its funny that anyone even buys a truck under a 2500 that has a def tank, I understand if you need the diesel for towing something big but even this jeep diesel tows less than the gas, costs more and will cost more to fuel and maintain and with the epa regs it will be clogged with soot at 100k miles so really no reason to even want a diesel since you'll never make up the cost difference through mileage. this is coming from someone who owned a diesel and loved it but it was an 06, anything after 06 has been ruined by the EPA.
This. The #1 reason I want the diesel is driveability, not to save money, not to even tow more. Just better all around torque to get it out of its own way, and longer ranges between fueling. After driving a JKU for 6 years now Im ready for something that gets out of its own way.To paraphrase a familiar saying..
“You wouldn’t understand. It’s a Jeep Ecodiesel thing.”
The power and mileage is worth it to me and I have had diesels for over 20 years...
Me too..... although I have 4.56 gears and can be amazing in traffic, it sux getting 16-17mpgThis. The #1 reason I want the diesel is driveability, not to save money, not to even tow more. Just better all around torque to get it out of its own way, and longer ranges between fueling. After driving a JKU for 6 years now Im ready for something that gets out of its own way.
Lastly the diesel will not be affected as much as a gasser with mods (larger tires, steel bumpers, etc)
did you just call yourself out? lolSince none of you guys called me out I will correct myself. I was doing some reading on exactly how DEF works and it seems I had it wrong. I had heard in the past that it was higher EGT that resulted in less active regen cycles but I was wrong. I was able to learn through my research that the engine can be tuned to run at maximum efficiency with the SCR system in place. Diesel engines can either be configured to produce lower NOx through EGR which creates much more particulate matter to get trapped in the DPF. On the other hand it can be configured to run at maximum efficiency which creates much more NOx and much less particulate matter. With the first configuration, like my 6.4 Powerstroke, massive EGR results in the DPF filling up much faster requiring an active regen cycle if the engine is not working hard enough to maintain continuous passive regen. The second scenario with SCR, like my 6.7 Powerstroke, was programmed for maximum efficiency without regard of NOx production and then the DEF is sprayed into the exhaust stream to convert the NOx into nitrogen and water.
The DEF system was much more advantageous than an EGR system because nothing needs to be done to the engine itself, all emission treatments are performed in the exhaust.
This is one of the sources that I found that explains the differences pretty clearly. I would say that CASE/IH is a pretty reliable source.
https://www.caseih.com/northamerica/en-us/innovations/efficient-power/scr-technology
Call you out? I spent ten minutes googling to understand. Take away? Being a diesel guy is rough, they are hard to get, come with a bunch of stuff you may not want. It sucks to be serious about torque and power, want a diesel, and have what you describe ^ as your only options. Go resto!!!!Since none of you guys called me out I will correct myself. I was doing some reading on exactly how DEF works and it seems I had it wrong. I had heard in the past that it was higher EGT that resulted in less active regen cycles but I was wrong. I was able to learn through my research that the engine can be tuned to run at maximum efficiency with the SCR system in place. Diesel engines can either be configured to produce lower NOx through EGR which creates much more particulate matter to get trapped in the DPF. On the other hand it can be configured to run at maximum efficiency which creates much more NOx and much less particulate matter. With the first configuration, like my 6.4 Powerstroke, massive EGR results in the DPF filling up much faster requiring an active regen cycle if the engine is not working hard enough to maintain continuous passive regen. The second scenario with SCR, like my 6.7 Powerstroke, was programmed for maximum efficiency without regard of NOx production and then the DEF is sprayed into the exhaust stream to convert the NOx into nitrogen and water.
The DEF system was much more advantageous than an EGR system because nothing needs to be done to the engine itself, all emission treatments are performed in the exhaust.
This is one of the sources that I found that explains the differences pretty clearly. I would say that CASE/IH is a pretty reliable source.
https://www.caseih.com/northamerica/en-us/innovations/efficient-power/scr-technology