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http://dieselplace.com/forum/attachment.php?attachmentid=47304&d=1192465283

At the General Motors Powertrain Technology show, ABG learned more about the upcoming 2009 Duramax 4500 diesel V-8. GM made some unusual design choices in order to improve the efficiency and get the engine to fit in the same package size as the traditional small block V-8.

GM started off by choosing a 72 degree bank angle rather than the typical ninety degrees making the engine narrower. Most V-8 engines traditionally have had the intake manifold in the V between the cylinder banks with the exhaust manifolds on the outside of the heads. The new Duramax places the exhaust manifold in the valley along with the turbocharger.

Continue reading about the new Duramax 4500 after the jump.
Placing the exhaust and turbo in the V allows for very short exhaust runs and minimal heat lost from the exhaust gases. That means more of the energy in the hot exhaust can be used to spin the turbo and the response is quick. The intakes are on top of the cylinder heads directly over the intake valves. The outer sides of the cylinder heads are devoid any appendages which allows for easy assembly line installation.

Downstream of the turbocharger comes all the hardware to make the new engine fifty-state legal and Tier 2 Bin 5-compliant. A diesel particulate filter cleans up the soot while excess nitrogen oxides are addressed by a urea injection system. The urea will need to be replenished periodically, but it should last longer than the oil change interval.

Overall, the Duramax 4500 should provide a great, fuel-efficient option for the light duty trucks while improving towing capability. The possibility of installing the new engine in passenger car applications certainly exists thanks to the packaging, but whether it happens will depend in part on how well other new diesels are accepted in the market in the next couple of years.

Sure would be nice if they were a little more competively priced so those that don't have an everyday need for the extra power could justify the additional cost through fuel savings!

If this is a "in house" GM diesel--be very wary! Lately they just ain't had a very good track record. I sure won't be in line for it.

Yeah XS that old chevy diesel sucked big rocks glad they went to the duramax for the new ones which are not actualy a chevy motor but rather an isuzu make. Hope the new one isn't a GM product but a german one from the looks of it.

Added cost will be $5.700.
30 MPG with right configuration.
Transmission will be the (I think) 6L90.

Automotive News is reporting, "With a 4.5-liter diesel, a six-speed automatic and a couple of other tweaks, [a two-wheel drive Chevrolet Silverado] can achieve close to 30 mpg highway."

In the same story, the 4.5-liter is compared to the existing 5.3-liter gas V8, that's rated at 22-mpg highway.

So, let's take out the calculator.

Assuming that diesel fuel continues to enjoy its current $.20 cost advantage over regular unleaded gas - a long shot given home heating oil demand, but let's use for sake of argument - and that the 4.5-liter achieves 29-mpg while carrying a $5,700 price premium over the gas engine, it would take approximately 135,000-miles to break even on the new diesel engine. That's not an unreasonable amount of miles to rack up on a full size pickup - especially one used for work. And there's bound to be even greater value for a 4.5-liter buyer if they tow or haul often versus the gas engine.

There may be some help available from the federal government to reduce the baby DMAX's price premium. At least for first year sales.

According to the American Council for an Energy Efficient Economy (ACEEE), each automaker has a limited number (60,000) of tax credits that can be earned by consumers for vehicles that achieve greater fuel economy and save fuel. The credits last through 2010 for diesel vehicles meeting Tier 2 Bin 5 emissions requirements.

Fuel economy improvement is measured against a weight-dependent, model year 2002 baseline, with tiered credits starting at 25% over the baseline fuel economy. With each 25% improvement over the baseline fuel economy up to a maximum of 250%, the tax credit increases by $400.

A "conservation credit", designed to boost the amount of credit available for vehicles in the heavier weight classes, is available as well. A vehicle qualifies for the credit if it is expected to save at least 1,200 gallons over its lifetime relative to a vehicle achieving the baseline fuel economy for that weight class. For each additional 600 gallons of gasoline savings up to a maximum of 3,000 gallons, the vehicle earns $250 in tax credits.

Combining the two components, the maximum available credit is $3,400. However, once a manufacturer sells 60,000 qualifying vehicles, the tax credit is phased out over a period of fifteen months for vehicles that manufacturer produces.

We're estimating that 4.5-liter buyers could qualify for at least $650 in tax credits.

Stay tuned!

General Motor's Tonawanda plant, just outside Buffalo, New York, will be the birthplace of GM's new 4.5-liter Duramax Diesel V8. The automaker is investing $100-million in the facility to produce the new engine.

The clean emissions light duty oil burner will find a place in the engine compartments of the Chevrolet Silverado and GMC Sierra half-ton pickups by the 2010 model year. It's expected to be rated in excess of 310-horsepower and 520 pound-feet of torque. In comparison, the 6.6-liter Duramax, currently used in GM's heavy duty pickup, is rated at 365-hp / 660 lb-ft.

GM powertrain spokesperson Tom Reid tells PickupTruck.com that even though it shares the Duramax name with the older 6.6-liter engine - which has been engineered and produced in partnership with Isuzu Motors - the new diesel is 100% designed by GM and will be built without Isuzu's involvement.

GM's global rival, Toyota, became an investor in Isuzu last year, which gave it access to the same engineers that helped develop the 6.6-liter engine.

The new Duramax is expected to help General Motors keep its lead in light duty pickup fuel economy and appeal to both commercial and lifestyle truck buyers looking to save money at the pump. The cost of diesel fuel has recently had up to a $.50 cent per gallon cost advantage over gasoline in certain parts of the U.S..

Mr. Reid says, "We haven't determined what percentage of sales the new engine will be, but we know it's destined to be popular."

GM's press release below:

TONAWANDA, N.Y. – General Motors Corp. will introduce a new, state-of-the-art 4.5L V-8 Duramax turbo-diesel that improves engine fuel efficiency by 25 percent, reduces CO2 emissions by 13 percent and cuts particulates and NOx emissions by at least 90 percent for North American light duty trucks and the HUMMER H2 built after 2009.

The premium V-8 diesel is expected to deliver class-leading torque, power and refinement while maintaining a significant fuel efficiency advantage over comparable-output gasoline engines.

The new dual-overhead cam, four-valve V-8 diesel engine will fit within the same space of a small-block V-8 gasoline engine. This compact size is made possible by using integral cylinder head exhaust manifolds, integral cam cover intake manifolds and a narrow block.

“This new GM light duty diesel is expected to become a favorite among customers who require excellent towing ability and fuel efficiency,” said Tom Stephens, group vice president, GM Global Powertrain and Quality. “It will meet the stringent 2010 emissions standards, and it will be compliant in all 50 states, making it one of the cleanest diesel vehicles ever produced.”

Environmental benefits of the new engine include a 13-percent reduction in CO2 versus gasoline engines, and at least a 90-percent reduction in particulates and NOx compared to diesel vehicles today. This will be GM’s first engine to use a selective catalytic reduction NOx aftertreatment system with a diesel particulate filter to help achieve the Tier 2 Bin 5 and LEV 2 emissions standards.

Technical highlights of the engine include aluminum cylinder heads with integrated manifolding; a variable-vane turbocharger with intercooling; a Compacted Graphite Iron (CGI) block for a stronger and lighter engine base (compared to lower-strength aluminum or heavier grey cast iron); and fracture-split main bearing caps and connecting rods for a precise fit. An electronically controlled, ultra-high-pressure, common-rail fuel system is used, which has the ability to inject fuel five times per combustion event to control noise and emissions.

“This new V-8 is not only a clean diesel meeting the toughest emissions requirements in North America, it also delivers an effortless performance feel because of its high torque across the speed range,” said Charlie Freese, executive director of GM Powertrain Diesel Engineering. “It is also significantly quieter than other diesels on the road today, with noise and vibration performance approaching gasoline V-8 levels.”

Freese said the new V-8’s compact size enables it to fit in the envelope of a gasoline small-block engine, which provides GM the flexibility to introduce this engine in a wide variety of vehicle applications should there be future market demand.

The premium V-8 diesel engine is expected to deliver class-leading refinement, horsepower and torque and fulfill multiple vehicle applications with ratings in excess of 310 horsepower and 520 lb-ft of torque.

GM (Opel, Saab, Vauxhall and GMDAT ) currently offers 17 diesel engine variants in 45 vehicle lines around the world. GM sells more than one million diesel engines annually, with products that offer a range of choices from the 1.3L four-cylinder diesel engine sold in the Opel Agila and Corsa, up to the 6.6L V-8 Duramax diesel sold in full-size vans, heavy duty pickups and medium duty trucks in the U.S.

GM first introduced the Duramax diesel 6.6L V-8 in the U.S. in the 2001 model year and since then, customer enthusiasm for this heavy duty diesel has been outstanding. In fact, GM’s heavy duty pickup truck market share has jumped nearly tenfold in the six years that Duramax engines have been offered.
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2007 Hydra-Matic 6L90 (MYD)

Hydra-Matic 6L90 six-speed Car and Truck automatic transmission

• New applications: Chevrolet Silverado 2500 HD, GMC Sierra 2500 HD
• Increased Torque Capacity

FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES

NEW APPLICATIONS: CHEVROLET SILVERADO 2500 HD, GMC SIERRA 2500 HD
The Hydra-Matic 6L90 six-speed automatic transmission is available in the new GMT 900 series heavy-duty pickups, the Chevrolet Silverado 2500 HD and the GMC Sierra 2500 HD. Both applications use the 6.0L V8 engine.

INCREASED TORQUE CAPACITY
The Hydra-Matic 6L90 allows higher-torque output engines to be used in applications that do not require a heavy-duty, commercial-style transmission.

Overview
The Hydra-Matic 6L90 is six-speed automatic transmission for rear- and four-wheel-drive trucks, designed with modular flexibility and compatibility with advanced electronic controls. It is a heavy-duty version of the 6L80 six-speed automatic, with a strengthened input gearset which has two additional pinion gears for six total, and a strengthened output gearset, that uses wider gears than the 6L80. The 6L90 shares about 75 percent of the parts as the 6L80, although the case of the 6L90 is 35mm longer than the 6L80 case.

The 6L90 has the capability for adaptive shift controls and other features such as grade braking, and Driver Shift Control with tap up/tap down shifting. A wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as very “tall” overdrive top gear for low-rpm highway cruising. With this wide ratio spread, acceleration is maximized, as is fuel economy. Engine noise is also lower during cruising. Both fifth and sixth gears are “overdrive” gears, for example.

As in the 6L80, gear changes from second to sixth gears are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an “offgoing” clutch is released in a precise manner to achieve the ratio change. The first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. The clutch-to-clutch shifting and single freewheeler allows significant reductions in packaging requirements.

Advances in transmission control modules allow the modules to exist reliably inside the transmission, where temperatures remain fairly constant compared to a body-mounted module. The smaller size of the module means the transmission case can be more compact. The transmission and module are assembled together, so no additional steps are necessary during vehicle assembly.

The 32-bit transmission control module (TCM) monitors transmission performance and compensates for normal wear in components such as clutch plates, so transmission performance remains consistent for the life of the transmission. The control module also “tests” the components of the transmission following assembly to optimize the interaction of the components. The module is compatible with future global applications.

DEXRON® VI premium fluid validated to improve durability and shift stability
A new transmission fluid, DEXRON® VI, was developed to have a more consistent viscosity profile; a more consistent shift performance in extreme conditions; and less degradation over time. Internal GM tests have demonstrated DEXRON® VI delivers more than twice the durability and stability in friction tests compared to existing fluids. The DEXRON® VI fluid was designed specifically and validated for the new family of GM six-speed automatic transmissions.

The 6L90 variant of the new Hydra-Matic six-speed automatics centers on the desire for common components and manufacturing tooling. The 6L90 six-speed contains three gearsets, a conventional input planetary gearset with four pinion gears, as well as one compound output gearset and one simple output gearset. The compound output gearset uses three sets of pinion gear pairs, with one set of pinions meshing with the sun gear and the other set with the ring gear. This arrangement allows for optimal ratio steps with a 6.04 overall ratio spread.

The torque converter is 300mm in diameter, and is available initially with a single-plate lockup clutch, which makes use of GM’s proprietary electronic controlled capacity clutch (ECCC) technology, which uses a small, regulated amount of slip to dampen out engine pulses. This creates a smoother running drivetrain, especially during shift events.

Low maintenance
For severe use, DEXRON® VI fluid changes are the only maintenance recommended. For normal use there is no fluid change scheduled.

The Hydra-Matic 6L90 is produced in Ypsilanti, Michigan.
(thanks to ElvisKnows for the above info)

The transmission figures are:

2007 Hydra-Matic 6L90 Transmission ( MYD )
Maximum engine power: 452 bhp ( 337 kW ), Diesel: 300bhp ( 223kW )
Maximum engine torque: 531 lb-ft ( 720 Nm ), Diesel: 520 lb-ft ( 705 Nm )
Maximum gearbox torque: 885 lb-ft ( 1200 Nm )
Maximum Validated Weights ( Target ): GVW: 15000 lb ( 6803 kg ), GCVW: 21000 lb ( 9525 kg )

And, the 4.5 figures are:
excess of 310-horsepower and 520 pound-feet of torque

I know several people that can't wait for the F150's to arrive at our dealers.

I for one will wait a year or two for the kinks to be worked out first.

Catfish

Me thinks I'd wait longer then that. I'll quit harping on 6.5's now---wait NO I won't! The in house of Detroit just doesn't seem the place to design a light tk diesel engine. Still--diesel is the choice in Europe, but then so is nuclear power.

The only problem with figuring out how long it will take to pay for the diesel option is that evreywhere ive been in the last 6+ months around the central U.S. Diesel has been substantaly more than gas. Rite now here in town its abought 50 cents more than gas and has been most of the summer. No matter how ya pencil it out it will NEVER pay for itself. That and the numbers provided are based on a 2wd truck. Probobly 1 out of 100 or more is a 2wd from Missouri north so the 30 MPG is not gona happen either for well over 99% of the drivers.

Having said all that I would love to have all my vehicles be diesel. I dont enjoy filling up my truck to the tune of $80+ every time but I do prefure driving my truck over my wifes Trail Blazer. IF I could aford it I would go out and get the wife a Dmax powered Tahoe.

4.5 video

Thx TX would be nice to see in action videos.

Guess we will just have to wait.

Catfish

I would have to think long and hard about a diesel.

You pay $4-5K more, diesel fuel is running about 30-35% more per gallon, You can’t find discount fuel like Costco or Sam’s club, an oil change costs 2-3 times more, whatever you tow or haul runs on hay or gasoline so no sharing…

I think I would have to get about 40-50 mpg to have a diesel pay off over a 10 year period.

quote:

Originally posted by YnotAZ:
I would have to think long and hard about a diesel.

You pay $4-5K more, diesel fuel is running about 30-35% more per gallon, You can’t find discount fuel like Costco or Sam’s club, an oil change costs 2-3 times more, whatever you tow or haul runs on hay or gasoline so no sharing…

I think I would have to get about 40-50 mpg to have a diesel pay off over a 10 year period.

I never expected that my Dura-Max would "pay for itself". I consider it an option that was added to the truck to make it better meet my needs much as others would choose to add air conditioning (yes that is standard now - first time I've had it) or a DVD player. That said I recently looked back over my first year of ownership and calculated that the truck has averaged 16.5 mpg over the 18,000 miles since day one, not great for hauling just myself and some fishing gear over to NY (actually got 21 mpg on that trip, 700 miles on one tank of fuel), but pretty good hauling an 8 x 20 trailer and 5 bikes down to Daytona and back (that trip averaged 12.5 mpg, for 2,800 miles). Yes the oil changes cost more, 10 qts instead of 6 but I'm doing them much less often (only 3 so far) despite doing them much more frequently than the computer calls for. My last truck, 1/2 ton 2wd, 5.7 c.i., 5 spd never did break the 20 mpg mark (often close in the summer) and got down to 12.5 with a much smaller, lighter trailer. I had no complaints about the old truck, it was still running the original clutch (230,000 mi) got about 80,000 on each set of pads and 120,000 out of rear shoes but I never would have attempted to haul the load that went to Daytona this year with it. This truck 3/4 ton, 4wd, auto trans, crew cab simply does more work with less effort while getting better fuel milage. That is what makes it worth the cost for me.


Bruce

Diesel would have to be over 4 dollars a gallon to be 30-35% more than gas. 3 dollar gas + 35% = 1.05 a gallon. that would = $4.05 a gallon. I have been seeing it around here only about 10cents a gallon more lately, but I have seen it as high as 10% more or 30cents more than gas.

The Key to diciding if diesel will save you money is not in just the gas milege figures, and fuel cost, its also about resale value, and in the case of all the modern light duty diesel trucks, you get the cost of the motors back when you trade them in or sell them. So don't for get to factor that into the actaual cost of owing a diesel. Figures won't likely work if you don't factor that in.

As to the 6.5 diesels, those were made by detroit. The D-max is a in house motor designed in conjuction with the Isuzu devision. Not the same thing at all. For the most part the D-max has been one of the most trouble free post 03' emmision engines there is. The new emmision regs are more cause for concern for me than anything else. These trucks are getting really complex to meet the the 08 emmisons and will be even worse to meet the 2010 standard.