http://media.gm.com/servlet/GatewayServlet?target=http://image.emerald.gm.com/gmnews/viewmonthlyreleasedetail.do?domain=74&docid=16955

WOW! :ro) 360 HP! compared to 310 LLY engines. Why not improve mileage??????????

Ben

I just searched here and found this has been talked about.


I hope I that the search police dont repremand me! :eek: -:t

Ben

Your forgiven......just don't make a habit of it. :lol:
Besides....the 2006's are gonna be thouroughly hashed and re-hashed before we all agree that it went too far....not far enough.....why bother.....cool....it's about time.....and why did they mess with perfection. :help:

After all we're just practicing for the REAL changes coming up in the near future.:exactly:

i wouldnt necessarily call the LLY perfection, i would however consider redesigned and/or more durable injectors in the LB7 closer to it. :cool:

wow it sounds really nice...........



.................................................. .................................................. ..................





FOR RELEASE: 2005-08-01

CONTACTS

2006 Duramax 6600 Turbodiesel to Deliver Class-leading Torque in a More Powerful and Refined Package



Engine output for Chevy Silverado HD and GMC Sierra HD increased to 360 horsepower and a class-leading 650 lb-ft of torque
Significant updates result in smoother, more refined operation, as well as reduced emissions
New glow-plugs reduce start time by as much as 50 percent
PONTIAC , MICH. – Later this year, GM Powertrain will introduce a new 6.6L Duramax 6600 turbodiesel V-8 (RPO LBZ) for the 2006 model year Chevy Silverado HD and GMC Sierra HD with class-leading horsepower – 360 (268 kw) at 3200 rpm and class-leading torque, at 650 lb.-ft. (881 Nm) at 1600 rpm. In addition to the power increase in the Silverado and Sierra, all 2006 Duramax engines have been significantly revised to deliver lower emissions and significantly improved quietness and smoothness in every application.

The 2006 Silverado HD and Sierra HD with the Allison 6-speed automatic transmission will be equipped with a significantly revised 310 horsepower Duramax 6600 (LLY) through the third quarter of 2005. It will be replaced in these applications in the fourth quarter of 2005, by the higher output, 360-horsepower Duramax (LBZ).

“The introduction of the Duramax diesel in 2001 represented a significant evolution in North American diesel pick-up truck market and propelled GM’s heavy duty diesel pick-up truck market share to over 25 percentage points,” said Charles Freese, GM Powertrain executive director, diesel engineering. “The introduction of the improved, 2006 Duramax turbo diesel once again sets a new benchmark to which all others will be measured.”

The Duramax 6600’s horsepower and torque increase and emissions reduction are enabled by a strengthened iron cylinder block and a lower compression ratio. The lower compression reduces stress on the engine by reducing the peak cylinder firing pressure. This, in turn, allows more fuel to be burned – more fuel means more power – while the lower compression helps reduce NOx emissions. Lower compression also helps reduce noise and vibration, making the all variants of the 6600 a quieter and smoother engine.

A revised variable-geometry turbocharger also enhances the driving experience of the Duramax 6600. Aerodynamic changes to the turbo’s vanes help tailor controlled application of turbo power for seamless and immediate response at full throttle. The turbo, which spins at up to 120,000 rpm, is high-speed-balanced, reducing vibration and resonance – and contributing to the engine’s overall smoothness and refinement. The revised turbo also helps reduce emissions, while maximum boost remains at 20 psi.

Another new feature of the Duramax 6600’s turbo system is the capability of the variable-geometry turbocharger to provide exhaust braking. This function is available on some medium-duty truck models and can replace add-on exhaust brake hardware. With the new system, braking is controlled by a signal from the engine controller and can be activated by the driver.

The comprehensive list of changes and upgrades to the 2006 Duramax 6600 includes:

Cylinder block casting and machining changes strengthen the bottom of the cylinder bores to support increased horsepower and torque
Upgraded main bearing material increases durability
Revised piston design helps lower compression ratio to 16.8:1 from 17.5:1
Piston pin bore diameter increased for increased strength
Connecting rod “ I ” section is thicker for increased strength
Cylinder heads revised to accommodate lower compression and reduced cylinder firing pressure
Maximum injection pressure increased from 23,000 psi to more than 26,000 psi
Fuel delivered via higher-pressure pump, fuel rails, distribution lines and all-new, seven-hole fuel injectors
Fuel injectors spray directly onto glow plugs, providing faster, better-quality starts and more complete cold-start combustion for reduced emissions
Improved glow plugs heat up faster through an independent controller
Revised variable-geometry turbocharger is aerodynamically more efficient to help deliver smooth and immediate response and lower emissions
Air induction system re-tuned to enhance quietness
EGR has larger cooler to bring more exhaust into the system
First application of new, 32-bit E35 controller, which adjusts and compensates for the fuel flow to bolster efficiency and reduce emissions
The Duramax 6600 also has a new intake air heater to reduce smoke and emissions during cold or light-load driving. The system features a 1000-watt grid heater located in the air intake duct, which is triggered automatically by the engine controller. It heats up the incoming air to speed warm-up of the engine.

In addition to 50 more horsepower and 45 more lb-ft of torque in the Silverado and Sierra, changes to the 2006 Duramax 6600 build on a host of improvements introduced for ’05 – improvements that bolstered an already strong foundation. The Duramax 6600 features a rigid cast iron cylinder block with induction-hardened cylinder bores; four-bolt, cross-drilled main bearing caps; forged steel, nitride-hardened crankshaft; aluminum pistons with jet-spray oil cooling; aluminum cylinder heads with four valves per cylinder; integrated oil cooler and a charge-cooled turbocharging system. Features, such as easy-access fuel filter and timing gears, reduce maintenance time and effort.

A new, 32-bit E35 engine controller monitors and adjusts the engine’s operation. Designed exclusively for the Duramax diesel engine, the controller helps the injectors precisely meter fuel to the cylinders and can compensate for the variability of the injectors and fuel flow. This sophisticated, more powerful controller also can support up to five injections per cylinder and eliminates the need for an engine-mounted drive unit to fire the fuel injectors.

The new Duramax 6600 in the Silverado and Sierra heavy-duty pick-ups will be available exclusively with the new Allison 1000 6-speed automatic transmission, featuring class-first features, like tap-shift range selection mode.

In addition to the Chevy Silverado HD and GMC Sierra HD, the Duramax 6600 (LLY) is also available at varying power outputs in the Hummer H1 Alpha, Chevy Kodiak and GMC Topkick. For 2006, the Duramax is available for the first time in GM’s full-size vans, Chevy Express and GMC Savana, providing power and capabilities matched with quietness and smoothness not found in competitors’ diesel-equipped vans.

The Duramax 6600 was introduced in 2001 and was developed in a partnership with GM Powertrain and Isuzu Motors. Since its introduction, more than 650,000 6.6L Duramax diesels have been built and sold.

The Duramax 6600 is assembled at the DMAX facility in Moraine, Ohio , a joint venture between General Motors and Isuzu created specifically to produce diesel engines.

# # #

2006 Duramax 6600 Specifications (LLY, LBZ) Assembly site:
Moraine, Ohio

Applications:
Chevy Silverado and GMC Sierra 2500HD, 3500 pickups; Hummer H1, Chevy Express and GMC Savana full-size vans; Chevy and GMC medium-duty trucks

Type:
90º V-8 charge-cooled turbodiesel

Displacement (cu in/ cc):
403 / 6599

Bore x stroke (in x mm):
4.06 x 3.9 / 103 x 99

Block material:
cast iron with induction-hardened cylinder liners

Cylinder head material:
cast aluminum

Intake manifold:
cast aluminum

Exhaust manifolds:
cast nodular iron with steel pipe extension

Compression ratio:
16.8:1

Valve configuration:
overhead valve, four valves per cylinder

Valve lifters:
Mechanical roller

Firing order:
1 – 2 – 7 – 8 – 4 – 5 – 6 – 3

Fuel system:
direct injection diesel with high-pressure common rail

Horsepower (hp / kw):
360 / 268 @ 3200 rpm (2500 HD and 3500 Chevrolet Silverado and GMC Sierra) (LBZ) (Automatic transmission only) (Available beginning 4 th quarter 2005)

310 / 231 @ 3000 rpm (2500 HD and 3500 Chevrolet Silverado and GMC Sierra) (LLY) (Automatic transmission only) (Available through 3 rd quarter 2005)

300 / 224 @ 3000 rpm 2500 HD and 3500 Chevrolet Silverado and GMC Sierra (LLY) (manual transmission), Chevrolet Kodiak and GMC TopKick (LLY) and Hummer H1 Alpha (LLY)

250 / 186 @ 3200 rpm (Chevrolet Express and GMC Savana) (LLY)

Torque (lb-ft / Nm):
650 / 881 @ 1600 rpm (2500 HD and 3500 Chevrolet Silverado and GMC Sierra) (LBZ) (Automatic transmission only) (Available beginning 4 th quarter 2005)

605 / 820 @ 1600 rpm 2500 HD and 3500 Chevrolet Silverado and GMC Sierra (LLY) (Available through 3 rd quarter 2005), Chevrolet Kodiak and GMC TopKick (LLY), (Automatic transmission only)

520 / 705 @ 1600 rpm 2500 HD and 3500 Chevrolet Silverado and GMC Sierra (LLY) (manual transmission), Chevrolet Kodiak and GMC TopKick (manual transmission) (LLY) and Hummer H1 Alpha (LLY).

460 / 624 @ 3200 rpm (Chevrolet Express and GMC Savana) (LLY)

Fuel shut off:
3250 rpm Silverado and Sierra (Heavy Duty), Kodiak and

TopKick (Medium Duty) and Hummer H1 Alpha. (LLY)

3450 rpmExpress and Savana (LLY), Silverado and Sierra HD and 3500 (LBZ)

Crankshaft:
forged steel

Connecting rods:
forged steel, stress-fractured

Additional features:
Turbocharger with charge cooling; exhaust braking (medium duty only); heated air intake; GM Oil Life System













CONTACT(S):
Nick Richards
GM Powertrain
Phone: (248) 857-0163
Mobile : (248) 505-9386
Email: nick.richards@gm.com

..... emissions a major driver in this upgrade. I know I sound like a broken record but I mean this about all brands.... continually increasing power is great. Lowering fuel economy when it's already so-so is not so great, especially when they should be going the other way with mpg with fuel costs continually rising. They will claim the 50 hp increase to mask the real reason for changes. If they claim better fuel efficiency, it most likely won't show in mpg.

Are we (consumer) really getting a better diesel? Or are we getting an emissions compliant monster that might choke under heavy load in the summer heat?

GM ...... rolling the dice once again. What does the consumer really want? What do you want?

From the outside looking in ;)

Dont be jelouse hoot just because you little inline 6 is falling behind big bad gm! ):h :joke: :joke: Dont chop my head off! :D

I have to side with Hoot on this one. The extra hp is all fine and good, but I personally would give up a few hp for 30 miles per gallon. Maybe the rumors of them chopping off a couple cylinders to make a V6 will acheive this goal. Maybe a diesel-electric hybrid wouldn't be bad, either. Not sure why everybody is only making gas-electric hybrids.

I wish that they would improve MPH as well. I always thought that diesels were getting in the 20's. I like driving my truck and enjoy it's power but I would like better economy. I know it is one or the other and with how pricey fuel is, I would like better economy.

Ben

I wish that they would improve MPH as well. I always thought that diesels were getting in the 20's. I like driving my truck and enjoy it's power but I would like better economy. I know it is one or the other and with how pricey fuel is, I would like better economy.

Ben

That's funny my truck goes faster than 20 mph. Maybe you should have yours looked at if that is all you are getting.

(Sorry, couldn't resist, I think we all know what you mean).

I have to side with Hoot on this one. The extra hp is all fine and good, but I personally would give up a few hp for 30 miles per gallon. Maybe the rumors of them chopping off a couple cylinders to make a V6 will acheive this goal. Maybe a diesel-electric hybrid wouldn't be bad, either. Not sure why everybody is only making gas-electric hybrids.

we got new cummins diesel hybrids at work and man, I REALLY like them, anything under 30 mph is electric, and everything over than that is diesel powered........

I wonder if 4.10 gears and 265 tires would be standard or optional ?

we got new cummins diesel hybrids at work and man, I REALLY like them, anything under 30 mph is electric, and everything over than that is diesel powered........

Is that the new hybrids they talked about last year? Pickup trucks?

Get some pics if you could!

Dont be jelouse hoot just because you little inline 6 is falling behind big bad gm! ):h :joke: :joke: Dont chop my head off! :D

I got close to 500hp at the flywheel now. Anybody with mods knows 360 hp is ok but we run more than that regularly. The gain would be more power that's under warranty... but again.. at what expense?

...and the power for the manual transmission trucks stays the same I see....

What will the 6th gear do for fuel milage?

No more aluminum block, either......

What will the 6th gear do for fuel milage?

No more aluminum block, either......

I thought the block was always cast? or am I wrong??

What will the 6th gear do for fuel milage?

No more aluminum block, either......

I thought the block was always cast? or am I wrong??

Me too...CAst Iron Block w/ Aluminum cyl. heads...

You know the combination that everyone (Ferd and Dudge boys)said wouldn't work

[quote=WilliamBos;649273]

Me too...CAst Iron Block w/ Aluminum cyl. heads...

You know the combination that everyone (Ferd and Dudge boys)said wouldn't work

Yeah, I said it then and Ill say it now...... WTF do they know?:joke: :lol: VW has been building diesels with that combo for ever, and no problems!!

Take care,
Will

I thought I had heard aluminum heads and block.

But I have been wrong before....

I think its aluminum cylinders and cast iron pistons.........

I think its aluminum cylinders and cast iron pistons.........

Interesting!! I wonder if it is wetliner or dryliner?

Thanks alot.

Will

with lowering the compression and lower fuel pressure too, what to make more power? or just to stop the block from puking its coolant onto the ground? quotes from dieselstop

Lets not compare apples to oranges here. What Ford think they know and what VW actually know about diesels is miles apart. Remember who builds their own engine!! VW, Yes, Ford NO!! Also, the 6.4L twin is a rumour. I doubt the 6.4 will leave the factory with twins!! And if you combine Chev/GMC sales, Ford is not the number 1 seller!! Also, if Ford would leave the Powerstroke they way Navistar builds it, they would not have a problem. Do you see any IH trucks, or any other commercial vehicles with the same problems that Ford is having with the 6.0? NO, because Ford think they know and won't leave a good thing alone!! ( Infact, I could probably fill a warehouse with what they don't know!! :lol: !! )
Just my 2 cents!!

Take care,

Will


yeah what do they know they have only benn puttin them in there trucks for 10 years longer. Except for the poor excuse for the 6.2 or 6.5. Anyways who has the best selling truck for the past 20 years? Yep Yep i know yall dont want to hear it. I do like how yall got this new LBZ motor though, over on diesel stop they heard bout a 6.4l with twins. Who do you think will have the power then? Huh ... yep ford will... again!

i aint gonna lie to you the 6.0 is junk, but i own a 7.3l. And there aint anything wrong with my motor.

Except that it is extinct- :confuzeld


This isn't a "brand" war but a discussion on the new Duramax engine.I'm sure ALL involved get my point

Thanks-

diesel stop = Ford forum
diesel place = GM forum

Im curious as to why you are spending your time over here in Chevy/GMC country arguing that "ford is better blah blah blah". For the most part, people on this forum own GM trucks. That is their preference. So im a little lost as to what you think you are accomplishing by coming over here and bashing all of us. I personally like Chevy's better than Ford's thats my preference and thats why I spend my time at the Diesel PLACE...not the Diesel STOP...but I keep that to myself because anyone who voices that kind of oppinion on any forum is just going to start an endless, useless argument that does not prove or accomplish anything. Yes, sometimes I surf the Diesel Stop...but not simply to say "CHEVY'S RULE, FORD'S DROOL!!!"...I am simply curious what the competition is brewing up. Both companies make good trucks...if one is better today, than the other will be better tomorrow. Its as simple as that. Now seeing as this is the thread discussing the new LBZ engine and not "how much better Fords are than Chevy's" can we move back on topic? Im not trying to be rude, its just a little frustrating when im trying to read about a topic and all of a suddon someone butts in simply to say "people who drive Chevy's are ding-dong heads".

---Ben

Trolls will just never get it. They are like little 13 year olds arguing over who has the best bike.

I second that!! The 6.9 & 7.3 ( in any variation!! ) were awesome!! Too bad the emissions (??) killed them!!

Take care,

Will


i aint gonna lie to you the 6.0 is junk, but i own a 7.3l. And there aint anything wrong with my motor.

I own a 7.3 and there aint anything wrong with my motor.

Right, you mean besides the fact that it's anemic when it comes to making power!!!

there is already a good wheel hop video with a 7.3 in it

ok hooking chains proves nothing but who has more weight and more traction, not who has more power If you want a contest, than RACE someone. Ill gladly race your 7.3

Now lets get back to what this thread was SUPPOSED to be discussing.

and if you have a lot of torque you will simply spin the tires while the other dude drags you backwards. I am not going to argue anymore because we're supposed to be discussing the new LBZ engine and all I smell is a troll.

ooo by the way..."DURACRAP"...that was original...man that was a good one.

Since the LBZ will have a completely new 32-bit PCM/ECU designed by Bosch, will that make it any harder for the aftermarket programmers to crack it and turn up the wick?

nct btw im curious whats the A/R ratio of that Aurora turbo? that baby must have some serious boost!

--Ben

Real diesels don't need 4.56 gears to move either!!!!!!!!! I'm only kidding don't get your panties all up in a twist. Anyway is it true the LBZ will have 5 injections per stroke? The article said 5 injections per cylinder which I'm guessing means the same thing? I was really curious to what a Duramax sounded like when they first came out after hearing people rave about how quiet they were and now this LBZ has me curious again to how much quieter they made the Duramax. As it is I think the LLY is a little quieter then the LB7 or at least smoother sounding.

OK Guys Thanks for keeping this on topic and headed in the correct direction.

The 5 injections per stroke is probably a refinement of Bosch's "Pilot Injection" system. I bet this new 5 injections per stroke thing is possible due to the much more advanced computer power of the new 32-bit ECM/PCM. I wonder if it will still shut off at higher RPM's like our pilot injection does? I know mine takes a walk at about ~2500 RPM and you can DEFINETLY hear the difference. It really starts hammering like a diesel!

---Ben

i think bosch uses 5 injections in OPEL and VW's in euro, i read couple months back that banks had sent back 2 of the 4 engines to gm, wonder if had anything to do with engine beef-up. will bosch injection allow stand-alone operation like some have wanted for different uses(airboats, boats, retrofit to older trucks). best

I'm just really excited about the development and advances. You can really tell how diesel performance in light-duty trucks has vaulted to the forefront for all three engine plants. Competition breeds excellence and the stronger and more advanced these rigs become makes life a whole lot more satisfying. I may be just about ready for a new D-Max by 2007 and hopefully I'll find the redesigned HD's as much to my liking as the new LBZ.

The torque on the LLY engine is cut back to 520 lbs when in 1st or 5th gear, presumably because the Allison can't reliably handle the extra torque in those gears. Anybody know if the new LBZ engine and 6-speed Allison play the same kind of game, and if so, in which gears?

I personally think it is a bit dishonest of GM to claim 590/605/610 torque for the LLY, if it won't deliver it all in top gear.

I personally think it is a bit dishonest of GM to claim 590/605/610 torque for the LLY, if it won't deliver it all in top gear.

Gm has TQ management on most of there Trucks and SUVs and I would think so do others.

One the the questionable upgrades is in the egr system, quote " egr has a larger cooler to bring more exhaust into the system" I think that is the last thing we need for long engine life,plus the additional oil changes required.a lot of us are running blocker plates for that reason,the extra power is nice but it also is more emission friendly for the EPA