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Inside The VM Motori 3.0L V6 Diesel Engine Photo Gallery
We Get Inside The First Potential 1/2 Ton Diesel Engine
David Kennedy –
Aug 1, 2012
Photo 1/34 | vm Motori Banks 630t Diesel V6 Engine complete Engine | Inside The VM Motori 3.0L V6 Diesel Engine
Photo 2/34 | vm Motori Banks 630t Diesel V6 Engine complete Engine | Inside The VM Motori 3.0L V6 Diesel Engine
Photo 3/34 | vm Motori Banks 630t Diesel V6 Engine complete Engine | Overall, the Banks 630T version of this engine is a very tightly packaged powerplant that is more power dense than any diesels we usually work with, and that means two things: It’ll make a great swap for vehicles that can’t fit a large truck engine, and whatever this engine goes in it’s sure to be a rocket ship.
Photo 4/34 | vm Motori Banks 630t Diesel V6 Engine engine Dyno | As you read this, Banks is creating its own 268hp calibration for the 630T on an engine dyno. Once that’s complete, the engine will be subjected to a torturous 400-hour NATO durability test to prove this powertrain is ready for combat use. Stay tuned for more on this mighty V-6.
Photo 5/34 | vm Motori Banks 630t Diesel V6 Engine gale Banks Engine Tag | VM Motori’s 3.0L diesel is manufactured in Cento, Italy and is available in various
power outputs from 190 to 268 hp. The engine was originally developed for passenger car use, which means it offers a much broader power curve than the medium-duty truck engines we’re used to. The Banks Powertrain division of Gale Banks Engineering is developing this VM Motori engine for use in extreme applications by our military. Banks calls this engine the 630T.
Photo 6/34 | vm Motori Banks 630t Diesel V6 Engine engine Block | The 630T’s 60-degree V-6 block is made from high-strength compacted-graphite. On an engine stand, this state-of-the-art casting looks surprisingly compact, but take note of the structural webbing in the valley, and the beefy cylinder walls.
Photo 7/34 | vm Motori Banks 630t Diesel V6 Engine cylinders | The block is similar in architecture to what is arguably the best part of the 6.0L Power Stroke’s engine design. It features four 14mm head bolts per cylinder and a one-piece bedplate instead of individual main-bearing caps. Note the large coolant (A) and oil drain passages (B) that hint at the amount of cooling this engine was designed to handle.
Photo 8/34 | vm Motori Banks 630t Diesel V6 Engine main Bearing Web | When flipped over, you can see the large main-bearing webs that are cast into the reinforced crankcase. While the current Cummins, Duramax, and Power Stroke all use deep-skirted Y-blocks (which the aftermarket likes to add girdles to for high-power use), the 630T requires no girdle, as it features a one-piece bedplate that locks the crankshaft in place with 24 bolts.
Photo 9/34 | vm Motori Banks 630t Diesel V6 Engine oil Jet | Each of the cylinders is equipped with its own oil jet to cool the bottom of the pistons. The way they were designed, they could be easily upgraded with larger nozzles for more flow as the power level of the engine is increased.
Photo 10/34 | vm Motori Banks 630t Diesel V6 Engine crank Shaft | Compared to the Cummins inline cranks you’ve seen, this V-6 crank is compact and lightweight. Thanks to its forged-steel design, however, it is still a burly piece that’s likely capable of handling more power than the stock connecting rods—just like the 5.9L Cummins.
Photo 11/34 | vm Motori Banks 630t Diesel V6 Engine bedplate | Here’s the bedplate that holds the crank to the block. By making this one piece, the 3.0L has a rock-solid foundation and ensures bearing failure will not occur because of bearing cap distortion. The bedplate features 12mm bolts to attach this to the block—again, just like the 5.9L Cummins. Also of note are the large oil passages (A) that are used to keep oil drained from the heads from dripping onto the crankshaft.
Photo 12/34 | vm Motori Banks 630t Diesel V6 Engine windage Tray | The term “windage” is used to describe the friction of an object moving through a fluid. In an engine, the main source of windage is the crankshaft and connecting rods moving through motor oil. To reduce the chance of power-robbing windage from occurring, this shield (windage tray) is fitted between the bedplate and the oil pan to keep oil from sloshing up onto the crankshaft.
Photo 13/34 | vm Motori Banks 630t Diesel V6 Engine oil Pan | The 3.0L’s oil pan is a piece of cast-aluminum beauty. Using aluminum aids in cooling the engine oil, acts to quiet the engine by adding additional structure, and provides an additional area for the transmission’s bellhousing to mount to—which, believe it or not, is key for vehicles that see high-speed driving.
Photo 14/34 | vm Motori Banks 630t Diesel V6 Engine oil Pickup Tube | As diesel owners, we are familiar with exhaust gas temperature (EGT) that gives us a sense of the abuse the tops of our pistons are seeing. But when we add more power to our daily drivers and tow vehicles, we also need to watch the engine’s oil temperature. The oil temperature gives us a sense of how the engine is really coping with the extra burden. To keep high-powered engines alive over the long haul, they need lots of piston-oil cooling, and thankfully the 3.0L’s oil pump and pickup tube are huge. The tube itself is nearly the same size as what’s found in the current Duramax.
Photo 15/34 | vm Motori Banks 630t Diesel V6 Engine pistons And Rods | These connecting rods feature Cummins-like rod caps that are so large their parting lines need to be rotated to fit through the cylinder bore. Speaking of the caps, they are of the cracked-cap deign, which means the rods are built as one piece, and the cap is literally cracked off to ensure each one has its own perfect fit.
Photo 16/34 | vm Motori Banks 630t Diesel V6 Engine wristpins | To reduce mass yet retain strength, the rods feature keystone-shaped ends that
connect to the floating wristpins.
Photo 17/34 | vm Motori Banks 630t Diesel V6 Engine piston | The pistons are made from cast-aluminum and have large, blunt lips on the top of the bowls to manage extreme heat.
Photo 18/34 | vm Motori Banks 630t Diesel V6 Engine heads | The aluminum heads on this engine are unlike anything we’re used to in this industry. The DOHC configuration means there are separate cams for the intake and exhaust valves, there are no pushrods to flex, and the engine will love to rev.
Photo 19/34 | vm Motori Banks 630t Diesel V6 Engine injectors | The engine uses Bosch CRIN 3.4 injectors that are clamped through the valve covers using these studs that are pressed into the head. Note: There are no pressed-in injector sleeves on this engine.
Photo 20/34 | vm Motori Banks 630t Diesel V6 Engine intake Port | Banks engineer Matt Trainham told us the heads have more flow potential than the Duramax as there are no pushrods to snake the ports around. There are two intake ports per cylinder that are sized to create swirl and increase air velocity. On some versions of this engine, there are valves in the intake manifold that can be used to amplify this effect for better off-idle response.
Photo 21/34 | vm Motori Banks 630t Diesel V6 Engine exhaust Ports | From this angle, you can see the siamesed exhaust ports, and the area where the injectors and glow plugs enter the cylinders.
Photo 22/34 | vm Motori Banks 630t Diesel V6 Engine ports | Even as cast from the factory, the ports have very smooth and consistent shapes that are far better than what we are used to seeing on our diesel truck engines.
Photo 23/34 | vm Motori Banks 630t Diesel V6 Engine cam Shafts | There are four camshafts in the engine. The exhaust cams are driven off the front of the engine by a chain, and the intake cams are then geardriven from the exhaust cams. The round plastic piece on the intake cam (arrow) is part of the engine’s closed-crankcase ventilation system.
Photo 24/34 | vm Motori Banks 630t Diesel V6 Engine valve Covers | Plastic valve covers are used to reduce weight and provide a layer of sound insulation in passenger-car applications.
Photo 25/34 | vm Motori Banks 630t Diesel V6 Engine engine Front Cover | The engine’s three-piece front cover is cast aluminum, and it ties the front of the oil pan to the engine block.
Photo 26/34 | vm Motori Banks 630t Diesel V6 Engine engine Front Cover | As installed on the engine, the cover acts as a mounting system for the injection pump, vacuum pump, and closed-crankshaft ventilation system vent.
Photo 27/34 | vm Motori Banks 630t Diesel V6 Engine vacuum Pump | For vehicles that need vacuum to run the climate controls or brake system, the 3.0L can be fitted with this cam-driven vacuum pump.
Photo 28/34 | vm Motori Banks 630t Diesel V6 Engine oil Filter | In the 240hp version, the oil cooler and oil filter element are mounted high on the driver side of the engine. Depending on the cooling and packaging needs of the vehicle, Banks will have to relocate and upsize this module to suit specific customer needs.
Photo 29/34 | vm Motori Banks 630t Diesel V6 Engine bosch Cp4 Pump | The 3.0L uses a Bosch common-rail injection system that is based on the twin-pumping
element CP4 injection pump used by the current 6.6L Duramax and 6.7L Power Stroke engines. Depending on configuration, this pump can be mounted on the front or rear of the engine, or even in the valley of the engine and driven by a belt. Yes, that means Banks could theoretically bolt three injection pumps to this engine.
Photo 30/34 | vm Motori Banks 630t Diesel V6 Engine fuel Rail | One of the reasons Banks Powertrain chose this engine as its next platform was the fact it uses the rugged and reliable solenoid-style injectors instead of the costly piezo injectors found in other diesels in the 3.0L range.
Photo 31/34 | vm Motori Banks 630t Diesel V6 Engine garrett Turbo | On the 240hp version of this engine, Banks uses a Garrett variable-geometry turbo mounted to the rear of the block. Gale Banks told us the 268hp and 421-lb-ft version of his engine will use Garrett’s latest ceramic ball-bearing turbo (capable of handling 1,500 degree EGT) and Banks’ new exhaust manifolds.
Photo 32/34 | vm Motori Banks 630t Diesel V6 Engine intake Manifold | That turbo will send compressed intake air through an intercooler and then into this two-piece Banks intake manifold that’s being developed to suit a range of power levels. Though not discussed during our visit, this manifold would also be suitable for a twin-turbo application, and we suppose the top half could also be replaced with a supercharger...
Photo 33/34 | vm Motori Banks 630t Diesel V6 Engine automind Stand Alone Computer | Getting an all-new engine like this to run in a standalone configuration requires a special engine controller. Thanks to its close ties with Bosch, Banks has developed its own programmable ECM called the AutoMind that it has already used for its Duramax motorsport and
military engine programs
Photo 34/34 | vm Motori Banks 630t Diesel V6 Engine gale Banks Looking At Sidewinder System On Gm Diesel | Inside The VM Motori 3.0L V6 Diesel Engine