The main reason is the increasing price of fuel that inevitably force consumers to use a car with a fuel that is cheaper or even leave the conventional cars and switch to hybrid cars. Diesel cars with diesel fuel are more efficient than gasoline cars. But how about the pollution between diesel and gasoline cars, is it higher in diesel? Lets have a look below and break the myth about diesel engine based cars.

Some of us might guest that diesel engine have bigger contribution of pollution than gasoline cars. The facts actually the same, depending on the interpretation of people. The diesel emissions is CO2. This gas got black colors so it looks flashy and obvious in the eye because of its density it will sink. While gasoline emissions are not visible in the eyes and light so that its density does not go down. Gasoline contains a lot of NOx emissions. This gas causes blood oxygen deficiency.
So its just a matter of colors.

Now that we do know the fact, but why some people still looking for gasoline rather than diesel engine? Treatment of diesel engine vehicles, according to some people considered to be easy and inexpensive, because that’s a lot of people who tend to choose a gasoline-powered car for not too much trouble. The reality is not like that, for those who know about the machine, instead will tend to choose diesel-engined cars.

The reason is, because if used for long distances, the diesel engine will be more powerful and efficient, because diesel engines tend to be better used when the engine heat, in addition, diesel-engined cars are also more resistant when the floods hit. The advantages and characteristics of diesel engines differ from gasoline engines of course. Because if too hot, the gasoline engine will usually strike because there is a kind of condensation in the system so that it can interfere with combustion carburizing.

Each machine can definitely damage if not treated properly. So the damage that would occur because of negligence of care. In diesel engines, usually diesel fuel nozzle sprayers that fussy if treated too late. This section should be checked every 40,000 km. And the fact that there was, there is someone who until tens of kilometers have never checked the engine nozzle, yet it is still running, but he might not aware of some loss in their vehicle performance. So the bottom line should still be good maintenance care.

Although we do know that fuels could be produced from chemical mix or bio-fuels, and its reducing the amount of pollution, but at the end it would be more better if we do eco-driving as well.

Eco driving not only depends on the skills and driving habits, but also influenced by various external factors such as traffic conditions, road conditions, weather conditions, and vehicle technology. These factors are usually not insurmountable or difficult to change, but the driver can make adjustments through force or how to drive economically, driving this way will be safer, more economical, more environmentally friendly and fuel-efficient and can reduce air pollution.

Did you know that driving style can have an important impact on the environment? The importance of eco-drive or economical driving is often underestimated, but many references from other countries prove that; by driving more carefully and friendly environment is our responsibility to further save fuel, reduce emissions while at the same time also save on vehicle operating costs .

Below are some tips on how to do eco-driving:
1. Move your Transmission to a Higher Position As soon as it could
Gasoline or gas transmission shift done before 2500 rpm.
Diesel engine vehicles the transmission is done prior to the transfer of spin 2000 rpm.

2. Preserve in Round Economical Speed
Most of the engine power is only used for acceleration or high speeds, when the driver tried to maintain the rotation speed and economical, then the energy is wasted and wasteful of fuel can be reduced.

3. Avoid braking and acceleration which are not necessary.
Braking unnecessary energy waste, avoid extreme acceleration, except for urgent situations, anticipate traffic conditions and do not follow other cars too closely can save fuel 50-10%.

4. Anticipate Traffic Flow
Anticipation includes: traffic in front of our vehicles, the traffic in the opposite direction, traffic at the junction, preceded and backward.
For that the driver should: look ahead as far as possible, concentration, brake carefully, carefully with the vehicle in front, keep your distance, doing my best to maintain the economic pace, adapting to changing situations, knowing the route, and pay attention to road damage and the possibility of driver error another.

5. Slowing your vehicle slowly
When slowing or stopping the vehicle, then do it with a gentle deceleration and gear remain in a state of entry.
To further save fuel can also neutralize the immediate transmission / press the clutch pedal when the engine power for braking is not needed anymore, the engine will immediately return to the idealized round and push the remaining energy (kinetic) vehicles can be utilized to the desired position.

6. Driving in Grade and Slope
On the way up the necessary engine power greater than the flat roads. Depending on the angle ramp that will be pursued, try the following ways: adjust the engine rpm, transmission shift proper technique and careful, and take advantage of the speed of the vehicle to take the next hill.

7. Turn off the engine when Allows
Turn off the machine stops short time; on a railway track, traffic lights or waiting for something that cessation is estimated at more than 60 seconds.
Special to the truck mixer; Turn off the engine if the vehicle has no charge if the estimated time to stop more than 1 minute, for example when cleaning the wheels of mud / soil, the time to report on postal security guard, road traffic etc.. When starting the engine again do not press the accelerator.

8. Driving with a lot of curves
Reduce speed when approaching the bend until it reaches the appropriate speed, if necessary speed reduction is done by mechanical power or as far as possible without braking and does not degrade the transmission in a lower position.
When the frequent acceleration and sudden braking and high-rev engine, not only increases fuel consumption and brake wear, also causes less well on the driver’s condition.

9. Payload / Load
Cargo / load is a factor that affects the use of primary fuel. The addition of 100 kg load on vehicle size (1500 kg) will increase fuel consumption by around 6-7%. Reduce unnecessary additional burden on the vehicle.

10. Aerodynamics
Other factors that affect fuel consumption is aerodynamics.
The faster the vehicle speed the greater the air resistance caused, for example at a speed 120km/jam least 20% can increase fuel consumption.

11. Tire Pressure
Checking tire pressure is important so that frictional resistance tires can be reduced.
The pressure that is not appropriate for example, less 25% of the specification can increase frictional resistance to 10% and 2% of fuel waste.
Too low tire pressure also has a less good effect on braking distances.
To make sure tire pressure, check at least once a month.

12. Air-conditioning
It is recommended to use air conditioning when needed and not to cool with temperatures less than 23 º C.
However, when speeds above 80 km / h, for example, on a trip out of town or on the highway, the use of air conditioning will save fuel when compared to open the windshield. (Associated with the aerodynamic properties of glass open time and high speed).
Remember! AC is not used to cool the passenger, but it makes comfort with temperature and humidity regulated, temperature 23 º -25 º C is a pleasant temperature, colder create discomfort and wasted fuel.
AC Use carefully, because air conditioning is an additional burden machine!

Unfortunately, in many applications of energy analysis the distinction between energy and power often becomes blurred because of the way data on energy flows are presented. In fact, when dealing with the analysis of the metabolism of human beings (endosomatic metabolism) or socio-economic systems (exosomatic metabolism), one gets easily confused because data on energy inputs are usually expressed on a time basis.

For example, when dealing with food energy we’ll typically find the consumption of food energy per year; when dealing with commercial energy we’ll find the consumption of TOE per year. These data are expressed as rates of energy over time, for example GJ/year, and therefore have the same dimension (energy per unit of time) as power levels. Such confusion should be carefully avoided.

Therefore, it is critical that a meaningful energy analysis has both types of information: the consumption of energy input and the power level at which the energy conversion is expected to take place. For example, one gallon (3.87 litres) of gasoline a given amount of energy can be used to fuel a small motorbike for more than 200km, a minivan for about 50km, and a Formula 1 car for no more than a few kilometres. If we do not specify the purpose of the vehicle which will be linked to different requirements of power level at the outset of our analysis, it is impossible to perform any meaningful energetic assessment. Indeed, it is essential to first define the power level required by the given task.

In order to ascertain whether or not a certain source of energy would be an appropriate input for a system, one must first carefully observe the characteristics of the energy system. We cannot feed gasoline to humans, or power a refrigerator with pizzas. When refuelling a vehicle in a modern gas station, the driver must first select the appropriate type of fuel: gas or diesel, regular or premium octane rating.

In the same way, US electric plugs with a voltage of 110 volts (V) deliver an energy input incompatible with EU appliances, which require 230V. All these examples clearly show that it is impossible to judge the feasibility and desirability of a potential energy source by studying only its characteristics in terms of a generic determination of the amount of joules (or kilocalories) it can deliver.

Common sense tells us that it is important to check the compatibility of the potential energy source and the system that is supposed to use it. It is therefore hard to understand why many focus only on the characteristics of the production process of the energy input, e.g. the overall output/input ratio of the production process of ethanol from crops. They seem to make a naive assumption: if it can be burned, and if it can be produced with an output/input energy ratio higher than 1, then it is a feasible and desirable energy source for both developing and developed societies.

As a matter of fact, this assumption has been proved wrong by the evolution of the energy sources used by humankind. Wood was almost entirely replaced by coal at the beginning of the Industrial Revolution, even though both can be burned and both have an output/input energy ratio higher than 1 (and much higher than the one achieved with biofuels). In the same way, coal was largely replaced by oil in the middle of 20th century, and in the last few decades, wherever possible, oil has been replaced by natural gas.

This evolution strongly suggests that there are other characteristics that define the quality of an energy source, besides its ability to burn and an output/input energy ratio greater than 1. However, an organic discussion of what makes an energy source high or low quality is never provided by those investing their time in calculating the second decimal of the output/input energy ratio of corn-ethanol production.

For this reason, we strongly believe that it is essential to explore some basic concepts of energetics before getting involved in any discussion of the feasibility and desirability of a large-scale move toward agro-biofuel. This step is a prerequisite if we want to have a more informed discussion about our future energy sources.

The complexity of substituting advanced, lightweight materials affects the redesign of a part or a subsystem, component manufacturing (including tooling and production costs), and joining, and raises interface issues that mixing different materials can pose. The term material substitution oversimplifies the complexity of introducing advanced materials, because seldom does one part change without changing others around it.

Advanced lightweight materials show great promise for reducing mass throughout a vehicle’s body structure and interior. Low-rolling-resistance tires and reduction of aerodynamic drag are also discussed as technologies that can lower tractive force and result in reduced fuel consumption.

Improvements in energy-drawing devices such as air conditioner compressors and power steering can reduce fuel consumption either by electrification or by improving their efficiency. New transmissions with more gears or that are continuously variable improve power train efficiency. All these options either reduce the demand for power from the engine or enable operating the engine at a more efficient point to reduce fuel consumption.

The committee considers car body design (aerodynamics and mass), vehicle interior materials (mass), tires, vehicle accessories (power steering and heating, ventilation, and air conditioning [HVAC] systems), and transmissions as areas of significant opportunity for achieving near-term, cost-effective reductions in fuel consumption.