2010-04-26: Cost and Health Consequences of Air Pollution in California    

Cost and Health Consequences of Air Pollution in California

In this article, authors John A. Romley, Andrew Hackbarth and Dana P. Goldman of Rand Corporation examine how California's failure to meet federal air quality standards has affected hospitalizations and insurers' costs.

Just click on the page image at the right to read the Rand article. To download a printable copy click here to download.

For more information on how Diesel TEK Inc. technology can help mitigate such losses and improve environmental health, E-mail: info@dieseltek.com or vist the web site: http://www.dieseltek.com.

2010-01-04: Engine flush service and fuel additive    

Engine Flush Service and Fuel Additive

Diesel TEK Engine Flush Service and Diesel TEK Fuel Additive are the two parts of the maintenance program offered by Diesel TEK as a cost-effective solution to increase mileage and lengthen the life of truck engines, even in the face of soaring fuel costs, the company says. The one-two punch of the engine flush plus the fuel additives means better mileage, more power and years of life added to a truck.

The engine flush service removes the diesel particulate matter to improve engine efficiency and reduce wear and tear. It’s now available at an ever-growing number of service centers across the nation.

Heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters. The fuel additive causes the fuel to burn longer and cleaner, and adds lubrication.

With the degree of clean-up obtained from a process like this, another benefit is the reduction of emissions.

See the original article: www.etrucker.com

For more information, contact Diesel TEK Inc. E-mail: info@dieseltek.com or vist the web site: http://www.dieseltek.com.

2009-04-13: Environmental Efforts - Keep Trucking Profits from Going Up in Smoke    

Keep Trucking Profits from Going Up in Smoke

Environmental Efforts

By Bruce Boyers -- Over The Road Magazine, April 2009

Average citizens don't know how dearly the owner-operators and fleets are paying to keep it all going these days. Thanks to skyrocketing costs of fuel, they're running on a dangerously thinning margin of profitability.

It's not just the fuel cost, however. It's also about what's happening as that fuel runs through the engine. Diesel fuel inherently burns dirty, and common oil filters only catch the larger particles. Smaller ones go right on through and cause considerable wear and tear on an engine, and many just get permanently lodged in there and do continuous damage. So not only are fuel prices gouging the trucker, but the life of the rig is being shortened as it is driven.

nother factor adds to the problem. Diesel fuel has now had its sulfer content considerably lowered to prevent damage to catalytic converters and particulate traps on newer trucks. Sulfur has a high lubrication value, and now that it's mostly gone, the fuel itself introduces a higher-than-ever abrasion factor.

While nothing can be done about the cost of fuel, if there were an easy way to keep all those particles out of the engine and re-introduce the lubricating property to fuel, higher mileage could be obtained and the lives of trucks could be considerably lengthened. And for the first time in a long time, that would mean a wider profit margin for independent truckers and fleets.

According to a study published by General Moters and the Society of Automotive Engineers, an oil filter that catches particulates down to 5 microns will yield a "50% or better increase in the service life of the unit." This means an increas of at least half the life of the vehicle. Unfortunately, however, the average oil filter only catches particles that are 25 to 40 microns. A micron is a pretty small measurement; for example, a human hair is four to ten microns. Small though they are, these particles circulate through the bearings and polished surfaces of an engine, grinding away its life. So if the normal oil filter can't catch them, how can these particles be removed? Some operators are turning to a new technology that effectively provides engine flushes for diesel trucks, completely cleaning those particles out.

While common for automobiles, engine flushes have not existed for trucks in the past. This has to do with the fact that adapters are needed to attach the cleaning machine to the oil-filterr port, and trucks just required too wide a variety of adapters. A company called Diesel TEK has overcome that barrier now, ant their engine flush service is now available at an ever-growing number of service centers across the nation. A heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters. Needless to say, the results are astonishing.

"I sat there and watched them and I couldn't believe my eyes," said Randy Whitakerr, a fleet driver who recently had the service performed on his truck. "The soot and the junk that was coming out of my engine through the oil compartment was just black, nasty, sludgy looking stuff. And I'm not talking little bitty pieces—there were pieces in there the size of a dime." Randy's truck had over a million miles on it, and normal oil changes cannot remove such particles. You can guess what had built up in that engine.

The results? "Normally when we change our oil in these semis, as soon as you start it up and you drive 50 miles the oil is black because of the simple fact that you can't get all of the oil out of an engine for an oil change," Whitaker said. "But when they were done with that flush, the oil was totally clear, and it took almost theree and a half weeks before my oil showed any color differential. The inside of my motor was as clean or cleaner than a brand spanking new motor."

"Truckers have been amazed," said Paul Varela, owner of General Truck Supplies in Wilmington, California, who delivers the flushing service. "They've noticed less soot coming out the exhaust pipes, and when they checked the dipstick it was pretty clean. They've also noticed a big difference in the mileage."

Whitaker also noticed a major difference in the truck's performance "Before the service, I was getting right around 5.1 or 5.2 miles per gallon," he reported. "On my last trip, I got right at 7 miles to the gallon. My truck also had more power."

The technology for this flushing process was invented by Erik Waelput, currently a principal and Vice President of AEC Group. "The initial idea came out of the study conducted by the Society of Automotive Engineers in the eighties, a study done because of so much high wear on diesel engines," Waelput said. "When they cleaned the engines so that there were not contaminants above ten microns, it basically improved the lifespan of the engine by almost double. Then they went to testing below three microns, and according to the study if you can filter out particles below three microns and change the oil regularly, you will have no wear on the moving parts of the engine. The fuel economy is improved dramatically because you no longer have any drag or friction. It's basically preventative maintenance that will probably double the life of that engine."

It is recommended that this service be performed every third oil change. It takes less than half an hour, so a trucker can be back on the road in no time. The cleaning solution consists of a light lubricating oil with the same detergents you would find in a high-grade motor oil, only concentrated seven times higher.

The engine flush is one of two parts of a good maintenance program. The second is a fuel additive which causes the fuel to burn longer and cleaner, and also add lubrication.

"When we clean all the particulates out and keep them out, it reduces what the engine has to work harder to burn," said Eric Wheeler, CEO of Diesel TEK, Inc.. "Our Ester-based fuel additive, the second part of the program, causses a longer fuel burn during the combustion cycle so you don't have this quick flash and it is over. It actually continues to burn as the entire combustion process occurs and so there is no unburned fuel remaining."

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck. Of course, with the degree of cleanup obtained from a process like this, another benefit is the reduction of emissions. While truckers are going to care more for the fact that they're getting better mileage and saving money on fuel, as well as the fact that they've lengthened the lives of their breadwinners, they can also take pride in the fact that they're actually having a positive impact on the environment that's whizzing by them night and day along the highways.

Another environmental plus is the fact that the cleaning solution, once run through trucks, requires no special handling; it can be disposed of right along with waste oil.

"The best drivers are looking for everything to make the better profit," Whitaker concluded, "If you're a company driver, you've got to do everything you can to help your boss out, because if he ain't making money, you won't have a job. If someone can't make a profit, he's not going to be able to pay for insurance and he's not going to be able to buy the fuel. Doing this program, upping our fuel mileage any way we can, means there's a little bit bigger profit margin for us and we can keep going."

For more information, contact Diesel TEK Inc. E-mail: info@dieseltek.com or vist the web site: http://www.dieseltek.com.

2009-03-18: Keep Truck Operating Costs from Going Up in Smoke    

Keep Truck Operating Costs from Going Up in Smoke

Fleets are running on a dangerously thinning margin of profitability

By Bruce Boyers -- Associated Construction Publications, 3/18/2009

Medium trucks are a vital link in our troubled economy, enabling service fleets and deliveries all across America. But while goods and services keep on arriving, average citizens don’t know how dearly the owner-operators and fleets are paying to keep it all going.

Thanks to unpredictable diesel fuel costs and increasing emission regulation and laws, fleets are running on a dangerously thinning margin of profitability.

It’s not just the fuel cost, however. It’s also what’s happening as that fuel runs through the engine. Diesel fuel inherently burns dirty, and common oil filters only catch the larger particles. Smaller ones go right on through and cause considerable wear and tear on an engine, and many just get permanently lodged in there and do continuous damage. Not only are fuel prices and emission restrictions gouging owners, but also the life of the truck is being shortened as it is driven.

Diesel fuel has now had its sulfur content considerably lowered to ultra low levels preventing damage to catalytic converters and particulate traps on newer 2007 and beyond vehicles. Sulfur removal is done through a unique hydro treating process that depletes the lubricating value of the new ultra low fuel. While sulfur has little to no lubricating value, the national standard ultra-low sulfur diesel fuel has resulted in a diesel fuel with a higher-than ever abrasion factor.

While there is little that can be done to control the cost of diesel fuel, there is an easy way to keep an engine clean from all those abrasive particles and re-introduce the lubricating properties to diesel fuel. The potential result is more power, higher mileage and the life of the diesel engine considerably lengthened. And for the first time in a long time, that would mean a wider profit margin for independent operators and fleets.

Gunk Inside Your Engine

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck.

According to a study published by General Motors and the Society of Automotive Engineers, an oil filter that catches particulates down to 5 microns will yield a "50 percent or better increase in the service life of the unit." Yes, that means an increase of at least half the life of the vehicle! Unfortunately, however, the average oil filter only catches particles that are 25 to 40 microns. In case you haven’t read up on your science lately, a micron is a pretty small measurement; for example, a human hair is four to ten microns. Small though they are, these particles circulate through the bearings and polished surfaces of an engine, grinding away its life.

So if they can’t be caught by the normal oil filter, how might these particles be removed? A new technology has arrived that cost effectively provides engine flushes for diesel engines, completely cleaning those particles out.

While common for gasoline engines, engine flushes have not been regularly available for diesel engines in the past. This has to do with the fact adapters are needed to attach the cleaning machine to the oil-filter port, and these engines just required too wide a variety of adapters. A company called Diesel TEK has overcome that barrier now, and their engine flush service is now available at an ever-growing number of service centers across the nation. A heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters. Needless to say, the results are astonishing.

Current testing of the Diesel TEK Engine Flush System at California Environmental Engineering Laboratories

After completing the Diesel TEK Engine Flush on the test engine, the emissions test showed the following results:

The reduction of hydrocarbons, carbon monoxide and particulate matter coupled with the increase in fuel economy indicates that the clean engine operates more efficiency resulting in more complete combustion of fuel. On road testing supports this theory as drivers regularly report more power and performance with the higher oil pressure and the engine running cooler after being flushed.

"I watched the oil being drained from my truck, and it was really black and very dirty," said Ocea, founder of Travel Wellness, who drives a medium duty diesel truck with a 6.7-liter Cummings Turbo Diesel Engine in conducting her business. "That in itself was amazing, because the truck only had 60,000 miles on it."

The results?

"When they were done, my engine was back to the state it was in when it was brand-new, which I know helps with the life of the engine, and the oil was completely clear."

Ocea also noticed a major difference in the truck’s performance. "My mileage has increased by 3 to 5 miles per gallon," she said. "I’m now getting 21 to 23 gallons on the interstate."

"The thing I really like about Diesel TEK it’s a technology that’s useable right now," Ocea continued. "Unlike biodiesel fuel, it doesn’t cause you to have to go out of your way to try to find a certain kind of fuel because diesel is sold all over America."

The technology for this flushing process was invented by Eric Waelput, currently a principal and vice president of AEC Group. "The initial idea came out of the study conducted by the Society of Automotive Engineers in the 1980s, a study done because of so much high wear on diesel engines," Waelput said. "When they cleaned the engines so that there were no contaminants above 10 microns, it basically improved the lifespan of the engine by almost double. Then they went to testing to below three microns, and according to the study if you can filter out particles below three microns and change the oil regularly, you will have no wear on the moving parts of the engine. The fuel economy is improved dramatically because you no longer have any drag or friction. It’s basically preventative maintenance that will probably double the life of that engine." AEC group has formed a strategic alliance with Diesel TEK for the exclusive licensing of the technology.

It is recommended that this service be performed every third oil change. It takes less than half an hour, so a truck can be back on the road in no time.

Keeping It Squeaky Clean

The engine flush is one of two parts of a good maintenance program. The second is fuel additives which cause the fuel to burn longer and cleaner, and also add lubrication.

"When we clean all the particulates out and keep them out, it reduces what the engine has to work harder to burn," said Eric Wheeler, CEO of Diesel TEK. "Our fuel additive, the second part of the program, causes the fuel to burn longer during the combustion process. Normally, you get a quick ‘combustion flash’ and the combustion is over. With the Diesel TEK fuel additive the diesel fuel burns throughout the combustion process resulting in more power and fuel economy and fewer emission pollutants in the exhaust."

The Diesel TEK fuel additive is an ester based solution that restores the lubricating characteristics to ultra-low sulfur diesel fuel while it cleans carbon deposits in the combustion chamber and enhances the combustion process.

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck.

About that Environment...

Of course, with the degree of clean-up obtained from a process like this, another benefit is the reduction of emissions. While operators of medium trucks are going to care more for the fact that they’re getting better mileage and saving money on fuel, as well as the fact that they’ve lengthened the lives of their vehicles, they can also take pride in the fact that they’re actually having a positive impact on the environment that’s whizzing by them as they drive.

"I’m very much excited and involved in the Green movement in America right now, so I’m  pleased that I’ve greatly reduced particles going into the air and that I’m helping the environment," said Ocea. "I am already spreading the word in the entertainment industry, in which I work."

Another environmental plus is the fact that the cleaning solution, once run through trucks, requires no special handling; it can be disposed of right along with waste oil.

The Bottom Line

Companies that maintain fleets of medium trucks as well as owner-operators are always looking for ways to improve profit. Regular implementation of a program such as this adds years of life to an engine and improves mileage — meaning a wider cushion for that all-important bottom line.

For more information, visit the web site: www.ceecalif.com in Santa Ana, CA, an EPA & California Air Resource Board certified emissions testing laboratory, was completed in February, 2009 on a 1991 400hp Detroit Series 60 diesel test engine. http://www.dieseltek.com

(Bruce Boyers is an independent writer based in Glendale, CA.)

2009-02-27: Could New Jersey port adopt California Clean Trucks Program?    

Could New Jersey port adopt California Clean Trucks Program?

By Justin Carretta, FleetOwner online news editor
February 27, 2009

The average vehicle age for trucks servicing the Port of New York/New Jersey is more than a decade old and the port is unable to maintain a strong labor force due to low pay and operational inefficiencies, according to a new study completed by professors David Bensman and Yael Bromberg of Rutgers University's School of Management and Labor Relations.

According to the report, the average port trucker drives a vehicle that is 11 years old because they cannot afford to buy or lease low-emission, high-efficiency diesel trucks. The older vehicles pollute at least ten times more than modern trucks while consuming more fuel, costing more to maintain and requiring more frequent repairs.

With the California ports of Los Angeles and Long Beach implementing its Clean Trucks Program (CTP), requiring that trucks servicing the ports release fewer emissions, calls have come to implement similar plans at other U.S. ports.

"I think they could implement a similar plan [to California]," Bensman told FleetOwner. "The EPA [Environmental Protection Agency] would have to say to the Port Authority that they have to contribute towards getting the state into compliance. But it's not going to happen unless there is a public clamor for it."

However, Bensman noted that the port—third largest in the U.S. behind Los Angeles/Long Beach and Houston—is structured somewhat differently than other large ports as it is less involved in intermodal activity, with 85% of the containers that pass through staying in the New York metro area.

The report noted that nearly three-quarters of the approximately 7,000 port truckers that deliver and pick up containers at the ports are independent contractors who are paid on a per-load basis. They make two or three trips a day, spending an average of two unpaid hours waiting on line each trip, Bensman said.

"Since the de-regulation in 1980, port trucking has become so hyper-competitive that it makes it hard to keep a stable labor force," Bensman said. Since they are not allowed to make deliveries for another company, the median driver reported that he changed jobs "once every couple years," with 15% of the drivers reporting they changed jobs several times a year due to pay disputes.

In addition, drivers reported they suffered from high levels of stress, high blood pressure, asthma and work-related chronic health conditions and injuries that their employers usually take no action towards, according to the study.

Bensman said that if drivers were paid for their time rather than by load, it would force better coordination and help the drivers make enough deliveries in a day to get by, ensuring a more stable workforce.

"The truckers' low pay and independent contractor status impede the efficiency of New Jersey's logistics system, causing delays, unpredictable delivery times, highway congestion, congestion within the terminals, air pollution, and missing or lost containers," the report said. "As a consequence, New Jersey's logistics system has built in extra capacity, warehousing costs, and time cushions. The 'just-in-time' logistics model heralded a decade ago has given way to a 'just-in-case' reality. This adds billions of dollars to the cost of doing business in New Jersey."

The complete article can be viewed at: by clicking here.

2009-02-20: Diesel TEK comes up with way to flush diesel engine    

Diesel TEK comes up with way to flush diesel engine

By Bruce Boyers
The Trucker News Services
2/20/2009

GLENDALE, Calif. — Average citizens don’t know how dearly the owner-operators and fleets are paying to keep it all going these days.

Thanks to skyrocketing costs of fuel, they’re running on a dangerously thinning margin of profitability.

It’s not just the fuel costs, however.

It’s also about what’s happening as that fuel runs through the engine.

Diesel fuel inherently burns dirty and common oil filters only catch the larger particles.

Smaller ones go right on through and cause considerable wear and tear on an engine, and many just get permanently lodged in there and do continuous damage.

So not only are fuel prices gouging the trucker, but the life of the rig is being shortened as it is driven.

Another factor adds to the problem.

Diesel fuel has now had its sulfur content considerably lowered to prevent damage to catalytic converters and particulate traps on newer trucks.

Sulfur has a high lubrication value, and now that it’s mostly gone, the fuel itself introduces a higher-than-ever abrasion factor.

While nothing can be done about the cost of fuel, if there were an easy way to keep all those particles out of the engine and re-introduce the lubricating property to fuel, higher mileage could be obtained and the lives of trucks could be considerably lengthened.

And for the first time in a long time, that would mean a wider profit margin for independent truckers and fleets.

According to a study published by General Motors and the Society of Automotive Engineers, an oil filter that catches particulates down to 5 microns will yield a “50 percent or better increase in the service life of the unit.”

This means an increase of at least half the life of the vehicle.

Unfortunately, however, the average oil filter only catches particles that are 25 to 40 microns.

A micron is a pretty small measurement; for example, a human hair is four to 10 microns. Small though they are, these particles circulate through the bearings and polished surfaces of an engine, grinding away its life.

So if the normal oil filter can’t catch them, how can these particles be removed?

Some operators are turning to a new technology that effectively provides engine flushes for diesel trucks, completely cleaning those particles out.

While common for automobiles, engine flushes have not existed for trucks in the past.

This has to do with the fact that adapters are needed to attach the cleaning machine to the oil-filter port, and trucks just required too wide a variety of adapters.

A company called Diesel TEK has overcome that barrier now, and their engine flush service is now available at an ever-growing number of service centers across the nation.

A heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters.

Drivers say the results are astonishing. 

“I sat there and watched them and I couldn’t believe my eyes,” said Randy Whitaker, a fleet driver who recently had the service performed on his truck. “The soot and the junk that was coming out of my engine through the oil compartment was just black, nasty, sludgy looking stuff. And I’m not talking little bitty pieces — there were pieces in there the size of a dime.”

Whitaker’s truck had over a million miles on it, and normal oil changes cannot remove such particles. You can guess what had built up in that engine.

The results?

“Normally when we change our oil in these semis, as soon as you start it up and you drive 50 miles the oil is black because of the simple fact that you can’t get all of the oil out of an engine for an oil change,” Whitaker said. “But when they were done with that flush, the oil was totally clear, and it took almost three and half weeks before my oil showed any color differential. The inside of my motor was as clean or cleaner then a brand spanking new motor.”

“Truckers have been amazed,” said Paul Varela, owner of General Truck Supplies in Wilmington, California, who delivers the flushing service. “They’ve noticed less soot coming out the exhaust pipes, and when they checked the dipstick it was pretty clean. They’ve also noticed a big difference in the mileage.”

Whitaker also noticed a major difference in the truck’s performance “Before the service, I was getting right around 5.1 or 5.2 miles per gallon,” he reported. “On my last trip, I got right at 7 miles to the gallon. My truck also had more power.”

The technology for this flushing process was invented by Erik Waelput, currently a principal and vice president of AEC Group.

“The initial idea came out of the study conducted by the Society of Automotive Engineers in the 1980s, a study done because of so much high wear on diesel engines,” Waelput said. “When they cleaned the engines so that there were no contaminants above 10 microns, it basically improved the lifespan of the engine by almost double. Then they went to testing to below three microns, and according to the study if you can filter out particles below three microns and change the oil regularly, you will have no wear on the moving parts of the engine. The fuel economy is improved dramatically because you no longer have any drag or friction. It’s basically preventative maintenance that will probably double the life of that engine.”

It is recommended that this service be performed every third oil change.

It takes less than half an hour, so a trucker can be back on the road in no time.

The cleaning solution consists of a light lubricating oil with the same detergents you would find in a high-grade motor oil, only concentrated seven times higher. 

The engine flush is one of two parts of a good maintenance program.

The second is a fuel additive which cause the fuel to burn longer and cleaner, and also add lubrication.

“When we clean all the particulates out and keep them out, it reduces what the engine has to work harder to burn,” said Eric Wheeler, CEO of Diesel TEK, Inc. “Our Ester -based fuel additive, the second part of the program, causes a longer fuel burn during the combustion cycle so you don’t have this quick flash and it is over. It actually continues to burn as the entire combustion process occurs and so there is no unburned fuel remaining.”

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck, Wheeler said.

Of course, with the degree of clean-up obtained from a process like this, another benefit is the reduction of emissions.

While truckers are going to care more for the fact that they’re getting better mileage and saving money on fuel, as well as the fact that they’ve lengthened the lives of their breadwinners, they can also take pride in the fact that they’re actually having a positive impact on the environment that’s whizzing by them night and day along the highways.

Another environmental plus is the fact that the cleaning solution, once run through trucks, requires no special handling; it can be disposed of right along with waste oil.

 “The best drivers are looking for everything to make the better profit,” Whitaker said. “If you’re a company driver, you’ve got to do everything you can to help your boss out, because if he ain’t making money, you won’t have a job. If someone can’t make a profit, he’s not going to be able to pay for insurance and he’s not going to be able to buy the fuel. Doing this program, upping our fuel mileage any way we can, means there’s a little bit bigger profit margin for us and we can keep on going.”

For more information, go to dieseltek.com or call (866) 924-2009.

The Trucker staff can be reached to comment on this article at editor@thetrucker.com.

2009-02-11: EGR Systems and Lubricating Oil in Diesel Engines    

EGR Systems and Lubricating Oil in Diesel Engines

by David Doyle, CTC Analytical Services

In recent years, engine manufacturers have been required to reduce the levels of nitrogen oxides (NOx) in diesel engine exhaust to meet Tier 3 emission standards required by the Environmental Protection Agency (EPA). One of the reasons for this mandate by the EPA is because NOx has been associated with respiratory disease and cancer. This requirement is accomplished by changes in engine designs that include retarded timing, raised piston rings, selective catalytic reduction and the use of exhaust gas recirculating (EGR).

New engine designs use EGR to control NOx emissions by recirculating exhaust gases back into the combustion chamber to be burned a second time, thereby reducing emissions associated with health risks. The amount of exhaust gas introduced into the combustion chamber will displace oxygen, creating cooler combustion. In doing this, many of the exhaust contaminants end up in the engine lubricating oil.

Diesel engine oils are now exposed to a higher level of contamination that can degrade the oil and damage engine parts. There is concern that exhaust gas recirculation can have a detrimental effect on engine durability and its effects on the oil. Oils exposed to the EGR environment show an increase in soot content, acid number (AN) and viscosity, while the engine and oil are both exposed to corrosive/acidic gases and particle buildup.

Cooled EGR occurs when the engine coolant absorbs exhaust gas heat before entering the combustion chamber. Because the engine coolant takes up the heat from exhaust gases, the engine cooling system runs hotter, therefore the oil gets hotter. Oil oxidation rate doubles with every 18 degrees Fahrenheit. Oil sump temperatures could be running up to 40 degrees hotter.

Engine and oil manufacturers are striving to accommodate the harsh environment brought on by the use of EGR systems. Engine oil manufacturers have reformulated oils to combat the deleterious effects of the EGR environment so they will be able to provide the required protection that current engine designs need. This has led to the latest CI-4/CJ-4 API engine oil ratings, which are currently under the PC-9 designation.

Production of sulfuric acid due to current sulfur levels in diesel fuel and nitric acid from NOx compounds that are recirculated back into the engine through the EGR will require lubricating oils with a higher base number (BN) and detergency to counter-act the damaging effects of these acidic contaminants. The PC-9 oils will therefore have a higher BN and detergency level than in the past. Diesel engines using EGR systems to lubricate oils will also require higher a level of dispersancy because of increased soot loading in the oil. Without increased dispersancy, the higher levels of soot and particulate matter will not stay in suspension in the form of smaller material, increasing wear to liner, ring and valve train.

The new American Petroleum Institute (API) engine oils are expected to be licensed sometime this year. Engine manufacturers are developing tests that will assess the effect of EGR technology, and are developing materials capable of withstanding increased abrasive and corrosive wear. One such test is the Cummins M11 Exhaust Gas Recirculating Test. The test was developed to evaluate engine wear, deposit formation and oil performance of heavy-duty diesel engines with EGR systems during operating conditions. Mack and Caterpillar have also developed tests for evaluating oil and engine performance in an EGR environment.

Oil analysis has become more important than ever. These changes in diesel engine design, which include EGR systems, are pushing the performance requirements of diesel engine lubricating oil. Testing is becoming critical in monitoring the oil's ability to function properly as well as evaluating the health of the engine. Previous soot limits of 1.5 percent were normal in most heavy-duty diesel engines. Soot limits of three percent are now generally accepted, and higher levels are expected in the future.

In addition to the stress that higher temperatures put on the engine oil, mixture with exhaust gases can act as a catalyst for oxidation and nitration (a form of oxidation) in the oil. A routine oil analysis may start showing an unacceptable increase in viscosity when all other parameters and time on the oil appear normal. An improperly operating EGR system can severely aggravate this problem. Waste gate components in an EGR system can be particularly susceptible to surface scuffing damage. If an exhaust gas recirculating system is not operating properly, the lubricating oil can rapidly deteriorate. Sometimes going so far as to turning the oil into an oxidized, acidic sludge.

Used diesel engine oil testing parameters may focus more on infrared analysis (FTIR) for oxidation, nitration and sulfation than in the past. Previously, diesel engines without an EGR system did not have excessive oxidation and nitration problems unless there were significant mechanical problems or poor maintenance. The catalyzing effects of the contaminants introduced into the engine and its lubricant make the oil much more prone to oxidation, nitration and sulphation. This means the application of FTIR analysis will become a more relevant and useful tool for measuring used diesel engine oil life and serviceability.

With the new engine technology involving EGR systems, oil change intervals may suffer even with the advent of the PC-9 formulation. Condition-based oil change intervals based on standard laboratory analysis may be cut back initially because of increases in oxidation contaminants and soot. Oil change intervals will be proven by the lubricant's ability to handle the added stress by maintaining an acceptable level of alkalinity reserve (base number), proper viscosity limits through dispersancy and antioxidants and wear control.

Once again, oil analysis will be a significant determining factor establishing condition-based oil change intervals with the new developments in engine design and oil formulation. Without acquiring new test data under standard oil analysis conditions, it is hard to predict what limits we are likely to see in the future. Some wear metals relating to the liner, ring and valvetrain, such as chromium, may increase. Soot levels are definitely expected to increase well beyond the nominally accepted level of three percent. Other test parameters such as BN, AN, viscosity, oxidation and nitration will keep the same limits; it is simply a question as to how much faster these limits will be reached.

One tool that could be incorporated into an engine lubricating oil system in order to help attain desired extended oil drain intervals is the use of bypass filtration. Standard engine oil filtration is built directly into the oil circulating system. These systems are full-flow because they have to participate in the circulating system's ability to lubricate the engine. Because of the flow rate and filter design, factory full-flow filtration systems may not filter particulates smaller than 15 microns. It is up to the oil to control particulate contaminants and soot. Bypass filtration does not have to directly participate in the lubrication of the engine; it just needs to clean the oil. Therefore, oil is filtered at a much lower flow-rate through a denser medium. Particulate contaminants are then removed at a greater quantity in a smaller size range. The ability to remove a higher level of contaminants via bypass filtration could enhance oil life.

Some engine manufacturers are currently designing a new generation of EGR systems that will help reduce some of the performance and maintenance drawbacks. All this is when heavy-duty truck owners are trying to extend oil drain intervals to limits that were unheard of ten years ago. Currently, the goal of the new API classification is to keep oil drain intervals at their present extended level. With current diesel engine design and emission requirements, oil analysis is going to be an important piece of the puzzle in uncovering what these changes will mean regarding the service life of diesel engine oils to truck fleet owners and maintenance operations in the future.

David Doyle, CTC Analytical Services, "EGR Systems and Lubricating Oil in Diesel Engines". Practicing Oil Analysis Magazine. July 2002

2008-12-15: CARB adopts engine replacement regulations    

CARB adopts engine-replacement regs

By Justin Carretta, FleetOwner online news editor
December 15, 2008

Regulations adopted Friday by The California Air Resources Board (CARB) will require nearly all truck owners that operate in the state to install diesel exhaust filters on their rigs by 2014, replace engines older than the 2010 model year between 2012 and 2022 according to a staggered implementation schedule, and install fuel-efficient tires and aerodynamic devices on their trailers that lower greenhouse gas emissions and improve fuel economy.

The regulations were made available for public comment in October. According to CARB, the state will offer over $1 billion in funding to help meet the standards. This includes Carl Moyer grants, designated for early or surplus compliance with diesel regulations; Proposition 1B funds, for air quality improvements related to goods movement; and AB 118, which establishes a low-cost truck loan program for early compliance with the truck rule.

"Today's vote marks a milestone in the history of California's air quality," said CARB Chairman Mary Nichols. "The Board's actions will not only help protect the health of 38 million Californians, they will also ensure that California continues strongly on its path to achieving clean air. And in light of today's extremely challenging financial climate, I am also pleased to say that the Governor, legislature and voters have made available more than one billion dollars in grants and loan programs to help truckers and business owners comply with this vital public health measure."

According to CARB, heavy-duty trucks are responsible for 32% of smog-forming emissions and 40% of cancer-causing emissions from diesel mobile sources. The new regulations will reduce diesel emissions by 68% and NOx by 25% by 2014, saving 9,400 lives and reducing health care costs for an estimated public value between $48 billion and $69 billion, it said.

The greenhouse gas reduction measure applies to over 500,000 trailers and the diesel regulation applies to about 900,000 vehicles--400,000 of which are registered in the State and 500,000 that do business in California, CARB said.

Under the regulations, fleets with three vehicles or less are exempt from any cleanup requirements until 2012. In 2012, they would have to clean up one vehicle, although it would not need to meet 2010 engine requirements until 2018. Under the greenhouse gas reduction regulation, fleets with between one and 20 trailers can delay compliance until 2013.

CARB said the total cost of the two regulations would be approximately $15.9 billion. However, it said the truck regulation's $5.5 billion would be spread over 16 years, while the greenhouse gas reduction regulation's $10.4 billion would be more than offset by the fuel savings of $14.7 billion. Yet it noted that while costs for newer fleets would be minimal, for fleets that need to upgrade a significant number of vehicles "the cost will be significantly more substantial," although CARB expects most businesses to pass the costs onto their customers.

Driving Toward a Cleaner California, a coalition of California trucking companies and businesses, has taken a strong stance against the regulations, saying retrofit devices are unverified and have compatibility issues while small businesses will have a tough time surviving if forced to comply.

The Owner-Operators Independent Drivers Assn. (OOIDA) has also been a major opponent of the regulation, especially the state's version of the Environmental Protection Agency's SmartWay program that requires owners to install certified aftermarket products.

"The statewide truck and bus regulation will undoubtedly push many small-business motor carriers and owner-operators out of business," said Joe Rajkovacz, OOIDA regulatory affairs specialist. "While ARB says they believe that supplying financial assistance to in-state motor carriers will soften the blow of this regulation, there is simply not enough money to go around, particularly when one considers that California's state government is running ‘hat in hand' to Washington D.C. for its own bailout."

The complete article can be viewed at: by clicking here.

2008-11-12: Trucking Info - Product News    

Diesel Tek™ Offers Engine Flush Service and Fuel Additive.

Diesel Tek™, Las Vegas, is offering its engine flush service and fuel additive as parts of its maintenance program.

The engine flush service removes diesel particulates that are too small to be caught by the average oil filter, according to the company. This improves engine efficiency and reduces wear and tear, while the fuel additive causes the fuel to burn longer and cleaner, and adds lubrication.

The benefits of the engine flush, according to the company, include reduction of emissions and better mileage. The cleaning solution consists of a light lubricating oil with the same detergents you would find in a high-grade motor oil, only concentrated seven times higher. Once run through the trucks, the cleaning fluid can be disposed of right along with waste oil. The process takes half an hour.

Check out the on-line article here: truckinginfo.com