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

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

Web Source: http://media.gm.com/servlet/Gateway...ws/viewpressreldetail.do?domain=2&docid=16955

 

How can they do that, I can walk by one while it is running and can't tell if it is a diesel without looking for the badge. Why drive a diesel if it doesn't talk to ya? :stir:

 

Again, -356357 points for GM for de-tuning it in front of the 6-speed. Oh well, lazy people always win in this world. :stir:

 

I agree, I hate slushboxes. I was raised on chevys but almost impossable to get one with a manual and then it is detuned, no thanks. With chevy and ford pushing autos so much there will be alot of people like me who will look else where for a truck. Maybe one day it will be like buying a class 8.

 

It'll be interesting to see how Ford and Dodge follow suit in 07. Looks like the HP/TQ wars are still alive and kicking....

 

Ha, GM STILL can't build any kind of decent manual setup. rotfl 360HP is very impressive. I'd like to ride in one. I would think the 6 spd auto should be pretty cool too.

That ticks me about trying to make the motor even quiter.....it doesn't hardly sound like a diesel now as it is....

I'm also wondering what Dodge will do to respond. Hopefully FINALLY the auto equipped truck will have more than 4 gears.

Personally, I think 360/650 is getting a little high for an LD pickup in stock condition. I mean, our local Semi's only make 350/1250 and drag around 80K just fine. I just don't think that much power is really needed.

I know I know, instead of Bombing with the aftermarket we can have that much power and be under warranty....that take away the fun though... It's not modified or a hot rod or anything....just....stock... :doah:

 

It does make you wonder when the HP/TQ wars are gonna stop..... It is just like the HP wars of the 60s and 70s with muscle cars. As you said, 650tq from a stock motor is gettin pretty crazy for an LD pickup, and yea, no matter what you have, stock sucks. :stir:

 

Sounds great as long as its not just a smoke and mirrors number game.

All that to handle a 7.4 percent increase in torque with reduced cylinder pressures? What does that say about the strength of existing motors?

Interesting, never saw mention of overall efficiency. Lower compression with the same boost and more EGR sounds like less MPG.

 

I couldnt have said it better myself!! waytogo

 

It is only de-tuned for the 2006 model that is released during the 3rd quarter of 2005. After that it will have the 360/650 Dmax.

 

No. The Dodge auto's were always rated less in power and towing capacity until the 48RE. The first HO's were stuck in front of the 5600 because the auto's couldnt handle it. The 5600 was a great tranny, as was the 4500 (minus the 5th gear nut). And, if you remember right, the new G56's were held back because they were sent out a quart low on gear lube, and they caught it before hardly any left the dealer lots.

And ill be another one to complain about the lack of noise. I can hold conversations just fine in my diesel K5(so long as the TSL's arent on), both my neighbors super-duty and excursion, and my buddy's first generation powerstroke. Quit turning diesels into gassers. I could get into a rant about how much i hate new trucks altogether and what they are becoming, but ill save that for another time and thread.

 

joez covered most but I'll second it and add a little...

1. The 4500 and 5600 are both great setups. Your neighbor is an exception with his Cummins/4500m and the problems he had. I have a neighbor that lost a 4L80E in a 2001 3/4t 6.0 truck at 60K that doesn't even tow. Doesn't mean the 4L80E is weak, just a rare occurance.

From what almost everyone says, the HO 5600 Combo is about the best there has been strength and longevity wise. Yes both have clutches that are not super strong, but I do know the HO/5600 trucks can handle 600-650ft lbs. Thats not bad. I doubt the Ford and GM clutches do much better in stock form.

Dodge has always detuned the AUTO trucks trying to make them last behind the Cummins. In the past the manuals have always been set at higher numbers, the opposite of GM currently.

The new G56 was recalled because of a quart low on oil, just like Joez mentioned. I actually haven't heard of any problems with it yet, I hope I do though because I think it was a mistake to remove the 5600 when there was nothing wrong with it.

Regardless, why are we debating this Russ? Neither of us are much fond of manuals anyway.

As for noise, I don't want to have to be asked if it's a diesel or gas truck if I removed the badging. I like at least a little clitter clatter. It's not like they are/were rediculously loud in the first place. The 24V ISB is basically one of the noisest diesels in a LD pickup (besides the early PSD) and I can easily lean on my hood and carry a conversation on my phone with the truck running. Part of the fun driving a diesel is hearing the turbo whistle and the commanding sound the 24V VP44 cummins has. When they first came out with the 3rd gens and the manus. introduced the multi stage idle deal I thought they were plenty quiet, thought they didn't even hardly sound like a diesel anymore. Now people want them even quiter? Lets just drive full electric trucks ran off a big battery. Full electric vehicles don't make any noise, or have any character.

 

Now looking back....thats all I had heard about the hold up.

If I was one of the head Daimler guys I'd be a little embarrased to release that they don't know how to check oil... :doah:

 

I completely agree Russ. All GM needs to do is work out the flywheel/clutch and it should be fine. Isn't it the same box as the Ford 6 spd? The ZF6 or something...?

I haven't heard of any shaft failures about the 5600 but who knows. I don't.

YOu made a good point, like we've talked about before, we will always here much more criticizm about a givin unit simply because people with problems seem to be more interested in voicing it than people without problems and people with abnormally good succes with said unit, understandably of course.

 

If I hauled by the ton then I spec a tractor and trailer as light as I could. As for bottoms, I have transfers and end dumps. Bottom Dumps are the bottom food chain for this work. Just as for freight work I wouldn't haul for "railroad" rate anymore.