However, it was also the first Duramax engine built to meet the new emissions standards on diesel trucks that were implemented in It does, however, have a noticeably higher peak torque at lb-ft. It was also the last instance of a Duramax engine being available with a manual transmission. However, it was ultimately replaced by emissions-compliant engines such as the LLM see below. Source: Diesel Experts.
The LMM was the first Duramax engine with a DPF diesel particulate filter , which by mid was required by federal emissions standards. Since no manual transmission was available, every LMM was built with a Six Speed automatic transmission. It has a touch more power and torque, but otherwise this new engine preserved the functionality of previous Duramax models while complying with new emissions regulations. Introduced in , this Duramax employed advanced emissions equipment such as a diesel exhaust fluid injection.
This eliminates cylinder washing concerns and allowed the engine to run on B20 biodiesel. Whereas previous models of the Duramax were minor tweaks on the original design, the LML incorporated a great number of new components. This included an upgraded engine block casting, a new oil pump, main bearing design , and a re-routed oil passage circuit. The result was a substantial boost in both power output and torque.
Released in , the L5P is the latest a greatest version of the Duramax. It is substantially more durable than previous Duramax models and features an impressive HP and lb-ft of torque. Key upgrades include:. A Chevy with a Duramax L5P installed.
Source: GMC. As this list should make clear, the L5P is less of a sibling and more of a distant, much more successful cousin of the other Duramax engines. It is, in short, exactly what a truck diesel engine should be. Four valves are found per cylinder. The casting of the aluminum head uses a new, double-layer water core design.
This design arranges the water cores in layers. The result is a stronger cylinder head structure with better coolant flowing properties. Airflow passages were also revised to improve airflow, helping to increase performance. These new cast-aluminum pistons have a taller crown area, and a remelted combustion bowl rim. Remelting is a process in that extends life and improves durability.
After the pistons are cast, the bowl area is reheated. This creates a finer metal grain structure that can be attributed to longer lifespans. The enhanced oiling circuit offers higher flow and a dedicated turbocharger feed. This provides faster oil delivery and increased pressure at the turbocharger. Piston-cooling jets at the bottom of the cylinder bores were upsized to provide twice the amount of engine oil to the piston crowns.
This further helps lower engine temperatures and increase reliability. The bottom piece is made of laminated steel and helps reduce and vibration. The top piece offers greater rigidity. The new L5P Duramax is by far, the most capable duramax to date, producing horsepower and lb-ft of torque in stock form. Changes included a Borgwerner Variable Geometry Turbocharger, a fuel system overhaul, and a fully-functional hood scoop intake system.
There are a lot of other features that help make the L5P Duramax as impressive as it is too. The L5P Duramax utilizes a variable geometry turbocharger supplied by Borgwerner that is electrically actuated and electronically controlled.
Traditionally, Duramax trucks have been equipped with Garrett units so this is a big shift! This BW variable vane turbocharger utilizes a billet compressor wheel with 11 blades and has a slightly larger inducer than previous Duramax generations.
Maximum boost pressure is increased over the LML, to 28 psi in order to provide better performance. This turbocharger also acts as an exhaust brake, similar to the one found on the LML, just better. Internal leakage was reduced, allowing more exhaust energy to be captured during exhaust braking. The factory exhaust brake system creates peace of mind while towing by adding back pressure in the exhaust system, slowing the vehicle down during deceleration and down-hill driving.
The L5P Duramax uses a common rail direct-injection fuel system. The entire system is made by Denso. The fuel system operates at 29, psi, or 2, bar, which helps provide a cleaner fuel burn to reduce emissions and better overall performance.
This injection pump is drastically different than the Bosch units found on older trucks. This improves longevity of the injection pump because it takes a significant work load off of it. On previous engines, the injection pump would have to both pressurize fuel for the injectors and siphon fuel from the tank.
This was in-efficient and often caused problems on trucks with any sort of performance modifications. These injectors are less complex, but because of their advanced technology, they offer performance similar to piezo-style units. This gives the L5P lower NVH, while simultaneously providing greater efficiency and cleaner emissions. GM incorporated a hood scoop, as pictured above, to provide more cool, dense air to the engine.
Cooler air has greater density which results in better combustion. This improves power, reliability, fuel economy, and reduces emissions. It also helps keep the engine cooler, especially while under heavy load or difficult conditions. It improved on the LB7 and LLY platforms with a more robust block, stouter connecting rods, higher pressure injection system 26, psi vs.
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