Cateye Silverado Duramax Spec – The Duramak V8 engine is a family of 6.6 liter diesel V8 engines manufactured by DMAKS, a joint venture between General Motors and Isuzu in Moraine, Ohio. Duramak block and heads are supplied from trusted Geral Motors dealers. This engine was originally installed in Chevrolet and GMC trucks in 2001, and has since become an option in pickups, vans and medium-duty trucks. In 2006, production at Moraine was reportedly limited to approximately 200,000 gin 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 design cylinder head.
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LLI (internally called 8GF1) (engine code “2”) is 6.6 L; 403.9 cu in (6,619 cc) turbo engine that 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 LLI was GM’s first attempt to implement emissions requirements on its diesel trucks. To meet this goal, 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 removing the valve covers, saving significant labor costs should injector replacement become necessary.
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There are two VIN codes for the LBZ. The first is the VIN 2 produced in late 2005 and early 2006. The VIN 2 engine is mechanically and physically the same as the VIN D engine, but uses an LLI engine tuning due to the longer time it takes to get the LBZ certified and put into production.
The second is VIN D. This was introduced in 2006 and continued into 2007 sold only in the “Classic” body style. It has an improved computerized engine tune that produces increased power and torque over the 2005 LLI version of the engine. Duramac first appearance in Express/Savanna vans. The LBZ is one of the most sought after Duramak engines due to its robustness, reliability and pre-emissions (DPF appeared on the next generation LMM in 2007).
The LMM (engine code “6”) debuted partway through 2007 and ended production beginning in calendar year 2011 and is paired with a 6-speed Allison transmission. The LMM was the only Duramak offered for the 2007–2010 model years.
The 6.6L Duramak diesel engine (VIN code “L”) is used on interim and 2011 Chevrolet Express and GMC Savana vans and 2011 Chevrolet Silverado and GMC Sierra trucks with RPO ZV9 (chassis cabs or trucks with truck bed wipes). The LGH engine is rated at 335 hp (250 kW) at 3100 rpm and 685 lb⋅ft (929 Nm) 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 Duramak V8 diesel engine. It is another advanced version of the LMM engine with most of the changes related to the necessary drastic reduction in engine emissions. Some mechanical aspects of the engine, such as piston oil flow design for improved temperature control and oil pump design, have also been improved to further increase durability.
The LML engine has been significantly updated for 2011 to provide improved exhaust emissions that comply with new federal diesel emission standards, provide better engine stiffness and further noise reduction. New 29,000 PSI piezo injectors, a complete fuel system that is rugged to tolerate up to 20% biodiesel blend and urea injection (to reduce nitrogen oxides) with a 5.3 gallon urea tank update the fuel and emissions systems. This engine has a fuel injector in the exhaust tract, which allows raw fuel to be injected during the particulate filter recycling routine. The RPO LML engine is rated at 397 hp (296 kW) at 3000 rpm and 765 lb⋅ft (1,037 Nm) of torque at 1600 rpm.
The L5P duramak is the latest version of the Duramak V8 diesel engine. (engine code I) Introduced in the 2017 model year, it is the most powerful pickup truck diesel engine produced by GM with 445 hp (332 kW) at 2,800 rpm and 910 lb⋅ft (1,234 Nm) at 1,600 rpm. Design spec performance can exceed 550 hp (410 kW) at 3,050 rpm and 1,050 lb⋅ft (1,424 Nm) at 1,975 rpm.
The L5D Duramak is a downsized version of the L5P for Chevy Silverado MD and International CV trucks (Class 4, 5, 6). The L5D has been scaled down to increase reliability and reduce downtime. The L5D was introduced in 2018 for the 2019 Chevy Silverado MD and International CV trucks. Specifications for the L5D are 350 hp (261 kV) at 2600 RPM and 700 lb⋅ft (949 Nm) at 1600 RPM. The second generation Duramac is known as LLI. Similar to the LB7, the LLI Duramak is reliable, powerful and free of most of the emissions found on modern diesel trucks such as the L5P. The LLI Duramak trucks do not suffer from the same injector failure problems that the LB7 trucks often had. Instead, many LLI Duramak problems stem from overheating. A new variable vane turbocharger and EGR system were also added. Check out our LLI Duramak specs chart below for detailed information!
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The LLI Duramak was produced from 2004 to 2006, before eventually being replaced by the LBZ Duramak. It was a stepping stone for GM as they began to face stricter emissions requirements thanks to the federal government and California. Despite the extra emissions, the LLI was very powerful and capable of producing 310 horsepower and 605 lb/ft of torque for the time. It was mated to a 5-speed Allison transmission in 2004 and 2005. In 2006, the Allison transmission was upgraded to a 6-speed.
While the LLI Duramak spec chart above mentions the turbocharger found on these trucks, it doesn’t mention the fact that these are some of the largest turbochargers found on any Duramak today. While this makes adding extra horsepower and torque super easy, it also makes the LLI Duramak more susceptible to head gasket failure. Be careful if you decide to tune your LLI with EFI Live or another tuner. You should consider investing in an ARP head kit! If you’re looking to upgrade the performance of your LLI, check out our favorite performance upgrades for the LLI Duramak post.
Although the injector problems of the LB7 Duramak did not carry over to the LLI, the second generation Duramak still has its fair share of problems. Just like the LB7, no lift pumps were included on these trucks stock. An additional lift pump such as a Fass or Air Dog should be one of the first upgrades you consider. It will give you plenty of fuel and offer much better fuel filtration than your stock fuel filter. This will help preserve important and expensive parts such as the fuel injection pump and fuel injectors.
LLI Duramak trucks are known for overheating problems. Factory design issues like a small radiator with less coolant capacity and restrictive airflow make these trucks hot! For more details go to our page about LLI Duramak problems.
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Like other Duramak trucks, if you have an LLI Duramak, you’ll want to upgrade your front end. Want to add bigger tires or a bigger wheel? While independent front suspension, or IFS suspension, provides a very comfortable ride, it’s not nearly as stiff as a straight axle. There are several products you can get to upgrade your front end. I always buy Kryptonite or Cognito front ends for my Duramak trucks. I’ve included some links to my favorite parts below.
The LLI Duramak was sold from 2004 to 2006 and towing capacity varies between model years. Conventional towing capacity for all models is 12,000 lbs. 5th wheel towing capacity varies between years and depends on cab configuration. However, the numbers generally fall between 15,000 lbs and 16,700 lbs. Dually and two-wheel drive models also offer higher towing ratings. Larger cabs and 4vd models offer less 5th wheel towing capacity. Check out our complete Duramak Towing Guide for detailed towing specs!
Check out some of our other resources for LLI Duramak owners! Click on one of the links below or in the sidebar for more information.
Founder of Diesel Resource and a complete diesel head. He has a bit of a problem with buying too many trucks. Learn more about him by checking out his truck. In terms of performance potential, the LLI Duramak offers more of the same, but it also brings with it a few upgrades that separate it from the LB7. First, its injectors have a different design and are accessible from the outside (not under the valve cover). Second, a higher-flow, variable-geometry turbocharger—the Garrett GT3788VA—is used to power the engine. Revised common-rail injectors eliminate what has proven to be the LB7’s Achilles’ heel, and the VVT turbo provides improved drivability throughout the rev range. However, as is the case with every generation of Duramak, the LLI still has its drawbacks. Primarily due to airflow limitations (and the fact that the LLI came with
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