MaxPF
1/2 ton status
Here's AMG's newest engine. In marinized form they are getting 400HP out of these long blocks. Here's a pic:
Notice the nodular iron skirt with integral main caps and the cast aluminum oil pan. Here's a look inside:
A few items are of interest here. You can see the skirt/girdle and caps are a single piece, as I mentioned. Also note the wide parting line on the crankshaft. This is because it is forged steel, not nodular iron like our old 6.2's and 6.5's. If you look carefully you can also see that the connecting rods use capscrews rather than bolts & nuts, and the pin end is keystoned. This is how all modern diesel rods are made.
My guess is that this bottom end is easily as strong as a DMax or PS bottom end. After all, the main and rod journals and bearing areas are virtually identical between the 3 engines. The only thing lacking with the 6.5 was bottom end rigidity and a forged crank, and AMG has addressed those issues with this revised engine.
These changes were made because the HMMWV's with armor weigh over 12,000lbs and are driven by leadfooted grunts. DOD has demanded increased power, and although AMG's Optimizer 6500 has been basically free of bottom end issues, they wanted even more strength before increasing power further. The latest HMMWV engines based on this engine are rated at 250HP and 520lb/ft of torque. This HP and torque puts it in the same category as the International MaxxForce 7, the commercial rated DMax 6.6, and the low-mid level Cummins ISB's. My guess is that they are probably limited by the 4L80E tranny currently used in the HMMWV's. This is why GM derated the DMax's used in vans with the 4L80E. They also probably wanted to be conservative, much like International does with the MaxxForce 7. This same engine in the Ford Pickup (6.4L PowerStroke) makes a hundred more HP over their commercial version, but engine life is probably reduced.
I think I need to win the lottery so I can get one of these
Notice the nodular iron skirt with integral main caps and the cast aluminum oil pan. Here's a look inside:
A few items are of interest here. You can see the skirt/girdle and caps are a single piece, as I mentioned. Also note the wide parting line on the crankshaft. This is because it is forged steel, not nodular iron like our old 6.2's and 6.5's. If you look carefully you can also see that the connecting rods use capscrews rather than bolts & nuts, and the pin end is keystoned. This is how all modern diesel rods are made.
My guess is that this bottom end is easily as strong as a DMax or PS bottom end. After all, the main and rod journals and bearing areas are virtually identical between the 3 engines. The only thing lacking with the 6.5 was bottom end rigidity and a forged crank, and AMG has addressed those issues with this revised engine.
These changes were made because the HMMWV's with armor weigh over 12,000lbs and are driven by leadfooted grunts. DOD has demanded increased power, and although AMG's Optimizer 6500 has been basically free of bottom end issues, they wanted even more strength before increasing power further. The latest HMMWV engines based on this engine are rated at 250HP and 520lb/ft of torque. This HP and torque puts it in the same category as the International MaxxForce 7, the commercial rated DMax 6.6, and the low-mid level Cummins ISB's. My guess is that they are probably limited by the 4L80E tranny currently used in the HMMWV's. This is why GM derated the DMax's used in vans with the 4L80E. They also probably wanted to be conservative, much like International does with the MaxxForce 7. This same engine in the Ford Pickup (6.4L PowerStroke) makes a hundred more HP over their commercial version, but engine life is probably reduced.
I think I need to win the lottery so I can get one of these
It was the same in the late 70s early 80s when Honda and Mitsubishi used jet valves/prechambers to help with emissions, it helped honda stave off catalysts until '80 when everyone else had been using cats since at least '75.
I only ask because I'm a little ignorant on older 6.2/6.5 technology and these new blocks look quite inviting for a max effort type of deal without having to deal with some of the complexity of a D-max or the weight and size of a B series.
