Diesel Fuel Flash Point

Lexus CT 200h 'world's first compact luxury hybrid'

But for the ultimate proof that the gasoline-electric class has fully matured, we give you the hot rod hybrid.

Licence, registration and Sierra Club card, son. You're in a heap of hybrid trouble.

Not that Lexus would describe its CT 200h as anything so uncouth. To Toyota's upscale division, this trim five-door hatchback, starting price $30,950, is "the world's first compact luxury hybrid."

We're not fooled. See those spoilers and ducts and the "I've got attitude" stance? See our test car's Daybreak Yellow Mica paint?

That's a hot rod.

At least in appearance.

In performance? Well, you won't be seeking out grudge races. The 200h powerplant - the same 1.8-litre gas engine/electric motor combination used in the ubiquitous Toyota Prius - produces a peak 134 horsepower.

That will get you from standstill to 60 m.p.h. (96 km/h) in 10 seconds; maybe a touch less if the wind is with you.

And that's in sport mode, which changes the instrument panel's hybrid gauge to a tachometer, drops some fuzzy dice from the mirror (perhaps we just imagined that) and "sharpens" the throttle response.

Your Maytag on spin cycle goes faster.

Not that horsepower is everything (forgive us, hot rod fraternity).

There's turning corners, too. Which the 200h does, promptly and accurately, though sadly without the delicate steering response and associated body motions that make cornering fun.

But so what if Lexus's hot hatch turns out to be more flash than dash?

It's hardly the first performance poseur. Plus, remember, it's a hybrid. The point is to save gas, not burn it.

By that crucial measure, it's a winner. In a week with the 200h, our fuel consumption averaged just 5.8 L/100 km or 49 m.p.g. That's a mere splatter above the 200h's U.S. city rating.

And that includes a couple of days in sport mode. Seduced by the sexy exterior, we were ready to teach some hybrid humility to the guzzlers in the next lane.

But we quickly tired of the reedy exhaust note at full throttle, and the lack of any means to drop the continuously variable automatic transmission into a lower gear before corners. Soon we were leaving the selector in "eco" and concentrating instead on wringing maximum efficiency from the hybrid powertrain.

It's addictive. You keep a light foot on the gas pedal, trying to delay for as long as possible the signal from the display that the gas engine has kicked in to help the electric motor. (You hear it start, too, but barely.

Types of diesel fuel

Types Of Diesel Fuel

Diesel fuel is derived from crude oil. It is a mixture of hydrogen and carbon molecules. It is developed for engines that provide energy for power, flow readily in cold temperature, provide low emission, provide good fuel economy, and allow easy start-up. Power generators are run by diesel fuel. The fuel also runs diesel-powered vehicles, such as ships, buses, or trucks. Diesel engines of these types of vehicles are internal combustion engines.

Diesel is used in a high-compression engine. Air is compressed until it is heated above the autoignition temperature of diesel. Then the fuel is injected as a high pressure spray. There is no ignition source. As a result, diesel is required to have a high flash point and a low autoignition temperature. The flash-point of a fuel is the lowest temperature at which it can form an ignitable mix with air. The high flash point in diesel fuel means that it does not burn as easily as gasoline, which is a safety factor. Too low of a flash point is a fire hazard because ignition may continue and lead to explosion.

Autoignition temperature is the temperature at which a substance can be brought to flames without any sort of external force, such as a flame or spark. There are three different types of diesel fuel. These are Diesel No. 1, Diesel No. 2, and Diesel No. 4. The ignition temperature of Diesel fuel No.1 ranges from 450 to 602 Kelvin, Diesel fuel No. 2 ranges from 527 to 558 Kelvin, and Diesel fuel No .4 is 536 Kelvin.

Diesel is a petroleum-based fuel with a high energy content - helping diesel go further per gallon than most other

Refiners reduced the sulfur content in diesel fuel by 97 percent. This new, ultra-clean fuel is important because sulfur tends to hamper exhaust-control devices in diesel engines, like lead once impeded the catalytic converters on gasoline cars. Just as taking the lead out of gasoline in the 1970s enabled a new generation of emissions control technologies that have made gasoline vehicles over 95 percent cleaner, so will removing the sulfur from diesel help usher in a new generation of clean diesel technology.

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