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DRILLMASTER REpoRT
Maintaining Emissions
Compliant Engines — Part 2
The October 2008 issue of Trenchless Technology
included an article discussing the role fluids play in the
proper operation and maintenance of newer emissions
compliant engines. As stated then, proper care of
these engines still starts with the simple things such as fluids.
This article covers how the use of those fluids may have
changed since 2008.
Fuel: Diesel fuel remains the fluid most likely taken for
granted. Poor quality fuel causes issues ranging from reduced
power and filter plugging to injector and piston failure. Users
should always follow the fuel recommendations in their
operator’s manual, which will usually include a reference to
ASTM D975 specifications. Fuel purchased from reputable
sources should easily meet these specifications. The risk of
contamination in such fuel is also reduced. Finally, users should
take care to avoid introducing contaminants during storage
and handling plus use their fuel in a timely manner.
Fuel sulfur content: Sulfur content continues as an important
characteristic of diesel fuel. Since mid-2010, diesel fuel
refined for off-road use meets the same sulfur specifications as
on-road fuel, 15 parts per million or less. This fuel is called ultra
low sulfur diesel, or ULSD. Two emissions reduction technolo-
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gies, diesel particulate filters (DPFs) and cooled exhaust gas
recirculation (EGR), are sensitive to fuel sulfur content. Most, if
not all, on-road trucks built since 2007 have both technologies.
Off-road, some engines began using EGR in 2006 and many
larger (above 174 hp) engines will employ both EGR and DPFs
starting in 2011. Using higher sulfur fuels, such as those intended
for marine or locomotive use, may cause DPF or EGR system
failure and result in expensive repairs.
Diesel exhaust fluid: The term diesel exhaust fluid, or DEF,
refers to a particular solution of water and urea. An emissions
technology called selective catalytic reduction (abbreviated
SCR) consumes DEF as it reduces certain exhaust pollutants.
Many 2010 and later on-road trucks, as well as some 2011 offroad
engines use this technology. While new to the United
States and Canada, Europeans have successfully used DEF for
several years calling it by a trade name, AdBlue. Users must
refill with DEF on a regular basis but, depending on tank size,
not as frequently as fuel. Fluid consumption is expected to be
2 to 5 percent of diesel fuel. With high water content, DEF
freezes around 15 F (-9 C). Properly constructed tanks are rugged
enough to handle frozen fluid and include heaters to
insure complete system function shortly after start up. During
off-season storage of SCR equipped trucks or equipment, DEF
may evaporate and leave troublesome residues in tanks. To
avoid this issue, users may consider draining their DEF tanks
before placing such products in long term storage. Lastly, since
urea is corrosive, users should take care when filling their
tanks and wipe up any spills. As always, truck and equipment
owners and users should read and follow the instructions in
their operator’s manual.
Lube oil: The American Petroleum Institute’s (API) highest
service category for diesel engine lube oil remains CJ-4. API
introduced CJ-4 in 2006 to meet the needs of emissions compliant
engines using DPFs and ULSD. At that time, off-road fuel
sulfur limits were greater than ULSD and some off-road engine
manufacturers recommended shorter oil drain intervals if
using CJ-4 with those fuels. With last year’s change mandating
ULSD for off-road use, users of those engines can now service
their lube oil at the normal interval when using CJ-4. Users
should always follow the lube oil recommendations in their
owner’s manual.
Conclusion: The service requirements for diesel engines
meeting the latest emissions regulations are very similar to
those for their predecessors. Diesel exhaust fluid adds a maintenance
and consumable item for some engines. But, by simply
following their truck, equipment or engine manufacturers’
operation and service recommendations, owners and operators
can be confident their engines will give them many hours
of reliable service.
David Campbell is design team manager with engines and
emissions compliance at The Charles Machine Works Inc. All
Drillmaster Reports are reviewed by the Drillmaster Advisory
Board: Frank Canon, Baroid Industrial Drilling Products; Richard
Levings, The Charles Machine Works Inc.; Ron Lowe, Myers-
Aplex, a Pentair Pump Co.; Tod Michael, Vermeer Corp. and
Trevor Young, Tulsa Rig Iron.
60 TRENCHLESS TECHNOLOGY February 2011 www.trenchlessonline.com