God bless the blogosphere. All it takes is one throwaway remark for something to become a widely reported rumor heard ’round the world.

Autocar, a UK magazine that is fond of publishing sketches, conjecture and other wild-ass rumors in the best tradition of Fleet Street, published another piece on the upcoming Mazda MX-5 that included this paragraph

A diesel option is being considered, but the lightweight and high-revving capabilities of a petrol engine are more desirable to Mazda. There are also concerns over the market viability of a small diesel roadster, which might prove difficult to sell.

And that should be it, right? Autocar themselves basically debunked this ridiculous notion. Nope! Not wanting to be left behind in the race to the bottom to “get it first” the blogs picked it up en masse and reported it as fact. A Google search for “MX-5 Diesel” returns 2,200 results, which is 2,200 too many.

It should be obvious that this rumor is absolute bovine manure. A diesel engine is heavier than a gasoline engines, does not rev as freely and has a completely different character. It is everything that Mazda does not want in a lightweight sports car. Aside from the characteristics of the engine itself, the car would have to be engineered to carry a much heavier engine from the get-go, something that would have a negative impact on weight and handling targets.

A diesel may have been briefly considered at some point in the development process, but believe me, it is not happening. If it does, we won’t see it in North America. We’re more likely to see an army of automotive bloggers who aren’t ruled by the all-mighty click before we see an oil-burning MX-5.

There probably is no other major car market where oil-burners play less of a role than in Japan. Even diesel-averse Americans buy more. Excitement about brown diesel wagons notwithstanding, diesel-powered cars limp along at around 3 percent market share in America. In Japan, where diesel-powered cars were banned from the streets of Tokyo 14 years ago, and where they carry the onus of being smelly, their market share is below miniature one percent. In both markets, there are hopes for a big diesel turn-around.

In America, most of diesel’s featherweight is carried by Volkswagen which just doesn’t want to understand why diesels won’t sell in European quantities, where every other new car bought is a diesel. In Japan, Mazda bets big on diesel.

Mazda sells diesel versions of the CX-5 SUV in Japan, and also of the Mazda6, called the Atenza in the Nipponese market. Says The Nikkei [sub]:

“Their success encouraged Mazda to also equip its smaller cars with diesel engines. This year the company will add a diesel version of its fully remodeled Axela — sold overseas as the Mazda3 — and in 2014 will offer a diesel version of the fully remodeled Demio. The Axela will initially be equipped with a 2.2-liter diesel engine, but Mazda is developing a 1.5-liter engine that it plans to use for both the Axela and the Demio.”

The Demio is better known outside of Japan as the Mazda2.

Mitsubishi is planning to offer diesel-powered vehicles in Japan. Volvo will release a diesel car this year, and Germany’s Volkswagen plans to introduce a model in or after 2014. In addition, both Daimler and BMW plan to bring more diesel cars to the island nation.

Says the Nikkei:

“By 2014 at least 10 different models of diesel cars will be available, or double the present number. Overall annual sales, stuck below 10,000 units in fiscal 2011, are predicted to balloon to 200,000 to 300,000 units.”

Assuming the Japanese market remain what it was in 2012, this would be a take rate between 5 and 7.5 percent.

A new four-cylinder diesel set to debut on the GLK crossover will make its way to both the Mercedes C-Class and E-Class starting this year.

The 2.1L engine makes 200 horsepower and 369 lb-ft of torque, and marks the first 4-cylinder diesel sold by Mercedes-Benz’s American arm since 1985. The oil-burning GLK will go on sale shortly, followed by a new 4-cylinder diesel E-Class in September. Finally, a diesel C-Class will debut in 2015, right around the time when Audi will launch an A4 TDI.

With the advent of the CLA as M-B’s new entry-level product, the C-Class will have to move upscale as well, and the diesel will be an interesting way to distinguish the C-Class from it’s baby brother. Aside from the whole rear-drive thing.

Looking a bit like a hybrid between the Range Rover Evoque and a Subaru Outback, the VW CrossBlue Coupe Concept is the smaller companion to the larger CrossBlue that debuted at Detroit. The Coupe has a twin-turbo V6 and a plug-in hybrid system making 409 horsepower, but don’t expect that to make it into production. Hopefully the CrossBlue’s diesel engine does carry over to the production version, which is rumored to be the next Tiguan.

Maserati was supposed to debut their smaller Ghibli sedan at the Shanghai Auto Show, but the pictures have managed to surface prior to that. Not that it’s such a big shocker; it looks just like a slightly smaller Quattroporte. Powertrains will be limited to turbocharged six cylinder engines using either gas or diesel engines, mated to an 8-speed automatic engine. Ten points for anyone with enough of a sense of humor to affix “Biturbo” badges to the car. All-wheel drive will also be available.

The Chrysler 300 is already equipped with a diesel for world markets, and there’s a possibility we may see an oil-burning 300 on our shores as well.

Speaking to Ward’s Auto, Chrysler brand CEO Saad Chebab noted that it all came down to cost.

“I think that we are in talks about the diesels because the Thema has a diesel in Europe anyway…it’s a matter of how much the customer is willing to pay for that premium. That’s the only issue with it.”

Chrysler is rolling out diesel engines on the Ram 1500 and Jeep Grand Cherokee, with a 3.0L twin-turbo V6 made by VM Motori. But the diesel and the 8-speed automatic carry a premium of a few thousand dollars on the Grand Cherokee, a hefty sum, especially in the already declining full-size market.

Chebab also hinted that the Chrysler 200 may get a diesel option during its next generation, stating that “we have that opportunity to do it at any time.”

What a day for TTAC readers. Not only did Volvo revive the wagon with the Euro-tastic V60, but BMW is about to bring us two new diesel powered cars.

Both sedan and wagon versions of the 328d will be offered, offering 180 horsepower, 280 lb-ft of torque and 45 mpg on the highway. BMW says city fuel economy should be in the mid 30′s. No manual will be offered, but all-wheel drive will be. Unfortunately, you’ll have to spend about $40,000 to get all this. Also on tap is a diesel 5-Series. BMW didn’t say much about that, but look for it in 2014.

Fans of the old BMW 335d won’t have to wait much longer for an all-new 3-Series diesel. On the other hand, Audi lovers will have to sit tight for an A4 diesel.

The next generation A4 will herald the fifth TDI in Audi’s lineup, when it launches with a 2.0L diesel engine for the 2015 model year. Rather than go with a two-year sales window for a current generation A4 TDI, Audi decided to wait until the next generation car and avoid the substantial homologation costs. The 3.0L V6 TDI was also nixed for similar reasons.

Luckily, BMW fans will get to see the new 328d at the New York Auto Show in two weeks time. Producing 180 horsepower and 280 lb-ft, the 328d will be available as a wagon, but no manual transmission has been confirmed. The previous 335d was offered only as an automatic.

Hi Sajeev!

I’m sending you the third installment in a series of linked Piston Slap queries. A while back, I hit Piston Slap with a question… what’s the best way to unload Grandma’s Buick? Now I’d like to share the story of how one large, white, wallowing ride was replaced with another vehicle, also white, but more enjoyably absurd in every measurable dimension. This new addition to the motorpool is the conclusion to my second Piston Slap query–What is the Poor Man’s TARDIS?

My Piston Slap followup is also a roundabout way to get the B&B’s advice on how to care for the new addition to our garage, which I have taken to calling … the Beast. After the sale of Grandma’s Buick, I was chatting with Ron the Used Car Lot Manager and I mentioned that I was looking for some kind of affordable cargo hauler. “Keep your eyes open for something big, boxy, and cheap,” I asked him.

You see, like any guy, I hate borrowing or renting a truck when I need to move something big, such the pinball machines I collect. More importantly, the woman and I have a lot of hobbies that require hauling gear around. Packing her Mini Cooper Clubman with scuba gear for two is an advanced test of spatial reasoning skills, one which I usually flunk.  That’s just an excuse, though. In truth I think I suffer from a suburban male’s mental malady, Vehicular Volumetric Capacity Anxiety. Reasonable or not, I don’t feel completely comfortable unless I have the ability to move giant things at a moment’s notice. You’ll find VVCA in the Diagnostic and Statistical Manual of Mental Disorders, Fourth Edition, listed with Electric Vehicle Range Anxiety and the horrifying disorder that makes people buy Land Rovers only to keep them free of mud.

Once again, Ron the Used Car Lot Manager came to the rescue, with an unexpected call on a Saturday morning. “You still looking for a cargo van or something?” he asks. “Because you won’t believe what I’m looking at…” An hour later, the woman and I are at the dealership standing in front of the Beast. “It’s a 2003 Ford E-350 Econoline Extended cargo van,” Ron says. “And it has the 7.3 liter diesel.”

There’s no one around, but Ron’s voice is hushed in the shadow of the gigantic white van. The Beast does have that effect on you, being around 18 feet long and almost 7 feet high. It doesn’t just cast a shadow–it produces a solar eclipse. Appropriate, I suppose, for a well-used vehicle with 258k on the clock, more than the distance from the Earth to the Moon.  “I’ve been in the business for 20 years, and this is the first time I’ve seen one of these vans with the 7.3,” he adds. Ron says “7.3″ like it’s some kind of talisman. I reckon a guy who’s been in the car business for two decades is likely to lay it on a little thick, even among friends, but my morning Googling confirmed that the oil-burning E-350 Beast is a rare breed. The 1999-2003 Ford 7.3 liter diesels also have a cult-like following.

We start walking away from the Beast’s gravitational pull, towards the service bays, while we look at the Carfax and Oasis reports. Things look good–one previous owner, no red flags.  ”I asked our diesel mechanic to check it out and give you a no-BS rundown,” says Ron. He introduces me to a fellow who, for some reason, reminds me of the comedian Patton Oswalt. “This is Eric.”

I spend a few minutes with Eric, getting a list of things the van needs. The news is all good–it’s basic stuff like radiator hoses, batteries, and an axle seal. The transmission fluid looks good, and more importantly it shifts well. “There’s even plenty of meat left on the brakes. It has an exhaust leak, though,” Eric tells me. “Fix it if you start getting headaches. Don’t sit in it and idle for hours and you’ll probably be OK. I knew this guy once, he did that too long with an exhaust leak and almost died… But, uh, you’ll be fine. Probably.”

I thank Eric, fill out a form for Ron, and the woman and I take the Beast for a test drive.

I used to drive an ’83 Cadillac Coupe de Ville. I thought I knew big. At the moment I goaded the Beast into motion, I realized I that I knew nothing about big. Nothing at all. But the engine is clattering happily, the turbo is whistling, and the vast cargo bay is soothing my VVCA like it came with a prescription. I see a Jeep Liberty pass by, far below, and I swear that my very first thought was, “what is that tiny little thing?” I feel like I’m going to need to scrape Fiat 500s and Minis out of the grille with a rake when we get back to the dealership. I don’t get carbon monoxide poisoning, but I do get a big smile. We’re gonna take this kissin’ cousin to a tractor home.

Ron sells us the Beast for wholesale. Massive overkill, bargain priced? Anyone who knows me knows that’s my kind of thing. Irresistible. I sign on the line which is dotted while the talkative Finance Guy prints forms and tells us about how he met his wife in church choir. One credit card swipe later, the Beast is ours, and we go find Ron.

“Check this out,” says Ron, pointing to a giant Ford pickup on his lot. “Look at that bedliner. You’re going scuba diving, right? You want the inside of the van lined? It’ll look awesome, like Darth Vader’s van. Let me make a call.” A few minutes later, Ron has cooked up another deal for us. The van’s cargo area will be sprayed up to the roofline with a durable and wicked-looking polyurea liner. I don’t even have to drive it to the shop. It’s being handled.  After the liner is applied, the Beast’s next stop is to Andy, a shadetree mechanic’s shop. The Beast gets new hoses, fluids, filters, batteries, and an axle seal. It’s ready for another quarter million miles–with regular maintenance, of course.

We pick up the van from Andy’s home shop in Puyallup, Washington. It’s a serious operation, not so shadetree after all. There are 2 lifts, gated parking with at least a dozen vehicles inside, and an appropriate assortment of manufacturer and motorsport signs. “First diesel?” asks Andy. I have to confess. “Yes. First Ford, first van, first diesel.” Andy talks me through what’s under the hood and how to take care of it. I pay attention like it’s my first day in the dojo, learning from the master. I’m hoping to be anointed with a smudge of Amsoil 5w30 on my brow, indoctrinated into the cult of the Ford/International Harvester 7.3, but I just get an invoice.

As I count out the cash for Andy’s services, he says, “so, I hear you two are scuba divers? Really? What do you see down there?” Andy says “scuba diver” the way some people say “astronaut.” Well, it’s a fair trade–mechanics do amazing things, as far as I am concerned. We chat about the life aquatic for a minute and part ways.

Next stop: the bedliner shop, to pay them for services rendered. Aaron is our contact, and he remembers the “scuba van” well. ”Wow, scuba diving. You guys really do that?” Generations from now, folks in Puyallup will be talking about those crazy scuba divers and their van that passed through in the spring of ’12.

I hand Aaron a wad of bills and thank him for the great job they did–and the work does look tremendous. The acres of interstellar black, non-skid, chemical-resistant liner armoring the walls and floor look serious. Futuristic. Military. Our Ford cargo van now looks like something from a William Gibson novel, at least on the inside. I’m thinking we need a matter-of-fact sign on the back of the Beast: the interior of this vehicle is impervious to abrasion and bodily fluids. Free candy inside!

The Beast is now being put to work, hauling our scuba gear and mountain bikes and heavy, messy things from the hardware store. For a rig that can tow close to 10,000 lbs, it’s a cushy retirement indeed. While the Beast slumbers in the third bay of the garage most of the time, I know that it likes to work, and I’ll loan it out when friends need it. If you should find yourself operating the Beast, I only ask two things. One, pay for your diesel. Two, try not to get too much blood on the outside, as it is not impervious to abrasion and bodily fluids like the cargo area.

But as a new diesel owner, and one who is totally new to heavy-duty vehicles, I know there is a lot to learn about the care and feeding of my new oil-burning rig. So my story is really an appeal to the B&B–what do I need to know to keep the Beast happy for another quarter million miles?

Sajeev answers:

Well said, and congrats on your purchase!

Aside from the obvious items to address as any vehicle ages (shocks, tires, belts, etc), I only know of two big problems: bizarre Cam Position Sensor failures (buy a spare from an International Dealer, leave under the seat) and electrolysis/cavitation from the cooling system.

Some have mentioned that adding a metal ground strap to your cooling system, wedged between the heater core plumbing and the rubber hose attached to it (yes, really) helps with cavitation.  Sounds like overkill, provided you keep the coolant mix correct.  But I am not a Diesel Tech by any stretch of the imagination.

My only other advice is to engineer an intercooler to work in the Econoline’s cramped engine bay, so you’ll get the same performance (potential?) of the 7.3 Powerstroke equipped trucks.  And then go ape shit, like this guy:

Click here to view the embedded video.

OMG SON: what I wouldn’t do for a 7.3 Econoline that runs a sub-14 second quarter mile!!! Fastest free candy on the planet!

The French government is planning on raising taxes on diesel fuel, branding it a “health issue”, much to the chagrin of consumers and the country’s auto industry.

France’s environment minister, Delphine Bartho, told French radio (via Bloomberg) that a study by the WHO showed that diesel fumes presented a significant health hazard, and the French government would move to raise taxes on the fuel to help soften demand.

“It’s inescapable,” Batho told RMC radio today when asked whether lower taxes paid on diesel compared with gasoline should be eliminated. “I am favorable. It’s a public health issue.”

Currently, diesel is about 20 cents cheaper per liter than gasoline, but France’s new tax regimen would bring diesel costs in line with gasoline. Originally, diesel was taxed at a favorable rate due to its use in farm equipment and heavy-duty vehicles, but the lower cost led to a massive shift towards diesel powered passenger cars. 73 percent of cars sold in France last year came with a diesel engine, compared to 55 percent on average in Western Europe.

Renault and PSA have been less than enthused with the new tax hikes. PSA is one of the world’s largest producers of diesel engines, and had criticized the studies cited by the French government, with PSA’s Director of R&D, William Faury, stating that they ignored modern particulate-filter diesel engines in favor of old-style engines.

The problem is not the diesel engines on sale now, but the pre-filter era diesels. Current Euro 5 standards for diesel engines are exceedingly tough, and PSA already has diesel powered models capable of emitting a Prius-like 100 grams of CO2 per km. PSA’s aggregate CO2 emissions level for its fleet of cars is already the lowest in Europe, at 122.5 grams per kilometer, just ahead of Toyota. And thanks to the upcoming Euro 6 emissions standards, that number should fall, as diesel NOx emissions are required to be aligned with those of gasoline engines.

While the government may be genuinely concerned about the health of its citizens, it’s hard not to see this as another cynical political calculation, similar to the now shelved plans for extremely high tax rates on France’s top earners. A hallmark of ineffective government is the use of dramatic, headline grabbing solutions, which are little more than PR stunts and rarely mistaken for solid governance. Despite the posturing of France’s current administration. A La Tribune columnist noted that the Environment minister herself admitted that diesel engines from a decade prior are the real problem, since they can emit as much as 30 times more pollution than the current crop of diesels.

To add to the matter, both PSA and Renault are in a precarious position. TTAC readers will know that the French government has been marshaled to help provide de facto bailouts to PSA and quell the ongoing labor disputes between the French auto makers and the myriad of unions entrenched in their factories. With Europe’s new car market already hanging by a thread, the diesel tax comes at a particularly bad time for France’s domestic auto industry.

Afew years after its debut in concept form, Volkswagen is readying the ultra-efficient XL1 on a limited production basis. The XL1 could cost as much as 70,000 pounds (or $106,000), and return as much as 314 mpg (according to European test protocols).

The heart of the XL1 is an 800 cc 2-cylinder diesel engine making 47 horsepower, along with a 27 horsepower electric motor and a lithium-ion battery along with a 7-speed DSG transmission. Curb weight is a mere 1752 lbs thanks to extensive carbon fiber usage.

A drag coefficient of 0.189 aids in achieving superb fuel economy, while other tricks like covered rear wheel arches and a pair of cameras in place of mirrors also help the XL1. The XL1 will be built in limited numbers and sold only in left-hand drive, as a sort of green halo car. But the powertrain will eventually be ported into their Up! city car as a new, ultra-efficient model.

Chrysler will be the first truck maker to offer a diesel engine on a half-ton pickup, when the Ram 1500 gets an oil-burner in Q3 of this year.

The diesel will be the same 3.0L VM Motori engine as used in the Grand Cherokee, good for 240 horsepower and 420 lb-ft of torque in that application. USA Today, which broke the story, reported that Ram boss Fred Diaz would not disclose power figures or pricing information, the two big question marks for the new model.

Diesel options in heavy duty pickups typically cost thousands more as optional equipment. TrueCar’s Jesse Toprak suggested that offering a small premium, akin to Ford’s EcoBoost V6 in the F-150, would shake things up in the segment, but Diaz seemed to shrug off that notion. Regardless, Toprak felt that the diesel option could be good for as many as 10,000 units.

With this announcement, it will be interesting to see if any truck makers follow suit and offer a quarter-ton diesel option. Aside from wanting to combat Ram’s lock on this model, there will likely be positive implications as far as CAFE goes. VM Motori is half owned by GM, though the company will offer a new mid-size Colorado for fuel-economy conscious buyers (though in many markets, the Colorado can be had with a Duramax diesel).

Some rough, back of the napkin calculations based on available information suggest that the Chevrolet Cruze Clean Turbo Diesel has a break-even point fit for Methuselah

Rather than blindly buy into the “rah-rah Europe” hype that surrounds so much of the diesel discourse, we decided to analyze just what kind of cost savings can be had by picking the diesel over an equivalent Cruze 2LT with the 1.4L Ecotec turbo engine. For argument’s sake, we used TrueCar’s formula of driving 15,000 miles per year, though we used Chicago, IL as our sample for gas and diesel prices. The lowest prices found on GasBuddy was $3.50 for regular and $3.80 for diesel respectively.

Since city and combined figures haven’t been announced yet for the Cruze diesel, I decided to only use the highway figures for a similarly equipped 2LT . As the calculations show, the Cruze diesel does use a smaller quantity of fuel annually, but that’s offset by the price premium one is required to pay for diesel. The significant delta in the MSRP of the two vehicles is another blow against the oil-burning Cruze. With a mere $22 in annual fuel savings and a $2,550 price gap, it would take over a century -roughly 115 years – for a potential owner to “break even” on the Cruze diesel.

GM has only released the highway mpg figure (42 mpg) so far. But even if one repeats the exercise using the Jetta TDI’s fuel economy numbers (30/42/34 mpg) for the Cruze diesel, it would still take roughly a decade to break even and save about $255 annually over a gasoline Cruze. Green cars aren’t necessarily about the financial proposition (see: Toyota Prius for the best example), but the Cruze diesel is attempting to lure away extremely loyal buyers in a niche segment with very low opportunities for “green status signalling” (i.e. letting everyone know you’re saving baby polar bears via your consumption choices, ala the Prius). In light of all this, it seems that the Cruze Diesel is facing a dim future of slow sales and plenty of cash on the hood to help move them.

Edit: The data is in the photo gallery below, but commenter redav created this chart as well showing the cost-per-mile breakdown.

In a few hours, we’ll have live shots of the Chevrolet Cruze Clean Turbo Diesel (what a mouthful), but in the mean time, here’s a preview of the long awaited oil-burning Chevy.

The heart of the diesel Cruze is a 2.0L 148 horsepower engine that puts out 258 lb-ft of torque. Fuel economy is expected to ape the Cruze Eco, at 42 mpg highway, though the diesel Cruze costs $25,685 – $1,845 more than a TDI Jetta and $4,000 more than a base Cruze Eco with an automatic transmission. While the diesel is available in the higher-spec 2LT trim level, it’s hard to justify another $4,000 just to get things like disc brakes and an auto-dimming rearview mirror.

Apparently, Chevrolet isn’t targeting Cruze buyers, but buyers of Volkswagen TDI cars. But Chevrolet is only offering an automatic gearbox, and TDI drivers are one of the few demographics that tend to buy manuals in any significant numbers. Furthermore, how many Veedub diehards will give up their beloved brand and its Euro-snob appeal for a Bowtie-brand Cruze?

GM will launch the Cruze diesel in select markets first, similar to the Volt, with sales occurring first in markets that are considered to be more diesel friendly.

The big news to come out of Jeep today: DIESEL. And we aren’t talking about some HD truck diesel from a Ram pick-up. No, a proper fuel-sipping one, in the form of a 3.0L V6, will be available on the Grand Cherokee starting in the 2014 model year.

Whoa, I think I just experienced the weirdest deja vu…

Oh, right…remember when the Germans kinda sorta owned Jeep and they used one of their executives as a pitchman? He was old, had a moustache that would be a great supporting actor on Magnum P.I., and he tried to hock Jeeps to children?

Click here to view the embedded video.

Anyway, back to the new Grand Cherokee.

After receiving a bit of a refresh, some higher-end models will be offered with the new-fangled 8-speed automatic from ZF – the same transmission that allows the Ram 1500 to get better fuel economy than a Caravan. Will it be mated with the new diesel? We’re not sure. Maybe Sergio will tell us during the official reveal later in the week.

A mix of good and bad news for fans of European forbidden fruit – the Audi SQ5 will be coming to our shores, but with the familiar 3.0T V6 rather than the Euro-spec TDI powertrain initially shown earlier this year. And I think that’s a big mistake.

I know what you’re all thinking. Derek Kreindler must have gotten into the last of the now curdled egg nog, because there’s no way that TTAC’s resident TDI-troll would ever write anything in support of a diesel car.

Go ahead, look outside your window – the sky is intact and there aren’t any airborne swine flying around either. The truth is, I don’t have any particular disdain for diesels. Much like wagons, my opposition to them – in certain cases – is rooted in the economic realities of the car market, and I refuse to pander to the peanut gallery like other outlets do by writing fallacious 800-word appeals to tradition about why we need these kinds of cars, lest Brand X withers and dies because consumers, god forbid, buy cars they actually want.

But there are exceptions, and the SQ5 is an obvious one. For starters, the North American-spec car is basically redundant  What separates this car from a Q5 3.0T S-Line, aside from some extra ponies and a badge on the tailgate? It is a massively cynical exercise in marketing and profiteering, since Audi knows that the S-cars, like AMG and M-Cars of the recent era, have now become just another trim level for affluent customers, rather than a separate line of serious performance cars. How else to explain the popularity of the S4 and S5 in wake of the death of the 3.2 powered cars? Sure, the looks and performance play a part, but you can’t tell me that there isn’t a significant demographic out there that bought them because they couldn’t be seen driving the prole-spec 2.0T model.

Unlike the S4 and S5, nobody buying the SQ5 will really be overly concerned with how the car performs, just how expensive it looks and whether they can one up their fellow yoga practitioners or their peers at the International Student Lounge. These same people are generally fond of two other things – telling everybody how much they spent on something, and appearing to care about “green” causes and products. Which is why the ultra-expensive, limited edition TDI version would have made so much sense.

Audi is set to launch four new TDI models, including a Q5, over the next few years, and what better way to kick things off than with a halo model like the SQ5? It would have been so easy to stuff a tuned up 3.0 TDI motor into a North American SQ5 and do a limited run, enjoying the double-whammy of positive press from the diesel-mad buff books and the celebrity set that has now adopted Audi as the cool luxury car of choice. Unlike, say, importing the RS4 Avant, the regulatory and logistical hurdles would have been minimal, since the Q5 TDI is already coming here anyways, while the PR angle could have been spun in any number of ways to make Audi look both exciting and socially responsible. Kind of like Tesla. Doing this in a sedan or a coupe would have been a cool but very risky move. But an alternative powertrain in a crossover would have been risk free; the real eccentric car dorks would have bought it because of its oddball powertrain, while henpecked husbands could easily unload it on their status-conscious spouses, passing it off as the most expensive Q5 that just happens to be more eco-friendly than all the others.

A reader tip pointed us to an issue with Mazda’s recent Skyactiv-D diesel engines in Australia. Apparently, the vehicle’s particulate filter may be the source of some engine oiling issues.

Our reader sent us this note regarding the issue

I’m really looking forward to the new skyactiv D engines coming to North America next year. As I was looking for info about them I came across issues with oil rising over the full mark. Seems to be caused by diesel leaking into the oil sump after being sprayed to burn off contaminates in the particulate filter (apparently this happens in other manufacturers diesels as well.) Most of the problems reported seem to be in Australia but apparently it is happening in Europe too. I know that the CX 5 Diesel is very popular in Japan but I didn’t find anything about the issue in Japan

Mazda sent out this leaflet to diesel owners regarding monitoring the oil, while forums have been alight with this topic. While some would-be owners have canceled their orders for CX-5 and Mazda 6 diesels, it appears that new engine software and a re-designed dipstick (which can give owners a more accurate reading of the oil level) can remedy the problem.

As the year comes to a close and we choose our most reviled cars of the year, it’s also worth reflecting on the most compelling narratives of the year.

At TTAC, we pride ourselves on covering stories that other outlets overlook. Whether it’s territorial disputes in China, overcapacity in Europe, a manufacturing boom in Africa or implosion in Australia, we do our best to deliver compelling content to you, the readers, and we’re always amused and intrigued by your comments. But our news judgement and yours don’t always align.

The floor is open to what mattered most to you. We’re cognizant of the fact that not everyone likes low-cost cars or Chinese sub-brands, so let us know what kept you reading this year.

Personally, low-cost cars and the proliferation of modular platform kits are most interesting to me right now.

Fans of Euro-vans rejoice. Ford has confirmed that the 2014 Transit, the most European of vans, will get a 3.2L 5-cylinder diesel engine to complement the 3.5L Ecoboost V6.

North American specs haven’t been announced, but European versions of this engine make 197 horsepower and 347 lb-ft of torque, with 90 percent of available twist produced at 1,700 and 3,500 rpm. The last time a diesel was offered on a full-size van was the 6.0L Powerstroke V8 on the E-Series. The new 5-cylinder will be mated to a 6-speed automatic. Sorry folks, no manual will be offered with the brown version pictured above.

Mazda is remedying the biggest complain regarding its wonderful CX-5 crossover; the lack of power. Starting next year, the 2014 CX-5 can be ordered with the new 2.5L Skyactiv engine offered in the new Mazda6.

While the base 2.0L is still available in Sport trim levels, the 2.5L will be available on Touring and Grand Touring trims, making 184 horsepower and 185 lb-ft of torque. Fuel economy is rated at 25/32 mpg for FWD models and 24/30 for AWD models. The 2.5L will not be available with a stick shift, but Mazda’s automatic in the Skyactiv is about as good as it gets anyways.

Despite embargoes keeping things under wraps, journalists found another way to break this bit of information early; by going to the display stand and looking at the information.

And that’s how we confirmed that the 2.2L Skyactiv diesel engine will power the 2014 Mazda6. With 173 horspower and 310 lb-ft, the oil burning Mazda should be an interesting alternative to the VW Passat TDI. And apparently, you can get it with a manual as well.

Alas, no wagons among them, but Audi is launching four new diesel powered models for 2013, marking one of the biggest pushes for diesel in the North American market.

The A6, A7, A8 and Q5 will all receive a 3.0L V6 TDI engine, good for 240 horsepower and 406 lb-ft of torque. The A8 will go on sale in the spring of 2013, with the other models following in the fall. Conspicuously absent was the A4 TDI, but if BMW ends up bringing over their diesel 3-Series, an A4 TDI should follow.

While the Earth Dreams gasoline engines will underpin everything in Honda’s lineup going forward, Europe will get at least one diesel version – and we’ll probably miss out.

Said to be the lightest diesel engine in its class, the 1.6L mill makes 118 horsepower and 221 lb-ft of torque. The turbocharger’s turbine is apparently controlled via an electronic unit to cut down on lag and optimize engine response – though it’s still powered by exhaust gases, and has nothing to do with the long rumored electric turbochargers that never seem to materialize. The new diesel will debut in early 2013 in the European and World Market Civic.

Saturn? Civic? Neon? A diesel owned by this long-time TTAC commeter?

For the longest time I’ve been trying to figure out what penny pinching prodigy earns the most keep. I’ve spent years pondering this question.

Well, more like a few dull moments at the auctions.

I finally figured out the answer this evening. The cheapest car to own  is the one you like so much… that you’re willing to buy another one just like it so that you can keep yours on the road for years to  come. I’ll give you a recent example of two ‘cheap’ cars with two very divergent destinies.

A family bought two vehicles from me recently. In turn, they traded two cars in for $500 altogether. One  was a 1996 Taurus Wagon. The other was a 1992 Volvo 240. Both of them  had ‘issues’. The Taurus had a weak tranny and looked like.. a Taurus.  The Volvo had been in a fender bender where it looked like it got into a fight, and lost. Both of them were worth more dead than alive. Perhaps…

The Taurus and Volvo were put on Craigslist  for $700 apiece. The Taurus had at least two dozen contemporaries over the prior seven days that had also been listed for $1000 or less.  If variety was the spice of life, the dozens of Tauruses on Craigslist  seemingly offered more spice-filled suggestions than an old Simon &  Garfunkel tune. Mine thankfully was a more luxurious version of Ford’s attempt to wreak utter havoc on the Camcords of that era.

A 200 HP Duratec engine in this one equaled  the output of the late Toyota Celica All-Trac. A well adorned cloth  interior with foldaway cupholders and storage bins made it family friendly. The ‘Mach’ premium sound systems made the ancient Volvo seem tinpot  cheap. Let’s see what else. Did I mention the engine already? Anyhow the 1996 – 1999 Taurae represented a billion plus dollar project for Ford at a time when the Taurus was fighting it out for the ‘best selling  car’ award in North America. Surely people even today must want to  snatch these things up?

Nope. Nothing moved. Not a one. Not even my ‘gem’ with only 115k.

Most already had blown trannies that were underengineered just like all the prior ones. But there was an even bigger problem.

Working on the dang thing. Compared to a Camry, Accord, or even a Lumina of the same vintage, the Taurus is an absolute pain to diagnose, repair and maintain. We’re not talking about Nightmare on Elm Street or 30 year old Fiat levels. Just enough fragile electric doo-dads, strangely configured parts, and cheap stuff to make the whole upkeep process a trying one.

Plus there’s nothing special or unique about the Taurus. No character. No longevity. No strengths within it’s design  or presence to make a keeper want to keep fixing it.

I wholesaled it for $550.

Now the Volvo 240 was a complete paradigm shift. Volvo had built these cars to last decades with proper maintenance and everything about this vehicle was ‘authentic’. No marketing cabal in their right mind would ever design something like a Volvo 240. It’s as utterly square in it’s appearance as Lawrence Welk with a bubble machine and a baton. But thankfully the parts within the 240 also make it as soulful as Coltrane on a light blues riff.

The red brick engine under the hood has become to the classic Volvo enthusiasts, what the V-twin engine has become to Harley enthusiasts. A symbol of the vehicle’s strength and  character. On the road the Volvo 240 has a sound and feel unlike anything else on the road.

It’s not fast at all in stock form. Even compacts from the same era offered far more power.

It’s not the smoothest. The cheaper Camrys and Accords of that time were far more refined and quiet.  So were Maximas, Intrepids, and almost any other pricey competitor of the early 1990′s. The interior? Even calling it luxurious in the early 1980’s would have been a stretch. By 1992 the only thing saving it from an early grave were the glacier like changes in American luxury cars, and that the Lexus ES300 was not yet a known commodity.

But the sound and feel of a Volvo 240  in motion has made thousands of folks around the world smile and enjoy their ride. It’s genuine and earnest in all it does… which you either love it or hate it.

This one was merely one of nine available from the past six weeks at the thousand dollar or less ‘TLC’ level.  At that range of time and prices, the Tauruses on Craigslist were as  common as herpes at an Elliot Spitzer fundraiser.

I got calls, calls, and more calls. They ranged from a fellow who had an almost Rain Man like knowledge of these vehicles, to a parent who couldn’t understand how a radio could be  removed out of any car. My first question to everyone was,

“Do you know how to work on cars?” If they didn’t get the hint or read over my listing, I explained layer upon layer of cosmetic issue until I finally received the polite response, “I’ll keep on looking.”

A missing interior door panel. No radio. A bad A/C compressor. A couple of broken door handles. A passenger side  hit with just enough force to make the front passenger door nearly impossible to open. Oh, and no antenna! Eventually I was able to ferret out the cheap and inexperienced and find the hobbyist who would put the Volvo 240 to good use.

The fellow who bought the 240 was already driving another 240. His had a bad wiring harness. A frequent issue with pre-1988 Volvos. It would be far easier for him to part out his current ride in favor of this commuter. Door handles and panel? Check. Radio  and A/C? Check. Engine and transmission? Two of each in great shape. Before my ‘Raging Bull’ Volvo received it’s battle scars from the teenage son, it had been expertly serviced by a Volvo specialist with OEM parts for nearly 15 years.

Like all true beaters the gold mine of value for this Volvo 240 was all beneath the surface. The sum of all it’s parts will definitely be enough to keep the owner on the road for at least another five years. At which time the old engine and or transmission from the donor car can be put into a classic that is already old enough to drive itself.

The tightwad’s car… is always the car worth keeping.