3 Life Tips for Diesel Builders

1. We don't know what we don't know 

I'm not sure what the trigger was, but when I woke this morning I was reminded of the saying, "We don't know what we don't know."  It applies to so many things. From home front issues like marriage and parenting, to career matters and office politics and, finally, to getting familiar with a new vehicle. 

Learning the difference between what is and is not something worth losing sleep about often boils down to experience. But then there's that niggling thought. "What if I'm wrong?" And the more that's at stake, the more it keeps us awake at night because all too often, we don't know what we don't know. That's why it's nice to have friends who are smarter than we are.

This is why tens of thousands of diesel owners belong to diesel forums. When we own a Ford, Chevy or Dodge, we become part of a large family where everybody is your neighbor. This is why I've included links to all the diesel forums (that I was aware of) over on the right hand column down below the Crude Prices chart.

2. Where there's a will there's a way

I once read a book called Real Power which talked about the levels of personal power and empowerment. The very lowest level was Helplessness. They used a symbol for each level and the symbol for this first was a person seated in a chair with their hands tied behind their back, a gag in their mouths.

This is how many people feel about themselves. They can't do anything and won't even try.

The diesel enthusiasts I've met are cut from a different piece of cloth. Like "the little engine that could" they're convinced that nothing will hold them back. They have internalized this saying, "Where there's a will there's a way." And to my way of thinking, that's Real Power.

3. "I couldn't wait for success, so I went ahead without it."--Jonathan Winters

I'm showing my age by quoting Jonathan Winters, the Hollywood funnyman who inspired Robin Williams. A master of improv, Winters was an ex-marine who starred on the silver screen and even garnered his own television show. 

This quote makes me think of Nike's "Just Do It" slogan. People like this are inspirational because they know it's better to try and fail then to have never tried at all.

I remember a tractor pull at a county fair in Ohio when I was visiting my cousin decades ago. There were all these veteran pullers and tricked out machines, and one clean cut teen who just didn't seem like the rest, but his eyes were beaming with joy as he commandeered all that horsepower, and beat them all. 

It made an impression on me. He couldn't wait for success and went ahead without it. He was the Little Engine That Could, and he did.

* * * *

Just a weekend ramble here. Maybe someone who reads this will get inspired. These are the kinds of thoughts that inspire me.

P.S.--If you have a truck you'd like to showcase here on the Blue Flame Blogger pages, send an email to: blueflame1952 AT gmail.com
ATTN: Frank Owens

Train photo by Denis Chick on Unsplash

PaxPower Converts F150 to Diesel Raptor

Modifications can be fun.  If you have the time, money and skill, you can do almost anything. Here's a company that takes Ford F150s and converts them into Raptors. Not the birds of prey that feed on carrion, but the classic Ford Raptors that scads of enthusiasts have enjoyed. 

What's intriguing here is the diesel capability. The company is PaxPower. Located in Houston, they were the first company to bring a V8 Raptor to market in 2018. They've since shipped V8 and Diesel Raptors around the world. 

Their specialty is 2015-2020 Ford F150s but their broadening their scope to include Ford Rangers, Chv Silverados and GMC Sierras.

They recently revealed that the 2021 model has a new body configuration, so it will take six months to build new fenders, hood, grill, etc. For what it's worth, the 2020 F150 Diesels have been getting hard to find. If you are looking for a Ford Raptor with a Diesel, these are the guys to talk to. Or so it seems.

Here's the website: https://v8raptor.com/

• Full OEM Raptor Body and Suspension Conversion – $25,950
• Raptor Front Fenders, Hood, and Front Fascia
• Raptor HID Headlights
• Raptor Front Grille and Fender Flares
• Raptor Inner and Outer Aluminum Bedsides
• Color-Match Paint with Blend
• Raptor Front and Rear Bumpers
• Raptor Fender Liners and Skid Plates
• Fox Raptor Internal Bypass Shocks
• Raptor Upper and Lower Control Arms
• Raptor Axles, Steering Links and Brake Lines
• Raptor Rear Leaf Springs, Bump Stops, Perches and U-Bolts

Plus Choice is wheels and tires (aprox $3000)

 

Here's they say about the Diesel pictured at the top of the page:

In our continuing effort to bring unique and powerful engine options to Ford’s Raptor chassis, PaxPower introduces its latest creation: the Diesel Raptor! Featuring Ford’s 3.0-liter twin-turbo PowerStroke Diesel, the PaxPower Diesel Raptor boasts 550 ft/lb of pavement or dirt punishing torque! The Diesel Raptor starts life as a 2018-2019 F150 PowerStroke, and then receives PaxPower’s OEM Ford Raptor body, suspension, and chassis conversion. 

Read "the rest of the story" here:

https://v8raptor.com/2018/10/10/diesel-ford-raptor-by-paxpower/

Have a great weekend. And look for lots of car news next week. It's SEMA360. 

Thin Is In: Heavy Duty Oils Getting Lighter

It seems like forever that 15W-40 oils were "the choice" for heavy duty diesel engines. Or at least for centuries. No, I s'pose that would be decades. 

All this has been changing though, and in ways we couldn't imagine at one time. 

I do remember when I first noticed passenger car oils getting thinner. When I saw the first 0W-30 I thought it interesting. Even more interesting, though, was when I looked at the Society of Automotive Engineers (SAE) registry for upcoming oils, there were actually 16 companies with a 0W oil registered, even though they were not yet in production. 

I later saw an article in Lubes N Greases (LNG) about SAE 0W-16 and 0W-12 and 0W-8 oils that were coming and more recently the 0W-0 oils being tried in Japan. 

This week, George Gill wrote an LNG feature on thinning oil viscosities in the diesel market. The story is titled Heavy-duty Shifts to Lighter Oils. In recent years, 15W-40 diesel oils began yielding market share to lower viscosity SAE 10W-30 oils. 

Part of the reason is the fuel economy benefit that lighter oils offer. For over-the-road truckers, the cost of fuel alone is 30 to 40% of a trucking firm's overall costs. (I bet you didn't know that.) Another reason, according to the article, has to do with the new engine architecture with its tighter clearances, thus requiring thinner lubes that can flow more readily to engine components.

There's a third reason for the thinner oils. In colder temps these lower viscosity oils will decrease warm up times and provide better protection in colder climates.

You may be wondering, though, "Is my engine still protected?" The answer to that is that this has been going on for years now with millions of miles of data to support this move to lighter oils. 

CK-4 and FA-4 
The article turns to address the newer API categories of CK-4 and FA-4. CK-4 was designed to have backward compatibility built into it. This has resulted in wider acceptance of the new designation. FA-4 oils are not so versatile. FA-4 oils in modern contemporary engines, however, do offer a 1% fuel economy improvement, the article states.

Despite the benefits outlined for thinner oils, 15W-40 remains the category leader for heavy duty diesel engines, but 10W-30 is the fastest growing segment during these past 10 years.

READ THE FULL STORY HERE:
https://www.lubesngreases.com/lubereport-americas/heavy-duty-shifts-to-lighter-oils/

RELATED LINK
CK-4, FA-4? Still Confused About Diesel Engine Oil Specs? 

Photo by Matthew T Rader on Unsplash

The Impact of the Pandemic on Oil and Gas

This summer I was talking with a friend from Texas about the situation there with regard to oil and gas. When the market price of oil goes below a certain point, he said, they just shut everything down and leave it in the ground. That's because it costs more to bring it to market than they will get when they sell it. The oil rigs are thus left idle.

It's been a tough year for the oil industry. The Covid pandemic has dealt a lot of people a bad hand, but we have to play the cards we're dealt. 

I remember a number of years back when the six top companies in the Fortune 50 were automakers and energy companies. Mobil and Shell were slugging it out for the top slot for a while back then. Remarkable as it seems, Mobil was dropped from the Dow Jones Industrial Average this summer. Today the five biggest companies are technology giants. According to the Washington Post, any one of the top five--Alphabet, Amazon, Apple, Facebook and Microsoft--is larger than all 76 companies in the energy sector combined.

Yes, you read that right. 

Part of this is due the long term trend toward renewable energy. Nevertheless, the pandemic has done more than make a dent. When people stop flying, and people stop driving to work every day--in other words, when people stay home they consume less fuel. Combine this with an oil glut due to other factors and you have additional hurdles for the energy companies.  

It's not all bleak news for oil companies. With people in larger cities avoiding public transportation, many are buying cars again. In addition, large numbers of city dwellers are considering leaving city life altogether. Moving to the burbs means more driving as well.

The author also points out that with people shopping less, there are more deliveries being made by Fedex, UPS and other providers. Those engines need to be taken care of as well.

_______

I began by mentioning that conversation with my friend in Texas. I'd been thinking a lot about the relationship between prices of crude and prices at the pump for diesel owners. As it turns out, there happens to be a Technical Bulletin at the Champion tech bulletins page titled Why Lubricant Prices Don't Mirror Crude Prices. In this case it's information from the Independent Lubricant Manufacturers Association (ILMA). 

The article begins, "Changes in the prices of lubricants, and the base oils that are their foundation, do not mirror either those of crude oil or gasoline. Supply and demand over time is the fundamental price-setting mechanism for lubricants and base oils." You can read the full story here.

You can find that and other useful information by clicking on the Diesel Technical Bulletins button in the right hand column above. And if you can't find what you're looking for you can always Ask Jake.

The rest of the information here is from an article titled How the pandemic is harming the oil and gas industry. 

Navajo Refinery photo by Robin Sommer on Unsplash

Return of the Ford Bronco and a Diesel Surprise

No question about it. The Ford Bronco has a storied history. Introduced in 1965 for the upcoming '66 model year, the Bronco experienced three decades of continuous production, then was gone. Evidently, Ford felt it had had a good run, and trying to redesign the vehicle to meet emission standards seemed more effort than it was worth. Or so they must have thought in the board room.

Now, the Ford Bronco is back. According to Sam Berube at Hotcars.com, it is "the first off-road machine in a long time to present a serious threat to the Wrangler." Berube goes on to declare it the most hyped new vehicle since the A90 Toyota Supra. (The article itself is a detailed comparison between the new Ford Bronco and its target rival, the Jeep Wrangler.)

Though not noted in this article, one of the most memorable car chase scenes in history involved a Bronco. Hollywood is famous for its car chase scenes. Bullitt (Steve McQueen) and The French Connection (Gene Hackman) set the standard for high speed thrills on the silver screen. The Bronco conveying O.J. Simpson about the L.A. freeways was not famous for being a high speed nail-biter, but rather for the number of people who were watching around the country wondering what will happen next. That event took place on June 17, 1994 and two-thirds of all households in America were tuned in. 

* * * *

Ford Bronco fans are happy to see the return of the Bronco. A unique feature of this sixth-generation machine is that buyers have a choice of two engine options. According to Berube, "The first is a 2.7l twin-turbo V6 that makes 310 horsepower and 400 lb/ft of torque, which is a higher torque figure than anything you can get in a Jeep that doesn't burn diesel. The second, and likely to be the volume seller is a 2.3l turbocharged 4-cylinder engine that most Ford fans are already quite familiar with."

What we want to know is where's the Diesel option? The Bronco's chief competitor, Jeep Wrangler, offers a 3.0-liter diesel V6 with 260 horsepower and 442 lb-ft of torque. "Diesel engines are great for aggressive rock crawling power, better fuel economy and have a huge following," Berube adds.

Also, the Ford Bronco is supposed to be a muscle SUV, so where is the V8 engine option? The Jeep Wrangler Rubicon is getting a powerful V8 Hemi engine with 450 horsepower and 450 lb-ft of torque that will accelerate from 0 to 60 in under five seconds. The Ford Bronco doesn’t have a hybrid engine option.

There are many more details--both mechanical and electrical--in the original article which you can find here: https://www.hotcars.com/why-ford-bronco-could-last-longer-than-jeep/

Diesel or not, whatever powertrain you get for your new Bronco, be sure to take the #91 West, the #110 South, the #405 North, and the Sunset Blvd Exit. 

Used Oil Sampling for Analysis

Oil provides the cooling, cleaning, lubrication and fluid power for equipment such as motors, engines, transmissions, shock absorbers and differentials.  In essence, oil is the lifeblood of your vehicle and just like a doctor samples your blood to determine your health, oil analysis can determine the health of the equipment and the health of the oil itself. 

Your race car, muscle car, tractor, classic car, diesel pick-up, or diesel big rig can all benefit from an oil analysis regimen to know when to change the oil or to prevent catastrophic failure down the road. 

In the same way that an engine dyno measures horsepower, oil analysis measures engine wear without having to disassemble the engine. Utilizing atomic emission spectroscopy, oil analysis reveals the amount of wear occurring within an engine and reports it in parts per million for each element. For example, increasing levels of tin and lead indicate bearing wear. 

Oil analysis also reveals contaminants such as water, coolant, fuel dilution and airborne dirt/sand. Contamination levels provide insight into the effectiveness of both oil and air filters as well as the tune up of the engine. High levels of fuel dilution indicate possible injector or carburetor problems.  

Finally, used oil analysis provides trend analysis which reveals the “health trend” of the engine. When should the engine be rebuilt? Can the engine run another race? Go another 10,000 miles over-the-road?  

Oil analysis is an economical and highly effective method of monitoring your vehicles condition and detecting early warning signs of problems and failures. However, oil analysis results and diagnoses are only as good as the quality of the oil sample. To maximize the effectiveness of your oil sampling, it must be performed with some important goals in mind.

• The oil sample must be representative of the condition of the lubricant at the time of sampling.
• Sampling should be done carefully to minimize contamination.
• Consistent sampling procedures provide more representative samples as well as  accurate data and trending.
• Samples should be submitted immediately to ensure results are as relevant as possible.

The system should not be idle or “cold”. To maximize data accuracy, the oil sample needs to be representative of the oil as it flows through your equipment during normal operation. The equipment should be running under normal working conditions and operating temperature, so the sample can be taken under conditions that would cause normal wear. Ideally, the equipment should have been running about one hour prior to sampling.

Oil samples should be extracted as quickly as possible after the equipment has stopped to minimize loss of data from the effects of settling.  Have your sampling equipment--hoses, pumps, etc.--ready prior to shut-down, so sampling can be done as soon as possible.  Ideally, oil sampling should be done within 10-15 minutes of shut-down.

Samples should be taken on the fluid return or drain line; basically downstream. The collection point should also be upstream of your filter. Try to avoid sampling from the drain plug. Sumps and reservoirs will hold historical sediment and contaminants not representative of the current state of the lubricant.

Better to pull from the oil dip stick with a vacuum type pump. Insert tube through the fill port or dip stick port. Take sample about midway into the oil level. You should try to draw your samples at the same level each time. A quick-connect sampling valve can be installed on high pressure ports to improve sampling.

Establish consistent oil sampling procedures to ensure repeatability and accuracy of oil analysis results. This also ensures accurate historical trending.  All maintenance personnel should follow the same procedure for sampling. Sample from the same location, and sample at the set frequency.

 

This story is a follow up to Friday's Things You Can Learn from Oil Analysis.

Things You Can Learn from Oil Analysis

The other day I wrote about the 2021 Cummins engine that is going to have a 100,000 mile oil change interval. The caveat is that it is actually an 85,000 mile change interval unless you do routine oil analysis. 

Now the truth is, with the kind of money we spend on a diesel, the cost of oil analysis is just pennies. Why not take care of your equipment and make it last? Oil analysis is one of the best ways to do this. 

You can see rust on a truck body, the visible outer shell of your machine. But what's happening on the inside? Oil analysis uses science to determine the condition of your oil. It will also provide clues as to the condition of your engine, whether you have smooth sailing ahead or macabre mayhem. Dan Arcy, in a 2019 Fleet Equipment story, describes it as an "early warning system." And it is.

In short, what Cummins is saying is that oil analysis has real value. It's a cost effective tool for extending the life of your equipment. 

What a good oil analysis does is identify wear metals in the oil. The experienced lab has vast quantities of historical data which enables them to identify what is going on based on the wear metals in your oil. Arcy notes that high levels of iron might point to cylinder wear. Unusual levels of chromium, aluminum, copper or tin will help identify other problems. 

Some wear is normal. An experienced lab will point out for you what is not normal, and what this means.

Your oil analysis report will also give you insights into the fluid itself. Do you have glycol in the oil? Water? Is your viscosity correct? Have you had fuel dilution? 

Silica is a nasty and unwelcome guest in any engine. You can also find copper, potassium or lead as well. Each item on the lab report is there to teach you something.  

According to Mike Wyant of PetroChoice, the two most common problems are dirt (inadequate or improper filtration) or water (leaking through seals.) Each of these require attention, the sooner the better.

Click here to see a sample of a 2015 report from PetroChoice. 

Photo Credit: Science in HD

Looking for a Career? 10 Reasons to Become a Diesel Mechanic

Engine Builder Magazine featured a good article at the end of August on reasons why you may want to consider becoming a diesel mechanic. In fact, the article suggests that there's never been a better time to be a diesel mechanic than now, and it lays out a lot of good reasons.

I'll start with this, though. Even before I read the article, I've known that we have some real areas of need in our society, especially in the trades. I don't know if kids aren't motivated to work with their hands, or if they think it's uncool. Maybe they've bought into the idea that engines are part of the past and electric cars or public transportation will make this field of endeavor seem like a dead end. My reply: Not for a long, long time.

Let's turn to the article. 

The author is Karen Scally of GearFlow.com. And the very first reason she cited is the first that came to my own mind. The only difference is that she's got numbers. To write this article Scally approached Tim Spurlock, CEO  and founder of the American Diesel Training Centers, and picked his brain. This is a guy with his thumb on the pulse of what is happening in the diesel realm. These are the ten reasons he offers to consider a career as a diesel mechanic.

1. A Shortage of Mechanics
There are more than 19,000 openings for diesel mechanics at Indeed.com, a premiere site for job listings. There's another 17,000 listings for heavy equipment mechanics. Spurlock says this probably represents only half of what's available out there. The need is great, and there are probably 25% fewer mechanics than openings. The real need for diesel technicians is between 30,000 and 50,000 a year, he says.

Furthermore, experienced diesel mechanics are leaving the market faster than they can be replaced.

2. Cost of Post-Secondary Education
The costs have gotten too high in most schools and the kids graduate with too much debt. That kid, fresh out of school, is not going to be paid what he needs to live and to pay down his debt. It's a serious issue.

3. Cheaper and Faster Training Exists
In reality, alternatives to the post-college route. This is what prompted Spurlock to start the American Diesel Training Centers (ADTC).

4. Basic Skills Get You Hired
Most skills overtrain when they don't need to, Spurlock says. What you need in most cases is a foundational understanding, not a comprehensive one. You're not building an engine, you're maintaining equipment. You do not need to be an engineer.

When Spurlock started ADTC he did extensive research as regards what was important for new mechanics to know, determined by those who do the hiring. There were 420 essential tasks identified and their program was designed to teach mastery of these fundamentals. "Essentially we're a boot camp for truck and heavy equipment mechanics," he says.

5. Work and Train Simultaneously
The program is designed to enable students to work they jobs while taking classes. It's designed for working adults to help them transition into a career with upward mobility.

6. Student Loans Aren't Necessary
The tuition is $10,000 but the school has alternative mechanisms in place to help students resolve the financial aspects of training.

7. Adaptive Online Curriculum
Not everyone likes school, so ADTC has alternative approaches to getting students trained.

8. Not Just for New Grads
Many technical schools are a vacuum for young people just out of high school. The average age for students at ADTC is 27. There's a greater seriousness and level of commitment to finding career solutions once they have experienced a little of the real world. They even have a special 5-week program for veterans that accepts student tuition from the GI Bill.

9. Training Opens Doors to Many Career Paths
Training to work as a diesel mechanic is not a dead end. That is, your ability to work on diesel engines can lead to all kinds of other opportunities. Many car dealerships, for example, will annually send mechanics to get further training in other kinds of engines. The door, once open, is a stepping stone to much more.

10. Make More Money
According to Spurlock the job placement rate for students has been near 100% with grads now working at more than 140 companies. "Most of our folks are placed before they graduate," he says.

________

Each of these 10 arguments for becoming a diesel mechanic was expanded on at length in the article. You can read it in its entirety here:

https://www.enginebuildermag.com/2020/08/10-reasons-to-be-a-diesel-mechanic/

In a world where networking is everything, this seems like an especially compelling argument for ADTC. And yes, the article sounds like a sales pitch for the school, but the arguments for considering this kind of career are valid. I would make sure you do your due diligence. It does sound like they've done a thorough job of thinking through the issues.

Whichever route you take, if you have the slightest inclination toward turning a wrench... it's good to know that there are opportunities for those who are motivated.

The New Cummins Heavy Duty Diesel Engine and the 100,000 Mile Oil Drain Interval

As every truck or car enthusiast knows, autumn is the time when manufacturers begin to showcase their greatest gear for the coming year. While mainstream media focuses on the elections, there are thousands of other journalists who plan their annual trip to Las Vegas to attend the SEMA Show that they might see first-hand the latest and greatest wares in the auto aftermarket.

Sadly, this year's event -- like so many others -- is going to be virtual. 

This does not prevent carmakers and engine builders from finding ways to flex their muscles a little. Even if only virtual, the World Wide Web is the greatest shopping mall in human history. 

Which brings us to the 2021 Cummins HD X12 and X15. The latest versions of Cummins' emissions-compliant on-highway power plants were introduced at a virtual press event on October 13. The information here is from Truckinginfo.com.

The 2021 engine designs "combine new fuel- and cost-saving features with the proven architecture of the X-series platform." What this means is that customers will experience better fuel efficiency across the entire engine lineup "along with more uptime and greater reliability." 

100,000 Miles!

After taking a deep dive through the features and benefits of the new engines, author Jim Park devoted time to the big reveal: a 100,000 mile oil change interval. 

In the 90's, the CEO of GM stated that it was his desire to see cars produced with a 100,000 mile oil change interval. Consumer studies showed that frequent oil changes were the biggest hassle with regard to owning a car. 

So it's intriguing to see Cummins has stepped up to the plate on this one. Their current oil change interval was already 75,000 miles "for trucks getting 7 mpg or better. (In other words, operating efficiently.) Next year, Cummins has extended the drain interval another 10,000 miles, and supports a 100,000 mile change interval when truck owners used the Cummins OilGuard oil analysis program.

To their credit, Cummins does not specify oil selection as long as it meets standards. Champion is offering special pricing right now for their Blue Flame oils, for what it's worth. (Click on photos in righthand column.) 

The article details a number of hardware changes for the 2021 engines, both electronic and hardware. Air handling has been improved as well as other efficiencies so that the engine runs quieter at idle. 

There's plenty more to write home about. You can read the full story here.

 Photos: courtesy Cummins

See How the Other Half Lives. The 2021 Escalade Offers Diesel

It's that time of year when cars become the stars as every make and model unveils its assets and invites the media to shine a spotlight on what they have to offer. This story from FoxNews on the new Cadillac Escalade was in my inbox yesterday. I learned a lot in reading it. Did you know you can get a 2021 Escalade with a turbocharged 3.0-liter inline 6-cylinder diesel engine? Whoa! 

The Escalade has been the best-selling model in the luxury SUV category for. six years straight, despite a number of rather significant shortcomings. It certainly has a positive impact on sales when celebrities and billionaires are known to drive Escalades (or be driven around in them.) As a consequence it's a status symbol for wealthy suburbanites. Its chief rivals would be the Lincoln Navigator, BMW X7 and Mercedes GLS. 

The 2021 Escalade offers a choice between the diesel power plant and a 6.2 liter V-8. Those interested in fuel economy, as well as towing muscle, will be drawn to the diesel.

The article makes much of the dashboard which includes a touchscreen infotainment center and other mind-spinning gadgets and gauges. The information on your windshield view is more robust than Google glasses, and you'll be intrigued by the photo in this story which is full of information. 

The Escalade gives new meaning to the concept of surround sound as well. There are 36 speakers distributed about the interior, making you feel more than just "at home" in the car. In fact, some people may event want to trade their homes for this car.

A chief complaint about previous Escalades had to do with the suspension, but they've addressed that here. Not only does the Escalade have a fully independent suspension, but it also has optional computer-controlled shocks and air springs that you can use to lower the ride height for ease of entry. (Is this a variation of a Lowrider?) This feature will also enable you to adjust aerodynamics on the open road.

The one thing it doesn't have is superfluous amounts of bling. I suppose they've decided to leave that up to you.  

Here's the full story. Check it out.
https://www.foxnews.com/auto/test-drive-the-2021-cadillac-escalade 

The Causes of Piston Damage

Over the weekend I saw an article at Foxwood Diesel titled What Are Pistons and What Can Cause Piston Damage. The Peter Van Zeist article intrigued me because, let's face it, who doesn't know what a piston is? 

Well, Van Zeist begins here because it's useful now and then to be reminded of the basics. Viince Lombardi, the great Packers coach in whose honor the Super Bowl trophy was named, began training camp the same way every year. "Gentleman, THIS is a football."

The author begins with this opening paragraph:

The piston is a very important component of any engine. It moves up and down inside the engine cylinder through varying stages of the combustion cycle, connecting to the engine’s crankshaft via a connecting rod. One role of this piston is to draw air and fuel into the cylinder when the piston moves down then when it moves up, the air and fuel are compressed.

There's the first clue as to why he begin with describing the role of a piston. It may seem easy forget that the downstroke draws the air-fuel mixture into the combustion chamber. We're accustomed to thinking it is squirted or sprayed in, rather than being drawn in by the vacuum suction. 

In addition to this function, Van Zeist points out that it also has a role to play, to absorb heat and conduct it away from that intensely hot combustion furnace.

He follows this introductory section with the six most common causes of piston damage, elaborating a bit on each.

1. Worn Piston Rings
2. Piston Skirt Damage
3. Piston Snap
4. Burned Piston
5. Cracked Piston
6. Snapped Timing Belt

For details on these six problem issues, you can read the full article here.

The reason that proper engine maintenance is important is self-evident. Pistons are in the very center of your power block and you have to take the whole engine apart to deal with it. It's labor intensive. 

For this reason the author stresses a regular maintenance that includes oil and filter changes. Also make sure your engine coolant is in good condition. All these things contribute to the life of your engine, and isn't longevity one of the primary benefits of your diesel? 

Need help making sure you have the right oil for your diesel? Ask Jake.

Defender Diesel Prototype Spied In Public

Someone pointed out to me a Motor1.com article with spy photos of a Land Rover that is now rolling across the United States. The article by Christopher Smith asks, "Could Americans be getting diesel?"

Land Rover. It's a classic name and fun to see they're still in the game. They haven't also been called Land Rover however. When the first vehicles were developed in 1947 it was the Rover Company. When they introduced rugged cars that could go off road. The name Land Rover eventually became a brand.They introduced a Range Rover in 1970 and began expanding options. In 1989 they introduced the Discovery model with the first Defender introduced the following year. (Early Defender below.)

The Land Rover as a company has gone through a variety of phases. They became part of the British Leyland Motor Corp in 1978 and them later went to BMW. Ford became involved in 2001 and eventually took the brand in 2006 but things shifted and within two years Tata of India acquired the Land Rover and Jaguar brands that had been under Ford's umbrella.

The one thing all these corporate maneuvers had in common was this. People who owned Land Rovers were loyal. They loved the machines, and when you bought the brand, you brought with it a lot of future buyers who were not going to go away soon. Today Jaguar Land Rover has manufacturing plants in five countries.

The Christopher Smith story begins with these prophetic words: Sometimes you get lucky. Spy shots aren’t always finds hidden beneath tarps or at shipping docks.  Sometimes, prototypes hide in plain sight like this one on the East Coast

he goes on to share that the Land Rover Defender here in the States is primarily a gasoline powered vehicle. On the other hand "this one has a manufacturer's license plate and a prototype sticker clearly visible and has a pair of exhaust tips on the left rear side. Defenders with the 3.0-liter twin-turbocharged diesel in the European Union have that same exhaust setup. Gasoline engines have dual tips with one on each side."

I can't share too much here without being accused of plagiarism, but I'll underscore that it's a good read. Check out Christopher Smith’s article at https://www.motor1.com/news/448786/land-rover-defender-prototype-spied/

Here's a YouTube embed, though, if you want to see the Defender prototype in action:

 

Could it be on its way to SEMA360? We shall soon see.

 

Related Link: Education Schedule for SEMA360

If Diesel Were a Political Candidate Would It Be. a Red State or Blue State?

A friend sent me this story from Diesel Technology Forum, analyzing diesel not based on its viscosity or pour point but on an imaginary political scale. Yes, this blog post is delivered in a lighter vein, in an effort to balance the battles taking place during this hotly contested political season. Since everything else has become political, why not speculation on the political aspirations of Diesel. No, not Vin Diesel, mind you, just a personified version of our diesel oil. 

The article is titled Choose Purple: If Diesel Were a Candidate, Would It Be Republican or Democrat?

You can see where this is going when you read the subhead:

Diesel reaches across the aisle - to be both the economically powerful technology to get the job done today while advancing the clean air and greenhouse gas reduction benefits needed to be a sustainable technology for tomorrow. It’s a solid shade of purple.

The article begins by describing the political climate we're in: polarized. And the author describes what we're looking for in a leader today, in terms any diesel enthusiast might enjoy.

What’s needed in a leader? A steady hand with proven performance, reliable, able to do the job at hand - having enough power and durability to withstand the rigors of leadership, and of course advancing policies and ideas that make sense and lead us forward. 

In our Red state vs. Blue state posture, many would see Diesel as a Red state candidate due to its being a fossil fuel. On the other hand, Diesel's efficiency -- near zero emissions -- and its ability to consume renewable biofuels turns this Red candidate into a Blue one. When you mix red and blue, what do you get?

After a brief explication, the author sums up in this manner:

In the end, Diesel reaches across the aisle - to be both the economically powerful technology to get the job done today while advancing the clean air and greenhouse gas reduction benefits needed to be a sustainable technology for tomorrow.  It’s a solid shade of purple.

I thought the story was fun. You can read the whole of it here:

Choose Purple: If Diesel Were a Candidate, Would It Be Republican or Democrat?

As for me, I won't make an issue of who you vote for, only that you condsider BLUE...

as in Blue Flame. (VBG)

___________

Photo by Yuvraj Sachdeva on Unsplash

Champion Oil Offers Incentives to WDs

While Democrats and Republicans wrangle over the stimulus package details for small businesses, I thought it worth mentioning that Champion Brands announced some incentives for entrepreneurs and small businesses in the diesel market. Specifically, they've recently created a special  incentives program to become a Champion Warehouse Distributor (WD) or MWD selling Blue Flame Performance Diesel Engine Oils. 

According to the PR that was published in Engine Builder:

The newly released incentive is a low-cost buy-in at the WD level for smaller businesses that includes free freight, web location posting, press release, POP, banners, literature, MAP pricing, and a featured interview on the Champion Blue Flame Diesel Blog. 

Champion also offers a Master Warehouse Distributor (MWD) program that is available for larger sized businesses interested in wholesale distribution of Champion’s Blue Flame Diesel Engine Oils.

I like the bennies here. I also like the fact that they're not being passive about the economic doldrums caused by our pandemic. You can read the full story here at EngineBuilderMag.com.

________

FWIW Dept: 
Have a technical question and you don't know where to turn? Ask Jake. Click on the ASK JAKE button here at the right. 

A Couple of “Weight” Questions to Ponder….

Question 1: How Much Does a Gallon of Diesel Fuel Weigh?  

One U.S. gallon of automotive diesel fuel at 76 degrees Fahrenheit and standard atmospheric pressure weighs 6.91 pounds. That’s equal to 110.54 ounces or 3.13 kilograms. 

The density of fuel can change due to heat and pressure, so this number may change slightly in different environments. Colder temperatures and higher pressures increase the weight of a gallon. It doesn’t, however, change too much under normal conditions, so most would agree that the weight of diesel fuel is at approximately 7 pounds per gallon.

This fuel, which looks clear or brown in liquid form, is made by distilling crude oil at high temperatures. Diesel molecules are large yet quite compact, packing more energy into every gallon. Compared to diesel’s roughly 7 pounds per gallon, the same amount of gasoline weighs only about 6.2 pounds. While diesel fuel can release harmful substances into the air when burned, it’s more fuel efficient.  

Question #2: Is the “The Weight” one of the greatest songs in music history?  

This 1968 song, widely accredited to Robbie Robertson of The Band, defies genre, and it doesn’t need one. The song is about a lone traveler’s encounters with several interesting characters in a town called Nazareth, while on a mission to send regards for a woman named Fanny. You can hear country and hear rock and hear blues and hear folk. More importantly, as you listen you understand and feel the journey it takes you on. 

The Weight is filled with really enjoyable instrumentals, biblical undertones and exchanges between the traveler and the town’s characters that leave one wondering. It is masterful storytelling paired with one of the more memorable musical sounds ever recorded.

* * * 

Here's the song itself. 

The album it appears on was included in the book 1001 Albums You Must Hear Before You Die.

Diesel Engine Pros and Cons

I was looking at a September 2020 Truck Trend story by K J Jones. Jones had been editor of Diesel Power magazine which is now an online space in the Truck Trend Network. Jones has always been a diesel truck guy. For years he had a passion for Mustangs. Not a crime. I could tell a few Mustang stories myself.

Jones' fave diesel pickup is a 7.3L-powered OBS Ford dualie, which he has nicknamed Big White. Being an editor he probably never stops thinking about story ideas. Being a car guy, though, he enjoys turning a wrench as much as time permits. He also likes drag racing.

The story I found is titled Diesel Engine Pros and Cons, the same as this blog post. I won't try to steal his readers. You should go there when finished here. I just wanted to lay it out there what this car and truck diesel guy listed as the primary pros and cons of the world we write about here: diesels.

Pros
When looking at Ram, Ford and GM full-sized rigs, these are the diesel advantages/

1. Fuel Economy
Here's what I found noteworthy: He writes, "One of the biggest plusses about diesel is that its energy density is greater than that of gas, by nearly 22,000 BTU. Basically, a port-injected gasser will burn much more fuel in order to match a direct-injected diesel's power output—per gallon—unloaded and especially when towing."

2. Performance, Longevity, Reliability
The engine's durability is certainly a feature well-known by diesel owners. As long as you take care of the maintenance regimen they sometimes seem determined to be a friend for life. By way of contrast, he notes that gasoline engines have a much shorter engine life. Jones adds the qualifier that oil service along with air- and fuel-filter changes are key to longer service life for any engine.

3. Flexibility
Jones notes in passing that "although they are not included in the formal/'Flex-Fuel' family of versatile engines, diesels are capable of operating with biodiesel in a truck's fuel tank."

Cons
In a perfect world there would be no cons, but truth be told, we do have this one.

1. Cost
It isn't just the powertrain that bites, but the cost of ultra-low sulfur fuel you must use. It's not an impossible hurdle. You just need to realize that you sometimes have to pay to play. 

Keep in mind, though, that if you get double the life out of your purchase the real cost of that gas guzzling car is doubled. 

_________

Read the Diesel Power story here:
http://www.trucktrend.com/features/diesel-engine-pros-cons/

Towing Wars: 2021 Chevy Silverado Flexes Its Muscles

Jason Gonderman's October 7 article at TruckTrend.com about the towing wars between the big three U.S. diesel truck manufacturers is a fun read. In racing, it's about speed, but when it comes to diesel power, it's about muscle. Gonderman's story is about how Chevrolet has re-asserted its power with the 2021 Silverado 3500HD now boasting the capability of towing 36,000 pounds. Yes, that is 18 tons. 

That's 2 tons more than the song "16 Tons" and topping the 2020 F-350 Super Duty by 250 pounds, the average weight of many heavyweight boxers.

Gonderman notes that Ford does have an even mightier breed of diesel potency in the F-450, max rating of 37,000 pounds of towing capacity. He disqualifies the F-450 as being in a different class. To use the boxing metaphor again, it's like comparing middleweights and welterweights. 

To learn what Chevrolet did to get the extra 500 pounds of towing capacity over its 2020 offering, the author spoke with two engineers from GM, then converted their answers to layman's terms. They explained that the 2020 truck wasn't "fully optimized" for extreme towing. Thus, they left room for incremental improvements.

In addition to swapping out the wheels (yes, wheels helped make a difference) they made adjustments in the suspension and shock absorbers. The towing capacity actually has a test designed by the Society of Automotive Engineers (SAE), and this truck's towing capacity has indeed been certified.

The article highlights additional announcements from GM for their 2021 trucks, specifically related to trailering. You can read the full story here: http://www.trucktrend.com/news/2021-chevrolet-silverado-3500hd-tows-best-in-class-36000-pounds

__________

REMINDER: Beans' Blackout in the Country diesel event it postponed to October 24. 

Photo Credit:  Wolfgang Rottmann courtesy Unsplash.

Breaking: Blackout in the Country Is Happening, But the Live Feed Is Not

A couple weeks ago we got excited and announced a big Tennessee diesel event, Blackout in the Country, that was supposed to happen this weekend, a live -- as opposed to Virtual -- diesel truck event. Unfortunately, Hurricane Sally had something else to say about this. 

Fortunately, Bean's Diesel has re-scheduled. If you're planning to attend, great. As for our live feed, that's just not to be in the cards. Blackout in the Country will be blacked out. But the event is all go. 

Nevertheless, when things open up in 2021, we're planning a number of live streaming events and we hope you'll join us. Push our button: Live Diesel Events and we'll keep you in the loop.

Electronics and Sensors: A Blessing and a Curse

The degree to which technology's tentacles have reached into our lives is quite amazing. Getting our vehicles to run at optimal performance is no longer just a matter of turning wrenches, but involves complex wiring diagrams as well. Sensors and brain boxes talk to one another and we just let it happen. Every year we have more whistles and bells on our devices and, let's face it, our diesel truck is just another device.

I remember when my key fob stopped functioning to open and lock my doors. I didn't know why, until one day I discovered that these fobs are battery powered. All I needed to do was change the battery, an answer I discovered only by accident. (Mentioned it in passing during a conversation with a friend.)

There are other kinds of niggling annoyances that aren't so common. For example, what happens when your radio won't turn off? That's what happened to a fellow with the handle Rescue7 who shared this problem on the Duramax Forum. He described his issue like this: 

Recently on my 07 GMC 2500 HD Classic, my radio doesn't turn off when I stop the engine, remove the key & open the door - as it always has always performed in the past? Now the radio just stays on as if on a timer & will time out after 5-10 min.

As you can imagine, he says he doesn't like walking away from his truck while the radio is still on. And I can't blame him.

Fortunately, a former GMC tech named GMAXfirefighter stepped up to the plate to help him walk it through. First, he needed to get the specifics of what was going on. After a series of back and forth posts, there were enough clues to zero in on the real issue and a solution was found.

Ugh. Fortunately, it's not only the Internet of Things that has been getting connected, but people can get connected as well, through forums and other online communities. In short, if all this high tech occasionally leaves you frustrated, you're not alone. 

But solutions aren't far away either.  We have a list of forums and other resources here in the right hand column. Links to forums are below, or you can just reach out and Ask Jake. If he doesn't have an answer, he'll point you in the right direction.

________

Source: https://www.duramaxforum.com/threads/radio-wont-turn-off.1009784/