Keith Tanner wrote:
Okay, after reading the Chevelle article now I'm starting to wonder about my old Caddy...
From that article;
(From a performance standpoint, the fundamental design of a diesel has significant advantages that gasoline engines just can't touch. Unlike a gasoline engine that relies on fuel and ignition spark for combustion, diesels operate on the principle of auto ignition. In lieu of spark plugs, the extreme cylinder pressure and heat produced by a diesel's extreme compression ratio (between 17:1 and 20:1) initiates the combustion process. This is part of the reason why diesels aren't very picky about the type of fuel you dump into them. (Banana peels anyone?) Detonation beats up bearings, pops head gaskets, and blows holes through pistons, but without ignition spark, diesels live in a world where harmful detonation doesn't exist. Combine all this with a turbocharger and the result is tremendous bottom-end torque. GM's latest 6.6L Duramax cranks out 660 lb-ft at 1,600 rpm to go along with its 365 hp. Since diesels aren't limited by octane like gasoline engines, they can handle enormous boost pressures, making them exceptional performance platforms. According to the diesel specialists at Pacific Performance Engineering (www.pacificp.com), an upgraded turbo, basic fueling upgrades, and a 4-inch downpipe on a stock Duramax will make 800 hp and 1,600 lb-ft. In addition to gloriously swollen torque curves, diesels offer far better fuel economy as well. While gasoline engines operate at a 14.7:1 air/fuel mixture, diesels are lean-burning machines that run 20:1 mixtures under normal driving and as lean as 60:1 at idle. Needless to say, the potential is there for phenomenal performance and fuel mileage.
GM's Duramax line of V-8 diesels was introduced in 2001, and is the product of a joint venture with Isuzu. Over the years, it has earned a reputation for excellent reliability and stunning power potential. The Duramax has been regularly updated with minor revisions every few years, at which time it's been re-labeled with a different designation (LB7, LLY, LBZ, LMM). Each variant is very similar and an equally capable performance platform. All 6.6L Duramax diesels feature a 4.050-inch bore, a 3.900-inch stroke, an iron block, aluminum heads, and direct common-rail injection. Their internals are forged, and compression ratios vary between 16.8- and 17.5:1. Although the camshaft is mounted inside the block, the Duramax has a forked rocker arm design that enables actuating four valves per cylinder. Like all modern turbo diesels, the Duramax operates at extremely high fuel pressures of up to 26,000 psi. The going rate for a used Duramax complete with a computer, wiring harness, and Allison transmission is about $7,000. Although some will make the argument that they technically aren't big-blocks, Mike Racke reports that the Duramax is very similar in size and weight to a Rat motor and even has the same bellhousing pattern. However you choose to label them, there's no disputing that diesels aren't just for trucks anymore.)
How much does it cost to build up a full tilt big inch Caddy motor? I'd bet more than 7K and it wouldn't get anywhere near the mpg's plus this all fit under the hood of a Chevelle so it should be no problem in a full size car.
I'm thinking a Escalade 6.0 is far more likely. But it's fun to dream.
