customrigsmag.com/hot-diesels-for-pickups/
Duramax diesel pickup truck engines have been modified to over 800hp using a standard block.
Kinda makes your V12 look a bit silly doesnt it.
I do apologise 
Big Jon’s dad:
Carryfast:
Brentanna:
A decent high revving relatively small car engine can do better than 200,000 kms let alone a low revving large capacity truck engine
please link me to a reliable source for that info please because I am not stupid been driving a while have had more than a car or two, driven older gas powered grain trucks, grew up on a farm, kinda sorta know what gas powered trucks can do and what milage one can expect out of them. So please post some proof from a reliable source.
Car or two.Mercedes 500/560 V8 ?.Jag V12 ?.Rolls/Bently 6.5 V8 turbo charged
etc etc.
Yeah, I 've had all them and more. They ran real well on propane too.
But the relevant bit is that you’d have been unlucky if any of those did’nt make more than 200,000 K’s without needing an engine re build.
Brentanna:
http://www.customrigsmag.com/hot-diesels-for-pickups/
Duramax diesel pickup truck engines have been modified to over 800hp using a standard block.Kinda makes your V12 look a bit silly doesnt it.
‘Modified’ can mean anything.But that’s not relevant to the issue of using big,slow revving,forced induction,spark ignition engines,in the context of getting the benefits of using LPG fuel in highway commercial vehicles.
Remind me what the benefit of LPG was over LNG or CNG?
bringbakbiffa:
I do apologise
No problem, join in if you wish.
Big Jon’s dad:
Carryfast:
Big Jon’s dad:
Hey CF. What type of engine do they fit in those big airport fire tenders you used to drive and why did they choose that engine?They did actually use a naturally aspirated petrol motor in many of them for many years.(Rolls B81).Shame it was never increased in size to 18 Litres and Supercharged because that would have blown the doors off of a two stroke Detroit.But that Detroit did around 2 mpg more than the old 1940’s technology,naturally aspirated,carb fed,Merlin/Meteor in the Centurion tank which was around 25 tonnes heavier and ran on tracks not wheels.
What engine is fitted in the latest crash tenders? This petrol engine (Rolls B81) you mention is an ancient design that dates back donkey’s years.
1000 hp CAT 15 if I’ve heard right about the latest types.The B81 dates back donkeys years because spark ignition big truck engine development never continued after those times.But that was before diesel reached todays pump prices compared to alternative fuels.
Big Jon’s dad:
Remind me what the benefit of LPG was over LNG or CNG?
Can usually buy the stuff in most motorway service stations and plenty of garages.
‘Modified’ can mean anything.But that’s not relevant to the issue of using big,slow revving,forced induction,spark ignition engines,in the context of getting the benefits of using LPG fuel in highway commercial vehicles
Neither aRE YOUR v12 JAGS, bmw’s and bentleys I was responding you your BS with a link something you are incapable to provide for any of your nonsence.
You shot off your mouth. I provided you proof that there are diesel engines that produce more power and torque than your supercharged gas of comparable size, you lost again so now it isnt relevent but it was when you first shot off your cakehole ? Give your ■■■■■■■ head a shake mister. I think that is proof enough that your posts are nothing but troll posts irrelevent to the actual conversation.
Brentanna:
‘Modified’ can mean anything.But that’s not relevant to the issue of using big,slow revving,forced induction,spark ignition engines,in the context of getting the benefits of using LPG fuel in highway commercial vehicles
Neither aRE YOUR v12 JAGS, bmw’s and bentleys I was responding you your BS with a link something you are incapable to provide for any of your nonsence.
It’s you who said that your experience with cars etc tells you that a decent relatively small high revving spark ignition engine won’t run for more than 200,000 k’s without a re build .
I replied that my experience tells me different.There’s no ‘links’ which will confirm that.
There’s also no ‘links’ that I know of that will confirm the fact that a large relatively slow revving spark ignition truck engine,just like the diesels we use now,with the exception of the method used to ignite the fuel, would’nt last just as well as a diesel before it needs a re build.Probably because they have’nt built many,if any,for years.
Surely you don’t need a ‘link’ every time you just need to apply a bit of common sense and think for yourself.
ummmm ya the bull ■■■■ that has come from you we have found data that proves you wrong so your common sence just isnt cutting it is it. If you cant find reliable link data to your claims then most likely it doesnt exist because well you are wrong. If you cant supply supporting documentation you have no real arguement just your own BS which you seem more than happy to toss around like it was the gospel. Why can we find data and links to what we are saying and more that prove what you are saying is wrong but you cant come up with one reliable source. Come on now are you that challanged that you cant look up the information or is it that it doesnt exist but in your own feeble mind ?
Brentanna:
‘Modified’ can mean anything.But that’s not relevant to the issue of using big,slow revving,forced induction,spark ignition engines,in the context of getting the benefits of using LPG fuel in highway commercial vehicles
You shot off your mouth. I provided you proof that there are diesel engines that produce more power and torque than your supercharged gas of comparable size, you lost again so now it isnt relevent but it was when you first shot off your cakehole ? Give your [zb] head a shake mister. I think that is proof enough that your posts are nothing but troll posts irrelevent to the actual conversation.
Like the naturally aspirated Jag V12 engine that produced 750 hp from 7 Litres and won Le Mans you mean .Or the latest supercharged 5 Litre V8 standard road car engine that produces more than 500 hp at around 6,000 rpm.So increase the capacity to 15 Litres and increase the boost pressure to take account of the better octane rating of LPG and common sense tells me that you’ve got a V8 15 Litre truck engine able to put out around 500 hp at around 2,000 rpm. 
.
ok i gave you a link to a diesel that produces over 800 hp and is for a pickup truck. I am sure if you hooked that to the driveline of the la mans car it would most likely do about the same maybe a little better and most likely would not use as much fuel.
like I said you have yet to provide a reliable resource for your claims. As of now you are nothing but a troll as far as I am concerned anything you say is irrelevent to any topic.
Carryfast:
dieseldave:
Hi Carryfast,You’ve got yourself thinking that it’s about detonation and/or ignition.
Again, that wasn’t what I asked.My question is still the same, and this is your third opportunity to un-confuse me please.
Below are two unequivocal statements from your good self.
Carryfast:
We don’t put spark plugs in diesel engines because they detonate diesel fuel using compression ignition under massive cylinder pressures and temperatures which would ignite petrol long before the spark does on a petrol engine.Carryfast:
I have’nt confused flash points with auto ignition temperaturesI’m saying that your two statements contradict each other, but I’m asking you to explain to me exactly what I’m missing if both statements are correct please. That’s a nice ‘open’ question, which awaits your pleasure.
I’ll try again then.For ‘detonate diesel fuel’ read ‘ignite diesel fuel under compression ignition’ sorry thought I explained the mistake.For ‘which would ignite petrol long before the spark does on a petrol engine’ read ‘which would ‘detonate’ petrol long before the spark ignites petrol,in a petrol engine,if you injected petrol into a diesel engine under diesel engine compression ratios at the same timing as you would with the diesel engine’.It’s my mistake in the way I was trying to explain the issue I’m getting at not anything wrong with the ideas themselves.
Hi Carryfast,
Thanks for your answer, and thanks also for it being on-point this time.
Just exploring the part of your quote that I’ve made red… (so it’s not out of context.)
Are you saying that the normal running temperature achieved by a normal diesel engine would be hot enough to ignite/detonate a petrol/air mixture by compression igniton alone?
Of course, you’d need to bear in mind the automatic ignition temperature for petrol when you answer.
Dave you can lead some mules to water but you just cant get them to drink.
Report this postReply with quoteRe: stobarts new volvos gas power
by Driveroneuk » Sat Jan 08, 2011 4:19 pm
You don’t/won’t win an arguement by SHOUTING.
What engines do gas fork lift trucks have? (for the 3rd time)
If diesel is heavy oil, what is that thick black sludge like substance called that some ships & commercial heating boilers run on?
Now I will answer your questions.
Forklifts can run on a variety of engines from duel fuel gas/LPG, Diesel, or LPG
Link is for some common engines and the manufacturers;
catalog.discountforklifts.com/de … /ENGINES1/
Now the fuel you are talking about is heavy fuel oil or bunker oil it is different from diesel very different;
Diesel oil is a distillate from petrol production it is a byproduct of making gasoline. The diesel you use in your truck is part of the distill ant, bunker oil is the residual what is left after the removal of petrol, and diesel distillate from the refining process. It is basically the sludge left over that really otherwise would be used in the making of greases and other lubricants. Kind of like the sludge left from making whiskey, but its the sludge from the crude oil. The paraffin waxes removed from the crude oil during distillation is then purified and used to add viscosity to the heavier diesel (summer) fuel. The winter grade has less paraffin added making it lighter with less viscosity.
Table of fuel oils
Name Alias Alias Type Chain Length
No. 1 fuel oil No. 1 distillate No. 1 diesel fuel Distillate 9-16
No. 2 fuel oil No. 2 distillate No. 2 diesel fuel Distillate 10-20
No. 3 fuel oil No. 3 distillate No. 3 diesel fuel Distillate
No. 4 fuel oil No. 4 distillate No. 4 residual fuel oil Distillate/Residual 12-70
No. 5 fuel oil No. 5 residual fuel oil Heavy fuel oil Residual 12-70
No. 6 fuel oil No. 6 residual fuel oil Heavy fuel oil Residual 20-70
Marine Distillate Fuels
Parameter Unit Limit DMX DMA DMB DMC
Density at 15°C kg/m3 Max - 890.0 900.0 920.0
Viscosity at 40°C mm²/s Max 5.5 6.0 11.0 14.0
Viscosity at 40°C mm²/s Min 1.4 1.5 - -
Water % V/V Max - - 0.3 0.3
Sulfur1 % (m/m) Max 1.0 1.5 2.0 2.0
Aluminium + Silicon2 mg/kg Max - - - 25
Flash point3
°C Min 43 60 60 60
Pour point, Summer
°C Max - 0 6 6
Pour point, Winter °C Max - -6 0 0
Cloud point
°C Max -16 - - -
Calculated Cetane Index Min 45 40 35 -
- Max sulfur content is 1.5% in designated areas. (since 1-07-2010 1% is max).
Marine Residual Fuels
Parameter Unit Limit RMA 30 RMB 30 RMD 80 RME 180 RMF 180 RMG 380 RMH 380 RMK 380 RMH 700 RMK 700
Density at 15°C kg/m3 Max 960.0 975.0 980.0 991.0 991.0 991.0 991.0 1010.0 991.0 1010.0
Viscosity at 50°C mm²/s Max 30.0 30.0 80.0 180.0 180.0 380.0 380.0 380.0 700.0 700.0
Water % V/V Max 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Sulfur1 % (m/m) Max 3.5 3.5 4.0 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Aluminium + Silicon2 mg/kg Max 80 80 80 80 80 80 80 80 80 80
Flash point3
°C Min 60 60 60 60 60 60 60 60 60 60
Pour point, Summer °C Max 6 24 30 30 30 30 30 30 30 30
Pour point, Winter °C Max 0 24 30 30 30 30 30 30 30 30
So petrol and diesel are distallates of the refining of crude oil, heavy fuel or bunker oil is the resudual components of refining of crude oil.
Now here is a question for the resident genus carryfast why do they add aliminum to heavy bunker oils
Brentanna:
Dave you can lead some mules to water but you just cant get them to drink.
Hi Brentanna,
TBF, I sincerely hope that Mr C has gone off to do some proper research and that he’ll provide links or references to credible sources of information in support of his statements as you and others have done.
The jury is still out, but I’ve got a feeling that I might be giving Mr C some directions to this place soon: 
![[zb] Creek Paddleshop.jpg](https://europe1.discourse-cdn.com/flex013/uploads/trucknetuk/original/3X/5/c/5ca46b4e74f55c64a8ca879abc4c0d60fea2ec37.jpeg)
It looks like they still have some XXL paddles left. 
I have an epic fail LOLcat I was going to put up for him, but I am giving him a chance to redeem himself.
dieseldave:
Carryfast:
dieseldave:
Hi Carryfast,You’ve got yourself thinking that it’s about detonation and/or ignition.
Again, that wasn’t what I asked.My question is still the same, and this is your third opportunity to un-confuse me please.
Below are two unequivocal statements from your good self.
Carryfast:
We don’t put spark plugs in diesel engines because they detonate diesel fuel using compression ignition under massive cylinder pressures and temperatures which would ignite petrol long before the spark does on a petrol engine.Carryfast:
I have’nt confused flash points with auto ignition temperaturesI’m saying that your two statements contradict each other, but I’m asking you to explain to me exactly what I’m missing if both statements are correct please. That’s a nice ‘open’ question, which awaits your pleasure.
I’ll try again then.For ‘detonate diesel fuel’ read ‘ignite diesel fuel under compression ignition’ sorry thought I explained the mistake.For ‘which would ignite petrol long before the spark does on a petrol engine’ read ‘which would ‘detonate’ petrol long before the spark ignites petrol,in a petrol engine,if you injected petrol into a diesel engine under diesel engine compression ratios at the same timing as you would with the diesel engine’.It’s my mistake in the way I was trying to explain the issue I’m getting at not anything wrong with the ideas themselves.
Hi Carryfast,
Thanks for your answer, and thanks also for it being on-point this time.Just exploring the part of your quote that I’ve made red… (so it’s not out of context.)
Are you saying that the normal running temperature achieved by a normal diesel engine would be hot enough to ignite/detonate a petrol/air mixture by compression igniton alone?
Even a spark ignition engine will detonate it’s charge of fuel/air instead of igniting it and burning it depending on the wrong conditions related to excessively high compression ratios,engine loads,temperatures,etc etc.However the issue in this case seems to be a total misunderstanding (or inability to understand) the difference between the need for a fuel with a high Cetane rating in a diesel engine (burns easily under very high compression ratios so as to burn and combust properly under compression ignition) and the opposite requirement for a fuel with a high octane requirement (resists compression ignition and needs to be ignited by a spark under relatively much lower compression ratios).
For the umpteenth time diesel fuels are designed to work in compression ignition engines ‘because’ of their ‘Cetane’ properties (ease of ignition) high octane fuels (resistance to ignition and burning under compression ignition) are’nt designed to be used in compression ignition engines because they are likely to detonate,not ignite and burn,under the high compression conditions which apply in Compression Ignition engines.LPG is a high octane fuel whereas diesel fuel is a high cetane rated fuel.Simples.
As no one seems to be able to think for themselves without consulting the wiki lot these days I’ve done the best that I can in finding the info you’re asking for.
Actually I use that site very little I would like to dirrect your attention to the post you just made, and answer this what part of 5% diesel fuel as an ignition source are you having such a hard time grasping ? It is the peverbial spark plug in this type of operation. You just admitted the same in your above post start reading some of the material we have supplied and actually learn something. Would you like some of those links again ? Yup you are still thiunking petrol as in gasoline. Did you note in that piece that it said ethinol was up to 15:1 dont see one for natural gas there do you have the compression ratio for that ? Also that show the compression ratios for spark engines using spart doesnt show maximum extreme compression rations for autoignition of batural gas not LPG. Please that site is not a reliable source it is good for chemical properties and such hich are copied from other sources but as for reliable it is not I can prove that as well.