Diesel's topics - tribe.net

Advanced Biodiesel Class(es)

girl mark — Tue, 12 Aug 2008 22:37:35 GMT

Biodiesel Production Classes

1-Biodiesel Essentials: Sept 18-19, 10-5 pm (no experience necessary)

2-Advanced Topics in Biodiesel Production: Sept 20-21, 10-5 pm. (Must have prior experience or attend the Essentials class first)

Riverhead, NY (location will be emailed to registered participants)
early bird registration before 8/16 $108 per class
After 8/16: $120 per
www.girlmark.com

(These classes are also taking place in Brookville, FL in October, and other parts of the country)

Biodiesel is a clean-burning diesel alternative made from any natural oil or fat. It can be made easily in a backyard or garage environment. We are offering two classes at a home in Riverhead, LI, covering beginning or advanced topics, on September 18-19 or 21-22.

The Biodiesel Essentials class is a comprehensive, hands-on workshop that teaches you everything you need to know to make high quality biodiesel, use your system more efficiently, and make informed decisions about shortcuts. This class is geared to both beginning and more advanced students and we encourage discussion of questions you may have, as appropriate.

There are extensive hands-on 'lab' portions in the class during which you will get individual attention to make sure you understand the process fully and can do the techniques on your own at home. We will run a full-sized system but also do 'lab'-scale batches so that you really learn the underlying concepts and techniques, and we will make some 'engineered failures' so you learn what not to do and what causes it.

The Advanced Topics class covers many more techniques beyond basic production, and will be more discussion-based, with some experienced regional homebrewers and farm-scale biodiesel producers attending, who will share their experience (if you have experience in biodiesel, please bring a short presentation about your system, or photos to share). There will be some hands-on lab work in the Advanced Topics class as well (soap testing and water/glycerine neutralization, ethanol-based biodiesel production techniques, and acid-base two-stage biodiesel will all be done as a lab exercise). Advanced Topics will also cover regulatory issues with small-scale production, composting or boiler fuel use of glycerine and advanced treatment of spent wash water, taxes, and more.

To attend the weekend Advanced Topics class, you must have prior experience making biodiesel, or attend the Thur-Fri Essentials class first.

Location:

We are meeting in a private home a few miles from Riverhead, NY, with many 'green building' and recycled building materials technologies on display (photo below is from last winter's Biodiesel Essentials class). The address will be emailed out to registered participants two weeks before the class. We can help arrange transportation from LIRR in advance.

There is a working, functional homebrewing system on a trailer that we will operate during the Essentials class.

Some topics covered in the Biodiesel Essentials class:
biodiesel/SVO/solvent thinning (ie DSE etc) options and history
biodiesel chemistry
testing oil (titration and water testing)
removing water from oil
making test batches
an overview of equipment
Equipment build- help build a reactor at the end of Sunday's class
quality control factors
quality testing
mistwashing and other water washing options
breaking emulsion
two-stage base biodiesel
waste water and glycerine treatment and disposal
reuse
waterless soap removal with Amberlite and GL's process
common pitfalls
hands-on experience recovering from failed batches and emulsion
special considerations for biodiesel made with ethanol instead of methanol
safety

The Advanced Topics class covers topics that include:

Quality control
analysis of real-world problems with offspec biodiesel
"ASTM testing" for those considering commercial production
gas chromatography versus other options for testing for conversion
acid-base biodiesel process
advanced topics in dewatering of oil
using glycerine in your process for various benefits
testing for soap
methanol recovery and equipment design
testing recovered methanol for purity
zeolite and other methods for improving methanol purity
issues to avoid when "waterless washing" with ion exchange resin
acid-base chemistry and safety
testing for residual soap
acidulation of soap in glycerine, special equipment considerations
Recapturing oils or biodiesel trapped in glycerine or wash water
dealing with high-water-content oils
Graham Laming-type vapor control system
spill-proofing your system
regulatory issues
taxes
larger-scale equipment design (for co-ops or small farms)
treating wash water and glycerine for disposal or other uses
commercial tests for wash water- BOD, COD, FOG, etc
real-world test results related to biodegradability/safety of sidestream disposal
burning glycerine safely for energy
hydronic/solar applications for biodiesel and wash water heating
disaster prevention scenarios exercises for larger-scale processor systems
discussion of regulatory topics for non-commercial producers larger than homebrew
solar heating options
very through discussion/demonstration of several different options in washing, including drawbacks and advantages
greywater systems for wash water recycling

I strongly recommend that you read this website first: http://www.biodieselcommunity.org to get a background for this subject.

To register for the class:

see www.girlmark.com/tour

posted in Diesel - 0 replies

Pirates and storms can't stop speed record

Doctor_Who — Mon, 28 Jul 2008 02:34:40 GMT

Pirates and storms can't stop speed record
Biodiesel-powered trimaran knocks 14 days off previous time as it sails into Spain
Robert Booth
The Guardian, Saturday June 28 2008

Its crew has been threatened by pirates, lashed by storms and almost sunk by floating logs, but yesterday there were blue skies for Earthrace, a biodiesel-powered trimaran, which sailed into the Spanish port of Sagunto and smashed the world record for the fastest circumnavigation of the globe by speedboat.

The £3m vessel, which looks more like the Batmobile than a boat and runs on recycled cooking fat, knocked 14 days off the record set a decade ago by Cable and Wireless Adventurer, a British craft.

It took Earthrace's four-man crew of two Britons, a Swede and a New Zealander, just 11 minutes short of 61 days to cross the Atlantic, Pacific and Indian Ocean, passing through the Panama and Suez canals.

It was New Zealand skipper Pete Bethune's second attempt at the record. He abandoned his first last year after a series of disasters that included an attack from pirates off Nicaragua that left a bullet hole in the hull and his own brief imprisonment in Guatemala after a fatal collision with a local fishing boat.

This time Bethune was almost forced to abandon ship again when Earthrace crashed into logs in the surf off Borneo - wrecking the rudder, propeller and drive shaft - and progress was delayed by an expanse of floating rubbish 1,000 miles off California, a seven-day storm in the Indian Ocean and a six-week queue to pass through the Panama canal.

"I am elated," Bethune told the Guardian, as he thundered the final 50 miles towards the Vulkan Shipyard near Valencia. "We were sat around last night getting excited and it was like Christmas Eve. We just can't wait to get there and celebrate - get into some drink, meet the ground crew and have a party."

It has been a punishing two months. Earthrace's hull allows it to slice beneath waves rather than pitch over them. It maintains speed but creates a violent movement, which Bethune said is "like trying to control a wounded bull - it wants to go everywhere".

On the first attempt the poundings left one crew member with kidneys so bruised that he urinated blood for 10 days. The boat's two 540 horsepower engines emit a deafening 85 decibels at a top speed of 30 knots, and with no air conditioning in the sealed hull, temperatures in the tropics soared and sleep was hard to find during stormy passages. The ship's engineer, Mark Russell, 32, from Barnes in south-west London, was once crushed by a 16-stone crew-mate above him whose bunk collapsed.

Earthrace's record-breaking journey began on April 27 and, almost immediately, things started to go wrong: supplies of fresh food were left behind and the autopilot broke, which meant the boat had to be steered manually 24 hours a day. By day five biodiesel had flooded the sleeping quarters.

Leaving Palau, in Micronesia, there was a thud and the sound of splintering as the boat ploughed into logs used by locals to attract fish. It wrecked Earthrace's portside propeller, forcing the crew to limp on one engine to Singapore for repairs. Bethune thought his world-record attempt was over. But repairs were completed and the final stretch brought Earthrace through the Suez canal and back into the Mediterranean.

"We're completely stoked to have achieved something so incredible," says Bethune. "Earthrace's success has proved that any form of transport can be non-damaging to the environment as well as being high performance."

http://www.guardian.co.uk/uk/2008/jun/28/biofuels.sailing

posted in Diesel - 0 replies

Forget the Prius: MINI Cooper D to get 72.4 mpg

Doctor_Who — Wed, 14 May 2008 01:17:23 GMT

omarrana submitted on 05/25/2007 Official Bell & Ross Timestamp: 1:01 PM
from: www.egmcartech.com

Tags: MINI, Cooper, D
Tag Links: MINI, Cooper, D

Forget the Prius: MINI Cooper D to get 72.4 mpg
Who said Toyota is the only company that has fuel efficiency figured out. BMW will be giving their MINI models technological revisions later this year that will result in increased performance while delivering amazing fuel efficiency; both without the use of hybrid technology.

When production of the new lineup begins in August 2007, all MINI model variants will be supplied with high-tech engine tweaks as standard, providing exceptional economy and minimal emissions without compromising performance. To achieve this BMW will use technologies such as Brake Energy Regeneration, Auto Start-Stop Function and Switch Point Display. All this will come at no extra cost to future MINI customers.

The MINI Cooper D, which currently has a fuel consumption range of 64.2 mpg, will get an amazing 72.4mpg, with CO2 emissions of just 104 g/km.

Can we please have one in the US to?

Press Release:

72.4 mpg. 104 g/km C02. No batteries required.

MINI hatch models are to receive technological revisions later this year, resulting in jaw-dropping performance and efficiency figures. Already BMW Group’s cleanest ever car, the MINI Cooper D will be capable of returning an astonishing 72.4mpg, with CO2 emissions of just 104 g/km.

When production of the revised models begins in August 2007, there will be no requirement for alternative fuel sources or hybrid technology to achieve these stunning stats. All model variants will instead be supplied as standard with high-tech engine tweaks, providing exceptional economy and minimal emissions without compromising the MINI driving experience.

Brake Energy Regeneration, Auto Start-Stop Function and Switch Point Display complete a package that will come at no extra cost to future MINI customers.

Brake Energy Regeneration works by using an Intelligent Alternator Control (IAC) and an Absorbent Glass Mat battery to recycle previously lost energy, which saves fuel. The IAC reduces drag on the engine by only engaging when required to charge the battery, whereas a traditional alternator is always pulling power from the engine. Additionally, the energy generated by the engine on over-run (under braking or descending a hill) was previously wasted. Now this lost energy is utilised by the IAC to charge the battery.

The Auto Start-Stop Function, available with manual transmission cars, automatically switches the engine off when the vehicle is stationary and the driver puts the car into neutral. To restart the driver only need engage the clutch again before pulling away in the normal manner. The system may be de-activated at the touch of a button when not required.

Switch Point Display aids drivers of manual transmission MINIs in selecting the most economical gear in which to drive. The engine management system analyses speed, road situation and accelerator pedal position and based on this data calculates optimum gearing. The ideal gear is then displayed by number in the cockpit display.

Even without these technology advancements in place, MINI leads the new car market for year-on-year improvements in clean engine manufacturing. C02 output per car has been reduced in the last year by an impressive 14 per cent. Putting that into perspective, the industry average was recorded at a lowly 0.3 per cent.

To put the icing on the cake for customers, MINI Cooper D owners will continue to benefit from the car falling into VED tax band B. So savings are not only made in carbon emissions, but at the fuel pumps and the Post Office when replacing an annual road fund licence too. Little wonder then that MINI UK is again celebrating a month of record car sales!

posted in Diesel - 1 reply

Homemade biodiesel may have caused O-burg fire

Doctor_Who — Thu, 08 May 2008 14:13:30 GMT

http://www.newswatch50.com/news/local/story.aspx?content_id=c7b78220-e924-4836-a24b-293c740de6db

A garage explosion and fire may have been caused by home biodiesel production, according to Ogdensburg fire investigators quoted by The Advance News.

The 7:20 a.m. Friday blast touched off a fire that destroyed the garage at 610 Rensselaer Ave. The fire also damaged a house and another garage, the Advance reported.

Fire investigators said the fire scene revealed several 55 gallon drums (see photo in slideshow) and a large amount of vegetable oil, which can be used in biodiesel production.

The explosion and fire were at the property of Carl Dashnaw.

City fire and codes officials are checking to see whether it's legal to produce biodiesel fuel on a residential property, the newspaper reported.

posted in Diesel - 0 replies

Diesel Trooper

cynicwanderer — Thu, 24 Jan 2008 11:32:17 GMT

does anyone in here have experience with the small isuzu diesels (C223,C223T), as found in the pup and trooper. I'm planning to rebuild a turbo diesel (out of a trooper) and am looking for resources, sources and advice on rebuild kits, especially the turbo, as well as accessories and modifications (as anyone added an intercooler, increased the boost, etc...). thanks.

posted in Diesel - 0 replies

Hacked Hummer Gets 60 MPG

btd — Thu, 17 Jan 2008 02:34:28 GMT

See: http://gas2.org/2007/12/14/car-hackers-hummer-gets-60-mpg

A relevant quote from it...

"Goodwin’s endorsement of diesel engines makes sense, and he has a 3-part plan to wean the nation from gasoline. First, aggressively mass-produce diesel passenger vehicles. Converting just 1/3 of our nations passenger vehicles and light trucks to diesel would eliminate Saudi Arabian oil imports. Second, start producing diesel-electric hybrid cars, the holy-grail for biodiesel enthusiasts. After reading this article I’m convinced it’s possible (the whole ‘diesels are too heavy argument’ is ridiculous). And third, produce hybrids with a dual fuel mode, such as hydrogen or propane injection. I’ve heard of propane injection, which shoots a small amount of propane into the combustion chamber along the diesel fuel, increasing mileage, horsepower, and decreasing emissions."

posted in Diesel - 1 reply

BYD Auto Introduces Plug-in Hybrid Electric Vehicle in Detroit; On Sale This Year in China

btd — Wed, 16 Jan 2008 00:13:57 GMT

This was interesting to read about (even if not diesel): http://www.greencarcongress.com/2008/01/byd-auto-introd.html

posted in Diesel - 0 replies

TURBO diesel

Ruby — Fri, 30 Mar 2007 06:19:38 GMT

I have heard that in order to PROPERLY care for the turbo part of the diesel, i.e., to extend the life of the turbo, you should let the car run for 3 to 5 minutes after arriving at your destination, especially if you have been driving some distance. I have been told by my mechanic who works on and owns a turbo diesel truck, that in his experience he sees that the turbo needs to be replaced after 100 to 120 thousand miles, however if you let it run after you arrive at your destination it will cool off the turbo and keep it lubricated, thus extending it's life. But then I was told by someone else that because today's turbo run under "low boost" that this is not necessary. I am in the market for a TDI to run on biofuel, but this latest information, if it is true, has been of concern to me. My dream/desire is to have a car that will last many years and generally be economical on the servicing. I understand that replacing the turbo is expensive. Although I know that the diesel engine can last much longer than a gas engine, it's all the other things that through planned obsolescence, especially some of the many electronics in the newer model cars, that begin to go awry. So that the engine can outlast much of the rest of the car. I have been looking at new model Jettas, especially the '06's which are expensive, and the long term picture of more costly oil changes, changing the timing belt at around 80,000 miles and then the possibility of having to replace the turbo has really got me rethinking my interest in buying a TDI, at least right now. Can anyone help me with this turbo question? Someone who REALLY knows about this?

Sorry if this is too long. This is also the first time I've ever been a part of one of these sites.
Ruby

posted in Diesel - 16 replies

Heated intake air system on a ford (IH) 7.3L Diesel?

annoyed — Wed, 02 Jan 2008 17:57:51 GMT

I have a 92 dodge w250 and a 92 ford diesel (1946 chevy cab). My dodge has a heated air intake with no glow plugs and starts even with a near dead battery. My ford (chevy) starts on the 9000th crank with two bran new massive batterys. granted there are differences in the two engines ie compression ratio, turbo, displacement.. The question is what would happen if i converted this engine to a heated air intake system? what would happen? At one point when this sucker would not start, I shoved a heat gun down its throat and it started on the first crank!
My 7.3 starts just fine (now) but it still takes three to four cranks to start it, and yes i know what i need to do to solve that (fuel leak) and yes i have replaced all dead glow plugs and all the little things those finicky engines need to start.
This is really a theory, but i wanted to put it to the diesel community.
Thanks,
Justin

posted in Diesel - 9 replies

Holiday Stuff

Doctor_Who — Tue, 25 Dec 2007 19:36:07 GMT

Hey folks, I'm not one for being PC, and I'd like to address the diversity of my Tribe in alphabetical order .

Have a Happy and/or Merry:
Christmas
Hanukkah
Kwanzaa
Las Posadas
Ramadan
Solstice

Your Mod,
Dr.

posted in Diesel - 2 replies

E.P.A. Denies California Emission’s Waiver

Doctor_Who — Thu, 20 Dec 2007 10:13:38 GMT

E.P.A. Denies California Emission’s Waiver
By MICHELINE MAYNARD
Published: December 19, 2007

DETROIT — The Bush administration said Wednesday night that it would deny California's bid to set stricter vehicle emissions standards than federal law required as part of the state's efforts to fight climate change.

Stephen L. Johnson, the administrator of the Environmental Protection Agency, said he planned to deny the state's application for a waiver from federal law that the state had sought more than two years ago.

"The Bush administration is moving forward with a clear national solution — not a confusing patchwork of state rules," Mr. Johnson told reporters on a conference call. "I believe this is a better approach than if individual states were to act alone."

The E.P.A's decision was a victory for the American auto companies, and came just hours after President Bush signed legislation that will raise fuel economy standards by 40 percent to 35 miles a gallon in 2020.

Had the E.P.A. agreed to the waiver, California and other states would have enacted rules requiring the auto companies to achieve a 30 percent reduction of emissions by cars, trucks and sport utility vehicles by 2016. The rules were set to begin taking effect with 2009 model year vehicles, some of which go on sale as soon as next month.

Twelve states — Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Pennsylvania, Rhode Island, Vermont and Washington — have adopted the California emissions standards, and the governors of Arizona, Colorado, Florida and Utah have said they planned to do so.

The primary way for emissions to be reduced in automobiles is by improving fuel economy. Automakers must now achieve 27.5 m.p.g. for cars, and 22.2 m.p.g. for light trucks, including S.U.V.s and pickups.

California has long had separate standards governing automobile emissions, which carmakers say has made it more expensive to sell vehicles there.

The California regulations would have forced the car companies either to sell two separate fleets of vehicles — one for states with the higher standard, one that met the federal standard — or more likely, to achieve the higher standard across all vehicles.

State officials from California and the other states, including New York, had threatened to sue the E.P.A. in order to get a decision on the waiver, accusing it of dragging its heels. California first approved the regulations in 2003. Two years later, it submitted a request to the E.P.A. to put the standards into effect.

The agency initially argued that it did not have the authority to regulate greenhouse gas emissions under the Clean Air Act. But earlier this year, the United States Supreme Court ruled that the agency could do so.

Gov. Arnold Schwarzenegger of California and the attorney general, Edmund G. Brown Jr., said Wednesday that they were prepared to "sue at the earlier possible moment" to try to force the E.P.A. to allow the state to set emissions standards.

Even if that happens, the states probably would not be able to implement the standards as soon as they had liked. Any legal action might not be settled in time for the regulations to begin taking effect in 2009, as California had hoped.

In recent months, the Bush administration has lost several major court cases over emissions and other environmental standards.

"This decision is like pulling over the fire trucks on their way to the blaze," said Fred Krupp, president of Environmental Defense, which supported the waiver. "For 40 years, E.P.A. administrators have recognized the important role that California plays in innovating new standards to fight pollution."

Automobile companies praised the agency for rejecting the California request. "We commend E.P.A. for protecting a national, 50-state program," said David McCurdy, president of the Alliance of Automobile Manufacturers.

He went on, "Enhancing energy security and improving fuel economy are priorities to all automakers, but a patchwork quilt of inconsistent and competing fuel economy programs at the state level would only have created confusion, inefficiency, and uncertainty for automakers and consumers."

Mr. McCurdy said the new energy bill would result in a 30 percent reduction in automobile emissions by the time the law is fully in place.

In recent weeks, the chief executives of the Detroit auto companies had traveled to Washington to lobby for less-stringent regulations than the new law ultimately contained. The General Motors chief executive Rick Wagoner, Chrysler's chief executive Robert L. Nardelli and Ford's chief Alan R. Mulally met with Congressional representatives and Bush administration officials, including Vice President Richard Cheney, to discuss the legislation.

Industry analysts and environmental groups said the E.P.A.'s decision had the appearance of a reward to the industry, in return for dropping its opposition to the energy legislation. Indeed, the auto industry leaders all issued statements supporting the new energy law, which gives them more time to improve fuel economy than the California regulations would have done.

"By blocking the California standards, the administration has stuck a thumb in the eye of 18 governors from both red and blue states who have led the way on global warming by adopting these landmark rules," said David Doniger, climate center policy director for the National Resources Defense Council.

In a separate statement, James Lentz, the president of Toyota Motor Sales U.S.A., added that it was "important that the U.S. E.P.A. has further clarified that the federal government is best suited to regulate fuel economy standards for the benefit of the entire nation."

But lawmakers and leaders from the states seeking to set their own regulations appeared uniformly outraged. Along with the vow by California leaders to sue, Senator Barbara Boxer, Democrat of California, said she was "prepared to take all measures to overturn this harmful decision"

http://www.nytimes.com/2007/12/19/washington/20epa-web.html?ex=1355720400&en=da9de6e372b74c8d&ei=5088&partner=rssnyt&emc=rss

posted in Diesel - 5 replies

WOWSA! Diesel fuel additive chart

Doctor_Who — Fri, 30 Nov 2007 22:02:10 GMT

Hey folks I added a chart (photos section) of diesel fuel additives based on the amount of lubricity that they add to the fuel. These additives where tested against diesel fuel with no lube additives in the fuel using the HFRR (High Frequency Reciprocating Rig) abrasion test scoring.

The way to read this chart is that ASTM standard says fuel should be blended to reach a HFRR score of not more than 520.

The fuel used in the test was rated at 636 prior to additives being used so thats the baseline.

EMA (Engine Manufacturers Association, the folks who make motors) wants/reccomends/desires a HFRR of not more than 460. Obviously the more lubrication the less normal wear and tear you'll see over a certain period of time. It's still a matter of speculation as to how much damage occurs at what rate in normal vehicles. Some folks claim that the lower lubricity of ULSD has caused them premature vehicle damage. I don't know and am not willing to engage in that debate, however I will tell you the top four diesel fuel additives and leave you to your own devices.

Just for the record, if you put motor oil or 2 cycle in a 2007 or newer vehicle you will make expensive problems for yourself. This has completely to do with the emissions control equipment.

1) 2% REG Bio-diesel http://www.biodiesel.org
HFRR 221, 415 micron improvement.
50:1 ratio of baseline fuel to 100% biodiesel
66.56 oz. of 100% biodiesel per 26 gallons of diesel fuel
Price: market value

2) Opti-Lube XPD http://www.centurionlubes.com/XPD.htm
Multi-purpose + anti-gel
Cetane Improver, Demulsifier
HFRR 317, 319 micron improvement.
256:1 ratio
13 oz/tank
$4.35/tank

3) FPPF RV, Bus, SUV Diesel/Gas Fuel Treatment http://www.fppf.com/
Gas and Diesel
Cetane improver, Emulsifier
HFRR 439, 197 micron improvement
640:1 ratio
5.2 oz/tank
$2.60/tank

4) Opti-Lube Summer Blend http://www.opti-lube.com/
Multi-purpose
Demulsifier
HFRR 447, 189 micron improvement
3000:1 ratio
1.11 oz/tank
$0.68/tank

Here's a link to the PDF Document if you need further interpretations of the chart results: http://inchoate.harm.org/~halbritt/dodge/Diesel%20Fuel%20Additive%20V3.pdf

posted in Diesel - 14 replies

Diesel Secret Energy

Thu, 27 Jul 2006 17:38:43 GMT

Aloha Kauko,

http://www.dieselsecret.com/index.html

At this site they have formulated an additive which would allow all diesel engines to "safely" run vegetable oil and said additive. Now my friends this sounds very good and it may be true. So far from their site I have found that it is a 87% veggie oil to additive ratio mixed micro-emulsion. I live in Hawai'i and have been running a 90%/10% RUG blend so I know micro-emulsions do work provided the ambient temperatures are like my island's.
DSE claims that its additive will give us a fuel comparative to biodiesel and petro distillate.
I do veggie oil modifications and teach biodiesel workshops, now you might expect me to be against such an additive. However, that is not the case, I have been experimenting with microemulsions and RUG-biodiesel. In Hawai'i everything I do works here. I would love to not to have to "modify" anything and use my time on other pursuits.

Gentlepeople your thoughts.

Jeremai

posted in Diesel - 15 replies

Lubrication University / Biodiesel and Engine Lubrication

Doctor_Who — Thu, 20 Dec 2007 22:19:36 GMT

In keeping with the current topics on lubrication that we have been discussing recently I've decided to post a link to the current issue of Lubrication Magazine, this is by Chevron, and while I don't endorse their products it gives you a really good overview of whats going on in lubrication technology and how biofuels affect lubes! Good reading I highly recommend.

http://stage2.salessupport.com/chevron/images/CTLM_DEC07.pdf

posted in Diesel - 13 replies

SPAM policy

Doctor_Who — Tue, 26 Sep 2006 22:29:51 GMT

Don't or be banned.

Listings are the place to advertise your business.

posted in Diesel - 1 reply

Any good diesel mechanics in Portland?

Violet — Sat, 19 May 2007 02:24:07 GMT

need a good diesel mechanic for my 82 VW Westfalia - a biodiesel-friendly one would be a bonus. Any recommendations?

Also wondering if anybody has any info on convertin a diesel westie to biodiesel. I've heard that some chemical component of biodiesel breaks down the seals of this type of feul pump and they would have to be replaced first. Is this accurate? Also, does anybody have any wisdom on the pro's and con's of veggie oil for this type of vehicle? I've also heard from a biodiesel-guru that veggie oil will wear down the engine and give me a lot more issues. is it worth it? hmmm...any info would be great.

posted in Diesel - 4 replies

Lubricating Oil

Heath — Sun, 02 Dec 2007 21:39:26 GMT

Wondering which lubricating oil to run in your diesel? Curious about whether to spend the money on synthetic or not. Read this:

http://www.turbodieselregister.com/TDR57_Oil.pdf

posted in Diesel - 1 reply

DIESEL FAQ needs your questions

Doctor_Who — Sat, 24 Nov 2007 21:37:32 GMT

Alright folks its getting about that time of year where I update the DIESEL FAQ. I guess you had thought I forgot about this thing? But no, I haven't. I've been really busy with my research and keeping up with the torrent of changes in the industry.

It's been an amazing year for Diesel engines and diesel technology. We have seen diesel sales reach epic levels, Chevy, nor Dodge nor Ford nor GMC have been able to keep diesel pickups in stock. VW had a blockbuster year, with Diesel sales accounting for nearly 20% surge in market value, however VW proved they are still run by a board of chimps as they had no US approved production diesels for the 2007 model year. Instead calling the 2006 line the "Special Edition 2006 TDI". Most interesting is that VW has changed from their proprietary injection technology to switch over to what I believe is a Bosch common rail. In doing so they have been able to curve their emissions using only catalyst that do not require Urea injection to keep them operating at peak efficiency.

Mercedes has stepped into the market with their BlueTec technology that uses a solution called AdBlue to help curve emissions. I'm not gonna harp on the MB technology too much, while I am a MB fan and the technology and emissions ratings are incredible the vehicles are just out of reach of most people. It's too bad the folks over at Daimler Chrysler could not buy a clue and are giving up market share to VW TDI and Toyota Prius. You'd think it would be *smart* to put this emissions equipment on the SMART line of diesels and get 75 mpg from a vehicle that already produces very little emissions and make it produce ZERO emissions. But no, just because the Germans are legendary in engineering does not mean that they know exactly how to implement it. I'm going to resist the urge to make a dig at history and just leave it at that. MB get in the game, please!

2008 promises to be a landmark year for diesels as new lowered emissions standards become mandatory for all new model year diesels.
This will be the advent of emissions control equipment and full implementation of ULSD and yet another opportunity for diesels to outpace hybrid vehicles in real world efficiency and practicality yet again.

2008 is also going to lay down the gauntlet for after market power add ons and raises the act of tuning a diesel on par with the control systems in F1 and Le Mans level racers. Gone are the days where simply adding more fuel and air to your diesel would make as much horsepower and torque as you where willing to shred your drivetrain with.... Doing that now will net you a serious flame out of your tailpipe and probably shut the engine down as the pollution control goes into engine protection mode. But as yet the interesting thing is that the new diesels are proving to make just as much horsepower and torque as their petrol burning cousins. And even more exciting the new diesels are producing more power and 50% les NOx and 90% less particulate soot!!!!

So in addition to doing the FAQ and adding to it, I am also going to be adding a Glossary Section, this will be new terms (and old terms) . The goal here is to help expand our knowledge in Diesels. Having said that their is WAY WAY WAY too much variety in diesels and diesel technology for me to speak in certain terms about EVERY diesel. So in most cases I will speak in general terms about diesels. I'm always being open to being questioned, however make sure you check your facts before you make corrections.

This is still this years FAQ, I haven't released the updates yet, but as soon as I do I will title it DIESEL FAQ Mk. III!

I have a short listing of questions at the beginning of the FAQ, if you see a question that strikes your fancy scroll down and find the answer. All questions and answers are listed in order.

Keep it Diesel!
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Q: What is a diesel engine?
Q: What is The Carnot Cycle?
Q: What is the difference between diesel engines and spark ignition engines such as gasoline, propane/LPG, and natural gas? (Hereto referred as gasoline engine)
Q: Are diesel engines more efficient than gasoline engines?
Q: How are diesel engines more efficient than gasoline engines?
Q: Why do gas engines typically only have one fuel pump and diesels typically have two fuel pumps?
Q: How do you check glowplugs without removing them?
Q: How do you check the glowplug module for performance during cold starts?
Q:What is Iodine Value, what is a high iodine value and what are the potetial problems of using high iodine value oil.

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Q: What is a diesel engine?

A: Rudolf Diesel is hailed as the inventor of the engine that bears his name. He was inspired to build the engine after studying engines developed by Nikolaus Otto (inventor of spark ignition four stroke engines) and after reading a thermodynamics theory developed by Sadi Carnot (The Carnot Cycle) in 1824. The question that Diesel posed to himself was if the fuel in the cylinder could be expanded at a constant pressure, if he could get closer to the limits defined in Carnot’s cycle.

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Q: What is The Carnot Cycle?

A: Sadi Carnot was a young Frenchman who during the course of his studies came across one of the earliest version of steam engines imported into France. Early steam engines while powerful devices where not very efficient.

It seems over the course of a few years the English engineers had managed to make some pretty major strides in efficiency led by men of no formal education. [You could call them tinkerers] Meanwhile technology advancements by the French on steam power where very few and this irked Carnot to no end. [I’m not going to explain the French to you, you either get it or you don’t.]

So Carnot published many papers on the subject of thermodynamic efficiency. These papers being beyond the reach of mere mortals led him to publish a work titled “Réflexions sur la puissance motrice du feu et sur les machines propres à développer cette puissance” [Reflections of the horsepower of fire, and the machines suitable to develop this power].

Two of the main questions in this paper are "Is the potential work available from a heat source potentially unbounded?" and "Can heat engines be in principle be improved by replacing the steam by some other working fluid or gas?"

The goal was to define a process by which the most efficient thermal cycle possible is created, wherein there is no heat losses, and consisting of four reversible processes, two isothermal and two adiabatic. It has also been described as a cycle of expansion and compression of a reversible heat engine that does works with no loss of heat.

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Q: What is the difference between diesel engines and spark ignition engines such as gasoline, propane/LPG, and natural gas? (Hereto referred as gasoline engine)

A: The primary difference between a diesel engine and a gas engine is the way the fuel combustion occurs in the cylinder.

Gasoline engines are dependant on a spark to ignite the compressed fuel-air mixture in the cylinder. Standard gasoline engines take a mixture of fuel and air into the cylinder, a valve closes and a piston rises in the cylinder making a smaller volume, this compressed appropriately proportioned mixture of fuel-air is then ignited by a high energy spark flame that causes the gases in the cylinder to expand rapidly.

Diesel engines on the other hand ignite the fuel-air mixture solely by the compression of the air in the cylinder. Compressing the air rapidly causes the air to heat up intensely, a fuel mixture applied to the air during stages of the compression cycle causes this newly compressed air to expand with incredible spontaneous authority.

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Q: Are diesel engines more efficient than gasoline engines?

A: Diesel vehicles are typically ~20 - 40% more miles per gallon than comparable gasoline vehicles.

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Q: How are diesel engines more efficient than gasoline engines?

A:Diesel engines are more efficient for several reasons. One of these reasons is the high lubricating value of the fuel. You must remember it is called fuel oil for a reason.

Due to the inherent lubricity of the diesel fuel, it is also able to spray as a much leaner fuel-air mix when compared to gas engines. A leaner mixture also allows for the opportunity of more complete combustion of the fuel.

The other reason is the high compression ratio of a diesel engine. More air can be compressed; the application of fuel to this air unlocks far more explosive force than a gasoline engine can muster. It is for this reason that diesel engines must be built of heavier construction, to contain the added force of the combustion of the fuel.

This added force on the combustion stroke is measured as torque. The amount of energy contained within the most potentially powerful stroke of the engine. This differentiates diesel power from gasoline.

More torque is available at a lower engine revolution on diesel engines for this reason. Gasoline engines are dependant heavily on horsepower and getting the rotating mass of the engine high enough to compensate for what they lack in torque per stroke of the piston.

NOTE: The torque and horse power curve of a diesel engine when compared against a gasoline engine is relatively flat. Once you exceed the max RPM level for a diesel you will actually loose power and gain self destructive force. This is contrary to a gasoline engine. This will be covered further later in the FAQ.

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Q: Why do gas engines typically only have one fuel pump and diesels typically have two fuel pumps?

A: Gasoline engines operate on a much lower fuel pressure than do diesel engines. This is due to the fact the fuel-air is sucked through the injection port typically at atmosphere. This fuel is also mixed with the air prior to vacuum stroke of the cylinder, whereas diesel engines spray fuel directly into the cylinders.

Older carbureted gasoline engines where typically powered by a mechanical fuel pump that supplied ~ 4-6psi pressure to the gas jets in the carburetor. Newer EFI gasoline engines use fuel pumps that are typically mounted in or near the gas tank, and supply ~30-90psi to the fuel injectors.

On a diesel you typically have two pumps, a fuel [transfer] pump and an injection pump. The purpose of the fuel pump is to deliver the fuel from the tank through a series of filters and into the injector pump. The fuel pump can be inside the tank or external, it can also be found in the engine compartment, mechanically or electrically powered. What is most important is that no matter the location it always handles the fuel prior to its arrival in the injector pump.

The reason for this pump is primarily to remove some load off of the injector pump. This allows for higher injector pump efficiencies and elimination of pump cavitations as the fuel is being finagled through ever increasingly higher micron filters prior to reaching the injector pump.

The injector pump serves to raise the fuel to appropriate PSI levels for injection directly into the cylinder. It also helps with the atomization of the fuel as it has a higher [thicker] viscosity than gasoline. Traditional pump, line and injector systems typically have pressures up to ~ 17.400psi. The new common rail systems can have pressures up to ~ 23,500psi

NOTE: What should also be noted is that injector nozzle technology has greatly improved over the years. Newer nozzles are able to achieve finer atomization with greater control of pattern and timing of the fuel to provide for more complete combustion. The question of fuel filtering and injector nozzles will be addressed further later.

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Q: How do you check glowplugs without removing them?

A: Glowplugs are high resistance devices. Typically a high amperage charge is applied to them and they heat up to 850°C /1562°F in about 8 seconds (or about 60 seconds with some older diesels). They can be checked for operation without removing them by using a multimeter. The meter should be set to measure resistance/continuity. This is the Ohms setting (the omega symbol) on the meter.
The plugs should all be around the same average. Excessive resistance or lack of continuity (a value of 0) indicates that the plug is not functioning, or functioning properly. 850°C /1562°F is the minimum temperature required for combustion.

Alternatly if you have a non-contact thermometer you may pull the glow plugs and check them for minimum temperature requirements.
Do this at your own risk. The plugs do get hot and the need to be grounded to the engine block in order to complete the circuit.

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Q: How do you check the glowplug module for performance during cold starts?

A: You will need a multimeter set to VDC (the symbol is a line with slashes above it). That stands for Volt Direct Current. You will need to put the red probe on the glowplug/wire connection and find a good ground for the black probe (usually the engine block or - negative terminal on the battery). Have someone turn the ignition switch on. The glowplug symbol or "wait" light should come on and you should register 12 VDC on the meter. Do this for each plug/wire set. Lack of voltage to a plug could mean a bad wire, loose wire/ bad ground, faulty connector/ wiring harness or a defective controller.

If you find a fault you must test back through each component until you get to the source (the glowplug controller).

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Q:What is Iodine Value, what is a high iodine value and what are the potetial problems of using high iodine value oil.

Iodine Value is a way of measuring that is used to determine the number of bonds in unsaturated oil molecules. High levels of bonds that are broken in high amotsphere oxygen environments causes them to be converted into peroxides. Cross linking occurs and the oil becomes irreversibly polymerized into a solid that is similar to plastic. This is commonly reffered to as engine "coking".

The Iodine Value is determined by adding iodine to oil. The iodine attaches itself to the carbon atom over a double bond to make a single bond. The amount of iodine that is absorbed by 100ml of oil is measured in grams. That figure becomes the iodine value for the oil or the amount of iodine needed to break all of the double bonds in the oil. The higher the iodine value the more unsaturated or the higher number of double bonds exsist in the oil. Oil with a high level of bonds has more potential to polymerise or dry the engin oil into a goopy mess.

Oils with a Iodine Value of less than 25 are generally regarded as safe for long term use in a unmodified diesel.

IV's in the range of 25-50 are considered safe as long as the maintenance schedule is stepped up. This includes higher frequency oil changes and cleaning of the exhaust valves to remove any buildup.

IV's in the range of 50-100 will result in decreased lift pump and injector pump life. This is becuase oils with these IV level are considered drying oils. Drying oils are commonly added to paint so that it will dry after it is applied. The concern with high IV oils is the drying/shrinking effect that they will have on the gaskets over time. The gasket in question are the ones in the fuel pump and the injector pump.
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------------------------------Questions that will be answered--------------------------------------------
Q: Why is it important that diesel fuel be filtered to such a high micron level?

Q: What is the difference between a common rail injection and traditional individual port injection engine?

Q: What is the difference between a spring driven injector and an electronic injector nozzle?

Q: What are the different types of diesel injection pumps?

Q: What is the difference in torque/horsepower curves between diesel and gasoline engines?

Q: What are the typical components of a glowplug system?
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posted in Diesel - 6 replies

Nissan X-Trail Biodiesel issues

Rob — Fri, 19 Oct 2007 07:42:17 GMT

Hi all, hoping someone can offer some quick advice. I have recently started running my X-Trail on the afor mentioned fel (purchased from a small manufacturer) and I am encountering problems with wht I think is viscosity, As temperatures are dropping in england (.5 degress C this morning) my vehicle is becoming more and more slugish, as I accelerate the car dies, as I back of the accelerator the car seems to pick up slightly. As a result I travelled into work this morning at 30-40 MPH all the way, much to the disgust of the vehicles following me, I have ordered some Cold flow diesel additive but until, this arrives I am stuck going stupidly slow.

Someone mentioned to me that I could use a small amount to white spirit to thin the diesel down, will this work? if so what percentage should I use?

Thanks in advance for your thoughts

posted in Diesel - 9 replies

Why "Zero Emissions" is marketing malarkey: A case study

archer_root — Sun, 07 Oct 2007 22:21:52 GMT

I very much appreciate the direction advanced technologies are taking with the concern over emissions produced by motorized transportation. However, even a case like mine - taking my laundry to the local permaculture laundromat - is still a high emissions affair.

I use a B.O.B. trailer hitched to my cyclocross bicycle to haul my laundry to a friend's house. They have off-the-grid solar power feeding the heating and electricity needs for a once-condemned house that is now a demonstration permaculture homestead on the edge of downtown Tucson. There I wash my clothes in a top-load horizontal-axis clothes washer. Built by Staber here in the US, this is a very energy efficient machine. The discharge wash water is recycled as greywater to irrigate the innermost garden plantings. I use small amounts (the correct amount) of laundry detergent containing the lowest levels of chemical salts to minimize deleterious effects to the soil.

Even though this trip to the laundromat seems to be ecologically-sensitive I see very clearly how it is not. In brief, everything we touch and use is brought to us through processes of sourcing, manufacture, and distribution that are immensely and excessively destructive to the environments from which we arose. For societies, and their marketing firms, to be able to correctly claim that such-and-such is (near-) zero emissions, they must develop low emissions and low impact extraction, refining, manufacturing and distribution methods.

We can do this.

If you're interested in this subject look up "life cycle assessment" or "cradle-to-grave analysis". I also recommend checking out Environmental Defense online. One of the reasons that I applaud Environmental Defense's efforts is because they do a great job of explaining the pre-purchase emissions that go into our possessions, in their case with so-called green cars.

http://en.wikipedia.org/wiki/Life_cycle_assessment

http://www.environmentaldefense.org/article.cfm?ContentID=928

http://www.bobtrailers.com/trailers/trailers.php

http://www.davidsonbicycles.com/

http://www.staber.com/

posted in Diesel - 0 replies

Seriously sporty

btd — Wed, 03 Oct 2007 22:09:01 GMT

I rented a car in England a couple of weeks back, and I was given a Ford Mondeo Turbo Diesel "sport".

Initially I thought:
• Ford - boring
• Diesel - slow
boy, was I *WRONG*.

This car had all the features of a sporty look and it seriously had good performance, but it was also VERY economical, I calculated 51 mpg, and I didn't drive like a granny! I enjoy feeling acceleration, so I did! Often!
It wasn't noisy, smelly, smoky, difficult to start, and none of those stereotypes I've been led to believe.
This changed my view of diesel.
I see no reason diesel vehicles are not available in the USA easily!

OK, I had to get used to the power being in the low RPMs (ie don't drop it down a gear to accelerate).

posted in Diesel - 5 replies

Diesel to VO Conversion Slave!!!

Roman — Sun, 23 Sep 2007 21:37:30 GMT

Dear sisters and brothers,
I would love to be your conversion slave. I work for free and only need a place to throw up a tent or a sleeping bag. Nourishment is also accepted, but i am getting ahead of my self. I am very mechanically inclined, as i do personal work on a '83 300D Mercedes, and have done so on a few previous non diesel vehicle. My moral and energy is always high and positive, and I work until the job is done right. I am willing a positive and creative environment where I may be able to learn the process on any diesel vehicle. The desire to learn arises from being resourceful in using a waste product as fuel and to eventually convert my own car. I may also have the pleasure of taking the skill to South Africa in February, where I will be creating dwellings out of clay and earth. Let’s enjoy each other!

posted in Diesel - 0 replies

WVO emissions: sure smells sooty to me

Pigboy — Thu, 06 Jul 2006 04:52:54 GMT

anyone got any hard data on WVO vs. Diesel vs. Biodiesel with regard to emissions? The WVO vehicles I have smelled certainly have a more noticeable odor than a modern diesel car. So I wonder if WVO vehicles are polluting more and if so how can WVO emissions be reduced. This is just a guess, but I think there is more soot/particulates coming out of my WVO diesel than out of the same engine running petro-diesel.

anyone? anyone?

posted in Diesel - 13 replies

Volkswagon Drops Mercedes' BlueTec and Goes back to TDI

archer_root — Sun, 05 Aug 2007 23:56:10 GMT

VW Bailing Out of Bluetec Alliance
http://www.greencarcongress.com/2007/08/vw-bailing-out-.html

posted in Diesel - 0 replies

buses from an honest knowledgeable guy

patrick — Mon, 16 Jul 2007 01:13:16 GMT

Howdy folks

My name is Patrick Young. I’m a semi-retired school teacher who has been working with buses and trucks and diesel stuff for about 20 years. I've also owned 3 diesel Mercedes, a diesel Isuzu (Great car!), Lister Diesels, Deutz diesels, two Nissan diesel pickups, and a Kubota diesel. (I like diesels) I started driving a truck (Int’l Fleetstar 2000D, 6-71 Detroit, 10 speed Roadranger) 32 years ago when I was in the military.

While I'm best on school buses, I know quite a bit about engines in general, especially Cummins, CAT, Detroits and IHC. I’ve helped rebuild a CAT 1160 V-8, and also a 180 Cummins, so I've learned a lot and got dirty many a time. And now I do it full time, except when I am overseas with my projects.

I currently have several Crowns, some Gilligs, a Ford/Gillig, a Bluebird/Ford, and GMC with an Allison automatic. Two of the buses are triple axle, with both five and ten speeds, and Jake Brakes. I have buses with Cummins, CAT, or Detroit power. I also have LOTS of tires and bus parts. I mean LOTS!

I fund my non profit work thru bus and fire truck sales and parts, so every dollar I earn can literally save somebody's life, so it is a good incentive. Plus I am not stressed out because it is not a business per se, I have a job with the school district whenever I want it, so money doesn’t worry me.

I just give all the bus money away, but it makes my non-profit have some oooomph, and lets me buy tools, my one hidden vice. TOOOOOOLS! I LOVE me some tools! And one tool can speed up a job by hours, or save your body, so they are worth every penny. (that is how I rationalize it!)

I have been donating buses full of medical aid to poor places for about 16 years, and I always dismantled a bus to go with the donated bus so they would have spares, instead of the thing just sitting the first time it needed a hose clamp or a brake spring.

So now I have dismantled 14 Gilligs, 3 Fords, 2 Crowns, a fire truck, and several small pickups. I have 6 more Crowns and about 4 more Gilligs to go, and 3 fire trucks, so I pretty much know Everything About Their Innards, and I save all the parts big and small, so you would never get stuck needing some rare part. And I don’t hose people on the price either, I don’t want to nor need to, I’d rather make friends.

Anyone is welcome to come to my yard, look at any bus you want and drive it, check it out with a mechanic, etc. I don’t sell vehicles with problems, I want people to recommend me, and my reputation and integrity are very important to me. Honesty isn't the best policy, it is the only one that works.

So when I get a bus, I drive it for awhile, inspect it, crawl around and look and listen and smell for anything odd, and when I am sure it is OK, it goes for sale. If it has fatal problems, it just gets parted out, - I will sell the parts eventually anyway.

I have a very simple policy on selling anything, from an entire bus to the smallest part. If you are unsatisfied with anything, just return it undamaged for a full refund. That includes the entire bus for the first 30 days.

Something else I do is have ask who gets a bus come to Fresno, and spend a day or so while I teach them about their bus. We can do things like plumb in the bus' air system so you will have on board air at 110 psi, service the bus' oil and filters, take a black marker pen and identify all unfamiliar components, write down all the important data on your bus (filters, belts, tranny/differential numbers, etc) because then I open a file on the bus that will never get lost.

I can also make up manuals for each bus if someone wants me too.

On the day you have with your bus, I will do all the labor for free, all you have to do is buy the oil or filter, or air hose (or beer) etc. I charge 35 bucks an hour regularly (Cheep for a diesel mechanic, if I do say so myself) but you will get a day of me, or two if necessary, for free.

And I have lotsa stuff good but inexpensive stuff too, like the air hose and all fittings are only 12 bucks. Takes about 15 minutes to install. I buy about $15,000 a year at Harbor Freight, and after selling about 35 buses, I can already anticipate people’s needs. They also give me 10% off of all purchases, and trust me, if I’m buying it it’s on sale already. I pinch pennies hard.

So if you want an air hose, a jack, an inverter, a good but inexpensive wrench or plier set, a tire filler upper/checker, I got it. And not junk, the same tools I use meself. I don’t mark up tools, I give folks the same deal I get. So you will leave outfitted with whatever you need, and if you got tools already, it is no sweat for me.

So if you need any help, feel free to give me a call or an e-mail. I will give you advice whether you get a bus from me or not. The more people who know about me and my bus/fire trucks collection, the more potential customers and friends I can have.

Have a good one.

Patrick Young
http://www.fresnoalliance.com/wheelchairproject
Fresno, CA
WheelchairBusProject@yahoo.com
(559) 244-1042 (559) 251-3814
===========================================

posted in Diesel - 0 replies

Got bunchas o' buses

patrick — Mon, 16 Jul 2007 01:11:04 GMT

posted in Diesel - 0 replies

Ford recalls Super Duty trucks after tailpipe fires

Doctor_Who — Wed, 13 Jun 2007 17:09:22 GMT

Ford recalls Super Duty trucks after tailpipe fires
Thu Mar 22, 2007 8:24AM EDT

By Kevin Krolicki

DETROIT (Reuters) - Ford Motor Co. said on Wednesday it was recalling over 37,000 of its new 2008 model-year F-Series Super Duty trucks after reported tailpipe fires in the diesel version of the pickups.

Ford said it had received reports of three cases where leaking fuel or oil ignited when trapped in a diesel particulate filter near the tailpipe of the new trucks.

In one case in Texas, a truck's hot tailpipe set off a grass fire when the driver pulled off the road, a Ford spokesman said.

The fire was quickly extinguished, and no injuries or accidents have been reported as a result of the incidents, Ford spokesman Dan Jarvis said.

"This is an important product for us and an important customer base, and we want to move swiftly to make sure this does not become a safety issue for our customers," Jarvis said.

The recall represents the second glitch since their January launch of the new Super Duty trucks.

The heavy-duty work truck is one of the automaker's most profitable vehicles and its sales success has been seen as key as Ford tries to rebound from a $12.7 billion loss last year.

Navistar International Corp. briefly halted shipments of the diesel engines for the new trucks to Ford in late February because of a contract dispute, although both sides have since been meeting under court order to resolve the matter.

Ford dealers were advised on Wednesday to stop selling the roughly 29,000 Super Duty trucks with 6.4-liter diesel engines on their lots until engine control software can be updated.

That work should begin on Thursday and could be completed in less than 10 minutes per vehicle, Ford's Jarvis said.

Super Duty trucks still awaiting shipment from the Louisville, Kentucky plant that makes them will have their engine control software updated there, he said.

Customers with the first 8,400 diesel Super Duty trucks already on the roads will be notified that they should bring their vehicles into dealerships for the same fix, said Jarvis.

Ford will send out a recall notice to customers in early April and dealers may contact them before then to alert them to the potential problem, he said.

Gasoline-powered versions of the Super Duty and previous model-year diesel trucks with 6.0-liter or 7.3-liter engines are not affected by the recall.

The software upgrade will reset the powertrain control module on the Ford trucks. In cases where the system detects unusually high temperatures in the diesel particulate filter, the control module will power down the vehicle.

The aim is to allow drivers to pull safely to the side of the road to allow it to cool before proceeding, Jarvis said.

Ford also wants to take advantage of the recall to shift a battery cable on fewer than 10,000 of the first Super Duty trucks produced in order to keep the cable from chafing against a shield that prevents water and mud from getting into the engine.

http://www.reuters.com/article/tnBasicIndustries-SP/idUSN2131846020070322

posted in Diesel - 1 reply

Project truck

Doctor_Who — Sun, 22 Apr 2007 07:44:06 GMT

So folks after careful thought and consideration and allot of research I have decided that I'm going to <hopefully, dependent on tax refund> purchase a used old diesel truck with lots of miles on it and do a upgrade of the fuel lines and setup it up for a dual tank diesel/biodiesel optionally diesel/SVO setup.

Eventually I'll be making it a totally alternative fuel vehicle to run on biodiesel/svo 100% of the time with NO fuel dilution even during winter months..... which is very aggressive and will take a fair amount of modification, research and experimentation before I will feel completely comfortable with.

I'm very excited about this and as not to jinx my normally non-superstitious self I will leave it hanging their. I still have some experiments to do to prove my concept and since I have only been working off schematics thus far, I'm sure some modifications to my final plans, but I will keep you posted on things as they develop.

posted in Diesel - 1 reply

VW's Heritage Search has started

Doctor_Who — Sun, 08 Apr 2007 18:40:30 GMT

Due to recent increased consumer interest in its diesel line of vehicles, VW has finally realized this is a good thing (who says VW's board is out of touch with consumers? *sarcasm*) and they are going to be beginning a new marketing scheme to promote diesel vehicles in the USA.

This new marketing scheme is called the "VW heritage search". The idea is that VW is looking for 2 vehicles, one with the most miles on an original engine, and the oldest (model year) vehicle with an original engine. Obviously the VW in question must be a diesel, registered for road use and still run..

http://www.vw.com/tdi/

The winner of said contest gets the use of a fuel guzzling Touregg for six months in exchange for keeping their fuel sipping diesel running for so long. Good luck and may the best person "win".

posted in Diesel - 0 replies

Welcome New Foiks!

Doctor_Who — Sun, 08 Apr 2007 10:56:12 GMT

My apologies for not welcoming the new folks individually in the past couple months I must admit I've been a slack ass in keeping up with my obligations to welcoming new ppl and updating previous topics that I have been talking about, but I've been busy in my research and correspondence with corporate types. Their just aren't enough hours in the day, ever.

Anyways welcome aboard and please feel free to tap into the knowledge of the board. I am but a mere humble moderator charged solely with trying to stimulate conversation and troll eradication. I have another 10 years of education before I will even begin to consider myself a master in the fields that I am pursuing.

Knowledge is power and information is free, so if you have it or are looking for it please share it.

posted in Diesel - 0 replies

Peugeot Steps up to the plate for Le Mans

Doctor_Who — Wed, 14 Mar 2007 14:36:28 GMT

http://www.autoblog.com/2007/01/11/diesel-le-mans-challenger-peugeot-908-hdi-gallery/

Diesel Le Mans challenger Peugeot 908 HDi gallery

It's that time of year already. As soon as the calendar flips, racing teams are eager to get a jump on the competition and start showing off their new whips. Testing sessions for many series are underway and images of the racers are starting to surface. One of our favorite forms of racing, Le Mans prototypes, is no exception. We elsewhere covered news of Mazda's new 4-cylinder Lola competitor for the ALMS and here we have the Audi R10 challenger from Peugeot. While we saw a prototype of this racer on a display stand in Paris last fall, here we have a small gallery of images from the track. For those who might not remember, the 908 HDi features Peugeot's new HDi V12 that was also shown in the Maybach Exelero-like 908 RC concept sedan.

The 5.5-liter twin-turbo diesel is all-aluminum and utilizes common-rail direct-injection. It's twelve cylinders are arranged in a 100-degree V, for a lower center of gravity. The engine should be good for more than 700hp in race trim. Like the championship-winning R10 TDI from Audi, this diesel should provide a lot of torque and improved fuel economy over a gas engine. The oil-burner channels its power through a six-speed electro-pneumatic gearbox and a self-locking electronic differential.

This Peugeot is also the first closed body-style Le Mans proto, which meets the new regulations. It also offers a visual link to the company's old 905, that won Le Mans in '92 and '93. Looks hot in naked carbon fiber.

Thanks for the tip, ALMS Mike!

posted in Diesel - 2 replies

F350 timeing

GXAOUI — Sun, 11 Mar 2007 21:13:16 GMT

Hi, I removed my fuel injector pump incorrectly and now have to reset the timing on it. My manuals do not fully cover this, and I am looking for more info.
I also need to find the 8 point socket needed to replace the pump, anyone in Oakland have a set I can barrow? Or the timing equipment? Or a suggestion on someone who can do it inexpensively? Thank’s!

posted in Diesel - 5 replies

Bio-diesel and veggy oil injector pump issues

GXAOUI — Mon, 12 Mar 2007 21:10:42 GMT

I have to replace my Injector pump, and in talking to the rebuilder, he told me that only a few pumps out there can tolerate Bio or WVO for any length of time, the oil is very pervasive and will eventually gum up the pump and clog it. Even with careful usage in heating the oil and purging the system at shut down. Now this is not going to stop me from using it but he said that he has a customer that brings his WVO fleet vehicles in for rebuilds every few months. Unfortunately he had no data on the mileage/useage of the pumps he works on, this makes it difficult to predict any wear patterns or time frame of damage.

posted in Diesel - 2 replies

"The Gift of the Turbi", a (post) holiday classic

patrick — Mon, 26 Feb 2007 20:12:36 GMT

There was a man, a young man of good heart and character, and he had a bus that he loved. The bus was the shiny yellow and black apple of his eye, and their love was complete. He veritably lived inside of her, caressing her ample bumpers and buying her all manners of distilled waters and fancy spray paints.

And she loved him too; she loved him as strongly as a bus could love a man, that tall (10 feet) long legged (35 feet) 19,000 lb lady from Hayward, and things were good.

She was a comely bus, old fashioned values and smog, and was blessed by the lord with the gift of turbo, a lovely tress of curly cast iron that adorned her intake manifiold like a jewel in a Princess' tiara. It was their pride and her joy.

And the man also possessed one thing of great sentimental and personal value: a classic turbo boost sphygomometer given to him by his grandfather, a toxic filled graduated glass and brass mercury tube of wonderful complexity that he would lovingly plumb into his beloved when he wanted to see her smile. On sundays they would go to the park and he would gently lift her covers one by one, and there they would sit, whiling away the hours in the joy that only lovers share.

The couple was poor, and didn't drink the finest Rotella, nor could afford Michelins on the table except during special occasions. And then one year, the Saint Valentine's Day holiday approached, and they were both left in a quandary, how could this poor bus and man properly show their love on this special occasion?

Finally February 14th arrived, and after a hard day at the yard, the man came home to find his beloved bride sitting, parked near the one ton, behind the trailer, near the stack of pallets where he stored the brake drums and the power steering pumps, with tears/condensation in her headlights, but still shining the most lumenous of glows towards her chosen seat taker. And the man excitedly approached her, cleverly concealing a package from his beloved's low beams.

(break for commercial)

(Scene returns to idyllic backyard full of bus parts and Japanese and American pickups)

"Look my dear" he cried, "I have the finest of gifts for the bus that has been my veritable foundation of transportation for so many wonderful years." And from under his cloak, he produced a box. And there, inside the box was a lovely air heat exchanger from Cummins in Paris, painted beautiful flat black and glowing with a non reflective dullness that shone like the night. (with all necessary connectors and fasteners, and a roll of pink teflon tape)

"Oh my Goodness", she screamed in joy, "how could you ever have brought to me such a precious and costly gift my love?" She began to sigh, and with tears now welling up in her turn signals, she said "We are but a poor couple, rich in maintenance but with a limited parts budget..."

"Well" he replied, "my love for you springs internal, just like your fuel lines, and I confess I sold the turbo boost gage to get the lovely part. but it is OK, we can do it by ear my sweet, love can conquer any vaccuum problem."

And then he spotted a splendidly wrapped box sitting on the dash. "Is that for me my love?" he asked. "A gift from the bus whose broad hips and leaf spring suspension has seen me thru my longest travels and darkest hours... I can't wait to open it!"

He carefully separated the twine, removed the paper, and gently lifted the lid off the box. And there inside was a 3/16" thru 7/8" SAE and metric adapter set for classic sphygamometers, lovingly hand chromed from Taiwan.

And then tears began to well up in his eyes, as he walked, slowly, to the side (driver's side, door behind the radiator door) of his beloved, and lifted her skirts gently for the thousandth time.

For he knew the truth already........ . . . there in place of her lovely turbo was a simple metal plate, her chestnut colored curl now nothing more than a 5 X 8 piece of aluminum or cast or pot metal or something, (it had paint on it) and her flowing manifolds had been shorn to the scalp.

And as they looked at each other, and felt the love and tender mercies that only a long time committed driver and machine can hold dear, and nurture thru the years,-- there was peace, and then they drove, hand in wheel, down to Flying J for a quiet, intimate fill.

And life was good, and love had flourished and flew and soared for a brief minute on God's Green Earth.

("The Gift of the Turbi", a holiday classic)
available on CD and cassette

http://autos.groups.yahoo.com/group/CrownandGillig/

==============================

posted in Diesel - 1 reply

Dodge diesel engine question

painter_steve — Mon, 29 Jan 2007 21:00:19 GMT

I seem to remember a conversation about not buying past a certain year when looking at buy older Dodge diesels for running biodiesel. Something about the fuel pump?

Am I remembering incorrectly? If not, what year? Looks like things changed in 1994.

posted in Diesel - 4 replies

China Cleans Up Diesels

Doctor_Who — Wed, 14 Feb 2007 05:25:58 GMT

From the Peoples Daily
http://english.peopledaily.com.cn/200404/09/eng20040409_139915.shtml

New diesel technology runs cheaper, cleaner
A Chinese research team has developed an affordable solution to diesel engine emissions, opening the door for expanded use of the cheaper-than-gasoline fuel.

A Chinese research team has developed an affordable solution to diesel engine emissions, opening the door for expanded use of the cheaper-than-gasoline fuel.

The new engine features a catalytic filter designed to collect soot and remove oxidized nitrogen -- the two major products of diesel exhaust.

The team, comprised of researchers from the Chinese Academy of Sciences and Beijing Normal University, said the new diesel engine design is likely to meet the European III emission standards if the solution is used.

Team co-ordinator Zhuang Yahui told China Daily a package of suggestions has been submitted advising Beijing to use the new engine, which could substantially reduce air pollution in the capital.

"Tests have shown the solution is cheap and policy makers should consider it," said Zhuang, a professor with the Research Centre for Eco-Environmental Sciences under the academy.

At present, many of the city's vehicles run on gasoline and natural gas, but some trucks still consume diesel fuel. Exhaust from diesel engines is a major contributor to air-borne particles, the main pollutants in Beijing.

Cheng Ying, an official with the Beijing Municipal Environmental Protection Bureau said the new engine design could be economically and environmentally useful in achieving the Chinese capital's lofty goal of cleaning up air pollution during the coming years.

Despite the government's best efforts, including switching from coal to natural gas as a preferred fuel, phasing out leaded gasoline and greening unpaved land, Beijing continues to have only fair air quality most of the time.

Zhuang's group has been involved in a seven-year research programme funded by the Swedish International Development Co-operation Agency.

Eight Asian developing countries including China, India and Viet Nam have participated in the programme, which is aimed at finding technical solutions for dealing with waste water, solid waste, air pollution and hazardous waste.

Beijing is one of the six Asian cities conducting research on improving air quality since the programme started in 2001.

Over the past several years researchers have monitored spatial and temporal distributions of particulate matter pollution in the six cities and submitted suggestions to improve air quality.

The Chinese Academy of Sciences (CAS) and its Japanese partners recently signed an agreement to expand ecological defences for Beijing and adjacent areas.

According to the second-phase agreement on the project, the Toyota Motor Company will donate 150 million Japanese yen (US1.42 million) to plant trees in Fengning County of North China's Hebei Province.

The initiative, which started this month and runs until March 2007, will cover some 1,000 hectares of land and provide a screen against the sandstorms that plague Beijing.

The Chinese and Japanese sides have carried out the first phase of the project, covering an area of 1,500 hectares.

Since 2001, about a dozen serious sandstorms have affected many cities in North China.

Source: China Daily

posted in Diesel - 0 replies

B20 for Dodge / Cummins Diesels

Doctor_Who — Fri, 02 Feb 2007 07:48:24 GMT

From the January 2007 Issue of Biodiesel Magazine!

B20: A Ram-Tough Blend

It’s been a year since DaimlerChrysler announced its support of B20 for use in 2007 Dodge Ram fleet trucks. Now Biodiesel Magazine speaks with the automaker and Detroit-based nonprofit NextEnergy about how this approval might fit in with the development of an industry-accepted B20 quality standard.

By Ron Kotrba

It was a milestone event for the biodiesel industry two years ago when the DaimlerChrysler Group announced it would approve the use of B5 in the Jeep Liberty Common-Rail Diesel, and that the automaker would also factory-fill the light-duty diesel vehicle with B5. It was vindication for those working furiously to get the biodiesel industry off the ground and into the mainstream. It was that point at which biodiesel had arrived, some say.

Last year about this time, DaimlerChrysler made another significant announcement. The automaker proclaimed its endorsement for discretionary public and private fleets’ use—or public policies that requisition the use—of B20 in Dodge Ram fleets, while remaining under warranty. On top of that, all new diesel Rams are coming out of the factory with a tankful of B5 this year.

The Ram comes in 1500, 2500 and 3500 series. For 2007 Dodge Ram 2500 or 3500 series trucks, deemed the heavy-duty version compared with the lighter 1500 series, either a 5.7-liter gas-powered Hemi V-8 or a Cummins 5.9-liter diesel-powered inline six-cylinder engine comes standard. The 2007 model gas engine comes available with a flexible-fuel package, meaning it can fuel-up and operate on E85. To sum it up, DaimlerChrysler has both ends of the biofuels spectrum covered.

The biodiesel industry, however, is much less mature and cohesive compared with its distilled-from-corn cousin ethanol. Moreover, different feedstocks used in production give way to alkyl esters of varying properties. The industry-accepted standard for test methods and fuel specifications pertaining to neat biodiesel—ASTM D 6751—is still evolving to better serve the pursuit of quality in this industry, which no one needs to be reminded is paramount. Experts meet relatively frequently to discuss how the standard might need to change in order to more effectively account for quality issues arising in the field.

While the B100 standard is still evolving, a concerted effort is underway to solidify the characteristics of an industrywide B20 standard. Such a standard would have to pull in parts of petroleum diesel fuel’s quality standard—ASTM D 975—plus the neat biodiesel D 6751 standard, in addition to accounting for “unexplainable” phenomena arising out of blending 80 percent diesel with 20 percent biodiesel. For example, results gathered by Cummins (the supplier for Ram’s diesel engine) indicated abnormally high amounts of deposits formed at the B20 level. While information gathered from 2007 Ram fleets is expected to aid the development of a B20 standard, those involved seem to think of it more as a figurehead—or even a show of faith—leading the way to wider B20 acceptance, as opposed to an entrenched program designed to amass all of the answers.

Making It Official
“Our goal is to identify a few fleets using B20 that we can track,” says Loren Beard, senior manager of fuel legislation, regulation and policy with DaimlerChrysler. Beard says implementing the Ram B5 factory fill and informing customers about B20 sums up what has been done since the auto company’s announcement last year. This isn’t really a program, though. It doesn’t come with a set of rules or guidelines detailing what type of data DaimlerChrysler expects to receive from its participants, or how often. “We’re not really monitoring anything or laying out any rules,” Beard tells Biodiesel Magazine. “The reality is that people are already using B20 and have been doing so for a decade.”

What DaimlerChrysler does recommend for fleet managers who would like, or are required, to use B20 is: that the fuel passes specifications laid out in the standard developed by the military, that the biodiesel be purchased from producers and distributors focused on quality assurance, and that a supplemental fuel filter be used alongside the stock filter found standard in the Dodge Ram. “The [B20] military specification is based on ASTM, plus it includes conditions over and above what ASTM calls for,” Beard says. “For one, it says that the fuel must be used up within six months.” According to the International Association for Stability, Handling and Use of Liquid Fuels Inc., the military developed its B20 standard—CID A-A-59693 A—in January 2004. “We also recommend they have a water-fuel separator, work with high-quality producers and distributors, and we certainly suggest BQ-9000-certified suppliers,” he says.

There are no “costs” for DaimlerChrysler associated with this quasi-program, either. “We’ll supply the water-fuel separators out of our dealerships,” he says. Beard couldn’t say how many fleets have used B20 as a result of the announcement. “We knew since the Energy Policy Act passed [that] there’d be a rising interest,” he says.

DaimlerChrysler has surrounded itself with the right partners to develop and implement this B20 standard. “DaimlerChrysler is working with NextEnergy in Detroit on this,” Beard says. “We’re also working with Bosch, Delphi, Ford and Biodiesel Industries to develop this standard, with a goal to have one in place or agreed upon by the end of 2007.”

Bosch, maker of the common-rail fuel injection system, is concerned about higher-level blends of biodiesel like B20, mainly due to the increasing pressures under which fuel gets sprayed into the cylinders and how biodiesel—not necessarily off-spec—might foul up injector nozzles over time. Nevertheless, Tom Livingston, senior engineering representative of Bosch, said after the late-spring 2006 Biodiesel Summit held at NextEnergy’s Center in Detroit’s Tech Town: “We’re optimistic that a prudent B20 ASTM spec [will be] developed cooperatively by the fuel and manufacturing equipment industries.”

Beard tells Biodiesel Magazine that DaimlerChrysler hears from Bosch “all the time” on the use of B20 in Dodge Ram fleets and, hence, Bosch’s injectors. “Bosch does endorse the use of B5,” he says. “It didn’t back the use of B20, but it’s not opposed to it either.”

Broader Work, Intentions
NextEnergy, a nonprofit group, was founded in 2002 and focuses on the commercialization of energy technologies that contribute to economic competitiveness, increase U.S. energy security and benefit the environment. “At NextEnergy, we have a program that we’re facilitating with DaimlerChrysler and a number of other companies to help facilitate a faster acceleration of a B20 standard,” says Jim Saber, director of program development at NextEnergy. “We started with the Department of Energy on this objective prior to the DaimlerChrysler announcement on Ram fleets. Funding for this particular project—developing a B20 standard—is in large part coming from the energy department. Other programs NextEnergy is involved with are supported by the Department of Defense, private companies, philanthropic organizations and individuals.”

Even though DaimlerChrysler and NextEnergy are working toward this aim together, one didn’t necessarily cause the other to act. “Our program isn’t designed to be specifically for Ram trucks,” says Saber, who adds that automakers like DaimlerChrysler are serious about developing a B20 standard because they need a specification to design equipment against. “The goal, as we see it from an industry standpoint, is that the [original equipment manufacturers] aren’t able to warranty vehicles using B20 because there isn’t a standard for B20. NextEnergy believes if we have an industry-accepted ASTM standard specifically for B20, there’d be greater opportunity as a whole in the North American market for biodiesel and diesel vehicles, too.”

According to Beard, one task the auto group hopes to learn from this endeavor is the ability to correlate the stability of B20 and that of B100. “We see stability as one of biodiesel’s biggest problems,” Beard says. “There are additives for that though.”

DaimlerChrysler’s endorsement of B20 in Dodge Rams is a step toward a B20 standard. “It’s a big step,” Saber says. “DaimlerChrysler is saying, ‘Here’s a blend of B20 we will support.’ It’s a very big starting point.” NextEnergy is committed to this work, gaining a better knowledge base and understanding to develop this standard—to do it right, Saber says. “From a business standpoint, if we have a strong standard, we can really grow this industry,” he says.

Ron Kotrba is a Biodiesel Magazine staff writer. Reach him at r kotrba AT bbibiofuels.com or (701) 746-8385.

posted in Diesel - 0 replies

last call: volvo diesel wagon (82) valve clearances?

Pigboy — Sun, 21 Jan 2007 02:53:00 GMT

one last attempt at finding someone with the specs for an 82 volvo diesel wagon's valve clearance specs before i just bite the bullet and pay a local shop to adjust em..... none of the usual manual mfgrs make a manual that covers this car (volvo factory diesel with a VW diesel engine). and so far I haven't found these specs online.....

anyone who has the knowledge on this particular frankenstein car and/or a manual I could borrow/photocopy/buy please pipe up. Volvo wants $4,000.00 for the entire set of shop manuals (ha ha ha).

anyhoo. back to my post workday beer.....

posted in Diesel - 0 replies

Not firing on all cylinders

Doctor_Who — Fri, 19 Jan 2007 08:33:00 GMT

So on 29 DEC 2006 I hopped into the ambulance a 1998 Ford E-450 6.0L Powestroke V8 Diesel with a P.L. Customs body (found here on the apparatus page http://glenndalevolunteers.tripod.com/id14.html ) of my fire company to respond to a call. While on the way their I happened notice that the engine didnt quite sound right. I checked the mirror and the exhaust wasnt anything different than normal and their wherent any warning coming up on the onboard monitoring system (its an ambulance thing) or the vehicle idiot lights so we continued to respond to the call.

I'm not going to get into the details of the call, the truly curious can read our website, but save to say no ambulance services where needed, which gave me a little time to monkey around with a stick and a stethoscope under the hood while we where waiting for a light support unit to show up. I was able to hear that one of the cylinders was not firing. Barely noticable at idle, it became more pronounced with increase in rpm, mostly because the engine was partially quiet on that stroke and the turbo did drop in pitch ever so slightly.

I was thinking injector nozzle failure but wasnt ruling to out injector pump problems as well. I was appalled to get back to the station and pull the dipstick to find the engine was low on life blood. That was too much to bear, and to find out the engine had been operated like this for a period of 48 hours, I put the ambulance out of service immediatly.

I did a little research and found out that the 6.0 Liter Powerstroke was a replacement for the 7.3 Liter Powerstroke in medium duty trucks (in our case, chassis) and that it has a history of injector nozzle problems and turbo failures (Ford claims because of dirty air filters). It looks like this engine was Ford's first entry into high injector pressure computer controlled injection. I'll have to research that more since I'm not really a Ford guy. But I'm both excited and scared.

Anyways we just got the Ambulance back from the engine shop today, and her little complicated heart is purring back at its normal pace. We are sending her back out to get her brake pads replaced and reset, some adjustments on the proportioning valve and probably a stabilizer and joint replacement on the officers side. I'm not sure who decided that medium duty van conversions would benefit from underated independent suspension, I'd much rather have a solid axle in the front with torsion bars. I'd rather have stability to minimize body roll than a cushy ride. I guess the ppl who design these things have perfect test tracks and dont have to swing sharps around in close quarters.

posted in Diesel - 0 replies

Good diesel buses available at reasonable prices

patrick — Fri, 12 Jan 2007 12:19:25 GMT

Howdy folks

I just got some more buses. All diesel, nothing over 4500 dollars, all with warranty.

Two have automatics, all the rest are 5 or ten speed manuals.

Just give me a yell if you know anyone who needs a bus or any bus part

Thanks

Patrick Young
WheelchairBusProject
www.fresnoalliance.com/wheelchairproject
(559) 2651-3814 or (559) 244-1042

posted in Diesel - 0 replies