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Old 01-12-2019, 06:32 PM   #81
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The OP mentioned that his boss's eco-diesel failed during a "cold blast". I'm wondering if diesel fuel gelling may have contributed to the problem.

"People use the term gelling for diesel fuel in cold weather, meaning that enough wax comes our of solution to make the diesel fuel a gel consistency. The temperature at which this happens in the pour point Ė the point at which diesel fuel will not readily flow through valves and devices."

I had my 2016 2500 serviced in Soldatna, Alaska in the summer of 2016. The service manager mentioned that they see very few diesel RAMs there, except from tourists. He said that the cold weather diesel gelling caused engine failures at the temperatures they experience on the Kenai Peninsula so the dealership sells mostly gas Hemi RAMS.

I'm sure that RAM diesels are subject to similar climatic conditions in parts of the US and Canada. So, could the eco-diesels somehow be that much more susceptible to failure associated with gelling?
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Old 01-12-2019, 06:50 PM   #82
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The epidemic of catastrophic engine failures affecting VM Motori 3.0L Diesel engines in the Jeep Grand Cherokee and RAM 1500 is not caused by fuel gelling. Mine failed at 25K miles after having never been in temperatures low enough to cause the fuel to gel. There are hundred of stories on the web by people who had their engines fail catastrophically with no history of extreme cold.

The engine suffers from a design defect that, in a certain percentage of vehicles, results in catastrophic failure. Many attribute the issue to FCA having specified an inappropriate motor oil grade (which they changed in early 2016, too late for many of us), but thatís speculation. FCA isnít talking, so weíll likely never know the true cause.

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Old 01-12-2019, 08:07 PM   #83
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Had nothing to do with fuel at all.

Main bearing failure.

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Old 05-25-2019, 09:28 PM   #84
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Don't log-in to post too often anymore,, but this old thread caught my eye.
Interesting thread, almost makes me want to take an '80s Chevy K20 and stick in a 4-71T GMC (Jimmy) with big injectors and an Allison.
Perhaps not so quiet running,, but I'd never worry about catastrophic failure.
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Old 05-26-2019, 01:28 PM   #85
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Quote:
Originally Posted by rangebowdrie View Post
Don't log-in to post too often anymore,, but this old thread caught my eye.
Interesting thread, almost makes me want to take an '80s Chevy K20 and stick in a 4-71T GMC (Jimmy) with big injectors and an Allison.
Perhaps not so quiet running,, but I'd never worry about catastrophic failure.
Who would want to listen to It?...and clean up the oil leaks
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Old 06-06-2019, 05:45 PM   #86
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Diesel has been running perfectly since being installed, but, as I am getting ready for another long trip, the check engine light has come on. This is getting real old. The diesel particulate filter needs replacing, for the second time. Also found out that three sensors on the filter also need replacing and the parts will not be in for another 5 days. That means this has been a nine day fix plus the booking time of 5 days. No longer enthused by diesel Jeeps.
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Old 06-07-2019, 12:10 AM   #87
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Donít know your engines duty cycle. I know many people who have newer diesels and use them for a short commutes where the engine often doesnít get to spend a lot of time at full operation temp have emissions systems problems.

In that scenario the best solution I have seen is GDE tune. Three reasons come to mind. First it turns off pilot injections that the Mfgrs use to smooth & quiet the Diesel engine & sound so it sounds more car like but that wastes fuel & worse often forces some unburnt fuel through the motor potentially leading to emissions & oil dillusion problems. 2nd employing a better DEF strategy wherein the engine does not have to go through regens nearly as often. 3rd turning off the pointless EGR wherein unburnt soot is recycled through the engine.

Not a salesman for them but in many cases itís resolved peoples nuisance problems especially helpful if you are working with a dealership that only has mechanics that are used to and trained on gas motors and does not have a certified diesel tech. Now if you have a large country dealership that has a substantial portion of their sales coming from diesel trucks such as Cummins & VM Motori than that may not be the case.

Anyway food for thought. This week I shuttled a 7,907 pound 30 Classic 135 miles from the plant to our staging lot where I picked up a 5,500 pound 23í AS and took it 2,200 miles to a central Cali dealership. Then picked up a 7k boat from a local Cali Mfgr and took it to a northern Oregon dealership then picked up a 6,500 pound boat at a Washington dealership for return to the plant in Cali. Naturally with this kind of hard work the motor oil evaporates moisture & unburnt diesel from the oil so I donít have those issues. Well plus I have the tune. Ye ole truck just turned 565,000 miles. Hope this is both good information and inspiration for you.
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Old 06-07-2019, 08:59 AM   #88
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The silver 2014 Jeep in the photo at the head of the thread is the culprit. It is my normal tow Jeep so gets a preponderance of working kilometres. We also have a spare Black one since the silver one spends so much time in the shop. The dealership where I get them serviced does have a certified diesel tech on hand. He looked after the 2008 Jeep diesel in the photo and it has about 500,000 k on it, although it is now a grocery getter in Florida.
Clearly, they work best when doing what diesels are supposed to do. You have a great formula for Eco diesel success and that is encouraging. Thanks. Jim
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