The Blue Flame Blogger

Full-Synthetic Racing Power Steering Fluid for Diesel Competition Pick-Ups

noreply@blogger.com (Ed Newman) — Fri, 24 Sep 2021 14:10:00 +0000

(Clinton, MO / 09.17.21) Champion Oil, a PLZ Aeroscience Company and a recognized leader in racing and specialty lubricants, now offers Champion Full-Synthetic Racing Power Steering Fluid. Part #4370H

“Racing power steering fluid (PSF) is an essential part of keeping race trucks at peak performance. A top tier power steering fluid like Champion’s part #4370H ensures the hoses, pistons, valves, and power steering pump work optimally and not start to deteriorate,” stated Karl Dedolph of Champion Oil.

“Champion Full-Synthetic Racing Power Steering Fluid reduces temperatures and delivers consistent steering response in on and off-road competition applications. It has exceptional low temperature flow that reduces initial drag on the power steering pump.”

“Its’ robust formulation is a full-synthetic fluid that provides improved thermal stability for less pressure drop as temperatures rise. It also offers high temperature foam resistance for better cooling and improved steering precision.”

“Champion’s Racing PSF is a hydraulic fluid used in the steering system to create a hydraulic link between the steering wheel and the front wheels. It decreases the amount of effort required to turn the wheels.”

“It also lubricates the moving parts within the steering system. It suppresses foaming and prevents corrosion in the power steering gear and steering pump, which keeps performance pick-ups in drag racing, off-road racing, hill climbs, rock crawling, etc. working optimally,” added Dedolph.

Champion’s Racing PSF meets or exceeds all specification standards that

are requirements for viscosity, detergents, additives, and other

components of this type of fluid. It is specifically engineered for racing

applications.

Components and specifications include: Decene Homopolymer Hydrotreated, Heterocyclic Ether, Alkaryl Amine, Zinc Alkydithiophosphate, Dibutylhydrogen Phosphite, Carboxylic Acid Ester, Toluene, Diphenylamine, Aryl Phosphite, and Alkylated Phenol.

Flash Point °C (°F) 225 (437)
Pour point °C (°F) -40 (-40)
Viscosity @40°C, 104°F cSt 52.5
Viscosity @ 100°C, 211°F cSt 11.2
Viscosity Index 23
Color: Pale yellow to golden brown

“A good maintenance practice for truck is to inspect the power steering fluid occasionally, it should maintain its’ color. If it’s dark, that’s a sign it’s time to change it. If you see any dirt, debris, or sludge in the power steering fluid, it’s time for the system to be flushed. If you hear some sort of noise when the wheel is turned or see some leaks, that may be another sign it’s time to change the fluid.”

For more information:
www.championbrands.com/champion-full-synthetic-racing-power-steering-fluid/

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.

Why Is Champion Diesel Oil Blue?

noreply@blogger.com (Ed Newman) — Thu, 23 Sep 2021 14:25:00 +0000

There are so many varieties of blue: Ultramarine, Cobalt Blue, Indigo, Navy Blue, Prussian Blue, Electric Blue and Cerulean just to. name a few.

Blue has been an important color in art since ancient times. For thousand of years the ancient Egyptians produced a blue pigment using calcium copper silicate that is considered the first synthetic pigment.

Surveys show that blue is the color most commonly associated with security, trust, and loyalty. And it’s chosen by a majority of both men and women around the world as their favorite color.

Champion dyes its Blue Flame Diesel Engine Oils for several reasons. The robust chemical formula is unique and provides an industry-leading performance to meet the needs of both older and next generation heavy-duty engines, thus providing users the security of knowing that the blue oil is protecting them. The blue color also allows the quick-lube, fleet, or end-user to have absolute assurance and trust that no substitute engine oil is being installed. Also, Blue Flame creates a loyalty from followers that always ask for the “Blue Oil”.

“Champion Blue Flame Diesel Oils will forever be recognizable and have a distinctive appearance”, said Karl Dedolph, director of racing and performance products at Champion Brands, LLC. “It’s a huge plus when someone doesn’t even have to see the label to know it’s a Blue Flame product – the color alone is enough to identify the diesel engine oil. The dye is chemically balanced when it is blended and does not create any kind of lubricant issue or problem with additives or base stock.”

“The blue dye doesn’t leave a residue in the engine. In fact, the oil over time will turn and look black in color. It’s actually soot, which the diesel engine produces in much higher levels than gasoline motors. The soot enters the oil pan from the combustion chamber due to the gap in the piston rings. The black color, which is very common, doesn’t mean the oil has a problem,” added Dedolph.

Blue Flame Diesel Engine Oils are formulated with workhorse high-zinc performance additives, superior protection, advanced polymer technology, and high TBN, supported by a carrier blend of synthetic fluids.

In addition, Blue Flame Diesel Engine Oils deliver unmatched high temperature film strength and lubricity protection, with the muscle to combat oil shear and maximize sustained cylinder compression. They also inhibit oxidation, corrosive acids, sludge and varnish build-up.

These oils keep your engines going longer by reducing soot-induced engine wear, controlling abrasive soot contamination and preventing high temperature corrosion, even while allowing for improved fuel economy and lower total cost of ownership. They are proven to increase engine horse power and torque.

Champion Blue Flame Diesel Engine Oils are purpose built for extreme protection and performance. https://www.championbrands.com/diesel-engine-oils/

What’s your favorite color? And if it's blue, what kind of blue? Cerulean? Teal? Turquoise? Royal? Tell us in the comments below.

Next time you need oil for your Cummins, Powerstroke or Duramax, ask for that “Blue Oil,” Champion Blue Flame Diesel Engine Oil.

Thin Is In: Incremental Improvements in Fuel Economy Add Up to Big Gains for Diesel Owners

noreply@blogger.com (Ed Newman) — Wed, 22 Sep 2021 13:32:00 +0000

It seems like forever that 15W-40 oils were "the choice" for heavy duty diesel engines. Or at least for decades.

All this has been changing though, and in ways we could not have imagined at one time.

Do you remember when passenger car oils began getting thinner? By the 1990s there were at least 16 0W-30 oils registered with the Society of Automotive Engineers (SAE) registry for upcoming oils, even though many were not yet in production.

It wasn't long before Lubes N Greases (LNG) was writing about SAE 0W-16 and 0W-12 and 0W-8 oils that were coming and more recently the 0W-0 oils being tried in Japan.

This past year George Gill wrote an LNG feature on thinning oil viscosities in the diesel market. The story was titled Heavy-duty Shifts to Lighter Oils. In recent years, 15W-40 diesel oils began yielding market share to lower viscosity SAE 10W-30 oils.

Part of the reason is the fuel economy benefit that lighter oils offer. For over-the-road truckers, the cost of fuel alone is 30 to 40% of a trucking firm's overall costs. Another reason, according to the article, has to do with the new engine architecture with its tighter clearances, thus requiring thinner lubes that can flow more readily to engine components.

There's a third reason for the thinner oils. In colder temps these lower viscosity oils will decrease warm up times and provide better protection in colder climates.

You may be wondering, though, "Is my engine still protected?" The answer to that question is that this has been going on for years now with millions of miles of data to support this move to lighter oils.

CK-4 and FA-4
The article turns to address the newer API categories of CK-4 and FA-4. CK-4 was designed to have backward compatibility built into it. This has resulted in wider acceptance of the new designation. FA-4 oils are not so versatile. FA-4 oils in modern contemporary engines, however, do offer a 1% fuel economy improvement, the article states.

Despite the benefits outlined for thinner oils, 15W-40 remains the category leader for heavy duty diesel engines, but 10W-30 is the fastest growing segment during these past 10 years.

READ THE FULL STORY HERE:
https://www.lubesngreases.com/lubereport-americas/heavy-duty-shifts-to-lighter-oils/

Photo by Matthew T Rader on Unsplash

A Refresher for Diesel Fleet Owners to Get a Better Understanding of FA-4

noreply@blogger.com (Ed Newman) — Tue, 21 Sep 2021 12:00:00 +0000

The launch of API FA-4 heavy-duty engine oils in conjunction with API CK-4 lubricants created confusion in some peoples' minds. The introduction of these two classed of diesel oil was a step forward.

"FA-4 oil specifications were released back in 2016 and have been produced to enhance fuel efficiency. However, slower OEM adoption rates and engine protection concerns have kept some fleets from moving forward with adopting the new oil category."

So began a story by Cristina Commendatore that appeared in the October issue of Fleet Owner magazine, How fleets can determine if FA-4 engine oil is right for them.

When API released FA-4 oil specs in 2016, there was a measure of confusion, as often happens with new lubricant categories. Four years down the highway, and it's apparent that there's either confusion or a lack of confidence regarding the issue of engine protection in these lower viscosity oils. Some fleets are still debating whether to make the switch.

The backward compatible CK-4 spec replaced CJ-4 as the most current for apps in which a CJ-4 oil is recommended. The benefits include better shear stability, oxidation resistance and aeration control. The thinner FA-4 oils offer improved fuel economy. They were designed to help meet more stringent demand to meet environmental aims.

Hence, the use of the letter F in the spec. F stands for Fuel economy. The A indicates that this is the first generation of oil specific to this objective.

Commendatore focuses on the misperception that FA-4 and CK-4 oils have different qualification standards. That is, some people think that FA-4 was more concerned with fuel economy at the expense of engine protection. This is not the case at all. FA-4 oils are absolutely required to pass the same engine protection tests.

She asks: So, how can fleets determine whether the new FA-4 category is right for them?

The answer is this: Fleets with model year equipment from 2014 and newer, or Detroit Diesel engines as far back as 2010, are the recommended candidates.

Engine manufacturers and lube makers only work when they work together. Oil and water may not mix, but oil formulators and engine builders absolutely must.

The rest of the article details some of the issues created during this period in which government has applied pressure to also reduce emissions. For fleet owners, another challenge is that many truck fleets have both older and newer vehicles. This means inventorying two different oils and making sure the correct oil gets in the correct trucks during oil changes.

If you're a fleet owner or do fleet maintenance, read the rest of this article here.

Photo by Brian Wangenheim from Unsplash

Champion Oil's 5-Minute Engine Flush for Diesel Applications

noreply@blogger.com (Ed Newman) — Mon, 20 Sep 2021 13:14:00 +0000

It's interesting how many things one can do in five minutes. If you ask Google "What are some things that take five minutes to do?" you will come up with all kinds of websites. Here are a few: 8 Tasks That Take 5 Minutes or Less. 50 Tasks You Can Easily Tackle in 5 Minutes. 21 Things You Can Do In 5 Minutes or Less. 27 Productive Things You Can Do In 5 Minutes.

The lists go on and on, and if you read through them all you would still not have seen this task listed, a 5 Minute Engine Flush.

This announcement from early summer garnered a lot of attention so we thought it worth a reminder: Champion Brands' 5 Minute Engine Flush.

* * *
Champion Oil, a global leader in specialty lubricants, has announced the launch of a 5-Minute Engine Flush (Part #4133) with robust solvent characteristics that cleans valves, stubborn engine deposits, sludge, varnish, plus restores lost performance. The product protects, frees sticking valves and removes harmful buildups.

Sludge buildup can be caused by prolonged oil change intervals, stop-and-go driving, or vehicle inactivity for months at a time.

Engine oil is intended to cycle through the engine, lubricating components to help keep them in good working order. Sometimes, however, the manner in which a person drives can interfere with the oil being able to do the job it was meant to do.

For example, short trips and lots of stop-and-go driving can cause particles in the oil to become deposits in a diesel engine, which builds up over time. If this particulate matter becomes excessive, clean oil is virtually useless in removing it.

The procedure for this 5-Minute Engine Flush is as follows. Remove a small amount of oil from the engine and add Champion 5-Minute Engine Flush, which is designed to break up carbon, varnish and sludge deposits in the engine. Take the vehicle for a test drive, or idle for 10 minutes while occasionally increasing the RPM to work the chemical throughout the engine. As the deposits are loosened they will become suspended in the oil and trapped in the filter. The vehicle is then ready for a new oil change with a new filter, thereby removing the dirt, gunk and used oil.

There are other benefits to consider. For example, if your diesel vehicle has experienced a head gasket leak where coolant has seeped into the crankcase and mixed with the oil, it is important that this is cleaned out thoroughly.

A pre-owned vehicle with no maintenance records or recent internal engine repairs would benefit from a flush. And when there have been long intervals between oil changes, a flush would address the matter of oil getting dirtier over time with the likelihood that carbons and other particles have built up in the engine.

Champion 5-Minute Engine Flush is a highly effective cleaning product that gives engines a fresh start. The treat rate is 24 oz. for diesel applications.

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.

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

Champion Launches API CK-4 Premium Heavy Duty SAE 10W-30 Diesel Engine Oil

Champion Dot 5 Brake Fluid Is Purpose Built for Classic, Antique and Collector Diesel Vehicles

John Deere Diesel Tech Shows How Companies Adapt

noreply@blogger.com (Ed Newman) — Fri, 17 Sep 2021 14:52:00 +0000

This is a story about John Deere that illustrates the evolution of diesel technology from the dark ages to what it has become today. The John Deere slogan, "Nothing Runs Like A Deere," helped create an army of loyal fans in the agriculture industry. We've heard stories of farmers who were buried wearing their John Deere caps.

The article is titled Making History By Leaving Little Behind. The story outlines the company's continuous development and adoption of new technologies to meet increasingly stringent market demands, most specifically related to emissions regulations and requirements.

Similar stories could be written about Cummins, Navistar, Caterpillar and others, so in one sense the John Deere story is not entirely unique. On the other hand, the graphics in this story are incredibly enlightening and help show the transformation that the diesel industry has undergone. We encourage you to follow this link and check it out. It shows the remarkable advances all diesel engine manufacturers have achieved when it comes to a cleaner environment, most specifically pertaining to NOx reduction and particulate matter (PM).

The story here is a detailed presentation of the technical hurdles that John Deere worked out to meet ever more stringent emissions standards without sacrificing performance. That last phrase is the second half of the equation that can't be disregarded.

The best way to see the achievements of modern diesel engine builders is to look at the baseline of 1996. These engines used a higher-pressure fuel system, multiple aspirations, 2- or 4-valve cylinder heads, larger displacements, engine callibration and directed top liner cooling to improve oil control. In addition to emissions compliance, the customer experience included improved fuel efficiency, increased power and higher peak torque, among other things. Compared to where the regulators wanted to take things, though, they had a long ways to go.

From 1996 to 1999 the company set about to hit the first set of more stringent targets that were to go into effect in 2000.

What's interesting is how the manufacturers and Federal agencies worked together to achieve these improvements. Reasonable government officials understand that technological development takes time. The industry had four years to comply, not four months or four weeks. Tier Two kicked in in 2001 with its twin objectives of 50% reduction of particulate matter and 20% reduction of Nitrous Oxides.

The next target for NOx was to go into effect in 2006, an additional 40% reduction.

On top of this the 2011 targets were an additional 90% reduction in PM and 50% in NOx. In addition to optimized engine calibration and a high-pressure fuel system, new advances included series turbochargers, smart exhaust filters, exhaust temperature management (ETM), several technologies to keep things cooler and ultra-low sulphur diesel fuel (ULSD).

The 2014 target was an addition 80% reduction in NOx.

These graphics illustrate the remarkable progress that has been achieved over the past 25 years when it comes to improvements in diesel technology.

Follow the link at the end of this article to see full size.

In each iteration, the objective has been to meet emissions regulations without sacrificing performance. Kudos to the engineers who behind the scenes who have so doggedly dedicated themselves to meet these targets for the benefit of all.

Here is where you can find all the details for each stage.
https://www.deere.com/en/campaigns/engines-and-drivetrain/diesel-engine-technology/

Tug Of War: Diesel Power vs. Tesla Power

noreply@blogger.com (Ed Newman) — Thu, 16 Sep 2021 15:14:00 +0000

For those not familiar with carwow, it's a British YouTube channel designed to bring together buyers and sellers of new and used cars. It achieves this, in part, by means of its YouTube platform. The videos fall into the category of edutainment. That is, they educate viewers while simultaneously entertaining them.

Many of the videos are comparisons. You can see drag races comparing speed or tug of war videos which feature power. Some are simply in-depth profiles of fancy vehicles like the latest Rolls Royce.

On Tuesday, Inside EVS (insideevs.com) got excited by a carwow video involving a diesel-powered Land Rover that tangled in a tug-of-war with a Tesla-powered Land Rover. The article, written by Steven Loveday, begins with this exclamation: "What a concept?" Actually, that punctuation mark should be an exclamation: What a concept!

Can an EV defeat a diesel bull in a head-to-head (or tail-to-tail) power game? That is what everyone is checking in to see.

The video features Mat Watson, whose English brogue is so thick you can cut it with a chainsaw, explaining all the details so that we understand the parameters of this exhibition. Watson serves as narrator and host.

We're all familiar with the tug-of-war concept. There's a rope and the two vehicles are securely fastened, facing opposite directions. In this case we have a new Land Rover Defender vs. an older Land Rover powered by a Tesla electric motor and battery pack.

When he lifts the hood you see the size of the motor and in the rear you see the space filled with battery. Not much space for luggage if you're heading out on a family vacation, but that's not the point here.

One reason the diesel was selected for this face-off is because diesels have been the vehicle of choice when it come to towing. Long haul trucking is diesel dependent as well, at least for now. In this instance we're looking at daily drivers.

People who favor diesel-powered light trucks aren't choosing diesel simply for the towing capacity. Diesel engines are more durable, lasting longer and providing more trouble-free service. Even so, they do have a reputation for low-end torque. Loveday notes that even "high-tech turbocharged engines and hybrid systems have proven they can tow more."

For this specific competition carwow had to modify an old Land Rover because there aren't any all-electric pickup trucks or capable EV SUVs available. The modified Land Rover gives viewers a chance to see a head to head with similar structures.

SPOILER ALERT

Since this is an EV website we're reading this on, you might assume that the diesel will end up on the losing end, but the script has a few twists. There are two Tesla-powered vehicles in this story. The diesel Land Rover will defeat the Tesla Land Rover fairly easily. But an analysis of the defeat seems to indicate that the Tesla lacked sufficient body mass to give adequate traction.

To solve that problem, they replace the standard Rover with a larger, heavier Land Rover. This beast also has some serious tread on its wheels. EV fans were all cheering no doubt when this Tesla-powered machine kicked up dirt and pulled the diesel Rover backwards across the line.

It's not an entirely apples-to-apples comparison, but the exhibition does show how far EV power has come. Seeing that Elon Musk's SpaceX launched four humans into outer space yesterday, you might say that this has been a very special week for Tesla.

It doesn't mean the premature end of diesel, however. It only means that we're in a very different period in history.

Here's the video of that tug-of-war. Check it out. It's fun.
https://insideevs.com/news/533058/gas-vs-tesla-power-tugofwar/

Silverado Diesel Half-Ton Promises More Power Than Ever

noreply@blogger.com (Ed Newman) — Wed, 15 Sep 2021 15:39:00 +0000

It has been a most unusual year for the diesel pickup market. Demand for diesel powered trucks remains high, but chip shortages have produced hiccups in fulfilling demand. This was followed by other shortages and news of a halt on production for Duramax-powered GM trucks.

Nevertheless, despite these temporary distractions, there's light at the end of the tunnel and plenty of buzz-producing stories circulating right now. Just yesterday Motor1 published this story titled "2023 Chevrolet Silverado HD Could Get Diesel With Over 500 HP: Report."

As is well-known, Ford F-Series trucks have been the top selling pickup for years. Ram Trucks have had a fairly secure hold on second place based on both reputation and performance. Chevy, however, has not been sitting idle and with the "reveal" of their 2022 Silverado last week showed that they are making an intentional move to displace the Ram to move up the ladder in the half-ton truck hierarchy.

Last week Chevy unveiled its 2022 Silverado, and this week has revealed its plans for the 2023 season. That's what yesterday's report at Motor1 was about.

The article begins by Chris Bruce begins by noting that the largest pickups in the family are still under wraps. GM's spotlight is on the half-ton, calling the Silverado ZR2 "the new flagship off-roader in this model's lineup." The focus is not on styling here. Leadership in the realm of horsepower and torque is the target for Silverados of the future.

Bruce begins with details about how comfortable the truck is before giving us a look under the hood. Here you will find a naturally aspirated 6.2-liter V8 engine that has a lot of gumption, producing 420 hp and 460 lb-feet of torque. This is hooked up to a 10-speed automatic transmission with extra features to assist in maximizing traction. It also has a "Terrain" driving mode for crawling.

The writer details aspects of the "new look" on this machine as well as tech upgrades and interior improvements, including a fully customizable instrument display. There are gizmos galore. The Safety Assist Suite has collision alerts, lane keeping assistance, automatic emergency braking, and other technically advanced safety features. We've come a long ways since Ralph Nader's Unsafe at Any Speed over 55 years ago.

It's the powertrain upgrades that most interest us here. There are actually four engines available for the 2022 Silverado. They are the turbocharged 2.7-liter four-cylinder, 5.3-liter V8, 6.2-liter V8, and 3.0-liter inline six-cylinder diesel. Describing their capabilities, Bruce writes, "The turbocharged 2.7-liter four-cylinder now makes 310 hp (231 kW) and 420 lb-ft (569 Nm), rather than 310 hp and 348 lb-ft (472 Nm) for the current version. This lets rear-drive versions of the truck now tow up to 9,600 pounds."

And then there is this surprise: a Silverado with a rear-drive 3.0-liter inline-six turbodiesel that can purportedly tow as much as 13,300 pounds. Over six-and-a-half tons. That's a 28 percent increase in towing capacity, achieved in part by a strengthened chassis, improved cooling and 3.73 drive ratio (as opposed to the standard 3.23 ratio.)

The article goes into greater detail than we're providing here, and there are plenty of photos to whet your appetite for more.

See the full story here at Motor1.

Champion Extends Contingency Program for Diesel Drag Racers Who Win with Blue Flame Peformance Engine Oil

noreply@blogger.com (Ed Newman) — Tue, 14 Sep 2021 15:10:00 +0000

Photo courtesy Diesel Motorsports

At the end of 2020 we shared information about Champion Oil's Diesel Racing Contingency Program for 2021. The aim of this program was to link Champion Blue Flame Performance Diesel Racing Engine Oils directly with diesel drag racers in all classes and in most sanctioned diesel drag-racing events in North America.

Winners from local diesel drag events to national championship diesel drag racing events are eligible for cash contingency payouts. Examples of diesel drag races to be rewarded include: The Outlaw Diesel Super Series, National Association of Diesel Motorsports, Ultimate Callout Challenge, Scheid Diesel Extravaganza, Sun Coast Shakedown, Rudy's Truck Jam, Ultimate Callout Challenge, Outlaw Diesel Revenge, Holly Rock Customs Showdown, Rocky Top Diesel Shootout, Hardway Sunshine Showdown, Battle at the Alamo, East Coast Diesel Nationals, Diesel World Drags, Blackout in the Country, Week-End on the Edge, etc.

Diesel Drag Racers Rewarded for Wins with Champion Blue Flame Performance Engine Oil

Diesel racers can apply for the Champion Diesel Racing Oil Contingency Program by clicking on the orange button in the right hand column or click here.

Photo courtesy NADM (Diesel Motorsports)

In addition, Blue Flame Diesel Engine Oils deliver everything tacers come to expects in a premium diesel oil: unmatched high temperature film strength and lubricity protection, with the muscle to combat oil shear and maximize sustained cylinder compression. They also inhibit oxidation, corrosive acids, sludge and varnish build-up.

Blue Flame performance oils keep diesel engines going longer by reducing soot-induced engine wear, controlling abrasive soot contamination and preventing high temperature corrosion, even while allowing for improved fuel economy and lower total cost of ownership. They are proven to increase engine horse power and torque. Champion Blue Flame Diesel Engine Oils are purpose-built for extreme protection and performance.

https://www.championbrands.com/diesel-engine-oils/

2021 Silverado: Diesel Duramax Is The Only Engine You Should Get

noreply@blogger.com (Ed Newman) — Mon, 13 Sep 2021 15:17:00 +0000

Silverado: It's what's under the hood that counts.

Last week GM announced that it would not be producing any more Duramax diesel engines for the rest of 2021. A lot of folks were bummed, both the workers and execs at GM and everyone whose hearts have been captured by the the most recent Duramax iterations.

The good news is that 2022 isn't really that far away, and September is the season when we begin to see next year's cars and trucks being unveiled. Even so, we have automotive journalists continuing to write about the vehicles we love, even if we can't own them yet because of parts shortages.

Along these lines Business2Community.com published a story by Nigel Atkinson about the 2021 Chev Silverado 1500 and its Z71 Duramax diesel engine. Atkinson gushes over this engine like a schoolboy worshipping his first love.

The first paragraph notes that the Silverado's competitors -- Ram 1500 and Ford F-150 -- had interior features that make the Silverado feel "cheap." Nevertheless, when it comes to trucks, it's what's under the hood that counts. And for Atkinson, the 3.0-liter Duramax turbodiesel inline-six with 4WD is "the only option you should ever choose." Its 277 horsepower and 460 pound-feet of torque in conjunction with a smooth 10-speed transmission... who could ask for anything more?

What does a high-tech diesel engine look like today? The Duramax has an aluminum block and cylinder head, twin overhead camshafts, and four valves per cylinder. "I uses a variable-geometry turbo which can adjust the boost pressure based on load, as well as an electronically controlled variable-flow intake manifold. These various features work together to maximize and maintain peak performance, especiall with regards to torque.

Even though the 6.2-liter V8 delivers the same torque numbers, the Duramax produces power more efficiently, resulting in significant fuel savings. Atkinson said that in the course of a week he averaged nearly 22 mpg, much betterthan the 13.2 mpg in a Trail Boss with the 6.2-liter V8. The greener footprint (i.e., less CO2) is also noteworthy. That benefit alone should turn some heads.

On pavement the Silverado handles just fine and due to noise-cancelling features it doesn't rattle like the old diesels. The truck had trouble with certain kinds of road undulations, though for the most part it handled fine. This shortcoming was not due to the engine but rather to the suspension. When pulling out into traffic it good to know you have some oomph. The truck does 0 to 60 in 7.1 seconds.

Off road the Z71 package is very capable. Skid Plates, Twin Tube Shocks, Hill Descent Control, a 2-speed Transfer Case, Heavy Duty Air Filter and All Terrain Tires are part of this package.

Atkinson and team took to the trails in the Laguna Mountains, east of San Diego and just north of the border, so close that the Border Patrol is active in these parts. With humps and ruts, it's an ideal terrain for testing ground clearance and handling.

After tackling Thing Valley Road, they went up to the twistier Sheep Mountain Road. The suspension did its job, as did the 4WD traction while climbing uphill. The low 4WD gear coming downhill worked great.

As noted earlier, the interior was nothing fancy. It's not a luxury truck. The designers evidently focused on being functional.

After detailing all the bells and whistles (and other options) Atkinson wrote that if it weren't for that turbo-diesel option, he would not recommend the Silverado. After putting it to the test for a week, he's changed his tune. "The motor," he states, "is absolutely brilliant."

Kudos to Chevy for what they have achieved with this engine and transmission. And even though it costs a little more, it's worth it. Or as Atkinson says, "It is money well spent."

Here's a link to the full article, with photos.
https://www.business2community.com/automotive/2021-chevrolet-silverado-1500-z71-duramax-review-the-diesel-is-the-only-engine-you-should-get-02429584

Extravagant Diesel-Powered RV Shows What Money Can Buy

noreply@blogger.com (Ed Newman) — Fri, 10 Sep 2021 15:49:00 +0000

This Performance S has a BMW tucked in its garage.

During the Roaring Twenties of the last century F. Scott Fitzgerald purportedly said to his writer friend Ernest Hemingway, “The rich are different from you and me," to which Hemingway quipped, "Yes, they have more money." The verbal exchange my be more fiction than fact, but it's certainly true that some folks do have a bit more to spend than others, especially when it comes to luxuries.

A Slash/Gear article by Alvin Reyes shines a spotlight on what is no doubt the world's most luxurious recreational vehicle, the Volkner Mobil Performance S. It certainly garnered attention when the German motorhome manufacturer rolled it out at the 2021 Caravan Salon Dusseldorf recently.

The multi-million dollar motorhome has more features and options than you can imagine. To star with, there is a hydraulic-controlled under-vehicle garage between the front and rear axles. The Performance S motorhome unveiled at Dusseldorf had a Bugatti Chiron in its belly.

This view shows solar panels on the roof
and a Mini tucked underneath.

In addition to being the most luxurious, it's also among the most expensive. The base price without extras and absent your expensive supercar, is a mere $2.2 million. The fully loaded Performance S chimes in at $7.7 million. That would include the Bugatti.

It's the features that make this ride such a spectacle on wheels. Let's start with the $355,000 Burmester audio system. (This will make your Bose surround sound seem primitive.)

The master bedroom comes with a roomy shower and stylish upholstery, though you can also customize everything to the Nth degree if you like. There's probably no limit to what you can do there.

Then there's the full kitchen, with all the appliances you've come to expect in a modern kitchen. Again, if you want additional amenities, Volkner Mobil will be happy to oblige. A wine cabinet? Sure, no problem.

To move your mobile home and garage down the road you'll need a power plant suited for the job. Even in this you have options, Reyes says. You can choose the 454-horsepower Volvo diesel engine or the Mercedes-Benz diesel that generates 424 horses. The automatic transmission keeps things less complicated.

The Performance S has a 700 to 1,000-liter freshwater tank, which is one more reason you need all that diesel power. Numerous other features get cited as well, though at this level of sophistication you probably just expect these kinds of things like air suspension and all the automated safety warnings.

Not every wealthy person with bags of money is interested in space travel like Elon, Jeff and Sir Richard. As for impressing your peers, The Volkner Mobil Performance S does seem like on way to do the trick. What do you think?

Here's a link to the full story along with some sizzling photos and video.

B100 Biodiesel Demonstration Put Class 8 Over-The-Road Diesel Transport Trucks to the Test

noreply@blogger.com (Ed Newman) — Thu, 09 Sep 2021 14:58:00 +0000

One of the five trucks used in last year's B100 pilot program created a lot of buzz when it went on display at the 2021 Farm Progress Show August 31 to September 2. The pilot program had been conducted by the interesting cohort of partners including ADM, the Illinois Soybean Associations, Optimus Technologies, American Lung Association, National Biodiesel Board (NBB) and the Missouri Soybean Council. The objective was to demonstrate the feasibility of a new system that enables conventional diesel vehicles to operate on 100% biodiesel (B100). The five ADM Class 8 trucks, equipped with Optimus Technologies' Vector System, were used in daily fleet operations, traveling hundreds of thousands of miles on B100, even in the coldest temperatures of a central Illinois and Missouri winter.

In an August press release before the show, NBB technical director Scott Fenwick said, “We’re all looking for ways to enhance the sustainability of our transportation system, and last year’s pilot program was an important step in proving the viability of significantly wider use of low-carbon biodiesel in truck fleets. We’re collecting and analyzing the data from the past year and look forward to discussing the details soon."

The initial finding indicate that all went well in the B100 demonstration. The record lows that wreaked havoc across parts of the South this winter provided a good test for the five trucks, which came through with flying colors. "We’re excited by the opportunity," Fenwick said, "and proud to display one of the trucks used in this pilot at the 2021 Farm Progress Show.”

The cab was displayed outside ADM's exhibit at the corner of Seventh Progress Street and Central Progress Avenue.

According to the government's Alternative Fuels Data Center, biodiesel is a liquid fuel often referred to as B100 or neat biodiesel in its pure, unblended form. Like petroleum diesel, biodiesel is used to fuel compression-ignition engines. Biodiesel performance in cold weather, however, depends on the blend of biodiesel, the feedstock, and the petroleum diesel characteristics.

The reasons B100 is getting attention are because it is readily available, and it offers a high-performance solution for lowering carbon and tailpipe emissions from diesel vehicles.

A study by Trinity Consultants showed how biodiesel burns significantly cleaner and reduces carbon emissions by 74 percent compared to petroleum diesel fuel. This was only the latest of numerous studies over the decades. The TC study found that "a switch to B100 would result in a variety of health benefits, including a 45 percent reduction in cancer risk amongst the transportation sector and an 86 percent reduced cancer risk in the heating oil sector in communities where B100 was used in place of petroleum diesel fuel and heating oil respectively."

Though this particular pilot program centered on B100 fuel throughout the winter, biodiesel specialist with the Illinois Soybean Association affirmed that B20 biodiesel has be used successfully year-round by following best practices for any fueling operation. This includes removing excess moisture from storage tanks and properly blending fuels with cold flow additives in advance of cold weather.

The bottom line, and why this was such a big deal, is that the program proved the viability of implementing low-carbon, renewable biodiesel as a high-performance and clean-burning alternative that is known to offer superior cetane and lubricity when compared to petroleum diesel fuel.

You can find the full story here.

8 Diesel Power Innovations for Safe, Clean Trucking

noreply@blogger.com (Ed Newman) — Wed, 08 Sep 2021 15:38:00 +0000

Sometimes you have to toot your own horn to draw attention to your achievements. Why? Because there is so much other noise, and when the cause is worthy you want to draw attention to it, to be heard over the noise of the herd.

This seems to be one of the roles of the Diesel Technology Forum (DTF). They don't toot their own horn, but instead make known the achievements of others who are working to advance clean diesel technology. These achievements seldom get the attention they deserve, hence the DTF keeps beating the drum.

On August 27 they published a story about seven examples of innovation involving diesel engine technology. Diesel advances are being demonstrated that will serve our nation for decades into the future. The article is titled Trucking Into the Future with 7 Innovations in Diesel Power but it actually lists eight areas where improvements are taking place. We'll elaborate on these below.

Whereas electrification and hydrogen are currently being ballyhooed as the future of transport power, improvements in diesel have been taking place and will remain with us going forward. These improvements are both in the engine itself and the fuels of the future.

For years the Department of Energy has been partnering with the trucking industry to move the industry forward. The partnership produced a SuperTruck Program with teams of engineers from engine and truck manufacturers to improve emissions and energy efficiency, the same drivers that were initiated a half century ago. Today the program is in a new phase called SuperTruck II.

The three targets for SuperTruck II are:
--Greater than 100 percent improvement in freight efficiency (relative to a 2009 baseline.)
--Demonstrate a 55 percent or better engine BTE at 65 mph.
--Development of cost-effective efficiency technologies.

Here's one example of what the Cummins SuperTruck II team achieved. Brake thermal efficiency is used to assess how well an engine converts heat from a fuel into mechanical energy. Cummins realized a never before gain of 55 percent brake themal efficiency in a heavy duty diesel engine. SuperTruck II improved CO2 emissions by 50 percent and doubled efficiency.

Here are seven examples of innovation highlighted in the DTF article.

1. Combustion Efficiency: To be achieved by means of new metal components, cylinder and piston designs, bearings, rings, valves, camshafts and more including specialized coatings. (See yesterday's story that mentions Nanoslide cylinder walls.)

2. Engine Management: By controlling combustion events, engines can be optimized in accordance with driving and weather conditions. Some of the innovations here include dynamic skip fire and cylinder deactivation. Recent announcements tout modest reduction of CO2 emissions here.

3. Future Engine Configuration: Most engines today are inline V configurations. Achates Power is testing an opposed piston (OP) engine that some are calling a game changer. OP engines improve efficiency will simultaneously reducing NOx. California likes what is happening with the OP engine that it is helping fund this research which aims to reduce NOx by 90 percent.

4. Electrifying Engine Components: This is another means by which greater efficiencies are achieved. This move may lead to great hybridization in some truck segments.

5. Optimized and Integrated Powertrain: Improvements in the way engines and transmissions work together can also deliver greater fuel savings and reduce emissions.

6. Emission Control System Optimization: Selective Catalytic Reduction systems (SCR) and particulate filters continue to become more efficient.

7. Fuel Revolution: Experiments with biobased fuels have been taking place for decades. Biobased diesel fuels deliver proven reductions in emissions compared to Ultra-Low Sulfur Diesel.

8. Synthetic E-fuels: Because a majority of internal combustion vehicles will be around for years to come (even decades), efforts are being made to improve their performance by means of fuels. E-fuels are created using clean electricity and purportedly have the potential to produce climate-neutral outcomes for the majority of vehicles.

The bottom line: Diesel engines are "poised to continue to deliver the goods and the benefits in the decades ahead."

Read the complete story here:
https://dieselforum.org/policyinsider/trucking-into-the-future-with-7-innovations-in-diesel-power

Photo Credit: Photo by Robson Hatsukami Morgan on Unsplash

2022 Diesel Mercedes-Benz Sprinter Is More Than the Sum of Its Parts

noreply@blogger.com (Ed Newman) — Tue, 07 Sep 2021 15:24:00 +0000

Autoblog.com has been a reliable "go-to" source for stories this past year. With editorial offices on Woodward Avenue, they are well positioned to report on the auto industry--past, present and future.

When I saw this story on a 2022 diesel-powered Mercedes-Benz Sprinter, I misread the source as Autoblog.com, when in fact it is AutomoBlog.net. They describe themselves this way: This is us talking shop and talking cars. Sometimes we go in-depth and analyze something, or we talk about car history or motorsports, or maybe we’re just giving our thoughts on something in the automotive industry.

This week, Alvin Reyes of the AutomoBlog shared his thoughts on the 2022 Mercedes-Benz Sprinter, which he says is as cool as any supercar. What makes this comparison a bit odd is that the Sprinter seems not much more spectacular than the cargo van it looks like. Reyes disagrees, stating "We love them to bits. Just as much as we do muscle and performance cars!"

With that intro, he sets out to win us over.

The Mercedes-Benz Sprinter has been rambling about America's highways for two decades now. It's a cargo van akin to the Ram ProMaster or Ford Transit. These are the vehicles that serve as the backbone to a growing economy. They don't sit idle.

The Sprinter is more expensive than its peers, but it's also the most refined. Not only muscular, but comfortable, with plenty to like. What we like is the OM 654 2.0-liter turbocharged four-cylinder diesel power plant with a cast aluminum block and Nanoslide cylinder walls.

The news here is not the engine per se, but that the Sprinter is now available in All-Wheel Drive here in the U.S. (Formerly it was a rear-wheel drive truck.)

There are a number of engine options, though. The article states that there will be four versions: 114, 150, 170 and 190 horsepower. Evidently Mercedes-Benz hasn't been specific on the details. Writes Reyes, "If Mercedes decides to bring in the 190-horsepower version of its 2.0-liter diesel engine, it will have more power than the turbocharged 3.0-liter V6 from the outgoing Sprinter 3500 and 4500."

Regarding the Nanoslide cylinder walls, Mercedes-Benz introduced the technology a decade ago. As the name implies, it's a way to produce a microscopically smooth finish that reduces internal friction. The technology is quite astonishing, actually. Imagine a four-cylinder engine producing 416 horsepower. Here's an article about the engineering involved to accomplish that.

The AWD technology is pretty cool on the Sprinter. The old version of AWD sent 35% of the engine's torque to the front and 65% to the rear. The 2022 Sprinter has a "torque-on-demand" AWD system, which is to say that the torque distribution is fully variable due to an electronic multi-plate clutch.

For daily driving the vehicle is rear-wheel drive, but when the sensors detect wheels spinning, the transfer case adjusts power distribution without the driver having to even notice. For what it's worth, the new AWD system is quieter than before as well.

Another new feature is a high tech sensor-driven delivery door. When the driver steps into the back, sensors unlock and open the doors. When he steps out, with his or her arms full of packages, the doors close again. Is this the FedEx truck of the future?

Read the full story story here:

https://www.automoblog.net/2022-mercedes-benz-sprinter/

Duramax Diesel Engine Production Halted for the Rest of 2021

noreply@blogger.com (Ed Newman) — Mon, 06 Sep 2021 14:26:00 +0000

Photo courtesy GM Authority

It's been a rough year for automakers, but especially for GM. Semiconductor shortages have hit all of the Big 3 automakers, causing production disruptions. GM seems to had more than its share of woes.

In August we wrote about how strong the demand has been for diesel trucks, though at the end of this article we referenced a temporary halt to production that was announced. That ominous warning evolved quickly to a more serious concern, as GM was forced to change its tune. The temporary parts shortage will impact the engine more than initially expected. The temporary parts shortage would have a bigger impact on the engine than initially expected.

Last week news broke that production had been halted for the rest of the year on its 3.0L LM2 GM Duramax diesel engine. The article does not explain where the derailment took place. Rather it takes advantage of the bad news to remind us of its features and applications.

The LM2 Duramax diesel is assembled in Flint, Michigan. It has been one of the options for their full-size half-ton pickups and full-size SUVs. These would include the Chevy Silverado 1500, GMC Sierra 1500, Chevy Tahoe, Chevy Suburban, GMC Yukon and Cadillac Escalade.

If you ever attend the SEMA Show in Las Vegas, you'll find that GM is not only proud of its cars but also of its engines. The engines are set on pedestals in the massive booth that historically sprawls in the center of the main hall. They're impressive.

According to the story in GM Authority, "The LM2 engine features a straight six configuration with a DOHC valvetrain, 84mm bore, and 90mm stroke, with a 15.0:1 compression ratio. The block and heads are made of aluminum, with a forged steel crankshaft and forged rods. The pistons are made from hypereutectic cast aluminum alloy, while the cylinder liners are made from iron."

The halting of Duramax diesel engine production wasn't GM's first black eye this year. In July GM announced a recall for 410,019 trucks due to faulty roof rail airbags. The problem was related to moisture issues that might cause the inflator end cap to detach from the inflator, or cause the inflator to rupture. The 2015-2016 Chevy Silverado 1500 and Chevy Silverado HD, as well as the 2015-2016 GMC Sierra 1500 and GMC Sierra HD were the model years impacted.

All this safety equipment can be a blessing when you need it. For manufacturers dependent on suppliers, it's just one more thing that can go wrong. In addition to an army of laborers, they are required to have a battalion of lawyers as well.

You will find the full story here.

Enjoy the holiday. We'll be back tomorrow.

XDP Launches Remanufactured Fuel Injectors for Ford 7.3L and 6.0L Diesel Engines

noreply@blogger.com (Ed Newman) — Fri, 03 Sep 2021 14:44:00 +0000

Xtreme Diesel Performance (XDP) has recently launched remanufactured fuel injectors for Ford 7.3L and 6.0L diesel engines. Each injector is precision remanufactured to ensure it exceeds the engine manufacturers’ most current design specifications, resulting in less than o.2 percent warranty rate.

Each injector features improved end cap assemblies to help fix cold start issues. The nozzle flow testing process gives the injector a like-new performance.

In the auto aftermarket the term "remanufactured" refers to parts that have been completely remanufactured to the standard of being like new. For those sensitive to environmental concerns, it's useful to know that remanufactured parts use 80% less energy than manufacturing parts from scratch. The process also conserves raw materials.

XDP fuel injectors include all new connectors, O-rings, internal hardware, and springs, with the intensifier body and plunger matched to eliminate fuel dilution. A precision matched control valve and spool help to minimize oil leakage and maximize power output.

XDP replacement fuel injectors are designed for…

• 1997 FORD 7.3L POWERSTROKE (CALIFORNIA MODELS)
• 1999 FORD 7.3L POWERSTROKE (EARLY MODELS)
• 1999.5-2003 FORD 7.3L POWERSTROKE
• 1999.5-2003 FORD 7.3L POWERSTROKE (#8 LONG LEAD)
• 1994-1997 FORD 7.3L POWERSTROKE
• 2004.5-2007 FORD 6.0L POWERSTROKE
• 2003-2004 FORD 6.0L POWERSTROKE

Fuel injectors are small electrical components that are used to deliver fuel via a spray directly into the intake manifold in front of the intake valve in a diesel engine.

Diesel fuel injectors are quite complicated. The injector has a high micron filter on the top inlet side which corresponds to small hypodermic sized holes on the bottom for the atomizing of the diesel fuel.

The diesel fuel acts as a lubricating source for the injector’s internal parts. The main source of failure for injectors is water in the fuel. When water in the fuel displaces the lubricating properties the internal parts wear down and can quickly fail.

Injectors are an extremely important engine component. The injector valve opens and closes at the same rpm as the diesel engine. Typical RPM for diesel engines in North America is around 1800. This equates to roughly 140,000 times per hour! In addition to water in the fuel, injectors are subjected to carbon and dirt particles introduced into the unit via a bad air cleaner element.

The type of fuel, grade and additives used also has a significant impact on the life expectancy of the fuel injector. The Engine Control Module (ECM) controls the fuel injectors in most electrical diesel engines. The diesel injectors constantly have power when the key is turned on regardless if the engine is turned over.

The ECM grounds the injector, completing the circuit and causing the injector nozzle to open. The ECM after receiving information from various control sensors determines the length of time the injectors need to be grounded to inject the exact amount of fuel given the horsepower output demand from the engine.

The process of diesel injectors opening, closing, and dispensing the correct amount of fuel happens in milliseconds. Injector cycle firing is on average completed in 1.5 to 5 milliseconds.

Diesel fuel injectors come in different shapes and sizes depending on the engine make and model as well as power demand. Automotive injectors are quite a bit smaller than heavy-duty diesel applications and are measured in cubic inches.

There are two types of diesel fuel injectors: the first is called throttle body injection where 1-2 injectors are in the throttle body itself in the diesel engine and supply a metered amount of mist fuel spray into the intake manifold. The second delivery system, known as individual port type fuel injector, is newer and more fuel efficient.

Check out the XDP Fuel Injectors at…

https://www.xtremediesel.com/xdp-manufacturers/xdp/fuel-injectors?q=remanufactured#/showFilters/filter:price:100:300

Readiness and Resilience: Diesel is the Gold Standard

noreply@blogger.com (Ed Newman) — Thu, 02 Sep 2021 15:08:00 +0000

Photo by Gene Gallin on Unsplash

Wildfires. Hurricanes. Flooding. Drought. Tornados. Extreme heat. How ready are you when emergencies come your way? Does your family, including your kids, know what to do?

September is National Preparedness Month (NPM), a time to raise awareness regarding the importance of being prepared for disasters and emergencies that can interrupt our lives at any time. The theme this year is "Prepare to Protect. Preparing for disasters is protecting everyone you love."

Yes, but what does this have to do with diesel? That is what Readiness and Resilience: Preparing for the Next Disaster is all about.

The story, published last week in the Diesel Technology Forum, begins like this:

Diesel is the gold standard for working in difficult conditions, when the most power is needed that can go deep into backcountry and work for hours, being highly mobile and untethered. Diesel’s hidden asset is the supportive and available global network of engine and equipment dealers, mobile and fixed fueling options, servicing, rental and parts networks.

From here the article details various aspects of preparedness, outlining the myriad types of disasters that have occurred and showing how diesel powered equipment has played an important role in helping us address these issues.

Some disasters are weather-related. The heavy floods in Tennessee and Europe are examples. The devastation wrought by wildfires out West have been brought on by drought. Other disasters, such as the Covid-19 pandemic, have made all of us feel uneasy and vulnerable.

The article cites the collapse of Champlain Towers in Surfside Florida as well. Though not really weather related, it no doubt has made some people lose sleep regarding the safety of their own condos and townhouses.

The upside to all these news stories is that they can nudge us into action to think about, plan and prepares for our own readiness should the unexpected occur. Do you have an evacuation plan for emergencies? This is what National Preparedness Month seeks to instill in us, to get us thinking about our own preparedness.

One aspect of preparedness, the article goes on to say, "is having the right tools and technology that you can count on." This, naturally, leads into the real point the DTF wants to get across.

In these kinds of crises we turn to first responders -- those who get the first calls for rescues and getting folks out of critical situations -- jump into action and rush to the scene with trucks, gear and equipment. Their aim is to minimize loss of life and property. They also focus on keeping the power grid intact as well a transportation byways open.

Utilities are a central concern for the response network. Having the equipment ready and personnel -- there are national networks for bringing in personnel -- all contribute to dramatically reducing response times recovery and restoration.

The article outlines the specialized heavy equipment for dealing with fallen power lines or cell towers. Other specialized equipment is used to lift and removed downed trees, drill holes to reset 120-foot poles, replace transformers and more. Sometimes refrigeration and cooling equipment is required. It all adds up to an impressive arsenal.

Coastal cities are dealing with increased flooding, like that taking place in New Jersey and New York right now in the aftermath of Hurricane Ida. Pumping stations and towable mobile dewatering pumps are part of the readiness inventory, along with backup generators, skid steer loaders and other material handling equipment.

Building collapses, too, require heavy equipment to clean up debris. The initial response team uses specialized equipment and techniques to find and rescue survivors in such tragedies.

Wildfires have their own mix of equipment needs from bulldozers and planes to pumper trucks, water tankers, and all-terrain field fire response vehicles. Those bulldozers may not be fast but they are powerful, and have a remarkable ability to maneuver through challenging terrain. They are a critical part of wildlife response effort. They boldly work to clear fire breaks, often at the fire's edge.

In all these readiness and response activities, diesel power plays a significant role. When dealing with emergencies of such a magnitude, having the right equipment is a must. In most cases it's diesel powered equipment because it's reliable, versatile, available and proven. Diesel power is a central part of being prepared.

The article ends by reminding us that Diesel plays an important role in our world today. You can read the original account here.

Toyota Land Cruiser with Diesel Power Goes Retro for 70th Birthday

noreply@blogger.com (Ed Newman) — Tue, 31 Aug 2021 14:50:00 +0000

“No worries, mate. It’s a diesel”

Need an excuse for a party? Toyota fans in Australia are celebrating the 70th birthday of the Land Cruiser. To mark the occasion, Toyota has released a limited-edition version of its 70-Series model. The interior has embellishments, but the style is definitely retro. It's being called the 70th Anniversary truck.

The story by Ronan Glon appeared early this month on the Autoblog.

Toyota is making only 600 units for this occasion with three options for its basic foundation: single cab, double cab or wagon. The color options are fun: French Vanilla, Merlot Red, or Sandy Taupe. The article runs through the various talking points regarding exterior styling before opening the door for a look inside the cabin.

The 70-Series incorporates a number of first time embellishments, which you can also read about in the article. What interested us most was what's under the hood. As it turns out, the power plant is a 4.5-liter turbodiesel V8 with a 202 horsepower rating and 317 pound-feet of torque. There's no automatic on this truck, only a five-speed manual transmission. "Every commemorative Land Cruiser will offer users a snorkel, low-range gearing, locking front and rear differentials, plus a 7,700-pound towing capacity," Glon writes.

For those unfamiliar, the snorkel enables an engine to breathe while underwater. During World War Two, jeeps were equipped with ten or fifteen foot breather extensions that enabled them to drive underwater while making a beachhead. (Here are some tips for installing a snorkel on your off-roading machine.)

Toyota has decided to make 320 double-cabs, 200 single-cabs and 80 wagons, only for Australia. We've heard no rumors about anything similar for the U.S. market. In fact, according to the Autoblog story, the next-gen 300-Series will not be sold in the U.S. either. On a positive note, Toyota did announce that it plans to re-release a selection of hard-to-find parts for the 40-Series Land Cruiser (FJ40) which was built from 1960 to 1984.

The last part of the article contained a lot of trivia that you may not have been aware of. Did you know....

--The Land Cruiser name plate appeared on a Studebaker decades before Toyota used it.

--The Toyota Land Cruiser is not actually turning 70 this year. Rather, this is the 70th anniversary of the BJ, a Jeep-like 4x4 used by the Japanese armed forces.

--The BJ became the BJT, a touring car sold in select markets. No more than 300 were built.

--The name Land Cruiser was first used by Toyota is 1954.

--Land Cruiser sales began in 1958, the year after Toyota opened an American division.

--Only one Land Cruiser was sold that year. It is now in a museum in Salt Lake City.

There are lots of photos and a video at the Autoblog site. Find the full story here:
https://www.autoblog.com/2021/08/03/toyota-land-cruiser-70th-anniversary-australia/

Car & Driver Puts 2021 Chevy Suburban Diesel to the Test but You May Have to Wait to Get One

noreply@blogger.com (Ed Newman) — Mon, 30 Aug 2021 14:49:00 +0000

A week ago Car & Driver published an enticing review of the 2021 Chevrolet Suburban. The story, titled Tested: 2021 Chevrolet Suburban Diesel Should Be the Default Choice, gave a mouth-watering review of the 2021 Suburban, went so far as to suggest that all Suburbans should be powered by the diesel Duramax 3.0 engine.

Automotive journalist Ezra Dyer describes how "the 3.0-liter six is perfectly adapted to Suburban duty. Its 460 pound-feet of torque arrive at only 1500 rpm, imbuing the 6272-pound behemoth with an air of nonchalant muscularity in real-world driving."

The diesel Suburban is not a race car, and you wouldn't expect it to be with a 277-hp engine, but it does jump from zero to sixty in a quick 8.4 seconds, and adequate pace for merging into traffic.

For Dyer, one of the high points on this SUV is its stability. It's smooth. "With that luxurious 134-inch wheelbase and four-wheel independent suspension, the Suburban glides imperiously down interstates, whether perched on its base steel springs or the optional air suspension with magnetic ride control," he writes of the full-sized SUV.

The noise volume on this car -- or lack of it -- is noteworthy. When cruising along at 70 mph, the volume is equivalent to a Lexus ES350. And of the noise you do hear, most of it is wind and tires, with only a mild hum coming from the straight-six on the other side of the firewall.

When it came to the low points of this story, there really wasn't much to say. The Suburban gets decent numbers when it comes to city and highway driving. And the diesel can tow around four tons if need be. Other "low points" read like high points, with the only real gripe being that the diesel Duramax is not the default engine and you have to request it.

You can read the full story here. There are lots of photos.

And now the bad news. If you are one of those who was sufficiently enticed into considering this as your next purchase, hold your horses. The Fast Lane Truck (TFLTruck.com) just broke the news that GM is temporarily stopping production of the 3.0 Duramax Diesel Inline-6 engine due to a parts shortage.

These Covid-era supply shortages are more than annoying. Chip shortages have caused the automakers plenty of headaches already this year. Over the weekend GM confirmed that this will impact the Chevy Silverado 1500, GMC Sierra 1500, Chevy Tahoe, Chevy Suburban, GMC Yukon and Cadillac Escalade.

Fortunately it's only a temporary setback. They promise to resume production as soon as possible.

A Tribute to Diesel Farm Trucks and Their Kin

noreply@blogger.com (Ed Newman) — Fri, 27 Aug 2021 15:52:00 +0000

Photo by Matt Palmer on Unsplash

Here's an interesting article about Farm Trucks that was originally published in the Idaho edition of Ag Proud. The article by Allen Schaeffer, Executive Director of the Diesel Technology Forum is packed with information about this very specific application of diesel technology. The DTF is a not-for-profit organization dedicated to raising awareness about the importance of diesel engines, fuel and technology. The article is titled simply "What is a farm truck?"

Now you'd think everyone would know this, but when you read a little further you'll see that nothing is really as simple as it seems, especially when you get into legal matters and governmental explanations.

Wikipedia describes a farm truck as "a vehicle designated for agricultural use, and may include anything from small pickup truck or even vehicles fashioned out of old parts, to class 8 eighteen-wheeler trucks."

Mr. Schaeffer's definition is more detailed: "According to the U.S. DOT Federal Motor Carrier Safety Administration (FMCSA)a farm vehicle is one that is: registered in a state with a license plate that identifies it as a farm vehicle … transporting agricultural products, livestock, farm machinery or supplies to or from a farm, and is not used in for-hire motor carrier operations."

The next sentence amplifies the initial definition. "Some states in the United States have a special registration for farm trucks that includes restrictions such as distance the vehicle may travel from the farm." This is where it gets complicated because some states have restrictions that others do not. There are also licensing issues. That is, certain vehicles require a Commercial Drivers License (CDL) in some situations and in others you do not.

In 1900, when the nation was 60 per cent rural, trucks didn't exist yet. Horses did all the grunt work of bringing produce to market. Today, all the horsepower come from under the hood.

"The most iconic farm truck of course is the pickup truck: half-ton, full-size, extended bed, crew cab, dually, fifth wheel – the list of options and configurations is near endless," he writes. And for the past few decades the Ford F-150 has been the leader of the pack.

Just how much of a leader Ford has been was revealed in a Great American Truck Survey involved 2000 truck owners. Here are some facts that you'll enjoy if you are a loyal Ford fan.

--More than 3,000 TV shows mention Ford trucks.
--Over 180 songs also mention Ford trucks.
--79% said they would give up alcohol for an entire year rather than give up their truck.
--15% have tattoos that reference a truck or their favorite brand.

Photo by LC Rebelo on Unsplash

Farm trucks usually arrive on the farm after undergoing wear and tear by a previous owner or two. Because these vehicles are used seasonally, they often don't accumulate as many miles as daily drivers. Schaeffer spends time explaining that despite limited season use farm trucks still require maintenance. Brakes, filters, fuel systems all need attention. The importance of fuel stabilizers and cold-weather additives can't be ignored either.

The article goes into detail regarding the tendency to overload trailers and truck beds when bringing in the sheaves, or whatever else you're harvesting. Be careful. Old equipment can suffer in those situations. A groaning engine is one thing, breaking a belt is much bigger issue. Having a tire go flat while carrying a heavy load across the middle of nowhere is something you just don't want to do. In fact, the author experienced that situation himself once. It wouldn't surprise me to learn that he's been warning farmers ever since, as he did here.

Diesel enthusiasts, he notes, received some uplifting news entering the 2021 season. It is the first year that all of the big three manufacturers offered a diesel engine option on all full-size pickup trucks. Pickups are today's workhorses for farmers, no question about it.

His closing statement shows how much the author is a real truck guy. "The FT/farm truck designation has real meaning – both to those behind the wheel and those in the motor vehicle enforcement world. But one thing is for sure, we all love (and need) our trucks, farm or otherwise."

Read the full story here:
https://www.dieselforum.org/files/dmfile/what-is-a-farm-truck-0721ap.pdf

First Impressions: Whacked Out Diesel Rat Rod

noreply@blogger.com (Ed Newman) — Thu, 26 Aug 2021 14:49:00 +0000

See full screen photo and videos at The Drive.

A rat rod is a custom car with a deliberately worn-down, unfinished appearance, typically lacking paint, showing rust, and made from cheap or cast-off parts. In the rat rod scene the cars are as unique as snowflakes, each reflecting the eccentricities of its owner. That's what makes the rat pack so much fun.

One other common denominator in this automotive genre: every vehicle has a story.

Last week Caleb Jacobs of The Drive posted a story about a very cool Chevy drag truck named Burnie. The name itself is a story, which we'll return to shortly.

The truck's own, Robert Berry, has his sights set on becoming the fastest 2-wheel drive, street legal diesel truck in the world. Yes, that's an ambitious goal, but he's clearly marking a path to get there, learning the ins and outs of nitrous, and all the other tricks he can from others who have been in active pursuit of diesel drag records.

The opening line in Caleb Jacobs' story on Burnie is clever. "Old trucks should never die—they should just be repurposed," he writes, and then admonishes us each to do our part to keep cool old trucks from being turned into scrap.

The aim of this story, besides highlighting features of a very cool truck, is to dissect what it takes to create a top-notch record-breaking drag truck. The world, Jacobs says, needs more eight-second trucks. Here is what Berry Builds has done with Burnie.

The power plant is a 5.9-liter Cummins built by Industrial Injection, a diesel shop located in Utah with a gold star reputation. "It runs a compound turbo setup with an 88-millimeter Garrett GT55 on one side and a BorgWarner 7378 on the other, helping it pull 1,283 horsepower on a dyno without nitrous." That's a pretty solid foundation as a starting point, but add in the Nitrous Express system with 46-136 and you've got a screamer. "Pair that with Burnie's dual FASS Fuel CP3 delivery systems," Jacobs adds, "and it's getting plenty of sauce to fly down the strip."

The name Burnie has a double meaning. Drag racers love doing the burn-out thing. Builders, however, dislike it when things catch fire inside the truck. Evidently there were rats nests in the truck that caught fire when Berry Builds first started working on it. (Remember, this was a 1945 Chev that must have had a stretch of downtime before its resurrection and renovation.)

One of the main obstacles to achieving record-setting paces on the track is traction. This rod has a Moser M88 rear end with 45-spline axles designed to harness the power which has been channeled through a Goerend-built 48RE tranny. Even so, they've had trouble getting their 17-inch-wide Hoosier drag slicks to hook up. Sigh.

Burnie had a "best time" of 8.90 seconds at Tulsa Raceway. Jacobs says the time could have been better had the windshield not been sprayed with fuel while rocketing down the track.

It's noteworthy that Burnie is street legal. Every effort is being made to get the truck down into the 7s, but whether successful or not, this rod is guaranteed to turn heads wherever it goes.

More Stories by Caleb Jacobs

Page of Images Featuring Burnie

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

noreply@blogger.com (Ed Newman) — Wed, 25 Aug 2021 14:34:00 +0000

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.

Diesel Inspection: National Brake Safety Week

noreply@blogger.com (Ed Newman) — Tue, 24 Aug 2021 15:30:00 +0000

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

noreply@blogger.com (Ed Newman) — Mon, 23 Aug 2021 15:08:00 +0000

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.

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