Ok to Short Trip GM Duramax Diesel? Engineers Respond for Small/Big Diesel Engines
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- เผยแพร่เมื่อ 29 ก.ย. 2024
- Can doing a lot of short trips with a GM Duramax Diesel? GM engineers respond to my question for both small and big diesel engines.
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From what I've seen (I'm a diesel tech at a Chevy dealer), the biggest killer of dpfs isn't necessarily short trips, it's excessive idle time. As long as you drive highway at least once a week for 20+ miles the truck will regen when it needs to
I agree and an oil with low ash content should always be used to keep oil galleys clean.
Do these Chevy diesel do a passive regen?
What I noticed as well but can’t get the guys where I work to understand
How much is excessive idle time ?
So, I can’t sit in my diesel truck with it running and read for a couple hours?
I have a 2020 Silverado LT LM2, already have 40k miles. I work 4mi away. Most of the 40k is short trips. No issues so far.
Would be nice to see a comparison in between gas and diesel consumption considering the price and MPG difference .
There's a video on here where I guy broke down the cost up to 100k miles. Diesel was $1500 cheaper to own.
I have been using diesel engines in all forms since the 70’s. There was never a problem until the advent of emissions systems. I have a 2014 LML powered GMC truck, I approached this problem especially in the winter months by allowing the engine to warm up as quick as possible.
I use the block heater and a radiator cover plus a oil pan heater, this reduces the amount of warm up soot in the DPF. I also use a scan gauge to monitor the soot load so I can prepare for a regen drive. Hope this helps.
I fixed this issue by getting a gasser
@@agger838 - Yep, the shorter your trips, the better off you are with petrol.
But for long-haul and towing, the diesel is hard to beat …
My L5P has about 4k on it, I’ve never been aware of it doing a regen. Even where much of that was short trips. This engine heats up hotter faster than my LBZ ever dreamed about.
You can tell when your truck is in Regen from the drop in mpg and when you coast it will not show 99mpg
When you see how many newer 5.3 and 6.2 GM engines are dropping their lifters and stranding owners, you soon understand that this engine is the only real choice for the GM 1/2 ton PU and Tahoe/Yukon market. I have short tripped mine for weeks on end. Not a whimper out of it. I have drove it 1k miles in a day. Not a whimper out of it. 2021 Yukon Denali. 30 MPG on HWY.
Many comments here about "What their engine does" Those comments are irrelevant. This engine isn't a HD Duramax, it isn't an Eco Diesel, and it isn't a MB diesel. It was designed to as closely emulate a gas engine as possible and to be a daily driver, with very fast warm up and responsive to all scenarios short and long, cold and warm. It doesn't have turbo lag and moves and accelerates very snappy. Well mated to the 10 speed and smooth as butter. Not really much difference between LM2 and LZ0, either are equally capable. I've owned HD and passenger Diesels for over 20 years and this one is one of the best I've had....
Man you get it.
my LM2 regens all the time dealer says nothing wrong it will regen then the next day or so it will be at (40% to55%)
I daily short trip a 6.7 powerstroke and it's fine. Some people just like to live in the past and think they are old IDI
Europe's diesel is rated at 70 cetane. where the US is only rated at 45 to 50. So this is a good reason that Europe don't have emission issues
It's much cleaner diesel.
To insert a little common sense into this debate, a diesel engine just like a gas engine will have condensation develop within the engine with heat and cool cycles. Combine that with shorter drives and the emissions equipment, sludge buildup will be more of a problem, especially in cooler northern climates. My experience with my 2018 Chevy L5P 6.6 towing a 40' fifth wheel RV, I have found a slight decrease of re-gen cycles using Schaefers 15w40 diesel oil. Oil consumption is nearly non-existent with 5,000 mile oil change, I also have went with using increased capacity oil filter from PPE, which is twice the size of a standard filter and requires no adapter. A general rule of thumb is: A diesel engine is born to work, give you hours of efficient hard work with tons of torque.
EVERYONE with a diesel truck should have a Banks IGuage! You can monitor the DPF loading in real time and predict when you need to take it for an extended drive to burn the soot collection off. You can configure to see literally EVERYTHING the factory computer sees. Gale Banks: send him one. NOW!
So… just ordered one.
@@Pickuptrucktalk, I think this is a smart move, I run an iDash Data Monster and the Pedal Monster, completely different truck now and the data you get from the iDash is extremely valuable to keep an eye on how things are working, and therefore you will know when something is different and possibly not right before it becomes catastrophic.
@@1randyharbin does this stuff void the warranty
I think I see a Banks video coming soon 👍
ScanGaugeII plugged into the OBDII connection will do the same thing.
as far as im aware for anything related to diesels (as per what ive learned from my days at tech school and diesel engine manament & programing instructor) emmision compliant engines post regulation change had loads of issues in europe too but the main difference was that europe specialty being diesel actually helped improve on it fast (despite the VW group's PR and marketing stunts), the most common issues being EGR cooler failures, EGR valve stuck (open or closed), dpf clogged and SCR injector nozzle crystallized because no one tells you straight they have a shelf life after you open the bottle... most of this issues where related to either
1.- bad/underpowered management of the engine (also manufacturer oversight) or 2.- lack of awarenes of the driver
it was the same in the old with the advent of electronic fuel injection VS carburettors, they exist and they only can get better overtime! eg.: bosch's line of computers for diesel goes EDC15(EGR capable) to EDC16 (torque based, electronic EGR & DPF capable) to the new EDC17 series (+SCR and DEF capable). i think most of the issues originated from the EDC 15 and first generation EDC16 era where turbo control, injection and EGR control was very very rudimentary and they lacked enough power to monitor other "less" (at the time) critical parts of the engine leading to many things with a ? on what was going on rendering the ecu incapable of alerting the driver of poor engine performance and leading to claims of "this piece of junk wont even haul my d**k"
continental/siemens, bosch, delphi and denso (main diesel injection and controlled makers) havent sat on their asses all these years for nothing...
the LM2 and LZ0 are using very cutting edge Denso G4.5S solenoid injectors with a HP5D dual head high pressure pump with very weird PCM loaded with a really highly sophisticated encrypted programming on it... what weirds me out tho is that i cant find anything about it... like... nothing... only there seems to be a chinese manufacturer selling these on alibaba already under "oseron"... same part number and sticker serials... hmmmm
I own a 2020 Silverado with the 3.0l and I have around 56000 miles on it and have had zero problems with regens. I drive a mix of distances. I only live a few miles from work so it is not up to temp every trip. I have a gauge cluster and I know when it goes into Regen. I normally will keep driving until the Regen is done but not every time. I think the system works pretty well. Regen distances vary depending on engine load. When I'm pulling the camper DEF usage goes up and Regen distance increases, in guessing because the exhaust gas temperature is higher so it burns off some of the soot.
DEF usage is strictly a function of how much fuel is being burned--the emission system is simply adding a specific percentage of DEF in relation to fuel use.
I bought a 2021 LTZ Z71 with 3.0 Durmax brand new in Oct 2020. Love the truck but my daily drives in it are very short; under 5 miles to office. It does get used on some longer trips but probably no more than once a month or so. So as of early December 2022 (just over 2 years of ownership), the truck had a total of 9,875 miles on it (just under 5K per year). My check engine light came on and my fuel mileage went in the crapper; 12 mpg for my normal driving which normally yields around 22mpg. Took the truck in and it was a bad (clogged) "Pre-Catalytic Converter". It took three days to fix the truck. They told me it that this replacement was listed as 40 hours in labor! I picked the truck up at 5:00pm on a Friday and left on a road trip the next morning that covered 4,897 miles in 18 days. The truck ran perfectly. Smelled like it went into regen right after I picked it up from servicing but I haven't smelled it again yet. I really like the truck but I have to wonder if it just doesn't handle the regens properly when most of the driving is short, engine not up to temp driving. Through the first year of ownership, I could tell when the truck was in regen by the smell and it happened every few weeks. I haven't "smelled" a regen in the second year of ownership. I have a hard time believing that all of those short trips weren't responsible for clogging the cat and the mechanic told me that "we've done quite a few of these" repairs. Obviously, this repair was covered under warranty but I would guess that a new pre-cat plus 40 hours of labor could easily reach or exceed $5,000 in repair costs. I would be VERY unhappy if this had to come out of my pocket. I know the chevy engineers said that "there is no driving condition that would damage this engine", however, would they consider a clogged, unusable pre-cat converter actual "engine damage"? I wouldn't bet on it. What I would really liked answered would be if these short trips could ruin (clog) one or more catalytic converters and see what he says. If so, that repair could cost many thousands of dollars when the truck runs out of warranty. That's my concern, and I'm wondering if I'm going to keep or sell the truck this year even though I love it when it's running right.
Go buy a 2020 or 2021 Tundra. Yea it's not a gas sipper but 400,000 miles from now, you'll still be able to give it to your grandkid as a first ride. I did just get 17.2 mpg on the highway using cruise set at 65 on my 2007 CM
40 hours sounds like more than just the DPF. Even a replacement wouldn't cost 40 hours.
It’s also hard to think that any speaker at GM would ever say that their product is not ok for short trips, since that would eliminate a lot of customers.
My thoughts exactly.
I think its just the break in period
@@ericmendez5815 short trips are hard on any internal combustion engine, especially diesels.
People buy a diesel expecting 300,000 miles or so. Sure they warranty the engine, but how much is that, 50,000 miles?
@@davidquinn9676 5yr 100k
You sure do a great job explaining and getting correct info from the people that know what they are talking about. You are a huge resource for truck talk. Thank you for taking the time out of your day and thank you Kipp for the great question.
I appreciate that!
@@Pickuptrucktalky LZ0 with only 3k miles is in regen every 140 to 165 miles I don’t know why , of course the dealer say is normal , I drive every day 15 miles city and 20 highway… any idea why ? I use Costco top tier diesel and ACdelco Def
@@watchmanexpert Regen happens more when the truck is new. And you should have one regen per gas tank. So, the mileage sounds accurate to me when regen happens. For example, if your tank range says 350 miles a tank, you should have one regen right in the middle.
Carbon is the enemy of the engine, gas or diesel. Short trips may contribute to greater carbon build up. I believe this is where the concern comes from. If you are worried get a aftermarket monitor for your diesel so you know when it’s in regen and can let it fully regen. On my 2nd LM2. 36k on the first, 13k on current. Both have been good engines.
My Z71 is now a year old. Never had any problems the LM2. Drove less than 5 miles to work and no problems. Great motor.
Also went to Florida in October to visit family and had no issues. Used some DEF fluid. Live in Oklahoma.
Z71 WTF is that. That's not a proper description. That is a option package.
@@johnmills837 He has a Z71 with an LM2 diesel.
Lot of people just say Z71 or Silverado.
I have a 2022 L5P Duramax HD and use a Banks iDash to monitor intervals between regens. I can usually go about 800 miles before I hit 100 % soot load in the DPF. I can (and do) manually initiate a regen when I know that I will be driving uninterrupted for about 30 minutes and about 30 miles. This allows me to have a single and complete regen. BTW this is the best truck I have ever owned in spite of the fact that it is equipped with DPF/DEF.
How do you manually initiate a regen?
Wouldn’t it had been nice for GM to allow the educated consumer some control of this as well vs having to go 3rd party aftermarket to get the product/feature that allows us to be the best long term steward of these trucks?! The mindful/educated owners are the ones that help auto manufacturers get the better reliability ratings which you would think would help their reputation and bring them more customers. Hey manufacturers, we can be on your side if you consider us consumers as partners and not peasants to cheat to line your pockets.
@@artg2254the Banks idash let’s you do manual regens.
I have two 3.0s and can’t even tell when it regens. Only message I’ve had is it will say “CONTINUE DRIVING” I ignored it a couple times then the message was stuck on there till I drove it hard for a few miles and then it was done and gone. No issues but a check engine light fixed by an ECM software update. I use them for short trips, city, hwy towing boat and they’re are great friggen engines I tell you. I will never go back to gas.
I put a banks idash on my 2022 2500hd. I average a regen about every 800 miles. If it is in regen and I stop and ideal it will stop the regen cycle after about 2 minutes. Lots of short trips do cause regens closer together. If you on a newer diesel the idash from banks is extremely nice to have to know exactly what your truck is doing. Doesn’t seem to affect the regen cycle if you have to turn your truck off in the middle of it.
Tim, really enjoy the videos on the new diesel. I have a 21 Colorado with the 2.8 Baby Duramax and really enjoy it. Wish there was more content about it like what you are doing
Don’t worry about it. you’ll get rid of it before any problems pop up 👍🏻
Yes, yes… I don’t keep trucks that long. I hear you.
Lol Tim isn’t doing these videos for him, he’s doing it for current and prospective owners who may keep their trucks 5-10-20 years.
Such a selfish douche mentality! 🤦🏼♂️. You work for the automakers don’t you? 🙄
Totally with you on this Tim. I drive my 2020 with the LM2 just like any other vehicle. I'm going on 57k now with no major issues
Very short trips not the best for any vehicle, gas or Diesel.
I am considering one of these Chevy 1/2 ton diesels to replace my '16 Ram 1500 3.0L Ecodiesel. Short trips are not an issue when I use the tow haul mode. Warm ups while driving are noticeably quicker in tow/Haul mode. I have a Bank's iDash to tell me the coolant and oil temperatures.
I run Hot Shots Secret fuel additives in my wife's Cummins powered Ram and my little Ecodiesel. With my wife's truck, she did not put the additive in for 2 tankfulls. The fuel economy with our 4wheel popup camper onboard. Dropped from 20mpg to a mere 13mpg. The point is simple, fuel quality affects combustion efficiency and therefore regen cycles. Regen cycle frequency went up to 370 miles.
Thanks. And what was regen cycle before (so we have something to compare the 370 mile frequency)?
@@MrChadx1 -it was as low as 63 miles of highway driving.
@@jameseroh6544 Thanks. 100% agree that fuel quality impact the quality of the combustion event and therefore, everything else down the line including particulate/soot emissions equipment and even oil quality which also can impact valvetrain via recirculating emissions equipment. It's all inter-related.
Appreciate the interesting info on your Ram Ecodiesel. Curious if you know what tow/haul mode was doing different, besides higher shift points, that had your Ecodiesel warm up faster?
Tim said he ordered a Bank's iDash, so will be very interesting to hear some of his findings with the LM0. Regen frequency, temps, etc.
I've got the 2.8L Duramax in my '18 Colorado. I was also worried about the short trip scenario, but I just try to make sure it gets up to temp for atleast 10 minutes of the trip, and the previous owner deleted the DPF system so DEF and regens are no longer necessary so I'd like to believe I'm safe. I mostly drove 100-200 miles per day, but the grocery store trips did stress me out, but thank you for the clarification
I have a Ram 3.0 ecodiesel truck. it's got 178000 miles on it and counting.
I use these fuel tabs that improve combustion and reduce emissions. Mine hardly ever goes into Regen except once per tank. I also have cleaned my own dpf filter and it wasn't too bad. These engines heat up faster than the older diesels.
I do lots of traveling with it and it's been a great engine only thing I hate is the def crap.
I am a diesel mechanic, and the first 19,000 miles the reason it has more regions is because of the initial braking process which causes the engine to burn more oil during this process. And for the short trips, try to let your engine warm up for at least 3 to 5 minutes before driving, and before you shut your engine off, try to let it get up to temperature. And when you know your truck is in a region try to drive a little bit longer like make a longer trip home jump on the freeway go a couple exits further, and then come back if you get what I mean.
Good info. Thanks for commenting.
I’m curious if you can add to your comment in terms of older diesel vs newer. Am I completely off my rocker suggesting this is old diesel info or is the new diesel tech that much different?
Regen? It's always in a region lol.
Screw that, the people who made the engine may know a little bit.
Yeah no thanks, GM says not to worry about it, I’m good with that. They would never say that if they thought it could result in any kind of damage.
@@smrtguy77777 This is a very dumb comment.
I thought repeated short trips are bad for any engine due to moisture building up in oil and exhaust system and carbon deposits. BTW, I have a 2021 LM2. What reliability improvements were needed after only a few years of production? Should I be expecting costly repairs right after warranty is up?
This is the video you should watch: Exclusive Interview! Chevy Engineer on 3.0L LZ0 Duramax Diesel Changes
th-cam.com/video/J7KM5-oMLm8/w-d-xo.html
He talks about some of the changes.
@@Pickuptrucktalk sounds like most of the changes are for increased performance which is fine. I’m very happy with the performance of the LM2, It’s been flawless so far.
I would agree with GM that it would not affect the engine but what it will affect is your DPF. With a clogged filter that does not breathe as well will result in less fuel economy and power. As he stated, regen will not cause damage to the engine but could cause damage to all the emission components which will be costly.
PPE comes with à high capacity oil pan and many more items just do your home work
The 3.0 gets most of its technology and design from Europe. I am confident that its the most modern to date. The dodge and Ford were based on older designs, this could contribute to the lack of the option from those brands. This is a very nice truck and engine,
its the price point that concerns me.
It’s funny how things come full circle where in the 70s GM killed off the passenger car diesel market cutting corners with the 5.7 Oldsmobile to being the last domestic manufacturer to offer a diesel in 1/2 ton trucks and SUVs which seems pretty well sorted.
It would be nice if the manufacturers would just add a gauge that told us how full the DPF was and when it is actually going through a regeneration. I own an ecodiesel and the first thing I bought was a gauge to monitor the DPF. I know when it is going through a regen and when it's about to go through one. Then atleast I know if I need to plan a longer trip to finish the process. I do believe that short trips still cause alot of the emission issues. If you are continuing to take a lot of short trips and not allowing it to complete, I think that becomes a problem. For instance, let's say a regen starts when it is 80% full and you shut the truck off before it has completed. Now the next time you start the truck you are at 70%. You continue this cycle for a month, I think over time you will start to have a build up and this will shorten the life of the dpf drastically. With all that being said, I work 2.5 miles from work and I make that trip 4 times a day since I go home for lunch. I've never had an emissions issue. But I also always drive and let the regen process complete. I also drive 20 to 30 thousand miles a year, so I have a lot of longer trips in there
The guy said he drives it a lot more on the weekends.
I do the same to monitor regens. It’s absolutely dumb all these manufacturers don’t have some sort of monitor for that
I agree. There probably would be way less problems with emissions if they add a few features and better inform the consumer. I always find it funny on the forums when someone is talking about regens and someone chimes in and says their truck has not had a regen since they bought it and it has 75,000 miles on it. I'm not a mechanic but I truly believe that all the lower end issues that the ecodiesel has had comes from lack of maintenance and possibly to much drive line pressure from the DPF always hanging around the full range.
A guy I work with says he will go ahead an drive his truck around until he things the Regen is done, an I wonder how many thousands of other people are doing this , But I’am sure this is good for the environment
i noticed once I cleaned my map sensor and egr tube my regens went from every 100 miles to about 200 miles. If I start a regen on my way to work but have to stop midway it’ll regen right away until it’s done once I head home.
I’m on my second LM2 1500 Silverado right now. I got a great trade in when resale values were nuts and basically just set back the clock on my truck’s mileage to zero. I put 36,000km on the 2021 I owned and have 23,000km on my 2022 now.
Here are a couple things I’ve observed:
1. Fuel economy improves by at least 10-15% at 12,000km of mileage. I believe it’s precisely that point when the ecu programming changes over from the break-in period.
2. Up until 12,000km I noticed the regen running more than I do now. I agree with your comments, regen really smells and makes me wonder how bad that regen is for the environment? I’d love to see someone analyze the emissions and chemicals that are actually emitted by these motors during a regen? Are the engines simply accumulating all their awful emissions and then dumping them all at once? What is actually emitted during that regen cycle?
3. The engine uses significantly more AdBlue when you tow.
4. The only indication that a regen in happening in the LM2 motor is a higher idle and the smell. No notifications otherwise.
5. The fuel economy is spectacular! It’s incredible that a vehicle this size with this level of versatility and capability can perform this well. I never reset my trip B on my odometer so that I can monitor lifetime fuel economy. I tow a 19-foot bow rider boat around in the summer and also have an equipment trailer that I tow for moving cars, snowmobiles and occasionally a small mini-excavator that weighs almost 7,000lbs. My 2021 truck averaged 9.6L/100km combined over the 36,000km I owned it and I built a cottage up north during that time so I was towing at least 25-30% of that total mileage. My 2022 was averaging 10.6/7 ish up until 12,000km, since then it has been falling and sits at 9.7L/100km now. This truck has two winters on it and only one summer of mileage, so that average will further improve this summer.
I never wanted to own a truck as my primary vehicle because of the poor fuel economy, this engine has been a game changer in that regard. Well done GM!
The information is out there. There are four main emissions systems. EGR - recirculates exhaust gas into the intake to reduce NOX emissions. DOC - think of this as your catalytic converter or converting carbon monoxide to dioxide. SCR - Injects DEF fluid into exhaust and mixes it to reduce NOX emissions. DPF - This is the filter that collects the particulate matter from the diesel combustion process. This is black carbon soot. The regen process injects raw diesel fuel into the exhuast stream which creates a thermal reaction at the DOC raising temps to above 1000 fahrenheit. This causes the carbon soot to burn into ash. Most of this ash can pass through the DPF out the tailpipe, some of it gets stuck in the DPF forever (these filters have a finite lifespan and have to be cleaned or replaced). What you smell at the tailpipe is the burning of the carbon and the ash. Is it better/worse for the environment than the pure soot? I don't know. The other smell you'll get at the tailpipe is ammonia from the diesel exhaust fluid. This is more poisonous directly to humans than the NOX. The issue is, are you effectively burning out the soot in the DPF? because if you aren't, it will plug up a lot quicker. Too many short cold drives and not enough hot highway miles will make it so the truck can't clean itself out fully during a regen cycle and the problem compounds. I know all this info because I've been there and done that and wasted 1000's dealing with this emissions disaster on a 6.7 powerjoke.
DPF regen is just heating the DPF until it reaches about 1100-1200F (or the exhaust gas to be precise). The temperature will burn the "soot" into ash. Soot is unburnt hydrocarbons.
@@wtbman Wasted thousands how? In repairs or on fuel usage?
Jeez... less than 1100 miles on my 2023 3L Duramax AT4 and the freaking Check Engine Light comes on... you've got to be joking GM!! I have been a Toyota/Lexus person for 25 years... gave GM a try this time. Not off t a good start fellas...
Same here. Toyota for 25+ years and virtually no issues. I hope my new denali hd is going to be good.
@@troyl.8691 CEL went out on its own. Likely a nothing-burger 🙏
Just sayin e85 is 2.30 here versus 4.60 for diesel so you better get 28 mpg or yr not much ahead
My 6.6 pulls like an animal. Love my 2500 HD High Country🇺🇸👍
On the forums there was issues with the 2.8 diesel and short trips. Some people had (keep driving cleaning DPF ) come up on the dash. The 2.8 would take approx 20 min of continuous driving above 30 mph to clean the dpf. Slowing below 30 mph would put the regen on hold. Idling will not allow the dpf to regen . Must be above 30mph . Not an issue for me as it takes me 45 min on the hyway to get to work.
Doesn’t mean you can’t short trip the 2.8 You just need to do a highway run every once and a while
Since the introduction of the LM2 they engineers moved the DPF right up to the exhaust manifold. That was done to allow the DPF to get hot really fast. They can now regen at idle or in stop and go traffic. But it still needs enough time to get hot enough to burn off the soot. Also if you do short trip it a lot you will use more diesel as it will need more diesel to be injected into the DPF to help raise the DPFs temp. That means lower fuel mileage….
I am still having issues with my LZ0. I keep getting the P0402 code that triggers a check engine light. The Engine light has been going on and off. I just experienced my first organic Regen today. From the time the message popped up on the dash It took 32 miles of driving around to complete and about 1:15mins. Unfortunately I was city driving for about half of that time. Not sure if that attributed to the length of time or if that is about standard. My dealership GM is working with me directly on this reoccurring issue. I hope this isn’t something that ends in a lemon law case. I love the truck but it’s hard to put my family into a brand new vehicle that constantly has a check engine light on.
i will share my "old" diesel story. i purchased a NEW RAM 3500 Cummins/Aisan trans dooley in 2015. within a month, i started having emissions problems. the check engine light would come on and when i took it to the dealer, it was a "DPF" (diesel particulate filter) fault code. on this engine, ANY emission fault code resulted in a 200 mile limitation then complete shut down. over the next 11 months, the truck was in the dealer 13 times for the same problems. RAM ended up replacing the entire exhaust system, all sensors, and even did two "reflashes" of the engine computer with what was suppose to be a "new and improved" engine operating program. all in all, RAM threw about $7000.00 in warranty work at this truck. after all that work and expense, the Sales Manager finally told me "the truck could not be fixed." so i sued RAM under Pennsylvania's "Lemon Law" bad new vehicle law and RAM ended up paying me $8000.00. i had the truck for almost two years then sold it to "we buy any car" for $39,000.00 cash as it only had around 10,000 miles on it. i only paid $48k for the truck (it was a Tradesman with a bunch of options) so i got most of my money back. WHAT THE DEALER NEVER TOLD me when i purchased the truck - nor was this information in the owner's manual - was that you COULD NOT drive a 2015 RAM Cummins Diesel ON SHORT TRIPS!! that year truck did not have a regen cycle that would run properly or often enough when driving it on multiple short trips. the DPF would fill up with soot, trip an emission sensor, then the entire system had to be cleaned and serviced by the dealer. i asked the Service Manager what kind of vehicle is sold that you CAN'T DRIVE ON SHORT TRIPS and he just shook his head. now, my RAM Dealer was GREAT!! they did EVERYTHING they could think of to fix that truck but it just could not be fixed. i bought that truck to haul my collector cars to various car shows. i was never able to do that with the 2015 RAM. i ABSOLUTELY LOVED THE TRUCK when it ran!! you CANNOT beat the towing power or "feel" of a RAM with a Cummins diesel!! ANYTHING i hooked up to it, it towed like nothing was attached. but every time i got in the truck i never knew if i was going to get home with it! now in 2023, i would LOVE to buy another RAM with a Cummins in it, however, i am extremely GUN SHY over ALL diesels now!! i will probably buy 2023 RAM 3500 dooley with the 6.4 gas V8 and a 4:10 rear gear. i am now forever nervous about buying another diesel.
The Cummins are actually bad for that. The newer ford are very good for emissions systems and short trips, I’ve seen alot of guys just use them as daily drivers with 200k+ miles non deleted. Chevy is behind them. I only use my chevy for shorter trips. But still good to get a 45+ minute drive on it when possible. If you never ever makes any long trips, on any of them though you will have problems though, and better to have a gas motor.
Won’t hurt engine. But sure as shit will have your emissions system out of wack
I have a 2023 GMC SIERRA SLT with the LZ0. I had my first regen at 600 miles with no smell. Since then I have installed an aftermarket gauge (BANKS IDASH) that I have programmed to monitor the soot level % in the DPF as well as a host of other parameters. This gauge monitors the data coming through the ECM through the OBDII port. When driving in the city today the soot level went from 80% to 94% but when I got back up to highway speed the soot level went back down to 78%. The regen status was off the whole time. My next trip is about 125 miles (highway driving 55-75 mph) so will see if a regen is triggered during that trip.
I’ve been debating on getting one of those gauges.
@@Pickuptrucktalk Tim, they are simple to hookup (one connection) and simple to program. It would give you the ability to comment on the details of your engine and emissions performance that might prove valuable to your audience as I don’t know of anyone else providing that level of detail. I knows there’s a few videos to be made with that gauge.
@@NMTRUCKER might have to grab my credit card.
@@NMTRUCKER Ok. Order placed. Dang it. You got me to spend $300!!! You had better watch this videos on this gauge like 500k times!!
@@Pickuptrucktalk make a instal + program vid plz
Thank you, this was definitely something on my mind as I look at new trucks.
Plane and simple let your truck regine when it tells you dont shut it off. And no matter what you do it will break down for emmission reason sooner or later and need repair.
The GMC SIERRA1500 is my first diesel, this info was helpful thank you!!!
Yes diesels have changed and old way of thinking will not pertain to todays trucks… when the regen starts i drive it
I can understand the concern. Particularly with the issues of the 3.0 Ecodiesel. I think this engine is optimized to be more friendly to average consumers. I wouldn't idle one 20 minutes, drive 6 blocks and shut it back down. But if you drive a few miles each way, you may be okay. The DPF is so much closer to the engine exhaust that it keeps itself much cleaner during passive regen. This engine is havily based on a BMW diesel engine. It's engineered to be friendly to the public.
Advice from a retired truck driver who ran 600 mile days ,out 300 and back 300. We ran Freightliner Cascadias with DD 15 liter engines. All highway miles. Almost never had to endure a regeneration. The key is to run the engine as hard and as hot as possible so that the DPF would not get soot accumulation. Stop and go traffic is the number one thing to avoid. Good to do it if you can . I live in Canada in the Maritimes very little traffic congestion.. Have a great day. Tom at the NB-NS border.
Thanks Tom!
I love a good DD15. Great engines.
I drove a very similar route, 650 miles round-trip every day in a '21 Cascadia with the DD15 and the DT12 automatic, it was a solid truck powertrain. And I never endured a regen while parked. The Cummins X15 in my current rig? Regens all the time. Miss that Detroit.
Aaa, Auac a lovely town, lived there as a boy.
I live in Saint John, only a few hrs away from you. My worry is about parking my truck for the winter. I have an 08 dodge 2500 6.7 I am retiring from daily use, but its still going to be my winter driver/plow truck. Was wanting to park this 2021 chev (which I just purchased with 30k on the odometer) in the garage for the winter. I know def has a shelf life, and am worried about it crystalizing in things like the doser valve, etc, and causing problems. Summertime, I dont forsee see any issues as I will be using it to get to our trailer an hour away, and occasionally towing our trailer for a weekend away, which will actually be good for it. My dodge was terrible when I first bought it, with dpf issues (pre def). I ended up deleting it and it made that engine bulletproof. Its still a champ. Def and dpfs scare me. (I am also a truck driver of over 33 years, and 99% of our engine issues are emissions, and 90% of those engines were dd15's)
I am hoping that by 2025 us LM2 owners will have an option if our DPF unit falls off . although the cooling system will be my next worry .
New friend bhai welcome good morning 🙏🙏🙏🙏🙏
Won’t “hurt” the engine, but will limit its useful life.
As far as the manufacture is concerned, if it makes it past the warranty period, that is good enough.
Look at all the issues happening with extended oil drain periods. Engines are getting gunked up way too soon and severely limiting their useful life, but no manufacture would ever say it is hurting the engine.
Yep the engine will be fine but all your emissions equipment will be shit
Nice job, Tim! Enjoy the game and hors d'oeuvres!
And win your diesel engine is cold your engine fill up your DPF faster. If you remember the older engines win they are cold you will notice the exhaust been more smoking and that is caused by the incomplete burn of the diesel fuel do the engine being cold. And with the EGR and if you do not tow muck win the engine gets up to temperature open the engine up and what I mean about that is to put the pedal to the metal up a hill or pull over on a on ramp to a freeway and take off. But don’t do a burn out or leave a trail of rubber behind you. Win you do that it will build up boost pressure and help keep your intake cleaner from the carbon insert soot from the EGR in the intake. Also short trip will plug up the DPF faster then longer trips. But with the shorter one of the truck is in a regeneration and you interrupt that cycle several times the truck will prompt you on the dash to continue driving to clean diesel particulate filter. And if you continue to interrupt the cycle, it will go into limp mode and you’ll have to do a forced regeneration with a scan tool or a edge monitor system or a tool that will give you the ability to do that to be able to clear the trouble code and restore power and engine performance. Now I do think that General Motors should put on the dash system on there vehicles, to show in there diesel engine that the vehicle is performing a regeneration cycle that way the driver will do what is going on. And I do think that they should put on the dash a DPF soot percentage gauge as well to let the driver know how full the DPF is at any given time.
The engine won’t suffer from short trips. The diesel exhaust cleaning system suffers.
I have a '98.5 Ram with the 24v Cummins and it has 200k miles on it. I have made lots of short trips without any issues on it. It has been extremely reliable. I just keep the oil changed since I have the fuel turned up. It is turning out 530hp. Mine came from the factory without any emissions stuff, not even a catalytic converter.
If the DPF is full, the computer system alerts the driver and engages the regen function in the background. Per the owner's manual, this will happen if you're driving the vehicle gently. All it takes is one good wind-up (high rpm) every 50 miles or so and you're good. Since I started doing this, I've had no console notifications.
My lm2 is is now 2 years old with mostly short trips, and I have not had any problems.
i have a 22 6.6 duramax with banks idash it does a regen every 800 miles like clock work currently has 7500 miles great video by the way
With any modern diesel engine, you must drive them hard in order to create exhaust temperatures hot enough to burn out particulate. This is also true about the egr system. When the engine is used in short trips, particulate builds up faster in the egr system as well as the dpf creating problems.
The problems not with making a short trip, the problem when making repeated short trips. Of course this is an issue even with an ICE engine too, but a diesel specifically has a much more complicated emissions system. You are hearing of problems, you're just not associating them with this issue. DPF systems can be reliable but most people don't fully allow the regen process to complete. Ask any diesel tech, one of the hardest things on an emission system is not permitting it to fully complete the process.
Diesels also take longer to fully get up to operating temps since the technology doesn't allow much heat to build at idle. Let a diesel idle for too long and you risk washing the cylinder walls. This is not a large diesel vs a small diesel problem, it's inherent with diesel technology as a whole.
Right, that’s why I said on how some diesel trucks don’t let you turn it off before regen can complete.
@@Pickuptrucktalk Most of these issues could be avoided if manufacturers clearly displayed the process. Some don't even show when a regen is active. OEMs could do a far better job assisting owners by showing when the DPF is nearing full.
I own a F350 and was fortunately able to use Forscan to turn on the DPF % full gauge. This simple gauge allows me to align a longer trip when I know the regen process is required helping the emissions system to remain reliable. To go a step further, it also provides the ability to turn off "auto regen" as needed. If the truck needs to regen and Im only a few miles away from reaching my destination, I can uncheck "auto regen" preventing the process from beginning.
@@redtitan29 there’s a lot of debate on this I see in the comments. On the one hand, owners want the information. On the other hand, dealer techs have said the more data owners get the more they report problems that don’t exist. Not sure there will ever be a happy medium.
@@Pickuptrucktalk Sadly, I believe you're right lol
You're not worried about it because you only keep a truck for one year. Maybe the emissions systems on this diesel don't have issues with short tripping or maybe it does. You won't really know for quite a while if you are short tripping. To be fair short tripping is not really good for gasoline engines either. This sort of driving is ideal for EVs.
Sure, I’ll take that criticism.
@@Pickuptrucktalk Tim not trying to be critical. Just pointing out the obvious. Of course GM would tell you there are no issues with short tripping. Any potential issues wouldn't likely show up till past the warranty period. I totally get it that you need to get a new truck every year since your business is reviewing trucks. Absolutely nothing wrong with that business model. I truly hope that they have improved the diesel emissions systems as I like the idea of a small turbocharged diesel engine. GO DAWGS
@@JHuffPhoto It is fair criticism, I’m not arguing that. The only thing I’d say is GM’s statement is for all diesel owners for both HD and LD trucks. It has nothing to do with me per se. That’s their official line take it or leave it.
It’s not a question of engine damage, it’s a question of DPF lifespan, DPF injector lifespan and wearing out of the exhaust system because of more frequent regens because of short distance driving. My 2013 Ram 2500 Cummins has 45,000 miles and has performed a regen only 2 times since new. I only use it for interstate driving towing or not towing, no short city stuff.
DPF doesn't have an injector on the LM2 or LZ0 it's post injection.
also gonna dial bullshit on 2 regens in 45k miles on a 10 year old truck lmao
I just bought a Denali 1500 with the LZO on 9/12/2024 and the first thing I installed was a Banks iDash DataMonster and I'm sure happy I did. It went through a Regen with 450 miles on it and I would have never really known without the iDash telling me.(Didn't notice the smell and the RPMs increase as I was on the highway) I continued to drive until it was finished which in this case was about 10 miles on the highway. I've read that yes you can stop in mid Regen but I prefer to finish it out when it starts. I think this will be best for the emission's system in the long term. BTW I did do a little highway trip the other day and average about 31 MPG. Amazing to me in a fullsize.
There are videos on TH-cam from Europe, England specifically, detailing plugged DPF"s on small commuter vehicles as a result of short trips. So, it has been documented and one guy fron the UK advocated DPF deletes as a new filter was thousands of Pounds vs a few hundred for the delete. It was an older video and things may not be the same now but, yes Europe has the same issues with diesel emissions.
The specific language used by the GM Diesel "Expert" is important.. He said there is no way "A" short trip will damage your diesel engine.. Yeah, OK. What about repeated short trips, every day for months... He isn't mentioning that because he knows what will happen but he doesnt want to say it.
Old diesel thought pre emissions. When emissions equipped hd diesels first came out. This was a huge problem. The dpf would get full of soot. Because the engine could not get up to tempt to burn.
I had two of the Gen 3 EcoDiesel engines (2020-2023 model year Ram and Jeep pickups). On those, unless you’re an enthusiast you’ll never even know it’s in regen mode. It’s indetectable. And in short trips for two years I never had a single DPF issue.
Very informative indeed. I subscribed to your channel after viewing your video with the farmer lady with the Gas 2500. Would you have the answer to the same question applied to a HD Duramax i.e. 6.6 Diesel?
Same answer for the 6.6L diesel from GM.
@@Pickuptrucktalk thanks a lot
My truck, 2023 3.0 has been in shop for 3 weeks. All warnings for def, emissions, engine degrade and limited range to 120 miles. After 3 weeks in shop they still have no idea what's wrong. Fighting for replacement but GM Canada no answering email or calls and the GM repair shop ghosting me as well. Had a 2.7L 2021 sierra engine sounded like baby rattle so I traded in and bought 2023 middle of January. Looks like junk as well.
I have a 2020 Chevrolet Silverado with the LM2 and I typically get between 600 miles and 700 miles per tank. The truck goes through two regen cycles given that range. I have a Banks iDash and it us set to show when the truck is in regen. The truck currently has almost 90k miles on it and it has been one of the best GM trucks I have ever owned. I would love GM to bring back the 6.0 gas engine and pair it with the new 10 speed transmission.
Good info. Thanks. I wish they would put this engine in a "Light HD" (inverse of a "Heavy Half Ton") for those that don't tow much but want the payload, heavy suspension and good brakes. We overland with a light weight pop-up pickup camper. Never tow trailers more than about 4,000 loaded (enclosed trailers and fishing boats). I'd like love a Silverado HD2500 with the 3.0 Duramax and 10 speed. Would give good mileage and range without the weight and cost of a 6.6 Duramax, which would be way overkill for my application. And the 3.0 duramax would be my preference over the 6.6 gas.
@@MrChadx1 that's a good idea 1500HD
@@tyflesh They've done 1500HD in the past. 1500 with heavy springs and big engine. I'm after the opposite; HD chassis (frame, springs, brakes) with light duty, smaller engine. So LD for light duty. A 2500LD.
@@MrChadx1 I think the only reason the 3.0 is “cheap” is because GM wants people to buy it. There is no reason this engine should only be slightly more than the 5.3L or cheaper than the 6.2. My guess is because it improves their fleet average mpg’s.
This wouldnt be true in the HD’s. You’re probably going to pay several thousand more than the 6.6L gas engine. Efficiency probably wont be great since you are hauling around a 7000 lb HD with E range tires. And even if its 30% better than the 6.6, your paying 30% or more for the fuel. Diesel are more expensive to operate at this point, there is no question.
I just dont think it really makes sense for them to do it.
@@Jay-me7gw Oh, I know they will never build it. Ha. No reason they should. I just want it.
HP and Torque specs are:
305hp/495lbft - New LM0 3.0 Dmax
401hp/464lbft - GM 6.6 gas
310hp/327lbft - My current gas V8
I get 10mph when loaded up with pickup camper (and E load rated all-terrain tires) and towing a 3,000lb fishing boat down the highway at 70mph. From my research, the 6.6 gas in a 2500 will get about the same 10mpg with that light load, but 6.6 gas would likely tow a couple gears higher at cruising speed, which would be nice, due to extra hp and torque at that rpm. The 3.0 has even more torque, especially at cruising rpm, and will tow very nice. Plus, the diesel has a turbo and the other two gas engines do not. I live at 5,000 ft elevation and drive at over 8,000 ft regularly. Naturally aspirated engines lose 3% power every 1,000ft of elevation so both gas engines are down 15% power right out of the driveway and down 24% power at 8,000ft.
I suspect the diesel will easily get at least 30% better mileage (14mpg rather than 10mpg hwy cruising with 1,800lb pickup camper and towing our 3,000lb fishing boat or 2,500lb-loaded short-walled enclosed trailer), but even if it is a wash on fuel cost, it will tow better due to the power delivery characteristics and if it gets more range on the same number of gallons of fuel in the fuel tank. That is another benefit because I am rural and often do long, multi-day camping trips through the mountains (when not towing) and range is always an issue.
According to the GM data sheet, a 2022 Silverado 2500 4x4, double cab, 6.5' bed, 6.6 gas engine has a curb weight of 6,736lb. Similar 1500 configuration is about 1,200 - 1,300 lbs lighter. So not a great difference there.
Max payload of 2500 in this configuration is about 3,400lb - 3,600lb vs 1,700 - 2,000lb for the fullsize in same configuration. Fullsize pickups need airbags to support our pop-up, slide-in camper. Plus, that puts us right at the max payload. I prefer to have margin. An HD chassis would simply handle the weight better for all driving scenarios including cornering and stopping.
I just don't need a fuel guzzling engine since I'm not towing 15,000 lb trailers. And, tow rating on Fullsize pickup with max tow package and new LZ0 3.0 Duramax is 13,000lb. Even if you remove 2,000lb of tow capacity (which is much more than the curb weight difference), that is still 11,000lb towing. I only tow 3,000lb. I want the HD chassis to better handle the 1,800 lb camper and I don't need the tow capacity over 3,000. Hence why a 2500 "Light Duty" would be perfect for my application. I want the HD chassis, suspension, brakes, etc. but a light duty drivetrain (3.0 duramax and it's 10 speed).
I know GM will never build it. I just want it because it would be ideal for my uses as detailed above.
That got long! Glad I type fast. Going to save that one off for future reference.
"he's not worried about it" because he doesn't keep anything long enough for it to become a major issue!
Seriously, is 'Tim' going to have this diesel truck long enough to deal with the expense of changing out the oil pump belt @ 150,000 > > > heck no, this truck will be gone quick!
Could these diesel short trip worry have grown up being used by dealers as an excuse to customers explaining why they are having problems.
Very likely!
Of course it's not going to hurt the engine, it will be emission components failing instead and GM never mentioned that. Short drives kills sensors since the exhaust never really gets up to temperature like someone that drives 50km one way a day. It's all great under warranty but then it becomes costly out of warranty changing sensors ($400- $600 CAD a sensor). You talk about European diesels having no problems is partly true BUT they also have higher NOx levels which means they can run leaner meaning less soot. Now compare that to the EPA's lower NOx restrictions which force manufactures to richen the fuel mixture to lower NOx output BUT increase soot output and decrease HP output. My 2.0L Cruze was a prime example of this, the European Cruze used the same engine and made 168HP. The North American 2.0L had a redesigned intake and programming to meet EPA regulations and brought it down to 151HP, then a year or two later a TSB came out to replace the NOx1 sensor and ECU programing which brought it down to 148HP and it drank more fuel and regen more often (weekly). After I hit around 50k km I was changing fouled sensors almost yearly as it became a city dweller around 40k km. Cheap fuel and low cetane numbers also play a role in this too, as I was told to run a top tier fuel that didn't contain any bio-diesel and that changed the length between regen's to last almost a tank. But most notable was when the warranty ran out at 160k km I got a emission friendly tune, my regen went from one tank to ever two tanks and was getting almost a year out of the def tank (every four oil change). Sensor failure became nonexistent as I only changed one particulate matter sensor in the 270k km I put on it after the tune except for the constantly failing GM def heaters which seemed to last two years.
Just another gm engine with oil consumption issues. Nothing new. Many class action lawsuits with the 5.3 gas with AFM. Was Chevy guy my entire life until this happened tyme and was told by GM a court of oil every 900 miles was sufficient. That's when I switched to Ram. At least they stand behind their products if there's a problem.
OMG, drive your diesel trucks however the Fxxk you want and don't worry. It doesn't matter.
This is not the situation they had with the 5.7L diesel of the late 70’s where it was rushed to market before testing was complete, they learned their lesson with that and soured everyone on diesels for 40 years.
My input on this subject is the following…o go to Europe quite often, I see all kinds of Diesel engines out there from GM of Europe, Ford of Europe…Toyota and so on….engines with 200/300/400k kilometers….the reason why?….emissions!…EPA in the US is what’s killing diesels in the US with their almost impossible requirements on diesel emissions.
My comment is a bit different. My daughter has a 2014 2.0 Chevy Cruze Diesel, German engine. It uses DEF and my concern is regeneration. It has a diesel smell when you’re driving. I have checked for leaks, fuel and exhaust and found none. It’s like a fuel smell. Also in Texas, it’s against the law to leave any vehicle parked, unattended, but many do. These aren’t the old school 18 wheelers and I don’t think this practice is necessary. I believe a minute or so cool down is adequate. Perhaps Gale Banks would have the answer. Thanks.
Short trips hurt all engines. Cylinder wear will always be higher when the engine is cold. Once an engine is up to operating temp there is basically no engine wear. You would be lucky to get to a 50,000 miles in a vehicle that was driven for less than 5 miles at a time. This would take 27 years if you only drove 5 miles a day. The body would be rusted out.
My Ecodiesel had HORRIBLE regeneration issues. The emissions are made by Bosch. It never worked right. I drove 13 miles one way at highway speeds & it never did a regen correctly, unless I was towing on a long trip. I certainly hope they worked this diesel emission system out, because FCA’s was absolute garbage.
Delete delete delete if you like your diesel and want to keep it past your warranty. Other wise your killing your engine with regens and soot that normally would not be there. Truck becomes disposable if you keep your emissions choking it down continuously. A diesel engine has to breathe. This is why truck drivers who are owner operators will buy new trucks without a engine to put a rebuilt pre emissions dated engine under the hood. They want their million mile run without issues.
In the 80s when diesel pickups became popular short trips “to the store” were not recommended. Salesmen used to warn customers against using the diesel pickup for errands. I didn’t pay much attention to them then, but now I agree that particulate filters have complicated things. I watched a coworker destroy a filter over the course of a few months on a Ram Cummins. I warned him about idling but he didn’t listen. I found using the high idle feature solved that problem.
All old school mentality. Just like people think turbos will blow but the industry is moving away from NA v8 to TT v6 for better unladen fuel efficiency. Sure, there might be a few failures but for the most part it is pretty reliable. I drove (abused it) my 21 F150 v6tt for 70,000 miles no issues, about 30,000 of it was towing.
Europe has been running diesels of all sizes a lot more than we have and they don't have any problems with short trips. We (Americans) have not really had much experience with diesels the way every other country in the world has because they got a bad reputation for being dirty or only viable for larger vehicles (buses, semis, etc.). Meanwhile, every auto maker on the planet (including Jeeps made specifically to be sold out of the US) has made diesels for a long time with no problems. Of course, every manufacturer makes a lemon from time to time, just do the required maintenance (or do it early if you want) and drive it normally and they will last for a really long time.
Diesel engineering team. They designed the oil pump drive system. I can easily come up with an engine design that is common sense. Oil pumps have been driven off the front of the crank or an internal drive gear for some time. Why would they choose the current drive system is beyond me. Oh! The 2.7 has the exhaust manifold integral too the cylinder head and that is an expensive failure point.
The engineering team needs to stop smoking pot.
I did a whole video on that topic. Basically, engineers hands were tied. They couldn’t put it on the front.
@@Pickuptrucktalk welcome to the service center.
I would really like to know what GM’s official position is regarding renewable diesel.
We know GM says no more than 20% bio. But according to manufacturers, renewable is 100% drop in for petroleum diesel. And is NOT the same thing as bio.
I just love my no regen Solis farm tractor. The problem here is government regulations.
Short trips are bad for any engine, and the exhaust system. Condensation is the enemy. Not getting to full operating temp will create perfect conditions for water vapor in the air to condense. Just look at your windows in the winter. A fully heated engine cools slowly and condensation can't form. Simple as that...
I don’t believe the 3.0 L half ton diesel trucks give a notification that a regen cycle is in process. I drive 2022 AT4 and was told that I will really never know if the regen cycle is happening.
I have a 2020 and I drive it the same way as I drove all my other gas truck's.
Maybe a dumb question but does the old Italian tune up (Driving it like you stole it) have any effect on the regen cycle? Does giving it the beans every so often help burning off the soot?
I have an OBD reader and iPhone app “OBD Fusion”, I can monitor the % of “normalized trigger for DPF regen”. I have noticed that when the truck regens during driving times that I’m heavy on the accelerator (hill climbs, punchy accelerations) that when it’s done w regen the % of regen trigger it resets to is lower, say around 10% versus 20% i get when driving mildly during regen. Pushing more exhaust thru the filter during regen seems clean it more thoroughly.
What does going through the Regen actually mean in Disel Engines?
Burns off the soot out of the diesel particulate filter.
makes me cringe when I see my neighbours idle their newer diesels for 30+ mins in the winter. Best thing to do for these trucks is like acceleration after a few mins warmup to get them up to temps
Here's a story for you, straight from the service manager at a Dodge/Ram store:
The Border Patrol bought something like 46 diesel 2500 pickups around the 2009 model year. They were idling hours at a time on the border keeping personnel warm in the winter, cool in the summer, keeping the lights and the radios on at night. All of the DPF filters clogged up and all the engines overheated and all the exhaust manifolds cracked. They all needed complete engine and exhaust system replacements at around from memory $25,000 each.
At the point I heard the story, first hand, the Border patrol had a warranty claim in for over a million dollars, and Cummins and Dodge/Ram were arguing who was responsible and at the time not honoring the warranty. Think Cummins (and probably Dodge/Ram) was stating that both the dealership and the Border patrol should have known not to idle diesel motors for hours at a time.
Don't know how it turned out, but I do know that according to said service manager, the Border Patrol replaced them all with Power Wagons with gasoline engines, think the 6.2 L Hemis.
I've had several 2500 diesels for towing but went back to a gas V8 for towing when I downsized from a 5th wheel to an ultra lite travel trailer. Unless you are towing heavy, diesels are unnecessary and now too much trouble.
Why people idle diesels is beyond me. I see it all the time around my area. Talking with diesel techs and engineers, that's a bad thing for a diesel engine.
@@Pickuptrucktalk Pre emissions it was OK. We would idle our fire apparatus a lot w/o any ill effects. The ambulance units have a high idle switch to keep the batteries charged when parked with all the lights and accessories on because they idle a lot. The pumpers have a throttle control on the pump panel.
I used to tell the younger firefighters that your batteries are your number one system, because it they're dead your apparatus is dead. It's like a spacecraft, if your batteries are dead, you are dead.
IMHO they're killing diesel engines through screwed up emissions systems because they are a threat to their EV agenda. Diesel power is awesome and that's why they're trying to kill it. They targeted VW because their diesels were getting incredible fuel economy.
@@wikolib6821 fyi the EPA didn’t go after VW initially. It was a European lab that discovered it. Your point is still valid.
@@Pickuptrucktalk Thanks for that!
Short trips with a 2007+ diesel equipped with DPF/SCR will ABSOLUTELY lead to emission system issues, period--no matter what the factory talking heads tell you. Every time you start a diesel engine cold, it will emit a lot of unburned or partially burned fuel. In the "old days" those emissions simply were expelled out the exhaust. Now, they just go into the DPF, which will fill it faster. On my 2012 Ford Super Duty, cold starts and, especially, extended idling would add about 5%-10% of particulate load per hour to the DPF. If a regen is required, you can't just "let the truck finish its regen" by letting it sit and idle. As soon as you put the vehicle in Park, the regen stops. That is why you will get a "Drive to Clean" message when the vehicle calls for a regen. The only exception is some of the Ford diesel pickups that offer a "stationary regen option" that allows the driver to initiate a stationary regen when--and only when--the DPF is full. In that stationary regen, the vehicle will up the RPM to about 2,000, and run at that RPM for around 10-15 minutes while injecting additional fuel into the exhaust stream, just as it does in a driving regen. The exhaust system gets extremely hot, and the exhaust system and the exhaust can ignite flammable materials if they are too close. Some GM diesels can be equipped with this option, but ONLY if they are designated "fleet" vehicles when they are sold. And DPF/SCR behaves the same in an HD pickup diesel or a smaller diesel engine. Oh, and I've been around or owning diesels for a half-century, with familiarity with everything from smaller automotive diesels to 4,400 hp railroad locomotive prime mover diesel engines.
As a 24 year semi driver there is absolutely no way that new engine will regen in 5 miles no way. And if you ignore the manual regen or warning not to turn off you will end up plugging up your dpf . That truck or any diesel for that matter wasn’t designed for short trips it was designed for prolonged use. If you only driving 5 miles to work by a Prius you don’t need a diesel
My experience with small diesels was with Mercedes. Had a 2014 GLK for my wife and we LOVED it. However, in the first year of ownership it was in the shop 3 times with DPF problems. It was all under warranty but I sold it and swore off diesels. (Except for my RV). The answer given by GM that it won't hurt the engine may be true, but what about the $5600 DPF?
Loving my GMC AT4 with the LM0 engine. Thanks for all your videos about Diesel issues...I am in it for the long haul...I just gave my 24 year old 4Runner to my daughter (with factory compression BTW). I will take good care of the LM0 and I have confidence in the importance and engineering invested in this engine. Time will tell
I have an LLY Duramax which I'm sure there are still similarities with the new Duramax, such a strong engine
I have owned three 6.6 isuzu trucks since 2001 currently the 2005 LLY, bought new. I rarely drive it in the city traffic, highway use and hauling trailers is its job. I chipped it, bigger exhaust and have always warmed the engine, cooled the turbo for two or more minutes, or until the EGT dropped down to below 195C. I have had to replace the head gaskets and two fuel injectors and had to rebuild the tranny twice. The smaller 3litre trucks are designed to be driven in town. I could not see them building an engine that would fail in short trip operations. My 6.6 is used for trailering loads and I just prefer to operate it after engine and oil temps are within normal operation ranges. The cool down is just to allow engine and turbo temps normalize before I shut down, shock cooling a turbo is not good, neither is shutting down with a turbo still spooling.
Put your helmet on we need a GM trained master technician /mechanic to tell us something this is all taken from youtube trying to make money doing nothing ..