Intro to Diesel World's Chronology of Vintage Diesel Light Trucks

1959 Land Rover Series II long wheelbase pickup

The history of transportation is fascinating. One of the most intriguing transition points in that history was the invention of the automobile. Before cars and trucks, horses were the mainstay of transportation. When automobiles entered the picture, the only clue that horses preceded them was that we still use horsepower as a measurement.

Even though the diesel engine had been developed in the 1890's, the early 20th century became a battleground between gasoline powered engines and electric. In fact, electric cars were so popular that half of all automobiles were electric. The problem they had, however, was two-fold. They were not reliable, and there was a limit to how far you could drive on one charge, which was about 17 miles. A trip from New York to Boston would indeed be a problem. How many charging stations were there between home and any out of town destination?

Gasoline-powered cars weren't exactly safe either, though. If you've ever see old films from the beginning of the 20th century, you may recall seeing hand-cranks to start the car. More than a few car owners were crushed inside their garages when they cranked it, got it started and it lurched forward. The electric starter was a most welcome invention indeed. An oil boom made gasoline cheap and the path ahead became clear and easy. 

All these thoughts came to mind as I was reading the introduction to Jim Allen's 2019 Diesel World article "A Chronology of Vintage Diesel Light Trucks in America." His intro to the history of diesel light trucks begins with an important fact about diesel engines. In the beginning these beasts were massive. Allen writes, "In the early days of diesel engines, downsizing them was a huge challenge. Given enough capital, engineers can work through almost any technical challenge. But investors was a return on investment so there needs to be market incentive."

In short, the pace of development was dictated by market demand and the incentives weren't there. By the 1930s they could be fit into big trucks, some watercraft and other applications. Then the war came along, accelerating many new developments. After the war diesel engines were downsized enough to where a light truck market could development, but there were still further technical kinks to work out. 

The first issue was the problem of batteries. In frigid weather it took a lot of batteries to cold start a diesel engine. This mean that even though the engines were smaller, there still wasn't room in the engine compartment for those extra batteries. Starting a diesel engine wasn't so easy to begin with, and the public wasn't ready to embrace it. And initially, they didn't have the power we have all come to appreciate today. A V-8 under the hood could run circles around those 1950s diesels.

Early direct injection Mercedes-Benz OM 352

Then there was that other hurdle to get over. The infrastructure for diesel fueling was not yet in place either. That's one of the factors that killed the enthusiasm for electric cars in the first decade of the century, and diesel owners faced the same dilemma. 

By the 1970s, Allen write, the U.S. diesel market was at least 20 years behind where our European counterparts were. And then the 1973 gas crunch his. Suddenly, diesels began getting some respect for their fuel economy benefits. Until that time, light duty diesel trucks were something only nerdy people appreciated. Afterwards, the perception was that these people had been quite forward looking. And once infrastructure development was in place, it was possible to have a serious diesel car and truck market.

Not every move toward diesel went smoothly though. Oldsmobile's diesel cars were not a high water mark for the Oldsmobile brand. Allen calls that effort part of Olds' "Days of Infamy." Fiasco, disaster and a few other words come to mind, with much weeping and gnashing of teeth.

But the diesel light truck market came through alright, even if U.S. diesel cars never fully realized their potential. 

Against this backdrop, Diesel World presents an overview of the various vintage diesel trucks that were part of our history. It's a little like researching one's genealogy. With the exception of a few "oddballs" they've dug out all the important contributions that were made through the decades. 

Part one of that story can be found here:
https://www.dieselworldmag.com/diesel-trucks/vintage-diesel-light-trucks-part-one/

Even Natural Disasters Won't Stop a Diesel Jeep Gladiator

On April 15 & 16, two stories caught my attention, in part because they both involved the deep freeze disaster that occurred in Texas this winter. To describe the mid-February drop into single digits as unexpected is an understatement. The devastating consequences were unimaginable, until we learned the details in the aftermath. 

When the temperatures dropped, a series of events occurred. Electricity demand climbed at the same time as critical equipment to generate electricity failed. Gas production likewise was pinched as well and 4 million Texas homes lost power, which impacted 11 million people. In addition to the loss of more than 100 lives, the economic losses were somewhere between 80 and 130 million dollars.

It was against this backdrop of devastation that Derek Price's Cargazing column in the GazetteExtra came across like a breath of fresh air. The title of the piece was Go anywhere confidence: Jeep Gladiator pickup delivers even in disasters.

The story begins with the deep freeze. The author was unable to start his brand new diesel Jeep Gladiator 4x4. Like most Texans, Price was unprepared for what he called snowmageddon. Gelled fuel doesn't flow and as nice as the vehicle looked in the driveway, it wasn't of much use if he couldn't get it started. 

Fortunately he had a neighbor who had a few tricks up his sleeve. (He must have lived in Minnesota or Wisconsin at one time.) After warming up the engine block and adding a little anti-gel chemistry to the fuel, the Gladiator sprang to life "like magic." The Jeep was "ready to do the job it was built for: getting people anywhere they need to go, even when there aren't roads."

Price tells how Texas looked like Siberia, but even with no visible roads his Gladiator Rubicon took it all in stride. There were few cars on the roads, but his 4x4 went wherever he wanted to go in spite of the conditions. 

Another luxury he enjoyed was using a remote to power up, then watching the ice melt off the windshield. True, that's not a feature he will use much in Texas, but it's nice to know you have it when you need it, whatever part of the country you live in. 

His enthusiasm for the Jeep seems boundless as he describes the reassurance it gives you in all types of conditions. 'Hurricanes, floods, ice storms and tornadoes create conditions on the ground that require vehicles like this with ridiculously high ground clearance, four-wheel-drive grip, traction-control wizardry and tires that can claw their way through all kinds of muck.'

The Gladiator's tenacity is in part due to the stout diesel power plant that gives it its oomph. It generates 260 horsepower and 442 foot-pounds of torque. It "pulls like a tugboat" yet still gets great fuel efficiency: 28 mpg on the highway as opposed to 22 with a V-6 gasoline engine.

This year is the 80th anniversary of the Jeep, so the manufacturer has added berber floor mats, special badges and 18-inch wheels with a Crystal Granite finish. The author confides that although he has been a sports car type of car enthusiast all his life, this Gladiator has won his heart.

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You can read the full story here:
Go-anywhere confidence: Jeep Gladiator pickup delivers even In disasters

Here's the story from the Federal Reserve Bank of Dallas about the February weather fiasco.
Cost of Texas' 2021 Deep Freeze Justifies Weatherization

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Champion Markets Professional-Grade Honing Oil for Diesel Engine Builders

Champion Brands continues to boost its visibility with a number of new products, programs and product upgrades. Diesel engine builders can especially appreciate the broad spectrum of products developed with their needs in mind.

For over six decades Champion Brands, a globally recognized blender and packager of motor oils, gear lubes, brake fluids, and many other specialty lubricants, has recently introduced to diesel engine builders a Professional-Grade Honing Oil for machining metal parts to perfection.

Honing oils are a liquid-emulsion lubricant used to assist in the cutting, grinding, and the honing process. This product helps protect the abrasive tools in honing machines while also removing heat and debris (swarf) to ensure accuracy in producing a sharp edge. Honing oil has just the right consistency for sharpening stones. It will neither gum it up nor glaze it, and it will provide just enough lubrication to avoid wearing out the stone prematurely.

Champion Professional-Grade Honing Oil, part #4242, is a robust high-performance honing and finishing fluid utilizing a select blend of base fluids and additives. With added anti-oxidant protection and low-odor extreme-pressure additives, it provides excellent performance and corrosion protection for honing ferrous alloys, cast iron, low-medium alloyed steel, high-alloyed nickel, nickel-chromium alloys, titanium alloys and aluminum alloys. In addition it is safe for use with yellow-metals.

The product is a low viscosity chlorine-free neat oil containing a high level of ester lubricity additive to impart excellent surface finish on machining of hardened steels and nickel alloys. It can also be used in super finishing applications, utilizing stones rather than tapes.

Ingredients include: petroleum distillates, hydrotreated light naphthenic Pentene, 2,4,4-trimethyl-, and sulfurized. Specifications include: 

     Boiling point: >270°C (>518°F) 

     Flash point: >115.56°C (>240°F) 

     Auto ignition temp >260°C (>500°F) 

     Viscosity: Kinematic (40°C (104°F): ~0.05 cm2/s (5 cSt)

     Appearance: Clear amber color.

 

Champion Professional-Grade Honing Oil is recommended for honing of toughened steels, nickel alloys and to achieve particularly good finishes in short stroke, micro-finishing operations on tough materials like bearing steel. It is also applicable to fine machining of steel and non-ferrous metals as well as light drawing and stamping operations.

 

It's also suitable for honing non-ferrous metals with ceramic or bakelite bonded carborundum or silicon carbide stones as well as metal bond diamond stones. High lubricity ensures longer tool life, higher work speeds and better finish quality.

 

“Our low-odor solvent technology effectively flushes the work surface without the noxious smell of kerosene-based fluids. Suitable for a wide range of workshop applications for diesel engine builders, it offers excellent lubricity, high performance anti-foam agents, yellow-metal safe, excellent solvency, rapid flushing action of fine swarf, elimination of surface glaze-up on honing stones, compatible with Sulphur containing honing stones, can be used on honing and super finishing operations, approved by honing machine manufacturers, excellent cooling properties, and chlorine free,” stated Karl Dedolph of Champion Brands, LLC.

 

About the company: Champion Brands, LLC, is a globally recognized industry leader in specialty lubricants for over 65 years. Champion Brands produces and blends over 350 products including fuel, oil, engine additives, and lubricants for the automotive, racing, heavy truck, agricultural, industrial, and specialty markets. For more information about Champion Racing & Performance Lubricants contact your nearest Champion distributor, or call Champion at 660-890-06231. Champion Brands, LLC; 1001 Golden Drive, Clinton, MO, or go to  http://www.championbrands.com

 

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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

XDP Now Offers Deep Billet Aluminum Lower Oil Pans for Diesel 6.7L Powerstroke

Give your 6.7L Powerstroke an additional two quarts of oil capacity and a custom race-inspired look with the Xtreme Diesel Performance (XDP) X-TRA Deep Billet Aluminum Lower Oil Pan XD454. The XD454 is designed as a direct-fit replacement for the factory plastic pan on the early models and a replacement for the steel oil pans on the late model trucks.

This Lower Oil Pan features a CNC-machined finned bottom for enhanced looks and added strength. Unlike cast pans on the market, this billet pan has a welded design that gives you a high-performance look with a deep sump design for added oil capacity. 
https://www.xtremediesel.com/xdp-x-tra-deep-billet-lower-oil-pan-xd454

Each pan has a machined groove for the built-in O-ring seal and a large magnetic drain plug for easy oil changes. Each pan comes ready to install and is backed by the XDP 1-year, unlimited mileage warranty.

Features:

• O-Ring Gasket
• Magnetic Drain Plug
• Welded Aluminum Construction
• Stainless Steel Mounting Hardware
• 2 Quarts Increased Capacity Over Stock
• CNC-Machined Finned Billet Aluminum Bottom

Products manufactured by XDP carry a 1-Year warranty against defects in materials and craftsmanship. The Warranty is Limited to one (1) year from the date of sale and limited solely to the parts contained within the product's kit.  

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Related Link

Looking For Blue Flame Diesel Engine Oil? Now Available at Xtreme Diesel Performance

UREA Costs Are Climbing; Expect Increases in Diesel Exhaust Fluid

Urea

Diesel Exhaust Fluid (DEF) is a non-hazardous solution, which is 32.5% urea and 67.5% de-ionized water. DEF is sprayed into the exhaust stream of diesel vehicles to break down dangerous NOx emissions into harmless nitrogen and water. DEF is not a fuel additive, however, and never comes into contact with diesel.

Here’s the kicker…The price of urea, a key component in Diesel Exhaust Fluid (DEF), reached $392 a ton at the end of March, up from close to $350 at the start of the month. This represents a 9% increase over the period. Strikingly, the price of urea has skyrocketed by close to 80% over the past six months. The majority of the price increases have been seen since the beginning of 2021 and are shown below.

“DEF, as diesel vehicle owners know, is an important component in keeping trucks and machinery operating within federal emission guidelines. What DEF is, at a simplified chemical level, is a combination of deionized water and urea that transform harmful nitrous oxide emissions into harmless water and gas,” stated Karl Dedolph of Champion Oil.

 

“Starting in 2010, DEF became a major need for companies using medium and heavy-duty diesel vehicles. Changes in EPA emission standards required reductions in diesel burning engines to reduce their pollution output to the lowest levels in history, and Selective Catalytic Reduction (SCR) is the technology of choice for original equipment manufacturers (OEMs). As this emission standard has increased to include off-road vehicles, generators and a variety of engines, DEF is being used now more than ever."

 

“Assumedly, as regulations increase, DEFs importance in keeping emissions down will continue to be high. Modern technology has quickly adapted to DEF's role in our lives, “ added Dedolph  “Vehicles with SCR technology have a display on their dashboard that can easily alert the driver as to DEF levels. The improved fuel efficiency ,with the addition of DEF, is a great benefit for diesel vehicle owners when by law they have to conform to DEF emission standards.”

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Diesel Tech Seeking Submissions for Their Special Salute to Our Troops Edition

If you've ever been involved in the car and truck scene in this country, it doesn't take long to see the variety of ways this industry steps up to support our troops. Organizations like Support Our Heroes and The Wounded Warrior Project have done much to raise awareness and to be there for those who have served. Raising awareness is an especially important aspect of all these organizations. Those who have made sacrifices to serve our country ought not be discarded and forgotten. 

This is why Diesel Tech is planning a special "Salute The Troops" issue this summer for its July magazine. 

If you have served in the military, or have friends or family members who do, Diesel Tech wants to share your modified diesel trucks. We're certain that there are some seriously striking trucks out there. If you have something inspiring to share, visit this page to fill out their submission form: 

https://www.dieseltechmag.com/2021/03/2021-salute-the-troops-submissions

Diesel World Spotlights History of Vintage Diesel Light Trucks Beginning with Those Early Land Rovers

Jim Allen's chronology of diesel-powered light trucks in America is a well-researched history of how we got to where we are today. As the saying goes, "We've come a long way, baby." The title of this Diesel World piece is Vintage Diesel Light Trucks: Part One. 

Allen begins by explaining the role money plays when it comes to technology. In the beginning, diesel engines were large. Downsizing them for land transportation presented challenges. Since people use money (capital) as an investment only when they see the potential for a return on investment, the incentive to put diesel engines in cars was not there. The was no market demand at the time.

The first diesel engines, circa 1890s, were of such a size as to be suitable only for ships and stationary powerplants. It wasn't till the 1930s that they had been downsized to fit into big trucks, tractors, construction equipment and the like. Ongoing developments slowly brought the idea closer of using diesel engines for cars and light trucks. 

One of the big challenges, Allen notes, had to do with batteries. (Sidenote: We've seen this in recent decades as the world moves inexorably toward renewable energy. Batteries were heavy and expensive. The motivation to solve these problems has been high and progress is being made.)

The initial stumbling block for diesels was that cold weather depleted cranking power. Consumers had additional complaints about diesels in the past. There were noisy, smelly, rode rough and had limit rpm ranges. Add to this, the process for starting a diesel in the '40s and '50s was a pain, and they didn't deliver on power. The last nail in the coffin for diesels was the lack of filling stations that carried diesel fuel. 

As a result of these factors, Allen writes that market demand in the U.S. was 20 year behind Europe. The 1973 gas crunch, however, proved to be a big kick in the pants to move things forward. 

The funny thing is how the perception of diesel owners changed after that. Instead of being nerdy and weird, diesel owners were perceived as ahead of their time. Investment in infrastructure took place and suddenly owning a diesel was practical and made sense.

There were still hurdles to overcome for the diesel market. One of the biggest, Allen notes, was the lamentable Olds Diesels that GM introduced and sold from 1978 to '81. Since that time the diesel car market in the U.S. never recovered nor realized its potential.

All this serves as setup for a detailed chronology of diesel-powered light trucks and SUVs in the U.S. market up through the end of the '80s.

1957-73: Land Rover Series I and II Diesel SUVs and Pickups 

People who have owned Land Rovers loved them. If you've ever known a Land Rover owner, their passion for the Rover was akin to that of a cult member. 

The first Land Rover prototype was developed in 1947 using a Jeep chassis and components. The Land Rover was officially introduced in April the following year at the Amsterdam. It wasn't till 1957  that the 2.0L diesel first became an option for both the short- and long-wheelbase 4x4s. Allen writes. "It was a modern IDI design that featured roller tappets and its base architecture was also used for the OHV gas engines that replaced an aging line of low-power F-head gassers."

Unfortunately, Land Rover stopped importing to the U.S. in 1973, leaving a lot of Land Rover fans bummed for awhile. They resumed again in 1987, but without the diesel option in this market. Overseas, yes you could get your diesel-powered Land Rover, and they remained popular 'round the globe.

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To see more vintage diesel light trucks, read the full article here.

https://www.dieselworldmag.com/diesel-trucks/vintage-diesel-light-trucks-part-one/ 

2021 Yukon Diesel Brings Back Memories of the Gold Rush Era

Shortly before the end of the 19th century, gold was discovered in an inhospitable corner of Northwest Canada. As word got out, more than 100,000 prospectors migrated there in what became known as the Klondike Gold Rush. The famous American author Jack London was one of these. Through stories like Call of the Wild and White Fang the rest of America learned how challenging and dangerous this terrain could be.

By understanding the Klondike, its terrain and its history, we might gain a greater appreciation for the the Yukon name when it was introduced in 1991 for the '92 model year. The terrain is rugged, and half the year downright treacherous. You have to learn how to be a survivor there or you're a goner. Hence the Yukon name speaks of a toughness the exceeds the normal.

The Gold Rush image speaks of value. When you "strike gold" it is something you longed for but seldom really expect. So the Yukon name goes along with a search for something of value, and perhaps the joy of finding it. 

One of the nice "discoveries" of this year's crop of SUVs was that of finding a new Duramax diesel engine under the hood of the 2021 Yukon. This story by Fox News focused on yet a third way that the Yukon parallels the Gold Rush of 1896-99, its temporary duration. The title of the article is The 2021 GMC Yukon Diesel is built for the long haul, but may be short-lived. The meaning behind these words is that yes, it is exciting to have a diesel Yukon, but by 2035 GM will only be producing EVs.

The article by Gary Gastelu begins by noting, "It’s the same 3.0-liter turbocharged inline-six-cylinder offered in the Sierra pickup and an alternative to the 5.3-liter and 6.2-liter V8s that are also available in both trucks." Then he switches gears to address the "Why now?" question. The answer is clear. Not everyone is ready to go electric yet. Gastelu cites a stat from the Diesel Technology Forum that diesel pickup and SUV sales were up 28% in 2020. 

After noting the excellent fuel economy of the Yukon the author highlights the hefty towing capacity. (8100 pounds with 2-wheel drive and 7800 with 4-wheel drive.) One gets the impression that Mr. Gastelu likes this compact big boy. 

After a look under the hood, the author takes us inside the cockpit with its unique interior dashboard design. The electronic goodies are many, but it all comes with a price. Then again, gold has value, and this Yukon does, too.

Read the full story here. 

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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

ATTN: Diesel Racers. Click on the Orange Button (top right) for contingency program details.

Truck Trend Pinpoints the Most Powerful Pickups of 2021

A look under the hood of the potent 2021 Jeep Gladiator Ecodiesel

They say it's the sizzle that sells the steak. When it comes to pickup trucks, the sizzles most truck owners are looking for are horsepower and torque. That is what Jason Gonderman's "Most Powerful Pickups of 2021" focuses on in an article that appeared last week on the Truck Trend website.

In the Powerful Pickups of 2021 his opening salvo pretty much sums up where this article is going. "Power may not be the only thing when it comes to pickups, but it affects everything." It certainly does. You want to drive a vehicle with "giddyup and go," not a lame, limping lunker. When you don't have power, it really limits some of the fun of owning and driving a truck. 

Yes, there are other factors that weigh on a decision as regards your next truck purchase. Drivability, fuel economy, towing and hauling capacity, off-road performance all have a say, but at the end of the day power is the first thing on the list that truck buyers look for.

With this mindset serving as the lens through which the contenders are measured, Gonderman runs through the potential heroes of 2021. I've listed below all the winning trucks in each category, but the article includes the second and third place contenders as well. I don't want to steal their thunder by sharing everything. A link at the end will take you to the complete coverage.

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Midsize Truck with the Most Horsepower

Winner: 2021 Nissan Frontier - 3.8L V-6 - 310 hp
(The author did not list competitors with diesel in this category.)

Midsize Truck with the Most Torque

Winner: 2021 Jeep Gladiator - 3.0L EcoDiesel V-6 - 442 lb-ft

Half Ton Trucks with the Most Horsepower

Gas
Winner: 2021 Ram 1500 TRX - 6.2L Supercharged V-8 - 702 hp

Diesel
Winner: 2021 Chevrolet Silverado - 3.0L Duramax I-6 - 277 hp (tie)
Winner: 2021 GMC Sierra - 3.0L Duramax I-6 - 277 hp (tie)

Half Ton Trucks with the Most Torque

Gas
Winner: 2021 Ram 1500 TRX - 6.2L Supercharged V-8 - 650 lb-ft

Diesel
Winner: 2021 Ram 1500 - 3.0L EcoDiesel V-6 - 480 lb-ft

Heavy-Duty Trucks with the Most Horsepower

Gas
Winner: 2021 Ford F-250/F350 Super Duty - 7.3L V-8 - 430 hp

Diesel
Winner: 2021 Ford F-250/350/450 - 6.7L Power Stroke V-8 - 475 hp

Heavy-Duty Trucks with the Most Torque

Gas
Winner: 2021 Ford F-250/F-350 Super Duty - 7.3L V-8 - 475 lb-ft

Diesel
Winner: 2021 Ram 3500 Heavy Duty - 6.7L Cummins I-6 High-Output - 1,075 lb-ft

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The article at Truck Trend includes much more than data. There are also videos and photos of our 2021 crop of pickups in action. To check it out, click here.
Or visit http://www.trucktrend.com/features/most-powerful-pickup-trucks-for-2021

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Jason Gonderman has been interested in trucks ever since his childhood days in Southern California. Over the years he's held various roles with The Enthusiast Network (TEN) including online editor for Four Wheeler and feature editor at Diesel Power. Today he is editor at Truck Trend. His wife, on staff there with TEN, is also into trucks. 

  

Do You Have Any of These Issues? A Diesel Compression Test Might Help You Find a Solution

Are you experiencing any of these problems with your diesel?

--Starting problems unrelated to weather or outdoor temperature
--Poor fuel economy or increased oil consumption

--Blue smoke
--Unexplainable loss of power
--Excessive crank case pressure

On March 16, Fleet Owner published an excellent article by Chad Christiansen about compression tests, when to get them and what they can tell you. In the same way that a battery of tests at the clinic can help you avoid more serious health issues later, so can a compression test identify engine issues before they become more serious.

Christiansen opens with this: 

"Compression in a diesel engine is essential for effective and efficient performance. And when compression is lacking, damage can result. That is why it’s imperative to know whether your engine’s compression is correct."

Compression tests aren't a necessary part of routine maintenance, he writes. They can be valuable if you're having issues like the ones cited at the beginning of this article.

As most diesel owners know, diesel engines operate on a different principle from gas-powered engines. There is no spark plug in a diesel. Diesel engines work by compressing only the air. This increases the air temperature inside the cylinder to such a high degree that atomized diesel fuel injected into the combustion chamber ignites spontaneously. 

When you bring your truck to a mechanic to run compression tests, he or she will place a gauge in each of the cylinders to read how much compression is being produced when the engine turns over. If the pressure is too low, or too high, or if there is too much deviation between the readouts from all the cylinders, there is probably internal damage of some kind.

You can read the full story here.

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Last summer CarPart.com published a good article on the signs and causes of low engine compression. Though written for car owners, the article by Sam O. is relevant for diesel owners as well, identifying the various kinds of damage that may be lurking inside your engine. They include:

Holes blown in the piston head
Leaky valves
Worn timing belt
Head gasket failure
Bad piston rings
Camshaft issues

Follow this link to read the CarPart.com  article in its entirety.

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Related Link

Here's a video on How to Use a Diesel Compression Tester.

Continued Investment and Innovation Helps Advance Diesel Engine Technology

This past week the Diesel Technology Forum submitted comments to the U.S. Senate Energy and Natural Resources Committee about ways in which technologies are being developed to decrease emissions and the progress being made. The following information was gleaned from a press release pertaining to these hearings.

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The presenters began by outlining some of the achievements of past investments in research regarding diesel efficiency and emissions. These investments have not only improved air quality and lowered greenhouse gases, they have also created jobs. 

Allen Schaeffer, executive director of the Diesel Technology Forum began his remarks by giving a nod to Rudolph Diesel, inventor of the diesel engine, whose birthday was just a few days later. He would have been 163. Many are unaware of the significant role diesel engines play in the global economy, chiefly due to innovation, investment and continuous improvement.

“Today diesel engines are delivering substantial benefits to society in the form of efficient and clean power," said Schaeffer. "Thanks to sustained research and investment from leading manufacturers, suppliers and fuel producers, advanced diesel engines have undergone a fundamental transformation in environmental performance while boosting energy efficiency." 

Many critics of big government are unaware of the vast scope of the various branches of government and their functions. One example of this is the DoE's SuperTruck Program. The SuperTruck Program is a partnership between manufacturers and government that has produced new understandings about combustion and emissions reduction. "The SuperTruck program has translated fundamental research into new commercial technology on the road today that enables trucks to use less fuel and emit fewer greenhouse gases and other emissions," Schaeffer said. 

Research enables us to prepare for a cleaner, sustainable future. It takes investment to learn how to couple hybrid-electric technology with battery storage systems or to find the boundaries of thermal efficiency. We're still scratching the surface of our understanding regarding the full possibilities of renewable biodiesel fuels. We don't really know how much we still don't know.

* * * 

These kinds of hearings are significant because the legislators who make decisions regarding Federal spending need to understand what is possible and not possible in the short-, intermediate- and long-term futures. Schaeffer pointed out that although zero-emissions solutions are the objective, few are available today. This is why analysts predict that diesel engines will "continue to dominate the trucking sector well beyond the 2030 timeframe." 

Other key highlights that were made during the hearings included the following.

Diesel is an Economic Driver: According to research commissioned by the Diesel Technology Forum, industries that produce diesel technology and use these technologies generate $275 billion in economic activity.

Diesel is a U.S. Manufacturing and Skilled Workforce Success Story: Nearly a million diesel engines were produced in 2019. It takes a highly skilled workforce to produce these engines and an ever larger force to keep them runing.

New Technology Diesel Engines Deliver Clean Air Benefits Today: New technology diesel engines have eliminated more than 26 million tons of nitrogen oxides (NOx) already since 2010. New diesel trucks are so clean that it would take more than 60 new-generation diesel trucks to equal the emissions from one truck sold in 1988.

New Technology Efficient Diesel Engines Are Delivering Major Greenhouse Gas (CO2) Reductions Today: More efficient diesel trucks now on the road since 2010 have already saved 12 billion gallons of fuel and eliminated 126 million tons of greenhouse gas emissions between 2011 and 2018. This is equivalent to taking 26 million cars off the road for a year.

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READ THE FULL STORY HERE:

Continued Investment, Innovation in Advanced Technology Diesel Engines Sustains Clean Air and Climate Progress

https://finance.yahoo.com/news/continued-investment-innovation-advanced-technology-165900489.html

SEMA Steps Up To Defend Diesel Enthusiasts

First, a quick nod to inventor and mechanical engineer Rudolph Diesel, who was born on this day in 1858. He would undoubtedly be astounded at what the auto industry has achieved using the engine concept that he created.

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On Monday The Drive published an informative article about the advocacy role SEMA is playing on behalf of diesel tuners and performance businesses as they battle the EPA. The reason this article by James Gilboy is important is because most small businesses lack the resources to fight a legal battle against the unlimited resources of the government. 

The article begins as a news account regarding Arizona diesel truck tuner Gear Box Z (GBZ), which has been in the crosshairs for what the EPA considers an "emissions defeat devices." The reason SEMA (Specialty Equipment Market Assn.) got involved is because the definition of what is unacceptable to the agency has been expanding in recent years, even though no new laws were created. Things which were fine before are being fined now. 

Case in point: Freedom Diesel Performance of Bradenton, Florida, was put out of business by a seven million dollar fine, and others are being needled as well.

The New York Times story in January served notice that the EPA meant business in its efforts to crack down on "emissions defeat devices" but SEMA points to changes that took place 5 years ago with regard to the interpretation of aspects of the Clean Air Act that were once applied more narrowly. Until then dedicated off-roaders and racers were exempt. 

SEMA is not fighting the EPA in order to make polluting legal. Rather, they are attempting to be pro-active regarding the continued infringement of rights for enthusiasts and give greater clarity to the law. Gilboy writes:

GBZ was attributed in the EPA's Jan. 3, 2020 filing with Arizona's U.S. District Court as a source of "EGR Delete Hardware," "Exhaust Replacement Pipes," "DPF Emulators," and "Defeat Tune Products" from Jan. 1, 2015, to April 24, 2017. The first two products on that list remain available on GBZ's site at the time of publishing. In the company's listing for said "Exhaust Replacement Pipes," GBZ notes that they are intended for race vehicles.

In December 2019 SEMA approached Congress to introduce legislation titled Recognizing the Protection of Motorsports (RPM) Act. This act sought to bring greater clarity to what is and is not acceptable. After passing through a House Committee the legislation has not been forwarded to the floor of Congress.

Several years ago there were efforts in California to outlaw the street rod culture because they were built in the years before contemporary emissions mandates were in effect. SEMA conducted a study that demonstrated how one maritime transport craft idling in a California port for one day produces more emissions than all the street rods in California would produce in a whole year. 

This advocacy role is invaluable for the industry and its enthusiast constituents because who else has the time and money to conduct these kinds of studies and gather this information. SEMA is thus an important ally for small businesses in the automotive aftermarket as well as for the enthusiast consumers who rely on them.

We encourage you to read the full story here at The Drive.
Here's Why SEMA Is Joining a Diesel Tuner's Fight Against the EPA

https://www.thedrive.com/news/39698/heres-why-sema-is-joining-a-diesel-tuners-fight-against-the-epa

Ford F-250 Super Duty® Diesel Gets More Accolades

For truck owners, this has certainly been an exciting time as regards what the Big 3 automakers have been doing. True, the past year has been dispiriting with the absence of events. Fortunately, the engineers and designers who manufacture the vehicles that define us have not been sitting on their hands doing nothing. 

Today I wanted to return to the F-250 Super Duty Diesel that we wrote about at the beginning of February. The trigger was a web page listing Ford slogans through the years. Many quite familiar. Three of my favorites have been Ford Has A Better Idea, Built Ford Tough, and Quality Is Job One. Built Ford Proud was introduced in 2018, but I like "Tough" better. Last year's Bronco dropped the word Ford and simply went with Built Wild. That's a pretty wild slogan. It sounds fun and seems to capture the spirit of the Bronco name.

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The Ford F-250 Super Duty Diesel has certainly generated its share of buzz and for good reason. It seems to be model of all these slogans rolled into one. On Monday this week Mike Geylin of The Brake Report shared the following collection of observations in a story titled Numbers Tell the Ford F-250 Super Duty Diesel Story. 

Geylin's approach to this story is understandable. He liked numbers very much, so he starts there. 475 horsepower. 1050 pounds-feet of torque. The 6.7-liter V8 diesel engine is not ashamed to flex its muscles. Its towing and load capabilities are nothing to scoff at. But what impressed him most was its fuel economy, 20.1 mpg. A nice set of numbers all around for a 7009-pound truck.

The author makes a quick comment that there's a little extra cost for that benefit, then veers into all the additional features of the truck, from its 10-speed transmission to the off-road suspension package, 35-inch Goodyear max traction tires on 18-inch wheel. This setup gives him plenty of clearance underneath and the ability to chug three near three feet of water if need be.

The luxuries continue inside the cab. Seats that can be electronically adjusted for your contour, offering lumbar support, massage functionality and heat. In fact, there are so many interior features that Geylin doesn't even mention them all. It begs the question, What is a luxury and what is a necessity. However you answer that, the impact is impressive.

By the end he does spell out the price tag that accompanies all this wonder. You're looking at mid-60s to mid-80s depending on how many whistles and bells you require. You'll find all the details here at The Brake Report.
https://thebrakereport.com/numbers-tell-the-ford-f-250-super-duty-diesel-story/

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Edmunds Review on the 2021

By way of contrast, you don't have to go whole hog to own a Super Duty Diesel. The 2021 F-250 fully capable of satisfying your performance ambitions. Reese Counts writes:

No other class of vehicle on sale today has quite the breadth of features, body styles and engines as pickup trucks. That's especially true of full-size heavy-duty trucks such as the 2021 Ford F-250 Super Duty. Whether you're looking to haul a trailer to a job site or drive a luxed-out truck with all the features, there's an F-250 for you. Ford even offers the Super Duty Tremor package that increases this truck's capabilities off-road.

The 2021 Ford F-250 Super Duty is available in six trim levels: XL, XLT, Lariat, King Ranch, Platinum and Limited. Of the six, Reese Counts suggests you look at the XLT. To learn more, all the details can be found here:
https://www.edmunds.com/ford/f-250-super-duty/

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At one time Ford called itself Leader of the Pack. Based on what we're seeing here, it's apparent they want to maintain that title. As we all know, the competition never sleeps.

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Related Links

According to Car and Driver, This F-250 Is the Quickest Diesel Pickup They've Ever Tested

Explore the 2021 Ford Super-Duty®