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Most Common Diesel Fuel Problems

Emissions Testing - Most Common Diesel Fuel Problems

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BELL PERFORMANCE FUEL ISSUES SERIES: MOST COMMON DIESEL FUEL PROBLEMS

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EXECUTIVE SUMMARY

Diesel fuel, the fuel of choice for most of this country's transportation and boating industries, is more prone than gasoline to problems with incomplete combustion, deposits and poor emissions. Deposits on injectors, valve and in combustion chambers can all have negative effects on vehicle/& boat performance. Diesel fuel of the ultra-low sulfur variety has far less natural lubricity than before, and all #2 diesel fuels have the potential for cold weather gelling problems. The tendency to store diesel fuel leads to potential for oxidative breakdown, build up of harmful water in the storage tank, and microbial infestation of the fuel supply, which necessitates use of a biocide to eliminate the infection.

INTRODUCTION

Diesel fuel powers most of this country's over-the-road transportation, rail and large marine fleets (as well as many pleasure boats). In Europe, diesel cars are more common than here in the States. To be sure, diesel does offer advantages over gasoline as a vehicle fuel. Diesel engines tend to be more efficient, relying on compression ignition than spark ignition. They last longer as well, which is part of the reason they are universally preferred for large industrial applications.

As a diesel fuel user, whether truck or boat, you may aware of certain problems that come with the territory. The common issues fuel users experience with diesel are:

COMBUSTION CHAMBER DEPOSITS

Diesel fuel does not burn as cleanly as gasoline does. This is due in part to diesel being composed of larger, heavier hydrocarbon chain molecules. Larger molecules contain more energy than shorter molecules (because they contain more carbon bonds to break and release heat energy) but they also have a greater chance of not combusting completely. When they don't combust completely, they can form deposits in the combustion chamber. When deposits build up in the combustion chamber, it changes the volume of the chamber and subsequently increases the minimum cetane rating of the fuel needed by the engine to maintain perfect top-dead-center combustion and maximum fuel burn at the proper time. The same effect also happens in gasoline engines, where combustion chamber deposits increase the minimum octane rating by several points early in the engine's life.

Combustion chamber deposits can also act as both insulators and fuel sponges. Excessive deposits will change the rate at which heat can escape the cylinder, trapping the heat inside and raising temperatures. When this happens, nitrogen oxide emissions (NOx) increase, which are terrible for air quality.

Excessive chamber deposits disrupt ideal combustion and performance by absorbing fuel and by disrupting proper air flow within the cylinder. Typically these deposits can build up in the piston bowl area. This changes the air flow within the chamber away from the ideal flow designed when the engine was engineered, and this leads the engine away from idea combustion. Absorbing fuel happens because chamber deposits are porous with a network of cracks and crevices that can act as sponges.

This being said, combustion chambers deposits tend to have a greater effect on engine performance and power than they do on mileage. Vehicular studies do not show combustion chamber deposits to significantly lower fuel economy; injector and valve deposits have a much greater effect on fuel economy.

INJECTOR DEPOSITS

All diesel engines use some form of fuel injection. Most small diesel engines used to use a system called indirect injection (ID1) while larger engines use direct injection (DI). Today, most modern passenger car diesels have switched to DI for fuel economy reasons. IDI tends to be smoother and quieter, while DI is more fuel efficient. The fuel injector sprays the diesel fuel into hot, compressed air, and the mixture auto-ignites. Efficient metering, atomization and fuel-air mixing are key requirements for good combustion and especially important for low levels of exhaust emissions.

Spray Patterns of Clogged vs Clear Injectors

Modern diesel injectors are designed to exacting standards and form an integral part of the process for optimizing fuel combustion. Their flow characteristics are set to allow a small pilot injection of fuel to initiate combustion, and then inject progressively more fuel into the burning mixture. Such an approach provides a low rate of pressure rise and smoother combustion.

Mechanism of Formation of Injector Deposits in Diesel Engines

Both gasoline and diesel fuels consist of components that boil over a wide temperature range (the diesel range is higher than the gasoline range). When the engine is switched off, fuel remaining in or near the pintle tips mixes together with any remnants of un-burnt engine oil and is subjected to high heat soak temperatures. Such high temperatures lead to the formation of free radical species, and then to a combination of auto-oxidation, chemical rearrangement and degradation of the remaining fuel - and deposits form within the injector.

Diesel fuel does not have the same injector deposit control specifications that gasoline does. Therefore it may be useful for the consumer to use an aftermarket fuel treatment to remove these deposits and prevent their formation.

Effect of Deposits on Diesel Injectors

Clean fuel injectors are critical for efficient diesel engine operation. A well dispersed spray pattern maximizes fuel-air mixing, while good atomization ensures rapid, efficient combustion. All diesel fuels, but especially those containing products from refinery conversion processes, have a tendency form a small amount of coke in the annulus of the injector. This coke is believed to be caused by the thermal decomposition of unstable compounds in the fuel. It is such a common problem that injectors are designed to tolerate a certain level of coke. However, many of today's diesel fuels give excessive levels of injector coking, disrupting the fuel spray pattern and degrading atomization.

Higher emissions, noisier engines and a decrease in fuel economy are the result, as shown by controlled vehicle studies. These studies show up to a 15% decrease in city economy and 5% decrease in highway (according to EPA test protocols). For the FTP driving protocol, the results are a 2-11% reduction in fuel economy over the FTP driving protocol, depending on the level of plugging (8-30%).

Another definitive study used fouled injectors collected from two different types of vehicles in the field to show the changes in performance based on sets of injectors with varied average levels of fouling and ranges of fouling. Under the worst conditions of 30% average flow restriction, with a corresponding range of 30% between the best and worst injectors, the author showed: a 700% increase in hydrocarbon (HC) emissions

In high-fouling injectors, research shows the engine compensates and can cause some cylinders to receive too much fuel and some to receive too little (rich and lean). Once cleaned, a 10.5% improvement results in 40-100 kph acceleration times and a 15.8% improvement in 80-100 kph times. This is confirmed in other parallel vehicle studies, where clogged injectors show a reduction in engine power up to 22% and a 1.3 - 2.8 second penalty in acceleration tests.

INTAKE AND PORT VALVE DEPOSITS

Example showing the effect of detergent additives on inlet valve deposits compared to unadditized fuel.

Poor fuel combustion and stratified diesel fuel which has broken down in storage (because of water buildup, age or microbial contamination) can lead to the deposit formations building up on the valves in the engine. Problems with power loss, decreased fuel economy, startability, driveability demerits, decreased power (increased acceleration times) and increased emissions can all result from this.

Valve deposits can also be a result from a mixture of environmental contaminants and also from mechanical issues in older engines, where engine blow-by (from a worn PCV valve), cylinder blowback (from insufficient ring seal and wear), exhaust gas recirculation (in large transportation truck engines) and lubricating oil, all of those can combine to build up on the valve stems and underside of the valve, forming deposits.

Typically the biggest effect from these deposits comes when they get large enough to physically block the manifold passage and restrict air and fuel flow into the cylinder. This used to be quite common when carburetors were widespread, and would result in poor acceleration, power, fuel economy and raised emissions. But even low levels of deposit accumulation can affect mileage and emissions, since the deposit can act as a sponge, absorbing fuel into the pores of the deposit, then releasing the fuel through evaporation or desorbtion (release of absorbed fuel). This disrupts the flow of fuel at the proper timing interval into the cylinder and reduces droplet evaporation efficiency, thus creating an imbalance in the fuel/air mixture into the cylinder. And this means the engine isn't functioning or combusting fuel optimally.

So the typical issues in modern, port fuel-injected engines that have valve deposits are poor driveability (particularly upon cold start-up and during warm-up conditions) and poor emissions performance. Vehicular studies using standard driving procedures like the CRC show a linear correlation between the level of valve deposits and "driveability demerits", which are an index related to how well or poorly the vehicles performance on "driveability". It can be clearly show that valve deposit buildup affects the vehicle's driving performance and it gets worse the more deposits that build up.

LUBRICITY

The term "lubricity" means the lubricating power of the fuel as it flows through the engine. Most consumers only think of engine oil (their typical 10W30 blend) when considering engine lubrication. But diesel engine technologies have long relied on the lubricity of the diesel fuel to keep some types of engine parts from wearing out too quickly. Fuel pumps and injectors both rely on the lubricating compounds naturally found in diesel fuel after distillation at the refinery.

In recent times, the federal government has used amendments to the Clean Air Act to force reductions in the maximum level of sulfur to be found in on-road diesel fuel. Reducing sulfur in the fuel is good for the environment because it means less sulfur leaving the vehicle as SO2 or SO3 emissions (which can lead to acid rain). But the chemical processes used to strip the sulfur from the fuel - hydro-treating - drastically reduce the low-sulfur fuel's ability to lubricate the engine parts that used to depend on such lubrication (because it chemically destroys the complex organic molecules that perform the function). And with that comes injectors and fuel pumps that wear out faster, leading to higher maintenance costs.

This issue is most pronounced in the long-haul trucking industry where vehicles log many hundreds of thousands of miles per year.

COLD WEATHER PERFORMANCE

Cold weather performance is a big issue for diesel truckers who live and work in cold northern climates. Diesel fuel, being a mixture of carbon-based molecules, contain complex "paraffin wax" molecules as part of its composition. These waxes serve to contribute to the energy value of the fuel. But when the fuel gets cold, these waxes will come out of solution, making the fuel cloudy. Once out of solution, they stick together to form larger and larger crystals of wax. This effect increases the colder the weather. Eventually enough wax floats around in the fuel that the fuel gels up and the wax plugs the fuel filter, shutting off fuel flow and sidelining the vehicle.

This is why diesel operators in cold weather will use a "cold flow improver" product. These kind of products keep the fuel from gelling by keeping the wax crystals in suspension from sticking together. They stay small enough that they can pass through the fuel filter without a problem, where they get burned off in the combustion chamber with the rest of the fuel. If you live up in cold northern weather, it would be wise to consider this kind of treatment if you have not already.

Cold weather can also make larger diesel engines hard to start. Diesel engines rely on compression to heat the air in the cylinder (compressed gas, all other things being equal, gets hotter than the same amount of gas in a larger volume of space). Gasoline engines don't have the same cold starting issues because they have the aid of a spark plug to force the fuel to combust. But in a diesel engine there is no spark, and the engine must turn over many times in order for enough heat to build up and permeate the walls of the cylinder such that auto-ignition of the fuel will happen. This is why large trucks are hard to start in the winter.

Diesel fuels with higher cetane ratings are easier to start in cold weather because more of the different-size molecule combust at the proper time. Some drivers may have a cetane-raising fuel treatment in order to gain these effects without the extra expense of higher-cetane diesel fuel.

DIESEL FUEL STABILIZATION AND BREAK DOWN OVER TIME

Any petroleum product - gasoline, diesel, fuel oil, natural gas - will react with things in the environment they are exposed to, like water, metals and light. Light really just acts as a catalyst to accelerate oxidation reactions - where oxygen reacts with the fuel molecules and causes them to react with other molecules - fuel or not - leading to the formation of polymers that react with other polymers in chain reactions. Over time, the fuel starts to separate and break apart, with these "heavy end" molecules agglomerating together and sinking to the bottom of the mixture (because they are the heavier molecules).

Fuel which has oxidized and stratified like this loses some or most of its ability to combust at an optimal level. And this means poor fuel combustion in the engine, incomplete combustion, formation of deposits, more unburned or partially burned fuel leaving the combustion chamber (poor emissions), and less-than-optimal fuel economy (because stratified fuel doesn't give the maximum energy value upon combustion that fresh fuel does). All in all, this is not the best situation for the vehicle or boat operator that is stuck with this kind of fuel problem.

What most commonly causes or contributes to fuel instability and breakdown? As mentioned before, exposure to water or air can start or speed up fuel oxidation. Both water and air are excellent oxygen donators, and oxygen is the primary culprit in oxidation. Exposure to certain kind of metals (like copper) as the fuel passes through a fuel storage and delivery system - this can also start and speed up oxidation, although these kind of metals merely act like catalysts and oxygen would still need to come from another source (not usually an issue in the typical fuel storage system or tank). Exposure to light, like exposure to metals, is a catalytic contributor, because sunlight (and also heat contributes energy needed to jumpstart the oxidation chain reactions. This is why diesel fuel poured into a glass jar and left exposed to sunlight will still darken over time - the oxidation reactions cause the color change. Lastly, if the tank has a microbial contamination (more on that later), these acids given off by the microbial biological processes attack fuel and hasten its breakdown.

The whole issue of stabilization and storage is a bigger issue for diesel than for gasoline because it is much more common to store diesel fuel for longer periods of time. Fuel suppliers and industrial customers who store fuel and need to keep it fresh will use an oxidation inhibitor - a fuel stabilizer - to interfere with these harmful reactions and keep the fuel fresh. Consumers who store fuel (such as the boat owner who leaves fuel in his tank over the boat's winterization period) are advised to do the same.

WATER BUILD-UP

Water build-up in diesel fuel tanks is a universal problem across the nation. Almost any stored diesel fuel left for any amount of time will end up with water in the bottom of the tank; it's an even bigger issue for boats and marine storage tanks. Water sinks to the bottom of the tank because water is heavier than diesel fuel is. What's more, you don't even have to have a storage tank for this to happen - water even builds up in the fuel tanks of long haul trucks. The culprit in all of these situations is the venting of the tank to the outside air. Outside air packed with water vapor travels in and out of the tank. In storage tanks, the water from the air condenses and rolls down the side of the tank when the air cools down in the evening. In diesel vehicles, the temperature change comes from hot diesel fuel returning to the tank after being used to cool the injectors. Injectors get hot due to their tremendous pressures. The engine uses diesel fuel circulated from the tank to dissipate some of this heat. The now-hot fuel is then circulated back to the fuel tank. This temperature difference causes water condensation in this environment, even when the fuel isn't technically being "stored" for a long time.

So what's the problem with water build-up? Why does it matter? It matters, for the following reasons:

• As noted below, water allowed to accumulate in a tank increases the chance of a microbial infestation - bacteria and fungi which can play havoc with the fuel system.
• Water in a vehicle or boat fuel tank can be sucked up and circulated into the hot injector. When it reaches the hot tip, the water expands in volume by 40x, blowing the injector apart and sidelining the vehicle. Not a good thing when you are stranded and face a repair job.
• Water in fuel accelerates the oxidation and break down of the fuel.
• Water contributes to tank corrosion

All of these are good enough reasons to control the build-up of water in the tank; this is typically done by using some kind of concentrated fuel treatment.

MICROBIAL CONTAMINATION

Storage of diesel fuel for long periods of time also makes them more susceptible to contamination by microorganisms like bacteria and fungus. This happens when the stored fuel becomes contaminated with water; this happens in storage tanks that are vented to the outside. Humid air flows in and out of the storage tank, and when the air cools at night, the temperature change causes the moisture in the air to condense into the tank. Since water is heavier than diesel, the water collects at the bottom of the tank. This provides the necessary environment for microbes to grow and flourish in fuel - they lived at the interface with the water and fuel, and draw their necessary elements and nutrients from both the fuel and water phases. Pretty soon you've got a microbial infestation that produces slimy "mats" which float on top of the fuel. The microbes multiply, excreting acids from their biological processes which both corrode the fuel tank and accelerate the breakdown of the diesel fuel, leaving you with a tank of nasty, poor quality fuel.

As you can guess, microbial contamination's are most common in situations where the fuel is stored for long periods of time, and also more common in marine situations where the fuel tank is around water. How do you know if you've got an infested tank? You'll probably notice rough running and poor performance with your vehicle or boat. Fuel filters will clog more often and (if you have a storage tank you can see the fuel in), you should be able to see slime floating on top of the fuel (along with foul sulfurous odors). All of these are strong indicators that the diesel fuel tank has a microbial problem.

There are a number of diesel fuel additive products that will claim to eliminate microbial infestations from fuel simply by controlling water. This is where the devil is in the details. Once a tank has an active infestation, simply removing the water alone will not disinfect the tank. You could put fresh fuel in the tank, and over time the microbes would come back in full force. To kill an active infestation, you need to use a Biocide product, which acts such like a pesticide or disinfectant to actively kill and destroy the bacteria and fungi. However, this is not to say that products which control water build-up are useless in this context. Controlling the water buildup is a preventative measure; by keeping water from building up in the tank, you make it much less likely that you will have an infestation. So using an additive which controls water is a good idea when used as part of a preventative maintenance regiment for the fuel. But removing water along will not kill an infestation if it does take root in your fuel.

CONCLUSION

Rudolph Diesel's conception of an engine which combusted fuel based on compression (instead of a spark ignition) is the dominant engine used in heavy industry, long-haul transportation and boating. Consumers who own diesel cars love the outstanding fuel economy. Using a little care and good housekeeping (and a good diesel fuel additive ) in taking care of your diesel fuel will not leave you disappointed with the results.

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Sieve Testing - Standards, Certification & Calibration

Emissions Testing - Sieve Testing - Standards, Certification & Calibration

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Sieving in its most elemental definition is the separation of fine material from coarse material by means of a meshed or perforated surface. The technique was used as far back as the early Egyptian days as a way to size grains. These early sieves were made of woven reeds and grasses. Today the sieve test is the technique used most often for analyzing particle-size distribution.

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Although at first look the sieving process appears to be elementary, in practice, there is a science and art involved in producing reliable and consistent results. In order to better understand sieving, there are several areas of sieve specifications that should to be explained, including:

1. What Are Test Sieves?

Test sieves are measuring devices used to determine the size and size distribution of particles in a material sample using wire mesh of different openings to separate particles of different sizes.

Test sieves usually consist of wire mesh held in a frame. In most laboratory applications the frame is round and is made from stainless steel or brass. The standard frame sizes are three, six, eight, ten, or twelve inch diameters and metric equivalents. The woven mesh can be made of stainless steel, brass, or bronze. For most applications stainless steel is the most common material used.

2. What Are the Limitations of the Test Sieve Procedure?

The main limitation with the construction of test sieves is the inherent nature of a woven product including control of sag when mounted and the uniformity of construction of the holding frame. It is also essential to maintain consistent sizing across all the openings in a piece of mesh.

Because of the inherent variations of openings in any woven product there are limitations to the degree of uniformity achieved in the opening size across the mesh in a sieve. This results in a practical limit to the range of openings and to the precision of results from a specific sieve.

The sieve test requires particles to pass through the sieve mesh. The practical limit for using a test sieve procedure is a particle size of 20¼ (microns).

3. What Are the Test Sieve Standards?

The first sieve testing standards were developed by W.S. Tyler Company before 1920. This original work predated any published activity by the standards organizations and the Tyler designation is the de facto standard in many industries. In 1925, ASTM International prepared the official standard for Test Sieve Size, Test Sieve Construction, and Test Sieve Mesh in the United States. European Standards were developed by a German university group in 1977 and are known by the designation DIN 4188. These were followed by British Standards (BS 410). The International Standards (ISO 565) were developed by the International Standards Organization in Europe. This was designed to be the universal international standard. However, in practice, all of the standards are in operation.

Sieve testing standards relate to the construction of the sieve frame and mesh mounting as well as the tolerances allowed in the variability of mesh openings. Basic principles are common to all of the standards and variations in terminology and in details are small. These small differences, however, can often lead to confusion. The following is a synopsis of the principles behind these standards.

Test sieve frame standards include the following:

1. Rigid construction

2. Cloth (mesh) mounted without distortion, looseness, or waviness

3. Joint between mesh and frame to be filled or constructed so that particles will not be trapped

4. Frame will be of non-corrosive material and seamless

5. Bottom of the frame sized to easily slide into the top of same sized sieve, thus enabling stacking

6. Cloth opening to be a minimum of 0.5 inches less than nominal diameter

The wire cloth (mesh) standards include the following list of nominal size openings in inches, millimeters (microns), and sieve number. The following specific dimensional examples come from the ASTM E11 Standard:

1. Permissible variation of average openings (depending on opening size and ranges from ± 2.9% of nominal size for 125 mm mesh to ± 15% for 20¼ mesh)

2. Not more than 5 % of the openings can exceed 1.04 times the nominal size for 125 mm mesh to 1.45 times the nominal opening for 20¼ mesh

3. Maximum individual opening (for any opening) ranges from 1.0472 times the nominal size for 125 mm mesh to 1.75 times the normal mesh for 20¼ mesh

4. Wire diameters are specified and range from 8 mm for 125 mm mesh to 0.020 millimeters for 20¼ mesh

More recently, methods based on laser and energy technologies, sedimentation techniques, image analysis, and centrifuge-type methods have gained acceptance. However, procedures using test sieves are still widely used. The sieve-test result remains the basis or standard against which newer techniques are checked. In addition, the equipment cost for the test sieve procedure is significantly lower than the capital investment needed for newer methods.

4. What Are Sieve Certifications?

Sieve certifications are statements that a test sieve meets or exceeds published criteria. It is an assurance that a new sieve will perform in a predictable way. The closer the tolerance required in a manufacturing process, the higher the level of certification needed. Similarly, a master set of test sieves against which working sieves (sieves in everyday use) are checked for wear and predicted performance need a high level of certification. When test sieves are part of a process that is required to meet traceability prerequisites, such as a specific ISO level, a certification will document the needed traceability.

Many sieve manufacturers provide a certificate which states that the sieve was manufactured in conformance with a specific standard (e.g., ASTM, ISO). This Manufacturing Conformance Certificate does not reference nor does it certify conformance of the mesh. Most manufacturers supplying a Conformance Certificate will analyze the mesh and provide a mesh certification for an extra charge.

A Mesh-Certified Sieve will be provided with a certificate that states the sieve was manufactured in accordance with a specified standard and it was submitted for laboratory analysis and is certified to conform to that specific specification/standard (e.g., ASTM, ISO).

There is a third level of tolerance which certifies that the manufacturing standard is met and that the mesh was submitted for laboratory analysis. It also certifies that its openings fall in the middle of the specific standard/specification (e.g., ASTM, ISO). This is effectively a 30% better tolerance than the mesh of a Fully-Certified sieve. This is known as a Mid-Point Sieve. These three levels of sieve certification enable the comparability of performance of one sieve to another of the same size.

Until the development of the Mid-Point Sieve, high levels of comparability were achieved by providing sieves that were optically matched to a user's standard sieve. A time consuming and costly procedure was needed to accomplish this level of comparability and the results were not significantly better than those achieved by using Mid-Point Sieves.

Mesh-Certified Sieves, Mid-Point Sieves, and sieves carrying the Manufacturing Conformance Certificate are all made with mesh that already conforms to official standards. However, there are three lower grade levels of sieve mesh available when tolerance levels are not as stringent.

The first is Market Grade. These sieves have a weave that uses a larger diameter wire resulting in a high strength square-mesh cloth suitable for general purpose screening. There are no official standards for Market Grade test sieves. The second, Mill Grade, is a class of woven mesh using smaller wire, which results in larger open areas in the screen mesh. There is also a Twill Weave in which the weft and warp wires alternatively run over and under two wires rater than over and under alternate wires as in standard mesh. As none of these have official standards against which to measure the expected performance, none of these are provided with a mesh certificate.

5. Sieve Calibration

Quality control of the sieving process is essential, and for people involved in material processing and particle characterization, sieve calibration can be a confusing topic. It is beneficial to understand what sieve calibration is, why a working sieve should be calibrated, and how to calibrate a sieve.

A. What Is Sieve Calibration?

Sieve calibration is the process of checking a working sieve's performance. (A working sieve is a test sieve that is used regularly to perform a particle size analysis.)

B. Why Calibrate a Working Sieve?

Since working sieves are used daily for tests, they are also cleaned regularly. Although frequent use in itself can cause changes in mesh openings, much of the damage sustained to working sieves occurs during cleaning. Often, the operator hurries to clear the mesh of residual particles by strongly tapping the frame. This tapping can distort the mesh. Operators also use brushes to remove residual particles after a test. This process often distorts sections of the sieve mesh. These alterations of the sieve will change the results obtained in subsequent tests, hence the need for calibration.

Excessive damage such as tears or large distortions of the mesh weave can be detected by visual inspection. Damaged sieves can be taken out of service when the damage is observed. When the change is small, visual observation may not detect a variation in the test results attributable to the sieve's change. A way to determine if changes have occurred is to compare the sieve's performance against a known standard. This is sieve calibration.

In addition, in operations with tight particle size specifications, calibration of new test sieves is performed to establish a performance baseline for the sieve.

C. How is a Test Sieve Calibrated?

The base point of a sieve calibration process is the use of a fixed standard and there are a number of approaches used. The most common is the use of a master stack of sieves, a master sample, or calibration spheres or beads.

A master stack of sieves includes one of each of the sieves used in the processes. A master stack should consist of Mesh-Certified sieves. In the event of tight tolerances for the sieve tests it is recommended that Mid-Point sieves be used. The following steps are used for this method:

1. Prepare two samples of the material selected for the calibrations process

2. Place the master stack of sieves on a sieve shaker

3. Load one of the samples into the top sieve

4. Run on a sieve shaker for the predetermined time

5. Prepare a percent-retained analysis of the result

6. Place the stack of working sieves (sieves with sizes to match master stack)

7. Repeat steps three through five for the second sample of the material

8. Compare the results of the two analyses

9. Check variance from the master stack against acceptable tolerances

10. Replace the working sieves that are out of tolerance

Some users only calibrate one sieve at a time and compare it to one sieve from the master set. This procedure can be done before putting new working sieves in service.

In some processes master samples are maintained of all material that is subject to sieve testing. The results expected from working sieves were established through the use of a master sieve stack or other calibration techniques. In this method a sample from the master is used and the following steps are taken:

1. Place the stack of working sieves to be checked on a sieve shaker

2. Load the selected sample from the master sample into the top sieve

3. Run the sieve shaker for the predetermined time

4. Prepare a percent retained analysis of the result

5. Compare the results to acceptable tolerances for the sieves in this stack

6. Replace the working sieves that are out of tolerance

The used sample may be returned to the original master sample. Depending on the type of material, deterioration may occur during the sieve test. Where this occurs the test sample is discarded after use.

As with the use of a master stack, some users only calibrate one sieve at a time and compare it to a performance tolerance chart for that sieve size. This procedure can also be used for new working sieves before putting them into service.

Calibration spheres, in sizes for each of the sieves to be calibrated, are used to determine the actual results obtained by each sieve tested. This method is simple and gives a precise result on the mean aperture size. The result is traceable to NIST and NPL standards. It is a good check for standards reporting and for setting internal standards. The procedure for this calibration is as
follows:

1. Select the sieve to be calibrated

2. Empty the contents of the bottle containing the appropriate standard onto the sieve

3. Shake evenly over the surface for one minute

4. Calculate the percent passing through and read the mean aperture for a calibration graph

The method specified by ASTM is to optically inspect a sample of the openings, measure the apertures and the wire, and compare the results with the ASTM E11 Standard. Traditionally, this has been accomplished visually using a microscope. However, there are new computer-based image analysis systems that are beginning to have limited use for sieve calibration.

6. Summary

Sieves have a long history as the base for measuring and analyzing particle size in material. In spite of the advent of new technology-based methods, procedures based on sieves continue to be the main basis for particle size determination. In order to produce reliable and consistent results, it is evident that sieving requires an understanding of not just one, but a combination of integral factors such as test sieves, limitations of the test sieve procedure, test sieve standards, sieve certifications, and sieve calibration.

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Ford Windstar Check Engine Light

Emissions Testing - Ford Windstar Check Engine Light

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Do you know about - Ford Windstar Check Engine Light

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Trying to get that Check Light off on your Ford? If your "Service Engine Soon" or "Service Vehicle Soon" light is on, you have found the right place. Check Engine lights can be a dig deal and could very expensive if not diagnosed properly. Check Engine lights can come on for hundreds of different reasons, mostly do to emissions related problems. Our Certified Ford technicians are trained to look for specific problems that cause the MIL (Malfunction indicator light) to illuminate.

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Lets take a Ford Windstar for example. The check engine light is on and the customer wants to diagnose and fix the problem himself. The parts guy at the local hardware store retrieves an EGR code "P0401" diagnostic emission code in the computer upon plugging in a scan tool at the diagnostic connector. (Exhaust Gas Recirculation flow was too low during EGR flow test). So the parts guy sells the customer an EGR valve thinking he just saved the customer a lot of time and money by not having to go through a repair shop. The customer races home and installs the new EGR on the Ford Windstar and clears the code. A few days go by and the check engine light is back on with the same code and the customer is back at the auto store giving the parts guy an ear full. The nice parts guy behind the counter simply warranties the EGR valve after confirming the same code has come back on in the computer and the customer heads back home to reinstall the new EGR valve again.

Again, a few days later the the Check Engine light pops back on with the same code in the computer. This time the customer is fed up and goes on line to find some information regarding this concern on his Windstar. He stumbles across our Ford section on our web site and asks his question. A Technician quickly responds back and informs him about the TSB (Technical Service Bulletin) about the DPFE (Digital Pressure Feedback EGR) sensor is not working properly in the EGR system causing the EGR Code to reappear. The job of the DPFE sensor is to tell the computer the amount of EGR flow. On this particular Windstar the DPFE sensor was not responding to the EGR flow thus telling the computer there was low exhaust gas flow when in fact there was plenty. After getting the correct information on how to diagnose and replace the DPFE sensor, the customer is extremely happy with the information provided to him through our web site and has since returned numerous times to our site for other questions regarding his Ford Windstar.

If this EGR flow code P0401 was diagnosed properly, the owner of the Windstar would have saved himself time, money and most importantly a headache! Our trained staff is ASE Certified in all areas. Yes, even emissions! We Specialize in Check Engine lights on all year make and model Fords! Don't be shy, ask a question! http://www.automotiveexpertsonline.com

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Are You a Texas Driver? Know the Texas Inspection Sticker Law - 6 FAQs

Emissions Testing - Are You a Texas Driver? Know the Texas Inspection Sticker Law - 6 FAQs

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If you drive on Texas roads, whether it is in a passenger car, motorcycle, pickup truck, van, bus, moped, or other motorized vehicle, that vehicle must display a Texas inspection sticker. Many people attempt to have their vehicles inspected, but fail due to some mechanical problem or other. If your inspection sticker is expired, you face a fine. What do the inspectors look for? What happens if your vehicle fails? Your best bet is to be prepared as to what your vehicle needs to pass the inspection. Do you know the Texas inspection sticker law? Below are six FAQs.

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What parts of my vehicle will the inspection address?

The inspection will ensure that all of the important safety aspects of the vehicle are working as they should, not only to keep you safe, but to keep other Texas drivers safe as well. The inspection center will check a variety of things, including, but not limited to, the vehicle's headlights, turn signals, windshield wipers, tires, brakes, steering, reflectors, mirrors, horn, and beam indicators.

Some vehicles require emissions testing, including gasoline powered vehicles, vehicles from two to 24 years old, and vehicles registered in designated counties that required emissions inspections.

Are any vehicles exempt from requiring a current inspection sticker?

Some vehicles are exempt from inspection. These include school buses, farm machinery, road building equipment, any vehicle required to show a slow moving vehicle emblem, and those trailers, semitrailers, pole trailers, and mobile homes whose gross weight is 4,500 pounds or less. Other vehicles included in this exemption are those displaying certain kinds of license plates, such as antique vehicles, those holding a parade or disaster license, and more. Other less common exemptions can be found at the Texas Department of Public Safety website.

When should I get my vehicle inspected?

If you are currently driving a vehicle registered in Texas, you should get your vehicle inspected in the month showing on your current inspection sticker. While an inspection certificate expires on the last day of the month indicated on your windshield sticker, there is a five-day grace period after the last day of the month for motorists to obtain their new sticker.

What are the most common reasons for a vehicle failing the inspection test?

The most common problems that prevent a vehicle from passing inspection are those concerning windshield wiper blades, brakes, parking brakes, tires, and bulbs, including turn signals, headlights, and stop lights.

What happens if my vehicle fails inspection?

If your vehicle fails inspection, you have 15 days to have the item repaired. If you take your vehicle back to the same inspection station that failed it, the re-testing will be free. If you take it to another inspection station or if you do not have the vehicle repaired and re-tested within15 days, you will be charged for a second inspection.

Where do I get my vehicle inspected?

There are many places to get your vehicle inspected, with inspection stations in most cities and towns. However, some stations offer more services than others. Some offer substantial discounts on needed repairs, such as new windshield wiper blades, headlights, and other bulbs. Believe it or not, some inspection stations even offer year-long, free replacement of windshield wiper fluid, brake fluid, power steering fluid, and gas caps for one year as long as you go to one of their official inspection stations.

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Diesel vs Regular Gasoline - Which is Better for the Environment?

Emissions - Diesel vs Regular Gasoline - Which is Better for the Environment?

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With the implementation of alternative fuel sources on the minds of many, diesel is now under the microscope more than ever. Although diesel-powered vehicles have been around for a long time, gasoline is still the primary fuel source for most North American vehicles. Why has diesel not been used as a fuel source in more vehicles? Which is better for the environment? These are questions that are being asked more frequently as the search for alternative fuels is weighing heavily on more people's minds.

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Gasoline vs. Diesel

It turns out that gasoline is more volatile than diesel, not because of what its base consists of, but because of the additives it contains. In addition, vehicles that use diesel tend to be more fuel-efficient and produce less greenhouse gases. In that respect, diesel is more environmentally friendly. Diesel actually produces 15% more in greenhouse gases than gasoline when compared by the litre rather than the gallon. Yet it is through the 20-40% improvement in fuel economy over gasoline that offsets the higher emissions per litre. In actuality, the carbon dioxide emissions are considerably less than gasoline, but diesel does contain 2,778 grams of carbon per gallon, whereas gasoline contains 2,421 grams per gallon. But, again, it is the fuel economy of diesel that accounts for the smaller rate of carbon emissions.

Then again, diesel fuel contains larger quantities of sulfur. The United States has what is considered to be the dirtiest diesel, but as of June 1, 2010 this is going to be different. U.S. diesel fuel has a lower measure of ignition quality. This means that when it is cold outside, ignition performance is poor and can result in higher emissions. This is why you see truck drivers idling their trucks all night long in cold weather rather than risk a troublesome start in the mornings.

But, the sulfur in the diesel that is emitted during cold ignitions and long engine idling is still harmful to the environment because the sulfurs prevent the control of diesel particulate emissions through diesel particulate filters. This is changing, though, since new advanced technologies such as nitrogen oxide absorbers are being developed to reduce these emissions.

As for gasoline, it is the non-aliphatic hydrocarbons as well as carcinogenic additives that avoid engine-knocking that threaten the public's health and the environment. This exposure happens in the case of gasoline leaks and then, of course, there are the carbon emissions we hear a lot about. Leaks occur when trucks begin leaking the gasoline they are carrying, storage containers are not stored properly, and from motor vehicle leakage. The harmful additives in gasoline can get into groundwater and contaminate public water supplies.

However, Dieselization is becoming a more common use of diesel as a fuel in motor vehicles, although it is determined that both diesel and gasoline have harmful effects on the environment. When we look at the carbon emissions of both, we find that diesel will emit more per gallon (or litre), but when you look at how much you have to fill the fuel tank with diesel versus how much you have to fill with gasoline, you will find that the percentage of emissions is offset for diesel, which can be friendlier on the pocketbook. On the other hand, sulfur is emitted by diesel and diesel does not perform as well in cold weather as gasoline, so until 2010 when diesel is cleaned up, gasoline may be slightly more environmentally friendly than diesel in respect to the emissions from automobiles. As for ground contamination, diesel has an edge over gasoline in keeping our world clean.

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Green Luxury

Emissions - Green Luxury

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Do you know about - Green Luxury

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After much searching, we have discovered 4 top luxury green fuel efficient cars. Starting with the Mercedes-Bendz S Class Hybrid combines a gasoline-powered V-6 engine with an electric motor which is how they pull off their super-ultra-low emissions and high efficiency. Overall the engine generates a combined 295 horsepower and as 26/19 fuel efficiency. The 2010 Cadillac Escalade Hybrid which brags that they are the world's only full-size luxury hybrid SUV. The engine is a 6.0L V8 with the fuel efficiency of 23 mpg highway.

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The next hybrid we are featuring would be the 2010 Lexus RX450h, which is a hybrid that includes a V-6, 3.5 liter engine and has 32/28 mpg (which is only surpassed by the Ford Escape Hybrid and Mercury Mariner Hybrid) which makes it one of the most fuel efficient luxury brand out there.

The 2011 Jaguar XJ's engine is equipped with the 3.0-liter AJ-V6D turbo-diesel which can get a fuel economy of 40 mpg highway.

For all those not taking note, which means the luxury cars using the best fuel economy are:

1. 2011 Jaguar XJ
2. 2010 Lexus RX450h
3. 2010 Mercedes-Bendz S Class Hybrid
4. 2011 Cadillac Escalade Hybrid

But how do these luxury brands rise up to eco friendly smart car company?

For those who don't know who smart is: The smart brand is all about environmental friendliness and contemporary functionality. Smart fortwo's innovative concept has combined sustainable, forward-looking technologies with individual urban mobility. Its distinctive design made smart an automotive lifestyle icon which shows that mobility, responsibility for the environment and joie de vivre are compatible with one another. In other words, they are that other really compact car you see people driving now.

With smart's commitment to lessen emissions, how do they measure against these luxury hybrids regarding fuel economy? The smart fortwohave 41/33 that's about the same as the Jaguar XJ (which has 40 mgp highway). Though the Jaguar XJ can hold its own against the smart fortwo, other luxury brands cannot stand up to their fuel economy (brands like Lexus, Mercedes Benz, and Cadillac all have their fuel efficiency at about 23-26 mpg highway).

One of the great things about smart cars is that they are very economic. The 2011 smart fortwo is anywhere from 12,635 to 18,635. Out of the luxury brands, Lexus came in as the most affordable with the MSRP of 42,685, the costliest luxury car that has a MSRP of 87,950 is the Mercedes Benz (the Jaguar XJ was about 1.000 less).

Though these are all great choices for eco friendly cars the all electric smart fortwos coming in 2012 (you might have heard the buzz regarding the new 2011 fortwo all electric drive, but these are being made in small quantity). The production of these small electric cars are happening at the plant in and is producing 1,500 units. After production they are testing the all electric cars on consumers in the larger European cities in order to get customer comments.

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DPF, What and Where Is It? How Does it Work? Should I Buy a DPF Delete Kit?

Emissions Testing - DPF, What and Where Is It? How Does it Work? Should I Buy a DPF Delete Kit?

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This is a question we get a million times a day. Since 2007 all Dodge Cummins 6.7, Ford Powerstroke 6.4, and Chevy Duramax 6.6 trucks come from the factory equipped with a particulate filter to meet tougher emissions standards. A diesel particulate filter (DPF) is a device that traps the soot and unburnt fuel from diesel combustion. You may have noticed if you have one the 07+ diesel pickups that it never puts out any black smoke at all. The DPF will capture 90% or better of all harmful diesel emissions. Once the DPF has become "full" of soot, it will need to have a regeneration cycle in order to burn all the soot out. You may have noticed a light on your dash from time to time that alerts you that the DPF is in "regen" or "cleaning filter."

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Basically what is happening during this process is that the engine's computer has decided from the information that it receives from the sensors installed in the exhaust that the DPF has filled up past it's acceptable limit. The computer then opens the EGR (exhaust recirulation valve) introducing hot exhaust into the intake to help get get exhaust gas temps higher and also injects a small shot of fuel into the cylinders when the exhaust valves are open. The raised exhaust temps and the small amount of fuel then burn out the particulate (soot) that the DPF has collected since it's last regen. Once the computer gets readings from the sensors in the exhaust that the filter is flowing an acceptable limit again, it ends the regen cycle. The frequency of this cleaning cycle is different from vehicle to vehicle depending on use, mileage, and engine condition.

Myths about the DPF system:

1. The lines on the side of the exhaust are fuel lines that dump fuel directly into the filter and the other connections are glow or spark plugs that ignite the fuel to clean the filter.

Not at all. As I stated above, the fuel needed for cleaning the dpf is entered into the engine cylinders by route of the regular fuel injectors during the exhaust stroke of the engine. A small shot of fuel is pushed out with the rest of the exhaust gas. The metal lines everyone sees on the side of the DPF filter are for a pressure sensor that is usually attached to the side of the transmission or frame. They have the long metal tubes on them to get the temperature of the exhaust they are measuring down before it reaches the sensor. Again, I don't care what the tech at the dealership says about those lines, if he says they are fuel lines (which I hear all the time), he is an idiot and you should remove your truck from there as quickly as possible. The other wires you see going to the exhaust before and after the DPF filter are not spark or glow plugs. They are thermocouples that measure exhaust temperature. The computer uses exhaust temperature and pressure before, at, and after the dpf to measure how plugged the dpf is and when it's time to perform a regen.

2. I can just remove the DPF filter and put a piece of pipe in there.

Sorry, no. If you remove the DPF filter and make no adjustments to the engine's computer, it will enter either a limp mode or a constant state of regen. Simply put, all the sensors and the dpf have to be in perfect working order when running the stock vehicle's programming or else your truck will go haywire and you will not be able to drive it.

Common problems with the DPF system:

1. Poor Fuel economy - This is the number one complaint we get from customers who have trucks equipped with a DPF. Most customers who traded in their pre-07 diesel pickups have been completely unhappy with the lack of fuel mileage that used to enjoy. The average fuel economy we hear people report on the DPF equipped trucks is usually 12-14 mpg. Many of these folks traded in trucks that did 18-22 mpg and are completely disgusted.

2. Excessive regens - Many of our customers who use their trucks for work complain about very frequent regens that kill their fuel mileage and performance. Many customers who work outdoors in the winter were used to leaving their old diesels run all day while they were on the job site. The DPF equipped trucks don't handle this very well. The cooler idling temperature of the exhaust gas will soot up the DPF on an accelerated rate. It is not uncommon for these customers to be on their second or third filter change because the truck went into constant limp mode. The usually dealership response is: "You can't let these new trucks idle." Which goes over pretty well with guys who are stuck at a job site five miles back in the woods all day and the temperature never gets above ten degrees.

3. High replacement cost - If any of you have had to pay for a DPF replacement out of warranty, you probably had a heart attack when you got the bill. A replacement DPF (which isn't available aftermarket yet) runs roughly 00-00 for the just the filter alone. And hears the scary part. DPF life is estimated between 120,000 and 150,000 miles. If you plan on keeping your new diesel pickup for a few hundred thousand miles better start a DPF fund.

4. Restricts performance modifications - With the new diesel pickups, the potential for horsepower improvements is tremendous. We have taken all three brands of pickups to close to or over 500 rear wheel horsepower and 1000 ft/lbs of torque with just intake, exhaust, and programming modifications. Never has so much performance been so easy and affordable while still maintaining street manners. The only problem is anything past a small tow type tune will aggravate the particulate filter. Turning up the engine will produce more soot which will plug the dpf sooner causing more regens. Many customers who run a 100 horsepower program report very poor fuel mileage and constant regens.

What can be done to extend DPF life and limit regens?:

Since we are not allowed by law to remove the DPF system, we are stuck with it if you want to comply with Federal emissions and keep your truck legal. Here are a few tips to help mileage and DPF life:

1. Use the right fuel - It is absolutely crucial and necessary to use ultra low sulphur fuel in any vehicle equipped with a particulate filter. High amounts of sulfur in the fuel will plug the DPF immediately. We get lots of questions from farmers about the red fuel. As far as we know you can't buy high sulfur fuel commercially anymore. We have a refinery roughly ten minutes from the shop that refines diesel. Both fuels are exactly the same, their is just red dye added to the offroad fuel. It won't hurt anything to run the low sulphur red fuel. The other question we get asked is about additives. Our advice is to only run products that were made for diesel fuel. Power Service, K100, Standyne, and Flash Lube for example are brands that we see no problems running. DO NOT add any sort of homemade fixes. Adding a quart of saw oil, atf, or anything else probably isn't a good idea. It will burn dirty and may clog the dpf.

2. Use the proper engine oil - Make sure you are using an engine oil that is rated properly for your truck. Some engine oil gets burnt up in combustion no matter what. If you are running oil that is not formulated for a DPF equipped vehicle, it will soot up the filter sooner.

3. Keep idling to a minimum - Simply put, idling contributes to dpf problems. Period. Keeping the rpm's elevated during will help. Keeping idling to a minimum is best for these trucks.

4. Run it hard once in a while - Don't be afraid once in a while when going up a hill to matt the throttle for a few seconds. Running the truck hard and getting things nice and warm will help clear out soot deposits.

I want to remove the DPF. What can I do and what will be the benefits?

First thing, it is absolutely against the law to remove or disable any emissions device for any vehicle that is going to be operated on the public highways. If you decide you want to remove emissions equipment for any reason, it is solely up to you and your mechanic to decide what is safe and legal for your application. I do not condone nor advise removing the dpf or any other emissions device. All the examples I speak about below were tested off-road and the mileage tests were performed on our Superflow chassis dyno that simulate the load the truck has alone and when towing.

We have done some testing on all three brands of trucks to see what results could be achieved by removing the dpf filter system. There are many products available for off-road and competition use that will disable the dpf system. You have to run some sort of aftermarket device to disable the system or there will be problems when you remove the DPF. There are several options that will allow the removal of the DPF without any horsepower increase and also several options that will add up to 250 horsepower along with removing the DPF.

Here are the test trucks we have done controlled tests on our chassis dyno with:

Truck #1: 2007.5 Ford F-350 6.4 Powerstroke
Mods: S&B Cold Air Intake, Edge Race Evolution, DPF Delete pipe (rest factory exhaust)
Stock RWHP: 285
After Mods RWHP: 471
Average Mileage stock: 11.8 mpg
Average Mileage mods: 17.4 mpg

Notes: Very basic delete package. Overall mileage jumped 5.6 mpg on simulated highway driving. Horsepower levels range from 40HP increase to 185 hp increase on the EDGE Race Evolution. Stock air box would pull filter restriction gauge with clean factory filter on even lower levels. Air box upgrade a must for this package.

Truck #2: 2008 Dodge 3500 6.7 Cummins
Mods: Full 4" DPF and Cat delete exhaust, Flo-Pro DPF electronics package
Stock RWHP: 294
Mod RWHP: 311
Average Mileage Stock: 12.1 mpg
Average Mileage Mods: 18.9 mpg

Notes: We were really impressed with this package. The Flo-Pro electronics only disable the DPF system and add absolutely no horsepower. The free flowing exhaust showed some horsepower gains. Mileage test was simulated highway driving with a truck weight of 8700lbs. Great mileage gain of 6.8 over stock. Inexpensive delete package for off-road work trucks.

Truck #3: 2008 F-550 6.4 Powerstroke

Mods: DPF delete into dual 5" exhaust, S&B Cold Air Intake, Power Hungry Performance Gryphon programmer
Stock RWHP: 268
Mod RWHP: 447
Avg HWY Mileage Stock: 9.2 mpg
Avg HWY Mileage Mods: 17.3 mpg
Avg TOW mileage Stock: 6.4 mpg
Avg TOW mileage Mods: 14.2 mpg

Notes: This is a package that we put together to simulate the gains possible on one of the hard working trucks that tows alot. The horsepower increase was dramatic, but the mileage gains were tremendous. We simulated a truck weight of 11,500 lbs for the highway tests and a trailer weight of 12,000 lbs for the tow test. The highway mileage tests of the mods showed a 8.1 mpg gain while the towing test also showed an amazing 8 mpg gain.

Truck #4: 2009 Dodge 2500 Cummins 6.7
Mods: 5" straight DPF/Cat delete exhaust, S&B Cold Air Intake, H&S XRT programmer
Avg HWY mileage stock:14.6 mpg
Avg HWY mileage mods:21.2 mpg

Notes: We only did simulated hwy mileage tests on this truck. We just used the XRT programmer to remove the DPF functions from the computer and left the horsepower stock. The XRT has horsepower increase levels of 60, 120, 175 horsepower. It will also shut the egr system off as well.

Truck #5: 2008 Ford F-350 6.4 Powerstroke
Mods: 4" DPF delete pipe, 5" MBRP dpf back exhaust, S&B cold air intake, Innovative Diesel custom tuned SCT Livewire
Stock RWHP:289
Mod RWHP: 536
Stock MPG: 11.6 mpg
Mod MPG: 17.4 mpg

Notes: This truck was an animal! The custom tunes were some of the smoothest shifting of any of the options we have tried and the power was crazy. There was a 247 rear wheel horsepower increase over stock on the highest level and the rear wheel torque was over 1000 ft/lbs! You would think there would be a serious drop in the mileage department, but we were surprised to see the truck gain nearly 6 mpg at even this horsepower level.

In conclusion, if you are looking for some serious horsepower for the drag strip or the pulling track, these new common rail diesels make serious horsepower with very little modification once the dpf is out of the way. Also, if you only operated your truck off-road there are some extremely impressive fuel economy gains to be had by removing the dpf filter. It is really too bad that we couldn't run the trucks on public roads with the dpf removed. We truly would have incredibly powerful trucks that get great mileage and have wonderful street manners.

Thanks for reading,
John Anderson

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Crossroads, Turning Point, and Forks in the Road: From Resolution to Intention for the New Year

Mapquest - Crossroads, Turning Point, and Forks in the Road: From Resolution to Intention for the New Year

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As we move into the new year we often set goals for ourselves. Traditionally referred to as resolutions, these goals are intentions with issues. In order to resolve the issues, intentions need to look in both directions, to both the past and the future to create new possibilities and opportunities. Resolutions, however, can point out the road map for where you'd like to experience change in your direction in life. As is true for the beginning of any journey, knowing where you're starting is vital to knowing how to reach your destination. Awareness is the first key to plotting a course and creating a road map.

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The metaphors of crossroad, fork in the road and turning point illustrate that valuable information can be gained through gathering the harvest of the year passed, the lessons from integrating these events, relationships, and challenges.

We must accept where we are before we know what we may become.- Anonymous

This is a true starting point. The same way you would get directions at Mapquest.com, you must first enter your starting point. The crossroad is a meeting place of your appointments with people, places and opportunities. In looking back at 2010 you might see some things began, resolved, remained the same, diminished, or needed letting go.

As you become aware of insights from 2010, you can begin to see where forks in the road emerged due to your desire for new opportunities and possibilities in your life. There is always a point of choice in every situation. You can either resonate with the chaos of a problem and take the fork in the road that keeps you feeling powerless, overwhelmed, hopeless or discontented, or take the fork in the road that offers the opportunity of the problem. When you resonate with a new possibility you experience life through a deeper connection to feeling loved and loving, joyful, centered and empowered.

Finally, a turning point is created through your choice to empower your intentions with the resources, skills, acceptance and positive actions needed to move your resolutions into the intelligent field of desire in action. The turning point comes when you resonate with the life-energizing feelings, positive projections and needs being met through the manifestation of your goals. In this case, you move from an empowered space of intention rather than obligatory resolution.

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3 Common Problems In Barbecue Gas Grills You Should Avoid

Il Emissions Testing Locations - 3 Common Problems In Barbecue Gas Grills You Should Avoid

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Can you honestly say that your barbecue gas grill is in top condition? Most gas grills are prone to problems. This is why maintenance is important in order to avoid those grill problems.

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You should also find out what possible grill problems you might experience in the future. Let me tell you some of the most common grill problems owners usually encounter.

1. Flame issues

There are different flame issues experienced by owners. Some encounter low flame problems. Others experience an emission of yellow flame. In most cases, the grill ignites suddenly so there is a burst of flame. Ask any repair expert and they will tell you that the problem stems from the regulator.

The regulator is a part of the propane tank. This is the circular-shaped object propped on the gas hose. The problem with regulators today is that they tend to get sticky. Because of that, gas cannot flow easily to the grill.

Try turning off the grill and disconnect the gas hose from the propane tank. Turn your grill on and set it up to high temperature settings. Let it work like that for a minute before turning it off. Re-attach the gas line to the gas tank. Gradually turn the regulator knob on. Ignite the grill and check out the flame. It should work well now.

2. The grill does not light up at all

If it fails to ignite, there are a few possible reasons for that. The problem could be centered on the igniter of the grill. Find out if the igniter is emitting sparks. The wiring should be checked by a repairman. You should also find out if something is clogging the igniter. Remove the grates and check the burner. Locate the area of the igniter and push it. Find out if it is emitting sparks. Get rid of the debris that is clogging it and test the igniter again.

3. Rusty grates and burner

Cast iron grills are quite prone to rusting. But with adequate maintenance and care, this can be prevented. Cast iron materials tend to rust faster when they are exposed to oxygen and moisture. After using the grill, clean it immediately and let it dry properly. You might want to place a grill cover over it when you are keeping it outside your house. This will protect it from external elements.

You will encounter some of these problems in the future. While it is still early, keep your gas grill in top condition so you wouldn't have to deal with these problems often.

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Analyzing Your Relationship Roadmap - Treasure Map or Fire Starter?

Mapquest - Analyzing Your Relationship Roadmap - Treasure Map or Fire Starter?

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We all follow our self-created Roadmap hoping that it will lead us to relationship bliss. Question? Has following your Roadmap led you to dig up relationship treasure? If it hasn't, maybe a better use for it would be to help start your next fire. Read on to learn how you can turn your "kindling" into a relationship treasure map.

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You may have used Yahoo! Maps or MapQuest to identify the best route to your desired destination. I don't know about your experiences with these services, but I have been led astray on more than one occasion. Instead of directing me to where I wanted to go, I have found myself at dead ends far too often. What went wrong? The database that these services used to create my directions had flawed information. I, however, believed that the directions were accurate and therefore did not question them. Sound familiar?

Earlier, I asked you to think about how successful has your Relationship Roadmap been in leading you to your desired relationship destination. Now, I'll grant you that finding your way across town is a little easier than finding the mate of your dreams, but the dynamics of both ventures are systemically similar. Consider: Has your Roadmap led you to find the mate of your dreams, or has it consistently led you to relationship dead ends? If it has, it's time to toss this flawed atlas to the side and create a better one. Here are some easy steps to get you started.

1)Challenge every belief you have about Relationships that you've stored in your personal database or what I call your "Emotional Library."

I use the word "emotional" in conjunction with "library" because just about all information that you've stored in your personal database has an emotional component attached to it. For example, think of your first kiss. Along with the information that you stored about how to manipulate your lips, you also stored information about the emotions that you experienced while kissing. That is, you stored general basic ideas about the act of kissing (i.e., how hard to press your lips, how far to open your mouth, etc.) along with how you felt on an emotional level (i.e., your heart may have been racing, goose bumps may have appeared all over your body, etc.). These two elements, basic descriptive information and emotional context, combined to create your own knowledge about kissing, which you then stored in your Emotional Library. As you thought about this kiss, you may have even re-experienced some of the emotions that you felt on that day.

Now, think about the first time that you were introduced to Algebra. Unless you have a math phobia or a passion for learning new mathematical equations, you'll probably have a harder time retrieving information about your emotional state, in this instance. This doesn't mean that one emotional component is more important than the other. Rather, it points out that there is a wide range of knowledge, some of which will be easy for you to locate, while other information will be more difficult to access.

As you can see, as you explore your knowledge base, it will be very important for you to look at the factual information that you've stored (the sky is blue) as well as its emotional component (the blue sky makes me feel happy). Why is this important? Consider this: the reason that you're exploring your Emotional Library is to locate false and misleading information, information that you erroneously believe is helping you to successfully navigate through life and create your dream relationship. Once you've located this inept knowledge, you can replace it with useful and productive knowledge that leads to positive self-change. But first, it's very important for you to realize that if you fail to rid yourself of both components of false knowledge (factual and emotional) you'll fail to create useful new knowledge and, therefore, another Roadmap that will lead you to another relationship dead end. Thus, take a moment to write down your morals, values, and beliefs about relationships. Ask yourself, "What knowledge is working for me and what information is not working?" It is paramount that you find the false and misleading information and delete it!

2)If it looks like water and it tastes like Water, it's Probably Sand!

You've probably seen a movie where some poor soul is crawling, weak from lack of food and water, across the desert floor. Desperate and hopeless, this lost traveler looks up and, to his amazement and delight, sees a body of water 20 yards ahead. His prayers answered, he musters what little strength he has left and makes a rapid stagger toward rejuvenation. As he gets closer, his feet kick faster from excitement. At the water's edge, he leaps into the air, his hands out in front like an Olympic diver, and plunges into . . . a face full of sand. There never was any water. It was an illusion, a mirage. It wasn't real, but his mind believed it was real. The man wanted water so badly, the need to acquire water became the overriding thought in his mind, so much so that his mind finally created the illusion of water, if only to bring temporary relief to his unbearable agony. Now, very discouraged, our nomad is resigned to assume he will die. Once again, he falls to the desert floor and resumes his slow crawl. Does this mirror your relationship history in any way? Sometimes one can get so lonely that his or her mind will trick one into thinking that his/her relationship roadmap has led him/her to relationship Utopia. When in fact, one has fallen for a relationship mirage. Be on the lookout for relationships that move to fast and appear to good to be true. Make sure to nurture and love yourself before trying to love and nurture another. If you expect others to give you what you're not willing to give yourself, you'll be eating a lot of sand.

3)Avoid the familiar path.

Human beings are naturally drawn to the familiar. And our self-authored Roadmaps have a lot to do with that. Think about one of your bad break-ups. You were really upset for some time and then you started to feel better. Once back to feeling like your old familiar self, you picked up your flawed roadmap, stated, "Things will be different this time," and began another painful journey. This pattern is played out in various ways. You find a new person to date, as you tell yourself that this new person is "different" from all the girlfriends or boyfriends you've dated in the past. Well, predictably this turns out to be a relationship mirage, and, after quickly jumping into bed and getting emotionally connected way too fast, you discover that things haven't changed at all. In fact, this "new love" is very familiar and looks just like the "old love." To your surprise or horror, this girlfriend or boyfriend shows many of the same characteristics, foibles, and mannerisms of all your exes. Once again, you find yourself choking on sand. Hence, look to date someone that is not "your type." Try something new and remember to constantly review the new knowledge that you're using to create your new Roadmap to Relationship Bliss.

I hope you receive new knowledge about Mapquest. Where you may put to easy use in your evryday life. And above all, your reaction is Mapquest. Read more.. Analyzing Your Relationship Roadmap - Treasure Map or Fire Starter?.
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