Conventional gasoline or diesel vehicles cannot help California meet its goal of slashing carbon dioxide emissions 80% by 2050, according to a top regulator.

Price premiums for diesel trucks meeting super-clean U.S. Environmental Protection Agency 2010 emissions standards continue to pile-up, with Daimler the latest announcing a price hike.

While some proponents are pushing schemes to converting existing diesel vehicles to alternative fuels, this doesn’t make any sense, according to a top Cummins executive.

Mandatory diesel emissions retrofits on construction equipment could devastate industry profits just when economic recession is threatening their survival, according to a trade group.

India state-owned refiner finances are starting to rebound, enabling financing of diesel desulfurization projects earlier mandated by the national government.

Dual injection of gasoline and diesel could overcome problems with conventional homogenous charge compression ignition combustion while doubling the thermal efficiency of conventional light-duty gasoline vehicles.

Gasoline engines could emerge as competitors to diesel in more medium-duty and non-road niches, according to a Ricardo researcher.

Gasification isn’t usually associated with diesel engine giant Cummins, but the company is enjoying new successes in gasification-based power generation in India.

While diesel prices have fallen drastically in 2009 vs. 2008, certain fleets tapping electronic price databases are cutting fuel costs even more, according to a new study.

Diesel emissions retrofits now include a CARB-verified DCL Mine-X Sootfilter.

The annual “DEER” conference isn’t just about diesel any more – and despite economic recession, attendance was good.

SCR manufacturing for clean-diesel engines just expanded at a new Johnson Matthey plant in Pennsylvania, U.S.

A well-controlled boosting scheme might enable gasoline-fueled homogenous charge compression ignition engines to compete with turbocharged diesel engines in heavy-duty applications, new Sandia research indicates.

Biofuels likely will play a much bigger role in replacing crude-based fuels, but automakers and energy companies still don’t know which biofuels to focus upon, let alone which powertrains.

Diesel fleets and off-road equipment operators facing the hassle of searching for urea for mandatory emissions control could tap a non-urea system that will be commercially available starting in 2012.

Navistar eventually will use some alternative scheme to meet U.S. EPA’s 2010 highway heavy-duty diesel nitrogen oxides (NOx) limit once its NOx credits run-out.

Gasoline engines keep getting better, but diesels aren’t standing pat either. The competition means lower emissions and higher efficiency are coming.

Converting wastes into all-hydrocarbon fuels not only qualifies for a US$1 per gallon tax subsidy, but also offers an alternative route to compliance with U.S. “biofuel” mandates, beyond just ethanol or biodiesel blending.

Rankine-cycle waste heat recovery schemes in mobile applications are likely to gain more traction as governments crack-down on carbon dioxide emissions and demand higher fuel economy.

Diesel emissions control continues to get cheaper and better, broadening potential for greater dieselization of the U.S. light-duty vehicle fleet.

For the past few years, fluid catalytic cracking pretreating in mild hydrocracking mode has been of keen interest for many refiners. Some of the most important performance considerations for this technology pertain to the catalysts’ performance.

More alternatives to urea-selective catalytic reduction are emerging for diesel engine compliance with ultra-low nitrogen oxides limits, including a dual-loop EGR system developed by BorgWarner.

Engine makers are discovering that they can meet ultra-clean U.S. Environmental Protection Agency diesel emissions limits with advanced and relatively low-complexity hardware, while still boosting fuel economy.