Why Is Champion Diesel Oil Blue?

There are so many varieties of blue: Ultramarine, Cobalt Blue, Indigo, Navy Blue, Prussian Blue, Electric Blue and Cerulean just to. name a few. 

Blue has been an important color in art since ancient times. For thousand of years the ancient Egyptians produced a blue pigment using calcium copper silicate that is considered the first synthetic pigment. 

Surveys show that blue is the color most commonly associated with security, trust, and loyalty. And it’s chosen by a majority of both men and women around the world as their favorite color. 

Champion dyes its Blue Flame Diesel Engine Oils for several reasons. The robust chemical formula is unique and provides an industry-leading performance to meet the needs of both older and next generation heavy-duty engines, thus providing users the security of knowing that the blue oil is protecting them. The blue color also allows the quick-lube, fleet, or end-user to have absolute assurance and trust that no substitute engine oil is being installed. Also, Blue Flame creates a loyalty from followers that always ask for the “Blue Oil”.

 

“Champion Blue Flame Diesel Oils will forever be recognizable and have a distinctive appearance”, said Karl Dedolph, director of racing and performance products at Champion Brands, LLC. “It’s a huge plus when someone doesn’t even have to see the label to know it’s a Blue Flame product – the color alone is enough to identify the diesel engine oil. The dye is chemically balanced when it is blended and does not create any kind of lubricant issue or problem with additives or base stock.”

 

“The blue dye doesn’t leave a residue in the engine. In fact, the oil over time will turn and look black in color. It’s actually soot, which the diesel engine produces in much higher levels than gasoline motors. The soot enters the oil pan from the combustion chamber due to the gap in the piston rings. The black color, which is very common, doesn’t mean the oil has a problem,” added Dedolph.

 

Blue Flame Diesel Engine Oils are formulated with workhorse high-zinc performance additives, superior protection, advanced polymer technology, and high TBN, supported by a carrier blend of synthetic fluids.

 

In addition, Blue Flame Diesel Engine Oils deliver unmatched high temperature film strength and lubricity protection, with the muscle to combat oil shear and maximize sustained cylinder compression. They also inhibit oxidation, corrosive acids, sludge and varnish build-up.

 

These oils keep your engines going longer by reducing soot-induced engine wear, controlling abrasive soot contamination and preventing high temperature corrosion, even while allowing for improved fuel economy and lower total cost of ownership. They are proven to increase engine horse power and torque.

Champion Blue Flame Diesel Engine Oils are purpose built for extreme protection and performance. https://www.championbrands.com/diesel-engine-oils/

What’s your favorite color? And if it's blue, what kind of blue? Cerulean? Teal? Turquoise? Royal? Tell us in the comments below.

Next time you need oil for your Cummins, Powerstroke or Duramax, ask for that “Blue Oil,” Champion Blue Flame Diesel Engine Oil. 

Thin Is In: Incremental Improvements in Fuel Economy Add Up to Big Gains for Diesel Owners

It seems like forever that 15W-40 oils were "the choice" for heavy duty diesel engines. Or at least for decades.  

All this has been changing though, and in ways we could not have imagined at one time. 

Do you remember when passenger car oils began getting thinner? By the 1990s there were at least 16 0W-30 oils registered with the Society of Automotive Engineers (SAE) registry for upcoming oils, even though many were not yet in production. 

It wasn't long before Lubes N Greases (LNG) was writing 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 past year George Gill wrote an LNG feature on thinning oil viscosities in the diesel market. The story was 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. 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 question 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

A Refresher for Diesel Fleet Owners to Get a Better Understanding of FA-4

The launch of API FA-4 heavy-duty engine oils in conjunction with API CK-4 lubricants created confusion in some peoples' minds. The introduction of these two classed of diesel oil was a step forward.

"FA-4 oil specifications were released back in 2016 and have been produced to enhance fuel efficiency. However, slower OEM adoption rates and engine protection concerns have kept some fleets from moving forward with adopting the new oil category."

So began a story by Cristina Commendatore that appeared in the October issue of Fleet Owner magazine, How fleets can determine if FA-4 engine oil is right for them.

When API released FA-4 oil specs in 2016, there was a measure of confusion, as often happens with new lubricant categories. Four years down the highway, and it's apparent that there's either confusion or a lack of confidence regarding the issue of engine protection in these lower viscosity oils. Some fleets are still debating whether to make the switch.

The backward compatible CK-4 spec replaced CJ-4 as the most current for apps in which a CJ-4 oil is recommended. The benefits include better shear stability, oxidation resistance and aeration control. The thinner FA-4 oils offer improved fuel economy. They were designed to help meet more stringent demand to meet environmental aims.

Hence, the use of the letter F in the spec. F stands for Fuel economy. The A indicates that this is the first generation of oil specific to this objective.

Commendatore focuses on the misperception that FA-4 and CK-4 oils have different qualification standards. That is, some people think that FA-4 was more concerned with fuel economy at the expense of engine protection. This is not the case at all. FA-4 oils are absolutely required to pass the same engine protection tests.  

She asks: So, how can fleets determine whether the new FA-4 category is right for them? 

The answer is this: Fleets with model year equipment from 2014 and newer, or Detroit Diesel engines as far back as 2010, are the recommended candidates.

Engine manufacturers and lube makers only work when they work together. Oil and water may not mix, but oil formulators and engine builders absolutely must. 

The rest of the article details some of the issues created during this period in which government has applied pressure to also reduce emissions. For fleet owners, another challenge is that many truck fleets have both older and newer vehicles. This means inventorying two different oils and making sure the correct oil gets in the correct trucks during oil changes. 

If you're a fleet owner or do fleet maintenance, read the rest of this article here.

Photo by Brian Wangenheim from Unsplash  

Champion Oil's 5-Minute Engine Flush for Diesel Applications

It's interesting how many things one can do in five minutes. If you ask Google "What are some things that take five minutes to do?" you will come up with all kinds of websites. Here are a few: 8 Tasks That Take 5 Minutes or Less. 50 Tasks You Can Easily Tackle in 5 Minutes. 21 Things You Can Do In 5 Minutes or Less. 27 Productive Things You Can Do In 5 Minutes. 

The lists go on and on, and if you read through them all you would still not have seen this task listed, a 5 Minute Engine Flush. 

This announcement from early summer garnered a lot of attention so we thought it worth a reminder: Champion Brands' 5 Minute Engine Flush.

* * * 
Champion Oil, a global leader in specialty lubricants, has announced the launch of a 5-Minute Engine Flush (Part #4133) with robust solvent characteristics that cleans valves, stubborn engine deposits, sludge, varnish, plus restores lost performance. The product protects, frees sticking valves and removes harmful buildups.

Sludge buildup can be caused by prolonged oil change intervals, stop-and-go driving, or vehicle inactivity for months at a time.

Engine oil is intended to cycle through the engine, lubricating components to help keep them in good working order. Sometimes, however, the manner in which a person drives can interfere with the oil being able to do the job it was meant to do.  

For example, short trips and lots of stop-and-go driving can cause particles in the oil to become deposits in a diesel engine, which builds up over time. If this particulate matter becomes excessive, clean oil is virtually useless in removing it. 

The procedure for this 5-Minute Engine Flush is as follows. Remove a small amount of oil from the engine and add Champion 5-Minute Engine Flush, which is designed to break up carbon, varnish and sludge deposits in the engine. Take the vehicle for a test drive, or idle for 10 minutes while occasionally increasing the RPM to work the chemical throughout the engine. As the deposits are loosened they will become suspended in the oil and trapped in the filter. The vehicle is then ready for a new oil change with a new filter, thereby removing the dirt, gunk and used oil.

There are other benefits to consider. For example, if your diesel vehicle has experienced a head gasket leak where coolant has seeped into the crankcase and mixed with the oil, it is important that this is cleaned out thoroughly. 

A pre-owned vehicle with no maintenance records or recent internal engine repairs would benefit from a flush. And when there have been long intervals between oil changes, a flush would address the matter of oil getting dirtier over time with the likelihood that carbons and other particles have built up in the engine.

Champion 5-Minute Engine Flush is a highly effective cleaning product that gives engines a fresh start. The treat rate is 24 oz. for diesel applications. 

About Champion Brands, LLC
Champion, a PLZ Aeroscience Company, is a globally recognized industry leader in specialty lubricants for over 65 years. Champion also produces and blends over 300 products including fuel, oil, engine additives, and lubricants for the racing, automotive, heavy truck, agricultural, industrial, and specialty markets. For more information call Champion at 660-890-6231 Champion Brands, LLC; 1001 Golden Drive, Clinton, MO visit championbrands.com

About PLZ Aeroscience
PLZ Aeroscience is a leader in specialty aerosol and liquid product technologies. PLZ specializes in the development, manufacturing, packaging, and distribution of a comprehensive line of contract fill, branded and private label products. PLZ has a robust and proprietary portfolio of products in household cleaning, personal care, food service, maintenance, specialty and industrial, and automotive. For more information, visit PLZAeroscience.com

About Pritzker Private Capital
Pritzker Private Capital partners with middle-market companies based in North America with leading positions in the manufactured products, services, and healthcare sectors. The firm’s differentiated, long-duration capital base allows for efficient decision-making, broad flexibility with transaction structure and investment horizon, and alignment with all stakeholders. Pritzker Private Capital builds businesses for the long term and is an ideal partner for entrepreneur- and family-owned companies. Pritzker Private Capital is a signatory to the United Nations Principles for Responsible Investment (PRI). For more information, visit PPCPartners.com.

2021 Champion New Products
and Announcements

Champion Brands Celebrates 65 Years in the Lubricant Business

Champion Oil's Winter-Blend Diesel Flo Fuel Additive Gets an Upgrade

Highlighting A New All-Season Air Brake Anti-Freeze from Champion Brands

Champion’s Classic & Muscle 15W-50 Motor Oil for Vintage Trucks

Blue Flame Contingency Program for Drag Racers: How to Get Your Piece of the Action

Champion Oil Seeking Diesel Vehicle Builds for SEMA 2021

Special Offer For New Champion Diesel Oil Distributors

Champion Blue Flame Diesel Engine Oil Recommended for Limited-Edition Shelby F-250 Super Baja Pick-Up

Champion Oil Introduces a Professional Grade 80% Ether Starting Fluid
Champion Blue Flame Diesel Engine Oil Supports OOIDA Members
Champion Offers Power-Shield Assembly Lube & Oil Booster to Diesel Engine Builders

Champion Launches API CK-4 Premium Heavy Duty SAE 10W-30 Diesel Engine Oil

Champion Dot 5 Brake Fluid Is Purpose Built for Classic, Antique and Collector Diesel Vehicles

 

John Deere Diesel Tech Shows How Companies Adapt

This is a story about John Deere that illustrates the evolution of diesel technology from the dark ages to what it has become today. The John Deere slogan, "Nothing Runs Like A Deere," helped create an army of loyal fans in the agriculture industry. We've heard stories of farmers who were buried wearing their John Deere caps. 

The article is titled Making History By Leaving Little Behind. The story outlines the company's continuous development and adoption of new technologies to meet increasingly stringent market demands, most specifically related to emissions regulations and requirements. 

Similar stories could be written about Cummins, Navistar, Caterpillar and others, so in one sense the John Deere story is not entirely unique. On the other hand, the graphics in this story are incredibly enlightening and help show the transformation that the diesel industry has undergone. We encourage you to follow this link and check it out. It shows the remarkable advances all diesel engine manufacturers have achieved when it comes to a cleaner environment, most specifically pertaining to NOx reduction and particulate matter (PM).

The story here is a detailed presentation of the technical hurdles that John Deere worked out to meet ever more stringent emissions standards without sacrificing performance. That last phrase is the second half of the equation that can't be disregarded.

The best way to see the achievements of modern diesel engine builders is to look at the baseline of 1996. These engines used a higher-pressure fuel system, multiple aspirations, 2- or 4-valve cylinder heads, larger displacements, engine callibration and directed top liner cooling to improve oil control. In addition to emissions compliance, the customer experience included improved fuel efficiency, increased power and higher peak torque, among other things. Compared to where the regulators wanted to take things, though, they had a long ways to go.

From 1996 to 1999 the company set about to hit the first set of more stringent targets that were to go into effect in 2000.

What's interesting is how the manufacturers and Federal agencies worked together to achieve these improvements. Reasonable government officials understand that technological development takes time. The industry had four years to comply, not four months or four weeks. Tier Two kicked in in 2001 with its twin objectives of 50% reduction of particulate matter and 20% reduction of Nitrous Oxides.

The next target for NOx was to go into effect in 2006, an additional 40% reduction. 

On top of this the 2011 targets were an additional 90% reduction in PM and 50% in NOx. In addition to optimized engine calibration and a high-pressure fuel system, new advances included series turbochargers, smart exhaust filters, exhaust temperature management (ETM), several technologies to keep things cooler and ultra-low sulphur diesel fuel (ULSD). 

The 2014 target was an addition 80% reduction in NOx. 

These graphics illustrate the remarkable progress that has been achieved over the past 25 years when it comes to improvements in diesel technology. 

Follow the link at the end of this article to see full size.

In each iteration, the objective has been to meet emissions regulations without sacrificing performance. Kudos to the engineers who behind the scenes who have so doggedly dedicated themselves to meet these targets for the benefit of all.

Here is where you can find all the details for each stage.
https://www.deere.com/en/campaigns/engines-and-drivetrain/diesel-engine-technology/

Tug Of War: Diesel Power vs. Tesla Power

For those not familiar with carwow, it's a British YouTube channel designed to bring together buyers and sellers of new and used cars. It achieves this, in part, by means of its YouTube platform. The videos fall into the category of edutainment. That is, they educate viewers while simultaneously entertaining them.

Many of the videos are comparisons. You can see drag races comparing speed or tug of war videos which feature power. Some are simply in-depth profiles of fancy vehicles like the latest Rolls Royce.

On Tuesday, Inside EVS (insideevs.com) got excited by a carwow video involving a diesel-powered Land Rover that tangled in a tug-of-war with a Tesla-powered Land Rover. The article, written by Steven Loveday, begins with this exclamation: "What a concept?" Actually, that punctuation mark should be an exclamation: What a concept!

Can an EV defeat a diesel bull in a head-to-head (or tail-to-tail) power game? That is what everyone is checking in to see. 

The video features Mat Watson, whose English brogue is so thick you can cut it with a chainsaw, explaining all the details so that we understand the parameters of this exhibition. Watson serves as narrator and host.

We're all familiar with the tug-of-war concept. There's a rope and the two vehicles are securely fastened, facing opposite directions. In this case we have a new Land Rover Defender vs. an older Land Rover powered by a Tesla electric motor and battery pack. 

When he lifts the hood you see the size of the motor and in the rear you see the space filled with battery. Not much space for luggage if you're heading out on a family vacation, but that's not the point here. 

One reason the diesel was selected for this face-off is because diesels have been the vehicle of choice when it come to towing. Long haul trucking is diesel dependent as well, at least for now. In this instance we're looking at daily drivers.

People who favor diesel-powered light trucks aren't choosing diesel simply for the towing capacity. Diesel engines are more durable, lasting longer and providing more trouble-free service. Even so, they do have a reputation for low-end torque. Loveday notes that even "high-tech turbocharged engines and hybrid systems have proven they can tow more."

For this specific competition carwow had to modify an old Land Rover because there aren't any all-electric pickup trucks or capable EV SUVs available. The modified Land Rover gives viewers a chance to see a head to head with similar structures.

SPOILER ALERT

Since this is an EV website we're reading this on, you might assume that the diesel will end up on the losing end, but the script has a few twists. There are two Tesla-powered vehicles in this story. The diesel Land Rover will defeat the Tesla Land Rover fairly easily. But an analysis of the defeat seems to indicate that the Tesla lacked sufficient body mass to give adequate traction.

To solve that problem, they replace the standard Rover with a larger, heavier Land Rover. This beast also has some serious tread on its wheels. EV fans were all cheering no doubt when this Tesla-powered machine kicked up dirt and pulled the diesel Rover backwards across the line. 

It's not an entirely apples-to-apples comparison, but the exhibition does show how far EV power has come. Seeing that Elon Musk's SpaceX launched four humans into outer space yesterday, you might say that this has been a very special week for Tesla. 

It doesn't mean the premature end of diesel, however. It only means that we're in a very different period in history.

Here's the video of that tug-of-war. Check it out. It's fun.
https://insideevs.com/news/533058/gas-vs-tesla-power-tugofwar/

Check Out These Related Tug-Of-War Battles:

⠀ Watch Tug Of War: Tesla Model X Vs Mercedes G550 4x4 Squared

 

⠀ Watch Tesla Model X Tug Of War Battle Against Army Hummer, Ford F-450

Silverado Diesel Half-Ton Promises More Power Than Ever

It has been a most unusual year for the diesel pickup market. Demand for diesel powered trucks remains high, but chip shortages have produced hiccups in fulfilling demand. This was followed by other shortages and news of a halt on production for Duramax-powered GM trucks.

Nevertheless, despite these temporary distractions, there's light at the end of the tunnel and plenty of buzz-producing stories circulating right now. Just yesterday Motor1 published this story titled "2023 Chevrolet Silverado HD Could Get Diesel With Over 500 HP: Report."

As is well-known, Ford F-Series trucks have been the top selling pickup for years. Ram Trucks have had a fairly secure hold on second place based on both reputation and performance. Chevy, however, has not been sitting idle and with the "reveal" of their 2022 Silverado last week showed that they are making an intentional move to displace the Ram to move up the ladder in the half-ton truck hierarchy.

Last week Chevy unveiled its 2022 Silverado, and this week has revealed its plans for the 2023 season. That's what yesterday's report at Motor1 was about.

The article begins by Chris Bruce begins by noting that the largest pickups in the family are still under wraps. GM's spotlight is on the half-ton, calling the Silverado ZR2 "the new flagship off-roader in this model's lineup." The focus is not on styling here. Leadership in the realm of horsepower and torque is the target for Silverados of the future.

Bruce begins with details about how comfortable the truck is before giving us a look under the hood. Here you will find a naturally aspirated 6.2-liter V8 engine that has a lot of gumption, producing 420 hp and 460 lb-feet of torque. This is hooked up to a 10-speed automatic transmission with extra features to assist in maximizing traction. It also has a "Terrain" driving mode for crawling.

The writer details aspects of the "new look" on this machine as well as tech upgrades and interior improvements, including a fully customizable instrument display. There are gizmos galore. The Safety Assist Suite has collision alerts, lane keeping assistance, automatic emergency braking, and other technically advanced safety features. We've come a long ways since Ralph Nader's Unsafe at Any Speed over 55 years ago.

It's the powertrain upgrades that most interest us here. There are actually four engines available for the 2022 Silverado. They are the turbocharged 2.7-liter four-cylinder, 5.3-liter V8, 6.2-liter V8, and 3.0-liter inline six-cylinder diesel. Describing their capabilities, Bruce writes, "The turbocharged 2.7-liter four-cylinder now makes 310 hp (231 kW) and 420 lb-ft (569 Nm), rather than 310 hp and 348 lb-ft (472 Nm) for the current version. This lets rear-drive versions of the truck now tow up to 9,600 pounds."

And then there is this surprise: a Silverado with a rear-drive 3.0-liter inline-six turbodiesel that can purportedly tow as much as 13,300 pounds. Over six-and-a-half tons. That's a 28 percent increase in towing capacity, achieved in part by a strengthened chassis, improved cooling and 3.73 drive ratio (as opposed to the standard 3.23 ratio.)

The article goes into greater detail than we're providing here, and there are plenty of photos to whet your appetite for more.

See the full story here at Motor1.

Champion Extends Contingency Program for Diesel Drag Racers Who Win with Blue Flame Peformance Engine Oil

Photo courtesy Diesel Motorsports

At the end of 2020 we shared information about Champion Oil's Diesel Racing Contingency Program for 2021. The aim of this program was to link Champion Blue Flame Performance Diesel Racing Engine Oils directly with diesel drag racers in all classes and in most sanctioned diesel drag-racing events in North America.

Winners from local diesel drag events to national championship diesel drag racing events are eligible for cash contingency payouts. Examples of diesel drag races to be rewarded include: The Outlaw Diesel Super Series, National Association of Diesel Motorsports, Ultimate Callout Challenge,  Scheid Diesel Extravaganza, Sun Coast Shakedown, Rudy's Truck Jam, Ultimate Callout Challenge, Outlaw Diesel Revenge,  Holly Rock Customs Showdown, Rocky Top Diesel Shootout, Hardway Sunshine Showdown, Battle at the Alamo, East Coast Diesel Nationals, Diesel World Drags, Blackout in the Country, Week-End on the Edge, etc.

 
Diesel Drag Racers Rewarded for Wins with Champion Blue Flame Performance Engine Oil   

Diesel racers can apply for the Champion Diesel Racing Oil Contingency Program by clicking on the orange button in the right hand column or click here.  

 

Photo courtesy NADM (Diesel Motorsports)

Blue Flame Diesel Engine Oils are formulated with workhorse high-zinc performance additives, superior protection, advanced polymer technology, and high TBN, supported by a carrier blend of synthetic fluids.

In addition, Blue Flame Diesel Engine Oils deliver everything tacers come to expects in a premium diesel oil: unmatched high temperature film strength and lubricity protection, with the muscle to combat oil shear and maximize sustained cylinder compression. They also inhibit oxidation, corrosive acids, sludge and varnish build-up.

 

Blue Flame performance oils keep diesel engines going longer by reducing soot-induced engine wear, controlling abrasive soot contamination and preventing high temperature corrosion, even while allowing for improved fuel economy and lower total cost of ownership. They are proven to increase engine horse power and torque. Champion Blue Flame Diesel Engine Oils are purpose-built for extreme protection and performance.

https://www.championbrands.com/diesel-engine-oils/

About Champion Brands, LLC
Champion, a PLZ Aeroscience Company, is a globally recognized industry leader in specialty lubricants for over 65 years. Champion also produces and blends over 300 products including fuel, oil, engine additives, and lubricants for the racing, automotive, heavy truck, agricultural, industrial, and specialty markets. For more information call Champion at 660-890-6231 Champion Brands, LLC; 1001 Golden Drive, Clinton, MO visit championbrands.com

About PLZ Aeroscience
PLZ Aeroscience is a leader in specialty aerosol and liquid product technologies. PLZ specializes in the development, manufacturing, packaging, and distribution of a comprehensive line of contract fill, branded and private label products. PLZ has a robust and proprietary portfolio of products in household cleaning, personal care, food service, maintenance, specialty and industrial, and automotive. For more information, visit PLZAeroscience.com

About Pritzker Private Capital
Pritzker Private Capital partners with middle-market companies based in North America with leading positions in the manufactured products, services, and healthcare sectors. The firm’s differentiated, long-duration capital base allows for efficient decision-making, broad flexibility with transaction structure and investment horizon, and alignment with all stakeholders. Pritzker Private Capital builds businesses for the long term and is an ideal partner for entrepreneur- and family-owned companies. Pritzker Private Capital is a signatory to the United Nations Principles for Responsible Investment (PRI). For more information, visit PPCPartners.com.

Extravagant Diesel-Powered RV Shows What Money Can Buy

This Performance S has a BMW tucked in its garage.

During the Roaring Twenties of the last century F. Scott Fitzgerald purportedly said to his writer friend Ernest Hemingway, “The rich are different from you and me," to which Hemingway quipped, "Yes, they have more money." The verbal exchange my be more fiction than fact, but it's certainly true that some folks do have a bit more to spend than others, especially when it comes to luxuries.

A Slash/Gear article by Alvin Reyes shines a spotlight on what is no doubt the world's most luxurious recreational vehicle, the Volkner Mobil Performance S. It certainly garnered attention when the German motorhome manufacturer rolled it out at the 2021 Caravan Salon Dusseldorf recently.

The multi-million dollar motorhome has more features and options than you can imagine. To star with, there is a hydraulic-controlled under-vehicle garage between the front and rear axles. The Performance S motorhome unveiled at Dusseldorf had a Bugatti Chiron in its belly. 

This view shows solar panels on the roof
and a Mini tucked underneath.

In addition to being the most luxurious, it's also among the most expensive. The base price without extras and absent your expensive supercar, is a mere $2.2 million. The fully loaded Performance S chimes in at $7.7 million. That would include the Bugatti.

It's the features that make this ride such a spectacle on wheels. Let's start with the $355,000 Burmester audio system. (This will make your Bose surround sound seem primitive.)

The master bedroom comes with a roomy shower and stylish upholstery, though you can also customize everything to the Nth degree if you like. There's probably no limit to what you can do there.

Then there's the full kitchen, with all the appliances you've come to expect in a modern kitchen. Again, if you want additional amenities, Volkner Mobil will be happy to oblige. A wine cabinet? Sure, no problem. 

To move your mobile home and garage down the road you'll need a power plant suited for the job. Even in this you have options, Reyes says. You can choose the 454-horsepower Volvo diesel engine or the Mercedes-Benz diesel that generates 424 horses. The automatic transmission keeps things less complicated. 

The Performance S has a 700 to 1,000-liter freshwater tank, which is one more reason you need all that diesel power. Numerous other features get cited as well, though at this level of sophistication you probably just expect these kinds of things like air suspension and all the automated safety warnings.

Not every wealthy person with bags of money is interested in space travel like Elon, Jeff and Sir Richard. As for impressing your peers, The Volkner Mobil Performance S does seem like on way to do the trick. What do you think?

Here's a link to the full story along with some sizzling photos and video.

B100 Biodiesel Demonstration Put Class 8 Over-The-Road Diesel Transport Trucks to the Test

One of the five trucks used in last year's B100 pilot program created a lot of buzz when it went on display at the 2021 Farm Progress Show August 31 to September 2. The pilot program had been conducted by the interesting cohort of partners including ADM, the Illinois Soybean Associations, Optimus Technologies, American Lung Association, National Biodiesel Board (NBB) and the Missouri Soybean Council. The objective was to demonstrate the feasibility of a new system that enables conventional diesel vehicles to operate on 100% biodiesel (B100). The five ADM Class 8 trucks, equipped with Optimus Technologies' Vector System, were used in daily fleet operations, traveling hundreds of thousands of miles on B100, even in the coldest temperatures of a central Illinois and Missouri winter.

In an August press release before the show, NBB technical director Scott Fenwick said, “We’re all looking for ways to enhance the sustainability of our transportation system, and last year’s pilot program was an important step in proving the viability of significantly wider use of low-carbon biodiesel in truck fleets. We’re collecting and analyzing the data from the past year and look forward to discussing the details soon."

The initial finding indicate that all went well in the B100 demonstration. The record lows that wreaked havoc across parts of the South this winter provided a good test for the five trucks, which came through with flying colors. "We’re excited by the opportunity," Fenwick said, "and proud to display one of the trucks used in this pilot at the 2021 Farm Progress Show.”

The cab was displayed outside ADM's exhibit at the corner of Seventh Progress Street and Central Progress Avenue.

According to the government's Alternative Fuels Data Center, biodiesel is a liquid fuel often referred to as B100 or neat biodiesel in its pure, unblended form. Like petroleum diesel, biodiesel is used to fuel compression-ignition engines. Biodiesel performance in cold weather, however, depends on the blend of biodiesel, the feedstock, and the petroleum diesel characteristics.

The reasons B100 is getting attention are because it is readily available, and it offers a high-performance solution for lowering carbon and tailpipe emissions from diesel vehicles. 

A study by Trinity Consultants showed how biodiesel burns significantly cleaner and reduces carbon emissions by 74 percent compared to petroleum diesel fuel. This was only the latest of numerous studies over the decades. The TC study found that "a switch to B100 would result in a variety of health benefits, including a 45 percent reduction in cancer risk amongst the transportation sector and an 86 percent reduced cancer risk in the heating oil sector in communities where B100 was used in place of petroleum diesel fuel and heating oil respectively."

Though this particular pilot program centered on B100 fuel throughout the winter, biodiesel specialist with the Illinois Soybean Association affirmed that B20 biodiesel has be used successfully year-round by following best practices for any fueling operation. This includes removing excess moisture from storage tanks and properly blending fuels with cold flow additives in advance of cold weather. 

The bottom line, and why this was such a big deal, is that the program proved the viability of implementing low-carbon, renewable biodiesel as a high-performance and clean-burning alternative that is known to offer superior cetane and lubricity when compared to petroleum diesel fuel.

You can find the full story here.

RELATED LINK: https://www.nbb.org/news-resources/press-releases/2021/08/30/truck-used-in-revolutionary-b100-pilot-to-be-showcased-at-2021-farm-progress-show

8 Diesel Power Innovations for Safe, Clean Trucking

Sometimes you have to toot your own horn to draw attention to your achievements. Why? Because there is so much other noise, and when the cause is worthy you want to draw attention to it, to be heard over the noise of the herd.

This seems to be one of the roles of the Diesel Technology Forum (DTF). They don't toot their own horn, but instead make known the achievements of others who are working to advance clean diesel technology. These achievements seldom get the attention they deserve, hence the DTF keeps beating the drum.

On August 27 they published a story about seven examples of innovation involving diesel engine technology. Diesel advances are being demonstrated that will serve our nation for decades into the future. The article is titled Trucking Into the Future with 7 Innovations in Diesel Power but it actually lists eight areas where improvements are taking place. We'll elaborate on these below.

Whereas electrification and hydrogen are currently being ballyhooed as the future of transport power, improvements in diesel have been taking place and will remain with us going forward. These improvements are both in the engine itself and the fuels of the future.

For years the Department of Energy has been partnering with the trucking industry to move the industry forward. The partnership produced a SuperTruck Program with teams of engineers from engine and truck manufacturers to improve emissions and energy efficiency, the same drivers that were initiated a half century ago. Today the program is in a new phase called SuperTruck II.

The three targets for SuperTruck II are:
--Greater than 100 percent improvement in freight efficiency (relative to a 2009 baseline.)
--Demonstrate a 55 percent or better engine BTE at 65 mph.
--Development of cost-effective efficiency technologies.

Here's one example of what the Cummins SuperTruck II team achieved. Brake thermal efficiency is used to assess how well an engine converts heat from a fuel into mechanical energy. Cummins realized a never before gain of 55 percent brake themal efficiency in a heavy duty diesel engine. SuperTruck II improved CO2 emissions by 50 percent and doubled efficiency.

Here are seven examples of innovation highlighted in the DTF article.

1. Combustion Efficiency: To be achieved by means of new metal components, cylinder and piston designs, bearings, rings, valves, camshafts and more including specialized coatings. (See yesterday's story that mentions Nanoslide cylinder walls.)

2. Engine Management: By controlling combustion events, engines can be optimized in accordance with driving and weather conditions. Some of the innovations here include dynamic skip fire and cylinder deactivation. Recent announcements tout modest reduction of CO2 emissions here.

3. Future Engine Configuration: Most engines today are inline V configurations. Achates Power is testing an opposed piston (OP) engine that some are calling a game changer. OP engines improve efficiency will simultaneously reducing NOx. California likes what is happening with the OP engine that it is helping fund this research which aims to reduce NOx by 90 percent.

4. Electrifying Engine Components: This is another means by which greater efficiencies are achieved. This move may lead to great hybridization in some truck segments.

5. Optimized and Integrated Powertrain: Improvements in the way engines and transmissions work together can also deliver greater fuel savings and reduce emissions.

6. Emission Control System Optimization: Selective Catalytic Reduction systems (SCR) and particulate filters continue to become more efficient.

7. Fuel Revolution: Experiments with biobased fuels have been taking place for decades. Biobased diesel fuels deliver proven reductions in emissions compared to Ultra-Low Sulfur Diesel.

8. Synthetic E-fuels: Because a majority of internal combustion vehicles will be around for years to come (even decades), efforts are being made to improve their performance by means of fuels. E-fuels are created using clean electricity and purportedly have the potential to produce climate-neutral outcomes for the majority of vehicles. 

The bottom line: Diesel engines are "poised to continue to deliver the goods and the benefits in the decades ahead."

Read the complete story here:
https://dieselforum.org/policyinsider/trucking-into-the-future-with-7-innovations-in-diesel-power

Photo Credit:  Photo by Robson Hatsukami Morgan on Unsplash  

2022 Diesel Mercedes-Benz Sprinter Is More Than the Sum of Its Parts

Autoblog.com has been a reliable "go-to" source for stories this past year. With editorial offices on Woodward Avenue, they are well positioned to report on the auto industry--past, present and future. 

When I saw this story on a 2022 diesel-powered Mercedes-Benz Sprinter, I misread the source as Autoblog.com, when in fact it is AutomoBlog.net. They describe themselves this way: This is us talking shop and talking cars. Sometimes we go in-depth and analyze something, or we talk about car history or motorsports, or maybe we’re just giving our thoughts on something in the automotive industry.

This week, Alvin Reyes of the AutomoBlog shared his thoughts on the 2022 Mercedes-Benz Sprinter, which he says is as cool as any supercar. What makes this comparison a bit odd is that the Sprinter seems not much more spectacular than the cargo van it looks like. Reyes disagrees, stating "We love them to bits. Just as much as we do muscle and performance cars!"

With that intro, he sets out to win us over.

The Mercedes-Benz Sprinter has been rambling about America's highways for two decades now. It's a cargo van akin to the Ram ProMaster or Ford Transit. These are the vehicles that serve as the backbone to a growing economy. They don't sit idle.

The Sprinter is more expensive than its peers, but it's also the most refined. Not only muscular, but comfortable, with plenty to like. What we like is the OM 654 2.0-liter turbocharged four-cylinder diesel power plant with a cast aluminum block and Nanoslide cylinder walls. 

The news here is not the engine per se, but that the Sprinter is now available in All-Wheel Drive here in the U.S. (Formerly it was a rear-wheel drive truck.)

There are a number of engine options, though. The article states that there will be four versions: 114, 150, 170 and 190 horsepower. Evidently Mercedes-Benz hasn't been specific on the details. Writes Reyes, "If Mercedes decides to bring in the 190-horsepower version of its 2.0-liter diesel engine, it will have more power than the turbocharged 3.0-liter V6 from the outgoing Sprinter 3500 and 4500."

Regarding the Nanoslide cylinder walls, Mercedes-Benz introduced the technology a decade ago. As the name implies, it's a way to produce a microscopically smooth finish that reduces internal friction. The technology is quite astonishing, actually. Imagine a four-cylinder engine producing 416 horsepower. Here's an article about the engineering involved to accomplish that. 

The AWD technology is pretty cool on the Sprinter. The old version of AWD sent 35% of the engine's torque to the front and 65% to the rear. The 2022 Sprinter has a "torque-on-demand" AWD system, which is to say that the torque distribution is fully variable due to an electronic multi-plate clutch.

For daily driving the vehicle is rear-wheel drive, but when the sensors detect wheels spinning, the transfer case adjusts power distribution without the driver having to even notice. For what it's worth, the new AWD system is quieter than before as well.

Another new feature is a high tech sensor-driven delivery door. When the driver steps into the back, sensors unlock and open the doors. When he steps out, with his or her arms full of packages, the doors close again. Is this the FedEx truck of the future?

Read the full story story here:

https://www.automoblog.net/2022-mercedes-benz-sprinter/

Duramax Diesel Engine Production Halted for the Rest of 2021

Photo courtesy GM Authority

It's been a rough year for automakers, but especially for GM. Semiconductor shortages have hit all of the Big 3 automakers, causing production disruptions. GM seems to had more than its share of woes. 

In August we wrote about how strong the demand has been for diesel trucks, though at the end of this article we referenced a temporary halt to production that was announced. That ominous warning evolved quickly to a more serious concern, as GM was forced to change its tune. The temporary parts shortage will impact the engine more than initially expected. The temporary parts shortage would have a bigger impact on the engine than initially expected.

Last week news broke that production had been halted for the rest of the year on its 3.0L LM2 GM Duramax diesel engine. The article does not explain where the derailment took place. Rather it takes advantage of the bad news to remind us of its features and applications.

The LM2 Duramax diesel is assembled in Flint, Michigan. It has been one of the options for their full-size half-ton pickups and full-size SUVs. These would include the Chevy Silverado 1500, GMC Sierra 1500, Chevy Tahoe, Chevy Suburban, GMC Yukon and Cadillac Escalade.

If you ever attend the SEMA Show in Las Vegas, you'll find that GM is not only proud of its cars but also of its engines. The engines are set on pedestals in the massive booth  that historically sprawls in the center of the main hall. They're impressive.

According to the story in GM Authority, "The LM2 engine features a straight six configuration with a DOHC valvetrain, 84mm bore, and 90mm stroke, with a 15.0:1 compression ratio. The block and heads are made of aluminum, with a forged steel crankshaft and forged rods. The pistons are made from hypereutectic cast aluminum alloy, while the cylinder liners are made from iron."

The halting of Duramax diesel engine production wasn't GM's first black eye this year. In July GM announced a recall for 410,019 trucks due to faulty roof rail airbags. The problem was related to moisture issues that might cause the inflator end cap to detach from the inflator, or cause the inflator to rupture. The 2015-2016 Chevy Silverado 1500 and Chevy Silverado HD, as well as the 2015-2016 GMC Sierra 1500 and GMC Sierra HD were the model years impacted. 

All this safety equipment can be a blessing when you need it. For manufacturers dependent on suppliers, it's just one more thing that can go wrong. In addition to an army of laborers, they are required to have a battalion of lawyers as well.

You will find the full story here.

Enjoy the holiday. We'll be back tomorrow.