What are your thoughts on it? From a performance stand point? I have yet to find anyone that makes performance upgrades for them.
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7.8 Liter Duramax
- Thread starter paint94979
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this one
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 and peak torque ratings. Targeted ratings are 300 horsepower @ 3,100 rpm and 520 lb-ft of torque @ 1,800 rpm. Its high, flat torque curve will 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 methods 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 driving comfort under all conditions. What makes the Duramax 6600's fuel delivery system better than most other systems is the strategy and technology used to deliver fuel to the injectors ...
The fuel is drawn from the tank by the low-pressure pump through the Electronic Driver Unit (EDU). The fuel cools the electronics, which have the arduous task of actuating the solenoid valves in each injector, sometimes over 25 times per second! The EDU works in concert with the Engine Control Module
(ECM) to provide a strong, precise signal for each cylinder's combustion event. The EDU also controls pressure in the fuel rail to ensure that it will be correct for precise fuel metering.
From the EDU, the fuel passes through an engine mounted fuel filter. This filter has a water sensor, a water separator and a fuel heater. If necessary, the heater warms the fuel to 14 degrees C to prevent any waxing of the fuel.
The fuel then goes to the Bosch high-pressure pump. If the ECM and EDU are the brains of the system, the Bosch high-pressure pump is clearly the heart. It sends the fuel to the fuel rails, variably controlled at pressures up to 23,000 psi, where it is distributed to the injectors at each cylinder.
The injector, with a constant injection pressure fed to it, can now open, stay open and close as directed by the ECM and EDU, depending on various sensor inputs, to achieve effective combustion for the conditions present. The injector is optimally located in the cylinder head, and configured with a custom-designed spray pattern matching the combustion chamber, to gain most efficient combustion. This in turn enables improved fuel economy, lower emissions and less heat loss and rejection.
The sophistication and technology of the system components make the Duramax capable of employing a process known as "pilot injection."
Pilot injection involves injecting a small amount of fuel into the cylinder prior to the main injection event. A complex process in the electronic controls selects the optimal time, duration and quantity of pilot injection, coupled with the main injection charges. As a result, combustion starts on a smaller scale and builds subtly but rapidly for reduced noise/knock, less vibration and quieter, smoother warm-ups.
Summing It All Up:
GM's current benchmark status in full-size pickups, Isuzu's in diesel engines, Bosch's in fuel injection and Allison Transmission's in commercial- duty automatic transmissions all combine to ensure that next year GM's Duramax Diesel-powered HD pickups will achieve benchmark status in the full-size diesel pickup segment.
Basic Specifications: Duramax Diesel 6600 vs. The Competition
Chevy/GMC Ford Dodge
--------------------(Duramax 6600) ----------(Navistar T444)----------(Cummins ISB)------
Engine Description: OHV-4-valve-V8 OHV-2-valve-V8 OHV-4-valve-L6
Bore x Stroke 4 x 3.89 4.1 x 4.2 4 x 4.7
Displacement (liters) 6.6 7.27 5.88
Bore Pitch (inches) 4.6 4.8 4.7
Maximum Power (hp) 300 @ 3100 rpm 235 @ 2700 rpm 235 @ 2500 rpm
Torque (lb-ft) 520 @ 1800 rpm 500 @ 1600 rpm 460 @ 1600 rpm
Combustion System DI Diesel DI Diesel DI Diesel
Air Intake System TC air-cooled TC air-cooled TC air-cooled
Timing Train Gear Gear Gear
Injection System Bosch common rail CAT HEUI Bosch VP44
Piston Cooling Oil spray Oil spray Oil spray
Oil Cooler Integral to engine Integral to engine Integral to engine
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 and peak torque ratings. Targeted ratings are 300 horsepower @ 3,100 rpm and 520 lb-ft of torque @ 1,800 rpm. Its high, flat torque curve will 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 methods 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 driving comfort under all conditions. What makes the Duramax 6600's fuel delivery system better than most other systems is the strategy and technology used to deliver fuel to the injectors ...
The fuel is drawn from the tank by the low-pressure pump through the Electronic Driver Unit (EDU). The fuel cools the electronics, which have the arduous task of actuating the solenoid valves in each injector, sometimes over 25 times per second! The EDU works in concert with the Engine Control Module
(ECM) to provide a strong, precise signal for each cylinder's combustion event. The EDU also controls pressure in the fuel rail to ensure that it will be correct for precise fuel metering.
From the EDU, the fuel passes through an engine mounted fuel filter. This filter has a water sensor, a water separator and a fuel heater. If necessary, the heater warms the fuel to 14 degrees C to prevent any waxing of the fuel.
The fuel then goes to the Bosch high-pressure pump. If the ECM and EDU are the brains of the system, the Bosch high-pressure pump is clearly the heart. It sends the fuel to the fuel rails, variably controlled at pressures up to 23,000 psi, where it is distributed to the injectors at each cylinder.
The injector, with a constant injection pressure fed to it, can now open, stay open and close as directed by the ECM and EDU, depending on various sensor inputs, to achieve effective combustion for the conditions present. The injector is optimally located in the cylinder head, and configured with a custom-designed spray pattern matching the combustion chamber, to gain most efficient combustion. This in turn enables improved fuel economy, lower emissions and less heat loss and rejection.
The sophistication and technology of the system components make the Duramax capable of employing a process known as "pilot injection."
Pilot injection involves injecting a small amount of fuel into the cylinder prior to the main injection event. A complex process in the electronic controls selects the optimal time, duration and quantity of pilot injection, coupled with the main injection charges. As a result, combustion starts on a smaller scale and builds subtly but rapidly for reduced noise/knock, less vibration and quieter, smoother warm-ups.
Summing It All Up:
GM's current benchmark status in full-size pickups, Isuzu's in diesel engines, Bosch's in fuel injection and Allison Transmission's in commercial- duty automatic transmissions all combine to ensure that next year GM's Duramax Diesel-powered HD pickups will achieve benchmark status in the full-size diesel pickup segment.
Basic Specifications: Duramax Diesel 6600 vs. The Competition
Chevy/GMC Ford Dodge
--------------------(Duramax 6600) ----------(Navistar T444)----------(Cummins ISB)------
Engine Description: OHV-4-valve-V8 OHV-2-valve-V8 OHV-4-valve-L6
Bore x Stroke 4 x 3.89 4.1 x 4.2 4 x 4.7
Displacement (liters) 6.6 7.27 5.88
Bore Pitch (inches) 4.6 4.8 4.7
Maximum Power (hp) 300 @ 3100 rpm 235 @ 2700 rpm 235 @ 2500 rpm
Torque (lb-ft) 520 @ 1800 rpm 500 @ 1600 rpm 460 @ 1600 rpm
Combustion System DI Diesel DI Diesel DI Diesel
Air Intake System TC air-cooled TC air-cooled TC air-cooled
Timing Train Gear Gear Gear
Injection System Bosch common rail CAT HEUI Bosch VP44
Piston Cooling Oil spray Oil spray Oil spray
Oil Cooler Integral to engine Integral to engine Integral to engine
its been around for awhile now
Attachments
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paint did you find that eBay? The price seems great if there were ECMs and aftermarket tuning available.
Anyone know how much different a 4500/5500 is compared to 6500-8500?
Anyone know how much different a 4500/5500 is compared to 6500-8500?
apparently Diablosport has an option for them http://www.shopatron.com/products/productdetail/part_number=M4010/617.0.1.1
they use a Denso ECM, so before anyone asks, no, efilive doesnt support it and wont ever support it. 
they came out in 2003 I think, Isuzu calls it the 6HK1 (they call the dmax the 8GF1). GM calls it the "duramax 7800" "LG4" rpo code.
Its a neat engine, wayyy overbuilt, variable vane turbo, overhead cam, etc. Ive seen one in real life but never heard one. I would assume they are much quieter than that piece of crap Cat C7 they also put in the 6500-8500 kodiak/topkick trucks.
It is (was) available in the 6500-8500 kodiak/topkick trucks.
ben
they came out in 2003 I think, Isuzu calls it the 6HK1 (they call the dmax the 8GF1). GM calls it the "duramax 7800" "LG4" rpo code.
Its a neat engine, wayyy overbuilt, variable vane turbo, overhead cam, etc. Ive seen one in real life but never heard one. I would assume they are much quieter than that piece of crap Cat C7 they also put in the 6500-8500 kodiak/topkick trucks.
It is (was) available in the 6500-8500 kodiak/topkick trucks.
ben
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they use a Denso ECM, so before anyone asks, no, efilive doesnt support it and wont ever support it.
they came out in 2003 I think, Isuzu calls it the 6HK1 (they call the dmax the 8GF1). GM calls it the "duramax 7800" "LG4" rpo code.
Its a neat engine, wayyy overbuilt, variable vane turbo, overhead cam, etc. Ive seen one in real life but never heard one. I would assume they are much quieter than that piece of crap Cat C7 they also put in the 6500-8500 kodiak/topkick trucks.
It is (was) available in the 6500-8500 kodiak/topkick trucks.
ben
wonder what kind of power they are capable of? What kind of injection pump do they run Ben?
300/860 is the highest IIRC
Pretty cool bottom end design, with a lower oil pan/main cap/girdle arrrangement like the 6.0 powerstroke and bugatti veyron.
Overhead cam could run some RPM's too
It has a Denso CR pump.. I'm not sure of the output.
Pretty cool bottom end design, with a lower oil pan/main cap/girdle arrrangement like the 6.0 powerstroke and bugatti veyron.
Overhead cam could run some RPM's too
It has a Denso CR pump.. I'm not sure of the output.
300/860 is the highest IIRC
Pretty cool bottom end design, with a lower oil pan/main cap/girdle arrrangement like the 6.0 powerstroke and bugatti veyron.
Overhead cam could run some RPM's too
It has a Denso CR pump.. I'm not sure of the output.
Specifications
* Engine description: 7.8L I6 Turbodiesel; 6H
* Displacement: 7.8L / 475.9 in³
* Bore and stroke: 4.53 / 4.92 (in.)
* Block / Head: Cast iron / Cast aluminum
* Aspiration: Turbocharged & Intercooled
* Valvetrain: OHC 4-V
* Compression: 16.0:1
* Injection: Direct; Denso Common-rail
* Power / Torque: 200 hp (150 kW) @ 2,200 rpm / 520 ft·lbf (705 N·m) @ 1,450 rpm (Standard)
* Power / Torque: 275 hp (205 kW) @ 2,200 rpm / 860 ft·lbf (1,166 N·m) @ 1,450 rpm (High-Torque Version)
This is another case where you would try to adapt a different harness and ECM for it, probably the Cummins so you can at least get some race tuning.
But it could also be turned into a mechanical system, which might be just a cheap.
Wouldn't it be a riot if you could turn one up past 1200HP on stock internals and make the 12v guys blush? It's rated at a higher torque than the 12v, so it may be possible.
But it could also be turned into a mechanical system, which might be just a cheap.
Wouldn't it be a riot if you could turn one up past 1200HP on stock internals and make the 12v guys blush? It's rated at a higher torque than the 12v, so it may be possible.
Pat ready to take on a new project?
Just kidding ... would be cool to see someone do something with this. If it hasn't happened yet i doubt it will happen
I was also wondering about the 7.8 Duramax, I am actually in the process of possibly buying one in a 6500. I had no idea they were an I6 tell I popped the hood.
the one I was looking at had a flat bed for hauling lumber gonna turn it into a farm truck with box and hoist. I had a chance to drive it I think they are rated at 210/800 stock this one had an Allison as well. As for the power I was a bit disappointed it didn't move as well as I thought it would. If I buy it I will be looking for some tuning to turn it up so if anyone knows of any others then Diablo let us know
Anyone know what the Allison they put in these big trucks can handle for power?
the one I was looking at had a flat bed for hauling lumber gonna turn it into a farm truck with box and hoist. I had a chance to drive it I think they are rated at 210/800 stock this one had an Allison as well. As for the power I was a bit disappointed it didn't move as well as I thought it would. If I buy it I will be looking for some tuning to turn it up so if anyone knows of any others then Diablo let us know
Anyone know what the Allison they put in these big trucks can handle for power?
