The Chevron Experience, Part 2 [Group Sex Video Footage Violated California's Consent To Film Laws]

On Friday, I posted The Chevron Experience, Part 1 [Group Sex Video Footage Edited For Content And To Run In Time Allowed] , which briefly outlined my tour of Chevron’s Richmond Technology Center in California. My account was cut short, however, due in equal parts to the fact that there was a wealth of information that I needed to organize, and that there was a substantial amount of my travel budget [provided courtesy of Chevron], that needed to be spent at various San Franciscan drinking establishments, immediately. I promised a full, uncensored post on Monday, but technical difficulties with RideLust and the mother of all hangovers prevented me from making good on my word, delaying the big reveal until today.

Despite being the single most data-saturated, excruciatingly technical press event I’ve ever attended [even surpassing a particularly painful city council meeting regarding septic tank overflow I covered during my newspaper days], the tour itself was actually pretty interesting. Total, there were about 18-20 auto bloggers present, including a member of the Jalopnik [cue Heavenly chorus] camp, to whom I so smoothly introduced myself as “Such a huge fan!”.

Although nearly 6 hours were spent outlining in painstaking detail why Chevron’s Techron Concentrate fuel additive was so revolutionary, the majority of us already came to the table with a pretty substantial background knowledge of Techron’s superior performance. Personally, I’ve been using Techron on the Red Rocket since the government began adding ethanol to the fuel supply, and I know guys from the garage I used to work in who depend on it as much as the average motorist depends on unleaded fuel. With that kind of widespread professional following, you would think Techron would already have the fuel additive market cornered, but you would be wrong. As a result of the current economic situation, the fuel crisis has cast energy companies in roles as the bloodthirsty villains, making consumers quick to finger the big boys like Chevron as the reason for the $4-a-gallon-for-gas epidemic. The truth is far less conspiracy-theorist, but the average consumer doesn’t understand the finer points of objectivism economics [I used to, but that was back in college, many, many a keg stand ago] and opts instead to inaccurately place the blame on the oil industry. That, coupled with the fact that there are no official standards by which to evaluate [or rank] the effectiveness of fuel additives, leaves Chevron between a rock and slippery, lubricated place [so to speak]. So Chevron did what most would do in a similar situation and turned to the niche market that, although relatively small, has shown them the most support and understanding: the gearheads. By opening their doors to me and my fellow auto bloggers, Chevron was obviously seeking a forum of understanding in the group of people who know their engines best.

Even a mechanic has his [or her, as the case may be] limits though, and for me, Arthur Fonzerelli appeared in full jet ski regalia around hour 4 when the tour of the microscope lab began. The only aesthetically pleasing aspects of the experience were the presenters themselves who, as I mentioned before, thoroughly blew GM’s Chevy Volt engineers out of the water [what can I say? I've got a weakness for guys in glasses]. Unfortunately, Chevron’s Richmond facility is an extremely secure zone and access is heavily monitored by the Department of Homeland Security, so my film footage from the board room of the tangled mass of limbs and lubricants was confiscated before I left the premise. As a consolation prize, however, Techron is sending me a free case of Techron Concentrate, which I fully intend to use immediately after I change the oil in the Vo’. If you behave yourselves, I’ll take pictures.

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Higher Performance Hybrid From Infiniti Coming

Possible Infiniti G35 Hybrid

After two years of using Toyota techology in a hybrid version of the Altima, Nissan is developing prototypes entirely on its own that signal their impending entrance into hybrid competition with the big boys.  Finding previously untapped Hybrid consumers is a bit of a challenge for automakers, but Nissan is hoping to attract customers by offering a luxury rear-wheel-drive hybrid.

The first is a new hybrid system that will be introduced on a rear-wheel-drive Infiniti from their G class of cars.  It employs a parallel hybrid system with one electric motor and two clutches that allows the gas engine and electric motor to power the vehicle at the same time.  When accelerating, Nissan’s new hybrid uses both the gas engine and the electric motor, so both clutches are engaged. That’s the first of the system’s four operating modes.  At low speeds, the electric motor does all the work.  At higher city and highway cruising speeds, the gas engine engages and both clutches are engaged with the rear clutch directing power from the electric motor back into the battery pack to help replenish its juice.  The fourth mode is when the car is braking.  At that point the gas engine and front clutch shut down, and the heat from braking the rear wheels generates electricity that is redirected through the rear clutch and into the battery pack.

Nissan’s new hybrid will be one of the first to use lithium-ion rather than nickel-metal hydride batteries. (Assuming Hyundai doesn’t beat them to the punch with the new Hybrid Sonata)  These batteries are smaller and more efficient than previous generations of hybrid batteries.  The hybrid will otherwise use existing gas-electric technology, only with a more powerful V-6 engine.   Remember the Accord Hybrid?  This would appear to be another attempt to add hybrid technology for the sake of performance and not mpg. 

Specific details are limited, but Nissan says that the system is more powerful than a standard 306-horsepower 3.5-liter V6, but not as powerful as Nissan’s 390-hp 5.0-liter V8.  An estimate for 0-60 times should be in the 5 and 1/2 second range.  As far as fuel economy, speculations are that 24 mpg in the city and almost 34 mpg on the highway are attainable with this system in a G35 sedan-size vehicle.

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Not great, but a figure that is hard to reach in any high-powered SUV with ...

BY JENS MEINERS

This 500-hp monster is the strongest commitment to the diesel engine yet.

Some folks are writing off the diesel. The future, they say, lies in electric vehicles, with hybrids as the transition technology. Diesel fuel is expensive, they continue, and there is the further popular conception that diesels are not “clean.” In reality, a diesel typically shaves 30 percent off fuel consumption, and diesel fuel savings are even more substantial at high speeds. New technologies make burning diesel clean as—if not cleaner than—gasoline combustion.

Diesel: Fueling Passion?

It is true that the European market for diesels is still huge, but for most companies and consumers, diesel is a means to achieve fuel-efficiency, not fun. There is, however, one company where diesel enthusiasm still reigns: Audi. Allow us to offer as proof Audi’s twin-turbocharged V-12 TDI, packaged into the unabashedly large Q7 SUV. Think of it as Audi’s unconventional response to the Mercedes-Benz ML63 AMG and the Porsche Cayenne Turbo S—the latter of which sits on the same platform as the Q7—as well as upcoming M versions of the BMW X5 and X6. In fact, the Q7 V-12 TDI was developed by Audi’s Quattro GmbH high-performance division, and Audi even considered officially dubbing it an RS model.

A diesel-powered Audi RS? The company decided against it so as not to limit this SUV’s appeal, but we wouldn’t have objected. The straight-line performance of the Q7 V-12 TDI is impressive. From 1750 through 3250 rpm (redline is a typical-for-diesel low 4400 rpm), it delivers an earth-melting 738 lb-ft of torque. The long, flat ceiling of the torque curve suggests that more would easily have been possibly, were it not for concerns about the transmission’s durability. Even so, this Q7 uses a strengthened six-speed ZF HP32—the biggest, strongest unit available on the market. Power is rated at a flat 500 horsepower.

A Quick, Angry-Sounding Beast

On the road, few cars can keep up; Audi says the 0-to-62-mph sprint takes just 5.5 seconds and—more impressive—133 mph is achieved in 15.7 seconds, just a few tenths slower than the last base Corvette we tested. These figures, which we couldn’t verify with test equipment, seem absolutely credible. Power is instantly available. Push the throttle, and you get treated to an evil growl as the Q7 lurches forward. We were surprised at the sound level; Audi wants it that way, though, and in fact it’s almost completely designed into the exhaust system. The 6.0-liter V-12 works smoothly and quietly otherwise.

At 156 mph, the governor kicks in; the theoretical top speed is 171 mph in standard configuration, while 176 mph would be possible with minor tweaks. But the 155-mph cut-off is fine with us, since it is part of a voluntary agreement by the German auto industry that has thus far helped to keep the autobahn unfettered by an overall speed limit. After all, we prefer a real 155 mph to a theoretical 176.

This 6.0-liter V-12 is a completely new engine, but it shares components with Audi’s family of V-6, V-8, and V-10 engines. Audi wants you to believe this engine is derived from the engine of the Le Mans–winning R10 TDI race car, but there are few commonalities besides the high-pressure common-rail injection system.

Less Hippo, More Tutu

Despite this SUV’s considerable heft—5700-plus pounds—it feels light and agile. The steering setup is more direct than in other Q7 models, and the adaptive air suspension can be dialed into a dynamic setting that pushes the capabilities beyond typical-SUV territory. In this setting, body roll is almost nonexistent. As for the Quattro all-wheel-drive system, the power distribution is flexible, but the standard setting is 40 percent front and 60 percent rear.

Roadholding is further improved by the Q7’s huge rubber; 20-inch wheels are standard, 21-inchers are optional. Audi engineers have lapped the Nürburgring Nordschleife in as little as 8 minutes 50 seconds, a hugely impressive performance for a large, top-heavy SUV. Of course, this means off-roading is off-limits; with this SUV’s footwear, you’d probably need to get towed off wet grass.

Stopping power from the standard carbon-ceramic brakes is exceptional, and we were not able to produce any fade, despite a considerable amount of high-speed braking during autobahn stints. The carbon discs measure 16.5 inches in the front and 14.8 out back.

Audi Refinement Inside, Big Presence Outside

The interior shows Audi’s trademark attention to detail. Our test car was decidedly sporty, with carbon-fiber appliqués and a dark, cold color scheme. There is no loss of room for people or cargo over more pedestrian Q7s, meaning space is abundant.

It’s fine to show off your choice of a V-12 diesel with a badge on the rear, but first you need more plebeian vehicles to move out of the way, and Audi has made sure the Q7 V-12 TDI does not stay unnoticed in rearview mirrors. Large air intakes and two strips of LED daytime running lights are unique to this version of the Q7. More subtle modifications to the rest of the exterior include vertical chrome strips in the front grille, RS-type aluminum mirror covers, wider fenders, and a restyled rear bumper with two large exhaust tips.

This SUV isn’t exactly politically correct, but you’ll smile every time you fill it up. Fuel consumption in the European cycle is rated at 21 mpg, a figure that is entirely realistic. On a particularly challenging stretch with repeated top-speed charges, we averaged about 13 mpg. Not great, but a figure that is hard to reach in any high-powered SUV with a gasoline engine, even if driven moderately.

Audi is considering further applications. There is a running prototype of an R8 equipped with this engine, and the next-generation A8 is another likely candidate. It could also fit into the Porsche Cayenne, but we vividly remember the pointed tongue lashings Porsche CEO Wendelin Wiedeking has given diesel power in recent years. We suspect, too, that Audi wants to keep this technology for itself.

At the equivalent of about $185,000, this is the most expensive Audi currently offered, even slightly topping the long-wheelbase A8 W-12 that, admittedly, has less power. The U.S. won’t get the Q7 V-12 TDI for now (commence lower-lip trembling, American diesel fans), but Audi executives aren’t shutting the door entirely. Should we buy a lot of Q7s fitted with the 3.0-liter V-6 TDI, they might reconsider.

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