Diesel vs. Hybrid: How to save fuel the smart way

Regardless of whether you're talking politics or automotive technologies, the voting and driving public often gravitates to what's new and fresh.

This herd mentality suggests that there's hope in what's new simply because it's new. Focusing on automotive technology, the green trend AOL Autos identified at the recent 2009 Detroit Auto Show seems to be pushing buyers into two camps: diesel or hybrid.

But we'll let you in on a secret: The traditional four-stroke internal combustion engine isn't dead, nor is it irrelevant to the green movement. Not by a long shot.

So let's assume you're interested in driving green. By this we mean you want a fuel-efficient vehicle that reduces your carbon footprint. Today, the celebrities of the green movement are diesel- and hybrid-powered vehicles.

Here's a quick review of these different technologies. The defining characteristic of the diesel engine is its compression ignition cycle; this means that the engine uses ultra-high compression ratios in the combustion chamber to ignite the fuel-air charge (gasoline-burning internal combustion engines use spark plugs to fire up).

The defining characteristic of a hybrid is that these vehicles use a combination of electric motors and internal combustion engines (working in tandem) to propel the vehicle.

Now that we've quickly defined diesel and hybrid, let's take a look at what you need to consider to make a smart choice between these technologies, or not (don't worry, we'll explain).

Don't Miss

• AOL Autos: 2009 Volkswagen Jetta TDI
• AOL Autos: 2009 Audi Q7 TDI
• AOL Autos: 2010 Honda Insight

Clean diesel technology

With the advent of high-pressure direct fuel injection and special exhaust emissions systems, modern automotive diesel engines bare little resemblance to their stinky, smoke-belching forefathers.

And unlike the truly dreadful diesel engines perpetrated on trusting American drivers by Oldsmobile from 1978-85, today's diesels are reliable.

Ford Motor Company, General Motors, and Chrysler are adding clean diesel engines to their light trucks in 2010, but there are several cars and crossovers available this year that prove that diesel engines are viable for today's American driver.

The Volkswagen Jetta TDI was recently awarded "Green Car of The Year." Past award winners have been hybrids, but the Jetta's clean exhaust and exceptional real-world fuel economy (30 mpg city, 41 highway) won over the judges.

While the mileage matters, the Jetta TDI's pleasant driving demeanor is what will win buyers. Powerful torque is a characteristic of diesel engines. Even though the Jetta's turbo diesel displaces only 2.0-liters (about 128 cubic inches), with 236 lb-ft of torque, the Jetta accelerates as if it's powered by a large gasoline V-6 engine.

Thanks to this feeling of power, the $23,000 Jetta TDI shapes up to be an excellent choice for drivers looking for more economy than a gasoline-powered Jetta can deliver (21 mpg city/31 mpg highway).

Torque is the overriding trait that defines the diesel driving experience. Torque is the actual power generated by an engine or motor, and in a vehicle, you feel it most when accelerating from a dead stop. Lots of torque pins you back in your seat. A little torque makes you wish you were driving something faster.

We recently tested a 2010 Audi Q7 3.0-liter with a turbo diesel and enjoyed the crossover's quick throttle response and ever present thrust. Our real-world economy over hundreds of miles was nearly 30 mpg in this luxurious, 5500-pound, seven passenger crossover.

The Q7, just like the smaller Jetta TDI, demonstrated another diesel hallmark: efficiency (mpg) at highway speeds. The same holds true for the Jeep Grand Cherokee diesel and the vehicles it shares its 3.0-liter V-6 with, the Mercedes R-Class and E-Class diesels.

The downside of diesel

Unfortunately, diesel engines are more costly to produce than most gasoline engines, so there is a higher up-front cost when you buy or lease. The added cost varies by make and model, but expect to pay $1000-$5000 more for a comparably equipped diesel versus gasoline powered car or truck.

Another consideration: diesel fuel is more expensive than gasoline. According to Dan Larson, an oil industry consultant with 18 years experience, the new ultra low-sulfur fuel that makes clean diesel technology possible required a huge investment by refiners, and this cost is being passed to consumers.

Worldwide demand for diesel fuel is also up, putting further upward pressure on pricing compared to gasoline (Europe ships diesel to the U.S. at bargain prices).

Taxes add to the price differential between gasoline and diesel, and Larson estimates the difference is another six cents to diesel's cost-per-gallon disadvantage. Unfortunately, diesel fuel's higher cost typically erases most cost saving from its better fuel economy

Say hi to more hybrids

Recently, automakers have rolled out hybrids in great supply. Honda introduced their 2010 Insight hybrid. Toyota also recently launched their new 2010 Prius, as well as a new hybrid Lexus, the 250h. BMW also has new production hybrids, including a new mild-hybrid powertrain for their full-size 7-Series.

Back in November, Ford took the wraps off their 2010 Fusion and Mercury Milan hybrids, while Hyundai showed the hybrid powertrain for their 2012 Sonata.

Obviously, hybrids are hot. Why? It's their economy.

Because there are several different categories of hybrid powertrains, we'll generalize the group's benefit: hybrids use battery-powered electric motors to reduce the energy required from their vehicle's internal combustion engine. This saves fuel.

Most hybrids can operate on only electric power for short distances at city-driving speeds. This attribute generates high city-mileage ratings. For example, the 2010 Prius is rated at 50 mpg city, 48 mpg highway. Likewise, the 2009 Ford Escape Hybrid SUV racks up 34 mpg city, but only 31 mpg on the highway.

Clearly, hybrid vehicles tend to benefit those who frequent lower-speed urban areas rather than long-distance interstate trips.

The lows of hybrids

Unlike diesel-powered vehicles, the highest-mileage hybrids tend to be a bit lackadaisical in regards to acceleration. Some also exhibit odd driving behaviors.

For example, the brakes on some hybrids feel unusual because when the brake pedal is pressed, traditional brakes aren't actually slowing the car, a regenerative motor is (recapturing the vehicle's kinetic energy, turning it into electricity to store in on-board batteries).

Hybrids also use electrically-driven power steering. These steering systems often have a less direct feeling that's closer to a video game than a sports car.

These dynamic differences mean that hybrids can feel odd to drive compared to a more traditional vehicle, plus they highlight the complexity that is systemic with hybrid vehicles. The special sub-systems, components, integration, and programming necessary to make hybrids run are nothing short of rocket science.

Of course, cost comes with this complexity. Compared to otherwise comparable non-hybrid models, hybrids cost anywhere from $1750-$15,000 more. You'll want to consider these dollars before you decide whether driving a hybrid makes any sense.

What engine technology will drive us in 2014?

Diesel engines and hybrid powertrains will continue to offer high-mileage solutions for those willing to pay the required premium. Many manufacturers, such as Volkswagen, Audi, and Mercedes-Benz see potential for diesel-powered vehicles. Audi specifically expects the diesel Q7 to account for about 15 percent of Q7 sales this year.

Other manufacturers, such as Honda and Toyota, are taking a wait-and-see attitude toward diesels. These companies sell diesel-powered cars in Europe, and could bring those engines here easily. Until the cost of diesel fuel drops to be closer to gasoline, company representatives told AOL that they are content to focus on hybrids and maximizing the efficiency of their traditional engines.

What about a normal engine?

This may come as a surprise, but traditional internal combustion engines represent a solid green choice based on their improving fuel economy and comparatively low cost.

"Technologies such as dual variable valve timing, reduced pumping losses, and improved engine control systems will be where mileage improvements in internal combustion engines come from," Toyota's Dan Yerace, a senior powertrain engineer, said. "Also, the trend toward more forward gears in transmissions will contribute to mileage gains."

What this means is that a variety of technical improvements will make gasoline engines more efficient. Additionally, by adding more gears to automatic transmissions (including overdrive ratios), engines can run more slowly at any given speed, thus saving even more fuel.

According to Volkswagen's Group Powertrain Engineer Wolfgang Hatz, internal combustion engines will continue to improve. Hatz estimates that the fuel economy of gasoline engines will improve 15-perent in the coming years. This is a figure confirmed by engineers from other manufacturers.

Both Ford Motor Company and General Motors are already introducing gasoline engines with a new type of fuel injection that enhances fuel economy. Their engines utilize direct injection that helps boost mpg up to 20 percent.

The plain truth

Evidence points to a technology battle that's broader than diesel versus hybrid. According to Nicholas Prague, an auto industry insider from JustAnswer.com, diesels and hybrids will certainly become more prevalent, but it won't be the tidal wave some are expecting or hoping for. By 2014, he expects hybrids to account for only one in five cars sold in the U.S.

Figures provided by J.D. Power & Associates show that these powertrains accounted for less than five percent of sales in 2008. Doing the math, this means that 80-percent of cars and light-duty trucks will remain powered by traditional gasoline engines in 2014

At most, diesel and hybrid technologies help focus the driving public's attention on efficiency, and that's a good thing regardless of which engine technology is under the hood of your next vehicle. While the tried-and-true internal combustion engine may have fallen out of favor with politicians and the mainstream media, gasoline-fueled engines remain vital to powering America into the future.

The good thing is that now you have a choice. Right now you can go out and buy a diesel-, hybrid- or traditional internal combustion-powered vehicle.

Lasers Make Light Bulbs Shine Brighter

Wow! That's a great idea! Laser treatments of filaments can double a light bulb's output without increasing its power requirement. Look!


By Phil Berardelli

ScienceNOW Daily News
5 June 2009

Tired of dealing with those newfangled fluorescent and halogen bulbs that tend to blow out and can't quite handle dimmer switches? You might just find solace from an old and trusted source: incandescent lights. A team of physicists has discovered a way to double the efficiency of these ordinary light bulbs. All it takes is a superfast laser blast to their filaments.

The old-fashioned light bulb, invented in the 19th century by Thomas Edison, seems to be heading the way of the horse and buggy. Cheap, conventional bulbs require more electricity per lumen, or unit of light output, than compact fluorescent or halogen bulbs, something that makes them increasingly unpopular for efficiency-oriented consumers. Yet fluorescent and halogen bulbs carry their own problems. Fluorescents contain mercury, which makes their disposal problematic, and halogens burn very hot, creating the potential for a fire hazard. And neither emits the warm, yellow glow with which people have grown so comfortable.

Chunlei Guo of the University of Rochester in New York state, along with colleagues both at the university and in Russia, were experimenting with the effect of ultrafast laser pulses on metals when they noticed that pulses lasting only a few femtoseconds--quadrillionths of a second--could fundamentally change the molecular arrangement of metals without melting them. They also found that the altered metals became very good at capturing radiation in the form of heat, and they wondered if the opposite could be true as well. So they tried a simple experiment. They fired a femtosecond laser beam through the glass of an off-the-shelf incandescent bulb. As expected, the lightning-fast beam rearranged the molecules of the bulb's tungsten filament, turning it dark black. But then, when the researchers turned the bulb on, the part treated with the laser shone considerably brighter than the rest of the filament. As the team reports in an upcoming issue of Physical Review Letters, further tests showed that treating the entire filament this way made a 60-watt bulb as bright as a 100-watt bulb without increasing its power requirements.

The process could have immediate commercial potential, Guo says. Femtosecond lasers are expensive but readily available, and on a mass-production scale the costs of treating bulb filaments "could come down dramatically," he says.

Physicist William Stwalley of the University of Connecticut, Storrs, says it's remarkable that something as well-studied as a tungsten light-bulb filament can be fundamentally changed by a femtosecond laser. He adds that the technique offers "very exciting possibilities for changing the structure of and blackening other metals," such as those used in solar-energy collectors and radar-evading materials. As far as residential lighting, Stwalley says the efficiency improvement might not be enough to stop the conversion to alternative lighting, but for industrial applications, "it could be really helpful."

Physicists Put the Quantum Into Mechanics

Very Interesting! Read it!

By Adrian Cho
ScienceNOW Daily News
5 June 2009

Quantum mechanics and its bizarre rules explain the structure of atoms, the formation of chemical bonds, and the switching of transistors in microchips. Oddly, though, in spite of the theory's name, physicists have never made an actual machine whose motion captures the quirkiness of quantum mechanics. Now a group from the National Institute of Standards and Technology (NIST) in Boulder, Colorado, has taken a step in that direction by forging a mind-bending quantum connection between two mechanical widgets. Their devices don't look like electric drills or other familiar machines, however: Each is a pair of ions oscillating in an electric field, like two marbles joined by a spring.

The link the researchers created is called entanglement, and it has been made before between certain internal properties of quantum particles, such as the inner gyrations of ions. The new work extends that link to the actual motion of the ions, which is a kind of micro-analog of the swinging of the pendulum of a grandfather clock. "For the first time, the mechanical motion itself has been entangled," says Rainer Blatt, an experimental physicist at the University of Innsbruck in Austria.

To appreciate what the NIST researchers have done, an aficionado has to get his head around two very weird concepts in quantum mechanics. First, quantum theory says that an object can literally be in two contradictory states at the same time. So whereas an office chair can spin either to the right or to the left, a quantum particle like an ion can literally spin in two opposite directions--call them up and down--at once. That mind-creasing "superposition" state lasts until an experimenter measures the ion's spin, at which point the ion instantly "collapses" to one direction or the other. Weirder still, two ions can be put into these uncertain two-ways-at-once states and then linked up so that, even though it's impossible to say which way either is spinning, their directions are completely correlated. For example, if the first one is measured and collapses into the up state, the second one will instantly collapse into the down state, even if it's light-years away. That connection is called entanglement, and anyone who finds it hard to swallow is in good company: Einstein famously called it "spooky action at a distance."

To extend such a connection to mechanical motion, NIST's John Jost, David Wineland, and colleagues used electric fields to trap two beryllium ions and two magnesium ions. They then applied a magnetic field and pulses of laser light to entangle the spins of the beryllium ions. After that, they separated the ions into two beryllium-magnesium pairs, which would be their mechanical widgets.

During this process, the beryllium spins remained entangled, and the researchers next transferred that link to the motion of the pairs. To do that, they zapped each beryllium with a laser again to "rotate" the down-spinning half of its split personality back to up while leaving the up-spinning half untouched. But they tuned the energy of the laser so that as the down-spinning part of the beryllium's state turned, the light would also excite the ions in the pair to oscillate. As a result, each beryllium ion spun only up, but each beryllium-magnesium pair was left in a state in which it was both oscillating and not-oscillating. Moreover, because the two beryllium spins started out entangled, the two oscillating–not-oscillating pairs ended up entangled, too, the researchers report this week in Nature.

"It's a completely amazing experiment," says Jack Harris of Yale University, one of a number of physicists striving to show quantum effects in vibrating beams and other "macroscopic" mechanical devices. The ion experiment hasn't beaten their efforts to the punch, he says, because although it entangles mechanical motion, the ions themselves are still quantum particles. "It's more the macroscopic than the mechanical that we're after," Harris says. Indeed, he and others hope to test whether some as-yet-undiscovered principle forbids quantum weirdness in objects containing many billion atoms.

For their part, NIST researchers hope to use ions to fashion a quantum computer that, thanks to quantum weirdness, could solve problems that stymie conventional computers. "A lot of the technologies we developed for this experiment are going to be crucial for making a quantum computer with trapped ions," Jost says. However, making a quantum computer will likely be even harder than making a rudimentary quantum machine.

Nanotechnology: The future of mobile phones?

When can we expect to see nano phones hitting the market - and will the recession slow innovation down?

In the competitive market place of mobile phones, new technologies come out over night, change everything, and then become simply “ordinary” a week later.

The entire industry centres on a form of technological Darwinism, where only the strongest and most visible products survive. Despite this, is it possible to accurately make predictions about what the future holds for mobile phones?

In 2005, Nokia released its Communicator 888 concept phone. The device featured a liquid battery, was completely flexible and capable of morphing shape - showing what was potentially possible with nanotechnology.

But, has there been any progress since, and, if so, could nanotechnology become the next technology to revolutionise the mobile phone industry?

From dream to touchscreen

Not so long ago, touch screen phones were merely a pipe dream, now they account for 20 per cent of the entire mobile phone market – largely thanks to Apple’s groundbreaking iPhone, which illustrated profoundly the effect technology can have on an industry in a short period of time.

However, touch screen along with 3G capabilities, picture and video projectors, as well as social GPS are all small potatoes compared to what Nokia is supposedly cooking up.

The Finnish phone giant recently announced its plans to create a transformable mobile phone, by using nanotechnology to produce flexible electronic components that would allow the handset to morph between shapes, develop artificial intelligence, and even clean itself.

Known as Morph, the joint venture between Nokia and Cambridge University, seeks to build on the 888 concept, and eventually implement nanotechnology into mobile devices.

Dr. Bob Iannucci, chief technology officer (CTO), at Nokia said in a statement: "Nokia Research Centre is looking at ways to reinvent the form and function of mobile devices; the Morph concept shows what might be possible.”

What’s set for 2033?

Whether this technology is just an interesting theoretical discussion point, or an actual palpable technology remains to be seen - no one knows what the future holds, particularly in the world of technology. However, devices such as the iPhone and the hotly anticipated Palm Pre profoundly illustrate hwo the implementation of new technology can really shake-up a market, even during a recession.

Motorola, according to their spokesperson Amanda Kamin, is experimenting with ideas and concept for future mobile device. The 2033 concept takes a look 25 years into the future by considering how the world is changing, and how technology will develop around it.

The 2033 concept features an organic memory application, which would theoretically capture memories directly from your brain. Additionally, second sight, which augments your vision and is essentially a head mounted device, creates virtual reality applications, and infinite screen possibilities.

“While I can’t really comment on whether we’re doing anything towards incorporating nanotechnology into our research - I can say that we do pride ourselves on constantly pushing the boundaries of what is possible,” said Kamin.

She added: “The 2033 concept is a clear example of our thinking out of the box.”

“We also developed touchscreen technology a few years before it became mainstream. Unfortunately, at the time it wasn’t viable within the current consumer market. But that serves as a good example of companies constantly trying things out before they make it into the commercial market,” Kamin added.

To be continued...! ^^

Kenji - A Robot programed to love, traps a woman in Lab!

Kyoto, JP -3 March 2009- Staff. Researchers at Toshiba’s Akimu Robotic Research Institute were thrilled ten months ago when they successfully programmed Kenji, a third generation humanoid robot, to convincingly emulate certain human emotions. At the time, they even claimed that Kenji was capable of the robot equivalent of love. Now, however, they fear that his programming has taken an extreme turn for the worst.

“Initially, we were thrilled to see a bit of our soul come alive in this so called ‘machine,’” said Dr. Akito Takahashi, the principal investigator on the project. “This was really the final step for us in one of the fundamentals of the singularity.”

Kenji was part of an experiment involving several robots loaded with custom software designed to let them react emotionally to external stimuli. After some limited environmental conditioning, Kenji first demonstrated love by bonding with a a stuffed doll in his enclosure, which he would embrace for hours at a time. He would then make simple, but insistent, inquiries about the doll if it were out of sight. Researchers attributed this behavior to his programmed qualities of devotion and empathy and called the experiment a success.

What they didn’t count on were the effects of several months of self-iteration within the complex machine-learning code which gave Kenji his initial tenderness. As of last week, Kenji’s love for the doll, and indeed anybody he sets his ‘eyes’ on, is so intense that Dr. Takahashi and his team now fear to show him to outsiders.

The trouble all started when a young female intern began to spend several hours each day with Kenji, testing his systems and loading new software routines. When it came time to leave one evening, however, Kenji refused to let her out of his lab enclosure and used his bulky mechanical body to block her exit and hug her repeatedly. The intern was only able to escape after she had frantically phoned two senior staff members to come and temporarily de-activate Kenji.

“Despite our initial enthusiasm, it has become clear that Kenji’s impulses and behavior are not entirely rational or genuine,” conceded Dr. Takahashi.

Ever since that incident, each time Kenji is re-activated, he instantaneously bonds with the first technician to meet his gaze and rushes to embrace them with his two 100kg hydraulic arms. It doesn’t help that Kenji uses only pre-recorded dog and cat noises to communicate and is able to vocalize his love through a 20 watt speaker in his chest.

Dr. Takahashi admits that they will more than likely have to decommission Kenji permanently, but he’s optimistic about one day succeeding where Kenji failed.

“This is only a minor setback. I have full faith that we will one day live side by side with, and eventually love and be loved by, robots,” he said.

The Solar Towers

Here is a small sample of the technology developed for a better future. However, technology can improve care for the environment, and at the same time, lead to the future that mankind think.

But is this the solution? What are the advantages and disadvantages of solar tower? Discuss It =D!

Green Technology

What is it?

Environmental technology (abbreviated as envirotech) or green technology (abbreviated as greentech) or clean technology (abbreviated as cleantech) is the application of the environmental science to conserve the natural environment and resources, and to curb the negative impacts of human involvement. Sustainable development is the core of environmental technologies. When applying sustainable development as a solution for environmental issues, the solutions need to be socially equitable, economically viable, and environmentally sound.

Related technologies

Some environmental technologies that retain sustainable development are; recycling, water purification, sewage treatment, environmental remediation, flue gas treatment, solid waste management, and renewable energy. Some technologies assist directly with energy conservation, while other technologies are emerging that help the environment by reducing the amount of waste produced by human activities. Energy sources such as solar power create fewer problems for the environment than traditional sources of energy like coal and petroleum.



Scientists continue to search for clean energy alternatives to our current power production methods. Some technologies such as anaerobic digestion produce renewable energy from waste materials. The global reduction of greenhouse gases is dependent on the adoption of energy conservation technologies at industrial level as well as this clean energy generation. That includes using unleaded gasoline, solar energy and alternative fuel vehicles, including plug-in hybrid and hybrid electric vehicles.


Since electric motors consume 60% of all electricity generated, advanced energy efficient electric motor (and electric generator) technology that are cost effective to encourage their application, such as the brushless wound-rotor doubly-fed electric machine and energy saving module, can reduce the amount of carbon dioxide (CO2) and sulfur dioxide (SO2) that would otherwise be introduced to the atmosphere, if electricity is generated using fossil fuels. Greasestock is an event held yearly in Yorktown Heights, New York which is one of the largest showcases of environmental technology in the United States.