It was almost four years ago that a certain diesel scandal began in the USA. Now it seems as if the meanwhile prevailing skepticism towards the drive concept is gradually disappearing again. In Europe, diesel sales are gradually rising again after years of lull, and in the United States there is even a trend towards compression-ignition. Admittedly only in the pickup segment, and especially in the really big chunks ( d read the entire story here ). But the registration statistics clearly show that diesel drives are gradually gaining acceptance even with the smaller pickups.
First Silverado diesel since 1997
Reason enough for the manufacturers of the US flatbed trucks to offer their high-volume pickups - To gradually equip series with diesel engines. Take Chevrolet, for example: The new Silverado of the 2020 model year comes not only as a gasoline engine, but also with a three-liter turbo-diesel engine. The compression-ignition engine from the Duramax family works with six cylinders arranged in series and has been the first diesel engine since 1997, the Chevrolet in its series belonging to the' Light Duty Trucks '.
Now the Chevrolet is Silverado 3.0L Duramax turbodiesel officially the most economical pickup in the USA. As confirmed by the US Environmental Protection Agency, the model only consumes a good 7.1 liters per 100 kilometers (33 miles per gallon mpg). This is, of course, a standard value that should be taken with caution, since the US test cycle is only determined on the test bench. But it is considered to be somewhat practical, because it also includes acceleration and braking phases and is driven with the air conditioning switched on.
Combined consumption is significantly higher
However, this consumption value only applies to the rear-wheel drive model . In the diesel Silverado with all-wheel drive, the standard highway consumption increases to 8.1 liters (29 mpg). In both cases, fuel consumption in city traffic is given as 10.2 liters (23 mpg). Means: The combined US standard consumption, which includes the city value of 55 and the highway figure of 45 percent, is 8.8 liters for the rear-wheel drive Silverado Diesel and just under 9.3 liters for the all-wheel drive version. That puts the spectacular partial value into perspective again.
But consumption is certainly in very few cases a decisive factor for US pickup buyers. The topic of exhaust gas cleaning also only plays a subordinate role. In the Silverado with Duramax diesel, an SCR system is used that filters the nitrogen oxides from the exhaust gas flow using a urea solution. The only difference is that this liquid is not called Adblue in North America, but “Diesel Exhaust Fluid” or DEF for short. The Silverado Diesel shows its fill level in a display between the instruments.
Almost the towing abilities of the 6.2-liter V8
The best argument for the turbodiesel is its power development . With 281 hp, it is less powerful than the smallest gasoline engine (2.7-liter turbo R4 with 314 hp), but offers just as much maximum torque as the thickest V8 with a displacement of 6.2 liters, namely 624Newton meter. The diesel can also compete with this in terms of towing capabilities: At 4.3 tonnes, it offers the same trailer load as the 2019 Silverado with a 6.2-liter V8 in the normal version, and with a payload of 848 kilograms, it is only slightly below its 907 kilograms .
In contrast to the large V8 gasoline engine, it can also be combined with the mid-range LT and RST equipment lines, for an extra $ 3,890 compared to the 2.7-liter turbo gasoline engine. Whoever got the Chevrolet Silverado 3.0L Duramax turbodiesel would like, so pays at least 42,385 dollars (a good 38,000 euros). For comparison: the base model costs $ 29,895. Adjusted for equipment, the diesel in the high-quality LTZ and High Country variants is just as expensive as the 6.2-liter V8 variant. Perhaps this is also an explanation for the increasing diesel success: It is expensive (as, by the way, diesel fuel costs more than gasoline in the USA) and is therefore perhaps even suitable as a status symbol.