Gearhead Tips From Jenkins Diesel

Fact or Fiction / 2009 & Beyond
Idling Questions?
Ultra Low Sulfur Diesel Fuel Requirements
2007 EPA Engine Identification
2007 EPA Engine Performance
2010 EPA
How Do I Get The Most Out Of My Truck And Still Enjoy What I Drive and How I Drive?

Fact or Fiction / 2009 & Beyond

It has been quite a ride since the changes for 2007 EPA have been forced upon the industry affecting manufactures, OEM dealers and most importantly YOU the end user! The purpose of this long overdue newsletter is twofold:

1. I wish to convey my sincere appreciation to all of those who have chosen to do business with Jenkins Diesel during the last four years.

2. Next, the goal is clarify some of the confusion created by all the new regulations already in effect and the upcoming changes about to descend upon us. This will give me the opportunity to convey my thanks by shedding light on some confusing subjects we are all faced with.

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Idling Questions?

For those of you involved in an over the road situation, being regional or cross country one of the most confusing things encountered is what to do when you have to idle your truck for sleeper berth time when the weather demands some type of HVAC. Many states and municipalities are enacting anti idle laws. Some of the jurisdictions have exceptions to guarantee that the occupant of the truck will not freeze to death or suffer heat stroke; others have no regard for occupant safety or comfort. A good source of published regulations by state, county, and municipalities is the August / September issue of O.O.I.D.A.’s Land Line Magazine. (Land Line is filled with help on many topics for anyone wanting to stay informed.)

Added to the regulations is the high cost of idling your engine, not just in fuel consumption but also hours added to your engine. So what do we do?

Detroit Diesel and Cummins offer Clean Idle programming for their engines to make them compliant with California. My experience with the Detroit program has been extremely gratifying. If you own a 2007 EPA Series 60 the programming that is added does a great job boosting fuel economy without hurting performance. The new DD15 will have it available also, but as of yet the DD15’s we have out there running do not have the Clean Idle installed (more on the DD15 later!).

There are many APU’s out there to choose from and it is an ever-changing landscape filled with peaks, valleys, and pot holes! Some are good and some are flat horrible! My experience has taught me to look for a unit that is supported by a dealer and a manufacturer that have been in business a while and are intent on servicing what they sell. Nationwide support can be a challenge on any unit so look at the traffic lanes you frequent and see if that helps. We have had two brands available at Jenkins Diesel and we are still searching for a unit that is supported and performs to our satisfaction. 

Next is the emerging technology of using batteries and thermal storage technology to provide all the comfort you need without emissions. This is going to be the ANSWER but it is not perfected yet. I firmly believe in the next few years for all practical applications this will replace APU’s completely. Your custom sleeper market will still require gen sets with auxiliary heating and cooling of course! Now that we have touched on that let’s go onto the next subject that seems to be brought up very often.

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 Ultra Low Sulfur Diesel Fuel Requirements

2007 EPA Engine Identification

How do you know if your truck must use ultra low sulfur diesel fuel? It was built in 2007 but it does not have a Diesel Particulate Filter. All the signs at the pump say you have to use the new fuel! It has even come to my attention that some of our competitor’s trucks are labeled "ultra low sulfur diesel fuel" even though they do not have a diesel particulate filter. "How can this be" you ask?

Fact: Trucks built in the first quarter of 2007 calendar year with ENGINES built in 2006 are not 2007 EPA trucks but they are 2007 model year trucks.

Trucks built in 2007 calendar year with ENGINES built in 2007 calendar year are "2007 EPA" trucks and they are a 2008 model year. They require diesel particulate filters. Any engine that has a diesel particulate filter MUST USE ULTRA LOW SULFUR DIESEL FUEL! The 10th digit of the VIN# tells you what model year the truck is. Federal Law!!

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2007 EPA Engine Performance

The next confusing issue out there: Trucks with Diesel Particulate Filters run like crap, get horrible fuel mileage and constantly need their filter cleaned, or they always shut down because they need a regeneration performed. This is one of the biggest areas of confusion that was created during the pre-buy frenzy before the introduction of the 2007 EPA regulations. Let’s explore this by engine manufacturer.

Caterpillar: My experience with this product is the most extensive because it is our proprietary engine. Let’s look at each engine by itself.: It’s true that they are having the most problems with their DPF engines. We do see increased regens, especially in regional and short haul applications. The fuel mileage and performance are not up to the Yellow Paint of old. 

Cummins: My experience with the 2007 EPA Cummins ISX is limited. Some of the reports we receive are very satisfactory, others indicate that fuel mileage and warranty support are erratic. As with all new designs driving habits must change and I truly believe that modifying ones driving style will enhance the satisfaction with the 2007 EPA Cummins. We will have an opportunity to learn more about the ISX very soon because it is to be reintroduced to the Western Star sometime next year. 

Detroit Series 60 and H.D.E.P. DD15:

Series 60 14L 1650lbft of torque up to 515hp: From the time the first one arrived with a DPF I was surprised it was quiet and smooth! The jet engine EGR sound is GONE and after some initial programming modifications we’re seeing increased fuel mileage rivaling the old 12.7L Series 60!

There continue to be challenges getting driver behaviors modified to accommodate the different RPM ranges the engine prefers and understanding the regen process is still a factor. Long haul applications that run "loaded up" do not require as much understanding because the regen happens automatically going down the road. In a short haul regional application understanding the different stages of regen requirements eliminates the confusion, etc...

Overall, I must say I prefer the 2007 EPA Series 60 over the 2004 EPA Series 60,we have yet to see a DPF require cleaning and we have engines coming up on the 300k miles.

DD15 (Heavy Duty Engine Platform): This is the engine that will take us into 2010 and beyond. It ranges in horsepower and torque settings from humble to bold, with up to 560h.p. and 1850 lbft of torque. The turbo compounding technology along with all the other design changes provides the answer for those of you who require power, fuel mileage, and nationwide warranty support. This engine has a B-50 life of 1.2 million miles and is the most extensively tested engine ever brought to the trucking industry.

It requires BEHAVIOR MODIFACATION on the driver’s part to get used to the torque and horsepower curve to say the least. Right now the major complaint we hear is, "You have to turn the radio down to hear the engine". This requires using the tach to shift, which for some is a long forgotten habit.

The DD15 has increased service intervals and substantially improved fuel mileage. Key phrase here is "Greater Return on Investment!"

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2010 EPA

Now let’s explore 2010 EPA regulations right around the corner! Selective Catalyst Reduction is being used in Europe today and is on its way here. I pass no judgment this time around. I was wrong in 2006 and the goal is to learn from my mistakes in 2009!

All engine manufacturers are going with this technology except NAVISTAR. Navistar says they are 2010 EPA compliant without it, but only in the letter of the law not at the exhaust stack! What is SCR, and what’s Navistar up to? This technology requires a catalyst to be introduced downstream in the exhaust system to clean up the emissions to the levels required for 2010. Diesel Exhaust Fluid is a solution of Urea in a concentration that IS NOT A HAZARDOUS SUBSTANCE. From my understanding this will allow for increased performance, fuel mileage and Super Clean Exhaust Stacks! It will require a small tank on the frame rail adding more weight, more technology, and more driver behavior modification. The infrastructure to supply D.E.F. is being set in place NOW!

Navistar plans on using emission credits from their small engine line to offset their lack of compliance at the exhaust stack in their 2010 engines. They claim they can do it with their EGR system now, but they want to introduce it slowly so they are taking advantage of the "Credits System" put in place by the EPA. Initially Cummins planned to follow the same course but their testing showed that the performance and fuel mileage advantages obtained through S.C.R. were too great to ignore. Note: If fuel prices stay down we’ll see if it’s less expensive to use D.E.F. (urea). To me it seems a little soon to be jumping through more hoops to get "Greener" but that is a political discussion not a "GEAR HEAD" discussion.

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How Do I Get The Most Out Of My Truck

And Still Enjoy What I Drive and How I Drive?

First and foremost it must be understood that Ultra Low Sulfur Diesel Fuel requires a greater awareness of the condition of your fuel system. Without sulfur moisture and bacteria find it easier to accumulate in the system from fuel tank to injector tip. You need to be aware of this and make it a habit of using quality filters, additives designed for use in ULS diesel fuel, and quality fuel. In today’s world we are seeing cheapest actually being the most expensive way to go in the long run.

Coolant

Improperly maintained coolant is still the number one cause of premature engine failure, it seems the easiest to prevent is the hardest to cure. If you do not use pre-charged or extended life antifreeze you are asking for problems. Every time you work on your engine test the antifreeze. Every time you service your truck test your antifreeze. Every time you add coolant ask why and be aware of what you put in your radiator. Without these simple disciplines, liners, head gaskets, radiators, and water pumps will corrode and create more expense and down time than any profitable operation can withstand.

 Filters and Oil

I have one thing to say, "Cheaper is not better!" Use a brand name and stick with what you know best. 2007 EPA engines require low ash CJ-4 oil. Pay attention and "Live long and prosper!"

 Tires/Alignment

We all have our preferences. Regional operations require open shoulder hard compound tires that resist squirming, scuffing and chunking out. Long haul applications require a closed shoulder, fuel efficient, heat resistant tire that can handle the weight you put on it. As usual you get what you pay for, but watch out for the dealer that likes to over charge the small guy!

Wide Based Ovals (singles) are coming on strong and the feedback we are receiving is very positive! We here very few horror stories and manufacturer support seems to be outstanding, although there is still concern for those that spend a great deal of time off the beaten path in situations that create punctures and catastrophic failures. The decreased rolling resistance and reduced weight means better fuel mileage and larger payloads.

Sixteen and eighteen ply tires are coming on strong also; these tires provide a great ride and increased longevity in bulk hauling applications where payloads are HEAVY.

Get it aligned, keep it aligned! Do a 3 axle at a reputable alignment facility. I have seen shops with exotic equipment do inferior work, "It is not the size of the wand that matters it is the magic of the magician who waves it!" You’ll see increased tire life, improved ride, and increased fuel mileage from a properly aligned truck.

Aerodynamics

We are now bordering on "Political" but I’ll do my best to stick to "fact versus opinion" in this final segment. Of course a truck that cuts through the wind with greater ease will require less energy to do so! Of course a truck that looks boring and sounds like a tin can inside is not enjoyable to drive, especially when you glance back on the way into a fuel stop or a restaurant.

So how do you get what you want? We’ve seen drivers go from aero trucks into conventional’s and improve their fuel mileage by modifying their driving habits to accommodate the aero inefficiencies. If you only save a small amount with an "aero fleet truck" but you take it in the "Shorts" when you go to trade where is the "return on the investment" there?

If you want conventional looks, maintain you truck, pay attention to operating the engine in its "Sweet Spot" and enjoy the pride of ownership! Then you can reap rewards at trade time because well maintained O/Op spec’d trucks are still worth more!

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 WESTERN STAR IS DEVELOPING A NEW MODEL WITH CLASSIC LOOKS AND AERO EFFICIENCY!

Call me to discuss, if you desire

1-800-299-2990

 Mark R. Steck

417-829-1014  

 marksteck@jenkinsdiesel.com

 VIS CHECK & SERVICE  7 DAYS A WEEK!