We just got in a new truck at work. 06 ext cab shorty 4x4 duramax. This new truck had a 6 speed manual with a +- shifting option right on the stalk.

First impressions were that the motor is extremely quiet, even with the hood up. The drive was good. There was a flat spot right off idle. Dont know if the pedal sensor was bad, the tranny was hunting or what the problem was.

Overal power was good. Did not notice any serious power demonstration. Possibly the puter pulled some power out to keep the tires alive. Tried to compare to my stock 7.3. I guess it had more up top. Off the line was the same or less. I am unaware of the gear ratio on the truck.

Tried to power brake just a tad (dont want to blow the thing up) and not even a chirp.

Sticker said 310 HP and 6xx+ ft-lbs torque.

Anyone else had any other experiences?

 

Darn drive-by-wire throttle.

Takes the fun out of EVERYTHING, doesn't it?

 

One of my friends took one with the 6 speed auto for a test drive last summer, and I rode along. At the time, neither of us knew that GM was goind to start selling a six speed. The coolest thing about this new tranny is that the added gear is another overdrive, so it will probably up the fuel mileage a bit. I liked the manual shift switches, but I would still save my money and get a stick-shift, if I were to buy one. The bad thing is that the ZF is only offered behind the 300 hp-520ft/lb engine, and not the 310-605 engine. The new Dmax will be about 350hp with 650 ft/lbs of torque, but the real manual will still only be offered behind the low hp Dmax. The new Dmax should be interesting to see.

 

The main reason the Duramax with ZF combo is rated so much lower is because of the input torque limitation of the dual mass flywheel that GM insists on using with it. Ford had the same problem of failing flywheels and consequent clutch failures with a similar setup. They've since switched the ZF equipped F-250's and 350's to the same solid flywheel setup used in ZF equipped F-450's and 550's and no longer have any problems with premature clutch failure.

The ZF can take MUCH more torque than the flywheel can, but since the flywheel is the weak link - everything else is only as good as that weak link. The only reason I can come up with for GM's refusal to switch flywheel setups is cost. They must have too many dual mass parts on hand already to justify the switch now. Also consider GM sells very few sticks. Ford probably sells 3 times as many manual equipped trucks as GM does and Dodge probably sells 10 times as many.

It also makes it look better for the Allison on paper. At 2,500.00 it's almost twice as expensive as the automatic "upgrade" offered from Ford and more than 2 1/2 times as expensive as the auto offered from Dodge. With such a vast performance difference on paper, people usually believe (or are led to believe by shrewed salesmen) that the auto must be that much stronger - it's then easier to justify that hefty additional up charge.

What people aren't told, is that the engine is programmed with torque management when teamed with the Allison to prolong transmission life. In 1st, 2nd, and OD you do not recieve the full torque output. They also aren't told that the ZF is a granny geared medium duty box with a 26,000lb GVWR and 650 LBFT input torque rating.
They aren't told that GM removes the factory installed oil cooler and instead relies on a synthetic gear oil for cooling/lubrication. They aren't told of the weak flywheel GM installs. They arent told that GM 4500/5500 series trucks - as well as all Ford SD's utilise the same ZF installed transmission cooler which is removed for use in Silverado/Sierra applications.

 

Does Ford remove these pieces from the ZF in the SD?

 

I am guessing you mean its an Auto...

 

Ive had my 06 dmax for about a month. Got about 4000 miles now. It will powerbrake better than any other stock truck ive tried with (including mine, 03 6.0 and 05 cummins). Usually its the first thing i do. Left about a 100' of rubber down in front of my friends house last night. It replaced my 2000 F250 V10 with 217,000 miles on it. Im getting a honest 18mpg city with it right now.

The ford deffinetely is a "tougher" and bigger truck, but the 03 6.0 steered me away for good from the psd.

 

I know this is true of the '04.5 (310hp/590lb/ft) and '05 LLY (310hp/605lb/ft) motors, but do you know for a fact that it's used on the '06 LLY and LBZ with the 6-speed Allison? I haven't been able to find any info that says if the 6-speed uses this "torque management" or not.

 

My understanding is that the 6 speed doesn't use the torque management...

 

I heard that duramax's blow cylinder sleeves alot. Cant expect to much from a japanese motor j/k

 

I don't think the Duramax has cylinder sleeves.

 

yes the d max uses sleeves. but i have never heard of blowing one out. its not really possible either to blow one out.


http://www.shadetreemechanic.com/duramax_diesel.htm

 

Like I said that is what I heard.

 

Yea I "heard" that the pistons are made of soda cans too. And Ford engines are made of swiss cheese from the moon. LOL Hey that's why my old F-150 catches mice so well. Come on people this is the way stupid urban legends start. We are smarter than this. I want proof of the D'max sleeves blowing out. I've owned both Japanese and Domestic brands and love Ford trucks but hey I can't blindly follow rumours. All had there good points the biggest POS was a 1989 T-bird that I bought new.

 

you didn't rev the motor very high, because I would think that at peak torque at 1600 rpms would have let them up providing that is a high enough rev to engage the torque converter.