So I did a bunch of research on the technology that the 4.5l was supposed to use, such as integrating the intake/exhaust manifolds into the heads, etc.

From what I read and the pics I saw, this looked it it would kick all sorts of a$$.

Does anyone know if GM is planning to incorporate any of this new technology into the 6.6l? I think it would be wicked cool to see, honestly, and the improvements in HP/Torque would be awesome. The numbers I was seeing were really impressive for a 6 cyl motor.

So I did a bunch of research on the technology that the 4.5l was supposed to use, such as integrating the intake/exhaust manifolds into the heads, etc.

From what I read and the pics I saw, this looked it it would kick all sorts of a$$.

Does anyone know if GM is planning to incorporate any of this new technology into the 6.6l? I think it would be wicked cool to see, honestly, and the improvements in HP/Torque would be awesome. The numbers I was seeing were really impressive for a 6 cyl motor.

what 6 cylinder engine are you talking about???? :confused:

The 6.6 in its current form is done. The next duramax we see will not be on the Isuzu 8GF1 architecture. It will be a 100% new clean sheet GM design. If you think about it the LML is still basically a 12 year old engine. GM is already hard at work on the "all new" duramax and Im sure there are already early prototypes running. Nothing is known about it though...so as to if it will have reverse flow cylinder heads or anything like that is anyones guess.

We will probably see the "all new" duramax around 2014 or 2015.

ben

what 6 cylinder engine are you talking about???? :confused:

The 6.6 in its current form is done. The next duramax we see will not be on the Isuzu 8GF1 architecture. It will be a 100% new clean sheet GM design. If you think about it the LML is still basically a 12 year old engine. GM is already hard at work on the "all new" duramax and Im sure there are already early prototypes running. Nothing is known about it though...so as to if it will have reverse flow cylinder heads or anything like that is anyones guess.

We will probably see the "all new" duramax around 2014 or 2015.

ben

x2, this 4.5L V8 diesel has been around for a while, I know GM tested it extensively, can't imagine some of the work would not be used for future design of GM's HD diesel engines. Rumors are all over the net the next Duramax will be larger, 6.9L seems to be a common thread. How it's designed, no one officially knows. If I remember correctly, the new emission standards are enforced in 2014. Seems to me that's the earliest the next Duramax will be seen in production. Chris

the new duramax will most likely have a CGI block and aluminum heads with 4 valves/cylinder.

Reverse flow heads are a high possibility.

I think the big question (in my opinion) is whether or not it will be overhead cam, or stay a pushrod design. For simplicity and longevity's sake, I hope it stays a pushrod engine. Timing chains and guides on overhead cam engines only last so long before they need replacement, whereas a direct gear-driven cam theoretically will never wear out.

GM has some pretty big shoes to fill and high expectations to meet with their next all new fully-designed-in-house duramax, considering the current Isuzu 8GF1 architecture has been, for the most part, a huge success and very solid design.

I will admit im not quite 100% confident that the next all-new duramax will live up to the reputation/standards set by the current 8GF1. Considering the money issues with GM, there is a possibility they might cut some corners in the wrong places with this all new design.....

ben

Yeah, I'm dumb. Of all the pics and what not I've seen, I was still thinking the 4.5 was a 6 cyl. Don't ask me what I thinking there.

At any rate, the technology is impressive. It's too bad that motor has been placed on the shelf.

I wonder how much more pollution controls the EPA will mandate:rolleyes:

I'm pretty sure that the new PowerChoke uses reverse-flow heads already. Stolen from the 4.5, no doubt. Saves a whole bunch of parts, and shortens exhaust flow to the turbo. Feel free to correct me if I'm wrong...

ya, ford stole the reverse flow heads from GM, but they're engine is still garbage. More so the turbo is crap. As proven in this months issue of Diesel Power Mag... The new powerstroke with the same technology as the 4.5l cant compete in the real world with the 12 year design and technology of the Duramax.

Ford didn't steal shit. That design has been around forever guys. It isn't anything new... It's just less common to see.

^ this is very true its been around for a long time.

bmw did it way before GM did on the 4.5

The next big technology update will be variable valve timing on the duramax along with others

The next big technology update will be variable valve timing on the duramax along with others

Yeah right.....thats more things that may go wrong...11 or 12 year proven design no need for VVT or DOHC.....

SIMPLICITY is key!!!!!!

VVT would be great for the duramax, as long as the engine stays pushrod/cam-in-block.

VVT/cam-phasing works awesome on the Gen IV small block gassers, and its proven to be perfectly reliable. Cam phasing on a dmax would make the hp curve dead flat, and help turbo spool-up immensely, without making the top-end dead. It would help control emissions too.

Learn/read up on how it actually works first (electronic cam phasing on a pushrod engine) before you judge it and automatically ASSume/dismiss it as "worthless". :) ;)

VVT is going to improve the diesel as much has common rail injection did

DURAtotheMAX:

Can you explain to me how can do cam phasing on a pushrod engine :)

Thanks!

Can you explain to me how can do cam phasing on a pushrod engine :)

Thanks![/QUOTE]

by putting a phaser on the end of the cam shaft.....

NO WAY!!!!! :P lol I guess my question was how the phaser works exactly :)

Here is my own understanding/description of it, from what Ive seen. There is a spool valve (similar to something you'd see in a transmission valve body) in the end of the camshaft. Actually the spool valve is integral to the bolt that holds the cam gear onto the camshaft. Basically there is no normal cam bolt. Its this bolt/valve thing. Then theres a magnetic actuator mounted in the front cover driven by a PWM signal from the ECM that "pushes" a plunger in and out, thus stroking the spool valve and letting more or less oil flow into the cam gear phaser...therefore advancing or retarding the cam gear. I think it can do up to 7* advanced and 40-something degrees retarded.

Its pretty cool stuff.

Ben

or how about displacement on demand .... would be kinda nice to shut off 4 cyl when cruising.

or how about displacement on demand .... would be kinda nice to shut off 4 cyl when cruising.

this has been discussed many times, it wouldnt be effective on a diesel simply because of the way a diesel engine functions...because a diesel engine only produces as much power as fuel is available. Shut off half the cylinders and you are left with half the power, and to keep the truck moving at 60mph you are no going to have to ask the remaining 4 cylinders to produce twice as much power, which is going to need twice as much fuel. So basically its: run 8 cylinders and use x amount of fuel per cylinder per stroke, or shut half of them off and then have to use 2x amount of fuel per each of the remaining 4 cylinders per stroke.

A diesel engine runs WAY WAY "lean", so to speak, in cruise...the idea/concept just doesnt apply to a compression-ignition engine.

PowerChoke uses reverse-flow heads already. Stolen from the 4.5, no doubt FYI The idea of reverse flow heads have been around a long time. Continental comes to mind.
The intake will be cooler and run more efficient. I don't know how they direct the air over the exhaust manifolds.
Continental made a 12 cylinder, air cooled monster for tracked vehicles for the military. The air is forced straight up and out.
The issue for a water cooled engine is heat must be expelled from the engine compartment. Exhaust manifolds allowing for heat expansion "lengthways" will always be a huge plus.