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| Photo by Avi Richards on Unsplash
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We know it happens. It's unfortunate, however, that these stories (links to the articles at the end of this post) reinforce a one-sided view of diesel power and the strides diesel has made over the past three decades.
Jack Hunsley is a writer who brings to light the other side of diesel that is not always talked about. The article that first caught my eye was Do not discount diesel's green trucking potential, which appeared in Autoworld magazine's online space this week. EVs, fuel cells and biofuels all have environmental potential, but cleaner diesel technologies could pave the way to a greener future, Hunsley writes.
"Like it or not, diesel has a long-term future in the commercial vehicle sector," he begins. "Regulations and customer interest favor low and zero-emission technology in the long run, but average vehicle lifespan means diesel trucks, whether pure internal combustion engine (ICE) or hybridized, will continue to be bought and operated for years to come."
The author notes that even by 2027 70% of commercial vehicles sold will still be diesel.
Yes, every car and truck manufacturer is working to produce EVs, but even the best projections don't have electric over-the-road haulers in production mode by 2024.
One reason diesel engines are favored is their load-carrying power, but another is their longevity, and Hunsley gets it. These are vehicles that are meant to run for 10 to 15 years in order to justify the purchase price. "Developers must continue eking every last drop of efficiency out of diesel technology, " he says.
Yesterday Hunsley did a follow up titled, Still no clear winner in trucking's green powertrain market. This article, also in Automotive World, talks about how all the world's leading truck manufacturers are working on technologies of one kind or another to create clean energy.
The current scenario reminds me a little of the Space Race. When I was a kid NASA came to our elementary school to put on a show that would inspire young people to imagine a man on the moon, primarily to produce a new generation of engineers and physicists. Over the past several decades we've seen a growing push for breakthrough technologies in the realm of transportation.
Hunsley's articles are a reminder that Diesel Power is not off the table. It's likely to be here a while during a transition phase and in different forms. A lot of smart people are working on these things. I'm sure we'll see and hear more in the years ahead.
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t is believed that 50% of the pollution in America is a direct result of combustion engines. The diesel engine is among the most problematic. Despite the diesel engine’s reputation for being highly efficient and surpassing gasoline engines in the miles per gallon scale, these vehicles noticeably emit black soot into the air during heavy acceleration. The particulate is highly carcinogenic and can now be captured using a simple filter on the exhaust. Thankfully, the selective catalytic reduction (SCR) method that followed DPF works without the problems the DPF suffered.
ReplyDeleteSection 203 of the Clean Air Act makes it a federal offense to tamper with a DPF or remove it. The arguable exception to this rule is if the owner only uses it off-road. This is why many companies who are willing to remove DPF’s require the owners to sign waivers swearing that it will be used solely for off-road purposes. The other problem is that any diesel truck with a DPF removed will immediately fail emissions inspections. In other words, while the DPF law may be difficult to enforce specifically against truck owners, you will run into complications with state officials if you remove it or tamper with it in any regard. The best advice to follow is do not DPF delete if you want to remain worry-free.