Peacock
Platinum Member
Would the new diesel Canyon or Colorado work in that budget? 
2014 chevy cruz diesel
- Thread starter dhagood
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Scooby074
Super Member
Excellent engine. Fantastic fuel mileage, AND tremendous torque...... oh yeah, it's a diesel after all
Touareg's here start at just under $50k. Agreed, it is a bit of a nice product because of the price, but even so, I see enough of them around the Greater Toronto area.
Would the Amorak get bought as a low end fleet vehicle, for an 18 y/o to drive to construction sites. Obviously not, unless he was the Presidents son.
As a niche product, the Amorak would do very well here.
1) Over the years, Ford has sold a ridiculous # of Harley Davidson pickup trucks. If I think of the # of HarleyD pickups I see on the road, and add to that the # of King Ranch versions I regularly see, I can only conclude that there is plenty of customer money available in the high end truck market.
2) If fuel prices stay high (and esp. if the abusive USA taxes on diesel are corrected), people here are going to see the value of having a diesel in a platform like the Amorak. And yes, I get that it can be easier to get people here to spend money on bling, than function, but brutal fuel prices have that Pain vs. Less Pain learning loop built in.....
My personal budget would only go as far as the new diesel global Ford Ranger, if we ever get it here. But, I do believe that the Amorak would do well here, as a niche offering.
Rgds, D.
I dont know where the idea that the Amorak would have to cost $40,000 is coming from? As Ive seen, you cant do a straight dollar comparision from Europe to Canada and come up with a price. Typically the same cars in Europe are considerably more expensive than they are here.
I dont see them costing that much. I can see them priced about the same as the Jetta TDi, and their competition like the Tacoma. So mid to upper 20's.
The chicken tax in the US cant be overlooked. If the truck is sold there, we in Canada will likely have a higher price as a result, although its in no ways our fault. Personally I hope VW will just import the truck here to Canada direct from Argentina and avoid the stupid protectionist taxes in the US which will result in a higher price for us. Also if it goes to the US, I can see VW americanizing it, ie: making it bigger, or creating a "US only" model, much like what happened to Tacoma when compared to Hilux. My old Taco is about 1/2 the size of a current "US" one. That will destroy the ethos of Amarok, exactly like Tacoma.
No reason they couldnt offer a stripper "work truck" model either, if it was priced right it could be VERY competitive. Its just up to VW to figure out if they want to increase sales and grow in that segment.
Would the new diesel Canyon or Colorado work in that budget?
I don't know much about that platform, other than some years had an under body control module in a really bad spot (magnet for dirt, water), and extremely thin/weak exhaust manifolds on some gas motors.
I try to keep an open mind on buying options though. Aside from the obvious (Price, Warranty details), I'd want to see at least 3 years of data on customer field use of that particular diesel motor before involving my money in the platform.
In general, I'll also be watching GM's ongoing commitment to using diesel engines in the Cruze..... if they don't stick with diesel in the Cruze domestically, chances are they will also pull out of the sub 3/4 ton p/u market too.
Rgds, D.
There goes Scooby again....... he's always concerned about how strippers commute to work !
I'm guessing the high price assumes the 3.0 TDI. From a entry price point, obviously the motor in the present day Jetta/Golf would allow them to bring a pickup into the market at a lower cost. If sales ramped well with the smaller diesel in an Amorak, then they could always add the 3.0 later.
I've seen a few commercial Transporter diesel vans. Somewhat rare, but a good work vehicle - fantastic mileage, and good cargo weight capacity for it's size.
Rgds, D.
Scooby074
Super Member
There goes Scooby again....... he's always concerned about how strippers commute to work !
I'm guessing the high price assumes the 3.0 TDI. From a entry price point, obviously the motor in the present day Jetta/Golf would allow them to bring a pickup into the market at a lower cost. If sales ramped well with the smaller diesel in an Amorak, then they could always add the 3.0 later.
I've seen a few commercial Transporter diesel vans. Somewhat rare, but a good work vehicle - fantastic mileage, and good cargo weight capacity for it's size.
Rgds, D.
SOMEBODY has to think of them
AFAIK the 3.0l isnt even available in the Amarok. It only comes with a 2.0l petrol or diesel.
RE: pricing, if you check out the 2.0l TDI 4x2 Entry model in Mexico, it comes out to around $28000 http://mx.acelera.com/autos/volkswagen/amarok/2013/2-0-tdi-entry-4x2-tm_114355
While the gasoline version is a much cheaper $23900 http://www.autocosmos.com.mx/clasificados/nuevos/volkswagen/amarok/entry-4x2-gasolina/17278577
The full load, Highline brings the price up to $39000. http://mx.acelera.com/autos/volkswagen/amarok/2013/2-0-bi-tdi-highline-4x4-tm_114359
Cheaper than the Tacoma, which is around $42,000, with a V6, crew cab, and loaded with everything but leather.
The Taco, base, 4x2, extended cab (not available in crew cab, unlike Amarok) is $22,300.
I think VW's prices are right in line with Toyotas.
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SOMEBODY has to think of them
AFAIK the 3.0l isnt even available in the Amarok. It only comes with a 2.0l petrol or diesel.
Could be, until that vid was posted, I had never heard of the Amorak. I was only speculating about the 3.0, based on it being a similar looking platform to the Touareg.
The 3.0 does appear to be reserved for the corporate high value platforms.
Rgds, D.
A buddy of mine sent me this link.
Design News - News - 'Variable Swirl' Sparks Diesel's American Return
Apologies if this is a re-post.... Rgds, D.
General Motors is bringing diesel technology back to an American-made compact car by using an air intake technique called ç*ºariable swirl.
The technique enables the companyç—´ new 2.0-liter diesel engine to generate more power with less fuel, while minimizing nitrogen oxide (NOx) and soot levels. As a result, the Chevy Cruze Diesel's new engine is said to be the cleanest ever produced by GM. Itç—´ also the first diesel to be offered in a GM compact car since the 1986 Chevette.
Instead of the 150 lb-ft of torque offered by the Cruze's gasoline-burning counterpart, the new turbo diesel will provide 258 lb-ft of torque at 2,000 rpm. It will also deliver a fuel efficiency of 46 mpg to the Cruze. (Source: GM)
Instead of the 150 lb-ft of torque offered by the Cruzeç—´ gasoline-burning counterpart, the new turbo diesel will provide 258 lb-ft of torque at 2,000 rpm. It will also deliver a fuel efficiency of 46 mpg to the Cruze.
(Source: GM)
乃he Cruze diesel engine, by virtue of its smaller bore configuration, is more in need of a way to make sure the fuel and air mix properly, Mike Siegrist, GM痴 2.0-liter turbo diesel assistant chief engineer, told Design News. 典hat痴 what the variable swirl does. It mixes the air and fuel more effectively, so optimum combustion occurs.
Variable swirl accomplishes that by employing a throttle valve in the cylinder痴 air intake port. Under high speeds and high engine loads, the throttle valve is wide open, allowing air to flow freely into the cylinder. But at low speeds and low loads, the valve is partially closed, creating an air velocity differential between the opposing sides of the cylinder. That differential causes a �ixture motion, or swirl, which burns the fuel in a compression-ignited engine more thoroughly.
祢t really comes down to the physics, Siegrist told us. é„*t high speeds and high loads, diesel engines inherently have swirl in the cylinder. But at low speeds and low loads, itç—´ much more difficult to produce swirl, because the energy of the air is greatly reduced.
At high speeds and high engine loads (left), the butterfly valve is wide open, enabling air to flow freely into the cylinder. At low speeds and low engine loads (right), the butterfly valve is partially closed, creating an air velocity differential between opposing sides of the cylinder. That differential is responsible for 'variable swirl,' seen in the right side of the diagram. (Source: GM)
At high speeds and high engine loads (left), the butterfly valve is wide open, enabling air to flow freely into the cylinder. At low speeds and low engine loads (right), the butterfly valve is partially closed, creating an air velocity differential between opposing sides of the cylinder. That differential is responsible for ç*ºariable swirl, seen in the right side of the diagram.
(Source: GM)
Smaller-bore diesel engines built by competitors (usually in Europe) have used active swirl techniques, Siegrist says. Larger diesel engines for trucks typically haven稚 needed them, however.
Unlike their spark-ignited counterparts, diesel engines of the past typically ran unthrottled. But cleaner air laws have reduced the allowable amounts of NOx and soot, creating a need for more efficient combustion. 祢n the old days, if you had too much fuel for the oxygen that was available, the engine made smoke. Today, though, the tail pipe is very clean. You値l never see smoke coming out of a modern-day diesel.
The technology improvements are largely responsible for dieselç—´ popularity in Europe, where it has grabbed about 40 percent of the automotive market, as well as its steadily growing popularity in the US. Diesel car sales in the US are expected to double from 3 percent to 6 percent in the next three years, according to recent market research by Baum and Associates.
GMç—´ new diesel engine, designed at the companyç—´ Diesel Center of Excellence in Turin, Italy, will offer a big torque boost to the Chevy Cruze. Instead of the 150 lb-ft of torque offered by the Cruzeç—´ gasoline-burning counterpart, the new turbo diesel will provide 258 lb-ft of torque at 2,000 rpm, delivering a fuel efficiency of 46 mpg to the Cruze.
Still, GM expects buyers of the Cruze Diesel to be drawn to its performance, rather than its pure economic advantages. å…¸he Cruze diesel won稚 be focused on the pure business case, Siegrist told us earlier in 2013. æ·»ouæ±*e getting a premium product -- a more powerful product -- that still gets great fuel efficiency.ç
Design News - News - 'Variable Swirl' Sparks Diesel's American Return
Apologies if this is a re-post.... Rgds, D.
General Motors is bringing diesel technology back to an American-made compact car by using an air intake technique called ç*ºariable swirl.
The technique enables the companyç—´ new 2.0-liter diesel engine to generate more power with less fuel, while minimizing nitrogen oxide (NOx) and soot levels. As a result, the Chevy Cruze Diesel's new engine is said to be the cleanest ever produced by GM. Itç—´ also the first diesel to be offered in a GM compact car since the 1986 Chevette.
Instead of the 150 lb-ft of torque offered by the Cruze's gasoline-burning counterpart, the new turbo diesel will provide 258 lb-ft of torque at 2,000 rpm. It will also deliver a fuel efficiency of 46 mpg to the Cruze. (Source: GM)
Instead of the 150 lb-ft of torque offered by the Cruzeç—´ gasoline-burning counterpart, the new turbo diesel will provide 258 lb-ft of torque at 2,000 rpm. It will also deliver a fuel efficiency of 46 mpg to the Cruze.
(Source: GM)
乃he Cruze diesel engine, by virtue of its smaller bore configuration, is more in need of a way to make sure the fuel and air mix properly, Mike Siegrist, GM痴 2.0-liter turbo diesel assistant chief engineer, told Design News. 典hat痴 what the variable swirl does. It mixes the air and fuel more effectively, so optimum combustion occurs.
Variable swirl accomplishes that by employing a throttle valve in the cylinder痴 air intake port. Under high speeds and high engine loads, the throttle valve is wide open, allowing air to flow freely into the cylinder. But at low speeds and low loads, the valve is partially closed, creating an air velocity differential between the opposing sides of the cylinder. That differential causes a �ixture motion, or swirl, which burns the fuel in a compression-ignited engine more thoroughly.
祢t really comes down to the physics, Siegrist told us. é„*t high speeds and high loads, diesel engines inherently have swirl in the cylinder. But at low speeds and low loads, itç—´ much more difficult to produce swirl, because the energy of the air is greatly reduced.
At high speeds and high engine loads (left), the butterfly valve is wide open, enabling air to flow freely into the cylinder. At low speeds and low engine loads (right), the butterfly valve is partially closed, creating an air velocity differential between opposing sides of the cylinder. That differential is responsible for 'variable swirl,' seen in the right side of the diagram. (Source: GM)
At high speeds and high engine loads (left), the butterfly valve is wide open, enabling air to flow freely into the cylinder. At low speeds and low engine loads (right), the butterfly valve is partially closed, creating an air velocity differential between opposing sides of the cylinder. That differential is responsible for ç*ºariable swirl, seen in the right side of the diagram.
(Source: GM)
Smaller-bore diesel engines built by competitors (usually in Europe) have used active swirl techniques, Siegrist says. Larger diesel engines for trucks typically haven稚 needed them, however.
Unlike their spark-ignited counterparts, diesel engines of the past typically ran unthrottled. But cleaner air laws have reduced the allowable amounts of NOx and soot, creating a need for more efficient combustion. 祢n the old days, if you had too much fuel for the oxygen that was available, the engine made smoke. Today, though, the tail pipe is very clean. You値l never see smoke coming out of a modern-day diesel.
The technology improvements are largely responsible for dieselç—´ popularity in Europe, where it has grabbed about 40 percent of the automotive market, as well as its steadily growing popularity in the US. Diesel car sales in the US are expected to double from 3 percent to 6 percent in the next three years, according to recent market research by Baum and Associates.
GMç—´ new diesel engine, designed at the companyç—´ Diesel Center of Excellence in Turin, Italy, will offer a big torque boost to the Chevy Cruze. Instead of the 150 lb-ft of torque offered by the Cruzeç—´ gasoline-burning counterpart, the new turbo diesel will provide 258 lb-ft of torque at 2,000 rpm, delivering a fuel efficiency of 46 mpg to the Cruze.
Still, GM expects buyers of the Cruze Diesel to be drawn to its performance, rather than its pure economic advantages. å…¸he Cruze diesel won稚 be focused on the pure business case, Siegrist told us earlier in 2013. æ·»ouæ±*e getting a premium product -- a more powerful product -- that still gets great fuel efficiency.ç
Scooby074
Super Member
I still think that GM is missing out by not offering a manual. No, not a manu-matic flappy paddle thing, but a traditional manual. It would allow you to get the most out of the engine. I think it would change the car;s feel completely.
Our old Jetta TD was very satisfying with the manual.
Our old Jetta TD was very satisfying with the manual.
Preaching to the choir there bud :thumbsup:.
That is my preference, and I wouldn't be buying new w/o a traditional stick trani.
Some people want/must have an automatic though..... GM is probably correct to launch with an automatic, esp. in the USA market.
If Cruze diesel sales do well, hopefully a stick option gets added soon.
Rgds, D.
Peacock
Platinum Member
Agree 100%. I'm guessing that an auto gets them to a larger audience that will then, hopefully encourage them to offer the manual soon.
