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This full-color book delves into these megatrends to arm decision-makers with information that will help them remain competitive in the North American automotive market for the next 20 years. The first third of the book covers improvements to existing technologies-engines, transmissions, bodies and materials-for better fuel economy.

The development of the DDC methanol engine has been an evolutionary process, with each subsequent configuration showing significant durability and/or emission improvement over its predecessor. Sixty demonstration engines are now in service in the field, including fifty-four (54) urban bus engines, five (5) truck engines, and one (1) generator set engine. While nitrogen oxide (NOx) and particulate emissions from the methanol engine are inherently low, a durable solution to the effective control of hydrocarbon (HC) emissions has been an especially challenging area. The 1991 Federal urban bus transient emission standards (including 0.10 gm/bhp-hr particulate) have been met with several combinations of compression ratio, intake port height, exhaust valve cam profile, injector tip design, and electronic control strategies, and without exhaust aftertreatment devices or fuel ignition improvers.

Whenever possible, focus is made on the specific aspects concerned to the technological, environmental and economical situation of Latin America. The renewable fuels discussed are ethanol, methanol, vegetable oils, biogas, hydrogen and chemical batteries.

The compressed natural gas (CNG) fueling station for Capital Metropolitan Transit Authority (CMTA) in Austin, Texas is the largest capacity CNG bus fueling station in North America. Initial compressor capacity was 84 950 L (3 000 standard cubic feet)/minute with plans to add a second dryer and a third compressor to provide 127 426 L/minute (4 500 standard cubic feet)/minute of CNG fuel.

This paper is based on the procurement and operational experiences of a neat methanol powered school bus for use by a public school district in the southeastern portion of Pennsylvania. It will address the initial steps taken to secure state, federal and corporate funding for the project, and the obstacles that must be overcome when introducing an alternative fueled vehicle into a suburban school district. The intent of this paper is to inform individuals in similar positions of the benefits of switching from the conventional fuels to those that will meet the requirements of the Clean Air Act Amendments of 1990 (CAAA).

The Hybrid Electric Vehicle Team of Virginia Tech (HEVT) is participating in the 2009 - 2011 EcoCAR: The NeXt Challenge Advanced Vehicle Technology Competition series organized by Argonne National Lab (ANL), and sponsored by General Motors Corporation (GM), and the U.S. Department of Energy (DOE). Following GM's Vehicle Development Process (VDP), HEVT established team goals that meet or exceed the competition requirements for EcoCAR in the design of a plug-in extended range hybrid electric vehicle. ...Using E85 fuel (corn-based in North America for the 2015 timeframe), the well-to-wheels petroleum energy use and greenhouse gas emissions are reduced by 91% and 18% respectively when compared to the stock 4-cylinder gasoline-fueled vehicle.

American and European technology is being used to demonstrate the suitability of neat methanol as a fuel for transit buses. ...Project management and bus testing are performed by Acurex Corporation. Test data are being obtained on performance, fuel consumption, exhaust emissions, noise levels, and operational suitability. ...One of the coaches was obtained from General Motors Corporation and the other from M.A.N. in Germany. The GM coach employs a Detroit Diesel Allison 6V-92TA two-stroke-cycle engine, which burns methanol by compression ignition.

A naturally aspirated, three-cylinder, direct-injection diesel engine manufactured by Yanmar has been modified to operate as a homogeneous-charge, compression-ignition engine. This involved removing the fuel injectors, replacing them with catalytic elements located inside a small pre-chamber, and installing a pulse width modulated fuel injection system.

The experimental operation of a 25 kWe Yanmar micro-CHP, based on a 4-stroke, 4-cylinder lean-burn internal combustion engine fed by natural gas exploiting the Miller cycle, during a time period of 1 year is here analyzed.

These physical property differences lead to later Start of Injection times in three diesel engines (AM General GEP, Waukesha CFR and Yanmar). However, due to the increased reactivity of DSH, ignition delay is reduced - faster across most of the speeds and loads tested.

A model of a combustion chamber from a research engine: Yanmar L60AE-DTM single cylinder engine was built, using IDEAS (CAD software) and was exported to AVL Fire Version 8.2.

Global Viewpoints North America North American automakers and suppliers know that moving the ball forward technologically is their best bet for survival, if not success.

Editorial Hydrogen ICE is heating up 'Electronification' of working hydraulics in compact machines Leaders optimistic North America lithium supply gap can be eliminated Teleo debuts autonomous materials hauling on active jobsites Cummins' new mid-displacement turbos quieter, more efficient The future of carbon-neutral fuels for heavy-duty machines Bollinger's electric truck enters design validation phase New Holland adds small articulated loaders to lineup Cat reveals all-new 255 and 265 compact track loaders Product Briefs SPOTLIGHTS: Sensors & Actuators; Hydraulics/Flow Control Q&A Alternative fuels overshadowed in EV era

The engine was a modified 435 cm3 single cylinder air cooled Yanmar L100V direct injection (DI) compression ignition (CI) engine. The original diesel fuel injection system was removed and a hydrogen port fuel injection (PFI) system was added, along with a 1 kW intake air heater.

A series of experiments were performed using a Yanmar TS180, single cylinder, indirect injection (IDI) diesel engine, a natural gas fueled, Olympian G25F1S, spark-ignited, 25 kilowatt generator, and a two-stroke, multi-fuel, spark ignited engine to provide a diverse research platform for the study of in-cylinder NOx destruction (Conversion of NO).

Heavy-duty diesel trucking is responsible for 25%-30% of the road transportation CO2 emissions in North America. Retrofitting class-8 trucks with a complementary hydrogen fuelling system makes it possible to co-combust hydrogen and diesel in the existing internal combustion engine (ICE), thus minimizing the costs associated with switching to non-ICE platforms and reducing the barrier for the implementation of low-carbon gaseous fuels such as hydrogen.

North American concepts Cars and car-based crossovers took the concept-vehicle spotlight this year at the 2004 North American International Auto Show in Detroit last month. ...North American concepts Cars and car-based crossovers took the concept-vehicle spotlight this year at the 2004 North American International Auto Show in Detroit last month. Renault F1 opens up The company has provided unprecedented access to its new Formula One racecar and surprisingly detailed information on its engine. ...Exhausting possibilities Eberspacher North America uses the lastest computer design and testing technology to quickly change the way automakers are fitting exhaust systems to their vehicles.

A life test of a liquid anode feed oxygen generator assembly (OGA) using SPE® (United Technologies Corporation, Hamilton Sundstrand Division) membrane technology was terminated in June of 1999. In the total 15,658 hours of operation at MSFC since delivery in 1995, the OGA has produced 2,103 kilograms (kg) (4,632 pounds mass (lbm)) of oxygen, and 263 kg (579 lbm) of hydrogen.

Assuming retail stations are required to cover North America, Europe and Japan, it would cost $1.9 billion for 10% of the existing stations and $4.7 billion for 25% of the stations.

The use of renewable fuels, such as biodiesel, in motor vehicle fuels is expected to grow rapidly in North America as a result of government mandates, both federal and state/provincial. Biodiesel is a fuel component made from plant or animal feedstocks through a trans-esterification process. ...In North America where a large geographic area experiences a cold climate, the poor low temperature properties of FAME and blends containing same (wax, gelling, and phase separation above the Cloud Point) could result in operability issues such as those experienced in Minnesota and Sweden. ...The low temperature operability was compared to laboratory tests: cloud point and Low Temperature Flow Test (LTFT) known as the best predictor of low temperature operability of North American diesel fuels for heavy duty diesel trucks. These results will provide guidance for blending biodiesel fuels to meet low temperature operability requirements in cold climates.