Stellantis sells VM Motori...

[RudeJeepin]

Ya no thank you-

Definitely a little low for a heavy vehicle

I've seen reports of tunes getting roughly 220 HP and 460 ft lbs, that would put it in the range.

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[Stan H]

I have seen improved coolers

Do you speak specifically of Transmission Coolers ? Or we talking Radiators ??

 

[RudeJeepin]

The Gladiator with the EcoDiesel needs better coils/shocks to perform well on washboard roads. The factory springs are pretty soft on my 2023 Rubicon, and that's with the improved Mopar 'red' shocks.

My wife has the red shocks on her 21JLURD, and I have the Fox on my 22JTRD. I'm of the opinion the Fox shocks ride better.
But I don't know if the New Reds are different or the same as the old red ones on her Wrangler.
But I do agree, the spring/shock combo could be better.

 

[RudeJeepin]

Do you speak specifically of Transmission Coolers ? Or we talking Radiators ??

My guess, is engine oil cooler.
I personally feel that is the weak link on temp caused derates. Obviously not the only issue, the stack and how compact it is, is the real issue.
Just my opinions.

 

[PlayfulBird]

ill keep the original block

That may not always be an option though... the blocks do often get damaged when it goes.

 

[PlayfulBird]

I believe the VM Motori Marine version of the 3.0 was the MR 506 SH3

 

[Wheelin98TJ]

Well the good thing with the 3.0 is it's a common marine platform, so that should carry some of the parts further. I won't hold my breath on emissions stuff...

I believe the VM Motori Marine version of the 3.0 was the MR 506 SH3

What boats are they using these in? I'm not familiar with any.

 

[biodiesel]

But you can't possibly know about all the trucks out there.

No, but I've been collecting data for 10 years on the Gen 2 EcoDiesel. It took a good 7 years before there were enough high mileage engines (and failures) to get a good picture. I've been in frequent contact with two engine builders. Between the two, they have well over 200 rebuilds on the road. The information I've gained from them has been substantial.

There are EcoDiesel Gladiator owners here that have had more problems than only the DPF.

There have been a few issues, but most of those are fairly isolated cases. For example, the defective turbo (actuator) has been a problem, however, a very small group of owners have been impacted. As far as I know, 100% of the actuator failures have fallen under the 100,000 Powertrain Warranty. We've seen a few HPFP failures, which resulted in a recall. We've also seen a few timing cover leaks, but that's mostly build quality issues.

Ironically, all of the documented high mileage engines (in both Ram and Jeep) haven't experience any of those isolated issues.

 

[rharr]

What boats are they using these in? I'm not familiar with any.

I don't know i am not a boat guy, i would suspect medium duty commercial stuff or large pleasure.

https://www.devalk.nl/en/yachtbrokerage/810286/NOVAMARINE-BS-100.html

The Motor was also called a 630T
Here is some AI bullshit

AI Overview



The primary difference between the 630T and the MR 506 SH3 is their intended application and output, though they both originate from the same base VM Motori 3.0L V6 diesel platform
. The 630T is modified for automotive and industrial use, while the MR 506 SH3 is built specifically for marine applications.
Key differences

Feature	630T	MR 506 SH3
Primary application	Automotive and industrial, modified by Banks Power.	Marine use, designed and produced by VM Motori.
Emissions	Modified by Banks Power for US vehicle applications, including specific certification for aftermarket conversions.	Adheres to maritime emissions standards such as EPA TIER 3, RCD2, and IMO.
Power and torque	A Banks-modified version is rated at 302 hp and 505 lb-ft of torque. Factory VM Motori versions in the EU were rated at 240 hp and 400 lb-ft.	Rated at 270 hp and 587 Nm (432 lb-ft) of torque.
Cooling system	Designed with automotive cooling in mind.	Equipped with a seawater heat exchanger system, a water-cooled turbine housing, and a seawater circulating pump for cooling.
Engine control	Uses the Banks AutoMind electronic diesel controller with J1939 CAN communications.	Controlled by a VM Motori system designed for the specific parameters of a marine environment.
Overall design	The Banks-modified 630T is engineered for land vehicle installations and includes specific accessory drives.	The VM Motori MR 506 SH3 is designed for compact installation in boats and includes corrosion-resistant components.

Base engine similarities
Despite their differences, both engines share a common ancestry, featuring the following characteristics:

• Displacement: 3.0L V6 diesel.
• Valvetrain: Chain-driven dual overhead camshafts (DOHC) and 4 valves per cylinder.
• Fuel system: Common rail direct injection system operating at 2000 bar.
• Turbocharger: Variable Geometry Turbocharger (VGT).

 

[Wheelin98TJ]

No, but I've been collecting data for 10 years on the Gen 2 EcoDiesel. It took a good 7 years before there were enough high mileage engines (and failures) to get a good picture. I've been in frequent contact with two engine builders. Between the two, they have well over 200 rebuilds on the road. The information I've gained from them has been substantial.



There have been a few issues, but most of those are fairly isolated cases. For example, the defective turbo (actuator) has been a problem, however, a very small group of owners have been impacted. As far as I know, 100% of the actuator failures have fallen under the 100,000 Powertrain Warranty. We've seen a few HPFP failures, which resulted in a recall. We've also seen a few timing cover leaks, but that's mostly build quality issues.

Ironically, all of the documented high mileage engines (in both Ram and Jeep) haven't experience any of those isolated issues.

Collecting data where?

And where are the documented high mileage engines?

How can you claim 100% actuator failures covered under the 100k mile warranty?

 

[biodiesel]

I was more blown away at the claim that every EcoDiesel Ram over 200k miles hasn't had any failures. That's impossible.

You can't take things out of context. I was referring to the 3rd gen EcoDiesel when discussing the 200,000-mile claim. There aren't many 3rd gen EcoDiesels with over 200,000 miles, so it's very possible. The folks with high mileage are those who live on the highway, which is the most ideal conditions for component longevity.

 

[Wheelin98TJ]

You can't take things out of context. I was referring to the 3rd gen EcoDiesel when discussing the 200,000-mile claim. There aren't many 3rd gen EcoDiesels with over 200,000 miles, so it's very possible. The folks with high mileage are those who live on the highway, which is the most ideal conditions for component longevity.

You can't make claims saying "everyone" or "100%" when talking about things impossible to know.

Very possible, sure, because there is uncertainty.

 

[PlayfulBird]

I've seen reports of tunes getting roughly 220 HP and 460 ft lbs, that would put it in the range.

Thats good enough for me I reckon

 

[biodiesel]

In my case ill keep the original block nd rebuild that if it gets to that point in my lifetime. By then I would upgrade some parts. Maybe a OEM rebuilt kit would be good to keep if they sell them complete?

You can't go wrong with Michael Gregory or Enrique Peters for engine rebuilders. They are both fantastic engine builders and offer superior customer service. Both are heavily vested in the EcoDiesel.

I haven't made any decisions yet, but I might buy a 2nd gen EcoDiesel crate engine. Due to warranty, I think the 3rd gen crate engine will be manufactured (available) for a few more years, so the urgency isn't as high.

I guess then buying emission parts now would be good as well. I do use low saps and went to the Zerex HD EP Diesel coolant complete. Hope that helps the EGR cooler. I have seen improved coolers but don't know if they make it for Gladiator and if they are really better then OEM?

People are removing EGRs on crate engines and selling them on eBay for cheap, so that's where I'm getting my EGR coolers. The actual EGR is fine, but the coolers are susceptible to clogging, especially if you do a lot of severe service operation (towing, idling, low temp operation, etc.). There are several aftermarket EGR coolers that might last longer, but right now, I can get brand new Mopar EGR coolers for $200 - $250. I did talk to the folks at BulletProof and I'm considering running their BulletProof EGR Cooler simply to test it for longevity.

 

[Zachanadandy]

No, but I've been collecting data for 10 years on the Gen 2 EcoDiesel. It took a good 7 years before there were enough high mileage engines (and failures) to get a good picture. I've been in frequent contact with two engine builders. Between the two, they have well over 200 rebuilds on the road. The information I've gained from them has been substantial.



There have been a few issues, but most of those are fairly isolated cases. For example, the defective turbo (actuator) has been a problem, however, a very small group of owners have been impacted. As far as I know, 100% of the actuator failures have fallen under the 100,000 Powertrain Warranty. We've seen a few HPFP failures, which resulted in a recall. We've also seen a few timing cover leaks, but that's mostly build quality issues.

Ironically, all of the documented high mileage engines (in both Ram and Jeep) haven't experience any of those isolated issues.

That's my point about focusing on the high mileage ones, 100% of the ones that make it to high mileage don't have major problems? 100% of adults didn't suffer from SIDs, but looking at them as research for avoiding crib death is useless.

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