Whiskey Powered Diesel Trucks Add a Twist to the Notion of Drinking and Driving

Photo: Colin Smith. Wikimedia Commons

Human creativity and ingenuity knows no bounds it seems. Over the weekend there appeared a story from Edinburgh that was certainly unusual.  The Glenfiddich Distillery in Northeast Scotland now uses its whiskey bi-products to power heavy duty diesel trucks. The title of the article was Drink and drive: Glenfiddich uses whiskey waste to power its trucks.

The production process involves combining soaked barley grains with "a yellow, beer-like liquid called pot ale" and mixing in an anaerobic digester to produce low-carbon biogas. The resultant gas is essentially methane, which is stored at a location where specially adapted trucks can refuel.

The distillery's biogas now powers the distillery's converted trucks that are used to transport the distillery's whiskey and other products. You might even say that the full-circle use of whiskey for energy makes for a good marketing story, powering sales for the distillery as well. In short, it's a renewable energy story that is ultra-low carbon.

A spokesperson for the distillery said that each truck using the new biofuel saves around 250 tons of carbon dioxide from being emitted into the atmosphere.

Evidently the concept of creating a biofuel from spent grains and liquid from stills had been announced in 2010 by researches at Edinburgh Napier University. Environmentalists hailed the idea, and now Glenfiddich Distillery has followed through on the concept.  

Another benefit of the technique is that alternative means of generating biofuels can cause damage to forests and wildlife habitats. The Glenfiddich success has many people believing that whiskey-powered cars would be quite feasible in Scotland's future, significantly reducing CO2 in Scotland's future.

At this moment in time only three of the distillery's trucks have been converted. Their aim is to convert all twenty of their trucks and then do a roll-out to the rest of the industry.

Glenfiddich's distillery director Stuart Watts notes that the lifecycle cost of buying and maintaining trucks running on biofuel is similar to straight diesel. The benefits are environmental. “This makes a compelling choice for companies such as ourselves to use the biogas truck rather than the traditional diesel truck," he said.

Whatever will they cook up next?

Looking West, across the Pacific, here's an answer to that question. The president of a transport firm in Southwestern Japan is now powering his trucks with biofuel partly made with ramen soup broth. The company, Nishida Shoun, mixes waste cooking oil with lard extracted from the broth. For what it's worth, the broth is made from pork bones.

The company is already using the biodiesel in some of its trucks and will have all 170 vehicles in its fleet converted by September.  

Both these stories are a good read. Maybe one of them will give you ideas on how to recycle your own waste bi-products while making the world a cleaner, safer place.

Links

Drink and drive: Glenfiddich uses whiskey waste to power its trucks

Japanese Transport Firm Makes Diesel Fuel Using Ramen Broth

Is Toyota Preparing to Bring a Hybrid Diesel to America?

Yesterday we wrote about some of the new technology created to reduce or eliminate emissions on diesel trucks. In today's story we'll discuss another innovation that 50 years ago would probably never been imagined--a hybrid diesel truck.

The first story that caught my eye was this one at Gear Junkie titled, US Hilux? Toyota Poised to Launch Diesel Trucks in America. It's actually two stories rolled into one. The first story has to do with buzz generated by a new patent application that had been filed by the Japanese manufacturer, Patent No. US2020020860 for a new kind of internal combustion engine. (Did you know that the U.S. Patent Office considered closing at the turn of the last century? They believed so many inventions had been patented there couldn't possibly be anything new.)

The story doesn't end there. Rumor has it, according to Gear Junkie, that Toyota may be eliminating the Diesel Particulate Filter and Diesel Exhaust Fluid with an alternate to glow plugs and a re-designed injection nozzle.  

That's not all. The Toyota Tacoma has a cousin called the Hilux. Of the Hilux author Sam Anderson writes: "The 2022 Toyota Hilux has a 2.8L 1GD-FTV I-4 turbodiesel with 174 horsepower and 273 pound-feet of torque. The turbodiesel impresses in the crawl: Full torque is available as low as 1,200 RPM. Alternatively, a small-displacement 2.4L engine provides 148 horsepower and 295 pound-feet of torque."

In short, Toyota engineers have talent. But their marketers are equally sharp. Their response to the increasingly stringent environmental demands on cars and trucks is to deliver a hybrid truck. That's right. The hybrid Hilux will purportedly produce 200 hp and 350 pound-feet of torque.

Anderson admits some of this is rumor, but Toyota has been shifting gears for a while and it's not impossible to connect dots on where they are going. The company announced last year that they were phasing our their V8 engines.

Anderson examines various scenarios that might play out with regard to Toyota's various truck brands, the Tacoma, Tundra and Land Cruiser, though in the end he states that it is impossible from this vantage point to know what Toyota's coming truck lineup will look like.

More About Hybrids
Interestingly enough, two additional stories about hybrid diesels crossed the wire today. One has to do with the development of a hybrid tractor trailer in Canada. The other was published in at a popular investment site, The Motley Fool

Chelsey St.Pierre's article in The Suburban is titled "Scarpallegia announces investment in Pointe-Claire hybrid tractor-trailer project." Francis Scarpallegia is a member of Canada's Parliament who spoke on behalf of the Minister of Natural Resources announcing a $1.7 million investment in FPInnovations to develop and demonstrate a hybrid diesel-electric forestry truck.

There's a certain logic to all this. If you are entirely EV and get stuck in the North Woods with your power drained, what are your options? But if you have a hybrid, you will be far more self-sufficient and less worried about the low juice reading on your battery. 

The real driver, of course, is reduced emissions. Fuel savings are also significant if this project comes to fruition. You can read more about what FPInnovations is doing here.

The last story is titled, "Hyliion: We're On Track to Launch Next Year, No Additional Cash Needed." Hyliion is a truck drivetrain company that is preparing to ship a hybrid-semi system later this year. The Texas-based publicly traded company is getting ready to supply lower-emissions drivetrains that can be fitted onto heavy duty trucks by the six leading global truck manufacturers, familiar names to Blue Flame blog readers.

The MF article focuses on the company as an investment, but provides some keen insights as regards the EV revolution. This intermediary period of hybrid diesel-EV trucks is happening in nearly every truck category, from personal rides to heavy duty workhorses. Here's where you can find the rest of this story from the Motley Fool.

These are certainly interesting times. Stay current with diesel developments, by subscribing to our email feed. We'll do our best to keep you up-to-date on all things diesel as they happen.

Read the full Gear Junkie Toyota Story here.
https://gearjunkie.com/news/toyota-hilux-tacoma-diesel-hybrid-trucks-usa

Diesel Exhaust Fluid (DEF) -- What Is It and Why Is It Necessary?

In December we discussed DEF and its role in today's enviro-sensitive times. At the end of July a similar story by Kyle Hyatt was shared on a Road/Show podcast. It's an important subject and worth visiting again. In fact, the title suggests it's more important than ever.

Diesel has been on the receiving end of a lot of bitter barbs in the past, chiefly due to the black exhaust associated with older diesel trucks and buses. Things have changed significantly, however. As is well known, the black-smoke-belching smokestacks of Pittsburg stank the city a century ago are long gone and its beautiful, vibrant hills encircle it today. In the same way, diesel vehicles have been undergoing a image renovation, making diesel viable for years to come.

According to Hyatt, 2010 was a critical year for long-haul truckers and fleet managers when the EPA mandated the use of selective catalytic reduction (SCR) in diesel engines. The reason this development was unsettling is because what makes SCR work is a consumable called diesel exhaust fluid (DEF). This would not only add cost, but also add an added maintenance step. Not the end of the world, but t would be an additional inconvenience.

Things turned out better than expected, however. Instead of resisting change, engine manufactures embraced it and found they could continue to make reliable engines. Not only that, the new technology that was incorporated reduced emissions so much that topping off the DEF now and then wasn't such a hurdle after all.

In the next section of the article Hyatt explains how the SCR works and the role of DEF to make it happen.

He begins by noting that selective catalytic reduction isn't new. It's actually been around for half a century, initially used to reduce pollution from coal-fired power plants. The primary pollutants were nitrogen monoxide and nitrogen dioxide, which are also the problem with diesel combustion.

The author goes into detail on how SCR works. First, exhaust gas must be filtered to remove soot and ash. Then the exhaust gas flows past a nozzle that sprays DEF into the stream of gases. (DEF is primarily water and urea, which you can read more about here.)

The hot exhaust gas and DEF enter the catalytic converter where a chemical reaction takes place, magically converting the nitrogen oxides to nitrogen and water. You may recall from your chemistry class in high school that the air we breathe is nearly 80% nitrogen. In short, it's gas that is harmless to our environment. 

The details are oversimplified here but will give you a sense of the chemistry and technology involved. It's a variation of what a car's catalytic converter does. Hyatt states that "Most modern diesel engines use SCR in combination with exhaust gas recirculation and a diesel particulate filter (DPF) to reduce emissions."

Exhaust gas recirculation (EGR) is now used  in nearly all modern ICE engines as a means of eliminating unburnt fuel. But this process also has handicaps and engine manufacturers are striving to find the right balance between EGR and SCR. The target is the elimination of emissions in a manner that doesn't hamstring performance and fuel economy.

Are there any downsides to DEF? You might think the hassle factor and cost are downsides, but since you only need to refill the tank about as often as you change your oil, that's not much of an inconvenience. As for cost, it's not really expensive.

Because of the increased implementation of this technology it is helpful to understand why it has been adopted and how it works. Emissions systems are becoming increasingly critical. According to the WSJ today, the current stimulus package includes a section in which every public company in the U.S. might be required to report climate information such as emissions and greenhouse gases related to their products and their climate risks. 

Near the end of this story Hyatt states that the achievements in diesel will prod U.S. truck manufacturers to offer more diesel models in traditionally gasoline-dominant market segments. We've already reported on some of this.

The author sums up his story with this observation of note:

"Where DEF really becomes critical is in big diesel engines. We don't mean like your Cummins 6BT, we're talking Class 8 semi-trucks. These vehicles do millions of miles over their lifespans, and their massive diesel engines go through a lot of fuel in that time. These vehicles go through a lot of DEF as you might imagine, so at truck stops, DEF is sold at the pump."

You can read the full account here: 

What is diesel exhaust fluid and why is it more important than ever?

XDP Story Features Upgrades for the Diesel-Powered 2001-2004 GM 6.6L LB7 Duramax

It's well known that General Motors had a few stumbles with regards to early efforts to produce diesel vehicles. Fortunately they found their footing and for many, the Silverado is golden. 

In June XDP published an informative story on the 2001-2004 GM 6.6L LB7 Duramax. The article begins by noting how the heavy-duty truck scene was altered when Dodge teamed up with Cummins. A dozen years later, GM introduced a diesel engine that would make them a contender in the diesel market. Introduced in 2001, the superior Duramax replaced the Detroit Diesel 6.5L, incorporating state-of-the-art technology.

According to the XDP story, the design of this new engine was initiated four years earlier when GM and Isuzu linked arms to create a partnership called DMAX Ltd. Production of the LB7 commenced three years later. The 6.6L V8 had four valves per cylinder and delivered 300 hp along with 520 lb-ft of torque.

This was a revolutionary engine, with turbocharger, intercooler and direct injection (features that are commonplace today but were not at that time.) Its most significant feature was the use of common rail technology developed by Bosch, a first amongst the big three, two years before Dodge and seven before Ford. The engine was also lighter, with aluminum cylinder heads. Ford adopted lightweight aluminum cylinder heads a dozen years later in its 2011 Powerstroke.

The author places a spotlight on the real "star of the show" for many enthusiasts. The Allison 1000 was "arguably the first automatic transmission in its class worthy of being mated to a diesel." In short, it was a marriage made in heaven. 

If you preferred a manual, instead of the 5-speed Allison tranny, you could choose a ZF 6-speed manual. The Allison 1000, however, became the more popular choice.

The new LB7 Duramax was available in some of the other GM brands including the GMC Sierra 2500HD and 300HD, and the medium duty Chev Kodiak and GMC TopKick. In addition to the engine and drivetrain upgrades there were also some new body styles introduced. The author goes into detail on many of these features as well.

The article is actually a Buyer's Guide with XDP noting out the pros and cons of this iteration of the Silverado. The biggest problem had to do with the LB7 fuel injectors. The fuel injector problems were so common that they had a recall to replace them with an updated design. Warranties helped keep GM owners from bailing out completely. 

XDP cited the primary pros and cons as follows:

Pros
Allison Automatic Transmission
IFS For a Smooth/Comfortable Ride
Common Rail Fuel System with CP3 Pump
Different Exterior Styling Choices (’01-’02 Silverado, ’03-’04 Silverado, or GMC Sierra)

Cons
Body/Frame Rust
Weak Tie Rod Ends
Brake/Fuel Lines Prone to Rust
Factory Dowel Pin that Holds the Harmonic Balancer in place can Shear.

* * * 
The latter part of the article--Popular Aftermarket Upgrades--is really the meat of the story. Everything else is setup, laying the foundation for readers to make informed decisions.

If you have a 2001-2004 GM 6.6L LB7 Duramax, this is a highly informative Buyer's Guide piece that you may wish to read and bookmark. Check it out here: https://tinyurl.com/hz7k6ktc

Related Links
Duramax Diesel Vehicles
Shopping for a Used Diesel Truck? Here's the Best & the Worst
Blue Flame Diesel Oils & other Champion Products at XDP

New Diesel Engine Oil Technologies Lead To Improved Performance and Efficiency

Photo by Josiah Farrow on Unsplash

Since the mid-1970s the U.S. government has taken on the role of setting standards for fuel efficiency and reduction of emissions. In 1975 Congress implemented Corporate Average Fuel Economy (CAFE) standards, which has been a driver for much of the change that has occurred in engine design during the past five decades. The trigger at that time was the OPEC oil embargo that caused shortages and a spike in fuel prices, so the initial standards were more focused on fuel consumption.

Efforts to reduce emissions gradually increased in importance in subsequent decades. Along with engine design improvements it became apparent that more advanced lubricants were needed to achieve the goals being required by the National Highway Transportation Safety Administration (NHTSA) and the Environmental Protection Agency (EPA)

Near the end of July Fleet Owner magazine published a story about emissions efficiency related to new diesel engine oil technologies. The aim of this story is to help fleet owners and managers understand the new formulations being introduced to satisfy global fuel economy targets. What follows are some highlights from this article.

An engine oil's main task is to reduce friction and ensure that moving parts are kept from coming in contact with one another. (This latter function is why film strength is increasingly important.) Oil is also necessary to transfer heat away from the engine and remove impurities and debris that might collect on critical parts.

With the technical advances taking place in diesel engine, driven by the need for greater efficiency, the lubricants are experiencing greater stress. Not only must they perform under harsher conditions for longer oil-drain intervals, they must do so in the presence of biofuels, without compromising protection.

In recent decades we've seen the introduction of significantly thinner oils for automobiles. It's been recognized that there are also gains to be made in the heavy duty truck market by means of lower-viscosity oils. How far can one go without compromising engine durability?

The rest of this article presents the results of field trials by Shell pertaining to fuel economy in Class 8 trucks. The data they have analyzed is drawn from 39 million miles of testing with CK-4 and FA-4 technologies. (See: Understanding CK-4 and FA-4) 

The first benefit is that lengthened oil drain intervals can result in major oil savings for fleets due to fewer oil changes. Using a higher quality oil, as opposed to one meeting minimum standards, drain intervals would nearly double and oil usage nearly cut in half.

A higher quality diesel engine oil is more impervious to oil breakdown, which makes longer oil drain intervals possible. The majority of these oils use synthetic or hybrid basestocks. The article details Shell's tiered offerings for the various engine types. You can find the Champion Brand diesel oils for your application here.

Related Links

Here's help to select the right diesel oil for your application:
www.DieselOilMatters.com

OEMs, Fleets Improve Performance and Efficiency with New Engine Oil Technologies

This Custom-Designed Diesel-Powered Land Rover Served Britain's Prince Philip Well

Photo Steve Parsons. Getty Images. No copyright infringement intended.

With our editors on vacation, we're re-posting a few of our favorite stories from the previous year. This story, published this spring, caught a lot of eyeballs. 

Funerals are a pretty big deal when it comes to the rich and famous. This is especially so when royalty is involved That is why we saw news stories from nearly every angle regarding the the funeral of Prince Philip, Duke of Edinburgh. Most of these were articles about the life of Philip, of course, but also articles detailing the history of royal funerals through the decades, the dress code for such funerals, the things that are different from normal because of the pandemic, decisions made that may be unexpected, guest lists and other details that must be attended to.

And then there is the story of Prince Philip's custom-designed diesel-powered Land Rover that will serve as his hearse. 

I've heard of people building their own coffins, but this is the first time I've ever heard about a personally-designed hearse. It is a Land Rover that the prince has been tweaking for 16 or 18 years, depending on which news source your read. Either way, it's actually quite a story.

The Duke driving a Land Rover with the Queen in 1955.

It's well known that people who love Land Rovers really love them. They're dedicated. When Prince Philip began to consider his mortality, and all the fanfare that goes along with royal funerals, he simultaneously began sowing the seeds for a no-frills funeral, starting with the hearse itself. "Just stick me in the back of a Land Rover and driver me to Windsor," he purportedly told the Queen.

Specific decisions made by Prince Philip include the military green paint job, the open top rear, and special rubber grips on silver metal pins to hold the coffin in place. The vehicle itself is a Land Rover Defender TD5 130 chassis cab vehicle. Revealed Thursday for the first time, it generated much publicity on it own. 

According to Sky News, the Prince began the project in 2003 when he turned 82, working directly with Land Rover to get what he wanted. The selection of a 4-wheel drive Defender is intriguing. The Defender, introduced in the 1980s, was in 1998 fitted with a new 2.5-liter, five-cylinder inline turbodiesel engine badged the Td5, which replaced the Tdi in order to meet Euro III emissions regulations. Called either a straight five or an inline five, the cylinders are aligned in a row. It's both compact and efficient, using electronic control systems to produce 122 hp at 4850 rpm.  

There's symbolism in the selection of this vehicle. It's not ostentatious. It's sturdy and utilitarian, a functional vehicle for the common man. The Duke of Edinburgh was so enamored by the idea of using the Land Rover as a hearse that he made two backups in case something went wrong with the first during the intervening years from concept to this moment in time.

Here are links to stories about the hearse and the funeral:

Sky News story about the hearse designed by the Duke of Edinburgh 
Fox News story about Prince Philip's Land Rover hearse
The Royal Funeral
Telegraph feature on the Royal Hearse

We have a number fresh stories lined up for next week. If you have not signed up to our feed, you can find that in the right hand column here.

Throwback Thursday: Towing Insights We All Can Use

With our editors on vacation, we're re-posting a few of our favorite stories from the previous year. This story was published this past November.

One of the primary features of diesel engines--besides the fact that they last longer--is the power they generate for towing. Open your eyes and look around. What kinds of engines are doing all the work? It's diesel. 

So, whether you're towing horses to the county fair or hauling a bulldozer to a job site, your truck is likely a diesel powered machine.  

Having the right engine isn't the only thing you need to know about towing. While checking out the Diesel Power Products website yesterday I found this article on towing that was chock full of useful information for people who tow. Having written about towing in the past, I found it to be a fairly thorough discussion of issues you need to concern yourself with. These include:

Attaching the Load

Stopping the Load

Supporting the Load

Securing the Load

Balancing the Load

and Moving the Load

Years ago I heard a story about a bulldozer that slid off the back of a flatbed and killed two people because it wasn't properly secured. This is not an experience you want to have. When I was young I saw an inexperienced driver flip her car while towing a small house trailer. I was with my uncle who was a volunteer fireman and rescue squad worker. We were first on the scene and helped avert a bigger tragedy. 

If you ever do any towing, or plan to, this helpful article on The Basics of Towing with Your Diesel is informative and worth bookmarking.  

Related Links
A Quick Guide to Diesel Power Products 
Pickups That Can Tow More Than 30,000 Pounds

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

With our editors on vacation, we're re-posting a few of our favorite stories from the previous year. This story appeared in March.

In February the story broke about the new Shelby F-250 Super Baja Limited. It was a fun story because for many, this is what dreams are made of. The name alone is iconic, in part because of its celebrated history. It's not every day that you see a car designer featured on the silver screen. (Ford v. Ferrari) Then again, the Shelby story really does at times appear to be bigger than life.

So it with special enthusiasm that I read yesterday's news headline: 

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

Here's the rest of the story.

Champion Oil, a global leader in performance diesel engine oil now celebrating its 65th anniversary, announced that Shelby American is recommending Blue Flame Diesel Engine Oil  for its new Ford Shelby F-250 Super Baja, a Limited-Edition off-roading pick-up truck. 

“We deigned the Shelby F-250 Super Baja pickup to perform under extreme conditions, both on and off-road," said Gary Patterson, president of Shelby American. “With 6.7-liter V8 Power Stroke Turbo Diesel churning out 475-horsepower and 1,050 pound-feet of torque, the truck can really fly. For such an aggressive application, we recommend using Champion’s Blue Flame 15w40 CK4/SN Performance Diesel Engine Oil."  

Built for Shelby in Elkhart, Indiana, by Tuscany Motor Co., and in Las Vegas by the Shelby American team, the trucks will be sold at select Ford dealers in the U.S. Each will be documented in the official Shelby Registry. Production will be limited to only 250 vehicles.

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. The Shelby F-250 Super Baja needs a total of 13 quarts of oil including the capacity of the oil filter.

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 robust 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 horsepower and torque. https://www.championbrands.com/diesel-engine-oils/

About the company: Champion Brands, LLC, is a globally recognized industry leader in specialty lubricants for over 65 years. Champion Brands, LLC 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 about contact Champion at 660-890-6231. Champion Brands, LLC; 1001 Golden Drive, Clinton, MO  http://www.championbrands.com

Making a Splash in the Marine Market: Diesel Outboards Catch Our Attention

This week our editors are on vacation, so we're posting our favorite stories worth repeating from the previous year. This is a story that got a surprising amount of traction when it ran in January.

Just because half the lakes in the country are covered with ice doesn't mean we can't think about the upcoming boating season. Eric Haun, editor of Marine News, wrote an interesting article last summer in Marine Link titled "Making the Case for Diesel Outboards." In it he shares insights about transitions taking place in the marine arena.

Haun begins by pointing out how more and more professionals are switching away from inboard motors to outboards on small military craft, workboats, patrol boats another others kinds of vessels that were historically inboard engine powered. This gives the boats several advantages including easier access to maintenance, quicker replacement and the extra space available inside the boat.

At this point the discussion turns to diesel outboards, which have advantages of their own, one of the foremost being fuel safety. The author writes, Compared to gasoline, diesel is a less flammable fuel and therefore much safer to work with in all working environments. In addition, with diesel engines the combustion of fuel takes place due to the heat generated by the compression of fuel and air inside the cylinder. Compression ignition is safer than petroleum being ignited by a spark plug, or any other spark.

One of Haun's sources was OXE Marine, a Sweden-based diesel outboard manufacturer. According to Myron Mahendra, CEO of OXE Marine, “Many vessels are hindered by regulations to carry petrol onboard if fire safe containment is not provided. The use of petrol is, therefore, a challenge for any vessel with tenders.”

He also spoke with U.K.-based Cox Powertrain, which makes diesel outboards as well. Cox noted that NATO has been pushing a single fuel idea, with the aim of maximizing equipment interoperability by using a single fuel option. This is one of the drivers behind the CXO300 diesel outboard Cox Powertrain has developed.

The end result here is that rescue vessels, naval and military vessels can refuel at the mother ship without being burdened with the hazard of highly volatile gasoline.

"Another benefit associated with diesel is efficiency," writes Haun. "Both Cox and OXE point to significant fuel savings compared to gas. Cox claims its 300-horsepower CXO300 offers roughly 30% fuel savings compared to its gasoline equivalent, while Mahendra says the 300-horsepower OXE 300, due to enter production shortly, uses up to 42% less fuel than a comparable gasoline outboard."

This fuel efficiency results in greater operational range so boats can stay out on the water longer.

Diesel outboards also have the usual advantages of diesel engines, including endurance, torque and flexibility. Though the price advantage goes to gas-powered outboards, one can make up the difference by comparing the life cycle costs of each and in most applications this would be fairly even.

The full article can be found here, with more photos as well.
https://www.marinelink.com/news/making-case-diesel-outboards-479456 

Stories We Liked -- Are You Still Hearing These Common Myths About Diesel?

This week our editors are on vacation, so we're posting our favorite stories worth repeating from the previous year.

One of the things every Internet junky knows is that there is a lot of information out there in cyberspace, as well as misinformation. On this blog our theme is always Diesel, and by that we don't mean Vin. On this topic there are new stories every day. There's also a massive backlog of archived stories that are still relevant. 

Here's a 2019 story from Hot Cars that caught my eye and is still totally relevant. The article by Goran Radanovic is titled 25 Myths About Diesel Engines That Simply Aren't True.

Radanovic begins with a little history of diesel engines and their development. The significant feature of this power plant design is the manner in which it generates combustion. Ignition is caused by the elevated temperature generated in the cylinder by mechanical compression, which results in the ignition of the fuel. It's a brilliantly simple concept based on an understanding of basic scientific principles. 

Despite their proven track record of more than a century of service, a number of myths have grown up regarding diesel power. The author actually cites 25 here. I'll note a few of them and then send you directly to the source at Hot Cars.

1. Myth: Diesels are the largest cause of air pollution.

When you see that black smoke billow you do have to wonder how this isn't true. But the reality is, there have been great strides taken to clean up diesel. The industry has come a long, long way. Remember how much black smoke steel mills spewed a century ago? You don't see any of that today, and these engines now a different from olden times.What I find interesting is that there is such as thing as being too quiet. I vaguely recall reading last year that the EV cars are so quiet they are dangerous for blind people who can't hear them coming. 

2. Myth: Diesels are loud.

That, too, has changed. "Common-rail technology made diesel engines almost as quiet as gas engines," he writes. 

3. Myth: Finding diesel fuel at the pump is impossible.

Not sure why anyone would buy this myth. The infrastructure for diesel is everywhere. I will tell you what IS true. You're not going to have as easy of a time finding charging stations for your Tesla. At leas t not yet.

4. Myth: Diesel engines are only good for towing.

Towing is just one of the advantages of diesel engine technology. Reliability and longevity are additional benefits.

5. Myth: You can't tune a diesel engine. 

This seems strange. If you've ever witnessed or been part of a dyno competition you can see that it's all about tuning for maximum power. According to Radanovic, "The truth is that diesel engines have withstood better tuning than gasoline engines." 

* * *  

The author lists 20 more common myths about diesels. It's actually quite surprising how much misinformation people take for granted. You can read the who story here:

25 Myths About Diesel That Simply Aren't True
https://www.hotcars.com/myths-about-diesel-engines-that-simply-arent-true/

1950s Bread Truck Transformed Into Diesel-Powered Low-Rider

Our editors are on vacation, so we're posting some of our favorite stories from the previous year which we thought worth repeating. This story first appeared in November.

Remember the good old days when a milk man delivered your milk, a bread truck delivered fresh bread and the ice cream man drove down your street with your favorite popsicles? Ever wonder what happened to those old ice cream trucks and other delivery vehicles?

One such truck was displayed last November at SEMA360, a 1950s bread truck that has been transformed from "just another vintage truck" into a diesel-powered lowrider. Brett Foote wrote the story for Ford Authority, an online site sharing Ford-related news. 

His opening line tells the story. "To us, there's nothing cooler than an old commercial truck repurposed as a hot rod." Even more cool is that it's a diesel. And cooler than that: it's a lowrider. "There’s just something undeniably awesome about former workhorses from another era being fitted with modern suspension components, big, powerful engines, and of course, awesome visual updates." 

The team that produced this tricked out 1950 Ford Bread Truck was Pot O' Gold Kustoms  out of Colorado Springs, Colorado. When you check out their site you'll be impressed by their versatility, doing all manner of swaps, diesel conversions and even sheetmetal work. 

The truck had been on display last week at the virtual SEMA360 show, SEMA's substitution for their usual weeklong Vegas Show. Foote describes the details of the project build, which includes a Mustang II suspension. (Lee Iacocca's Mustangs were introduced at the 1964 World's Fair, weren't they?) 

Mustangs were a 1960s innovation, but L.A.'s "Lowrider Culture" began as early as the 40's, so a lowrider bread truck might not be so out of place as you'd think. At least, in L.A.

Other features of the build include massive Detroit steel wheels "wrapped in equally large rubber," disc brakes, and that Cummins 4BT four-cylinder diesel engine. You can find the rest of the details here.

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For what it's worth, Ford Authority is looking for more staff. A writer, an editor and a curator. They pay well, if you've got the chops.   Go to the article link above and you'll see it listed.

In addition, since they love writing about Fords, the word is out that if you have a vehicle build and would like it featured on Ford Authority, they's like to hear about it. Details here.

Related Links
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The Biggest Reason We Love Diesels: More Torque

This week our editors are on vacation, so we're posting our favorite stories worth repeating from the previous year.

Why do we see diesel pickups competing in sled pulls and we don't see Mustangs or Ferraris doing the tug of war? Well, it has to do with torque. Hot cars can master the horsepower game, but when it comes to raw power in a pulling competition, you need to bring in the big dogs for that.

A 2016 article in Car & Driver helps explain what torque is: "Torque is a rotating force produced by an engine's crankshaft. The more torque an engine produces, the greater its ability to perform work." 

You don't need to understand the science to recognize the difference. If you've ever been to a tractor pull, you can see it is a very different experience.

I mention all this because even though diesel engines are far cleaner and quieter than they were thirty years ago, they still get a lot of bad press. Diesel owners have a target on their backs. That's why it is important to remind folks once in a while why half the vehicles in Wyoming are pickup trucks and why diesels still have a function. 

The article that caught my eye is titled, 5 Reasons Why Diesel Engines Make More Torque Than Gasoline Engines. The 2018 Motor Authority story by Jeff Glucker begins, Horsepower is fun in its own way, but torque can be just as entertaining. If you want to rip stumps out of the ground, you'll want a whole lot of torque. That also means you'll likely prefer a diesel engine. Compared to their gasoline-swilling counterparts, diesel engines are the torque kings. Why is that?

Glucker then turns to Jason Fenske from Engineering Explained to get the answer.

According to Fenske these are five of the reasons diesels are Torque Monsters. 

1. The compression ratio

2. The speed of combustion

3. Bore and stroke size

4. Turbocharging

5. Diesel fuel packs more energy density

Fenske explains each of these five points in language that is relatively easy to grasp. For those unfamiliar with these things it is quite eye-opening. I strongly encourage following this link. It's a relatively short article and you will learn a lot.
https://www.motorauthority.com/news/1116200_5-reasons-why-diesel-engines-make-more-torque-than-gasoline-engines

For more, check out the article Torque vs. Horsepower: What's the Difference? (Car & Driver)

Five Questions to Help You Pick the Right Diesel Engine Oil

Our editors are on vacation, so we're posting some of our favorite stories from the previous year which we thought worth repeating.

Viscosity control? Shear stability? TBN retention? Confused? Best to start your search by understanding your application; tractor pulling, drag racing, stationary, street, off-road, etc. Let's take a look at these five simple questions.

What are your engine oil specifications? 

It’s important to follow what your original equipment manufacturer recommends. Reading your owner’s manual is the key to maximizing your equipment’s performance. Your manual contains vital API information about caring for your engine, including which oil grades are best suited for them. For example: SAE 15W-40, 10W-30, 5W-40 oil? Mineral, semi, or full synthetic base stock needs to be considered.

How important is fuel economy? 

If you’re keeping an eye on your miles per gallon, the right lubricant can help your equipment achieve its maximum fuel efficiency. By squeezing a few extra miles from each tank, you can see major savings over time. A semi or full-synthetic diesel engine oil is your best option to deliver maximum fuel efficiency without compromising engine performance, improving fuel economy by up to 2 percent under normal conditions and by up to 3 percent during cold starts.

Does your diesel engine run in a range of temperatures? 

Speaking of cold starts, temperature is another important consideration when choosing an engine oil. Extreme temperatures, whether hot or cold, can be brutal on moving parts in your equipment. Heat can quickly turn an engine into an oven, and the cold can thicken some oils until they’re practically jelly.

How old is your diesel engine? 

Most diesel owners want to stretch the life of their engine as long as possible. To perform their best, older diesel engines require attentive care, and a quality lubricant can go a long way toward maintaining them. For example, is your diesel running a DPF or no? Rebuilt for performance? Out of warranty?

Are you looking for more horse power or torque? 

Be sure to look at the oil’s data or spec sheet to see if it addresses increased performance, or is high in anti-wear protection, etc. Look for semi and full synthetic diesel engine oils that use shear stable synthetic base oils that are also high in film strength, have viscosity control, work with high compression, have a higher TBN retention, and if needed, designed to address demands of turbo or super-charged diesel engines.

We hope this has helped a little in your decision. Need a place to start? Take a look at these eight diesel engine oils: https://www.championbrands.com/diesel-engine-oils/

THIS STORY ORIGINALLY APPEARED IN SEPTEMBER 2020

Eliminating Performance Roadblocks on a '94 to '98 5.9L Cummins Diesel

While reading a Driving Line story about 5.9-second diesel drag trucks, another story caught my attention. It was an excellent tutorial on how to get more performance and power from a mid-90s Cummins diesel engine. We'll give a brief overview here of the highlights and then link to the story, which includes photos that illustrate exactly what is being described.

Don't you hate it when something is explained but you have no clue how to do it because you don't know exactly what you are looking for. This article shows and tells, and is worth bookmarking.

The article by Mike McGlothlin, published last summer, is titled Performance Roadblocks of the '94 to '98 5.9L Cummins. This particular Cummins hit the road in '94-'98 Dodge Ram three-quarter and one ton trucks. 

The article opens by noting how durable the Cummins engines of this period were. 500,000 miles is not unusual at all with a few performance modifications. The factory setup was somewhat conservative for this engine, however, so get get the most from it McGlothlin zeroes in on the various ways this superb engine could be improved.

Roadblock 1: The P-pump
This is a Bosch P7100 mechanical injection pump, a "little engine" on the engine. Because of its factory setup the P-pump is more of a limiter than contributor of power. Hence, the starting point for more power is to move this roadblock.

The goal is to modify the air-fuel ratio. To do this, adjust the AFC (air-fuel control) by adjusting the pre-boost screw. (The article includes photos so you know where to find it.)

The second adjustment is to tweak the star wheel that sits on top of the AFC housing. By gingerly rotating the star wheel toward the passenger side you will increase the engine's power. If you go too far you will have black smoke that you do not want, so tweak accordingly.

The third adjustment again focuses on the AFC. Bring the AFC forward as far as it will go. The author writes, "Combining a full-forward AFC with the aforementioned star wheel rotation, it’s not uncommon to see a 60hp and 200 lb-ft gain."

His fourth trick is to have you remove the P-pump's fuel plate. To do this you will have to remove the AFC housing. These four moves alone will make a difference and cost nothing to implement. He then turns to a couple of "cheap" maneuvers.

His "Cheapie Fueling Fix #1" is to pick up and install a $15 Mack rack plug. This alone will add up to 35 hp to your truck. His "Cheapie Fueling Fix #2" is a timing adjustment.  

Roadblock 2: RPM
The second Roadblock, McGlothlin explains, has to do with RPM, or lack thereof. "If you perform all (or even some) of the fueling mods listed above, your power band will remain limited until you address the factory governor springs." The solution he says is to get a 3,000 RPM governor spring kit.

Roadblock 3: Lack of Boost
The adjustments you have made so far should have added 100 hp and 250 ft-lb. of torque. But the with factory turbo untouched, you're missing out on the full potential this engine offers.

His first suggestion is to install a boost elbow. This is a $25 item that enables youto fine-tune boost. It comes with precautions, though. 

Roadblock 4: Factory Torque Converter or Clutch
Another weak link to consider addressing, especially after you have removed all the other roadblocks to performance.

If this kind of thing interests you, but you have a different kind of engine, be sure to check out the forums (listed in the right hand column of this blog) where a lot of smart and experienced people gather to share ideas and help their fellow diesel friends.

You will find the Driving Line article here. 

Winners and Photos from Last Weekend's East Coast Diesel Nationals Gives

All photos courtesy Diesel Motorsports

For a lot of people, their first exposure to diesel competition took place at a county fair.  County fairs are a tradition as American as apple pie. In fact, your first apple pie might have even been at a pie eating contest at a county fair. Fairs give communities a chance to show off what is special in their communities. They are also lathered with nostalgic memories, becoming a gathering place for young and old alike. 

These thoughts came to mind when I read this headline from the Journal-News: County Fair Tractor And Truck Pulls Rescheduled (Again) For Aug. 22. It was that word "Again" that tipped us off to the biggest challenge all motorsports promoters face: the weather. 

EAST COAST DIESEL NATIONALS 2021

This past weekend in Numidia, Pa., the day opened with a bright sun scattering its arrows of light across the landscape. It seemed a good omen, since the East Coast had been receiving buckets of rain nearly daily for a week while a large swath of the country has been experiencing a drought.

Unfortunately the day's events were later cut short... by more rain. Despite the weather, racers persevered and we had winners in a number of categories so the the day was not a complete washout. The 2500+ attendees who came to Numidia saw 175 competitors in a limited event that included racing, pulling, dyno and Show-N-Shine.

Champion Blue Flame Oil is pleased announce the following winners for the East Coast Diesel Nationals last Saturday in Numidia, PA.

 

ET Bracket

Champion – Jake Allison

Heads -Up

Champion – Marlin Shirk

Sled Pulling

WorkStock

1 – Matthew Fessler – 339.19

 

Hot WorkStock

1 – Tom Hassler – 317.95

 

2.5/2.6 Class

1- Brenden Finck – 315.28

3.0 Class

1 – Jared Brown – 342.68

 

2WD 6200 LB Trucks

1 – Dale Forrester – 311.39

 

8500 LB Mod Tractors – (Single/Multiple engine)

1 – Vern Zerby – 315.81

 

7800 LB Tractors
1 – Amber Blizzard – 351.12

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Diesel Motorsports is the official sanctioning body for this event. In addition to tractor pulling and drag racing in multiple classes, there's a Show 'N Shine and a Dyno competition. The full range of events can be found here. 

Special thanks to Ron Knoch and the Diesel Motorsports team for doing all they can to make their motorsports events to be a rewarding experience for diesel enthusiasts and their fans. Here are a few additional photos from this past weekend.

Here is a list of upcoming Diesel Events.

If you know of an event you'd like us to add,

place it in the comments. See you at Rocky Top.