Inside The Banks VM Motori 3.0L 630T V6 Diesel Engine

As of press time we have heard word, and seen, that there are spy photos of the 2014 Ram 1500 floating around the internet. Rumor has it that the 2014 Ram 1500 in those photos is equipped with this very VM Motori 3.0L diesel engine. Stay tuned...

The 630T has the potential to make more than 600 hp in race trim. —Matt Trainham, Banks Powertrain Engineer

Vm Motori Banks 630T Diesel V6 Engine Complete Engine

In 2013, the diesels are coming! Our industry is poised to see more diesel-powered vehicles for sale in the United States than we’ve had since 1985. Of the dozen new diesels we expect to be able to purchase, the one powerplant we’re most excited to see is the 3.0L V-6 Jeep is going to offer in the ’13 Grand Cherokee. Why are we so excited about an engine made by the 65-year-old Italian company VM Motori? Well, there are rumors this diesel may also find its way into other Chrysler products, including the Ram 1500.

That’s significant because the more vehicles this engine can be adapted to, the cheaper the per-engine cost becomes. Oh, and we should mention one other thing: Fiat (Chrysler’s parent company) owns a 50 percent stake in VM Motori. So Chrysler should be able to keep the costs of this high-tech engine down to a level we can all afford.

Overall, the Banks 630T version of this engine is a very tightly packaged powerplant that is more power dense than any diesels we usually work with, and that means two things: It’ll make a great swap for vehicles that can’t fit a large truck engine, and whatever this engine goes in it’s sure to be a rocket ship.

Overall, the Banks 630T version of this engine is a very tightly packaged powerplant that

No doubt some of you are now asking, “Who owns the other 50 percent?” General Motors does. Could that mean this engine may end up in GM products like the Silverado ½-ton? We think it may. Now you see why we’re so excited.

Unfortunately, no one at Chrysler or GM can talk about future products on the record. So we’ve never been able to see or drive a vehicle with this 3.0L V-6. That is, until we got a call from Gale Banks Engineering’s Banks Powertrain division. Banks has been working directly with VM Motori to engineer its own version of the 3.0L, codenamed the Banks 630T, for use in military and other specialty-use applications. Needless to say, we grabbed our cameras and headed over to Banks’ Azusa, California, facility. Check out what we saw.

Vm Motori Banks 630T Diesel V6 Engine Engine Dyno

As you read this, Banks is creating its own 268hp calibration for the 630T on an engine dyno. Once that’s complete, the engine will be subjected to a torturous 400-hour NATO durability test to prove this powertrain is ready for combat use. Stay tuned for more on this mighty V-6.

As you read this, Banks is creating its own 268hp calibration for the 630T on an engine dy

Inside The Banks 630T V-6 Diesel

DISPLACEMENT: 3.0L (182 ci)
CONFIGURATION: 60-degree, even-fire V-6
ENGINE WEIGHT: 498 pounds
BORE AND STROKE: 83 mm x 92 mm (3.26 in. x 3.62 in.)
COMPRESSION RATIO: 16.5:1
ENGINE BLOCK: Compacted-graphite iron (CGI) casting that weighs 159 pounds, featuring four 14mm head bolts per cylinder
BEDPLATE: A one-piece, 35-pound assembly retains the crankshaft and ties the bottom of the block together with six 12mm bolts per main bearing
CRANKSHAFT: Forged 4140 steel with 74mm (2.91 in.) main bearing journals and 67.5mm (2.66 in.) connecting rod journals, externally balanced
CYLINDER HEAD: Aluminum castings with four valves per cylinder
VALVETRAIN: Dual overhead camshafts (DOHC) with roller finger followers and hydraulic lash adjustment
VALVE SIZE: 28.5mm (1.12 in.) intake, 25.4mm (1.00 in.) exhaust
BASE POWER RATING: 221 to 268 hp at 4,000 rpm
BASE TORQUE OUTPUT: 369 to 421 lb-ft at 2,000 rpm
MAXIMUM ENGINE SPEED: 4,800 rpm
FUEL SYSTEM: Bosch common-rail injection with a CP4.2 pump and CRIN 3.4 solenoid injectors capable of running up to 29,000 psi (2,000 bar) and seven injection events
TURBOCHARGER: Electronically controlled variable geometry with water-cooled ball-bearing cartridge in high-power applications

VM Motori’s 3.0L diesel is manufactured in Cento, Italy and is available in various power outputs from 190 to 268 hp. The engine was originally developed for passenger car use, which means it offers a much broader power curve than the medium-duty truck engines we’re used to. The Banks Powertrain division of Gale Banks Engineering is developing this VM Motori engine for use in extreme applications by our military. Banks calls this engine the 630T.
VM Motori’s 3.0L diesel is manufactured in Cento, Italy and is available in various power
The 630T’s 60-degree V-6 block is made from high-strength compacted-graphite. On an engine stand, this state-of-the-art casting looks surprisingly compact, but take note of the structural webbing in the valley, and the beefy cylinder walls.
The 630T’s 60-degree V-6 block is made from high-strength compacted-graphite. On an engine
The block is similar in architecture to what is arguably the best part of the 6.0L Power Stroke’s engine design. It features four 14mm head bolts per cylinder and a one-piece bedplate instead of individual main-bearing caps. Note the large coolant (A) and oil drain passages (B) that hint at the amount of cooling this engine was designed to handle.
The block is similar in architecture to what is arguably the best part of the 6.0L Power S

When flipped over, you can see the large main-bearing webs that are cast into the reinforced crankcase. While the current Cummins, Duramax, and Power Stroke all use deep-skirted Y-blocks (which the aftermarket likes to add girdles to for high-power use), the 630T requires no girdle, as it features a one-piece bedplate that locks the crankshaft in place with 24 bolts.
When flipped over, you can see the large main-bearing webs that are cast into the reinforc
Each of the cylinders is equipped with its own oil jet to cool the bottom of the pistons. The way they were designed, they could be easily upgraded with larger nozzles for more flow as the power level of the engine is increased.
Each of the cylinders is equipped with its own oil jet to cool the bottom of the pistons.
Compared to the Cummins inline cranks you’ve seen, this V-6 crank is compact and lightweight. Thanks to its forged-steel design, however, it is still a burly piece that’s likely capable of handling more power than the stock connecting rods—just like the 5.9L Cummins.
Compared to the Cummins inline cranks you’ve seen, this V-6 crank is compact and lightweig

Here’s the bedplate that holds the crank to the block. By making this one piece, the 3.0L has a rock-solid foundation and ensures bearing failure will not occur because of bearing cap distortion. The bedplate features 12mm bolts to attach this to the block—again, just like the 5.9L Cummins. Also of note are the large oil passages (A) that are used to keep oil drained from the heads from dripping onto the crankshaft.
Here’s the bedplate that holds the crank to the block. By making this one piece, the 3.0L
The term “windage” is used to describe the friction of an object moving through a fluid. In an engine, the main source of windage is the crankshaft and connecting rods moving through motor oil. To reduce the chance of power-robbing windage from occurring, this shield (windage tray) is fitted between the bedplate and the oil pan to keep oil from sloshing up onto the crankshaft.
The term “windage” is used to describe the friction of an object moving through a fluid. I
The 3.0L’s oil pan is a piece of cast-aluminum beauty. Using aluminum aids in cooling the engine oil, acts to quiet the engine by adding additional structure, and provides an additional area for the transmission’s bellhousing to mount to—which, believe it or not, is key for vehicles that see high-speed driving.
The 3.0L’s oil pan is a piece of cast-aluminum beauty. Using aluminum aids in cooling the

As diesel owners, we are familiar with exhaust gas temperature (EGT) that gives us a sense of the abuse the tops of our pistons are seeing. But when we add more power to our daily drivers and tow vehicles, we also need to watch the engine’s oil temperature. The oil temperature gives us a sense of how the engine is really coping with the extra burden. To keep high-powered engines alive over the long haul, they need lots of piston-oil cooling, and thankfully the 3.0L’s oil pump and pickup tube are huge. The tube itself is nearly the same size as what’s found in the current Duramax.
As diesel owners, we are familiar with exhaust gas temperature (EGT) that gives us a sense
These connecting rods feature Cummins-like rod caps that are so large their parting lines need to be rotated to fit through the cylinder bore. Speaking of the caps, they are of the cracked-cap deign, which means the rods are built as one piece, and the cap is literally cracked off to ensure each one has its own perfect fit.
These connecting rods feature Cummins-like rod caps that are so large their parting lines
To reduce mass yet retain strength, the rods feature keystone-shaped ends that connect to the floating wristpins.
To reduce mass yet retain strength, the rods feature keystone-shaped ends that connect to

The pistons are made from cast-aluminum and have large, blunt lips on the top of the bowls to manage extreme heat.
The pistons are made from cast-aluminum and have large, blunt lips on the top of the bowls
The aluminum heads on this engine are unlike anything we’re used to in this industry. The DOHC configuration means there are separate cams for the intake and exhaust valves, there are no pushrods to flex, and the engine will love to rev.
The aluminum heads on this engine are unlike anything we’re used to in this industry. The
The engine uses Bosch CRIN 3.4 injectors that are clamped through the valve covers using these studs that are pressed into the head. Note: There are no pressed-in injector sleeves on this engine.
The engine uses Bosch CRIN 3.4 injectors that are clamped through the valve covers using t

Banks engineer Matt Trainham told us the heads have more flow potential than the Duramax as there are no pushrods to snake the ports around. There are two intake ports per cylinder that are sized to create swirl and increase air velocity. On some versions of this engine, there are valves in the intake manifold that can be used to amplify this effect for better off-idle response.
Banks engineer Matt Trainham told us the heads have more flow potential than the Duramax a
From this angle, you can see the siamesed exhaust ports, and the area where the injectors and glow plugs enter the cylinders.
From this angle, you can see the siamesed exhaust ports, and the area where the injectors
Even as cast from the factory, the ports have very smooth and consistent shapes that are far better than what we are used to seeing on our diesel truck engines.
Even as cast from the factory, the ports have very smooth and consistent shapes that are f

There are four camshafts in the engine. The exhaust cams are driven off the front of the engine by a chain, and the intake cams are then geardriven from the exhaust cams. The round plastic piece on the intake cam (arrow) is part of the engine’s closed-crankcase ventilation system.
There are four camshafts in the engine. The exhaust cams are driven off the front of the e
Plastic valve covers are used to reduce weight and provide a layer of sound insulation in passenger-car applications.
Plastic valve covers are used to reduce weight and provide a layer of sound insulation in
The engine’s three-piece front cover is cast aluminum, and it ties the front of the oil pan to the engine block.
The engine’s three-piece front cover is cast aluminum, and it ties the front of the oil pa

As installed on the engine, the cover acts as a mounting system for the injection pump, vacuum pump, and closed-crankshaft ventilation system vent.
As installed on the engine, the cover acts as a mounting system for the injection pump, va
For vehicles that need vacuum to run the climate controls or brake system, the 3.0L can be fitted with this cam-driven vacuum pump.
For vehicles that need vacuum to run the climate controls or brake system, the 3.0L can be
In the 240hp version, the oil cooler and oil filter element are mounted high on the driver side of the engine. Depending on the cooling and packaging needs of the vehicle, Banks will have to relocate and upsize this module to suit specific customer needs.
In the 240hp version, the oil cooler and oil filter element are mounted high on the driver

The 3.0L uses a Bosch common-rail injection system that is based on the twin-pumping element CP4 injection pump used by the current 6.6L Duramax and 6.7L Power Stroke engines. Depending on configuration, this pump can be mounted on the front or rear of the engine, or even in the valley of the engine and driven by a belt. Yes, that means Banks could theoretically bolt three injection pumps to this engine.
The 3.0L uses a Bosch common-rail injection system that is based on the twin-pumping eleme
One of the reasons Banks Powertrain chose this engine as its next platform was the fact it uses the rugged and reliable solenoid-style injectors instead of the costly piezo injectors found in other diesels in the 3.0L range.
One of the reasons Banks Powertrain chose this engine as its next platform was the fact it
On the 240hp version of this engine, Banks uses a Garrett variable-geometry turbo mounted to the rear of the block. Gale Banks told us the 268hp and 421-lb-ft version of his engine will use Garrett’s latest ceramic ball-bearing turbo (capable of handling 1,500 degree EGT) and Banks’ new exhaust manifolds.
On the 240hp version of this engine, Banks uses a Garrett variable-geometry turbo mounted

That turbo will send compressed intake air through an intercooler and then into this two-piece Banks intake manifold that’s being developed to suit a range of power levels. Though not discussed during our visit, this manifold would also be suitable for a twin-turbo application, and we suppose the top half could also be replaced with a supercharger...
That turbo will send compressed intake air through an intercooler and then into this two-p
Getting an all-new engine like this to run in a standalone configuration requires a special engine controller. Thanks to its close ties with Bosch, Banks has developed its own programmable ECM called the AutoMind that it has already used for its Duramax motorsport and military engine programs
Getting an all-new engine like this to run in a standalone configuration requires a specia

Vm Motori Banks 630T Diesel V6 Engine Gale Banks Looking At Sidewinder System On Gm Diesel

Banks & The 3.0L VM Motori V-6 engine
Since 1976 Gale Banks Engineering has been involved in building and supplying engines to the Military. During those 36 years every Gale Banks Military engine has had one dominant feature; they've all been turbocharged.

And because the Department of Defense is pushing our armed forces to use a single fuel (known as JP-8, which is very similar to diesel), Banks' current programs all revolve around diesel engines.

Banks' current military V-8 programs are based on the 6.6L Duramax long-block with with Banks external components and engine management. Higher power versions use Banks internal components as well. According to Banks, its defense customers use these engines in vehicles up to 30,000 pounds GCWR. Banks has also gotten back to its 6.2L/6.5L roots with a new power upgrade for 6.5L motivated AM General HMMWVs.

But for wheeled-vehicle applications used inrapid surgical strikes, a lightweight and high-speed diesel is required. That’s where the VM Motori engine from Italy comes in to play.

The guys at VM are located in the high-performance automotive equivalent of the Silicon Valley, with Lamborghini, Ferrari, and Ducati close by. The design of its V-6 is intended for firing pressures up to 2,940-psi, and the engine freely revs to 5,000 rpm. VM Motori has a passion for its engine designs, and according to Gale Banks it was, “the excellence of this engine [which]convinced me that it would be a rugged basis for what I have in mind for these new Special Operations vehicles.”

Banks went on to say, “We had first fire in our engine test cells on Friday May 4th, 2012 and my first impression was about the sound...this thing is sweet! The low-end response is excellent and it revs freely, which worries me. We've already designed a high-rpm capable aluminum intake manifold for it but, our Banks AutoMind diesel engine controller is only good to 7,800 rpm in its current form.”

A Banks version of the 3.0L VM Motori V-6 engine will be also be available to the general public as well, according to Banks. “Our initial build will be 240 hp and close to 500 lb ft with an engine weight under 500 pounds,” reports Banks.

When asked what other applications we might see this engine in, Banks told us, “We have a stepped power development plan in the works and racing versions will emerge as well. I can't wait to put one of these things in my '06 Jeep Wrangler!”