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

Is Toyota Preparing to Bring a Hybrid Diesel to America?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

You can read the full account here: 

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

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 

Top Service Tips for Hard Working Diesel Engines For Operating at Peak Performance

Yesterday we wrote about three reasons diesel engines overheat. Upon seeing today's article about maintenance, it seemed like a good follow up and worth sharing. Rental is a publication for construction pros, but it's relevance is for everyone who owns a hard working diesel.

As we all know, there have been lots of changes in engine technology the past two decades, and this current decade we're seeing an increased transition for diesel to EV in many realms. In this article the author, Alexis Sheprak, reached out to three leading engine manufacturers to discuss some of the challenges this presents along with tips on how to improve the way we take  care of our equipment.

The three manufacturers she spoke with are Cummins, Perkins and Hatz. The question she asked was "What are your top five service tips for larger diesel engines to maintain peak performance year-round?" Here are the suggestions Rental's readers received. For the purpose of brevity, the suggestions are abbreviated and paraphrased. You will find a link to the full article at the end of this post.

Hatz
1. Follow the maintenance schedule as outlined in the owner's manual. If you're working in a harsh environment, however, make adjustments accordingly. (He uses the example of air filters plugging sooner than normal in extremely dusty environments.)

2. Because their is more electronics on engines these days, use more care when power washing.

3. Monitor your diesel particulate filter (DPF). Do not ignore warnings.

4. If you're running idle much of the day or low-load conditions, "make sure you run the engine at full load for at least 30 minutes at the end of a shift to ensure the diesel oxidation catalyst (DOC) is reaching the appropriate burn out temperatures."

5. Pay attention to engine codes, and have them diagnosed as early as possible.

Cummins
1. Use the correct parts.

2. Following recommended maintenance schedules is critical. "Preventive maintenance saves fuel costs, major repairs in the long-term, and maximizes the productivity and life of the engine."

3. Use the correct fuel, oil and DEF. (Also, regularly check tire air pressure and air filter cleanliness.)

4. Engine filters are becoming more technically advanced. Make sure you are using filters that meet standards.

5. If you have a Cummins, they direct you to their service website, quickserve.cummins.com.  Enter your serial number and you're good to go.

Perkins
1. "Engine oil sampling, change intervals and oil grades." Keeping your oil health is critical, especially heavy working engines under load.

2. "Coolant condition and system performance." Overheating does all kinds of damage as we noted here yesterday.

3. Pay attention to fuel cleanliness and filtration. Failure to pay attention to these will cost you money down the road as it impacts fuel pumps and injectors.

4. Be sure you adjust for the seasons. (Here are some winter maintenance tips from the Blue Flame team.)

5. DEF handling and cleanliness. Also, when storing DEF keep it out of direct sunlight in a cooler storage area. It should not be above 95 degrees F.

* * * 

Additional questions that these engine professionals answered were as follows:

Q: New advanced engines and cooling systems are changing cooling system maintenance requirements. What should rental houses pay attention to when it comes to cooling systems?

Q: What about proper fuel maintenance?

Q: What technologies are available to help monitor engine performance and manage service schedules?

Q: I know there’s been a big push lately for more sustainability. What are some of the latest advancements in fuel types? And what should rental equipment owners be aware of about them?

Q: What’s next for engine technology?

* * * 

This article is packed with valuable, authoritative information. You can find the full article here: Diesel Engine Maintenance Tips for Peak Performance

Big Diesel Engines for Big Mining Trucks

"It's dark as a dungeon way down in the mine..."
--Merle Travis

On June 22, International Mining posted a brief article about a massive Toro truck with a Volvo Penta diesel engine that has a 63 metric ton carrying capacity. The highlighted feature wasn't the size of payload it carries, but rather the reduced emissions and fuel economy benefits it provided.

The story's spotlight is on the team effort between Toro, Volvo Penta and Sandvick. The truck is a Toro™ TH663i, Toro's largest.

Sandvik is a global engineering group with 37,000 employees. What they have designed is a powerful, reliable fuel efficient 16-litre Stage V engine that delivers 585 kW output. It uses a Selective Catalytic Reduction system (SCR) instead of a diesel particulate filter. The SCR uses diesel exhaust fluid to reduce emissions of NOx without sacrificing the truck's performance or fuel efficiency. 

Stage V is a reference to EU emissions standards for vehicles or equipment used in non-road applications. Stage V set stricter standards for emissions and particulate matter.

When you think about trucks carrying heavy loads underground, several thoughts come to mind. First, you need equipment that is reliable. The last thing you want are breakdowns. Diesel is the workhorse in that department. Second, anything you can do to reduce emissions and particulates is a plus. 

The Stage V Penta Volvo diesel is a new engine option that requires ultra-low sulphur fuel and low-ash engine oil to operate. It can also be run on paraffinic diesel fuels that meet the EN 15940 standard. According to the article, renewable paraffinic diesel fuel significantly reduces the greenhouse gas footprint as well a emissions of carbon monoxide, carbon dioxide, hydrocarbons, nitrogen oxides and diesel particulate matter in the engine exhaust. Because it can use use both fossil diesel and paraffinic fuel without limitations, it is a very versatile engine. It's both flexible and user friendly.

The article notes that Sandvik has made a number of improvements in the past few years for the Toro TH663i including a new transmission that has cost benefits and improves reliability. The engineering firm has also introduced what they call an autonomous system called  AutoMine® that enables miners to operate the equipment remotely.

The end result of these incremental improvements is an increase in both productivity and efficiency.

Related Links

Sandvik deploys Stage V Volvo Penta engine on 63 t underground Toro TH663 truck

Five benefits of Volvo Penta's Stage V off-road engines 

How Garrett Turbochargers Contribute to the Success of BMW B57 Diesel Engines

A car is the sum of its parts. The performance of each of these parts contributes to the performance of the whole.  Brakes, electrical systems, sensors, transmissions, injectors, spark plugs -- each component has been significantly fine tuned over the past many decades to produce more power and efficiency than ever before while reducing the car's environmental impact.

An Autoevolution article this week takes a deep dive into one specific innovation that has increased the power and efficiency of BMW's B57 diesel engine while lowering emissions. The focus is on the Garrett Turbocharger. The innovation is a variable nozzle turbine. The article is titled "The Tech Behind the Garrett Turbochargers That Keep BMW B57 Diesel Engines Alive."

Here's the story.

Diesel automobile sales in the U.S. dropped off after the Dieselgate scandal of 2015. This event did not, however, disrupt the popularity of diesel cars in Europe. BMW is one of the automakers that sells plenty of diesel-powered vehicles across the pond. The important thing is to satisfy the new Euro 6d emission standards. To do this the company has done a complete makeover of its most popular diesel engine, the 3.0 B57 six-cylinder.

It is now assisted by a mild hybrid system which includes a 48-volt starter generator that provides 11 hp (8 kW) of additional power, author Vlad Radu writes. "More importantly, it optimizes the engine's load range and reduces consumption."

The improvement in efficiency is achieved by means of two-stage variable nozzle/geometry turbochargers. The end result is better fuel consumption and performance.

BMWs 3.0-liter B57 inline-six diesel engine.

Several technical innovations are involved. One has to do with seven ports integrated on the exhaust manifold, six on the exhaust and one on the EGR. The ports address exhaust pressure variations with improvements on both the high and lower pressures of the VNT. We're talking about serious fine tuning here while the engine is in action.

There's some sophisticated electronics involved as well that works together with the two VNT actuators, improving engine responsiveness. "According to Garrett, throttle response and torque deliver are smoother and more powerful when compared to single turbo or conventional two-stage turbo systems," he writes.

Relying on information from Garrett, Radu shares additional benefits. The new system setup improves boost at low rpms. And the setup also reduces the production of harmful gases even before they go through the treatment devices.

Though the two-stage NOx exhaust gas treatment system was introduced in 2012, it has gone through extensive upgrades since that time. These are areas that companies can't sit back on their haunches about. Continuous improvement is the name of the game as they perpetually push the envelope. The BMW is the epitome of sophisticated engineering, inside and out.

The redesigned B57 3.0 liter, with assistance from a 48V hybrid system, produces 340 hp and 516 lb-ft of torque, all this while becoming compliant with the EU's stringent emissions standards that have recently come into effect. 

What will they think of next?

Read the full story here: The New Tech Behind the Garret Turbchargers.

Photos on this page: BMW AG

Why the Renewed Spotlight on Remanufactured Diesel Engines?

I've recently seen several articles on remanufactured diesel engines. Perhaps this was because April 8 was Global Remanufacturing Day, a day devoted to raising awareness regarding the benefits of remanufactured diesel engines. This special day was announced and promoted by the Diesel Technology Form (DTF), an association devoted to disseminating information about diesel engines, fuel and technology.

Last week's press release was titled, Remanufacturing of Diesel Engines, Components Key Part of Circular Economy, Saving Energy, Reducing Waste.

DTF Executive Director Allen Schaeffer began his remarks by noting that heavy duty diesel engines are high-value investments "designed with reliability and durability in mind to last thousands of hours or go hundreds of thousands of miles." They play an important role in our economy. Their engineering takes into consideration every aspect of their service life and encompasses or includes remanufacturing. In other words, they are designed to be recycled.

Remanufacturing will see continued growth for the next several years. It has become an important part of engine manufacturers' businesses, "making it one of the lesser well-known but valuable attributes of diesel engines." For customers who know how to evaluate their purchases by considering life cycle costs, remanufacturing generates considerable savings and value. Global Reman Day underscores this aspect of diesel technology.

Interestingly, DTF member companies held events at various plants and locations around the country to celebrate all things diesel, and this remanufacturing aspect in particular.

The announcement stated that remanufacturing "is a standardized industrial process by which engine cores are returned to same-as-new, or better, condition and performance." To do this requires having established processes as well as testing standards.

It is useful to know what a remanufactured engine really is. It's obviously not a new engine fresh off the assembly line, but it is also not a rebuilt used engine. Reman means something different.

According to FoleyRig 360 when we talk about remanufactured engines, you are getting an engine that has been broken down into its various part which are individually restore to "like new" condition and re-assembled. At Foley all parts are tested by Cat certified technicians. 

If you have an unplanned breakdown, or you're planning an engine overhaul, there's a still cheaper option if you want to go there. Rather then dropping in a new engine or reman, you can rebuild the engine yourself. If you have the time, and the expertise, it's a consideration. 

* * * *

Read the Diesel Technology Forum announcement here.
Learn more about Remanufactured diesel engines here. 

* * * * 

If you need help selecting the correct diesel oil for your remanufactured engine, or for any engine, click on the grey button in the right-hand column that says "Ask Jake." 

Diesel Engines Are Here To Stay

Photo: MathKnight. Creative Commons.

Earlier this week 365 News, a communications arm of CONEXPO-CON/AGG, published a story titled Diesel's Not Done. The six minute read touches on a range of themes relevant to diesel owners and people in the diesel industry. 

The main point of the article is this: Whereas electrification has taken center stage and captured the media spotlight, the benefits and attributes of diesel technology are many and will continue to make a contribution for years to come.

Engine makers have made great progress in reducing diesel emissions for for the past several decades. This is a trend that will continue. At the same time, innovative thinking is also producing many new and interesting developments. 

The important thing for manufacturers like John Deer and others in this market segment is to ensure that innovation does not come at the expense of certain fundamental values. Those values include the importance of uptime and reliability. 

Michael Lefebvre, manager, global marketing support, John Deere Power Systems, says that these are exciting times because of all the technical advances being incorporated into engine design. Many of the advances in this high tech era "include  leveraging virtual analysis and telematics data, using digital tools and advanced simulation, and streamlining overarching power systems in the vehicle." 

“Engines will become smarter and more capable – not only in terms of lower emissions or higher power, but by being more reliable to run in the way applications demand,” Lefebvre said.

The Emissions Question

How low can emissions go? The past focus as has been on reducing NOx (nitrogen oxide) and particulates. In the future, the focus will be on reduction of CO2, said Christer Hedström, a director at Volvo Penta. Hedström said that environmental impact and engine performance are two sides of the same coin. You can't focus on one at the expense of the other.

The truth is, though, that diesel engines have never been cleaner. Marketing communications director Steve Nendick of Cummins stated that the their engines are not only more powerful that ever, they simultaneously meet the toughest global emissions legislation.

Electrification
After detailing the advances that have taken place in exhaust aftertreatment systems, the author underlines another main point, that although diesel technology is not going away any time soon, there will be increased adoption of electrical power that brings benefits to customers.

“We have already started to see electrification where the energy demand is relatively small and where there are good charging possibilities during a standard working day,” Hedström said.

“I think we’ll see electrification move into applications where there is an increased energy demand, but it will take some time before we’ll see it in the high-power, high-energy demanding applications.”

Overall power solutions will need to balance the mechanical, hydraulic and electric power systems, as well as cost. 

A variety of fuel sources are being explored, including
--advanced diesel
--hybridization
--full electric
--hydrogen fuel cell technology

The bottom line in this informative article is diesel, for the time being, has many advantages. Tim Burnhope, chief innovation and growth officer at JCB, noted that currently going all electric is cost prohibitive. People are simply unaware of the power needs of today's heavy equipment. It would cost $208,000 for a single lithium-ion battery large enough to power a 22-ton excavator for an eight-hour shift – not to mention the vast amount of carbon-dioxide produced in the battery’s manufacturing process.

“Diesel, on the other hand, contains more energy than petrol, natural gas, a variety of battery types and many other fuels or power sources,” he stated. “In fact, by mass, diesel contains around 54 times more energy than current lithium-ion batteries.

“Diesel is safe to be delivered to the site easily – even in remote locations,” he said. “Finally, with their high-torque nature and robustness, diesel engines are perfectly suited to heavy-duty applications, including use in construction equipment.”

If you consider the remote areas where much of this massive equipment must operate, you'll recognize that these places are quite far off the grid. Traditional internal combustion engines will remain the only solution for the foreseeable future.

* * * 

This article is an attempt to summarize an important story from 365 News. You can read the full account here at Diesel's Not Done.

https://news.conexpoconagg.com/news/Diesel-s-not-done/643.article?utm_source=newsletter&urm_medium=CONEXPO-CON-AGG-365-CONEXPO-CON-AGG-365-11th-March-2021&utm_term=conexpo365

 

$40 Million in Grant Money Available in the Bay Area to Reduce Diesel Engine Pollution

This story was sent to us the other day regarding funds available to upgrade older diesel trucks with state-of-the-art clean diesel engines. The primary aim of the Bay Area Air Quality Management District is to reduce toxic emissions from older diesels. Vehicles being considered include medium- and heavy-duty trucks and buses, mobile construction and industrial equipment, agricultural equipment, marine vessels, locomotives and school buses. 

I'm imagining that school districts with nimble leadership will try to take advantage of this offering. Those whose decision-making apparatus is tangled in tape will be less able. 

* * * 

If you've ever wondered why air quality is such an issue in California, a visit to Los Angeles in person might answer part of that question. This city, and most of the coastal cities on the Pacific, are situated in basins with mountains stretching up on the East and an incoming breeze from the ocean. It's like a bowl that cataches and holds all the smog, zone and particulate matter. An atmospheric inversion occurs which causes it all to form a "pollution dome" over the city. 

Most major cities have a slightly discolored dome hovering over them, but wind and weather usually cleanses this cloud in most places. The cities on the West Coast, being hedged by mountains, find themselves with a unique drawback. 

* * *

California has been wrestling with air quality issues for a century now and San Francisco has not been exempt. Jack Broadbent, the Bay district’s executive officer, said the grants would pay for “cleaner-than-required equipment to improve air quality in neighborhoods that need our help most." The funding comes from the Carl Moyer Program and Community Health Protection Program.

NOTEWORTHY

The announcement was made on December 11, and these funds will be distributed on a first come first serve basis. 

To apply or for more information, go to www.baaqmd.gov/AB617grants or call (415) 749-4994. Applications will be evaluated on a first-come, first-served basis until funds run out.

* * * 

Story Source: The Independent News

Are You Still Hearing These Common Myths About Diesels?

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

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

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

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

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

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

2. Myth: Diesels are loud.

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

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

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

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

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

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

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

* * *  

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

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

A Diesel Engine That Runs On Ethanol?

Photo by Katherine Volkovski on Unsplash

A Norfolk Daily News story last week announced that a Chicago company, ClearFlame Engine Technologies, has been developing an ethanol-based fuel that can power diesel engines. We're not talking E-85. We're talking about ethanol itself. If this is true, it's quite the breakthrough.

Before getting into the story, I would note that using ethanol as fuel for diesels has many challenges.  According to the National Renewable Energy Laboratory, there are many technical barriers to the use of ethanol in diesel fuel. 

The Milestone Report begins by citing the reasons ethanol was considered for fuel in the first place. The NREL cited these benefits of Ethanol-diesel blends:

 • Displacement of imported petroleum with a domestic and renewable resource.
• Significant lowering of diesel particulate matter emissions.
• Possible improvement in cold flow properties imparted by the ethanol.
• Possible improvement in fuel lubricity imparted by the emulsifier additives. 

 The challenges, however, are many. They include:

• Low flashpoint of this fuel. E-diesel cannot be safely handled like conventional diesel but must be handled like gasoline. This may necessitate some modifications to storage and handling equipment, as well as vehicle fuel systems. Some stakeholders believe that this fact limits the market for e-diesel to centrally refueled fleets, estimated to represent some 5 billion gallons of diesel fuel annually. If the market is limited to fleets, E-diesel represents a potential market for fuel-grade ethanol of several hundred million gallons.
• Obtaining OEM warranty acceptance. Currently engine manufacturers will not warrantee their engines for use with e-diesel because of concerns about safety and liability, as well as materials and component compatibility. A large body of test data acquired in close cooperation with the OEM’s will be necessary to address this issue.
• EPA fuel registration requirements. As a non-baseline diesel fuel, e-diesel will be required to undergo Tier 1 and Tier 2 emission and health effects testing, a time consuming and expensive process. In addition to these major concerns there are issues related to quantifying the stability, water tolerance, and other fuel properties of e-diesel.

* * * 

In light of these objections to increasing the percentage of ethanol in blended e-Diesel, it surprised me to read that a company has been working on a 100 percent ethanol fuel for diesels. The Norfolk Daily News article is  titled Tech Company Develops Diesel Engine That Runs On Ethanol.

BJ Johnson, co-founder and CEO of ClearFlame Engine Technologies, says their mission is to decrease tailpipe emissions and build a low-carbon future.

“What our solution allows is to maintain all of the performance, fuel economy, torque, and practicality of the diesel engine design, but without the need for any diesel fuel and replacing it with 100 percent renewable ethanol. Which not only lowers your fuel cost, but also drastically lowers your emissions.”

Johnson said that "if just 20 percent of U.S. diesel trucks converted to ClearFlame technology, carbon reduction would eclipse 40% and ethanol demand would double." 

* * * 

It is interesting to see the variety of approaches that are being explored to bring us a cleaner future. I always feel like it's too early to tell what route will take precedence over the others. It's like VHS and Beta all over agin, except that instead of a choice between two options, we still have a multitude of competing concepts in the works. Only time will tell.

Key Links

Milestone Report: Technical Barriers to the Use of Ethanol in Diesel Fuel

Tech Company Develops Diesel Engine That Runs On Ethanol

Abstract for a research paper on Diesel-Ethanol Blends

Towing Basics: Better Safe Than Sorry

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

Rudolph Diesel and the Birth of Diesel Power

I've always loved reading biographies. Perhaps it's because every person has a history and it's intriguing to learn about the early influences of people who have later become influential. Rudolf Diesel is one of these.

The name sounds so German you would think he was born in Munich or Heidelberg, but no, he was born in Paris, to German immigrants there, in 1858. A few weeks later he was given away to a farmer family in Vincennes, only to be returned nine months later.

How this experience informed his later development is unknown but when the Franco-Prussian War broke out in 1870 the family was forced to leave France. Why they did not return to Germany but instead went to London is also a curious development. Instead, they sent young Rudolf back to Germany to live with relatives in Augsburg. At age 14 he wrote a letter to his parents saying he wanted to be an engineer.

For what it's worth, this incident reminds me of a joke, if I may digress here. 

What is European Heaven? British humor, French cuisine and German engineering.

What is European Hell? British cuisine, French engineering and German humor.

To verify the facts of these stereotypes, my father wished me to also be an engineer, so while in high school I was encouraged to study German.

Diesel proceeded to study engineering in Munich, where he graduated with honors. His first efforts upon graduation were related to refrigeration, which he pursued with his former professor, now in Paris. After acquiring numerous patents in that field he went on to do research and development on steam engine technology. This ultimately led to the development of an internal combustion engine, since his ultimate goal was the maximum efficient production of power.

Because he understood thermodynamics and the practical limits of fuel efficiency he knew that steam power wastes as much as 90% of the power potential of the fuel. This knowledge is what inspired him to do whatever it would take to develop the engine that now bears his name.

Diesel power is the result of applied science, at the dawn of an emerging scientific era. The first successful Diesel engine, now on display at the German Technical Museum, ran in 1897.

There's little doubt in my mind that Rudolf Diesel would be astonished to see how far his original ideas have been developed and the power supplied by a diesel engine today

Source: https://en.wikipedia.org/wiki/Rudolf_Diesel

Champion Brands Offers Free Oil Sampling Kits for Diesel Engines

10 days ago I wrote about the value of oil analysis and things you can learn regarding what is happening inside your engine. With oil analysis you don't need to guess. Or at least, you have more clues to make a hunch on. 

As we begin SEMA Week Champion Brands has announced that they wae offering WDs and MWDs two free oil analysis kits with every 10 cases of diesel engine oil purchased during the month of November. 

According to the announcement "the Champion promotion is limited to Champion’s Blue Flame, All Fleet-T Diesel, Premium Heavy-Duty, and Ultra-Fleet Diesel Engine Oils. Every 10 cases of quarts, gallons or pails purchased, is eligible for two premium Oil Analysis Kits - Part # BABX10 ($30 value each). The American Laboratory Service (ALS) Tribology Kits includes a pre-paid mailer, the laboratory processing of the used oil and internet access for personalized results."

According to Champion Brands Director of Racing and Performance, Karl Dedolph, “Your diesel pick-up, or diesel big rig can each benefit from oil analysis to know when to change the oil or to prevent catastrophic failure down the road."

As noted earlier, oil analysis measures engine wear without having to disassemble the engine. "Utilizing atomic emission spectroscopy, oil analysis reveals the amount of wear occurring within an engine and reports it in parts per million for each element,” added Dedolph. “For example, increasing levels of tin and lead indicate bearing wear and analysis can also reveal depleted additives, as well as contaminants such as water, coolant, fuel dilution and airborne dirt or sand.” 

You can read the full press release here.

Diesel enthusiasts and fleet managers use oil analysis for a short- and long-term analysis of the engine. When should the engine be rebuilt?  Can the engine go another 10,000 miles over-the-road without an oil change?  

_________

 

Additional Technical Information:

https://www.championbrands.com/technical-bulletins/

  

For more than 40 years, ALS tribology laboratory services have been providing oil analysis to clients around the world, helping them make better and more informed decisions. At the heart of their services is testing, but they also do much more than that, providing state of the art technical solutions, tailored to the modern needs of race teams, consumers, businesses, governments and fleets. https://www.alsglobal.com/en-us/services-and-products/oil-fuel-and-coolant-analysis/oil-analysis-and-testing

 

Become a Champion Warehouse Distributor (WD) or Master Warehouse Distributor (MWD)  https://www.championbrands.com/contacts/

For more information about Champion 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

The Causes of Piston Damage

Over the weekend I saw an article at Foxwood Diesel titled What Are Pistons and What Can Cause Piston Damage. The Peter Van Zeist article intrigued me because, let's face it, who doesn't know what a piston is? 

Well, Van Zeist begins here because it's useful now and then to be reminded of the basics. Viince Lombardi, the great Packers coach in whose honor the Super Bowl trophy was named, began training camp the same way every year. "Gentleman, THIS is a football."

The author begins with this opening paragraph:

The piston is a very important component of any engine. It moves up and down inside the engine cylinder through varying stages of the combustion cycle, connecting to the engine’s crankshaft via a connecting rod. One role of this piston is to draw air and fuel into the cylinder when the piston moves down then when it moves up, the air and fuel are compressed.

There's the first clue as to why he begin with describing the role of a piston. It may seem easy forget that the downstroke draws the air-fuel mixture into the combustion chamber. We're accustomed to thinking it is squirted or sprayed in, rather than being drawn in by the vacuum suction. 

In addition to this function, Van Zeist points out that it also has a role to play, to absorb heat and conduct it away from that intensely hot combustion furnace.

He follows this introductory section with the six most common causes of piston damage, elaborating a bit on each.

1. Worn Piston Rings
2. Piston Skirt Damage
3. Piston Snap
4. Burned Piston
5. Cracked Piston
6. Snapped Timing Belt

For details on these six problem issues, you can read the full article here.

The reason that proper engine maintenance is important is self-evident. Pistons are in the very center of your power block and you have to take the whole engine apart to deal with it. It's labor intensive. 

For this reason the author stresses a regular maintenance that includes oil and filter changes. Also make sure your engine coolant is in good condition. All these things contribute to the life of your engine, and isn't longevity one of the primary benefits of your diesel? 

Need help making sure you have the right oil for your diesel? Ask Jake.