat BlueMotion 2 features a new common rail TDI engine delivering 81 kW (108 hp), combined with a standard five-speed manual gearbox.

The new BlueMotion uses an start/stop system further to reduce fuel consumption and emissions in city driving. When traffic has stopped, the driver puts the car into neutral and takes his or her foot off the clutch. The Automatic Start/Stop system then temporarily stops the engine; a message appears on the multifunction computer saying ‘Start Stop’. Once the traffic lights change and the clutch is re-engaged, the sign on the computer goes out, the engine restarts and the driver continues as usual. This can save up to 0.2 L/100 km in city driving, according to Volkswagen.

The new Passat BlueMotion continues to employ the fuel-saving modifications made to the original BlueMotion. These include lower cooling system drag, more efficient underbody airflow and lowered suspension, as well as revised gear ratios for third, fourth and fifth, a revised engine management system and a lower engine idle speed.

All second-generation Passat BlueMotion models—like the first generation—have a Diesel Particulate Filter (DPF) as standard. The new BlueMotion also features low-friction propshafts, enhanced low rolling resistance tires and very light wheels made from a light flow-forming steel.

The result is average fuel consumption of 4.9 L/100km average fuel consumption (48 mpg US) with 129 g/km CO2. The Passat Blue Motion meets the Euro-5 emissions standard.

Passat Variant BlueMotion II. The concept Passat Variant BlueMotion II combines the low-emissions of the BlueTDI with the fuel efficiency of the BlueMotion.

Some of the features adopted from the Passat BlueMotion 2 are its aerodynamic modifications, new Automatic Start/Stop system, common rail TDI and transmission with longer gear ratios. The Passat BlueTDI contributes the SCR catalytic converter together with AdBlue additive to reduce nitrogen oxides (NOx). The concept car also represents VW’s first application of a regenerative braking system in a production model.

The combination of technologies results in a Euro-6 compliant Passat with fuel consumption of 4.1 L/100km (57 mpg US) and CO2 emissions of 109 g/km—a reduction of an additional 0.8 L/100km compared to the normal version of the Passat variant BlueMotion, and a 20 g/km reduction in CO2. Volkswagen will offer the production version of the Passat BlueMotion II both as a sedan and as a Variant.

In the Passat BlueMotion II, the technological components of the BlueMotion concept are being merged with those of the entirely new BlueTDI system for the first time. BlueMotion shows just how to make conventional—and therefore affordable—cars extremely economical by applying clever drive technologies and special aerodynamic modifications. The BlueTDI concept shows, in parallel, how a high-tech emissions system can further reduce emissions using a SCR catalytic converter. When the two of these are packaged together in a car, entirely new possibilities emerge: the 4.1 liters fuel consumption and over 1,700 kilometer range of the large Passat Variant demonstrate the potential of our drive technologies impressively.

—Prof. Dr. Martin Winterkorn, Chairman of the Board of Volkswagen AG

October 6, 2008 in Diesel, Emissions, Fuel Efficiency, Vehicle Systems | Permalink | Comments (11) | TrackBack (0)

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Comments

The regenerative braking was not explained. Obviously this is not a Scuderi air hybrid. Car bodies should be rated as to the energy required to move them though still air at all speeds on a level road with standard tires.
It is now past the time when all cars should be fitted with electric driven brakes, fans, pumps, compressors et cetera. The Ford model T had a brushless alternator fitted to its flywheel, modern cars have the ability to make them alternator starters. Electric engine valves can even take less power to operate than mechanical ones, and when combined with electric fuel injection, can increase the efficiency greatly and allow more efficient regeneration and even low wear braking and air pressure regeneration. ..HG..

Good point for CO2 emissions reduction. Now I would be pleased if they gave at least some figures about the POLLUTANTS (NOx, PM...) emissions. X-compliant is not enough, since a vast number of cars, including Prius, are way under the limits.

I don't think we are ready for pure electric brakes yet, Henry Gibson. I know Siemens has been doing quite a bit of work and had an interesting looking system, but other than a hybrid electric/hydraulic system I haven't heard of anyone implementing electric brakes.

Who would have though just five years ago that a big car like the Passat could go as low as 4.1 L/100km with only minor tweaking of the original car?

I suspect that the "regenerative breaking" is like BMWs Efficient Dynamics where the generator is only engaged during coasting and deceleration and all auxiliary drives are electrically driven.

I wonder whether the BlueMotion 2 (and II) engine is the PSA 1.6 HDi as in the new Golf VI BlueMotion? It fits with the engine specs. Acceleration is most likely not impressive with this engine, but due to improved aerodynamics top speed should be satisfactory for most drivers. Wind noise is most likely also reduced by improved aerodynamics as is engine noise because of higher gearing. I experienced this in the current Golf BlueMotion compared to standard TDI.

Just a couple of years ago many people were buying gasoline Passats with 7-8 L/100km (29-33 mpg) gas mileage. Now this has nearly doubled (potentially) without the use of very expensive hybrid technology. This would be an awesome commuter/carpool car! :-)

@Thomas,

Alas, the 4.1 l/100km Variant is a concept car. Serves only marketing purposes. I wonder when it's for sale, if ever.

The previous post was mine.

When traffic has stopped, the driver puts the car into neutral and takes his or her foot off the clutch.

I don't have much trust in start/stop systems that require user intervention. People are lazy.

Thsi propaganda pres release is purposefully evasive. VW leaves the impression that it wil meet T2B5 and EU VI standards, as if they were one and the same.

But they are nowhere near each other. EU VI scheduled for implementation in 2013, is at least ten times weaker than T2B5.

So what they mean is that VW has designed the car to be exported to the US. VW will also remove much of the emissions equipment, and also qualify it to poison EU citizens, as we meet EU VI, someday.

Stas, there is no reason why a diesel engine can't meet T2B5 using cost-effective (ie cheap) measures, without even resorting to SCR etc:

http://www.greencarcongress.com/2007/08/ricardo-announc.html

Actually, VW already can make their 138 bhp TDI engine met T2B5 now (note the Jetta models coming with this engine for the US market). Adding urea gas injection will truly ensure the engine easily meets T2B5, which means the Passat BlueTDI could show up in the US market as early as next spring! :-)

Good work WV Passat.

Much more can even be done with lighter vehicles.

Will we see a 100 mpg micro-mini ICE car soon?

Francois,

The diesel engines is just inherently dirtier and more conducive to creating unwanted toxic gases and soot, than Otto cycle vehicles. There will be improvements in the cleanup technology. But it will always be more intrusive and hence more expensive to cleanse a Diesel rather than OTTO cycle.

I have tried to raise the consciousness that America has driven auto emissions standards for 35 years. The automakers including all the EU makers, have spent vast sums, on mandated R&D, and have developed cleanups to meet the very strict US standards. Yet your Green community allows them to get away with much more lax standards in the EU. And mow the technology to clean the vehicles exists, and your auto makers have it, and use it for exports. I see no reason whatever that you are forced to breathe the unnecessary toxic emission and filth.

The EU Greens seem so obsessed with CO2, which is a harmless and needed plant food trace gas. All in the name of a hypothetical Global Warming fear, for a few hundred years from now, if ever. GW has disappeared for a decade and indicates that the theories for AGW need substantial revision, if not outright scrapping.

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