As long as it doesn't replace the Cummins I think it's the right decision. A straight six might appeal more to the diesel crowd.

 

It's for the 1500 trucks, Jeeps, etc.. The 5.9 Cummins weighs 1,150 #s, even the 4.0 4 cyl Cummins is 745-785 #s and the VM 3.0 VS is only 507#s.

 

save the v6 for the luxury croud--light duty I6 would be perfect for the 1500

 

I would love a diesel option for my 2500 thats not a 1000lbs of torque.

 

I assume that it will be much smaller than the Cummins I6. I would like to see it in a modern Dakota.

 

Given the ongoing dispute with Cummins, this may be a precautionary design (in case) or a pre-emptive strike to reduce costs.

 

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Right.

Here is a thread on a particular engine brand's Forum from 2013 with internal detail that might be of some interest. It's not spot on this exact topic; but it does address Fiat Diesel .

This is Not intended to throw fuel on the fire.

Their insights seem pretty thoughtful and sedate :

Would You Look at a Ram HD With a Fiat Engine? - Page 5 - Dodge Cummins Diesel Forum (at http://www.cumminsforum.com/forum/2013-general-discussion/842002-would-you-look-ram-hd-fiat-engine-5.html )

.

 

How come there's a forum thread about this article and not about this one? I like to see people weigh in on the idea of a new slant six in a new Dodge midsize...

 

How come there's a forum thread about this article and not about this one? I like to see people weigh in on the idea of a new slant six in a new Dodge midsize...

It was picked up here: Where’s the Hemi going? (at http://www.allpar.com/forums/threads/where%E2%80%99s-the-hemi-going.166921/ )

 

A straight 6 diesel would offer smoother engine performance compared to a V design, right? That would definitely be appropriate for the Alfa/Maserati/JGC like the allpar article said.

 

All else being equal it should be smoother, but all else is never equal. My first thought was for the luxury cars but that depends on what it's based on...

 

.
Right.

Here is a thread on a particular engine brand's Forum from 2013 with internal detail that might be of some interest. It's not spot on this exact topic; but it does address Fiat Diesel .

This is Not intended to throw fuel on the fire.

Their insights seem pretty thoughtful and sedate :

Would You Look at a Ram HD With a Fiat Engine? - Page 5 - Dodge Cummins Diesel Forum (at http://www.cumminsforum.com/forum/2013-general-discussion/842002-would-you-look-ram-hd-fiat-engine-5.html )

.

This has been mentioned in passed threads and I previously posted this in them and it states the simularities and differences between the Cummins and Iveco. So to once again Quote Latestarter1 from Ybw.com

Simple answer is there isn't one.

I was a member of the group grandly called the EEA or European Engine Alliance which created the 'Family'.

First a short history lesson. During the early 1980's IVECO realised that their whole engine range required replacement, a huge undertaking. Replacing the big ugly V8 down to the 1 liter/cyl 8030/40/60 engines. IVECO signed an agreement with Nissan for a complete range of engines. All went well for several years, 8/10/13 liter engines were progressing well, however the smaller unit injector 1 liter/cylinder motor was not meeting design goals.

With very little time left IVECO turned to Cummins.

In the meantime Cummins had their own problems, having made a huge mid life investment in the turning the successful B and C mid range engines into a four valve electronic engine range. The four valve the 'Emerald' program resulted in the in the front gear drive Bosch VP 44 quasi electronic ISB engine. A shed load more cost without very much gain.

IVECO by chance were gifted a little gem. Ford wanted out of their loss making tractor business and sold Ford New Holland to Fiat. Ford had some super guys designing high pressure pumps who had come up with a very simple a clever fuel lubricated common rail fuel injection pump. Fiat dumped this new pump onto their sister company Marrelli.

Marelli KNEW that Bosch were in deep trouble with their oil lubricated CP2 common rail fuel pump, too late, too expensive and unreliable. When offered the original Ford concept pump they bit the hand off the italians. Part of the agreement was that Fiat had control of who the new pump could be sold to.

The EEA brought together engineers from Cummins UK and US, IVECO and Ford New Holland. Using the ISB engine as design base around the new common rail pump the team working from rented offices in High Wycombe worked at speed. 102/120 bore stroke cam location, 4 valve cylinder head was retained, everything else was torn up.

New engine had the timing gears moved from from the front to the back, cooling capability upgraded, lube oil system changed to J jet piston cooling nozzles.

Fiat carried out a lighting strike on Case tractor who were building the B Series in Germany and scooped up the bang up to date production line and machine tools.

The final result of the EEA work was the ISBe automotive engine built by Cummins in Darlington and the Italian IVECO NEF engine. Very similar engines, however IVECO use Bosch Hardware/software, Cummins used Bosch ECU with Cummins software and slightly different common rail set up.

Shortly after launch of NEF engine IVECO Aifo took the automotive engine and marinised it.

After just a year tensions between Cummins and IVECO began to smoulder when the Italians failed to pay agreed licence fees.

The Cummins QSB marine engine is based on a US designed engine which came out of the EEA work but based on the ISB (new generation) engine sold to Dodge for the Ram truck, 300,000 units per annum. This engine has the timing gear where Americans like it, back on the front!

At the time of the ISBe launch Ricardo in the UK did a research progam an unspecified customer, I suspect the MOD and in 2003 they had developed a twin turbo ISBe 5.9 reliably producing 500 Hp much of this work was banked for the eventual use in the QSB marine engine.

My biased view of the IVECO NEF.....

Marinisation of a truck engine is a nightmare. Take a look at the raw water pump, Remove the charge cooler in order to change the impeller, simply nuts! This pump is also proprietry, not Jabso, Johnson or Sherwood, try to obtaining price for new pump. Electronics are more than a bit clunky, very poor noise supression algorithim.

Biggest beef, Mickey Mouse 25C test fuel spec dodgy sheet power, when will they ever learn.

When the split came Cummins knew how to obtain more displacement out of the ISB/QSB without weakening major components. Then patented the redesign

IVECO 6.7, 5.9 102mm bore block bored out to 104mm, crank pin offset ground to reduce diameter but increase stroke by 10mm to 132mm.

Cummins 6.7, new block allowing 107mm bore plus service oversize, crank retaining original bearing areas with clever change to balance weights allowing 124 mm stroke without kissing the camshaft.

IVECO NEF motors are around 20% less expensive than equivalent Cummins, but they out sell IVECO by a significant margin............
Read more at iveco nef Vs cummins qsb (at http://www.ybw.com/forums/showthread.php?306183-iveco-nef-Vs-cummins-qsb&s=088fc384c5213b35f32bf87507aa4a38#haQqfSfksuB4yq3p.99 )

 

There is also the fact that Fiat group sold the patents for the common rail injectors to Bosch + R&D center in southern Italy.

Actually the best FPT Industrial engine are the Cursor family of engines.

One interesting technology that FPT Industrial (the new name since some yeras of IVECO motors) is the patented exhaust after treatment system, named HI-eSCR, now at version 2.
That system allows to not use EGR and has a active DPF system that doesn't need regeneration. In U.S.A. are used in off-road applications.

 

So, what's the verdict? Is a straight six diesel coming to North America passenger vehicles...?

 

I'm still trying to figure out why they would be working on a I6 diesel OR gasser. It would be great for Jeeps but the added length would increase hood length (packaging/crash/pedestrian) and would throw off VCI. For trucks, not sure why it'd be better than what they've already got or what the payoff would be.

 

From the slant six in my parents' 1968 Dodge Coronet and 1980 Dodge Diplomat, to the 4.0L I-6 in my 1995 and 2001 Grand Cherokees, to miscellaneous BMWs I have driven over the years, I have nothing but great things to say about a straight sixes: buttery smooth, torquey and durable.

I'd line up for one!

 

There are rumors that a new "medium duty" small diesel inline 6 cylinder engine, with a displacement < 4.5 liter, is under development by FPT Industrial.
FPT Industrial, that is is part of CNH Industrial, is the one that sources F1 family of engines for Fiat Ducato and Ram Promaster, and also for IVECO Daily, Mitsubishi Fuso Canter, some military vehicles, stationary generator applications and maritime applications.

It is probably an engine of F1 family. NEF engines family are heavier engines and used for larger trucks.
A F1C, also known as S30, (3 liter) dry weight is 245 kg (540 lbs) while a NEF 45 Hi-eSCR (4 cylinders 4.5 liter) 400 kg (882 lbs).

If the put in production for Ram, than it could be a base diesel engine for Ram 2500 and larger or for an Ram version of IVECO Daily.
Actually Daily uses also F1C with optional ZF 8HP gearbox (but no PTO).

 

Military vehicles and F1C engine, this is a IVECO LMV 2, LMV = light multirole vehicle. Well "light" it depends on what is light for You.
Gearbox is a ZF 8HP90S, is a version for light special vehicles and can handle up to 1,000 Nm input torque.