Among passenger vehicle registrations, diesels currently account for more than 7 million vehicles in the U.S. while hybrids amount to 2.8 million. Diesels represent 10.6 percent of all pickup truck registrations.
“But clean diesel vehicles are poised to take off, as evidenced by the number of clean diesels being introduced in the U.S. market, and there will an estimated 60 diesel vehicles available by 2017,” reports Allen Schaeffer, executive director of the Diesel Technology Forum. “As a result, we could see the diesel market in the U.S. reach 10 percent by 2020 as Americans learn more about the proven real-world fuel efficiency benefits and long-term value of the new clean diesel technology.”
Mindful of the industry opportunities being presented by this trend, Aftermarket Business World recently interviewed Schaeffer about diesel add-ons, repairs, training and other issues:
Q: Why are diesels more popular in certain states than in others? Are there qualities in these drivers that differ from those in other states?
A: The states with the highest number of diesel passenger vehicles – cars, SUVs, pickup trucks and vans – relate closely with the actual population numbers as California, Texas, Florida and Pennsylvania are among the top diesel states. California, Texas and Florida are also the top hybrid car states.
When you look at the states with the highest percentage of diesels, then you see some demographic and regional biases. The Top 10 states all are west of the Mississippi and have larger rural populations – Wyoming, Montana, Idaho, Alaska, North and South Dakota, Oregon, Utah, New Mexico and Colorado. When you compare this to the states with the highest percentage of diesel pickup trucks, nine of the top 10 are the same, with Nevada replacing New Mexico on the pickup list.
One interesting trend we saw in the 2013 diesel pickup truck registration data is that Northeast states like Vermont, Massachusetts and Rhode Island, along with Illinois and Delaware, were among the top 10 states in the fastest growth of pickup registrations.
Q: How would you assess the availability of diesel fueling stations for buyers of diesel cars and light trucks? Do you find that people are wary of diesels because they fear being limited to making fuel purchases only at truck stops?
A: A recent Integer Research report concludes that 55 percent of all retail locations offer a diesel pump. The survey of over 110,000 retail locations states that the Rocky Mountain and Gulf states have highest share – above 60 percent – while the East Coast has the lowest at 51 percent.
A recent Lundberg Survey came to a similar conclusion: Nearly half of all fuel retailers offer a diesel pump. The survey also states that new retail fuel stations offer a diesel pump and nearly all reconfigured stations offer a diesel pump.
According to our light-duty research, the markets with the greatest diesel penetration match up closely with the greatest retail fuel availability: The Rocky Mountain states and Gulf states –Texas and Florida.
Q: Is there an adequate amount of qualified diesel technicians in the repair and maintenance marketplace? What is being done to interest more people in this field? Are trade schools embracing this field for cars in addition to big rigs?
A: Today’s diesel engines, commercial vehicles and heavy-equipment systems are highly sophisticated, with advanced computer controls and electronic functions. Because of this, many of the leading manufacturers like Cummins, Caterpillar and Daimler are actively working with community colleges, technical colleges, trade and vocational schools to modernize their training and classes.
The diesel technician field is growing dramatically with the increase in new diesel technology and offers a very promising career with technicians averaging about $20 an hour and $42,000 a year, according to the Bureau of Labor Statistics. Veteran technicians can earn between $50,000 to $70,000 a year, which shows this field can offer a full career for those willing to keep up with the technology advancements.
In 2012, there were more than 250,000 diesel technicians and the government predicts the field will increase by almost 10 percent by 2022.
Q: Is a veteran diesel technician typically skilled in working on the newer diesel engine technologies? Or is additional training required?
A: With the new advanced clean diesel technology being developed it’s extremely important for all diesel technicians to keep pace with the changes. Today, diesel mechanics and technicians need to use more than their hands to fix these this equipment. Technician jobs are becoming increasingly more complex as engines and other components are being powered and controlled by electronic systems.
For example, fuel injection and engine timing systems use microprocessors to maximize fuel efficiency and minimize harmful emissions. Workers often use computers to diagnose problems and adjust engine functions. Veteran technicians and those interested in entering this field will not only have to know how to use hand and high-powered tools, but also computer systems that are essential to engine operation. Knowledge of advanced emissions control technology is a fundamental requirement, how diesel particulate filters and selective catalytic reduction systems operate and their maintenance requirements.
Q: What are the avenues available for training today’s diesel technicians?
A: While the number of training opportunities at vocational programs associated with public high schools or community colleges has declined in recent years, commercial – private trade and technical repair schools programs have grown, offering some greater access, more flexible schedules and financing arrangements for pursuing technical programs. Apprenticeships and hands-on starter training will always be popular routes of entry into the diesel mechanic repair field, though credentialed ASE and certified technicians are clearly the minimum requirements in the future.
Military veterans who may have extensive experience with vehicles and equipment maintenance are increasingly sought-after by high-profile employers and original equipment manufacturers, and some government programs.
Q: How would you rate the marketplace for diesel performance add-ons and other custom features? Are they keeping pace/catching up to the gasoline-oriented hot rod and appearance products?
A: Diesel pickup truck customization is alive and well. Some performance products and service shops have recently been coming under attack for altering diesel engine and emissions control systems to achieve higher torque ratings or towing performance, as one result of some modifications can be much higher emissions of visible smoke. Customizing advanced clean diesel cars does not appear to be of great interest.
Q: You are referring to the “rolling coal” videos appearing on the Internet?
A: The diesel industry is extremely disappointed that a small segment of diesel pickup truck owners have chosen to tamper with the emissions and engine control systems to over-fuel the engine so as to deliberately produce black smoke emissions. For the last decade, the industry has invested billions of dollars to produce diesel engines that today are near zero in emissions. That’s why they’re called clean diesel.
Diesel engines have long been a popular option in heavy-duty pickup trucks because of their superior fuel efficiency and towing performance – not black smoke emissions. This practice of ‘rolling coal,’ which has targeted drivers of hybrid vehicles, pedestrians, bicyclists, law enforcement and others, is dangerous, harmful to the environment and illegal. We urge state and local air quality and law enforcement officials to fully enforce all clean air and vehicle emission laws available to stop this unlawful practice.
The Diesel Technology Forum is strongly opposed to tampering with emissions controls or engine performance for the purpose of generating excess smoke emissions – both of which are in violation of the Clean Air Act. Highly modified vehicles creating black smoke by over-fueling are not representative of mainstream diesel owners or vehicles, and certainly do not represent the new generation of clean diesel technology.
Tampering with emissions control systems to purposely create higher emissions and smoke is completely contrary to this effort. It’s bad for the environment, a complete waste of fuel and may invalidate manufacturer’s warranties. The superior fuel economy of these clean diesel vehicles helps promote energy independence, but only when the engine and emissions systems are operating as designed. Over-fueling is wrong and the practice needs to stop.
Q: What about biodiesel? Is this fuel a viable option going forward?
A: Today, diesel drivers have the option to fill up with blends of biodiesel at the pump. Most new and existing diesel vehicles and equipment are compatible with lower level biodiesel or renewable diesel fuel blends – between five and 20 percent, (B5-B20) depending on manufacturer warranties, and even some 100 percent blends. Twenty-three automotive and diesel equipment manufacturers have released biodiesel fuel blend standards, according to the National Biodiesel Board. Systems are also being developed to allow stationary engines to operate on a mixture of diesel and natural gas.
While virtually all the renewable diesel fuel being produced in the U.S. today is biodiesel, next generation renewable diesel fuels, which offer additional economic and environmental benefits, are quickly being developed. The Department of Energy’s Energy Efficiency and Renewable Energy Biomass Program is working with the private sector to further increase the availability of advanced biofuels to improve energy security, stimulate the economy and create green jobs.
Quality and consistency of the biofuel blends used in new diesel engines is absolutely essential to a high quality diesel vehicle performance and maintenance of warranty coverage.
Q: Diesel sales statistics are often combined with those of gasoline-powered hybrids; why is this so?
A: We included hybrid sales information because like clean diesel, gasoline hybrids are alternative powertrains to gasoline, so their sales trends and acceptance compared to clean diesel are noteworthy.
There’s probably a little competitive spirit in there too. Consumers have to make a choice – for example, the VW Jetta comes in a gasoline, gasoline hybrid and clean diesel model – so the comparison in sales figures is real world. We did not include electrics since their numbers are insanely small and irrelevant at this point.
For many, a diesel electric hybrid is a tantalizing possibility – matching the most energy-efficient internal combustion engine, the diesel, with an energy-saving hybrid powertrain. It’s a huge winner on fuel economy and lower CO2 emissions. The biggest challenge we have here is the cost issues – both diesel and hybrids are premium technologies – with premium prices over the ever-improving basic gasoline hybrid. The question of whether they will come to the U.S. is more based on market economics than technological readiness – it’s ready.
Until these diesel hybrid cars are officially available for sale in the U.S., you can experience hybrid diesel technology in many of the nation’s largest cities; transit buses, which have been around now for over a decade. Here the hybrid system is highly effective in delivering fuel savings given the driving cycle stop-and-go nature of public transportation. The stopping power is captured as energy, which is used then to launch the bus from a dead stop more smoothly than a basic engine and transmission.
Hybrid diesel transit buses have the added advantage of dramatically cutting brake replacement costs, one of the highest operating cost line items in a transit’s maintenance. Finally, the powertrain allows for a smaller diesel engine to be used – about a 6-8L instead of a larger 10L engine.
For more information, visit www.dieselforum.org.
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