Okay, if you thought the idea of a lightweight sports car with a big diesel v8 was exciting, consider this.

There is a kit car company out there named Factory Five that makes various kit cars. Cobra replicas, hot rods, and perhaps most interestingly, a “build it yourself” super car.

Now the GTM super car kit is designed to be built mostly from 5th generation corvette parts, including the LS1 motor that’s usually under the hood. Now, we’ve already established that the 4.5L duramax due in 2010 is designed to fit in the same envelop as the average LS series gas motor, and for the time being, I’m going to stick to my assertion that the bellhousing bolt pattern will remain the same. If all that turns out to be reality, this vehicle is practically designed to take the 4.5L duramax! Sure, some intake and exhaust work will be necessary to point stuff out the other direction, however the “inverse” design of the intake an exhaust (exhaust ports and turbo live in the “V” of the motor, and intake is on the outside of the heads) might make this modification fairly easy.

Even at ~340hp, this thing should do 0-60 in around 3.5 seconds and put down a very low 11 second 1/4 mile! The best part is, where my proposed Saturn Sky would be near the limits of traction and structural rigidity, this vehicle is DESIGNED for big power and huge stresses. When the aftermarket catches up with the 4.5L, imagine how this thing would perform with over 500hp and 800-900ft/lbs torque!

Including the kit, the required C5 parts, and acquiring the new 4.5L duramax I imagine you could build one of these for under $70k. Just imagine! You’d have something that out runs and out guns just about any super car ever built, and still knock down huge MPG numbers when you stay out of the loud pedal.

I’m going to start saving my pennies now.

Since the first time I saw the Saturn Sky Roadster I fell in love with it. Though, with my particular passion for diesel I’d love to see one with a diesel motor.

Well, in 2010 GM is planning to release a 4.5L V8 Duramax. All of the marketing materials and announcements say that it’s being designed to fit into the space of an LS small block, so pretty much anywhere a current GM v8 fits, this thing will too. And it’s currently being estimated at ~345hp!

This is good news, cause there are already several folks who have swapped LS1s and LS7s into Sky’s and Solstices, and even some people making aftermarket kits.

Now no one has said anything about if the 4.5 Duramax will have the same bolt pattern for the bellhousing as an LS, but it’s probably a safe bet that it will.

A sky equipped this way should be able to out perform all but the most elite Corvette, and knock down 35+ MPG on the highway. Yum!

I tend to have lots of ideas about project cars that I think are pretty cool. The chances are I won’t ever build any of them, but I figured I could start documenting them here just for fun, or on the odd chance that somebody reads my ideas and decides to build one of them.

So, for my first submission..

I’ve been interested in the early to mid 70′s datsun z for some time. I even bought the “jags-that-run” book on converting one to a chevy 350 drivetrain. I’m still very interested owning one of these cars and doing an engine swap. Here’s what I think would be cool.

Take a 3.0L diesel, the modern common rail motor that is also dubbed “Blutec” when all of the emissions magic is done on it, out of a wrecked Mercedes and stuff it into a 240z. Yeah, there are bigger badder diesel motors but they are heavier and would extend past the front axle of the z. I’m looking for a small, fast, but most importantly agile car.

Of course, the ideal transmission for this would be a true 6 speed manual, but no production vehicle with the 3.0L has one so getting the computer to cooperate, and mating up a manual may be more trouble than it’s worth. However, if you carried over the 7 speed automatic from the Benz and fashioned a paddle type shifter to activate the up and down shifts (should be possible since there is an “automanual” setting for the Benz that’s clearly electronically triggered) it should still be a heck of a lotta fun in the twisties.

If you know me, or if you’ve read some of my blog posts you probably know I’m a big fan of diesel engines. In particular I’m quite fond of biodiesel. I’ve often preached that while OPEC continues to shaft us on the price of crude oil making gasoline and petroleum based diesel unreasonably expensive, biodiesel should decrease in price as the process used to produce it becomes more advanced and cost effective.

So, you can imagine my dismay when I drove by the local station which sells B99 expecting to see that it’s price continued to hover around $3.30 per gallon, only to see that it was well over $4 per gallon. What gives?! Biodiesel was supposed to be the stable and reliable alternative to petroleum diesel, and here it is trumping the price of petroleum diesel by several cents per gallon.

Well, I forgot one important point. Biodiesel is not just about the process required to produce it, there is also the feedstock required for the raw vegetable oil. Turns out, the price of soybean oil has increased dramatically this season. This in turn has made biodiesel prices mirror petroleum diesel prices.

Now, I suppose this should have been an easily foreseeable problem based on the rules of supply and demand, but somehow I’m still disappointed. This is leaving me with a lot of doubt over what had previously seemed like a rock solid and obvious conclusion of buying diesel vehicles or converting my existing ones to diesel. Where I had thought I’d want to buy an Excursion, I think the wife is going to get her way and we’re going to get an Acura MDX. And where I had thought I’d like to convert my Ford Explorer to some sort of diesel power plant, I’m seriously considering modding my existing motor. I don’t suppose I’ll get the same kind of fuel economy, or performance in either case but at least I can predict that the price of my fuel will steadily rise until I’d rather walk than drive, rather than being at the mercy of a new fuel and a new industry.

I’m actually in no particular hurry to change anything, so I suppose I’ll just wait to see how things pan out, and maybe I’ll end up doing what I’d initially planned. But for now, consider me dejected and sad.

In a recent post I extolled the benefits of running even a large vehicle on biodiesel. I focused mostly on the CO2 emissions, since that is the big buzz word, and the commonly known greenhouse gas.

I failed to discuss other emissions from such an engine and fuel combination. I’d like to talk about that now.

First, the good news. For all emissions excepting NOx, biodiesel burns cleaner than petroleum diesel, and in many cases cleaner than gasoline. You can see exactly how much so in this summary from the biodiesel board, which uses the EPA’s own research as it’s source.

Now, the bad news. Burning biodiesel does not help mitigate it’s high NOx emissions. Actually, the research has yet to prove if biodiesel noticeably changes NOx emissions either for better or for worse as compared to petroleum diesel. However, the fact remains that NOx emissions for a diesel engine is drastically higher than that of a similar output gasoline engine.

Why? Well, I’m not a scientist, and I can’t present my own measurements and findings, but I can tell you is that my research has told me that NOx is more-or-less a byproduct of heat, and compression in the context of an internal combustion engine. Unfortunately, I can’t find any single resource to link you to that summarizes it elegantly and succinctly (except maybe this), so you’ll have to take me at my word, or do the research yourself.

With that said, it becomes readily apparent why diesel engines, regardless of the fuel they are consuming, would have a higher NOx emission. A diesel engine depends upon heat and compression to ignite the fuel, so it is by nature going to have higher NOx emissions. Using biodiesel should not significantly change this, since it’s still being ignited in the same way.

Now, not all is lost the Tier 2 Emissions standard that the EPA is imposing in 2009 addresses NOx emissions, and NOx is in-fact one of the primary reasons for the new standard. In order to meet these standards manufacturers are using all sorts of different strategies. Some of them are new and innovative like urea injection and “self cleaning” particulate filters. Others have been around for years in gasoline vehicles, like exhaust gas recirculation (EGR) and Catalytic Converters. While these new emissions standards and equipment do pose a bit of a challenge for those manufacturing performance and aftermarket equipment for these vehicles, overall I think it’s a step in the right direction. Besides, many companies already have performance tuners and exhaust systems for the 6.7L Cummins diesel, and the 6.4L Ford Power Stroke, both of which meet the stringent new Tier 2 emissions standards.

So, for probably the past 8 or 9 years, I’ve been infatuated with diesel engines. Ever since I was introduced to an early 90′s Dodge Ram 2500 with the 12 valve Cummins motor. I was impressed with the sound of the motor, the apparent torrent of torque and horsepower, and the remarkable fuel economy considering it’s size.

Ever since, I’ve lusted after vehicles with diesel engines. However, I’m also a bit of a “gear head” and have a bit of an addiction to performance, particularly the kind associated with small, light vehicles with a reasonable amount of horsepower, and excellent handling. I’ve also never really had a “need” for one of the vehicles that usually have optional diesel motors as they are usually very large and meant to do serious industrial type work.

So what does all of this have to do with a Prius? Well, for nearly as long as I’ve been interested in diesel I’ve had a desire to own a Ford Excursion with a diesel power plant. If you’re one of the increasing number of people who are trying to live “green” you’re probably clutching your chest and gasping. If so, consider this.

A Toyota Prius is considered to be the ultimate “green” automotive conveyance. So let’s use that as our baseline.

2007 Toyota Prius
MPG 60(city)/51(hwy) — Assume 55.5 as average fuel economy 60+51/2=55.5
10,000 Miles Per year
10000/55.5=180 gallons of gasoline
180*19.4=3492 lbs of CO2 emitted into the atmosphere annually

2005 Ford Excursion (Diesel)
MPG 15(city)/18(hwy) — Assume 16.5 as average fuel economy 15+18/2=16.5
10,000 Miles Per Year
10000/16.5=606 gallons of diesel
606*22.2=13453 lbs of CO2 emitted into the atmosphere annually

If you’re curious my MPG numbers for the Prius comes from its EPA rating, and my MPG numbers for the Excursion come from estimates based on average mileage people have reported on various forums, so there is a little room for interpretation there. My CO2 emissions per gallon of fuel is based off the EPA’s own findings.

So, already there is an obvious difference, the Prius dumps almost 10,000 fewer pounds of CO2 into the atmosphere than the Excursion. Take that earth destroying consumerist, you say? What if that same Excursion were fueled by 100% biodiesel?

According to The National Biodiesel Board, biodiesel emits 78% less CO2 than petroleum diesel. That changes our equation considerably.

22.2*.22=4.884 lbs of CO2 per gallon of biodiesel.
606*4.884=2959.704 lbs of CO2 annually for the same Excursion driven 10,000 miles a year on biodiesel!

That’s over 500 FEWER lbs of CO2 than the Prius! Now I can already hear you saying.. But the Excursion has to burn over 3 times as much fuel as the Prius, what about refining and transporting all that fuel? True, that will increase the Excursion’s carbon footprint again, probably to a point where the Prius is again the “greener” option. But, consider this.

Say you put together a small biodiesel refinery. Now, say you mounted said refinery to a suitable trailer chassis. Now, say that you put a couple solar panels, batteries, and pumping/heating equipment on the trailer as well. Why, all of a sudden, you have a mobile biodiesel refinery that is self sustained, and can be pulled by the aforementioned Excursion to your local fast-food joint to pick up oil. I suspect a system like this would cost less than $5,000 and would easily supply one or two diesel powered vehicles in a household. That should mitigate the carbon footprint of getting the fuel!

Also, consider that biodiesel is “carbon neutral”, meaning that the only carbon it emits is carbon that was absorbed by the plants from which it is made. Good stuff.

Starts to look pretty compelling vs the Prius which likely won’t last the 300-600k miles a diesel motor would. Nor could a Prius haul 8 people, luggage, and a trailer someplace.

Now, I’m not saying that it’s the perfect choice for everyone, but it should make the point that blindly accepting that any one “green” solution is the silver bullet is foolish. I also hope I helped to demonstrate that not all things are as they appear. So next time you see a diesel powered large truck, consider that it may not be “killing the planet” but might be coming awful close to the emissions of a vehicle designed to be “green”. That is, if it’s running biodiesel.