Mike Roeth, NACFE’s Executive Director, highlights the importance of this phase in the evolution of trucking technology, saying, “The Messy Middle is a time when fleets can choose from a variety of powertrain solutions and other efficiency-enhancing technologies. For this Run, we are featuring tractors powered by diesel, natural gas, batteries, and hydrogen fuel cells. These four powertrain solutions represent currently available options for fleets today.”

The Fleets and Technologies Driving the Run

A total of 13 fleets will be participating in the event, utilizing a mix of advanced powertrains. Here’s an overview of the trucks involved in this groundbreaking demonstration:

• Albert Transport (Laredo, TX): Operating a 2022 Freightliner Cascadia sleeper tractor powered by a Detroit DD15 diesel engine.

• Frito-Lay (Topeka, KS): Using a Volvo VNL sleeper tractor equipped with the Optimus Technologies system running on B99 biodiesel.

• TBA: Deploying a heavy-duty tractor fueled by renewable diesel.

• Mesilla Valley Transportation (Las Cruces, NM): Running an International LT sleeper tractor with a Cummins X15 2027 NOx diesel engine.

• Kleysen Group Ltd. (Edmonton, AB): Operating a Kenworth T680 sleeper tractor featuring a Cummins X15N engine using natural gas.

• UPS (Salt Lake City, UT): Using a Kenworth T680 day cab tractor with a Cummins X15N natural gas engine.

• Wegmans (Rochester, NY): Running a Peterbilt 360 day cab tractor powered by a Cummins X15N natural gas engine.

• 4Gen Logistics (Rialto, CA): Featuring a Volvo VNR day cab electric tractor.

• JoyRide Logistics (Phoenix, AZ): Leveraging a battery-electric Windrose day cab tractor.

• Nevoya (Colton, CA): Operating a battery-electric Freightliner eCascadia day cab tractor.

• Saia (Stockton, CA): Showcasing a battery-electric Tesla Semi day cab tractor.

• Pilot Travel Centers (Bloomington, CA): Utilizing a Hyundai XCIENT hydrogen fuel cell day cab tractor.

• Penske Logistics (Katy, TX): Also operating a Hyundai XCIENT hydrogen fuel cell day cab tractor.

A Collaborative Effort Across the Industry

Taki Darakos, Vice President of Vehicle Maintenance and Fleet Services at PITT OHIO, expresses his enthusiasm for this wide-reaching effort, stating, “PITT OHIO, as well as other fleets I’ve spoken with, are thrilled to have such a wide range of fleets and solutions in this Run. We believe this truly represents the state of long-haul trucking today and by capturing data from these 13 vehicles that we will help the industry see the role these various powertrains play in both return-to-base and over-the-road long-haul trucking.”

Key Details About the Program

The three-week event is scheduled to begin on September 8, with Geotab acting as the official telematics and data partner. Fleet profiles will be featured on the Run on Less website throughout August, while the event will stream live data and insights during September.

The Messy Middle Bootcamp also continues to explore the technologies driving the Messy Middle. On April 8, at 1 p.m. ET, the focus shifted to battery electric vehicles (BEVs), complementing sessions on diesel and natural gas that have already concluded. Discussions on hydrogen fuel cells are set to follow.

Cummins and Shell Take Center Stage

Cummins and Shell proudly sponsor the event as title sponsors, with significant contributions from other event sponsors and supporting sponsors. Roeth expressed his gratitude, noting, “We want to thank our title sponsors, event sponsors, and supporting sponsors for helping fund this Run. We could not do this work without their assistance. We are still seeking additional support, and anyone interested in supporting the Run should contact me at 260-750-0106.”

The diversity of participating fleets and technologies underscores the complex transition underway in the trucking industry. Stay updated on the Run on Less – Messy Middle program and learn how these innovations pave the way towards a more sustainable and efficient transportation future.

Source: The Trucker
Image Source: RunOnLess

The post 13 Fleets Set to Participate in NACFE’s Run on Less – Messy Middle Event appeared first on Truck Drivers USA.

The Core Difference: Spark Ignition vs. Compression Ignition

Gas engines depend on spark plugs to ignite the air-fuel mix by producing a small electric spark—hence the term, spark ignition. Diesel engines, however, operate on a principle known as compression ignition, where the air is compressed to such a degree that it spontaneously ignites fuel without the need for a spark.

Here’s the lowdown on how this works:

In diesel engines, air is compressed to extremely high pressures, which raises its temperature substantially. When this heated air reaches temperatures over 500°C (932°F), diesel fuel is injected into the combustion chamber. The intense heat and pressure ignite the fuel without any spark plug intervention, earning diesel engines the alternative title of “compression-ignition engines.”

How Diesel Engines Achieve Compression Ignition

Diesel engines feature significantly higher compression ratios compared to gasoline engines—often double. This high compression creates the heat necessary for spontaneous combustion when diesel is introduced, eliminating the need for spark plugs and reducing maintenance requirements.

Key Characteristics of Diesel Compression Ignition:

• Higher Compression Ratios: Diesel engines typically boast compression ratios between 14:1 and 25:1, much higher than gasoline engines (usually around 10:1).

• Robust Durability: Diesel engines are built to withstand the high pressures of compression ignition, lending to their long lifespan and rugged reputation.

Why Diesel Engines Skip Spark Plugs

Diesel engines simply don’t require spark plugs due to their reliance on compression ignition, where the air heats up enough to ignite the diesel fuel automatically. This process is distinct from the spark-driven ignition found in gasoline engines.

When the mercury drops, diesel engines may use glow plugs to assist in starting by warming up the combustion chamber to ensure adequate temperatures for ignition. However, glow plugs are only necessary during initial startup in cold conditions and not needed once the engine is running (Li et al., 2017).

The Benefits of Compression Ignition for Truck Drivers

Understanding why diesel engines excel in trucking illuminates their benefits for truck drivers. Here’s why diesel engines outperform in heavy-duty applications:

• Enhanced Fuel Efficiency: Diesel engines are generally more fuel-efficient because they compress air more effectively, promoting complete combustion. This efficiency means less fuel is needed for equivalent power outputs.

• Built to Last: With high compression and strong construction, diesel engines are incredibly durable, capable of covering hundreds of thousands of miles—ideal for long-haul routes.

• Superior Torque: Diesel engines generate higher torque at lower RPMs than gas engines, essential for towing heavy loads. This torque advantage solidifies their dominance in the trucking industry, where power and efficiency are crucial.

Glow Plugs vs. Spark Plugs

While diesel engines forego spark plugs, they sometimes employ glow plugs for assistance. But what distinguishes the two?

• Spark Plugs: Found in gas engines, these ignite the fuel-air mixture with an electric spark.

• Glow Plugs: Used in diesel engines for preheating the combustion chamber during cold starts. They cease function once the engine is actively running.

Glow plugs don’t provide continuous ignition like spark plugs; instead, they help ensure smooth engine starts in colder conditions.

In summary, diesel engines lack spark plugs because they function on compression ignition, where air is compressed to such high pressures that it heats and ignites the fuel without additional help. This design renders diesel engines more fuel-efficient, durable, and powerful—qualities cherished by truck drivers for heavy-duty tasks. Whether you’re traversing long distances or hauling hefty loads, the power of compression ignition makes diesel engines the go-to choice for trucks.

The post Why Diesel Engines Don’t Have Spark Plugs: A Guide for Truckers appeared first on Truck Drivers USA.