2020 Chevy Duramax 3.0 Diesel

mich800 wrote:

Muleycrazy wrote:

FishOnOne wrote:


I would have preferred they stayed with a DPF injector.

Why ?

I believe it is to help prevent fuel washing the cylinder(s) and fuel dilution. I think absent the extra injector, the engine squirts fuel in a cylinder with the exhaust valve open to have it sent downstream. At least that was my understanding years ago when the extra injector was introduced.

Well said Bryan...

Muleycrazy wrote:

FishOnOne wrote:


I would have preferred they stayed with a DPF injector.

Why ?

I believe it is to help prevent fuel washing the cylinder(s) and fuel dilution. I think absent the extra injector, the engine squirts fuel in a cylinder with the exhaust valve open to have it sent downstream. At least that was my understanding years ago when the extra injector was introduced.

FishOnOne wrote:


I would have preferred they stayed with a DPF injector.

Why ?

ib516 wrote:

ksss wrote:

ib516 wrote:
Really good look at the technical aspects of the engine.

The oil pump drive belt is bathed in oil and requires the transmission (and transfer case if 4x4) be removed to service it 150k minimum life expectancy for the belt.

I also found it interesting that they went with a post combustion diesel injection event from the normal in cylinder injectors to regen the DPF, rather than a dedicated injector like they had on the V8 Duramax which I always thought was a smarter solution to the DPF regen process. I guess they figured out a way to stop that fuel from diluting the engine oil which used to be an issue for DPF equipped trucks.

I realize it's good for packaging, but I question the decision to have a very hot DPF right next to the engine under the hood.

CLICKY

Heavy Equipment is packaged the same way and there are no issues with heat and they don't go 70 mph.

I think construction equipment is less sealed for aero than a pickup truck front end is. With the hood closed that heat really has no where to go. Time will tell I suppose, and I'm sure it's something they have thought of and designed for.

There are many other diesels that do the same. My BMW diesel is(was) that way. It did make the temps under the hood get pretty hot during regen and would not want any intake piping near that thing. However, it was installed close to the engine in order to get the DPF/SCR temps up quicker for emissions. Just another sacrifice made in engine performance and/or reliability for our overly strict US diesel emissions.

On another note, I would expect this thing to get less fuel economy than the Ford and Ram 3.0L diesels. In order to make its higher power and meet emissions, compression ratio is low (for a diesel) at 15:1 while Ford's is 16:1 and the Ecodiesel is 16.5:1.

ib516 wrote:
Really good look at the technical aspects of the engine.

The oil pump drive belt is bathed in oil and requires the transmission (and transfer case if 4x4) be removed to service it 150k minimum life expectancy for the belt.

I also found it interesting that they went with a post combustion diesel injection event from the normal in cylinder injectors to regen the DPF, rather than a dedicated injector like they had on the V8 Duramax which I always thought was a smarter solution to the DPF regen process. I guess they figured out a way to stop that fuel from diluting the engine oil which used to be an issue for DPF equipped trucks.

I realize it's good for packaging, but I question the decision to have a very hot DPF right next to the engine under the hood.

CLICKY

I do like that the exhaust that is routed to the EGR is post DPF so it should be clean air without the soot that builds up in the EGR system.

I would have preferred they stayed with a DPF injector.

ksss wrote:

ib516 wrote:
Really good look at the technical aspects of the engine.

The oil pump drive belt is bathed in oil and requires the transmission (and transfer case if 4x4) be removed to service it 150k minimum life expectancy for the belt.

I also found it interesting that they went with a post combustion diesel injection event from the normal in cylinder injectors to regen the DPF, rather than a dedicated injector like they had on the V8 Duramax which I always thought was a smarter solution to the DPF regen process. I guess they figured out a way to stop that fuel from diluting the engine oil which used to be an issue for DPF equipped trucks.

I realize it's good for packaging, but I question the decision to have a very hot DPF right next to the engine under the hood.

CLICKY

Heavy Equipment is packaged the same way and there are no issues with heat and they don't go 70 mph.

I think construction equipment is less sealed for aero than a pickup truck front end is. With the hood closed that heat really has no where to go. Time will tell I suppose, and I'm sure it's something they have thought of and designed for.

I could see myself behind the wheel of a baby Dmax Trail Boss!

colliehauler wrote:
I wonder how many people will avoid this engine because of the low life expectancy and rubber belt at back of engine. To me a Diesel should last longer then that.

I guess we'll find out from the owners down the road on durability.

Most buyers won't know and are unaware of the intricacies and maintenance of a diesel. Owning a diesel makes them the big boy of the block.

ib516 wrote:
Really good look at the technical aspects of the engine.

The oil pump drive belt is bathed in oil and requires the transmission (and transfer case if 4x4) be removed to service it 150k minimum life expectancy for the belt.

I also found it interesting that they went with a post combustion diesel injection event from the normal in cylinder injectors to regen the DPF, rather than a dedicated injector like they had on the V8 Duramax which I always thought was a smarter solution to the DPF regen process. I guess they figured out a way to stop that fuel from diluting the engine oil which used to be an issue for DPF equipped trucks.

I realize it's good for packaging, but I question the decision to have a very hot DPF right next to the engine under the hood.

CLICKY

Heavy Equipment is packaged the same way and there are no issues with heat and they don't go 70 mph.

Really good look at the technical aspects of the engine.

The oil pump drive belt is bathed in oil and requires the transmission (and transfer case if 4x4) be removed to service it 150k minimum life expectancy for the belt.

I also found it interesting that they went with a post combustion diesel injection event from the normal in cylinder injectors to regen the DPF, rather than a dedicated injector like they had on the V8 Duramax which I always thought was a smarter solution to the DPF regen process. I guess they figured out a way to stop that fuel from diluting the engine oil which used to be an issue for DPF equipped trucks.

I realize it's good for packaging, but I question the decision to have a very hot DPF right next to the engine under the hood.

CLICKY