Diesel engine
Question:
Yo! Dino, you’re late for your 3-card monty game! – Hide quoted text — Show quoted text – > The 6.2 and 6.5 engines are more than accetable. Do they > weigh as much as the Powerstroke or Cummins…NO. This > engine was designed to be in a light truck. Does the > GM get better fuel mileage…YES. > And, built apples to apples (18:1 compression, intercooler, > etc) the GM 6.5 turbo BEAT both the Powerstroke and Cummins > in a head to head pull off competition using the SAME > driver! > The statement below is false and ignorant. But now > you have been educated and KNOW the truth. > Dino >Looks interesting, maybe GM finally has an acceptable >diesel with this one.
Response:
The 6.2 and 6.5 engines are more than accetable. Do they weigh as much as the Powerstroke or Cummins…NO. This engine was designed to be in a light truck. Does the GM get better fuel mileage…YES. And, built apples to apples (18:1 compression, intercooler, etc) the GM 6.5 turbo BEAT both the Powerstroke and Cummins in a head to head pull off competition using the SAME driver! The statement below is false and ignorant. But now you have been educated and KNOW the truth. Dino – Hide quoted text — Show quoted text ->Looks interesting, maybe GM finally has an acceptable >diesel with this one.
Response:
> Does ANYBODY have ANY info on the new-for-2001 diesel engine to be > offered in GMC/Chevy pickup trucks? > I understand it is to be built by Isuzu. > What configuration (in-line, v….etc.)? Horspower? Torque? > ANYTHING? > Gary Ballard
300HP, 520 ft-lbs torque. Look up the chevy diesl homepage for more info. I haven’t looked at the other link given as a reply.
Response:
Visit the following link and it gives some pretty good info on the new diesel. Sounds like GM will finally give Ford and Dodge a run for their money. http://www.62-65-dieselpage.com/2001.htm Steve – Hide quoted text — Show quoted text – > Does ANYBODY have ANY info on the new-for-2001 diesel engine to be > offered in GMC/Chevy pickup trucks? > I understand it is to be built by Isuzu. > What configuration (in-line, v….etc.)? Horspower? Torque? > ANYTHING? > Gary Ballard
Response:
Does ANYBODY have ANY info on the new-for-2001 diesel engine to be offered in GMC/Chevy pickup trucks? I understand it is to be built by Isuzu. What configuration (in-line, v….etc.)? Horspower? Torque? ANYTHING? Gary Ballard
Response:
Look at: http://pickuptruck.com/html/sema/duramax.html Looks interesting, maybe GM finally has an acceptable diesel with this one. – Hide quoted text — Show quoted text – > Does ANYBODY have ANY info on the new-for-2001 diesel engine to be > offered in GMC/Chevy pickup trucks? > I understand it is to be built by Isuzu. > What configuration (in-line, v….etc.)? Horspower? Torque? > ANYTHING? > Gary Ballard
Response:
December 15, 1999 New Duramax Diesel 6600 To Help GM Heavy-Duty Pickups and Chassis-Cabs Set New Industry Benchmarks In 2001 Model Year DETROIT — An all-new Duramax Diesel 6600 engine will debut as an optional engine in GM’s 2001 Chevy Silverado and GMC Sierra 2500HD/3500 pickups, Crew Cabs, Big Dooley and Chassis-Cab models, next year. It is positioned to help GM set new industry standards for diesel power, performance, durability/reliability and quiet operation in the growing heavy-duty (HD) pickup class. The new Duramax Diesel 6600 is the product of a joint venture (DMAX Ltd.) between GM and Isuzu Motors, and it’s the second in a growing family of GM-branded Duramax engines. The first was the Duramax 7800 (7.8-liter) engine, which became available in the 2000 model year of GM medium-duty truck models earlier this year. GM’s relationship with Isuzu began in 1971 and was strengthened in 1997 when GM announced that Isuzu would develop diesel engines for GM. Because of Isuzu’s expertise in commercial vehicles and diesel engines, the company plays an important role in GM’s global strategy. They have produced and sold more than 60 million diesel engines over the past six decades, and they enjoy a solid reputation for reliable and dependable performance. This expertise is being counted upon to help GM establish a dominant position in the diesel-powered full-size truck market just as the Vortec family of gasoline engines has done. Duramax Diesel engines will be sourced and manufactured through a brand new manufacturing facility in Moraine, Ohio. Duramax Diesel 6600 Availability The new Duramax Diesel 6600 will be available as optional equipment on 2001 Chevy Silverado and GMC Sierra 2500HD/3500 Series pickups, including Crew Cab, Big Dooley and Chassis-Cab models. These new trucks are scheduled to debut during the fall of 2000. When specified, the Duramax will be mated to either a ZF 6-speed manual transmission (std), or an all-new 1000 SeriesTM 5-speed automatic transmission (opt) from Allison Transmission. Additional Duramax 6600 applications are planned for other GM truck products, and announcements regarding those will be at an appropriate time in the future. Duramax Diesel 6600 Features and Advantages Totally new, 90-degree, direct-injection, overhead valve (OHV) four-valve-per-cylinder turbocharged diesel V8, with aluminum high swirl cylinder heads and significantly improved cooling characteristics. The Duramax 6600’s four-valve-per-cylinder configuration is the standard for modern diesel engine design. It optimizes airflow in and out of the engine, improves breathing at higher rpm’s, processes more air and, therefore, generates more horsepower than competing designs. The Duramax 6600 has a slight twist to the shape of its valves relative to the centerline of the crankshaft. This gives incoming air some added swirl, which is important in the combustion process to controlling emissions and maximizing fuel efficiency. To further maximize efficiency, the Duramax 6600 incorporates a number of cooling techniques: Charge air cooler. The center-mounted turbocharger on the Duramax pulls fresh ambient air in through the air cleaner and into its compressor. After being compressed, the air is then channeled through a duct to the charge air cooler (which is packaged like an additional radiator in front of the water radiator). The cooled air then travels through the intake manifold and into the engine. This cooler air is denser, so it provides more power. A secondary result is reduced combustion chamber temperatures … a major factor in GM’s extended engine durability strategy. Integral oil cooler. The Duramax’s integral oil cooler is like those found on many medium-duty truck engines. Instead of being located in the radiator end tank, it is mounted on the side of the engine. All of the water flow from the gear-driven water pump is channeled through the oil cooler before it goes through the engine. The result is increased oil cooling and extended engine life. Piston spray cooling. Pistons have to absorb the full shock of thermal loads and high combustion pressures – both of which are much stronger in diesel engines than those found in the typical gasoline engine. For that reason, the Duramax has a piston spray cooling system that sprays oil directly onto the backside of each piston bowl. The added cooling that this system provides adds to reliability and durability. Transmission oil cooler. This new transmission oil cooler, used with the Allison 1000 5-speed automatic transmission, is mounted below the radiator to preclude heat from the transmission going into the engine cooling system. It relies on RAM air from openings in the front bumper. The size of the cooler has been increased from previous models, and its larger 5/8-inch lines (compared to 3/8-inch lines previously used) provide for a very liberal 6-gallon-per-minute (GPM) transmission fluid flow rate. Transmission fluid cooling is substantially improved as a result. Larger 21-inch-diameter composite fan with larger modulating clutch and a 2-piece fan shroud. The benefits of a larger fan are almost too obvious to mention … it simply pulls more air through the radiator. The larger modulating fan clutch reduces fan noise, and the 2-piece fan shroud allows for easy service. Best-in-class power/performance with the segment’s highest horsepower deliver more power across the power band than any competitor, and will help Duramax 6600-equipped GM HD pickups excel in off-the-line performance, acceleration and heavy-duty trailering and hauling. Best-in-class durability and reliability. The Duramax 6600 has a targeted operating life of at least 200,000 miles without any major component failures. Key durability enhancements, in addition to all of the enhanced cooling features previously mentioned, include: A nitrided crankshaft. Nitriding has proven to be one of the most effective method of guaranteeing crankshaft dependability over time. A deep-skirt block design, with side-bolted main bearing caps for increased strength and structural rigidity. The deep-skirt design was optimized using Finite Element Analysis (FEA) to enhance engine balance, make the structure more rigid, and provide smoother, quieter engine and driveline operation. An induction hardened block. It’s an exclusive for diesel engines in this class. Hardened valve seat inserts in the aluminum cylinder heads. Another exclusive for engines in this class, they provide better durability and reliability, as well as improved serviceability. A gear-driven water pump with metal gears for more robustness is another new feature that’s common to medium-duty truck engines. In most engines, the water pump is driven by the fan belt. This gear-driven design reduces stress on the accessory drive belt, and it also means that a customer will not be stranded if the drive belt fails. Significantly improved fuel economy. Duramax 6600 engines will be much more efficient than previous GM Diesels. They offer significantly improved fuel economy (specific fuel economy is 15-20 percent better than GM’s current 6.5 turbo diesel, for instance), particularly at highway speeds. This big improvement in fuel efficiency was principally achieved with: The engine’s new lightweight design. The Duramax 6600 weighs only 836 lbs. (379 kg) thanks to the use of aluminum in key components like the cylinder heads, crankcase, accessory drive brackets, intake manifold and flywheel bell housing. The engine’s new Bosch direct-injection, common-rail fuel system, which provides maximum power for each pulse of fuel used. Best-in-class operating quietness and smoothness. The new Duramax 6600 posts noise, vibration, and harshness (NVH) figures more typical of similar-sized gasoline engine. This astounding improvement is due to many of the structural enhancements previously mentioned (deep-skirt block design, casehardening of the block, one-piece aluminum crankcase and one-piece aluminum bell housing), as well as the Bosch electrically-controlled fuel-injection system which allows full authority in injection timing and quantity. Easy serviceability, created in part by: The engine’s compact size. It’s shorter and narrower than any of the competitors’ diesel engines, allowing for easier access to external components. For instance, the Duramax is 34.5 in. long (878mm), compared to Ford’s at 35.2 in. (896mm) and Dodge’s at 38 in. (967mm). The placement of the turbocharger in the "V" space atop the engine. This space is normally not used by competitors, despite the fact that it allows for better packaging efficiency. The thoughtful placement of items such as: the timing gear chain (located at the front of the engine), an easier-access oil filter (located at the lower right rear corner of the engine) and the fuel filter (located at the upper right rear of the engine). All are easily accessible and reduce service time. Duramax Diesel 6600 Fuel Delivery System The direct-injection fuel system on the Duramax 6600 has been mentioned several times in previous paragraphs. However it is different enough from other direct-injection systems that it is worth talking about in more detail. The system was developed by Robert Bosch Corp., the industry leader in diesel fuel-injection systems. Direct-injection means the injector sprays fuel directly into the combustion chamber, which allows for more efficient combustion. In addition, the electronic common-rail system adds a new dimension to diesel fuel control over its mechanical predecessors. For the first time, pressure generation is decoupled from and independent of engine speed and the injection event. Engineers can now program the system for optimal performance over the entire engine speed range, and achieve new levels of economy, emissions and … read more »
