Yeah they should have built a 5 liter v-6 so they could have a fuel hog motor that burns the same amount of fuel as a big truck with a fraction of the power... like Nissan did... what a flop.

Your ideas seem a little well I would think shooting from the hip, I think gm and ram put a lot more into product and market research than you ever will. Nissan made a mistake with the 5.0 cummins, sure it might be a decent little motor, but in my experience with one why not buy a big truck.

Not shooting from the hip at all actually. 5 liter V6; 60 degree V6, DOHC gear drive with 4 valves per cylinder, factory installed lift pump with a CP4 injection pump and a high pressure (40k psi or better) common rail fuel system with pezio injectors; 7 hole nozzles and 10 plus injections per power stroke. Compound turbo system using 2 VGT turbos, an intercooling system along with an after cooler. Lastly, an economy mode and tow mode that actually changes fuel injection timing, and quantity. An automated 8 speed transmission that again changes its programming depends nf uppon mode selected.

The same engine building and designing principles can be applied to smaller production Diesel engines that are being applied to new class 8 truck engines, and competition Diesel engines. We have learned that the key to power and economy is high fuel pressure, small hole nozzles, and more injection sequences during an injection cycle. Due to fuel atomization, you increase the total surface area of the fuel, thus increasing flame front propigation and a complete burn of the fuel. This increases power production and fuel economy because your burning all of what your injecting. The more injection sequences per power stroke prevents fuel pooling and makes the engine run smoother and quieter with the ability to make more power.

The 5 liter cummins was presented to Toyota, ram, GM, and ford. Nissan took it because they wanted to break in to the exploding diesel market. It�s an engineering master piece, but not all that it was expected to be.

Instead of running a VGT turbo or a compound system; it has 2 completely separate turbos, one small one big. They have an exhaust diverted/direction puck do hickie. As requested power and engine rpm change, the truck runs on the small turbo. The do-hickie will start to move and direct some of the exhaust in to the big turbo; in effect spooling it up. Mid to high RPM, the small turbo has no exhaust flow and the big turbo has 100% exhaust flow. A simple VGT turbo or dual VGT compound set up would be much more controllable and efficient. Shoot, conventional twin turbos using smaller VGT turbos would be great. Also, is has a hot side EGR, that cures almost all the EGR valve failures and a EGR cooler failures. But to add a air flow control valve in the intake system so that during steady state operation it can mostly shut of fresh air flow , increase EGR flow to lower tail pipe pollutants, and gain slightly better fuel economy, and slightly lower REGEN cycle times. The base engine was a power generation engine for cummins. Nissan and cummins shared the cost and engineering teams to develop it in to what you have today...over the course of like 10 years. Again, over engineered and complex solutions to common problems. Add is the emense sales and add campaign plus the reputation cummins has for their line engines, and how proud Nissan is of their trucks (over priced when comparably optioned); the result is ether you love it or you feel let down by it.

You can't idle modern diesels like in the day. I used to idle my diesels 8 hrs a day in 112 Arizona heat on my jobsites no problems. Todays diesels would never properly regen.

Besides anyone that believes Oil Companies follow Federal Emission Regs, well that just makes me laugh.

It�s not just oil field companies, it�s electric companies, rail road, logging companies. I�ve seen owner/operators of class 8 over the road semi trucks have their engines fully deleted.

Typical Duramax for you.. Can't beat em!!!

Congrats!

The only mistake Ram made on the Ecodiesel IMHO is the under-sized cooling system. Works fine with no load and works fine towing on flat ground, but has a tendancy to get warm if you want to pull your max rated towing capacity up in the mountains at high speed. If they had increased cooling capacity to where you could tow 7,000 lbs up a mountain at 50-60 mph without overheating, it would be the perfect engine. That being said, I tow my 6k lbs TT just fine at 65-70 mph on the freeway. It's pretty stress-free with a good WD/sway hitch.

Most half ton owners are not interested in towing really heavy stuff. A 7,000 lbs TT is about all you really want to put behind any half ton, regardless of what the tow rating is. Sure, folks tow more than that all the time (they do it with the ED as well), but for the most part that's a pretty hefty load for a half ton pickup and I would advise going to the 3/4 ton market if you're going to regularly be towing a big un-aerodynamic box weighing more than that.

I will say that when I'm towing with the ED, I don't feel like the 8k lbs tow rating is an issue. The low-end torque is better than most any half ton gasser and you can feel it too. Cooling issues aside, I don't think half ton gassers really tow better than the ED. My dad has a 5.7 Tundra that tow the 6k lbs TT with about the same ease as my ED.

Most modern Diesel engines, especially in the 3/4 ton-1ton trucks can haul-pull more than what the chassis is rated for. The duramax engine is used in the 3/4 ton trucks up to the 5500 chassis trucks. The 6.7 powerstroke is used in the F250 on up to the F750. So it would stand to reason that the ED and baby-max could punch above their weight class as well. It�s the chassis the vehicle is in that limits it.

An engines ability is probably the least of the equation when it comes to tow ratings. Breaks, suspension, chassis is where it comes from

I don't disagree. My comment was really related to someone above who said they thought the ED was under-sized and that Chevy should put a 5.0 Duramax in the 1500. I would politely disagree with both of those. ED is sized correctly (cooling system aside), and GM should put whatever size Duramax that allows 8k minimum tow capacity and the best mpg possible. Perfect combo in a half ton.

I am not familiar with this engine but in the past the 6.0 and the 7.3 Navistar engines that were put in the 3500 were set up far differently than the same block they put in the larger trucks. The larger trucks had much higher torque and lower rpm limits.

A 3.0 diesel can be made to do more but not the same engine that Dodge puts in their ED.


An alternative to the ED and the baby Duramax is the other 3 liters out there. The Jeep, BMW and Mercedes all pull good. My daughter drives a 7 passenger GL320 CDI which has a towing capacity of 7500. Its not as good on fuel but it will get 26 mpg at 70 mph most of the time. I've driven the BMW X5 35D which had 7 passenger seating and all wheel drive and it was fairly lively. It has a towing capacity just under 7000 pounds.

The 7.3 was all the same. They came off the same assembly line... international made them. And I�m almost positive it�s the same thing with the 6.0 powerstroke as well

There were several versions of the 7.3 and 6.0 made by Navistar. Both setup for the applications they were intended for. I believe the T444e had different specs over the years (7.3) but the highest rated hp it ever had was 230 @ 675tq.
The 6.0 VT365 was also made to work as a higher torque lower rpm motor than the engines Ford put in their 3/4 and one tons.

For those interested, I did some towing with the the Canyon Diesel one was my 16 Cargo Trailer I also towed my 492v back from storage at Lake Amistad.
At no time did I feel unsafe or that the truck under performed. Whith my boat mileage on the low side was 13mpg at 80mph (I typically only tow at 70mph 80 was see capabilty) once a stayed closer to 70mph it was 14.5mpg after filling up and hand figuring. My 6.7 Cummins 3500 Dually at best gets 16.5 mpg towing my boat. The exhaust brake worked well and had plenty of holding power on downgrades. The only issue seems to be the intergrated brake control, I am taking it to dealer tomorrow for them to check out (it seems to not be working properly). I only towed my cargo trailer about 20 miles just for kicks. For obviuos reasons as far as width goes I will add some mirror extenstions if I will be towing the cargo trailer more with the Canyon.
The truck held speed well and droped 1 to 2 mph on inclines and once the down shift occured went right back to the set cruise control speed. As expected the high end punch is less for obvious reasons from bigger diesels. However overtaking another vehicle from 65mph towing my boat was not an issue. It rode well and the suspension was solid the truck has plenty of stopping power. I have no doubt it can handle its max towing capacity both pulling and stopping.

I took a friend with me to Amistad and by the end of the trip he kept saying how supprised he was with the truck.

All in all, time will tell how I will like the truck. But so far its good. The only thing I will change to my previous posts is that I would use the Canyon Diesel to tow my boat anywhere I wanted to go no matter the distance.

Did you tow the boat in top/6th gear?

What rpm does it run towing the boat at 70?