Cat Eye Chevy Duramax Spec

Cat Eye Chevy Duramax Spec – After exhausting the pros and cons of each Duramax, it’s time to pick a favorite, but it’s anything but an easy decision. The truth is that each variant of the iconic 6.6L V8 diesel has its strong points. The LB7 is the simplest in terms of emissions control, while the LLY comes with the largest turbocharger ever offered. The LBZ includes a number of improvements, including more power, and the addition of the LMM diesel particulate filter, which is almost a mirror image of it. The LML brought higher fuel pressure, cleaner emissions and nearly 400 horsepower to the equation, while the current L5P upped the ante, with a potential 600rwhp in the No. 17 GM trucks.

To wrap up our Duramax history lesson series, let’s go through a few low points associated with each factory. Then we’ll reveal our favorite and why. Even if you’re partial to another RPO code, Duramax, we don’t blame you. Regardless of generation, you really can’t go wrong with any version of this engine. Hardware wise, they are pretty solid. With proper care, they can last you 300,000 miles, but if you want to keep them longer, they can definitely last 500,000 miles (or more). The Duramax platform has made GM a viable contender in the diesel pickup game since the turn of the century, and there are no signs of that changing in the future.

Cat Eye Chevy Duramax Spec

It is not simplified from the original 6.6L: LB7. With the exception of the California models, the first Duramax was effectively free of the problematic emissions control equipment that would be introduced in the coming years. No EGR and certainly no Diesel Particulate Filter (DPF), just a catalytic converter. The LB7 also utilized a fixed-geometry turbocharger—the only Duramax to do so—meaning no turbocharger circuit or powertrain issues.

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Blazing the path of common rail spray in the diesel truck segment has not been of interest to GM. Cracked and/or leaking injectors can fill the crankcase full of diesel fuel, cause excessive tailpipe smoke and, if neglected enough, cause irreversible engine damage. Today, the LB7 injection problems have all but been solved (thanks to improvements in injector design and materials), but if we were in the market for a pre-owned Chevrolet or GMC HD, we’d be a little uncomfortable with the low-mileage purchase. ’01-’04 models.

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With the factory-spec Garrett GT3788VA turbocharger attached to it, the LLY (found on ‘04.5-‘05.5 trucks) has arguably the most tuneful horsepower potential of any Duramax produced between 2001 and 2016. Compression wheels and the highest turbocharger height of any GT3788VA (15mm), ample intake and exhaust flow support 2500 and 3500 model Chevrolet Silverados and GMC Sierras. Plus, the LLY-spec’d GT3788VA sports 360-degree thrust for optimal turbo longevity.

Unfortunately for LLY, it is notorious for overheating in drag situations. Coolant temperatures of 230 degrees will not be seen when running this engine, mainly due to the restricted turbo ports, underline radiator, and poor cooling rack blocking airflow. Over time, as many LLY motor trucks have been tuned for most of their lives, buying a 200,000 cc version means you’ll soon be pulling a new fuel tank head.

With beefier suspension, meatier struts, taller main bearing caps, a revised, higher-pressure common-rail injection system, and 360hp out of the box, it’s hard not to like the L0Z, available on GM trucks in ’06-’07. Model years. While working to meet tougher NOx and particulate matter emissions regulations set to go into effect in 2007, GM made the necessary changes in 2006, which resulted in the LBZ becoming the LMM (‘07.5-’10) with minimal changes. can go . Consequently, the LBZ is an LMM without an after-treatment system (i.e. DPF and mileage and long-life kill recovery cycle).

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There’s no doubt that GM’s use of crankcases (and thin-wall crankcases, to boot) makes the LBZ pistons less capable of handling excess cylinder pressure (ie, torque), but the quality of the cast is also questionable by some. Now. If you’re in the market for an LBZ, be aware that the failure rate of the factory pistons increases as you approach 650rwhp. At near-stock power levels, we liken the cracked piston scenario in the LBZ to a killer dowel case hitting a 5.9L Cummins. It can happen anytime if you don’t ditch the engine and eliminate the possibility.

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To achieve the 765 pound-feet of torque, GM once again increased the Duramax suspension with the LML offered on the ’11-’16 GM HDs. As such, this crank is now used as the basis for many aftermarket performance engines. But not only that, the higher horsepower demands improved oil flow, and the LML uses an 11% more flowing oil pump than the 101-10 engine. To make up for the horsepower (it’s 397 horsepower, out of stock), the LML also sports the lightest rotor assembly of any Duramax.

For emissions purposes, GM has had to move away from the Bosch CP3 in the LML and use Bosch’s CP4.2 instead. Smaller pumps are rated at 29,000 to 30,000,000 psi and, while easier to pack, are prone to catastrophic failure when lack of lubrication or debris enters the high-pressure fuel system. The pitfall of the gas cylinder is that when the dual piston CP4.2 self-destructs, it often takes the injector with it. The first thing to do when getting a used LML is to replace the CP4.2 with the benefit of CP3 (if possible) or install a lift pump (for floatation and low pressure fuel supply).

No other Duramax in history has offered what the L5P does. The Bosch CP4.2 has been ditched in favor of the Denso HP4, Denso’s modern solenoid-style injectors have replaced the Bosch piezoelectric device used in the LML, and the injection pump is supported by a lift for the first time. Pump. The radically different tail-aluminum heads get some airflow, the variable-geometry turbocharger is made by BorgWarner (not Garrett), and sports 61mm billet compression wheels that are both controlled and electrically actuated. The result is the latest and greatest Duramax on the market with 445 horsepower across the showroom floor and 910 pound-feet of torque. Check out the turning curve on the table!

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By far, L5P’s biggest drawback is that it’s too new. While we know that the new Denso injection system is capable of great performance, we still don’t know how reliable it is. As can be said for the top-of-the-line, all-electric BorgWarner turbocharger that sits in the valley. While everything looks good on paper, it hasn’t proven to be as reliable, day-to-day, as it used to be. Only time will tell.

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We’re big fans of the LBZ Duramax, thanks to its durable CP3, pre-DPF emissions system and its use of the tried-and-true Bosch common rail system. It’s improved on the LB7 and LLY platforms with stiffer suspension, connecting rods, a higher-pressure injection system (26,000 psi vs. 23,000 psi) and a more powerful, six-speed Allison automatic transmission. With an LBZ engine, you’ve gone over the double limit with a ’06-07 Chevy or GMC HD, seen a bump in fuel economy, enjoyed reliability, and still have a lighter (and nicer-looking) classic body style. With no propellers or fuel modes (other than the throttle), you can dip to 12 in quarter-ton mileage with a 4×4 crew cab. Trust us, there’s a reason these 13-year-old gems are still fetching $20K on the used truck market. All in all, the ¾- and 1-ton Chevy Silverados and GMC Sierras are arguably the best all-around heavy-duty trucks from the big three manufacturers. Whether it’s horsepower and torque, fuel economy, ride comfort or reliability, it’s hard to beat the Duramax-equipped rigs coming out of Detroit over the past decade and a half.

Fair warning, these trucks generally hold up better than similarly priced Ford or Dodge trucks, and the pre-emissions versions (2001 to 2007) are popular. So, keep in mind that you should be spending $20,000 or more for a 10- to 12-year-old truck.

While the early models of GM trucks that offered the Duramax engine/Allison transmission are obsolete, clean versions can still command a pretty penny. Injection failure is the Achilles heel of the LB7 Duramax engine. Sooner or later, the injectors will need to be replaced ($3,000 to $4,000

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