With a relatively low starting price, excellent fuel economy and refined driving dynamics: The 2009 Volkswagen Jetta TDI was voted Green Car of the Year by Green Car Journal at teh LA Autoshow.

Check out the announcement at Autoblog.

The Auto Channel posted one of their video road trips with Norbert Krause the Director of Volkswagen’s Engineering and Environmental Office in California while taking a drive the 2009 VW Jetta TDI. Although the video has some pretty annoying music in the background, some of the information being shared will be of interest to those considering a new clean diesel car — minus the “babe magnet” comments.

Biodiesel use is discussed at about the 20 minute mark ... as well as a reference to algae based fuels toward the end. (Norbert's comment about Ethanol is too funny!)

(Please visit the site to view this media)

(the blip.tv version is of higher quality than the above YouTube clip)

Take a Road Trip with The Auto Channel in the all-new 2009 Turbo Clean Diesel VW Jetta TDI
Produced and edited by Marc J. Rauch

In this episode of ROAD TRIP, Mark Fulmer rides along with Norbert Krause, Director of Volkswagen’s Engineering and Environmental Office, in the new 2009 Jetta TDI.

This past April, Mark Fulmer talked with VW’s Keith Price, the self-professed “Diesel Dork,” about the forthcoming clean diesel Volkswagen Jetta TDI and the reasons why a VW diesel car had been absent from the American landscape for so long. Well, the long awaited Jetta TDI is now here so Mark Fulmer and The Auto Channel traveled down to Southern California to get the complete story and test drive the sedan.

THE WAIT IS OVER
The highly anticipated 50-state compliant clean diesel Jetta TDI sedan and SportWagen are now available for customer delivery.

“We’re proud to be the first manufacturer to offer a clean diesel vehicle for sale in all fifty states,” said Stefan Jacoby, CEO/President, Volkswagen of America, Inc. “We believe our Jetta TDI’s truly offer a no compromise alternative fuel driving experience, that provides the customer the best of both worlds—excellent fuel efficiency combined with a dynamic driving experience.”

The Environmental Protection Agency estimates the Jetta TDI at an economical 29 mpg City and 40 mpg Highway. Volkswagen went a step further to evaluate the real world fuel economy of the Jetta TDI. Leading third-party certifier, AMCI, tested the Jetta TDI and found it performed 24 percent better in real world conditions, achieving 38 mpg in the City and 44 mpg on the Highway.*

EPA research has concluded that if diesels were to power one third of all light duty vehicles in the United States, the shift would save approximately 1.4 million barrels of oil a day—equal to the daily shipments from Saudi Arabia to the U.S. Providing even more value to the Jetta TDI sedan and SportWagen, a $1300 Federal Income Tax Credit was recently announced. The Internal Revenue Service issued a certification letter affirming that both vehicles qualify for an Advanced Lean Burn Technology Motor Vehicle income tax credit.

The Jetta TDI’s come standard with Volkswagen’s Prevent and Preserve Safety System, consisting of numerous standard safety features. Jetta TDI’s include six airbags, with optional rear side airbags, and like all 2009 model yea Volkswagens, Jetta TDI’s also feature standard Electronic Stabilization Program (ESP) for added safety. Also standard for 2009 is Volkswagen’s carefree maintenance program, with this program there are no charges for the scheduled maintenance described in the vehicle’s maintenance booklet for the length of the New Vehicle Limited Warranty—three years or 36,000 miles, whichever occurs first.

Recently Volkswagen announced pricing for their Jetta TDI sedan and SportWagen would start at $21,990 and $23,590, respectively.

Electronic Stability Program
Volkswagen of America, Inc. recently announced Electronic Stability Program (ESP) as standard equipment on all its 2009 vehicles. As a result, Volkswagen is one of the only original equipment manufacturers to offer an electronic stablity contro system on their entire product line – ahead of the National Highway Traffic Safety Administration’s (NHTSA) deadline requiring vehicles in the 2012 model year to include stability control systems. Volkswagen’s ESP technology works in conjunction with antilock brakes and helps reduce loss of control and rollovers to avoid crashes. NHTSA predicts nearly 10,000 lives could be saved each year if automakers included stability systems as standard equipment.

That's right, the 50-state legal BMW 335d is coming, and we Americans will finally be able to get behind one of these mouth-watering luxury diesels. Below is an excellent review by the LA Times that will have any diesel-head drooling at the possibilties. Highlights include a 0-60 time of 6 seconds, a whopping 425 lbs of torque, and that 36 MPG highway rating, giving the car a 600+ mile range. Unfortunately, in order to meet the California Air Resources Board (CARB) standards, it requires the use of the urea injection system Rich discussed here.

Anyone want to give me $45k to buy one?  Original article here.

Discuss the BMW 335d and other diesel vehicles in our diesel vehicle forum.

Email Picture

Tom Kirkpatrick / BMW

PICTURE-POSTCARD IDYLL: That’s quite a view of the Austrian Alps, and of the BMW 335d sedan too. The 3.0-liter twin-turbo diesel radically alters the gestalt of the 3 Series.

Where once the furious, bees-on-fire sound of a high-revving gas engine poured into the cabin, now the turbo-diesel sets the deck plates atwitter with a dark, seismic churn. Where once it was high-rpm, flirting-with-redline horsepower that punched you in the back, now it's low-rpm torque: A big, fat 425 pound-feet of torque (between 1,750 and 2,250 rpm) swats you like a humpback's tail as you round a corner, unwind the wheel and open up the e-throttle.

(The briefest explanation of the difference between torque and horsepower is in order here: Torque is twisting force. Grab a doorknob and twist. Voila. Torque. Engine torque is the force that causes cars to accelerate. Horsepower is a product of some arithmetic that multiplies torque by the rotational speed of the thing being twisted, in this case the engine crankshaft. The more engine speed, or rpm, the more horsepower.

We will stop now before my high school physics teacher demonstrates torque by rolling over in his grave.

The metabolic difference between a gas and a diesel powertrain turns the conventions of sport-driving on their head. In a several-hours transit of the Jaufenpass between Austria and Italy -- a picture-postcard idyll, a thread of asphalt set amid frozen Alpine ramparts -- I quickly realized holding gears in the 335d and wringing the motor out was of no use. Besides, even in manual shift mode, the BMW's six-speed automatic transmission up-shifts well short of the 5,000-rpm redline.

Also, it doesn't do a heck of a lot of good to downshift to first or second gear coming out of hairpin and nail the throttle, as you might do in the gas-powered 3 Series. The diesel's tugboat torque can easily overwhelm the tires' grip, setting off the traction control and causing the car to dither and slow down. Better to leave it at a higher gear and open the taps. When you do, a big gathering surge grabs the car in a kite-wind of acceleration. That's nice.

The object of this exercise is to deliver BMW-worthy performance (zero to 60 mph in six seconds and an electronically governed top speed of 134 mph) with high fuel economy: 23 miles per gallon city and 36 mpg on the highway.

Just a couple of years ago, these sets of numbers would have seemed as irreconcilable as Charlie Sheen and Denise Richards. But it wasn't easy. To pass California's strict NOx emission standards, the 3 Series -- like other high-performance German oil burners -- uses a urea-injection exhaust treatment system. The 20-liter reservoir (note the circular access panel on the left-rear quarter panel) should be sufficient to last the car between 11,000-mile service intervals, if you aren't cavorting sehr schnell.

And you probably won't. This is a car, an engine, for fully grown adults whose idea of motoring pleasure is getting nearly 40 mpg in a fine sport sedan at 80 mph. Yes, it will go fast, but the real exaltation is in going far. With a 16.2-gallon fuel tank, the 335d has a range of about 600 miles. That's a long time between miseries.

From the notebook:

* The 328i and 335i engines are carry-overs for the U.S. in 2009. A seven-speed dual-clutch transmission will be available in the coupe and convertible models.

* The 50-state legal diesel will be available initially only in the sedan; BMW executives are taking a wait-and-see approach before committing to the touring, or wagon, model.

* The 2009 model year includes a general freshening and tightening of the car's features -- the face-lift really is a face-lift: revised headlights and taillights, broader dual-kidney grille openings, new bumper designs. With the new, wind-vectored flutings on the hood, the car reminds me of an old Steib sidecar for a BMW motorcycle.

The 335d isn't the feverish hell-dam that the gas-powered 335i is. That car is a rocket, with zero-to-60 mpg acceleration of under six seconds and sporty character as addictive as meth-laced cigarettes.

The 335d also imposes a painful $1,500 premium over the gas-powered car (base price is around $41,000).

Although I’m a big fan of the new ‘clean diesels’ being produced by several companies, I’ve never like the idea that in order to meet emission standards that ’some’ diesels require an AdBlue urea system. Basically the $4/gallon liquid is stored in a small tank and is slowly injected into the exhaust stream where it forms ammonia. This ammonia reacts with the NOx in diesel exhaust and converts it to water and nitrogen.

Volkswagen, in keeping their vehicles small, have been able to keep exhaust emissions low enough to be the only diesel vehicle currently sold in the U.S. that does not require AdBlue and the additional injection system. Mercedes, the other major ‘clean diesel’ vehicle producer for the U.S. market, uses the urea based system and the extra tank, injection system and associated idiot light/no-start system. It’s not all that difficult to maintain since the 7 gallon tank can go about 15,000 miles without replenishment; most owners can easily top off their AdBlue tanks when making oil changes or taking their vehicles in for service. But, AutoblogGreen did point out thought that “if you don’t fill that tank” that you could be left stranded. Mercedes diesel vehicles have 20 re-start limit if you permit your tank to run “critically low.” After that, you’ll need to add a minimum of 2 gallons in order to restart your car. Hmm … why not just a ‘creep home mode’ rather than putting owners in a ‘no-start’ situation?

Once upon a time back in 2007, Volkswagen TDI advocates anticipated factory warranty coverage for higher blends of biodiesel -- its not happening as of 2008 or from the looks of things, for the new 2009 'clean diesel' TDIs. We had been told that ADM and VWoA were contemplating B20 as an acceptable blend (they were testing it), unfortunately based on reports from AutoBlogGreen and their question to VW communications director Steve Keyes, Volkswagen is "not prepare to support B20 use."

It looks as if there is yet another slowdown in acceptance of the B20 target for commercial biodiesel fuel as neither Volkswagen or Mercedes Benz is ready to approve B20. The concerns from manufacturers is that "the higher bio concentrations will result in excessive ash build-up in the particulate filter and other issues," according to the AutoBlogGreen report. So as of Fall 2008, those of you running percentages higher than B5 (5% biodiesel) in your new MB BlueTec and VW TDI "clean diesel" vehicles might want to take note of the factory position in regard to biodiesel percentages -- stick with B5 for full warranty coverage or you may be on you own when dealing with 'fuel related' engine and exhaust after treatment problems.

Hi all. Below, we've listed all the United States senators. Please contact your senators to express your interest in biodesel and to let them know how much you support biodiesel.

Murkowski, Lisa- (R - AK)	Class III
709 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6665
Web Form: murkowski.senate.gov/contact.cfm
Stevens, Ted- (R - AK)	Class II
522 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3004
Web Form: stevens.senate.gov/public/index.cfm?FuseAction=Contact.Em...
Sessions, Jeff- (R - AL)	Class II
335 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4124
Web Form: sessions.senate.gov/public/index.cfm?FuseAction=Constitue...
Shelby, Richard C.- (R - AL)	Class III
110 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5744
E-mail: senator@shelby.senate.gov
Lincoln, Blanche L.- (D - AR)	Class III
355 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4843
Web Form: lincoln.senate.gov/webform.html
Pryor, Mark L.- (D - AR)	Class II
255 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2353
Web Form: pryor.senate.gov/contact/
Kyl, Jon- (R - AZ)	Class I
730 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4521
Web Form: kyl.senate.gov/contact.cfm
McCain, John- (R - AZ)	Class III
241 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2235
Web Form: mccain.senate.gov/public/index.cfm?FuseAction=Contact.Con...
Boxer, Barbara- (D - CA)	Class III
112 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3553
Web Form: boxer.senate.gov/contact
Feinstein, Dianne- (D - CA)	Class I
331 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3841
Web Form: feinstein.senate.gov/public/index.cfm?FuseAction=ContactU...
Allard, Wayne- (R - CO)	Class II
521 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5941
Web Form: allard.senate.gov/public/index.cfm?FuseAction=Contact.Home
Salazar, Ken- (D - CO)	Class III
702 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5852
Web Form: salazar.senate.gov/contact/email.cfm
Dodd, Christopher J.- (D - CT)	Class III
448 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2823
Web Form: dodd.senate.gov/index.php?q=node/3130
Lieberman, Joseph I.- (ID - CT)	Class I
706 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4041
Web Form: lieberman.senate.gov/contact/index.cfm?regarding=issue
Biden, Joseph R., Jr.- (D - DE)	Class II
201 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5042
Web Form: biden.senate.gov/services/contact/
Carper, Thomas R.- (D - DE)	Class I
513 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2441
Web Form: carper.senate.gov/contact/
Martinez, Mel- (R - FL)	Class III
356 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3041
Web Form: martinez.senate.gov/public/index.cfm?FuseAction=ContactIn...
Nelson, Bill- (D - FL)	Class I
716 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5274
Web Form: billnelson.senate.gov/contact/email.cfm
Chambliss, Saxby- (R - GA)	Class II
416 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3521
Web Form: chambliss.senate.gov/public/index.cfm?FuseAction=ContactU...
Isakson, Johnny- (R - GA)	Class III
120 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3643
Web Form: isakson.senate.gov/contact.cfm
Akaka, Daniel K.- (D - HI)	Class I
141 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6361
Web Form: akaka.senate.gov/public/index.cfm?FuseAction=Contact.Home
Inouye, Daniel K.- (D - HI)	Class III
722 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3934
Web Form: inouye.senate.gov/abtform.html
Grassley, Chuck- (R - IA)	Class III
135 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3744
Web Form: grassley.senate.gov/public/index.cfm?FuseAction=Contact.H...
Harkin, Tom- (D - IA)	Class II
731 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3254
Web Form: harkin.senate.gov/c/
Craig, Larry E.- (R - ID)	Class II
520 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2752
Web Form: craig.senate.gov/email/
Crapo, Mike- (R - ID)	Class III
239 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6142
Web Form: crapo.senate.gov/contact/email.cfm
Durbin, Richard- (D - IL)	Class II
309 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2152
Web Form: durbin.senate.gov/contact.cfm
Obama, Barack- (D - IL)	Class III
713 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2854
Web Form: obama.senate.gov/contact/
Bayh, Evan- (D - IN)	Class III
131 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5623
Web Form: bayh.senate.gov/contact/email/
Lugar, Richard G.- (R - IN)	Class I
306 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4814
E-mail: senator_lugar@lugar.senate.gov
Brownback, Sam- (R - KS)	Class III
303 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6521
Web Form: brownback.senate.gov/CMEmailMe.cfm
Roberts, Pat- (R - KS)	Class II
109 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4774
Web Form: roberts.senate.gov/public/index.cfm?FuseAction=ContactInf...
Bunning, Jim- (R - KY)	Class III
316 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4343
Web Form: bunning.senate.gov/public/index.cfm?FuseAction=Contact.Co...
McConnell, Mitch- (R - KY)	Class II
361-A RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2541
Web Form: mcconnell.senate.gov/contact_form.cfm
Landrieu, Mary L.- (D - LA)	Class II
724 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5824
Web Form: landrieu.senate.gov/contact/index.cfm
Vitter, David- (R - LA)	Class III
516 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4623
Web Form: vitter.senate.gov/?module=webformIQV1
Kennedy, Edward M.- (D - MA)	Class I
317 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4543
Web Form: kennedy.senate.gov/senator/contact.cfm
Kerry, John F.- (D - MA)	Class II
304 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2742
Web Form: kerry.senate.gov/v3/contact/email.html
Cardin, Benjamin L.- (D - MD)	Class I
509 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4524
Web Form: cardin.senate.gov/contact/
Mikulski, Barbara A.- (D - MD)	Class III
503 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4654
Web Form: mikulski.senate.gov/Contact/contact.cfm
Collins, Susan M.- (R - ME)	Class II
413 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2523
Web Form: collins.senate.gov/public/continue.cfm?FuseAction=Contact...
Snowe, Olympia J.- (R - ME)	Class I
154 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5344
Web Form: snowe.senate.gov/public/index.cfm?FuseAction=ContactSenat...
Levin, Carl- (D - MI)	Class II
269 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6221
Web Form: levin.senate.gov/contact/index.cfm
Stabenow, Debbie- (D - MI)	Class I
133 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4822
Web Form: stabenow.senate.gov/email.cfm
Coleman, Norm- (R - MN)	Class II
320 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5641
Web Form: coleman.senate.gov/public/index.cfm?FuseAction=Contact.Co...
Klobuchar, Amy- (D - MN)	Class I
302 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3244
Web Form: klobuchar.senate.gov/emailamy.cfm
Bond, Christopher S.- (R - MO)	Class III
274 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5721
Web Form: bond.senate.gov/contact/contactme.cfm
McCaskill, Claire- (D - MO)	Class I
717 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6154
Web Form: mccaskill.senate.gov/contact/
Cochran, Thad- (R - MS)	Class II
113 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5054
Web Form: cochran.senate.gov/contact.htm
Wicker, Roger F.- (R - MS)	Class I
487 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6253
Web Form: wicker.senate.gov/public/index.cfm?FuseAction=Contact.EMa...
Baucus, Max- (D - MT)	Class II
511 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2651
Web Form: baucus.senate.gov/contact/emailForm.cfm?subj=issue
Tester, Jon- (D - MT)	Class I
204 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2644
Web Form: tester.senate.gov/Contact/
Burr, Richard- (R - NC)	Class III
217 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3154
Web Form: burr.senate.gov/public/index.cfm?FuseAction=Contact.Home
Dole, Elizabeth- (R - NC)	Class II
555 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6342
Web Form: dole.senate.gov/public/index.cfm?FuseAction=ContactInform...
Conrad, Kent- (D - ND)	Class I
530 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2043
Web Form: conrad.senate.gov/contact/webform.cfm
Dorgan, Byron L.- (D - ND)	Class III
322 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2551
E-mail: senator@dorgan.senate.gov
Hagel, Chuck- (R - NE)	Class II
248 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4224
Web Form: hagel.senate.gov/public/index.cfm?FuseAction=Contact.Home
Nelson, E. Benjamin- (D - NE)	Class I
720 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6551
Web Form: bennelson.senate.gov/contact/email.cfm
Gregg, Judd- (R - NH)	Class III
393 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3324
Web Form: gregg.senate.gov/public/index.cfm?FuseAction=Contact.Cont...
Sununu, John E.- (R - NH)	Class II
111 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2841
Web Form: www.sununu.senate.gov/webform.html
Lautenberg, Frank R.- (D - NJ)	Class II
324 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3224
Web Form: lautenberg.senate.gov/contact/
Menendez, Robert- (D - NJ)	Class I
317 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4744
Web Form: menendez.senate.gov/contact/contact.cfm
Bingaman, Jeff- (D - NM)	Class I
703 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5521
E-mail: senator_bingaman@bingaman.senate.gov
Domenici, Pete V.- (R - NM)	Class II
328 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6621
Web Form: domenici.senate.gov/contact/contactform.cfm
Ensign, John- (R - NV)	Class I
119 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6244
Web Form: ensign.senate.gov/forms/email_form.cfm
Reid, Harry- (D - NV)	Class III
528 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3542
Web Form: reid.senate.gov/contact/index.cfm
Clinton, Hillary Rodham- (D - NY)	Class I
476 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4451
Web Form: clinton.senate.gov/contact
Schumer, Charles E.- (D - NY)	Class III
313 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6542
Web Form: schumer.senate.gov/SchumerWebsite/contact/webform.cfm
Brown, Sherrod- (D - OH)	Class I
455 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2315
Web Form: brown.senate.gov/contact/
Voinovich, George V.- (R - OH)	Class III
524 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3353
Web Form: voinovich.senate.gov/public/index.cfm?FuseAction=Contact....
Coburn, Tom- (R - OK)	Class III
172 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5754
Web Form: coburn.senate.gov/public/index.cfm?FuseAction=ContactSena...
Inhofe, James M.- (R - OK)	Class II
453 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4721
Web Form: inhofe.senate.gov/public/index.cfm?FuseAction=Contact.Con...
Smith, Gordon H.- (R - OR)	Class II
404 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3753
Web Form: gsmith.senate.gov/public/index.cfm?FuseAction=Contact.Home
Wyden, Ron- (D - OR)	Class III
230 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5244
Web Form: wyden.senate.gov/contact/
Casey, Robert P., Jr.- (D - PA)	Class I
383 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6324
Web Form: casey.senate.gov/contact/
Specter, Arlen- (R - PA)	Class III
711 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4254
Web Form: specter.senate.gov/public/index.cfm?FuseAction=Contact.Co...
Reed, Jack- (D - RI)	Class II
728 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4642
Web Form: reed.senate.gov/contact/contact-share.cfm
Whitehouse, Sheldon- (D - RI)	Class I
502 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2921
Web Form: whitehouse.senate.gov/contact/
DeMint, Jim- (R - SC)	Class III
340 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6121
Web Form: demint.senate.gov/public/index.cfm?FuseAction=Contact.Home
Graham, Lindsey- (R - SC)	Class II
290 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5972
Web Form: lgraham.senate.gov/public/index.cfm?FuseAction=Contact.Em...
Johnson, Tim- (D - SD)	Class II
136 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5842
Web Form: johnson.senate.gov/contact/
Thune, John- (R - SD)	Class III
493 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2321
Web Form: thune.senate.gov/public/index.cfm?FuseAction=Contact.Email
Alexander, Lamar- (R - TN)	Class II
455 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4944
Web Form: alexander.senate.gov/public/index.cfm?FuseAction=Contact....
Corker, Bob- (R - TN)	Class I
185 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3344
Web Form: corker.senate.gov/Contact/index.cfm
Cornyn, John- (R - TX)	Class II
517 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2934
Web Form: cornyn.senate.gov/public/index.cfm?FuseAction=Contact.Con...
Hutchison, Kay Bailey- (R - TX)	Class I
284 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5922
Web Form: hutchison.senate.gov/contact.cfm
Bennett, Robert F.- (R - UT)	Class III
431 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5444
Web Form: bennett.senate.gov/contact/emailmain.html
Hatch, Orrin G.- (R - UT)	Class I
104 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5251
Web Form: hatch.senate.gov/public/index.cfm?FuseAction=Offices.Cont...
Warner, John- (R - VA)	Class II
225 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2023
Web Form: warner.senate.gov/public/index.cfm?FuseAction=Contact.Con...
Webb, Jim- (D - VA)	Class I
144 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4024
Web Form: webb.senate.gov/contact/
Leahy, Patrick J.- (D - VT)	Class III
433 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-4242
E-mail: senator_leahy@leahy.senate.gov
Sanders, Bernard- (I - VT)	Class I
332 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5141
Web Form: sanders.senate.gov/comments/
Cantwell, Maria- (D - WA)	Class I
511 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3441
Web Form: cantwell.senate.gov/contact/
Murray, Patty- (D - WA)	Class III
173 RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-2621
Web Form: murray.senate.gov/email/index.cfm
Feingold, Russell D.- (D - WI)	Class III
506 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5323
Web Form: feingold.senate.gov/contact_opinion.html
Kohl, Herb- (D - WI)	Class I
330 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-5653
Web Form: kohl.senate.gov/gen_contact.html
Byrd, Robert C.- (D - WV)	Class I
311 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3954
Web Form: byrd.senate.gov/byrd_email.html
Rockefeller, John D., IV- (D - WV)	Class II
531 HART SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6472
Web Form: rockefeller.senate.gov/contact/email.cfm
Barrasso, John- (R - WY)	Class I
307 DIRKSEN SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-6441
Web Form: barrasso.senate.gov/public/index.cfm?FuseAction=ContactUs...
Enzi, Michael B.- (R - WY)	Class II
379A RUSSELL SENATE OFFICE BUILDING WASHINGTON DC 20510
(202) 224-3424
Web Form: enzi.senate.gov/public/index.cfm?FuseAction=ContactInform...

But not in America, of course. Just in England for now. It's supposed to take advantage of some "torque multiplier" techology to crank out 520 lb/ft of torqe at 1800 RPMs. Is it marketing hype, or might their numbers actually be realistic? Discuss in our diesel vehicle forum.

The Trident Iceni is a bespoke two-seater sports car - more exclusive than prestige cars available now, with innovations throughout.  The configuration of the car is traditional front engine, rear wheel drive like the latest Aston Martins and Ferraris

The fully folded stainless steel chassis forms a complete safety cell around the occupants against front and side impact . With its unique central spine rollover protection, it has been tested and proven to have the highest torsional rigidity (17000lb/ft per degree) of any car tested - it is also guaranteed for life against corrosion.

The engine is sourced from GM, a 6.6l V8 turbo diesel. Its location, although in the front, is behind the centre line of the front axle, making its position more mid-engine than front engine. The power supplied is in excess of 375 bhp at 3100 rpm, whilst its torque in excess of 520lb/ft at 1800 rpm gives us an extremely easy car to drive with low engine speed (maximum 4500 revs) and it will last for up to 250,000 miles.

The most significant innovation lies in the gearbox which is located in the rear of the car. It's an 8-speed automatic, controlled by paddle shifts behind the steering wheel. This enables the car to make full use of its huge torque by keeping the engine operating within its peak performance band. Computer calculations have been made suggesting a top speed of 230 mph, and with 0-60mph in under 4 seconds. A constant 70 mph, gives a recorded fuel consumption of 68.9 mpg! . Our prototype fuel capacity of 100 litres, gave a cruising  range of approximately 1600 miles, but our production models new tanks gives us a 2000 mile range!
The front and rear suspension is forged aluminium with power assisted steering.

Further innovations include a fixed seat position   with electrically adjustable pedal box and steering column and four oculight removable roof panels.   

Car info here.

Design student Benjamin Nawaka created a four door coupe called the XLink inspired by the legendary Datsun 240Z, predecessor of the Nissan line of Z cars. Unique to this concept is that Nissan has been talking about diesel and hybrids and bringing them to the market in 2010. According to a AutoBlogGreen blog post, there is no information from Nissan on producing this vehicle with or without a diesel, but a sexy diesel/hybrid might turn a few heads -- it does mine.

I get asked all the time what it'd take to sell Biodiesel.

My canned answer is "It ain't worth it!".

But, some are persistent and continue to want to know why I feel the way I do.

Well, let's start from the top...

When I first got into this glorious fuel, I had big dreams of making and selling Biodiesel to people and getting stinking rich (me and every other person that gets into it probably thinks the same thing....)

Well, I spent literally MONTHS researching the possibility of selling bio and in my quest to do so figured I'd be much happier teaching people how to make it themselves and selling them the supplies to do it instead.

Here's why...
1) Competition.
Everyone AND THEIR DOG wants to sell Biodiesel. As soon as someone discovers they can make the stuff, out come the dollar signs in their eyes and they start wanting to sell the stuff.

For about every 100 people that think it, 1 of them does. And, the ones that do have to fork out a lot of time, money and investment.

Let's put it this way. The competition is stiff and getting stiffer each day

2) Going Legal is a nightmare!
If you're going to sell Biodiesel and do it legally (which is the ONLY way I propose you should do it), then my friend, you are up for one heck of a big surprise.

Here's a few reasons why.
A- Permitting....
So, ya think you wanna make Biodiesel in a residence eh? Well, I bet your zoning and health department don't want you doing that. The water department would also want to talk to you and, oh yeah, how ya gonna measure out the biodiesel to sell it accurately? In comes the Standard & Weights folks.

How ya gonna tax it? The feds & the state ALWAYS want their fair share of what you sell and Biodiesel is no different.

How bout certifying you're making ASTM Bio? That ain't cheap!

Oh yeah, what about registering your fuel with the EPA? You know, because IT'S THE LAW!!! Yep. That's painful too. Why? Because to do so you'll be forced to join the National Biodiesel Board because they were the ones that did all the Health & Human Testing on the stuff and hold the proprietary information on it...and because I bet you ain't got the millions of dollars that it cost them to do the testing yourself.

Now, how about selling it & distributing it? Did you know that your trucks have to be certified? Do you have a DOT Drivers license? Whip out that Drug Screen Test! It's mandatory folks! So is a DOT physical!

And the list goes on and on and on....

For a view of what Piedmont Biofuels had to do, check out their nightmare...
http://energy.biofuels.coop/2007/01/05/the-permits/

Now, once you have all THAT done, how will you market the fuel? How will you distribute it? How will you ensure that you have enough feedstock and that the feedstock you get will always be consistent?

How will you dispose of all that glycerin? What about storing all that lye and methanol? I bet the fire marshal will have a few things to say about that....

And the list just goes on and on and on.....

So, if you think you're really up to the task and really want to give it a go, more power to you! But remember, I warned you!

...ok, seriously, if you do want to go legal and want to sell the stuff, I highly recommend a book on how to do it.

It's called Building a Successful Biodiesel Business and is published by the absolute authorities in Biodiesel in the United States.

Here's the link to it:
Biodiesel Basics

I highly recommend it.

So, if you're still seeing those dollar signs in your eyes, go for it! Just be sure to give me a ring when you need equipment! I'd be happy to hook you up!

-Graydon

The IRS has made the new 2009 40+ mpg ‘clean diesel’ Volkswagen Jetta TDI eligible for a federal tax credit, just as many hybrid vehicles have been in the past. The new VW TDI qualifies based on the Advanced Lean Burn Technology Motor Vehicle income tax credit *. What this means for buyers of a new Jetta TDI (eventually VW Sportwagen TDI … and perhaps others) is that the credit can bring the MSRP price of a diesel Jetta $700 lower than a gas vehicle. But here’s a note of caution — early buyers might want to be aware that dealers are currently taking deposits for orders and are finding it easy to market up current manufacturer’s suggested retail price with ‘add-ons,’ on the other hand, VW is also looking at a price hike.

The dealer demo TDIs have been slow to arrive to Cincinnati area dealerships, but today did get a chance to head over to Fairfield VW and test drive the new 2009 Jetta ‘clean diesel.’ Its basically the same body (A5) that has been part of the VW Jetta line up for a couple of years now, but with the new ‘clean diesel’ TDI engine. The first thing I noticed was that you just turn the key to start (I sense that the glow plug/starter delay is handled by the computer in cold weather?). After starting, the new TDI was as quite as any diesel that I’ve ever heard, including the new CDI Mercedes. The engine purred very smoothly, in fact when I opened the hood I could hardly detect the normal TDI diesel vibration familiar to A3 and A4 TDI owners. Not to worry though, this slick new TDI still has enough ‘quiet clatter’ to keep a diesel-lover knowing that it is still an oil burner.

Of course one of the reasons this 50 state compliant diesel has received approval is due to the after combustion exhaust treatment (below) and the new Ultra Low Sulfur Diesel fuel now being sold in the U.S. The 15ppm sulfur content verses the old 500ppm does make a big difference — and don’t put the older LSD in this vehicle. At this time, Volkswagen does permit B5 (biodiesel at 5%) if it meets ASTM standards, although I’ve heard B20 is being tested. The clean exhaust on the tester vehicle was noticeable when placing a white handkerchief under the tailpipe; hardly a smudge or even a diesel smell. Well done VW. (Cellphone –Treo 700p — photos; click for larger)

As for driving comfort, I would have preferred the 6-speed manual gearbox, but then perhaps I’m just old school? I like smaller cars that put the driver in charge and in control of most aspects of driving, especially ones with European handling. Nevertheless, the DSG six speed automatic is by far the best ‘automatic’ transmission to ever go in a VW … or any other car. Its very quick and offers both a sport ‘automatic’ mode and a touch shift clutch-less manual shift mode. I felt that the down-shifting in sport mode would take some getting us too?

As for power, a 2.0-liter unit pumps out 140 horsepower and 235 lb-ft of torque makes this car quicker in seat of the pants feel than its gas cousin or perhaps even my old Rocketchipped and Race injectored 2003 VW TDI? I certainly noticed that the handling was far better than most small cars, something Volkswagen owners have come to expect. It felt better than my older A4 and almost as snappy as my son’s GTI. (well that might be an exaggeration) While this added power is most appreciated, it comes on much smoother and yet still offers the fuel efficiency TDI owners love and expect. Don’t be at all surprised to hear 50MPG the norm for highway driving — previous post. All in all, I was impressed.

What was a bit disappointing to me, was the fact that its not easy to purchase, since it must be ordered (July 2008). The current supply is non-existent and dealers are asking a premium price. It seems VW dealers realize that there is pent up demand for TDIs after a 2 year hiatus, so they are selling at MSRP with additional markups. As an example, my local dealership has added a “protection package” which boost the MSRP by about $1589.00. To place an order for a nicely equipped Loyal Edition and DSG transmission with an MSRP just over $24,000 requires $25,689.00 before taxes and documentation.

I suppose that the wise buyer will wait for TDI inventories to grow, for the Sportwagen and Tiguan to show up and for competition to start marketing their diesels, but I know it might be difficult to wait yet another year … or so. At any rate, the new TDI is a worthwhile car to at least test drive at your Volkswagen dealer. Another option would be to stop in and check it out at the TDIFest OH8 in Mason, Ohio this Labor Day (Cincinnati, Ohio area) — Register at the TDIClub.

Repost by request.

Discuss this stunning TDI and other diesel vehicles in our diesel vehicle forum.

Wow. The Loremo is a concept diesel vehicle that gets 150 MPG. I'll be a road tester if they need one! From MSN Auto. Discuss diesel cars in our diesel vehicles forum.

Loremo: The 'Low Resistance Mobile'

At 150-miles-per-gallon, the Loremo wants to show how far a diesel can go.

Loremo, which stands for "low resistance mobile," combines an efficient diesel engine with low weight and minimal drag to get upwards of 150 mpg.

The idea is deceptively simple. Forget about fancy batteries, regenerative braking, and alternative fuels. Instead, make a car that's elegant in its minimalism and efficiency. The Loremo's German designers revisited the basics — engine efficiency, low weight, and minimal drag — to create a car that offers fuel-efficiency in the neighborhood of 130 to 150 miles per gallon. The Loremo is likely to dazzle drivers not with its acceleration, but with its ability to drive from New York to L.A. with only three stops at the pump.

Loremo stands for low resistance mobile, and its engineers have stuck obsessively to this idea. By building the car around a 2-cylinder turbodiesel engine, and cutting back on weight, drag, and other excess fat such as side-opening doors, the Loremo puffs out a mere 50 grams of carbon dioxide per kilometer. This is about 40 grams less per kilometer than the tiny diesel smart. According to its creators, this will make the Loremo the most efficient production car ever sold.

If the Loremo showed up as a concept on an auto show pedestal, it would certainly garner some attention. But the Loremo is not a car for dreamers; not only will it enter mass production next year, it will sport a base price attainable by mortal motorists: 15,000 euros (about U.S. $22,000).

After its 2009 release in Europe, the Loremo will be redesigned to reach the North American market the following year. A $30,000, 3-cylinder GT model will also become available, offering better acceleration (0-60 in roughly 10 seconds, vs. 16 for the base model). Both hybrid and fully electric versions are also in the works.

Driving Simplicity
While the Loremo goes back to basics to come up with triple-digit fuel economy, it took some outside-the-box thinking to get there. The most striking difference is the way passengers enter, with the car's front end yawning forward — hood, windshield, and steering column included. Upon settling in, the front end closes, swinging the dashboard, touch-screen display, and steering wheel back into position. The driver is then surrounded by a minimalist design aesthetic not unlike the ultra-efficient Aptera, but with a bit more Germanic twist.

Read:  Aptera: The Wingless Bird

Opening the trunk hatch reveals two rear-facing "youth" seats, both of which are removable to free up storage space. Seating in front is also snug, with the driver and front passenger nearly shoulder to shoulder.

If it sounds like the Loremo boasts all the disadvantages of a sports car (tight squeeze, low headroom, awkward entry) sans the adrenaline rush, its winning traits may be undeniable efficiency and modest cost. And validation could be on the horizon. The Loremo was one of the first cars entered in the Automotive X PRIZE, a high-profile contest offering a purse of $10 million or more for a vehicle that can prove 100-mile-per-gallon performance as well as economic viability. Luckily for the Loremo, it's not a drag race.

Read:  Automotive X PRIZE: $10 million for a 100-mpg car

Gerhard Heilmaier, CEO of the Munich-based Loremo AG, says that a car's weight is the key factor in making it green, no matter what the fuel: "Cars need to be downsized. Why do we need two tons of steel to bring a 180-pound human from one place to another? That must change."

Running the Loremo on biodiesel (a vegetable-based diesel substitute) is an attractive option, but Heilmaier insists that efficiency comes before all else. "The first step must be to reduce the amount of energy you need. The second step is to choose which energy it is. Even electric vehicles are not zero emission. Think of where the electricity is coming from."

The Diesel Returns
While American carmakers have greened their vehicles mostly with hybrid-electric drives and ethanol fuel, Europe has been refining the rugged diesel engine and accentuating its high fuel-efficiency to cut greenhouse gasses and stanch oil consumption. Now it seems that American interest in diesel cars and SUVs is on the rise, with companies such as Audi, Mercedes-Benz, Volkswagen, BMW, and even Honda (the hybrid runner-up) bringing their diesel offerings to U.S. drivers. "The European diesels are really very civilized," says David Cole, chairman of the Center for Automotive Research, "and they have excellent engines."

At this year's North American International Auto Show in Detroit, Audi chairman Rupert Stadler unveiled the R8 V12 diesel sports car, telling his American audience that Audi is now "challenging the final piece of conventional wisdom" about diesel-powered cars. BMW also took the opportunity to foreshadow the arrival of more diesel cars and SUVs.

As gas prices rise and fuel economy laws stiffen, Americans continue to jump into hybrids with green stars in their eyes (in 2007, the Prius outsold the Ford Explorer). But even if the Loremo isn't exactly what American drivers are looking for, this staggeringly efficient car could serve as a powerful symbol of how far the diesel engine can go, and help break through some of that smoggy "conventional wisdom."

Jacob Gordon is a freelance writer, a blogger for TreeHugger.com, and producer of TreeHugger Radio. He can be reached at jacob@treehugger.com.

Original MSN article here.

New site visitors, start here!

There's a ton of good information here at BioDieselNow, but it can be a bit overwhelming. Below is a community-supported list of important topics folks should read:

What is biodiesel?

• A short, simple explanation of what biodiesel is
  

Buying biodiesel

• Our nationwide biodiesel station listing
  

Making biodiesel

• The basics of biodiesel production
• Why you should be wary of Diesel Secret
• Our biodiesel production forum
  

Biodiesel vehicles

• Our biodiesel vehicles blog
  
• Our biodiesel vehicles forum

Algae biodiesel

• Our algae biodiesel section 

Biodiesel processors  

• The high-end BioPro
  
• The FuelMeister
• The home-made "Appleseed" processor

Biodiesel classes

• Our biodiesel workshops forum
  

With fuel prices hovering near or passing $5 gallon these days, I thought it would be worthwhile to post an article touting the current models available in Europe. The fact that they have been paying similar or higher prices over there for many years makes it even more relevant to our current situation. The fact that some even allow for 7 passenger seating should allow an easy transition to all but those folks needing to pull large boats or construction equipment. The chart inset in this article lists the MPG's in the US testing cycle. ("If we build it they will come."  -  "If they bring it will we buy?") EPA standards notwithstanding!!

Fuel sipping station wagons sold in Europe

Posted Jun 16th 2008 8:44AM by Xavier Navarro

Do you have a small family and a dog? For many Europeans in that or a similar situation, station wagons are the ride of choice, despite the SUV and minivan craze. Buying a station wagon often means that you're buying a fuel efficient vehicle which can carry lots of stuff, and some of these vehicles can even seat seven. The key to an fuel-saving family hauler is finding that elusive combination of being compact in size, roomy inside and fitted to a efficient powertrain. Compact minivans, SUVs and CUVs sometimes fit these qualifications, as we discussed when we posed a list of European fuel saving people carriers. That list included some station wagons that seat seven, and today's list expands on that and shows the 20 most fuel-efficient station wagons on sale in Europe. Don't think all of them are made by European automakers. Find the full list after the jump.

Gallery: Fuel sipping european wagons 2008

Click on any name for a high-resolution image of the model. The table lists the engine power, trunk space with seats not folded down (both in liters and cubic inches), fuel consumption (in l/100 km and mpg U.S.) and CO₂ emissions in the EU highway cycle, if a Diesel Particulate Filter (DPF) is fitted as standard, the number of ISOFIX safety child seats latches (as requested by our readers) as well as the car lengh in meters and inches.

Model	HP	Trunk Space	Consumption	CO2 emissions	DPF	ISOFIX latches	Car length
Skoda Octavia Combi 1.9 TDI Classic	105	580 l 20.48 ft3	5.1 l/100km 46 mpg	140	No	2	4.57 m 180.0 in
Peugeot 207 SW HDi FAP 90 Filou	90	337 l 11.90 ft3	5.0 l/100 km 47 mpg	136	Yes	2	4.16 m 167.8 in
Volvo V50 1.6D DPF	109	417 l 14.73 ft3	5.0 l/100 km 47 mpg	132	Yes	2	4.52 m 180.0 in
Skoda Fabia 1.9 TDI Sport	105	480 l 16.95 ft3	4.9 l/100 km 48 mpg	129	No	2	4.24 m 166.9 in
Kia cee'd Sporty Wagon 1.6 CRDi 90 EX DPF	90	534 l 18.86 ft3	4.9 l/100 km 48 mpg	128	Yes	2	4.47 m 176.0 in
Peugeot 308 SW HDi FAP 110 Filou*	109	573 l 20.24 ft3	4.9 l/100 km 48 mpg	128	Yes	2	4.50 m 177.2 in
Kia cee'd Sporty Wagon 1.6 CRDi 115 EX DPF	115	534 l 18.86 ft3	4.9 l/100 km 48 mpg	128	Yes	2	4.47 m 176.0 in
BMW 320d touring DPF	177	460 l 16.24 ft3	4.9 l/100 km 48 mpg	131	Yes	2	4.52 m 177.9 in
Hyunday i30cw 1.6 CRDi Classic DPF	116	415 l 14.66 ft3	4.9 l/100 km 48 mpg	128	Yes	2	4.47 m 176.0 in
BMW 318 d touring DPF	143	460 l 16.24 ft3	4.8 l/100 km 49 mpg	125	Yes	2	4.52 m 177.9 in
Renault Mégane Grandtour 1.5 dCi Authentique	86	520 l 18.36 ft3	4.7 l/100 km 50 mpg	117	No	2	4.50 m 177.2 in
Renault Clio Grandtour 1.5 dCi FAP Dynamique	103	439 l 15.50 ft3	4.7 l/100 km 50 mpg	123	Yes	2	4.20 m 165.3 in
Renault Mégane Grandtour 1.5 dCi FAP Authentique	103	520 l 18.36 ft3	4.7 l/100 km 50 mpg	124	Yes	2	4.50 m 177.2 in
Renault Clio Grandtour 1.5 dCi Authentique	65	439 l 15.50 ft3	4.6 l /100 km 51 mpg	120	No	2	4.20 m 165.3 in
VW Golf Variant BlueMotion Trendline DPF	105	505 l 17.83 ft3	4.6 l /100 km 51 mpg	122	Yes	2	4.56 m 179.5 in
Ford Focus Turnier 1.6 TDCi Ambiente	90	503 l 17.76 ft3	4.5 l/100 km 52 mpg	121	No	2	4.49 m 176.8 in
Renault Clio Grandtour 1.5 dCi Authentique	86	439 l 15.50 ft3	4.4 l/100 km 53 mpg	117	No	2	4.20 m 165.3 in
Ford Focus Turnier 1.6 TDCi DPF ECOnetic	109	503 l 17.76 ft3	4.3 l/100 km 55 mpg	119	Yes	2	4.49 m 176.8 in
Mini Cooper D Clubman DPF	110	260 l 9.18 ft3	4.1 l/100 km 57 mpg	109	Yes	2	3.94 m 155.1 in
Skoda Fabia Combi 1.4 TDI GreenLine DPF	80	480 l 16.95 ft3	4.1 l/100 km 57 mpg	109	Yes	2	4.24 m 167.0 in

* You can order it with 2 additional seats
[Source: Auto News]

Dave Vanderwerp reviewed the 2009 Volkswagen Jetta TDI in a recent article of Car and Driver and concludes that its the “cheapest 40+mpg sedan.” His June 2008 review follows a Jared Gall “first drive” article in February of 2007 — its been a long wait for TDI lovers.

2009 Volkswagen Jetta TDI Diesel Rated at 41 MPG Highway

Introducing the cheapest 40+ mpg sedan, which is sounding pretty good these days.

Just when you thought there wasn’t a 40-plus-mpg car available for $20K other than the pipsqueak Smart Fortwo, we happened upon this timely little tidbit on the EPA’s website: the 2009 Jetta TDI is officially rated at 30 mpg city, 41 mpg highway for the six-speed-manual model and 29 city, 40 highway when equipped with the six-speed DSG dual-clutch automated manual.

The previous 2006 Jetta TDI was rated at 30/37 for the five-speed manual and 30/38 for the six-speed DSG (according to the EPA’s new methods), which means the ’09 model improves its highway figure roughly 10 percent while at the same time boosting horsepower by 40 to 140, bumping torque by 59 lb-ft to 236, and making the oil burner clean enough to be sold in all 50 states.

VW is quick to suggest that it expects the new Jetta TDI to outperform the EPA’s figures—by as much as 20 percent—a diesel phenomenon we don’t totally discredit due to real-world economy as high as 25 mpg in our long-term Mercedes-Benz GL320 CDI (rated at 18/24). And even though diesel prices are currently hovering about 20 percent higher than gas, the Jetta TDI’s ratings out thrift gas-powered Jettas by about 40 percent.

Read entire article