Cars On Alcohol, Part 2: Saab 9000 Multifuel

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During the 1990s, alcohol fuels continued gaining momentum as potential contenders to gasoline, with most activity centered on petroleum-derived methanol. Green Car Journal’s early issues focused significantly on this fuel, with industry attention split somewhat evenly between alcohol fuels, natural gas, and electric vehicles. The articles below, reprinted verbatim from March through April 1992 issues of Green Car Journal, show just how much activity was unfolding at the time and how these years built the foundation for the E85 ethanol vehicles on the road today.

SAAB 9000 RUNS ON METHANOL, ETHANOL, AND GAS
ORIGINALLY PUBLISHED MARCH 1992 Saab Automobile AB has introduced a prototype multi-fuel Saab 9000. Shown for the first time in the U.S. at the Chicago Auto Show, the four-door sedan is designed to run on gasoline, methanol, and ethanol, or any combination of these three fuels.

The prototype stands apart from other flexible fuel vehicles (FFVs) with a unique approach in sensing fuel mixture. A six-liter blending tank is used to augment the standard fuel tank so fuels mix in a carefully-controlled manner, allowing the fuel injection system to easily adapt to varying mixtures. The exhaust system’s oxygen sensor controls the car’s adaptive fuel injection and performs its normal job of maintaining correct air/fuel mixture for the emission control system. Injection is recalibrated for wider control range to accommodate FFV capability. Special software logic and electronics control the injection.

Green Car Journal drove a multi-fuel 9000 prototype at the Swedish automaker’s Trollhattan test facility last year and found overall performance indistinguishable from the gasoline-powered variant. The advanced engineering vehicle shown in Chicago integrates the automaker’s CFC-free air conditioning system using the new ozone-friendly HFC-134a refrigerant. Saab’s 1993 9000 model that goes on sale in August is a second-generation refinement that features a more contemporary rear section and a lower-profile, more angular front end.

CHRYSLER CIRRUS: 400 HP ON ALCOHOL
ORIGINALLY PUBLISHED MARCH 1992 Chrysler is pursuing its vision of a next-generation compact sedan. Its new Cirrus concept car adheres to the cab-forward design philosophy that’s most recently been showcased in the 1993 LH platform cars at North American auto shows.

“Over the past few years, our concept cars have exhibited a variety of shapes that hint at future design directions,” shares Neil Walling, Chrysler’s director of Advanced and International Design. “Cirrus, with its exaggerated cab-forward design and highly sculpted exterior, is another example of a first effort for us that will evolve over the next few years.”

The Cirrus is unique in that it integrates a turbocharged, two-stroke 3.0-liter engine that delivers up to 400 hp when operated on fuel-grade alcohol. The external-breathing, direct injection six cylinder powerplant is part of Chrysler’s R&D program geared toward developing a two-stroke engine exhibiting generous power and torque, while limiting noise and vibration levels below that of traditional four-stroke engines. The compact Chrysler two-stroke engine features underhood packaging volume about half that of an equally powered four-stroke engine. As can be noted by the Cirrus body design, compact engine packaging allows smaller exterior dimensions, with corresponding weight savings and without sacrificing interior roominess.

OTHER METHANOL ACTIVITIES
ORIGINALLY PUBLISHED MARCH 1992 Selling flexible-fuel vehicles to consumers and fleets is a good first step by automakers. But support and infrastructure must follow. Chevrolet is now offering a comprehensive methanol training program to follow its introduction of flexible-fuel Lumina VFVs (Variable Fuel Vehicles). California dealers will receive training on methanol-fueled vehicles and special tools for servicing methanol Luminas. Fleet accounts in the Golden State will also be able to send technicians for training at the GM Training Center. Chevrolet dealers and fleet accounts in other states will receive service manuals and a Lumina VFV servicing videotape. An 800 phone number for service problems and a follow-up program for monitoring fleet accounts is also part of the program.

As flexible-fuel capability is integrated into vehicle design, it’s possible that buying an FFV may become as simple as selecting an upgraded stereo or adding air conditioning. Corrosion resistant fuel tanks, lines, and other components will already be built into a car at the factory, with the cost absorbed into the manufacturer’s suggested retail price (MSRP). Adding a gasoline/methanol sensor and a percentage gauge in the instrument cluster to complete a car’s flexible-fuel capability could be simple and affordable additions at the dealer level.

Alcohol fuels and natural gas remain the cornerstones of the U.S. Department of Energy’s (DOE) alternative fuels transportation program for the near and mid-term, the agency said in releasing its fiscal year 1993 budget request. DOE will concurrently launch a program with industry consortia to develop an ultra-low emission, high-efficiency, fuel-flexible hybrid propulsion system incorporating advancements in battery, fuel cell, and heat engine technologies. Funding for alternative fuels utilization would shoot up to $31.7 million in fiscal year (FY) 1993, which begins October 1, 1992, from $17.4 million in FY 1992. The budget request also supports acquisition or conversion of 2,000 alternative fueled vehicles.

The highest priority in the biomass energy program will be accelerated production of ethanol from biomass using biochemical conversion. The program will also continue efforts to meet the National Energy Strategy goal of producing competitively priced methanol from energy crops, rather than relying on natural gas or coal as the sole feedstocks. DOE will continue work to address the gasification of biomass to produce the optimum synthesis gas for methanol productivity.

ORIGINALLY PUBLISHED APRIL 1992 GM enjoyed technology transfers from its successful Chevy Indy V-8 program, winner of the 1987-91 Indy 500s, during its development of the Lumina VFV. AC Rochester’s experience in designing fuel systems for the methanol-burning Indy motor allowed this expertise to be applied to developing the Lumina’s methanol-tolerant fuel system. All flexible-fuel vehicles must be specifically engineered to withstand the corrosiveness of methanol fuel. Racing experience aided engineers in developing the VFV’s injector driver configurations and methanol-tolerant O-ring materials, integrating non-traditional plastics in the fuel system, and understanding performance under higher fuel pressures.