Canada helps Ford build diesel engines, Florida scientist stores CNG in a sponge and more sled pulling photos from California.

    1. News reports say Ford is going to build small diesel engines for cars and light pickups at its recently closed Essex engine plant in Canada. Conservative Canadian Prime Minister Stephen Harper pledged 80 million dollars if Ford was willing to come up with the other 600 million. 30 years ago the liberal Pierre Trudeau made the same offer to Ford.

Source: canada.com, Chris Vander Doelen, The Windsor Star

2. Miami University chemist Hong-Cai Zhou discoverd a sponge called Porous Coordination Networks 14 (PCN-14) that sucks up methane and stores it compactly. This would be better than a tank of CNG.

Source: www.miamistudent.net ,Ben Garbarek, Miami Scientist Discovers Material for Storing Methane

3. Here are some more pictures from Lancaster, California. I wonder if a Jeep could sled pull. It would be fun to try.

While preparing an end of the year section for the December issue we’ve decided to run a “10 Best” section for 2008. So, we’re wondering what 10 trucks you thought were the best?

Any feature we’ve done in 2008 is up for grabs, so send us your 10 favorites that you think are most worthy.

So far, I’ve voted for the “Double Overtime” feature that associate editor Jason Sands wrote for the February issue, Jeff Deans’ sled-pulling, CNG-powered, 38mpg-having Duramax featured in both the August and September issues, and the Dodge “BFT” featured in the March issue. As I write this however, features like the Banks “Sidewinder” truck, Scott Vorhees “Big Bad Dodge” and the Cummins-powered Dodge Power Wagon, written by editor David Kennedy come to mind.

Let us know what we're missing. Better yet, tell us what 10 trucks belong in this end-of-the-year section…

I think we’re finally ready to kick some gas, as all of our first-gen Power Stroke’s aftermarket parts have come in…

Judging by the amount of boxes, I would venture to guess it’ll take us more than a day to install everything. If all goes well though, we should gain 140 horses (minimum) over stock. Yesterday our Power Stroke laid down some “less-than-stellar” numbers on the dyno, but hey, it’s stock so it’s okay, right? Ten short days from now we’ll more than likely see our baseline rear-wheel dyno numbers go from the 100’s into the 300’s.

Obviously, I can’t reveal (exactly) what aftermarket companies we decided to go with until the article is published and is featured in the December issue. But, until then I plan to hint around as to what you can expect in that article. We think it’s a perfect budget build article for someone on a limited budget who managed to saved up his/her pennies for a few years. Or someone looking for a reason to spend that income tax refund they worked so hard for. Stay tuned…

    Here are some pictures from Lancaster.

    What a great show.

I saw this sign posted at the Antelope Valley fairgrounds this weekend in Lancaster, CA. The sign correlated to Scott Vorhees’ “Big Bad Dodge,” Tom Colesanti’s "All Nighter" and Nick D’Amico’s Duramax...

All three trucks were parked and on display just outside the Antelope Valley fairgrounds grand stands. Myself, the rest of Diesel Power’s staff and the pullers themselves owe a lot to this sign. Without it, and the trucks being on display, I’m not sure the grand stand would’ve been as full as it was Saturday night.

Judging by the attendence, I’d say sled pulling definitely has a place on the west coast. And, now that I live out here, I wouldn’t mind being able to travel to a pull every weekend to cover it, and find feature-trucks in the process.

I hope the popularity of sled pulling keeps going strong out here on the left coast. If the sport continues to grow who knows, maybe it will even bring the 1500hp trucks from the Midwest out here to do battle. Only time will tell, but if you have a healthy diesel truck and want to see what it can do with some serious weight behind it, be sure you make it to the area sanctioned events next pulling season. You might just get hooked for life!

The Steyr Monoblock combines the block and cylinder combustion chamber in one casting.

The Monoblock design allows this engine to have a coolant jacket where the traditional headgasket would be. As an added bonus the combustion chamber does not have to be clamped together with bolts which distort the roundness of the cylinders. A drawback would be not being able to get the valves out as easily.

The cam shaft housing of the Steyr is like a normal head split in half with the combustion chamber portion being cast as one with the block and the part that houses the cam, valves and unit injectors being removable. The unit injector found in many vehicles today is produced by Bosch etc, but is Steyr's design and patent.

These engines are found in the U.S. in marine applications it would be cool to get one in a Jeep, pickup, hotrod, golf cart etc.

Big day today. Well, a fun one anyway…

Our ’97 Power Stroke gets to go to Inglewood Transmission’s shop for a Trans Go shift kit install. In the process, the owner, Mike Loverich, can evaluate our torque converter and our E4OD’s overall condition. We hope for the best, as our F-350 has led an easy life thus far with very few heavy tows or drag races, and no sled pulls under it’s belt (so far).

As part of our upcoming budget build, we will have to hope that the Trans Go will help pro-long our tranny’s life, especially with the injectors, chip and exhaust we plan to throw on as well. Stay tuned for that in the December issue where we will reveal exactly what products we chose and why…

P.S. - We're opting for the Trans Go Tugger kit for the sake of towing home our competitor (Bronco) after it blows up trying to make half the power the Power Stroke will.

    The Steyr Monoblock diesel engine's design makes for better cooling and cylinder sealing.   

    The Steyr M16VTI has six cylinders and displaces 3.2 liters. It makes 214 hp and 400 lb-ft of torque while weighing 529 pounds. It uses unit injectors, direct injection and the electronic controller has a limp mode that powers the engine mechanically in case of a massive failure.

Since the engine got rid of high torque head bolts its cylinders don't deform under the pressure. The cooling system offers unlimited flow to the upper section of the cylinder liner  whereas conventional cylinderblock/cylinder head engines form hot spots.

Adding to all of this Steyr offers an integrated flywheel generator. This is the best way to package an electric hybrid. It is compact, self contained, and can be used to balance the diesel engine.

My guess is:
In the future the electric motor and diesel motor will become one.

Congratulations to Shane Kellogg on winning the Super Stock Diesel class at Scheids on Saturday night with a 334-foot pull...

It was impressive to watch all 12 trucks that pulled in this class. I’ve personally never seen so many. And, with 21 trucks competing, I’d say the 3.0 (Pro Street) class had a stellar turn out as well.

In my third year attending the event I also couldn’t help but notice the massive spectator turnout as well. I would venture to guess that this year’s event grew from last years in leaps and bounds. This is a good sign, especially in times of insane fuel costs and a slow economy. For all of you who were contemplating not coming, but bit the bullet and showed, we at Diesel Power thank you. It’s the growth of the diesel enthusiast culture that keeps us so busy and reinforces our desire to put out the best diesel magazine on the planet.

   Westport Innovations uses diesel fuel to help ignite natural gas with outstanding results.                     

    High pressure direct injection (HPDI) cuts NOx emissions by 40%, particulate matter by 80%, and has the same thermal efficiency as good old diesel.

Basically the injector takes in 1 part diesel fuel and 9 parts methane (natural gas or CH4) and combines the mixture  in the cylinder at high pressure. Since diesel fuel has a lower octance than natural gas it ignites first making a spark for the CH4.

This process is similar to CNG fumigation, used on Jeff Dean's Chevy, in the 2008 Diesel Power Challenge.  Although Westport's injector gives the engine more control to manipulate when the different fuels should enter the combustion chamber. 

    A new spin on turning linear motion into rotational motion.     

The first time I saw this engine on my computer screen, I must have stared at it for over an hour.

Will the engine of the future be crankless?

The reason engines are so heavy is because they need a strong bottom end to redirect the piston's force 180 degrees. Think of old steam locomotives they used long arms to accomplish this task, here is a new solution. The Green Steam Engine, invented by Robert Green, uses a flexible transmission rod and moving cylinders to change linear motion into rotational motion. The result is few moving parts, extreme lightness, and integrated valve train. 

Check it out yourself at www.greensteamengine.com

I am ordering plans for the two cylinder version. I would like to build a boiler out of my exhaust manifold and then send the steam to the Green Steam Engine.  The steam engine will connect to a generator that makes "free" electricity for my hydrolysis machine. That's the plan anyway. 

It is interesting to note that one could get just as much power from the heat energy wasted out the tailpipe as the mechanical energy going to the tires!  This means one could disconnect their engine from the transmission and just use it as a furnace for a boiler and get the same efficiency as a normal car. 

    Great news! New energy discovery! Lakes of hydrocarbons in the form of methane (CNG) and ethane along with dunes of coal all equaling hundreds of times more the total carbon energy previously thought obtainable on earth, found.        

    You might have heard about the "Abiotic Theory" which says the majority of the oil we use is a natural product of the earth rather than a fossil fuel.  Or how about Alaska is our oil savior. There are others.  They fly in the face of mainstream science and if you believe this train of thought, here's one better.  I just came up with it so the logistics are not quite worked out but we can do it.

NASA just discovered, on one of Saturn's moons, vast energy resources in the form of  CNG and ethane. The carbon energy is there for the taking.    The U.S. has  just found another frontier.

We could load up space barges with the fuel and ship them to earth. There is enough carbon energy to supply every man, women, and child with 50 barrels of energy a day! The high initial cost could be spread out over the long term. I think $2 a barrel would turn a nice profit. Our quality of life index is going to go through the roof.

    FEV Engine Technology has a more compact system compared with liquid urea NOx exhaust aftertreatments.  

    Exhaust emissions is not a very fun topic. No one will ever write a song about their catalytic converter with as much feeling as one about a fine 409. Let's wallow through this subject together. Misery loves company.  If we must have an aftertreatment for our exhaust one like FEV's might be the easiest to swallow. 

Instead of using a solution of urea and distilled water ( base) to quench the NOx (acid) the FEV's system uses ammonia carbamate. This results in a volume reduction of 70% compared to liquid urea. Plus the solid is more stable over time. Refilling the replaceable solid cartridge seems easier than dealing with liquids. Another benefit is the solid provides an inherently pre-heated gas to be introduced to the exhaust. Sublimation (solid to gas) occurs at 60 degrees Celsius this means heating systems are not as crucial compared with liquid urea that freezes easily. 

I get to make my way to Indiana, and home, tomorrow for Scheid’s Diesel Extravaganza…

The Midwest is a hot-bed for diesel performance to say the least. Scheid’s event is sort of considered the final bash before the end of summer. The last two years that I've gone to the Extravaganza, I considered it my back-to-school event (Actually, the last fun-filled event before I had to hit the books again) while attending Eastern Illinois University.

A lot is in store for oil-burner icon Dan Scheid’s Diesel Extravaganza this year. For the first time, we are sending two staffers to cover the ever-growing event. In addition, this year’s event will yield endless possible features on trucks. Whether you’re looking to hook to the sled, drag race, dyno your truck, enter the show & shine, buy parts, camp, or just watch, Scheid has almost everything the everyday diesel enthusiast could ask for. We look forward to seeing you there…

Would you guys be interested in a feature on the winterizing of semis up in the arctic?

The hit show on The History Channel showcases truck drivers hauling everything from medical supplies to isolated communities to tools, equipment and fuel to MGM Energy Corporation’s oil and gas explorations in Canada’s northwest territories.

Each truck has to go through a unique winterizing process before each season begins. Would trying to make a truck survive -40 degree weather interest you? We were thinking we could do a feature on one of the ice road truckers’ trucks, or just on the winterizing process the mechanics go through every season.

Or, would you rather see a feature on winterizing a pickup instead? We think either of these options would be worth exploring, especially since winter will be here before we know it.

    We should get a Top Ten Best Diesel Songs list started.  

Back in the day my good friend and I would work on our vehicles in his garage. It was more like a dedicated shop compared to a meager garage. Besides tools there are various necessities a proper work space needs. For example a fridge and a sound system.

There are two schools of thought when it comes to music and working. Some say music is a distraction, all your brain power needs to be concentrated on the task at hand. I think this is true to a point but I follow the second school which says better music equals better projects. Music is inspiring and the different vehicles in my life all have different sound tracks that play in my head when I think of them. 

My friend would take pictures of the work  he did on his car and then turn the photos into a slide show with bad tunes playing in the background. The effect was stunning. This same friend would make sure the perfect song was playing before we would take his "Stang" 5.0L Mustang out for a test drive to assess the modifications. If ZZ Top's La Grange was playing it was wise to hang on.

For a little more than a year now I have been running a 1-ounce per gallon mixture of an “anonymous” cetane-boosting diesel additive in my Power Stroke…

I have followed the directions to a “T” and have noticed no increase in mileage. The only peace of mind running the additive gave me was that it was providing vital lubrication that ULSD fuel lacks. Recently I’ve discovered that, thanks to Diesel Place’s additive test in August of 2007, two-stroke oil provides more lubricity than the product I have been running.

After learning of the good lubricating capabilities that two-stroke oil can provide, I think I’m going to start running a 200:1 mixture of it. I’ll be sure to report any mileage improvements (or decreases) I experience. At the very least, I will have peace of mind (once again) knowing that my older diesel is getting the lubrication it needs. Even more peace of mind than the previous additive gave me. At the end of the two-stroke trial I then plan to run Opti-Lube’s XPD formula, so stay tuned…

Well, some of our parts are on their way for our gas vs. diesel budget build here at Diesel Power...

So far we have a turbo-back 4-inch exhaust from MBRP on the way and two TransGo shift kits to choose from. One is the E4OD HD (installed with transmission intact) and the other is TransGo’s Tugger kit (installed by pulling the transmission) for heavy towing applications. While our project first-generation Power Stroke rarely tows, if ever, which one should we go with?

We are still waiting to order our injectors because we want to know who you think we should get them from? Who’s the best bang for the buck? And, who should we order our chip from? If you remember correctly, we are on a $3.000 budget. However, while we are sure we will make at least two to three times the amount of power our gas competitor will, we think we can do it by only spending $2,000-$2,500. And to tell you the truth, our gasser is already pushing, if not over it’s $3,000 budget.

All suggestions are welcome…

So, are the good ol’ days gone forever? With Caterpillar pulling out of the on-highway truck market it doesn’t look good...

The new stringent 2010 emissions standards have already knocked off one of the biggest names in “on and off-road” vehicles from manufacturing one of, arguably, the best diesel engines in big-rigs. What’s even more discouraging is that while a company like CAT can, and will survive a 10% loss from this, the engine options available in on-highway trucks have more potential to become monopolized, and raise the price of their engine option(s).

For example, a quick browse of Peterbilt’s site revealed that, as of right now, the only two engine options available in their Model 389 are the Caterpillar C15 or the ISX Cummins. So, what happens when the C15 is no longer in the lineup? Does the cost of the Cummins option sky-rocket?

Hopefully in time all of the other on-highway engine manufacturers like Cummins, Detroit, International and Mercedes-Benz will keep striving to meet ever-increasing emissions demands so something like a monopoly never occurs. And, as Jason Thompson just witnessed at the DEER conference in Detroit, it is reassuring to know that each major engine manufacturer attended and revealed plans to meet future emissions standards.

I snapped this photo at a small town car show in Jacksonville, Illinois last summer...

Forgive me for the way the photo turned out, the dark of night really puts the hurts on good photography (or at least lessens the potential for it). Anyway, this late 80s, early 90s body style Suburban sported a 12-valve Cummins, which made my night to say the least. It’s always nice to see a de-gassed version of a vehicle. And even better to hear a diesel mixed in with hundreds of muscle cars, classic pickups and those little fart-can mobiles.

The owner of this crowd pleaser is a tool salesman. I had heard that it took him a full month to get the 5.9 and automatic tranny swapped in. I like seeing average guys with average jobs somehow finding time to make things like this happen. The end product is probably the result of long weekends working on building the perfect diesel-powered Suburban.

    We have two more years before the EPA brings down the hammer.

Here are a few pieces of information regarding the Environmental Protection Agency's new mandate (2001) entitled, "Control of Air Pollution from New Motor Vehicles: Heavy -duty Engine and Vehicle Standards and Highway Diesel Fuel Sulfur Control Requirements."

(I think Diesel Power should have titles like that just rolls of the tongue, right? 

Here are a few bits of information:
  
1. A diesel engine in 1970 produced 90% more emissions than today's versions.

2. There is less than 1,000 days of not so regulated emissions.

3. Manufactures are going to have to cut there emissions another 85% by 2010.

4. Transportation is only a small portion of our total air pollution. 

5. Emissions are measured in grams per brake-horsepower-hour (g/bhp-hr)

6. Oxides of Nitrogen NOx are acidic.  Urea is a base so when added together they neutralize.

7. Particulate Matter (PM) comes from incomplete combustion. 

Questions:

1. Are we focusing too much or too little on transportation pollution?

2. How are the manufactures going to meet the regulations?

Stay tuned for continuing coverage. 

Many of you are running diesel additive in your trucks to combat either the lack of lubricity or lack of cetane ULSD (Ultra Low Sulfur Diesel) provides. But what additive do you think is best?...

Do you prefer a specific fuel additive brand, the cheapest additive you can find at Wal-Mart, used engine oil, or even transmission fluid? We are interested in what has and hasn’t worked for you.

The online buzz is that 2-stroke oil (pre-mix) is one of the best lubricating fuel additives you can run through your trucks engine. Knowing that two-stroke oil is responsible for lubricating the entire top-end of a two-stroke engine (usually under constant throttle) makes its use as a fuel additive in a diesel seem logical (and harmless). After all, one of the major complaints about ULSD (other than it’s lack of energy) is that it does not lubricate as well as previous, higher sulfur fuels did.

We may be testing several additives in the future in a test vehicle and want to know what you think would yield the best mileage results.

Ok so we couldn't wait.  After my teaser in the last blog about a 50+mpg compact car, I just had to let everyone know what the big surprise was.  Ready?  It's a...

...diesel Chevette.  Yup not only is it one of the slowest cars that America ever built (0-60mph in 21 seconds) it also has some of the best fuel economy ratings: 41mpg in the city, and 55mpg on the highway.  Will it really do that well?  Well, we'll find out because we just bought one.  That's right, our new 50+mpg secret weapon is a 1982 Chevette.  If you're laughing now, just wait until you see the article.  A whopping 51 horsepower.  Anyhow, on our 8 mile drive to work, we'll feel a little better now knowing that our little 'vette gets better mpg than anything on the road, even the fuel economy hoil grail, the Prius.  More to come.

   Here is one of Ford's new concepts. The engineers who worked on this project explained it to me at the DEER conference.  

    The first time I saw this turbo I thought it looked like a coiled snake. This turbo opens and closes different chambers  in order to get a better and bigger sweet spot with the boost going into the engine. 

This dual volute design can spin at 130,000 rpm.  I heard tales of a turbo made by the Japanese company IHI which is the size of a thumb and spins at 300,000 RPM.

Leave it to The History Channel to fill your head with all kinds of tid-bit information…

Last night I watched a “Modern Marvel” episode on the first trucks. Among many things, names like Kenworth, Freightliner, Mack, Cummins and of course Rudolph Diesel came up. But what I didn’t know surprised me the most.

Did you know that in 1931 Clessie Cummins drove from coast-to-coast in a diesel truck (Cummins-powered of course) that only consumed $11.22 worth of fuel? Pretty crazy huh? These days $11.22 worth of fuel would be burned off within the first 30-45 minutes of a long road trip.

Also surprising was how unaccepted the first combustion engine-equipped trucks were by the freight-movers that were still using horses. According to The History Channel, horseback teamsters used to back their horses and trailers into the radiators of gas-powered trucks to put them out of commission and temporarily disable them from moving their freight!