After the VW Dust Settles, Are Diesels Dead? Here’s What BMW Thinks

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After the VW Dust Settles, Are Diesels Dead? Here’s What BMW Thinks

Volkswagen’s emissions cheating scandal rocked the automotive world when it broke last year. It was the industry’s biggest story of 2015, and it’s one that’s still unfolding today.

The long-term effects of this duplicitous deed have yet to be determined, but there could be significant fallout, and not just for the “people’s car” company. Rival automakers that also sell vehicles with compression-ignition powerplants could feel the squeeze as well should consumers start sidestepping diesel engines.

When asked if the humble diesel’s reputation has been irreparably tarnished, Wolfgang Stütz, general manager of advanced development for diesel engines at BMW said, “It’s too early to say this, but maybe.”

BMW-Diesel-Engine

To date, the Bavarian automaker has not suffered any consequences. “At the moment, there is no negative influence to see for BMW diesel engines,” said Stütz. “We sell it very well, especially in Europe, and there is no influence at the moment.”

Showroom Success

“If you look at Europe,” explained Stütz, “it’s the main market for diesel engines. We have more than 80 percent diesel cars in Europe.” However, things are totally different on this side of the Atlantic.

“In the United States, on the other hand, there are about 5 percent diesel engines,” he said, which works out to around 20,000 units annually. For reference, on a global basis, BMW’s product mix is about 40 percent diesel-powered.

From a growth standpoint, these figures are curiously flat in both America and Europe. In the case of the U.S., it’s because of low fuel prices; consumers aren’t really concerned with the superior mileage or torque offered by these engines and, consequently, are unwilling to pay a premium for diesels. In Europe, Stütz noted that it’s due to an already very high market share, which makes significant growth difficult.

BMW-328d-02

BMW has a dizzying array of compression-ignition engines in the Old World. Fortunately, in ‘Murica, things are a little simpler. The company offers a 2.0-liter four-cylinder diesel in the 3 Series range as well as the X3 crossover. It’s good for an impressive 180 horses. Larger models including the 5 Series and the X5 can be had with a 3.0-liter inline six. This diesel puts out a muscular 255 horsepower.

More Work to Do

Still, compression ignition is not something on a lot of drivers’ minds, especially in North America, where gasoline is the dominant motoring fuel. “We have to improve the image of diesel engines,” explained Stütz, something the VW situation isn’t helping with. “We see a big future for diesel engines and the reason is that diesel engines are a CO2 [reduction] concept.”

“Modern diesel engines emit more than 20 percent less CO2 than modern petrol engines, and so, this can be a very big influence for the environment, the future also,” said Stütz.

Diesel-Filler

This is the case because these powerplants are more efficient than their gasoline rivals. Burning a more energy-dense fuel, running much higher compression ratios and having lower pumping losses are a handful of reasons why.

The Letter of the Law

Circling back to the emissions-related problems facing its rival, Stütz noted, “An important statement is that we fulfill … every legal standards (sic) in the world with our engines,” which, of course, includes the U.S.

In decades past, diesel engines were notoriously dirty, emitting plumes of choking black smoke. But this is no longer the case. Things like particulate filters and selective catalyst reduction (SCR) have made these powerplants remarkably clean. Thanks to modern after-treatment systems, Stütz said particulate emissions can actually be lower with diesels than gasoline engines.

Compression-ignition engines are clean, but they’ll have to do even better going forward. “This general trend we see, that all over the world, the legislation will be stronger and stronger [for emissions],” said Stütz.

BMW-328d

“At the moment, legislation in the United States is the strongest legislation and we fulfill this legislation with technology, which is sustainable for the future also.” Continuing, Stütz explained that BMW’s current emissions-control systems will continue to be refined and improved in order to keep its diesel engines compliant.

Beyond particulate filters and SCR there are no radical new diesel emissions technologies on the horizon. Further clarifying his point Stütz said, “There is a lot of development work to improve these systems, but in principle we have [these] systems for the future.”

Moving Forward

Despite VW’s ongoing issues, Stütz predicts that diesel engines are here to stay. And he’s not about to let BMW fall behind its competitors when it comes to this powertrain technology.

“We have two-stage turbocharging [for] more than 10 years and we will continue in this improvement of turbocharging,” explained Stütz. He also said more advanced high-pressure fuel-delivery systems will further refine the breed, calling this “an important puzzle [piece] for the future.” Of course, electrification is always an option as well.

But not necessarily hybrids. Pairing an electric motor, battery pack and power-control system with a diesel is exorbitantly expensive, given that the engine itself is already appreciably pricier than a gasoline powerplant. But Stütz said 48-volt electrical systems, which are in development by numerous companies, could be “an important milestone for the future.”

BMW-Engine

Think of these amped-up systems as a stepping stone. They can enable a wide array of new technologies, from mild-hybrid functionality to regenerative braking to more effective stop-start, all of which improve vehicle efficiency without breaking the bank. Forty-eight-volt technology can also enable automakers to implement things like electrically driven air conditioning compressors and water pumps, further slashing fuel consumption.

SEE ALSO: Electrical System Four-Times More Powerful Coming Soon

Whether it’s electrified or not, diesel cars seem safe for the time being, at least at BMW.

“In principle, there could be a great future for the diesel engines,” said Stütz, adding that they’re ideal for large vehicles and long-distance driving. According to him, diesels have a lot of life left in them.

Discuss this story on our BMW Forum

  • Danielus

    Volvo recently launched a new technology called i-Art, for their new line of diesel engines. It will both lower mpg and emissions.

  • Jonny_Vancouver

    With the efficiency of modern gas engines, the lack of availability of diesel cars, and the recent scandal with VW, I think the diesel is dead in North America for the general public. Diesel never really took off here and with the progress and push towards electric/hybrid vehicles and away from fossil fuels, it seems a waste of time and money to even offer the diesel here.

    I think most people don’t commute long enough to justify the extra cost of a diesel car for the “increased fuel economy” which I’ve read you only get close to achieving if you drive long distances more often than not. It also seems like manufactures of diesel engines have been over promising and under delivering in North America for years not to mention the more expensive repairs and more complicated emission systems vs. their gas counterparts just to achieve the same carbon footprint.

    If companies keep pushing diesel here, it’s just because they’re being greedy imo. Why not put those resources into the further development of cleaner, greener transportation? It’s the direction we’re all heading anyway instead of hanging on by tooth and nail trying to squeeze every last mile out of antiquated tech and destructive fossil fuels …

    It works for Europe because they’ve been doing it all along, they have the infrastructure and all their mechanics are familiar with diesel engines. To change things up now in North America and for car companies to make that push now, here? It’s just a waste of time.

  • Transpower

    CO2 is a plant nutrient, not a “pollutant”–so Diesel has no advantage there.

  • Jim Farnsworth

    Americans for many reasons have a very lax attitude about driving. Get in and go! Putting fuel in is a minor inconvenience. Checking oil, tires etc in most cases is more effort than they will put forth.

    “And you paid how much extra for the inconvenience of having to sit in that cold car waiting for it to give me permission to start, or I have to plug it in at night and unplug it in the morning and hassle with that cold stiff extension cord, or I have not only mess with that stinky, oily fuel that stains my clothes at that filthy diesel island but add what? DEF! And why did that last oil change cost so much?”

    Operating a motor vehicle in Europe is an expensive venture, driver licensing is more involved and expensive, vehicle taxes are structured differently, fuel is highly taxed (and diesel cheaper than gasoline?) I think drivers are more serious and technically oriented making diesels more welcome.

    Just some of my thoughts about the American car driver and diesels. Being a driver of a gasoline turbo direct injection vehicle I think that is a better path for most American drivers.

  • gobuster

    I’ve now owned 2 diesel cars, a VW Golf and a BMW 335d. Both have delivered superb mileage (40.7 average on the VW and 32.2 on the 335d. Both start instantly just like a gas car and I buy fuel at regular stations that have diesel from the same pumping station as gas. In over 240 fill ups, I’ve never experienced a dirty, greasy filler and, to me, the sweetish smell of low sulfur diesel is a lot better than that of gasoline. Now that I’m accustomed to the wonderful mid-range torque of the diesels, most gas cars feel flat and less responsive in normal driving. The 335d is a quick car and gives great economy considering it’s performance. Although my 750Li, direct injection, twin turbo V8 is ultimately faster, the 335d feels more responsive in normal driving and the V8 only does 18mpg in similar driving! I hope that manufacturers continue to provide diesels in the US. If they do, I’ll keep buying them.

  • Jim Farnsworth

    My diesel lawn tractor and compact tractor start immediately during the summer also, winter not so much. I have two choices for purchasing diesel without driving 16 miles. Both are for the most part well maintained facilities but I have yet to find the diesel islands without oily concrete or nozzles. I certainly don’t mind the smell of diesel, wearing gloves or cleaning my hands after refueling but I am not the exclusive driver of my F150 so I’ll stick with the best of both worlds, the EcoBoost 3.5.