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I do not think that diesel has to be the answer. I would prefer it but it's just me.
Strap on a turbo and directly inject any small displacement engine, even make it a vgt, you'll get good mpg.
Turbos cost money, but our technology has increased dramatically in the reliability department, direct injection is coming to gassers and has been for a while.
The fuel it'self is only part of the story.
As for carb, they are insane, their time will come, soon. The trucking and heavy equipment industries in California are slowly and surely fighting back.
Did you know that carb is pushing for even more legislation, even though our measured "pollution" levels are significantly under the best case projections and goals for 2020? Yet they continue to badger the industry.
My professors at College have said for a while now that carb assumes the source of atmospheric particulate is from diesel emissions however a large quantity of the emissions are from braking systems. I should add that said professor once worked for carb, worked on created the calibration procedures that they still use for monitoring equipment.
The new legislations require the exhaust coming out of a diesel engine be cleaner than the atmospheric charge going into it.
What is the ultimate goal of carb? They seem to be obsessed with power, their sole existence at this point is to attempt to grab more power through their legislation.
This opinion is derived by simple observation.
I'm glad we have the laws that we do, most of them are reasonable, but not all of them, and these are nuts.
It costs LOTS money to have products approved and tested by carb. You cant do business without going through them. You are subject to them, and did not vote for them.
Carb spends money wooing legislators who know nothing of IC engines or industry needs, money gained by their stronghold on "enforcement".
Through proxy if not directly, this is taxation without representation. Product designers and manufactures have to make products to carb standards requiring millions of dollars for carb testing. This increases the costs of design and also, directly the costs of operation. (for instance a dpf regen on a ems vehicle that has to be stationary while regen occurs or the vehicle will be rendered inoperable by onboard electronics, thus downing the ems vehicle. Ems does not respond in a timely fashion, someone dies, city sued, etc etc this has happened) What about cold weather operation? Because of dpf and regen cycles on current hd truck design, the dpf must be physically removed and heated in specially designed machines in order to put the machine back into operation, this takes a day or more, and labor.
In extreme cold weather modern trucks can not reroute the intake charge to avoid the charge air cooler, and thus can not operate in a normal temp range. They cant regen. They run way to cool and produce increased levels of nox and hc, are less efficient and burn more fuel. it goes on and on. This is BEYOND public health. Said vehicles have to be taking out of duty. This is AFTER Carb has forced the industry to BUY these same engiens with the dpf systems. They cant afford to buy new trucks and have them sit there doing nothing.
And for gods sake do not even look into the diesel egr fiasco. Much less the ULSD lack of lubricity. And turn a blind eye to the CJ4 oil formulations. Lets ignore all of this.
Lets freak out about a 2.5 micron particle of what could be a unburnt hydrocarbon chain, that may have at one point in it's life resided in the fuel tank of a diesel truck.
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06 CRD Limited. IMII, GDE TCM, Carter transfer pump, Upgraded oem primary, 2 micron secondary, 3 inch mandrel straight pipe.
Transgo shift kit, EHM, fcv butterfly removed, egr plated off. 19 3/8 solid flex fan, no electric fan, 10k lb aux trans cooler.
Frankenlift II, Mopar skids, allj's rails, 235/85 km2 on stock rims
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