Champion Introduces Two New Products to Keep the Interior of Your Diesel Truck Looking Good

Truck owners have a range or priorities. For many, performance at any cost is top-of-mind. Others delight in making their machine look the best it can be. This is why Diesel Motorsports and other event sponsors have both performance challenges -- dyno, tractor pulls, races -- and Show 'N Shine competitions. What follows is a recent announcement regarding two new products designed to help keep your vehicle looking as stunning as it can be. 

(Clinton, MO / 08.20.21) Champion Oil, a recognized leader in specialty lubricants, has recently announced two new appearance products: Interior Detailer Spray (Part #4527) and Fabric Cleaning Foam (Part# 4529). 

Champion's safe and easy-to-use Interior Detailer Spray is formulated to protect and shine vinyl and plastic surfaces of your vehicle interior. Covers hard to reach areas. Cleans, Shines & Protects Vinyl and Plastic in one easy step. Professional use formula, fast drying shine. Not for use on rubber surfaces. Cherry scented. 4527K – 12/12 oz.

Interior Detailer Spray contents include: Propane, Butane, Hexane, Naphtha (petroleum), hydrotreated light, Siloxanes and Silicones, di-Me, 2-Propanone, Cyclohexane, Heptane, 1,2-Benzenedicarboxylic acid, 1,2-diethyl Ester, Solvent Naphtha light Aliph. Flash point: -104.4 °C, Initial Boiling Point- Estimated 56.05 °C. Aerosol.

Champion Fabric Cleaning Foam is an effective and easy-to-use fabric cleaning foam formulated to quickly penetrate soiled carpet areas - while leaving a wintergreen scent. Removes soils from upholstered fabric while not soaking in. Can be used on velour, cloth, and carpets - leaving a “like new” smell. Cleans and Scents in One Easy Step. Professional use formula designed with no residue. 4529P – 12/19 oz.

Champion Fabric Cleaning Foam contents include- Butane, Diethylene Glycol Monobutyl Ether, Alcohols C9-11 Ethoxylated, Propane, EDTA Tetrasodium Salt. Flash point: -103.3 °C, Initial Boiling Point- Estimated 100 °C. Aerosol.

About Champion Brands, LLC
Champion, a PLZ Aeroscience Company, is a globally recognized industry leader in specialty lubricants for over 65 years. Champion also produces and blends over 300 products including fuel, oil, engine additives, and lubricants for the racing, automotive, heavy truck, agricultural, industrial, and specialty markets. For more information call Champion at 660-890-6231 Champion Brands, LLC; 1001 Golden Drive, Clinton, MO visit championbrands.com

About PLZ Aeroscience
PLZ Aeroscience is a leader in specialty aerosol and liquid product technologies. PLZ specializes in the development, manufacturing, packaging, and distribution of a comprehensive line of contract fill, branded and private label products. PLZ has a robust and proprietary portfolio of products in household cleaning, personal care, food service, maintenance, specialty and industrial, and automotive. For more information, visit PLZAeroscience.com

About Pritzker Private Capital
Pritzker Private Capital partners with middle-market companies based in North America with leading positions in the manufactured products, services, and healthcare sectors. The firm’s differentiated, long-duration capital base allows for efficient decision-making, broad flexibility with transaction structure and investment horizon, and alignment with all stakeholders. Pritzker Private Capital builds businesses for the long term and is an ideal partner for entrepreneur- and family-owned companies. Pritzker Private Capital is a signatory to the United Nations Principles for Responsible Investment (PRI). For more information, visit PPCPartners.com.

Diesel Inspection: National Brake Safety Week

I'm not sure how these things get started but it seems like there are plenty of them. National Pollinator Week celebrates the work of bees. National Dog Week, the last week in September, celebrates man's best friend. 

This week is Brake Safety Week, emphasizing the importance of brake systems and components during roadside inspections across North America. Here's a press release from Champion Brands followed by a link to a Fleet Owner story about this important topic. 

This Week is Brake Safety Week

You may want to take time to check your vehicle. The Commercial Vehicle Safety Alliance's annual Brake Safety Week is in full swing. It’s when law enforcement inspectors across North America will be looking for any commercial motor vehicles found to have brake-related violations that might place them out of service.  

During last fall's brake inspection blitz, more than 5,100 commercial vehicles were placed out of service because of brake-related violations. In addition, brake system and brake adjustment violations accounted for more vehicle violations than any other vehicle violation category, accounting for 38.6% of all vehicle out-of-service conditions. 

What can you expect if pulled over for inspection?

Law enforcement officers checking brake systems will look for:

• Loose or missing parts
• Air or hydraulic fluid leaks
• Trouble-indicator lights on the dash, including antilock brakes
• Worn linings, pads, drums, or rotors
• Mismatched air chamber sizes across axles
• Warning device functionality (such as antilock braking system indicator lights)
• Proper brake adjustment
• Brake hoses and tubing condition 
• Measure pushrod stroke to ensure brakes are properly adjusted.

“While you are at it, it’s a good idea to either top up or flush your brake fluid,” suggested Karl Dedolph at Champion Oil.  “Brake fluid is an important component in any hydraulic braking system. The fluid is subjected to hundreds of pounds of pressure but also needs to lubricate rubber components in the master cylinder, wheel cylinders, calipers, and hoses. In addition, brake fluid has corrosion inhibitors that keep the bores of hydraulic cylinders from rusting and pitting.”

 

“Most of today’s brake fluids are made of polyalkylene glycol, which is hygroscopic, meaning it absorbs moisture. The absorption of water prevents “pooling” of the absorbed water in the brake system, where corrosive acids can form and make the components deteriorate.  Water in a brake system will also cause fluids to freeze or boil faster.”

 

“Champion DOT 3 Brake Fluid is typically recommended for cars and trucks prior to the mid-1990s, but DOT 3 brake fluids still makeup a large portion of service fills in newer vehicles. DOT 3 brake fluid has a dry boiling point of 490 degrees, which is fine for brake systems with large brake drums and thick disc brake rotors, where brake heat can be easily dispersed. It has a viscosity of roughly 1500cSt at -40 F. Exceeds the specifications of Federal Motor Vehicle Safety Standard #116 and SAE J1703 for DOT 3 brake fluids.”

“Champion DOT 4 Brake Fluid is recommended for most disk brake vehicles and is also a poly-glycol base. DOT 4 has a boiling point of 494 degrees F., and it is rated at a viscosity of 1800cSt at -40 F. This DOT 4 brake fluid differs from DOT 3 due to the ability it has to chemically scavenge water, reducing the rate at which performance deteriorates when the fluid is exposed to humidity in service. Exceeds the specifications of Federal Motor Vehicle Safety Standard #116 and SAE J1704 for DOT 4 brake fluids," added Dedolph.  

Read the Fleet Owner story here: 

https://www.fleetowner.com/safety/article/21164730/cvsa-sets-date-focus-for-brake-safety-week

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

Rumors of a Diesel Tundra and Other Toyota News

The 2022 Toyota Tundra: Ready to Rumble

They say we're not supposed to believe everything we hear. Nevertheless, there are times when rumors have a sticky quality that makes them hard to simply ignore. One of the hot ones creating buzz this summer has to do with the possibility that Toyota will be producing a diesel Tundra for the U.S. market. This morning we'll explore this idea a little bit.

At the end of July CarBuzz published a story titled Toyota Ready To Reveal A Diesel Tundra? Sebastian Cenzo's story doesn't say outright that this is happening. The subhead reads, "We have a suspicion that a diesel Tundra is in the works."

How well founded is this suspicion? Though Toyota sells no diesel-powered vehicles in the U.S., it seemed suspicious to some when Toyota posted a video about how a diesel engine works. In fact, this video -- How Does A Diesel Engine Work? -- is one of the best I've ever seen with regard to the difference between a gasoline and diesel engine.

The CarBuzz reasoning goes like this. Toyota has been posting a lot of images and information about the Tundra, showing off all its new features, stoking demand for this beefy pickup. The only thing they had not revealed is what kind of engine options it will have. And then the video comes out regarding how diesel engines work. Is this just happenstance?

On August 16 Tom Quimby of Equipment World picked up the thread. His story goes even further. It's titled, Viral Toyota video has fans hoping for a diesel Tundra, Tacoma. Quimby goes even further than Cenzo, suggesting that we might see more than just a Tundra powered by diesel. He begins his piece with this:

A recent diesel engine video released by Toyota on its YouTube site has gone viral and has fans hoping that the automaker will bring an oil burner to the U.S. and make it available in the Tundra, Tacoma and 4Runner.

It apparent that these speculations are based on rumor since there has not, as yet, been any official announcement. Fans of Toyota quality are simply connecting a few dots, and hoping they're accurately reading the tea leaves.

The Equipment World piece notes that the Toyota has been slowly rolling out the Tundra "reveals" since May. Powertrain speculation has been simmering for some time. It will be a pretty special moment when Toyota lifts the hood.

In early July Tim Esterdahl recorded his hunches in a story for Pickup Truck Talk. His story makes note of the patent filed in July 2020 for a new iForce Max engine.

As early as June we saw the First Official Look at the 2022 Tundra. Lots of details were included in this story at TFL Truck (The Fast Lane). It's a muscular look for sure. Nothing timid here. Despite all the details, it remained unclear as to whether this truck ran on diesel power.

Which brings us to today's latest Toyota news. The  Wall Street Journal announced that Toyota is cutting production in Japan by 40% in September and 40-60% in North America this month because of the global semiconductor shortage. For and GM have been indicated their plants will experience more downtime as well at several factories. 

One thing is certain in these uncertain times: you can never tell for sure what will be next. 

Here's the Toyota video that ignited our imaginations: Engines 101

 

Detroit May Have an EV Future But Diesel Is Still Alive and Well

The popularity of full-sized diesel pickups remains strong.

Earlier this month the president signed an executive order to have 40 to 50 percent of all cars to be electric by the end of the decade. GM and Ford anticipate that this will happen, but they also recognize that the demand for full-sized gasoline and diesel pickups is as strong as ever among consumers. 

Reuters released a story on Monday that stated the industry expects to build 3.3 million full-size pickups and SUVs this year in North America, virtually all gasoline or diesel powered. The demand is strong and will likely continue throughout the decade.

The popularity of big trucks may mystify some, but is no surprise to others. Lawmakers and pundits pounce on gasoline and diesel trucks as massive polluters, even though great strides have been made to reduce emissions and develop more fuel efficient engines.

The big three automakers issued a joint statement on August 5 regarding their "shared aspiration" to meet the president's 2030 target. "That goal would mean boosting annual North American output of electric and plug-in hybrid electric vehicles to 7 million vehicles or more," wrote Paul Lienert, author of the Reuters piece.

The article's main thrust seems to be that the rate at which the automakers are rolling out EVs will be significantly less than intentions of the projected target. "The entire industry, however, is planning as of now to build just 2.6 million battery electric vehicles (BEV) and another 585,000 plug-in hybrid electric vehicles (PHEV) in 2028, according to AutoForecast Solutions (AFS), which compiles production estimates that are widely used across the industry."

All forecasting is a tricky business, in part because there are so many variables at play. Based on current projections by the automakers, AutoForecast Solutions (AFS) states that EVs will account for 15% of production, and hybrids another 3.4%. EPA is projecting a similar but slightly smaller number.

It's not that there's an inability to make more EV vehicles. What's missing is demand. There's simply a lack of demand for battery powered cars, and to stay in business manufacturers must. build products people are willing to pay for. 

Ford has repeatedly reiterated that 40% of its global volume will be battery-electric by 2030. GM has stated again that it plans to eliminate tailpipe emissions from light-duty vehicles by 2035. The reality is that trucks and SUVs are in high demand and consumers are willing to pay premium prices for them. 

The article ends with a note about the 2021 semiconductor shortfall, which has been a headache for automakers. Demand is there but dealerships can't get enough vehicles to fill their lots.

Here's the article, along with some informative charts to make it visual.
Detroit sticks with trucks, SUVs despite lofty 2030 goals for EVs

5 Truck Trends In the Class 8 Diesel Realm

Photo by Nigel Tadyanehondo on Unsplash

If you want to know what's happening in any industry, talk with the editors of that market's leading publications. Editors have their fingers on the pulse, and have enough experience to notice the difference between a significant event and a flash of buzz that will be quickly forgotten. 

On August 3 Fleet Equipment magazine published a story by managing editor Alex Crissey titled 5 Truck Trend Takeaways from July. (I like the alliteration in the title.) Here are the biggest stories as we drift through late summer. Each is accompanied by a video or podcast by one of the FE editors.

5. It's Summer and Heat Is the Real Killer of Batteries

Most of us are aware of the impact freezing temps have on batteries, significantly reducing their charging power during an Arctic blast. Senior editor David Sickels says that heavy duty battery experts say “Summer heat and sun are what kills a battery; it just doesn’t know it’s dead until it gets cold.” That's an intriguing observation. The greater the heat, the shorter the service life. 

Watch the video here, or read the transcript.  

4. Consider Replacing Truck Mirrors with Cameras

The Fleet Future podcast introduces us to the makers of MirrorEye, a system which replaces mirrors to give greater visibility as well as improved aerodynamics. In the podcast, the Stoneridge president and VP discuss the benefits of the system as well as the experiences of those who have been using it.  

3. The Impact of ADAS on Truck Service

Advanced Driver Assistance Systems (ADAS) are high tech tools that are potentially saving lives by helping drivers stay in lane and other collision-avoidance services. The new systems have drawbacks, however. They need extra attention when it comes to maintenance. To work effectively they need to be periodically calibrated and not ignored.  Be sure to watch the video within the 5 Truck Trends story.

2. The Business of EV Charging Stations

It's estimated that the EV charging station business will exceed $100 billion in 7 years. Keeping track of all the options available for fleet managers moving into the EV realm would be an endless task. Thankfully Fleet Equipment editors do it for us. Here's a current list of all the Commercial EV Charging Station providers with details about each.

1. Are You Paying Attention to the 3G Sunset?

There is always so much happening in the world that it's easy to miss a few important stories now and then. One of these stories is the looming termination of 3G. Why does it matter? When these older networks go dark, you can potentially lose your data-driven truck solutions unless you upgrade your devices. As much as we appreciate the benefits of a high tech world, it can be emotionally  to always be worrying about something we've forgotten to take care of. Fortunately, Fleet Equipment editors have you covered.

Here's the full article with videos and other key links:

Five Truck Trend Takeaways from July 2021

Diesel 101: What's the Difference Between Diesel and Gas

Vince Lombardi, the famed Green Bay Packers coach, began each year's training camp with the same opening line. "Gentlemen, this is a football."

The point he made was that you are never too old or experienced to be reminded of the fundamentals now and then. How to hold a football, how to run with it, how to recover a loose ball... it's all pretty basic, but Lombardi believed this annual ritual was essential for success.

That anecdote is what came to mind when I saw the Florida News Times story this past weekend, What Is the Difference Between Diesel and Gas? It's not a clickbait title, just a straight up presentation of basic but useful information. "Just the facts, ma'am."

The story has a great opening line: "Did you know that diesel can give you 12% more energy per gallon in comparison to gasoline?" 

There are probably a lot of people who don't know that, so it serves as a nice attention getter. The question suggests that if you read this article maybe there will be other things you didn't know. Here's an overview of this piece, along with a link at the end so you can read it in its entirety.

The first decision most people make is deciding what type of vehicle they want, whether a car, sedan or truck. The next question ought to be whether to go diesel or gas power. To make this decision it helps to know how internal combustion engines work, whether gasoline powered or diesel.

Air enters the engine and mixes with fuel where it is compressed in the combustion chamber (cylinders) and ignited. The explosion pushes the piston and crankshaft which turns the gearbox. When the piston returns to its starting position the spent gases get pushed out into the exhaust system.

The difference between an engine powered by gasoline and a diesel engine takes place at the point of ignition. In a gasoline engine a spark ignites the fuel. In a diesel engine there are no spark plugs. Rather, ignition occurs by means of compression of the air-fuel mixture. High compression produces heat which generates spontaneous ignition.

Because diesel fuel produces more energy per gallon, it is more cost efficient. For this reason the engine of choice for people who do a lot of highway travel is often diesel. They also have more torque, so they accelerate faster.

The article notes that not all diesel fuel is created equal, however. Black diesel, biodiesel and other diesel fuels may detract from performance.

Some people are unaware of the differences between the two kinds of engines. Diesel engines are more durable and last longer. They used to be quite a bit heavier, but new manufacturing techniques and materials have addressed this. Because they have fewer parts, diesel engines have fewer components that can fail, which translates into fewer repairs.

Two primary drawbacks for diesel engines used to be how noisy they were and the black smoke they belched. These issues have also been addressed and are no longer the issues they once were.

Fuel Efficiency
Diesel tend to offer better fuel efficiency. This is due, in part, to the manner in which diesel engines work. Gasoline engines have a lower compression ratio in order to avoid self-ignition. In diesels, compression stroke only compresses the air because there is no fuel injected during the intake stroke. The greater compression ratio enables greater fuel efficiency.

Because of the different systems for combustion, the fuels are different. Both originate as crude oil extracted from the ground. The difference is in the refining. Diesel fuel is heavier and has a higher energy density. It also takes longer to evaporate.

Biodiesel is different from the diesel fuel refined from crude. It's important to know that diesel and biodiesel are not interchangeable. If you plan to use biodiesel, there are some changes necessary. The author doesn't detail these, so you will have to consult your mechanic.

The author ends his story by repeating the earlier assertion that diesel engines are more reliable. He adds that when things do go wrong they are usually not as expensive to fix. The article ends with a question: Are you ready to make the shift?

Ironically, right after reading this article I saw another about a diesel owner named Carl who did make a mistake and it proved very expensive. The title of the story, which you can read here, is Anyone Can Make A Mistake.

And what was the mistake Carl made? On a camping vacation, after a long day's drive, he pulled into a filling station before heading to the campground. Whether from being tired, or just the habit of filling the tank without thinking about much, he absent-mindedly filled up with 87 octane gasoline instead of diesel fuel. Oops.

An expensive mistake indeed. According to the article the final tab to fix this fiasco was $22,000. Fortunately he had good insurance, which covered most of the cost. You can be sure that this was not the kind of drama he needed for his vacation.

You can read the Florida News Times story here.