Editing Openai/69164192-59d4-800d-8de7-7f4d9033b7f1


{{DISPLAYTITLE:Diesel trucks emissions requirements}}

''This conversation was exported from ChatGPT''<ref>{{cite web|title=Diesel trucks emissions requirements|url=https://chatgpt.com/share/69164192-59d4-800d-8de7-7f4d9033b7f1|publisher=ChatGPT|access-date=2025-11-14}}</ref>

== gpt-5-1 ==
=== User: explain why new diesel light duty diesel trucks needs automatic transmissions to pass emmisions ===
explain why new diesel light duty diesel trucks needs automatic transmissions to pass emmisions

=== Assistant: Here’s the real, engineering-based reason new light-duty diesel trucks must use automatic transmissions to meet modern … ===
Here’s the real, engineering-based reason new light-duty diesel trucks must use automatic transmissions to meet modern emissions laws. It’s not because manuals are “illegal,” but because manuals physically can’t control engine load precisely enough to pass today’s EPA and CARB requirements.

=== Modern emission standards for diesels—especially NOx, PM (soot), and cold-start emissions—require extremely tight and predictable control of: ===
* Engine load
* Air-fuel ratio
* Turbo boost levels
* EGR flow
* Aftertreatment temperature (DOC, DPF, SCR)
* Regeneration timing
* Gear selection & shift timing
* Torque output in microseconds

A manual transmission breaks all predictability because the driver controls load, RPM, and gear changes.

Automatics allow the ECM/TCM to coordinate everything so emissions stay inside the allowed envelope.

=== To keep NOx and soot down, the ECM needs to: ===
* Reduce torque before a shift
* Control turbo vanes
* Manage EGR flow
* Limit fueling spike
* Avoid overboost/underboost

With a manual, the shift is uncontrolled and happens at random RPM/load.

With an automatic, the ECM and TCM coordinate the shift:
* Torque converter locks/unlocks smoothly
* Turbo stays spooled
* EGR flow stays stable
* No smoke spike

This alone makes automatics far cleaner.

=== DPFs and SCR systems need to stay within specific temperature windows. ===

Manual transmissions cause:
* Lugging → low exhaust temps → incomplete combustion → soot
* High-RPM downshifts → temp spikes → NOx surge
* Gear mismatch → SCR ammonia slip or under-dosage
* Extra soot that overloads the DPF

An automatic keeps the engine in the exact RPM/load zone needed for clean burn and proper aftertreatment temperatures.

=== EPA 2010+ diesel calibrations use: ===
* EGR-on shift
* EGR-off shift
* transient EGR maps
* temperature-dependent intake throttling
* VGT coordination during torque management

Automatics can precisely execute these strategies.
Manual drivers cannot.

=== Drivers of manuals sometimes lug their trucks: ===
* 1200–1500 RPM
* high load
* boosting hard

This creates:
* Massive NOx spikes
* High PM (soot)
* Unburnt fuel
* Over-reliance on SCR to clean up the mess
* Accelerated DPF loading

The EPA cycle tests assume optimal load operation.
Automatics force the engine into the correct load range.

=== The cycles (FTP-75, US06, Cold Start, Low Load Cycle) require: ===
* Identical shift points
* Predictable torque output
* No sudden RPM dips
* No human variability

Automatics allow manufacturers to:
* Lock shift schedules
* Pre-program torque reduction
* Pre-program turbo/EGR response
* Avoid driver error

Manuals cannot meet repeatability → cannot pass.

=== The SCR system (DEF injection) works only when: ===
* NOx output is predictable
* Exhaust flow is stable
* Load doesn’t change violently

Manuals create:
* transient NOx spikes
* unpredictable DEF needs
* catalyst out-of-range temps
* ammonia slip and under-dosing

Automatics keep exhaust flow smooth, which is mandatory for accurate DEF injection.

=== Modern diesels run: ===
* High cylinder pressures
* Piezo or high-pressure solenoid injectors
* Tight emissions calibrations

During shifts, the ECM must:
* Cut fuel
* Control injection timing
* Prevent torque spikes

Manuals make it impossible to coordinate torque management with the shift event.

=== Manual diesel trucks died off because: ===

✔ Ultra-low NOx standards
✔ DPF + SCR + EGR complexity
✔ Transient emissions control
✔ EPA cycle repeatability demands
✔ Aftertreatment temp control
✔ Customer towing expectations (autos tow better)
✔ Automatics eliminate driver-caused emissions spikes

Manufacturers could technically design a manual diesel to pass…
…but the calibration cost would be enormous, and shift-cycle variability makes certification nearly impossible.

=== A manual transmission introduces uncontrolled RPM and load behavior, making modern diesel emissions systems impossible to calibrate and pass certification. ===

An automatic transmission:
* Controls engine torque
* Controls load
* Controls shift points
* Coordinates with turbo, EGR, and DEF
* Maintains aftertreatment temperatures
* Keeps combustion clean and predictable

Without that control, the diesel simply cannot meet EPA and CARB standards.

If you want, I can also create a short version, a Reddit reply, or a "dumbed down" explanation for someone who doesn’t understand modern diesel emissions.

=== User: do all new diesel pickups have like 10 gear transmissions ===
do all new diesel pickups have like 10 gear transmissions

=== Assistant: Short answer: ===
Short answer:
Yes, basically all new diesel pickups now use 8–10 speed automatics — and 10-speeds are now the dominant standard.
Manufacturers moved to high-gear-count transmissions because emissions rules and fuel economy requirements practically force them to.

Here’s the breakdown:

=== ✅ New Diesel Pickups & Their Transmissions (2024–2025) ===

===== Ford Super Duty (6.7 PowerStroke) =====
* 10-speed TorqShift (standard on all trims)
* No more 6-speed.

===== GM Duramax (2500/3500) =====
* 10-speed Allison-branded auto
* Replaced the old 6-speed.

===== RAM Cummins (2500/3500) =====
* 68RFE = 6-speed (in 2500)
* Aisin = 6-speed (in 3500 high output)

👉 RAM is the only major holdout still using 6-speeds, but even they are expected to move to an 8- or 10-speed soon because of new EPA/CARB rules.

===== Half-ton diesels (when they existed): =====
* F-150 PowerStroke → 10-speed
* Chevy 3.0 Duramax → 10-speed
* RAM EcoDiesel → 8-speed (All discontinued because diesel half-tons became too expensive to certify.)

=== 🔥 Why So Many Gears? ===

More gears = tighter control of:

===== 1. Emissions (NOx + soot) =====

Modern diesels must stay in a very specific RPM and load range to be clean.
More gears = the engine never lugs, smokes, or spikes NOx.

===== 2. Aftertreatment temps =====

10 speeds keep exhaust temps stable for:
* DPF regen
* SCR efficiency
* EGR flow stability

===== 3. MPG & CAFE requirements =====

Manufacturers get massive efficiency gains by always holding the engine at:
* low RPM
* high torque
* best thermodynamic efficiency point

===== 4. Towing power =====

Multiple gears let the engine stay in the exact boost zone needed under load.

=== 🚫 Why No Manuals? ===

Manual diesels cannot meet modern:
* transient emissions
* NOx limits
* DPF loading requirements
* certification cycle repeatability

So they are effectively impossible to sell now.

=== 📌 Bottom Line ===
* Ford & GM → full 10-speed across the diesel lineup
* RAM → still 6-speed but not for long
* High gear count is now mandatory for emissions compliance and fuel economy
* Manuals are dead
* 10-speed automatics are the new norm

If you want, I can also explain why 10 gears work better for diesels specifically (torque curve, boost control, gear spacing, etc.) or compare Ford vs GM vs Ram transmissions.

== References ==
<references />


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