Posted on 06/19/2015 1:17:45 PM PDT by Red Badger
Toyota's newly developed direct-injection turbo diesel engines raise the bar for fuel efficiency, power and quietness.
The world's first use of Thermo Swing Wall Insulation Technology (TSWIN) makes the 2.8-liter 1GD-FTV engine one of the most thermally efficient in existence, with a maximum thermal efficiency of 44 percent. Despite smaller engine displacement in comparison to the current KD engine, maximum torque is improved by 25 percent and low speed torque improved by 11 percent, while fuel efficiency has received a 15 percent boost.
The engines also have Toyota's first-ever urea Selective Catalytic Reduction (SCR)6 system that can eliminate up to 99 percent of emissions of NOx (nitrogen oxide), one of the main causes of air pollution.
The newly developed 1GD-FTV is currently available in the new Hilux small pickup truck launched in Thailand in May 2015, and in the partially redesigned Land Cruiser Prado launched in Japan on June 17. The same engine lineup includes the 2GD-FTV 2.4-liter direct-injection turbo diesel engine.
* New engines feature next-generation advanced thermal insulation diesel combustion * World-first use of Thermo Swing Wall Insulation Technology (TSWIN) * Top-class maximum thermal efficiency of 44 percent * 15 percent more fuel efficient; 25 percent more maximum torque * Eliminates up to 99 percent of NOx emissions * Production of 700,000 units a year; available in approx. 90 markets by the end of 2016
Features of the new GD engines
The new engines have proven their high thermal efficiency, quiet operation, and powerful performance around the world, including extremely cold areas where air temperatures can fall to -40˚C and altitudes exceeding 4,500 meters above sea level.
By adjacent positioning of the catalyst for cleaner performance and other improvements, catalyst size has been reduced by roughly 30 percent and number of exhaust system layouts reduced from 18 to just three, vastly simplifying the global deployment process and lessening the environmental burden.
Next-generation advanced thermal insulation diesel combustion
Thanks to the world-first use of Thermo Swing Wall Insulation Technology and the use of silica-reinforced porous anodized aluminum (SiRPA) on the pistons, cooling loss during combustion is reduced by approximately 30 percent. SiRPA is a high insulation and dissipation material that is easy to heat and easy to cool.
A port shape more conducive to air intake drastically increases the amount of air flow into the cylinders. Additionally, a newly developed piston combustion chamber shape and a common-rail fuel injection system that achieves higher pressure and more advanced control of fuel injection pressure are used to optimize the injection of fuel into the combustion chamber. This maximizes air consumption, enabling high thermal efficiency and low emissions.
Precise pilot injection matching the state of the ambient air occurs before the main injection to shorten ignition delay, achieving stable combustion even in the world's harshest environments, while ensuring quiet operation and high thermal efficiency.
Compact high-efficiency variable geometry turbocharger (produced in-house by Toyota)
The new turbocharger used by the GD engines is 30 percent smaller than its current equivalent, and features a newly developed turbine that improves efficiency, and a newly developed impeller that provides instantaneous acceleration response and produces maximum torque over a wide range of RPM.
Toyota-first urea selective catalyst reduction (SCR) system
Use of Toyota's proprietary, compact, high-dispersion urea selective catalyst reduction system eliminates up to 99 percent of emissions of NOx (nitrogen oxide), one of the main causes of air pollution. This will help vehicles conform to Euro 6 and the 2010 emissions standards set by Japan's Ministry of Land, Infrastructure and Transport.
The current globally deployed KD engines will be gradually phased out and replaced with GD engines. By 2016, production will reach approximately 700,000 units a year with introduction in approximately 90 markets, set to expand to at least 150 markets by 2020.
Toyota will continue to position diesel engines as a key component of the Toyota engine lineup, based on the philosophy of providing the right vehicles for the right places at the right time. The entire Toyota group, including Toyota Industries Corporation, will combine its energies to develop cleaner and more competitive diesel engines across a wide-range of vehicle types, taking into account the varying needs of people around the world.
VIDEO AT LINK.....................
We have a diesel pinglist? Cool.
Could you please add me? Thanks.
“Huh, I have no problem getting parts. Even O’Reilly’s sells them.”
I didn’t have trouble finding the parts, I had trouble paying for the parts. Maybe 300D’s are easier, I see a few driving around town.
Hahaha! That’s just the thing, I can’t kill that 5 cylinder turbo diesel that’s in it now. The interior is bad and someone hit my front bumper, but the engine just keeps on ticking...
Probably, it seems like the sportier models are more expensive at purchase and from then on.
Done!................
If you live at 5,000 ft and drive higher in the mountains, a turbo is the only way to go.
Was curious about the non-functional hood scopp on my 4Runner. Turns out it is functional with the diesel option.
scopp = scoop on the hood of course.
30 mpg and crazy towing capability.
Thanks. Is that a Chrysler engine with some history?
Hino Motors is Toyota's industrial truck divison. They make the Aisin transmission that the high end Dodge Ram 3500 Cummins HO (6.7l inline six: 385hp, 865ft/lb torque) uses.
Toyota basically has a Cummins-level prime mover engine/drivetrain combo that could tow even the biggest and heaviest fifth wheel toy hauler: 32,000 GVWT. That's 16 tons towing capability. The wicked Cummins HO only supports 15 tons and anyone who needs that kind of towing capability is like a hero to me. That's just SICK towing capability.
They just need to put that Hino mill in a Tundra that has a chassis can handle a military-marine grade drivetrain. If they do, they'll sell every one they make.
(Side note: Most powerful engine I've seen on the road was a Volvo D13 inside a two million dollar Prevost luxury coach that had some 1600+ ft/lb of torque and was towing a 30-foot trailer behind his 40 foot RV. Jeeminy jumpin' jehosephat, and it even got 9 mpg with a range of more than 1000 miles. Just absurd power: 13 liters of howling turbo diesel.)
The US govt has seem to want to do all it can to keep clean diesels out of the US. From whatever sources. Too afraid it will cut into the diesel supply for truckers, and too afraid it will improve the numbers for fuel efficiency without being a pet pc way to do so (hybrid/electric/hydrogen).
“The US govt has seem to want to do all it can to keep clean diesels out of the US. From whatever sources. Too afraid it will cut into the diesel supply for truckers, and too afraid it will improve the numbers for fuel efficiency without being a pet pc way to do so (hybrid/electric/hydrogen).”
I am not much of a conspiracy follower. I learned a few years ago that over half of new passenger vehicle sales in Europe were diesels.
Very clearly VW/Audi, BMW and Mercedes are positioned with a variety of diesels in the US, all the way up the model-price range.
The one and only diesel passenger vehicle from the former big three is a Chevy Cruse.
You’re right — Toyota styling at the moment is awful. Funny because sometimes Toyota really nails it.
This is what we have been waiting for.
"... VM Motori Cento in Ferrara, Italy, produces the engine, which will be marketed under the EcoDiesel name. It features a block of compacted graphite iron and aluminum twin-cam heads. Basic specs for the 60-degree six include common-rail injection, downstream emissions treatment via urea, a 15.5:1 compression ratio, and ceramic glow plugs so quick to heat up they might well consign mentions of glow plugs to history. Adding to the allure of the diesel is that, like the 2014 GC’s gas-fired engines, it is backed by a ZF-designed eight-speed automatic." (Source: Car & Driver
So, you have a twin-OHC rail-injected turbo diesel with urea filtering (it's this goop you add to a reservoir) that has 240 horsepower and 420(!) ft/lb torque, gets 30mpg HWY, an 8-speed automatic, and has a range of 720 miles on a single tank. The Jeep GC can tow 7500 pounds too. Bet even the 4x4 model still gets mid-20s even towing a 3500 pound trailer. And at 420 lb/ft torque, it's gonna surprise a lot of suckers at a streetlight drag race getting whooped by a Jeep crossover wagon.
They start at $29k. Personally, I think it's a deal and I'm a Toyota guy. Like another poster said above, anyone not buying the turbocharged model of a vehicle when a turbo is available is making a pretty sad mistake.
There's no way I'd choose the gasoline motor in a vehicle I wanted where the factory also offered a turbo diesel option. The turbo diesel mill is invariably going to be designed and manufactured -- part for part, compared to the standard gasoline engine option -- like it was developed in the aerospace/military division of whatever company it came from.
The only downside to owning a diesel is the maintenance service cost. Now THAT... That can be hefty. I admit that.
Only reason I'd seek a gasoline vehicle is if it were a whiz-bang supercar that needed to rev to 9,500 rpm and do 10 seconds in the quarter mile. I'm not in the market for a car like that.
But we can’t have one here in Amerika.
VW/Audi are leaders in consumer vehicles using diesel.
Obviously Fiat-Chrysler-Jeep have done their homework.
Enjoy.
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