Ferretti's Diesel-Powered Yacht Is Making Waves in the Luxury Boat Market

The Robb Report is an American luxury and lifestyle magazine that covers automobiles, airplanes, watches, yachts and even real estate. Its beginnings, however, were much narrower.

Now owned by the Penske Media Corporation, it was originally founded by Robert L. "Rusty" White as a newsletter designed to sell his Civil War memorabilia and Rolls Royces. As anyone familiar with the publication will attest, it has truly evolved. 

This past weekend the Robb Report's Boat of the Week feature focused on a cutting edge 100-foot wide-body yacht by the Ferretti Group, an Italian multi-national ship-building organization specializing in the design and production of custom luxury yachts. Ferretti's new yacht, the 1000, is not the largest it has ever built, but it has features that look to disrupt the industry. Stefano de Vivo, Ferretti Group's chief commercial officer. described it as a "crucial" design that will be "a template for other models going forward."

The article spends time detailing the spaciousness of the interior rooms. Photos give the impression that we're looking at restrained extravagance. One rule of thumb here is that design must not defeat functionality. The spaces feel big, and the ocean views are even more vast.

Our fascination with this yacht has to do with its power source. Of this the author writes, "What’s unusual is its 28-knot top speed, thanks to twin 2217-hp MTU diesels. That’s lightning fast for a boat its size." Indeed.

The yacht itself looks like it would be right at home in a James Bond film. And who doesn't like Ferretti's tag line for the 1000: A thousand reasons to fall in love. 

Full story here, with lots of nice photos: 

Why Ferretti’s New 100-Foot Wide-Body Flagship Could Disrupt Its Entire Class 

Mercedes Diesel-Powered Wolf Catches the Attention of the Robb Report

Yesterday's Robb Report carried a Car of the Week story about a reimagined Mercedes-Benz G-Wagen, calling it "a wolf that's ready to prowl. Most of us a familiar with the military background of Jeeps, Land Rovers and Hummers. They were built for functionality, not style, yet the boxy look of these machines became a style of its own, spoken in a different language. 

The original G-Wagen was Germany's equivalent of the Jeep, a lightweight military transport vehicle. The G stands for Geländewagen, which translated means "terrain vehicle." The first G-Wagens were built for the Shah of Iran in the late 70s as a military transport. Though created for the Shah, who was overthrown soon after, the vehicle saw its first military use in Argentina in 1981, the year before the undeclared Falkland Islands War.

Robert Ross, the author, refers to it as a wolf in sheep's clothing, which is interesting because the G-Wagen was itself nicknamed the Wolf beginning in 1987. In other words, not every G-Wagen is a Wolf. This designation is only for those with a fold down windshield and convertible top.

The focus of this article is on the latest iteration of this Mercedes-Benz 250GD Wolf, whose embellishments clearly define it in luxury terms, not military. The vehicle is manufactured by EMC, the Expedition Motor Company and available in 49 of our 50 states.

Under the hood we have a Mercedes-Benz inline-five diesel power plant that required a customized transmission control unit (TCU) "in order to maintain perfectly smooth gear change, quiet operation and reliability." 

For an extra $7500 you can add a turbocharger for additional power.

According to Ross this beast has never been more popular. At the end of 2020 EMC had sold 400,000 of them over the years, up 100K from 2017 when they hit the 300,000 milestone. The demand is so high that people are paying more than the manufacturer's suggested retail price to get their hands on one. We're not talking pocket change. These beautiful brutes typically retail at $125,000.

But what you are getting is a labor of love, so to speak. These vehicles are produced with care with hand stitched interiors and other meticulous attention to detail. It's adorned with all the other modern accoutrements with "options that include climate control by Vintage Air, assorted bumpers, trim, winches, etc." 

According to Ross, "Other revisions that come standard are new instruments and gauges, an all-new wiring harness, premium headlamps (previously optional equipment) and an upgraded entertainment system with new Bluetooth capabilities as well as USB and device plug-in considerations."

What we like, though, is the 0M602 diesel engine. It's durability earned in a nickname of its own, :the million kilometer engine." 

Read the full story here.

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

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

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

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

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

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

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

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

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

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

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

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

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

New Twin-Turbo Diesel Toyota Land Cruiser Unveiled... The Good and the Bad, Nothing Ugly

Let's lead with the bad news. It's not available in the U.S.

Now that that's out of the way... On Wednesday this week Autoblog.com published a story about the new LC300 Toyota Land Cruiser that has been unveiled. The LC200-series Land Cruiser has just completed a successful 14 year run, but now Toyota is turning the page.

The new LC300 Land Cruiser features a twin-turbo diesel engine, inserted into a new platform that the article describes as "a clear evolution of past models, with blocky styling and off-road specifications designed to reliably cope with the harshest conditions and climates the world has to offer." 

Some of those climates include Australia, the Middle East, Africa and South America. What you need in the Outback and other remote terrains is reliability and durability, and that is what has made the Land Rover so successful. This latest version comes with two engine options, both V6. The 3.5-liter gas-powered V6 delivers 415 hp and 480 pound-feet of torque. The 3.3-liter diesel delivers 309  hp and 516 lb-ft of torque. With either selection you have a 10-speed automatic transmission and four-wheel drive.

Both Toyota and the article tout the chassis and suspension setup. The article include dramatic illustrations of these features. In addition this SUV is 440 pounds lighter than its previous iteration. The vehicle has a Kinetic Dynamic Suspension System that purportedly improves road handling performance as well.

When the article describes monitors that provide views of obstacles ahead and behind, it brings to mind my last visit to SEMA and the futuristic displays there in the Toyota booth. It was as if we were experiencing the year 2045 as envisioned by Spielberg in the Tom Cruise cyberclassic Minority Report. It does seem like when we experience some of the new tech being incorporated into todays cars and trucks, it feels like we are living in the future.

You can find more details on this breaking story here.

Why Does Diesel Engine Oil Break Down?

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

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

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

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

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

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

The Four Lethal Forces

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

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

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

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

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

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

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

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

* * *

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

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

Links

Four Lethal Diesel Engine Oil Contaminants

Champion Brands Offers Free Oil Sampling Kits for Diesel Engines

To Increase Your Diesel's Sustainability, Choose Blue Flame

Photo by Taylor on Unsplash

This past week Fleet Equipment published a thoughtful article by David Sickels about sustainability and efficiency. A lot of us tend to cringe when we touch this topic because sometimes it feels like the demands being put on the industry end up. costing us more money. We all want clean air, and a future for our grandchildren. We don't want the changes to be so economically unrealistic that they put us out of business.

The sustainability premise is that resources are finite. They should therefore be used conservatively with a long-term view in mind regarding consequences of the manner in which they are used.

The reality is that the history of diesel technology has taken the industry an incredibly long way toward this end. The article in Fleet Equipment outlines ways in which we can get the most out of these advances that have been implemented by engine manufacturers. It is titled "How To Increase Diesel Truck Sustainability, Efficiency Via Lubricants."

Sickels notes that most fleets are not yet ready to leap into the future of electric trucks, but these are steps we can take in the interim. 

1. Start with used oil analysis

We wrote in October about things things you can learn from oil analysis. Sickles takes this a step further, noting that some of what we learn from oil analysis can help us improve sustainable practices. By periodically analyzing the condition of our lubes, the data gives us a basis for leaving fleets on the road for longer periods of time between maintenance intervals. "It not only gives you a snapshot of the health of the oil, but also of the health of the hardware."

The author goes on to say that if you are able to use a lighter oil without compromising engine protection, you can improve by at least 1% one fuel economy with this viscosity change alone. (Check your owner's manual.) This latter leads directly into the second point.

2. Switch to synthetic lubricants

According to the Sickels, "Oil companies tend to agree that as long as the fleet is following OEM guidelines, swapping to synthetic lubricants will likely bring about fuel economy savings versus using alternative products."

The article suggests that if you're uncertain about viscosity selection, you can work with your oil company to ensure you have the right fluids protecting your equipment. 

Here at the Blue Flame blog, we have an orange button on the right that says ASK JAKE in the event you are uncertain about the correct fluids for your truck. Champion Oil has been a major player in the development and manufacture of semi-synthetic and full synthetic motor oils for 65 years.   

3. Check whether CK-4 or FA-4 oils can be used

Evidently many fleets are not taking advantage of the fuel economy benefits of CK-4 or FA-4 oils. There are trucks coming off the assembly line with FA-4 fluid and the owner or fleet manager switches to CK-4 at the first oil change. 

Since there's no one solution for everyone, it does get complicated. Decisions can be made based on insecurity or misinformation. That is why we address this in September in our article "Still Confused About Diesel Engine Oil Specs?"

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There's no question that things have become increasingly complicated in our modern age. Fortunately you don't have to go it alone. Whether it's Jake at Champion or your current lubricant supplier, build a relationship with someone you trust for answers when you need them. 

Trade magazines exist for this purpose as well, keeping you informed of new regulations that can impact your livelihood. That's what we're also trying to do here at the Blue Flame where our passion is all things diesel. 

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READ THE FULL ARTICLE HERE
"How To Increase Diesel Truck Sustainability, Efficiency Via Lubricants."  

Diesel Motorsports: Most Fun You Can Get in a Weekend

Photo courtesy Diesel Motorsports

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.

The author begins by making the same observation I've made over many years of going to races. Most racers use a diesel powered vehicle to pull their race car to the track which is gas powered. Today, diesel is no longer for tow vehicles. There is a huge, enthusiastic diesel motorsports culture. This diesel world includes engine builders, aftermarket providers and sanctioning bodies as well as the sponsors and businesses that provide products for the racers. Altogether it's a great show for the fans. 

Zurschmeide notes that drag strips are the primary venues for diesel racing, with a strong second being presence at pulling competitions. Diesel has also found some surprising success in sports car racing as when Audi proved that a diesel-powered car could compete at the highest levels. In 2006-2008 Audi’s TDI prototypes won the prestigious 24 Hours of Le Mans three years in a row.

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

Photo courtesy Diesel Motorsports

That having been said, the mass market for diesel motorsports in America still 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.

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

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

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