Isuzu Commercial Trucks Now Powered by B20 Biodiesel Blends
Biodiesel Industry Bolstered by Growing OEM Support, Momentum Under RFS-2
JEFFERSON CITY, Mo., June 23, 2011 /PRNewswire/ -- At its semi-annual board meeting in Washington D.C. last week, members of the National Biodiesel Board applauded the latest Original Equipment Manufacturer (OEM) to announce its support for use of B20 biodiesel blends. Isuzu Commercial Truck of America, Inc. has confirmed that all of its new 2011 and forward model year diesel engines, including its four popular N-Series truck models as well as the new Isuzu Reach commercial van, are compatible with use of up to 20 percent biodiesel blends (B20). This is especially significant as Isuzu Commercial Truck is the first Asian manufacturer to approve B20 for U.S. market spec engines.
According to Isuzu Commercial Truck's Retail Marketing Manager Brian Tabel, Isuzu's announcement of B20 support is the result of three key factors: growing consumer demand for the fuel, an extensive and cooperative research project on B20 biodiesel blends by Isuzu engineers in the U.S. and Japan, and improved biodiesel fuel quality and industry support in the U.S. under the assurances of ASTM D7467, the American Society of Testing and Materials specifications for B6-B20 biodiesel blends.
X2...I totally agree kumar, but as we all know, the "US strategy" has nothing to do with any form of emissions/environmental protection. Its all about $.
I wonder if they're just all using the same Duramax engine that GM is using. If so, based on the fact that the injector for the DPF is out of the engine, the engines will most likely also handle B100 without a problem as well.
No, it's an Isuzu engine, not a Duramax.
If you're interested in the state of biodiesel, and the biofuels industry in general, check out the Collective Biofuels Conference happening on Vancouver Island this August 5-7! Go to http://www.collectivebiofuels.org/ for all the details!
Filmmaker Josh Tickell will be coming in person to premiere his new one-hour film about ethanol, “FREEDOM”, followed by a panel discussion. Josh is a professional speaker, author, filmmaker and alternative fuels enthusiast.
CBC Keynote Speaker Lyle Estill, a founder of Piedmont Biofuels, is also the author of Biodiesel Power and Small is Possible - Life in a Local Economy. His third book, Industrial Evolution; Community Solutions for a Low Carbon Economy, was just released in May. His talk is "Biodiesel's New Leaf - success stories and carnage on the road to community scale fuel production".
The CBC brings renewable energy experts, enthusiasts and interested beginners together to share information on biofuels, with a focus on CBC's community-based biodiesel roots. The CBC’s objective is to share open source information on community biofuels initiatives with students, non-profits and community groups.
Check out a full schedule and list of speakers online at http://www.collectivebiofuels.org/
Hino Trucks Approves the Use of B20 Biodiesel
NOVI, Mich., July 13, 2011 /PRNewswire/ -- Hino Trucks' complete product line of class 4 and 5 cab over, and class 6 and 7 conventional trucks are now approved to use up to B20 biodiesel.
All 2011 and 2012 model year cab over and conventional trucks powered exclusively with Hino's proprietary J-Series engines are approved to use biodiesel B20 blends that contain biofuel blend stock (B100) compliant to American Society for Testing and Materials (ASTM) D6751, and blended fuel compliant to ASTM D975.
2009 VW TDI with DPF installed success story
Dan Freeman from Dr. Dan's Biodiesel in Seattle, WA showed off a cool success story of a 2009 VW TDI with a DPF still installed that's been successfully running B99 for over 30,000 miles.
He was able to analyze the computer in the car and found that the DPF had only regenerated 3 times since new. There's no bio in the oil and the car is running great!
You can see his whole presentation here:
I use b100 now 3 years about on a Toyota Avensis 1,9 td mod 2001 and 2 years on a Renault Kangoo 1,5 td mod 2009, and the only problem is that the Renault on the mornings has a little smoke the first minute of running. This is not a problem from me, because it lasts only one minute.
The main problem is that I sell Avensis 1,9 and I bought a Toyota Avensis 2,2 D-CAT that means that the car has DPF and CATALYSATOR.
The first miles I use only petro diesel and everything was o.k. but. When I use B100 end the injector of DPF activate, the exhaust products a huge amount of smoke for a some minutes and the dash panel it was changed to a Christmas tree!!!
I know that the smoke is about the B100 and the higher boiling point vs diesel but I don’t want to see so many lights on the dash board.
My question is if I take off the DPF (I know it is not legal) will I have any problem?
If you can completely disable the DPF system in the computer and you remove the actual DPF from the vehicle, then you should be alright (as far as a DPF issue goes). As for B100 being compatible with the engine itself, I'm not familiar enough with the engine you're using to know for sure (we can only DREAM of having newer Toyota diesels in the United States--Toyota still hasn't introduced them here yet).
If I don’t “touch” the cars computer (because I do not know) and I just take off only the filter of PDF (open, empty and close again), I mean all sensors to be on the exhaust system, cars computer will it understand it?
And do you know why Renault that I write before, create smoke (only b100) the first minute on the mornings? Shall I worry about that?
Thank you again.
I have an Audi 2.0 TDI with DPF had problems with it going into limp mode. Removed the cat from the exhaust, adjusted the air flow sensor, no more problems. Winter, which doesn't get too cold in Cape Town, I have a small puff of smoke on first start up, however if I engage the key a couple of times before starting, this does not happen, presumably because the glow plugs heat up sufficiently to vaporize the biodiesel enough. By the way running B100 even though the filler flap clearly states 'No biodiesel" and have been now for more than a year, and my previous Audi for more than 3 years. Jim.
Jim, when you say CAT you men the catalyst or the DPF because it is different.
My cars have both of them. And how you adjust the flow meter?
I refer to the catalyst in the exhaust, the exhaust is now a straight through, and quite frankly i can't hear any difference in the sound level, but then I don't listen outside the car. The air flow adjustment was done because I'm running B100. As far as how to adjust this, I have to plead ignorance, it was all done by a performance specialist garage. Oh! and I forgot to mention that the turbo actuator was stuck in the open position, and the turbo had to be acid washed to get rid of all the soot build-up. Expensive, but worth it. I was told that all that was really necessary was to de-cat the exhaust (visions of a four legged animal stuck in the exhaust), but I had let it go too far before getting 'expert' help.
So far a couple of months down the road, and narry a problem, what a pleasure. Jim.
ok here is my idea. can't seem to find anything on it. I'm a mercedes guy looking at getting a 2008 bluetec. Would it be possible to put on a tuner/chip of some kind and just cancel out the egr process that way? would this solve the issue? seems like it would be fairly simple but maybe I have missed something. ????
Freesoul what model and year of mercedes do you have and how did you disable the egr? I am very interested. Has this caused any other issues with the vehicle and will it still run bio ok?
It's been a while since I've been on this site
I have had my 2010 Chevy HD 2500 now for over two years and would like to get back into the bd game but I am still not quite confident with the DPF situation.
There just isn't enough out there yet if the 2010 Duramax is save to use B100 with.
Does anybody have longtime experience with that engine not causing DPF/SCR problems.
Sofar I don't even know if my engine 6.6L/403 CID is post injection in- or out cylinder burn.
I read the 2010 GM Duramax biodiesel compatibility article but it still doesn't say if it will cause problems with the burn-off sequence for the DPF. I know about the delete kit but is it necessary?
Sorry for the old/dull questions, I just still don't get it.
No manufacturer will recommend B100 in their vehicles. Many people here do so anyway. DuraMax moved the DPF regen injector to the exhaust in 2010. I'm not sure if there was an early/late MY difference. To be sure check the turbo down pipe. About 10-12 inches from the turbo, you will see a hex fitting with a small steel line connected to it. That is the HC injector. It may be hard to see between the fire wall and the engine. HTH
Hey Joe! Nice to hear from Sterling Heights everynowandthen, My wife is from Sterling Heights.
Do you run bio out there in winter and if so which blend?
I'll call my dealer tomorrow and ask them if my chevy is exhaust regen or not. If it is then will I be fine with any blend? Even with the DPF?
Yes, I run BD all winter. Blend % depends on temp. This winter was very mild, so I ran 50-75% BD all winter. Gotta love it!
Just check your turbo down pipe, see if there is a fitting there, That will let you know if it is exhuast regen or not. As I work for GM, in the diesel engine developement labs, I cannot tell you that any blend will be fine. GM recommends only 20%. There are many on this forum with DMax experience on higher blends. My engines are not DMax. 6.5 NA in the van, Optimizer 6500 TD in the Suburban.
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