Five Questions to Help You Pick the Right Diesel Engine Oil

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

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

What are your engine oil specifications? 

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

How important is fuel economy? 

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

Does your diesel engine run in a range of temperatures? 

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

How old is your diesel engine? 

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

Are you looking for more horse power or torque? 

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

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

THIS STORY ORIGINALLY APPEARED IN SEPTEMBER 2020

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

This Triple Turbo Diesel Setup Is Not for the Faint of Heart

Triple in-engine 6.4L Ford

A turbo -- shorthand for turbocharger -- is a turbine-driven, forced induction device that increases an internal combustion engine's power output by forcing compresses air into the combustion chamber. By forcing more air and more fuel into the combustion chamber, it produces more energy. 

This concept of forced induction was conceived as early as the late 19th century by Gottlieb Daimler who patented the technique of using a gear-driven pump to force air into an internal combustion engine. That was in 1885! He had the right idea, and in the 21st century more power is being produced by means of turbo-diesel technology than he could ever have imagined.

Yesterday I came across a 2017 Diesel World article by Jason Sands about a three-turbo 6.4L Ford that cranks out 1,221 hp and a mind-blowing 2,532 lb-ft of torque. Just reading about it makes you want to catch your breath. It had been re-published on the Power Driven Diesel website because they were the team that did the work.

Sands begins by noting how much flexibility there is today with regard to diesel setups. It used to be that you had a choice between a single turbo and a compound two-turbo setup. "Today," he writes, 'there are virtually endless choices, from ball-bearing turbos to large but quick-spooling singles, to compound turbo setups that will support a vast amount of horsepower."

COMPOUND TRIPLE TURBOCHARGERS
Twin turbos have been around awhile, but sled-pullers have been running triple turbos and even quads for years. "It was only a matter of time before pickups followed suit." Here's why triple turbos have an advantage over two. It's not just because there are more of them. First, twin turbos need to make such massive amounts of horsepower that they can be hard to spool, and they make a dent in your wallet. "Instead of a 95 to 106mm turbo, the same amount of airflow can be provided by smaller frame 66 to 69mm turbochargers." In short, sometimes bigger isn't always better. And ultimately, you will have a better driving setup.

Got pipes?

The article then zeroes in on the setup for Power Driven Diesel's triple 6.4L setup. The client didn't just want power, he wanted 1200 horsepower, plus he wanted it to be a truck that could tow. PDD's owners --Will Terry and Todd Welch -- said they were up for it.

The rationale for selecting the BorgWarner turbos that they chose gets detailed, followed by all the decisions as regards how to mount them and run the piping. All of this is illustrated with photos. It was a pretty "wild creation" but they did it in two weeks. Then they tested it on the dyno. They nicknamed their beast "The Hulk." And yes, it delivered the goods.

THE COST
There's no free lunch in this realm. If you want to go big, you can expect to spend something more than a few pennies, but it doesn't have to cost an arm and a leg. Will Terry of PDD says if you want to do a triple setup it will cost between $5,000 and $10,000. This was 2017, and since we haven't shopped around for what's available today, don't take that as Gospel. Nevertheless, it will give you something to compare against.

You can read the full story, along with numerous photos, here:
Triple Threat: Building a Triple Turbo Setup

Heart-Stopping Power: Gale Banks' 1200-HP Tri_Charged Duramax

When it comes to motorheads, the hunger for power seems near universal. According to Wikipedia, hot rodding was birthed in Southern California in the late 1930s. People raced modified cars on dry lake beds northeast of L.A. with rules established by organizations like the Southern California Timing Association (SCTA). Unofficial street racing took place anywhere where you had more than a handful of teens and a stretch of straight, flat road.  

Most of these teens grew up and moved on, pursuing careers, supporting families. Then there were the others for whom the experience of speed and power ignited a passion that became the fuel that powered their careers. One of these  boys with an aptitude for mechanics was Gale Banks, now president of Gale Banks Engineering. Three parts engineer, one part "mad scientist", Banks has spent a half century tinkering with technology, keenly focused on improving the internal combustion engine. His special interest has been diesel engines.

To give you an idea of just how far Gale Banks is willing to go to extend the capabilities of diesel engines, Greg Acosta wrote this story for EngineLabs.com: More Power With Less Boost: Banks 1,200-HP Tri-Charged Duramax.

One of the things that makes this article so significant is that the author is not only writing about a briilliant engine builder at the height of his powers, we're encountering the rare transparency of a man who is sharing everything openly. Banks has been part of a world where secrets are the norm. Competition means finding an edge, not sharing your edge. 

The Duramax engine Banks has been incrementally improving is suitably named "Mad Max". It's something he's been focused on and fine tuning for two-and-a-half years. In this article we don't just read details about the power this setup can achieve. In addition, Banks provides a breakdown of what all the readouts mean, and what the dyno data really means. As Acosta puts it, "In a world where data is hoarded and protected like the gold in Fort Knox, Banks is freely sharing not only his findings, but explaining the findings as well."

For Banks, one of the key metrics is Manifold Air Density (MAD). Since it's a Duramax he's been playing with, could this acronym be the secret to why he calls this engine a Mad Max?

Acosta writes, Using his preferred metric of Manifold Air Density, Banks breaks down the amount of air he needs to reach his 1,200-horsepower goal, and how, exactly, it will be measured on the dyno. “Manifold Air Density is the best indication of the engine’s power potential. You can forget about boost pressure, because it’s part of the MAD calculation. Manifold Air Density is the bottom line,” says Banks.

* * *

The engine was originally built for a Monster Truck. If you'veever wondered what those monsters had under the hood, this story will peak your interest on that level, too. The photos draw you in, but the details are what make this a valuable article to be bookmarked by any serious gearhead seeking to learn how to make dyno adjustments for maximum diesel power. 

Here's the link to the full story:

More Power With Less Boost: Banks 1,200-HP Tri-Charged Duramax

https://www.enginelabs.com/news/more-power-with-less-boost-banks-1200-hp-tri-charged-duramax/

 

About Gale Banks

Gale Banks is an American hot rodder, drag racer, engineer, and entrepreneur who grew up in Lynwood, California. His company, Gale Banks Engineering, sells performance parts for automotive and marine engines. It specializes in diesel engines, and high end cutting edge equipment, performance parts, and auxiliaries

--From Engine Labs today

A Duramax-Powered '67 Camaro. Is This For Real?

Here's another fun story from Artie Maupin, this time writing for Chevy Hardcore. It's titled Maxed Out: Dustin Hamm’s Duramax-Powered ’67 Chevrolet Camaro. It's a story drenched in detail with plenty of photos worth more than a thousand words each.

Those of us who lived through the muscle car era little realized how short lived that period of automotive history would last. Mustang, Charger, Barracuda, Road Runner, Camaro.... These were the cars dreams were made of. What caught our eye initially when this article posted a few days back was the unusual step of dropping a Duramax Diesel engine into a '67 Camaro. But when you read the story, it gets even better. This is a story about commitment.

The owner of the car is Dustin Hamm whose parents took ownership of the car in 1970, using it throughout the 70's as a street racer. Eventually, this became Dustin's baby to nurture and transform, and transform it he did, as Maupin writes, "Fast forward to now, it is plumbed and powered with a 6.6-liter LBZ Duramax engine making gobs of horsepower and torque. Crazy idea, right? Here is how it all went down."

When Dustin acquired the car it had been sitting since 1980, outside. That sentence alone says much. This was 2005, and the youth thought it might make a nice high school graduation project for the following year. 25 years is a long time for a car to sit, though, as he would eventually find out.

 

Hamm initially dropped in a 600-horsepower World Products Motown 454ci small-block engine, rebuilding the four-speed to handle it. “After this, I was hooked on horsepower,” Hamm said.  

As much fun as it was to have a powerful machine, he began thinking it could be even more fun having a great looking powerful machine, and in October 2006 he made up his mind to completely redo the car. Because he worked at a body shop he'd learned enough to tackle a project like this, he believed.

 

Step one is removing the paint, bondo and rust with an acid dip. Things proved to be far worse than he imagined once this first step was taken.

 

Meanwhile, he began looking around on Craigslist for a powerplant and tranny. This is where he found the 6.6-liter LBZ Duramax and a suitable transmission.

Maupin digs up details of the restoration that may not have even considered. Fabricating a rear chassis, cutting out the stock floor and replacing it as well as differentials, suspension, new floor, wheel tabs and, yes, a roll cage. This was definitely a serious endeavor and it took years. Dripping in the engine is what he called "the fun part." It took dozens of attempts to get the fitment right.

  

Each step resulted in the discovery of additional issues. For example, with that heavy new engine bearing down on the front end, the oil pan was almost touching the ground. They dealt with it, of course, but they are the problems you run into when "doing something that nobody else has done."

Once the engine was installed and bodywork set, it was time to attend to the paint job, a radiant Viper Red. The finish was a labor of love, and executed with such perfection that he got a promotion to lead paint technician and paint shop manager.

There's still more to the story, and you can see photos of the later stages here as well. Check it out here. Kudos to Artie Maupin for having captured Hamm's passion in print and sharing it at Chevy Hardcore.

Related Link

Porky's Diesel Story Leads to Brief Visit with Diesel Enthusiast Artie Maupin

Truck Wars: Who Has the Most Powerful Heavy Duty Diesel

Last week, TheFastLaneTruck.com published an article by Andre Smirnov comparing the latest and greatest details of our 2021 heavy-duty diesel truck offerings from the Ford, Chevy and Ram families. It includes a video, billing itself as Heavy-Duty Diesel Truck Wars! 

Smirnov takes the approach of a conscientious private detective, patiently assembling data and making useful comparisons. When all is said and done, will it be the 2021 Ford Super Duty, 2021 Chevy Silverado HD / GMC Sierra HD, or the 2021 Ram HD?

The starting point for his analysis is a straight up comparison of power output and torque. The highest horsepower was generated by the Ford Super Duty, its 6.7L V8 turbo-diesel cranking 475 hp. The torque monster, however, turns out to be the 2021 Ram HD, edging the Ford with 1,075 lb.-ft. of torque. Here are the numbers:

	2021 Chevy/GMC HD	2021 Ford SD	2021 Ram HD
Engine	6.6L V8 turbo-diesel	6.7L V8 turbo-diesel	6.7L I6 turbo-diesel H.O
–Power	445 hp	475 hp @ 2,600	420 hp
–Torque	910 lb-ft	1,050 lb-ft @ 1,600	1,075 lb-ft
Transmission	10-speed auto (Allison brand)	10-speed (Ford)	6-speed (Aisin)

It's interesting to see the places where these power plants differ. Note the slightly smaller Chevy/GMC engine. It's also interesting how the Ram has a 6-speed transmission whereas the competitors utilize a 10-speed setup.

When it comes to towing and payload ratings, Smirnov notes that this is where the manufacturers are digging down, fighting for your dollars. That's because at the end of the day you want a work truck that can work.

The first comparison is of the maximum tow ratings for diesel-powered one-ton dually trucks with a regular two-door cab, rear wheel drive only. A follow up chart provides max payload ratings for gasoline-powered two-door 2WD trucks. The conclusions he draws are surprising:

While the diesel-powered trucks have the torque and power to tow great big trailers and the exhaust brake systems to slow them down, the diesel engine itself adds weight to the truck. As such, if you want maximum payload from your heavy-duty truck, you need to choose one that is powered by a lighter gas engine.

This is first place where Smirnov dons a Sherlock Holmes twist, comparing not just the trucks but the method of trailering, either gooseneck or 5th-wheel. 

Then like a sidewinder he throws another curveball, suggesting that many people prefer crew cabs and 4WD so they can carry more people. And what about a 2021 dually crew can with that 4x4 configuration? Shouldn't we compare these, too?

After laying out the numbers for these he continues still further to the 3/4 ton diesels, and by the time he gets to the end what have we learned? That the verdict is still out, sort of. The author states that they will be updating data as additional information comes in.

The article ends with a video designed to make us hungry for more diesel action in person than what we could share in 2020. HERE is the link for Truck Wars.

Torque + Fuel Efficiency = the 2021 Chev Suburban Diesel SUV

It's that time of year. Mother Nature gave us four seasons: Winter, Spring, Summer and New Car Introductions. When autumn colors appear on the trees, you know that next year's cars will begin appearing in car magazines and other media. 

Every product has a target niche it strives to fill. That includes cars and trucks. The 2021 Chevrolet Suburban Diesel is billing itself as the most fuel-efficient, full-size SUV on the market. Here's what Miguel Cortina said at Motor Trend. 

Cortina begins by stating that efficient full-sized SUVs are rare. Putting a diesel under the hood, though, changes the equation. This vehicle, he says, was, "rated at 20/26/22 mpg city/highway/combined, which makes it the most fuel-efficient four-wheel-drive full-size SUV in the market. Think about that for a sec." 

A diesel Suburban isn't new, he says, but it's not something Chevy has done for a while. The specific model he test drove was the Chev Suburban Diesel High Country, 2021 of course.

First Stop: The Track
The objective at the track is to see how it handles. Cortina clearly enjoyed how it handled, describing it as "buttery smooth and elegantly refined." The Duramaz turbodiesel delivers 277 hp and 460 lb-ft of torque that gets transmitted to the tires via 10-speed automatic transmission. Yes, it is just a tad louder than the gasoline version but unless you're paying attention you don't really notice.

In addition to exploring how fast it can do the quarter-mile, they tested its braking, as well as handling by  executing figure-eights. When all was said and done, they broke down all the data and compared it to the gas-powered 2021 Chev Suburban. They also compared the diesel 4WD version to a rear-powered. (The latter pulls 8,000 pounds whereas the 4WD a measly 7800.) 

Bottom Line
After using spelling out a few details about pricing and availability, they come to the question. Should I buy? The team at Motor Trend seems enamored by this stylish new machine. Here's their conclusion.

"It doesn't matter what your budget is—if you're looking for a Suburban, the Duramax engine is worth looking at. For less than a grand you will be getting more torque and better fuel economy without much sacrifice in performance. And who doesn't like that?"

For all the nitty gritty details, read the full story here at Motor Trend.

Will Cummins Ditch Diesel for Hydrogen?

Industry watchers who follow current trends with regard to alternative power sources recognize that a sea change has been taking place with regards to the move away from carbon-based energy. The question right now is not If but When. 

There are still a lot of unanswered questions as regards How, but there's plenty of thought being given to the possibilities of tomorrow, and a lot of money being invested in this rising tide of interest in alternative technologies.

At the beginning of the week Cummins hosted a virtual live-streamed Hydrogen Day event. Having recently purchased Hydrogenics, a fuel cell developer, Cummins wanted to show the world that there is real power in hydrogen fuel cell powertrains. A Fox Business story by Gary Gastelu featured highlights from Monday's event. 

The article, titled Cummins Is Starting to Ditch Diesel for Hydrogen, states that Cummins has a high degree of confidence that if they build it, people will come. 

CEO Tom Linebarger told Fox Business that he's personally been thinking about hydrogen power since 1999 when he first began working on fuel cell technologies. 

One of the big hurdles is creating the infrastructure to become "electric." It will be possible, Cummins executives indicated, for OverThe-Road fleets to be all electric one day, but only if the power grid gets upgraded. To do so we need a 50% increase above today's levels in electricity output. In other words, government will have to invest in producing more power to power an electric-powered future on our highways.

During one of the presentations it was noted that people driving Teslas today are powered by electricity that comes from coal. Most people do not think about that. 

Cummins' goal is carbon neutrality by 2050, which seems a long ways off. Then again, I suspect that for those of us here to see it, it might come faster than we think.

Another hurdle will be the production of lighter weight batteries. If you are hauling heavy loads, you don't want to also be loaded down with a ton of batteries. 

I remember about 5 years ago at SEMA when I saw a new battery concept which was one-fifth the weight and half the size of our current car batteries. People smarter than you or I have been working on these problems for a long time. This is what keeps them awake at night, and it's a good thing.

You can read the full story here:
https://www.foxbusiness.com/lifestyle/cummins-to-start-ditiching-diesel-for-hydrogen 

RELATED
The Future of Diesel

3 Life Tips for Diesel Builders

1. We don't know what we don't know 

I'm not sure what the trigger was, but when I woke this morning I was reminded of the saying, "We don't know what we don't know."  It applies to so many things. From home front issues like marriage and parenting, to career matters and office politics and, finally, to getting familiar with a new vehicle. 

Learning the difference between what is and is not something worth losing sleep about often boils down to experience. But then there's that niggling thought. "What if I'm wrong?" And the more that's at stake, the more it keeps us awake at night because all too often, we don't know what we don't know. That's why it's nice to have friends who are smarter than we are.

This is why tens of thousands of diesel owners belong to diesel forums. When we own a Ford, Chevy or Dodge, we become part of a large family where everybody is your neighbor. This is why I've included links to all the diesel forums (that I was aware of) over on the right hand column down below the Crude Prices chart.

2. Where there's a will there's a way

I once read a book called Real Power which talked about the levels of personal power and empowerment. The very lowest level was Helplessness. They used a symbol for each level and the symbol for this first was a person seated in a chair with their hands tied behind their back, a gag in their mouths.

This is how many people feel about themselves. They can't do anything and won't even try.

The diesel enthusiasts I've met are cut from a different piece of cloth. Like "the little engine that could" they're convinced that nothing will hold them back. They have internalized this saying, "Where there's a will there's a way." And to my way of thinking, that's Real Power.

3. "I couldn't wait for success, so I went ahead without it."--Jonathan Winters

I'm showing my age by quoting Jonathan Winters, the Hollywood funnyman who inspired Robin Williams. A master of improv, Winters was an ex-marine who starred on the silver screen and even garnered his own television show. 

This quote makes me think of Nike's "Just Do It" slogan. People like this are inspirational because they know it's better to try and fail then to have never tried at all.

I remember a tractor pull at a county fair in Ohio when I was visiting my cousin decades ago. There were all these veteran pullers and tricked out machines, and one clean cut teen who just didn't seem like the rest, but his eyes were beaming with joy as he commandeered all that horsepower, and beat them all. 

It made an impression on me. He couldn't wait for success and went ahead without it. He was the Little Engine That Could, and he did.

* * * *

Just a weekend ramble here. Maybe someone who reads this will get inspired. These are the kinds of thoughts that inspire me.

P.S.--If you have a truck you'd like to showcase here on the Blue Flame Blogger pages, send an email to: blueflame1952 AT gmail.com
ATTN: Frank Owens

Train photo by Denis Chick on Unsplash

One Reason Why We Love Diesels: More Torque

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

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

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

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

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

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

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

1. The compression ratio

2. The speed of combustion

3. Bore and stroke size

4. Turbocharging

5. Diesel fuel packs more energy density

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

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

Diesel Motorsports Is Rockin' Our Blues Away

Great story by Jeff Zurschmeide on the PRI website. Diesel motorsports is far from dead, and is even growing. The article, titled Shake, Rattle & Roll, describes how diesel motorsports have become a powerful niche market that is drawing in more people every year.

(Sidenote: The song Shake, Rattle & Roll was originally recorded by Big Joe Turner, then made famous by Bill Haley & the Comets.)

https://www.performanceracing.com/magazine/featured/08-01-2020/shake-rattle-roll

Zurschmeide begins with a little background about how historically diesels-powered vehicles were used to tow their gas powered race cares to the track. JZ says, however, that times have changed. "Diesel motorsports now represents a large and enthusiastic market, with a wide variety of engine builders, aftermarket providers, and sanctioning bodies providing products to racers and a great show for fans.

The majority of diesel racing happens at drag strips, with a strong second presence at pulling competitions. Diesel has also found some surprising success in sports car racing, when Audi proved that a diesel-powered prototype could compete at the highest levels. In fact, Audi’s R10 TDI prototypes won the prestigious 24 Hours of Le Mans three years straight, from 2006–2008."

That last bit about Le Mans is no laughing matter. Audi and other automakers have developed some powerful diesel power plants, as I noted Tuesday regarding Daimler's powerful new diesel engine for their Mercedes Benz.

That said, the mass market for diesel motorsports in America remains almost entirely limited to straight-line power contests. For now.

Trucks are King in the diesel motorsports scene, which is a grassroots movement driven by an appreciation for power. This need for power is what drives engine builders to satisfy the hunger. Cummins, Duramax and Power Stroke are the main foundations, but innovative builders augment these engines to maximize their capabilities. 

The full article goes much deeper. Check it out by following the first link below.

KEY LINKS

Shake, Rattle & Roll

70-Year-Old Diesel Is A Thoroughbred at Pike's Peak Hill Climb

Daimler Claims This Is the Most Powerful Diesel Car in Mercedes-Benz History

Looking For Blue Flame Diesel Engine Oil? 

In the Beginning There Was a Need for Performance

Diesel. Power. Performance. History. Nostalgia. The smell of burnt rubber.

Blue Flame Diesel Oil was central to all of that.

With the same idea in mind, the Blue Flame Blogger hopes to become a central resource for everyone who still has a passion for Performance with a capital P.

If we learned anything this year, it's that we can never take tomorrow for granted. Just around the next bend in the road after you just missed hitting a deer, you find a huge detour sign at Mile 2020.

The good part is that All Things Must Pass. Eventually we'll be looking at 2020 through the rear-view mirrors.

As much as possible it's my goal to become a resource for everyone everywhere who's involved with diesel performance in any capacity. It's my hope that I and my team of ne'er-do-wells can keep you current with major market trends and pricing issues, government regs, who the players are and all the happenings that will emerge or re-emerge in the months ahead.

It's a long and winding road on the highway of life, but when you're doing a tractor pull, straight ahead is the way to go. Todo derecho, hombre.

Let's get real. You only live once.