Diesels In The Sky: The Marriage of Light Aircraft and Diesel Technology

Diesel engines are all around us. Some in places we don't ordinarily expect. For example, I recently watched some railroad workers perform an oil change on a railroad car. No, it wasn't a railroad engine. It was a passenger car who lights, kitchen appliances and other needs were diesel powered. I never knew that. 

A day later I received an email with a link to an article about diesel engines in aviation. This, too, had some interesting surprises. The intriguing article by Trevor Anderson appeared on the Engine Labs site in December 2015. 

Anderson began by noting all the familiar places we find diesel to be the engine of choice. Heavy equipment, tractors, earth movers and their ilk depend on compression ignition power for a range of good reasons. But what about the other end of the spectrum, he asks. That is, what about the light weight, more delicate forms found in the aviation community?

Many of us might be surprised when we learn of the inroads of diesel in small aircraft. This article explains part of the reason this has been happening.

A little history is in order here. It's been less than 120 years since the Wright brothers took flight at Kitty Hawk. Diesel power has only been used in aircraft for a little over 80 years. It's hard to image the Wright brothers getting off the ground with those first monstrous diesels, though the reason diesel engines have been second string power sources for planes has more to do with the fuel than the engine.

This latter issue is actually what has incentivized the choice of diesel engines in more light aircraft today, the two primary reasons being lower cost and more widespread availability.

Anderson notes how light aircraft have historically run on Avgas, which is a gasoline-based fuel specially designed for aviation. Avgas chemistry is akin to racing fuel. It's available at U.S airports, but for aviators flying into remote areas of South America or other places off the beaten path -- places where pilots fly humanitarian missions in the Third World or remote parts of Australia -- it is not always available.

Diesel, on the other hand, is really available nearly everywhere. When you fly, your topmost concern is reliability. It's not like driving a car where you can just pull over and see what that sound is that your engine is making.

What's more is the simplicity of a diesel engine's design. With half as many moving part in a two-stroke diesel, you have half as many things that can go wrong.

There are, however, a few drawbacks to diesel, the author reminds us. He's not trying to sell us. He's just her to inform us of our options and why diesel in aircraft has been growing.

Avgas is designed for "the specific needs of aviation," especially in high altitudes. One of its properties is the ability to avoid vapor lock. That is, it's designed to resist becoming vapor in the lines, cutting off the flow of fuel to the engine. Diesel is subject to gelling, icing and the problem of microbial growth in the fuel.

The Arctic regions and dense tropical rainforests will present problems for diesel planes that Avgas-powered engines will shrug off.

Naming Names

There is only one left. Diesel-powered Junkers 
took to the air during WWII

In the latter part of this article the author begins by taking us back to the first diesel-powered aircraft, the German-engineered Junkers JU-86. The plane was produced specifically for the Luftwaffe initially. It had a variety of looks and was the first to have diesel engines. It was a twin engine bomber and transport craft. 

A unique feature of these engines is that they had vertically opposed six-cylinder, 12-piston, liquid cooled, supercharged engines that generated 868 hp each. It could climb 900 feet per minutes and carry 11,000 pounds. Not too shabby.

Nowadays there are a number of aircraft builders who use diesel power in some of their planes including Diamond Aircraft Industries, which is discussed in detail. Diesel engine suppliers are also noted, including unique engines like Superior Gemini, DeltaHawk and Centurion. The big two engine builders, Lycoming and Continental, primarily make Avgas powered engines, but have also produced some diesel engines on a limited scale.

The article has lots of photo and goes into more depth on the diesel engine builders near the end. You can find the full story here at EngineLabs.

Diesel Powered Vehicle of the Week: The Peugeot 908 RC Concept Car

The history of Peugeot stretches all the way back to the era of Napoleon, birthed during the Napoleonic Wars in 1810 as a steel foundry than manufactured saws and hand tools. By the end of the 19th century they were making a variety of things including bicycles. With the dawn of the 20th century the transportation industry was born, and the company began making motorized cycles and automobiles. This wing of the company broke off to become its own entity in 1926.

Unlike Volkswagen, Mercedes-Benz and Porsche, the Peugeot brand never gained a serious foothold in the U.S. Nevertheless their cars won numerous awards in Europe, including European Car of the Year at least six times. 

Within the auto industry there's a mystique about Concept Cars where ideas get unveiled at major car shows. Sometimes this unique specimens become a reality in a future iteration of a brand. Sometimes they do not. The car we're talking about today never made it to the street, but as a Concept Car is definitely generated buzz. We're talking about the Peugeot 908 RC Sedan Concept with a V12 diesel engine. 

The story that caught my eye was Vlad Radu's "15 Years Ago, Peugeot's Crazy 908 RC Sedan Concept with V12 Diesel Power" at the Autoevolution website. Radu details how the car came to be, and what made it such a stunning piece of machinery.

"While it didn't make it into production, Peugeot's 908 RC concept was a beautifully designed mid-engined sedan powered by a monstrous twin-turbo V12," Radu writes. "Even more surprisingly, the powerplant was designed for Peugeot's Le Mans race car, drank diesel and produced an astonishing amount of torque."

The 908 RC was introduced at the 2006 Paris Motor Show. The intent was "to create a luxury vehicle with an imposing design and make it outrageously fun to drive." Hence, we have a futuristic design with an imposing Le Mans-spec engine.

The engine is what gets your adrenaline flowing. It was a V12 HDi DPFS (diesel Particulate filter system) that had been developed for the 2007 24 hours of Le Mans. The engine was rated at 691 horsepower and generated 885 lb-feet of torque, which Radu staes is higher than the peak torque of our current-dya Pagani Huayra Roadster BC or the ll-electric Porsche Taycan Turbo S. (These two each produce 774 lb-ft.)

Due to its 100-degree V angle construction the car had a low center of gravity. The two particulate filters made it environmentally friendly, as well.

Because of its exceptional torque, the engine required a more muscular gearbox. The six-speed gearbox selected was an electronically controlled sequential system placed directly under the engine. It was designed to tame the wildest beast.

The interior of the car was high-tech, yet elegant. Ergonomically it was a winner as well, and the touch-screen integrated all the cars functions. Passengers in the rear were treated to a multimedia entertainment center experience as well. 

The only real drawback was price. The concept was enticing, but how big of a market would their be? Though Peugeot chose not to move forward on the 908 RC, they learned a lot from the experience, and whet the appetite for a future Peugeot in many hearts and garages.

Here is the full story, with lots of photos, of Peugeot's Crazy 908 RC Concept Car.

Why Does Diesel Engine Oil Break Down?

Why can't oil last forever? Why do we have to change our oil so often?

Many vehicle owners have asked this question. Manufacturers, too, wish that it were possible to eliminate oil changes because making time for an oil change is probably a vehicle owner's number one inconvenience.

The problem is, oil breaks down and is no longer able to keep your engine operating as optimally designed. Hence the need for an oil change regimen.

When we first wrote about this topic last fall we shared how understanding  oil chemistry and composition helps us understand the limitations of engine oil. This is why OEMs have recommended drain intervals, and also explains why ignoring these can cause us to risk voiding warranties. 

But there are additional reasons oil deteriorates and can cause engine failure if ignored. Machinery Lubrication published a helpful article by Jim Fitch of the Noria Corporation titled "Four Lethal Diesel Engine Oil Contaminants" that addresses this issue of oil breakdown. The bottom line here is that there is considerable value in periodic oil analysis, as we have noted elsewhere.

What follows is an abbreviated summary of the four destructive forces that can damage the integrity of your oil, potentially leading to the catastrophic failure of your engine. A link to the complete article can be found at the end of this story.

The Four Lethal Forces

Glycol
Radiator fluid with glycol can get into the oil a variety of ways, from blown head gaskets to defective seals to cylinder heads. According to one study, glycol was found to be present in 8.6 percent of 100,000 diesel engine samples tested. 

Even a small amount of glycol can cause serious issue. A 0.4 percent glycol coolant in the oil can cause soot to coagulate, leading to a dump-out condition resulting in sludge, deposits and oil flow restrictions. The article cites numerous other issues and they are all bad.

Fuel Dilution
It is fairly common to have minor fuel dilution occur with frequent starts or excessive idling. Severe dilution (2 percent or more) indicates a more serious causes like leakage or fuel injector issues. 

In cold temps fuel dilution can cause waxing that results in low oil pressure or oil starvation. Fuel dilution can also thin out the oil so that it is no longer adequate to protect against wear in the combustion zone. Severe dilution undermines the effectiveness of oil additives. These and other issues are amplified when using a biodiesel lubricant.

Soot
Soot is a by-product of combustion that is present in all diesel motors. The presence of soot is normal, but when present in abnormally high quantities it is indicative of other problems that need to be addressed.

Combustion efficiency is directly related to soot production. Things to look at include poor ignition timing, excessive ring clearance or a plugged up air filter. 

Fitch details a host of other concerns that can crop up when you have soot issues inside the engine. 

Water
Though we can't live without water, it is also quite destructive, especially inside your engine. As the saying goes, oil and water don't mix. Too much water will result in that greasy slop that is not going to be fixed with an oil change. It also increases the corrosive power of acids inside the engine and attacks additives. 

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The article closes by noting that total engine failure is something that happens over time as a result of the cumulative effect of one or more of these forces. This is not, the author notes, the some total of all that can go wrong in an engine. Dozens of other factors may lead to what seems like a sudden death. Usually, however, there are all kinds of warnings that we put off addressing or fail to notice.

Oil analysis is your best early warning system, though some of the signs of trouble can be observed as you do routine maintenance. 

Links

Four Lethal Diesel Engine Oil Contaminants

Champion Brands Offers Free Oil Sampling Kits for Diesel Engines

Champion Full-Synthetic Racing Gear Oils Dominate Diesel Drag Racing and Pulling

Champion Brands, LLC, a globally recognized industry leader in racing and performance specialty lubricants for over 65 years, is proud of their winning success and podium finishes with Champion’s Full-Synthetic Gear Oils in diesel drag racing and pulling vehicles that need robust lubrication in severe environments to decreases friction and wear, oil film resistance at hot temperatures, and to allow smooth gear shifting at start-up and during lower temperatures.

“Hypoid differentials, gearboxes, transfer gearboxes, synchronized or non-synchronized gearboxes, gearbox/differential, or transfer gearboxes found in diesel and other vehicles require specialized lubrication that provide a high degree of gear protection”, stated Karl Dedolph at Champion. “Our Racing 75W-90 and 75W-140 Full Synthetic Racing Gear Oils ae designed to lubricate these components with extreme-pressure additives that are more viscous than other racing type gear oils in the market.”

 

“These additives have the ability to transfer a lot of power when the gear box runs very hot, work with heavy loads and low revolution speed or moderate loads and high revolution speed and have a good balance of extending replacement intervals.  This, choosing a high-quality diesel racing gear oil, like Champion’s, is very important for the life of your competition or high-performance vehicle.”

 

“While many of the racing gear oil competitors still use mineral gear oils, synthetic gear oils are becoming the norm in racing. Synthetic gear oils show better resistance to oxidation, better flow at start-up, and better retention of viscosity at elevated temperatures.  These characteristics are exceptionally important as race maintenance-intervals get stretched out, sumps get smaller, and airflow across the axle is reduced by ever changing body designs, wheel-wells, air ducts, skid plates, and track condition aerodynamics.”
 

“While mineral gear oils are usually thickened with heavy paraffinic base oils, synthetic gear oils are typically lighter and are thickened with polymers. Champion uses a premium grade polymer in a proprietary formulation which makes it less likely to quickly shear out of grade,” added Dedolph.

 

Champion 75W-90 and 75W-140 Full-Synthetic Racing Gear Oils benefits include: Formulated to provide extreme pressure protection for competition racing, provide better lubricant oxidation stability, superior corrosion protection for less synchronizer wear, reduce differential and gearbox temperatures, improves shifting, reduce foaming at high speed, and long lasting.

Plus, Champion Full-Synthetic Racing Gear Oils, part #4312 & #4371, have the highest film strength in the market, contains a limited-slip additive, suitable replacement for a differential calling for an 80W90 or SAE 90 gear oil, contains additional friction modifiers for suitability with clutch-type limited slip differentials, plus anti-oxidation, anti-corrosion and anti-foam additives.  

 

Champion SAE 75W-90 Full-Synthetic Racing Gear Oil specific properties: Amber color, 16.7 Viscosity @ 100°C cSt, GL-5, Viscosity Index 172, KRL Shear % Loss - 8.4, Flash Point 199°F, Composition Ingredients: Synthetic Oil, Alkyl Polysulfides, Long Chain Alkyl Amine, Alkyl Phosphate, Long-chain Alkenylamine. https://www.championbrands.com/full-synthetic-racing-gear-oil-75w-90-2/

 

Champion SAE 75W-140 Full-Synthetic Racing Gear Oil specific properties: Amber color, 27.4 Viscosity @ 100°C cSt, GL-5, Viscosity Index 190, KRL Shear % Loss - 8.5, Flash Point 199°F, Composition Ingredients: Synthetic Oil, Alkyl Polysulfides, Long Chain Alkyl Amine, Alkyl Phosphate, Long-chain Alkenylamine. https://www.championbrands.com/full-synthetic-racing-gear-oil-75w-140/

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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

Let's Stay the Course on Clean Diesel: Progress Is Being Made

A lot of Americans are unaware of how much progress has been made in terms of eliminating pollutants like nitrogen oxide (NOx) and carbon dioxide (CO2). Did you know that the new diesel trucks are so clean that it would take 60 of today's new generation diesels to equal the emissions from one truck sold in 1988? New technology diesel engines and the increased use of biobased diesel have contributed to noteworthy carbon reduction and clean air gains. 

All this has been documented, according to a recent Earth Day announcement from the Diesel Technology Forum. "Today, diesel remains the dominant technology in long-haul trucking, powering 97 percent of Class 8 big-rig trucks in the United States. A growing percentage of diesel-powered commercial trucks rely on the newest-generation diesel technologies, which deliver near-zero emissions performance while using less fuel."

The announcement begins by acknowledging the new emphasis on reducing greenhouse gas emissions and tackling the climate challenge. To do this requires thinking through solutions and timetables that are customized to the realities of our time. Timetables have to correspond. But progress has already been extensive.

Today, more than 43 percent of commercial Class 3-8 vehicles utilize the newest generation technology (2011 and newer model years), up 6.8 percent over 2017. Since 2011, these nearly 5 million new-generation commercial diesel trucks "have already delivered reductions of greenhouse gases (carbon dioxide (CO2)) in an amount equivalent to eliminating 26 million light-duty vehicles from the fleet or converting those to all electric vehicles." In other words, more than 18 million tons of nitrogen oxides (NOx) and 126 million tons of CO2 have been removed.  

In short, tremendous progress has been made, and there's more to come.

Furthermore, in addition to the reduction in greenhouse gases, the advances in diesel technology have produced significant gains in fuel economy. From 2014 to 2018 530 million barrels of oil were saved in Phase 1, according to the EPA and the National Highway Traffic Safety Administration (NHTSA). Phase 2 rules will save nearly 2 billion barrels of oil from now till 2027.

 As diesel technology evolves, the four trends are defining the direction advances will take. First, increasing energy efficiency. Second, achieving low emissions. Third, expanding the use of renewable biodiesel fuels. And fourth, hybridization. We live in a world which depends on the transportation of goods. To effectively do this while meeting tomorrow's climate and clean air challenges will require continued innovation and efforts in trucking, marine, agriculture, construction and freight rail applications.

The steady progress in carbon reduction and clean air gains has been somewhat remarkable. It has also been fairly unheralded. This is why the Diesel Technology Forum strives to get the word out and works hard to increase awareness of its mission. 

Read the full Earth Day announcement here:  
ACCELERATING TURNOVER TO NEW TECHNOLOGY DIESEL ENGINES, INCREASED USE OF BIOBASED DIESEL FUELS ENSURE STEADY PROGRESS ON CARBON REDUCTION, CLEAN AIR GAINS 

Diesel Powered Vehicle of the Week: Seat Sport TDi Leon

The World Touring Car Championship (WTCC) was just one of many venues where automakers have touted their prowess. The first was held in 1985 in conjunction with the European Touring Car Championship (ETCC). Successful racing events bring together drivers, venues, organizers, sponsors and media. From 1985 there have been several iterations of the WTCC and ETCC, bringing much gratification to racing fans everywhere.

In 2007 and 2008 the Spanish automaker stunned the racing world by fielding 280-horsepower 2.0-liter diesel race cars. The Seat Sport TDi Leon created such a ruckus in racing that all the other manufacturers cried "Unfair!"

See the Car Buzz story for more. (Link at end of this post)

Seat had found a loophole in the rules and exploited it. They saw that with no limit on turbo pressure, the diesel cars could bear down and take advantage of the extra torque while accelerating out of corners. As a result, the Seat Leon took two championships in a row before the rules were changed. Afterwards, diesel-powered cars were limited to 1.6 turbocharged 4-cylinder engines making around 380 bhp.

León means Lion in Spanish. Introduced in 1998, the Seat León--a hatchback compact--is named after the city of León. Seat itself is owned by Volkswagen so the engineering meets the usual VW standards of excellence. The Seat has a spacious, well-designed interior as well. It has a sporty feel on the road and is not your usual "Box" car effort.

In Scotland the 170 hp 2.0 TDi León FR was named the "Diesel Car of the Year 2006." The car won many other awards as well.

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Related Links
For more about the Seat Leon, check out the following links:

https://www.netcarshow.com/seat/2006-leon_wtcc/

https://www.theaa.com/allaboutcars/cartestreports/2005074.html

Article source: The Car Buzz feature Crazy Diesel-Powered Cars

Fastest Diesel Passes of 2020

Front end of the Firepunk Diesel S10

2020 was an unusual year for many reasons, from the global pandemic to social turbulence in many cities. Hard to believe, but there was no SEMA Show, no PRI, no Diesel Power Challenge. Things were so bad that Diesel World labelled it The Year of Cancelled Events.

People were bored, anxious, overworked, and many were unemployed. Nevertheless, there were still many exciting moments for the highlight reels for 2020. As we look in the rearview mirror we see new records set and a lot worth talking about, which is what Diesel World has done for us in this article by Mike McGlothlin titled Fastest Passes of 2020.

McGlothlin begins by noting that 2020 was actually a huge year for drag racing because drivers and teams stayed focused. They didn't allow what was going on around us to distract them from their aims, which is probably good advice for all of us who have dreams and goals. As a result, there were numerous records broken in 2020 and promising prospects for 2021.

After a condensed summary of 2020 we get photos and details about the main stories, beginning with the Quickest Diesel Dragster in the World, Scheid Diesel's billet-block, compound turbo, P-pumped Cummins-powered Spitzer chassis rail. Track conditions were perfect at October's PDRA and the Scheid team was ready. Boom... Elapsed Time on the 1/8th mile run, 4.04 seconds.  New record. 184 mph. Driver: Jared Jones.

It's gratifying when it all comes together. The record Jones broke had been set only 7 months earlier by John Robinson, a 4.101 second pass that screeched to 181 mph. One can expect these two drivers will be very conscious of one another as they push the envelope in 2021. The goal for each will be to break into the 3s. No doubt they can almost taste it.

A new car on the scene in 2020 was Jeremy Wagler's Duramax dragster. This diesel, too, is quick, and made real progress in its first season. This will be another driver and car to pay attention to going into 2021.

* * * *

In the diesel truck category the big dog to watch these past several years has been Firepunk Diesel out of Ohio. The Pro Mod S10 has been setting records all along, and the sacrifices they've made have been rewarded with many trophies and achievements along the way. The Diesel World story shared the impressive numbers they produced in October, but failed to note their Cummins-powered breaktrhough into the 3s that later took place in Florida. You can read about that here. Engine builder Lavon Miller and driver Larson Miller will remain in the forefront of what's happening wherever they go in 2021.

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When you scroll through McGlothlin's article you'll find diesel-powered Corvettes, pickups, dragsters and pro street vehicles with Duramax, Cummins and Power Stroke engines. Racing is one of the ways engine manufacturers explore the cutting edge of what's possible in engineering technology. 

You's also find the drivers and teams to watch in 2021.

Here's the link to the Diesel World story by Mike McGlothlin:

https://www.dieselworldmag.com/events/fastest-passes-of-2020/

If you are a racer, learn more about our Champion Brands Contingency Programs for 2021. Here's how to get your piece of the action. You may also tap the orange button near the top of the right hand column.

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A Diesel Jeep Gladiator Just for Texans?

That we live in an age of personalization is well known. We've especially become accustomed to it in online advertising where Google and Facebook serve us ads based on our purported interests drawn from personal behavior on the web. Amazon suggests books we might like based on books we have looked at or purchased.

In recent years we've seen automakers follow suit, giving buyers an increasing variety of options to make our cars or trucks our own. We've come a long ways since Henry Ford said we could have a Model T in any color we wanted as long as it was black. 

This past week the news spread all across the web regarding a new kind of personalization. The 2021 Jeep Gladiator now has a special edition just for Texans called the Gladiator Texas Trail. I first read about it at Car and Driver, but it wasn't long before the news was turning up at other automotive sites like Mopar Insiders and Autoblog.

In addition to decals that say Texas Trail, this Gladiator features black 17-inch wheels on 32-inch mud-terrain tires. 

According to Car and Driver the Texas Trail isn't a Texan Jeep in name only. It has some additional features to reinforce it's connections to the Lone Star State. First, it incorporated the year 1836 into the badge, which is the year Texas became a state. Also, they provide you access to the Jeep Badge of Honor Program, designed specifically for off-roaders eager to get off the beaten path. Though the Badge of Honor app helps off-roaders find trails all over the country, 2021 Texas Trail Gladiator owners will find two new trails marked specifically for Texans.

As for engine options, you can choose the 285-hp 3.6-liter V-6 or the diesel 3.0-liter V6. Naturally we prefer the muscle-bound Ecodiesel. According to Car and Driver it's been built by VW Motori, an Italian subsidiary of Fiat Chrysler now in its third generation. Features include "a compacted-grpahite-iron block, aluminum cylinder heads, and a variable-geometry turbocharger that produces up to 31.9 pounds of boost."

In short, the whole package sounds fun. Texas, here I come.

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Do you have diesel news you want to share. Send it here so we can spread the word: blueflame1952@gmail.com

Champion Blue Flame Diesel Engine Oil Supports OOIDA Members

The value of professional associations cannot be overstated. They're be useful for learning, as crisis counsellors, career resources and more. Yesterday we wrote about the legislative work and legal advocacy that SEMA performs on behalf of the automotive aftermarket.  There are racing associations and manufacturing associations, associations that establish standards and there are legal associations. And then there's the OOIDA.

The Owner-Operator Independent Drivers Association (OOIDA) performs an invaluable service for independent truckers. This association of professional truckers provides professional representation, education, benefits and savings for small businesses and pro truckers. The OOIDA has been fighting to defend the rights of small business truckers since 1973.    

Truckers are the unheralded heroes behind the scenes who keep our economy going. They transport food and goods to our communities and vaccines to our hospitals. Their services are essential.

For this reason Champion Oil, a globally recognized industry leader in specialty lubricants for over six decades, has announced a special promotion with Blue Flame Diesel Engine Oil for members of the OOIDA.

 

Photo: Louis Velasquez

No other organization works harder to aggressively represent your views on regulatory and legislative issues to lawmakers in Washington, DC. OOIDA has more than 150,000 members who are working together in the trucking industry.
https://www.ooida.com/

 

In recognition of OOIDA members, Champion is offering a free Champion hat, t-shirt, limited-edition oil rag, and decals to OOIDA members who send a copy of their 2021 OOIDA membership card and a 2021 receipt for 5 gallons or more of Champion’s Blue Flame Diesel Engine Oil to marketing@championbrands.com.

 

“API CK-4 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,” stated Karl Dedolph of Champion Oil.

 

“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,” added Dedolph. 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 produces and blends over 300 products including fuel, oil, engine additives, and lubricants for the automotive, racing, heavy truck, agricultural, industrial, commercial, and specialty markets. For more information about Champion Blue Flame Diesel Engine Oil contact your nearest Champion distributor, or call Champion at 660-890-6231. Champion Brands, LLC; 1001 Golden Drive, Clinton, MO, or go to www.championbrands.com

 

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

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

A Hemmings Story: The 1982 Chevrolet LUV Diesel

The Love Bug was a 1968 film, starring Dean Jones and Michele Lee, that capitalized on the fame of the VW Beetle. Four years later Chevrolet had a LUV of its own. 

In 1972 GM introduced the Chevrolet LUV and later a Chevroley LUV D-Max, light utility pickup trucks designed and manufactured by Isuzu, marketed in the U.S. The vehicles were essentially re-badged variations of the Isuzu Faster and D-Max.

This week an eagle-eyed friend spotted a blue 1982 Chevy LUV with a 2.2L Diesel engine at the Hemmings site. A unique feature of that detail is that the 1982 version of the LUV was the only year this vehicle came with a diesel engine. 

The first generation Chevrolet LUV ran from 1972 to 1980. The second generation was initiated in 1981. The North American LUVs were produced by Isuzu in Japan for the North American market. The Chev LUVs sold in South America were produced in Chile. The 2.2L diesel engine is linked to a 5-speed manual transmission that seems like it would be fun to drive. This particular LUV only has 95,000 miles. Asking price: $15,000.

There have been interesting upgrades over the years. The aftermarket radio with Bluetooth is certainly not original equipment, for example.

You can see the details here:
https://www.hemmings.com/classifieds/dealer/chevrolet/luv/2449517.html#&gid=1&pid=14

No doubt it's been sold, but it you luv that truck, you might get lucky and track it down.  

Photos always tell a story, and this set of photos will also teach you how to showcase a vehicle for selling online. Check it out. 

Champion Oil Introduces a Professional Grade 80% Ether Starting Fluid

If you've ever used it, you know what it is. Starting Fluid is an extremely flammable product that can get you out of many a jam. It works like a pinch hitter when all else fails. 

Earlier this week Champion Oil announced a Professional Grade 80% Ether Starting Fluid that's designed for both gas and diesel engines in cold weather. What follows is information from the press release.

“Starting fluid is a volatile, flammable liquid which is used to aid the starting of internal combustion engines, especially during cold weather or in engines that are difficult to start using conventional starting procedures,” stated Karl Dedolph of Champion Brands, LLC. “It is typically available in an aerosol spray can, and may sometimes be used for starting direct injected diesel engines or lean burn spark engines running on alcohol fuel. 
https://www.championbrands.com/80-ether-starting-fluid/

 

“Modern starting fluid products contain mostly volatile hydrocarbons such as heptane, (the main component of natural gasoline) with varying portions of diethyl ether and carbon dioxide as the propellant helping start internal combustion engines because of its low 160 °C (320 °F) autoignition temperature.” 

 

“Starting fluid is sprayed into the engine intake near the air filter, or into the carburetor bore or a spark plug hole of an engine to get added fuel to the combustion cylinder quickly”, added Dedolph. “Using starting fluid to get the engine running faster avoids wear to starters and fatigue to one's arm with pull start engines, especially on rarely used machines."

 

Other uses include cold weather starting, vehicles that run out of fuel and thus require extra time to restore fuel pressure, and sometimes with flooded engines. Mechanics sometimes use it to diagnose starting problems by determining whether the spark and ignition system of the vehicle is functioning; if the spark is adequate but the fuel delivery system is not, the engine will run until the starting fluid vapors are consumed.

 

“It is used more often with carbureted engines than with fuel injection  systems. Caution is required when using starting fluid with diesel engines that have preheat systems in the intake or glow-plugs installed, as the starting fluid may pre-ignite, leading to engine damage,” Dedolph added.

 

Champion Professional Grade 80% Ether Starting Fluid works great on gas and diesel engines, allowing faster starts and reducing wear on batteries. It contains upper cylinder lubricant for added protection. Use of personal protective equipment as required. Wash face, hands any exposed skin thoroughly after handling. 
https://www.championbrands.com/80-ether-starting-fluid/

 

Do not eat, drink or smoke when using this product. Use only outdoors or in well-ventilated areas. Wear eye/face protection. Do not breathe dust/fumes/gas/mist/spray/vapors. Keep away from heat/sparks open flames/hot surfaces. This product is compliant for sale in North America. Part# 4580K 12/11 oz.

 

About the Company
Champion Brands, LLC, is a globally recognized industry leader in specialty lubricants for over 65 years. Champion also produces and blends over 350 products including fuel, oil, engine additives, and lubricants for the racing, automotive, heavy truck, agricultural, industrial, and specialty markets. For more information about Champion Products contact your nearest Champion Distributor, or call Champion at 660-890-6231. Champion Brands, LLC; 1001 Golden Drive, Clinton, MO, 64735 or go to http://www.championbrands.com

More Winter Maintenance Tips for Your Diesel Equipment

In much of the country mid-January is the coldest time of the year. Arctic blasts send shivers up our spines. Though most folk hunker down on those coldest days, there are others who make a living outdoors. It's not a matter of dressing for success (the white shirt, the right tie) but rather learning how to dress to survive. (Choppers, lined pants, layers of shirts, parka, snowmobile boots, etc.) 

Diesel engines need a different kind of treatment in extreme cold as well. On Monday, ConstructionEquipmentGuide.com published a useful story on this topic titled Diesel Engine Do's Don'ts for Trouble-Free Winter. The main point the author strives to get across is that the best solution to avoid problems with diesel starts is to prepare in advance. Don't wait till you have a problem. You know it will be cold, so be ready.

One reason diesels are a special problem in cold weather is because "they depend on high temperatures created by compression to ignite the injected fuel." Our diesels do not have spark plugs. Internal combustion operates on a different principle. Because of this, the author states that "it is five times harder to start a diesel engine at 0 F (minus 17 C) than it is to start one at 80 F (26 C).

Though there can be a number of causes for challenging winter starts, the top three reasons are gelled fuel, cold cylinder walls or electrical failure. The article offers practical actions you can take to avoid being stranded in the cold.

It's worth pointing out that these tips aren't just assembled from miscellaneous trucker lore. The author, Julian Wood, works with Perkins which has documented billions of hours of testing in all environments. Their cold weather testing is performed 100 km from the Arctic Circle in Sweden at near 50 below.

FLUIDS
The first area of focus is on the fluids. Just as water undergoes changes based on temperature (ice, liquid, steam) so are the fluids in your vehicle transformed as temps drop. 

Recommendations fall into four baskets. Nine pertain to the fuel, two address the oil, three pertain to the coolant and two more to the diesel exhaust fluid (DEF).

The second area Wood addresses is the engine itself. Some of these steps should become part of your regimen at the beginning of winter, not when you're in the middle of a blizzard.

The third area is a the electrical system, specifically your battery. This is where the energy comes from to start your beast. You want a strong battery going into winter, and the author reminds us the batteries lose a portion of their cranking power when temperatures drop. You may even want to consider a battery warmer.

A couple other items of note. Beware of parasitic loads. That is, be aware of the things that can be a drag on cranking. Also, always let the engine warm up for five minutes before putting it into work mode.

The key idea that the author strives to sink home is here in the conclusion:

"A modern diesel will start and run under extreme conditions with very few issues, but ignoring those issues can be expensive. Proactive preventive action may seem like an extra expense or time spent on something that isn't a problem — now — but it makes economic sense in the long run. The consequences of ignoring winter diesel issues can range from losing all or part of a day's work to repairing expensive engine damage."

Read the full article here:
https://www.constructionequipmentguide.com/diesel-engines-dos-donts-for-trouble-free-winter/50940

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