FCA(Marchionne) says diesel is dead

NJRVer wrote:

John & Angela wrote:

wilber1 wrote:

BenK wrote:
All electric still does NOT have the duty cycle for towing...hybrid yes, but not all electric

Battery size and cooling of both electric motor/batteries are the current issues

True, that's why trucks are different, but privately owned trucks used as tow vehicles represent a tiny portion of world wide diesel sales.

It will be interesting to see if the Electric Truck manufacturers like Tesla and Volvo will make a light duty variant. Eg, instead of a 500 mile version meant to tow 80,000 pounds maybe a 400 mile unit meant to tow a 30,000 pound load. 400 Kw battery, lower profile, chargeable at a supercharger with dual Superchargers. They would probably have buyers at 100 grand. Don’t know how much of a market there would be though.

Probably huge!
Think of all the box trucks you see on the road everyday.

Yah I suppose.

John & Angela wrote:

wilber1 wrote:

BenK wrote:
All electric still does NOT have the duty cycle for towing...hybrid yes, but not all electric

Battery size and cooling of both electric motor/batteries are the current issues

True, that's why trucks are different, but privately owned trucks used as tow vehicles represent a tiny portion of world wide diesel sales.

It will be interesting to see if the Electric Truck manufacturers like Tesla and Volvo will make a light duty variant. Eg, instead of a 500 mile version meant to tow 80,000 pounds maybe a 400 mile unit meant to tow a 30,000 pound load. 400 Kw battery, lower profile, chargeable at a supercharger with dual Superchargers. They would probably have buyers at 100 grand. Don’t know how much of a market there would be though.

Probably huge!
Think of all the box trucks you see on the road everyday.

wilber1 wrote:

BenK wrote:
All electric still does NOT have the duty cycle for towing...hybrid yes, but not all electric

Battery size and cooling of both electric motor/batteries are the current issues

True, that's why trucks are different, but privately owned trucks used as tow vehicles represent a tiny portion of world wide diesel sales.

It will be interesting to see if the Electric Truck manufacturers like Tesla and Volvo will make a light duty variant. Eg, instead of a 500 mile version meant to tow 80,000 pounds maybe a 400 mile unit meant to tow a 30,000 pound load. 400 Kw battery, lower profile, chargeable at a supercharger with dual Superchargers. They would probably have buyers at 100 grand. Don’t know how much of a market there would be though.

BenK wrote:
All electric still does NOT have the duty cycle for towing...hybrid yes, but not all electric

Battery size and cooling of both electric motor/batteries are the current issues

True, that's why trucks are different, but privately owned trucks used as tow vehicles represent a tiny portion of world wide diesel sales.

IdaD wrote:

Bobbo wrote:
It produces 470 lb-ft of torque at 2250 to 3500 RPM..

That's cute. Plus it only comes in a half ton (even cuter).

Compare the EcoBoost emission equipment to your cummins under the hood (cute) and then compare the EcoBoost exhaust to your cummins exhaust (even cuter).

Bedlam wrote:

Bobbo wrote:
I want to preface this by saying I have never owned a diesel. However, from the reading I have done, it seems to me that one of the major draws of a diesel over a gasser is the high torque at lower RPM's. My Ford 3.5l EcoBoost engine produces 375 hp at 5,000 RPM, but it has its maximum torque much lower. It produces 470 lb-ft of torque at 2250 to 3500 RPM. I can get the diesel-like low range torque without the front end expense of a diesel, the higher maintenance costs, the astronomical repair costs, and the higher fuel costs. Sure, it gets lower mpg, but that is a trade off I am willing to accept. On top of that, it has 2 turbochargers that reduce the power loss at altitude for those times I am in the Rocky Mountains.

The advantage of diesel for me is the steady torque curve. Even when I had a little naturally aspirated model with less than 60 hp, it was capable of towing my fiberglass travel trailer through the Sierra Nevada's. I compare gas to diesel like a 2-stroke to 4-stroke: the two stroke has a lot of potential at higher revolutions in a narrow band, while the four stroke has less peak and spreads power over wider band. The 4-stroke attributes seem to follow this comparison against a diesel. Once forced induction is introduced, smaller displacement is required to make the same power and power can be generated at lower revolutions - This doesn't matter what type of engine is being boosted.

I believe the EcoBoost is a great alternative to diesel and the current 3.5 and 2.7 engines make great low rpm pulling power. I predict Fords new 3.0PSD will sell, but in much lower volume because the grocery getters will start screaming when forced drives down the road to regen the dpf starts getting old.

All electric still does NOT have the duty cycle for towing...hybrid yes, but not all electric

Battery size and cooling of both electric motor/batteries are the current issues

Marchionne is looking at the way European cities are coming down on diesels and sees the writing on the wall. NA is a niche market for diesel when you look at the number sold and doesn't really factor into manufacturers diesel car plans. Trucks are different.

Electric is where its at these days.

Jaguar I Pace is now coming out. 394 HP, 512Lb Ft, all wheel drive, 0-60 in 4 seconds and over 200 mile range. Audi Etron next year. Look out Tesla Model X.

Bobbo wrote:
It produces 470 lb-ft of torque at 2250 to 3500 RPM..

That's cute. Plus it only comes in a half ton (even cuter).

Bobbo wrote:
I want to preface this by saying I have never owned a diesel. However, from the reading I have done, it seems to me that one of the major draws of a diesel over a gasser is the high torque at lower RPM's. My Ford 3.5l EcoBoost engine produces 375 hp at 5,000 RPM, but it has its maximum torque much lower. It produces 470 lb-ft of torque at 2250 to 3500 RPM. I can get the diesel-like low range torque without the front end expense of a diesel, the higher maintenance costs, the astronomical repair costs, and the higher fuel costs. Sure, it gets lower mpg, but that is a trade off I am willing to accept. On top of that, it has 2 turbochargers that reduce the power loss at altitude for those times I am in the Rocky Mountains.

The advantage of diesel for me is the steady torque curve. Even when I had a little naturally aspirated model with less than 60 hp, it was capable of towing my fiberglass travel trailer through the Sierra Nevada's. I compare gas to diesel like a 2-stroke to 4-stroke: the two stroke has a lot of potential at higher revolutions in a narrow band, while the four stroke has less peak and spreads power over wider band. The 4-stroke attributes seem to follow this comparison against a diesel. Once forced induction is introduced, smaller displacement is required to make the same power and power can be generated at lower revolutions - This doesn't matter what type of engine is being boosted.