Five Questions To Help You Decide Which Diesel Oil To Use

If you're confused when it comes to choosing the right engine oil for your truck, don't be alarmed. You're not alone. 

Sometimes it seems like everything is more complicated than it used to be. When was the last time you looked at the toothpaste options at Walgreens. Seems like it's a half mile long with every kind of whitener, plaque remover, gum treatment, breath freshener, ad nauseam. 

In the lubrication world, the various terms may be different, but the level of confusion remains the same. Viscosity control? Shear stability? TBN retention? 

When all is said and done, the best place to begin your oil selection search is to consider your application. Are tractor pulling or drag racing? Is the application stationary, street, or off-road? Here are five basic questions to help direct you to the right solution.

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. It can improve 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 not running a DPF? Rebuilt for performance? Out of warranty?

Are 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, 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.

I 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/ And if you're still confused, Ask Jake.

A Partnership Made In Heaven: Cummins Diesel and RAM Trucks

Cummins 6.7L Turbo Diesel (2021)

When we think of "barnstorming" the image that comes to mind is that of airplane stunts by rural daredevils who would fly town to town back in the 1930s. There was something romantic about these aerobatic flyboys. 

Barnstorming didn't apply only to pilots however. The makers of Cummins engines also did some barnstorming themselves, in their own way. They orchestrated events to showcase their benefits and win fans.

While reading the 100-years-plus history of the Cummins engine I came across this account from 1931 in which a Cummins H-powered diesel truck drove 14,600 miles non-stop to show off its reliability over a long haul. For the sake of transparency, so that no hanky-panky could take place, the event was conducted at the Indianapolis Motor Speedway in front of witnesses. 

What's striking is that more than 80 years later, the feature that sets diesel engines apart is not just the power they generate but also their reliability.

In 2019 Cummins completed a 30-year relationship with RAM trucks that began with the Cummins 5.9L Turbo Diesel. This year's 2021 6.7L Turbo Diesel generates even more horsepower and torque while continuing its tradition of durability and efficiency.

HD RAM 3500 Dodge pickups produce 1,075 lb-ft of torque when equipped with the Aisin transmission. And it is no laggard in the horsepower department either, with 420 hp.

* * * 

One of the great advantages of living in the Internet age, especially at this point in time, is that if you are new to the Diesel Cummins-powered RAM family, there are communities of RAM enthusiasts out there that you can reach out to in time of need, or just to stay current on things. The same applies to whatever engine that moves you, whether Duramax or Power Stroke as well. 

Whenever engine designs change there can be quirks you need to be aware of. Just switching over from a gasoline-powered vehicle to the diesel family can be a learning curve. For this reason we've included a list of hot-linked forums for easy access here in the right hand column. 

The Cummins Forum not only has troubleshooting tips, but interactive starter questions designed to address various issues. It's a great way to stay current on what's happening.

Related Links

The History of the Cummins Engine

Motor Trend's 10 Best Diesel Trucks Ever

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

When I  first saw this new product from Champion I thought of the 1992 film My Cousin Vinnie in which the Marisa Tomei character states, "the evidence proves that the getaway car was actually a 1963 Pontiac Tempest, which had the limited slip differential." Remember that line?

Here's the tie-in. Champion's Limited-Slip Friction Modifier Additive also works with some diesel pick-ups to eliminate noise, vibration and harshness associated with certain positraction, limited slip, and locking differentials. Its robust formula improves mileage, reduces wheel spin, creates more traction, increases drain intervals and results in less wear.

Basically, a differential allows the inside and outside wheel to rotate at different speeds in a turn. An "open differential" is the simplest type of differential used by many diesel OEMs. In this scenario the differential allows the inside and outside wheels to turn at different speeds. Unfortunately, an open differential cannot get the power to the wheel that has the least amount of traction.

During straight-line acceleration, an open differential ofter produces a "peg-leg" type burnout. That diminishes straight-line performance. An open differential will tend to spin the inside tire and diminishes the ability of the vehicle's traction.

This was the purpose behind the development of limited-slip differentials (LSD).They were designed to work in both an "open" configuration and a "locked" configuration by limiting or controlling the amount of slip allowed in the differential. For a maximum straight-line acceleration in severe environments or under heavy load, the LSD would allow zero slip between the left and right drive wheels.

For example, pulling a trailer around a corner, the LSD would seek to bias additional power to the outside wheel. This, in turn, would reduce inner wheel spin and allow the driver to maintain better accelerating and control of the turn.

OEMs like Ford, Chrysler and GM have often used a "clutch-type" LSD which has several internal clutch plates that produce a very strong locking performance and superior response in their diesel vehicles. 

In general, a clutch-type LSD has pressure rings and friction plates inside the differential case When all the clutch plates are engaged, bothwheels are locked and the torque is transferred equally to both wheels. 

In recent years, diesel OEMs have been switching to electronically controlled limited-slip differentials to precisely modulate just how much locking action occurs at any given moment, allowing for even greater performance and control.

There are many models in the market, however, that can benefit from Champion's Limited-Slip Friction Modifier Additive. If they have an installed LSD on a diesel pick-up, it will be referenced in their specific vehicle owner's manual. It will be located on the inside door plate with a code, or a small tag on the rear axle. If in doubt, one can ask for identification assistance from of a qualified and knowledgeable mechanic.

Some popular diesel examples with the LSD option include: Chevrolet 1/2 ton, 3/4 ton, 4WD, 1 ton and Suburban; Dodge 1/2 ton, 4WD, A-100, B250, Power Wagon, Ram 1500, Ram 2500 and Ram 3500; Ford E 250/350, Expedition, F-250, F-350 and F-450; GMC 1/2 ton, 3/4 ton and Hummer H2/H3.

Use Champion's Limited-Slip Friction Modifier Additive at a 1:25 dilution in appropriate gear oils or use at a 1:10 ratio to provide factory fill limited slip performance. Champion friction modification technology has been shown to provide more durable friction modification than the major OEM technologies in SAE #2 friction durability testing with a variety of clutch plate materials. The additive has a high viscosity-index (VI) that provides relatively constant viscosity and film thickness with varying temperature change.

This premium friction modification technology has been lab tested and field proven in demanding high-speed police fleet trials -- where fast acceleration, high torque and low traction place severe demands on locking differentials. The new product surpasses OEM requirements.

Champion Limited-Slip Friction Modifier Additive specific properties: Light amber color, 5.1 Viscosity @ 100°C cSt, Flash Point 385°F, 0.88 Specific Gravity. 
Composition Ingredients: Mineral Oil and small concentrations of proprietary LSD performance additives.

* * * 

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

Diesel Vehicle of the Week: 2-Stroke Monster Truck Rat Rod on the Wild Side

Steve Darnell gets dreamy about his Diesel 2-stroke.

While scrolling through sites looking for a worthy candidate to be Diesel Vehicle of the Week I came across this YouTube video of a most unusual creature, a 2-stroke Monster Rat Rod. The rat rod's builder, Steve Darnell, is founder of Welder Up, now in the limelight on the Discovery channel's show "Vegas Rat Rods." This Brit is also into dirt bikes. 

He thought there might be a way to tie in his truck concept to the vintage two-stroke bikes he rides. He designed the truck to be used to haul dirt bikes to interesting locations and trails.

This is what an original 1958 Chev Apache looks like.

What he decided to do was drop a Detroit Diesel 2-stroke engine into a 1958 Chevy Apache. It's an homage to 2-stroke dirt bikes and the history of the motorcycle. The video I found details the story of this build and its unique features. "2-strokes are always fun," Steve says at the beginning of this story.

There are pros and cons to dropping a 2-stroke engine into a truck. First, they do not produce a lot of horsepower and torque, and this one is a bit under-horsepowered. But it's functional and very reliable. Because of their reliability they were used in trucks, boats, pumps and tanks in WW2 and Vietnam.

Another problem for these old motors is the matter of engine runaway. The term runaway is exactly that. There's enough heat in the engine to cause preignition and it keeps accelerating until the engine fails. This was a serious problem for vintage motorcycles. One solution, to prevent that, was an air shutoff, which is effective because ignition power is generated by the air-fuel mix.

After describing what he's created, the camera draws in close to show what's under the hood, which has been cut away to make room for the turbos. It's a V-6 with an intercooler-radiator combo that he calls "confusing, but it looks cool."

Cue up intense guitar music and we get footage of the best clawing through rugged terrain. The drone camera work adds a nice touch there on the mountainside.

Darnel says he and his sidekick Merlin first started thinking about this truck when they were in Big Sky country. For sure it's always fun to be paid to do what you love. Kudos to the whole team at Welder Up.

Related Links

See several other whacked out Welder Up builds here.

YouTube video in which Steve Darnell talks about his Monster Truck Rat Rod. 

The Next Ford F-150: Combining Old-Style Diesel Tech in a Futuristic New Design

As any student of automotive history knows, truly "new" breakthroughs don't just happen. Perhaps they are conceived in an "aha" type of moment but the engineering can take years to work out. All kinds of new engine designs have been conceived during the past century. Most of what we are familiar with are incremental improvements on basic designs. Even these take time to work out the kinks. For this reason many vehicle owners are reluctant to jump right in on the first year of a new engine design.

Needless to say, automakers and engine builders work very hard to minimize the speed bumps. Extensive testing is a given. And it all takes time.

Last month The Drive published a story about a new engine design for the next Ford F-150. The tech article by Caleb Jacobs takes a look at the direction Ford is taking with its most popular truck. The goal here is not just fuel economy but energy efficiency, and to achieve it they are drawing upon an older tech concept: pre-chamber ignition.

We've been reading a lot about pickups getting bigger, stronger and more muscular. What Ford is doing here is moving in the direction of diesel's other strength: efficiency. Jacobs opens by noting that with the dawn of a new EV age, most manufacturers are putting their creative energy in that direction, not in new technologies dependent on oil. What Ford realizes, however, is that the EV revolution is going to take decades till full adoption. The benefits outweigh the risks when you think it through.

At this point I will interject that there was a time when the earth was considered the center of the universe. Copernicus proved otherwise, that we were just a tiny speck in a massive decentralized space. This realization became known as "The Copernican Revolution." That is, the idea the earth was at the center and everything revolved around us was now proven wrong. Funny thing is, this "revolution" took 100 years before it became accepted as widespread knowledge. So it is that transitions take time, and though the EV revolution is more than two decades old, it has only just begun.

Ford has been investing heavily in this new engine design, $10 million over three years. Here's an attempt to describe what they are working on.

Last fall Road and Track did a story on Maserati's new MC20 Supercar that uses pre-chamber ignition. "Pre-chambers are exactly what they sound like: separate chambers inside the cylinder head connected to the main cylinder area. There are two types: active and passive. Active pre-chambers contain a spark plu and fuel injector, and ignite after a lean air-fuel mixture is brought into the cylinder. Normally, this mixture wouldn't have enough fuel to ignite on its own, but the fuel from the pre-chamber is enough to create an optimal air-fuel ratio, and speeding up the combustion process, improving efficiency."

The pre-chamber concept is an old diesel idea that has been used in the racing world as well. The Ford engineers are adding a little twist to the concept, some kind of compressed-air alongside the fuel injector. The objective is "to achieve faster, cooler combustion that burns fuel more completely while also producing fewer NOx emissions."

The real challenge is always in the translation from drawing board to reality. In theory, this will bring us one step closer to the ideal truck of the future, powered by fuel and not batteries, powerful and efficient simultaneously. 

Another surprising feature of the new engine design is that it will be 15% lighter than the current engine, with subsequent improvement in mpg as well. 

Go check out the story here at The Drive. They also have a video there on how the pre-chamber ignition setup works. 

This Road & Track story explains and clarifies Maserati's pre-chamber ignition design.

The 2021 GMC Yukon Denali: This Diesel Might Surprise You

With 2020 behind us, the economy has begun showing serious strength in a variety of ways. Live, in person diesel events are happening again and SEMA has announced that SEMA registration is open for this year's show in Las Vegas. Over 1500 companies are already registered.

On April 30 Cars.com had an interesting story by Aaron Bragman titled "Can the Mammoth GMC Yukon Denali Get Good MG With a Diesel Engine?" I like headlines with questions. The word "mammoth" adds a dimension of intrigue. If he left that word out of the title it would not be the same. with the word inserted it suggests, "Can something this massive get good MPG?" 

Bragman begins with a little background that many of us are familiar with. 40 years ago GM offered diesel engines in its big SUVs. More recently, diesels are back, this time with a turbo-diesel 3.0-liter Duramax six-cylinder engine as an option on some of its vehicles. Included in the 2021 catalog are the Chev Tahoe/Suburban and GMC Yukon/Yukon XL. 

"Diesels are often renowned for their stump pulling torque," he writes, as well as their "fuel-sipping frugality." For this reason, Bragman has set up some tests to see how well these attributes hold true in the latest and greatest Yukon.

Before heading into the meat of the matter, we're treated to a description of the interior. Like many of the latest pickups and SUVs by all the manufacturers, efforts have been made to make these machines as comfortable as a dream. More spacious, more luxurious. And under the hood we have a diesel power plant that delivers 277 horsepower with 460 pounds-feet of torque driving a smooth-shifting 10-speed automatic transmission and four-wheel drive.

What Bragman is intending to do here is take the Yukon for a long drive that will involve city, suburban and open highway routes, then compare his results with what the EPA has rated the vehicle at. Before sharing his ride with us, he spells out the expectations with a specificity that lets us know where things stand. This is not his first rodeo. He has a standard 200 mile loop that he drives, and a standard procedure of having the tire pressure set at the manufacturer's recommendations, windows closed and climate control with A.C activated. There are no segments where he does drag racing and his speed is maintained within 5 mph of the posted limits.

Unfortunately, one variable that he has no control over did interfere in his first attempt. Wind gusts up to 45 mph were on and off again to such an extent that he had to abort the mission. The second attempt took place on a placid, sunny day, with satisfying results. 

The Results
Even with its massive weight (5800 lbs) the Yukon Denali 4WD delivered impressive number. The EPA rated it to get 22 mpg but Bragman's results were significantly better. While highway cruising his trip computer showed he was getting more than 30 mpg. The overall numbers when tallied showed he had achieved 27.9 mpg on the 206 mile course. When he refilled the tank, the fuel economy appeared to be 26.9 mpg which was 5 mpg better than its EPA rating.

To Bragman's big surprise, the diesel engine option is $1500 less than the V-8 for this Yukon. Fuel economy savings and a better price as well? What's there not to like?

Well, there are a couple tradeoffs, he says in his closing paragraph. You still know it's a diesel engine there because of the noise. Not a bad big-rig clatter, but something that you can notice. Also, since diesel fuel is currently more expensive at this time, the fuel economy comparison isn't entirely apples to apples. Nevertheless, 65% better fuel economy makes up for a lot compared to the V-8 engine. 

Bottom line: There is much to like in the 2021 Diesel-powered GMC Yukon Denali. 

Read the full story here: https://rb.gy/of5t4m 

Insights for Diesel Owners: the Pros and Cons of Turbochargers

Turbo cutaway

Last week we looked at a triple turbo diesel setup that was quite intriguing and incredibly powerful. In that article we looked at how turbochargers can improve horsepower and torque. But we never examined the downside of turbos. Are turbochargers always beneficial? Is there a downside to turbos that people can neglect to consider? 

Turbos have generally been add-ons that improve engine efficiency and performance. In recent years more and more vehicles have been fitted with turbochargers from the getgo.

The way a turbo works is like this: hot exhaust gasses spin the turbine that is connected to another turbine which sucks air in and compresses it into the engine. It is this compression that provides the engine with extra power. The more air you can get into the engine, the more fuel can be added for more power.

We're fairly well acquainted with the benefits of turbochargers. Extra power is primary. Unlike superchargers, there is no engine drain because the power comes from hot, expanding gases coming out of the engine already. In addition, turbos aren't affected by the thinner atmosphere of higher altitudes. Furthermore, turbos provide better fuel economy, so they are a win-win on several fronts.

What's the downside then?

The first is heat. Turbos are powered by hot exhaust gases and they get hot, hot hot. How hot? Hotter than molten lava! When pushed to its limits for a continuous amount of time the turbo can start glowing red. For this reason racers have vents to get air circulation flowing through the engine bay. 

The second is friction and heat in the turbine itself. Think about this for a second. Your engine revs at 2,000 rpm when cruising. Your turbo's turbine can reach speeds of more than 280,000 rpm. When I wrote, "Think about this for a second," it was to make you think about this: in one second that turbine will spin as many as 4,666 times. Try wrapping your head around that... more than 4500 times a second. That's a lot of friction there if the lubrication is insufficient.

This turbocharger bearing system is lubricated by the oil from the engine which is fed under pressure into the bearing housing. The oil is both lubricant and coolant. This is one more reason that the engine oil you select meets specifications.

Another disadvantage with turbochargers that doesn't get talked about much is "turbo lag." At times, when conditions are right (or wrong), there will be a delay between the moment you stomp on the pedal and the moment you actually feel power. This is turbo lag. 

At low speeds there aren't a lot of exhaust gases passing through the turbo, "so when you demand power from the engine, the turbocharger turbine needs time to start spinning at an optimal speed. The effects of this can be reduced by downshifting to a lower gear." Astute drivers will still notice the split delay at times.

* * * 

Because of their benefits, turbochargers have almost universally become stock equipment on diesel pickups and will be around for years to come. It's useful, however, to be aware of their shortcomings.

* * * 

Sources 

What Is a Turbocharger and How Does It Work

Eight Things About Turbochargers You (Probably) Never Knew