Ward's Auto World Home Page
  Research & Tools     Subscribe to Magazine
  Search     in          Tips  
Advertisement


Table of Contents
Magazine Home Page
Magazine Home Page

February 2004
Features
Big Impact for Small Suppliers
Tom Murphy

The Wall Street 7
Brian Corbett

Wide Open Spaces
by Drew Winter

News
AWD Partnership

Diesel Dilemma
By Tom Murphy

Firing On Fewer Cylinders

Production Set

Regulations Derail Solstice for Europe

Smart CUV

Editorials & Columnists
Give Deactivation its Due
DREW WINTER

Suppliers
Competition All Around
By Tom Murphy

Heavy Losses For Delphi, Visteon

Outlook
Minivans Stable
By Haig Stoddard

Materials
Composite Box Rebirth
By Tom Murphy

Letters
LETTERS

New Wheels
Kia Flagship
By David C. Smith

Ultimate AWD Machine
By Bill Visnic

General
Canada-Only Cars, Trucks On The Way

Changing of the Guard
By Drew Winter

Double Trouble
By Katherine Zachary

Dysfunctional Darling
By Katherine Zachary

Ford Bronco Decision Near

Fuel Economy: Bah Humbug?
JERRY FLINT

Green Dreams
JOHN McELROY

HCD8 Among 9 Hyundais Coming Soon

Leach Wins Suit Against Ford of Europe

Nissan Lost Way With Pathfinder

Quick Response

Ready to Rumble
By William Diem

Toyota: Supra Won't Return

V-6 Popular

Year of the Car
By Ward's Staff

 
Article
 
Give Deactivation its Due

DREW WINTER

Ward's Auto World, Feb 1, 2004
  Brought to you by:
 
Print-friendly format
E-mail this information

Chrysler and GM are introducing engine technology that will conserve more gasoline than hybrids over the next few years. Have you heard of it? Probably not.

That's because the media have chosen to all but ignore it, even though it's far more practical than expensive hybrid technology, which adds $3,000 to $4,000 to a vehicle's cost and whose real-world fuel savings are overrated.

Meanwhile, this alternative technology costs about $100 per engine and promises to improve fuel economy 6% to 20% on America's thirstiest vehicles.

But it isn't just for hicks with Hemis. Honda will offer it for the Accord in the fall — after Chrysler and GM.

What is this new technology? Chrysler, introducing it this spring on its big rear-drive 300C and Dodge Magnum RT cars, calls it a “multi-displacement system.” GM, introducing it in late summer, calls it “Displacement on Demand.” Both systems are almost identical and minimize fuel consumption by temporarily preventing combustion in selected cylinders (see story, p. 16).

A typical sedan now has 150 hp to more than 300 hp, yet it requires as little as 30 hp to keep it cruising on the freeway at a steady 65 mph (105 km/h). Unless a vehicle is accelerating, cylinder deactivation electronically shuts off fuel to half of an engine's cylinders during low-load periods, such as freeway cruising.

GM says its DOD will improve fuel economy by 6% to 8%. Chrysler says cylinder deactivation will improve fuel economy of its Hemi V-8 10% to 20%.

Because this technology is being applied in vehicles that need it most — high-volume cars and trucks with cruddy mileage — the total gallons of fuel saved, at least in the next several years, promise to be far more than what will be delivered by low-volume hybrids such as the Toyota Prius.

Despite alleged national concerns over oil consumption, Ward's data show big V-8 engines remain extremely popular with consumers: Installation rates hit an 18-year high in the 2003 model year, thanks to popular engines such as the Hemi.

Of course, some skepticism is healthy. GM and Chrysler insist the technology has been thoroughly tested and will perform flawlessly.

But many journalists remember GM making similar assurances in the early 1980s when it first introduced the concept of cylinder deactivation on its now infamous Cadillac V-8-6-4. That engine was a sputtering warranty nightmare that sorely damaged Cadillac's reputation.

Critics at Ford, which has ditched pushrods and converted almost all its engines to more-sophisticated overhead cam layouts that don't accommodate cylinder deactivation as inexpensively, say the technology isn't impressive and only allows GM and Chrysler to perpetuate their old-fashioned engines.

All this is true. Cylinder deactivation isn't sexy and it has a rather sordid history. Plus, making old-fashioned gas guzzlers gulp 10% or even 20% less isn't exactly curing cancer.

But it's progress. Ultimately, it will save lots of gas, and it can be coupled with other fuel-saving technologies in the future for even greater benefits.

Chrysler and GM deserve applause for their efforts, not indifference.



© 2004, PRIMEDIA Business Magazines & Media Inc. All rights reserved. This article is protected by United States copyright and other intellectual property laws and may not be reproduced, rewritten, distributed, redisseminated, transmitted, displayed, published or broadcast, directly or indirectly, in any medium without the prior written permission of PRIMEDIA Business Magazines & Media Inc.

Get Copyright Clearance Want to use this article? Click here for options!
© 2004, PRIMEDIA Business Magazines & Media Inc.

Print-friendly format E-mail this information
 
 
Contact Us      For Advertisers      Privacy Policy     

 

©2004, PRIMEDIA Business Magazines & Media Inc. All rights reserved.