New Dodge-Cummins diesel bigger but pollutes less
The horsepower and torque race in the heavy-duty consumer pickup segment has been brutal in recent years. Consumers often shop by numbers in this category, and nothing matters more than hosepower, lb-ft of torque and tow ratings.
Some observers thought stricter emissions regulations for 2007 diesel engines would slow down the power struggle between
The engine, which replaces the venerable 5.9-liter I6 diesel, is rated at 350 horsepower with 650 lb-ft of peak torque. Current Cummins engines are rated at 325 horsepower and 600 lb-ft.
Even though the engine is bigger and more powerful, it meets 50-state HD emissions standards that require a 90-percent reduction in particulates (or soot) and 50-percent cut in nitrogen oxide (NOx). It's also B5 biodiesel compatible. Engineers say some of the modifications to the engine also offer other consumer benefits, such as less noise and practically no oil smell. Key engine features include:
- Variable geometry turbocharger that matches boost pressure with engine needs. This isn't to be confused with a variable vane turbo. The VGT utilizes 16 fixed vanes and sliding yoke that helps manages air flow to the turbo. A benefit to this system is offering an optional, integrated exhaust brake.
- A water-cooled exhaust-gas recirculation (EGR) helps reduce NOx by reintroducing some spent gas into the intakes system
- Fuel-line pressure is bumped from 1600 bar to 1800 bar (about 26,000 psi), and the fuel-management system can introduce up to four fuel-injection sprays (or events) per combustion cycle. The previous engine was limited to three events.
- A self-cleaning diesel particulate filter to trap soot.
Reader Comments (Page 1 of 1)
Gil Vietor 2:16PM (7/15/2008)
I just stumbled across this article seeing if the video Cummins sent me for my truck washed true, and it appears so.
I have a 2008 Dodge 3/4 mega cab, 4x4 Cummins... This thing is amazing, my previous truck was a 2004 Ford 3/4 crew cab diesel.
Let me tell you all, even though the dodge is not fully broken in yet (just hit 7,000 miles) I am seeing 20.7 mpg on the highway and 17.4 in town (depending on how much I am idiling mind you). This is actual mileage, as in I have checked via GPS and Odometer check stations for accuracy, I put larger tires on.
I have had this truck for almost 8 months now, I obviously do not drive much, and this truck just blows my mind how it doesn't smell, doesn't go through fuel like my Ford did. The kids absolutely LOVE how much room they have in the back now, and I have a decent payload to haul what I need to still.
I sure hope one day America wakes up and starts making Diesel cars that have decent power, like in Europe... My truck weighs in at around 6500 pounds with fuel and people, and it gets 20mph on the highway?! Imagine what a car that weighs 3000 pounds fully loaded with fuel/people could do...
You all should look into the car GM made in Europe, the Cadillac specifically, when GM was asked if they would release the car in the USA they replied "there is no desire in the USA for a diesel sedan to warrant it". Stupid people.
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MikeW 11:31AM (9/30/2006)
It is now a battle of transmissions
DCX is using the Aisin-Seiki
3.231, 1.837, 1.410, 1, 0.816, 0.625, R 4.444
GM is using the Allison 1000
3.1, 1.81, 1.41, 1, 0.71, 0.61, R 4.49
Ford is using a homemade 3speed auto + overdrive
3.09, 2.2, 1.59, 1, 0.71 R 2.88
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harold sun 2:50PM (1/25/2007)
the 2010 emission certified Dodge diesel seems to be very power. can you tell me how reliable the 350hp/650ft-lb number is?
thanks.
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Greg Faulkner 4:55PM (2/24/2007)
Dodge/Cummins first introduced the commercial version of this engine in the 3500 cab-chassis back in October (around the same time that the E320 BlueTec, R320 CDI, and ML320 CDI all came out sporting the new, 3.0 V6 MB diesel).
The commercial version produces 305 hp and 605 lbs of torque. I also don't think that version meets emissions through 2010, however, I'm not sure what is different--technically--about this more powerful, cleaner version of the 6.7 I6.
I read one article that stated that the pickup version of this engine included an advanced, De-Nox system similar to what is coming out in the less than 8501 GVWR class cars and SUVs. Those systems cost big $$$. This article, however, makes no mention of any such technology and speaks only of the same technologies used in the commercial version of this engine.
Next, Daimler-Chrysler will re-introduce an all new Sprinter with the 3.0 V6. That engine not only replaces the former MB 3.2 I6 diesel around the world, but also the MB 2.7 I5 diesel. The Sprinter currently is powered by the 2.7 I5.
Also, just around the corner (unless Daimler spins off Chrysler)DCX will most likely bring in an American version of their all new 4.2 V8 diesel to power the GL and S classes. This engine, which is more suited to large SUVs and large sport sedans than is the 3.0 V6, will not only get more power (over 300 hp and over 500 lbs of torque), but may get better fuel economy in those larger SUVs, since it would not have to work as hard to move all that weight around. I would think that the Jeep Grand Cherokee CRD would benefit from the V8 as well.
It looks like that Daimler plans to use Mercedes-Benz engines in MB brands and in Jeep brands. Maybe, even Chrysler labels.
In the Dodge brands, it's hard to tell what will happen as far as diesels. We may see a 2.2 I4 MB diesel or a 2.0 sourced from VW in the minivan and/or small SUVs/Crossovers, but I think the large SUVs (Durango) and half-ton pickups (Dodge Ram 1500) will get new, Cummins-powered diesels (4.2 V6 and 5.6 V8) scheduled to go into production before 2010.
If Daimler-Chrysler can stay afloat with all their parts for the next few years, they have great diesel plans for America's future, which is good for us if you like refinement, performance, fuel economy, and alternative-fuel capability all in one package. If not, future diesels will probably be limited to only the premium brands, save VW and Honda.
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Greg Faulkner 5:22PM (2/24/2007)
#1. If you follow modern, diesel technology at all you will know that diesel technology has been on a tear lately. Every few months technology produces diesels that are more refined, cleaner-burning, more powerful with less turbo lag, and now diesel enthusiasts are entering and winning races that have been dominated by gas power for over 75 years.
I would think that a 6.7 I6 Cummins could easily outperform the last version of the 5.9 I6 even with all the emission controls and less compression. This is because OEMs continue to take advantage of the ever-improving technologies that keep coming out for diesel power, especially in the areas of direct injection and turbo-charging.
Mercedes, BMW, and VW/Audi all have 3.0 V6 diesels that top 200 hp and almost 400 lbs of torque, using these latest technologies. With these new technologies in hand, diesels now exceed performance of most naturally-aspired, gas-powered products of the same displacement and cylinder arrangement.
Not to be out done, gas-power will soon fight back, using the same turbo, direct-injection technologies that is starting to be used for diesels. This will move gas power back as the performance leader, but will also move them closer to diesels in cost. The diesels will maintain a fuel economy edge though not as great.
As an example of how diesels will soon become dominant, the present, 1.9 I4 TDI (from VW) produces 100 hp and 177 lbs of torque. It gets 40% better fuel economy than the standard, 2.5 liter, gas-powered inline five cylinder, but loses 50 horspower and and wins in torque by only 7. The upcoming 2.0 TDI (January '08), however, gains forty horsepower, losing only ten to the 2.5 I5 gasser. Likewise, the 2.0 gains 59 lbs of torque, besting the larger gasser by an estimated 66 lbs. With the new TDI, Americans can get on-par perfromance to a larger, gas engine, plus it is expected to improve fuel economy by about 8% giving an almost 50% fuel economy advantage. Also, expect quieter, smoother, more refined driveability. We can also expect OEMs' approval/recommendation for biodiesel blends to move up to B20 as a B20 fuel standard is developed for North America.
All of this makes for a stronger argument to purchase a diesel product in our future, if you don't mind a $2500 premium in most cases.
If gas power wants to compete with diesels of our near future, manufacturers will have to go with turbo-charged, direct-injection for gas engines as well. With the advent of piezo injectors and variable-geometry turbo-charging, the advantages are just to great to stay with naturally-aspired, EFI, low-tech machines.
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Carlene Sanders 2:41PM (4/15/2007)
I bought a '07 Dodge Ram 2500 a week ago. It has the new V6 6.7L Bluetec engine and I'm having a real problem finding the ultra low sulphur fuel in my remote area of Southwest VA, Northeastern TN and Southeast KY. Does anyone know of how I can find locations? My dealer told me that all stations have the ultra low sulphur and just haven't changed over to the new stickers yet. Thanks for any suggestions.
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Joe Moller 3:58PM (6/19/2007)
I just got a 07 Ram 2500 4x4 with the 6.7 cummins.
I have no problems finding 15 ppm low sulfer fuel in the midwest. The truck runs great and pulls as well as the 5.9 I had previous, however the fuel mileage sucks. I used to get 18-20 mpg on a 05 diesel 6 speed stick and 21-22 with the Edge EZ chip added to the same truck. The new 6.7 only gets 15.2 - 15.9 mpg with the same tire size and gearing. I have the new 6 speed auto with the new 6.7 (it has 2 overdrives which cut engine rpm down about 300 rpm at the same speed as the prior stick truck). If any one has any suggestions for mpg help, let me know. Dodge dosn't seem to hava an answer.
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