Cateye Duramax Used

Cateye Duramax Used – The Duramax V8 engine is a family of 6.6 liter V8 diesel engines manufactured by DMAX, a union between Geral Motors and Isuzu in Moraine, Ohio. The Duramax block and heads are supplied by reliable suppliers of Geral Motors. This engine was initially installed in 2001 Chevrolet and GMC trucks and has since become an option in pickups, vans, and medium duty trucks. In 2006, production in Moraine was reportedly limited to around 200,000 gines per year.

RPO LB7 (engine code “1”) was first introduced in 2001 and continued until early 2004. It is a 32 valve design with high pressure common rail direct injection and an experimental composite cylinder head design.

Cateye Duramax Used

The LLY (internally called 8GF1) (engine code “2”) is a 6.6 L; 403.9 cu in (6,619 cc) turbo engine which debuted in mid 2004 and continued through late 2005. It is a 32 valve design with high pressure common rail direct injection and aluminum cylinder heads. The LLY was GM’s first attempt to implement emissions requirements on their diesel trucks. To achieve this, they turned to a newly developed Garrett turbocharger with a variable geometry vane system and installed an EGR valve. Learning from the problems with the injectors in the previous LB7, GM changed the valve covers to allow access to the injectors without having to remove the valve covers, saving significant labor costs should the injector need be replaced.

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There are two VIN codes for the LBZ. The first is the VIN 2 produced between late 2005 and early 2006. The VIN 2 engine is mechanically and physically the same as the VIN D engine but uses the LLY engine tuning due to the LBZ tuning it employs more time to be EPA certified and put into production.

The second is VIN D. This was introduced in 2006 and continued in 2007 sold only in the “classic” body style. It has an improved engine computer tuning that produces more power and torque than the 2005 LLY version of the engine. First appearance of the Duramax in the Express / Savanna vans. The LBZ is one of the most sought after Duramax engines for its robustness, reliability and pre-emissions (the DPF appeared on the new generation LMM in 2007).

The LMM (engine code “6”) debuted in mid-2007 and ended production at the start of the 2011 hot year and is mated to the Allison 6-speed transmission. LMM was the only Duramax offered for the 2007-2010 model years.

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The 6.6 liter Duramax diesel engine (VIN code “L”) is used on 2010 and 2011 Chevrolet Express and GMC Savana vans and 2011 Chevrolet Silverado and GMC Sierra trucks with RPO ZW9 (cab or truck with deletion of collection box). The LGH engine is rated at 335 bhp (250 kW) at 3100 rpm and 685 lb⋅ft (929 N⋅m) at 1600 rpm. Similar to the LML, this engine also uses a DPF and DEF system to meet emission standards.

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The 6.6L RPO LML (VIN code “8”) is the 2011-2016 version of the Isuzu / GM Duramax V8 diesel engine. It is a further advanced version of the LMM engine with most modifications addressing a required drastic reduction in engine emissions. Some mechanical aspects of the engine, such as the piston oil flow design for better temperature control and the oil pump design, have also been improved to further improve durability.

The LML engine has been significantly upgraded for 2011 to provide improved exhaust emissions that meet the new federal emissions standards for diesel engines, provide improved engine stiffness and further noise reduction. New 29,000 PSI piezo injectors, a complete fuel system that won’t tolerate biodiesel blends up to 20%, and urea injection (to reduce nitrogen oxides) with a 5.3 gallon urea tank are upgrading the fuel and emissions systems. This engine has a fuel injector in the exhaust tract, to allow injection of raw fuel during the soot filter recycling routine. The RPO LML engine is rated at 397 hp (296 kW) at 3000 rpm and 765 lb⋅ft (1,037 N⋅m) of torque at 1600 rpm.

The duramax L5P is the latest version of the Duramax V8 diesel engine. (engine code Y) Introduced in model year 2017, it is the most powerful pickup truck diesel engine that GM has produced with 445 hp (332 kW) at 2,800 rpm and 910 lb⋅ft (1,234 N⋅m) at 1,600 rpm / min. Design specification performance can exceed 550 bhp (410 kW) at 3050 rpm and 1,050 lb⋅ft (1,424 N⋅m) at 1975 rpm.

The L5D Duramax is a scaled-down version of the L5P for Chevy Silverado MD and International CV (Class 4, 5, 6) trucks. The L5D has been downgraded to increase reliability and reduce downtime. The L5D was introduced in 2018 for the 2019 model year Chevy Silverado MD and International CV trucks. The specifications for the L5D are 350 hp (261 kW) at 2600 rpm and 700 lb⋅ft (949 N⋅ m) at 1600 rpm. Chevy runs deep and the Duramax-powered GMs with Allison transmissions behind them run even deeper! All in all, Chevy Silverados and ¾ and 1 ton GMC Sierras offer what are arguably the best all-round heavy trucks produced by the big three. Whether you’re looking for power and torque, fuel economy, ride comfort, or reliability, the Duramax-equipped cars coming out of Detroit over the past decade and a half are hard to beat.

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Fair warning, these trucks generally hold their value better than Ford and even Dodge trucks of the same vintage, and the pre-emission (2001-2007) versions are highly sought after. So, keep in mind that you may have to fork out over $ 20,000 or more for an immaculate truck between the ages of 10 and 12.

While the first GM truck models to offer the Duramax engine / Allison transmission combination are aging, the clean versions can still cost quite a bit. The only Achilles heel of the LB7 Duramax engine is an injector failure. Sooner or later, the injectors will need to be replaced (a cost of $ 3,000 to $ 4,000 depending on the shop doing the job). However, once the injector problem is fixed, the LB7 is extremely reliable. The lightweight, independent front suspension on these trucks makes achieving 20 mpg a breeze and gives them better ride comfort than their Ford and Dodge solid front axle counterparts.

Best year (s): Any year, provided all 8 injectors have been replaced with genuine Bosch remanufactured units

As for the powertrain, suspension, and chassis, few changes exist between the LB7-equipped GMs and the ’04 .5-‘05.5 LLY Duramax trucks. However, the LLY engines do not have the same problems with the injectors as the LB7 (and the LLY injectors are accessible without pulling the valve covers). Instead, this Duramax generation is notorious for overheating issues, particularly when towing heavy loads. Also, high-mileage versions tend to pop head gaskets. On the plus side, the LLY featured the largest turbo offered on any Duramax engine and uses variable geometry technology for optimal spool-up, mid-range and high-end power.

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Best year (s): Any year – just be prepared for the possibility of replacing the cylinder head gaskets and dealing with overheating issues if you plan to tow heavily.

Perhaps the most desired of all Duramax models are the ’06 -’07 Classic body trucks. With arguably the best plug-and-play power potential (plus 360 horsepower offered out of the box), the latest of the (essentially *) zero-emission engines, and a more powerful six-speed Allison to back them up, the LBZ Duramax has a lot to do. to offer. These trucks still incorporate Bosch’s quiet and proven common rail injection system, IFS, and are very reliable. However, all of the above comes at a high price on most models. Unless you find a bargain, expect to pay 20,000 (or more) for a low-mileage version in excellent condition.

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* Exhaust Gas Recirculation (EGR) was used on ’06 -’07 trucks (as well as ’04 .5-‘05.5 LLY), but the diesel particulate filter and diesel oxidation catalyst had not yet debuted.

A brand new body style, significantly improved interior and a new version of the Duramax graced the 2500 HD and 3500 model year trucks from ‘07.5 to ’10. In order to meet the stricter emissions standards, the Duramax LMM would be the first 6.6-liter to have a diesel particulate filter, a diesel oxidation catalyst and a larger EGR system. As the exhaust aftertreatment process requires fuel to run, mileage numbers are lower starting with the GMT900 generation. Aside from that, the LMM engine itself has remained very similar (to some extent difficult) to the LBZ that preceded it, meaning the performance potential is just as good.

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Thanks to a fully boxed chassis, stronger independent front suspension, and an asymmetrical leaf spring design (with wider leaf springs to boot), the 2011 thru 2016 trucks are the most capable trailers GM has ever produced. As for the LML Duramax under the hood, its interiors remain similar to those found in the LBZ and LMM mills. As for emissions, it goes a step further than what you’ll find on ’07 .5-’10 LMM trucks with the addition of diesel exhaust fluid (also known as urea injection). Subtle to major issues emerge due to the increased complexity of emissions controls and the aftertreatment system, and a different injection pump (used to meet stricter emissions standards) leads to lower plug-and-play potential than the previous models. 2007 Chevrolet SILVERADO 2500HD CLASSIC LT3 CREW CAB / 4WD / 6.6L DURAMAX

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