Quote:
Originally Posted by olrocker
Unfortunately it’s not only fuel economy but emission regulations. Those have increased even more so that fuel economy regs over the last 20 years.
GM had no choice but to end the 3800 in 2007 because it had gotten to the point it was impossible for that motor to meet ever increasing emission regs. That’s why the 3.6 was brought up - it’s not much better on fuel but far more emission compliant.
You should see the mess diesel guys have on their hands now. $10,000 worth of DPFs, a billion oxygen sensors, sophisticated, complicated, and expensive exhaust systems, and of course the DEF additive. If you don’t maintain a diesel to a T, changing the oil really every 3,000 miles no matter what, and not letting it sit and idle long (it’s a diesel - they used to be made to do that) you’ll have $10k in repairs that AREN’T the actual engine issue.
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It's so true gov regulates way past the point of making products worse. Manufacturers usually won't mind if it works as a cost hurdle that hurts the competition more. GM should mind, because it'll kill their bread & butter.
Do not buy into the excuse making against a new 3800. Current smallblocks can, so can a 3.8 if they want that size.
My main daily is still a diesel for now. I used to let the motor bog down, and learned rich & cold are bad for DPFs. Maxing the highway percent of miles, or alternately giving it more air in a lower than holdable gear helps. Yes, that sacrifices mpg. Then, you're at the mercy of the DEF system, with multiple fluid heaters and 2 NOx sensors, hoping to avoid a fault-forced limp mode count-down. An un-necessary, dangerous limp-mode.
A diesel range extender is a better idea than a big-battery electric truck. It would need no DEF system, not run lean with the battery as a load buffer. Then, an 8-lug wheel electric truck might actually have 2500 capability.