Category: B100 truck

Looking to start using Biodiesel but need a vehicle to run it in?

b100 truck

Like everyone out there, we have our opinion. However, I would say that ours is based on talking to literally thousands of customers over the years that have run Biodiesel and asking them their experience. We complied our list of diesels with recommendations for them as well as published a video on the subject as well. Link to video. Stay Away. Injectors started throwing codes and eventually had to be changed out at 75K miles. Now I run no more than B50 even in summer and I quit running Bio all together whenever I feel any hestitation.

It will clear up and then I go back to B I also had the tandem pump develop a leak while running B and a lift pump in the tank go intermittent.

Has K miles on it so far. I also have a 84 Ford Ranger 2. It loves B No problems. Just not enough power. Oh wow! I remember those well! I had an old 84 Isuzu diesel engine as well that loved Bio.

b100 truck

Great engines! Slow as tar, but still fun to drive. Sold it at k, and it was still running beautifully. I ran B50 during the coldest part of winter not that cold in Seattleand B99 the rest of the year. However, I bought soy biodiesel at a commercial station. I have a Dodge and a friend of mine has a Dodge. Both run very well on biodiesel. We are also running it through a 2 micron Cat filter before it goes into our fuel tanks.

My bad! Forgot about that one when I was putting the list together. Also, filter the fuel down to 5 micron or smaller before sticking it in the Sprinter, but other than that, they do really well with it. I wanna say 3. I have a Toyota diesel from Japan. Similar to the few s models you could get in the u.

Great engines that will run in anything.

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I learned to make biodiesel 5 yrs ago and made poor fuel but this truck ran well on it. Just bought a Holiday Rambler diesel pusher with an International hp engine with a dpf So far I have not been able to determine the injection point for the dpf. I believe that is similar to the older Fords. Duramax and Cummins injecting fuel in the engine on the exhaust stroke.The Honda Ridgeline is more comfortable than the average midsize pickup, yet it retains nearly all the utility of its workaday rivals.

It's true that it can't tow as much or go as far off-road as some traditional trucks, but it's a durable, practical choice with some tricks up its sleeve. It also boasts healthy payload and tow ratings, and its crew-cab cabin has the most rear legroom of any midsize pickup. It's also the only convertible pickup on the market today. The Tacoma lives up to a legacy of tough and rugged small trucks that have thrived in seemingly every inhospitable environment on Earth. A well-mannered chassis and a user-friendly interior make the Tacoma a good daily driver, while baked-in ground clearance and optional off-road equipment make it a smart choice for adventuring.

The Ram 's coil-spring rear suspension is a unique feature in the segment, giving this truck a smooth ride without compromising on hauling or towing capacity. Distinctive variants such as the Rebel and Night editions appeal to recreational users, but there's no shortage of capable work-oriented variants. With hundreds of available configurations, you'll have an easy time finding a Ford F that meets your needs.

Impressive towing and payload capacities and above-average fuel economy make it a top pick for work or play, while the trail-busting Raptor is an icon by itself. The Sierra plays to a more affluent audience with exclusive features, but it might not be enough to stake out a different fate than its Silverado brother. Heavy-duty trucks are immensely capable workhorses that live to tow.

They trade passenger comfort for outright towing ability, though you can still outfit them with all the luxuries and options of their full-size siblings. Edmunds' experts test vehicles per year on our test track. We also test them using a mile real-world test loop of city streets, freeways and winding canyons. The data we gather results in our ratings.

There are a lot of ETs coming our way seemingly out of nowhere. There used to be just a bunch of rumors, and now we seem to have a really crowded marketplace, right? It's totally strange that anyone would want to compete in it. The current crop of electric trucks. The information in the news is always fresh. This video is going to be out of date as soon as it goes live. So to stay up to date, go to Edmunds. You also get tons of torque from electric motors, which we know truck buyers absolutely love.

You get quiet operation.Cars by name Trucks and Jeeps. Truck Home. The first modern Dodge vans, the Forward Control A-vanslasted until ; their success led the company to quickly invest in a follow up series as it would turn out, the only follow up series. The B-vans were phased in over and ; they started as models.

Classic Dodge D100 for Sale

Radically different from the A-vans, the B-series were changed to meet customer requests. Engineers cut wind resistance to make them quieter and increase highway mileage, and dropped the old plate-glass, split windshield. The interior was brought upscale, with some parts from passenger cars; and the front suspension was switched to an independent design with coil springs. There was much more space than in the A-vans, especially if the buyer skipped the inch wheelbase and went for the inch wheelbase or a Maxivan, unveiled in calendar-yearwhich had 18 inches of additional length aft of the rear axle, for a total length of inches.

Side doors were hinged, with an integrated step, near the center of the body; the Maxivan could take up to 15 passengers, and Dodge made school-bus versions as they had with the A-van. The heavy vans had a standard cubic inch slant sixeswith an optional six or V8 in their early years; yet the maximum gross vehicle weight was 7, pounds. The B-vans were just five inches longer than the A-vans and inchesdespite the longer wheelbase, and had much more interior space cubic feet.

The engine was still kept inside the van, rather than under the hood; the hood itself was mainly used to get to the accessories and check the fluids. The engine was under a sturdier plastic cover than it had been in the A-vans, with better sound insulation. Throughout their life, the B-vans had rear leaf springs and shock absorbers, with an independent coil front suspension. Steering was power recirculating ball, with a tight turning radius until safety-related changes to the vans increased the turning radius.

Chris Coleman added that the B-van was a unibody design, reinforced by two full-length open U-channels welded to the floorpan. It shared numerous components with Dodge trucks, but never used a true frame. Inthe Dodge Royal Sportsman, Custom Sportsman, and Sportsman versions of the B-van came with windows all around and five-passenger seating with optional seating for 8, 12, or The standard cargo van had many window combinations, but only one standard seat; all seats were covered in vinyl, with front bucket seats optional.

For the vans, Dodge made the standard, dropping theand making the V8 optional. Electronic ignition came instandard on B and B, optional on B; the vans also got standard power brakes, and a 8, gross vehicle weight option.

The popular Kary Van, which had an extended height 6 feet, 2 incheswas also added; it let people walk in the cabin, and was available in 10 and 12 foot body lengths, two body widths, and single or dual rear wheels; it was also available as a chassis for motor-home installation.

The Maxivans inch wheelbase only saw the first sliding door; and Dodge replaced the grille. Vacuum booster brakes were standard on B and B, optional on the B An optional one-piece rear door was added in for better visibility and loading; a durable hard-service interior was brought out as an option; and a set of "GVW" packages were offered to make it easier to build up the van to a desired capacity.

The vans were so successful that a new version was added — the Plymouth Voyager, identical to the Dodge Sportsman, but expected to be used for passengers rather than cargo. The vans gained an optional noise insulation package, and suspension tweaks to improve the ride; a warning light appeared when the transmission fluid was too hot or low. Dodge also launched its Street Van, designed to look and be customized.

Two new engines were optional on B and B the and cubic inch V8the first B-van engines bigger than the Late in the model year, Dodge added a four-speed manual for better gas mileage and lower highway noise, before Chevy or Ford had four speed manuals in their vans. Ford sold justEconoline vans in Dodge refreshed the vans with high-back swivel seats, upgraded carpet, quick-release bench seats, privacy glass, and the fuel pacer option; they created the Van Clan Club for owners.

The popular single rear door became standard, with the dual rear door optional, rather than the other way around. Five new metallic colors and four straight shades joined five continuing colors. Maxiwagon and Maxivan continued Chrysler's exclusive passenger capacity for wagons and the longest interior cargo length for vans. Dark gray privacy glass as well as normal tinted glass was a new option on Sportsman five and eight passenger wagons and vans.

The refresh continued for the vans, with a rear and interior reskin. Bigger windows were fitted, thanks to a lower beltline; the inch wheelbase vans saw their doors move forward. The new roof could have vents or a sunroof, and a new dashboard had a spring-loaded glove box door and easier to reach fuse block.Try it free for 14 days.

View Full Image. Truck Trend Magazine diesel trucks. Biodiesel is quite the hot-button topic amongst diesel vehicle owners. Spend five minutes on just about any diesel-focused forum or Facebook page. Nothing seems to divide a room quite like the talk of biodiesel. It appears that people are all over the board when it comes to running bio, from not a chance to every tank. What most people associate with biodiesel is likely home brew, and that is where a lot of the common misconceptions come from.

When people produce biodiesel themselves, the quality of the finished product is not guaranteed. This type of fuel can cause issues in newer common-rail engines, which often leads to the horror stories people read on the Internet. In general, commercially available biodiesel typically a B20 blend provides a whole host of advantages for both engines and the environment. Purchasing the fuel from a typical corner station ensures that precise quality standards are met, meaning that running it will do no inadvertent damage.

Biodiesel produces less carbon dioxide and monoxide emissions, as well as cutting down on particulate matter, which leads to less frequent particulate filter DPF regeneration. It also provides better lubrication lubricity is a measure of lubrication effectiveness and a higher cetane rating than petroleum-based diesel.

So, why all the hate if there are so many positives? One criticism is that biodiesel clogs fuel filters. The higher the concentration of biodiesel, the quicker the tank gets cleaned and filter gets clogged. This leads directly to the second myth of biodiesel, that it provides less power and lower fuel economy. Typically, the cause of this is a clogged fuel filter. Show and Tell In an effort to better understand biodiesel, we grabbed a couple trucks—both rated for B20—and set off on an informal test.

Why informal, you ask?

1958 b100 International Harvester for sale part 1

To truly test the differences would require us to run multiple tanks of both petrodiesel and biodiesel, perform several oil analyses, and even go as far as an engine tear down. All of these tests have been run by independent analysts and the results are available online. We ran the Ram with a loaded trailer, first on a tank of petrodiesel and then biodiesel.

At first it seemed like the engine was louder when running on B20, but after a few hours it all seemed normal again. We attribute this simply to a placebo effect. We wanted there to be something noticeably different with the new fuel so our brain said it was louder. The reality is after we switched back to 2 the noise level remained the same. Power felt similar as well, and the truck had absolutely no issues hauling the load on level ground or up steep hills. We then ran the Ford F Super Duty unloaded blasphemy, we know in normal day-to-day driving conditions.

Regarding fuel system contamination, since our test trucks were both new, their systems were clean to start with and the result was nothing out of the ordinary. B Pure biodiesel, know as B, is a totally different animal. While diesel engines will burn it just fine, special care needs to be taken to ensure that hoses and gaskets are compatible. Due to its solvent effect being greater than that of B20, B will quickly degrade incompatible rubbers and plastics and contribute to quicker clogging of the fuel filter and even severe fuel system leaks.

B also has a higher tendency to gel in cold weather, and it can reduce engine power output, clog DPF and EGR systems, and void warranties. B is not regulated, and in general, its quality cannot be assured. More Photos View Slideshow. By Jason Gonderman. Follow Truck Trend Network Facebook.

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b100 truck

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Share 0 Comments. Everyone likes s and early s American pickups, and you still see a surprising number of them driving around in our current century there's a '53 Ford F in my Denver neighborhood that serves as a great test subject for my beloved old film cameras. Rough ones aren't worth much, though, particularly if they weren't made by GM or Ford, and so depressing quantities show up in the self-service wrecking yards I frequent.

These days, most of us think of the International Harvester Scout when we think of the IHC name, but the company began building trucks all the way back in With that in mind, I photographed this '59 with a camera 42 years its senior see above. It appears that some junkyard customer coveted the bed of this B, removing a camper shell in order to extract it. The Black Diamond straight-six was still standard equipment in the B that year.

This truck's engine had horsepower when new, and probably about 70 after it reached its ,th mile. With no odometer inside, that mileage figure is just a wild guess.

Trucks didn't need much luxury back in This box, containing a heater core, is the climate-control system. IHC trucks were big in Australia around this time.

Automotive History Classics featured junkyard junkyard gems international harvester.Dodge has used the B series name on two different vehicles, a pickup truck and a van. The B-series pickup trucks were sold from They replaced the prewar Dodge truck and were replaced by the Dodge C series in The B-series trucks came in several different variants.

It also came in several other variants such as the B1-T and B1-V which were semi-truck cabs and vans, respectively. A woodie version, the "Suburban", was also available from outside companies.

The B-series trucks featured a high-visibility "pilot-house" cab with optional rear quarter windows. The redesigned cab could seat three people, with 2. The cab was mounted on rubber mounts for an improved ride.

The cargo box space was increased over previous models and overload springs made optional on all variants to increase hauling capacity. Inmore new features were added as the 3-speed manual shift lever was relocated to the steering column instead of on the floor.

A fluid drive standard transmission, with 3 or 4 speeds, became an available option. And the new wide "step-style" rear fenders were added, which would continue to be used by Dodge up until the s. The B series also includes full-sized vans made by the Dodge division of Chrysler Corporation from as early models through During that time, they were originally numbered B, B, and B; the numbers were later upped by 50 B, etc. There was also a Kary Van extended height model.

The cargo and passenger vans used the same frame and powerplants both 6- and V8 enginesbut the passenger vans had seats for up to 15 passengers on the extended length, long-wheelbase Maxivansdual air-conditioning systems in later yearsand large windows on both sides.

The passenger vans are today commonly used by military, commuters, church groups, scouts, urban camping, and some corporations. A sliding door was made optional in ; that same year, the original stamped aluminum grille was also replaced with a molded plastic part. A one-piece rear door and hard-service interior were made optional in For many years, Dodge was the sales leader for vans, including conversions for tradespeople, ambulances, school buses, and campers, working with numerous upfitters to provide alternatives for customers.

However, inthe RV market crashed, and Dodge stopped making RV chassis; their van sales also dropped roughly in half.I have been experimenting with making biodiesel for a few years now, and I am constantly watching what others in this field do as well.

I monitor a forum for biodiesel users such as myself, and it's full of practical advice as well as troubleshooting for the problems that sometimes arise. Biodiesel appeals to us because it can be made from plants grown locally and burns far cleaner then ordinary diesel fuel.

It results in 67 percent less unburned hydrocarbons helping to reduce smog and ozone48 percent less carbon monoxide and 47 percent less particulate matter, according to an analysis of heavy-duty engines by the Environmental Protection Agency. Only nitrogen oxides, or NO Xslightly increase. It can also be blended with regular diesel in any percentage from B2 98 percent diesel, 2 percent biodiesel to B, which is pure biodiesel.

One of the biggest problems we biodiesel makers have experienced recently has nothing to do with the conversion process--it has to do with diesel engines.

Until two years ago, all diesel engines were Bcompatible biodiesel cannot run in gasoline engines because it needs an engine that ignites by compression. Then standards set by both the Environment Protection Agency and California Air Resources Board, phased in forrequired all passenger vehicles to meet the same, stricter emissions.

That meant diesel manufacturers had to reduce emissions of NO X and particulate matter to meet those of gas-powered cars. These standards were created with good intentions--to look out for our health by improving the air that we breath. After all, particulate matter is a known carcinogen. But the way most manufacturers did this created a setback for those of us trying to use biofuels.

To get rid of particulate matter, the diesel manufacturers came up with what's called a DPF diesel particulate filter. But this catalytic filter becomes poisoned if sulfur dioxide is pumped through it. So as ofthe standard for diesel fuel was revamped as well, and fuel refineries had to reduce sulfur content to no more than 15 parts per million now known as ultralow-sulfur diesel. The DPF is placed in the exhaust system in front of the muffler and looks like a catalytic converter used on gasoline engines.

It captures particulate matter in its inner core. Periodically, the DPF has to be taken up to high temperatures to burn off the matter it has collected. This is called regeneration or postinjection regeneration. The idea is to inject fuel into the exhaust that has been vaporized, and when the fuel comes into contact with the DPF, an exothermic reaction heats it up and incinerates the plug of soot.

Squirting fuel down the exhaust? Gee, I wonder why the newer models have poorer fuel mileage. And here is where the pitfall lies for biodiesel users like myself. Most of the manufactures decided to inject fuel into the cylinders just after the cylinder fires and the exhaust valve opens.

At this point, the fuel vaporizes and the vapors move down the exhaust to the DPF and clean it. Because biodiesel is denser than conventional diesel fuel it has a longer hydrocarbon chain and has a higher distillation temperature and boiling point, it does not vaporize as easily.

Some of the fuel ends up adhering to the cylinder wall and runs past the rings, diluting engine oil. There has been quite a bit of debate on biodiesel forums as to why manufacturers chose this method of injection. Most likely, the answer is cost.

Manufacturers would rather utilize existing fuel-injection systems rather than tack on the potentially substantial cost of extra equipment. It is far cheaper to change software then it is to change hardware--just tell your electronic control unit ECU to apply an extra squirt of fuel. After all, they have invested a lot of money already, setting up high-pressure multiple precise injections for cleaner combustion. Still, not all manufactures have gone this route.

Some Caterpillar and Cummins engines have an injector that is placed in the exhaust pipe, not in the cylinder in-stream fuel injectionmaking them biodiesel-compatible. However, these are large trucks that don't need to meet the same emissions standards as cars.


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