Champion Blue Flame Named Official Oil of 2021 East Coast Diesel Nationals

Photos courtesy Diesel Motorsports

Here's another sign of spring, and evidence that things are opening up again for diesel enthusiasts and the economy.

This week Champion Oil announced that the National Association of Diesel Motorsports (NADM) has selected Champion Blue Flame Diesel Engine Oil as the official oil of the annual East Coast Diesel Nationals on July 17^th  held at Numidia Dragway, 10 Dragstrip Road, Numidia PA. 

 

NADM, established in 2007, is the only sanctioning body for diesels that promotes all diesel motorsports associations, clubs and events. Diesel Motorsports holds over 70 diesel events around the country each year while also building a membership that offers benefits for business members as well as fans with diesel drag racing, sled pulling, and Dyno competitions. Diesel Motorsports events are all about diesels, and include a large Vendor Alley at each event. 

 

The prestigious event in Numidia, PA is Diesel Motorsports' biggest “diesel only” show of the year with drag racing, sled pulling, Show-N-Shine, dyno competition and more.  Gates open at 8am. Drag and pull registration, Dyno and Show-n-shine opens at 9am. Drag racing starts at  10am with pulling starting at 1pm. Visit the Diesel Motorsports website for specific class guidelines.

This year Champion Oil has designed a special contingency program which includes cash and product for all class drag and pull winners at the East Coast Diesel Nationals. Register here:  https://www.championbrands.com/racer-contingency/

 

Drag Racing Classes include:

• Street Truck: Competitors will run with street trucks with no times, just lane winner at end of track lights! Race against your buddies with no worries about anything but who the winner was on the pass!

• ET Bracket Class: Competitors race against their dial-in efforts to predict, react and perform better than the competition without breaking out from their timed number.

• 12.0 Quick Diesel: Indexed at 12 seconds, this class leaves the starting line together (heads-up style) and the first legal racer to cross the line without running quicker than the index wins.

• Heads-Up Truck: Full size trucks with proper safety equipment compete on an unlimited, heads-up racing in 1/8 and/or 1/4 track!

• Pro Stock: Fiberglass-bodied diesel-powered trucks and cars compete heads-up to the finish in the 1/8 and/or 1/4-mile action. 

• Top Diesel: Diesel dragsters designed for all out speed compete heads up in 1/4-mile action.

• Work Stock: Stock OEM turbochargers, water injection prohibited, hanging weights prohibited.

• Hot Work Stock: Street turbochargers that plug no larger than 2.55, water injection prohibited, hanging weights prohibited, licensed for street, DOT tires.

• 2.5 Street Diesel/2.6 Smoothbore: Single turbo, 2.5 inch maximum inducer bore, turbocharger bushings prohibited or 2.6 smoothbore turbo, water injection prohibited, bolt in, removable solid rear suspension bars permitted, receiver style hitch required, hanging weights permitted.

• 2.6 Street Diesel: Single turbo, 2.6 inch maximum inducer bore, turbocharger bushings prohibited, water injection prohibited, bolt in, removable solid rear suspension bars permitted, receiver style hitch required, hanging weights permitted. 

• 3.0 Smoothbore Diesel: Single turbo, 3.0 smoothbore, water injection prohibited, solid rear suspension, receiver style hitch required, drive shaft u-joint shields required, hanging weights permitted.

• 3.6 Single Turbo / Super Pro Multiple Turbo: These classes will pull together, with 300# weight difference. Other handicaps may be used if there is an agreement of the majority of both classes. The 3.6 (3.6) Single Turbo is based on stock chassis and the Super Pro Multiple Turbo (SP) is based on a tube frame.

Sled Pulling Classes include:

• Work Stock: Stock OEM turbochargers, water injection prohibited, hanging weights prohibited. 

• Hot Work Stock: Street turbochargers that plug no larger than 2.55, water injection prohibited, hanging weights prohibited, licensed for street, DOT tires.

• 2.5 Street Diesel/2.6 Smoothbore: Single turbo, 2.5 inch maximum inducer bore, turbocharger bushings prohibited or 2.6 smoothbore turbo, water injection prohibited, bolt in, removable solid rear suspension bars permitted, receiver style hitch required, hanging weights permitted.

• 2.6 Street Diesel: Single turbo, 2.6 inch maximum inducer bore, turbocharger bushings prohibited, water injection prohibited, bolt in, removable solid rear suspension bars permitted, receiver style hitch required, hanging weights permitted.

• 3.0 Smoothbore Diesel: Single turbo, 3.0 smoothbore, water injection prohibited, solid rear suspension, receiver style hitch required, drive shaft u-joint shields required, hanging weights permitted. 

• 3.6 Single Turbo / Super Pro Multiple Turbo: These classes will pull together, with 300# weight difference. Other handicaps may be used if there is an agreement of the majority of both classes. The 3.6 (3.6) Single Turbo is based on stock chassis and the Super Pro Multiple Turbo (SP) is based on a tube frame.

 

Champion Brands Blue Flame® Performance Diesel Motor Oils are formulated with workhorse performance additives, superior protection, advanced polymer technology, and high TBN, supported by a carrier blend of synthetic and conventional base fluids. In addition, Champion Brands Blue Flame® Diesel Motor Oil delivers unmatched high temperature film strength and lubricity protection, has the muscle to combat oil shear, maximizes and sustains cylinder compression, and is proven to increase engine horse power and torque. Purchase oil here at  https://theblueflameblogger.blogspot.com/2021/

About the company: Champion Brands, LLC, 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 about the Champion Blue Flame® Performance Diesel Engine Oil contact your nearest Champion distributor or call Champion at 660-890-6231. Champion Brands, LLC; 1001 Golden Drive, Clinton, MO, or go to http://championbrands.com

Intro to Diesel World's Chronology of Vintage Diesel Light Trucks

1959 Land Rover Series II long wheelbase pickup

The history of transportation is fascinating. One of the most intriguing transition points in that history was the invention of the automobile. Before cars and trucks, horses were the mainstay of transportation. When automobiles entered the picture, the only clue that horses preceded them was that we still use horsepower as a measurement.

Even though the diesel engine had been developed in the 1890's, the early 20th century became a battleground between gasoline powered engines and electric. In fact, electric cars were so popular that half of all automobiles were electric. The problem they had, however, was two-fold. They were not reliable, and there was a limit to how far you could drive on one charge, which was about 17 miles. A trip from New York to Boston would indeed be a problem. How many charging stations were there between home and any out of town destination?

Gasoline-powered cars weren't exactly safe either, though. If you've ever see old films from the beginning of the 20th century, you may recall seeing hand-cranks to start the car. More than a few car owners were crushed inside their garages when they cranked it, got it started and it lurched forward. The electric starter was a most welcome invention indeed. An oil boom made gasoline cheap and the path ahead became clear and easy. 

All these thoughts came to mind as I was reading the introduction to Jim Allen's 2019 Diesel World article "A Chronology of Vintage Diesel Light Trucks in America." His intro to the history of diesel light trucks begins with an important fact about diesel engines. In the beginning these beasts were massive. Allen writes, "In the early days of diesel engines, downsizing them was a huge challenge. Given enough capital, engineers can work through almost any technical challenge. But investors was a return on investment so there needs to be market incentive."

In short, the pace of development was dictated by market demand and the incentives weren't there. By the 1930s they could be fit into big trucks, some watercraft and other applications. Then the war came along, accelerating many new developments. After the war diesel engines were downsized enough to where a light truck market could development, but there were still further technical kinks to work out. 

The first issue was the problem of batteries. In frigid weather it took a lot of batteries to cold start a diesel engine. This mean that even though the engines were smaller, there still wasn't room in the engine compartment for those extra batteries. Starting a diesel engine wasn't so easy to begin with, and the public wasn't ready to embrace it. And initially, they didn't have the power we have all come to appreciate today. A V-8 under the hood could run circles around those 1950s diesels.

Early direct injection Mercedes-Benz OM 352

Then there was that other hurdle to get over. The infrastructure for diesel fueling was not yet in place either. That's one of the factors that killed the enthusiasm for electric cars in the first decade of the century, and diesel owners faced the same dilemma. 

By the 1970s, Allen write, the U.S. diesel market was at least 20 years behind where our European counterparts were. And then the 1973 gas crunch his. Suddenly, diesels began getting some respect for their fuel economy benefits. Until that time, light duty diesel trucks were something only nerdy people appreciated. Afterwards, the perception was that these people had been quite forward looking. And once infrastructure development was in place, it was possible to have a serious diesel car and truck market.

Not every move toward diesel went smoothly though. Oldsmobile's diesel cars were not a high water mark for the Oldsmobile brand. Allen calls that effort part of Olds' "Days of Infamy." Fiasco, disaster and a few other words come to mind, with much weeping and gnashing of teeth.

But the diesel light truck market came through alright, even if U.S. diesel cars never fully realized their potential. 

Against this backdrop, Diesel World presents an overview of the various vintage diesel trucks that were part of our history. It's a little like researching one's genealogy. With the exception of a few "oddballs" they've dug out all the important contributions that were made through the decades. 

Part one of that story can be found here:
https://www.dieselworldmag.com/diesel-trucks/vintage-diesel-light-trucks-part-one/

Even Natural Disasters Won't Stop a Diesel Jeep Gladiator

On April 15 & 16, two stories caught my attention, in part because they both involved the deep freeze disaster that occurred in Texas this winter. To describe the mid-February drop into single digits as unexpected is an understatement. The devastating consequences were unimaginable, until we learned the details in the aftermath. 

When the temperatures dropped, a series of events occurred. Electricity demand climbed at the same time as critical equipment to generate electricity failed. Gas production likewise was pinched as well and 4 million Texas homes lost power, which impacted 11 million people. In addition to the loss of more than 100 lives, the economic losses were somewhere between 80 and 130 million dollars.

It was against this backdrop of devastation that Derek Price's Cargazing column in the GazetteExtra came across like a breath of fresh air. The title of the piece was Go anywhere confidence: Jeep Gladiator pickup delivers even in disasters.

The story begins with the deep freeze. The author was unable to start his brand new diesel Jeep Gladiator 4x4. Like most Texans, Price was unprepared for what he called snowmageddon. Gelled fuel doesn't flow and as nice as the vehicle looked in the driveway, it wasn't of much use if he couldn't get it started. 

Fortunately he had a neighbor who had a few tricks up his sleeve. (He must have lived in Minnesota or Wisconsin at one time.) After warming up the engine block and adding a little anti-gel chemistry to the fuel, the Gladiator sprang to life "like magic." The Jeep was "ready to do the job it was built for: getting people anywhere they need to go, even when there aren't roads."

Price tells how Texas looked like Siberia, but even with no visible roads his Gladiator Rubicon took it all in stride. There were few cars on the roads, but his 4x4 went wherever he wanted to go in spite of the conditions. 

Another luxury he enjoyed was using a remote to power up, then watching the ice melt off the windshield. True, that's not a feature he will use much in Texas, but it's nice to know you have it when you need it, whatever part of the country you live in. 

His enthusiasm for the Jeep seems boundless as he describes the reassurance it gives you in all types of conditions. 'Hurricanes, floods, ice storms and tornadoes create conditions on the ground that require vehicles like this with ridiculously high ground clearance, four-wheel-drive grip, traction-control wizardry and tires that can claw their way through all kinds of muck.'

The Gladiator's tenacity is in part due to the stout diesel power plant that gives it its oomph. It generates 260 horsepower and 442 foot-pounds of torque. It "pulls like a tugboat" yet still gets great fuel efficiency: 28 mpg on the highway as opposed to 22 with a V-6 gasoline engine.

This year is the 80th anniversary of the Jeep, so the manufacturer has added berber floor mats, special badges and 18-inch wheels with a Crystal Granite finish. The author confides that although he has been a sports car type of car enthusiast all his life, this Gladiator has won his heart.

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You can read the full story here:
Go-anywhere confidence: Jeep Gladiator pickup delivers even In disasters

Here's the story from the Federal Reserve Bank of Dallas about the February weather fiasco.
Cost of Texas' 2021 Deep Freeze Justifies Weatherization

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Champion Markets Professional-Grade GlobalTrans™ Full Synthetic ATF for Diesel Applications

At the beginning of 2021 Champion Brands announced that it was celebrating its 65th anniversary as a globally recognized blender and packager of motor oils, gear lubes, brake fluids and other specialty lubricants. Following that announcement in week one of the new year, Champion has introduced numerous new products many of them specifically for the diesel market.

This past week Champion announced a professional-grade GlobalTrans™ Full Synthetic ATF for multi-vehicle (MV) automatic transmissions. The fluid has been designed not only to lubricate moving parts but also provide the hydraulic pressure, friction and cooling to make transmissions work more efficiently in diesel and gasoline applications.

Champion Multi-Vehicle ATF meets the requirements of O.E.M. diesel and gasoline automatic transmissions and helps with various functions including gear lubrication, torque converter operation, valve body operation, clutch friction operation, brake band friction and transmission cooling.

Generally, ATF is made of a thin consistency and is clear with a red hue, though some automatic transmission fluids are now blue/green, purple or even amber, depending on the manufacturer. This makes it easier to differentiate it from motor oil and other fluids in your vehicle as well as to identify the source when you spot a leak.

Over time, ATF will break down and become contaminated with particles or debris. If your ATF level is low or the fluid has started to break down, you'll notice a decrease in performance and possibly overheating. Transmission overheating is typically the result of a leak resulting in low fluid, or contaminated fluid due to a lack of regular fluid maintenance.

These issues might cause the transmission to slip, and while it won't typically cause the vehicle to stall, it will cause the engine to rev higher than normal or feel as though you have no power. When fluid levels are low, this can produce permanent damage to your vehicle's transmission, leading to costly repairs of even replacement.

Champion GlobalTrans™ Full Synthetic Multi-Vehicle ATF Fluid is proven in field test to prevent early operational lubricant breakdown and have consistent top-tier performance in many world-wide and different types of O.E.M. diesel and gasoline automatic transmissions.

Champion's GlobalTrans™ MV ATF delivers superior performance in low-temperature flow, wear protection, frictional stability and resistance to thermal breakdown. It is made with 100% synthetic base fluid chosen for superior resistance to oxidation and viscosity change. It maintains a highly sheer stable cold flow viscosity for exceptional resistance to problematic viscosity change over thousands of miles or hundreds of hours.

Champion's synergistic wear and seal protection chemistry is preferred by original equipment manufacturers (OEMs) and found in premium factory first-fill fluids. It is optimized with friction-control additive technology that not only prevents slip and shudder, but also provides smooth operational shifting, supporting its claim to be more durable than many competing brands.

GlobalTrans™, part #4357, is compatible with contemporary diesel and gas transmission seal materials and other automatic transmission fluids. Follow OEM recommendations regarding extended drain intervals.

Composition ingredients include: Synthetic base stock oil, Methacrylate Copolymer, Long-Chain Alkenyl Succinamide, Alkyl Methacrylate, and Alkyl Alkoxyamine. Typical Properties: Color -- Red / Gravity API @60°F -- 34.3 / Viscosity @ 40°C --cSt35.0 / Viscosity @ 100°C -- cSt7.2 / Viscosity Index >175 / Pour Point °F < -40 / Flash Point °F >440.

GlobalTrans™ is recommended for the following: Allison C-4, TES-295, TES-389; Audi G 052 025, G-052-162 & G-052-990; BMW 7045E, LA2634, LT 71141; Chrysler ATF+4, ATF+3; GM DEXRON®, DEXRON® II, IID, IIIG, IIIH, VI; Esso LT 71141; Ford MERCON®, MERCON®V, SP, LV, FNR5; Hyundai SP-II & SP-III, SPH-IV & NWS-9638; Idemitsu K1; JASO 1-A; JWS 3309 &3324; MAN 339F, V1, V2, Z1, Z2 & Z3; Mazda ATF-M III, ATF-MV; Mercedes 236.1-236.12, 236.14; Mitsubishi SP-II, SP-III, IV & ATF J2; Shell 3403, LA2634, M-1375.4; Texaco ETL-7045E, ETL-8072B, N402; Toyota T-III, T-IV, WS (JWS 3324); VW G 052 025, G-052-162 & G-052 990; and ZF TE-ML 02F, 03D, 04D, 09, 11A, 14A, 14B, 14C, 16L &17C.

 

For a more complete list of recommended transmissions and applications visit: https://www.championbrands.com/wp-content/uploads/2020/07/4357-PDS-0720v.pdf

 

NOTE: GlobalTrans™ MV ATF is not recommended for transmissions requiring Ford MERCON® CVT, Type F Transmission Fluid, or dual-clutch applications.

About the company: Champion Brands, LLC, is a globally recognized industry leader in specialty lubricants for over 65 years. Champion Brands produces and blends over 350 products including fuel, oil, engine additives, and lubricants for the automotive, racing, heavy truck, agricultural, industrial, and specialty markets. For more information about Champion GlobalTrans™ MV ATF (Part #4357) contact your nearest Champion distributor, or call Champion at 660-890-06231. Champion Brands, LLC; 1001 Golden Drive, Clinton, MO, or go to: http://www.championbrands.com

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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 Powered Car of the Week: Audi R15 TDI

Right out of the gate the Audi R15 TDI proved itself a champion. In its first race, the 2009 12 Hours of Sebring,  the the sleek bodied R15 captured the checkered flag and thereby generating a lot of buzz while garnering a significant amount of media play. 

The R15 TDI was a followup to the R10, tested in December 2008 so as to be ready for the 2009 racing season. R15 was powered by a compact Turbocharged Direct Injection engine pushed to the middle of the car for better handling. The 330 cu.in. V10 turbodiesel engine produced 590 horsepower and 774 lb.ft. of torque.  

In March 2009, shortly before the Sebring outing, Audi released dozens of photos of the new car. (Check out the Jalopnik link at the end of this post.) They knew they had something special and the outcome at Sebring confirmed it. 

When it came to the 24 Hours of Le Mans, expectations ran high, but Audi's Le Mans Prototype (LMP) took it on the chin when Peugeot captured first and second place that year. 

The loss to Peugeot didn't end their enthusiasm for the R15, though. With some adjustments the R15-Plus returned to garner the 1-2-3 spots at Le Mans in a comeback that saw the first place car win with a five lap lead.

The Audi R15 was followed by an R15+ and in 2o11 the R15++ before yielding to the R18 in 2012. Within a couple years Volkswagen got caught in the Dieselgate scandal, which changed everything. The Audi R15 TDI was still a glorious car.

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Related Links

Audi R15 Uncovered (Racecar Engineering)

The Audi R15 TDI: Now In Glorious Detail! (Jalopnik 2009) 

Audi R15 TDI (Wikipedia)

Has Dieselgate Killed Audi's Highly Successful Le Mans Program? (CarBuzz, 2016) 

Diesel Powered Hearse Designed by the Duke of Edinburgh for His Own Funeral

Photo Steve Parsons. Getty Images. No copyright infringement intended.

Funerals are a pretty big deal when it comes to the rich and famous. This is especially so when royalty is involved That is why we're seeing news stories from nearly every angle regarding the the funeral of Prince Philip, Duke of Edinburgh. There articles about the life of Philip, of course, but also articles detailing the history of royal funerals through the decades, the dress code for such funerals, the things that are different from normal because of the pandemic, decisions made that may be unexpected, guest lists and other details that must be attended to.

And then there is the story of Prince Philip's custom-designed diesel-powered Land Rover that will serve as his hearse. 

I've heard of people building their own coffins, but this is the first time I've ever heard about a personally-designed hearse. It is a Land Rover that the prince has been tweaking for 16 or 18 years, depending on which news source your read. Either way, it's actually quite a story.

The Duke driving a Land Rover with the Queen in 1955.

It's well known that people who love Land Rovers really love them. They're dedicated. When Prince Philip began to consider his mortality, and all the fanfare that goes along with royal funerals, he simultaneously began sowing the seeds for a no-frills funeral, starting with the hearse itself. "Just stick me in the back of a Land Rover and driver me to Windsor," he purportedly told the Queen.

Specific decisions made by Prince Philip include the military green paint job, the open top rear, and special rubber grips on silver metal pins to hold the coffin in place. The vehicle itself is a Land Rover Defender TD5 130 chassis cab vehicle. Revealed Thursday for the first time, it generated much publicity on it own. 

According to Sky News, the Prince began the project in 2003 when he turned 82, working directly with Land Rover to get what he wanted. The selection of a 4-wheel drive Defender is intriguing. The Defender, introduced in the 1980s, was in 1998 fitted with a new 2.5-liter, five-cylinder inline turbodiesel engine badged the Td5, which replaced the Tdi in order to meet Euro III emissions regulations. Called either a straight five or an inline five, the cylinders are aligned in a row. It's both compact and efficient, using electronic control systems to produce 122 hp at 4850 rpm.  

There's symbolism in the selection of this vehicle. It's not ostentatious. It's sturdy and utilitarian, a functional vehicle for the common man. The Duke of Edinburgh was so enamored by the idea of using the Land Rover as a hearse that he made two backups in case something went wrong with the first during the intervening years from concept to this moment in time.

Here are links to stories about the hearse and tomorrow's funeral:

Sky News story about the hearse designed by the Duke of Edinburgh 
Fox News story about Prince Philip's Land Rover hearse
The Royal Funeral
Telegraph feature on the Royal Hearse

Why the Renewed Spotlight on Remanufactured Diesel Engines?

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

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

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

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

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

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

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

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

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

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

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