Posts Tagged ‘diesel fuel denver’

Pynergy Petroleum Company is a proud retailer of TrackTek Racing Fuel.  We currently have TT101, TT105 and TT111 in stock.  We will have available later this winter heading into racing season TrackTek’s TT114 and TT118.  So when your looking for superior racing fuel, at great prices please stop by and visit our location at 4495 S. Santa Fe Drive, Englewood, CO or call us at 303-292-5005.  We look forward to supplying you will all of your racing fuel needs year round.

TrackTek Racing Fuels are designed to help put you in the winner’s circle of most sanctioning organization events for race cars, trucks motorcycles, ATVs, boats, jet skis, snowmobiles and others.  In each application, our customers’ success using TrackTek Racing Fuels speaks for itself.

Chevron Phillips Chemical produces TrackTek^®Racing Fuels that are specifically designed for use in high-performance engines. Our Research and Development group designed these Racing Fuels to burn cool and clean, prevent vapor lock, deliver excellent throttle response, prevent pre-detonation or knock, and provide overall high performance. Also, corrosion inhibitors and anti-oxidants are used to help preserve fuel quality and extend shelf life.

We look forward to seeing you in the winner’s circle using TrackTek Racing Fuels.  If you haven’t heard about the performance of our racing fuels, please try them or talk with someone who has.  TrackTek Racing fuels are produced exclusively by ChevronPhillips Chemical Company LP, a joint venture of the chemical divisions of Chevron Corporation and Phillips Petroleum Company. 

Considerable effort goes into producing TrackTek^®Racing Fuels at the Philtex Plant in Borger, Texas. These fuels were previously supplied as “B-Series” Racing Fuels. To help with the transition from the former names to the new names, a table is provided below. In effect, the name has changed, but the product is still the same.  State-of-the-art analytical equipment, standardized production procedures, and secure blendstock sources all combine to insure that TrackTek^® Racing Fuels are made to specification batch after batch.

TrackTek^® Names for “B-Series” Racing Fuels

 Old Name                          New Name

       B25                                    TT100

       B32                                    TT111

       B33                                    TT114

       B37                                    TT118

       B42                                    TT105

This means that from track to track, race to race, and distributor to distributor, the TrackTek^®Racing Fuel used on the “dyno” is the same as the fuel at the track. As a result, you get the race-winning, high performance that you expect, and the consistent, premium quality that we demand.

About Pynergy Petroleum Company
Pynergy Petroleum Company was founded in August 1999 when it acquired three Conoco branded retail locations in the Denver, CO area. Since then, Pynergy has been devoted to providing high quality fuels, lubricants, diesel exhaust fluid, equipment and service to the automotive, heavy duty and industrial markets throughout Colorado and Wyoming.
For more information, visit http://www.pynergypetroleum.com.

For release: Tuesday, March 9, 2010

Isuzu Commercial Truck of America, Inc has introduced its new 12,000-lbs GVWR

NPR ECO-MAX low cab forward truck, offering up to 20% improved fuel economy and increased payload capacity compared to previous NPR models.

The new 2011 model year truck is powered by Isuzu’s next-generation 4JJ1-TC diesel engine, which has operated globally in Isuzu’s N-Series models for the last five years. The 4J engine family dates back to 1984 and is the highest volume engine produced by Isuzu. This is the first time the engine will be utilized in the U.S. market.

The turbocharged, 4-cylinder, 3-liter engine delivers 150 horsepower and 282 lbs.-ft torque. The 4J engine is 2010 EPA and CARB OBD compliant. It offers a B10 engine life rating of 310,000 miles, which means 90 percent of the engines should reach this mileage before needing an overhaul. The engine is mated to an Aisin heavy-duty, six-speed automatic transmission with double overdrive and lockup PTO function.

“The NPR ECO-MAX is the result of Isuzu’s commitment to help our environment by significantly reducing emissions and fuel usage,” said Shaun Skinner, Executive Vice President and General Manager of Isuzu Commercial Truck of America, Inc. “This truck is a product of our SEE design philosophy, which stands for Safety, Economy and Environment. This model has been specifically created to reduce the cost of ownership while meeting the world’s most stringent emissions requirements. We accomplished this without sacrificing performance, durability, or operating costs. Due to its broad torque curve, power density and 6-speed transmission, the NPR ECO-MAX has shown better hill climbing ability than the model it replaces. It’s also up to

170 lbs. lighter, so it offers increased payload capacity. We expect this unit to deliver enhanced productivity, minimum downtime and the lowest operating cost in the Class 3 truck segment.”

The cab of the NPR ECO-MAX is the same size as the previous NPR and offers 3-across seating. The cab tilts for easier servicing of the engine and transmission.

Wheelbase choices of 110 inches, 134 inches and 151 inches accommodate bodies up to 16 feet in length.

In addition to the NPR ECO-MAX, Isuzu is also pleased to introduce the 2011 model year NPR-HD (14,500 lbs GVWR), NQR (17,950 lbs GVWR) and NRR (19,500 lbs GVWR) models. These higher GVWR N-series models will be powered by a heavily revised version of the 5.2L 4HK1-TC engine first introduced in the 2005 model year. For 2011, the 4HK features increased power output (from 205 to 210 hp with an automatic transmission, and from 175 to 190hp with manual transmission) and up to 8% better fuel economy. Like the 4JJ1-TC engine powering the new NPR ECO-MAX, this revised 4HK1 engine is both EPA 2010 and CARB HD-OBD emissions compliant.

“Isuzu’s 2011 N-Series will be the only low cab forward trucks available for sale this year that meet the EPA’s 2010 emissions requirement with not only one engine but two engines,” Skinner added. “Isuzu is proud to introduce a product that meets the world’s most stringent emissions standards while reducing our customer’s cost of ownership through significantly improved vehicle fuel economy”.

To help reduce operating costs further, Isuzu’s exclusive Data Recording Module can provide a Vehicle Health Report showing the condition of the engine, transmission, emission system and brakes, plus fuel economy and driver operating habits. A new Multi-Information Display on the dashboard shows the driver real-time engine and truck operational performance data at a glance.

Isuzu’s 2011 model N-series product line uses selective catalytic reduction (SCR) to achieve the 2010 EPA emission standards. SCR is an after-treatment technology that involves injecting Diesel Exhaust Fluid (DEF) (a water-based solution containing urea) into the hot exhaust stream of an engine. This Diesel Exhaust Fluid (DEF), working with a catalyst in the exhaust after-treatment system, breaks down harmful oxides of nitrogen (NOx) into harmless nitrogen and water vapor.

Isuzu’s N-series trucks feature large panoramic windows that provide exceptional visibility for driver safety. The low cab forward design affords unsurpassed maneuverability. For the 2011 model year, wheel cut angles have been increased to 50 degrees, to provide a curb-to-curb turning circle diameter as little as 31.5 feet.

To extend durability, the cab has rust and corrosion protection provided by galvanized steel panels, electro-deposit paint primer and enamel paint topcoat. Unitary construction and strong reinforcements add to cab durability and safety.

Isuzu opened 2011 model year N-Series ordering on Monday, March 1, 2010. Isuzu’s N-diesel models are available from the factory in a variety of exterior cab colors: Arc White (standard), Wheatland Yellow, Woodland Green, Cardinal Red, Dark Blue and Ebony Black II.

Isuzu low cab forward trucks are distributed through 260 Isuzu truck dealers nationwide. Isuzu trucks have been the best-selling low cab forward brand in the U.S. every year since 1986.

About Pynergy Petroleum Company

Pynergy Petroleum Company was founded in August 1999 when it acquired three Conoco Branded retail locations in the Denver, CO area.  Since then, Pynergy has been devoted to providing high quality fuels, lubricants, diesel exhaust fluid, equipment and service to the automotive, heavy duty and industrial markets.  Please visit us at www.pynergypetroleum.com

This is a nice little article by Jeremy Korzeniewski on the new 2011 GMC Sierra HD and its usage of Diesel Exhaust Fluid.

2011 GMC Sierra HD features unique diesel exhaust fluid refill reminders

by Jeremy Korzeniewski on Mar 11th 2010 at 8:59AM

2011 GMC Sierra Denali HD – Click above for high-res image gallery

Say it with us: 397 horsepower and 765 pound-feet of torque. That’s what General Motors has been able to extract from its new B20-capable 6.6-liter Duramax V8 diesel engine in the GMC Sierra HD and Chevrolet Silverado HD, which is mated up to a stout Allison 1000 six-speed automatic transmission. For those who like to keep track of these things, which is to say every single personwho’s actually interested in purchasing one of these earth-moving behemoths, GM’s latest Duramax beats out the 2011 Ford Super Duty in the all-important horsepower and torque wars.

That massively powerful powerplant is also more fuel efficient (by 11 percent, though GM isn’t quoting actual numbers just yet) and cleaner than the unit it replaces. Each of these benchmarks has something to do with the exhaust aftertreatment systems employed on the Heavy Duty. GM tells us that the new 2011 truck cycles through its DPF filter cleaning process significantly less often than the unit it replaces, which saves a good amount of fuel.

Interestingly, GM representatives also tell us that they had a bit of a back-and-forth with the Feds regarding how best to handle the required refilling of the diesel exhaust fluid tank, which won’t run dry until about 5,000 miles. It seems that when the truck gets dangerously low on the exhaust treatment, its speed will be capped at 55 miles per hour. If you run out, the computer nannies will keep you to just a four mph crawl so that you’ll never be stranded completely.

Trouble-Shooting Viscosity Excursions

By: Jim Fitch 

When an oil’s viscosity makes a significant change it is meaningful. The majority of the characteristics associated with wrong, contaminated or degraded lubricants will cause a change in viscosity. Restated, when trending the viscosity of a used oil and no reportable change occurs, one can conclude that many of the things that could be happening to the oil are not yet occurring. These include oxidation, shear thinning, thermal degradation and many other common condemning conditions.

The signs of viscosity change are numerous. For many organizations, improperly diagnosed causes lead to problem reoccurrence (from the same cause) with each oil change. This occurs when oil labs see a change in viscosity and only recommend the oil compartment be drained and the lubricant replaced.

This article was written to provide an organized listing of common and not-so-common reasons for nonconforming lubricant viscosity. The varying applications of lubricants are so extensive and records of viscosity failures of in-service lubricants so incomplete, it is likely that many conditions responsible for viscosity extrusions have been overlooked here. The author would appreciate suggestions and comments from readers on any known causes of lubricant viscosity change not covered in this article.

How Viscosity Changes
Think of an oil’s molecules as a large basket of mixed whole fruit. When you tip the basket, the fruit becomes a fluid body and flows out of the basket. In the basket there are cherries, plums, lemons, apples, grapefruit and melons. The fruit are different sizes and weights just like the molecules of common mineral oil. When crude oil is refined, the molecules are separated by their molecular weight into broad groups (small, medium and large for instance). An oil’s viscosity basically correlates to the average size of the molecules of a given oil, i.e., small molecules are associated with low viscosity (thin oil) and large molecules with high viscosity (thick oil).

To change the viscosity, the average size of the molecules needs to change. Most mineral oils of a particular viscosity have molecules of an assortment of sizes. However, if the oil viscosity is high, the predominant size is large. The opposite is true for a low viscosity oil. Going back to the fruit analogy, the viscosity of the basket of assorted fruit would change if all the cherries were removed. This would increase the average size of the fruit and the viscosity. In the case of a lubricant, hot-running oil can boil off small molecules, creating the same effect.

To decrease the viscosity, the melons could be quartered to make them smaller. With oil, molecules can “cleave” or crack into pieces when they are exposed to extremely high temperatures. Another way to reduce the viscosity of the fruit basket would be to add more cherries, lemons and plums to the mix. This is similar to adding a low viscosity oil to a higher viscosity oil. The blended viscosity is somewhere in between the two. This type of thinning also occurs when a motor oil is contaminated with fuel.

The following summarizes how viscosity can change using our fruit basket analogy:

Decrease Viscosity:
1. Add more small fruit (mixing fuel with oil).

2. Remove some of the large fruit (electrostatic removal of oxide insolubles).

3. Cut the larger fruit into smaller pieces (shear thinning of VI improvers and lubricant cracking).

Increase Viscosity:
1. Add more large fruit (adding a more viscous make-up oil).

2. Remove some of the small fruit (boiling off light hydrocarbon fractions).

3. Glue several small fruit into a large poly-fruit cluster (oxidation, polymerization, etc.).

Zero-sum Viscosity Effects (two simultaneous offsetting events):
1. Small fruit and large fruit are added at the same time (when motor oil is contaminated with both fuel and soot, the fuel decreases the viscosity and the soot increases it.).

2. Cleave (cut into pieces) large fruit and remove small fruit at the same time (high temperatures thermally crack oil molecules to evolve gas that evaporates out of the oil).

Side Bar – What Causes Viscosity to Change (Click Here)

Early Detection, Key to Health Management
In some cases, slight viscosity changes are normal; for instance, the minor shear thinning of VI improvers of an all-season hydraulic fluid. However, in other cases, an oil’s change in viscosity might be the first indication of a more serious problem. For example, when an oil loses its oxidation stability the viscosity will trend upward. If the problem is not recognized and corrected, an innocuous five percent uptick in viscosity soon becomes a 50 percent uptick, rapidly increasing to 500 percent. In such cases, the worse things get, the faster they worsen. So early detection is the strategic imperative.

There are two important strategies one should apply. The first is to set a proper baseline (don’t use published “product typicals”). Because the viscosity of a new oil can vary as much as 20 percent and stay within its designated ISO Viscosity Grade, the actual starting viscosity must be measured and recorded. After all, it would be rather difficult to pick up a 10 percent shift in the viscosity of an in-service used oil if the correct starting viscosity is unknown and assumed to be somewhere in the 20-percent range. It is better to measure the new lubricant’s viscosity in the same way you are planning to monitor the used oil’s viscosity, with the same instruments, same temperature, same procedure, etc. Because some lubricants are blends of fluids from different batches, sometimes progressively mixed new and used oils in a large reservoir, the “blended” starting viscosity is best set as the baseline, as opposed to the viscosity of any single batch of new oil.

Once a lubricant has been baselined, set limits. Many oil analysis software products will do this automatically. Because both southward and northward viscosity excursions are worthy of concern, limits in both directions must be set. This, in effect, puts a “band” or “envelope” around the oil’s baseline viscosity. If the viscosity should trend higher or lower by significant measure, a limit is breached and the condition is flagged or alarmed.

Most top-shelf oil analysis programs apply tight limits above and below viscosity baselines. For crankcase oils, viscosity is typically measured at 100°C (212°F) while nearly all other lubricants are tracked at 40°C (104°F). If a reliable viscosity baseline is in place, it is recommended that cautionary and critical limits be set.

Figure 1 suggests some limits conventionally used for both crankcase and industrial lubricants. Once the baseline and limits are in place, data from used oil analysis becomes easier to understand. Refer to the troubleshooting chart in Figure 2 as a guide on how to interpret nonconforming viscosity data.

Impact of Specific Gravity on Viscosity
Most commercial oil analysis laboratories deploy the use of kinematic viscosity using gravity flow capillary viscometers according to ASTM D445 (IP 71S1/97). One well-known limitation or interference relating to kinematic viscosity measurement occurs when an oil’s specific gravity changes. Typically it increases as the oil ages or becomes contaminated. This can occur at the same time viscosity changes or it can occur independent of viscosity.

If specific gravity increases without a change in absolute viscosity (the oil’s resistance to flow or shear) there will be a decrease in kinematic viscosity proportional to the change in specific gravity. While not a true viscosity change, it has the potential to be misrepresented as such. Examples of how specific gravity can increase viscosity include contamination (heavy solid and liquids), oxidation, evaporative losses, wear debris, glycol contamination, etc.

In many cases, when an oil’s specific gravity increases there is also an increase in absolute viscosity. The resulting effect is an understatement of the reported increase in kinematic viscosity.

Getting the Most from Viscosity Monitoring
Adding routine viscosity analysis to a lubricant condition-monitoring program makes good strategic sense. From the many different conditions that influence lubricant viscosity, as listed on the previous page, a lack of viscosity change is comforting indeed. For this reason, many reliability programs add viscosity analysis onsite and check critical lubricants and hydraulic fluids regularly.

When nonconforming viscosity trends occur, best practice is to determine the root cause of the excursion so that it can be prevented from reoccurring. This is particularly true in cases where viscosity changes early in a lubricant’s life and/or when large shifts in viscosity are observed.

Finally, as with most oil analysis instruments and maintenance technologies, viscosity analysis alone does not provide a complete picture of everything that is happening to the oil and to the machine. Other tools and methods are equally important in deploying your condition-monitoring arsenal.