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    William Maley

    Ford Releases Details on 2018 F-150 Diesel

      And then there were two...


    It has been almost a year since Ford announced that it would be introducing a diesel engine for the 2018 F-150. Details on the new engine were slim except that it would be a 3.0L turbodiesel V6. Ford has finally spilled more details on the new Power Stroke diesel for the F-150.

    The 3.0L turbodiesel V6 will pack 250 horsepower and 440 pound-feet of torque. This will come paired with a new 10-speed automatic transmission. Ford says the diesel will have a max payload capacity of 2,020 pounds and tow up to 11,400 pounds. Fuel economy figures are not out, but Ford expects the engine to return 30 mpg on the highway.

    As we suspected, the V6 engine in question is a version of the Lion turbodiesel V6 engine used in some Land Rover products. But Ford has made some key changes to have the engine stand up to the rigors that will be put upon it by owners.The crankshaft, rod bearings, turbocharger, and fuel injection system have been re-engineered. Ford has also swapped the electric cooling fan for a mechanical one as they found the electric one could not move enough air to keep the engine cool under extreme loads.

    2018 Ford F-150 PowerStoke Diesel 4.jpg

    Ford will begin taking orders for the F-150 diesel beginning this month with deliveries expected to take place in the Spring. Consumers can order the diesel engine on Lariat, King Ranch, or Platinum trims. Fleet buyers will be able to order the diesel on the XL and XLT trims. In terms of pricing, the diesel adds a $4,000 premium when compared to a truck equipped with the 2.7L EcoBoost.

    Source: Ford
    Press Release is on Page 2


    FIRST-EVER F-150 DIESEL OFFERS BEST-IN-CLASS TORQUE, TOWING, TARGETED EPA-EST. 30 MPG; YOU’RE WELCOME TRUCK FANS!

    • Ford F-150 is delivering another first – its all-new 3.0-liter Power Stroke® diesel engine targeted to return an EPA-estimated rating of 30 mpg highway 
    • Full-size truck customers who want strong fuel economy while towing and hauling win big; 3.0-liter Ford Power Stroke V6 diesel engine delivers best-in-class diesel towing and payload
    • Arriving this spring, F-150 with 3.0-liter Power Stroke engine provides best-in-class diesel 250 horsepower and 440 lb.-ft. of torque – and makes for a sixth engine choice for F-150 customers

    DEARBORN, Mich., Jan. 8, 2018 – Full-size diesel truck fans have reason to celebrate this year as Ford – America’s truck sales leader – delivers the first-ever F-150 Power Stroke diesel with a targeted EPA-estimated 30 mpg highway rating, a best-in-class 11,400 pounds of towing capacity and 2,020 pounds of payload capacity, plus best-in-class diesel 250 horsepower and 440 lb.-ft. of torque.

    “For every truck owner who wants strong fuel economy while they tow and haul, we offer a new 3.0-liter Power Stroke® V6 engine that dreams are made of,” said Dave Filipe, vice president global powertrain engineering. “The more you tow and the longer you haul, the more you’ll appreciate its class-leading towing and payload capacity and how efficient it is at the pump.”

    This all-new 3.0-liter Power Stroke diesel now makes for six engine choices for F-150 customers.

    F-150’s all-new Power Stroke diesel features commercial-grade design
    The highly anticipated F-150 Power Stroke diesel shares proven commercial-grade technology with F-Series Super Duty’s larger 6.7-liter Power Stroke – America’s most powerful, capable heavy-duty pickup truck ever.

    The very same Ford powertrain team behind the 6.7-liter Power Stroke for Super Duty trucks since 2011 designed and engineered this all-new 3.0-liter Power Stroke V6 diesel engine to the specific needs of North American F-150 customers who tow and haul frequently.

    Peak torque comes at just 1,750 rpm with strong torque delivery continuing throughout the rpm range, which is ideal for towing or hauling heavy loads over long distances.

    This new V6 diesel features the same compacted-graphite iron block material construction and forged-steel crank used in the 2.7-liter EcoBoost® engine for added strength and durability along with reduced weight.

    For greater responsiveness and reduced turbo lag, the Ford truck team chose a high-efficiency variable-geometry turbocharger. A common-rail fuel injection system precisely optimizes performance and fuel efficiency, while a high-pressure 29,000 pounds per square inch injection calibration enables smoother, quieter operation with reduced emissions. 

    Dual fuel filters are added for improved break-in, while a cast-aluminum oil pan and two-stage oil pump mean reduced parasitic loss and improved fuel efficiency.

    Engineered to tow under grueling conditions
    Engineering the most efficient F-150 towing machine ever is enabled by F-150’s high-strength, military-grade, aluminum-alloy body, introduced in 2015. This revolutionary construction lightened the load by 700 pounds, allowing engineers to invest in additional technologies to further improve towing and payload capability, as well as greater fuel economy, even when towing. For 2018, stronger axles coupled with the fully boxed, high-strength steel frame add further robustness.

    The Ford truck team paid particular attention to extreme driving conditions when engineering the all-new 3.0-liter Power Stroke diesel, which features a premium mechanical engine-driven fan and dual radiator shutters for improved high temperature, high-altitude performance – a key advantage versus the electric cooling fans used by competitors.

    “We know that competing diesels with electric cooling fans have to dial back on power under extreme heat and altitude, so we decided on a viscous-controlled mechanical fan that has the capacity to move much more air across the radiator and intercooler in extreme conditions,” said David Ives, Ford diesel engine technical specialist. “This gives F-150 Power Stroke owners more power and more passing capability in harsh conditions.”

    In more moderate driving and towing conditions, the F-150 engine control system backs off the fan load through a viscous coupler, closing down the two radiator shutters for improved aerodynamic efficiency and reduced parasitic engine loss.

    Calibrated specifically for the all-new 3.0-liter Power Stroke diesel’s low-end power and torque curves, a standard SelectShift® 10-speed automatic transmission maximizes shift points and gear ratios to optimize power, low-rpm torque and efficiency. This segment-exclusive transmission can non-sequentially select the right gear ratio based on need – for best-in-class performance. To help reduce fuel consumption and vehicle emissions during city driving, Auto Start-Stop also comes standard.

    In testing along the legendary Davis Dam in Arizona, F-150 equipped with the all-new 3.0-liter Power Stroke diesel engine climbed 13 miles at a 6 percent grade in temperatures in excess of 100 degrees – maintaining consistent power output throughout.

    Order now for delivery this spring
    In mid-January, Ford dealers begin taking orders for the 2018 F-150 with all-new 3.0-liter Power Stroke diesel engine. Deliveries begin this spring.

    The all-new 3.0-liter Power Stroke is available for both 4x2 and 4x4 F-150 pickups. Retail customers can choose this engine option for 2018 F-150 Lariat, King Ranch and Platinum edition SuperCrew trucks with either a 5.5-foot or 6.5-foot bed configuration, and SuperCab trucks with a 6.5-foot bed configuration.

    For fleet customers who use their truck for work, the 3.0-liter Power Stroke diesel engine will be available on all F-150 trim levels with SuperCrew 5.5-foot or 6.5-foot bed configurations and SuperCab trucks with a 6.5 foot bed.



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    Hmmm very interesting. I hope it can scoot a little quicker than the Ram's 3.0 diesel because that's pretty dang slow but I don't see it being much quicker. 

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    Very cool and Interesting, I do question their statement about changing out the electric cooling fans for a mechanical one. That makes ZERO Engineering sense to me as the electric cooling fans have proven themselves in cooling large loads of extreme heat. One has to wonder if this is a cut corner to control cost more than anything else.

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    30 mpg on a pickup will be the headline maker.  I think that is the "4 minute mile" so to speak for pickups, that whoever hits it first will get all the press.

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    6 minutes ago, smk4565 said:

    30 mpg on a pickup will be the headline maker.  I think that is the "4 minute mile" so to speak for pickups, that whoever hits it first will get all the press.

    Be interesting to see how people respond to the 30 MPG, but it is Diesel. I think existing diesel owners will not think twice about snapping up one, but I wonder what the conquest rate will end up being.

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    22 hours ago, smk4565 said:

    30 mpg on a pickup will be the headline maker.  I think that is the "4 minute mile" so to speak for pickups, that whoever hits it first will get all the press.

    Ram Ecodiesel and Colorado Duramax's already offer 30+ MPG.

    On 1/8/2018 at 10:32 AM, ccap41 said:

    Hmmm very interesting. I hope it can scoot a little quicker than the Ram's 3.0 diesel because that's pretty dang slow but I don't see it being much quicker. 

    The 19 Ram should get the Next Gen Ecodiesel coming out in the Wrangler which matches this or is even higher in power and torque (can't remember the Wrangler ratings off hand). 

    Looked it up.  In the Wrangler it makes 260/442 so the 19 Ram should make at least that much in Ecodiesel form. 

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    8 minutes ago, ccap41 said:

    Let's hope the Ram goes on a diet then. 

    No doubt similar to the Wrangler diet.  That thing shaved a few hundred pounds with a much lower weight to start with. 

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    The upgrades they made to the engine sound like they should be mandatory for the Land Rover too. It's the more expensive vehicle.....

     

    I mean da fuq, no wonder those oil sheikhs/barons in the middle east ditch their Land Rovers for Land Cruisers when their enter the deserts - the damn thing can't cool itself!

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    15 hours ago, Stew said:

    No doubt similar to the Wrangler diet.  That thing shaved a few hundred pounds with a much lower weight to start with. 

    Much lower weight compared to what? 

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    3 minutes ago, ccap41 said:

    Much lower weight compared to what? 

    Lower than the Ram, comparing the JK to the current model. 

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    12 minutes ago, Stew said:

    Lower than the Ram, comparing the JK to the current model. 

    Ohhhh Yeah, definitely lower than the Ram.

    What is the ballpark range or weight for the Wrangler? I've never looked at those. 

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    36 minutes ago, ccap41 said:

    Ohhhh Yeah, definitely lower than the Ram.

    What is the ballpark range or weight for the Wrangler? I've never looked at those. 

    I will have to look it up, seems like 4k+ for the JK

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    11 minutes ago, Stew said:

    I will have to look it up, seems like 4k+ for the JK

    This Unlimited Rubicon weighted 4600lbs and they said that's the lightest they've ever weighed one at. 

    2016 MT Unlimited Rubicon Test Review

    It seems very difficult to find a 2 door version to compare to. I'd assume a few hundred pounds less on a comparable trim. 

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    Yes, i think the 2 doors are around 4k pounds, maybe 4200.  The Unlimiteds were really heavy, but that is one negative to making them so offroad capable with standard 4WD.  All that offroad equipment adds weight.  i find it rather amazing the JL lost a good bit of weight while actually getting even stouter axles and off-road equipment. 

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    Plus the extra off road goodies on the Rubicon that isn't on lesser 4WD trims. I bet that stuff alone adds 100-150lbs on top of a standard 4WD Unlimited. 

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    I'm waiting for some real world testing before making any judgement on this. $4000 premium for the diesel, and only available to the general population with premium packages.  Why does diesel option also mean leather, heated wheel, navigation, and so on. 

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    33 minutes ago, Scout said:

    I'm waiting for some real world testing before making any judgement on this. $4000 premium for the diesel, and only available to the general population with premium packages.  Why does diesel option also mean leather, heated wheel, navigation, and so on. 

    More profit...so that $4000 premium becomes a $6-10k premium with the packages...

    Edited by Cubical-aka-Moltar

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    20 minutes ago, ccap41 said:

    Plus the extra off road goodies on the Rubicon that isn't on lesser 4WD trims. I bet that stuff alone adds 100-150lbs on top of a standard 4WD Unlimited. 

    Oh no doubt, but so worth it.  Heck, it even comes with bigger tires on the JL. 

    12 minutes ago, Scout said:

    I'm waiting for some real world testing before making any judgement on this. $4000 premium for the diesel, and only available to the general population with premium packages.  Why does diesel option also mean leather, heated wheel, navigation, and so on. 

    I hate it when they do that, I hate that you can't get the ecodiesel on the 2 door Wrangler.  I know Ram did offer the EcoD on the regular cab/long bed work truck, not sure about now though. 

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    4 minutes ago, Stew said:

    Oh no doubt, but so worth it.  Heck, it even comes with bigger tires on the JL. 

    I was actually reading a little on this and it depends. 

    From the review I read if you plan on building up your Wrangler then it's a waste to pay the premium up front because you're replacing pretty much everything you just paid for anyway. 

    Pretty neat read on it.

    http://www.fourwheeler.com/project-vehicles/154-1105-jeep-wrangler-rubicon-vs-regular-wrangler/

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    2 minutes ago, ccap41 said:

    I was actually reading a little on this and it depends. 

    From the review I read if you plan on building up your Wrangler then it's a waste to pay the premium up front because you're replacing pretty much everything you just paid for anyway. 

    Pretty neat read on it.

    http://www.fourwheeler.com/project-vehicles/154-1105-jeep-wrangler-rubicon-vs-regular-wrangler/

    The JL is a different beast altogether now.  It has 33s standard, but the Rubicon's Fenders are now setup to hold 35s without any modification which is huge or for the Wrangler as that is the most popular aftermarket tire size.  All the little things they have done that are truly functional on the JL is amazing.  Even those vents behind the front wheels are there for a reason instead of looks.  it vents air from underneath the hood so no more hood moving issues as n the JK.  

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    2 minutes ago, Cubical-aka-Moltar said:

    More profit...so that $4000 premium becomes a $6-10k premium with the packages...and they probably wouldn't want a lower trim F150 diesel cutting into  F250 diesel 'work truck' fleet sales.. 

    You may have something with the diesel 150 cutting into 250 sales. But I don't think that will be an issue. The XLT is Ford's bread and butter. Not offering the option on the most bought model will just mean they loose more sales than convert to premium sales IMO. The 250s never had anything to worry about from a tweener truck. Kinda like the Nissan Titan solved a problem no one has. The biggest thing the diesel F150 will have going is FE. But that comes with a $4000 premium on top of a luxury package premium. So the only way this makes sense is for fleet s that can get deals on lower end models. Unless one just wants diesel to say they have it. Just like some Titan owners can say my truck has a Cummins. And we've seen the take rate there. 

    • Upvote 1

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    17 minutes ago, Stew said:

    I hate it when they do that, I hate that you can't get the ecodiesel on the 2 door Wrangler.  I know Ram did offer the EcoD on the regular cab/long bed work truck, not sure about now though. 

    I agree... They all do it but I hate it. I think "old" Ford would have allowed it but this recent transition where they're trying to eliminate having 10,000 different configurations(for understandable reasons) is a big reason why. 

    5 minutes ago, Scout said:

    You may have something with the diesel 150 cutting into 250 sales. But I don't think that will be an issue.

    Did the Ram Ecodiesel cut into fleet 2500 Cummins sales? 

    I sure wouldn't think so. Anybody who's buying a Cummins for a fleet vehicle is VERY likely using it for its intended purpose and a 1500 wouldn't suffice. 

    Edited by ccap41

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    5 minutes ago, ccap41 said:

     Did the Ram Ecodiesel cut into fleet 2500 Cummins sales? 

    I sure wouldn't think so. Anybody who's buying a Cummins for a fleet vehicle is VERY likely using it for its intended purpose and a 1500 wouldn't suffice. 

    Yeah, nix that idea....I went back and re-read--they are offering it in XL and XLT trims for fleet sales.    Just not for civilians...wonder what the % of sales to civilians in those trims are out of the total? 

    Edited by Cubical-aka-Moltar
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    5 minutes ago, ccap41 said:

    I agree... They all do it but I hate it. I think "old" Ford would have allowed it but this recent transition where they're trying to eliminate having 10,000 different configurations(for understandable reasons) is a big reason why. 

    Did the Ram Ecodiesel cut into fleet 2500 Cummins sales? 

    I sure wouldn't think so. Anybody who's buying a Cummins for a fleet vehicle is VERY likely using it for its intended purpose and a 1500 wouldn't suffice. 

    Don't know, but I doubt it.  The 1/2 ton diesels don't offer the same capability as the HDs and I would say the ones paying for an HD, especially with a diesel, needs that capability. 

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      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.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       

      View full article
    • By Drew Dowdell
      GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra.  Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement.  GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. 
      Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM.  Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm.
      The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “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.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 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.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “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.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      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.
      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.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      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.
      Additional Technology Highlights
      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.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       

      View full article
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