The Four Key Lubrication Tactics to Extend Diesel Engine Life

Model diesel engine. Luc Viatour, Wikimedia Commons

One of the benefits diesel engines offer over gasoline engines is longer service life. That being said, it's useful to know that there are steps you can take to get the maximum life from your engine before it needs its first overhaul. Here are some things you can do drawn from an article in Machinery Lubrication titled "Lubrication Tactics to Address Diesel Engine Life."

The article is essentially a practical outline of matters to address in answer to the question, “Are there any specific lubrication tactics that can help extend the service life (overhaul interval) of a diesel engine?”

The answer is yes, and the author proceeds to outline the four "rights" of lubricant application: 
The Right Lubricant
The Right Amount
The Right Component/Machine
The Right Change Interval.

It's a clever way to think about lubrication and it applies to all things that need lubrication, whether in the form of oil or grease. In this case we're talking about oils for diesel engines.

The first action suggested is to select a high-performance oil, rather than the one with the lowest price. This can be synthetic or mineral de[ending on the engine's requirements. 

Engines are designed to hold a specified oil level, so using the right amount of oil is important. This oil should not be mixed with other products, the author states. The specified oil is designed for a purpose. Its effectiveness can be altered through mixing with assembly lube or other products.

Because lubes age over time and during service life, they need to be replaced from time to time. This article notes that the "when" for changing oil should be not based on a time period or mileage limit. Rather, oil should be changed when it is ready to be changed.

To know the "when" you can perform oil analysis or utilize online sensors. This kind of monitoring will help you optimize the oil's use which still protecting the engine.

After explaining the four "rights" we are reminded of the need for proper filtration so that the oil is free of contamination, whether solid of liquid. The author suggests that the oil should be filtered before being put in the engine, and maintained in this condition using high-quality filters.

Many people use by-pass filters which take a portion of the oil out of circulation to continuously filter more slowly and more effectively before reintroducing to the oil stream. Premium air filters are also recommended because a majority of debris that gets into the oil is sucked in through the air.

Periodic oil analysis is the most effective way to monitor contaminants in the oil, whether fuel, glycol or soot, as well as other particulate matter. By this means you'll know when corrective actions need to be taken.

Because water contamination can be an issue in many machines the author recommends keeping your lubricants dry. They should also be kept cool, because the higher the operating temperature the shorter the lubricant life. For maximum service life, pay attention to operating temps.

If you're really looking for the most out of your engine life and lubricant performance, the article notes the importance of several additional variables: good training for your maintenance personnel, good procedures, the right tools, communication and team alignment. You may  even consider a pre-lube system. And last, but not least, use a high quality fuel and a periodic engine flush.

If it seems like a lot to consider, it's good to know what is possible.  This is the "white glove" treatment, if you know what I mean.  Read the original story here.

Related Link

Why Does Engine Oil Break Down

Detroit May Have an EV Future But Diesel Is Still Alive and Well

The popularity of full-sized diesel pickups remains strong.

Earlier this month the president signed an executive order to have 40 to 50 percent of all cars to be electric by the end of the decade. GM and Ford anticipate that this will happen, but they also recognize that the demand for full-sized gasoline and diesel pickups is as strong as ever among consumers. 

Reuters released a story on Monday that stated the industry expects to build 3.3 million full-size pickups and SUVs this year in North America, virtually all gasoline or diesel powered. The demand is strong and will likely continue throughout the decade.

The popularity of big trucks may mystify some, but is no surprise to others. Lawmakers and pundits pounce on gasoline and diesel trucks as massive polluters, even though great strides have been made to reduce emissions and develop more fuel efficient engines.

The big three automakers issued a joint statement on August 5 regarding their "shared aspiration" to meet the president's 2030 target. "That goal would mean boosting annual North American output of electric and plug-in hybrid electric vehicles to 7 million vehicles or more," wrote Paul Lienert, author of the Reuters piece.

The article's main thrust seems to be that the rate at which the automakers are rolling out EVs will be significantly less than intentions of the projected target. "The entire industry, however, is planning as of now to build just 2.6 million battery electric vehicles (BEV) and another 585,000 plug-in hybrid electric vehicles (PHEV) in 2028, according to AutoForecast Solutions (AFS), which compiles production estimates that are widely used across the industry."

All forecasting is a tricky business, in part because there are so many variables at play. Based on current projections by the automakers, AutoForecast Solutions (AFS) states that EVs will account for 15% of production, and hybrids another 3.4%. EPA is projecting a similar but slightly smaller number.

It's not that there's an inability to make more EV vehicles. What's missing is demand. There's simply a lack of demand for battery powered cars, and to stay in business manufacturers must. build products people are willing to pay for. 

Ford has repeatedly reiterated that 40% of its global volume will be battery-electric by 2030. GM has stated again that it plans to eliminate tailpipe emissions from light-duty vehicles by 2035. The reality is that trucks and SUVs are in high demand and consumers are willing to pay premium prices for them. 

The article ends with a note about the 2021 semiconductor shortfall, which has been a headache for automakers. Demand is there but dealerships can't get enough vehicles to fill their lots.

Here's the article, along with some informative charts to make it visual.
Detroit sticks with trucks, SUVs despite lofty 2030 goals for EVs

5 Truck Trends In the Class 8 Diesel Realm

Photo by Nigel Tadyanehondo on Unsplash

If you want to know what's happening in any industry, talk with the editors of that market's leading publications. Editors have their fingers on the pulse, and have enough experience to notice the difference between a significant event and a flash of buzz that will be quickly forgotten. 

On August 3 Fleet Equipment magazine published a story by managing editor Alex Crissey titled 5 Truck Trend Takeaways from July. (I like the alliteration in the title.) Here are the biggest stories as we drift through late summer. Each is accompanied by a video or podcast by one of the FE editors.

5. It's Summer and Heat Is the Real Killer of Batteries

Most of us are aware of the impact freezing temps have on batteries, significantly reducing their charging power during an Arctic blast. Senior editor David Sickels says that heavy duty battery experts say “Summer heat and sun are what kills a battery; it just doesn’t know it’s dead until it gets cold.” That's an intriguing observation. The greater the heat, the shorter the service life. 

Watch the video here, or read the transcript.  

4. Consider Replacing Truck Mirrors with Cameras

The Fleet Future podcast introduces us to the makers of MirrorEye, a system which replaces mirrors to give greater visibility as well as improved aerodynamics. In the podcast, the Stoneridge president and VP discuss the benefits of the system as well as the experiences of those who have been using it.  

3. The Impact of ADAS on Truck Service

Advanced Driver Assistance Systems (ADAS) are high tech tools that are potentially saving lives by helping drivers stay in lane and other collision-avoidance services. The new systems have drawbacks, however. They need extra attention when it comes to maintenance. To work effectively they need to be periodically calibrated and not ignored.  Be sure to watch the video within the 5 Truck Trends story.

2. The Business of EV Charging Stations

It's estimated that the EV charging station business will exceed $100 billion in 7 years. Keeping track of all the options available for fleet managers moving into the EV realm would be an endless task. Thankfully Fleet Equipment editors do it for us. Here's a current list of all the Commercial EV Charging Station providers with details about each.

1. Are You Paying Attention to the 3G Sunset?

There is always so much happening in the world that it's easy to miss a few important stories now and then. One of these stories is the looming termination of 3G. Why does it matter? When these older networks go dark, you can potentially lose your data-driven truck solutions unless you upgrade your devices. As much as we appreciate the benefits of a high tech world, it can be emotionally  to always be worrying about something we've forgotten to take care of. Fortunately, Fleet Equipment editors have you covered.

Here's the full article with videos and other key links:

Five Truck Trend Takeaways from July 2021

Diesel 101: What's the Difference Between Diesel and Gas

Vince Lombardi, the famed Green Bay Packers coach, began each year's training camp with the same opening line. "Gentlemen, this is a football."

The point he made was that you are never too old or experienced to be reminded of the fundamentals now and then. How to hold a football, how to run with it, how to recover a loose ball... it's all pretty basic, but Lombardi believed this annual ritual was essential for success.

That anecdote is what came to mind when I saw the Florida News Times story this past weekend, What Is the Difference Between Diesel and Gas? It's not a clickbait title, just a straight up presentation of basic but useful information. "Just the facts, ma'am."

The story has a great opening line: "Did you know that diesel can give you 12% more energy per gallon in comparison to gasoline?" 

There are probably a lot of people who don't know that, so it serves as a nice attention getter. The question suggests that if you read this article maybe there will be other things you didn't know. Here's an overview of this piece, along with a link at the end so you can read it in its entirety.

The first decision most people make is deciding what type of vehicle they want, whether a car, sedan or truck. The next question ought to be whether to go diesel or gas power. To make this decision it helps to know how internal combustion engines work, whether gasoline powered or diesel.

Air enters the engine and mixes with fuel where it is compressed in the combustion chamber (cylinders) and ignited. The explosion pushes the piston and crankshaft which turns the gearbox. When the piston returns to its starting position the spent gases get pushed out into the exhaust system.

The difference between an engine powered by gasoline and a diesel engine takes place at the point of ignition. In a gasoline engine a spark ignites the fuel. In a diesel engine there are no spark plugs. Rather, ignition occurs by means of compression of the air-fuel mixture. High compression produces heat which generates spontaneous ignition.

Because diesel fuel produces more energy per gallon, it is more cost efficient. For this reason the engine of choice for people who do a lot of highway travel is often diesel. They also have more torque, so they accelerate faster.

The article notes that not all diesel fuel is created equal, however. Black diesel, biodiesel and other diesel fuels may detract from performance.

Some people are unaware of the differences between the two kinds of engines. Diesel engines are more durable and last longer. They used to be quite a bit heavier, but new manufacturing techniques and materials have addressed this. Because they have fewer parts, diesel engines have fewer components that can fail, which translates into fewer repairs.

Two primary drawbacks for diesel engines used to be how noisy they were and the black smoke they belched. These issues have also been addressed and are no longer the issues they once were.

Fuel Efficiency
Diesel tend to offer better fuel efficiency. This is due, in part, to the manner in which diesel engines work. Gasoline engines have a lower compression ratio in order to avoid self-ignition. In diesels, compression stroke only compresses the air because there is no fuel injected during the intake stroke. The greater compression ratio enables greater fuel efficiency.

Because of the different systems for combustion, the fuels are different. Both originate as crude oil extracted from the ground. The difference is in the refining. Diesel fuel is heavier and has a higher energy density. It also takes longer to evaporate.

Biodiesel is different from the diesel fuel refined from crude. It's important to know that diesel and biodiesel are not interchangeable. If you plan to use biodiesel, there are some changes necessary. The author doesn't detail these, so you will have to consult your mechanic.

The author ends his story by repeating the earlier assertion that diesel engines are more reliable. He adds that when things do go wrong they are usually not as expensive to fix. The article ends with a question: Are you ready to make the shift?

Ironically, right after reading this article I saw another about a diesel owner named Carl who did make a mistake and it proved very expensive. The title of the story, which you can read here, is Anyone Can Make A Mistake.

And what was the mistake Carl made? On a camping vacation, after a long day's drive, he pulled into a filling station before heading to the campground. Whether from being tired, or just the habit of filling the tank without thinking about much, he absent-mindedly filled up with 87 octane gasoline instead of diesel fuel. Oops.

An expensive mistake indeed. According to the article the final tab to fix this fiasco was $22,000. Fortunately he had good insurance, which covered most of the cost. You can be sure that this was not the kind of drama he needed for his vacation.

You can read the Florida News Times story here.

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

Diesel Shop Supplies: Champion Wipe-R-Clean® Multi-Purpose Cleaning Wipes

Anyone who turns a wrench knows how important basic shop supplies are. Every little bit helps when running a shop or simply getting under the hood out back in the garage. Here's an announcement that came across the wire last week from Champion.

Champion Wipe-R-Clean Multi-Purpose Cleaning Wipes  

Champion Oil, a global leader in specialty lubricants and products, recently has introduced Champion Wipe-R-Clean Multi-Purpose Cleaning Wipes for machine shops, engine builders, etc.   This new product #4530H cleans and de-greases without adding water in one-easy step. 

Champion Wipe-R-Clean® Multi-Purpose Cleaning Wipes cut through the toughest tar, grease, wax, ink, paint, lubricants, and adhesive. They are extremely versatile, and can be used for nearly any job, from cleaning vehicle interiors, to wiping hands, to cleaning machinery, tools and other surfaces.

These wipes are industrial strength, yet gentle on skin – fortified with an emollient, they won’t crack or dry hands. The textured side of the fabric won’t scratch surfaces and is ideal for scrubbing tough soils, while the smooth side wipes surfaces clean. The formula won’t leave behind a residue, dries on its own, and leaves a pleasant citrus scent.

Champion Wipe-R-Clean Multi-Purpose Cleaning Wipes are available in 6 pack cases with 70 wipes per container. #4530H/6.  Contains Butyl 3-hydroxybutyrate and other components, citrus odor, 9.5” x 12”, pre-moistened. https://www.championbrands.com/Wipe-R-Clean-Cleaning-Wipes/

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/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’s Limited-Slip Friction Modifier Additive Formulated for Diesel Pick-Ups

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

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