Depends where you live, gas was US$7 per gallon in LA in September which is pretty high compared Oz (but $2.80 to $3 across the Southern States).So $1.27US a litre for diesel and half that for petrol - Americans have nothing to complain about.
Depends where you live, gas was US$7 per gallon in LA in September which is pretty high compared Oz (but $2.80 to $3 across the Southern States).So $1.27US a litre for diesel and half that for petrol - Americans have nothing to complain about.
I respect your opinion. However I’m going for a petrol version for overland travel having evaluated all the implications and pros and cons. I’m quite happy with torque and range of the petrol Grenadier as they are both greater than my previous vehicles, in which I’ve done extensive overland travel.
Petrol is for petrolheads..-I respect your opinion. However I’m going for a petrol version for overland travel having evaluated all the implications and pros and cons. I’m quite happy with torque and range of the petrol Grenadier as they are both greater than my previous vehicles, in which I’ve done extensive overland travel.
In a petrol version I can add an additive to counter the low octane fuel that I may encounter in some countries, there is no additive or filtration for high sulphur diesel that I know of.
Both petrol and diesel Grenadier versions have plenty of torque and I’m sure aftermarket suppliers will come up with a solution for extra fuel for any with range anxiety.
I’m sure we’ll all be happy with whatever engine choice we make
)..there is nothing wrong w that, in Europe traveling in a petrol would be prohibitively expensive, once in Africa, it doesn’t make a difference any more. The BMW straight six is a formidable engine..petrol or diesel..
Petrol is for petrolheads..-
Additives f diesel are readily available, however, the ecu should recognize the difference in quality and adapt the engine settings..
Not clear to me what additive solves for high sulfur diesel. Only solution I’m aware of is periodic inspection and manual cleaning of the DPF.I based some of my thoughts and final decision on what various Ineos reps told me via emails and at open days. They have been openly steering people towards petrol engines for those that intend to use in countries with high sulphur diesel. Apparently a max of 50ppm sulphur for diesel engine.
Im sure you’re right about additives for diesel engines to counter high sulphur, I’ve never heard of it though. Would certainly have used it in my defender 2.2tdci if I had known when touring West Africa
Happy Grenadiering meet you on the trail some day.
Was just checking on the subject with my trusted engine manufacturer, who offers an optional "sulphur robustness package" for certain diesel engines. Should the markets with high sulphur diesel be of interest, sure INEOS will be offering something similar. On the actual list of countries with high sulphur diesel there are only a handful really, that could be of interest / are accessible to travellers, most of them offer two different qualities of diesel, calling it "truck diesel" and "car diesel". Since all modern vehicles suffer from the same syndrome, an older vehicle might be preferable for a true around the world adventure.
This is a picture of my exhaust on a defender 2.2 tdci. EGR valve disabled. Green sludge dripping from the exhaust. Lots of dpf regenerations. Long term this would cause a problem with injectors and dpf.
Views noted.
If I lived in UK/EU and wasn’t doing a lot of heavy towing I would go petrol, for here in Australia where we do a lot of long distance touring with sometimes several hundred hard kilometres between fuel stops the Diesel is the way I am going for range as much as anything.
Australian delivered vehicles will have two fuel filters one with a water separator
www.abc.net.au
They should write, who calls for that. Battery makers? Electricity companies ...?
I think this is both true and an overstatement at the same time. Yes there are rapid developments in alternative power sources for transport, but diesel in some form will be around for a few decades yet. In my view Green Hydrogen is the most likely replacement for heavy haulage in regional areas but there is a lot of investment to go on that before it is state of the industry. I suspect passenger petrol will go before diesel goes completely or at least it will be eplaced by efuels for niche applications like classic cars. For remote travel there is not yet anything that can replace diesels energy to weight ratio in a relatively safe form to carry in bulk and also to resupply through existing networks. Possibly electric trucks with swappable batteries along main arterial routes like the Hume and Pacific highways between Melbourne Sydney and Brisbane are feasible within a reasonable timeframe but what about Chinchilla and Mt Isa and Broken Hill and Karatha and beyond. I can see Hydrogen in some of these places as it can potentially be supplied through existing networks with reasonable cost modifications or renewable diesel but I think electric is some way off if ever for this.Another nail in the coffin?
"Not in my lifetime" I hear people say.
But the world is moving quickly, even though Australia always seems 5 years behind.
As the world transitions to cleaner energy sources, the end could be nigh for diesel
New technology to replace diesel fuel could transform the freight industry and a lot of the machinery used in agriculture and mining. So what does that look like on the ground?
Toyoda also believes there will be “tremendous shortages” of lithium and battery grade nickel in the next five to 10 years, leading to production and supply chain problems.
