These engines were originally using lightweight oil ( 5-30syn ) and then around 2016 a change order came from headquarters to use only 5-40 syn oil. The main bearings were failing due to inadequate oil film thickness during low RPM /high load events. The EGR also contaminates the oil with soot compounding the oil problem. The vid was very informative and shows how complex the stuff bolted onto core engine is.....Thanks I really liked it!
@@THESHADOW97139 0w20? Wow. I live in the desert where the heat really puts a stress on engines and transmissions. 0w20 is so thin it might not make it much after warm up and God forbid you got caught in stop and go traffic. I run 10w40 in my old jeep and it seems to do well with 20w50 during the summer heat. The old 4 liter has 165000+ miles on it and still going strong. It doesn't burn oil, but it has the typical 4 liter oil leaks. Be safe.
The egr system on these engines put excessive soot in the oil, which plugs up the main oil galley, causing the main bearings to starve of oil, the solution is to delete the egr valve, or reprogram the ecm. The gen3 eco diesel, 2019+ takes clean exhaust gas post dpf for the egr, which has no soot in it, which completely eliminates this problem
Good luck getting one that isn't in the shop more then on the road lol. Chrysler finally decided to discontinue this piece of junk because how many of them end up in the shop.
@@JrSpitty i have 85000 miles on my 2020 ecodiesel and it hasn’t had a single check engine light, and 75% of those miles are pulling a 13000lb gooseneck car hauler. the first generation had a lot of issues with carbon contamination from the egr, causing spun bearings, but the current engines are dead reliable.
I was a heavy line tech for 50 some odd years and I have never seen any thing like that. It takes real engineering talent to build an engine that can destroy every main bearing. Anyone can take out rods but Fiat/Chrysler takes first place.
Thank you for throwing the mallet and letting the rest of us feel better. I can't count the number of times the mallet went further than the part. Love the content, love the style, keep up the awesome work sir!
The thing is this engine is not new to europe and they didnt have this kind of problems before. The real question is what was changed to the american version that made it so bad.
Thanks for posting these videos for us Eric. The average guy like myself doesn't get to see a lot of this kinda stuff torn down but find it very interesting although I'm sure some of it gets pretty old in your world. Thanks again Eric, keep them coming.
For those who don’t know what they’re looking at those engines have been around for about 35 years they were used in sailboats and generators and that’s why the iron block is modular so it could be serviced in those situations. They are extremely reliable engines. That’s why they were chosen to put in the pick up truck, and with certain modifications they could easily put out a lot more powerboat and generator applications. They were tuned formaximum economy, not maximum horsepower and torque which, in this case they have been turned up
If I had to guess, some of that (excessive amount of) RTV came off and got sucked up into the oil pump and then clogged some of the oil passages to the crank, preventing those bearings for getting the oil they need effectively starving them of oil and, well catastrophic failure ensued. But that would be my guess. Very cool tear-down.
@@lewisvacek1976 It could be an RTV plugging problem in this case but there have been several similar failures that were caused by carbon sludge build-up in the oil galleries that caused starvation of the bottom end. See this video for example: ruclips.net/video/4F_8M8uTVhE/видео.html
It's fair to judge the Ram EcoDiesel. They're legendary for eating main bearings. There's a reason FCA changed the oil spec not once but twice in the first few years they offered it. And like you said, there's a reason used cranks are so valuable.
I maintain 3 of them at the shop I work at. They tow all day every day and they are all at 250,000 plus. They were all deleted when purchased and have a 50 hp tune. They all average over 20 mpgs towing and that is a massive savings when you put 100,000 miles on a truck in a year. The only major repairs the trucks have had are a tranny, rear diff, and the delete. So no it’s not fair to judge the ecodiesel. If youre driving it and using it like a minivan you’re going to have some issues because that is not the intended use of the truck. It needs an oil change every 10,000, good fuel, hard work, and it will be just fine. These pickups have saved the company THOUSANDS of dollars in fuel alone and have not given me ounce of grief. Seems to me that most of the problems people are seeing are caused by the emissions or they are babying the truck. I don’t believe that there’s eco diesels eating main bearings left and right.
@@lukevandenberg3378 My guess is fuel dilution of the oil and potentially using incorrect oil. The design of the motor isn't bad, it likely has to do with how they are installed in the trucks with clean diesel parts, dpf, scr, etc. If you are doing non city driving you are far less likely to have fuel dilution of your oil. If you drive mostly city, stop and go, you could start to have fuel dilution at 2k miles from changing the oil. It doesn't take too long driving on compromised oil to kill the engine, engineers were seeing upwards of 15% dilution within the change intervals on the original oil spec. Those are the cause of the failures left and right, no SCR, DPF, EGR these engines should do 300k miles no problem.
@@lukevandenberg3378 I have a 2014 jeep grand Cherokee with 180,000 miles on it. Still hedgehog done anything to it. Love the jeep. Average 27 mpg. Think tht other problem is these motors need to be driven not drive them for 20 min at a time and that goes for any modern diesel with these dpf's on them.
I have some 10,000 mile Royal Purple oil in my truck with 6000 miles on the oil. This channel made me check my oil yesterday lol. It actually still looks pretty good, but thanks for alerting me to be aware of the quality of the oil instead of just going by mileage.
One part that I like is the layout of the chain distribution. A single chain from the crank to one camshaft. The two camshafts are directly connected with gears and counter-rotating. It's the opposite of Volkswagen and Audi with chains everywhere.
The gears between the two camshafts are a really reliable and proven tech. My mercedes OM606 diesel engine from 1995 made 720000km before I sold it. And of course with the original transmission as well. VAG owners can only dream about that kind of longievity on the chaindriven cams.
Italian engineers are also realists, and at least design a engine that can come out the car without having to do a body-seperation like this model seems to require! I've owned alfas, fiat's and even lancias over the years, and all the component stupidity on all of them added together (and the alfa was a 164!) don't even come close to whats on this single engine, this thing make me nostalgic for 90's Italian wiring! 🤣
The white valves indicate it was eating coolant. Probably the cause of the bearing failure. You need to religously check the coolant level in all these modern diesels with an EGR cooler. It would be interesting to pressure test the EGR cooler manifold.
I dont think an egr cooler failure would cause a main bearing issue. Any coolant leaking from the egr cooler would be evaporated and excreted out the tail pipe. Dpf failures, intake/swirl valve and engine fires however, would be an egr cooler.
This engine was originally designed for a Cadillac! The story goes like this: GM, in the mid-2000's, had big, international aspirations for Cadillac. They did some market research, and they found out that to be taken seriously, you had to at least offer a diesel option on your cars. So they commissioned VM Motori in Italy, a boat engine manufacturer who had a reputation for quickly engineering small diesel engines. Shortly before the Cadillac model that this engine was destined for was to hit the market in Europe, GM pulled the plug on European Cadillac sales. So the freshly designed engine was sold lock, stock, and barrel to Daimler Chrysler. It went into the 2006 Jeep Liberty CRD for one year, where approximately 7,000 were produced for the US market. The engine was still available for the Jeep "Cherokee" (that's what the Liberty was called overseas). In 2007, the first diesel emission rules went into effect in the USA, and this engine didn't meet the requirements. Then Fiat Chrysler turned around and offered it again in the 2014 and up Ram 1500, as the "Ecodiesel", after getting it certified under US emission regulations. BTW, Jeep Liberty CRD's are worth a small fortune in the USA 🇺🇸
you are some what wrong. the liberty used a 2.8 4cylinder which is in the current colorado and not meant for cadillac. this 3.0 was made for cadillac but what shelved and not sold to diamler, when fiat bought chrysler they also owned vm so it go used
That's a common problem with the gen II engine. FCA changed the oil from 5W-30 to 5W-40 to current that problem. Back in 2016 that 3.0 was blowing up ( spinning the main bearing ) from lack of oil and over heating the bearings. FCA was putting new engines in those trucks under warranty, because it cost less to replace it then to rebuilding it. I know, because my truck is a 2014 ram ecodiesel 3.0l
During the ramp up in production at VM Motori, it was found that some engines had cross-threaded baseplate bolts, causing excessive stress on the main bearings. This was probably one of those, circa 2014.
The 4.7L and 3.7L are iron blocks that are modular (a.k.a. bedplate motors),.. this is all indicative of poor oil maintenance and looks like stuff got really hot at one point or another. Great teardown.
This comes from short trips, lack of oil changes, excessive blow by due to it never see operational temps and passive regens. It can happen with any modern diesel some just take longer than others. New diesel have to be warm, see highway often, and there happy. If not goodbye thousands of dollars and frequent visits to the dealer when it’s out of warranty.
A quick oil place crossed the drain plug, they had to replace the pan. BUT, not before the customer drove it miles and miles without oil. after the pan replacement the customer drove it more until it locked up. Went to court and got a new engine replacement.
Interesting indeed!! Two things taken together suggest a possible explanation. EGR cooler failure (signs of coolant on passenger side head intake valves and glow plugs) followed by pan clean out (excessive RTV on pan cover) to remove contaminated oil. Not that blogs are a reflection of reality, but many of the spun bearing report follow a coolant in oil contamination event. So EGR cooler goes, coolant thru intakes to pan, contaminated oil on mains (and cam bearing?), clean out, eventual main bearing failure after lubrication failure scores them. Big drag owner didn’t sign up to (EGR cooler failure). Not sure there’s a lot of hope once oil has been contaminated for any period of time.
i own that engine in my jeep.. a lot of forums say its because of the emissions crap that ruin this engine. and not regular oil change.. a lot of soot gets in the oil and goes bye bye
@@I_Do_Cars Back when I was a little child, I dreamed of a car that had an auto repair robot inside. I'm pretty sure I dreamed this because mom bought a 1985 Nissan Maxima when I was little, and that car often left us stranded. Only the engine and robotic voice chip were reliable.
@@skylinefever It was not a robotic voice chip, but a small hard plastic record and stylus. Just like an LP record player but much smaller. I kid you not.
@@matthewq4b At least Nissan's tiny record-player had a pleasant female voice with a Japanese accent. Chrysler used an unpleasant, gruff male voice to recite the warnings!
The original FCA spec on my 15 was 0-30 wt. That was changed mid year. 5-30 wt. At 60k the engine spun at least 1 main, you could move the crank up and down. FCA sent a engine in 2 weeks and next day wanted it back??? Long story short, 3 months later I had my truck back with a complete new engine. And I mean complete down to the engine cover. Covered by warranty. N/C, NADA, NO$$$
My dad has a 16 Ram Ecodiesel. He deleted it the month he got it, meaning remove all the emissions systems except muffler. He now has 105k miles and has not had one single problem and gets like 28 MPG.
For the explanation, there was quite the batch of these that left the factory with defective bearings and were ticking time bombs in the early ones. Some have been seen failing a single bearing due to carbon coking the entire oil galley solid and blocking oil flow due to the wonderful EGR/PCV system pumping so much soot back into the engine, as seen by how filthy the motor is. Then there's the class action lawsuit and recall on the defective EGR coolers that fail and can lock the motor up or cause a fire within the intake manifold. I personally own one and my emissions equipment randomly fell off mine, runs great now and has never given me a single problem. 76K miles strong. 29mpg highway with 2" lift and 34" tires. The faulty emissions systems on these really has not served them well in the US.
This is my first time watching Importapart. I thought it was very well done and interesting. I don't know why anyone would give it anything but a thumbs up! It seems sad to me that after 100 years of engine manufacturing that there are such poorly designed engines made today. You would think that today's engines while being more advanced would still be made easier to work on.
Content request please: Whenever you pull EGR equipment off diesel engines please take a moment to examine pipes, ports and most importantly, intakes for soot buildup. This will assist viewers in assessing potential issues with their diesel engines. (thinking of the "(in)famous" volkswagen 1.9 diesel EGR setup completely plugging the intake to the point where the engine will no longer run....) Thanks,
The V6 VM Motori is known for spun bearings, the oil gets clogged with crap and the channels around the bearing clog up. Got to keep the oil really clean.
@@xanatgarcia9241 yes. I own a 2014 Ecodiesel. I have the original engine, the truck has 169k 90 of that I put on the truck in 3 years. I change oil every 7,500 miles if not sooner. And use Hot Shots friction modifier every 3rd oil change. I think this is what has saved that engine from self destruction.
I always thought it was easier to change oil than change a engine friend of mine would change oil at 3000 miles using synthetic some times 1800 miles . He sold that Jeep with 400,000 plus miles , 95 4.0 . Then bought a 2008 Jeep with 3.8 same type of oil change habit just traded that one with 430,000 so it’s possible to avoid issues with good maintenance practices. I personally have had vehicles go the distance over 350,000 with good maintenance.
@@davidrobinson2535 3000 is too short but if you done by yourself, some extra liters of oil a year are well worth an engine. i had two engines at home from the same engine family as this one, i mean Multijet, the same engine sold on Fiat brand in the past had a service intervall stupidly long of 30k km, then the same engine sold with Suzuki brand at 15k km and now Fiat sold it within a new car model and official service intervall its 20k km. guess what, i always change my oil every 15k km.
So odd that the majority of engines you take apart you take the oil pan off first, so that all of the debris that pan can be seen instead of turning it over and dumping it through the motor? Yes, so for those who watch this video you might want to take note my dad has a 2014 Eco diesel and it has 420,000 miles on it still going strong been paid for for years. Don’t care if it blows up because it’s made us so much money hot shotting small loads up and down the freeway it did that, and if it blows up will be happy to let you tear it down so you’ll have an engine with the known mileage on it which the one you’re tearing down has over 300,000 miles on it but I guess you’re only good at guessing mileage on an old 7.3
I read that there had been an issue with oil ports on the main getting blocked. I saw a teardown where one of the ports were blocked with a hard plastic like substance. It'd be interesting to pull that crank out and check those ports.
Have a 2014 JGC Ecodiesel, ran mostly CJ4 oil from the beginning (5W,10W, 15W-40), i'm at 150k miles w/ original engine. They had some engine machining quality issues I recall when they ramped up production for the ram, also emails recovered in a FOIA request showed execs were dealing with an oil flow issue, they explained high torque starts combined with low rpm left too thin of an oil film, it looks like engineers compensated for this with software delaying acceleration (slow load). Also many Eco users don't pay close attention to leaking Oil or EGR coolers, once they start leaking and overheating the coolant combined with contaminated engine oil will start the path of lower end failure.
There's plenty of these engines that have spun main bearings despite regular servicing and correct oil. I believe it's likely the EGR contaminating and blocking oil pathways.
I love that Milwaukee mid torque tool. You beat on it. & just comes back for more. You should get some sponsorship from Milwaukee. Anyone watching your videos will be mighty impressed (link in description!). Love the tear downs & commentary. Cheers from NZ 🤙🤙🤙
@@PoliticalGangster both. They each serve a purpose. M12 ratchet - also used in video (old style). But the mid torque m18 convinced me to swap from dewalt to Milwaukee. Buzzes off all my lug nuts. I still have the big m18 ugger dugga for crank bolts etc.
Precision transmission made a big thing about them on every video, then suddenly they vanished from the vids to turn up a week later blacked out and no mention was ever made of them again. Either YT or Milwaukee told Richard to stop
Block design is what's called a bedplate. Extremely robust bottom end but prone to leaks where the halves meet. Another relatively infamous engine family used this design: the International VT365/Maxxforce 7 & the ubiquitous 6.0/6.4 Powerstrokes. Great video!
I am really jealous, you have such a fun job, ripping apart engines without having to worry about how to put them back together, just chucking bolts and hardware all over the place.
Awesome video, new subscriber. I wouldn't trade my 2015 for anything, just did an oil change. I tow, but not real often, so doing oil changes every 7k instead of 10k. Running Hot Shots Secret Diesel Extreme in it, every 5k. Thanks again for the great tear down vid.
The crankshaft itself is the problem. They flex under any kind of torque loading, like too low gear ratios, lugging. When geared for highers revs, they are great engines.
Thank you for making this video. I have a 2016 Ram 1500 with the 3.0 Litre Ecodiesel. I have 111K miles on it and it runs like a champ. I got nervous for a minute because I was towing a trailer about 400 miles back home and it started making sounds like my turbo bearing was failing and by the time I got home it was extremely loud. After digging around, I found out it was just an exhaust leak, easy fix. I now know that if the turbo ever fails, just sell it because you would basically have to take half the engine apart to replace it.
I miss old, less complex motors. All one can do now is maintain as best you can, and pray you get couple hundred thousand miles before a failure makes repair cost prohibitive.
@@litreland764 when I drove my 97 Miata a few years ago i use to say every car was too complex and stupid, and that i will never own a car out of the 90's. I drive a newer car now and glad i don't daily drive an older one. I love old cars but only for fun projects, other than that I'd rather just chill in a quiet modern car that i probably will keep 15 years max lol Plus modern cars last longer without major repairs it seems so the need to do work all the time isn't needed
@@grantapalooza998 The thing is miatas when they were new were exceptionally reliable and long lived. I put 300,000 miles on a couple of them. At this point age and difficulty getting used parts is beginning to be the bigger problem and finding cars that aren't rusted to hell and back. My buddy had a 95 m with a flying Miata turbo on it. That thing made 250 horsepower at the wheels and that engine lasted 100,000 miles making double the factory horsepower. Finally had a valve seal fail and it started burning oil we pulled the head to have it rebuilt saw some scoring on the cylinder walls and decided just to put a low mileage engine in it he then put another 100,000 miles on it. You could beat the shit out of a Miata every single day and it would care less. One of the main reasons for this is that engine was designed to be turbocharged from the factory, originally came out of the Mazda 323 GTX turbo I believe. So it had the oil squirters in the block to keep the bottom of the Pistons cool. That along with a low compression ratio tended to make them exceptionally good for for subduction but if you left them stock they tended to last incredibly long because they were under stressed. Currently driving 2008 Toyota Prius , that's a great work car I put about 800 miles a week on it. Car currently has 365,000 on it still running on all original power train and Hybrid battery. And for the most part it's absolutely easy to work on even the hybrid stuff isn't that complicated if you can be bothered to watch a few RUclips videos and do a few Google searches.
Thanks for showing us! Italian engineering is something of a culture shock. There was already a saying with Alpha Romeo: Let her warm up first. NEVER compromise on oils!
I had a 2018 Ram 1500 with the eco diesel and it seized at 62,000 km. They definitely have a problem. Luckily for me I had traded it in and I was on my way to pick up my new truck when it happened. There is a recall on the high pressure fuel pump and over a year later there is no fix and they come apart and cause metal to go through the engine. Good video I’m sure mine looked the same.
@@Sicktrickintuner yeppers every EGR diesel engine I come across seems to get blacker oil quicker. and if someone put a tuner on it? yeah even worse.. esp if its an EPA compliant tuner (read that as non-EGR Delete).. heavy fueling results in essentially the engine eating its own coal...
@@Ont785 Mercedes diesels (including the 3L) had more of an issue with the "Black Death"-where leaking injector seals would cause a nasty buildup of carbon around the injectors. If it gets too bad it can become a real hassle to deal with.
16:43 Wait until you have a severely overheated one. I tore down an engine that got so hot that the crankshaft and all shiny steel components turned blue. That burnt oil stunk out the whole shop.
Ah, Ecodiesels, the bane of the existence of FCA service departments across the world. This isnt even a "rare" failure. Rod bearings are poorly designed and lubricated, one goes out, locks up the engine and destroys the bottom end. There are like 5 locked up engines im the back of the shop with exactly the same problem
Exactly. Name a single RELIABLE Italian designed vehicle.........there isn't one. Now Chrysler has the French involved. Oh Lord have mercy on the poor line techs that have to fix the upcoming garbage soon to hit showrooms
The best information I can find on the main bearing issue seems to be the addition of the EGR. The recycled soot is overloading the oils capacity to carry and starts plugging the oil passages. The oil passages to the mains are small and easily plugged. If you read the manual, most people should be changing the oil every 5kmi for severe duty instead of the 10kmi quoted for regular service.
I can agree. I was doing on the road durability testing with a pre production fully loaded laramie. It rode smooth as butter. Acceleration was good too.
With the bore damage that engine suffered I'm wondering if the guy with the 3 tubes of rtv didn't use so much that it clogged the piston oilers and other oil passages with dried rtv and just starved everything for oil. I had a 7.3 idi sieze up once and during disassembly I noticed that all the bearings and such looked decent but there was a lot of loose rtv inside the engine and one piston that would not budge. When I finally got it apart that one oil sqirter was completely plugged with rtv as was the oil passage it connected to, the cam bearing above it was also smoked. Moral of this story, use rtv sealant sparingly or not at all
I second the motion of too much RTV, it was so much that it poured in the inside... this combine with a possible more than usual dirty oil ... the perfect storm for plugging oil passages !FUCK THE EPA and the dams EGRs!
My wife has a 2016 ram ecodiesel. Around a 160 000kms now. I change the oil when the indicator gets to %75 with quality 5 40 synthetic and we haven't had any problems. I think I would rather rebuild an 8spd transmission instead of that engine.
Need to change the oil every 5000 Kms on these modern diesels with EGR . Soot build up in the oil is what kills them . The soot will block up the oil pump pick up screen .
Thank you for everything you do whether or not we do not like it as a customer base but you are a pioneer there's not very many channels that do what you do
One of our customers had one of those EcoDiesel RAMs. He was a distributor for a fancy brand of synthetic oil so the truck got it's oil changes at comfortable intervals with good juice, not supertech Walmart stuff. It still blew up the mains at I think it was 102xxx kms on the clock and was left without a truck for months as the main local dodge dealer had over 10 trucks in the yard waiting on engines that were backordered into eternity. So I'd say yeah, it's a pretty bad engine with some serious underlying issues.
I work at a yard and when a harness is junk i cut it off but leave the connectors for corrosion protection because they can sit around for a long time before being sold
Had a 2015 Ram Ecodiesel.. Started great even when cold. Ran great. Got great mileage. Pulled our camper beyond well. Had zero problems. It's biggest shortcoming was the cooling system. You had to watch the temps when towing. If you got near 70 mph they'd start climbing. Not a huge deal but you really had to watch it. Ram put an anemic cooling system on them. I sold it just thinking I'd have problems eventually that I never really had. No real complaints with ownership I guess. I always ran Rotella in it though and never chipped nor modded it.
5W30 to 5W40, but really they switched to ACEA E9 spec oil(cheap and easy to get in USA) vs. ACEA C3(unicorn piss at least $10 per quart). All these little diesels are very tough on oil especially with DPF and urea injection. The big issue in bringing euro diesels to the US is the quality of our diesel fuel and the motor oils we use, that and the finicky nature of the clean diesel technology the design of the car actually can impact how well the motor lasts, JLR's little 2L diesel worked fine in certain cars but the design of the DPF/def system caused premature engine failure in others. Oil dilution is a very big problem with a lot of these clean diesels that coupled with expensive oil changes(unicorn piss) and long service intervals means a short life. I actually don't think this engine is absolute trash, overly(unnecessarily) complex European engineering, yes but likely the problem comes down to build quality(too much cost cutting, materials not able to maintain the design specs), service intervals, engine placement in vehicles designed for a different engine.
My eco diesel spun bearings at 65000 miles thanks to ram chryaler fiat i had to trade the truck in. Loved the truck but now hate ram for what they did by not warrenting it.
Geee after watching this video , it is scary to know i have a 14 eco diesel. It has 58000 miles , i think its time to sell it before issues arise . I really do love this truch though . i will look for a cummins truck now.
Another reason for this engine to be so broken is the oil cooler. Very often, there is a leak between oil and coolant inside the oil cooler. Oil pressure is greater than coolant pressure so oil mix with coolant causing a low levell of lubricant. First thing is to look at your coolant in the expansion reservoir if it's black. If it is, dont look elsewhere ! Happened to my friend's Ram 2018. Another issue with that engine is EGR collant loss causing white smoke comming out the exaust pipe and also causing exaust valve steemed cleaned like those ones. Took oil appart in pan and many big chunk of metal in it ! Crank bearing for shure. Very poor and complicated engine
Just an FYI that is three bond. FCA uses that on any aluminum to aluminum applications. When three bond is in place a hammer will be no use, you always need to pry them apart. I work as a heavy engine tech for a Chrysler/Jeep dealership and have to use those sealants all the time.
My boss has one I’m buying it in a year. Makes around 400hp. He has a compound setup with the factory turbo feeding a 62mm turbo or 64mm I forgot. DEF deleted and bigger injectors. It’s not even pushing full boost yet he has to play around with the fuel maps a tad more. Seems like a pretty solid platform far as I can tell.
BMW and Audi are pulling out of factory 3.0 6 cyl diesel engines with 2/3 turbos and 400hp. so yes, 130hp/liter is not uncommon for a modern turbodiesel with some tuning
@@jefftaylor1247 There is another ideo on RUclips by Jacques Ferreira who rebuilt one of these. Same problem... all the oil passages to the bearings were plugged. I have an Ecodiesel and was talking to a friend about the bottom end issues. He suggested to preemptively go ahead and replace all the main bearings. Anyone have any idea what did would cost?
@@RDC_Autosports merc diesels especially the older ones are known for their amazing reliability and robustness. The Mercedes OM602 and 617 can reach a million miles with proper care
Usually main bearing failure only is start with no oil. A single main bearing failure with some damage to others, cold start with ether and engine revs uncontrolled for a few seconds before adequate oil film established and happens on several occasions. That was my experience with 10 liter, 14L, 17L heavy duty diesels. This is a different animal, but ... ?
we very briefly considered an eco diesel ram 1500(brand new), got the hemi instead. so glad we did, we do a lot of travel trailer towing for long distances so the engine is always working hard
Good video. Too bad you did not get the history on that block. I have 165k miles on a 2016 Eco Diesel in a Grand Cherokee and it runs flawlessly. My son has a Ram 1500 with an Eco Diesel and 183k miles and only oil changes on both so far. But I will say this: I've always felt nervous about the engines as they are so complicated compared to my Cummins. But hey, as far as we are concerned we have no complaints. They tow very well and get stupid good mileage (both get between 24-26 average MPG)
Later models of these engines 2018-2019 were suffering from rod bolt over torquing from factory and blowing up. Even had some blow up on test drives. Chrysler stopped building truck with them for a short period.I think they finally figured out that issue.
The big thing that goes wrong with these is the EGR cooler fails and vanishes the coolant. Once that has happened the uncooled exhaust can melt the inlet manifold. All that stuff is on the extended warranty that arrived with the class action law suit. There is a recall on the EJR cooler, the RAMs were failing before the Jeeps, so they got done first. I am on my second and still have the recall to be done. I'm also just shy of 190k miles. The turbo lag is massive compared to the other turbo I considered, I sometimes really regret not going for the Explorer 3.5 ecoboost.
These engines were originally using lightweight oil ( 5-30syn ) and then around 2016 a change order came from headquarters to use only 5-40 syn oil. The main bearings were failing due to inadequate oil film thickness during low RPM /high load events. The EGR also contaminates the oil with soot compounding the oil problem.
The vid was very informative and shows how complex the stuff bolted onto core engine is.....Thanks I really liked it!
I was just going to clarify things but you did it perfectly. Great engines, just used correct oil.
OKKKKKKK ..... 0W20 here in europe, for more and more engine .... i can feel the flames of hell coming
@@THESHADOW97139 0w20? Wow. I live in the desert where the heat really puts a stress on engines and transmissions. 0w20 is so thin it might not make it much after warm up and God forbid you got caught in stop and go traffic. I run 10w40 in my old jeep and it seems to do well with 20w50 during the summer heat. The old 4 liter has 165000+ miles on it and still going strong. It doesn't burn oil, but it has the typical 4 liter oil leaks. Be safe.
@@Big.Ron1 Newer vehicles have smaller clearances. This requires thinner oil.
Couple that with injection pump dilution and bingo
The egr system on these engines put excessive soot in the oil, which plugs up the main oil galley, causing the main bearings to starve of oil, the solution is to delete the egr valve, or reprogram the ecm. The gen3 eco diesel, 2019+ takes clean exhaust gas post dpf for the egr, which has no soot in it, which completely eliminates this problem
That’s if you don’t change the oil
Good luck getting one that isn't in the shop more then on the road lol. Chrysler finally decided to discontinue this piece of junk because how many of them end up in the shop.
@@JrSpitty i have 85000 miles on my 2020 ecodiesel and it hasn’t had a single check engine light, and 75% of those miles are pulling a 13000lb gooseneck car hauler. the first generation had a lot of issues with carbon contamination from the egr, causing spun bearings, but the current engines are dead reliable.
Yeah I'm sure that magically fixed all the issues. Haha
Deleted the egr on my 2014 ecodiesel, has 170k and still running strong
I was a heavy line tech for 50 some odd years and I have never seen any thing like that. It takes real engineering talent to build an engine that can destroy every main bearing. Anyone can take out rods but Fiat/Chrysler takes first place.
Well said!
That's a Fiat engine, Chrysler knows to put Cummins engines in real trucks.
@@phonebackup8132 I knew it wasn't Cummins but I was not sure who's Eurojunk design it belonged to. Thanks.
@@phonebackup8132 It is a VM Motori-engine with Fiat's fuel injection.
@@klesmer Funny, that‘s exactly what Europeans think about American engineering. We have more in common than one might expect. 😉
Thank you for throwing the mallet and letting the rest of us feel better. I can't count the number of times the mallet went further than the part. Love the content, love the style, keep up the awesome work sir!
I have a 2020 Eco Diesel. Glad I bought the long term warranty.
Every time you said "That's interesting"... my mind translated it to "What idiots designed this?"
That's just his polite way of saying the same thing XD
The thing is this engine is not new to europe and they didnt have this kind of problems before.
The real question is what was changed to the american version that made it so bad.
Lol JUNK!
@@Se2n67g9r replacing certain things with cheaper parts to boost profits and crappy quality control
Renault.
The hammer flying and the door skin falling had me rolling 🤣🤣🤣🤣🤣🤣
The hammer flying, that was Thor calling his hammer back.
Gotta watch out where your Tonya Harding goes flying, might break someone's leg. Well I'll be dipped. 🤣
Creepy as fuck .
I'm not a car guy but this channel has quickly become one of my favorites on RUclips.
I agree, love watching these tear downs, I’m in the UK so most of the engines are not common here but great to watch
Thanks for posting these videos for us Eric. The average guy like myself doesn't get to see a lot of this kinda stuff torn down but find it very interesting although I'm sure some of it gets pretty old in your world. Thanks again Eric, keep them coming.
For those who don’t know what they’re looking at those engines have been around for about 35 years they were used in sailboats and generators and that’s why the iron block is modular so it could be serviced in those situations. They are extremely reliable engines. That’s why they were chosen to put in the pick up truck, and with certain modifications they could easily put out a lot more powerboat and generator applications. They were tuned formaximum economy, not maximum horsepower and torque which, in this case they have been turned up
(Ecodiesel + tune) - EGR = good engine. Ecodiesel with stock tune & EGR = POS.
They might be a good reliable engine without the EGR, but with what he's tearing down it's a POS.
Playing 'what seized the engine?' Is my favorite game to play.
Faulty oil pump ?
If I had to guess, some of that (excessive amount of) RTV came off and got sucked up into the oil pump and then clogged some of the oil passages to the crank, preventing those bearings for getting the oil they need effectively starving them of oil and, well catastrophic failure ensued. But that would be my guess. Very cool tear-down.
@@lewisvacek1976 It could be an RTV plugging problem in this case but there have been several similar failures that were caused by carbon sludge build-up in the oil galleries that caused starvation of the bottom end. See this video for example: ruclips.net/video/4F_8M8uTVhE/видео.html
As long as it’s someone else’s engine
While playing "what seized MY engine" is very much opposite
It's fair to judge the Ram EcoDiesel. They're legendary for eating main bearings. There's a reason FCA changed the oil spec not once but twice in the first few years they offered it. And like you said, there's a reason used cranks are so valuable.
I maintain 3 of them at the shop I work at. They tow all day every day and they are all at 250,000 plus. They were all deleted when purchased and have a 50 hp tune. They all average over 20 mpgs towing and that is a massive savings when you put 100,000 miles on a truck in a year. The only major repairs the trucks have had are a tranny, rear diff, and the delete. So no it’s not fair to judge the ecodiesel. If youre driving it and using it like a minivan you’re going to have some issues because that is not the intended use of the truck. It needs an oil change every 10,000, good fuel, hard work, and it will be just fine. These pickups have saved the company THOUSANDS of dollars in fuel alone and have not given me ounce of grief. Seems to me that most of the problems people are seeing are caused by the emissions or they are babying the truck. I don’t believe that there’s eco diesels eating main bearings left and right.
@@lukevandenberg3378 My guess is fuel dilution of the oil and potentially using incorrect oil. The design of the motor isn't bad, it likely has to do with how they are installed in the trucks with clean diesel parts, dpf, scr, etc. If you are doing non city driving you are far less likely to have fuel dilution of your oil. If you drive mostly city, stop and go, you could start to have fuel dilution at 2k miles from changing the oil. It doesn't take too long driving on compromised oil to kill the engine, engineers were seeing upwards of 15% dilution within the change intervals on the original oil spec. Those are the cause of the failures left and right, no SCR, DPF, EGR these engines should do 300k miles no problem.
@@lukevandenberg3378 - This. Diesels have to work.
@@lukevandenberg3378 I have a 2014 jeep grand Cherokee with 180,000 miles on it. Still hedgehog done anything to it. Love the jeep. Average 27 mpg. Think tht other problem is these motors need to be driven not drive them for 20 min at a time and that goes for any modern diesel with these dpf's on them.
@@lukevandenberg3378 If you are in the USA, the EPA is hammering even small users for "deletion". Hammering. Best to not announce it.
Saturday night and everyone is here!!!! What a following you have young man.
I have some 10,000 mile Royal Purple oil in my truck with 6000 miles on the oil. This channel made me check my oil yesterday lol. It actually still looks pretty good, but thanks for alerting me to be aware of the quality of the oil instead of just going by mileage.
One part that I like is the layout of the chain distribution. A single chain from the crank to one camshaft. The two camshafts are directly connected with gears and counter-rotating.
It's the opposite of Volkswagen and Audi with chains everywhere.
i like that too. I have this engine, and it's been good so far, but i did tune out the EGR to reduce the soot.
Why tune when you can rip the thing out and be done with it lol
The s2000 used the same design. One chain and the cam gears on a gear drive.
Better to leave it in and tune it out so on a visual inspection it looks like emissions are intact.@@boywhohasl1vedhascometodie469
The gears between the two camshafts are a really reliable and proven tech. My mercedes OM606 diesel engine from 1995 made 720000km before I sold it. And of course with the original transmission as well.
VAG owners can only dream about that kind of longievity on the chaindriven cams.
Italian engineers pride themselves on making component placement as difficult as possible.
Italian engineers are also realists, and at least design a engine that can come out the car without having to do a body-seperation like this model seems to require!
I've owned alfas, fiat's and even lancias over the years, and all the component stupidity on all of them added together (and the alfa was a 164!) don't even come close to whats on this single engine, this thing make me nostalgic for 90's Italian wiring! 🤣
Definitely I’m a diesel tech at a dodge dealer and working on these thing suck balls, the grand cherokees are even worse
@@TheJoetrap but look at all the money you make..if you worked at Toyota you would be broke
@@chadhaire1711 oh I know I love what I do it’s my passion no doubt but every tech runs into something that makes them wanna rip their hair out
@@chadhaire1711 Not even remotely true
The one thought I have after watching your videos is that your shop must have the best spare bolt bin ever!
Even the different strength of nuts and bolts
I went to a JDM engine place in Toronto 15 years ago, they had a bolt bin like 5x5 feet, it was like a dream!
The white valves indicate it was eating coolant. Probably the cause of the bearing failure. You need to religously check the coolant level in all these modern diesels with an EGR cooler. It would be interesting to pressure test the EGR cooler manifold.
Or be based like me, and delete it
I dont think an egr cooler failure would cause a main bearing issue. Any coolant leaking from the egr cooler would be evaporated and excreted out the tail pipe. Dpf failures, intake/swirl valve and engine fires however, would be an egr cooler.
Delete the crap
I'm on my second egr cooler in my 16. Was losing a gallon of coolant a month.
This engine was originally designed for a Cadillac! The story goes like this: GM, in the mid-2000's, had big, international aspirations for Cadillac. They did some market research, and they found out that to be taken seriously, you had to at least offer a diesel option on your cars. So they commissioned VM Motori in Italy, a boat engine manufacturer who had a reputation for quickly engineering small diesel engines. Shortly before the Cadillac model that this engine was destined for was to hit the market in Europe, GM pulled the plug on European Cadillac sales. So the freshly designed engine was sold lock, stock, and barrel to Daimler Chrysler. It went into the 2006 Jeep Liberty CRD for one year, where approximately 7,000 were produced for the US market. The engine was still available for the Jeep "Cherokee" (that's what the Liberty was called overseas). In 2007, the first diesel emission rules went into effect in the USA, and this engine didn't meet the requirements. Then Fiat Chrysler turned around and offered it again in the 2014 and up Ram 1500, as the "Ecodiesel", after getting it certified under US emission regulations. BTW, Jeep Liberty CRD's are worth a small fortune in the USA 🇺🇸
you are some what wrong. the liberty used a 2.8 4cylinder which is in the current colorado and not meant for cadillac. this 3.0 was made for cadillac but what shelved and not sold to diamler, when fiat bought chrysler they also owned vm so it go used
That's a common problem with the gen II engine. FCA changed the oil from 5W-30 to 5W-40 to current that problem. Back in 2016 that 3.0 was blowing up ( spinning the main bearing ) from lack of oil and over heating the bearings. FCA was putting new engines in those trucks under warranty, because it cost less to replace it then to rebuilding it. I know, because my truck is a 2014 ram ecodiesel 3.0l
Sure, rebuilding it is nice, but that time and money too lol
During the ramp up in production at VM Motori, it was found that some engines had cross-threaded baseplate bolts, causing excessive stress on the main bearings. This was probably one of those, circa 2014.
Do you happen to have a link to a source?
@@darbycrash55 Source: "Trust me bro! - The internet"
The 4.7L and 3.7L are iron blocks that are modular (a.k.a. bedplate motors),.. this is all indicative of poor oil maintenance and looks like stuff got really hot at one point or another. Great teardown.
CHRYSLER:
Corporate
Headquarters
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You
Start
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I love it lmao
That’s great! Add that to
Found
On
Road
Dead
Car
Heap
Ended
Very
Young
Just
Emptied
Every
Pocket
Who’s got one for Dodge?
@@IsleOfFeldspar
Dead
On
Delivery
Go
Easy
FIAT- Fix It Again Tony!
@@IsleOfFeldspar Mostly Obsolete Parts And Rust...or Move Over People Are Racing.
This comes from short trips, lack of oil changes, excessive blow by due to it never see operational temps and passive regens. It can happen with any modern diesel some just take longer than others. New diesel have to be warm, see highway often, and there happy. If not goodbye thousands of dollars and frequent visits to the dealer when it’s out of warranty.
Exactly what a friend that works at a Chrysler dealer told me.
A quick oil place crossed the drain plug, they had to replace the pan. BUT, not before the customer drove it miles and miles without oil. after the pan replacement the customer drove it more until it locked up. Went to court and got a new engine replacement.
Interesting indeed!! Two things taken together suggest a possible explanation. EGR cooler failure (signs of coolant on passenger side head intake valves and glow plugs) followed by pan clean out (excessive RTV on pan cover) to remove contaminated oil. Not that blogs are a reflection of reality, but many of the spun bearing report follow a coolant in oil contamination event. So EGR cooler goes, coolant thru intakes to pan, contaminated oil on mains (and cam bearing?), clean out, eventual main bearing failure after lubrication failure scores them. Big drag owner didn’t sign up to (EGR cooler failure). Not sure there’s a lot of hope once oil has been contaminated for any period of time.
i own that engine in my jeep.. a lot of forums say its because of the emissions crap that ruin this engine. and not regular oil change.. a lot of soot gets in the oil and goes bye bye
Triple square are designed for robotic assembly. They hold to a magnetic bit the most reliably.
I always wanted to know why some car companies needed multiple ways to screw things together.
Well don’t they know that robots don’t repair them? 🤷♂️
@@I_Do_Cars Back when I was a little child, I dreamed of a car that had an auto repair robot inside. I'm pretty sure I dreamed this because mom bought a 1985 Nissan Maxima when I was little, and that car often left us stranded. Only the engine and robotic voice chip were reliable.
@@skylinefever It was not a robotic voice chip, but a small hard plastic record and stylus. Just like an LP record player but much smaller. I kid you not.
@@matthewq4b At least Nissan's tiny record-player had a pleasant female voice with a Japanese accent. Chrysler used an unpleasant, gruff male voice to recite the warnings!
The original FCA spec on my 15 was 0-30 wt. That was changed mid year. 5-30 wt. At 60k the engine spun at least 1 main, you could move the crank up and down. FCA sent a engine in 2 weeks and next day wanted it back??? Long story short, 3 months later I had my truck back with a complete new engine. And I mean complete down to the engine cover. Covered by warranty. N/C, NADA, NO$$$
My dad has a 16 Ram Ecodiesel. He deleted it the month he got it, meaning remove all the emissions systems except muffler. He now has 105k miles and has not had one single problem and gets like 28 MPG.
That’s the only way these engines will last👍🏼
That’s the only way these engines will last👍🏼
I love your tear down videos. Helps me with my ADHD. Love watching things come apart. Very pleasing thank you.
That side panel falling from the car at the end was hilarious!!!
For the explanation, there was quite the batch of these that left the factory with defective bearings and were ticking time bombs in the early ones. Some have been seen failing a single bearing due to carbon coking the entire oil galley solid and blocking oil flow due to the wonderful EGR/PCV system pumping so much soot back into the engine, as seen by how filthy the motor is. Then there's the class action lawsuit and recall on the defective EGR coolers that fail and can lock the motor up or cause a fire within the intake manifold. I personally own one and my emissions equipment randomly fell off mine, runs great now and has never given me a single problem. 76K miles strong. 29mpg highway with 2" lift and 34" tires. The faulty emissions systems on these really has not served them well in the US.
That is so random?
I'm trying to find a way to make mine randomly fall off..
I cant wait until all the emission crap in mine also randomly falls off
Italian/French carmaker quality. "some stuff fell off mine now it works". Just buy American
@@bigmrfnB haha bud this was thick sarcasm
Love this guy, great sense of humor. He reminds me of ME lol. I'm a motor guy, tear it down, see how it ticks. I learn something every time.
Really enjoyed your video, I loved the humor and your style of communication. I am looking to buy a 3.0 diesel and the tear down was wonderful to see.
This is my first time watching Importapart. I thought it was very well done and interesting. I don't know why anyone would give it anything but a thumbs up! It seems sad to me that after 100 years of engine manufacturing that there are such poorly designed engines made today. You would think that today's engines while being more advanced would still be made easier to work on.
Content request please:
Whenever you pull EGR equipment off diesel engines please take a moment to examine pipes, ports and most importantly, intakes for soot buildup.
This will assist viewers in assessing potential issues with their diesel engines.
(thinking of the "(in)famous" volkswagen 1.9 diesel EGR setup completely plugging the intake to the point where the engine will no longer run....)
Thanks,
The V6 VM Motori is known for spun bearings, the oil gets clogged with crap and the channels around the bearing clog up. Got to keep the oil really clean.
So putting oil fortifier could help with that?
@@xanatgarcia9241 yes. I own a 2014 Ecodiesel. I have the original engine, the truck has 169k 90 of that I put on the truck in 3 years. I change oil every 7,500 miles if not sooner. And use Hot Shots friction modifier every 3rd oil change. I think this is what has saved that engine from self destruction.
I always thought it was easier to change oil than change a engine friend of mine would change oil at 3000 miles using synthetic some times 1800 miles . He sold that Jeep with 400,000 plus miles , 95 4.0 . Then bought a 2008 Jeep with 3.8 same type of oil change habit just traded that one with 430,000 so it’s possible to avoid issues with good maintenance practices. I personally have had vehicles go the distance over 350,000 with good maintenance.
@@davidrobinson2535 3000 is too short but if you done by yourself, some extra liters of oil a year are well worth an engine.
i had two engines at home from the same engine family as this one, i mean Multijet, the same engine sold on Fiat brand in the past had a service intervall stupidly long of 30k km, then the same engine sold with Suzuki brand at 15k km and now Fiat sold it within a new car model and official service intervall its 20k km.
guess what, i always change my oil every 15k km.
So odd that the majority of engines you take apart you take the oil pan off first, so that all of the debris that pan can be seen instead of turning it over and dumping it through the motor? Yes, so for those who watch this video you might want to take note my dad has a 2014 Eco diesel and it has 420,000 miles on it still going strong been paid for for years. Don’t care if it blows up because it’s made us so much money hot shotting small loads up and down the freeway it did that, and if it blows up will be happy to let you tear it down so you’ll have an engine with the known mileage on it which the one you’re tearing down has over 300,000 miles on it but I guess you’re only good at guessing mileage on an old 7.3
I just purchased a 2022 Ram EcoDiesel. After watching this video I’m stressed !! Thank goodness, I purchased an extended warranty
I read that there had been an issue with oil ports on the main getting blocked. I saw a teardown where one of the ports were blocked with a hard plastic like substance. It'd be interesting to pull that crank out and check those ports.
I have a 2015. I love it. I also change the oil every 5k.
I love that you did not edit out when you missed the oil pan and threw the hammer! That's something all of us can relate to!
Came for the engine tear downs, subscribed after the “Setting yourself up for that’s what she said”. Stay awesome dude
Have a 2014 JGC Ecodiesel, ran mostly CJ4 oil from the beginning (5W,10W, 15W-40), i'm at 150k miles w/ original engine. They had some engine machining quality issues I recall when they ramped up production for the ram, also emails recovered in a FOIA request showed execs were dealing with an oil flow issue, they explained high torque starts combined with low rpm left too thin of an oil film, it looks like engineers compensated for this with software delaying acceleration (slow load). Also many Eco users don't pay close attention to leaking Oil or EGR coolers, once they start leaking and overheating the coolant combined with contaminated engine oil will start the path of lower end failure.
There's plenty of these engines that have spun main bearings despite regular servicing and correct oil. I believe it's likely the EGR contaminating and blocking oil pathways.
@@ravenassociateslawyers the EGR isn’t the cause of blocked oil pickups, that’s caused by injector seals leaking exhaust gas into the valve covers.
I love that Milwaukee mid torque tool. You beat on it. & just comes back for more. You should get some sponsorship from Milwaukee. Anyone watching your videos will be mighty impressed (link in description!). Love the tear downs & commentary. Cheers from NZ 🤙🤙🤙
What do you prefer m12 or m18?
What the difference? Which one is better?
@@PoliticalGangster both. They each serve a purpose. M12 ratchet - also used in video (old style). But the mid torque m18 convinced me to swap from dewalt to Milwaukee. Buzzes off all my lug nuts. I still have the big m18 ugger dugga for crank bolts etc.
I use my m12 3/8 stubby on almost anything.
Precision transmission made a big thing about them on every video, then suddenly they vanished from the vids to turn up a week later blacked out and no mention was ever made of them again. Either YT or Milwaukee told Richard to stop
@@rtechlab6254 ohhh wonder Why?
Block design is what's called a bedplate. Extremely robust bottom end but prone to leaks where the halves meet. Another relatively infamous engine family used this design: the International VT365/Maxxforce 7 & the ubiquitous 6.0/6.4 Powerstrokes.
Great video!
Thanks for doing RUclips for us, man.
Your videos are awesome !
Loved the burn out at the end.....
I am really jealous, you have such a fun job, ripping apart engines without having to worry about how to put them back together, just chucking bolts and hardware all over the place.
Yeah…..I’ve got that engine in my 2015 ram truck. Personally, i love it, but I HATE the thought of spinning a bearing.
I love watching these videos. And I fully expect to see you wearing an RTV necklace in the next one!
Awesome video, new subscriber. I wouldn't trade my 2015 for anything, just did an oil change. I tow, but not real often, so doing oil changes every 7k instead of 10k. Running Hot Shots Secret Diesel Extreme in it, every 5k. Thanks again for the great tear down vid.
Great video. As a Chrysler tech I throw up in the back of my throat a little at the sight of that engine!
The crankshaft itself is the problem. They flex under any kind of torque loading, like too low gear ratios, lugging. When geared for highers revs, they are great engines.
Thank you for making this video. I have a 2016 Ram 1500 with the 3.0 Litre Ecodiesel. I have 111K miles on it and it runs like a champ. I got nervous for a minute because I was towing a trailer about 400 miles back home and it started making sounds like my turbo bearing was failing and by the time I got home it was extremely loud. After digging around, I found out it was just an exhaust leak, easy fix. I now know that if the turbo ever fails, just sell it because you would basically have to take half the engine apart to replace it.
I miss old, less complex motors. All one can do now is maintain as best you can, and pray you get couple hundred thousand miles before a failure makes repair cost prohibitive.
Modern engines are such Rube Goldberg devices...makes me almost look forward to widespread EV use
@@chrisfreemesser ya think? Probably why they do this.
In 10 years you'll want to sell your car because of rust, not engine failure in the salt belt states.
@@litreland764 when I drove my 97 Miata a few years ago i use to say every car was too complex and stupid, and that i will never own a car out of the 90's.
I drive a newer car now and glad i don't daily drive an older one. I love old cars but only for fun projects, other than that I'd rather just chill in a quiet modern car that i probably will keep 15 years max lol
Plus modern cars last longer without major repairs it seems so the need to do work all the time isn't needed
@@grantapalooza998
The thing is miatas when they were new were exceptionally reliable and long lived.
I put 300,000 miles on a couple of them.
At this point age and difficulty getting used parts is beginning to be the bigger problem and finding cars that aren't rusted to hell and back.
My buddy had a 95 m with a flying Miata turbo on it. That thing made 250 horsepower at the wheels and that engine lasted 100,000 miles making double the factory horsepower.
Finally had a valve seal fail and it started burning oil we pulled the head to have it rebuilt saw some scoring on the cylinder walls and decided just to put a low mileage engine in it he then put another 100,000 miles on it.
You could beat the shit out of a Miata every single day and it would care less.
One of the main reasons for this is that engine was designed to be turbocharged from the factory, originally came out of the Mazda 323 GTX turbo I believe. So it had the oil squirters in the block to keep the bottom of the Pistons cool. That along with a low compression ratio tended to make them exceptionally good for for subduction but if you left them stock they tended to last incredibly long because they were under stressed.
Currently driving 2008 Toyota Prius , that's a great work car I put about 800 miles a week on it.
Car currently has 365,000 on it still running on all original power train and Hybrid battery.
And for the most part it's absolutely easy to work on even the hybrid stuff isn't that complicated if you can be bothered to watch a few RUclips videos and do a few Google searches.
Would love to see a vr6 if you ever get one in!
The ecodiesel is absolutely notorious for spinning mains. Locked one up at 45K, Chrysler was great about warranty and everything.
Thanks for showing us! Italian engineering is something of a culture shock. There was already a saying with Alpha Romeo: Let her warm up first. NEVER compromise on oils!
I had a 2018 Ram 1500 with the eco diesel and it seized at 62,000 km. They definitely have a problem. Luckily for me I had traded it in and I was on my way to pick up my new truck when it happened. There is a recall on the high pressure fuel pump and over a year later there is no fix and they come apart and cause metal to go through the engine. Good video I’m sure mine looked the same.
Common failure for this engine. There's a recall. The fix - more frequent oil changes.
Yep! It’s all the carbon issue of rebreathing exhaust
And 5w40 T6
@@Sicktrickintuner yeppers every EGR diesel engine I come across seems to get blacker oil quicker. and if someone put a tuner on it? yeah even worse.. esp if its an EPA compliant tuner (read that as non-EGR Delete).. heavy fueling results in essentially the engine eating its own coal...
Curious, these issues don’t happen with a 3 L Mercedes engine from the ML 320 diesel.
@@Ont785 Mercedes diesels (including the 3L) had more of an issue with the "Black Death"-where leaking injector seals would cause a nasty buildup of carbon around the injectors. If it gets too bad it can become a real hassle to deal with.
16:43 Wait until you have a severely overheated one. I tore down an engine that got so hot that the crankshaft and all shiny steel components turned blue. That burnt oil stunk out the whole shop.
Ah, Ecodiesels, the bane of the existence of FCA service departments across the world.
This isnt even a "rare" failure. Rod bearings are poorly designed and lubricated, one goes out, locks up the engine and destroys the bottom end.
There are like 5 locked up engines im the back of the shop with exactly the same problem
Same as the 3.6L, rod bearings spin from lack of fluid changes. Especially on diesels, the carbon is killer and abrasive as hell.
Exactly. Name a single RELIABLE Italian designed vehicle.........there isn't one. Now Chrysler has the French involved. Oh Lord have mercy on the poor line techs that have to fix the upcoming garbage soon to hit showrooms
@@sargepent9815 Clothes and motorcycles should be Italian. That’s it!
Gelato, wine, prosciutto and cheese. What time is dinner?🍷🍽
@@paintup46 yet the Japanese seem to be building more reliable, great performing; and affordable motorcycles for decades now.
The best information I can find on the main bearing issue seems to be the addition of the EGR. The recycled soot is overloading the oils capacity to carry and starts plugging the oil passages. The oil passages to the mains are small and easily plugged.
If you read the manual, most people should be changing the oil every 5kmi for severe duty instead of the 10kmi quoted for regular service.
Excellent Video, I have an 2016 eco diesel it works just fine so far lol
'Twas fun watching you tear this down. Having driven a truck with this engine, I would never never buy one. You just put the icing on the cake!
I wonder how many miles that one has. Mine is a 2014 and it runs like a top at 94k miles & looks a LOT cleaner too.
I can agree. I was doing on the road durability testing with a pre production fully loaded laramie. It rode smooth as butter. Acceleration was good too.
With the bore damage that engine suffered I'm wondering if the guy with the 3 tubes of rtv didn't use so much that it clogged the piston oilers and other oil passages with dried rtv and just starved everything for oil. I had a 7.3 idi sieze up once and during disassembly I noticed that all the bearings and such looked decent but there was a lot of loose rtv inside the engine and one piston that would not budge. When I finally got it apart that one oil sqirter was completely plugged with rtv as was the oil passage it connected to, the cam bearing above it was also smoked. Moral of this story, use rtv sealant sparingly or not at all
I second the motion of too much RTV, it was so much that it poured in the inside... this combine with a possible more than usual dirty oil ... the perfect storm for plugging oil passages !FUCK THE EPA and the dams EGRs!
My wife has a 2016 ram ecodiesel. Around a 160 000kms now. I change the oil when the indicator gets to %75 with quality 5 40 synthetic and we haven't had any problems. I think I would rather rebuild an 8spd transmission instead of that engine.
Need to change the oil every 5000 Kms on these modern diesels with EGR . Soot build up in the oil is what kills them . The soot will block up the oil pump pick up screen .
I’d love to see a toasted Kubota 3 or 4 cylinder engine teardown if you ever came across one!
Yeah right, those will run on dirt as fuel and lubricant before they quit 🤣🤣
All bearings toasted like that, makes me suspect it went runaway possiblity?
Thank you for everything you do whether or not we do not like it as a customer base but you are a pioneer there's not very many channels that do what you do
I have a '22 Jeep Wrangler with the 3.0 EcoDiesel. I love it and someday I'm sure I'll need to know how to do some of this.
One of our customers had one of those EcoDiesel RAMs. He was a distributor for a fancy brand of synthetic oil so the truck got it's oil changes at comfortable intervals with good juice, not supertech Walmart stuff. It still blew up the mains at I think it was 102xxx kms on the clock and was left without a truck for months as the main local dodge dealer had over 10 trucks in the yard waiting on engines that were backordered into eternity. So I'd say yeah, it's a pretty bad engine with some serious underlying issues.
Have you ever come across a Nissan VK 56 ? Great motor I’d love to see one taken apart.
The first gen of the Fiat Chrysler diesel engines were apparently a clusterf*ck in general, hahaha. Excited for this.
First gen fiat 5.7s had a bad rep for flattening spots on the camshaft and spinning bearings.I forget what caused it I think it was cheap parts
when you found the first pice of metal in the timing cover I was like oh yeah thrust bearing and probably mains lol
I work at a yard and when a harness is junk i cut it off but leave the connectors for corrosion protection because they can sit around for a long time before being sold
Had a 2015 Ram Ecodiesel.. Started great even when cold. Ran great. Got great mileage. Pulled our camper beyond well. Had zero problems.
It's biggest shortcoming was the cooling system. You had to watch the temps when towing. If you got near 70 mph they'd start climbing. Not a huge deal but you really had to watch it. Ram put an anemic cooling system on them.
I sold it just thinking I'd have problems eventually that I never really had.
No real complaints with ownership I guess.
I always ran Rotella in it though and never chipped nor modded it.
I read that spun main bearings are a common problem. They changed the oil spec from 10w-30 to 10w-40 I believe.
5W30 to 5W40, but really they switched to ACEA E9 spec oil(cheap and easy to get in USA) vs. ACEA C3(unicorn piss at least $10 per quart). All these little diesels are very tough on oil especially with DPF and urea injection. The big issue in bringing euro diesels to the US is the quality of our diesel fuel and the motor oils we use, that and the finicky nature of the clean diesel technology the design of the car actually can impact how well the motor lasts, JLR's little 2L diesel worked fine in certain cars but the design of the DPF/def system caused premature engine failure in others. Oil dilution is a very big problem with a lot of these clean diesels that coupled with expensive oil changes(unicorn piss) and long service intervals means a short life. I actually don't think this engine is absolute trash, overly(unnecessarily) complex European engineering, yes but likely the problem comes down to build quality(too much cost cutting, materials not able to maintain the design specs), service intervals, engine placement in vehicles designed for a different engine.
I have one of these engines from a grand Cherokee that i dround i always planned to pull apart. Not sure i can be bothered now
My eco diesel spun bearings at 65000 miles thanks to ram chryaler fiat i had to trade the truck in. Loved the truck but now hate ram for what they did by not warrenting it.
I was close to buying this truck but hesitated for this very reason. Now I’m dealing with the plastic oil pan on 2.7 ecoboost f150 lol
Geee after watching this video , it is scary to know i have a 14 eco diesel. It has 58000 miles , i think its time to sell it before issues arise .
I really do love this truch though . i will look for a cummins truck now.
Another reason for this engine to be so broken is the oil cooler. Very often, there is a leak between oil and coolant inside the oil cooler. Oil pressure is greater than coolant pressure so oil mix with coolant causing a low levell of lubricant. First thing is to look at your coolant in the expansion reservoir if it's black. If it is, dont look elsewhere ! Happened to my friend's Ram 2018. Another issue with that engine is EGR collant loss causing white smoke comming out the exaust pipe and also causing exaust valve steemed cleaned like those ones. Took oil appart in pan and many big chunk of metal in it ! Crank bearing for shure. Very poor and complicated engine
Just an FYI that is three bond. FCA uses that on any aluminum to aluminum applications. When three bond is in place a hammer will be no use, you always need to pry them apart. I work as a heavy engine tech for a Chrysler/Jeep dealership and have to use those sealants all the time.
And the bottom half of the engine would be considered the bed plate. The 3.7 and 4.7 that FCA used also used this design
Love the high speed video of the air impact. Sounds like a old school space gun for sure 😂
Interesting teardown video. The bloopers as I would like to call them make this teardown video funny.
Love these educational videos man 👌🏻 definitely been watching for a good while now and going to be watching many more 😁
Carbon from the egr block the oil passages and it spins bearings
My boss has one I’m buying it in a year. Makes around 400hp. He has a compound setup with the factory turbo feeding a 62mm turbo or 64mm I forgot. DEF deleted and bigger injectors. It’s not even pushing full boost yet he has to play around with the fuel maps a tad more. Seems like a pretty solid platform far as I can tell.
BMW and Audi are pulling out of factory 3.0 6 cyl diesel engines with 2/3 turbos and 400hp.
so yes, 130hp/liter is not uncommon for a modern turbodiesel with some tuning
Did the excessive RTV plug the pickup or oil galleys?
I didn’t see any anywhere else in the engine
@@I_Do_Cars I agree, very strange how all the mains were totally FUBAR’d. A total loss of oil supply.
@@jefftaylor1247 There is another ideo on RUclips by Jacques Ferreira who rebuilt one of these. Same problem... all the oil passages to the bearings were plugged. I have an Ecodiesel and was talking to a friend about the bottom end issues. He suggested to preemptively go ahead and replace all the main bearings. Anyone have any idea what did would cost?
The oil passages get coaked up and kills the bearings. I have a non eco diesel jeep and am likely pulling the engine out to prevent this
We appreciate all your videos man. Thank you
I’d be interested to see you tear down the OM642 Merc diesel from the WK (and others)
it’s just a mercedes
@@RDC_Autosports merc diesels especially the older ones are known for their amazing reliability and robustness. The Mercedes OM602 and 617 can reach a million miles with proper care
Usually main bearing failure only is start with no oil. A single main bearing failure with some damage to others, cold start with ether and engine revs uncontrolled for a few seconds before adequate oil film established and happens on several occasions. That was my experience with 10 liter, 14L, 17L heavy duty diesels. This is a different animal, but ... ?
V6 Diesels or any configuration of diesels,..do they have a form of variable valve timing?
we very briefly considered an eco diesel ram 1500(brand new), got the hemi instead. so glad we did, we do a lot of travel trailer towing for long distances so the engine is always working hard
Better check them lifters on the 5.7 hemi. Every engine has their achilles heel l.
Good video. Too bad you did not get the history on that block. I have 165k miles on a 2016 Eco Diesel in a Grand Cherokee and it runs flawlessly. My son has a Ram 1500 with an Eco Diesel and 183k miles and only oil changes on both so far. But I will say this: I've always felt nervous about the engines as they are so complicated compared to my Cummins. But hey, as far as we are concerned we have no complaints. They tow very well and get stupid good mileage (both get between 24-26 average MPG)
Every so often one makes it out of the factory that doesn't blow up. You must be lucky. Stellantis quality is like throwing darts at a board.
"...not trying to say it's a terrible engine..."
*door falls off*
Guess that's the car equivalent to dropping the mic
That HAD to be scripted, just too well timed for it not to be!
That was the insulted engine's ghost reply.
The mighty red 'Vette has spoken!
Later models of these engines 2018-2019 were suffering from rod bolt over torquing from factory and blowing up. Even had some blow up on test drives. Chrysler stopped building truck with them for a short period.I think they finally figured out that issue.
The big thing that goes wrong with these is the EGR cooler fails and vanishes the coolant. Once that has happened the uncooled exhaust can melt the inlet manifold. All that stuff is on the extended warranty that arrived with the class action law suit. There is a recall on the EJR cooler, the RAMs were failing before the Jeeps, so they got done first. I am on my second and still have the recall to be done. I'm also just shy of 190k miles. The turbo lag is massive compared to the other turbo I considered, I sometimes really regret not going for the Explorer 3.5 ecoboost.