New federal regulations caused the need for the new low-emissions trucks that are running, with a lot more coming. Even though many fleets pre-bought or are adopting a “wait-and-see” attitude, there are already thousands in operation.
In fact, PHH First Fleet took a survey of private fleet managers, and 63 percent still are putting off purchasing trucks with 2007 engines.

First, let’s review the “new” fuel, ultra-low-sulfur diesel (ULSD); it differs from low-sulfur diesel in sulfur content and molecular structure (federal law prohibits the use of low-sulfur diesel in 2007 vehicles). With ULSD having been in use now long enough, in the early stages many engines have experienced low power, poor fuel mileage and rough running—signs of fuel starvation. Changing the primary fuel filters has corrected those problems.

This mandated fuel for 2007 engines contains 97 percent less sulfur, only 15 parts per million (PPM) than the previous 500 ppm limit. It also has lower energy content, which translates into more fuel for the same miles run. Engine manufacturers say you can expect a power loss with the fuel density of 1 to 3 percent compared with previous diesel. A power loss of 2 percent would be about 6 cents lost per gallon.

One concern was that the ULSD would not have the lubricity or the ability of the fuel to lubricate the injectors since injector pressures are higher than ever—at least 30,000 psi on the latest engines. But, sulfur is a good lubricant since the hydroheating process that removes it from the diesel also results in dryer fuel. ULSD has had to meet minimum standards for lubricity since 2005.

Paraffinic ULSD has a naturally higher cloud point—the temperature when wax crystals become visible—than does low-sulfur diesel. Gelling and cold filter plugging occur at higher temperatures than with low-sulfur fuels. So, additional quantities of more costly-to-refine No. 1 diesel are needed, causing the higher prices in winter.

Originally it was estimated that ULSD would cost about 5 cents more per gallon than low-sulfur diesel. Prices in winter, however, run 8 cents more, 10 cents in the north, but this spring they dropped to the 5 cents level differentially.
On the maintenance side, ULSD can dry and shrink some seals, causing small leaks. So checking all seals in the fuel system for leaks at every preventive maintenance inspection is critical.

Finally, fleets that buy and store ULSD should prepare their storage tanks; they should pull down the tank to at least 20 percent capacity, fill it with the ULSD, then draw it down again and refill with ULSD. This should be done four consecutive times for best results.

Awaiting Results
While substantial numbers of the truck/engine combinations were being tested in service—most just near the end of 2006—we don’t really know how they performed.

Typical announcements from fleets have been: “very positive,” “optimistic” and “we like them;” but as we know, the devil is in the details, and there are no statistics made public yet.

So, at press time, there is no exact, specific data on the operating results of the test trucks in the field. Beverage fleet managers realize the importance of real results, since various model engines are using different techniques to meet the regs.

One good source would be other beverage fleets that have them running; check these fleets when you find one with a new 2007 engine/truck.

In October 2006, California state regulators said they were working on a new regulation that would require truck operators to retrofit all diesel engines through 2006 models to cut their emissions or buy newer vehicles. The regs also would apply to out-of-state trucks that regularly visit California. The new rules, if approved, will become effective in mid-2007. The mandate on retrofitting will be in rolling years up to 2014, with 2005 and 2006 trucks not having to conform until then.
Finally, older technologies used to reduce one pollutant tend to increase the other. So medium-duty engine manufacturers will have to use the new emissions-reduction technologies that will be used on engines for heavy-duty diesels.

Again, the actual purchase prices from different truck OEMs are still not clear. The ranges quoted by various manufacturers go from $7,000 to $11,000 for heavy-duty trucks to $4,000 to $5,000 for medium-duty trucks. It’s all up to your specs and negotiating skills.

Design Changes
And, for the truck, you should be aware of the design changes OEMs are making to meet the regs.

At a recent Technology & Mainten-ance Council (TMC) meeting, several OEMs announced some changes.
Kenworth developed a new high-performance cooling system to meet the new levels of underhood heat, using advanced design and simulation tools, advanced air flow solutions and manufacturing technology to achieve better cooling performance. It says radiators will need to be 8 to 22 percent larger and charge air coolers 16 to 38 percent larger. It also will make silicone coolant hoses and extended life coolant standards on all 2007 engine installations.

Also, Freightliner said a truck’s cooling capacity needs to be 20 to 50 percent more than the industry standard. And larger radiators will need 32-inch fans to pull extra air.

On the subject of heat control, there is on-going research to see if glycerin can be used in place of ethylene glycol for liquid coolant. In tests, only one additive was used, boron, in concentration of 400 parts per million. It has a higher heat capacity of up to 500 F before breakdown compared to about 265 F for glycols. Until now, the drawback has been supply, but it’s forecast to meet supply needs within three years. Cost should be comparable.

The latest in coolant technology, Generation IV, has a coolant base from natural products and exceeds 400 F and a lower freeze point to minus 41 F; and if it freezes, the base product does not expand, it shrinks, protecting against cracked heads, blocks or radiators. It has only one protective additive, which is considered safe; there is no need for multiple environmentally harmful chemical inhibitors to protect the engine from rust, scale and green goo.

Also, where it’s necessary to use exhaust diffusers to cool DPF regeneration heat, extra wheelbase length is needed to fit them. There also will be heavier exhaust brackets and some traditional clamps will be replaced with welds for extra strength and added support. One manufacturer offers no fewer than 35 different exhaust systems.

From Beverage World July 15, 2007