Dodge Ram Cummins Diesel Killer

As usual, Max was WRONG!!!! The Duramax diesel is STILL going strong after several years of PROVEN reliability.
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
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.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
On 19 Sep 2005 09:06:46 -0700, snipped-for-privacy@hotmail.com wrote:

you need to have your head examined. what in the world would possess you to post an add about any truck other than dodge in a dodge ng? i'm not too sure a corporate add for dodge would go over real big here.
i have no issues with the duramax. seems like a good truck, engine and tranny to me. but why in the world would you post a corporate add to show how good it is? what the heck do you expect gm to say.............."GM announced today that they will continue the production of their mediocre duramax, that compares OK with dodge and ford. gm admits that thier duramax isn't any better than ford or dodge but is banking on the fact that it isn't any worse either". i mean come on, how dumb are you?

Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
As usual, Max was WRONG!!!! The Duramax diesel is STILL going strong after several years of PROVEN reliability.
Hey Max!! Looks like ya have a new best friend.<BFG>
Roy
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
Nah, just an idiot come back for more facts instead of corporate rhetoric.
--
Max

Give a man a match, and he is warm for a short while. Light him on fire, and
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
"" wrote: > As usual, Max was WRONG!!!! The Duramax diesel is STILL going > strong > after several years of PROVEN reliability. > > > > > > > 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 > > 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.
Not playing favorities but the Dmax has not been around as long to establish a good track record and they had a LOT of injector problems with 02 and 03 Dmaxs. They also quietly redesigned the clutch and flywheel on Dmax for 05 models because of flywheel problems. (two piece flywheel because engine is exteranally balanced) I do believe that the Cummins is a sturdier motor but the Dmax is smoother running especailly above 2000 RPM or so.
--
Posted using the http://www.autoforumz.com interface, at author's request
Articles individually checked for conformance to usenet standards
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
Yup, after several years of blown head gaskets, they lowered the compression ratio.
And OOOWHEEE its got GLOW PLUGS?
Its still a V8 where an inline six is better.
--
Max

Give a man a match, and he is warm for a short while. Light him on fire, and
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
Gee, Max, such a solid defense of the superiority of the Cummins. How could anyone dispute this, LOL!
--
If at first you don't succeed, you're not cut out for skydiving

"Max Dodge" < snipped-for-privacy@verizon.net> wrote in message
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload

Easy. Let the product speak for itself. Yeah, the Cummins is THAT much better.
--
Max

Give a man a match, and he is warm for a short while. Light him on fire, and
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload

But without facts, this is just your opinion.
--
If at first you don't succeed, you're not cut out for skydiving



Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload

True ... but that's the case with any truck maker. For example, I had a 2002 Toyota Tacoma, V6, QC, 4x4. At the time it was the highest rated truck with the lowest rate of service visits. On paper this truck was the BOMB. In actuality, it was the worst vehicle I had ever owned. A true lemon from the get-go. Of the 9 months I owned it, it spent 30+ days in repair.
So, to me, the facts have less value than my own opinion. I follow the KISS method. Keep It Simple Stupid. The Cummins is a simpler, time tested design with fewer moving parts. It's made by a company that does not manufacture cars ... just power systems (engines, generators, etc.)
The decision was easy for me.
Craig C.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
Max Dodge wrote:

Nah, they did that to increase performance. ;^)
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
"Max Dodge" wrote:

Since when is glow plugs bad? One way or anoher you have to get some heat in a oil burner to light the "wick" in cold weather.
Also but what rule of logic is a inline design always better than a V engine? A compact V8 does rev smoother and is shorter so it allows for shorter hood or less intrusion into passanger compartment firewall. Above 2500 RPM, the Dmax is a LOT smoother than the Cummins because though the Cummins will rev to there and beyond, it do not feel happy about it because the basic engine was designed from day one, bore stroke and balance wise for operation at about 2200 RPM or less. WHich engine I would choice would depend on what I planned to do with it because they both have pluses and minuses and I have issues with a 1400 lb motor (Cummins) in a P/U anyway.
--
Posted using the http://www.autoforumz.com interface, at author's request
Articles individually checked for conformance to usenet standards
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload

Yup, and a grid heater does a fine job. Heating the air that goes out is a stupid thing. Heating the air that goes in works much better. Unless of course, its a Duramax, and you need to spray the fuel directly on a glowing piece of steel to get the engine to light off. Sounds more like an old Ford diesel more than a new modern diesel engine.

An inline six will deliver more torque for the displacement than a V8. Ever notice how the SAME B series engine keeps making more power, but the others have redesigned from the blank paper at least once?

Its a truck fer cryin out loud, who gives a damn?

Um, yeah, which is where a diesel does most of its work. Say, that bigger heavier thing didn't exactly get noticed by you, did it? Ever wonder why the Cummins has better durability? Or why it has less moving parts?

So do I, I'd never put a Cummins C series in a pickup, although its been done. Maybe thats why they used the 1100lb B series? Which BTW, makes for excellent traction in snow, and doesn't notice the A/C running in summer, nor the front axle locked in during winter.
--
Max

Give a man a match, and he is warm for a short while. Light him on fire, and
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload
Wow....NOT!!
I wonder what sort of increase you'd get by increasing the CTD by 10%? I'm sure if the CTD were a 6.6L motor the Dura(Tam)pax would be sucking hind tit...again.
--
_________________________
Laszlo Almasi
  Click to see the full signature.
Add pictures here
<% if( /^image/.test(type) ){ %>
<% } %>
<%-name%>
Add image file
Upload

Related Threads

Motorsforum.com is a website by car enthusiasts for car enthusiasts. It is not affiliated with any of the car or spare part manufacturers or car dealers discussed here. All logos and trade names are the property of their respective owners.