jumbopackage; Tier III off-road standards are significantly less strict than even the most lax on-road Tier II standards.[/quote said:
Hybrid vs Diesel
- Thread starter Bobber
- Start date
A little bit of biodiesel doesn't hurt a thing, but if you get much above a 10% blend, I think you have to start worry about "fuzzy things" growing in the fuel tank. It is a biological product.
I might have been reading the regulations wrong too, as I think they are using different standards of measurement (g/mi vs g/kWh).
Emission Standards: USA: Cars and Light-Duty Trucks - Tier 2
for light vehicles
Emission Standards: USA: Nonroad Diesel Engines
for off-road vehicles.
The fact that there is a "smoke standard" for off-road vehicles tells me that there is a significant amount more allowable emissions than there is for light diesel engines.
To be certified to Tier 2, any diesel engine for passenger car use has to have 0 particulate matter emissions for the first 5 years of it's life.That means basically no smoke allowed.
Some European engines use both EGR and Urea injection, in addition to catalytic converters.
A diesel will run for 300,000 miles too. Just saying. Just go look at some 18 wheelers and their miles, find me a gas with a million miles...
It's a no-brainer......Diesel all the way.
Years ago they got a bad wrap because they smelled bad, were louder, and were not very suitable to cold weather. All that has changed. With the new emissions standards, the exhaust coming out of new engines smells about the same as a gasoline engine if the exhaust has not been tampered with or the fuel injection pump has been opened up. Back when I was at a job where I was in charge of buying trucks, I remember buying a new freightliner with a 450 hp Mercedes diesel and the exhaust didn't smell much different then a gas engine and that was back in 2004.
As far as cold weather goes, yes you have to blend No. 1 diesel with regular diesel to keep it from gelling, but any gas station that is serving regular passenger cars will blend the fuel at the pump so the consumer doesn't worry about it. I would imagine stations where you have to blend the fuel manually are servicing more of the Semi tractor type of customer who might or might not have heated fuel tanks so each customer would like the option to blend manually since he knows what he's doing. That isn't going to happen with normal passenger cars where the typical driver don't know siccum about the fuel itself let alone blending it for cold weather. Diesels are much less cold blooded now as well with the way the engines are made, the use of glow plugs and the fact that most have plug ins to keep the engine warm. I have a lot of customers who have diesel pickups and am amazed at some of the temps these diesels will start now.
I don't want a full sized pickup, but it I could find a smaller pickup with a new diesel engine, I would be all over it.
Years ago they got a bad wrap because they smelled bad, were louder, and were not very suitable to cold weather. All that has changed. With the new emissions standards, the exhaust coming out of new engines smells about the same as a gasoline engine if the exhaust has not been tampered with or the fuel injection pump has been opened up. Back when I was at a job where I was in charge of buying trucks, I remember buying a new freightliner with a 450 hp Mercedes diesel and the exhaust didn't smell much different then a gas engine and that was back in 2004.
As far as cold weather goes, yes you have to blend No. 1 diesel with regular diesel to keep it from gelling, but any gas station that is serving regular passenger cars will blend the fuel at the pump so the consumer doesn't worry about it. I would imagine stations where you have to blend the fuel manually are servicing more of the Semi tractor type of customer who might or might not have heated fuel tanks so each customer would like the option to blend manually since he knows what he's doing. That isn't going to happen with normal passenger cars where the typical driver don't know siccum about the fuel itself let alone blending it for cold weather. Diesels are much less cold blooded now as well with the way the engines are made, the use of glow plugs and the fact that most have plug ins to keep the engine warm. I have a lot of customers who have diesel pickups and am amazed at some of the temps these diesels will start now.
I don't want a full sized pickup, but it I could find a smaller pickup with a new diesel engine, I would be all over it.
Sure. Our veterinarian put over a million miles on his Ford F150 w/300 c.i. straight six. I think he did the top end twice and resleeved it once in the process.
I think he might've replaced his main bearings as well.
That would be a cool looking car with a 425HP Detriot in it. It would only get 7 MPH but it sure would look and sould cool.
I always laugh when I hear this. My father drove a semi for 30 years so I know a little bit. Yes, diesel semi's are pretty reliable but about any car will last forever that does 99% of it's time driving 55 mph on an interstate. The majority of abuse on an engine/transmission is from stop/start. Also keep in mind that these are trucks that cost a lot more than a normal car. A car with 300K miles on it is worth about $100 so it doesn't pay to put a lot of money in it. A semi with 300K is still worth a lot so a lot of maintenance is done on them.
Maintace on a semi is a lot more expensive as well. If you take it to get it fixed plan on spending $1000.
I am not an engineer but I can tell you that my diesel truck runs at 2100 rpms going 80 down the interstate. You can hardly hear it running. That has to be better for the engine than running much higher rpms in a gas vehicle.
You mean like this?
I want one, too. They are slick as snot.
You bring back two of them. One for you and one for me......DEAL?
Well, if you are industrious, you could always make your own. The Interwebs can help...
Depends on how its engineered. 2100 RPM is a whole lot if you've got a bunch of rotating mass. An F1 engine is engineered to run at up to 20k RPM for a reason. and micro gas turbines run at 100,000 rpm for a reason.
Different horses for different courses. The more rotational mass, the lower the RPM. The bigger the engine, the slower you turn it.