Volvo Trucks North America has announced the availability of an engine that meets California Air Resources Board (CARB) 2024 Omnibus regulation requirements for low nitrogen oxide (NOx) and particulate matter (PM) emissions standards.

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Volvo follows Paccar as the second engine OEM to introduce a CARB-compliant Omnibus diesel engine. Cummins also has a compliant natural gas option.

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The CARB Omnibus regulation mandates a 75% reduction in NOx emissions and a 50% reduction in particulate matter (PM) from heavy-duty on-road engines for engine model years 2024 through 2026 compared to existing U.S. Environmental Protection Agency (EPA) standards.

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"To help our customers successfully navigate the complexities of the evolving regulatory landscape, Volvo has developed an engine that meets CARB’s new requirements. Volvo also offers information sessions to help our customers stay up-to-date and empower them to make informed decisions for their businesses,” says Johan Agebrand, director of product marketing, Volvo Trucks North America.

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“We continue to invest in new powertrain and vehicle technologies that support our sustainability agenda and our commitment to environmental stewardship."

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"Volvo Trucks also continues to lead with the Class 8 Volvo VNR Electric truck and to invest heavily in the development of other zero and near-zero tailpipe emissions technologies.”

Although the automotive industry did not become hooked on turbocharging until a few decades ago, the concept has an extensive history. In 1905, Swiss born Dr. Alfred Büchi received the first patent on a turbocharger for a marine engine. However, the concept of turbocharging goes back to the end of the 19th century when both Gottlieb Daimler and Rudolf Diesel were doing research into forced induction. The first turbochargers were not applied to marine or automotive: they were applied to airplanes.A FLYING STARTAround 1918, the GE engineer, Sanford Alexander Moss, applied a turbocharger to a V12 Liberty airplane and subsequently turbocharging was applied to many American airplanes. The first turbocharger from Mitsubishi, however, was not applied to an airplane, but to a ship engine.The first turbochargers were nothing like the advanced technology we know today. Among other things, a lack of proper metal and bearing technology held back their advancement, and this is something that is still being perfected to this day. The materials used were unable to withstand the high temperatures in the engines. As materials improved, they were gradually applied to smaller engines. In the 1960s, Mitsubishi Heavy Industries started applying turbochargers to its large diesel engines. By the 70s, turbochargers were standard on large diesel ships. However, applying turbocharging to cars was a greater challenge. 

AUTOMOTIVE TURBOCHARGERS
The first automotives to have turbochargers were trucks with the first prototypes being made around 1938. The first turbocharged passenger cars did not appear until the 60s, and even then, they were still very unreliable. In the 70s, turbocharging became very popular for Formula 1 racing, and even today this is still the image that many people have about turbochargers.
However, the oil crisis in the 70s also brought on a new awareness of fuel reduction. “Downsizing” by the means of turbocharging provided a great opportunity for cleaner engines, without losing power.
The first successful application to a passenger car was the Mercedes Benz 300DS, which came on the market in 1978. With its achievements of low emissions and better efficiency, this became the first step in winning over the world to the advantages of turbocharging.
In 1980, MHI started the production of turbochargers at Sagamihara in Japan. However, it quickly became apparent that Europe was going to be the frontrunner for turbochargers, so MHI decided to move a great deal of its European development and production to that market. In 1991, MTEE produced its first turbocharger in Almere in the Netherlands, and the first projects were carried out for BMW and Volvo.

MILESTONES
A lot of new breakthrough technologies followed in the years after. In 1992, MHI was the first supplier to apply an integrated bypass valve. And in 1994, MHI developed turbochargers that could withstand much higher temperatures by making austenitic stainless turbine housing. However, an even more important technology was introduced three years later with the invention of the twin scroll turbine housing. By keeping the exhaust gas from each cylinder separated, the twin scroll could utilize the energy from the exhaust gas much more efficiently. This was a great step towards further reducing turbo lag.
In 1999, MHI became the first supplier of a TiAl (titanium aluminum) turbine wheel. TiAl has a lower density compared to conventional turbine wheel material, which makes the wheel spin much easier. In 2001, MHI supplied the first austenitic stainless integrated manifold, which improved the flow and packaging significantly. And in 2005, MHI supplied the first magnesium compressor wheel, which was a lot lighter than the conventional material.
Another great step forward for turbochargers was the introduction of the VG (variable geometry) turbo. The first passenger car fitted with a VG turbo – the Japanese Honda Legend – came on the market in 1988. At the time this technology was still limited, and it took some years before it would catch on. The VG turbo had clear advantages in that it was able to act like both a small and large turbocharger due to the rotating vane system in the turbine inlet. Because of this, the VG turbo could make a narrow throat area when taking off, thus reducing turbo lag and at the same time offering a high flow capacity at maximum power operation. MHI began developing VG turbochargers in 1984 for truck applications and started mass production in 1994. MHI’s VG turbochargers for passenger cars were launched in 2001, and this new technology quickly spread to the European market.
Applying two turbochargers to an engine has been a popular trend for maximizing power while reducing turbo lag. Maserati was the first to use this setup already in 1981 and Bugatti even used a set-up with four sequential turbochargers on a W16 engine. The two-stage concept is usually set-up so that the smaller turbocharger is used for lower engine speeds and the larger one is used for higher engine speeds (whereas the bi-turbo concept is usually two identically sized turbochargers). MHI supplied the BMW N54 engine back in 2006 with a sequential turbo set-up, which was referred to as “TwinPower Turbo”. This engine became very successful and won several awards.


THE FUTURE OF TURBOCHARGING
The history of the turbocharger is far from over. The high demands for emission reduction and electrification paves the way for new technologies. The next chapter in the history of turbocharging will entail various types of electric boosting in 48V hybrids, a growing market in VG for gasoline vehicles, lighter and more heat-resistant materials and components, among many other new features. Furthermore, while the European market is close to being mature, there will be a massive growth in turbocharger demand in other parts of the world where emission legislation is catching up fast. n
Contact Information:
Catherine Shergi
CShergi@mitsubishi-turbo.com

Stratas Advisors Ranks Top 100 Countries

Sweden continues to reign at number one with advancements in policies followed by Germany, Japan and Finland. European countries dominate the top 40

From: prnewswire.com - Stratas Advisors

HOUSTON, March 16, 2016 /PRNewswire/ -- Stratas Advisors' annual top 100 rankings report affirms a continued global movement toward lower sulfur content in diesel. For decades, policymakers and industry leaders have placed emphasis on reducing sulfur limits in fuels. Sulfur compounds (naturally found in crude oil) have adverse environmental and health effects when emitted into the air through fuel combustion. Diesel de-sulfurization dramatically improves tailpipe emissions.

Stratas Advisors' report cites a number of countries that have positioned themselves through policy initiatives to make advances in the near future. Sweden continues to reign at number one followed by Germany, Japan and Finland. European countries dominate the top 40. Since January 2009, they have been required to implement 100-percent market penetration of sulfur-free (less than 10 ppm) fuels. Sweden led the way with full market penetration in 1990. Sixteen countries moved up or were newly added to the 2016 rankings.

"Sulfur continues to be a key parameter in diesel quality improvement around the world," said Huiming Li, Director - Global Fuel Specifications. "Eight countries moved up the ranking because of reductions in diesel sulfur limits in 2015-2016. These 8 countries came from the emerging economies of Asia Pacific, Latin America and the CIS, including Russia which moved to a diesel sulfur limit of 10 ppm starting January 1, 2016."

Kyrgyzstan, Macau, Paraguay, Philippines, Russia, Sudan, Ukraine and Vietnam moved up because of changes in sulfur limits over 2015-2016.

Bahrain, Belarus, Fiji, Kazakhstan, Lesotho, Malawi, Mozambique and Papua New Guinea did not see changes in their sulfur limits during 2015-2016, but moved up as a result of Azerbaijan, Qatar, Turkmenistan and U.A.E. moving down the rankings.

Other than sulfur reduction, these elements are also important in determining diesel quality: cetane, lubricity, polyaromatics, density and cold flow.

To establish the rankings, four primary criteria were used (in order of importance):

1. Maximum allowable limits in national standards and legislation
2. Year of implementation for sulfur limits as required by legislation, and year of voluntary implementation — if any
3. Limits in local or regional standards (such as specifications for cities or states)
4. Market levels are also used wherever available to more accurately rank countries sharing the same legislated limit

View the full article and photos at PRN Newswire.

By Greg Arsenault - Ambac

"7 Ways to Destroy Your Turbocharger"

Below are the most common failure modes of turbochargers:

1. Contaminated oil
2. Lack of oil
3. Foreign debris in air stream
4. Excessive heat/friction
5. Hot shut downs
6. Physical contact of rotating components within the housing

Although the above list is well known within the industry, it is worth taking a second look periodically to ensure the best performance and longest lasting turbos.

In a perfect world the, turbo should last as long as the engine. Unfortunately, we don’t live in a perfect world. Replacing a turbo is expensive. If we do not find out the specific reason the turbo failed, the replacement turbo is apt to wear out at a much more quickly than it should.

The # 1 killer of turbos is contaminated or dirty oil.
This is even more critical in gasoline engines where temperatures can be up to 1800 degrees Fahrenheit with speeds up to 300,000 RPM – as compared to only 1200 degrees Fahrenheit and 100,000 RPM for a typical diesel application. The failures occur in a similar manner, regardless of the source of ignition, and usually at differing rates.

How?

The typical turbo shaft spins in two journal bearings. These bearings, made of a brass composite/alloy, are not fixed – they spin at theoretically half the speed of the shaft. As the dirty oil is introduced in a very narrow band through the holes in the rotating bearing, the holes score and wear the bearings due. As the wear progresses, both the inside and outside diameters of the bearing are opened, allowing the shaft to “wobble” from excessive radial clearance. This is clearly seen in the bearing on the right in the photo below. Once this clearance is large enough for the shaft/wheel assembly to become out of balance or touch the housing (while rotating at 100,000 RPM or more), a catastrophic failure is imminent.


This is why you should always require your customers to change the oil and filters and provide proof of the changes or risk a voided warranty.

The other failure modes are closely related, and we will discuss them in future articles.

Tuesday, October 9, 2018 Posted by: Sabrina Poland

"Garrett Rings in New Era as Independent Company, Begins Trading on New York Stock Exchange"

ADS member, Garrett Motion Inc., a cutting-edge technology provider that enables vehicles to become safer, more connected, efficient and environmentally friendly, recently marked its first day as an independent company following its successful tax-free spinoff from Honeywell.

Garrett CEO and President Olivier Rabiller led Garrett’s executive leadership team in marking a new era in the more than 60-year history of the company by ringing the opening bell above the trading floor at the New York Stock Exchange.

“This is a memorable milestone for a company that already celebrates more than six decades as an automotive technology pioneer, inventor and innovator,” Rabiller said. “We have a robust and talented organization of world-class people, and we have established a strong position for providing differentiated technologies that are in demand.

“In leveraging our rich heritage as Honeywell Transportation Systems, we have evolved Garrett into a new dynamic and forward-thinking company. The Garrett name has been synonymous with advancing motion by revolutionizing turbocharger technology that has become foundational to modern internal combustion engines. Now, as an independent company, Garrett will vigorously pursue opportunities to provide electric boosting and automotive software solutions addressing global macro issues, including more stringent fuel economy regulations and increased connectivity, which are heavily driving future vehicle development.”

Diamond Diesel and Turbocharger is an authorized Garrett sales and service center for Garrett turbochargers and related parts.

Diesel Technology Forum

"Diesel is the technology of choice for commercial Trucking."

The Diesel Technology Forum is a not-for-profit organization dedicated to raising awareness about the importance of diesel engines, fuel and technology. Forum members are leaders in clean diesel technology and represent the three key elements of the modern clean-diesel system: advanced engines, vehicles and equipment, cleaner diesel fuel and emissions-control systems. For more information visit https://www.dieselforum.org/.

By Jimmy Dinsmore , Dayton Daily News , May 18, 2018

"Get ready to ghost your gas station. The 2018 Chevrolet Equinox offers an EPA-certified 39 mpg on the highway (FWD model) with the available 1.6L turbo-diesel engine.

I’m dropping some knowledge for some of you, my loyal readers (and I sincerely thank you for reading).

The term diesel is now lowercased, but really should be uppercased, because it’s the name of Rudolf Diesel, who created this engine technology in the late 1890s. His powerplant, the diesel engine (for those not paying close attention) has had its ups and downs, especially lately here in the United States. During the early part of the 2000s and into the early 2010s, diesel was on an upsurge. But thanks to the dieselgate scandal at Volkswagen, that momentum was lost.

Why am I giving an abridged history lesson on the diesel engine? Well, this week I drove a diesel version of the Chevrolet Equinox, a crossover. I reviewed the gasoline engine variant earlier this year.

As a diesel, there’s a lot different about the Equinox. Kudos to General Motors for not conceding that diesel interest was dead with the VW scandal. Chevrolet has turbo-injected diesel engines in the Cruze and the Equinox, for those who still want a little more torque and lot more fuel efficiency from their vehicles.

In this regard, the Equinox diesel delivers on both accounts.

The 1.6-liter turbodiesel is the same exact engine that is in the Chevy Cruze Diesel. It seems like a small engine to drive a crossover, but it does a great job. This engine is one of those that outperforms its output numbers as the Equinox Diesel is rated at 137 horsepower only, which seems like a miniscule number. However, it also bangs out 240 lbs.-ft. of torque, making this quite capable and even quick off the line.

If you’re worried about the noise of a diesel engine, that’s not a concern as the Equinox barely sounds like a diesel. But, what you may lose in horsepower, you gain in fuel economy as the Equinox diesel has a fuel economy rating of 28 mpg/city and 38 mpg/highway, which is much higher than the 22/29 mpg fuel economy found on the gasoline-powered four-cylinder.

In a week’s worth of driving, I averaged 35 mpg and found this to be one of the most fuel-sipping crossovers I’ve driven. Therein lies the plus to this vehicle, and why GM is investing in diesel technology – fewer trips to refuel as the Equinox has a range of 592 miles. The Equinox diesel is ideal for those who have long commutes.

The six-speed automatic transmission does an adequate job with the shifting, but it’d be better if the Equinox also got the 9-speed transmission found in the Cruze diesel or the gasoline version of the Equinox. As such, this Equinox does have some turbo lag with the sub-par transmission. That detracts a bit from the performance. My tester was the all-wheel drive version, but front-wheel drive is also available.

One perk (usually) to diesel vehicles is their extra ability to tow. However, the Equinox diesel is only capable of towing 1,500 pounds, which is less than the gasoline version which is rated at 3,500 pounds.

The rest of the Equinox is similar to the gasoline variant on both exterior and interior looks. In that regard, the Equinox diesel won’t disappoint. Redesigned for 2018, the Equinox has a significantly improved interior, with a large cabin, making this a comfortable and quality five-passenger crossover.

There’s a 4G LTE WIFI hot spot available for devices. Plus, Apple CarPlay and Android Auto integrate smoothly with portable devices. The 8-inch touchscreen infotainment system is intuitive and well organized. GM’s infotainment system doesn’t blow you away with cutting-edge features, but it’s easy to use and has every feature you could want. It requires almost no learning curve to master it.

There is 29.9 cubic feet of cargo room behind the second row. This makes for a versatile and useful crossover. This space is middle of the road within the segment but is an improvement over the previous version of the Equinox. Overall, the interior space is dramatically bigger and better than the 2017 version. It’s nice that Chevy didn’t go crazy making much difference for the fuel-efficient diesel version.

The Equinox diesel LT has an MSRP of $27,795. The base trim starts just over $24,000, while the top-of-the-line Premier trim has an MSRP of $34,595.

I can’t speak for the Rudolf Diesel – heck, I can’t even speak German – but I think he’d be more than happy to have his name attached to the Chevy Equinox.

By Associated Press Monday, June 18th 2018

"WOODS CROSS, Utah (AP) — Stars of the Discovery Channel show "Diesel Brothers" have been ordered not to modify vehicles in ways that could lead to greater pollution."

Utah Physicians for a Healthy Environment attorney Reed Zars told the Standard-Examiner he was glad a judge intervened with the June 8 order. The order also bars the men from reselling any vehicles with modifications that could violate the Clean Air Act.

Utah Physicians for a Healthy Environment sued four men on the show last January claiming they made modifications that exceeded pollution limits.

On their show, the men buy diesel trucks, modify them at their shop and resell them online.

The environmentalist group claims the crew has modified emissions controls on 17 vehicles.

The auto shop and TV show did not respond to requests for comment.

From Automotive News, Jun, 26, 2018 @ 12:00 am

"New to Ford's lineup this year is a diesel-powered F-150, a first for the pickup. A 3.0-liter Power Stroke engine rated at 250 hp and 440 pound-feet of torque is found under the hood. The diesel engine is available on the three highest F-150 trims — Lariat, King Rang and Platinum — for retail customers. Here's a roundup of reviews of the diesel F-150 from the automotive media."

"Forget the customary 'for a diesel' qualifier, as we can say the 3.0-liter Power Stroke is just straight-up quiet. Other than a small amount of telltale diesel clatter at startup, there's little indication that the engine within forgoes spark ignition in the process of combustion. Obviously, standing directly in front of the truck's grille or popping the hood will reveal the engine's true nature, but in terms of NVH at the helm it sounds far more like a mild-mannered gasoline V-6 than a heavy hauler.

"We sampled a few different trims and configurations equipped with the diesel, starting off with a King Ranch SuperCrew 4x4 with 700 pounds of landscaping supplies in the bed. Step-off is as confident as you would expect from an engine with 440 lb-ft of torque available at just 1750 rpm and coupled to a 3.55:1 rear-axle ratio, but you don't get the same redline-chasing rush offered by the 2.7- and 3.5-liter EcoBoost V-6s. Navigating the circuitous two-lane Highway 72 west of Broomfield, Colorado, to an elevation of more than 8800 feet above sea level presented little challenge for the diesel. The 10-speed automatic transmission in its Normal mode — Sport, Eco, Tow/Haul, and Off-Road modes also are available — performed almost imperceptibly. Then again, with 10 cogs to choose from there's not a lot of real estate in between the ratios. The ride was remarkably smooth, controlled, and quiet. Slipping the shifter into its manual mode allowed us to select a gear for optimum engine braking while rolling down the mountain; sadly there is no exhaust brake, ruling out the possibility of indulging our inner 10-year-olds with a quick and noisy game of 'big rig nearly out of control' while enjoying a dance with gravity and momentum."

-- Andrew Wendler, Car and Driver

"With its low 1,750-rpm peak torque and 10-speed transmission, my 3.0-liter diesel effortlessly towed a 3-ton trailer. It delivered power more smoothly and predictably than the higher-strung, twin-turbo V-6. It's the V-6, not diesel, that boasts best-in-class 13,300-pound towing capacity. The Power Stroke is content with 11,400 pounds of capacity. If you want to pull a house, let Ford show you the heavy-duty aisle.

"Through the Rocky Mountain foothills, the 3.0-liter Power Stroke was whisper-quiet. So quiet that if I did a blindfold test (not recommended at 60 mph), I couldn't tell it was a diesel without reading the 4,500-red line tachometer. Even under the cane, the Power Stroke sounds like a gas V-6. Contrast that to my old 2003 Ram 2500 that sounds like a cement mixer."

-- Henry Payne, The Detroit News

"Yes, diesel trucks are certainly useful workhorses, but when it comes to daily driving they can be less responsive than gas engines. Dip into the throttle of most truck diesels and you wait a beat (or sometimes a few beats) before something, anything happens. Ford's 3.0-liter Power Stroke significantly reduces that turbo lag. And the responsiveness of the powertrain improves further when the transmission is toggled over to sport mode."

-- Ben Stewart, Autoweek

"The 3.0-liter engine makes 250 horsepower and 440 pound-feet of torque, mated to a 10-speed automatic transmission. Towing an empty 5,040-pound horse trailer, the F-150 accelerates with adequate pace, and the 10-speed transmission -- tweaked specifically for this diesel application -- keeps the truck in the heart of its torque band. With the trailer behind me, I have no trouble keeping my speed while climbing a 7-percent grade, and on the way down, the diesel engine kicks into lower gear so only light braking is needed to keep me at a steady 55 miles per hour."

-- Emme Hall, Roadshow by CNET

"The first thing you'll notice about the Power Stroke in the Ford F-150 is that it's not noticeable at all. The 3.0L diesel engine is incredibly quiet thanks in part to engine tweaking, a tuned elastomeric damper on the front of the engine, a die-cast structural oil pan, and significant insulation on and around the engine. The Power Stroke 3.0L could be easily mistaken for a gas engine from the inside or outside of the truck. However, there will be no mistaking the low-end torque of the diesel engine once you lay into the throttle. It accelerates with authority." -- John Cappa, Four Wheeler

"The diesel is ostensibly aimed at people doing regular towing of a decent-sized boat or camper. With a maximum towing capacity of 11,400 pounds, I expected it to have more guts than it did for towing. But the Power Stroke struggled to maintain speed with a trailer weighing just more than half its max tow rating up hills that I would best describe as moderate grades. The engine also lacks an exhaust brake function, either automatic or manually activated, something Ford engineers told me they believe the baby Power Stroke doesn't need as it wouldn't provide much benefit since it's a relatively small engine. That idea confused me a bit, given that GM includes a Tow/Haul-mode-triggered exhaust brake function on the 2.8-liter Duramax four-cylinder diesel found in the Chevrolet Colorado and GMC Canyon that works quite well when towing a load. The Ford F-150 Power Stroke may not be a Ford Super Duty in terms of purpose, but one would think that buyers opting for the F-150 diesel might expect it to have some similarities in towing with its bigger brother."

-- Aaron Bragman, PickupTrucks.com

"Off-road, where speeds are low, all that torque, multiplied by the transfer case and optional locking rear differential, makes crawling and climbing hills a breeze. Just as it is for tight parking spaces, the optional 360-degree camera system is a godsend in rough terrain, allowing you to peer over the crest of a hill and see low obstacles you want to maneuver around.

"Most remarkable, though, is the diesel's refinement. As I so gracelessly pointed out to my co-driver, it's very quiet in the cab and outside, too. There's that trademark diesel growl under moderate to hard acceleration, but it sounds far away. There's just a hint of diesel clatter under load, but at idle, you barely even hear it running, and then the automatic engine stop/start kicks in. There's a small vibration in the cab as the engine restarts, but it's more than tolerable. Off and running, it's nearly as smooth as a gasoline engine, no easy feat."

-- Scott Evans, Motor Trend

From MSN AUTOS, contributed by John Lehenbauer 07/05/2018

"As emissions standards become more stringent every year, engine manufacturers continue refining their products in an effort to keep them viable.

In the modern-diesel space, simply adding more emissions equipment to an engine to comply with standards is a temporary fix at best. In order to truly meet emissions requirements head on, a new powerplant or an updated version of an existing engine must be designed from the inside out. Scania understands this, and the company has taken its established workhorse, the DC16 diesel V-8, and made it lighter, more efficient, and cleaner.

For years, Scania’s DC16 has been a go-to engine for everything from over-the-road trucks to ore haulers. The family of DC16 engines currently has four members, making 520 hp (1,991 lb-ft of torque), 580 hp (2,212 lb-ft of torque), 650 hp (2,433 lb-ft of torque), and 730 hp (2581 lb-ft of torque). Three of the engines (520, 580, and 650) have an all-new, 176-pound-lighter layout that only borrows the block and configuration from the previous generation, while the 730 (due to its higher output) retains the last-generation platform, updated to improve efficiency and emissions.

One of the more dramatic changes occurs in the turbocharging system on three of the engines (730 carries over a variable-geometry turbocharger). Gone is the single-scroll VGT that is fed by a single collector for both cylinder banks. In its place is new technology Scania calls a rotated twin-scroll fixed-geometry turbo. The twin scroll’s turbine is fed by two exhaust-gas collectors, one per cylinder bank. The exhaust gases are utilized more efficiently by the FGT, and it is lighter and more robust than the ’charger it replaces. It is also mounted directly to the block in the valley to make it more stable, with a vibration-proof operating environment.

The DC16’s induction and injection processes are calibrated to work with the selective catalytic reduction aftertreatment. The intake is now straighter and provides more direct airflow into the engine. Fueling is managed by Scania’s XPI high-pressure pump that feeds diesel through a central pipe and long distribution lines to the injectors. For increased efficiency and reduced fuel consumption, the pump is comprised of only two pistons and has maximum cylinder pressure of 210 bar. The injection system uses a maximum pressure of 1,800 bar (down from 2,400 bar) to better complement the SCR technology.

Better efficiency also comes through reducing friction. Scania reworked the DC16’s cylinder heads, pistons, piston bolts, crankcase, crankshaft, and bearings to provide better sealing and a reduction of friction. The modular heads (each cylinder has an individual head) are accurately machined and designed to withstand the thermal and mechanical stresses that occur during millions of combustion cycles.

Different technologies are used to further reduce the parasitic loss that increases fuel consumption on all four engines. The air compressor and coolant pump only engage when needed, helping reduce drag on the oil-burner. A pilot-controlled oil pump allows the pressure to be adapted to the engine’s needs, while a thermostat regulates and optimizes oil temperature and pressure. The fuel pump and compressor are also moved to the rear of the engine to simplify the belt-drive system.

Low-output, large-displacement engines produce too much air for the amount of heat developed, which can affect the SCR system. So a special camshaft that holds the intake valves open longer during the compression phase is used in the 520. By doing this, the engine actually gets less air in the cylinder, which helps maintain a higher working temperature for a more efficient burn. The compression ratio on the 520 is also raised to 22.2:1. American engineer Ralph Miller developed this technology during the ’50s.

The emissions system (excluding the 730) consists of only SCR technology—there is no EGR. The SCR has an integrated exhaust silencer that is used to manage the aftertreatment. Internally, it consists of an oxidization catalyst, AdBlue mixer, two particle filters (short filters with asymmetrical walls for reduced back pressure), three parallel SCR catalysts, and three ammonia slip catalysts that scrub the exhaust. The whole unit is only 24 inches wide, which saves valuable space. The 730 uses the same SCR, but it retains an EGR. All four engines meet EPA Tier 4 final and Euro Stage VI emissions standards.

SPECIFICATIONS

Engine: Scania DC16

Displacement: 16.4L (ci)

Engine Layout: V-8

Valvetrain: 32-valve

Bore x Stroke: 5.12 x 6.06 inches (130 x 154 mm)

Compression Ratio: 20.3:1

Head material: Cast-iron

Block material: Compacted-graphite iron

Piston material: Steel

Power: 650 hp (kw)

Torque: 2,433 lb-ft (3,300 Nm)

Emissions: EPA Tier 4 final and EU Stage VI

Induction: Rotated twin-scroll fixed-geometry turbocharger

Exhaust: Cast-iron

Intercooler: Air-to-air

Cooling System: Liquid-cooled

Fuel System: Extra-high-pressure common-rail injection

Lubrication System: Wet sump

Lubrication Capacity: 47.5 quarts (45L)

Dry Weight: pounds 2,954 pounds (1,340 kg)

Length: 51.8 inches (1,315 mm)

Width: 46.5 inches (1,180 mm)

Height: 47.8 inches (1,215 mm)

From Motor Magazine, 2018

"New Bosch technology already meets future emissions standards- contributed by Bob Chabot June 19, 2018

“Bosch wants to put a stop, once and for all, to the debate about the demise of diesel technology,” announced Bosch CEO Dr. Volkmar Denner, during his address at the company’s annual press conference. He introduced new technology from Bosch that could enable vehicle manufacturers to reduce emissions of nitrogen oxides (NOx) so drastically that they would already comply with future limits.

There is No Need for Additional Components, Which Would Drive Up Costs
“Bosch engineers achieved these results by refining existing technologies,” Denner said. “Even in real driving emissions (RDE) testing, emissions from vehicles equipped with the new Bosch diesel technology are not only significantly below current limits but also those scheduled to come into force in 2020.”

Equipped with the latest Bosch technology, diesel vehicles will be able to be classified as low-emission vehicles and yet remain affordable. Denner also called for greater transparency with regard to the CO2 emissions caused by road traffic, and called for fuel consumption and thus CO2 emissions to also be measured under real conditions on the road in the future.

“Thirteen milligrams of NOx in standard legally-compliant RDE cycles is approximately one-tenth of the prescribed limit that will apply after 2020,” Denner noted. “And even when driving in particularly challenging urban conditions, where test parameters are well in excess of legal requirements, the average emissions of the Bosch test vehicles are as low as 40 milligrams per kilometer. This advance will allow diesel to remain an option in urban traffic.

Bosch says it has achieved a breakthrough in diesel technology that reduces tailpipe NOx emissions down to one-tenth of the legally permitted limit. On average, vehicles in real driving emissions tests emit no more than 13 milligrams of NOx per kilometer, far less than the 120 milligrams that will be permitted after 2020.  (All images — Bosch Mobility Services)

Diesel Passenger Vehicles and Trucks to Remain an Option in Urban Traffic
“Bosch delivered proof of this innovative advance at the press event in Stuttgart. In addition, dozens of journalists, both from Germany and abroad, had the opportunity to test drive vehicles equipped with RDE mobile measuring equipment in heavy city traffic, under especially challenging conditions. Since the measures to reduce NOx emissions do not significantly impact consumption, the diesel retains its comparative advantage in terms of fuel economy, CO2 emissions, and therefore climate-friendliness.

To make these low readings possible, Bosch engineers employed a combination of advanced fuel-injection technology, a newly developed air management system, and intelligent temperature management. NOx emissions can now remain below the legally permitted level in all driving situations, irrespective of whether the vehicle is driven dynamically or slowly, in freezing conditions or in summer temperatures, on the freeway or in congested city traffic. Diesel will remain an option in urban traffic, whether drivers are tradespeople or commuters.

“Even with this technological advance, the diesel engine has not yet reached its full development potential. Bosch now aims to use artificial intelligence to build on these latest advances. This will mark another step toward a major landmark: the development of a combustion engine that — with the exception of CO2 — has virtually no impact on the ambient air.

“We firmly believe that the diesel engine will continue to play an important role in the options for future mobility,” Denner explained. “Until electromobility breaks through to the mass market, we will still need these highly efficient combustion engines.”

His ambitious target for Bosch engineers is the development of a new generation of diesel and gasoline engines that produce no significant particulate or NOx emissions. Denner’s goal: He wants future combustion engines to be responsible for no more than one microgram of NOx per cubic meter of ambient air – the equivalent of one-fortieth, or 2.5 percent, of today’s limit of 40 micrograms per cubic meter.

His ambitious target for Bosch engineers is the development of a new generation of diesel and gasoline engines that produce no significant particulate or NOx emissions. Denner’s goal: He wants future combustion engines to be responsible for no more than one microgram of NOx per cubic meter of ambient air – the equivalent of one-fortieth, or 2.5 percent, of today’s limit of 40 micrograms per cubic meter.

Signals from the Electronic Tire Information Systems warn about an imminent risk of hydroplaning.

Bosch Wants to Continue Fueling Progress with Artificial Intelligence (AI)

“Denner also called for a renewed focus on CO2 emissions, which are directly related to fuel consumption. He said that consumption tests should no longer be conducted in the lab but rather under real driving conditions. This would create a system comparable to the one used for measuring emissions. “That means greater transparency for the consumer and more focused climate action,” Denner said.

“Moreover, any assessment of CO2 emissions should extend significantly further than the fuel tank or the battery. We need a transparent assessment of the overall CO2 emissions produced by road traffic, including not only the emissions of the vehicles themselves but also the emissions caused by the production of the fuel or electricity used to power them.”

He added that a more inclusive CO2 footprint would provide drivers of electric vehicles with a more realistic picture of the impact of this form of mobility on the climate. At the same time, the use of non-fossil fuels could further improve the CO2 footprint of combustion engines. He also noted Bosch’s product development code is now based on an ethical technology design: First, the incorporation of functions that automatically detect test cycles is strictly forbidden. Second, Bosch products must not be optimized for test situations. Third, normal, everyday use of Bosch products should safeguard human life as well as conserve resources and protect the environment to the greatest possible extent.

“In addition, the principle of legality and our ‘Invented for life’ ethos guide our actions; if in doubt, Bosch values take precedence over customers’ wishes,” Denner said. Since mid-2017, for example, Bosch has no longer been involved in customer projects in Europe for gasoline engines that do not involve the use of a particulate filter. A total of 70,000 associates, mainly from research and development, will receive training in the new principles by the end of 2018, as part of the most extensive training program in the company’s more than 130-year history.

Bosch Opts for a Sophisticated Thermal Management system for Diesel
“To date, two factors have hindered the reduction of NOx emissions in diesel vehicles. The first of these is driving style. The technological solution developed by Bosch is a highly responsive air-flow management system for the engine. A dynamic driving style demands an equally dynamic recirculation of exhaust gases. This can be achieved with the use of an RDE-optimized turbocharger that reacts more quickly than conventional turbochargers. Thanks to a combination of high- and low-pressure exhaust-gas recirculation, the airflow management system becomes even more flexible. This means drivers can drive off at speed without a spike in emissions. Equally important is the influence of temperature.

Thermal management is the other factor. To ensure optimum NOx conversion, the exhaust gases must be hotter than 200 degrees Celsius. In urban driving, vehicles frequently fail to reach this temperature. As a result, the exhaust system cools down. Bosch’s new thermal management system remedies this problem by actively regulating the exhaust gas temperature. Actively regulating the exhaust-gas temperature ensures that the exhaust system stays hot enough to function within a stable temperature range and that emissions remain at a low level.

Bosch’s new diesel system is based on components that are already available in the market. It is available to customers effective immediately and can be incorporated into production projects. For example, an extra 48-volt on-board electrical system is not required. The decisive advance comes from a new combination of existing technology.

“Consequently, reducing emissions will not make diesel vehicles any less affordable,” Denner advised. “Our engineers’ goal was clear: To reduce NOx emissions while retaining the diesel’s comparative advantage in terms of CO2 emissions. Diesel will thus remain a climate-friendly option for the foreseeable future.”

Count on a lot of independent testing to verify the validity of Bosch’s claims. If successful, despite its negative reputation in recent years, diesel may not be dead yet.

From Autocar, 2016

"New plug-in petrol and electric hybrid powertrain and tougher diesel emissions standards will lower the manufacturer's diesel output- by Mike Duff 12 June 2016

Volvo's new three-cylinder T5 plug-in hybrid powertrain will significantly reduce the number of diesel cars it produces as it reacts to increasingly tough diesel emissions standards. The new T5 hybrid system was shown in Gothenburg last month, alongside two 40-series concepts, and it will appear for the first time in the production XC40 next year. It uses a 74bhp electric motor that can power one of the shafts of a seven-speed dual-clutch automatic gearbox alongside a 180bhp turbocharged 1.5-litre three-pot petrol engine.

Electrical power comes from a 9.7kWh battery pack, which will give around 30 miles of electric-only range. According to Volvo’s head of R&D, Peter Mertens, the set-up is more efficient than rival hybrids and easier and cheaper to produce.

“It is a very attractive alternative to a diesel engine,” Volvo CEO Håkan Samuelsson said in Gothenburg. “It offers much lower CO2 levels but more or less the same performance in both horsepower and torque. On cost, I would say that within a couple of years, we will see a crossover, the diesel getting more expensive and the [hybrid system] going down.”

Volvo hasn’t released any emissions or economy data yet, but insiders indicate the T5 will manage substantially better than 95g/km on official tests and deliver diesel-rivalling economy in real-world use.

When asked if diesel cars will still be on sale in 10 years’ time, Samuelsson said: “Diesels will be more expensive. They will have much more advanced after-treatment, with additional fluids that have to be filled not once a year but probably every time you fill the car.

"It’s very realistic that the percentage will go down. If it will go down to zero, I think we don’t need to speculate; let customers decide. We are flexible enough that we can make petrol and diesel cars on the same line.”

The T5 system will be used in all the 40-series variants. Samuelsson said it is also likely to be offered in 60-series cars but not the largest 90-series models, where Volvo has a four-cylinder T8 that uses an electrically powered rear axle.

From Science Advances, 2016

"Recycling plastic can be difficult, but maybe we could squeeze something else out. by Scott K. Johnson - Jun 19, 2016

Plastics are great. They can take any shape and serve an endless variety of roles. But... the beginning and end of a plastic’s life are problematic. While some plastics are made from renewable agricultural products, most are derived from petroleum. Plastics are not as easy to recycle as we'd like, and a huge percentage ends up in landfills (or the ocean) where they can be virtually immortal.

The easy way to recycle plastic is to just rip it up, melt it down, and pour a new mold. But that only works when the plastic is all the same chemical type, which is a level of purity you rarely find in a recycling bin. Without separating plastics precisely into different types, you get a mixture that is much less useful than pure plastics. We’re limited in what we can make out of it. Other methods for recycling plastics require serious energy input, like high pressure and temperatures over 400°C. That can produce a variety of hydrocarbon compounds, but they can be difficult to work with.

Recently, a team led by Xiangqing Jia of the Shanghai Institute of Organic Chemistry decided to try some chemical tricks to turn some of these plastics into something useful, even if it’s not more plastic. They worked with Polyethylene, which makes up the majority of the plastic we use. Polyethylenes are essentially long chains made of repeating links of carbon, with hydrogen hanging off the side. The challenge is to break that resilient chain into shorter pieces so we can use the pieces to make other compounds.

The new process involves two steps, each run by a catalyst. The first catalyst is a molecule including an atom of iridium. This catalyst pulls some of the hydrogens off the carbon backbone of a polyethylene. With the loss of these hydrogens, some of the single-electron-pair bonds between carbons become double bonds. That opens up vulnerability for the second catalyst.

That second catalyst, which can be based on atoms of rhenium and aluminum, teams up with some short chain petroleum compounds that the researchers added in. The long chain plastic is sliced at the double bond, and pieces of the short chain petroleum molecules are glued to either side. Where there was once a single, very long chain, there are now two chains.

But the whole process is cyclical and doesn't stop there. The first catalyst releases some hydrogens as it pulls them off the plastic, which can be used to convert any double bonds back to single bonds. The same series of reactions can play out again. Repeat this for a few hours, and only shorter chain compounds remain. Heat does still have to be added to fuel this process, but temperatures around 150°C are sufficient.

The end result is three basic types of compounds. There are very short chain compounds (things like butane) that can be used to get the reaction started for the next batch of plastic. (The catalysts can also be separated out and reused.) There are some longer chain wax compounds that are useful inputs for the plastics-making process. And in between, you get diesel fuel.

By tuning different parts of the process, the researchers were able to control the proportion of wax vs. fuel that came out, as well as the range of wax compounds. Most of the plastic can easily be turned into fuel. Some of the chemicals that are added to plastics to modify their properties should be recoverable, too, so they can be used again.

Of course, this isn’t as good as recycling plastics into further generations of plastics, particularly when the first generation was born of petroleum. But imagine if all the packaging your food came in could fuel the next shipment instead of clogging up landfills for centuries. And if we grew our plastics instead of pumping them from oil fields, we could get two for the renewable price of one.

From PUGET SOUND BIZTALK

"Although Volkswagen single-handedly tried to torpedo the diesel engine market with its recent emissions scandal, diesel engines aren't going anywhere any time soon." - Ben Miller contributor / Denver Business Journal

Although Volkswagen single-handedly tried to torpedo the diesel engine market with its recent emissions scandal, diesel engines aren't going anywhere any time soon.

American truck makers still offer diesel engines in their trucks and for good reason: They deliver oodles of powerful torque for pulling trailers and for pulling trees out of the ground.

Ram, Ford, Chevy and GMC all have diesel truck engine options and although you probably won't need a diesel-powered truck in Seattle for its stump-pulling torque power, the diesel's better-than-gas fuel economy makes it worth looking into.

I recently tested a midsize GMC Canyon crew cab four-wheel drive pickup that was powered by an optional 2.8-liter Duramax turbo-diesel engine.

If you haven't driven (or listened to) a diesel engine in the past few years, you may be surprised. The days of waiting for a diesel to warm up are long gone. And they no longer sound like a semi-truck under hard acceleration.

The Canyon's diesel engine sounded hardly any different than a gas-powered engine. When you let off the accelerator on the highway you could hear some "diesel-like" sounds, but not the rest of the time.

The Canyon's horsepower is rated at 181, but the truck's strength is in its torque: Its pulling power (in case you do have to pull tree stumps out of the ground) is 369-lb-feet of torque.

But what impressed me the most was the Canyon's mileage. With the diesel engine, I averaged about 27 miles per gallon in a test of combined driving. The official EPA mileage is 20 mpg in the city and 29 on the highway, or an official combined EPA rating of 23 mpg.

For heavy-footed me to obtain 27 miles per gallon in a truck with four-wheel-drive was pretty impressive.

And this was no small, cut-down truck; it had a crew cab with a back seat where full-sized people could feel comfortable, and a long cargo box.

Inside (just like my full-sized pickup truck comparison last month), the interior was ready to work, with four USB ports, and a self-contained wi-fi hotspot that's free for the first three months.
All this room and good mileage doesn't come cheap, though. The base price of the 2016 GMC Canyon four-wheel drive SLE crew cab, with a long cargo box and diesel engine, is $35,585. The test model came equipped with these options: the diesel engine package ($3,730), an all-terrain package that included heated seats, an off-road suspension and other items ($3,585), a Bose audio system ($500), navigation system ($495), "cyber-gray" metallic paint ($395) and a trailering package ($250). The additions brought the final price to $43,790.

It's not just me. Friends of mine with diesel-powered trucks and cars swear by their vehicles' mileage, which will be especially important if gasoline prices begin climbing into the stratosphere again.

At less than $44,000, a diesel-powered midsized pickup truck that delivers 27 miles per gallon in combined driving (and totally devoid of any emissions scandal!) seems like a pretty good deal.

(View this press release online here.)

From Diesel Technology Forum

"To Meet New Government Fuel Efficiency Standards, Auto Makers Will Need Clean Diesel's High Mileage" - Allen Schaeffer, Diesel Technology Forum

While diesel passenger vehicles sales have decreased in recent months, there are some positive signs that indicate diesel sales will recover and expand in the coming years, according to Allen Schaeffer, the Executive Director of the Diesel Technology Forum.

Schaeffer made his comments during a speech to automotive writers at the International Motor Press Association (IMPA) this week in New York City. Auto analyst Alan Baum of Baum and Associates also addressed IMPA by audio from Detroit.

Schaeffer said that new federal fuel efficiency standards requiring higher vehicle mileage will be a significant boost for clean diesel vehicles, which have about 30 percent better fuel efficiency than gasoline vehicles. Schaeffer also noted that new diesel technology has helped diesel pickup trucks break the 30 mpg highway mark that will be key to reaching the new federal efficiency standards.

"Diesel is an important strategy for meeting future efficiency and fuel economy requirements for most major automotive manufacturers," Schaeffer said.

Auto Makers Are Committed to Diesels
He also noted that an overwhelming majority of U.S. and international auto makers have expressed support for diesel vehicles in the worldwide markets. In the next year, Schaeffer said, there could be up to 24 new diesel vehicles introduced in the U.S. including five new diesel cars, 12 SUVs and seven pickup trucks.

One specific highlight is the speculation of a diesel version of the Ford F-150, the best-selling vehicle in the U.S. Schaeffer said such a commitment from Ford for its top-selling vehicle was a strong indication of the commitment to diesels by automakers.

Diesels Compare Favorably With Other Fuel Efficient Vehicles
Schaeffer said U.S. diesel sales have declined significantly due to Volkswagen stopping sales of most of their diesel vehicles here due to the default mechanism in the emissions systems. To recover from this, Schaeffer said auto makers have to clearly demonstrate to consumers that new clean diesel technology compares favorably to other technologies like hybrids and electric vehicles.

Biodiesel & Renewable Diesel Further Improve Environmental Benefits
Another important positive for the diesel market was the continued use of cleaner-burning biodiesel and the emerging renewable diesel fuel market, which has attracted strong support from city leaders in San Francisco, Oakland and New York City because of its ability to significantly improve emissions without any modifications to existing vehicles.

"All Hands On Deck" Strategy Needed to Meet Fuel Economy Regulations
Auto analyst Alan Baum said the future fuel economy regulations will require auto make to adopt an "all hands on deck" strategy using a mix of internal combustion engines, diesels, hybrids, electrics, and even fuel cells. Baum also "light weighting" would be more common among all vehicle sectors to improve mileage.

By the year 2020, Baum projected that hybrids will move forward as costs and the technology improves, diesels would increase, but plug-ins and battery electric vehicles would remain a small sector of the overall market.

Baum also pointed to the continued popularity of diesel pickups – large and small – in the U.S. He said that Cummins is developing a 2.8-liter diesel pickup truck engine that gets 40 mpg on the highway and meets the same Tier 3 emissions standard as a Toyota Prius hybrid.

(View this press release online here.)

By Auto Express UK

Mercedes has expressed an interest in introducing downsized three-cylinder engines as part of its new modular diesel family.

Bosses at the company had previously ruled out launching the three-cylinder turbo due to concerns surrounding refinement. However, the new modular diesel which debuted in the new E-Class as a 2.0-litre four-cylinder could be developed to overcome this issue.

“Diesel is our weapon for the future, to help us reduce CO2 emissions,” Bernhard Heil, head of powertrain development at Mercedes, told Auto Express. “We will see different variants of the four-cylinder, you will see a lot more to come, but you will also see more cylinder numbers.

“We could also derive a three-cylinder from this [engine] family, no doubt. It could be an option – because in future there might come electrification where it might make sense to have a three-cylinder. Depending on the installed electric power, you could avoid [having to fit] an additional balancer shaft.”

Heil also hinted that following the introduction of the modular diesel engine family will be a modular petrol engine range, too. “I don’t want to tell the entire story,” he added, “but if we are talking about an engine family that covers all our engines for our C-Class, B-Class, S-Class and M-Class [GLS] cars, and all that stuff then…”

Mercedes has invested over 2.6billion Euros (£2.01billion) in development and production of its new modular diesel engine family, plus 500million Euros (£388m) in a new lithium-ion battery factory in Germany.

Bosses also confirmed a new plug-in hybrid diesel will be introduced to the E-Class range, to sit alongside the petrol-electric E 350e.

View the complete article at AutoExpress.com

Until recently “water detecting paste” was the only way to detect water in a fuel tank. Water detecting paste only tells operators they have water at the bottom of their tank. It does nothing to detect the suspended water that is doing damage to a diesel engine’s key parts.

The Dieselcraft Fluid Engineering, Auburn, California, Fuel Test #W-1 is the early warning system to test for 200 parts per million suspended water in diesel fuel, jet fuel, kerosene and gasoline. It tells the operator if water is suspended in the fuel and near the point where it drops out and becomes free water then causing major problems.

The results are immediate. The kit consists of one 2 dram glass vials with the reaction powder capsule in it and one transfer pipette.

For more information, contact Diamond Diesel and Turbo or visit www.dieselcraft.com.

Source: High Plains/Midwest AG Journal

More Diamond Diesel News

Cheap fuel prices and the Volkswagen-Audi-maybe-others emissions flap have sales of diesel passenger cars down to almost nothing. About 200 diesel passenger cars were sold in January — less than, say, Bentley and Rolls-Royce sell in a typical month, and one-twentieth as many as were sold a year ago.

Diesel SUVs fared slightly better, about a thousand units in January 2016. The lone strong point was diesel engine light trucks (mostly pickups sold for work use), about 22,000 in January versus 26,000 a year ago. It’s all a drop in the bucket for a still robust US light vehicle market that sold 1.1 million vehicles.

Perfect storm overtook diesels

In good years and bad, diesels go farther on a tank of fuel (500 to 800 miles) and your hands smell bad after you fill up. They get better mileage than the same car with a gasoline-engine. That’s important when fuel cost $3-$4 a gallon. But now it’s down to $1.73 a gallon for regular, or $1.98 a gallon for diesel (as of the week of Feb. 22, average of all regions of the US). The best-selling 2016 Honda Civic (up 43% versus January 2015) gets 33 mpg combined, and a 300-mile trip sets you back less than $16 in gasoline costs. For a lot of people, that’s cheap enough.

The bigger hit on sales came from the diesel emissions scandal that started with Volkswagen, then expanded to corporate sibling Audi, then cast a shadow over all German automakers. They’re the ones supplying the bulk of diesel engine passenger cars to American buyers.

Volkswagen, Audi aren't selling diesels

Last September, the Environmental Protection Agency discovered VW had a pollution-control cutout that sensed when the car was being emissions-tested, via inputs such as driven wheels moving versus un-driven wheels not moving (as on a roller) and steering wheel always straight ahead. When it didn’t sense the likely test conditions, the EPA said, VW backed off on pollution controls and cars emitted nitrogen oxide at up to 40 times the US limit. The recall affects a half-million VWs and Audis here and the ripple effects may expand to cover as many as 11 million vehicles worldwide. There is talk about whether Porsche (part of the Volkswagen group) and BMW may be affected.

The upshot is that you can’t buy a new VW or Audi diesel in the US now. A year ago in January, VW sold about 3,500 diesels, Audi another 800. That was the majority of the early 2015 diesel passenger car market: VW plus Audi. For January 2016, the highest-seller among diesel passenger cars was the BMW 3 Series with 69 reported sales. The total of all diesel passenger cars sales — all brands, all models — was 222 last month, according to WardsAuto.com. Diesel SUVs and crossovers fared a bit better, with about 1,300 January 2016 sales among Land Rover, Jeep, BMW, and GMC. The only lower numbers last month belonged to Rand Paul, Rick Santorum, and Martin O’Malley.

Good time to buy a diesel (if they’ll let you)

We still believe this is a great time to buy a diesel passenger car or diesel, if you can buy one. Think like baseball philospher Yogi Berra (“the place is so popular, nobody goes there anymore”) only in reverse: Diesels are so unpopular, you should go find one. Basically:

• If the vehicle is for sale (BMW, Mercedes-Benz, Land Rover sedans and SUVs especially), it’s not going to be in demand. Most people are put off by cars with possible emissions problems. Dealers will be anxious to dicker.
• If there are problems that need fixing, the cost won’t put the automaker out of business. Only at VW does the total cost of repairs look steep relative to VW’s total worth (market cap).
• If problems are worse than you expected, or if future repairs reduce fuel economy, you’ll get money back. If the car can’t be brought back into compliance, the car will be bought back.
• The ability to do an entire day’s driving and still have fuel in the tank the next day is awesome. It’s true that you’ll still need bio breaks every couple of hours, but not having to refuel saves 10 minutes added on to one of the rest stops.
• If demand is reduced, so too will be the price. Just remember: About a half-million sedans were sold last month. Only 222 of them were diesels. Many more are sitting on dealer lots.

Source: ExtremeTech.com - Bill Howard -February 2016

More Diamond Diesel News

Marking its return to the diesel outboard market, engineering company Yanmar Marine International (YMI) has agreed exclusive distribution rights with German outboard manufacturer Neander Shark. YMI, whose headquarters are in the Netherlands, is to distribute Neander Shark outboards worldwide through its extensive network with access to more than 130 countries.

From 1985 until 2009 Yanmar manufactured three-cylinder diesel outboards rated at 27 and 36 hp, but ceased when EPA and EU RCD emissions regulations restricted their sales in key markets. "With the global economic downturn in full swing, Yanmar decided at that time not to invest in the outboard range even though it had been highly successful in many markets," explains Floris Lettinga, YMI Global Sales Manager. "Now, however, with Neander Shark we can offer a highly competitive outboard product with outstanding engineering."

The Neander Shark outboard develops 50 hp using a small 800 cm3 turbocharged, twin- cylinder diesel aluminum engine with common-rail fuel injection and a unique dual counter-rotating crankshaft. "This means that the outboard is not only light, powerful, clean and fuel-efficient, it is also remarkably smooth in operation as the two crankshafts counterbalance each other and cancel out most of the vibration that a conventional inline two-cylinder diesel block could be expected to produce," Floris Lettinga says. "Therefore the outboard can be easily, operated at the tiller as well as from a helm. The lack of vibrations and low noise level are remarkable, improving operation comfort yet delivering impressive performance”.

The prime applications for the Neander Shark outboard will be in the commercial offshore, military, fishing, rescue and charter-marine sector. It would also perfectly serve tender boat requirements on large yachts storing diesel fuel only.

As part of the Neander Shark distribution agreement Yanmar has taken an equity stake in Neander Motors, the company that wholly owns Neander Shark. Lutz W. Lester, Managing Director of Neander Shark and CEO of Neander Motors, comments: "The partnership with Yanmar is the very best situation for Neander to launch the turbo diesel outboard engine because the commercial market, in particular, demands a reliable partner for delivery, service and spare parts. Yanmar's longstanding global experience and strong position in the marine world completely fulfil those requirements, just as NEANDER fulfils the technical demands such as powerful performance, reliability, operational safety, durability, low fuel consumption and lowest vibrations."

Yanmar's first public presentation of the new outboard together with Neander Shark will be at“boot Düsseldorf” in January 2016.