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    William Maley

    California Mulls Ban On Combustion Engines

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      Come on, don't tell us you didn't see this coming

    California is considering joining France and Great Britain in banning the sale of gas and diesel-powered vehicles.

    Governor Jerry Brown has been expressing an interest in banning the sale of internal-combustion engines according to Mary Nichols, chariman of the California Air Resources Board.

    “I’ve gotten messages from the governor asking, ‘Why haven’t we done something already?’ The governor has certainly indicated an interest in why China can do this and not California,” she said to Bloomberg.

    As we reported earlier this month, China is also considering a ban on internal combustion engines.

    California has set an ambitious goal reducing carbon dioxide emissions by 80 percent from 1990 levels by 2050.

    “To reach the ambitious levels of reduction in greenhouse gas emissions, we have to pretty much replace all combustion with some form of renewable energy by 2040 or 2050. We’re looking at that as a method of moving this discussion forward,” said Nichols.

    If California was to go forward with this, it would send massive shockwaves in the automotive industry due to the size of state's auto market. Last year, more than 2 million new passenger vehicles were registered, topping countries like France and Spain. Automakers would be under new pressure on making EVs the standard.

    But that doesn't mean California will have an easy time with this. While the state has the authority of writing its own pollution rules thanks to the 1970 Clean Air Act, they cannot be enacted with getting waivers from the EPA. With the Trump administration going on record that it would challenge California on any new environmental act, the state is looking for alternative ways to get what they want.

    “We certainly wouldn’t expect to get a waiver for that from EPA. I think we would be looking at using some of our other authorities to get to that result,” said Nichols.

    Nichols did say it will be a long time before something like this is implemented.

    “There are people who believe, including who work for me, that you could stop all sales of new internal-combustion cars by 2030. Some people say 2035, some people say 2040. It’s awfully hard to predict any of that with precision, but it doesn’t appear to be out of the question.”

    Source: Bloomberg

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    They might be able to ban new car sales, but they cannot stop the of the used, or simply the use of them. 

    Many simply could not afford it, and they cannot get massive public transportation that fast either.....

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    I can see a sale of New ICE auto's ending by 2040. Existing auto's I can see being limited to collector status and limiting miles driven. Many ways to force / change the type of auto's driven and the way they are driven.

    This could also push people into the conversion big time as people change over ICE powered auto's they like to EV powertrains.

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    There is going to need to be massive investment in charging infrastructure.  Even if chargers are common enough for today's level of EV use, they aren't nearly plentiful enough for the entire state of CA to go EV. 

    I've started to contemplate having the outlet installed in my garage in the next few years.  When I get back into writing reviews in a few months time, I want to be able to take in plug-in vehicles. 

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    54 minutes ago, daves87rs said:

    They might be able to ban new car sales, but they cannot stop the of the used, or simply the use of them. 

    Many simply could not afford it, and they cannot get massive public transportation that fast either.....

    I'm assuming it is applicable to new cars, similar to the ban taking place in Great Britain. 

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    Anyway we can get California to literally join France? As in move it next door? ;)

    1 hour ago, dfelt said:

    I can see a sale of New ICE auto's ending by 2040. Existing auto's I can see being limited to collector status and limiting miles driven. Many ways to force / change the type of auto's driven and the way they are driven.

    You cannot DO this: force people who legally own an approved consumer good as vital as a vehicle to suddenly be severely limited in its use. For one, the value of these items would instantly plummet to near zero, rendering these people without a trade-in (Would be no surprise to me if CA suggests a special tax to write every ICE owner a compensatory check). The only way this passes general acceptance is to allow grandfathering / attrition... over the course of many decades. Gov't can only ban the production of NEW ICEs... just as there are no retro-active vehicular equipment laws (that I'm aware of)- even after 50 years of federal vehicle regulation.

    The 'next step' then comes to question- what about people traveling into CA? Or moving to CA? And what about semi-trucks- would they be exempt?

    Edited by balthazar

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    If CA does it, then the rest of the country will follow shortly after or auto makers will just give up on gas engines.  If California had 2 million car sales, that is 1/8th of all car sales in the USA.  That is huge.  

    They can't take away someone's gas car, but they can stop sale of new ones.  So if they want to be emission free by 2050, they need to ban sales of ICE cars around 2035 to allow 15 years for existing cars to run their life cycle.

    I think EV's will get better and better and no one is going to want a gas car anyway in 2030.

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    4 hours ago, smk4565 said:

    If CA does it, then the rest of the country will follow shortly after or auto makers will just give up on gas engines.  If California had 2 million car sales, that is 1/8th of all car sales in the USA.  That is huge.  

    They can't take away someone's gas car, but they can stop sale of new ones.  So if they want to be emission free by 2050, they need to ban sales of ICE cars around 2035 to allow 15 years for existing cars to run their life cycle.

    I think EV's will get better and better and no one is going to want a gas car anyway in 2030.

    Oh, they could-but the results would be quite bad...

    Don't get me wrong, I like EVs, but you can't drag race them....:)

     

    But who knows, maybe Apple will make EVs.......

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    4 minutes ago, daves87rs said:

    Oh, they could-but the results would be quite bad...

    Don't get me wrong, I like EVs, but you can't drag race them....:)

     

    But who knows, maybe Apple will make EVs.......

    Yes you can, the Model S just won't Motor Trend's World's greatest drag race.

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    Just now, smk4565 said:

    Yes you can, the Model S just won't Motor Trend's World's greatest drag race.

     

    More interested in the mainstream cars, not the higher end ones.....

    And I highly doubt you could abuse the model S like you could with say, A hemi.....

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    35 minutes ago, daves87rs said:

     

    More interested in the mainstream cars, not the higher end ones.....

    And I highly doubt you could abuse the model S like you could with say, A hemi.....

    Its an electric motor. (2 motors...1 in the front, 1 in the back)

    3 phase.

    Are you trying to tell us that an induction motor is less durable and less reliable and less capable of achieving high and sustained RPMs than an internal combustion engine?

    I dont feel like writing a high school essay on why an induction motor is less likely to fail in a drag race versus an internal combustion engine.

    • While heat is detrimental to both...the internal combustion engine produces a shyte load of it while the induction motor produces very little, if any...
    • There are no fluids to overheat and to spill via ruptured hoses in an induction motor...
    • There are no gears to grind as there is no transmission...just a single speed transmission in an induction motor...
    • Running high RPMs all day long 365/24/7 is kinda the electric motor's thang...

     

    And that is just for starters...

    Its OK for you people not to like EVs...please though...dont just spew whatever comes to your head to justify your views...it dont look good for you folk when others are reading your shyte!

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    PS: When HEMIs decide to self destruct, they make a huge and loud BOOM!

    Louder and bigger than any other engine in the racing world...something to be proud of actually...

     

     But... THAT is the explosive nature of an internal COMBUSTION engine....so...

    Edited by oldshurst442
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    31 minutes ago, oldshurst442 said:

    Its an electric motor. (2 motors...1 in the front, 1 in the back)

    3 phase.

    Are you trying to tell us that an induction motor is less durable and less reliable and less capable of achieving high and sustained RPMs than an internal combustion engine?

    I dont feel like writing a high school essay on why an induction motor is less likely to fail in a drag race versus an internal combustion engine.

    • While heat is detrimental to both...the internal combustion engine produces a shyte load of it while the induction motor produces very little, if any...
    • There are no fluids to overheat and to spill via ruptured hoses in an induction motor...
    • There are no gears to grind as there is no transmission...just a single speed transmission in an induction motor...
    • Running high RPMs all day long 365/24/7 is kinda the electric motor's thang...

     

    And that is just for starters...

    Its OK for you people not to like EVs...please though...dont just spew whatever comes to your head to justify your views...it dont look good for you folk when others are reading your shyte!

    Helps if you read my other posts though.....

    I happen to like EVs  (rode in a new Volt and really liked it), and I am not flat out bashing it either. I'm just not sure they are just ready for prime time abuse just yet. I sadly and personally know of someone who managed to kill a very nice 2013 Volt.....

    And while I'm sure any drag race they would be fine....driving like one stole it might for a while might be interesting...like I said-I am just not sure about the long term-yet. I have no doubt the automakers are doing their best (personally seen what goes into a Volt at D-Ham) and they are building them tough-but they haven't met the dumb half of John Q. Public yet.....

    But I know like anything else, they'll be just as tough as a Toyota Corolla given to a 16 year old....:P

    And,"you Folk"?

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    6 hours ago, daves87rs said:

    but they haven't met the dumb half of John Q. Public yet.....

    But they have...

    electric motors...(different kinds of electric motors)...are EVERYWHERE IN EVERYDAY stuff stupid John Q public uses...I dont think e-motors dont wreak havoc upon us...

    But we are talking about a 3 phase induction motor.

    A stator, a rotor, copper wire, magnets and a shaft...

    The shaft may misalign itself...but that wont be because of stupid John Q misusing it...

    There are no fluids that will be forgotten to be topped off...

    The magnetic field that is needed to be produced for an induction motor to kinda do its thang kinda happens all by itself...

    A 3 phase  motor is inherently, kinda-like...idiot proof.

     

    If "you Folk"  is all you got on me, I suggest you revisit high school electric/physics class...

     

     

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    9 hours ago, balthazar said:

    Motor Trend "World's Greatest" drag only had 12 cars in it.

    Tesla Model S 100D : 10.6
    Dodge Hellcat Demon : 9.6

    Zero percent chance they could replicate a sub 10 second pass on an air strip. 

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    7 hours ago, 67impss said:

    Smk how in the world do you get that these electric cars are emission free. They are still causing the burning of fossil fuels in over 90% of all power plants and would use 50% more than gasoline in MN.

    https://www.scientificamerican.com/article/electric-cars-are-not-necessarily-clean/ 

    Which only lends credence to the fact that states like Minnesota need to use different and cleaner forms of energy to produce said power. Arizona’s solar industry has grown every year and will continue to do so, lending a perfect match to charging up those EVs. 

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    17 hours ago, balthazar said:

    Anyway we can get California to literally join France? As in move it next door? ;)

    You cannot DO this: force people who legally own an approved consumer good as vital as a vehicle to suddenly be severely limited in its use. For one, the value of these items would instantly plummet to near zero, rendering these people without a trade-in (Would be no surprise to me if CA suggests a special tax to write every ICE owner a compensatory check). The only way this passes general acceptance is to allow grandfathering / attrition... over the course of many decades. Gov't can only ban the production of NEW ICEs... just as there are no retro-active vehicular equipment laws (that I'm aware of)- even after 50 years of federal vehicle regulation.

    The 'next step' then comes to question- what about people traveling into CA? Or moving to CA? And what about semi-trucks- would they be exempt?

    Valid Points, The west coast give big breaks to people who register their old auto's as Collectors and you are limited in how many miles a year you can drive them for all the perks  of being a collector. 6000 miles in Washington.

    Many ways for the gov to limit auto's being driven. Especially if it is not a daily driver, why not take the breaks and savings that can be had with limited driving.

    13 hours ago, daves87rs said:

    Oh, they could-but the results would be quite bad...

    Don't get me wrong, I like EVs, but you can't drag race them....:)

     

    But who knows, maybe Apple will make EVs.......

    WRONG, You need to learn young padawan!

    White Zombie is one of many that are street legal and officially Drag Race.

    Here is a video of it eating up all types of drag race cars. EV kills ICE.

     

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    13 hours ago, daves87rs said:

     

    More interested in the mainstream cars, not the higher end ones.....

    And I highly doubt you could abuse the model S like you could with say, A hemi.....

    Actually the EV is more reliable and can take the abuse better than the Hemi.

    This comes down to a less complex engine or motor able to react faster.

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    4 hours ago, oldshurst442 said:

    But they have...

    electric motors...(different kinds of electric motors)...are EVERYWHERE IN EVERYDAY stuff stupid John Q public uses...I dont think e-motors dont wreak havoc upon us...

    But we are talking about a 3 phase induction motor.

    A stator, a rotor, copper wire, magnets and a shaft...

    The shaft may misalign itself...but that wont be because of stupid John Q misusing it...

    There are no fluids that will be forgotten to be topped off...

    The magnetic field that is needed to be produced for an induction motor to kinda do its thang kinda happens all by itself...

    A 3 phase  motor is inherently, kinda-like...idiot proof.

     

    If "you Folk"  is all you got on me, I suggest you revisit high school electric/physics class...

     

     

     

    No, I was actually asked what you meant by it. And since you want to insult  me like a high schooler, no point in adding anything further.......

    I'm just pointing out ideas for debate...and if I learn something new, cool....all for it in my quest for knowledge. And you come off like I am against it- when the that's not true. I just question how ready, that's all.....

    And I know dfelt is picking on me (cause he's a good guy)- but not sure if you are...

    If you don't like my idea train-just say so....:)

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    42 minutes ago, dfelt said:

    Valid Points, The west coast give big breaks to people who register their old auto's as Collectors and you are limited in how many miles a year you can drive them for all the perks  of being a collector. 6000 miles in Washington.

    Many ways for the gov to limit auto's being driven. Especially if it is not a daily driver, why not take the breaks and savings that can be had with limited driving.

    WRONG, You need to learn young padawan!

    White Zombie is one of many that are street legal and officially Drag Race.

    Here is a video of it eating up all types of drag race cars. EV kills ICE.

     

     

    I've heard about it....but damn that's cool.....

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    38 minutes ago, ccap41 said:

    Unless they have quick chargers at drag strips that's still not a viable option. 

    For the west coast, yes, Level 3 quick chargers are now standard. The public and Professional drag races are pretty cool seeing all the various teams that are going EV.

    6 minutes ago, daves87rs said:

     

    I've heard about it....but damn that's cool.....

    Check out NEDRA, the West Coast EV Drag Racing association.

    Also check out the European EV Drag Racing, crazy cars at 500HP

    Current World fastest EV Drag Racer, VW Beetle baby with a 9.5 sec run.

     

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    @daves87rs Check it out! :metal: 

    Don Garlits is going for 200+ MPH in Pure EV Drag Racer!

    Gotta Love these new sleeker EV Dragsters! :metal:

    184 mph quarter mile in 7.258 seconds. :D 

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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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