JUNK Jeep Ram 3.0 ECODIESEL Engine Teardown. Why Do These ALL Fail?
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- เผยแพร่เมื่อ 1 มี.ค. 2024
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Here's weekly dose of your catastrophic engine forensics! Every week you can find a new teardown of some abused, misused and/or poorly designed engine. Here are some of my favorites:
Toyota Prius CARNAGE • BLEW UP A PRIUS?! 2010...
Incomprehensible Honda J35 Failure • Obliterated Honda Acco...
6.7L Cummins Destruction • DEMOLISHED 6.7 Ram Cum...
The WORST Kia Engine Failure • Taking "Blown Up Engin...
Today we tear down a core 3.0L Ecodiesel from a 2014 Jeep Grand Cherokee. Unfortunately I do NOT know the mileage of this particular engine. This engine is found in the 2014-2020 Jeep Grand Cherokee and Dodge Ram 1500. There are many other vehicles this engine is offered in in the rest of the world as it is a global engine, made and designed by VM Motori. Of every engine I've torn down on this channel, the 3.0 eco diesel is one of the most complex and tightly packaged engines ever. It did come apart pretty easy but it looks like almost every major service is an engine out, or cab off procedure. It seems the failure of this engine is "what happens" to many of these engines. I've always only seen bottom end trouble with them and have even heard they are not rebuildable due to lack of available bearings and crankshafts. So why do they fail? and seemingly prematurely? Is it maintenance or lack there of? Design? component quality?
Why am I doing this? My name is Eric and I own and run a full service auto salvage business called Importapart. Part of our model includes dismantling blown and bad engines to salvage the good parts to resell. We do not rebuild engines, merely supply parts to those who do.
I really hope you enjoyed this teardown, as always I love all of the comments, feedback and even the criticism. Catch you on the next one!
-Eric - ยานยนต์และพาหนะ
The ecodiesel is very environmentally friendly because it stops emitting any CO2 at all after a few years. It also incentivises use of public transport or bicycles. Truly an incredible design.
I lol'd. Current state of the auto industry is a complete dumpster fire
🤣
Uh it is not physically or chemically possible to use a petroleum based fuel source and not produce CO2 that is the chemical equation for the reaction : (petroleum fuel molecule) + O2 => CO2 + H2O the amounts of each molecule differ depending on what fuel is used. So you CAN’T not produce CO2. So unless they have some sort of scrubber to not allow for the CO2 to come out tailpipe ( highly doubt that the cost of the vehicle would be double to triple) then what the F;):)k are you talking about?
@@charlesbell4530You didn't pick up on the sarcasm?
@@melrobinson6919Right over his head. 😂
Chrysler tech here. I cannot express enough how I very much hate, and I do mean hate these engines! I really wish they would stop making them.
A good friend of mine was floating getting a Ram with one of these a few years back. I quickly convinced him to stop thinking about it.
RAM/Dodge is no longer selling vehicles with this engine. 2022 was the last year
They DID- discontinued in all FCA vehicles (USA).
As a diesel tech, I couldn't agree more. Absolute garbage
I can't remember what it is, but I seem to remember something about how the bottom end is built cause catastrophic failure of multiple bearing spinning and one or more rods exiting the block
I'm sad to say I remember a time where 100k on a diesel was the break-in. Nowadays it's the breakout.
It's because the manufacturers chose the cheapest most destructive way to adhere to emission regulations. There's proof that dimpled pistons lower emissions and increase horsepower while increasing fuel economy by burning more of the diesel that is injected however this was discovered by an independent company. Why wasn't it discovered by one of the major manufacturers? One is since the corporate tax was lowered companies no longer have an incentive to spend money on R&D and use that as a write off. Two companies don't have an incentive to make their products last longer. The sooner a vehicle breaks down the sooner they can sell part to fix it and can charge you for the repairs, which is where most dealers actually make their money. Three this country was setup with a lack of public transportation, on purpose car companies lobbied congress back in the 20's to stop mass public transit systems, therefore we are stuck with needing a car if you want a job. So in the end the car manufacturers have a captive market which has no choice but to buy their products regardless of price all thanks to greed eliminating public transit.
I got over 700k miles on a 1980 Mercedes 240D . It was using a qt every 500 miles or so, and was really hard to start during the winter (even using the block heater). But it was still doing the job. Only thing that was every done to the engine besides oil changes, was valve adjustments every 50k, one timing chain replacement,one water pump, 2 vacuum pumps. The fuel pump and injectors were original (I always added 2 stroke oil or transmission fluid, or filtered used motor oil plus PowerService Diesel Kleen o the fuel at each fill up)
@The_Lincoln_Penny how much oil you put in the fuel? I put two gallons every time, wondering if it's too much.
@@The_Lincoln_Penny Yep. That OM616 and OM617 were some of the most reliable engines ever made. It's a shame you can't buy a new car with one of them in it. Thanks EPA.....
@@chrisroberts5099 I only used about 2 qts per tank when using motor oil. I tried using lager quantities per tank but I noticed a slight loss of power in my 240D . With the 240D having just 77hp , a loss of a couple of horses is noticeable. I never noticed the power loss in my 300D and 300SD (both were turbocharged) but I still stuck with 2qts max. The injector pump needs just enough oil to make up for the lack lubricity caused by ultra low sulfur fuel.
This engine ran reliably in Europe for a decade. It was destined for the European Cadillac SUV offering. That changed when Fiat bought many companies in its acquisition of Dodge/Ram. The Ecodiesel's downfall is attributed to US emissions on an engine that wasn't designed for them. I bought a 2015 Ram Ecodiesel brand new and used it as a work truck. There were several recalls and exhaust regen issues all due to the immissions. The truck drove like a car, even while pulling a trailer. It was really fun to drive. I did my research, and I knew the issues with the engine and purchased a factory extended warranty. I was getting 20mpg's pulling a light trailer. At 60k mile's, I started to hear a low end knock. I know what a main bearing failure sounds like. I took it to the dealer and had them check it out. They dropped the oil pan and found metal shavings.
The dealer ordered me a replacement engine from Ram. This is a cab off repair, and at the end of six weeks, I had my truck back. The bill coveted by warranty was 26k, which included a rental truck the entire six weeks.
I put another 50k on the truck and traded it in for a Ram 2500 with a Cummins in it. Lol...
Im a power train enginer from ram. were not that dumb we tald our higher upps about all the problems we had they didn't believe us and we were shocked when it actually made it in to production... But I just work here man idk we told them🤦♂
You are correct and it's the same for any newer US engine with new emission standards to support a lot of DEF. Solution is always to remove the emissions hardware and software. Many do it in US states that no longer do vehicle inspections for registration. They all run better without it reliably
@stlswagger
I was researching doing that, but was waiting for my warranty to expire. The biggest thing I found was a need to do the work myself. In 2022, several shops in my area were fined out of business for doing this type of work. This made reprogramming the computer an issue for someone doing their own work. At the time, the only option was to remove the computer and send it to a company to reprogram. This wasn't an option because I needed the truck for work.
I've got a 3500 Ram and it was put on a weight loss program. Works like a diesel should. No problems either.
I am always blown away by how complex the emissions controls are on diesels, it's just completely insane.
and that is a big reason why they are not as reliable now as the pre-emissions diesels. Except the 6.0/6.4!
My '04 LB7 Duramax has no emissions controls whatsoever. The engine also has 520,000 plus miles on it.
Blame the "rolling coal" crowd ...
Thank your EPA that for a less than 2 percent overall reduction in CO2 and other emissions destroyed the reliability of this engine style.
@@williamjones4483 Diesel bros, so proud of creating widespread health problems!
24 minutes to get to the valve covers. Gotta be a record!
My dad had a 2016 Eco Diesel, really was a great truck for him. His warranty ended last year and the last 3 months of his warranty involved the melted intake. He ended up trading it in and he’s never been more relieved lol
Doesn't seem like that great a truck if he was relieved to be rid of it.
Insane they used a plastic intake on an EGR diesel. My 2012 Passat fortunately stuck with a metal intake manifold.. but I am deleted regardless
@@davecrupel2817saying that it was great until it broke😂
I love that Adam sandlerhas a side hustle tearing down engines. So cool.
So surprised I haven't seen more "Adam Sandler Remarks."
I enjoy the running commentary but keep seeing Adam Sandler and "It's Ok."
LOL
Not even close...
I can’t imagine being a tech at a dealership and having to work on one of these. I really feel for those guys.
Yup it sucks.. there plagued with issues.. most of the time it resulted it pulling the cab.. nothing but headache engines
My local Chrysler dealership looks like a junkyard for Amazon delivery vans. If they can't competently fix those, I have no idea as to how they'd be able to work on one of these.
You are so right about this engine. This is one difficult diesel engine to work on. This is absolutely amazing.
They do not fix these engines. They just throw them away and make you buy a new one.
You're right, it sucks 😂
Today a coworker and I tore down an old 350, we knew it was blown when we found 3 holes in the oil pan, it threw four rods, and broke the crank. I was thinking about these videos the entire time. Thank you for the entertainment.
As a friend of mine once said, "You fart too hard and you're gonna blow something out". That 350 farted too hard.
When I see these videos it reminds me of back in 1981 when my friend and I tore down his 360 out of an old Hornet-X. I remember the pushrods looking like Candy Canes!
He was racing a '67 Fairlane GTA, he side-stepped the clutch in the AMC @ 6500 rpms, we had the Fairlane GTA through 1st and most of 2nd gear, then "BOOM", the GTA roared past us and we coasted to a stop in total silence!
This V6 Diesel has to be one of the worst engines to work on, no matter what kind of vehicle it's in.
That sounds like donation material to Eric and the channel 😅
Speaking as a mechanic from the seventies, I don't know how you guys cope with this stuff today.
Not well. There is a mechanic shortage.
Another mechanic from the 70s here. Who would want to work on this pos ? Nothing about it looks or seems easy to work on. So much to go wrong .
@@user-ed1gy1vr5x Agree
@@swamp-yankeewell depends on where you are located.
the more failure points the more gravy for dealerships. That said mechanics never get paid enough thanks to greedy dealership owners.
This is nearly exactly what happened to mine. Have a 2014 Jeep GC summit with ecodiesel- very well maintained with oil changed every ~6k miles. First time I had an issue was at ~70k miles, the engine started making a noise like an exhaust leak and had zero power. It was tough to keep the engine running at idle.
Chrysler said that a piece of carbon had fallen off of the intake manifold and gotten stuck in the valve causing it to stick open and get mangled by the piston - exactly what you showed. They only replaced one cylinder head at that time- didn't touch the piston and claimed it was fine; repair was covered under third party warranty bought through Chrysler.
The car made it about another 5k miles when the engine started making a horrible screeching/rattling noise and eventually cut out completely. Towed into Chrysler and it was exactly as you found here with a slipped crankshaft bearing and mangled connecting rod. (although the rod cap wasn't wedged in the block!). The determination this time was that another big flake of carbon had fallen off out of the intake manifold and into the valves causing the same as you found; piston smashes valves and ruins the connecting rod/crank. Ended up getting a brand new engine under the same warranty (best decision I ever made!)
I think the moral of the story is that these engines would have probably been fine if the EGR was removed; the amount of crap that is put back into the intake with that system should be criminal and ultimately just dirties and destroys an engine that is otherwise in perfect shape.
I remember when someone with this engine on a ram called it "tried and true italian deasel" my eyes went so wide
He wasn't wrong in a way, but maybe not about these particular engines. In the 90's-early 2000's when I was still living in Europe I've owned 3 VM Motori turbodiesel Alfas, 2x 2.0 liters and 1x 2.5L. These were indirect-injected, pushrod, timing-geared (no timing belt or chain) engines, before diesel emissions were a thing (I think one of them might've had a cat, but nothing more). They were beyond reliable, one of them had almost 400k when I sold the engine out of a rusty car, so yes, VM Motori CAN make a reliable diesel engine, but this V6 definitely ain't one.
“Deasel”? Seriously lmao
But this could be his experience. While i have heard of these engines blowing the people i know wi5h them consider them to be not only brilliant engined, but brilliant cars( Grand Cherokee). I had one but bailed out while it was going well some with over 400000ks
@@raoulrr True. Those engines of VM were bullitproof.
Most stuff from Italy IS junk
Emissions controls destroyed the legendary durability and reliability of diesels.
Goes to show how nasty diesel engines are in the first place when you have to do all this to be meeting the standard.
@@scott8919 Next Up: Ignoring emissions standards because those John Deer fellers caught on already.
@@scott8919 Ok, Karen
@@OffTheBeatenPath_How is he a Karen? He not wrong, it’s true that diesel engines produce a lot of nasty pollutants into the air and why they have so much complex emissions control devices.
Diesel engine is nearly 50% efficient. Gasoline engine is 15% efficient.
I lived off these vehicles for a while as an FCA tech. I did 13 engines within a year and a half of the release, most with blown rod, or main bearings. Did countless EGR coolers, until the recall. Also was one of the first techs to run into the magnets falling off the tone wheel ( mounted to the rear of the crank behind the flexplate). They would crank, build fuel pressure but wouldn't fire, they'd also show RPM, had to put a labscope on the crank signal to see that the signal would completely disappear.
Ah the damn tone wheel for crank sensor - what a great idea. Tranny out for a 20 min job. I would hang the designers of this engine for stupidity behind their design choices.
Well, WHERE was it getting the signal to show RPM'S then??
Thanks for doing another one of these. I've had a 2nd gen one from 2016 which has a reputation for being a mechanical nightmare. I was "taken" by my local dealership for $5800 dollars because they claimed I had a completely contaminated fuel system and a 100% clogged fuel filter housing that caused it. They originally quoted me $15k for the repair, and my warranty repair was denied because they said the filter situation was "negligence." I literally owned the truck 10 weeks and was still on the shakedown of ownership with it. I brought it into them specifically telling them "I can't hear the fuel pump priming from the tank, start there." The day I picked it up after 3 months of back-and-forth with them, they replaced the lift pump, the filter housing, the high pressure pump and the fuse panel under the hood which is notorious for fuel pump relay failure, and a battery for the previously mentioned $5800. The truck still wouldn't start and I had it towed out of there fuming. Fast forward 13 months, a couple complaints to FCA in Detroit, the BBB, my local news channels, and just asking fellow forum people - my neighbor who works on diesels and heavy equipment for over 40 years had my Ram running in 30 minutes. Turns out the problem the entire time was *one* broken wire from the now new fuse panel (TIPM) to the fuel pump. $7 dollars worth of wire. These engines when they work are pretty amazing but like all emissions diesels - the EPA compromised their longevity and reliability - and ultimately the reputations of the designers and manufacturers by forcing gas-engine technology on an engine never intended to eat it's own s**t back down the intake. Since I live in a diesel-emissions exempt state and farm county, a delete was my first thought, but ultimately I went with an aftermarket tune that simply shut off all the parts that kill these engines. Additionally I added an oil catch-can on the PCV side of the system as well just as a precaution. I turned 110k miles yesterday and it's been solid ever since, though I hope I stopped the carnage before it became your next teardown video. :D
I think someone was wheeling with this one at an angle and starved the lower end for oil not a dry sump or no baffles in there
Sean, you’re a fan of this channel too, bro! Right on!
@@travisp11 If I lived near there, I'd work for that guy in a heartbeat.
Who did they have working on your car if they couldn't diagnose the problem?
@@android584 This was a legit Dodge dealer .. and their tech was literally just out of UTI. I was a dealer mechanic for years, and I could see the ineptitude on his face when I came to pick it up and it wouldn't start.
As a depressed person u look forward to your videos every week. Thank you
I feel for you. I'm there but it's not like it used to be when I was using. Definitely don't miss those years.
Keep your head up. It always gets better, even when it feels like it can't. 🙂
Be Encourage that you will overcome this!!
Focus on the straight line
I wish you strength and please know that tomorrow will be the first day of the rest of your life.
This engine went to 0 rpm at ludicrous speed.
the rod cap was literally dark helmet after crashing into the control panel
LOL!!!!!!!! GREAT REFERENCE
'why do these always fail?' Duh! You try going through your entire life being forced to eat your own excrement ! and see how successful you are.
I just spit my beer when you called the oil pump "the bearing pump". Always entertaining.
Yes a person might just think Eric accidentally said the wrong term until you think a bit about the situation.
Well in truth I guess that's what it is. A slip of the tongue speaks the truth!!
Engineers never have a clear answer towards "Lifetime"
Same schooling as politicians apparently.
Because it’s not the engineers it’s the accountants and the marketing people who say that lifetime BS
Lifetime of the warranty
For FCA a lifetime is 80-100k miles
Lifetime of vehicle is defined by the EPA, UAW, and UAIC. 3 years or 36 months for all vehicles below 3/4 ton trucks. 50k for everything else. Has been this way since 2003.
Would really love to see a 3rd Gen 3.0 Eco diesel teardown.. One of the big selling points of the 3rd Gen was it was supposed to have 80% different new parts to improve the problems the 2nd gen had. I hope you can find one so we can see any differences!
80% new junk perhaps. I’m curious too. A friend of mine recently bought one of these after his first year 6.7 dodge was a continuous nightmare. He’s just a glutton for punishment I guess.
I had a 2019 grand cherokee , 75000 km and the crank shaft bearing has gone ! Precise official dealers maintenance but nothing 20000€ was the budget for repair from jeep official , the car has been disassembled and sold in pieces ! Totally unacceptable situation
@@swamp-yankee lol "a friend..." liar
There is NO improving ANYTHING until they are allowed to take the tailpipe back out of the intake. There's NOTHING that "new parts" are going fix when the engine is forced to breathe 25% of it's incoming air from out of the exhaust pipe. It's the bullshit emissions systems that are KILLING diesel engines, and WILL CONTINUE to do so until they are removed. Period.
Those emissions controls are saving the environment with all of the cars they cause to be thrown away.
It's all part of the plan.
Dislodged - Def. The act of being banned from your local Elks Lodge for to many dad jokes.
I always thought it meant that you were DIssed so hard, that it stuck inside your mind forever.
So I did a water pump and serpentine belt on one back in November. Water pump was leaking and the belt was shredded. Little did I know the thrust bearing was worn out and installing a new belt would cause the crank to fall a bit and wallar out the rear main seal and cause a severe oil leak.
I've told my advisor I refuse to work on these engines when they come in on trade. The water pump, with labor is over $2500.
Huh?? The thrust bearing controls FORE and AFT movement of the crank. NOT up and down movement, and would NOT "wallar out the rear main seal".
And even if it DID, a serpentine belt would NOT EVER hold a crankshaft up, and keep it from "wallaring" a front OR rear main seal out. NO way, NO how.... 😒
DON'T make bullshit up, because someone smarter than you will ALWAYS call you out on it.
Edit: Also, if you told your "advisor" that you "refuse" to work on certain vehicles, you'd be FIRED on the SPOT. 💯%
If I was your adviser, I'd have walked you OUT the door just for that bullshit story that you just told. If you think that COULD actually happen, I wouldn't want you TOUCHING ANY vehicle that came into my shop.
I have been garage DIY wrenching for most of my 70 years. I have rounded off many, but never broken a single socket, (even those from Pennsylvania)! And you did it more than once!
Kudos to you!
One more item off my bucket list.
You must live in one of those fair weather states or just pick and choose your battles, I have broke all brands of sockets in the last 25 or so years. But to be clear he didn't break sockets,he was using a ½ to ⅜ adapters and that's what failed.
My sockets date back to the lae 60's Thorsen never broke one .
It's really common to break adapter reducers.
@@quicksilver8180 I have busted a number of 3/8 tool to 1/2 socket adaptors when i used them with my little 3/8 DeWalt 20volt impact driver. So far the Husky adaptors i got to replace the DeWalt adaptors have worked nicely.
I do recall breaking the entire end off a 3/8 ratchet tool once without even using a cheater pipe...
Well, than you haven't tried hard enough....
I find the sound of the wrenches, cracking of bolts and sounds of the power impact soothing. Not sure why, but it’s relaxing to hear.
This engine is what convinced me to leave the dealership and go into automotive testing. Best decision I ever made, and I've never looked back.
What a packaging nightmare!
I'm on my second 2014 Jeep Grand Cherokee. 3.0 Ecodiesel... it's running just fine... I clobbered a deer with the first one at 180,000 miles...had zero Ecodiesel issues.... my #2 Grand Cherokee also has zero issues....I just keep the oil changes up to date...no extended intervals... Shell Rotella T6 5W -40 and don't use it as a heavy tow vehicle...and no tuners...all stock.
What's stock drain interval? Thanks for sharing.
T6 is 5w40, not 15w40
@@benzlover55well. A wee bit of research show Shell makes that in 0W-40, 5W-40, 15W-40 and 10W-30.
One lucky guy!
@@ebutuoyebutouy interesting, I've only seen the 5w40 variant.
I had a 2018 grand cherokee diesel and at 17k miles had $7000 of warranty repairs of replacing the exhaust manifold that blew. After that I purchased the Mopar extended warranty since I didn't trust the vehicle. At 37k miles the whole exhaust system blew up and was $11k in repairs that was covered under the extended warranty. After that I sold the jeep to carmax and bought a subaru
My guess (because it is fun to guess) is that the reason you didn't see much material around the upper parts of the engine was that the failure was relatively quick. Piston / bearing failure possibly loosened first and spun hard making a lot of heat, which contributed to the crank bearing failure, and the rod cap released and probably wedged really quickly, within a couple of rotations. That is why there isn't that much in the way to flailing damage and why there wasn't that much scrap metal and forbidden glitter anywhere except in the pan.
I so look forward to your teardown/autotopsy videos. They remind me of my younger days. It's really refreshing to see a genuine person doing genuine things that he genuinely enjoys. Keep it up 👍
Well said!
i love the little skits you do with your coworkers
I completely lost it when the guy in the crapper got hit with flying parts! Off the graph!😆
I was really impressed the way your office was laid out. It was so clean, you could get a lot of work done. You should keep the fridge and microwave in there too and serve lunch.
“A fine city in Pennsylvania”
….A socket from Pittsburgh 🤣🤣🤣🤣
Made from the finest Chinesium
I have owned a 2016 jeep grand Cherokee with the 3 L ecodiesel since new. Currently have 96,000 miles on the vehicle. It has gone through some re-flashes and some other fuel system warranty items but overall the vehicle has been very reliable. I do all of my own maintenance including Amsoil synthetic and fuel filter changes every time the oil gets done. An unfortunate dealer (corporate) experience was two out of the three bolts that connect the catalytic converter to the downpipe had sheared off and they would not fix them under warranty. Five hours later underneath the vehicle, I replaced it with OEM parts. Even though I have the extended emissions warranty through FCA, they claimed those parts were not covered. It became an argument, because I said they were part of the exhaust system, am I wrong? Are the bolts that connect the catalytic converter to the downpipe part of the braking system? Please read through the sarcasm. No more FCA products for me ever.
Part of exhaust
A difficult but very interesting teardown. Very much enjoyed it. The soot from the EGR emissions though is just scary to think that’s going back into the intake.
Imagine what it does to your lungs when you breathe it
Almost want to have some means of settling it out?
It would be nice to take the EGR flow from downstream of the DPF so it is soot free. Unfortunately that's more complicated to do, most diesels use the turbo backpressure to force the EGR gas back into the intake, if you want to take it from downstream of the DPF you need a throttle in the intake and other stuff.
LIVE from Importapart St Louis it's SATURDAY NIGHT !!!
Heeeeeeeeeeeeeeeeerrrrrrrrrrssssssssss Johnny!!!
As a long-time diesel owner (and rebuilder) the EPA regulations for diesel engines seem to be almost expressly designed to cause the economic and mechanical failure of diesel engines. They make them run too cold to be powerful or efficient AND cause engines to self-destruct at less than 1/4 life of similar older engines. If I didn't have good older diesel equipment I would be looking for gas to avoid the higher cost of ownership that now accompanies these neutered POS's
I am sure my son will keep our equipment as long as we can buy or make parts
These (and any diesel) give much better service if deleted or at least flashed with an emissions intact tune that turns off EGR. Alas, the EPA put a stop to all that, because failed engines don't emit NOX or CO2 and are more environmentally friendly than running engines 😆
The conspiracy theorist in me thinks diesels are under particular government scrutiny and regulation as they are efficient and the government wants all of us to be in EVs. It is notable that when a gas powered engine has an emissions system, the driver gets a check engine light and can keep driving. If a diesel has an emissions issue, the driver gets a check engine light and the countdown to rapid disablement of the vehicle begins.
Just something that makes me go hmm...
The recirculation of the exhaust is a horrible thing to do to an engine I think if you doubled down on the oil changes it might survive longer
I have a suspicion.
You said it yourself, the top end of that engine was clean. It was immaculately clean. In a diesel engine you will never see an engine that clean in normal operation, not unless they were changing their oil every 100 miles. Diesel causes alot of soot loading in the oil, especially modern diesels with emissions. That’s why the oil turns black within a day of driving.
Only reason for the engine to be that clean inside is diesel fuel dilution in the oil. Diesel acts as a solvent which washes the engine. It also provides poor lubrication causing the damage to the bearings and piston skirts. This was likely a prolonged failure until the final seconds.
In this engines final moments, the worn main bearing spun. This immediately caused a full lack of lubrication to the corresponding rod bearing. The rod bearing was eaten away and the rod started knocking, the impact forces causing the one rod bolt to snap. The rod cap then hinged, bending and then breaking the second bolt. The rod cap fell between the block and crank where it immediately locked up the engine.
I will say though, contrary to one of your comments, this was likely an idle failure. The driver may have command started the car or started it and went inside while waiting for it to warm up. While idling that main spun, and it sat there knocking until the rod cap let go. If it would have been any appreciable rpm, it would have just flung the rod and cap out the block. The operator probably came out and the car had stopped running, wouldn’t restart. Probably towed it to a dealer that pulled the pan and saw the damage.
@@davecrupel2817 I guess my only question is why you’re asking about a question 🤣
Huh??
Not a chance this engine came apart at an idle. All the bluing evidence of heat on the crank and rods says this thing came apart at speed. It's obvious that the rod has broken because it seized to the crank and then was snapped off when the crank kept rotating.
If the rod would have seized with the engine at an idle, it would have simply stalled the engine, as it wouldn't have had enough power to snap the rod off like that.
The rod snapped at speed with some inertia behind it from the quickly rotating engine. The broken rod bolt is definitely evidence that the rod seized to the crank, and then was twisted off with much more force that what would have been if it were idling.
Sure engines can toss rods at an idle, but when it happens at that low of an engine speed, the broken rod looks way different. It doesn't seize to the crank journal and twist the rod off the big end like we see here. When it breaks at an idle, it's usually the cap cracking or the rod is broken somewhere other than being twisted off the crank... such as it being broken in the beam somewhere from a crack or stress riser that finally gave way.
I had a 500+ C.I. big block throw 2 rods at 7200 RPM's, and it did NOT punch a hole in the block, or EVEN the oil pan for that matter.
An engine does not always poke holes thru the block or pan when it chucks rods. And usually not at an idle.
@aregeebee201 The low oil pressure light in most vehicles usually only comes on when the sending unit sees about 2-3psi. Much of the damage in that engine could have occurred before the light even came on, and once it did, it could have been all over in seconds before the driver even noticed it.
When my big block chucked 2 rods, it STILL made enough oil pressure when cranking it afterwards to register 5 or so psi on my mechanical oil pressure guage. More than enough to keep an idiot light on a dash from even coming on at all.
I had one of these in a 2015 1500 RAM I deleted it when it had 28k on it because I could not keep it out of the dealership. It kept plugging up the Manifold Air Pressure sensor located at the back of the intake manifold. After it was deleted I would change the water pump, thermostat, serpentine belt and all the o-rings involved with the water pump every 90k miles. I put 385k on that engine and it was perfect. At around 250k the front end was SHOT and got completely replaced. When I got rid of it it was still getting 23-27 MPG on 33" michelin ATX's. It was a good truck. I ran Lubrimoly toptec 4200 oil with 1 qt Lucas synthetic oil stabilizer. Truck never went over 8k on an oil change.
I like your name and that you like diesels.... I was thinking about buying one of these new and getting rid of all that after treatment stuff right away
@@wapiti4680 I see you when old school Indian with you Elk obsession. Very nice. You caught me at my computer. By the time I bought my Ecodiesel I was very financially independent. If you're not flush with cash or not crazy about parting with it to fix a truck I wouldn't own ANY of the new diesels outside of the factory warranty. It could be inviting financial disaster. Be careful. They are expensive to fix. It was a great truck, but I'm not sure my results were typical.
I hope you remembered to apply for your Colorado Elk preference point if that's where you hunt.
Take care.
It’s your personality that makes this channel great! You take a boring yet informative subject and make it highly entertaining!
310,000 kms om my 2014 Ram, so they don't ALL fail. Proper maintenance is everything on these engines.
What fuel additive are you using? I just bought a 2021 EcoDiesel with 50K mikes on it. I’m going with Hot Shot Secrets both fuel additives and oil.
I only use winter diesel additive to prevent gelling, and nothing in the oil. Only Rotella T6 oil. Some good Ecodiesel forums out there with good maintenance advice.
@@bobstaff419 thanks for the reply. I decide to do some extra additive wise, since I didn’t have it from new.
When the journal diameter gets increased to create bearing surface, the surface speed between the crank and bearing increases. My 3.0 Duramax has much wider bearings since it's an inline so the journals are smaller in diameter. An Ecodiesel spinning 2k rpm has the same bearing surface speed as my 3.0 Dmax spinning at 3k.
I will always maintain the diesel in my 2018 Chevrolet Equinox with the 1.6 liter diesel engine. When the oil life monitor says 50% I immediately do an oil change. When I get the money light on I take and get the scanner on it and read the trouble codes. I had a EGR cooler in July of last year fail at 56K. Back to the dealer and I parked it for a couple weeks until I had the cooler replaced under the 80K emission warranty. The biggest thing on emission diesels is to follow the maintenance schedule by the manufacture and then half it as that would be perfect conditions and I know better that the vast majority of folks don't drive in perfect conditions and do not drive on extended freeway driving. I know a lot of my trips are shorter 10 miles or so into and back from town about 40-50% of the time and the rest are longer trips 45-80 miles one way.
I also do my best to maintain but a failure can happen but I figure that I can go another 5-10 years with this car by following the schedule that makes sense for it and that is use the recommended oils and half of the maintenance schedule the factory has.
That's called taking care of your equipment. Most people think cars and trucks that cost tens of thousands of dollars are disposable. It never ceases to blow my mind.
It would be a LOT easier to just trade the silly thing on a better car with a proper engine in it. Any gas engine will last a lot longer without needing to be "babied" nor wasting time and money over-servicing in a vain attempt to keep it running for a reasonable period.
I had the same engine in a 2018 Cruze, I traded back in a month later, the auto stop was driving me nuts , and after doing some research the forced Regen cycle sounded like a giant pain in the rear.
You're better off with a gas Equinox if you're changing the fancy oil they take that frequently. I'd prefer a car that could take Walmart Supertech 5w30 to fancy Euro oil, but maybe that's just me.
@@johncoops6897 I have done that to every vehicle I have always owned. I had a 1990 Plymouth Acclaim V6 that I bought new and drove for 398,000 miles and followed the the 3k rule on oil changes. When I finally disposed of the car I pulled the valve cover it was what any engine should look like at 50,000 miles. I never did work on the engine and I had only replaced the transmission once which can be expected.
Great video! The correct response in the bathroom is, "I'm BEHIND on my paperwork!". Now I need to look up the first video on this engine.
Imagine all the headaches trucking companies have…those engines have all of this crap installed also, even in the railroad industry they cant escape it.
No, heavy vehicles are still largely exempt for emissions, etc. That's because there is no better alternative where large outputs are required.
However, for smaller vehicles like where this engine came from, there is no logical reason why slow, inefficient, complicated and costly diesels shouldn't be required to meet the same standards as what other engine types need to meet.
@@johncoops6897 wrong the OTR industry has been dealing with this also since 2007 and it's even worse there. Imagine a 15 liter Cummins that eats it's egr cooler and turns itself into a bomb. Or a Def system that freezes up derating the engine trying to climb mountain. Oh it gets worse like regeneration fires that have killed drivers. The railroads saw the trouble that the OTR industry was having and basically stopped ordering anything new they are now rebuilding anything and everything possible to stay away from EGR which is on the current regulation. Those engines that were ordered when that egr cooler fails it tends to make a 450k pound locomotive into a flame thrower as it shatters oil and fuel everywhere on hot engine parts.
@@haroldbenton979 - yeah, but whatever. Why should diesel light vehicles be exempted from the emissions standards that other vehicles must comply with?
I am certainly not defending emissions laws, and in fact I don't believe in most of the climate crisis carp.
However, if it was a level playing field, then a diesel engine would make zero sense for passenger vehicles like this engine was installed in.
@johncoops6897 in a diesel engine unlike a car engine with EGR you end up with massive amounts of unburned carbon from the fuel. This fuel is holding a bigger problem. It's called sulphuric acid that there engines create as a byproduct of using egr. The sulphuric eats about everything and the carbon sandblasts it wearing out the valves and coolers. When they fail you get oil and coolant mixing instant massive problem.
@@haroldbenton979 - despite what the fanbois say, diesel engines are pretty much rubbish. Pointless, boring, expensive, noisy, unreliable, smelly things that are unsuitable for the pickup trucks that Americans think are the best kind of vehicle to drive to the local Wal-Mart to get the weekly shopping. 🤣
Had a 2014 JGC, just loved the power and fuel economy, 36mpg with average driving but the emission equipment was always failing, DEF injector, particulate matter filter, Cat, etc. Over the first 4 years, every time it would go into service, it would come back getting less fuel mileage to the point it was down to 20mpg on the hwy. When the check engine light would come on, we would take it in for service, pick it up in a couple of days and driving home, the engine light would come on again. Eventually the "Engine Regen" would come on every three or four days. We were in the shop so many times over 4 years that the dealership that sold us the JGC refused to do any more service on it. Chrysler's solution was to have us travel 30 miles to another dealership for service. The final straw was in 2023 when the vehicle went into limp mode when we were 50 miles from anywhere. Took us an hour and a half to get to the nearest small town. Service found that the whole top of the engine was full of carbon slag that looked like wet coffee grounds. The tech told us that Jeep had reprogrammed the engine over time to meet emissions, that it was running too cool and not burning off all the carbon as well as completely decimating out fuel mileage. A friend of mine bought a 2015 but removed ALL the emission equipment and had the computer flashed. He has never had any problems and gets almost 50 miles to the gallon. The emission control equipment on vehicles is a farce and lie put out by environmentalists. You tell me, is is better to double your fuel mileage and save 50% on emissions or have the equipment that saves 10% on emissions, lowers fuel mileage and is always breaking down?
It is a fair point but emissions are not a constant thing, depending on engine load and other variables the mix of chemicals being emitted can vary widely.
@@the1stvendettaJust as they can vary widely with emission control. You can get a constant 50+mpg average without emission equipment. I went from 36mpg to 20mpg over 4 years with it. Sounds like the environmental controls are what is most inconsistent. I thought about removing all the emission crap, researched it very heavy for quite a while but decided to just give up. Australia has the exact same JGC ecodiesel without all the emission equipment and owners there have told me they get a consistent 22km/l, which is over 50mpg. The whole environmental thing is a scam to make the vehicles cost more and to keep fuel prices up.
Jeep and Ram both reflash their ECUs all the time to try to stay in compliance without considering what telling the right equipment to perform in the wrong envelope is doing to the engine. While it probably makes it run "Cleaner", in the long run it's burning more fuel to do the same work less efficiently and emitting more than when it was new.
That mpg is impressive, I hit 50 mpg in my 2012 2.0 Diesel passat. To see that a 3 liter can pull it off is something else
@@DarkAttack14I agree. The engine is very efficient minus the emission equipment. I was getting 36 mpg around my small town with everything working against fuel economy. So 45 - 50mpg without it, especially on open road is not that far fetched. On one trip from Daytona beach to Syracuse, NY, I filled up before I left, got fuel in Roanoke, Va. Drove around Syracuse for 4 days, filled up and drove South. Filled up again in Charlotte, NC and made it all the way back to Daytona with almost a 3rd of a tank left.
The problem is taking the thing to Jiffy Lube or anywhere like that where they get it out of the service bay ASAP, and not giving enough time for the oil to make it into the pan. I believe there's a TSB about this that Fiat Chrysler released, but only a dealership would be aware of this. This is why I change my own oil, and have 170k of reliable operation, other than the EGR cooler recall which caused the truck to sit at the dealer for a month while waiting for the part!
My father's wisdom still holds true regarding Dodge, "They build a good engine, it's everything around it that falls apart!" Tony didn't change a thing!
At the beginning of the air intake stroke, the piston is seized at the top of the cylinder by the carbon deposits.
The rod end cap and bearing would have had much greater forces to pull down piston free of the carbon deposits.
As a result, the cap end bearing would have experienced a lot of excess wear/fatigue, resulting in premature bearing failure, followed by cap bolt failure. The rate of bearing deterioration is amplified by the wrong oil type.
Everything is otherwise clean, suggesting good oil change intervals. The wear to the cam bearing surfaces, suggests the wrong oil type.
Unfortunately, for MY14 FCA called for 5w-30 and by MY16 a TSB was put out calling for Rotella T6 5w-40.
From now on, I'm always bringing a safety tote to the can !
Just driving my 1997 Camry. Original engine, original transmission. Literaly no problems. 27 mpg highway, ~22mpg city.
302,700 miles. Spent 30 minutes changing the spark plugs a week before posting this comment.
Simple. Reliable. Fuel efficient enough. Has saved me, and my father who owned it before me, boatloads in repairs that other brands would need by now.
Similar story with my 1999 Honda Accord with 2.3l 4 cylinder. Love this car.
@@paulbunyon6324 Can't kill em!
Gotta love it!
Sold a 04 corolla with over 500k a couple years ago. Ran like a dream, still regret selling it
Is it diesel camry?
@@DeMonisererno
I own a 94 silverado with a 350 tbi with almost 220k miles. I think I’ll just hold on to it till it finally goes. Idk when that will be but I’m scared to own anything new.
I'm in the same boat with you. I have a '96 powerstroke. I'm terrified of buying a newer truck.
@@texasslingleadsomtingwong8751 you should be able to get well over 500k miles on that engine. No worries!
As someone whos a mechanic and due to skinny arms and dry skin ive got a hard time exerting enough force on electrical connectors ive got a few tips.
#1 push the connector in or together before depressing the tab. This works a lot better than one would think.
#2 buy a $15 pick set. Theres very few connectors i cant get apart by basically back picking the tab itself.
#3 on super stubborn ones mist with a little water or in extreme cases rubber care or ome kind of armor all type product. Remember your spraying on the outside where most connectors are designed to keep out much more water than a mist bottle can do.
On ram front and rear bumper harness i douche the outside completly clean with water before opening. Ihad to break more one and replace it before discovering this
You’re absolutely right, you should never delete one of these diesels. Because that would necessitate owning one!
🎩 hats off to Eric for keeping a lot of cars on the road with all the parts he makes available & helping people out with cheap vehicles & Keeping all the good miatas. In his collection. @ the end of the year he should be awarded an environmental. Award for. Recycling 😂😂
The CCT in the men's room gag as hilarious 😄
Jeez, what a nightmare of a harness. At this point the GM 3.0 I6 diesel looks like the best of the small diesels available, as it filters it's EGR through the DPF first. Those engines have a few niggles but apparently are quite reliable. They get great fuel economy and really are a pleasure to drive.
It is too bad that the government can't be satisfied with just a the SCR and DPF. EGR clogs up the engine, and the DEF injection system is a common failure point. All these 3 letter acronyms and the EPA will get ya 😆
EGR is still used because without it the SCR fluid consumption rate would be much higher.
This engine is NOT reliable. Whoever told you that you should not consider a friend. These engines might be one of the worst engines made in the last 2 decades.
@@hokie9910 Agree. I'm talking about the GM 3.0 inline 6. Those seem decent, the latest have steel pistons.
The EcoDiesel here originally had too thin oil specified for it, RAM later recommended Shell T6 5W40. Using the earlier fuel economy oriented oil resulted in what we see here quite often.
@@Duken4evr29 I’m not sure the GM is much better. They’ve already stopped making it. IDo Cars actually took one apart several months ago and he was questioning some of parts and why anyone would design a Diesel engine like that unless they wanted premature failure.
I had a 2014 Jeep Grand Cherokee. Loved it. One of my favorite vehicles of all times. It took me to 22 different states as traveling around the northeast territory. 78,000? Something miles engines starting shaking something awful. Broken crank shaft. Jeep paid for that replacement. Haul bill's labor and parts. Just short of $15,000. They have to remove the engine from the bottom of the vehicle so it tied up a lift for so many days to get the parts they needed to repair. So that went towards the billing too. I drove the wheel off it again until it dropped the second crank shaft around 152,000. We sold it with a blown engine. It still ran and moved. With alot of pedal lol.
I work on these motors all the time as a diesel tech. The little coolant around the egr cooler is definitely an indication of them leaking. A lot of time you'll see it as an external leak on the exhaust side (not where coolant is supposed to be). I used to do coolers a lot, but now they are under a recall. I also used to do fuel systems a lot, timing failures, front cover leaks, intake manifolds, dpfs, tons of def issues (pumps, injectors, nox sensors) and a couple motors. The thing that gets me, is these motors don't even run as good as other similar motors. The 3.0 tdi runs better, the titan xd runs better, the baby "D" uramax runs better. These also have drivetrain issues with the diff and the transmission, tons of electrical issues. They are laggy turds with lazy transmissions, and no top end. I drove a lot of diesels and these are the worst.
My friend absolutely loves his 'minimax', only recurring issue was the dpf sensor. It ended up being cheaper to delete it than replacing it twice per year.
@hydrocarbon8272 I really like the baby D too. I'd never advocate deleting trucks, but just saying about 80% of all repairs I do on trucks is emissions sensors, or emissions related ;)
You guys realize the baby duramax is literally a VM motor rebranded, lol
@smotpoker15 I'm aware it is also an Italian engine, it is different though. The 7.3 powerstroke and the 6.4 powerstroke were both made by international, yet one sucks and one is great. A lot of it is dodges antiquated electrical and shitty build quality. The worst part of a 6.7 cummins is the dodge that its bolted to.
Edit to add, the engine was designed in Italy, but it was manufactured by GM. The eco diesel was designed and manufactured by VM
In other words, these are complete GARBAGE.....
🗑 👈 - Place engine here
I find it funny you uploaded this today. I saw a white dodge eco diesel being put on a tow truck steaming.
Nobody I saw has said it, so I'll tell you exactly why this failed. This was a Monday/Friday engine. The bolts on that rod cap that self-disassembled were not properly torqued. It was close, but not correct. As a result, over many, many hot/cold cycles, and a lot of vibration, they loosened. Slowly at first, probably on one side before the other, that cap began to have too much room, letting the oil film escape. First, the lack of oil film shredded the bearing, then with that gone, and the cap ever more loose, it was losing so much oil at that journal that it starved the nearby main bearing, which is why it spun. Ultimately, the cap fully self-disassembled and jammed the engine, stopping it from additional damage. I agree, it happened quickly, which is why the oil filter was still doing its job and protected the cam journals.
I actually respect a lot of things about this engine. Gear drive oil pump, beefy block, beefy generally, and impressively compact, which allows it to fit in a lot of things that otherwise couldn't have a diesel option. The trade-off for the compactness is that it's impressively difficult to service, but I can see where a properly built and maintained example could last half of forever, if you cleaned the soot out of the intake occasionally.
5he huge majority of these engines go a very long time. Its the odd one that dont is why we sold our GC
The Torqing of engine bolts is all done by calibrated machines, not humans. So your theory doesn't work. That may have been a true statement decades ago, but not in our modern times. Engine building is very precise and quality controlled on the assembly line by fine tuned machines with precise torque, so day of the week is irrelevant.
Eric, it doesn't matter if you've torn down any engine before, it's always enjoyable to watch you do your thing with them.
Even to the casual observer the EPA regulations that are targeted specifically at diesels seem to be almost expressly designed to cause the failure of diesel engines as an alternative to gasoline-fueled ICEs in the US market. Incredible cost to implement and maintain emissions equipment that when it fails (and it will since some of it is consumable) leads to decreased performance and possible serious mechanical failure.
It's almost like the EPA doesn't want "clean diesel" to be a thing by saddling both the manufacturers and consumers with unreasonable regulations, without which the environment would be just fine, and consumers would be enjoying highly efficient vehicles running on renewable fuels.
Instead we're told that the future is giant, heavy slugs of lithium ion ground poison on wheels, with a service life of several years, at which point most owners will throw the entire vehicle away.
We are being conned by our own government as well as the vehicle manufacturers. Everyone can see that the EPA at this point has outlived its usefulness as far as vehicles are concerned. The technology has already achieved the goals of pollution reduction as much as they reasonably could have, and at this point it appears that the EPA is pushing a political agenda that really doesn't make much sense, either to the environment or the consumer.
I agree that the diesel regulations are ridiculous. But I think most people have it wrong on Evs. An electric vehicle is mechanically very simple with few parts to go wrong and is virtually maintenance free. The only issue is the battery pack, but with the proper care (following recommended recharge intervals) the Lithium Ion battery cell(s) should last at least 15 years.
These children want you out of your car! Period.
gas and diesel have to meet the same emissions in the u.s. Euro 7 which comes out next year also make european diesels meet the same emissions as gas
@@JD-yx7be That's awful. Previously they had separate standards in Europe, which was smart. So this will now be the death of European diesels as well.
Engine braking taken to a new extreme. Thank you for another great video!
The issue is that mostly second hand "owners" end up dealing with unreliable engines.
I'm watching and learning so much from your videos even as a mechanic. You do a great job of explaining and videoing the important stuff with a good sense of humor!
I would love to see a breakdown of a chevy 2.7 liter turbo from a chevy Silverado
Thanks for the Saturday night entertainment Eric. Keep the good videos coming!
I own a 2018 Ram that I bought new with one of these engines. People ask me what I think of it, and the answer is always, "I like mine, but I wouldn't recommend getting one."
On the fuel cost, I need diesel fuel to be no more than $0.70/gallon higher than gas to have better fuel cost than a Hemi powered truck. I had that for about my first year of ownership and after that it's rarely been close. Over its life this truck has cost me money on fuel.
I've had to put an EGR cooler on it but overall it's not a "bad" truck. With the insane prices of vehicles, I'm planning to hang on to it.
Thanks for the video Eric.
The Ecodiesel’s original design was for applications with none of the consumer EPA-type regulations. This is why those who have “deleted” their ecodiesels often see improved reliability.
But despite the reputation for short life, there are actually many owners with many miles and relatively little trouble.
And unsurprising, the most common issues are emissions related components (with DEF systems being the top component issue).
The other catastrophic failure is the hpfp- which is a major issue across most makers-
Bearing failures (particularly main bearings) are mostly connected to EGR and the soot then building up in the oil and crankcase. This also is an issue for the intake manifold- which literally gets blocked like an artery with heart disease. Again- emissions-related.
And finally- the infamous tone wheel failures- where the crank position sensor reads- the magnets delaminate- and there is no redesigned part…
"Owners who have deleted their ecodoesels OFTEN see improved reliability".....
No..
Owners who have deleted their ecodiesels WILL 100% see greatly improved reliabilty....
There, fixed it for you.
Dieselbros are like Saturday morning cartoon villains... "We could have ALL the money, if only we were allowed to cause widespread health problems! Those pesky, meddling EPA guys, they're worse than the FAA!"
Your EPA regulations are ridiculous in Europe se had almost 60% diesel from city cars to cabrios and people are not exactly dropping dead for it. It is just a protection for your auto industry masquerade as "safety" standard. Anyway this engine is not one of the best.
@@davelowets You obviously don't spend much time in any of the major social media groups or message boards for Ecodiesel owners. There are still significant failures with deleted Ecodiesels - overall it does significantly improve your odds of not having some of the major failures. But it does not make these engines bulletproof, nor foolproof.
Note to any relevant regulatory bodies: when he said "the torch" he wasnt talking about an open flame, he gets some of those 10x Spicy noodles like you can get at HMart and then combines a proprietary blend of locally-made hot sauces because he loves his community and believes in supporting local small businesses. Totally not an open flame, but perhaps more dangerous with those levels of capsaicin.
Your memory is insanely good. You remember what the comments yelled at you for from 3 years ago 🤯!
I bet Eric also quickly scanned his previous vid for disassembly "tricks" he needed to remember...
I almost bought one but did not. They seem to have issues spinning bearings. I now own a pre smog 12v Cummins as my hauler and am glad I don't have all those emissions.
Totally agree with your remarks about the width of the shell bearings on this engine.
I used to work in the auto service business in the 80's & 90's -- and all the Jeep Cherokees that came in ALWAYS had expensive repair/maintenance bills. Stuff that would last 4 times as long in other cars would have to be replaced or would breakdown. They were always walking out with $800-$1000 bills when just coming in for an oil change & tire rotation. The vehicles were very nice otherwise, with good performance, great utility, nice style & comfort, it was just the maintenance that would wind up really tragic. I would never buy one of their vehicles -- even the old Wranglers had more problems than you would expect.
Want to know why this guy has never down a tear down on a 3rd gen ecodiesel? Because they fixed all the problems.
A friend almost bought a Ram with this in it, good thing he kept his old Toyota. Still running after a warranty frame replacement. Many people think this is a cummins, but it aint!
If he got a frame done it’s a keeper. Just gotta keep them oiled and drill out the barely existent stamped drain holes
I'm surprised you only have 307,000 subscribers. Simple, straightforward, honest and interesting.
Again, a very interesting tear down, and again, it makes me glad that I stopped working on vehicles for a living over 40 years ago. Thanks for the video.
i have ZERO problem with this engine had run 150K on it , and friend of mine already pass 260K . Now i am on latest version of ecodiesel with 120 k for 4 years >>> ZERO ISSUES , i do oilchange by myself every 10K km
It depends. You talking km or miles. Some would say, a diesel engine is only broken in at 100k km. At 120k or 150k km a diesel shouldn't have had any problems. That's expected.
A maintained diesel engine should run at least 250k to 300k. At 400k it is a reliable engine. Of course, it depends on what your expectations from a car are and what you would call 'relieable'.
@@momowas км , iam in canada
Why everyone talking about emissions? The EPA didn't regulate a weakass bottom end!
I really enjoy the videos bro, keep building that momentum
I read a story about 3 yrs ago of a person in South Africa that had one of these Jeeps with the eco diesel. Well he had the same problem with the main bearings but was not damaged to the point that he could not re-build it. He had it all taken apart and had all of the new parts but was unable to get main bearings for the engine. Apparently there were not produced for the public and if you wanted to have the engine rebuilt you would have to buy a short block (talk about up selling) Eventually he was able to find a bearing manufacturer that would build main bearing for this engine. It was repaired and then put for sale. Talk about poor customer service
Ford we made the worst diesel ever made... Dodge hold my beer!
Are you referring to the 6.7?
Actually International made the worse deisel for ford, the 6.0, 6.4 even then if you "bullet proof" them and fix the problems they have like weak headbolts ect, then they are actually pretty good engines. Also Ford made one of the best deisels ever... the 7.3
We need to clear the air here. This was NOT designed to be a truck engine. It was designed for the European Cadillac, and when the fiat/chrysler deal went through, they made the mega mistake of not handing the engine over to Cummins to verify its design. I personally think it would have been really awesome if Cummins did a 2.0 for it. But the epa would never allow it.
I work at a dealership and every failure I've seen was far worse than this one. When they go, they go hard.
"cam these Cram caps off!" Love it!
Had a friend that bought a new ‘14 JGC with one of these engines in it. “Cool!” I thought. Less than a year later I was real surprised to hear he got rid of it. Asked why; he was nervous about the motor long term. Ran fine, no problems, just didn’t like some things about it. I was surprised and didn’t really understand. I guess now I do…
Extraordinary work. Estoy muy agradecido por tu tiempo y trabajo. Dios te bendiga.
"Bearing pump." ... Best unexpected giggle I had for months. Thanks.
I had the eco diesel with 200,000 miles on it until until someone T-boned me. Never had one engine problem with it. Only had to replace the dpf filter, which lasted to 165k miles. Never lost power, averaged 27.5 mpg, and drove in NY city driving. These motors need to be driven. If not, you'll get carbon build up everywhere .Every modern diesel has the same problem. Loved that motor but will agree if something breaks its going to cost an arm and leg.
VM Motori Diesels are used in European Jeeps since the eighties. The light-duty diesels are known to wear and break early. Their boat diesels are fine.
had one in my 2012 wrangler.
220,000km when it left my hands and the only problem that little 2.8L gave me was a blown turbo hose.
The rest of the jeep was a disaster from new.
Ha! I have a 2014 Grand Cherokee with this motor! 140K miles on it right now. Had holes melt through the intake manifold at 135. Luckily my brother in law is a master diesel mechanic and was able to replace it. It then had DEF issues and no dealer was able to figure it out. DEF pump replaced and it is no running well again but for how long. It honestly has been a great vehicle.
I kept the intake manifold as a souvenir.
The chain tensioner bit was the funniest yet! I love these videos & think you would be a great person to work for. Serious fun!
have to agree with you eric, the threshold for a cramped engine bay was shattered years ago and it will most likely never return again, it is also the main reason why i refuse to buy a new vehicle, i enjoy wrenching on my vehicles and the idea of removing 15 items to gain access to one failed part makes me picky as heck when looking for a new car or truck, and yes the mess of an engine bay did not work in favor for this failure thanks for another killer teardown sir
When i worked at the dodge dealership in the service center, i remember the eco diesel coming out, our dealership got 5 delivered. 3 sold within a month, 2 of them came back and where still sitting in the parking lot stuck in lemon law talks by the time i left the dealership business. They had some egr and turbo issues and the parts where on a year minimum back order, just for small connecting pipes etc. The third guy ate and motor and tranny and had his warranty pulled for having some shade tree turned to 11 all the timing tune in it, and was pulling some huge gooseneck trailer with the truck doing some serious overloading.
The engine won several awards including Ward's 10 Best engines of 2014 during its first model year of production in the Jeep &Ram. 😂
Some of the internets best entertainment. Thanks!
People might like to consider that Chrysler had a lot of field durability trouble with their 2.7 V6 in the Sebring. Then they put the exact same engine into the original base Chrysler 300, but with a bigger sump and more oil. The problems just vanished, never to be seen again. Very instructive experience. It shows that oil quality and lifetime does matter a lot.
Bigger sump, more oil and a new water pump that didn't leak coolant into the oil if you looked at it funny. The largest improvement in the coolant pumps came in the 2002 LH cars. The LH cars still only held 4qts of oil but with synthetic oil and seasonal changes, the darn things seem to go 200K+ if the new pump and heated PCV system is installed. Still, though, the 3.5 was the engine you wanted....much more performant and reliable in LH/LX car service.