Fuelcons

Between 2005 and 2009, Darin, the host of metrompg.com, shared some of his experiments on his vehicle’s fuel consumption on…metrompg.com!

Each individual post includes an introduction, a description of the conducted experiments and their results, as well as a discussion. Although the data is somewhat older, it still holds relevance, at least in terms of conventional vehicle fuel consumption.

Fuelcons plans to feature these experiments in a “metrompg.com series,” starting with this study on the adverse impact of a roof rack on fuel consumption.

August 26, 2023November 11, 2023

The Contradictions of Battery Operated Vehicles

TED^x SanAntonio | Highlighted on Fuelcons

A TED^x talk by Graham Conway appears to be a valuable complement to the highlighted article authored by Ren et al. (Nat Commun. 2023; 14: 3164) concerning the postponed climate advantages associated with Battery Electric Vehicles (BEVs).

In his talk, Conway aims to challenge the notion that BEV are “zero emissions” by analyzing CO₂ emissions throughout their life cycle. He discusses the global problem of climate change caused by rising CO₂concentrations and points out that BEVs are promoted as zero emissions because their tailpipes don’t emit CO₂. However, he argues that this perspective is misleading.

August 15, 2023November 11, 2023

Road to zero: Research and industry perspectives on zero-emission commercial vehicles

Muratori et al. iScience. 2023; 26: 106751 | Highlighted on Fuelcons

While medium and heavy-duty vehicles (MHDVs) represent a relatively small fraction of total vehicle numbers, they play a substantial role in greenhouse gas emissions and air pollution. This comprehensive overview addresses potential ways to reduce the environmental impact of MHDVs, including battery-electric vehicles, hydrogen fuel cell vehicles as well as sustainable fuels. The article assesses the current status of these competing but also potentially complementary technologies.

August 15, 2023November 11, 2023

Hidden delays of climate mitigation benefits in the race for electric vehicle deployment

Ren et al. Nat Commun. 2023; 14: 3164 | Highlighted on Fuelcons

Battery electric vehicles (BEVs) are seen as eco-friendly alternatives to traditional gasoline cars, yet their climate benefits come with a delay due to the higher initial carbon footprint in manufacturing compared to internal combustion engine vehicles (ICEVs). Examining extensive vehicle data from China, the authors of this study found that the time it takes for BEVs to offset their carbon emissions varies from instant (production year) to 11 years, averaging 4.5 years. Crucially, 8% of China’s BEVs made between 2016 and 2018 don’t repay their carbon debt within the eight-year battery warranty. To improve this, the authors propose that the focus should shift from blindly accelerating BEV adoption to more targeted, efficient substitution of ICEVs.

August 9, 2023November 11, 2023

Sports Utility Vehicles: A Public Health Model of Their Climate and Air Pollution Impacts in the United Kingdom

Dearman et al. Int J Environ Res Public Health. 2023; 20: 6043 | Highlighted on Fuelcons

The popularity of sports utility vehicles (SUVs) has hindered the emission benefits of transitioning to battery electric vehicles. This study by Dearman et al. explores the emissions from SUVs, their potential effects on public health and climate goals, and possible solutions. The research employs various scenarios, modeling different rates of SUV sales and electrification. By analyzing carbon dioxide (CO₂) and nitrogen oxide (NO_x) emissions, as one might expect, the study finds that larger SUVs emit more CO₂ and NO_x compared to smaller ones. Thus, replacing larger SUVs with smaller ones leads to substantial advantages, including a reduction of 702 million tons of CO₂ by 2050 and, at least theoretically, the preservation of 1.8 million life years by cutting down NO_x emissions.

February 8, 2020November 11, 2023

1996 BMW 318ti Fuel Economy (vs. speed)

Random Useless Info | Highlighted on Fuelcons

Visit “Random Useless Info” and browse a variety of information including a study on the fuel economy of a 1996 BMW 318ti in dependence of underlying average or constant speed. The study clearly illustrates the negative influence of stop-and-go traffic on fuel economy and revealed the optimal constant speed for lowest fuel consumption of the vehicle: 40 miles/h (64 km/h).

February 6, 2020November 11, 2023

Scientific experiments with the Toyota Prius

La Prius à Côté | Highlighted on Fuelcons

On his blog “La Prius à Côté”, Stéphane Côté published two comprehensive studies done with his Toyota Prius 2010 (Prius III). First, he assessed the accuracy of the vehicle’s fuel gauge by comparison of the average (tank-wise) fuel consumption displayed by the trip computer (L/100 km) with the real value calculated after each complete fill-up. Based on 54 data pairs, he demonstrates that the fuel sensor of the Prius underestimated volumes in a temperature-dependent manner by approx. 8% on average. The second study focused on the factors that affect the fuel consumption of the vehicle. Analysis was done on defined routes and revealed that, compared to parameters like the type of tires, driving style, the vehicle’s weight or average speed, the outside temperature had by far the highest impact on achieved fuel economy. All findings are interpreted and discussed in light of the physical factors involved.

February 1, 2020November 12, 2023

Comparison of 2009 Volkswagen Polo 1.2 R6 and 2012 Toyota Yaris Hybrid fuel consumption under economic driving conditions

Sven Mahler

Fuelcons | Real world fuel consumption data and analysis | www.fuelcons.com | Mahler@fuelcons.com

ABSTRACT

The aim of the present study was to compare the average fuel consumption (per tank of fuel) of the gasoline-powered 2009 Volkswagen Polo 1.2 R6 (Polo) with that of the 2012 Toyota Yaris Hybrid (YHSD) under consideration of underlying average temperatures and speeds. Both vehicles were sequentially driven by the same driver on comparable routes and with the intention to save fuel. The latter included the application of hypermiling techniques, especially when driving the Polo. Covered distances were 62,629 km (Polo) and 50,069 km (YHSD). Overall, the average fuel consumption of the YHSD was 19% lower than that of the Polo (4.10 vs. 5.04 L/100 km). Using multiple linear regression analysis, the effect of average temperature on average fuel consumption was found to be comparable for both vehicles (− 0.0408 L/100 km and − 0.0397 L/100 km per increase of one degree Celsius for the Polo and the YHSD, respectively). In contrast, an opposing impact of average speed was observed (− 0.0185 L/100 km [Polo] and + 0.0249 L/100 km [YHSD] for each additional km/h in average speed). The results are discussed in light of type-approval- and real world fuel consumption figures.