MILFORD, Mich. - GM Powertrain's powerful Duramax 6.6L V-8
turbo-diesel engine is revised to meet new, stringent 2007 federal
emissions regulations and continues to deliver the outstanding power and
torque ratings customers expect.
Upgrades to the engine and a new diesel particulate filter system
help ensure the engine meets government-mandated emissions regulations
for diesel engines manufactured beginning in January 2007, which require
a 90-percent reduction in particulate matter and 50-percent reduction in
NOx.
"Maintaining power and torque leadership with the Duramax is
important to us because it's the benchmark that built the engine's
class-leading reputation with our customers," said Charlie Freese,
executive director, GM Powertrain Diesel Engineering.
The new Duramax 6.6L V-8 (LMM) engine delivers superior performance
ratings. It is offered with increased power and torque for Chevy Kodiak
and GMC Topkick medium duty applications. Versions are available with
300 horsepower and 520 lb.-ft. of torque, as well as a new
330-horsepower option with 620 lb.-ft. of torque.
Final advertised ratings for the Chevrolet Silverado and GMC Sierra
2500 and 3500 HD pickups and GM's full-size vans will be released later
this year.
The Duramax delivers outstanding acceleration and towing performance.
Upgrades implemented in 2006 enhanced the efficiency, smoothness and
quietness of the Duramax engine, which was already known as one of the
industry's quietest and strongest diesels.
The new emissions standard
The Duramax 6.6L V-8 has new equipment to help it meet the
government-mandated 2007 emissions standard. It requires a 90-percent
reduction in particulate matter compared with the current standard,
which was implemented in 2004, and a 50-percent reduction in NOx.
The use of reformulated, ultra-low sulfur diesel fuel - which goes on
sale nationwide this fall - is required to meet the new emissions
standard. The new fuel's sulfur content is limited to 15 parts per
million (ppm), versus the current standard of 500 ppm. Diesel engines
manufactured prior to 2007 can continue to use the current diesel fuel.
To meet the new emissions regulation, the Duramax 6.6L V-8 engine
features:
- Additional combustion control, including an even more efficient
variable-geometry turbocharging system, cooled (enhanced) Exhaust
Gas Recirculation (EGR) and closed crankcase ventilation to reduce
NOx
- Additional exhaust control, including oxidizing catalyst and new
Diesel Particulate Filter (DPF) to reduce soot and particulate
matter
- Increased-capacity cooling system
- New engine control software
- Use of low-ash engine oil
How the DPF works
The 6.6L engine's DPF is based on GM-patented technology and proven
supplier components. It traps diesel particulate matter in a
honeycomb-like ceramic "brick" after it travels through an oxidizing
catalyst. Remaining exhaust gases are routed out through the exhaust
system. To ensure optimal performance, the system must undergo periodic
"regeneration" to release accumulated soot from the filter. The
regeneration process uses heat to burn off the soot and, in most cases,
is performed automatically.
An onboard computer controls fuel injection and oxygen content to
adjust the exhaust energy to the appropriate level to clean the
particulate trap. Periodic servicing of the filter is required to remove
accumulated ash. The DPF and corresponding components will change the
exhaust system length and/or outlet design, depending on the vehicle
model. Also, an expanded underbody heat shield is added. Vocations such
as sweepers, airport ground support, municipal and refuse trucks will
likely be most affected by the changes.
Duramax 6.6L V-8 details
Revised for 2006, the Duramax diesel uses a variable-geometry
turbocharger to optimize boost performance over a wide range of
operating conditions. This provides the customer with seamless and
immediate response, while simultaneously helping to reduce emissions.
The turbo, which spins up to 120,000 rpm, is high-speed-balanced for
minimal noise and vibration, while contributing to the engine's overall
smoothness and refinement. Maximum boost is 20 psi. Additional details
of the Duramax 6.6L V-8 engine's '06 enhancements include:
- Cylinder block casting and machining changes to provide stronger
structures with increased reliability and durability
- Upgraded main bearing material increases durability
- Revised piston design lowers compression ratio from 17.5:1 to
16.8:1
- Cylinder heads revised to accommodate higher peak 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
- 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 provide for cooler exhaust gases going
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 engine also 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.
# # #
SPECIFICATIONS
2007i Duramax Diesel 6.6L V-8
Turbo ( LMM ) |
|
Type: |
Duramax 6.6L V-8 turbo-diesel |
Displacement: |
6599cc |
Compression ratio: |
16.8:1 |
Valve configuration: |
overhead valves (4 valves per
cylinder) |
Assembly site: |
Moraine, Ohio |
Valve lifters: |
mechanical roller |
Firing order: |
1 - 2 - 7 - 8 - 4 - 5 - 6 - 3 |
Bore x stroke: |
103 x 99mm |
Fuel system: |
direct-injection diesel with high
pressure common rail |
Applications: |
Horsepower: hp ( kW ) |
Chevrolet Silverado HD |
360 hp ( 268kW ) @ 3200 rpm* |
GMC Sierra HD |
360 hp (268kW) @3200 rpm* |
Chevrolet Kodiak Medium Duty ( LYE
option ) |
330 hp ( 246kW ) @ 3000 rpm |
GMC TopKick Medium Duty ( LYE option
) |
330 hp ( 246kW ) @ 3000 rpm |
Chevrolet Kodiak Medium Duty ( LRX
option ) |
300 hp ( 224 kW ) @ 3000 rpm |
GMC TopKick Medium Duty ( LRX option
) |
300 hp ( 224 kW ) @ 3000 rpm |
Chevrolet Express |
250 hp ( 186 kW ) @ 3200 rpm* |
GMC Savana |
250 hp (186 kW) @ 3200 rpm* |
Applications: |
Torque: lb-ft ( Nm ) |
Chevrolet Silverado HD |
650 lb-ft ( 881 Nm ) @ 1600 rpm* |
GMC Sierra HD |
650 lb-ft (881 Nm) @ 1600 rpm*
|
Chevrolet Kodiak Medium Duty ( LYE
option ) |
620 lb-ft ( 841 Nm ) @ 1600 rpm |
GMC TopKick Medium Duty ( LYE option
) |
620 lb-ft (841 Nm) 2 1600 rpm |
Chevrolet Kodiak Medium Duty ( LRX
option ) |
520 lb-ft ( 705 Nm ) @ 1600 rpm |
GMC TopKick Medium Duty ( LRX option
) |
520 lb-ft (705 Nm) @ 1600 rpm |
Chevrolet Express |
460 lb-ft. ( 624 Nm ) @ 1600 rpm* |
GMC Savana |
460 lb-ft (624 Nm) @ 1600 rpm* |
Fuel shut off: |
3250 rpm Kodiak and TopKick (medium
duty)
3450 rpm Silverado and Sierra (heavy duty), Express and Savana |
Emissions controls: |
cooled exhaust gas recirculation,
catalytic converter, diesel particulate filter (DPF) & intake
throttle |
MATERIALS: |
|
Block: |
cast iron |
Cylinder head: |
cast aluminum |
Intake manifold: |
cast aluminum |
Exhaust manifold: |
cast nodular iron with steel pipe
extension |
Main bearing caps: |
cast nodular iron |
Crankshaft: |
forged steel |
Camshaft: |
steel |
Connecting rods: |
forged steel, stress fractured |
Additional features: |
charge air cooling
recommended oil change interval: Per the computerized Oil Life
System. Requires CJ-4 engine oil to Maximize Life
recommended coolant change interval: 5 years or 150,000 miles |