Fuel Savings Of Some 15 Percent Possible

Fuel Savings Of Some 15 Percent Possible

Stuttgart, Germany, Jul 16, 2008 - The significant increases in the price of all fuels and diesel in particular have sent bus operators' running costs skyrocketing over the last few months. It is now essential that they make full use of all the possibilities for reducing fuel consumption in order to remain competitive in the face of drastically increased fuel costs. Reductions in fuel consumption of eight to 15 percent are possible simply by adopting an anticipative driving style. On the basis of a touring coach covering 100,000 km per year, this represents almost 5000 litres. And with a fleet of ten buses, this amounts to an annual saving of some 50,000 to 60,000 euros. The Eco-Training programmes which form part of the Daimler Omniplus range of services as well as the practical experiences of various fleets confirm that savings such as these can be achieved. Economical driving techniques reduce variable costs associated with fuel, repairs, maintenance and tyres.

The Eco Training sessions also provide useful tips about tyre pressure. A ten percent shortfall in tyre pressure increases fuel consumption by up to two percent while a twenty percent shortfall sees this figure rise to as much as four percent. With some 30 percent of all vehicles running on underinflated tyres, the scope for fuel savings in this area alone is considerable. Furthermore, 95 percent of all tyre blowouts are primarily due to incorrect tyre pressures. Vehicle technology and equipment also exert a major influence on fuel consumption. The choice of the correct powertrain is a case in point. For example, BlueTec diesel technology, which has been introduced extremely successfully in Europe, cuts fuel costs by up to six percent compared with the earlier in-engine measures to reduce exhaust emissions. The rising price of fuel means that this technology makes excellent financial sense for all fleet operators. Savings of between two and ten percent can be achieved with a correctly configured vehicle.

Fuel savings of up to 4 percent on typical routes have been achieved by Setra TopClass 400 touring coach models equipped with the new automated eight-speed PowerShift transmission. And the Mercedes-Benz Citaro urban regular-service bus is even more economical thanks to its new gearshift program. Mercedes-Benz uses the new "Topodyn" gearshift program as standard in conjunction with the ZF Ecomat automatic transmission. The control electronics automatically select the ideal shift program for the topography of the route. In-service field testing of this system has shown that fuel consumption can be cut by between two and ten percent. As an added benefit, the average engine speed is reduced and with it the noise emissions. All these measures help fleet operators reduce their costs. As fuel accounts for about 30 percent of the overall costs of a fleet, every opportunity to cut fuel consumption must be taken. This also benefits the environment as CO2 emissions - which are another major issue at the moment - are directly dependent on the level of fuel consumption. Saving 5000 litres of fuel reduces CO2 production by 13 tonnes.

The average speed per lap of almost 200km/h is the second lowest speed after Monaco, where we won. In Hungary, we have clinched four victories out of the last 10 races; Lewis was our most recent winner last year. What are the main challenges in Hungary? 鈥淎s overtaking on the Hungaroring is almost impossible, apart from into turn one, a good grid position is even more crucial than on most other circuits. Nevertheless, at the Hungaroring, we will hardly see spectacular overtaking manoeuvres as demonstrated by Lewis on his way to victory in Hockenheim when he passed Felipe Massa and Nelson Piquet. To be fast through the many corners, which make up the largest part of the circuit, a lot of downforce will be key. At the Hungaroring, this is more important than good top speed. What factors will influence the strategy for the Hungarian Grand Prix? 鈥淭he requirements in Hungary are similar to those in Monaco: we need efficient cooling and a lot of downforce, but we also have to cope with high tyre wear. How do you estimate your competition after Vodafone McLaren Mercedes clearly dominated in Hockenheim? 鈥淗ungary will present a different picture. We have no reason to expect a walk in the park.

Those optional 19-inch wheels - an inch-larger than standard - seem both a blessing and a curse. They look fabulous and impart an extra, almost A45 AMG-like crispness and edge to the dynamic package, but the trade-off is that the ride quality feels particularly jiggly across less-than-manicured public roads. The BMW does a better job of isolating road imperfections from driver and occupants, and not merely because optional adaptive dampers are fitted. The 125i鈥檚 firmer damping setting is generally better-resolved - more absorbent over large bumps, less hyperactive over small imperfections - than the Benz鈥檚 singularly focused state of tune. The ride quality is so markedly more relaxed in the BMW that you might reasonably expect comparatively diluted dynamics. Not at all. While its 225mm front rubber transmits information at the pointy end a little less assertively than the 235mm-shod Benz, the 125i leverages fat 245mm rears and focuses its chassis balance accordingly. The upshot is that, from behind the wheel, it feels lighter up front and drives more assertively from the rear - of course, in classic rear-driven manner. In essence, the 1 Series feels all the part like a shrunken 3 Series.