Duramax 6.6 questions.
Jul 8, 2012 | 11:30 AM
#12
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Joined: Jun 2008
Posts: 4,846
Sean, I DD a modified diesel truck (an F-250), but here are some modified diesel basics;
- Make sure you have an EGT (Exhaust Gas Temp) gauge istalled. Rising EGT's will destroy your turbo and factory settings on these motors are set to be "idiot proof" and will protect the motor no matter how hard it is being hammered. Modify them, and they dump more fuel in, and if a sufficient amount of air is not being pushed into the motor to burn that fuel, EGT's will rise quickly and fry your turbo. Install the gauge where it is visible and watch it constantly.
- Also have a boost gauge installed. Boost is the best indicator to how your engine is running. For instance, if you typically make 28lbs of boost and all of a sudden you are only making 20lbs, something is wrong and needs to be checked out ASAP.
- I would also install a trans temp gauge. The extra power will put lots of strain on your tranny and heat is the primary indicator that something is going wrong with it.
- Most chips/programmers add fuel and change the fuel delivery timing, so you need to take the proper measures to ensure you are getting enough air through the motor. That means upgrade the intake and exhaust.
- Be careful not to be too aggressive with your programmer. Too much power can blow the head studs and shred the tranny very quickly.
- Be sure the have the transmission valved properly for the amount of power your are making. This is typically done with a valve body kit which are not too expensive and don't take long to install.
These are a few of the basics. Hope they help. cstroked also knows quite a bit about modded diesel trucks, so he may chime in as well.
- Make sure you have an EGT (Exhaust Gas Temp) gauge istalled. Rising EGT's will destroy your turbo and factory settings on these motors are set to be "idiot proof" and will protect the motor no matter how hard it is being hammered. Modify them, and they dump more fuel in, and if a sufficient amount of air is not being pushed into the motor to burn that fuel, EGT's will rise quickly and fry your turbo. Install the gauge where it is visible and watch it constantly.
- Also have a boost gauge installed. Boost is the best indicator to how your engine is running. For instance, if you typically make 28lbs of boost and all of a sudden you are only making 20lbs, something is wrong and needs to be checked out ASAP.
- I would also install a trans temp gauge. The extra power will put lots of strain on your tranny and heat is the primary indicator that something is going wrong with it.
- Most chips/programmers add fuel and change the fuel delivery timing, so you need to take the proper measures to ensure you are getting enough air through the motor. That means upgrade the intake and exhaust.
- Be careful not to be too aggressive with your programmer. Too much power can blow the head studs and shred the tranny very quickly.
- Be sure the have the transmission valved properly for the amount of power your are making. This is typically done with a valve body kit which are not too expensive and don't take long to install.
These are a few of the basics. Hope they help. cstroked also knows quite a bit about modded diesel trucks, so he may chime in as well.
I think you guys misunderstood me. It's going to get a completely new motor, tranny, pretty much a new drive train. Predator motorsports is doing the work, they have done more H1's than anyone. But I want to make sure that the numbers sound reliable for I know nothing about the 6.6. Unfourtuately I don't have specifics on what they are doing to get the numbers. I'll make sure to get plenty of photos of the build.
I will also make sure to get extra gauges set up for temp watching.
Thanks guys.
I will also make sure to get extra gauges set up for temp watching.
Thanks guys.
I'm sure to get 500whp they're not doing too much internally, that kind of power out of any commonrail diesel isn't too hard. Hopefully they're putting in an LB7 or LBZ not an LMM or LML with all of the emissions equipment on it. If you're trying to squeeze that kind of power out with an EGR, DPF, CATs, etc I would tend to take the position that the motor is not going to live long. The emissions equipment now on road diesels is melting engines across the board- from light duty to class 8 trucks.
Their site is short on specifics but I'm sure they work with solid shops out there to do the engine mods. I see they offer a Cummins conversion, personally I prefer the ISB for that application... If it's not too late I would definitely consider putting in an 03-06 commonrail 5.9 instead of the Duramax. More reliable, cheaper to run, cheaper to get power out of, easier to work on (I6 diesels have on average 35% less moving parts than V8 diesels), stock bottom end good close to 1k whp.
srsly?
Last edited by cstroked; Jul 8, 2012 at 11:31 AM.
Jul 8, 2012 | 01:09 PM
#15
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Joined: Jun 2008
Posts: 4,846
The Cummins is worth serious consideration (happy to elaborate on this if you'd like) if you have not committed to the Duramax.
What year is the H1? That'd dictate what year engines it can get in CA as I recall
Obviously, I copied/pasted right out of your email
Jul 8, 2012 | 01:44 PM
#16
Thread Starter
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Joined: May 2010
Posts: 2,775
From: Malibu, CA
It's a 2000 slant back. 1 of 39 
Nothing has been written in stone other than it goes in on e 27th for the make over. I have heard nothing but good things about the cummins. I have just heard of a lot of guys going Dmax over cummins when it comes to the H1.
I also like the fact the wiring harness for the Dmax goes in the H1 with very little difficulty.
Like I said, the diesel world is new to me, so if I am wrong or mislead please point it out.
Nothing has been written in stone other than it goes in on e 27th for the make over. I have heard nothing but good things about the cummins. I have just heard of a lot of guys going Dmax over cummins when it comes to the H1.
I also like the fact the wiring harness for the Dmax goes in the H1 with very little difficulty.
Like I said, the diesel world is new to me, so if I am wrong or mislead please point it out.
Jul 8, 2012 | 01:56 PM
#17
Rolex Fanboy
Joined: Feb 2008
Posts: 8,638
From: In a dream....please don't wake me
Yes seriously Chas
Why buy a pig of a truck and worry that it's slow. I don't get that.
It weighs 5 tons and you are shocked it's slow?
Weird to me. But hey if he wants to qualify for the British GP in an H1 go for it.
I'd only recommend he doesn't buy a VW microbus
Why buy a pig of a truck and worry that it's slow. I don't get that.
It weighs 5 tons and you are shocked it's slow?
Weird to me. But hey if he wants to qualify for the British GP in an H1 go for it.
I'd only recommend he doesn't buy a VW microbus
Jul 8, 2012 | 02:57 PM
#19
Banned
Joined: Jun 2008
Posts: 4,846
It's a 2000 slant back. 1 of 39
Nothing has been written in stone other than it goes in on e 27th for the make over. I have heard nothing but good things about the cummins. I have just heard of a lot of guys going Dmax over cummins when it comes to the H1.
I also like the fact the wiring harness for the Dmax goes in the H1 with very little difficulty.
Like I said, the diesel world is new to me, so if I am wrong or mislead please point it out.
Nothing has been written in stone other than it goes in on e 27th for the make over. I have heard nothing but good things about the cummins. I have just heard of a lot of guys going Dmax over cummins when it comes to the H1.
I also like the fact the wiring harness for the Dmax goes in the H1 with very little difficulty.
Like I said, the diesel world is new to me, so if I am wrong or mislead please point it out.
If you have the time Sean, I would recommend you talk to the shop about the difference in cost and see what they think. My guess is the Dmax goes in a lot easier, and that may make it worth it by itself.
The benefits of the Cummins are cheaper running costs, better mileage, easier to work on if you ever wrench on it. Just depends on what you want really, any cost difference there may be. It sure seems like that shop knows what's up so I'd consult with them.
I can tell you from my experience the Cummins is flat fvcking bullet proof. There is not a single light duty diesel engine that is built as well as the Cummins in higher than stock hp applications. The platform is 30yrs old. They know what they're doing. While both fantastic motors, the Dmax cannot touch it neither can the Powerstroke (I have had 3 of these).
I'd chat with the shop and see what they offer, what kind of builds they have done, and go from there. Feel free to get in touch with me if you think I can help. The hottest Cummins shops (who also have their hands in mechanical Powerstrokes) in the country are about 2hrs from me.
As they say - if you have to ask you wouldn't understand... don't you have some golf to play!?
