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Old 01-02-2008, 01:35 PM   #1
AVANTI R5
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Default Look Out Hybrids! BMW To Bring Diesel Line Up To US in Late 2008!



Quote:
Entering a new era in the companys mission to deliver ultimate driving machines that combine superior performance with exemplary fuel economy, the BMW Group will debut two vehicle models equipped with the BMW Advanced Diesel with BluePerformance at the 2008 North American International Auto Show (NAIAS) in Detroit the X5 xDrive35d and the 335d.

Successfully meeting the strict exhaust emissions requirements of the North American automobile market, BMW Advanced Diesel slated to hit US roadways in late 2008 will be available in all 50 states. The wide availability of these vehicles marks a significant milestone in the BMW EfficientDynamics strategy, which seeks to offer customers in automobile markets around the world maximum driving pleasure with minimum fuel consumption and emissions.

BMW Advanced Diesel technology is being introduced into the US market in the form of the 3.0-liter inline-six featuring Variable Twin Turbo Technology an engine widely acknowledged as the unchallenged benchmark for sporting performance, motoring refinement and superior efficiency in other markets around the world.

At the 2008 NAIAS, BMW is presenting this 265-hp high-performance diesel engine in both the BMW X5 xDrive35d and the BMW 335d. To ensure full compliance with the demanding emission standards in California and other US states, BMW uses SCR technology to reduce nitricoxides (NOX), enabling nationwide introduction of BMW Advanced Diesel with BluePerformance as a 50-state model (BIN5).


Leading the way:

BMW diesel competence for the US.
The history of BMW diesel engines began in 1983 when the BMW 524td was introduced as the fastest diesel in the world. From that starting point, BMW has spent 25 years continuously developing diesel technology. Todays BMW Diesels are characterized by dramatically improved power and performance, fuel consumption and emissions levels reflecting the principle of BMW EfficientDynamics in every respect.

Through their superior motoring refinement alone, BMW diesel engines have helped to significantly eliminate any reservations regarding the acoustic properties of a diesel engine. Indeed, great demand for BMW diesel engines has helped BMW achieve increased market share not just in Europe, but in regions across the world. Today no less than 67 percent of all new BMWs delivered to customers in Europe are powered by a diesel engine.

While diesel engines of today represent an impressive standard for fuel efficiency and emissions on the whole, BMW Advanced Diesel engines take this a step further, setting the standard for torque and pulling power that could never be achieved by a similar displacement gasoline engine while consuming 25 percent less fuel on average than an equally powerful gasoline engine.

New generation of diesel technology:
Maximum dynamism, minimum emissions.
Maximum power, supreme efficiency: The first BMW Advanced Diesel with BluePerformance is particularly well-suited to combine the driving dynamics and motoring refinement of a premium automobile with the most current and demanding standards for preserving resources and reducing emissions. Featuring exceptional power and torque, the 3.0 liter inline-six diesel is one of the most fuel-efficient and economical engines in its class.

Applying Variable Twin Turbo Technology, a small turbocharger first cuts in at low engine speeds. Thanks to its low inertia, this turbocharger develops boost (and extra power) in response to even the smallest movement to the gas pedal and without the slightest delay.

As engine speed increases, the second, larger turbocharger cuts in, developing maximum torque of 425 lb-ft at just 1,750 rpm. Interaction of the two turbochargers is controlled by the particularly efficient, high-performance electronic engine control unit.

In addition to the above Variable Twin Turbo Technology, new technical highlights of BMW Advanced Diesel presented for the first time in 2007 include an aluminum crankcase and third-generation common-rail direct fuel injection. Featuring precision-quality precise piezo-injectors to deliver the precise dosage of fuel into the combustion chambers with the smallest volume of pre-injection, the third generation system ensures a particularly clean injection process with optimized fuel consumption, emissions figures and running smoothness.

Given all of these qualities, BMWs 3.0-liter diesel with Variable Twin Turbo has won the prestigious International Engine of the Year Award multiple times more than any other prize or acknowledgement. The engine is featured in a large number of models in Europe and is now expanding its global story of success as the BMW Advanced Diesel with BluePerformance.

At the 2008 NAIAS, the BMW 335d featuring Advanced Diesel with BluePerformance for maximum output of 265 hp and peak torque of 425 lb-ft. will provide a clear and convincing demonstration of these qualities. On the road, this means acceleration from 062 mph in 6.2 seconds and average fuel economy of 23/33 mpg (city/highway, provisional data).
The BMW X5 xDrive35d, will also debut in Detroit.

Like the 335d, the X5 xDrive35d offers sporting character through BMW Advanced Diesel with BluePerformance, while standing out as a high-torque Sports Activity Vehicle with excellent qualities for long-distance motoring. The BMW X5 xDrive35d accelerates from 062 mph in just 7.2 seconds and offers average fuel economy of at least 19/25 mpg (city/highway, provisional data).
Non-partisan study in the USA:

BMW ranks No 1 in the reduction of CO2 emissions.
The introduction of Advanced Diesel with BluePerformance in the US continues the global BMW EfficientDynamics development strategy of reducing both fuel consumption and exhaust emissions. Applying this strategy, the vehicles offered by BMW stand out worldwide by combining a higher standard of driving dynamics with a significant reduction in both fuel consumption and emissions.

The new BMW 128i Coupe now being introduced in the US, for example, is powered by the latest and, accordingly, most efficient version of BMWs inline-six cylinder engine featuring VALVETRONIC technology.

Apart from the enhanced version of this fully variable valve management, this engine also features a composite magnesium/aluminum crankcase and an electric coolant pump, operating only on demand and to the level required. In the BMW 128i Coupe, this engine is combined with six-speed automatic transmission of the latest generation, again using innovative technology to ensure enhanced fuel economy, minimum emissions and maximum driving pleasure. Innovations allowing for greater efficiency are also being systematically introduced into all models sold by BMW in the US.

Pursuing this strategy, BMW has indeed made significant progress in recent years in reducing average fuel consumption and CO2 emissions, the success of these efforts being confirmed only recently in the latest issue of the US Environmental Defense Report.

According to the study, BMW reduced the CO2 emissions of its car fleet by 12.3 percent from 1990 through 2005 (its closest competitor achieved a 3 percent reduction in CO2 emissions), while sales in the USA increased four-fold in the same period.

This independent, non-partisan study of the Vehicle Fleet Carbon Burden of all vehicles operating in the United States between 1990 and 2005 concluded that BMW has contributed far more than all other manufacturers in reducing fuel consumption and CO2 emissions and makes specific reference to the positive results of BMW EfficientDynamics.

Now, introducing Advanced Diesel with BluePerformance as part of BMW EfficientDynamics, BMW seeks to continue the progress described in the Environmental Defense Report well into the future, with the same intensity and impact.

Most advanced exhaust gas management:

SCR catalyst with AdBlue injection.

To optimize emission management, Advanced Diesel with BluePerformance incorporates an oxidation catalyst placed just downstream of the exhaust manifold, a diesel particulates filter housed in the same unit and an SCR catalyst with the urea injection.

In addition to filtering out even the smallest particles from the flow of exhaust gases, this combination ensures effective reduction of nitric oxides (NOX) by way of a chemical reaction within the exhaust system initiated by the injection of a small dose of urea referred to as AdBlue. The ammonia (NH3) generated in this process within the SCR catalyst subsequently converts the nitric oxides (NO and, respectively, NO2) in the exhaust gas into environmentally compatible nitrogen (N2) and vapor (H2O).

AdBlue technology by BMW:
Optimized emissions without requiring additional maintenance.

To introduce AdBlue technology into the car, BMW has developed a two-tank system ensuring convenient use of this new technology with all the benefits and ease required by the customer. The amount of AdBlue required in each case is injected from the active tank (approximately 1.6 gallons in volume) by means of a dosage pump. And since the urea solution would freeze at a temperature of 12.2oF, this active tank, as well as the dosage pipes, are heated.

The active tank is connected to a second reservoir, referred to as the passive tank. With its additional capacity of approximately 4.5 gallons, this passive tank offers a plentiful supply of the urea solution. The average range provided with this supply capacity is indeed sufficient to have the tank system replenished only when the driver needs to change the engine oil. Hence, the large amount of AdBlue stored in the reservoir enables the customer to enjoy continuous driving, without having to change his/her service intervals.

The driver therefore benefits from the advantages of this environmentally friendly emission technology throughout the entire running life of the car, without any additional service or visits to the workshop. Since all BMWs sold in the US benefit from The BMW Maintenance Program, the refilling of the AdBlue tanks will be a no-charge service for 4 years or 50,000 miles.

AdBlue from the active tank is delivered to the dosing valve and atomize into the exhaust system. Consistent distribution of AdBlue within the flow of exhaust is ensured by the SCR mixer. The ammonia generated in the hot exhaust flow subsequently acts as a reduction agent in the SCR catalyst and converts environmentally harmful nitric oxides into nitrogen and water vapor in a process referred to as a selective catalytic reaction (SCR). This process gives the special SCR catalyst its name.

The control of the SCR system is masterminded by BMWs powerful engine management computer. A nitric oxide sensor downstream of the SCR catalyst provides feedback on the concentration of NOX in the exhaust emissions.

Due to packaging limitations in certain vehicles, the position and location of the AdBlue tank may be varied from one vehicle model to the other. In the BMW 335d, the active and passive tank are at the rear end of the car, while in the BMW X5 xDrive35d, the active tank is housed in the front right section of the engine compartment, and the passive tank is under-floor next to the transmission.
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Old 01-02-2008, 01:35 PM   #2
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this makes me happy

PS- a 1 series version would make me happier.

Last edited by Sideshowbob; 01-02-2008 at 01:44 PM.
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Old 01-02-2008, 01:36 PM   #3
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Quote:
BMWs competence in diesel technology:

A story of success since 1983.

The performance and fuel economy offered by new BMW Advanced Diesel with BluePerformance is a further example of the exceptional potential this engine concept has to offer. In recent years BMW has worked more thoroughly and consistently than any other manufacturer worldwide to promote and further the development of its EfficientDynamics strategy. As a result, BMW has consistently enhanced the benefits and attractiveness of diesel technology, increasing engine output (performance), while reducing fuel consumption and emissions.

Through their unique motoring refinement and smoothness a feature which was thought to be impossible with a diesel engine BMWs diesel engines stand out among the competition, setting the industry standard for diesel engine technology today.

The story of success of BMWs diesel engines is characterized by numerous milestones in technical development, dating back to 1983. Back then BMW presented the first inline-six diesel in the history of the company, with maximum output of 85 kW/115 hp and peak torque of 210 Newton-metres/155 lb-ft.

The BMW 524td that featured this engine was acknowledged as the fastest diesel of its time and was the last BMW diesel model to be sold in the US.

In the years to come BMWs engine development specialists enhanced a wide range of innovations, ensuring their alignment with series production standards, increasing power and performance, reducing fuel consumption and emissions in the process. In 1987, for example, BMW introduced DDE Digital Diesel Electronics followed three years later by BMWs first diesel engine with an oxidation catalyst.

BMW diesel engines:

Making a unique contribution to The Ultimate Driving Machine.

Right from the start BMWs engine development specialists recognized the potential of the diesel in enhancing motoring efficiency. They focused on the unique performance characteristics offered by the diesel in order to provide a new concept of The Ultimate Driving Machine. Above all, the development specialists used the performance of the diesel engine to develop superior torque from low engine speeds.

As a result, the BMW diesel was soon able to offer its unique sporting character in everyday driving situations, as well as on the race track. Indeed, it was this performance and reliability which made a BMW 320d the superior winner of the 24 Hours of Nrburgring as early as in 1998.

In the same year BMW presented its first diesel engine with direct fuel injection ensuring even greater spontaneity in the development of power. In the process, the precise dosage of fuel helped to reduce fuel consumption and optimize combustion in the interest of even greater smoothness and refinement. Ultimately, given these qualities, the BMW diesel was appropriately prepared for the luxury performance class, with the first V8 diesel engine featuring direct fuel injection, which made its debut in the BMW 7 Series luxury sedan in 1999.

Milestones in progress:
Common-rail direct fuel injection, Variable Twin Turbo Technology, maintenance-free diesel particulates filter, BluePerformance.

In the years that followed, BMW made significant perhaps revolutionary progress in the areas of injection technology and diesel turbocharging: As early as 2001, the second generation of common-rail fuel injection pumped fuel into the combustion chambers at a pressure of up to 1,600 bar. In 2004, the BMW 535d became the first car to feature an inline-six diesel with Variable Twin Turbo Technology.

BMW also introduced the second generation of the diesel particulates filter now featured as standard in all of the diesel models from Germanys premium manufacturer. The exhaust gas-cleaning unit is positioned directly on the exhaust manifold itself in order to ensure optimum efficiency very quickly and smoothly. The particulates filter does not require any maintenance and regenerates itself by incinerating the diesel particles. This filtering function is performed at all engine speeds and under all loads, without any reduction of engine power or increase in fuel consumption.

BMWs current range comprises no less than seven diesel engines, three four-cylinder models, a six-cylinder model and a V8. Both the six- and four-cylinder engines have aluminum crankcases helping to significantly reduce the weight of these engines. A traditional handicap of the diesel engine, which adds weight due to the use of a cast iron crankcase (a much heavier material than aluminium) has nearly been phased out completely. The reduction of weight enhances the cars agility and, as a result, the sporting character of BMWs diesel models.

Comparing the first six-cylinder BMW diesels from 1983 with the most powerful diesel engines of today, one can easily appreciate the progress made. Consider the following facts and figures:

Maximum output of the inline-six engine is up 135 percent, maximum torque is up an even more impressive 170 percent. And despite this immense increase in power and muscle, average fuel consumption of the 3.0-liter engine featuring Variable Twin Turbo Technology is 20 percent lower than diesel engines of 1983. At the same time, exhaust emissions have been reduced dramatically, thanks to several new technologies. Indeed, a BMW diesel in the 2008 model year generates only 1 percent of the particulate emissions originally contained in the exhaust gas of a 1983 diesel model.

The worlds most sporting inline-six diesel.

Ready for the USA.

Despite these impressive facts and figures, BMW is continuing to upgrade the diesel engine to an even higher standard, and BMW Advanced Diesel with BluePerformance marks the next stage of development. This innovative technology now also fulfills US market demands in terms of power, performance, running smoothness, efficiency and emission limits.

Both the 335d and the X5 xDrive35d will be launched in all 50 US states in the fall of 2008. Pricing will be announced closer to launch time.
http://www.autospies.com/news/Look-O...te-2008-24859/
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Old 01-02-2008, 01:49 PM   #4
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335d Wagon plz!!!!!!!!!
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Old 01-02-2008, 02:16 PM   #5
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finally...

get that hybrid **** out of here
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Old 01-02-2008, 02:51 PM   #6
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finally...

get that hybrid **** out of here
why are you anti-hybrid? regenerative braking is a good idea regardless of your political affiliation or even choice of fuel: if diesels clean up their emissions as with the urea-injection systems then diesel-electric hybrids would get even better mileage than the gas-electric ones currently out when comparing apples to apples (same body style, drivetrain layout, weight, Cd and frontal area, etc.)

and, from the article:

Quote:
According to the study, BMW reduced the CO2 emissions of its car fleet by 12.3 percent from 1990 through 2005 (its closest competitor achieved a 3 percent reduction in CO2 emissions), while sales in the USA increased four-fold in the same period.
great. of all useless statistics this one trumps all as it only measures the reduction. what if BMW cars in 1990 were horribly inefficient? do they still deserve this "prize" for having the most to lose?

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Old 01-02-2008, 02:56 PM   #7
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Put this in a 5-series wagon with awd and I'm all over it. The mileage numbers are a little underwhelming though. The 07 X5 with 3.0 gets 17 mpg city / 23 mpg highway so the diesel is only 2 mpg higher.
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Old 01-02-2008, 03:46 PM   #8
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Default 2.0 liter please...

Sadly BMWNA won't give us the 2.0 liter diesel that the European auto press raves about. My wants are simple, 80mph cruising speed while sipping fuel.
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Old 01-02-2008, 03:48 PM   #9
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Put this in a 5-series wagon with awd and I'm all over it. The mileage numbers are a little underwhelming though. The 07 X5 with 3.0 gets 17 mpg city / 23 mpg highway so the diesel is only 2 mpg higher.
I had expected better.
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Old 01-02-2008, 04:04 PM   #10
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I had expected better.
I agree(good catch Mike),Anyway it seams in Europe people buy the small displacement diesel engines,1.9 2.0 liter engines and that is were the economy is.Like the other poster said give us the 2 liter turbo.
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Old 01-02-2008, 05:03 PM   #11
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I wouldn't put too much faith in these mileage figures. In the real world the difference between the *30i and *35d cars is about 30%.

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Old 01-02-2008, 05:49 PM   #12
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I'd love to see someone come up with a way to figure out the break even point for the increased cost of diesel fuel/purchase price for the increased mileage.
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Old 01-02-2008, 05:53 PM   #13
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I'd love to see someone come up with a way to figure out the break even point for the increased cost of diesel fuel/purchase price for the increased mileage.
Around here, diesel is a little more expensive than gas in the winter, and a little less expensive in the summer. I haven't seen any studies, but my gut is that it averages out pretty close to gasoline...
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Old 01-02-2008, 06:39 PM   #14
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Originally Posted by Cardiff Giant View Post
I'd love to see someone come up with a way to figure out the break even point for the increased cost of diesel fuel/purchase price for the increased mileage.
[diesel version price] - [gas version price] == [years to break even] * [miles driven per year] * ([price per gallon of gas] / [gas version mpg] - [price per gallon of diesel] / [diesel version mpg])

==>

[years to break even] == ([diesel version price] - [gas version price]) / ([miles driven per year] * ([price per gallon of gas] / [gas version mpg] - [price per gallon of diesel] / [diesel version mpg]))
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Old 01-02-2008, 06:42 PM   #15
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Why hasn't any automaker designed a diesel hybrid? Doesn't that seem to make sense?
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Old 01-02-2008, 07:42 PM   #16
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Around here, diesel is a little more expensive than gas in the winter, and a little less expensive in the summer. I haven't seen any studies, but my gut is that it averages out pretty close to gasoline...
Right now, in North Carolina, diesel is about 30 cents more expensive per gallon than 87 octane.

I'd love to see them bring over the new pseudo-hybrid diesel Mini - that's some smart tech right there. Take the best things from a hybrid without having to actually do an electronic drivetrain and lug around a huge battery. But again, cost-wise diesel is prohibitively expensive where we live.
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Old 01-02-2008, 07:54 PM   #17
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Why hasn't any automaker designed a diesel hybrid? Doesn't that seem to make sense?
the same reason they haven't been rolling out diesels all over the place: it's tough for diesels to meet CARB's regulations, and they don't want a dozen or so states to be lost as their potential market (CARB regulations are in place in at least a dozen states with more on the way: http://jalopnik.com/cars/they-care-m...rds-278411.php <-- somewhat old link)
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Old 01-02-2008, 08:11 PM   #18
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MB is working on a diesel hybrid; I think they will be slow to catch on though due to high cost.

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I agree(good catch Mike),Anyway it seams in Europe people buy the small displacement diesel engines,1.9 2.0 liter engines and that is were the economy is.Like the other poster said give us the 2 liter turbo.
BMW probably figures nobody is going to pay extra for a small diesel just to save $$ on gas over many years. Economy-minded drivers don't buy BMWs in the first place. This engine seems like more of an alternative to the 4.4 V8; should be a great motor for towing.
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Old 01-03-2008, 06:05 AM   #19
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Why hasn't any automaker designed a diesel hybrid? Doesn't that seem to make sense?
Gassers benefit from the electric drivetrain because they're rather inefficient at part throttle. So with a hybrid instead of "choking" the engine, you turn it off altogether and use the electric motor or you run it at higher load and use the rest of the power to charge the batts. Diesels don't have a throttle, so they're not as inefficient at part throttle in the first place, which means the mileage gains would be smaller compared to a gasser.

Cost is an issue, too. Diesel engines with their high pressure direct injection systems and beefy bottom ends/drivetrains aren't cheap, adding batteries and electric motors would make things worse. Can't hide those costs in a compact car, so it would have to be something more along the lines of an E- or S-class, and as Lexus has proven with the GSh and LSh, current hybrid technology makes very little sense in high-powered vehicles like these.
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Old 01-03-2008, 05:18 PM   #20
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Originally Posted by shikataganai View Post
[diesel version price] - [gas version price] == [years to break even] * [miles driven per year] * ([price per gallon of gas] / [gas version mpg] - [price per gallon of diesel] / [diesel version mpg])

==>

[years to break even] == ([diesel version price] - [gas version price]) / ([miles driven per year] * ([price per gallon of gas] / [gas version mpg] - [price per gallon of diesel] / [diesel version mpg]))
ha ha thanks but there's a reason why I never took math beyond trig in college , I suck at it
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Old 01-03-2008, 05:48 PM   #21
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Diesel is much more expensive in PA, especially in the winter. The gains in fuel efficieny over a non diesel version aren't enough to justify the extra cost of the diesel version, unless its like $500. I like the idea of diesel BMWs, but I like the idea of compact li-ion batteries and instantaneous torque of electric motors even more. Perhaps a two mode diesel hybrid. That will quicken up that sub-par 0-60 time.
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Old 01-03-2008, 06:05 PM   #22
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Quote:
Originally Posted by shikataganai View Post
[diesel version price] - [gas version price] == [years to break even] * [miles driven per year] * ([price per gallon of gas] / [gas version mpg] - [price per gallon of diesel] / [diesel version mpg])

==>

[years to break even] == ([diesel version price] - [gas version price]) / ([miles driven per year] * ([price per gallon of gas] / [gas version mpg] - [price per gallon of diesel] / [diesel version mpg]))
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Originally Posted by Cardiff Giant View Post
ha ha thanks but there's a reason why I never took math beyond trig in college , I suck at it
That's only algebra
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Old 01-03-2008, 06:25 PM   #23
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Originally Posted by Mike Wevrick View Post
BMW probably figures nobody is going to pay extra for a small diesel just to save $$ on gas over many years. Economy-minded drivers don't buy BMWs in the first place. This engine seems like more of an alternative to the 4.4 V8; should be a great motor for towing.
The unofficial BMWNA reason for not bringing over the small diesels (or small gas engines) is that they would "cheapen" the brand and they don't want to enter the diesel market with an engine that doesn't match or exceed the performance of their current gasoline offerings. I don't buy it and I'm glad that Subi has benchmarked the BMW 2.0 liter diesel for their upcoming entry into the diesel market.

On a side note, Roundel (BMWCCA's publication) had an excellent 5 series diesel test a couple of issues ago. The compared it favorably to an M5, of course they would never bring it across the pond...
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Old 01-03-2008, 08:26 PM   #24
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335d in AWD would be awesome... I'd get one for 42K...
so much torque..
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Old 01-03-2008, 08:56 PM   #25
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