POWERPOWERTALKDIESEL

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Changing Times forDiesel Engines: How WillIt Affect You?The world of diesel engines

is undergoing an imagemakeover. Diesel engines

of the past have had a reputationof being loud, smelly and weak.Today’s diesels have addressedthese issues and tomorrow’stechnology promises an evenmore attractive product.

It seems like everyone wants todrive a diesel today. In light of thisemerging interest, car manufac-turers are responding. Mercedes-Benz has not sold diesels in theUS for several years and is nowselling a diesel sedan thataccelerates faster than its gascounterpart (Source: The Diesel

Surprise). Similarly, ChryslerJeep, who are known for theirprimitive 80s diesels, is pitching anew diesel model (Source: TheDiesel Surprise). Furthermore,Volkswagen of America Inc.(VW) makes diesels available inmost of VW’s US product line andis predicting a significant increasein diesel sales in light ofincreasing gas prices (Source:Diesel Industry News –Volkswagen foresees increase inDiesel car sales). Finally, FordMotor Co. will likely offer a V-6turbo diesel engine in theirpopular F-150 pickup and perhapseven in the Explorer SUV as well

(Source: Diesel Industry News –Ford set to offer F150 Diesel).

New Environmental ProtectionAgency emissions regulations setto go into effect in June 2006 willalso do its part to make dieselengines burn cleaner. The newregulations require that refinersproduce diesel for sale in the USwith the same maximum sulphurlevel currently found in Europeanfuel. Sulphur inhibits catalysts inexhaust systems from filtering outpollutants and is the main culpritin making diesel engines moreenvironmentally unfriendly thangas-burning engines. Currently,diesel fuel sold in the US cancontain up to 500 parts per millionof sulphur, whereas diesel fuelsold in Europe contain levels ofonly 15 part per million ofsulphur.

Traditionally, the main sellingfeatures of diesel engine vehicleshas been that they tend to lastlonger than gas engines and aremore fuel efficient, generallygetting approximately 30% moremiles per gallon. Combined withnew technology making themcleaner and car manufacturersmaking diesel cars cooler, thisnew-found appeal for dieselengines will likely become alasting interest.

TheSaskatoonPrincess –goinggreen!Written by:Peter KingsmillShearwater Properties Ltd.

Shearwater Properties Ltd., thecompany that operates theSaskatoon Princess on the river

in Saskatoon, has teamed up with theDiesel Services Group Canada(DSG) of Saskatoon to reducegreenhouse gas emissions and water-borne pollutants while enhancingcustomer comfort and safety.

The motor vessel’s 200 horsepowerdiesel engine has been running on ablend of biodiesel fuel since thebeginning of the 2005 season.Management has been increasing thepercentage of bio-fuel over themonth of May; by June 12, NationalRivers Day, the target blend of 20%was reached.

The biodiesel component, underthe trademark BioArmor, ismanufactured by DSG Canada inSaskatoon from Saskatchewan-grown mustard seed. On average, oneacre of farmland can produce 205litres of B100 biodiesel.

BioArmor is currently beingmarketed primarily as an additive;even in small quantities, it yieldsenhanced lubricity, reduces enginewear, and improves the performanceof diesel engines without using thepotentially harmful chemicaladditives that have been used in thepast. At higher quantities, such as theSaskatoon Princess is burning,hydrocarbon emissions aredramatically reduced.

“It is great to see the leadership bythese two Saskatchewan companies,”said Christine Paquette, ExecutiveDirector of the Biodiesel Associationof Canada. “This projectdemonstrates biodiesel’s versatilityand its positive impact on theenvironment and consumer’swellbeing.”

“I am particularly interested in thefact that biodiesel is a biodegradableproduct,” says Shearwater’smanaging director Peter Kingsmill.“Even at lower percentages than weare using, the additive contributes tothe breakdown of raw fuel. That hasreally important implications for ourwaterways.”

Good or Bad?Diesel Diagnostic

Secrets

Are You Paying Too Much

For Engine Parts?

Aftermarket Parts P. 3 Diesel Fuel Additives P. 4 Diesel Repair Services P. 5

Keeping Canadians at work:DSG’s long term commitment

DSG President, Percy Hoff has a long term commitment to play his part at keeping Canadians at work.Hoff explains that this commitment has become increasingly more difficult as major equipmentmanufacturers turn to foreign re-builders for their needs. “I could understand this if there was a

significant price difference,” says Hoff. “However, I often come across clients who purchased a rebuilt componentfrom one of these sources, and they had more often than not paid as much as 30% more than if they had got itlocally.” You can help keep Canadian and Saskatchewan workers busy by asking your OEM dealer for dieselcomponents from local suppliers.

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ENGINE REBUILDING

A True One-Stop Diesel Service Centre…Adding engine matching and rebuilding puts DSG Canada in a class of its own

02 Phone: (306) 242-7644 Fall 2005Fax: (306) 242-5456 POWERTALKsales@dieselservices.com www.dieselservices.com

checked against manufacturer’sstandards, and DSG’s rebuilds allcomply with AERA (AutomotiveEngine Rebuilder’s Association)repair standards.

For more information on enginerebuilding and DSG’s capabilities,please call our machine shopforeman, Keith Marchand, at1-800-667-6879 at our Saskatoonlocation.

of exchange engines that havebeen rebuilt and tested, and cannormally have a client up andrunning in twenty four to fortyeight hours.

Successfully rebuilding dieselengines means that DSG’stechnical staff needs to be at thetop of their game. Taking time toensure accuracy and quality ofworkmanship is stressed daily bysupervisory staff. All dimensionsand measurements are carefully

supplies its clients with a completeprint out of all the engine functionsand performance, including torque,horsepower, oil pressure and muchmore. In addition, clients will be ableto get an emissions print out. Froman occupational health and safety

point of view, this is veryimportant to companies that usediesel engine indoors orunderground.

Remanufactured engines arekept in stock, so that clients can beback at work in a very short timeframe, should they experience anengine failure during a busyperiod. DSG keeps a large stock

DSG’s Saskatoon Diesellocation was having lotsof trouble. “We were

sending out our engine machiningand rebuilding out to sub-contractors. Frankly, the quality ofthe work was terrible, and wasgiving us a bad name amongst ourfuel injection customers.”

To counter this problem, DSGinvested in brand new equipmentand set up an engine machineshop. They are now capable ofcompletely rebuilding engines,including completion of all thenecessary machining.

DSG, in keeping with itsmission, focuses mainly on therebuilding of diesel engines, andare capable of rebuilding allmakes and sizes of diesel engines,from small equipment such asBobcats to very large miningequipment.

Once the engines have beenrebuilt, they are tested on a state-of-the-art engine dynamometerthat has recently been installed atDSG for a cost of $250,000. DSG Machine shop technician, Kelly Henderson, rebuilding a Detroit engine. DSG rebuilds

every type of engine along with heads, camshafts and blocks.

DSG Canada’s state-of-the-art dynamometer

The following is an excerpt from a February 2005review by The Diesel Page, an industry authority ondiesel products.

Anyone who has owned a 6.5 for any lengthof time has had to deal with leaking engineoil cooling lines. Because of age-

hardening and countless temperature cycles, allfactory oil cooling lines eventually begin leaking atthe hose joints. The braided stainless-steel flexiblelines and leak-proof hydraulic fittings included inthe DSG kit should offer a permanent solution tothis age-old problem, and the new high-efficiencyengine oil cooler should help to reduce oil andengine temperatures.

Except for hand tools and a tube of pipe threadsealant, literally everything you’ll need to installthe kit is included. DSG produces this kit for all 6.5engines, whether they’re in a 2-wheel drive or 4-wheel drive vehicle, and whether you have an early6.5 or the very latest 6.5. In addition to all of the kithardware components, you’ll find two sets of 90°block fittings and two sets of oil filter adapter o-rings/gaskets – that’ll allow installation in any 6.5.I was impressed with the quality and completenessof the kit as well as the full-color printedinstructions and installation video.

Features:

• Fits all 6.5L diesel engines. • Up to 30°F reduction in engine oil temperature.• Leak-proof fittings.• Stainless-Steel braided lines - Cold/Hot rated.• Easy installation instruction video on CD.

The 9 minute video DSG included on CD is thefirst product installation video we’ve seen here atThe Diesel Page. The audio was a bit muffled, butI was very impressed that DSG went to such effortto provide this level of instructional materials. Ifyou’re like me, after watching the video a couple oftimes, you’ll agree that all aftermarket productsshould come with an installation video. This is anabsolutely great idea!

A brand new set of factory engine oil coolinglines were installed along with the engine back inJanuary of 1999, and which had begun leaking bymid 2004. We expect the installation of the DSGengine oil cooler and line kit will be the last timewe need to deal with these components. Do it once– do it right.

Jim BegleyThe Diesel Pagewww.thedieselpage.com

The Diesel Page WebsiteReviews the 6.5L GMOil Cooler Upgrade Kit

Diesel FuelConditionerProtects Your Engine WithNatural Enhanced Bio Lubricant

The Real Diesel Specialists

Toll Free1-800-667-6869

DB5240 DSG News11x17.qxd 8/5/05 1:03 PM Page 2

AFTERMARKET PARTS

When deciding whetherto buy OriginalEquipment Manufac-

turer’s (OEM) or aftermarketparts, most people are concernedabout quality. The fact is that mostOEM parts are made by the samepeople who make aftermarketparts.

Outsourcing is a word that hasbeen handed about very oftenlately and mostly in a negativecontext as it relates torelationships between manufac-turers and unionized labourgroups.

As OEM manufacturers arepushed to show better profitabilityand stock prices, they focus moreand more on cost reduction. Thisfocus has brought many of themto realize that many of theirmanufacturing and productionprocesses are either outdated orinefficient. This has forced themto consider outsourcing manycomponents and parts in order tohand over the manufacturing tocompanies that are often leanerand much more efficient at it.

These days, very few enginemanufacturers, if any, actuallymake components like valves,pistons, connecting rods,crankshafts, gaskets andcamshafts. Instead, they willcontract the manufacturing ofthese items to specialists likeDana Corporation, Clevite, Mahleand others.

Such manufacturers alsoservice the aftermarket withreplacement parts of very goodquality, as they are familiar withthe high standards demanded byOEMs. This is good news forpurchasers of spare parts, becausethey can purchase spare parts ofcomparable quality at much morereasonable prices.

Most Original EquipmentManufacturers do not say verymuch about parts sales. It isdifficult, or near impossible, toget any of them to publishnumbers related to parts sales.The truth is that parts sales aremuch more profitable than newmachinery sales. When theypurchase parts made by“Aftermarket”, “Will-fit” or“Jobber” manufacturers, it allowsthem to brand them under theOriginal Equipment flag and sellthem for much bigger margins.

OEM’s andc o m p o n e n tsuppliers aretrying to get moreof the partsbusiness and allare very protectiveof what they have.Replacement partsare a big part ofthe total revenuesfor companies likeCater-pillar, JohnDeere and CNH. Itis estimated thatC a t e r p i l l a r ’ saftermarket parts andattachments business accountedfor about 28 percent of total netsales in 1999.

These companies work hard totake market share from eachother’s service departments andthe battle is intensifying. A CNHdealer can service a John Deeremachine or vice versa, just byordering the necessaryreplacement parts from anaftermarket organization that hasparts for multiple brands. At thesame time, these are the people

that will tell you never to useaftermarket parts.

Caterpillar purchased SurplusTractor Parts in Fargo, N.D., acompany now known as All PartsInternational. This company sellsaftermarket parts forcompetitors’ machines andengines. Caterpillar dealers cannow purchase aftermarket partsand components for almost anybrand name of equipment, whichallows the dealer service centresto repair competitors’ equipmentusing, you guessed it,aftermarket parts. Deereconducted an on-line competitivebidding auction, which allowedselected suppliers to bid oncomponents for Deere products.

In the past, parts andcomponent suppliers havegenerally sold their productsstraight to the OEMs, but now thecomponent suppliers are also

selling direct to avariety ofpackagers, andeven to large fleetssuch as rentalhouses.

While manye q u i p m e n toperators demand“genuine” partsfor their vehicles,the owners ofolder machineryoften lean towardsparts from thei n d e p e n d e n t

suppliers to cut the costs of using“genuine” OEM parts. As wehave seen, many of these partscome from the same factories asOEM parts, and therefore are ofcomparable quality. Of course,the great job of branding that isdone by companies like Deereand Caterpillar will convince themajority of users to purchase“genuine” OEM parts, but moreand more fleet owners and endusers are discovering the value ofgood quality aftermarket parts.

DSG is aleadingsupplier ofafter marketengine parts inSaskatchewanand Alberta

Many mechanics operatetheir own repairbusinesses in various

Saskatchewan and Albertacommunities. Most of thesehighly-skilled people were laid offby equipment manufacturers inthe mid 1980s,

For these independents topurchase parts necessary toconduct their repairs, it meant thatthey were reliant on OEM dealersfor parts. Most of them were notafforded any discounts, and if theywere, they were very slim and didnot allow the independent anyroom to make a profit. In short,they would soon be squeezed outof the industry.

DSG understood the dilemmathe independents were facing, anddecided to find a way to help thesepeople who traditionallysupported DSG with diesel fuelinjection and turbochargerbusiness.

After carefully reviewing thequality of several differentmanufacturers, DSG signed up asa distributor with several largeaftermarket parts manufacturers,and was able to provide a muchneeded source of parts for theindependent repair shops andmobile mechanics.

This business has steadilygrown, and DSG is now a majorsupplier of aftermarket engineparts to many independent repairshops and fleets who employ theirown mechanics. DSG engineoverhaul kits and parts are nowshipped across North America andeven to England. DSG currentlyholds an inventory of around $1.5million and is able to supply awide range of engine parts fromthe Saskatoon warehouse.

For a free quote on any engineparts, please call Wayne Gordonor Andrew Benning at DSG. Theywill be happy to assist you withyour needs, as well as offer freeadvice about your requirements.

Poor Quality Penaltyor Big SavingsOpportunity?

03Fall 2005 Phone: (306) 242-7644POWERTALK Fax: (306) 242-5456www.dieselservices.com sales@dieselservices.com

Cylinder Kit

DIESEL SERVICES GROUP

Your Wholesale Source forAll Makes of Heavy Duty Engine Parts

1-800-667-6879

These days,very few enginemanufacturers,if any, actually

make componentslike valves, pistons,

connecting rods,crankshafts,gaskets andcamshafts.

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DIESEL FUEL ADDITIVESProtect yourengineand theenvironment!

Diesel Services Group(DSG) has launched anew line of custom

designed additives that providegreater engine protection thanother additives currently on themarket while boasting significantenvironmental benefits as well.The following new productsinclude BioArmor; 4PlusPremium, Diesel Kleen, 4PlusArctic and PolarMax.

Diesel fuel additives reduceengine wear by lubricatingpumps, injectors and engine parts,improving vehicle performanceand extending the life of engineoil by reducing sootcontamination. Farmers use theseadditives to increase the lubricitylevels of their fuel, which havebeen lowered by newenvironmental regulations thatlimit sulphur content in diesel.

Currently, the lubricity/dieseladditive market is mostly filledwith material made from specificrefined petroleum components.Conversely, DSG’s new productline will be made from WesternCanadian-grown oilseeds andoilseed blends.

“As we worked on dieselrepairs, we saw the damagingeffects of low-quality additives,”says Mr. Percy Hoff, President ofDSG. “The professional grade ofour new additives will allow us toback-up performance claims.”

DSG is currently expandingtheir production capability andplan to build a full-scalemanufacturing facility with acapacity of 3-10 million litres peryear in rural Western Canada.

The new additives will helpmake DSG a leader inenvironmental protection. “Bio-based additives have been shownto reduce harmful emissions andare produced from renewableresources. Not only is this productaligned with Canada’s commit-ment to the Kyoto Accord,” Hoffsays, “but it also offers superiorperformance to many of theadditives made from fossil fuels.”

04 Phone: (306) 242-7644 Fall 2005Fax: (306) 242-5456 POWERTALKsales@dieselservices.com www.dieselservices.com

life. Most of us tend to focus onthe benefits of diesel fueladditives as they relate to fuelinjection components. However, ahuge benefit is related to pistonring and cylinder bore life.

When compression is developedin the cylinder, the compressionenters the area behind the pistonrings, forcing the rings outward,thus getting a good compressionseal. When that pressure isreleased, the rings will actuallyturn in their grooves.

Because low sulphur fueldevelops a great deal of carbon,this carbon will collect behind thepiston ring, destroying its sealingand rotating action. This results inreduced engine life.

Corrosion InhibitorsCorrosion inhibitors are used to

prevent the formation of rust andother corrosion, and typicallyshould meet a NACEspecification. A good inhibitorwill save you a great deal ofexpense and down time, bypreventing small amounts ofwater and other corrosive agentsfrom damaging internal parts.

Snake oil! This tends to be thefirst reaction of many peoplewhen approached about the

use of a Diesel Fuel Additive(DFA). Are all additives poor, orare there some that really work?

Understanding Diesel FuelAdditives

Good diesel fuel additives canand will give you many costsaving benefits. The right additivecan save you expensive repairs,give better fuel economy, andimprove starting andperformance.

But not all additives are madeequal. First of all, there are singlepurpose additives such asLubricity Agents or FlowImprovers.

A Lubricity Agent will provideadditional lubrication to yourdiesel fuel, protecting pumps,injectors and upper cylinder partssuch as valves and rings. This isall it will do! Many lubricityagents claim to improve mileageand starting.

Flow improvers will alter thepour point of diesel fuel at lowtemperatures. You also need to besure that such a product contains agood wax controller, typically aproduct that prevents theformation of wax seed crystals. Itis seldom water that causesplugged filters in cold weather,but more often than not, it is theaccumulation of wax on the filtersurfaces.

What About Detergents?Detergents are used to clean

gums, varnishes and carbons. Likeeverything else, there are gooddetergents and bad detergents.New generation additives containthe very latest in detergenttechnology, meaning that thechances of harming parts such asseals are non-existent.

Detergents also play a veryimportant part in extending engine

Water Tolerance TestsA good additive should meet

industry water tolerance tests.There are two methods of watercontrol used in DFAs.

The first method uses de-emulsifiers, which in effectremove water from the fuel, andthen rely on filters to catch thewater.

The second method usestechnology that transports thewater through the diesel fuel andburns it along with the diesel.

Fuel Savings: Our AdditivesWork

Many claims are made byvarious additive manufacturersthat are very general and seldombacked by solid facts. Forexample, the claim “improves fueleconomy by 6 percent.” Is this forevery vehicle? The truth is thatfuel economy savings will varysignificantly depending onvarious factors such as: the type offuel used, the condition of theengine, the cetane level of thefuel, climactic conditions andmore.

Environmental EffectsAlong with savings in fleet

costs, you can do your part inprotecting the environment byusing Diesel Fuel Additives.

The beneficial effects of usingDiesel Fuel Additives is apparentin the following example. Severaltests were run on trucks withmileage ranging from 100,000 to300,000 miles. Emissions wererecorded, first with base fuel aloneand then with a quality additive,4Plus Premium, added to thediesel fuel. Progressive clean upwas apparent from the followingemission reductions:

Hydro Carbons -14.6%NOx -1.00%Carbon Monoxide -6.80%Particulates -5.10%

Hard to Find the Truth!Find out why diesel fuel additives save you money, costly repairs and time

Without 4Plus With 4Plus

The above pictures show aninjector needle after 250 hourswith untreated fuel, followed byfuel treated with a qualityadditive, 4Plus Premium.

DSG Canada wins Outstanding Exhibitor Awardat the 2005 Farm Progress Show in Regina

DSG Canada has beenawarded the OutstandingExhibitor Award at this

year’s Farm Progress Show, inRegina. The award is judged bypresentation, look of the exhibit,knowledge and congeniality.There are over 400 booths set-upand 150,000 people attend theFarm Progress Show during theweek (June 15-17).

This is the first tradeshow thatDSG Canada has featured theirnew line of BioDiesel Fuel

Additives, consisting ofBioArmor, a 100% biodegradableproduct made from agriculturaloils.

Along with the BioArmorbooth, DSG also displays anadditional booth showcasing otherareas in which the companyspecializes such as performanceproducts, engine parts andservice, fuel injection parts andservice, engine rebuilding andgenerators all for dieselapplication.

DSG Canada has been inbusiness since 1983 and hasevolved from a small fuelinjection shop to a large scalebusiness that specializes ineverything involving the dieselengine.

With direction from PresidentPercy Hoff, DSG has grown to bea major player in every facet ofthe diesel industry. For more infoon any or all of DSG’s products orservices please call 1-800-667-6879.

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DIESEL REPAIR SERVICES 05Fall 2005 Phone: (306) 242-7644POWERTALK Fax: (306) 242-5456www.dieselservices.com sales@dieselservices.com

Many farmers whooperate dieselequipment understand

that the diesel repair industry haschanged, but many don’t realizejust how drastic and complex thechange has been.

Ten to fifteen years ago,electronically controlled dieselengines were just about unheardof. A good technician was onewho was careful and had a goodaptitude for repairing things. Shopequipment was fairly simple, andas long as it was in good workingorder it was adequate. Changes inthe diesel industry were few andfar between, therefore theequipment needed to be servicedso it lasted a long time.

These days things are verydifferent. Technicians need tohave expert diagnostic skills, theyneed to be computer literate andthey need to have electronicknowledge and the ability to use a

variety of electronic diagnosticequipment. The service facilityneeds to be equipped with thelatest electronicequipment, it needsto be clean andmodern, andmanagement needsto be progressive.

Engine manufacturers haveconstantly improved theirproduct, and the technology hasbecome more complex. As aresult, highly skilled specialtydiesel shops are emerging acrossNorth America.

One such shop is WilliamsDiesel Service in Ocala, Florida.Typically, Williams Dieselservices light-duty truck vehiclesand engines.

“If a shop can diagnose, serviceand repair a gasoline engine, itcan do the same successfully fordiesel,” said Chuck Oliveros, anASA member and owner of

Williams Diesel Service in Ocala,Fla. Williams is the first BoschDiesel Service Center (DSC) in

Florida.

Oliveros said thatthe industry needsmore qualifiedtechnicians. “Wehave vehicles that

come in here all the time that havebeen worked on by people whothink they know what they’redoing but don’t. Training makes acritical difference.”

Much of the work that WilliamsDiesel does concerns fuelsystems, which affects customerdriveability. Williams frequentlyrepairs, recalibrates or replacesinjectors and fuel-injectionpumps.

The diesel shop uses a scan toolsimilar to working on gas enginesto determine whether eachinjector is contributing to theengine. Oliveros said that a lot of

Technicians needto have expert

diagnostic skills

the diesel sensors, such asmanifold absolute pressure(MAP), mass airflow (MAF), airinlet, coolant temperature andcrankshaft position, are alsocommon to gas engines.

“Just a few years ago, we didn’thave scan tools but now dieselvehicles give diagnostic troublecodes (DTCs) just like gas enginevehicles. You just can’t work onlate-model diesels without a scantool or otherwise you are onlyguessing. There is no other way totake the readings,” Oliveros said.

Given the demands on today’sdiesel vehicles, there has neverbeen a greater need to properlyservice a diesel engine. Aqualified diesel repair shop canhelp keep your equipmentoperating effectively and maintainthe value of your equipment formany years.

The Evolution of the Diesel Industry

Traditional diesel fuelinjection repair centres arepretty much a thing of the

past,” according to Percy Hoff,President of DSG Canada.

In 1983 when Hoff startedSaskatoon Diesel Services, DSG’slargest centre, the businessfocused strictly on diesel fuelinjection and turbocharger repairs.However, when emissionsstandards started to change, theconventional pump and injectorsystem started to disappear or atleast undergo radical change.

Diagnosis of diesel engineschanged drastically along withthis. DSG soon found that manydiesel equipment end users werehaving difficulty with diagnosisand even removal andreplacement of diesel injectioncomponents.

“Many times,” says Hoff,“people would spend thousands ofdollars on repairing fuel injectioncomponents, only to find a veryminor failure at the heart of theircomplaint.” This waste of moneyobviously frustrated many dieselowners, and was even leadingpeople to avoid the purchase ofdiesel powered equipment.

Understanding this led DSG toopen diesel drive-in centres at allits branches, and the decision hasbeen an enormous success.Customers are now encouraged tobring equipment directly to DSGfor diagnostics. Specialtyequipment and training is the keyto diagnostic success. DSGspends over $20,000 per year ontraining, and on average $60,000to $100,000 on new equipment.Without this investment, Hoff

believes that DSG would be “justone of the rest.” He believes thatDSG’s investment in people andtechnology puts DSG in adifferent class, which allows thecompany to follow its philosophythat was adopted in 1983 – anunwavering commitment tocustomer satisfaction.

The growth in the drive-inbusiness led DSG to move fromits original 14,000 square foot

location in Saskatoon to a new31,000 square foot facility. Thelatest technology is to be seeneverywhere in the new building,from engine scanners to apowerfully networkedinformation management system.Technicians log onto a job from acomputer based in the workshop,allowing the service advisors toreadily see the status of a job andthe amount of time spent on it.Using the same network,technicians can locate the latestservice bulletins and repairinstructions at the click of amouse.

Demand for DSG’s expertise ledto the decision to make theseservices available off site.Technicians now travel to clientlocations to carry out diagnosticand repair work.

Because of its large staff, DSGoften conducts training courses atits Saskatoon location. While thistraining is essentially for DSGstaff, it is also offered to DSGdealers located acrossSaskatchewan, Manitoba andAlberta.

A Canadian Leader in Drive-Inand Drive-To Diesel Service

DSG Canada shop foreman, Robbie Glass, scanning a vehicle, which can pin-point avehicle’s problems.

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FUEL INJECTION06 Phone: (306) 242-7644 Fall 2005Fax: (306) 242-5456 POWERTALKsales@dieselservices.com www.dieselservices.com

The classic diesel fuel pumpand injector system maysoon be a thing of the past.

As emission controls get stricter,noise pollution standards increase,and fuel mileage concerns grow,manufacturers are finding betterand more efficient ways to deliverfuel into modern diesel engines.

Advanced fuel injection systemshave been classified as key to thefuture of diesel in both light andheavy-duty vehicles and will beinstrumental in engineeringengines that will comply withfuture emissions regulations.

Modern fuel injection systemsare one of the main reasons thediesel-engine vehicle market hasgrown so rapidly in Europe, withtwo predominant types; high-pressure electronically controlledunit injectors and the common railsystem.

Although the technology firstappeared in heavy-duty trucks and

buses, there is great potential forthese diesel fuel injection systemsfor passenger vehicles.How Does a Common RailInjection System Work?

The way in which fuel isinjected into the cylindersdetermines the torque, fuelconsumption, emissions and noiseof diesels. Two factors areimportant: the fuel pressure as itenters the cylinder, and the shapeand number of the injections.

A common-rail injection systemseparates the two functions –generating pressure and injecting– by first storing the fuel underhigh pressure in a centralaccumulator rail, then delivering itto the individual electronically-controlled injection valves(injectors) on demand. Thisensures that incredibly highinjection pressures (over 25,000pounds per square inch in somesystems) are available at all times,

even at low enginespeeds.How Does a CommonRail Injection SystemContribute To TheAdvanced CleanDiesel System?

All internalcombustion enginesneed two keyingredients to operate:air and fuel. The precisedelivery of these ingredients iswhat makes clean and powerfulcombustion possible. Just asturbochargers help delivercopious amounts of air to helpdiesels operate cleanly, efficientlyand powerfully, the parallelrevolution in fuel delivery hasushered in the renaissance ofdiesels in Europe.

High fuel pressure produces afine mist of fuel that burns betterand cleaner in the combustionchamber. Not only that, but for

each combustion cycle, thecommon rail allows up to fiveinjections per cycle. The driverbenefits as lower fuelconsumption (improved mpg),better engine performance andless noise than with older diesels,keep your equipment operatingeffectively and maintain the valueof your equipment for manyyears.

Common Rail Injection Systems:The Future of Diesel Technology

Common rail injection system diagram, which showshow the injection system is set-up.

Source: Association of Diesel Specialist(ADS) Newsletter, Spring 2005

Diesel Fuel Injection FailuresPumps, Injectors and Turbochargers: Are you getting value for your money?

The way that fuel injectionand turbocharger repairsare handled in the industry

has changed considerably over theyears. In earlier days, the fuelinjection and turbochargermanufacturers appointedapproved “diesel service dealers”in geographic locations that werefelt would best service the dealersand end users.

The turbocharger business wasfirst to break with this tradition,and in the late 80s, the dieselservice dealers saw a lot less ofthe turbocharger business, as theturbocharger manufacturerslooked to distribute factoryremanufactured product throughthe OEM dealerships.

In the late 90s, the fuel injectionindustry started to follow suit in aslightly different manner. Many ofthe OEMs set up their ownremanufacturing facilities in theUSA and Mexico. The localdealerships now tend to purchaseremanufactured pumps andinjectors through those facilities,rather than using the local dieselservice dealers as they did in thepast.Mass Remanufacturing

These mass remanufacturingcentres tend to employ low paidlabourers who follow standardwork procedures to produce

remanufactured pumps andinjectors in an assembly lineenvironment. This differs verymuch from the diesel servicedealers who employ highlyqualified and factory trainedtechnicians, who generallyproduce a higher quality productbecause of this.Are you Getting Value fromMass Remanufacturers?

When your local dealershipoffers you an exchange pump orset of injectors, the word “new” isquite often used, when, in effect,you are getting a massremanufactured part. It is illegalfor anyone to pass off a rebuilt orremanufactured unit as “new” andthere are in fact legal definitionsof “new”, “rebuilt”, and“remanufactured” that should beadhered to when selling ormarketing such items.

So, in order to establish whatexactly you are getting, youneed to question your supplier.“Is this a new unit, or has it beenrebuilt or remanufactured?”Many times, you can tell by thepart number, as many OEMs usea different range of part numbersfor remanufactured products.What about Price?

The attractiveness of aremanufactured unit is supposedlythe price. In theory, the unit

should be much less than havingyour component rebuilt locally.However, studies have shown thatthis is not necessarily the case. Inmany cases, you can pay up to30% more for a massremanufactured unit, and then

there is still the question of freightand availability, as these units areoften brought in from the UnitedStates and Mexico.Is the Quality Comparable?

A local diesel service dealer isin many cases able to supply youwith a convenient exchange unitthat will save you down time –with one major difference – it isnot a mass remanufactured unit.In simple terms, when a unit isremanufactured in a mass rebuildfacility, all components arereplaced based on measuringminimum and maximumspecifications. A diesel service

dealer will typically replace anyparts that he thinks will fail in theforeseeable future. His decision isbased on something the massrebuilder does not have –experience in the field. What Happens When It Fails?

Most times, local diesel servicedealers will also provide a longerand more substantial warranty. Ifsomething goes wrong with a unit,your local shop can send someoneby to have a quick look and canoften resolve the problem withoutyou having to remove the unitagain. If you have purchased froma mass rebuilder, they will tell youto remove the unit and give youanother. While they may or maynot compensate you for this, thereis still the matter of inconvenienceand downtime.

In conclusion, one needs tomake an educated decision aboutpurchasing repairs or componentsfor diesel engines. Many times,your farm equipment repair shopmay simply install or sell you thesolution that suits them best.Many of them get rebates forsales of this nature. The higherthe dollar value, the higher therebate that they receive. If this isthe case, why would they go outof their way to ensure that you getthe best value for your money?

Technician, Rick Dopko, checks an injectionpump on one of DSG Canada’s testbenches to ensure it meets industry specs.

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GENERATORS 07Fall 2005 Phone: (306) 242-7644POWERTALK Fax: (306) 242-5456www.dieselservices.com sales@dieselservices.com

To many farmers,electricity is taken forgranted. Power generators

have been available for manyyears, but our awareness about thebenefits and need for standbypower has greatly increased due tosituations in recent years such asY2K, severe ice storms,hurricanes, and major power gridblackouts.

Generators have many differentpurposes, and come in a variety ofdifferent sizes and configurations.What the home consumer needsfor protection during a poweroutage is very different from whata logging crew needs to supplypower to a remote camp.

Standby or Prime Power

In an emergency or “standby”application, the generator is inplace to provide adequateelectrical power for short periodsof time. What is the definition ofadequate? We all would defineadequate differently, based on ourown values and needs. For somepeoples’ residential homes,adequate power may be enoughpower to keep the blower on thefurnace running and to supplypower for a few lights. But thenext person down the street mayfeel that adequate power wouldalso mean enough to run thetelevision, microwave and coffeepot and other householdappliances. You must determineyour own power needs, takinginto consideration safety versuscomfort, and of course budget.

In a prime power application,the generator is the sole source ofpower. This may be at a cabin,hunting or fishing lodge, or aremote job location, such as alogging or oilfield camp. Again,sizing is an extremely criticalconsideration, as you must matchthe load demands to thecapabilities of the generator.Ideally, a generator will run at itsbest efficiency for extendedperiods of time at about 75% ofits full-rated load.

Two-pole versus four-pole

What the heck does that mean?AC (alternating current) power issupplied at 60 hertz (cycles persecond). Simply put, an enginemust turn the alternator at asteady speed in order to produceelectricity output at 60 hertz. Thespeed (rpm) that an alternatormust rotate is determined by thenumber of poles in the alternator.A two-pole alternator requires an

input speed of 3600 rpm, while afour-pole alternator runs at aspeed of 1800 rpm. Two-polealternators are smaller and lighter,and are therefore less expensiveto purchase than a four-polealternator. Four-pole alternatorsoperate under less stress thantwo-pole units, and will last manytimes longer.

What fuel to use

Generators are normallypowered by gasoline, diesel, orgaseous-fueled (propane ornatural gas) engines. There areadvantages and disadvantages inusing any of these types ofengines. Fuel availability, healthand safety issues, ease of starting,running times, and overall enginelife expectancy must be taken intoconsideration.

Gasoline engines are normallyutilized in small portable two-pole generators. They aredesigned for short runningperiods, such as home standby,intermittent cottage/RV use, andfor running tools on jobsites. Easeof portability and fuelaccessibility make gasoline idealfor these applications. However,as they are normally built usinglighter, single cylinder air-cooledhigh speed engines, lifeexpectancy is definitely muchshorter than a multi-cylindered,liquid-cooled diesel enginerunning at half the speed.

Gaseous fueled engines arenormally used in permanentlymounted standby generatorsystems. No need to fill one ofthese up! But cold-weatherstarting problems could arise dueto gas valve freeze-ups. Naturalgas is very often used in

commercial standby applicationsin office buildings, hi-rises, andfarms, where they are installedinside the building. One of thedrawbacks to gaseous fueledgenerators is that the engines aremost often 30-40% moreexpensive that similar sizeddiesel engines.

Diesel engines are by far the

engine of choice in prime powerapplications, as well as in manystandby generators. Multi-cylindered, water-cooled dieselsrunning at 1800 rpm in a welldesigned system can run for20,000 hours or more. Fuelconsumption per kilowattproduced can be substantiallybetter than generators burningother fuel types. Fuel handlingissues can create somedifficulties, but with properthought in design these arerelatively easily overcome.

Sizing

In order to properly supplyadequate power for your needs,serious consideration must begiven to what is actually going tobe powered by the generator.Consider all the loads that couldbe running at any given time, andsize the generator accordingly.Try to be as accurate as possible,as an overload situation cancreate severe generator systemproblems. Conversely, running agenerator at very little or no loadcan be just as detrimental to thegenerator. An experienced powergeneration salesperson can helpin designing a standby or primepower generator system.

DSG Canadakeepingtourismpowerful inNorthernSaskatchewan

Ted Cawkwell is one ofthose guys that sees anopportunity and runs with

it! Ted’s latest venture is MiltonLake Lodge, one ofSaskatchewan’s premiere luxuryfishing lodges. “We are one ofCanada’s finest fly-indestinations. The combination oftruly virgin waters with all-aroundfirst class amenities makes ussecond to none,” says Cawkwell.

One of the biggest concerns inoperating such a facility iselectricity. Equipped with electricheat and a hot tub, the lodgeneeded a substantially largeamount of power in reserve. Onthe other hand, there are manytimes that the amount of powerconsumption is extremelyminimal.

Milton Lake Lodge powerdemands could be anywhere from10 kilowatts to 60 kilowatts, withmost of the demand being at thelower end. Ted didn’t want to usea large generator to run most ofthe time at such a low load, as thiscould be very damaging to theunit.

Through several discussionswith Ted, and with consultationfrom his building contractor andelectrician, we decided the bestsolution to the wide range in loaddemands was to install twogenerators – a smaller unit rated at30kw and a larger one at 60kw.The flexibility in this systemsuited not only the lodge’s highand low demands, but could alsomeet future demands as high as90kw.

Ted's system is up and runningat this time, supplying the powerfor the lodge’s inauguraloperating season. Everything isworking great, according to Ted,who recently called in for someadditional maintenance items.

DSG Canada is a proudMember of the SaskatchewanOutfitter’s Association, whichpromotes and supports theresponsible development of sporthunting and fishing inSaskatchewan.

Milton Lake Lodge Website:www.miltonlakelodge.comSaskatchewan OutfittersAssociation Website: www.soa.ca

Understanding Power GenerationGenerator Basics… Written by: Stu Block

Generators are an excellent source of alternative power

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PERFORMANCE08 Phone: (306) 242-7644 Fall 2005Fax: (306) 242-5456 POWERTALKsales@dieselservices.com www.dieselservices.com

Increasing the performance ofyour diesel truck is always anoption,whether its for towing,

fuel economy or just forrecreation. Chips are availablethat can give you the full powercapabilities of your diesel engines.This extra power can put a lot ofstress on your engine andtransmission. It is critical whenbuying a chip to install gauges thatwill monitor your engines ‘vitalsigns.’ Gauges will inform youlong before your service enginelight comes on and any seriousdamage is done.Oil Pressure

Oil is “pushed” through thesystem to areas using pressureprovided by the oil pump. Anysign of change from the normaloperating range can indicate aproblem in the making. Oilpressure is one of the most criticalareas to monitor and can save youa possibly engine-destroyingcondition.Water Temperature

Your engine’s cooling system

removes the heat built up duringthe internal combustion process.Think of it divided into twosections. “Engine water” and“radiator water”. When the enginewater reaches a pre-set point, thethermostat opens allowing cooledradiator water to be swapped outwith the hot engine water. Thisprocess repeats continually. WaterTemperature is just as critical tomonitor as oil pressure is. Keepingtabs on the water temperatureaccurately will keep you wellinformed way ahead of time. Youcan also monitor your water tempduring warm-up to be sure you'reat the proper operatingtemperature working the engine.Boost

A boost gauge will provide youwith the exact boost pressurereading. Boost pressure is themeasure of the pressure at whichthe compressed air from theturbocharger is entering the intakemanifold. If it is too high or toolow, it will cause operationalproblems.

EGT - (Pyrometer)Exhaust exiting your engine will

reach temperaturesbetween 700-1300degrees Fahrenheit!An EGT (exhaustgas temperature)gauge will give youan accurate readingof the exhausttemperature whichtells you prettyclosely how hot thepiston crowns inthe engine are. Here’s the benefit:when the combustion chambergets too hot (to much fuel and notenough air), things (like pistons)start to melt! This can be a realdanger during times of extremedemand like high-gear pulls andlong-duration racing. Knowingthe threshold of how hard you canpush can be the differencebetween driving and being towedhome!Mounting Options

There are a few differentmounting options available.

Everything from mounting cupsand panels that can be installed

anywhere, to pillarmounting pods toblend in with yourvehicles interiorand provide a morestreamline look.They can even bemounted in acustom dash for acompletely uniquedesign.In conclusion,

gauges, along with regularmaintenance and tune-ups, areessential to your vehicle’slongevity and performance. Theycome in either mechanical orelectronic design, various colors,designs and mounting solutions.Whether pulling a heavy load orjust looking to blow yourneighbors doors off, gauges willalways be there to help youmaintain your vehicle.

DSG supplies a wide rangeof gauges and mountingoptions.

Gauge your performance…The first step in saving your engine Source: Kid Turbo, sportcompactonly.com

Gauges mounted in a 2004 Dodgewith a 5.9L Cummins Engine

Getting the most power without anysurprises down the roadPower chips and other accessories…what you need to know when buying!!

You want to add some extrapunch to your diesel, youhave heard all about

chips, power exhausts, computermods, air boxes, etc…and nowyou are completely confused.Everyone seems to tell you thattheir product is the best, and thecheapest, etc, etc.

Trent Millard who has beenselling power accessories for DSGCanada for over 15 years lets youknow some of the questions youshould ask if you are consideringa power accessory. Read thisarticle to find out what you shouldbe asking so that you can compareapples to apples.

The first question you should askyourself is: “How much extrapower do you require?” For many,the obvious answer is “As much aspossible”. It is not that simple, asyou have to consider how much theengine can bear, and what damagemay result from indiscriminatepower increases. If you are dealingwith a reputable company, theywill give you the straight answersabout this, so that you can make adecision about the amount of riskyou are willing to take.

If you are considering a powerchip, the next question to ask iswhether the unit is adjustable ornot. Some units are pretty basicand lock you into one powerrange, whereas the moresophisticated units will allow youto change to lower or higherpower outputs as your needschange. This can result insignificant fuel savings.

Talking of fuel savings, ask yoursales person what effect theaddition of a power accessory maymake to your fuel economy. Becareful of exaggerated statements,

they probably arenot true. Manychips can save youfuel, but there aremany other ques-tions that a goodassociate will askyou before makinga commitmentto fuel economygains. Beware ofthose that are tooglib.

The engine isnot the onlyconsideration. As

your engine horsepower increasesmore factors come into play, suchas heat, intake air and exhaustrestrictions. Ask how much theaddition of the accessory willaffect your exhaust gastemperature, and whether yourexisting air intake and exhaustsystems can handle the extrarequirements. If your exhaust gastemperature (EGT) runs out ofcontrol, you will surely lose anengine.

Extra power will put more stresson the transmission. Ask howthe accessory will affect the

transmission, clutch or torqueconverter performance and life.Again, if someone gives you areally simplistic answer like “Noproblem”, beware they are notbeing honest with you.

Ask about smoke. Some cheapunits will cause so much smokeemission, you will be embarrassedand perhaps fined if you travel incertain areas where emissionchecks are conducted.

What about warranty? It is easyfor someone to tell you that youhave twelve month's warranty, butwhat really happens when the unitfails? Will you have to go throughmajor hoops to get a replacement,how long will you be without aunit, and will you get truereplacement?

In short, be careful of buying onprice alone. Good companies willtake the time to counsel you onwhat suits your needs, and willgive you the straight goods on thepros and cons of enhancing poweron your diesel.

Chevy Truck at the 2003 Diesel Drags at SIR Racetrack justoutside Saskatoon. Performance enhanced Diesel truck ownerstry to out muscle each other in 1/4 mile and the smoke show.The Diesel Drags are sponsored by DSG Canada.

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