How to make an emission engine run more reliable

Discussion in 'Heavy Duty Diesel Truck Mechanics Forum' started by Jship, Oct 24, 2019.

  1. Jship

    Jship Bobtail Member

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    Why because when I was developing biofuel that was approved by Detroit diesel for warranty I found that , also 20+ plus years experience driving almost every style of truck and motor it was clear that the colder trucks always got better fuel economy and less maintience.
    It's no secret that pre emissions engine are far more reliable. The reason the series 60 engine were so reliable and fuel efficient is because they used the largest rad on the market. My fan rarely comes on and my fuel economy up to 12mpg depending what I hauled, when I was a lease op with trimac I had the most fuel efficient truck in the company.
    Heat kills period , it wears parts out faster .
    Combustion and fuel economy is about btu , I found when testing fuels that over 180F the fuel gets thinner and there by losing btu's
    Every time your fan comes on its 5hp+ that cost fuel efficiency , takes longer to get up the hills,
    And I run 4+ trucks and all idle while sleeping , I have only had go in the shop 1 time in last 2 yrs
    If heat makes a better more efficient engine new trucks would not be blowing up all the time and getting 3.5mpg, my old 86 Mack 500+ super liner did Better than that.
    Any one affiliated to a shop will of course try to push the corporate throw away perpetual profit
    Agenda that we independents pay for, international threatened to sue me for releasing how to fix the maxforce engine citing they needed the repair revenue to stay afloat.
     
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  3. Jship

    Jship Bobtail Member

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    Also part of the issue with idling is that north America fuel is super dirty and poorly refined to save cost, Then adding bio diesel to it without refining into it causes the emulsions in the fuel to cling to the biodiesel which is where all the crap comes from that causes failure from excessive idling, as well at 5 degrees Celsius it starts to seperate from fuel and clogs up filters and fuel systems and exhaust filters which is why they halt adding it to fuel when temp. drop below that despite claiming its always in the fuel.
     
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  4. AModelCat

    AModelCat Road Train Member

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    I have to disagree with your logic. For starters, I'm pretty sure the radiators are specific to the truck manufacturer, not the engine manufacturer. They're typically sized by horsepower/application, not by engine manufacturer.

    Cooler coolant temperatures increases longevity? Nope. I had a good conversation with my shop service manager about this not long ago. There is a specific coolant temperature that is optimal for maximum efficiency and its much higher than what you're getting with drilled out t-stats. Besides, why would a manufacturer build an engine to run at less than optimal efficiency? The more efficient that engine can combust the fuel, the less it needs the aftertreatment system to clean up the exhaust.

    Sorry but I tend to believe a guy whose got over 25 years of wrenching under his belt and has been to dozens of engine-specific courses over what I read on the internet.
     
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  5. AModelCat

    AModelCat Road Train Member

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    The main issue with idling is the lack of exhaust temperatures. The DPF needs high temperatures to catalyze the soot. When you work an engine hard, it naturally makes lots of heat. Fuel burns more efficiently and the high EGT's work to catalyze the collected soot. When the engine idles, EGT's are too low to catalyze the soot. Whatever particulates that comes out the exhaust at idle get collected but cannot be chemically changed and removed from the DPF. That's why idling a 2007-newer engine is not the optimal thing to do.
     
  6. Jship

    Jship Bobtail Member

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    That is totally incorrect,
    Believe what you like .
    The reason for high temp engines is to incinerate certain particles from exhaust gas
    That in theory and lab work well but any trucker worth his weight knows real world application does not work
    The issue with max force engine and most egr systems is that the exhaust gas returned is so hot that it causes the cylinders to over heat thereby causing the parts to fail prematures
    When you discuss engine operating temps you must also include what the metal part can withstand
    Your first issue is you talked to the service manager , his job is to ensure the profitably of his shop NOT your companys bottom line. If he tells the truth about emissions systems he WILL BE FIRED immediatly


    As I said I have 25 yrs as an industrial field millwright(specializing in fixing engineers wet dreams) truck drive and heavy duty mechanics so I can go head to head with any mechanic or shop manager. Ask him to prove that post emission trucks are better for the environment . I will pay anyone $1000.00 who can prove this
    The only thing they will do is show you tail pipe tests , they do not include the carbon foot print of the build of the truck it's repair parts or even the carbon foot print of the increased fuel used by them.
    Also if it was so efficent and great at high temperature how come people use delete programs? If what the service manager told you is correct then there would be no need for deletes . And yes rads are partially specked by engine manufacturer .
    Again 4 trucks and only 1 trip to shop in last 2 yrs how's yours last. And all are 2008_2014 Detroit paccar and Cummins, tandem and tridrive .

    One must learn to separate corporate propaganda from real fact and knowledge I would expect someone touting a picture of Castrol to understand this,
     
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  7. Jship

    Jship Bobtail Member

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    You clearly don't knoe how an engine works
    It does not heat to combustion , it uses compression to ignite the diesel not heating it up.
    Yes hotter diesel will ignite faster but that does not mean it's more efficient, yes it must reach a temp of 140 F before you work it.

    Like I said I will get lots of slack because so many are trolls who don't want independents succeeding, or people to understand why emission engine are useless and 5x more harmful to the environment then pre emission trucks build after 1985,

    What it comes down to is corporate profit, it's more profitable for truck manufactures and shop for you to constantly break down ,

    My series 60 ran 170 F on average in 19 yrs I owned it I spent a grand total of 50 k in maintience including a level 2 rebuild at 1.25million
    show me your repair bills I doubt I will find someone that only spend less then 5k a year average on repairs /truck like I do.
    Heck today your lucky if you get out of the shop on a warranty repair with less then a 5k bill.
     
  8. x1Heavy

    x1Heavy Road Train Member

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    Im sorry. You are using different words to express what I am trying to say.

    Remember I have been running them since the days of old iron and never a problem yet. The shop its it's own domain. I just turn in the truck and say it's sick fix it.

    The rest of the debate is not necessary here to me.
     
  9. Jship

    Jship Bobtail Member

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    Not sure where your fuel economy numbers come from , on 5/6 axel older trucks got 7/8mpg and 4.5-5 mpg on 8/9 axel while newer trucks get 5-7mpg on 5 axel 5mpg on 6 axel and 2-3.5 mpg on 8-9 axel .this is of course fully loaded not LTL or ultra light loads.
    And 30mpg truck are not science fiction just people lack the will to force manufactures to. Build them.
    $there are name way to cl

    You neither understand woman or engines
    But like the rest of life every body jumps to troll and take away from the info and make a bout arguing you could have read it as thought I disagree and be done instead you troll with false sexist comment completely irrelevant to this thread

    I must have pissed off a lot of corporate people with this accurate information .
    To get so much propaganda and irrelevant trolling

    Rather then supply fact to prove me wrong as you believe you post garbage which only suggests your uneducated and and incapable of thinking for your self .

    But as I said I expected this kind of resistance as the amount of money on the line to repair shops and parts dealers is too much to not actively fight back against any that try to provide info to help the independent owner operators
     
  10. AModelCat

    AModelCat Road Train Member

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    The issue with the Navistar Maxxforce was never the EGR temperature. To my understanding, Navistar wanted to avoid using DEF to control the NOx. So they increased the EGR duty cycle. When you increase the amount of EGR, the engine naturally emits more particulate matter. More particulate matter means more frequent regens.

    Explain WTF deletes have to do with temperatures? Do you honestly think the EGT's on a modern, emissions equipped diesel are significantly higher than a pre-EGR diesel engine? The heat from the regens is generated IN the aftertreatment system, NOT from the engine itself. Dosing the DOC is where that 1,100°F regen temperature comes from.

    Believe whatever you want, do whatever makes you feel good. I know most if it is false.
     
    Last edited: Oct 25, 2019
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  11. AModelCat

    AModelCat Road Train Member

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    Either way, I'm walking away from this.
     
    Last edited: Oct 25, 2019
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