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Ram Updates Its Diesel Option For 1500 - How Does It Compare To GM's New Diesel?

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ram_ecodiesel_hood 19.jpg

John Goreham
Contributing Writer, GM-Trucks.com
6-11-2019

Ram revealed the specs for its updated EcoDiesel V6 engine in the 1500 this week. The big news is 480 ft-lb of torque in a light-duty truck. Towing is also very impressive with towing up to 12,560 pounds. Finally, Ram says that it expects to also have class-leading fuel economy from its 3.0-liter turbo-diesel engine-equipped truck. 

 

"The new Ram 1500 EcoDiesel is America’s most powerful half-ton diesel pickup, following up on Ram’s Heavy Duty torque leadership and achieving what no other manufacturer has, with up to 480 lb.-ft. of torque in a 3.0-liter engine,” said Reid Bigland, Head of Ram Brand. “The all-new EcoDiesel engine and our eTorque mild-hybrid powertrain technologies deliver the highest available fuel efficiency for our Ram 1500 customers.”

ram_ecodiesel_engine 19.jpg

Ram says it will also pair its diesel with the only air suspension in the class. Being able to lower the truck at highway speeds will likely help with fuel efficiency.  Ram's new 3.0-liter EcoDiesel V-6 uses dual overhead camshafts (DOHC) with four valves per cylinder and a 60-degree angle between the cylinder banks. The block is cast compacted graphite iron, which Ram says provides strength to dampen vibrations, but weighs less than grey cast iron. Ram uses a compacted graphite iron bedplate to add rigidity to the block. The new EcoDiesel has a forged steel crankshaft and connecting rods for strength and durability. Ram's aluminum alloy pistons are cooled on the underside via oil jets. Heat-treated aluminum cylinder heads have individual bearing caps to reduce friction and minimize NVH. The engine's chain-driven overhead camshafts employ roller-finger followers.

 

Ram pointed to these specific upgrades as significant: 

-A new-generation water-cooled turbocharger with variable geometry turbine (VGT) increases efficiency and responsiveness during transient conditions
-Redesigned cylinder head intake ports improve swirl and flow, increasing performance and fuel economy
-The exhaust gas recirculation (EGR) system design has been updated to a dual loop (low and high pressure) system. The added low-pressure circulation system draws gases after the diesel particulate filter, thus minimizing turbocharger energy losses, which increases fuel economy
-The compression ratio has been optimized to 16.0:1 from 16.5:1
-High-pressure (29,000 psi/2,000 bar) direct-injection fuel injector nozzles were redesigned to match the newly designed and optimized combustion chamber
-Lightweight aluminum alloy pistons were completely redesigned to include thinner rings and low-friction coating on the pin and side skirts to reduce losses
-NVH has been reduced by offsetting piston pin by 0.3 millimeters from the centerline; thus, minimizing mechanical noises
-The lower portion of the two-piece oil sump uses a lightweight sandwiched polymer/metal material that further reduces NVH
-The dual vacuum pump system uses electric and a new mechanical low-friction pump with new blades that improve overall system efficiency

 

Ram will not build this engine in the United States. Rather, it will be produced FCA Cento facility in Ferrara, Italy and imported. Watch for price and fuel efficiency new in about two months. The engine will be available in Ram trucks starting this early winter of 2019 unless it is delayed for emissions testing or other reasons. 

 

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Competition is good.  I think the Duramax inline six will be a better engine.  It has larger rod and main journals and having a stout bottom end means you can add power up top.  Plus less vibrations.

 

There will always be a battle back and forth between the big 3.  

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I remember back in the day, my Dad had a 1985 Chevy Blazer with the 6.2L Diesel.

He hated that engine and only had the truck for about a year due to all of the problems with it.

Technology has come a long way since then and it is good to see other engine choices out there coming ahead.

Competition is good indeed.

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RAM for the win.  Again and again.  

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Ram is fighting hard to establish itself as being better than GM and wanting the number 2 best selling truck spot bad.  they are doing a good job at it.  They must have hired some pretty good engineers and what not. 

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20 ft-lb more? That's good!

I'd still choose the inline six.

I'd also take an 2.7 inline four over a 2.7 V6.

 

so long

j-ten-ner

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I usually always prefer in I/L-6 over a V6, but this V6 diesel has evolved in europe for quite some time.  The GMs I-6 diesel will no doubt have its growing pains (especially considering you'd have to pull the engine to replace the timing chain/tensioners/guides, which you'd have to do at least once before its end-of-life).

 

Looking forward to a diesel-half ton contest on Youtube between the big 3.

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20 more torque but the air bags don't work :D

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On 6/12/2019 at 7:50 AM, dukedkt442 said:

I usually always prefer in I/L-6 over a V6, but this V6 diesel has evolved in europe for quite some time.  The GMs I-6 diesel will no doubt have its growing pains (especially considering you'd have to pull the engine to replace the timing chain/tensioners/guides, which you'd have to do at least once before its end-of-life).

 

Looking forward to a diesel-half ton contest on Youtube between the big 3.

All of the half-ton diesels will have growing pains. The 3.0 EcoDiesel and 3.0 Powerstroke have timing belts. Plus the 3.0ED already has a bad history wheb it comes to engine failures.

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Posted (edited)

With all the technology (electronics etc) they are all subject to problems and would be a risk IMO keeping them past the warranty period.  I drove Dodge (now RAM) for 30 yrs at work.  I seen how they can be nice trucks when new but give them 3-4 yrs and they start to show as inferior to GM and Ford with frequent and severe maintenance trends.  The last Dodge we had was pulled from service at around 75,000 miles (lease was 100,000) because the bean counters determined it was not worth repairing anymore, cut the loses and replace it.  I recall the agency in charge of equipment saying once, Dodge was lowest fleet cost on initial purchase but in the long run were most costly to own (fleet wise) than GM or Ford which cost more new,  and Dodge/Ram had the lowest resale/auction value.  This was based on 100's of vehicles purchased for gov't agencies, they  were required to accept the lowest bid as a vehicle was considered just a commodity,   that which is of equal value no matter what company produces and markets it, and as such, is available at any discount with little differentiation among brands.

Edited by elcamino

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3 hours ago, HondaHawkGT said:

All of the half-ton diesels will have growing pains. The 3.0 EcoDiesel and 3.0 Powerstroke have timing belts. Plus the 3.0ED already has a bad history wheb it comes to engine failures.

If it's got OHCs, a timing chain/tensioner/guides is more likely than not considered routine maintenance.  As someone who has replaced quite a few belts and chains for various vehicles, I'll prefer a belt for an OHC vehicle, at least a belt system was designed with the intention of having to be replaced; I've never seen a belt snap inside of its maintenance schedule, but have seen plenty of engines who've eaten their "lifetime" chains.

 

FYI, the 3.0 ED also has a great history of going well over 300k on maintenance alone, there's a few guys on the Ram forum with over 400k.  If you maintain them to a proper schedule (one devised by an engineer and NOT an accountant or marketer), any of the engines will go for a while, but maintenance shouldn't be a week long affair for what should be an easy task.

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    • By Gorehamj

      John Goreham
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      Next up, specs. The Duramax 3.0-liter engine will generate 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience. Being a diesel engine, power is low relative to bigger V8 gas engines, but pretty substantial for its displacement at 277 horsepower.
       
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
       

       
      Design and Technology
      Since the engine is an inline six, it is inherently balanced. There is no need for balance shafts and the engine only requires two cams. Chevy uses a cast aluminum alloy block that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering a 25 percent mass savings over a cast iron engine block. Chevy says there are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps. Chevy went on to add that the rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet. GM used a thick piston crown — the top of the piston — and also a reinforced top ring to add strength to support the high cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio. To ensure durability, Iron cylinder liners are employed. “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
       

       
      Here is a quick rundown of some other features of this new engine:
      OHC: Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
       
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
       
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
       
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
       
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
       
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
       
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
       
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
       
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
       
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
       
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
       

       
      Transmission:
      Chevy will offer just one transmission with the 3.0L Duramax,  its 10L80 10-speed automatic transmission. The transmission features a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency, and refinement. Exhaust braking is part of the design. This technology uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
       
      Due to some minor emission certification delays, the new diesel engine will be available in early 2020, rather than late 2019.  
       
       
       
       
       
       
    • By Gorehamj

      John Goreham
      Contributing Writer, GM-Trucks.com
      5-28-2019
       
      General Motors will reportedly delay the introduction of its new six-cylinder diesel engines for the new generation Silverado and Sierra. Anyone following the diesel vehicle trends in America should not be surprised. Volkswagen's cheating scandal changes things for automakers who want to use diesel engines globally, and in the U.S. in particular. Ram's diesel fiasco didn't make things any easier for automakers who want to use diesel engines in trucks. The upshot of the cheating and other "misunderstandings" is that diesel vehicles draw close scrutiny now. With billions in fines now paid and even some employees in prison, nobody at GM wants to launch a diesel vehicle without giving the EPA the opportunity to do any testing it wishes to do prior to launch. Most vehicles are self-certified by automakers, or are tested by third-parties. We suspect that zero diesel vehicles will be in the future. The EPA is all over these known polluters to ensure compliance.
       
      Other manufacturers, notably Mazda and Hyundai had previously announced plans to introduce new diesel engines in America and then opted not to. We do not think GM will back out. GM has already staffed and prepped the Flint Engine Plant to build the new diesel engines. 
       
      Motor1 reports GM spokesperson Monte Duran as saying, "Yes, we are shifting the 3.0L Diesel from a late 2019MY to a 2020MY as emissions testing is taking longer than expected. However, we did not attribute to a single entity, as the truth is this is a collaborative effort between GM and several government entities. We will make the 2020MY Duramax available for dealers orders soon, and expect to deliver the first trucks to customers soon after emissions testing is complete."
       
       
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