Agriculture is another major success story. Mechanization — moving from horses and mules to tractors — dramatically increased productivity. Around 1945, the curves crossed: animal power declined while gasoline and diesel tractors surged. Farmers could manage more land, increase productivity and feed billions worldwide.
Engines also enabled military power. Durable, powerful engines drove machines, carriers and troop transport, helping the U.S. project strength globally. They created jobs, manufacturing ecosystems and entire industries.
Then there’s the fuels side. Demand for engines — on-road, off-road and industrial — is supported by our liquid and gaseous fuels. When you put all these pieces together, you see how engines have carried us forward as a nation for many years, enabling things unimaginable 150 years ago.
You wonder what Rudolf Diesel would think today if he saw massive locomotives, marine vessels or highway trucks and what those engines can do.
Another aspect is sustainability: lower emissions, greater efficiency and the ability to use a wide variety of fuels. We’ve counted thirteen different fuels usable in internal combustion engines — renewable diesel, biodiesel, ethanol, natural gas, renewable natural gas and even hydrogen with minor adjustments.
Continuous improvement has been a hallmark of the industry. Engines keep getting better — more efficient, lower emissions, even near zero emissions levels once thought impossible. Fuels have improved too, from kerosene lamps to ultra low sulfur diesel and renewable fuels that blend with traditional fuels. It’s a good time to be in the engine business.
Reid: Let me touch on a few things you raised. When mechanized transport replaced horses, emissions changed dramatically. Cities relying on horses had very different “emissions” than those using internal combustion engines — and quality of life improved.
In World War II, mechanization helped win the war and American fuels certainly did, especially aviation gasoline. Many people don’t know Germany still relied heavily on horses for logistics. We mechanized our forces and supplied trucks to the Soviet Union and others. We also produced the British Merlin engine in large quantities for the P 51.
Europeans often marvel at how big America is — you can drive all day and not cross some states. That’s why America’s relationship with motor fuels and engines is so special. You almost need transportation to get anywhere and cars and trucks make that possible.
As you noted, emission technology — even for carbon reduction — has advanced dramatically. Yet combustion solutions haven’t received as much attention as others. Do you see that changing?
Schaeffer: Things have changed dramatically in the last two years, not just in the U.S. but also in Europe. Energy efficiency has always been in style — less fuel consumption means lower CO₂. Some people assumed the engine industry wasn’t improving, but that was a misconception.
Regulations around greenhouse gases pushed decarbonization further, but manufacturers have always focused on efficiency because customers want more power, better performance, lower operating costs and less fuel consumption.
Sustainability has entered a new chapter. Renewable fuels have made major progress. Recent California data shows electrification lagging, gasoline doing reasonably well and diesel performing best. The Low Carbon Fuel Standard drove renewable diesel adoption so far that more than 70% of diesel sold in California is now renewable diesel.
Engines — even those 10–20 years old — can use these new fuels, delivering lower greenhouse gases and emissions overnight simply by switching fuels. That has changed everything for many people.
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