โJun-17-2019 04:20 PM
โJul-10-2019 05:47 PM
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.
โJul-10-2019 05:07 AM
Muleycrazy wrote:FishOnOne wrote:
I would have preferred they stayed with a DPF injector.
Why ?
โJul-10-2019 04:43 AM
FishOnOne wrote:
I would have preferred they stayed with a DPF injector.
โJul-09-2019 06:02 AM
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.
โJul-06-2019 12:53 PM
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
โJul-06-2019 11:56 AM
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.
โJul-06-2019 10:50 AM
โJul-06-2019 07:14 AM
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.
โJul-06-2019 06:52 AM
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
โJul-06-2019 04:59 AM
โJun-25-2019 04:32 AM
bobsallyh wrote:
I sure hope they went back to Isuzu for help in designing this piece like they did for the development of the original Duramax. If they didn't they will PO light truck diesel owners off again.
โJun-25-2019 04:30 AM
Ductape wrote:
150k design life. Italian design? That's for shoes and sports cars.
Should have stuck with Isuzu. They know diesels.
โJun-25-2019 04:29 AM
ib516 wrote:
I like how they praise the inline 6 design as being superior to a "V" design. I wonder what the HD division guys at GM think of that marketing strategy?
โJun-22-2019 09:35 AM