One thing you guys failed to comment on… Bigger displacement with less power = great durability. Some of those diesels are rated to go a million miles. Those small displacement high output engines just won’t last.
Maybe if the engine was built in the 70s with the material science we have now we have the ability to do that with a smaller engine for just as many .miles
You should check out the S13/Scania engine in the new Internationals. It’s a diesel that does Not need an egr cooler or a VG turbo. Scania has had this engine in Europe for 10 years. They just came to the states.
Time for a very robust overbuilt single turbo straight 6 gas engine built for commercial. A new diesel is cool but the after treatment issues is why I've been dragging things around with a 6.4 for 6 years.
Former heavyline diesel mechanic here. I’m assuming youve never worked on a commercial diesel engine. You won’t be able to keep a solid front axle because they are much taller and overall bigger, and the Rams packaging can’t even fit a winch inside with the diesel engine as it is.
@marcochavanne we know they already fit a 6.7 straight 6 single turbo Cummins in a RAM, so they could fit a smaller displacement single turbo gas straight 6 as well. Possibly still minus the winch but the straight axle could obviously stay.
The DJT 533 CID 2 stroke inline 6 diesel used biodiesel as the fuel and lubricant and no oil changes are needed. Its can also start and run in either direction eliminating reverse gears. Its has 585 hp and 1860 ft-lbs torque.
I’m all for progress. I’ve owned a 2013 Cascadia for 3 yard now and dpf systems are a financial burden to fix. Just having to replace the one box and dpf filters is around $10k. You would think these components would be cheaper.
A heavier duty gas might be a perfect idea. Stronger, and more likely to last since you don’t have def and the electric system worries me how expensive that emissions system is to replace or repair.
Be prepared, those gas engines will very likely have gasoline particulate filters. They've been common in the EU for quite a while and are on the Lincoln Nautalis SUV for next year in the US.
@@jeffs2809gas particulate is already in the USA. The new generation ecoboost for instance are already equipped with them. If you want a gas engine without one you better consider buying very soon.
My 2020 2500hd Silverado with the L5P engine was a lemon. 52 codes since new, traded it off on a 24 F350 with the 7.3L. The emissions and electrical problems on that truck was horrible and Chevrolet techs had no idea how to solve pretty much all of the issues with that lemon. Two service managers at different dealerships told me to just "Lighten It Up" and save me all the headaches. Unfortunately, I didn't want to do that. Do miss the power but not the limp modes and being left stranded in 7 states.
We need our truckers for sure. They do an amazing job everyday. More efficiency is a plus. The cost of diesel is far more expensive than it should be, and everyone should demand this to be resolved. We also need much better usage and infrastructure for our rail system...there is no excuse for rail not to be used better and more efficient for all our benfits.
Love this topic! Haven't watched to the end yet, but I just have to plug it here before I forget. *Speed of Air Engine Technologies* and *Speed of Air pistons!* You guys really need to research them a bit, because it really ties in with all of this, and it's also very relevant to pickup truck owners. Hope you read this and take it seriously. Love what you guys do and hope this can bring some hope to you and others, hope for the future of ICE:s
That complicated system will cause major headaches for years until it gets figured out. Also my Kenworth salesman said the truck prices are going to go up by 20 to 30,000 whenever that new system is unveiled.
As much as I like the Turbo-4 in my Silverado I think all the down-sizing they're doing is bad. IMO, Ram's new Hurricane inline 6 should have been a 4.0l at the smallest and 4.9l/5.0 at the biggest. So it could have been around the same size as the old AMC engine previously used in Jeeps or it could have been as big as Fords 4.9l 300 inline 6. Two of the most known and reliable inline-6's to be put in anything. I find it funny with all of the insane emissions regulations that it's causing big trucks to go full circle with engines. Because GMC used to offer large displacement gasoline V6's made to go in big trucks as a cheaper option to diesels back in the 60's & 70's. I think their smallest V6 was a 5.0l and their biggest was a 10.4l. To anyone who wants to correct me, yes, I'm aware of the 702 but it wasn't a V6, it was a V12. What did all of them have in common? They were large displacement, low horse power and heavy duty.
Biggest difference on the Commercial engine side of things regarding HP, is that the 9 & 10L engines are governed to only 1900-2200 RPM depending on use/power selection. The 15L is governed down to 1700 rpm. Even the commercial 6.7 is only running up to 2600.
Diesels don’t make sense in pickup trucks anymore. You can get more capability out of a 7.3 gas than a 7.3 Power Stroke or 5.9 Cummins. The 6.2 Ford gas engine is super reliable. I’ve got hundreds of thousands of hard miles and no issues on one. EGR destroys your engine. This is why engines in big trucks don’t go the distance like they use to. I’ve been broke down with X15s and Detroits. I won’t have a diesel pickup because I shouldn’t have to spend thousands to delete it so it is “more reliable”. Then they removed all the sulfer from the fuel so you’ve got no lubricity with higher injection pressures. Fleets know you don’t diesel pickup trucks. It’s too expensive to keep them running. Only F-Bois buy them to be noise makers with short boxes so that’s would most dealers have on the lot.
There is a narrow niche for them and they were once upon a time a somewhat decent value and reliability proposition. Nowadays I agree there is little legitimate reason most driveways should have one in them. Horrible idea as an around town grocery getter and haul your butt to work and back rig. Local utility fleets have no reason to run them either because of all the idling. Over the road hotshot haulers, hardcore RV'ers or rodeo circuit types that have a trailer hooked most of the time and pound a lot of interstate miles and want an auxiliary tank, diesel is better.
The 2013 Thomas C2 school bus that I drive, with the 6.7 Cummins is rated at 240 hp @ 2400 rpm, it does maintain speed decently well with every seat filled pulling hills at full throttle, but it would be nice to not have to do that to stay at speed
Most buses including thomas have transmission control modules set at 5th gear (6th gear lockout) below redline at 65-69mph, in addition to engine rpm limiters to 2450-2650 rpm
Related to the heavy duty market, I can confirm that the industry I work in is phasing out the B6.7 and will be transferring to the X10 for Diesel and CNG. Note with that massive and expensive new SCR/DPF comes a massive electric heater which requires its own alternator... Will it actually be more efficient if it consumes more power to keep it clean? We will find out...
I keep hearing that torque is king but that's not exactly true, duty cycle in my opinion is just as important or even more important. 6.7 powerstroke is a good example on a pickup it does well it doesn't see the load like it would see in f550-f750. I see a lot of engines catastrophically fail in f550 in as little as 30k miles because it just can't handle constant load factor in this application and that's where you need an engine with larger displacement and structurally heavier engine.
I would expect a 7th injector in the exhaust rather than relying solely on the electric heater. Also, I'm pretty sure those use a 48v electrical system to support the current required for the heater. I wonder if Ram/Cummins would go to a primarily 48v architecture or keep it primarily 12v and only use the 48v for the emissions. EPA rule requires significant reductions for Nox at idle and low load, I believe that's where the electrically heated dpf/scr is coming into play.
They never got on board with the separate DPF injector like Duramax and eventually Ford did. I don't know about their larger commercial engines. It's a good way to cook the back cylinder and turbocharger doing it the post injection and is not good for the engine's longevity.
I wish scania technology or something that is analogous to it makes its way to American diesel engines where they can achieve very low emissions and don’t need DPFs
Can’t forget that Kilowatts of electric heat comes at a cost and will take a noticeable amount of HP from the engine to turn a generator. If you compare a gallon of diesel burned in an engine preheater or cab heater to using that same gallon of diesel to run a combustion engine to convert that energy from mechanical to electrical then to heat I’m not so sure you will see a gain in efficiency. I’d like to see it in action though. Time to heat the process in the after treatment might be a gain yes and at least the generator will add load to the engine during warm up on cold starts and get everything warm quicker. This is kind of like charging an EV from a grid that was generated from coal or burning fossil fuel and saying you are saving the world.
From my understanding they have been using this in Europe for a few years now. Don’t quote me, as the bookmark I had for this electric dpf got erased after my last IOS upgrade 🤨… Also all they have to do is run dual alternators in each truck, yes more parasitic loss but your not burning Gallons of diesel to clean the BS emissions crap….
@@chrisrauschning7376 I agree 100%. It just took us ~125 years to get where we're at now. It's impossible to snap our fingers and have everything change in a very short time. Trying to do that, and throwing "billions and billions of $$" at it just leads to misappropriation, bad ideas, stealing, overspending, high cost, Then they want the Gvmt to bail them out too. Unions want crazy $$ for their members while companies bleed $$ from every crack in the wall. Then they want the public to buy $100k+ unproven, under performing, unreasonable units to replace tried and true dependable trucks. Sorry, I don't mean to rant so much, just had a big belly full for the last 4 years. I agree 100% with a well thought out plan for reducing carbon foot print. It's just far from what we have seen so far, and the waste $$ driving up the cost of everything is crazy. Peace... --gary
@@chrisrauschning7376 I agree 100%. It just took us ~125 years to get where we're at now. It's impossible to have them snap their fingers and change everything in 1/4 of that time. Throwing billions and billions of $$ at it just leads to massive misappropriations of everything. Every Tom, Dick and Harry have their hand out, and the Gvmt just hands out $$ like ice cream on a hot day. $55,000 for a 3 cylinder turbo 1.3L "disposable SUV" ?? OMG, just crazy. $80,000 for an "electric car" with a 300 mile range? That could be fine for the right person, right situation. But to tell everyone "this is what you will drive" is a bit crazy. It will take, IMHO, 1/4 the time it took to get here, to affect a large change to 75% electric, methane, propane or whatever. So sorry about the rant. I've just had a huge belly full in the past 4 years, and have said nothing. 8( God Bless America! Peace, . --gary
All these new emissions systems have made the diesel truck market, commercial, and consumer unreliable and expensive to repair. It's an absolute joke and not fair to the end consumer.
I talked to a kw dealer and he thinks it’s going to be a nightmare! He said we are already having enough electrical problems and don’t need to add any electrical to it!
If the new DPF doesn't eliminate the EGR, it's pointless, save the sales pitch. The EGR is what kills engines. The SCR/DPF systems are expensive and take maintenance, by they are not the problem.
Unless the medium duty market wants a bit more engine in their trucks would be the only way i see a 7.2. but if they do bring it the V8 competition is going to be struggling to make the ratings
If they are boring it out to 7.2 I would be even further concerned about blown head gaskets and cavitation. 5.9's rarely had HG issues but 6.7's can if you push them a little bit.
Is the 6.7L a new design block from the 5.9L? Or, is the 6.7L a bored out 5.9L? I would think that if the 6.7L was a new design, it could possibly be bored out to 7.2L. I doubt they would bore out a 5.9L block to 7.2L and expect it to last even through the warranty period.
EPA can not do anything to force companies to follow their rules. They lost that fight in court and why companies are continuing to follow their rules is dumb. Congress hasn't changed any laws and burracrats can't make law!
If there is an EGR system, or a crank case filter, it is not “cleaning the engine“. It is cleaning the DPF; the engine will still suffer with the other systems, no? 🤔
What they need to do Is strip away EPA from making fuel economy standards period and have them regulated everything else. And regulate not try to make laws offer their suggestions to congress like they are suppose to and then they can vote on it the way it’s suppose to operate. But have a separate board for vehicles. And that follows consumer demand.
Actually, CA govt wants the streets to be a public bathroom for druggies. John Sears, a nomad who travels all over the state with his 3 mules, was constantly thrown in jail by ignorant tyrant cops for traveling with his 3 mules completely legally on public roads. They do want you to get an EV, which they can determine how far you get by rationing electricity
engine downsizing works in consumer half tons when trucks are unladen and power is not needed. But it will always take (X) horsepower to move any amount of weight at a given speed. And horsepower can be directly linked to fuel burn. shaving 100 pounds out of an engine bay is the biggest benefit to the ecoboost.
I run a 2003 Volvo with 5.5L common rail and Allison for "Truck" its cheaper than any Silverado, Ram or ford to run, fix etc and its full airbag snd higher GCM
Straight six diesel is most efficient engine but i know truck drivers who like Scania V8 not only have power up hill but have weight in right place to pull trailers. Cummins with gasoline straight six will good for Australians with Ford sixes get hard to get. Interesting if Cummins has revised 5.0lt V8 diesel that was in Nissan Titan?
@@KevinB-d7t less btu per ‘gallon’. change the definition of a ‘gallon’ to have the same btu per ‘gallon’ and all of a sudden the math works. Also high compression CNG motors work well. 15:1 compression ratio is doable AND needed to get its good HP. Power from CNG comes from compression ratio. Low compression CNG motors are dogs.
The best method in my mind is a CNG fuel cell that supplies electricity to a battery, then the running gear is all electric. High torque/HP motors marched to battery, but quick refill times for natural gas (and infrastructure is already everywhere!!) So a Tesla semi with a CNG fuel cell to keep battery charged. Could size down battery pack a bunch to act more like a buffer.
I still haven't adjusted to Cummins change from red to blue. It really messed things up because Valvoline had the Premium Blue diesel oil that they developed with Cummins.
@@AkioWasRightnot sure what the smell of people have to do with this topic, but sounds like if smog is an issue that steps are taken to continue combatting that.
Sad to say, but looking forward to seeing the gas Cummins. Diesels cost to much and last half as long, thanks to emissions. I have an 18 ram dually with Cummins and I only drive to work and come home. It's 6 years old and has 32k on it. All my running around is with a half ton gasser.
NA gas engine are much lower in torque compared to TD. MAnufacturers need to make a 6 to 8 liter gas engine with 5'5k redline and low boost turbo to increase the torque significantly yet keeping fuel mileage and maintenance low.
Scannia engines don’t have a need for DPF/DEF systems because they are efficient and meet regulations without it…. If only in America we could get those engines or get rid of the dpf system 😢
With the Chevron ruling, hopefully the EPA will be put back under their rock & the automotive industry can get back to making great engines w/o all of the strangle hold emissions nonsense on them.
If you think EPA is a waste, then you should live in China for a month with their pollution filled air. Maybe it will change your mind, especially when you consider this Earth is not just for now, but for tomorrow for future generations. We need to do decent job of taking care of it.
Not to mention, some of us are old enough to remember seeing the air in LA. Didn't always kill us us that fast, sometimes it just made us very sick....
Not a fan of heavy handed government, but you’re the kind of person who throws away their children’s future for your temporary personal enjoyment. Clean air and water are more important to me than some V8 engine.
@@jackprick9797 Part of the reason China is so dirty and powerful is because industry we send them cannot comply with emissions regulations we created for ourselves.
Every comment here trying to defend the EPA is just illustrating the problem. Were not in f-ing china and 99% of us aren't in LA. Actions and requirements needed in those places are not needed in Dillon Montana or Bainbridge Ohio, but because the EPA is a one-size fits all tyranny, everyone suffers. Big government solutions ALWAYS create more problems than they fix and they ALWAYS suit the needs of special interests rather than the average American citizen.
I’m interested to see where GM takes their baby duramax, it may be my favorite engine so far. Only have 8k miles so time will tell but 25-35mpg is hard to beat.
Cummins 6.7 was produced with larger displacement but lower compression than the 5.9 to help meat NOx emissions. Yup, bigger and less efficient to meat gummit mandates
Any heavy-duty pickup with more than 385 hp, 850 lb*ft of torque is just for bragging rights. The EPA has ruined diesel engines for operating economy with their ridiculous NOx and particulate regulations. The required systems have increased initial cost, increased maintenance costs, and hurt fuel economy. Diesel engines have become uneconomical to operate, which is why Cummins is developing a heavy-duty gasoline engine. The fuel and emissions systems will be much less expensive than modern diesels with the alphabet soup of aftertreatment systems.
How about that Reducing efficiency leading to a greater carbon footprint Plus all the wasted resources transporting DEF to pumps and stores, and landfill waste as well What about the soot washed out of the DPF. It ends up back in the environment, all at once rather than slowly. Government solutions often create many more problems than it solves
Hydrogen on demand is the solution. We have been doing it for 16 years and we have on board hydrogen on demand systems keeping the DPF at 0.01 the whole time. We have 2 California EOs! We have hardcore data from huge fleets on this. And we also have a turnkey product that we have been selling for 10 years.
@@jamesonpace726it would be great if we could talk so we can share with you all the obstacles to get this technology out there. We are actually working with some very large companies that are worldwide.
@jamesonpace726 we would love to talk to you about all the obstacles to get this product out there. We have live data from all of our installs worldwide. We are also working with a very large company right now that is worldwide. Scott and our team has worked hard over the last 16 years to get it right and collected the data to prove it out along the way.
You talk about the new emissions that the truck's are supposed to have, can ya show the science that proves we need it and or it actually work's the way they say it does? Ya can't because it is probably profit motivated right!
I’m with you, but for Devil’s Advocate’s sake, if I had it my way I would want Ram to build the most reliable truck on the market and stop worrying about all the luxury garbage. The current may not be biggest in class but the cab is plenty big, and it does have advantages when you consider parts availability, as well as the cab being steel and not aluminum. I’m not a fan of aluminum cabs and a bigger steel cab would weigh more. If Ram kept the cab the same and just focused on efficiency and durability I would be just fine with the current configuration.
@@gravityfab I will also add to these GREAT points that I don't want the redesigned cab to happen under little carlos and company at stellantis "leadership." Doing the redesign under the current "leadership" is almost a guarantee that every possible corner will be cut and that the thing will likely be complete trash. I too would like an updated cabin, mainly the bell housing in the front passenger foot well, but I would be more than willing to wait till that (unt carlos is gone and stellantis is nothing but a horrible memory. IF they sell merge with BYD I don't care at all as I will NEVER buy a C C P mobile, NEVER!
@ you’re not wrong, Stellantis is the master of hackery. As far as the footwell bulge goes, it doesn’t bother me. I’m good with it since it’s there for the turbo downpipe and there’s no way to get rid of it without going to A: a different engine config (no thanks) B: a longer hood (not interested) C: a smaller diameter downpipe (nope).
@@jamesonpace726 fancy may sell to some, and the truck market is definitely going that way, but there’s a large group of us who buy trucks for their utility and rely on them day in and day out to get us past the repair shop and fuel station. 15 years ago that cab was huge, it’s our own discontent that has made trucks more expensive and less reliable.
I'd be thrilled if people stopped calling their Ram diesel a Cummins. "Let's take the Cummins" No. Take the Ram. Don't use the Duramax, either. Use the Chevy / GMC. Or use the Ford. Thankfully Power Stroke is kind of cumbersome to say or I'd be complaining about that. None of this matters, just my somewhat pedantic take on diesel bros. P.S. I love my '96 Ford F250 with the good ol' 7.3 PSD so I'm certainly not anti-diesel.
If it has an SCR, you;d still need to buy DEF. Nox limits are getting dropped a LOT for EPA27, ~80%. Also, requires manufacturers to increase security to prevent tampering and increases the serviceable life of emissions components (DOC, CAT ,DPF, SCR) by a LOT (Which, I believe, will increase prices to compensate for warranty coverage).
Yeah why do we have these low horsepower diesel engines when Scania produces much higher horsepower engines and does not need to utilize an egr system all because they are running higher compression. They run higher horsepower because they are running V8 diesel engines laying down factory power that the inline 6 engine simply can’t reliably. If you’ve driven in the hills or mountains with just a 65,000 pound gross weight you know that the 600 hp still sucks.
@ Duh! They still don’t make crap for torque when compared to other diesel engines on the market especially overseas. I have a little over a million miles between hauling and towing with about a 1/4 of that being heavy haul. Not including the fact that I’ve been raised around trucks since born and remember the days when we had big V8 diesels that could really lay down the power.
@@P-J-W-777 wow, since birth? Amazing. There are 4 main categories any engine designer should take into consideration. Durability, Efficiency, Emissions, and Power. Technology doesn’t allow you to push the limits of all 4 at the same time, as I’m sure you know, being a heavy haul prodigy and all. Sometimes you have to make a compromise in one category in order to appeal to another. In my experience I will gladly take efficiency and durability over gross power, but the government here in America has higher emissions standards than the rest of the world. Cummins may produce conservative torque numbers but you don’t get to the top of the diesel market on power alone. But you know all that, with your unequaled experience and knowledge in all things heavy hauling.
@ I never claimed to be a prodigy (nor would I) because I’m still learning to this day and the day you stop learning is the day you fall behind. With that said you are the one that assumed I had no knowledge of the diesel industry which is why I gave you a small little background. I’m not some keyboard warrior posting 💩 for my own amusement. Fortunately we’ve built some pretty amazing motors after which have been very reliable and making more power over their factory rating. We still have a couple V8 Cats that I’d put up against any modern I6 factory engine while still maintaining decent fuel mileage. We don’t run them anymore due to that good old government EPA BS. I’m going to assume you either work for a manufacturer or for a fleet company simply based on your response. The Scania V8 would pass emissions tests here in the US and do so without the need of the EGR system. Why don’t you go do some research on them yourself na then hopefully you’ll understand.
Because emissions are different in the US and the EU. Higher compression can result in more horsepower and efficiency, but it also results in more NOx. NOx emissions standards are very convoluted and difficult to comply with, particularly for diesels.
An electric DPF won't necessarily be for commercial applications only. Actually, if the system works well, it could lead to the comeback of non-commercial diesels.
One thing you guys failed to comment on… Bigger displacement with less power = great durability. Some of those diesels are rated to go a million miles. Those small displacement high output engines just won’t last.
7.3 idi says hi.
I believe the 6.7 ram claims it will last 250,000 miles. You have a good point
@@herculesinwyoming 284k on 2 Ram Cummins. Oil leak at front seals are biggest problem for me
Maybe if the engine was built in the 70s with the material science we have now we have the ability to do that with a smaller engine for just as many .miles
@@lucwilson1 to your credit, duty cycle matters. The little engines make great numbers but they will be worked hard when towing. Really hard.
Funny how emission systems make an engine less efficient/ burn more fuel. And this is somehow cleaner for the environment. 😂
You should check out the S13/Scania engine in the new Internationals. It’s a diesel that does Not need an egr cooler or a VG turbo. Scania has had this engine in Europe for 10 years. They just came to the states.
Time for a very robust overbuilt single turbo straight 6 gas engine built for commercial. A new diesel is cool but the after treatment issues is why I've been dragging things around with a 6.4 for 6 years.
Former heavyline diesel mechanic here. I’m assuming youve never worked on a commercial diesel engine. You won’t be able to keep a solid front axle because they are much taller and overall bigger, and the Rams packaging can’t even fit a winch inside with the diesel engine as it is.
@marcochavanne we know they already fit a 6.7 straight 6 single turbo Cummins in a RAM, so they could fit a smaller displacement single turbo gas straight 6 as well. Possibly still minus the winch but the straight axle could obviously stay.
It’s called the 6.7 octane from Cummins it already exists
@@marcochavanneactually a winch does fit. There are companies marketing them now.
The DJT 533 CID 2 stroke inline 6 diesel used biodiesel as the fuel and lubricant and no oil changes are needed. Its can also start and run in either direction eliminating reverse gears. Its has 585 hp and 1860 ft-lbs torque.
I’m all for progress. I’ve owned a 2013 Cascadia for 3 yard now and dpf systems are a financial burden to fix. Just having to replace the one box and dpf filters is around $10k. You would think these components would be cheaper.
A heavier duty gas might be a perfect idea. Stronger, and more likely to last since you don’t have def and the electric system worries me how expensive that emissions system is to replace or repair.
Now all you have is the engineering of a straight six, large displacement, fitting it into a truck.
Be prepared, those gas engines will very likely have gasoline particulate filters. They've been common in the EU for quite a while and are on the Lincoln Nautalis SUV for next year in the US.
Oh you mean like the 7.3 Godzilla? Lol it’s the whole reason i bought one, handles 10-15k lbs easily with no emissions shit to worry about.
@@jeffs2809 also now on the 2025 ford maverick with the 2.0L
@@jeffs2809gas particulate is already in the USA. The new generation ecoboost for instance are already equipped with them. If you want a gas engine without one you better consider buying very soon.
My 2020 2500hd Silverado with the L5P engine was a lemon. 52 codes since new, traded it off on a 24 F350 with the 7.3L. The emissions and electrical problems on that truck was horrible and Chevrolet techs had no idea how to solve pretty much all of the issues with that lemon. Two service managers at different dealerships told me to just "Lighten It Up" and save me all the headaches. Unfortunately, I didn't want to do that. Do miss the power but not the limp modes and being left stranded in 7 states.
Just dropping this here - Edison Motors.
We need our truckers for sure. They do an amazing job everyday. More efficiency is a plus. The cost of diesel is far more expensive than it should be, and everyone should demand this to be resolved. We also need much better usage and infrastructure for our rail system...there is no excuse for rail not to be used better and more efficient for all our benfits.
Oil companies make record profits every time they report their quarterly earnings....because they can. Their greed can't be stopped!!
3 bucks a gallon is great. Yall are embarrassing to let the world know how broke you are by your own shortcomings
Love this topic! Haven't watched to the end yet, but I just have to plug it here before I forget.
*Speed of Air Engine Technologies* and *Speed of Air pistons!* You guys really need to research them a bit, because it really ties in with all of this, and it's also very relevant to pickup truck owners. Hope you read this and take it seriously. Love what you guys do and hope this can bring some hope to you and others, hope for the future of ICE:s
There has been no news about a bigger B series engine (engine in the Ram) in Cummins. I've worked here for 20 years.
There are a lot of AI generated videos spreading lies to gain views. Hopefully TFL didnt fall for that
That complicated system will cause major headaches for years until it gets figured out. Also my Kenworth salesman said the truck prices are going to go up by 20 to 30,000 whenever that new system is unveiled.
Because of the warranty the EPA is forcing the manufacturers to implement on emissions systems.
As much as I like the Turbo-4 in my Silverado I think all the down-sizing they're doing is bad. IMO, Ram's new Hurricane inline 6 should have been a 4.0l at the smallest and 4.9l/5.0 at the biggest. So it could have been around the same size as the old AMC engine previously used in Jeeps or it could have been as big as Fords 4.9l 300 inline 6. Two of the most known and reliable inline-6's to be put in anything.
I find it funny with all of the insane emissions regulations that it's causing big trucks to go full circle with engines. Because GMC used to offer large displacement gasoline V6's made to go in big trucks as a cheaper option to diesels back in the 60's & 70's. I think their smallest V6 was a 5.0l and their biggest was a 10.4l. To anyone who wants to correct me, yes, I'm aware of the 702 but it wasn't a V6, it was a V12. What did all of them have in common? They were large displacement, low horse power and heavy duty.
California should accept electric only deliveries and see how that goes for them.
Cali only allows exhaust filter model diesels in big trucks in their state now!
Biggest difference on the Commercial engine side of things regarding HP, is that the 9 & 10L engines are governed to only 1900-2200 RPM depending on use/power selection. The 15L is governed down to 1700 rpm. Even the commercial 6.7 is only running up to 2600.
My x15 isn't governed down to 1700 rpms mine is governed at 2100 rpms it's all in the computer and who set the ECM settings
Diesels don’t make sense in pickup trucks anymore. You can get more capability out of a 7.3 gas than a 7.3 Power Stroke or 5.9 Cummins. The 6.2 Ford gas engine is super reliable. I’ve got hundreds of thousands of hard miles and no issues on one. EGR destroys your engine. This is why engines in big trucks don’t go the distance like they use to. I’ve been broke down with X15s and Detroits. I won’t have a diesel pickup because I shouldn’t have to spend thousands to delete it so it is “more reliable”. Then they removed all the sulfer from the fuel so you’ve got no lubricity with higher injection pressures. Fleets know you don’t diesel pickup trucks. It’s too expensive to keep them running. Only F-Bois buy them to be noise makers with short boxes so that’s would most dealers have on the lot.
There is a narrow niche for them and they were once upon a time a somewhat decent value and reliability proposition. Nowadays I agree there is little legitimate reason most driveways should have one in them. Horrible idea as an around town grocery getter and haul your butt to work and back rig. Local utility fleets have no reason to run them either because of all the idling. Over the road hotshot haulers, hardcore RV'ers or rodeo circuit types that have a trailer hooked most of the time and pound a lot of interstate miles and want an auxiliary tank, diesel is better.
The 2013 Thomas C2 school bus that I drive, with the 6.7 Cummins is rated at 240 hp @ 2400 rpm, it does maintain speed decently well with every seat filled pulling hills at full throttle, but it would be nice to not have to do that to stay at speed
Most buses including thomas have transmission control modules set at 5th gear (6th gear lockout) below redline at 65-69mph, in addition to engine rpm limiters to 2450-2650 rpm
Related to the heavy duty market, I can confirm that the industry I work in is phasing out the B6.7 and will be transferring to the X10 for Diesel and CNG. Note with that massive and expensive new SCR/DPF comes a massive electric heater which requires its own alternator... Will it actually be more efficient if it consumes more power to keep it clean? We will find out...
I keep hearing that torque is king but that's not exactly true, duty cycle in my opinion is just as important or even more important. 6.7 powerstroke is a good example on a pickup it does well it doesn't see the load like it would see in f550-f750. I see a lot of engines catastrophically fail in f550 in as little as 30k miles because it just can't handle constant load factor in this application and that's where you need an engine with larger displacement and structurally heavier engine.
First of all no truck person thinks a smaller displacement is better
7.2 Cummins would be a Monster 💪🏻💪🏻👍🏻🇺🇸
No more post injection event to heat the DPF will be a big improvement!
I would expect a 7th injector in the exhaust rather than relying solely on the electric heater. Also, I'm pretty sure those use a 48v electrical system to support the current required for the heater. I wonder if Ram/Cummins would go to a primarily 48v architecture or keep it primarily 12v and only use the 48v for the emissions. EPA rule requires significant reductions for Nox at idle and low load, I believe that's where the electrically heated dpf/scr is coming into play.
They never got on board with the separate DPF injector like Duramax and eventually Ford did. I don't know about their larger commercial engines. It's a good way to cook the back cylinder and turbocharger doing it the post injection and is not good for the engine's longevity.
New DPF system?
The more they over take the plumbing, the easier it is to stop up the drain
Just another over complicated thing to cost business owners thousands when it breaks, that's all that is.
I wish scania technology or something that is analogous to it makes its way to American diesel engines where they can achieve very low emissions and don’t need DPFs
Can’t forget that Kilowatts of electric heat comes at a cost and will take a noticeable amount of HP from the engine to turn a generator. If you compare a gallon of diesel burned in an engine preheater or cab heater to using that same gallon of diesel to run a combustion engine to convert that energy from mechanical to electrical then to heat I’m not so sure you will see a gain in efficiency. I’d like to see it in action though. Time to heat the process in the after treatment might be a gain yes and at least the generator will add load to the engine during warm up on cold starts and get everything warm quicker.
This is kind of like charging an EV from a grid that was generated from coal or burning fossil fuel and saying you are saving the world.
From my understanding they have been using this in Europe for a few years now. Don’t quote me, as the bookmark I had for this electric dpf got erased after my last IOS upgrade 🤨… Also all they have to do is run dual alternators in each truck, yes more parasitic loss but your not burning Gallons of diesel to clean the BS emissions crap….
It is also going to depend a lot on next Tuesday! (11-05/2024) Please VOTE, return some sanity to the industry! Peace --gary
Maybe, but there's a lot of other forces at play
@@chrisrauschning7376 I agree 100%. It just took us ~125 years to get where we're at now. It's impossible to snap our fingers and have everything change in a very short time. Trying to do that, and throwing "billions and billions of $$" at it just leads to misappropriation, bad ideas, stealing, overspending, high cost, Then they want the Gvmt to bail them out too. Unions want crazy $$ for their members while companies bleed $$ from every crack in the wall. Then they want the public to buy $100k+ unproven, under performing, unreasonable units to replace tried and true dependable trucks. Sorry, I don't mean to rant so much, just had a big belly full for the last 4 years. I agree 100% with a well thought out plan for reducing carbon foot print. It's just far from what we have seen so far, and the waste $$ driving up the cost of everything is crazy. Peace... --gary
@@chrisrauschning7376 I agree 100%. It just took us ~125 years to get where we're at now. It's impossible to have them snap their fingers and change everything in 1/4 of that time. Throwing billions and billions of $$ at it just leads to massive misappropriations of everything. Every Tom, Dick and Harry have their hand out, and the Gvmt just hands out $$ like ice cream on a hot day. $55,000 for a 3 cylinder turbo 1.3L "disposable SUV" ?? OMG, just crazy. $80,000 for an "electric car" with a 300 mile range? That could be fine for the right person, right situation. But to tell everyone "this is what you will drive" is a bit crazy. It will take, IMHO, 1/4 the time it took to get here, to affect a large change to 75% electric, methane, propane or whatever. So sorry about the rant. I've just had a huge belly full in the past 4 years, and have said nothing. 8( God Bless America! Peace, . --gary
How long til you need some kind of (expensive) permit to buy a heavy duty truck? Proof of need or some such… it’s coming.
All these new emissions systems have made the diesel truck market, commercial, and consumer unreliable and expensive to repair. It's an absolute joke and not fair to the end consumer.
Make sure you vote your statement. All this decarbonization crap causes that.
I talked to a kw dealer and he thinks it’s going to be a nightmare! He said we are already having enough electrical problems and don’t need to add any electrical to it!
In the mid 90s california and cummins was working with freezing natural gas to aliquid for 24 hours then it returns back to a gas vapor form
If the new DPF doesn't eliminate the EGR, it's pointless, save the sales pitch. The EGR is what kills engines. The SCR/DPF systems are expensive and take maintenance, by they are not the problem.
@@stuartmeier240 egr isn’t so bad in gas engines, but it is Kryptonite to diesels. I will never own one of these
Think I'd rather invest in older vehicles versus these new ones which are way over-engineered.
CARB is a joke.
Unless the medium duty market wants a bit more engine in their trucks would be the only way i see a 7.2. but if they do bring it the V8 competition is going to be struggling to make the ratings
If they are boring it out to 7.2 I would be even further concerned about blown head gaskets and cavitation. 5.9's rarely had HG issues but 6.7's can if you push them a little bit.
Is the 6.7L a new design block from the 5.9L? Or, is the 6.7L a bored out 5.9L? I would think that if the 6.7L was a new design, it could possibly be bored out to 7.2L. I doubt they would bore out a 5.9L block to 7.2L and expect it to last even through the warranty period.
That was mainly due to the vgt turbos that produce higher drive pressure
EPA can not do anything to force companies to follow their rules. They lost that fight in court and why companies are continuing to follow their rules is dumb. Congress hasn't changed any laws and burracrats can't make law!
Bring on the 7.2 diesel!
Presenters excited but all I hear is more complicated system, and consequently less reliability and longevity.
I don't see the 6.7l being phased out. I see the 7.2L being a additional diesel option to choose from.
I’m an engineer who’s working on this EPA canister. I’m excited to see this on the road!
If there is an EGR system, or a crank case filter, it is not “cleaning the engine“. It is cleaning the DPF; the engine will still suffer with the other systems, no? 🤔
This has been a dream solution for catalysts for a decades.
Can we suppose that high output lithium batteries are making this a reality on cold starts
What they need to do
Is strip away EPA from making fuel economy standards period and have them regulated everything else. And regulate not try to make laws offer their suggestions to congress like they are suppose to and then they can vote on it the way it’s suppose to operate. But have a separate board for vehicles. And that follows consumer demand.
@@jeromep3182 just end the EPA, it’s not helping anyone
california air research board wont be satisfied until the freeways & streets are full of mule & horseshit.
Actually, CA govt wants the streets to be a public bathroom for druggies.
John Sears, a nomad who travels all over the state with his 3 mules, was constantly thrown in jail by ignorant tyrant cops for traveling with his 3 mules completely legally on public roads.
They do want you to get an EV, which they can determine how far you get by rationing electricity
And the X10 is at 1650 torque at likely 1200 RPM or even less. That’s the biggest difference.
engine downsizing works in consumer half tons when trucks are unladen and power is not needed. But it will always take (X) horsepower to move any amount of weight at a given speed. And horsepower can be directly linked to fuel burn. shaving 100 pounds out of an engine bay is the biggest benefit to the ecoboost.
I run a 2003 Volvo with 5.5L common rail and Allison for "Truck" its cheaper than any Silverado, Ram or ford to run, fix etc and its full airbag snd higher GCM
Straight six diesel is most efficient engine but i know truck drivers who like Scania V8 not only have power up hill but have weight in right place to pull trailers.
Cummins with gasoline straight six will good for Australians with Ford sixes get hard to get. Interesting if Cummins has revised 5.0lt V8 diesel that was in Nissan Titan?
A gas turbine is the most efficient engine.
With natural gas you have the power of a diesel, without all the emissions drawbacks.
Natural is less energy dense, so less efficient.
They don't make as much power unfortunately.
@@KevinB-d7t less btu per ‘gallon’.
change the definition of a ‘gallon’ to have the same btu per ‘gallon’ and all of a sudden the math works. Also high compression CNG motors work well. 15:1 compression ratio is doable AND needed to get its good HP. Power from CNG comes from compression ratio. Low compression CNG motors are dogs.
The best method in my mind is a CNG fuel cell that supplies electricity to a battery, then the running gear is all electric. High torque/HP motors marched to battery, but quick refill times for natural gas (and infrastructure is already everywhere!!)
So a Tesla semi with a CNG fuel cell to keep battery charged. Could size down battery pack a bunch to act more like a buffer.
@@Upliftyourbrothers That’s a good idea.
Why doesn't every engine come red? This is against the ISO rules. Red = Cummins, Yellow = CAT, Orange = HEMI, Grey=Chevy and Cracked Blocks = FORD
I still haven't adjusted to Cummins change from red to blue. It really messed things up because Valvoline had the Premium Blue diesel oil that they developed with Cummins.
Been driving Fords for decades, for personal and business, never seen a cracked block ever.
If it costs too much to run a business in Commiefornia I'd make preparations to move my business elsewhere.
Those evil bastards wanting clean air for their people. Unless you have a coal burning furnace inside your house maybe shut the hell up.
Except for all that lovey air you can breathe, but not see, comrade....
@@jamesonpace726 LA and SF have horrible air. From the smog to the smell of the street people, the air is nasty.
@@AkioWasRightnot sure what the smell of people have to do with this topic, but sounds like if smog is an issue that steps are taken to continue combatting that.
@@AkioWasRightsounds like emissions matter then. Diesels should be scrubbed.
Speed of Air pistons are the answer!!!!
This!!! I'm so happy someone other than me is saying this here!
I’m ready for a 7.2 paired with the new ZF commercial 8 speed! Bring it on Ram HD
How is the EPA still able to enforce current and make new laws if chevron deference was overturned?! 🙄
Sad to say, but looking forward to seeing the gas Cummins. Diesels cost to much and last half as long, thanks to emissions. I have an 18 ram dually with Cummins and I only drive to work and come home. It's 6 years old and has 32k on it. All my running around is with a half ton gasser.
Only in America are the epa regs crazy. Which only apply to citizens vehicles not the government vehicles
Maybe Cummins should fix the pickup engines that they have now and having a lot of problems with.
NA gas engine are much lower in torque compared to TD. MAnufacturers need to make a 6 to 8 liter gas engine with 5'5k redline and low boost turbo to increase the torque significantly yet keeping fuel mileage and maintenance low.
Why don’t manufacturers look in to Jake brake to hybrid regen, non-plugin system where engines regenerate power whilst using engine breaking
Scannia engines don’t have a need for DPF/DEF systems because they are efficient and meet regulations without it…. If only in America we could get those engines or get rid of the dpf system 😢
Do you even know if that 7.2 Cummins will even fit under the hood?...I looked at some pics and it doesn't look like there's much room in there...
With the Chevron ruling, hopefully the EPA will be put back under their rock & the automotive industry can get back to making great engines w/o all of the strangle hold emissions nonsense on them.
If you think EPA is a waste, then you should live in China for a month with their pollution filled air. Maybe it will change your mind, especially when you consider this Earth is not just for now, but for tomorrow for future generations. We need to do decent job of taking care of it.
Not to mention, some of us are old enough to remember seeing the air in LA. Didn't always kill us us that fast, sometimes it just made us very sick....
Not a fan of heavy handed government, but you’re the kind of person who throws away their children’s future for your temporary personal enjoyment. Clean air and water are more important to me than some V8 engine.
@@jackprick9797 Part of the reason China is so dirty and powerful is because industry we send them cannot comply with emissions regulations we created for ourselves.
Every comment here trying to defend the EPA is just illustrating the problem. Were not in f-ing china and 99% of us aren't in LA. Actions and requirements needed in those places are not needed in Dillon Montana or Bainbridge Ohio, but because the EPA is a one-size fits all tyranny, everyone suffers. Big government solutions ALWAYS create more problems than they fix and they ALWAYS suit the needs of special interests rather than the average American citizen.
I’m interested to see where GM takes their baby duramax, it may be my favorite engine so far. Only have 8k miles so time will tell but 25-35mpg is hard to beat.
With Chevron deference struck down by the Supreme Court, manufacturers SHOULD sue to get this crap off the books.
Have you looked into Scania engines yet? They're here and being tested to meet NA standards.
It is sound very good
1650 is sure a lot of torquies....
How is any of this relevant to the actual 2025 hd? What the heck is going on, its November 2024! Will Ram beef up the 6.4 and fix design flaws???
i mean the major issue is goverment overreach, we all know deleted trucks run better.
Cummins 6.7 was produced with larger displacement but lower compression than the 5.9 to help meat NOx emissions. Yup, bigger and less efficient to meat gummit mandates
I bet if cummins replaces the 6.7 with the 7.2 ram gose with the 6.7 fpt
Any heavy-duty pickup with more than 385 hp, 850 lb*ft of torque is just for bragging rights. The EPA has ruined diesel engines for operating economy with their ridiculous NOx and particulate regulations. The required systems have increased initial cost, increased maintenance costs, and hurt fuel economy. Diesel engines have become uneconomical to operate, which is why Cummins is developing a heavy-duty gasoline engine. The fuel and emissions systems will be much less expensive than modern diesels with the alphabet soup of aftertreatment systems.
How about that
Reducing efficiency leading to a greater carbon footprint
Plus all the wasted resources transporting DEF to pumps and stores, and landfill waste as well
What about the soot washed out of the DPF. It ends up back in the environment, all at once rather than slowly.
Government solutions often create many more problems than it solves
I would not be surprised if.. Cummins is getting
Rid of its 9 litre on commercial side I’ve heard for a10 litre
Bigger cubic inch cooler lower nox with more power.
America should make the new ram HD trucks with better quality and look classic and rely less on modern technologies for reliability
Hydrogen on demand is the solution. We have been doing it for 16 years and we have on board hydrogen on demand systems keeping the DPF at 0.01 the whole time. We have 2 California EOs! We have hardcore data from huge fleets on this. And we also have a turnkey product that we have been selling for 10 years.
Why have we not heard of you? And please spare me the conspiracy crap, If you can....
@@jamesonpace726it would be great if we could talk so we can share with you all the obstacles to get this technology out there. We are actually working with some very large companies that are worldwide.
@jamesonpace726 we would love to talk to you about all the obstacles to get this product out there. We have live data from all of our installs worldwide. We are also working with a very large company right now that is worldwide. Scott and our team has worked hard over the last 16 years to get it right and collected the data to prove it out along the way.
@@jamesonpace726when we reply our comments get deleted.......
@@jamesonpace726we have sent replies from different channels they are getting removed. 🤷♀️
Why not turbo propane?
Sweet!!!!!!
Yay can’t wait to delete all that stuff off of it!
You talk about the new emissions that the truck's are supposed to have, can ya show the science that proves we need it and or it actually work's the way they say it does? Ya can't because it is probably profit motivated right!
jeep wrangler shoud have an 4 cyl cummins diesel
Young dude understand 🙏 😮
The cummins is so heavy to be a gas engine. Maybe it will work ok.
Ford didn't design and build the 6.7 powerstroke International didn't for them and then Ford left them and kept building the engine
No viewers think bigger displacement is bad. Unless they've turned their outtie into an innie.
No new cab tho 🤦♂️
I’m with you, but for Devil’s Advocate’s sake, if I had it my way I would want Ram to build the most reliable truck on the market and stop worrying about all the luxury garbage. The current may not be biggest in class but the cab is plenty big, and it does have advantages when you consider parts availability, as well as the cab being steel and not aluminum. I’m not a fan of aluminum cabs and a bigger steel cab would weigh more. If Ram kept the cab the same and just focused on efficiency and durability I would be just fine with the current configuration.
@@gravityfab I will also add to these GREAT points that I don't want the redesigned cab to happen under little carlos and company at stellantis "leadership." Doing the redesign under the current "leadership" is almost a guarantee that every possible corner will be cut and that the thing will likely be complete trash. I too would like an updated cabin, mainly the bell housing in the front passenger foot well, but I would be more than willing to wait till that (unt carlos is gone and stellantis is nothing but a horrible memory. IF they sell merge with BYD I don't care at all as I will NEVER buy a C C P mobile, NEVER!
Although I tend to agree, "fancy" sells & never is a really, really long time....
@ you’re not wrong, Stellantis is the master of hackery. As far as the footwell bulge goes, it doesn’t bother me. I’m good with it since it’s there for the turbo downpipe and there’s no way to get rid of it without going to A: a different engine config (no thanks) B: a longer hood (not interested) C: a smaller diameter downpipe (nope).
@@jamesonpace726 fancy may sell to some, and the truck market is definitely going that way, but there’s a large group of us who buy trucks for their utility and rely on them day in and day out to get us past the repair shop and fuel station. 15 years ago that cab was huge, it’s our own discontent that has made trucks more expensive and less reliable.
They borrow a designer from Genesis?
Stop voting for liberals 🤡🤡🤡
Paccar preheat fuel already it’s a disaster. It over cooks fuel making plac build up. The plac breaks up plugging injections.
I'd be thrilled if people stopped calling their Ram diesel a Cummins. "Let's take the Cummins"
No. Take the Ram.
Don't use the Duramax, either. Use the Chevy / GMC.
Or use the Ford.
Thankfully Power Stroke is kind of cumbersome to say or I'd be complaining about that.
None of this matters, just my somewhat pedantic take on diesel bros.
P.S. I love my '96 Ford F250 with the good ol' 7.3 PSD so I'm certainly not anti-diesel.
Son, I done told ya I drive a Cummins💪
Stiiiiiiiiiilllllll DODGE truck 🤦🏼♂️
Great more emission crap to fail and costs a fortune to fix. Ugh! 🤦♂🤷♂
I can’t wait for the empty 1-ton 2000hp pickups taking up 4 parking spots at Walmart.
I’ll keep my first gen tractor motor without all this BS.
Sounds like i wouldn't have to buy DEF anymore? I like the sound of that
If it has an SCR, you;d still need to buy DEF. Nox limits are getting dropped a LOT for EPA27, ~80%. Also, requires manufacturers to increase security to prevent tampering and increases the serviceable life of emissions components (DOC, CAT ,DPF, SCR) by a LOT (Which, I believe, will increase prices to compensate for warranty coverage).
Why no electric drive motors? What a waste of energy. EDISON MOTORS !
Bullshit!!! Cummins have no 7.2liter!b6.7 and l9 nothing in between
This company is close to BK stay away from junk dodge
Yeah why do we have these low horsepower diesel engines when Scania produces much higher horsepower engines and does not need to utilize an egr system all because they are running higher compression. They run higher horsepower because they are running V8 diesel engines laying down factory power that the inline 6 engine simply can’t reliably.
If you’ve driven in the hills or mountains with just a 65,000 pound gross weight you know that the 600 hp still sucks.
If you know about towing 65000lb (or heavier) you know that torque is king, especially in the hills.
@ Duh! They still don’t make crap for torque when compared to other diesel engines on the market especially overseas. I have a little over a million miles between hauling and towing with about a 1/4 of that being heavy haul. Not including the fact that I’ve been raised around trucks since born and remember the days when we had big V8 diesels that could really lay down the power.
@@P-J-W-777 wow, since birth? Amazing. There are 4 main categories any engine designer should take into consideration. Durability, Efficiency, Emissions, and Power. Technology doesn’t allow you to push the limits of all 4 at the same time, as I’m sure you know, being a heavy haul prodigy and all. Sometimes you have to make a compromise in one category in order to appeal to another. In my experience I will gladly take efficiency and durability over gross power, but the government here in America has higher emissions standards than the rest of the world. Cummins may produce conservative torque numbers but you don’t get to the top of the diesel market on power alone. But you know all that, with your unequaled experience and knowledge in all things heavy hauling.
@ I never claimed to be a prodigy (nor would I) because I’m still learning to this day and the day you stop learning is the day you fall behind. With that said you are the one that assumed I had no knowledge of the diesel industry which is why I gave you a small little background. I’m not some keyboard warrior posting 💩 for my own amusement. Fortunately we’ve built some pretty amazing motors after which have been very reliable and making more power over their factory rating. We still have a couple V8 Cats that I’d put up against any modern I6 factory engine while still maintaining decent fuel mileage. We don’t run them anymore due to that good old government EPA BS. I’m going to assume you either work for a manufacturer or for a fleet company simply based on your response. The Scania V8 would pass emissions tests here in the US and do so without the need of the EGR system. Why don’t you go do some research on them yourself na then hopefully you’ll understand.
Because emissions are different in the US and the EU. Higher compression can result in more horsepower and efficiency, but it also results in more NOx. NOx emissions standards are very convoluted and difficult to comply with, particularly for diesels.
I get that these guys make a living making content, but I don’t think that most of their viewers care much about commercial applications IMO
I don't drive a commercial truck, but I still like watching to see what kind of tech is going to trickle down to pickup trucks.
An electric DPF won't necessarily be for commercial applications only.
Actually, if the system works well, it could lead to the comeback of non-commercial diesels.
More hot garbage that's harder to fix and more expensive to maintain. I bet parts availability will be awesome....