We still don’t have any official performance figures about the upcoming GM 3.0L Duramax turbo-diesel engine, RPO code LM2, though leaks from late last year have pegged the new inline-six motor at 282 horsepower and 450 pound-feet of torque in the 2019 Silverado 1500 and 2019 Sierra 1500. Besides a confirmation that the engine is not delayed despite several rumors, that’s the last we’ve heard about the new diesel mill… until now.
The first in-the-wild sighting of the 2019 Chevrolet Silverado 1500 with the Duramax Diesel engine in June 2018
Thanks to an eagle-eyed GM Authority reader who, for the time being, shall remain anonymous – we have been able to uncover new pictures of the new 3.0L Duramax. The photos represent the very first images of the new engine… but it gets better.
The images in question are from official GM documents and are actually vectors, meaning that they contain a significant level of detail. This allows us to zoom in on the front and rear isometric views and see so many more details.
Grab the vectors at your own leisure by clicking here.
- Update: General Motors decided to hit us with a DMCA takedown notice, effectively removing the file previously linked above. It was good while it lasted, folks.
Comments
I’m not sure what advantage there is to a small diesel. This one has about the same torque and much less horsepower than a 6.2 gas engine, and it costs thousands more. It might have a slight fuel economy advantage, but that is offset by the much higher price of diesel fuel. And there’s the hassle of having to fill up with DEF as well. Who is the guy who profits by buying this engine?
I agree totally although some people just like having a diesel. The only real advantage I can think of is if it has stellar economy it’ll noticeably increase your range vs. gas equivalent. Unlike a diesel HD, there’s no added capacity with these small diesels. I’d really like to drive one just to see what it’s all about but I doubt I’d ever buy one.
A diesel Silverado is mostly clamored by the HD 2500 owners that are contractors that pull a heavy trailers most of the time. A gasser under load sucks more fuel than a diesel does. DEF is pretty cheap so that is not a cost factor and it is sold everywhere including Home Depot and 7-11’s. However, there are a lot of guys starting their own businesses and for many the 2500 gets too pricey so this can fit the bill. 3.0l vs 6.2l the weight could be less or the same depending if the block is iron or aluminum. Less weight is always better. As I see it, a diesel for a everyday driver that just wants a truck for pleasure or back and forth to work, the diesel is a bit overkill.
You have to ignore peak numbers and look at where those numbers are made. Anyone that has done real work or towing with both gas and diesel trucks knows why so many people would rather have a diesel. I’ve owned both and if I’m buying a truck to tow a trailer then it will always be diesel, it’s just a better and more relaxing experience when you can go up hills large and small without the engine screaming at redline in order to maintain the speed limit.
For light work or a daily driver then gas makes more sense as the diesel would never get used the way it was meant to and you’re likely to end up with emissions issues.
Figure out the $/mile and ignore $/gal, also fuel prices vary by region. It’s not “much higher” here at $0.23/gal more for diesel. That’s 9.6% more per gallon but I get roughly 25% better fuel economy compared to the same truck with a gas engine.
The up-front cost is a common argument, but there’s more to the decision than cost vs fuel savings. Just like some people would prefer a base truck over a loaded truck, everyone has their reasons for what they buy. There are some people that will just never understand why people buy diesels because they’ve never had the chance to put one to work.
Small 2.8 diesel Duramax, but high output at low revs. My Colorado 2.8 came with a six speed auto, and 500 nm of torque. A re-map of both the engine and transmission gives it around 650 nm. By comparison, the 4.7 V8 diesel in the 79 series Toyota Land Cruiser puts out about 470 nm torque. The twin turbo version in the 200 series Landcruiser wagon delivers about 540 nm of torque. Both of the Land Cruisers have about half a tonne more weight to cart about. Like just about all of us, I am still getting my head around the fact that my dual cab Colorado LTZ auto, leaving the V8 Land Cruisers behind using between 1500 and 3000 rpm. (Depending on how much of an impression you want to make). We seem to be entering into a whole new world of engineering. Glad I bought one.
Mileage is a good part of the appeal, maybe not such a big deal when going around empty but with a load or towing the differences between diesel and gas widen. The claim is that diesels are more reliable too, as anyone who has fired up a diesel that has been left unattended for a long period of time might observe. There are other work environments in which diesel fuel is used to power a lot of other equipment and it is an advantage to have a truck use the same. The extra cost of a diesel can be somewhat recouped when reselling. In some environments it is safer to use diesel fuel than gasoline. I just hope they have a larger fuel tank as an option.
Not really much visable detail. I see lots of hoses, coolers and a flexplate. The bellhousing pattern looks like the Atlas family, not Chevy V8 since 1955, I don’t know why on Earth they would do that, plus all I want to see is the timing setup. All gears, no maintainence is the way quality diesel engines are built, GM track record with timing chains and DOHC is, well, a money maker for mechanics like me.
Holy crap modern engines have become a plumber’s worst nightmare… I thought the old AMC 258 I-6 was a warren of vacuum hoses, but it’s downright basic compared to these insane configurations.
Exactly… It’s no wonder the future is Electric. So much simpler.
So you’re a plumber?
I sincerely hope that this exciting new powertrain will be available on the 2020 Chevrolet Suburban, Tahoe and GMC Yukon/Yukon XL.
It will be available.
The leaked numbers that came out last year were 285hp and 450lbft torque.
A straight six diesel will be easier to service than a V8. The benefits to a diesel are tremendous if you drive a lot, tow a lot, or value the extra range. I always swap out the fuel tank for larger for even better range.
This is a great choice for GM and I hope they offer it as a crate motor.
I’m sure GM knows what they are doing after a hundred years or so. I’m sure they have done their research.
Ha, Ha, Ha, Ha, Ha, Ha, Ha, Ha,
You are quite correct Liam. GM Global Propulsion Systems is geared to the future, and this is becoming quite obvious if you get to see people like Banks talking about the exciting level of technology coming into the 2020 Duramax diesel motors. Exceptional torque, efficiency and reliability are now achievable. Electric cars are the rage now, and the Bolt is an example of the quality of the GM electric drive system. If you look up the military prototype Colorado Fuel Cell fully electric vehicle which has been testing for a year or two already, you will be looking at an early version of what might be the standard in electric vehicles of the future. Fuel Cells instead of batteries.
No one except GM at this point knows how this engine preforms yet, so.
I would like to know how GM settled on 3.0L.
If the Canyon/Colorado size settled on 2.8L.
You would think this 1500 would need a little more.
As far as the difference between gas and diesel, it is mostly driving preference.
Most diesels I have owned drive with ease therefore they last longer with less overall wear.
Just typically more torquey when needed. Diesel peek at 2000 rpm, gas at 4000+ rpm.
GM might be getting this torque stuff figured out FINALLY, with use of 9 and 10 speed transmissions.
However GM is NOT known for making a smooth or reliable transmission, so we will see on this.
As of 2005 I am a HD guy owning three Duramax, currently a 17 Denali, and would find it hard to go back to a 1500. However I will drive one of these 1500 3.0L if GM ever gets them to a dealer. ( At this point when it comes to what GM is going to do I don’t believe anything GM says and will wait to touch something before making any decision)
If GM is not known for reliable transmissions, why are you still driving them ?
Well the 3 Allisons have been trouble free.
The 6 speed in my 15 Canyon I had tuned by an outside tuner its better. However GM knew they screwed up here because in late 16 it is an 8 speed only.
Same thing with out 14 ATS, cant figure out how to shift, and again GM knew they screwed up because the late 16 also had 8 speed.
You know Paul you might have a slight point if not for the FACT of if you research anywhere in GM 8 speed truck transmission troubles there are thousands of people that have trouble and GM has done nothing for them.
Why do you think RAM is outselling the Silverado four months in a row now.
I am a GM guy. Until they are totally broke and don’t return I will be buying them. Or if VW makes a HD truck then sorry I will be an Audi, VW guy instead of a Cadillac, GMC guy. That is what a loyal customer does.
It does not mean you don’t call them out when they make junk and have ZERO CUSTOMER SUPPORT.
There have been MANY people who GM has screwed over and continue to buy GM. READ, just on this site.
And if everyone who had trouble with a GM transmission in a truck quit buying them GM would not sell very many trucks. For sure would not be number two., and might not be number two very much longer anyway if they don’t do anything to stop the RAM bleed.
GM CUSTOMER SERVICE would fix this overnight if anyone at GM even cared anymore. GM keeps track of all the cases people have opened that have had troubles with their new junk.
lifelongGMowner, the 8-speed is only used with the gas Canyon/Colorado trucks, the 2.8 Duramax trucks still use the same 6-speed as in 2016.
Yeah that’s OK do to the fact that the 2.8TD has WAY WAY WAY more torque at 2000RPM.
The 3.6 at 2000 RPM or less has hardly any torque.
But it sounds like both had shifting issues – torque converter issues.
NOT almost bullet proof like the Allison.
And again people will say that they had trouble with the Allison. And I believe them do to the FACT nothing mechanical is totally free of trouble.
However you don’t have to read very much or research very far to relies that GM has a whole lot of unhappy transmission owners.
No more unhappy transmission owners than Ford or Ram. Ford’s 10-speed has been a mess. The ZF 8-speed Ram uses was modified for 2019 and created several issues that have a lot of people upset. Previously the ZF 8-speed in the Ram 1500 had a lot of torque converter issues the first few years. Even Toyota, the mythical quality leader, had a lot of issues with the AB60 in the Tundra. The 2016+ Tacoma’s 6-speed automatic has had constant problems including delayed engagement and flared shifts.
Anytime changes are made, new issues are created. Doesn’t matter who is in charge of designing and building an automatic transmission. GM’s 8-speed was hit with a double whammy: new transmission and new transmission fluid (Dexron HP). Both had issues that made identifying a root cause much more complicated.
Yep, Agreed !
HOW it is – was handled by the COMPANY is the trouble.
Because GM has ZERO CUSTOMER SUPPORT even if the other brands have trouble, and I agree they do. Its HOW its handled, HOW your treated, respected as an owner, communicated with.
If the average general public doesn’t want to know how or why there new vehicle is doing this or that, fine.
But when it cuts into there time with it or money spent, everyone cares.
Its HOW GM handles the CUSTOMER that’s the trouble and nothing against the tech, but the tech at GM never talks to the customer.
You take your X dollar truck in because it doesn’t shift or whatever, you talk to an advisor who knows nothing. So what do you do ? You call GM and talk to a rep who knows nothing and wants to direct you back to the advisor who knew nothing in the first place.
I am a GM person, ALWAYS buy GM. I have never been on a site writing or looking for help do to the FACT GM had been there. If I had a question, weather big or small I called my dealer, grew up with the techs, salesmen, parts man, owners son. I called, people were friendly, didn’t help because they were told to, helped because they wanted to help. Now NOBODY wants to help, and if you find someone who does they don’t know how.
GM,s routing CUSTOMERS back to the same person who did not know anything in the first place IS the trouble. Nobody knows anything but there is a whole lot of TALKING and NOTHING getting resolved.
First the average person does NOT want to have the trouble !
Second the average person just wants it taken care of !
Third when the average person does NOT get it taken care of THIS is the EXACT time they call GM for HELP.
Being routed back to the EXACT people who could not help in the first place does NOT HELP.
NOBODY would be calling at all if that person could help, because it would be fixed.
So I agree ALL brands have went up and down in quality and reliability over the years.
Its HOW it is handled by the COMPANY that is the trouble here.
I read someone said maybe GM should offer a 10 year warranty on new first or second year runs, just to give some people reassurance who have been burned with paying for GM’s mistakes.
Good idea !!
Seems like GM can get the troubles under control in around the third year. But then can’t figure out why that vehicle’s sales are slumping. Then redesign it and start all over with the same first year and second year woes.
Just opinion here but I have been on the back and forth run around with GM on all three of our last GM, first and second year run vehicles, and that is what started the online concern.
Long live GM.
“I would like to know how GM settled on 3.0L.”
I know China has displacement taxes. Maybe Europe has some, too. If the bore were much larger, it might not fit very well in a V8 engine bay. They’re going to lob off 2 cylinders for passenger cars.
It will be interesting to see if diesel combustion ruins the smoothness of a straight six.
The 6L80 was a fairly reliable transmission once the typical early issues were addressed. They make a ton of them, which gives the perception that they have a high rate of failure. In reality, when the sheer volume of 6L80’s being made, the issue rate is comparable to the rest of the industry.
TundraTech,
Its not the ton of them made that gives the perception of a high rate of failure.
Its the PEOPLE – The CUSTOMER writing and talking about HOW GM handled it – them, the CUSTOMER, PEOPLE.
Nobody would even know this trouble existed if GM simply knew how to fix it and did fix it.
It was and is the continued runaround by GM that brings there troubles to public awareness !!
IT is the SAME thing that worries the CUSTOMER about say the new GM HD 10 speed transmission.
Funny how you refer to the HD 10-speed as a GM transmission but conveniently ignore the fact that the “Allison” that GM has been using for over 15 years is a GM transmission. The guys that worked on the Allison for the HD’s in the past are the same guys that worked on the new 10-speed GM/Allison.
OK fine, I did not mean to conveniently ignore anything.
OK fine, Allison was owned by GM and was the same or is the same, blah, blah, blah.
This is what I want anyone to explain !!
If Allison has ALWAYS been a GM transmission, made by GM for GM where and why was there the need for the Allison name.
Same could be said about the Duramax, just another name for a GM purchased Isuzu diesel.
We could go on and on talking about the tech auto companies have bought instead of developing.
Like RAM which is a Fiat Chrysler Automotive product with a Cummins engine.
Ford and the Navistar.
It is the LACK of CUSTOMER support by GM that brings ALL of these troubles to the fore front.
The LACK of Public Relations or just a POOR job at it.
The reason the HD truck has a Duramax “name” and an “Allison” name is MARKETING.
Nobody trusted GM at the time they were introduced do to the FACT that the previous GM diesel and transmission were FAILURES.
If the last statement was not true WHY did GM feel they needed to purchase this tech form elsewhere.
I don’t care what any company wants to market their product under but when it comes down to CUSTOMER SUPPORT it is the decision of the COMPANY not the marketing name that will or will not pay the bill.
You will get ZERO dollars out of RAM or Duramax or Allison, O that’s right Allison is the only one of the three that is a real company, just sells royalties to GM for marketing.
I remember when you used to drive a Chevrolet truck and that was good enough.
Allison has not ALWAYS been a part of GM. Allison started out as its own company, GM bought it in the 1920s and then sold it in 2007 where it has been its own company ever since, in fact it’s a publicly-traded company on the NYSE – ALSN. Allison was a division of GM, not some in-house brand like AC Delco, and as such Allison operated independently of GM when it was under GM.
Also, DMAX is a joint venture between GM and Isuzu. GM did not buy/license the Duramax engine from Isuzu, they do the design/engineering/manufacturing together under the DMAX venture. Not GM. Not Isuzu. DMAX.
The devil is in the details, sounds like there are a lot of assumptions being made instead of people doing their research.
Ford dropped their partnership with Navistar after the 6.0 and 6.4 problems. The 6.7 PSD is an in-house engine.
Hogan,
Still not the answer !
I am and was aware of all you said/wrote.
Here is where it gets tricky for me.
In the 2001 to 2002 timeframe Allison ( sure owned by GM ) I will say “did” the Allison transmission used in the GM Duramax truck.
So I would ASSUME that this was developed, designed and tested by Allison ( sure owned by GM).
Changed from five to six speeds, still under Allison (sure owned by GM).
So GM putting Duramax (60% GM,40% Isuzu) on the side and saying its a Duramax, OK. Its a GM (60% engine).
Also GM putting Allison (sure owned by GM) on the side in 2002 and saying its an Allison transmission, OK. Its a totally separate company “owned by GM”. Allison transmission.
From 2001 – 2002 up to 2007 and 2007 up to 2019 is where it gets “fuzzy” at least for me.
You got the information I would love to hear the truth from the PEOPLE involved.
NOT GM or Allison PR/Marketing people.
So is it that the “SAME GROUP” actual PEOPLE (designers, engineers, testers) quit working for Allison and now work for GM and do the exact thing they did at Allison but for GM at a GM facility ?
So the transmission that WAS developed and manufactured by Allison (sure owned by GM) in 2001 – 2002 was part of the deal in 2007 when GM sold Allison and is now a Allison designed and manufactured transmission that has been redesigned buy the same people AT Allison or redesigned by GM do to the fact that Allison no longer owns the rights to said transmission.
Merky water for me !! Got a timeline on who and how this all tool place ?
Because this is my take at this point. And my “opinion” speaking from “my” experiences.
All vehicle manufactures need transmissions. Some are developed in house some are purchased etc. ” Vehicle components” a lot of them from all over the world.
So I have had ALOT of troubles with GM automatic transmissions. I do not know exactly the history of them all any longer as the last one I personally rebuilt was a while ago.
Sure GM did have good to OK transmissions if you kept them cool.
But GM has had a TERRIBLE reputation with transmission troubles in the public. Shifting troubles, jerky, torque converter issues, the “normal operation” crap statement told to thousands of REAL PEOPLE.
In 2000 GM needed better, dropped the 6.5 Detroit/GM and the GM HydroMatic transmission.
Then went to the GM/Isuzu Duramax.
Then went with the Allison.
So I understand that the 10 speed GM/Ford is the 10 speed in the 1500 and SUVs and sedans ?
And the 10 speed in the 2020 GM HD is a “GM” owned, designed, built, tested, by GM “verson” of the “Allison” designed, built, tested, Allison transmission with the Allison name purchased for the side of the truck. ?
When did the Allison 1000 transmission truly stop coming from an Allison controlled (sure owned by GM) Facility ? 2007 when GM sold out of Allison ?
Because for me GM and its cost cutting, that’s good enough attitude is FAR different from Allison and its we need to build the best for trucks, military tanks and national security attitude !!
Help me understand it !!
I would like to know before the 2020 HD is here for purchase to weigh my options !!
I have tried GM and they have ZERO CUSTOMER SUPPORT !!
Maybe this will answer some of your questions – http://gmauthority.com/blog/2018/12/2020-silverado-hds-allison-transmission-isnt-really-an-allison/
The 10-speed HD transmission is not a modified/beefed-up version of the 10-speed transmission jointly developed between GM and Ford that is being used in non-HD GM vehicles. It’s also not built by Allison but will have the Allison name. Why? Your guess is as good as mine. Maybe Allison performed their stress/validation tests on this transmission and were willing to agree to have their name attached to it because it met their standards.
If Allison engineers defected and went to GM there is no way GM would be allowed to put the Allison name on it because of that. Allison is a copyright/trademark which GM would need to have a license for in order to use. It is murky, but you seem to be getting all wound up in different ideas and theories which is just making you more confused.
As the article I linked above states, the only way to get a true Allison transmission going forward will be to buy a medium-duty GM truck as the 10-speed that will be behind the Duramax will only be an Allison in name and not design, but Allison must have faith in it since they agreed to have their name attached to it.
Yep still no answer !
I know its not the GM/Ford 10 speed. Never said it was.
What I think is correct, until someone corrects me is, GM needed a true GOOD transmission for the new HD in 2002. So GM had Allison make a lighter duty Allison truck transmission like in the tank to put into the 2002 GM HD pickup with the all new Duramax. My 2005 HD Duramax was the five speed. Then GM realized they needed more gears ( you know constant improvement ) so GM had Allison make the same thing as the five speed to six speed, again Allison. My 2007 Classic HD LBZ had the six speed like my 2017 Denali HD has the six speed.
When GM sold out there share in Allison 2007, I assume GM kept the rights or bought the rights to that transmission and started making it elsewhere or bought the manufacturing of it from Allison.
So at this EXACT time the transmission is no longer an Allison its a GM.
That’s still OK with me as long as GM didn’t cheapen it up like GM likes to do. So the six speed is still technically an Allison transmission designed and developed by Allison.
This is where the FEAR comes into play.
Now with the 10 speed GM no longer owns Allison. So GM would have to pay “profit” to Allison to make the six speed a 10 speed and we all know how GM likes to spend where necessary.
So we have a GM designed and developed version of the Allison six speed with the Allison “trademarked” name.
No longer Allison transmission !!
The above article does not help as I was the first to comment on that also.
It seems like nobody knows and the people who do cant say.
So again trust GM !!
Every day it just gets a little harder to do !!
And with GM having ZERO CUSTOMER SUPPORT and the “normal operation” no warranty with the 8 speed in the 1500, and all the terrible shifting troubles of the past that GM did not address for a lot of Real People, this is troublesome.
To me.
The other advantage, and a part of the upgrade cost, is a TURBO. Will perform much better at high altitude and can usually be tuned for more gains than naturally aspirated.
I’ve been driving a LBZ Duramax for years and appreciate the where the power is low in RPM band, reliability and fuel economy empty or towing.
I’m also in Fairbanks, AK and modern emissions with DEF is problematic in arctic conditions. DEF tanks don’t keep fluid solid at – 30F. That’s the big drawback for me on moving up to a newer diesel, but the 299 million people in the lower 48 don’t have to worry about that!
Yep that LBZ, you should just keep it forever.
I traded my LBZ on my 17 Denali, and its one of the biggest mistakes in my 38 year GM history. If I could have driven this 17 Denali for 3 months before the trade I would have never done it.
We have just heard about the new 6.6 gasoline engine and already know the official power rateing. What is takeing them so long to give official numbers for the 3.0 diesel?
I would guess because the 6.6 gasser is just another ( GM small block ) only larger displacement and GM has years of information on those engines. The Duramax or GM diesel is NEW to GM and GM itself has a terrible time with new engines.
Lets not forget the Duramax is an ISUZU, after all the failures of GM with the 5.7, 6.2, and 6.5 GM diesels.
O I forgot GM also had d V6 diesel in an Oldsmobile for a while.
Nobody could ever usurp Ford as the king of disastrous new engines. Every single time they design a new engine or modify an establish engine, it’s always an absolute disaster. Look no further than the 3rd gen 5.0. It seems like half of all 2018+ Coyotes have the worst case of piston slap that I’ve ever heard. Yet they did nothing about the issues with lash adjuster failures. The 5.2 Voodoo is a vibrating, oil drinking, rod throwing mess.
The duramax is not an Isuzu. It was a joint venture that has been dissolved. Isuzu made absolute junk. GM casts all big parts for the big duramax to include heads and blocks.
Freddy,
Sure joint venture, Isuzu technology, GM cash. The Isuzu diesels were leaps and bounds ahead of any GM diesel junk in the late 90s when this took place. The Duramax IS an Isuzu developed engine, made for GM with GM cash. It was then mated with the Allison transmission, developed by Allison, for GM with GM cash. The GM HD truck was almost nonexistent before GM was finally let to spend money on these ventures.
Its the GM that went bankrupt, buy tech because you have zero people who can do it and the bean counters won’t let you spend on developing it.
Cadillac is in the same boat currently with GM. Waiting for EV tech but can’t buy it and can not spend the bean counters money.
Sadly they did not revive the AWESOME 4.5 V8 Duramax that was killed off during the bankruptcy. That platform would have been an awesome for both the 1/2 ton and an option on the 3/4. Very much along the lines of the 5.0 Cummins V8 in the Titan.
My guess is that both Duramax and RAM have competing 3.0L V6 diesels coming to market this year, each trying to have the better performance numbers. Why give your performance numbers now when your competitor might be able to tweak their numbers and beat you?
The GM 3.0 is an inline 6, not a V6, which should provide good torque at lower RPMs than the V6 but won’t wind out as much as a V6. So they’ll have nearly the same displacement but will likely provide different driving/towing experiences. I’m excited to see how the new GM 3.0 diesel performs, I’ve always preferred the inline 6 for torque over V6/V8 engines. The Jeep I6 was great on trails due to the torque, the I6 diesels tend to be a bit beefier and simpler as well. Hopefully this new 3.0 will be a hit as well.
Yep, should have just left “V6” out of it and kept it as “3.0L diesels”. Thanks for the clarification.
The longer crank of the I6 probably retains momentum a bit better than the shorter V6. I6 usually has much less vibration.
It worries me how small the displacement is, 3.0 liters is just so tiny. Would there be any problems with having designed it as a 4.0 or 4.5, or at least a 3.5?
Diesel size has always been the problem, always too big and too expensive. This 3.0l is to fill the light, mid size truck markets and maybe large SUV’s. Most of the world favores diesel and it could be used for the S America markets.
Why does it need to be so small? In the HD trucks for example the Duramax is the same size as the gasser, and the Colorado/Canyon’s diesel is only .2 liters smaller than this engine.
you need to compare premium unleaded fuel price to diesel price… not the 87 octane…
That is indeed an apples and oranges comparison. Diesel has always been compared to the price of 87 octane regular gas, not premium.
In most cases pickup truck only require 87 octane so a comparison of diesel prices to the 87 octane would be apporate. In my state Diesel .prices are still higher than the Preminum gas prices.
There is different cetane ratings available in other parts of the world but NA gets the lowest rating of 40. In reality most companies offer slightly higher than the minimum. I wish we could get 50-55 cetane ULSD here. I’d pay the price for it.
40 is the minimum cetane rating allowed at the pump here in the US, it is not the actual cetane rating. The cetane sticker doesn’t work like the octane sticker for gasoline where it’s listing what the rating is. Take a closer look and you’ll see that it says “minimum cetane rating.” Some states have higher minimums, for example California has specified that the minimum cetane number is 53.
Some stations provide “premium diesel” which usually have higher cetane numbers and other additives, but I’ve been unable to find any locally.
I don’t have to take a closer look at the sticker because like my previous post says “In reality most companies offer slightly higher than the minimum”
I occasionally send an email asking what the cetane rating is from various companies and the best I’ve found in my area is Shell V-power ULSD. They indicated a cetane rating of about 45-ish. Most companies reply back with 40 to 43. If I could get 53 cetane diesel I would pay the premium over “40”.
In the auto industry, “more” always is more dollars on the sticker. More displacement, more HP, more torque, more MPG, more gears, more towing capability, more gross weight, and on and on. On the other hand, the industry is getting pressed to meet EPA emission standards and if something can be added to meet the standards it would usually get added. A turbo seems that it could help emission standards but perhaps only at high altitudes. When most of the population is near sea level, there may not be enough benefit or any at all. I just don’t know but today, all new engines should have a turbo.
Is the 3.0 Engine block made with compacted graphite?
If and when the 6.6 going with a compacted graphite block? Just about every other Diesel Engine manufacture uses compacted graphite.