VW didn't fudge their emissions test results. They programmed their vehicles to operate more efficiently when the vehicle's computer detected that the car was being emissions tested
TheChamp76 only if it isn’t maintained and serviced properly. I’ve seen video of a VAG diesel that had done +-250000 miles and had only lost about 5hp from new. Accepted loss is not a thing. It’s a myth based on poorly maintained engines.
I love my Mercedes diesel! I have a 230e I swapped a OM617A into It fantastic on fuel And dynoed exactly the same as the factory engine, all I did was clean out that dang fuel system, it has 300k on it!
@Allen Loser Ever heard of "abiotic" oil? Look that one up. It may not be "fossil fuel" at all. God/Intelligent Designer of Earth may have terraformed this MOFO giving us oil to use by design, not happenstance.
Vasile Pintilie Romania doesn’t have the same emissions control standards as the North America. All the emission control components is what shortens the life of an engine... they’re are basically choking the engine, not to mention the emission components themselves are just more parts of the vehicle to potentially break and cause problems.
I always find it funny when a title is not what the entire video is about, only part of it, because then you can scroll down to the comments and see easily who commented before actually watching the video. Great video, Jason!
2% is a very small margin to work with. When you consider the additional cost of the fossil fuels used to make these additives (both in energy and materials), this leaves even a smaller margin than 2%. Also, just replacing the volume of additives with diesel fuel itself might be enough to make up a 2% difference. I also understand that the additives are not just to improve fuel economy but also stabilize the fuel from degrading and other functions as well. However, in my line of business, if I were to propose adding a whole new, complicated process (that requires additional facilities to develop it, factories to produce it, storage facilities, distribution (to all of the refineries), etc) to improve
@@usingthecharlim That's the beauty of percentage. With full load those 2% might be a higher difference in absolute numbers than in daily driving. But they'll be 2% :D
I work in a diesel shop on semis, modern engines and high pressure fuel has ruined so many people's engines its not even funny, drivers O/O report no fuel economy increase, but maintenance and repair costs of the emissions systems are unsustainable, go buy a semi Nox sensor or dpf filter, and youll see what im talking about, not counting the time in diagnostics, that is its own nightmare.
I know what you mean, manufacturers have not progressed in making engines more reliable, its all about emissions now, and the systems suck. Some Volvo Common Rail engines are running 90,000PSI fuel pressure, sure you get good power and economy but they self destruct regularly. And sone DPF exhaust sytems are only good for 100,000km and cost $6000 to replace.
@@michaelbenoit248 You have to wonder if the fuel economy loss from all of this stuff ends up adding more pollution overall since you are burning more fuel, losing efficiency due to gunk build up and shorter lifespans that end up with engines puking oil prematurely until they die and we have to burn coal to melt down a bunch of steel to make a new one.
Mike LeMoine, yeah. The DEF systems in my opinion are purely to make the EPA feel good. But in reality the diesel is burning cleaner than the gasser without the DPF. In reality the gasser should have the DEF systems. From experience the older Diesel engines 7.3 it burns very clean after I changed all the sensors, new IPR and just a general tune up. But with the supposed clean emissions/DPF comes at a cost which is the shorter lifetime of the engine itself. 6.4, 6.7 Ford, 6.7 Cummins, 8v Nisan Cummins, and last but not least the duramax. The whole thing makes me sad. The epa killed Detroit diesel/2-stroke engines that are absolute beasts. Take it easy man.
@@michaelbenoit248 Yep, they need to justify their jobs and budget, so they make these rules. Same with A/C systems. They keep changing the freon to supposedly save the environment, but the new ones don't last as long and run at high pressures that cause them to leak more refrigerant out (home units anyway). The refrigerant in new cars is flammable so when you crash, you often release a big cloud of potentially explosive gas as your front end crumples and your lights/battery break in the impact and potentially spark. Smart, right?
Mike LeMoine, yeah. No kidding. The new cars today are great when they are new but the break down as time goes on. And as age takes its toll. But again with the economic benefits comes at a price and that’s just how it goes. That’s also why we don’t buy the new stuff. They aren’t worth money depending on the brand you get. Either way a good used vehicle can run about $5-9K. But that’s just how life goes. Take it easy man.
NOx is far bigger problem for people than CO2 since CO2 doesn't cause SMOG. 11% reduction in NOx is HUGE, sounds way too big of a claim. Is there another independent source that verify this? Another question, what combustion toxic emissions are produced by the detergent?
@@karimnasser6710 VX Gas is C11H26NO2PS. Not saying VX gas is in exhaust, but it has all the components necessary if you throw in Phosphate and Sulfur in detergent. So still the question is what extra stuff is coming out the exhaust?
@@JohnDoe-jk3vv I'm amazed how gullible people don't care what comes out the exhaust and thinks asking the question is tin foil hat. Be more skeptical of outlandish claims.
Another inefficiency is happening in the air intake stream due to sludge accumulation. This sludge is caused by egr and pcv mixing oil and exhaust soot. A 3 inch air stream can be significantly reduced withing 150,000 miles.
@@1Slamalama1 The model displayed at the World's Fair was running on coal dust actually. Test engines in his lab had never stayed running on vegetable oils for more than a few hours.
Pre chamber diesel engines can usually also run on vegetable oil without problems. Direct injected diesels (the engines used from the 90s on in cars, from the 70s on in commercial vehicles) don't really like vegetable oil.
@@calvinnickel9995 that is such a tin-foil hat comment. :D Anyone can make their own fuel, if they are prepared to run that "stuff". When looking for quality at a reasonable price, you won't be able to get by multi-billion dollar production facilities.
@@cozza819 My miiddle school text book in the early 90's said that 7% of crude oil was for Coca Cola. Made me make some horrible jokes about why coke was the color it was...but clearly, that's how much plastic the company consumes.
And yet how much do people pay for more power? This basically restores the power you lost or maintains the power you are aiming for. If you can spend over $10'000 for a diesel upgrade on your truck you can afford another 20 cents on your fuel cost.
@@MrComputerCoder 10K what up grade? Be specific. Giver take on my 03 5.9 Cummins 1500 for a new turbo, 1500 for new OEM injectors, 1500 for new CP3 Pump. 2% may not be enough justification for the daily driven light duty diesel truck but it is a big deal for a company running multi billion dollar fleets.
@@MrComputerCoder They didn't make the claim it improved power, they made the claim it increased fuel efficiency. If it is 2% more fuel efficient but costs 10% more, you're hosed. And if you're spending $10,000 to gain 6bhp on a 300bhp motor, I've got an uncle in Nigeria who is a prince and really needs airfare to escape the country with millions of dollars in diamonds. He promises he'll pay you back 10 fold.
Myles Swann this is true. But even ignoring the 2% fuel economy gain, if the fuel is able to remove deposits from injectors and extended their useful life by 50% or so then that means over the course of half a million miles buying that fuel could mean one less entire set of injectors which would save you 1500 in parts cost alone not to mention downtime and labor costs unless you do the job yourself. To combine that savings with a 2% increase in feud economy will save a decent chunk of change in the long run, even for your average guy with only one or two trucks
@@TOdoubledizzle24 or they'll figure out how often running with it provides a good net return - maybe it doesn't need to be the sole fuel source used...
You left a lot on the table. The new injectors are more than higher pressure and finer spray. They are electronic and injection timing, duration and flow is infinitely adjustable. Most older diesels have mechanical injectors and timing fixed. This is the idea behind CR or common rail, a very high pressure pump feeds electronic injectors which are individually controlled and chamber pressure is monitored. The timing, duration and rate are precisely controlled not possible before.
Um this has nothing to do with why they lose power... old diesels get deposits, and injectors on older diesels are pretty much a wear item... new stuff may be more sensitive but... still effects them the same...
@@mattlane2282 What I'm telling you the computer-controlled piezoelectric injectors are monitored by computers, make all the adjustments even for wear or any kind of degradation due to deposits. This guy doesn't do his research, there are areas he's not very knowledgeable about. He's thinking a very old Diesel's but those will go 300,000 miles easily, some half to one million miles without any real loss of performance. He's wrong and has no data to back it up. Diesel run the world in supertankers, heavy construction equipment, semi-trailer trucks, generators, you name it, they are running the World.
@@gmcjetpilot super tankers run on like tar... They cover up at best... but you still have a performance lose... you can't adjust for bad amortization but this was just a commercial for exxon nothing more I mean it was not even an attempt to cover why diesels lose performance... it was a flat out commercial.
After learning about Diesel Particulate Filters, it is nice to appreciate the details about solutions for diesel engines. The "Regeneration" process to remove particulates was interesting to learn about. I'm glad this video gave a lot more info about these engines. I now have more sympathy with my fellow truckers on the road and mechanics in the shop. Thanks for the insight!
The emission controls ruin these engines and make they less efficient, so burn more fuel, and makes us spend more money on parts when they go bad cause they all go bad , if we got ride of the controls then the only thing diesels would do is put out soot and have no NXo a cat causes the higher temps and that causes nitrogen, then the egr was there to bring down temps but brings soot then they brought in a dpf and that raised the temp got rid of soot but more nitrogen back, then they had the def that helps with nitrogen but helps ruines and destroys everything faster and burns more fuel, remove all that and we would be good to go
@@1Slamalama1 I'm actually running water on my diesel now. Sprayed heavily into the intake and it is unbelievabley effective. So diesel/ steam engine lol
1999 7.3 turbo diesel mated to a six speed manual. 20 years and 380,000 miles later, all she needs are glow plugs, a front universal joint and some body work. Still hauling 5th wheels and hay trailers. This is one hell of a truck!
The distillation process is performed not only by heat but under pressure. The process is known as "cracking". The alternative method would be a centrifuge. A more accurate explanation of why fuel ignites in a diesel engine is "heat of compression". Timing refers to the opportune time to ignite the fuel in a given stroke. Lastly, I believe the Exxon additive is essentially a catalyst that organically bonds to impurities either in the fuel or byproducts of combustion in the engine and enable the particulate to burn off.
@ The most important requirements for a Diesel engine to perform at optimal efficiency is the injectors are operating as designed. i.e. popping pressure. spray pattern and minimal deposits which will have a tendency to collect on the tip. The fuel filter should be changed adhering to the manufacturer's change schedule.Ditto the turbo air filter. Beyond that and short of an engine rebuild, no "magic potion" is warranted.
What he was showing was the separation of compounds in crude by fractional distillation which is separating the rough groups by using their boiling temps and condensation essentially. .... cracking is a follow-on process which splits longer chains in those cuts into shorter chains using steam, hydrogen, catalysts - - you're making targetted changes to molecules to split them down to smaller chains. that's the key difference between distillation and cracking...
Understand that any fuel additive will by virtue of (blow-by) dilute "dilution" the crankcase lubricating oil. There is a trade off and to my mind additives in general are not advantageous. Gotta go! GL!
Strictly speaking distillation and cracking are different parts of the larger refining process. Distillation is actually typically performed at atmospheric pressure or a vacuum
Hi! Great video! Here in Portugal we have premium diesel and I can say that using it makes my car run smoother and I get a tiny bit better fuel efficiency. As for performance, in 1.4 liter engine you can feel slight increase, but for bigger engine there’s nothing you can notice. Cheers
Please make a video explaining how DEF helps to eliminate NOx? It would also be cool to get a better understanding of the different sulpher levels in diesel. In South Africa, it's still pretty common to have 500ppm diesel and the lowest on offer is 50ppm. I know this value is significantly lower in the USA, Australia and Europe. Thanks for a very informative video as always!
Adblue is sprayed directly in the dpf to help it regenerate and basically makes crystals form with the exhaust gases so they fall to the ground instead of up in to the air. Adblue is just more money making for car industry and governments
Crazy how my 1997 Powestroke gets 22mpg and seems to have better power at 375,000? Until recently WVO was my main fuel. Better mpg, quieter, smelled like cinnamon crispas!
In that case you might want to try "Renewable Diesel", also made from waste vegetable oils (used cooking oil, UCO). It is a crystal clear and virtually odourless fully synthetic fuel.
Actually that is not really that important, because it does slightly better for any given input. So you would run better. The main thing is, so it might be 2% more fuel economy but the price hike is more than that 2%. There is no cost incentive to run this fuel. Other then good feelings and less emissions.
@@Torchedini well it depends, some fuels have cleaning additives that help prevent the build up of soot. I can tell you that if I run cheap fuel on my diesel car, after a month you start feeling a clogged EGR. Premium fuel with aditives help a LOT with EGR soot buildup
Torchedini might not be a cost incentive related directly to increased fuel economy. But if running better fuel increases the life of injectors or injections pumps then there is a significant cost savings since those thing would have be replaced less often.
@@benjaminfifield8838 thank you very much Ford the Reply I have a truck that runs on Diesel, Year And a half of use and 110000 Kms. Reacently I sense an sligthly More cosumpsion of Fuel. I Added a additive to the fuel wich sais its for inyector clean Anyway ill be cheking this out with a mecanic
Like your videos and watch them often - so thanks for breaking things down on the newer end of the spectrum. On that note - you State that the engines/vehicles were used and had reasonable miles on them with plenty of useful life. However, you also state that they were brought back to mechanical soundness as if there were new and various filters were cleaned and etc. So here is where I question the results - would it be better to take the truck/rig as-is and run the fuel to see what results you get? Point being that if I have a LD truck and and it only has 50k on the ODO, I am not going to start replacing or cleaning everything. If I were to run this test i think i would do it in four stages 1. Run the truck from new and measure the results 2. At XX,XXX miles Run the test again and see what results I get 3. Rehab the sensor and filters and see what results you get 4. Run the test again with the reformulated diesel and see what results you get. What I want from the above is the whole bell curve - I want the universe of data. I want to see my SD change after the introduction of the reformulated fuel. How do we know it wasn't the rehab that caused the desired results? I may be missing something here, but hope you understand what I am trying to get at. Cheers - Henry
Lyfan Deth true that. And until recently when much higher pressure injection systems a much smaller openings in fuel system parts came along. Lots of diesels could be converted to fun on used vegetable oil or something like that.
The waste vegetable oil from restaurants can also be used for diesel fuel, however, it must be refined to remove the heavier glycerin from it. The glycerin itself can be made into soap.
Lyfan Deth I know a guy who rebuilt his 76 Mercedes diesel to run on used cooking oil from takeaway fish & chip outlets. It’s filtered thru 3 stages, but does require heating core in fuel tank and along fuel lines, but if set up properly, fuel system can run on 90% filtered oil and 10% diesel fuel. Can even run used sump oil & trans fluid provided it’s been filtered sufficiently.
82 Datsun 720 pickup, bought new, powered by SD22 Chrysler Marine diesel build under license by Nissan. 36-37 MGP city or highway. Had 387,900 miles before I give it up due to deterioration of body, interior, steering, suspension and power train. Went to start it for buyer after having sat for 1 1/2 years in wet Western Washington State. New batter, a couple of revolutions and boom! Away she went just like every time I had ever tried to start it!
Yes, but in the EU there are quite some differences. If I drive from Holland where I live to Germany (1 hour drive) the quality changes (normal diesel in Germany has more % biodiesel). So there is no 1 EU diesel
@@MaUrIcEtAxI in sweden people are noticing that if they are in for example Denmark or Germany that diesel cars consume way less on foreign diesel than on domestic diesel.
THANK YOU JASON!! We pretty much exclusively drive Diesel's here in Europe (and the UK) because of the *huge* tax put on fuel, we need efficient yet most of the time, powerful vehicles. Please keep including Diesel facts in your normal videos!
To be fair, I think that is a average max life of a light duty engine driven by the average driver, the ones that don't maintain their vehicles well, buy the cheapest diesel they can, over extended oil changes, short tripping etc. Especially when you consider the HPFP on a lot of the newer engines with the Bosch CP4 pump design, that likes to self destruct. And a lot of these vehicles get mechanically totaled way before the core engine is worn out. Also have to take into consideration that most of them are in situations where they are idled for long periods of time, driven hard as soon as they are started for the day etc. Diesel or car enthusiasts are an outlier and way outnumbered by the average driver.
@@jacobdukes4741 Until you try electric - if you think diesels are torquey, you ain't seen nothing yet. Still no electric cars available where I live that don't suck though, either from an initial cost/repair cost point of view or from a being an underpowered piece of crap point of view, so I'll run my big TDI wagon into the ground hoping something that's actually better comes on the market before it dies. A little over 250,000 km on it at the moment, so I can afford to wait...
I still love a high revving gas engine. But I do have a soft spot in my heart for a good diesel. Currently driving a 7.3 liter. I used to work on large ship diesels engines.
Jason, Can you do a video on diesel exhaust after treatment? I feel like there are a lot of misconceptions about how they work and what exactly it is they do to the exhaust on diesel powered vehicles.
Great question, cylinder penetration is the velocity that the fuel enters the cylinder. Remember that as the piston is coming up on the compression stroke, depending on the piston top, it will make the air in the cylinder flow in a certain direction and the injector orifices or holes have to point against the direction of the "swirl" so that the highly pressurized fuel will crash against the air and bond the oxygen molecules to the fuel and burn more efficiently. These guys that design these engines have my respect. And mind you that on electronic engines, they anticipate almost all possible failures and they put a response, a series of steps from the protocol in the ECM to protect the life of that engine. There's just so much that it's fascinating to me.
Finally, someone that knows that engines with electronics are actually better due to their ability to do _anything._ It's been so long since I've seen a comment that doesn't talk crap on electronics because of """muh reliability"""
Diesel engines lasting 200,000 miles? Every diesel I’ve owned has lasted 350,000 miles plus (light duty) and have a c15 cat lasted 1,700,000 miles before rebuilding. Modern Diesel engines (2007+) are likely not to last as long with all that crap on them and the ultra high injection pressures coupled with generally very poor fuel filtering (and oil filtering) systems. Sure we’ve made them efficient.. But reliability is also significantly reduced now. High injection pressures and many emissions control devices that will disable your engine in many cases if they fail or malfunction is awful and many people hate it. Cost to repair has also skyrocketed. This ultimately will lead to many engines being scrapped far before their useful life is up because people won’t be capable of, or willing to, pay for new egr coolers, dpf filters, catalytic converters or components, injectors and or injection pumps. It’s amazing engineering, but like the rockets that powered Apollo, their useful life is significantly impacted by all those moving parts.
they are designed from the factory with a life expectancy of 250,000 miles. not the same as how long they will actually last. pretty much every light duty diesel engine will go 1 million miles if its left stock and taken care of properly.
@Ross Bourne I think your full of misinformation and your asking questions which are fundamentally flawed. The very basis of some of your questions include misinformation. I stand by my statement.
I cleaned my diesel injectors at 280.000km with an ultrasonic machine and now no more black smoke exit from the exhaust. I also suggest the use of an additive for the oil to help engine run well
He said the injectors get clogged up and that reduces efficiency. What you can do is get the premimum fuel once every 5000km or so and clean the injectors with it then go back to normal diesel. Same with gasoline really, you can buy a bottle of additive to the gasoline for the same price as a full tank of premium fuel which does essentially the same thing to it as the premium diesel fuel does to the diesel engine. Which is mostly dissolving left over soot from combustion cleaning the internals of the engine.
Hi, marine engineer here with a suggestion! I understand that your channel is about the engineering inside a car, howerver I suggest for your channel to take a field trip to a producer of marine diesel engines, eg. Wärtsilä. These typically are very large diesel or BI-fuel engines. With the engines being a lot larger than the ones found in a car, all the components are too. This can really help as a visual aid for your audience. For example: I used to work on a vessel using 4 Wärtsilä Sulzer 8 in-line 400mm in diameter making more than 4000KW per engine for propulsion use only, running on IFO360, MDO & MGO. Normally each cylinder has 1 fuel injection pump delivering the fuel at +/- 380 bar at a viscosity of 2-4 cst. However, the new type of BI-fuel engines have multiple fuel injection pumps per cylinder. These fuel injection pumps are actuated by the camshaft and are about 50 cm tall. If you want more info on marine application engines, feel free to contact me.
The 2% fuel savings only occurs against a dirty engine. There's no difference vs a clean or new engine as I understand the presentation. Although, I suspect if the injectors were really clogged and if this additive could clean them, fuel savings would be even more significant. In as much as we know that standard fuel works overall fine, based on the trucks already out there running without the new fuel, the difference in price of the new fuel is most relevant to whether it's worth using on a regular basis. If the new fuel was the same price or less expensive than standard fuel, buying it is a no-brainer. If the new product is more expensive by more than 2% it gets harder to justify. Noting that the new fuel does nothing for an engine that is already clean. So in short, if the new fuel is locally available at the same price, it's a good deal, but if it costs more and requires a longer trip to obtain, it might not be justified for regular use... Lastly... it's getting kind of old hearing oil companies use the term "proprietary". If I buy a cookie, I have a right to know what's in it. When I buy gas, its a state secret. If someone really makes a better product, why are they afraid to tell us what it is? If Exxon is better than Shell, they should tell us why. If oil companies were transparent, we could evaluate the products against each other and the competition would actually lead to better products and fewer 2% better economy claims based on a single "fair" test criteria. Consumers and even most testing labs can't fairly evaluate the components of fuel or lubricating products at a molecular level. This means we have no objective way of knowing what is good, better or best and allows oil companies to pretty much claim whatever they want, knowing that no one can dispute their claims.
@@jeffreygoss8109 Results, like statistics can be manipulated... chemical composition doesn't lie. If there's something in a product that's supposed to do something, tell us what it is. I'd run my vehicles on snake oil if it could be proven to increase engine life and save gas... But if you don't tell me what's in your product I don't know if you are really selling me snake oil or just selling me snake oil.
How about if the injectors never get clogged and dirty in the first place then you never get the 2% loss to begin with. That in itself may make it worth it.
@@kbatzler In the real world, there is no way for an average driver to prove or disprove an increase of only 2% fuel economy. This is the difference between 20 MPG and 20.4 MPG. Weather conditions, breaking, road conditions. tire inflation and minor variations of speed or acceleration will cause more than a 2% change in fuel economy. By analyzing the nature of the additive package, we can determine what sort of solvents are used and in what concentrations to determine what kind of detergentcy they might provide under certain conditions. If someone really has a better detergent, all they have to do is tell us what it is or what's in it.. as easy as that.
This guy is really, really clever. I learn a lot from this videos, both things I maybe should have known by myself, and a lot of completely new things and new angles. Big thanks for this!! People, of all countries, how many of these really skilled guys run our countries around the world?? Not many here in Norway, I can tell you that:-)
I'm thinking about getting a golf just like yours, what work did it take for you to get it to that power and what is it like with fuel consumption and what's it like?
It's nice that in the lab environment they had ultra clean diesel fuel to work with to get those numbers. In the real world this does not exist. There is no branded diesel fuel sold nor pumped at major truck stops, it is all unbranded low grade diesel purchased on the wholesale market for cheap. In my market, diesel fuel is loaded into tanker trucks from eight different suppliers loading racks and mixed together in the underground storage tanks at the truck stops. It was contaminated when it was loaded into tanker trucks at the loading racks, and it's made more contaminated when dumped into massive underground tanks at major truck stops which are rarely cleaned and usually mixed with several inches of water in tanks (mostly from the loading racks) which gets transferred to vehicle fuel tanks. The current method of partially removing contamination before the fuel is burned in an engine is filtration. The fuel stations have filters at the pumps and vehicles have water separators and fuel filters but it does not capture 100% of contaminants which ultimately make their way into injectors. Until a micro-filtration system is put in place and underground storage tanks cleaned regularly at the retail level to super clean the fuel and remove contaminants before it is pumped into vehicle fuel tanks, we will never have efficient running engines. In all the years driving fuel tankers, I never once saw an underground tank cleaned or having water in those tanks drained off, never. Very rarely have I seen filters at the fuel pumps changed. Retail fuel stations invest very little profit for maintenance of station equipment and fuel storage tanks. Dirty fuel equals engines that lose power and efficiency. This will never change.
Great explanation of the basics and the science behind some improvement efforts. The real takeaway is what appears to be insificant improvements are much more significant when volume consumption is considered. The holy grail combustion engine race has always and will always be run in baby steps.
I was an engine rebuilder for 30 years. Worked on Diesels and gas engines. Worked on over the road trucks and pure racing engines. Finally wound up teaching robotics for 20 years...all electric motors. You know what...all piston combustion engines are crude, inefficient devices limited, at BEST, to about 33% efficiency. They all need 'cooling systems' to get rid of the energy that they cannot use...they should be called 'energy wasting systems'. Induction electric motors basically have 3 moving parts, a rotor and 2 ball bearings. None are sliding against each other...unlike pistons, rings, valves, camshafts, plain bearings etc. Electric motors don't need clutches or transmissions...with hundreds more wearing parts. Oh...and they're 97% efficient or so. Piston engines are GEOMETRICALLY inefficient. Their metaphor is a damn choo-choo, steam engine. So can we stop worrying about detail improvements to a dinosaur and move on? The fact that Exxon-Mobil is sponsoring the video says it all.
I have 2008 Cummins 3500 dually. Owned from new, now it's almost 400,000 miles. Very well maintained. It runs like top! Still has power and torque numbers from factory. Also I recently bought another Cummins, 2019 3500 with 24,000 miles, has some issues like fuel degradation, ignition keys not working, some odd leaks. What the hell?
Love it how efficiency is measured on day 1 and ignored thereafter. Who cares if the motor/emission controls let go @150k and need to be replaced... may I be controversial and say a good predictor of overall efficiency is the price of the truck on the used market
@@jeffreygoss8109 If that's an EA189 engine it has a particulate filter and the fuel economy is from well controlled combustion, so its emissions are a lot lower than what came before it. If you look at other diesels of that era, the number of cases where the NOx emissions controls are switched off is so long that quite likely nothing from that year that didn't run a urea SCR system could meet NOx limits in the real world anyway. The difference with the EA189 is that it literally only met emissions during the test, to the point that if the steering wheel wasn't continuously held straight, so it knew it wasn't on a rolling road, the car would never go to the low NOx map.
I got a A4 B5 quattro with 470k Kilometers on the clock. It does 6 Liters/100km, whatever I do, which is great considering my rather hard driving style and the fact, that it is AWD. It might die sooner or later because the timing belt will eventually snap since i won't be changing it because it doesn´t jusitfy on a 750€ Rustbucket.
Thanks,crude oil is usually put through a cracker first to break the larger molecules to smaller ones before multi stage distillation to produce diesel. The refinery can control the process to vary the split of the various fractions depending upon market conditions. Diesel is getting a rough ride in the UK, and car sales of diesels have dropped dramatically, VW and others have dealt a serious blow to diesel cars.
It's called a fractionating column, not 'distillation column' 1:20 Also you have 'gasoline' at the top when in actual fact there would be at least propane and then butane above it.
@@kdkd693 I meant (reading from the top) propane and then butane above 'it' (with 'it' being the gasoline he has at the top now). I probably worded it badly, mea culpa.
@@mattlane2282 LOL, too true, I said as much in reply to another comment. Who needs Square Space, The Great Courses Plus, Brilliant, CuriosityStream, Audible, Skillshare etc. when you've got Exxon Mobil bankrolling you?
The diesel fuel standard for UK is EN590 which has a cetane value of 49. Shell Optimax diesel is 51 to 53. I assume Exxon has their equivalent. Higher cetane numbers means smoother combustion less knock, less smoke and less NOx. The USA allows a minimum cetane of 40 so they have a lot of room for improvement.
David Elliott I use a Cetane improver like power service because our diesel in North America is crap. I do fill up on synergy when I can because it’s a better fuel and I’ve seen less def usage and longer distance between regens with synergy.
I had a mechanical 3406 that had a million miles on it. 440 horsepower to the road on day one. A bearing roll, and one injector is all that was ever done. Pulled just as good and had the exact same fuel economy when it was sold as it did when it was new...it was in an over the road truck.
Really depends on the engine and if the owners keep up with maintenance. There are many, many old trucks and boat engines that have been running for 50+ years and just keep trucking (ba dum tiss). They just don't make them like they used to. Older engines aren't as efficient and don't have electronics, but that just means there's less to fail.
I still have a truck with a detroit 2 stroke diesel engine with over 3 million miles....this old truck is now used daily in a COAL mine and still developes the same power as when it was new.
Temperature will affect overall efficiency, and thus CO2 will be impacted. And if temperatures get higher, higher combustion temperatures generally result in more NOx emissions.
...and this is where EGR comes in. It allows for a “cooler” combustion temp when less power is demanded, leading to less NOx emissions. Downside? Carbon buildup on the intake valves.
Diesel fuel was cheaper because its easier to refine from crude oil. Its more expensive now because refineries arent supplying it in quantities like they used to driving up the price
Also look at 7:30. They keep adding more and more crap in the name of the environment. In reality, it's to drive up prices and line the pockets of the companies making the fuel additives.
In the EU diesel is still cheaper, but here diesel cars are much more common. Almost every car has a diesel option and most of the cars going around have 1.2l to 2.0l diesel engines.
the trick is to use those premium fuels from time to time to have a nice balance between fuel cost and clean(ish) engine especially if its older or has a lot of mileage
Hell i’m very familiar with blow by with my pickup. My cummins has 480K on it currently and I have blow by. Not enough to cause much of an issue but cylinder number 6 is down 10-15% compression compared to my other 5 cylinders. Either the cylinder wall is scored fairly badly or I have a cracked or broken piston ring I think.
They should have outsourced the testing to VW for even better results.
Hahahah, funny!
Rather, get their drivetrain control firmware/software from them.
VW didn't fudge their emissions test results. They programmed their vehicles to operate more efficiently when the vehicle's computer detected that the car was being emissions tested
😂
peter last 😂😂😂
I just watched a 13 minute Exxon commercial. You win.
Exactly! That is what I realised at the end of the video :)
And now I cannot trust anything this guy says ever again.
20 seconds in you shoulda known that
You just weren't told till the end. Yet the educational science and practical application alone, Outweighs any bias toward the product brand.
@@FelonyVideos says the felon lol I see what you did there.
I think it’s safe to say every engine loses power and efficiency over time...
Correct, but there are distinct differences for why a gasoline engine might lose power. Explained here: th-cam.com/video/uj8hjAjI7p4/w-d-xo.html
Well yeah, but why? Thanks jason.
Make a video just for semi trucks
TheChamp76 only if it isn’t maintained and serviced properly. I’ve seen video of a VAG diesel that had done +-250000 miles and had only lost about 5hp from new. Accepted loss is not a thing. It’s a myth based on poorly maintained engines.
i have also 1,9 tdi once with around 200000 miles and dyno show 3hp more than it should have 110 vs 113 hp.
@@mociczyczki some say the 1.9's are the best TDI engines.
My stock Mercedes 300d was dynoed at 495k kms and it made 134hp. It left the factory with 136hp
om606 can easily do over 1 million km
the 300D is out of the seventies and doesn't have that small injector holes like the newer common rail diesels have.
I love my Mercedes diesel!
I have a 230e I swapped a OM617A into
It fantastic on fuel
And dynoed exactly the same as the factory engine, all I did was clean out that dang fuel system, it has 300k on it!
You took the engine out and put it on a dyno?
@@jessevongnaraj2276 What measuring norm are you using on the dyno vs the original spec?
Pretty remarkable how much engineering is behind dinosaur boom juice
That's just a myth, diesel/gas is not dinosaur juice. It's much older, from the Carboniferous era 300 million years ago if I remember correctly.
@@lodazal6571 it's motion lotion.
@Allen Loser Ever heard of "abiotic" oil? Look that one up. It may not be "fossil fuel" at all. God/Intelligent Designer of Earth may have terraformed this MOFO giving us oil to use by design, not happenstance.
I think you mean how much marketing is behind these juices!?
No it's called boom boy thicc.
9:26 200k? In Romania we treat a 200k second hand vehicle as new.
Huehuehue.. * fistbump *
Vasile Pintilie Romania doesn’t have the same emissions control standards as the North America. All the emission control components is what shortens the life of an engine... they’re are basically choking the engine, not to mention the emission components themselves are just more parts of the vehicle to potentially break and cause problems.
Ya my 6.7 is going to shed its DEF and EGR system like a winter coat in the summer!
In Poland a 200k vehicle is really a 350k vehicle xD
Rick Tatorship not the same but since Romania is a eu member state, it probably has tougher emissions restrictions than the US
I always find it funny when a title is not what the entire video is about, only part of it, because then you can scroll down to the comments and see easily who commented before actually watching the video.
Great video, Jason!
I can't believe I just voluntarily watched an infomercial.
a lot of knowledge gained. I aint even mad
I had exactly the same in mind
He's always on those.
Rick Roll...
2% is a very small margin to work with. When you consider the additional cost of the fossil fuels used to make these additives (both in energy and materials), this leaves even a smaller margin than 2%. Also, just replacing the volume of additives with diesel fuel itself might be enough to make up a 2% difference. I also understand that the additives are not just to improve fuel economy but also stabilize the fuel from degrading and other functions as well. However, in my line of business, if I were to propose adding a whole new, complicated process (that requires additional facilities to develop it, factories to produce it, storage facilities, distribution (to all of the refineries), etc) to improve
@@usingthecharlim That's the beauty of percentage. With full load those 2% might be a higher difference in absolute numbers than in daily driving. But they'll be 2% :D
This video was proudly brought to you by Exon.
Exxon
I work in a diesel shop on semis, modern engines and high pressure fuel has ruined so many people's engines its not even funny, drivers O/O report no fuel economy increase, but maintenance and repair costs of the emissions systems are unsustainable, go buy a semi Nox sensor or dpf filter, and youll see what im talking about, not counting the time in diagnostics, that is its own nightmare.
I know what you mean, manufacturers have not progressed in making engines more reliable, its all about emissions now, and the systems suck.
Some Volvo Common Rail engines are running 90,000PSI fuel pressure, sure you get good power and economy but they self destruct regularly.
And sone DPF exhaust sytems are only good for 100,000km and cost $6000 to replace.
Do you have a video on the effects of the diesel exhaust systems causing additional fuel economy losses?
Kenny yes!!!!! He should do that cuz that def system on diesels suck down the power and mileage
@@michaelbenoit248 You have to wonder if the fuel economy loss from all of this stuff ends up adding more pollution overall since you are burning more fuel, losing efficiency due to gunk build up and shorter lifespans that end up with engines puking oil prematurely until they die and we have to burn coal to melt down a bunch of steel to make a new one.
Mike LeMoine, yeah. The DEF systems in my opinion are purely to make the EPA feel good. But in reality the diesel is burning cleaner than the gasser without the DPF. In reality the gasser should have the DEF systems. From experience the older Diesel engines 7.3 it burns very clean after I changed all the sensors, new IPR and just a general tune up. But with the supposed clean emissions/DPF comes at a cost which is the shorter lifetime of the engine itself. 6.4, 6.7 Ford, 6.7 Cummins, 8v Nisan Cummins, and last but not least the duramax. The whole thing makes me sad. The epa killed Detroit diesel/2-stroke engines that are absolute beasts. Take it easy man.
@@michaelbenoit248 Yep, they need to justify their jobs and budget, so they make these rules. Same with A/C systems. They keep changing the freon to supposedly save the environment, but the new ones don't last as long and run at high pressures that cause them to leak more refrigerant out (home units anyway). The refrigerant in new cars is flammable so when you crash, you often release a big cloud of potentially explosive gas as your front end crumples and your lights/battery break in the impact and potentially spark. Smart, right?
Mike LeMoine, yeah. No kidding. The new cars today are great when they are new but the break down as time goes on. And as age takes its toll. But again with the economic benefits comes at a price and that’s just how it goes. That’s also why we don’t buy the new stuff. They aren’t worth money depending on the brand you get. Either way a good used vehicle can run about $5-9K. But that’s just how life goes. Take it easy man.
NOx is far bigger problem for people than CO2 since CO2 doesn't cause SMOG. 11% reduction in NOx is HUGE, sounds way too big of a claim. Is there another independent source that verify this? Another question, what combustion toxic emissions are produced by the detergent?
well the worst case could be sulfur dioxide, depending on the formula of the product jason is trying to advertise
@@karimnasser6710 VX Gas is C11H26NO2PS. Not saying VX gas is in exhaust, but it has all the components necessary if you throw in Phosphate and Sulfur in detergent. So still the question is what extra stuff is coming out the exhaust?
@@JohnDoe-jk3vv I don't care what's in the detergent. I care what comes out the tail pipe after burned. That can be measured.
@@JohnDoe-jk3vv I'm amazed how gullible people don't care what comes out the exhaust and thinks asking the question is tin foil hat. Be more skeptical of outlandish claims.
I actually pump nox into my bedroom at night. I dunno but it seems to help me sleep better.
Another inefficiency is happening in the air intake stream due to sludge accumulation. This sludge is caused by egr and pcv mixing oil and exhaust soot. A 3 inch air stream can be significantly reduced withing 150,000 miles.
Emissions regulations is the worst thing to happen since unsliced bread.
Take a shot every time he says "Synergy Diesel Efficient Fuel"
Getting drunk on ethanol are we? LOL
I would die from alcohol poisoning before the vid finished.
Or every time he says "penetration" xD
No more drinking game pls.
Colin Stuart I’m halfway through and already wasted lmao jk
When Rudolph Diesel introduced his engine in 1900, at the World's Fair in Paris, it was running on peanut oil.
@@1Slamalama1 The model displayed at the World's Fair was running on coal dust actually. Test engines in his lab had never stayed running on vegetable oils for more than a few hours.
Yeah.. and then he mysteriously disappeared at sea.
Can’t have people growing their own fuel!
Pre chamber diesel engines can usually also run on vegetable oil without problems. Direct injected diesels (the engines used from the 90s on in cars, from the 70s on in commercial vehicles) don't really like vegetable oil.
@@calvinnickel9995 that is such a tin-foil hat comment. :D
Anyone can make their own fuel, if they are prepared to run that "stuff". When looking for quality at a reasonable price, you won't be able to get by multi-billion dollar production facilities.
Diesel Wanted an Engine ! To Run ! On WOOD !!
Actually, remember this from school. Only stayed in my head because it had to do with cars
Yeah me too
What school did you go to? Never had this kind of class in physics.
GKY yeah I was like when were you learning about the engineering of spray patterns in school??
@@gky3019 Haha I meant about the extraction of crude oil, hydrocarbons and the distillation column bit
@@cozza819 My miiddle school text book in the early 90's said that 7% of crude oil was for Coca Cola. Made me make some horrible jokes about why coke was the color it was...but clearly, that's how much plastic the company consumes.
How much extra do they charge for 2% improvement
And yet how much do people pay for more power? This basically restores the power you lost or maintains the power you are aiming for.
If you can spend over $10'000 for a diesel upgrade on your truck you can afford another 20 cents on your fuel cost.
@@MrComputerCoder 10K what up grade? Be specific. Giver take on my 03 5.9 Cummins 1500 for a new turbo, 1500 for new OEM injectors, 1500 for new CP3 Pump. 2% may not be enough justification for the daily driven light duty diesel truck but it is a big deal for a company running multi billion dollar fleets.
@@MrComputerCoder They didn't make the claim it improved power, they made the claim it increased fuel efficiency. If it is 2% more fuel efficient but costs 10% more, you're hosed.
And if you're spending $10,000 to gain 6bhp on a 300bhp motor, I've got an uncle in Nigeria who is a prince and really needs airfare to escape the country with millions of dollars in diamonds. He promises he'll pay you back 10 fold.
Myles Swann this is true. But even ignoring the 2% fuel economy gain, if the fuel is able to remove deposits from injectors and extended their useful life by 50% or so then that means over the course of half a million miles buying that fuel could mean one less entire set of injectors which would save you 1500 in parts cost alone not to mention downtime and labor costs unless you do the job yourself. To combine that savings with a 2% increase in feud economy will save a decent chunk of change in the long run, even for your average guy with only one or two trucks
@@TOdoubledizzle24 or they'll figure out how often running with it provides a good net return - maybe it doesn't need to be the sole fuel source used...
You left a lot on the table. The new injectors are more than higher pressure and finer spray. They are electronic and injection timing, duration and flow is infinitely adjustable. Most older diesels have mechanical injectors and timing fixed. This is the idea behind CR or common rail, a very high pressure pump feeds electronic injectors which are individually controlled and chamber pressure is monitored. The timing, duration and rate are precisely controlled not possible before.
This was a commercial nothing more lol...
Exactly, timing and multiple inyections are key. He didn't mention it being so important
Um this has nothing to do with why they lose power... old diesels get deposits, and injectors on older diesels are pretty much a wear item... new stuff may be more sensitive but... still effects them the same...
@@mattlane2282 What I'm telling you the computer-controlled piezoelectric injectors are monitored by computers, make all the adjustments even for wear or any kind of degradation due to deposits. This guy doesn't do his research, there are areas he's not very knowledgeable about. He's thinking a very old Diesel's but those will go 300,000 miles easily, some half to one million miles without any real loss of performance. He's wrong and has no data to back it up. Diesel run the world in supertankers, heavy construction equipment, semi-trailer trucks, generators, you name it, they are running the World.
@@gmcjetpilot super tankers run on like tar... They cover up at best... but you still have a performance lose... you can't adjust for bad amortization but this was just a commercial for exxon nothing more I mean it was not even an attempt to cover why diesels lose performance... it was a flat out commercial.
After learning about Diesel Particulate Filters, it is nice to appreciate the details about solutions for diesel engines. The "Regeneration" process to remove particulates was interesting to learn about. I'm glad this video gave a lot more info about these engines. I now have more sympathy with my fellow truckers on the road and mechanics in the shop. Thanks for the insight!
The emission controls ruin these engines and make they less efficient, so burn more fuel, and makes us spend more money on parts when they go bad cause they all go bad , if we got ride of the controls then the only thing diesels would do is put out soot and have no NXo a cat causes the higher temps and that causes nitrogen, then the egr was there to bring down temps but brings soot then they brought in a dpf and that raised the temp got rid of soot but more nitrogen back, then they had the def that helps with nitrogen but helps ruines and destroys everything faster and burns more fuel, remove all that and we would be good to go
Diesels are actually the most durable & reliable engines
Most of the time, at least. 200,000 miles? More like 4-500,000. Heck, my gasoline Camry is at 189,000...
Why actually?
@Ross Bourne not an engine fam its electric motor
@@1Slamalama1 I'm actually running water on my diesel now. Sprayed heavily into the intake and it is unbelievabley effective. So diesel/ steam engine lol
What about the Ethanol engine, walking 5000 miles and then walking 5000 more.
1999 7.3 turbo diesel mated to a six speed manual.
20 years and 380,000 miles later, all she needs are glow plugs, a front universal joint and some body work. Still hauling 5th wheels and hay trailers. This is one hell of a truck!
HarrisonCountyStudio reliable 👍😎
Actually Robert Beck, I was touting the Navistar International Corporation’s turbo Diesel engine.
Rah Rah Rah@@tigerseye73 just turned 465,000 lol 😝
The distillation process is performed not only by heat but under pressure. The process is known as "cracking". The alternative method would be a centrifuge. A more accurate explanation of why fuel ignites in a diesel engine is "heat of compression". Timing refers to the opportune time to ignite the fuel in a given stroke. Lastly, I believe the Exxon additive is essentially a catalyst that organically bonds to impurities either in the fuel or byproducts of combustion in the engine and enable the particulate to burn off.
Detergent
@ The most important requirements for a Diesel engine to perform at optimal efficiency is the injectors are operating as designed. i.e. popping pressure. spray pattern and minimal deposits which will have a tendency to collect on the tip. The fuel filter should be changed adhering to the manufacturer's change schedule.Ditto the turbo air filter. Beyond that and short of an engine rebuild, no "magic potion" is warranted.
What he was showing was the separation of compounds in crude by fractional distillation which is separating the rough groups by using their boiling temps and condensation essentially. .... cracking is a follow-on process which splits longer chains in those cuts into shorter chains using steam, hydrogen, catalysts - - you're making targetted changes to molecules to split them down to smaller chains. that's the key difference between distillation and cracking...
Understand that any fuel additive will by virtue of (blow-by) dilute "dilution" the crankcase lubricating oil. There is a trade off and to my mind additives in general are not advantageous. Gotta go! GL!
Strictly speaking distillation and cracking are different parts of the larger refining process. Distillation is actually typically performed at atmospheric pressure or a vacuum
You should do a video on the wear and tear city driving vs highway driving. I've heard a range of different studies on this.
Hi! Great video! Here in Portugal we have premium diesel and I can say that using it makes my car run smoother and I get a tiny bit better fuel efficiency. As for performance, in 1.4 liter engine you can feel slight increase, but for bigger engine there’s nothing you can notice. Cheers
Please make a video explaining how DEF helps to eliminate NOx? It would also be cool to get a better understanding of the different sulpher levels in diesel. In South Africa, it's still pretty common to have 500ppm diesel and the lowest on offer is 50ppm. I know this value is significantly lower in the USA, Australia and Europe. Thanks for a very informative video as always!
Adblue is sprayed directly in the dpf to help it regenerate and basically makes crystals form with the exhaust gases so they fall to the ground instead of up in to the air. Adblue is just more money making for car industry and governments
Crazy how my 1997 Powestroke gets 22mpg and seems to have better power at 375,000?
Until recently WVO was my main fuel. Better mpg, quieter, smelled like cinnamon crispas!
In that case you might want to try "Renewable Diesel", also made from waste vegetable oils (used cooking oil, UCO).
It is a crystal clear and virtually odourless fully synthetic fuel.
2% on a drive by wire, and measured at the driveshaft. In the real world, everyone is gonna pay more and not gain anything.
Actually that is not really that important, because it does slightly better for any given input. So you would run better. The main thing is, so it might be 2% more fuel economy but the price hike is more than that 2%. There is no cost incentive to run this fuel. Other then good feelings and less emissions.
@@Torchedini well it depends, some fuels have cleaning additives that help prevent the build up of soot.
I can tell you that if I run cheap fuel on my diesel car, after a month you start feeling a clogged EGR. Premium fuel with aditives help a LOT with EGR soot buildup
Torchedini might not be a cost incentive related directly to increased fuel economy. But if running better fuel increases the life of injectors or injections pumps then there is a significant cost savings since those thing would have be replaced less often.
A follow up video for off the shelf diesel additives, and there effects would be intresting to see as well.
diesel engines nowdays utilise EGR and turbos; the carbon build up over time blocks these ports, so the power performance isnt run to engine designs.
How can you fix this ?
^^^this.
Roberto Rendon delete egr cooler and scr, doc. Or another way around this swapping in a older engine.
@@benjaminfifield8838 thank you very much Ford the Reply
I have a truck that runs on Diesel, Year And a half of use and 110000 Kms. Reacently I sense an sligthly More cosumpsion of Fuel.
I Added a additive to the fuel wich sais its for inyector clean
Anyway ill be cheking this out with a mecanic
@@RobertoRP you might want to replace your air and fuel filters too.
jason somewhat resembles better call saul when explaining
My 2005 Mercedes e320 cdi (diesel) dyno'd at 205 HP at 457,000 miles on the original engine. The car was rated at 201 hp new
What is economy in liter to km?
Like your videos and watch them often - so thanks for breaking things down on the newer end of the spectrum. On that note - you State that the engines/vehicles were used and had reasonable miles on them with plenty of useful life. However, you also state that they were brought back to mechanical soundness as if there were new and various filters were cleaned and etc.
So here is where I question the results - would it be better to take the truck/rig as-is and run the fuel to see what results you get? Point being that if I have a LD truck and and it only has 50k on the ODO, I am not going to start replacing or cleaning everything. If I were to run this test i think i would do it in four stages 1. Run the truck from new and measure the results 2. At XX,XXX miles Run the test again and see what results I get 3. Rehab the sensor and filters and see what results you get 4. Run the test again with the reformulated diesel and see what results you get.
What I want from the above is the whole bell curve - I want the universe of data. I want to see my SD change after the introduction of the reformulated fuel. How do we know it wasn't the rehab that caused the desired results? I may be missing something here, but hope you understand what I am trying to get at. Cheers - Henry
It was a commercial... so don't like really pay attention to anything this guy says.... bought and paid for...
Remember, Herr Professor Doktor Diesel himself designed the engine for peanut oil and similar raw vegetable oils that farmers could grow themselves!
Lyfan Deth true that. And until recently when much higher pressure injection systems a much smaller openings in fuel system parts came along. Lots of diesels could be converted to fun on used vegetable oil or something like that.
The waste vegetable oil from restaurants can also be used for diesel fuel, however, it must be refined to remove the heavier glycerin from it. The glycerin itself can be made into soap.
Lyfan Deth I know a guy who rebuilt his 76 Mercedes diesel to run on used cooking oil from takeaway fish & chip outlets. It’s filtered thru 3 stages, but does require heating core in fuel tank and along fuel lines, but if set up properly, fuel system can run on 90% filtered oil and 10% diesel fuel. Can even run used sump oil & trans fluid provided it’s been filtered sufficiently.
@@realaussiemale567 I can't help but wonder if running on too weird of stuff makes it a rolling coal situation.
82 Datsun 720 pickup, bought new, powered by SD22 Chrysler Marine diesel build under license by Nissan. 36-37 MGP city or highway. Had 387,900 miles before I give it up due to deterioration of body, interior, steering, suspension and power train. Went to start it for buyer after having sat for 1 1/2 years in wet Western Washington State. New batter, a couple of revolutions and boom! Away she went just like every time I had ever tried to start it!
please make more content about diesel engines, they're so awesome
And sadly hated by most consumers for being "bad for the environment"
Meh, the only advantage diesel has left is range.
@@jmonsted that basically comes down to efficiency and energy density
mine 2.0 tdi still runs great at 150,000 miles i just love the massive torque it gives.
4:10 « over 2000 bars » Thanks for that unit choice man
A euro vs US comparison on the quality for the diesel fuel could be a good follow up..
Yes, mostly euro have not so heavy loads might be wrong
Yes, but in the EU there are quite some differences. If I drive from Holland where I live to Germany (1 hour drive) the quality changes (normal diesel in Germany has more % biodiesel).
So there is no 1 EU diesel
@@MaUrIcEtAxI in sweden people are noticing that if they are in for example Denmark or Germany that diesel cars consume way less on foreign diesel than on domestic diesel.
Every country by his regulations or corruptions has their own diesel.
Here in mexico there is a mix 50% ultra low sulfur diesel and 50%some lubricant
@@batialexis9339 nonsense. EU spec cars have more towing and payload capacity than US spec ones.
THANK YOU JASON!! We pretty much exclusively drive Diesel's here in Europe (and the UK) because of the *huge* tax put on fuel, we need efficient yet most of the time, powerful vehicles. Please keep including Diesel facts in your normal videos!
In what vehicle category are you saying " we exclusively drive diesel in Europe and the UK" thanks 👍
Cars! And of course Van's and Trucks@@tentotwo8290
Just 200k maximum life for a light duty diesel engine doesn't sound right to me.
Got 250k on my Merc OM642, doesnt use oil and runs great.
Rigs can do 10 million. Miles plus if maintained. Diesel has so much more power and is way more fuel efficient then unleaded fuel will ever be.
To be fair, I think that is a average max life of a light duty engine driven by the average driver, the ones that don't maintain their vehicles well, buy the cheapest diesel they can, over extended oil changes, short tripping etc. Especially when you consider the HPFP on a lot of the newer engines with the Bosch CP4 pump design, that likes to self destruct. And a lot of these vehicles get mechanically totaled way before the core engine is worn out. Also have to take into consideration that most of them are in situations where they are idled for long periods of time, driven hard as soon as they are started for the day etc. Diesel or car enthusiasts are an outlier and way outnumbered by the average driver.
Finally the white board is back. Thank you professor 😂
People hatin' on VW diesels, but my buddy's '99 Jetta TDI recently rolled over 500K(kilometers, not miles). Pretty damn good regardless...
I also have a vw golf from 95 and from time to time If I feel that it losses power I just run it at a higher rpm for a time to loosen the deposits off
Despite every downside of diesel engines, I'll be a "turbo-diesel head" forever.
@@jacobdukes4741 Until you try electric - if you think diesels are torquey, you ain't seen nothing yet. Still no electric cars available where I live that don't suck though, either from an initial cost/repair cost point of view or from a being an underpowered piece of crap point of view, so I'll run my big TDI wagon into the ground hoping something that's actually better comes on the market before it dies. A little over 250,000 km on it at the moment, so I can afford to wait...
Ramzi AJEM You must be a TORQUE lover
@@peglor Haha short mileage and too much weight to go anywhere go .............
I still love a high revving gas engine. But I do have a soft spot in my heart for a good diesel. Currently driving a 7.3 liter. I used to work on large ship diesels engines.
Finally a diesel-related video on this channel. Thank you, Jason!
Jason, Can you do a video on diesel exhaust after treatment? I feel like there are a lot of misconceptions about how they work and what exactly it is they do to the exhaust on diesel powered vehicles.
Great question, cylinder penetration is the velocity that the fuel enters the cylinder. Remember that as the piston is coming up on the compression stroke, depending on the piston top, it will make the air in the cylinder flow in a certain direction and the injector orifices or holes have to point against the direction of the "swirl" so that the highly pressurized fuel will crash against the air and bond the oxygen molecules to the fuel and burn more efficiently. These guys that design these engines have my respect. And mind you that on electronic engines, they anticipate almost all possible failures and they put a response, a series of steps from the protocol in the ECM to protect the life of that engine. There's just so much that it's fascinating to me.
Finally, someone that knows that engines with electronics are actually better due to their ability to do _anything._ It's been so long since I've seen a comment that doesn't talk crap on electronics because of """muh reliability"""
Diesel engines lasting 200,000 miles? Every diesel I’ve owned has lasted 350,000 miles plus (light duty) and have a c15 cat lasted 1,700,000 miles before rebuilding.
Modern Diesel engines (2007+) are likely not to last as long with all that crap on them and the ultra high injection pressures coupled with generally very poor fuel filtering (and oil filtering) systems.
Sure we’ve made them efficient.. But reliability is also significantly reduced now. High injection pressures and many emissions control devices that will disable your engine in many cases if they fail or malfunction is awful and many people hate it.
Cost to repair has also skyrocketed. This ultimately will lead to many engines being scrapped far before their useful life is up because people won’t be capable of, or willing to, pay for new egr coolers, dpf filters, catalytic converters or components, injectors and or injection pumps.
It’s amazing engineering, but like the rockets that powered Apollo, their useful life is significantly impacted by all those moving parts.
yes all the crap that makes them more powerful and more efficient
they are designed from the factory with a life expectancy of 250,000 miles. not the same as how long they will actually last. pretty much every light duty diesel engine will go 1 million miles if its left stock and taken care of properly.
US needs to borrow some ideas on diesel fuel production from Europe. We’re missing out on this efficient fuel and long lived engines.
who thought there was a point to trying to disguise the Ford logo on the white pickup?
Clearly it's a Ford so...
@Ross Bourne covering brands has nothing to do with lawsuits. It's to give less free publicity.
@Ross Bourne I think your full of misinformation and your asking questions which are fundamentally flawed. The very basis of some of your questions include misinformation. I stand by my statement.
Question: Were the injectors visually compared before and after testing? If so, what did they look like before and after. Do you have any pics?
You cannot have a diesel video without paying homage to the mighty 7.3L!
freezeme360 lol
1)can we get this for our diesel generators?
2) What was the difference between torque sensor and drive wheels?
Fly by wire makes so much sense!!!
Very interesting and well explained. Thank you.
Um are you commenting on the same vid... this one is a commercial for exxon nothing more nothing was explained lol...
I cleaned my diesel injectors at 280.000km with an ultrasonic machine and now no more black smoke exit from the exhaust.
I also suggest the use of an additive for the oil to help engine run well
Cool video, very informative, but the real question that needs to be answered is what your age is. Are you 25 or 45? I’m lost here
He is 56. ;)
Paradoxically both of course.
r/13or30 ?
He said the injectors get clogged up and that reduces efficiency. What you can do is get the premimum fuel once every 5000km or so and clean the injectors with it then go back to normal diesel. Same with gasoline really, you can buy a bottle of additive to the gasoline for the same price as a full tank of premium fuel which does essentially the same thing to it as the premium diesel fuel does to the diesel engine. Which is mostly dissolving left over soot from combustion cleaning the internals of the engine.
No. He is 66 or 67.
Hi, marine engineer here with a suggestion!
I understand that your channel is about the engineering inside a car, howerver I suggest for your channel to take a field trip to a producer of marine diesel engines, eg. Wärtsilä. These typically are very large diesel or BI-fuel engines. With the engines being a lot larger than the ones found in a car, all the components are too. This can really help as a visual aid for your audience. For example:
I used to work on a vessel using 4 Wärtsilä Sulzer 8 in-line 400mm in diameter making more than 4000KW per engine for propulsion use only, running on IFO360, MDO & MGO. Normally each cylinder has 1 fuel injection pump delivering the fuel at +/- 380 bar at a viscosity of 2-4 cst. However, the new type of BI-fuel engines have multiple fuel injection pumps per cylinder. These fuel injection pumps are actuated by the camshaft and are about 50 cm tall. If you want more info on marine application engines, feel free to contact me.
The 2% fuel savings only occurs against a dirty engine. There's no difference vs a clean or new engine as I understand the presentation. Although, I suspect if the injectors were really clogged and if this additive could clean them, fuel savings would be even more significant.
In as much as we know that standard fuel works overall fine, based on the trucks already out there running without the new fuel, the difference in price of the new fuel is most relevant to whether it's worth using on a regular basis. If the new fuel was the same price or less expensive than standard fuel, buying it is a no-brainer. If the new product is more expensive by more than 2% it gets harder to justify. Noting that the new fuel does nothing for an engine that is already clean.
So in short, if the new fuel is locally available at the same price, it's a good deal, but if it costs more and requires a longer trip to obtain, it might not be justified for regular use...
Lastly... it's getting kind of old hearing oil companies use the term "proprietary". If I buy a cookie, I have a right to know what's in it. When I buy gas, its a state secret. If someone really makes a better product, why are they afraid to tell us what it is? If Exxon is better than Shell, they should tell us why. If oil companies were transparent, we could evaluate the products against each other and the competition would actually lead to better products and fewer 2% better economy claims based on a single "fair" test criteria.
Consumers and even most testing labs can't fairly evaluate the components of fuel or lubricating products at a molecular level. This means we have no objective way of knowing what is good, better or best and allows oil companies to pretty much claim whatever they want, knowing that no one can dispute their claims.
R J all excellent points. I’d like to see the results of shells “nitro” and chevrons “ techron” diesel additive packages.
@@jeffreygoss8109 Results, like statistics can be manipulated... chemical composition doesn't lie. If there's something in a product that's supposed to do something, tell us what it is. I'd run my vehicles on snake oil if it could be proven to increase engine life and save gas... But if you don't tell me what's in your product I don't know if you are really selling me snake oil or just selling me snake oil.
How about if the injectors never get clogged and dirty in the first place then you never get the 2% loss to begin with. That in itself may make it worth it.
Karl Batzler then they will claim that their additives prevented it and saved you money. Like RJ stated it’s a sales pitch
@@kbatzler In the real world, there is no way for an average driver to prove or disprove an increase of only 2% fuel economy. This is the difference between 20 MPG and 20.4 MPG. Weather conditions, breaking, road conditions. tire inflation and minor variations of speed or acceleration will cause more than a 2% change in fuel economy. By analyzing the nature of the additive package, we can determine what sort of solvents are used and in what concentrations to determine what kind of detergentcy they might provide under certain conditions. If someone really has a better detergent, all they have to do is tell us what it is or what's in it.. as easy as that.
20 seconds in and I admire the quality of the sound
This guy is really, really clever. I learn a lot from this videos, both things I maybe should have known by myself, and a lot of completely new things and new angles. Big thanks for this!!
People, of all countries, how many of these really skilled guys run our countries around the world?? Not many here in Norway, I can tell you that:-)
Please tell me you do not think you learned anything from this commercial...
Nice. My grandfather built and ran one of the refineries for Standard Oil on Aruba, pre war. He distilled hi test which was used by the RAF.
Smaller holes + higher pressure definitely does = better penetration.
Onething you forgot in this video, you didn't mention cetane number. It also determines quality of diesel fuels.
My Golf mk4 TDI had 131HP when it was new, now has 220HP.
🤔😂
Stage 1 or 2?
@@SlowBoiGang Stage 3
I like it.
Cars outside the EU be like:
I'm thinking about getting a golf just like yours, what work did it take for you to get it to that power and what is it like with fuel consumption and what's it like?
It's nice that in the lab environment they had ultra clean diesel fuel to work with to get those numbers. In the real world this does not exist. There is no branded diesel fuel sold nor pumped at major truck stops, it is all unbranded low grade diesel purchased on the wholesale market for cheap. In my market, diesel fuel is loaded into tanker trucks from eight different suppliers loading racks and mixed together in the underground storage tanks at the truck stops. It was contaminated when it was loaded into tanker trucks at the loading racks, and it's made more contaminated when dumped into massive underground tanks at major truck stops which are rarely cleaned and usually mixed with several inches of water in tanks (mostly from the loading racks) which gets transferred to vehicle fuel tanks. The current method of partially removing contamination before the fuel is burned in an engine is filtration. The fuel stations have filters at the pumps and vehicles have water separators and fuel filters but it does not capture 100% of contaminants which ultimately make their way into injectors. Until a micro-filtration system is put in place and underground storage tanks cleaned regularly at the retail level to super clean the fuel and remove contaminants before it is pumped into vehicle fuel tanks, we will never have efficient running engines. In all the years driving fuel tankers, I never once saw an underground tank cleaned or having water in those tanks drained off, never. Very rarely have I seen filters at the fuel pumps changed. Retail fuel stations invest very little profit for maintenance of station equipment and fuel storage tanks. Dirty fuel equals engines that lose power and efficiency. This will never change.
And also the refinery tanks, tankers and gas station tanks are NEVER cleaned..... added condensation and water contamination = diesel bug / sludge....
Great explanation of the basics and the science behind some improvement efforts. The real takeaway is what appears to be insificant improvements are much more significant when volume consumption is considered. The holy grail combustion engine race has always and will always be run in baby steps.
Um the real take away was... this guy sold out to just do commercials for $$$ now... this entire vid had nothing to do with its title
I was an engine rebuilder for 30 years. Worked on Diesels and gas engines. Worked on over the road trucks and pure racing engines. Finally wound up teaching robotics for 20 years...all electric motors.
You know what...all piston combustion engines are crude, inefficient devices limited, at BEST, to about 33% efficiency. They all need 'cooling systems' to get rid of the energy that they cannot use...they should be called 'energy wasting systems'.
Induction electric motors basically have 3 moving parts, a rotor and 2 ball bearings. None are sliding against each other...unlike pistons, rings, valves, camshafts, plain bearings etc. Electric motors don't need clutches or transmissions...with hundreds more wearing parts.
Oh...and they're 97% efficient or so.
Piston engines are GEOMETRICALLY inefficient. Their metaphor is a damn choo-choo, steam engine.
So can we stop worrying about detail improvements to a dinosaur and move on?
The fact that Exxon-Mobil is sponsoring the video says it all.
It depends on how you take care of it. I have a 15 year old car with diesel engine, works the same as first day. Has not lost any horses :D
I also have a vw golf from 95 and from time to time If I feel that it losses power I just run it at a higher rpm for a time to loosen the deposits off
Cool story, not true however. unless you never drove it...
@@mattlane2282 it has about 150k miles, same 80bhp from the begging
@@gabrielc6252 Yeah see you are trying to say it took no wear, no dirt... and that is not true... you do not have the same power as day one... fact
@@mattlane2282 if you take care of it, it will have the same power, measured on dyno
Excellent. Thank you for explaining all this. Now I know why I bought my Chevy Colorado ZR2 Duramax. I love it.
Jason talk about the science behind making cars/ engines which can run on h2o...
I have 2008 Cummins 3500 dually. Owned from new, now it's almost 400,000 miles. Very well maintained. It runs like top! Still has power and torque numbers from factory. Also I recently bought another Cummins, 2019 3500 with 24,000 miles, has some issues like fuel degradation, ignition keys not working, some odd leaks. What the hell?
@@jacobdukes4741 I know. Just that why things fail on 2019 model not the '08 model? I haven't done anything different from either trucks.
So, I'm buying a semi for the next family road trip...
I know it’s a joke but California is refusing to register older semi’s. Buying a Cali truck if you live in another state can be cost effective.
Good information, it explains why my 65k diesel is getting poorer mileage. A good video for people who don't think additives help.
Love it how efficiency is measured on day 1 and ignored thereafter. Who cares if the motor/emission controls let go @150k and need to be replaced... may I be controversial and say a good predictor of overall efficiency is the price of the truck on the used market
Except a complete truck has many wear items. Better would be used engine prices. Which for diesels are shockingly high.
poobank
Nothing controversial about it. You are simply wrong.
In germany you need to do a complete inspection including emissions test every 2 years to keep your vehicle registered.
I have a 2.0 TdI in a 2012 golf she pulls hard and gets amazing fuel economy love it.
Mike Miklavic that’s because you aren’t burdened with any emissions controls.
@@jeffreygoss8109 If that's an EA189 engine it has a particulate filter and the fuel economy is from well controlled combustion, so its emissions are a lot lower than what came before it. If you look at other diesels of that era, the number of cases where the NOx emissions controls are switched off is so long that quite likely nothing from that year that didn't run a urea SCR system could meet NOx limits in the real world anyway. The difference with the EA189 is that it literally only met emissions during the test, to the point that if the steering wheel wasn't continuously held straight, so it knew it wasn't on a rolling road, the car would never go to the low NOx map.
excluding 1.9 tdi
That's the engine in my A4 the best engine ever
Rz4e
Not every 1.9tdi is great. Later revisions had their fair share of issues
I got a A4 B5 quattro with 470k Kilometers on the clock. It does 6 Liters/100km, whatever I do, which is great considering my rather hard driving style and the fact, that it is AWD. It might die sooner or later because the timing belt will eventually snap since i won't be changing it because it doesn´t jusitfy on a 750€ Rustbucket.
@@hojnikb yeah the rotary pump ones are the only bombproof ones, the early PDs can eat camshafts and the later PDs are shite
This is a very elaborate advertisment for this new diesel fuel lol. Love the videos bro.
So they make engines more efficient but they got less efficient faster than the older designs, got it 😄
You should do a video on gas and diesel emissions systems.
Make video about evolution of AC in cars.
My favorite channel for geeking out on car stuff.
Man I heart me some big ol diesel engines.
More diesel vids please!
I'd love for you to do a video about off the shelf fuel additives, and let us know which if any of them work, and how well they work.
I always loved diesel topics, thank you Jason
@Ross Bourne I prefer bio-diesel topic more than diesel topic in that case ;)
It made me sad when you started talking about my engine getting gummed up with deposits. I love my diesel.
Just buy some Seafoam and you've solved your problem
Lovely thank you great vid, as always I do enjoy your delivery ...easily understood and well presented .
Thanks,crude oil is usually put through a cracker first to break the larger molecules to smaller ones before multi stage distillation to produce diesel. The refinery can control the process to vary the split of the various fractions depending upon market conditions.
Diesel is getting a rough ride in the UK, and car sales of diesels have dropped dramatically, VW and others have dealt a serious blow to diesel cars.
It's called a fractionating column, not 'distillation column' 1:20
Also you have 'gasoline' at the top when in actual fact there would be at least propane and then butane above it.
Shaun Stephens or in fact butane below it..
@@kdkd693 I meant (reading from the top) propane and then butane above 'it' (with 'it' being the gasoline he has at the top now). I probably worded it badly, mea culpa.
Shhhhhhhhhh it is a commercial here nothing more... this is a commercial for exxon...
@@mattlane2282 LOL, too true, I said as much in reply to another comment. Who needs Square Space, The Great Courses Plus, Brilliant, CuriosityStream, Audible, Skillshare etc. when you've got Exxon Mobil bankrolling you?
@Ross Bourne Um this is a commercial not a vid about vehicle fuels lol...
Glad to see the whiteboard back.
The diesel fuel standard for UK is EN590 which has a cetane value of 49. Shell Optimax diesel is 51 to 53. I assume Exxon has their equivalent. Higher cetane numbers means smoother combustion less knock, less smoke and less NOx.
The USA allows a minimum cetane of 40 so they have a lot of room for improvement.
David Elliott I use a Cetane improver like power service because our diesel in North America is crap. I do fill up on synergy when I can because it’s a better fuel and I’ve seen less def usage and longer distance between regens with synergy.
I had a mechanical 3406 that had a million miles on it. 440 horsepower to the road on day one. A bearing roll, and one injector is all that was ever done. Pulled just as good and had the exact same fuel economy when it was sold as it did when it was new...it was in an over the road truck.
Really depends on the engine and if the owners keep up with maintenance. There are many, many old trucks and boat engines that have been running for 50+ years and just keep trucking (ba dum tiss).
They just don't make them like they used to. Older engines aren't as efficient and don't have electronics, but that just means there's less to fail.
I thought any engine looses power and efficiency over time 🤷🏼♂️
I still have a truck with a detroit 2 stroke diesel engine with over 3 million miles....this old truck is now used daily in a COAL mine and still developes the same power as when it was new.
Does fuel economy, CO2 and NOx emissions depends on the air temperature? On a hot day or on a cold day there are more CO2 and NOx emissions?
Temperature will affect overall efficiency, and thus CO2 will be impacted. And if temperatures get higher, higher combustion temperatures generally result in more NOx emissions.
...and this is where EGR comes in. It allows for a “cooler” combustion temp when less power is demanded, leading to less NOx emissions. Downside? Carbon buildup on the intake valves.
I always learn a bunch from your channel!
Why was diesel fuel so inexpensive before the early 2000’s and then is just as expensive or more expensive as unleaded gasoline after 2005?
Diesel fuel was cheaper because its easier to refine from crude oil. Its more expensive now because refineries arent supplying it in quantities like they used to driving up the price
Greed.
Also look at 7:30. They keep adding more and more crap in the name of the environment. In reality, it's to drive up prices and line the pockets of the companies making the fuel additives.
In the EU diesel is still cheaper, but here diesel cars are much more common. Almost every car has a diesel option and most of the cars going around have 1.2l to 2.0l diesel engines.
Taxes.
the trick is to use those premium fuels from time to time to have a nice balance between fuel cost and clean(ish) engine especially if its older or has a lot of mileage
So, no mention of cylinder wear and compression loss. Every OTR truck driver is probably familiar with 'blow-by'.
Hell i’m very familiar with blow by with my pickup. My cummins has 480K on it currently and I have blow by. Not enough to cause much of an issue but cylinder number 6 is down 10-15% compression compared to my other 5 cylinders. Either the cylinder wall is scored fairly badly or I have a cracked or broken piston ring I think.
Ah yes, lot lizards.
damn, that's some serious test engineering!!! *RESPECT*
lol, a 2% increase in efficiency for a long-haul trucking fleet means significant money.