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And America meant to be free market?
HAHAHA yeah rightedit on 8-4-2014 by crazyewok because: (no reason given)
reply to post by bigfatfurrytexan
If you really want to use less fuel you're going to have to go to a hybrid car. Or buy a scooter. Or maybe a tiny little 4 cylinder Honda.
The fossil fuel powered internal combustion engine has already been engineered to the nth degree. The future is probably with hybrid petrol or diesel and electric motors or further into the future hydrogen fuel cells running electric motors.
This VW X1 is not a good car. It costs over $120,000. You're not going to save any money on fuel paying that much for a tiny VW when you could buy a decent hybrid car in America for about $30,000.
You can have the 2014 Ford Fusion hybrid for $25,881. A better car at a fraction of the price.
Oh but the government and big oil are in a conspiracy to deprive Americans of economical cars. I forgot.
The fact is the American market is very different to the European market. Their fuel prices are much higher so they tend to buy smaller cars.
Americans want bigger more powerful cars and they buy them. Americans love their big huge SUVs and they buy them in huge numbers.
reply to post by HanzHenry
That concept has been applied to automotive technology. It's called a gearbox. You can't drive round in a truck with 20hp that is ridiculous. Even if you had 1,000 gear ratios to choose from it would still be a top speed of 8mph. wow.
You do realize you have a limit on the rpm of the engine don't you? You can't rev to 50,000rpm and even if you could you still only have a weak 20hp which would be eaten by the drivetrain friction. It would take over 20hp just to transmit power through the truck gearbox and diff.
I think they've got gear ratio selection covered. They don't need any more gear ratios. Plus more gear ratios means a bigger heavier gearbox
Michael Ellner: "Just look at us, everything is backwards; everything is upside down. Doctors destroy health, Lawyers destroy justice, Universities destroy knowledge; governments destroy freedom, the major media destroy information and religions destroy spirituality."
Hard to figure state taxes because it varies from state to state.
Since the advent of the automobile age in the U.S., gasoline has been king of the road; today upwards of 95 percent of passenger cars and light trucks on American roads are gas-powered. And the federal government has done its part to keep it that way, taxing diesel at a rate about 25 percent higher than gasoline. A recent assessment by the American Petroleum Institute, an oil industry trade group, found that federal taxes accounted for 24.4 cents per gallon of diesel but only 18.4 cents per gallon of gasoline.
Today, though, with so much emphasis on going green, diesel cars—some of which boast similar fuel efficiency numbers as hybrids—are on the comeback trail in the U.S. Recently passed regulations require diesel fuel sold in the U.S. today to have ultra low emissions, which appeals to those concerned about their carbon footprints and other environmental impacts. Also, the increased availability of carbon-neutral biodiesel—a form of diesel fuel made from agricultural wastes that can be used in place of regular diesel fuel without any engine modifications—is convincing a whole new generation of American drivers to consider diesel-powered cars. Right now only Volkswagen, Mercedes and Jeep sell diesel-powered cars in the U.S., but Ford, Nissan and others plan to launch American versions of diesel models already successful in Europe within the next year.
The Economist reports that still smaller and lighter engines are in the works for both Mazda and Toyota. To put this into context, Toyota’s Prius lags behind 19 clean diesel vehicles currently available in Europe, with the best vehicles attaining over 60 miles per gallon. And there is additional room for more improvement. If you add these gains to the potential for the efficiency gained from carbon fiber bodies (for example, BMW plans to launch its first carbon fiber vehicle in 2015, with materials created at a new plant in Moses Lake, Washington) there could be big efficiency gains for all types of vehicles.
It's really getting bizarre that majority of cars sold in Europe are diesel while in U.S. it's less than 5%... - See more at:
-They're too dirty
First, U.S. emissions standards, especially for particulates, are tougher than European ones. All but the smallest diesels have to be fitted with even more expensive after-treatment equipment than Europe requires.
One variants of the Mercedes-Benz BlueTEC system, for example, includes two catalytic converters and an “AdBlue” urea-injection system to clean the nitrous oxides and particulates from the exhaust.
And that gear has to be added to an engine that's 10 to 15 percent more costly to build than a gasoline engine of the same power. Even without U.S. equipment, the Ford Fiesta Econetic costs $31,000 in Europe; the U.S. 2011 Fiesta costs $14,000 to $23,000.
-Europe keeps diesel cheap
Second, Europe has taxed diesel fuel at lower rates for 30 years to encourage its use. And it's worked; 50% of new cars there have small turbodiesels. But in the U.S., diesel fuel is the same price or more expensive than gasoline.
So there's no obvious cost advantage, meaning that diesel buyers have to calculate whether a higher purchase price and more costly fuel are offset by the higher fuel economy over the projected life of the car.
And you know how people hate to do math.
-Diesel fuel isn't ubiquitous
Third and finally, diesel fuel isn't available to consumers at every fuel station, as it is now in European markets.
Only roughly half of U.S. stations have diesel at all, and of those, only about half have it on the same islands as gasoline. My mum, for one, may not particularly want to hunt for a station, only to have to fill her car out back with the semis.
MY 2012-2016 Obama Administration proposal
On May 19, 2009, President Barack Obama proposed a new national fuel economy program which adopts uniform federal standards to regulate both fuel economy and greenhouse gas emissions while preserving the legal authorities of DOT, EPA and California. The program covers model year 2012 to model year 2016 and ultimately requires an average fuel economy standard of 35.5 miles per US gallon (6.63 L/100 km; 42.6 mpg-imp) in 2016 (of 39 miles per gallon for cars and 30 mpg for trucks), a jump from the current average for all vehicles of 25 miles per gallon. Obama said, "The status quo is no longer acceptable." The result is a projected reduction in oil consumption of approximately 1.8 billion barrels (290,000,000 m3) over the life of the program and a projected total reduction in greenhouse gas emissions of approximately 900 million metric tons; the expected consumer costs in terms of higher car prices is unknown. Ten car companies and the UAW embraced the national program because it provides certainty and predictability to 2016 and includes flexibilities that will significantly reduce the cost of compliance. Stated goals for the program included: saving consumers money over the long term in increased fuel efficiency, preserving consumer choice—the new rules do not dictate the size of cars, trucks and SUVs that manufacturers can produce; rather it requires that all sizes of vehicles become more energy efficient, reduced air pollution in the form of greenhouse gas emissions and other conventional pollutants, one national policy for all automakers, instead of three standards (a DOT standard, an EPA standard and a California standard that would apply to 13 other states), and industry desires: clarity, predictability and certainty concerning the rules while giving them flexibility on how to meet the expected outcomes and the lead time they need to innovate. The new policy will result in yearly 5% increases in efficiency from 2012 through 2016, 1.8 billion barrels (290,000,000 m3) of oil saved cumulatively over the lifetime of the program and significant reductions in greenhouse gas emissions equivalent to taking 177 million of today's cars off the road.
5. the DOD vettes all patent apps before then are reviewed by the office itself - those which may prove detrimental to the energy control system are consumed.