Hello everybody!
I believe that reading and understanding information allows people to make educated decisions. I prefer to give someone reading material, instead of giving them my opinion on a matter. What works for my truck may not work for a truck which is in a different climate, being operated differently, subjected to poor quality fuel, etc. For every link I post, there are many more out there, so keep searching and reading. :thumb
To start with, we'll cover the basics. The end of the thread will have a FAQ section.
If you have something to add, let me know! :thumb
***Matching Model Years with Engine RPO Codes***
2001-2004.5
RPO: LB7 (8th #/letter in VIN=1) - 300 bhp (220 kW) @ 3100 rpm / 520 lb•ft (705 N•m) @1800 rpm
Fixed Geometry Turbocharger
Transmission: 5spd Allison 1000 automatic or 6spd ZF6 manual
2004.5-2005
RPO: LLY (8th #/letter in VIN=2) - 305 bhp (227 kW) @3000 rpm / 605 lb•ft (820 N•m) @1600 rpm
Variable Geometry Turbocharger "VGT" (aka. VVT Variable Vane Turbocharger)
Transmission: 5spd Allison 1000 automatic or 6spd ZF6 manual
2006-2007.5
RPO: LLY/LBZ (8th #/letter in VIN=D) - LLY HP/TQ 310/605 / LBZ HP/TQ 360/650
VGT
Transmission: LLY equipped trucks are available with either a 6spd Allison 1000 automatic or a 6spd ZF6 manual LBZ equipped trucks are only available with a 6 spd Allison 1000
*This was a crossover period, much like 1988-1991 GM trucks (C/K/R/V). The LBZ was sold in 2007 "classic" body style Sierra and Silverado trucks.
2007.5-2010
RPO: LMM (8th #/letter in VIN=6) - 365 bhp (272 kW) @3200 rpm / 660 lb•ft (895 N•m) @1600 rpm
VGT
Transmission: 6spd Allison 1000 automatic
2011-2014
RPO: LML (8th #/letter in VIN=8) - 397 horsepower (296 kW) @ 3000 rpm / 765 lb•ft (1,037 N•m) @ 1600 rpm
*Vans and Cab/Chassis trucks, employ the LGH. (8th #/letter in VIN=L) 335 bhp (250 kW) at 3100 rpm and 685 lb•ft (929 N•m) at 1600 rpm*
VGT
Transmission: 6spd Allison 1000 automatic
http://www.duramaxforum.com/forum/g...0-differences-between-lml-lgh.html#post831553
-RPO Emission Control codes-
FE9 = Federal Emissions (example: EGR malfunctions are logged for later review, but do not trigger a CEL or decrease engine power)
NE1 = Northeast Emissions this covers NY, VT, MA, or ME
YF5 = California Emissions
VCL = a CFF (Clean Fuel Fleet) designation required to qualify for certain tax incentives (Commercial LB7)
-Emission control acronyms-
PCV- Positive Crankcase Ventilation (can be either vented to atmosphere or reintroduced to the combustion chamber to further reduce emissions)
EGR- Exhaust Gas Recirculation
DOC- Diesel Oxidation Catalyst
DPF- Diesel Particulate Filter
SCR- Selective Catalyst Reduction
VGT- Variable Geometry Turbocharger
CAC- Charge Air Cooler
-LB7
Federal emissions controls: PCV (vented to atmosphere)/CAC
California emissions: PCV/EGR valve+cooler/CAT/CAC
-LLY
Federal emissions controls: PCV/EGR valve+cooler/DOC/VGT/CAC
-LBZ
Federal emissions controls: PCV/EGR valve+cooler/DOC/VGT/CAC
-LMM
Federal emissions controls: PCV/EGR valve+cooler/DOC/DPF/VGT/CAC
-LML
Federal emissions controls: PCV/EGR valve+cooler/DOC/DPF/SCR/VGT/CAC
-LGH
Federal emissions controls: PCV/EGR valve+cooler/DOC/DPF/SCR/VGT (different turbocharger than LML)/CAC
!!! For those with a means of reading Diagnostic Trouble Codes (DTCs) via the OBD II port, H&S has compiled a very useful and well organized list of DTCs. !!!
DTC List
*Filtration*
-Engine oil-
Oil filters.
Currently, GM's suggested/OE engine oil filter for the 6.6L Duramax is the AC Delco PF 2232. Because the engine block does not have an internal engine oil bypass, the PF 2232 has an internal bypass valve, set between 8-16 psi. This filter is compatible with all 6.6L Duramax engines (LB7+)
Reference: http://www.duramaxforum.com/forum/maintenance/138122-best-oil-filter.html
Bypass oil filtration.
Bypass filtration systems have been around for ages. Whether or not you need one depends on how often you change your oil, operating conditions, etc. The system's principles are simple: The oil supplied by the engine's oil pump is filtered using a "full-flow" filter. This filter filters all the engine oil passing through it. When engine oil is "cold" the pressures seen inside the filter are increased, due to increased viscosity. This increase in viscosity makes it harder to push oil through the filter and this can starve engine components of oil. In order to avoid staving the engine of oil, the "full-flow" filter houses a bypass valve. When open, the bypass valve will allow unfiltered oil to enter the engine. In the AC Delco PF2232 (OEM filter), the bypass valve is set between 8-16 psi. Until the oil is "warm", the valve will remain open. This is why a large percentage of engine wear occurs at startup. By taking a portion of the oil pump's output and filtering it through a secondary, low micron, high efficiency filter, the overall cleanliness of the oil in the pan is much better than with the stock system.
Reference: AMSOIL GM & Duramax 6.6L Oil Bypass Unit
http://www.duramaxforum.com/forum/maintenance/71465-amsoil-bypass-filter.html
http://www.duramaxforum.com/forum/m...08-bypass-oil-filtration-things-consider.html
-Air-
Air filter elements. (Dry vs. Oiled)
A dry element will offer good filtration, excellent air flow and requires next to no maintenance. An oiled element will offer excellent filtration, good air flow and requires minor maintenance. An over oiled element will lead to fouled sensors downstream of the filter. Mass Air Flow (MAF) and Manifold Absolute Pressure (MAP) sensors may need to be cleaned more often when using an oiled element vs. dry.
Reference: http://www.duramaxforum.com/forum/2...ght-2011-duramax-lml-afe-cold-air-intake.html
-Fuel-
Fuel filter change procedure. (LML used for pictures)
Reference: http://www.duramaxforum.com/forum/2.../139151-how-fuel-filter-change-procedure.html
Best fuel filter.
As of May 4th, 2009, AC Delco's "new" TP3012 is GM's suggested/ORIGINAL EQUIPMENT. GM's original suggested/OE fuel filter for the Duramax engine is the AC Delco TP 1298. The TP3012 offers improved filter media and the addition of a coalescing layer. The coalescing layer efficiently removes emulsified water from the fuel, before it is introduced to the high pressure fuel pump. Water separation is instrumental in fuel system longevity. Caterpillar, Donaldson and other "large capacity" canister-style fuel filters may be used, with the addition of a fuel filter adapter. Info on the TP3012
Reference: http://www.duramaxforum.com/forum/general-discussion/158064-best-fuel-filter.html
NickTane CAT Fuel Filter Adapter: http://www.duramaxforum.com/forum/how-tos-diy-write-ups/158020-how-lml-cat-fuel-filter-adapter.html
Pre-filling fuel filters.
On a stock truck, fuel is drawn through the fuel filter, not pushed through it. Fuel from the tank enters the filter along the perimeter of the intake/discharge face. It is then drawn past the filter media and exits via the hole in the CENTER of the intake/discharge face. Any unfiltered fuel in the center of the filter will remain as such. Once the truck is started, this unfiltered fuel will be drawn through and pressurized in the high pressure injection pump, sent to the fuel rails and into the fuel injectors. Unfiltered fuel has been found to be detrimental to the longevity of the high pressure fuel system.
Reference: http://www.duramaxforum.com/forum/maintenance/187329-fill-new-fuel-filter-not-fill-question.html
-Automatic transmission fluid-
Spin-on.
Allison 1000 uses the Allison 29539579 spin-on filter. This filter cleans the fluid used in the valve bank (circuitry). There are cross-over numbers for other filter manufacturers, but the Allison filter can be found at heavy truck shops for a reasonable price. $8-$20 typically.
I believe that reading and understanding information allows people to make educated decisions. I prefer to give someone reading material, instead of giving them my opinion on a matter. What works for my truck may not work for a truck which is in a different climate, being operated differently, subjected to poor quality fuel, etc. For every link I post, there are many more out there, so keep searching and reading. :thumb
To start with, we'll cover the basics. The end of the thread will have a FAQ section.
If you have something to add, let me know! :thumb
***Matching Model Years with Engine RPO Codes***
2001-2004.5
RPO: LB7 (8th #/letter in VIN=1) - 300 bhp (220 kW) @ 3100 rpm / 520 lb•ft (705 N•m) @1800 rpm
Fixed Geometry Turbocharger
Transmission: 5spd Allison 1000 automatic or 6spd ZF6 manual
2004.5-2005
RPO: LLY (8th #/letter in VIN=2) - 305 bhp (227 kW) @3000 rpm / 605 lb•ft (820 N•m) @1600 rpm
Variable Geometry Turbocharger "VGT" (aka. VVT Variable Vane Turbocharger)
Transmission: 5spd Allison 1000 automatic or 6spd ZF6 manual
2006-2007.5
RPO: LLY/LBZ (8th #/letter in VIN=D) - LLY HP/TQ 310/605 / LBZ HP/TQ 360/650
VGT
Transmission: LLY equipped trucks are available with either a 6spd Allison 1000 automatic or a 6spd ZF6 manual LBZ equipped trucks are only available with a 6 spd Allison 1000
*This was a crossover period, much like 1988-1991 GM trucks (C/K/R/V). The LBZ was sold in 2007 "classic" body style Sierra and Silverado trucks.
2007.5-2010
RPO: LMM (8th #/letter in VIN=6) - 365 bhp (272 kW) @3200 rpm / 660 lb•ft (895 N•m) @1600 rpm
VGT
Transmission: 6spd Allison 1000 automatic
2011-2014
RPO: LML (8th #/letter in VIN=8) - 397 horsepower (296 kW) @ 3000 rpm / 765 lb•ft (1,037 N•m) @ 1600 rpm
*Vans and Cab/Chassis trucks, employ the LGH. (8th #/letter in VIN=L) 335 bhp (250 kW) at 3100 rpm and 685 lb•ft (929 N•m) at 1600 rpm*
VGT
Transmission: 6spd Allison 1000 automatic
http://www.duramaxforum.com/forum/g...0-differences-between-lml-lgh.html#post831553
-RPO Emission Control codes-
FE9 = Federal Emissions (example: EGR malfunctions are logged for later review, but do not trigger a CEL or decrease engine power)
NE1 = Northeast Emissions this covers NY, VT, MA, or ME
YF5 = California Emissions
VCL = a CFF (Clean Fuel Fleet) designation required to qualify for certain tax incentives (Commercial LB7)
-Emission control acronyms-
PCV- Positive Crankcase Ventilation (can be either vented to atmosphere or reintroduced to the combustion chamber to further reduce emissions)
EGR- Exhaust Gas Recirculation
DOC- Diesel Oxidation Catalyst
DPF- Diesel Particulate Filter
SCR- Selective Catalyst Reduction
VGT- Variable Geometry Turbocharger
CAC- Charge Air Cooler
-LB7
Federal emissions controls: PCV (vented to atmosphere)/CAC
California emissions: PCV/EGR valve+cooler/CAT/CAC
-LLY
Federal emissions controls: PCV/EGR valve+cooler/DOC/VGT/CAC
-LBZ
Federal emissions controls: PCV/EGR valve+cooler/DOC/VGT/CAC
-LMM
Federal emissions controls: PCV/EGR valve+cooler/DOC/DPF/VGT/CAC
-LML
Federal emissions controls: PCV/EGR valve+cooler/DOC/DPF/SCR/VGT/CAC
-LGH
Federal emissions controls: PCV/EGR valve+cooler/DOC/DPF/SCR/VGT (different turbocharger than LML)/CAC
!!! For those with a means of reading Diagnostic Trouble Codes (DTCs) via the OBD II port, H&S has compiled a very useful and well organized list of DTCs. !!!
DTC List
*Filtration*
-Engine oil-
Oil filters.
Currently, GM's suggested/OE engine oil filter for the 6.6L Duramax is the AC Delco PF 2232. Because the engine block does not have an internal engine oil bypass, the PF 2232 has an internal bypass valve, set between 8-16 psi. This filter is compatible with all 6.6L Duramax engines (LB7+)
Reference: http://www.duramaxforum.com/forum/maintenance/138122-best-oil-filter.html
Bypass oil filtration.
Bypass filtration systems have been around for ages. Whether or not you need one depends on how often you change your oil, operating conditions, etc. The system's principles are simple: The oil supplied by the engine's oil pump is filtered using a "full-flow" filter. This filter filters all the engine oil passing through it. When engine oil is "cold" the pressures seen inside the filter are increased, due to increased viscosity. This increase in viscosity makes it harder to push oil through the filter and this can starve engine components of oil. In order to avoid staving the engine of oil, the "full-flow" filter houses a bypass valve. When open, the bypass valve will allow unfiltered oil to enter the engine. In the AC Delco PF2232 (OEM filter), the bypass valve is set between 8-16 psi. Until the oil is "warm", the valve will remain open. This is why a large percentage of engine wear occurs at startup. By taking a portion of the oil pump's output and filtering it through a secondary, low micron, high efficiency filter, the overall cleanliness of the oil in the pan is much better than with the stock system.
Reference: AMSOIL GM & Duramax 6.6L Oil Bypass Unit
http://www.duramaxforum.com/forum/maintenance/71465-amsoil-bypass-filter.html
http://www.duramaxforum.com/forum/m...08-bypass-oil-filtration-things-consider.html
-Air-
Air filter elements. (Dry vs. Oiled)
A dry element will offer good filtration, excellent air flow and requires next to no maintenance. An oiled element will offer excellent filtration, good air flow and requires minor maintenance. An over oiled element will lead to fouled sensors downstream of the filter. Mass Air Flow (MAF) and Manifold Absolute Pressure (MAP) sensors may need to be cleaned more often when using an oiled element vs. dry.
Reference: http://www.duramaxforum.com/forum/2...ght-2011-duramax-lml-afe-cold-air-intake.html
-Fuel-
Fuel filter change procedure. (LML used for pictures)
Reference: http://www.duramaxforum.com/forum/2.../139151-how-fuel-filter-change-procedure.html
Best fuel filter.
As of May 4th, 2009, AC Delco's "new" TP3012 is GM's suggested/ORIGINAL EQUIPMENT. GM's original suggested/OE fuel filter for the Duramax engine is the AC Delco TP 1298. The TP3012 offers improved filter media and the addition of a coalescing layer. The coalescing layer efficiently removes emulsified water from the fuel, before it is introduced to the high pressure fuel pump. Water separation is instrumental in fuel system longevity. Caterpillar, Donaldson and other "large capacity" canister-style fuel filters may be used, with the addition of a fuel filter adapter. Info on the TP3012
Reference: http://www.duramaxforum.com/forum/general-discussion/158064-best-fuel-filter.html
NickTane CAT Fuel Filter Adapter: http://www.duramaxforum.com/forum/how-tos-diy-write-ups/158020-how-lml-cat-fuel-filter-adapter.html
Pre-filling fuel filters.
On a stock truck, fuel is drawn through the fuel filter, not pushed through it. Fuel from the tank enters the filter along the perimeter of the intake/discharge face. It is then drawn past the filter media and exits via the hole in the CENTER of the intake/discharge face. Any unfiltered fuel in the center of the filter will remain as such. Once the truck is started, this unfiltered fuel will be drawn through and pressurized in the high pressure injection pump, sent to the fuel rails and into the fuel injectors. Unfiltered fuel has been found to be detrimental to the longevity of the high pressure fuel system.
Reference: http://www.duramaxforum.com/forum/maintenance/187329-fill-new-fuel-filter-not-fill-question.html
-Automatic transmission fluid-
Spin-on.
Allison 1000 uses the Allison 29539579 spin-on filter. This filter cleans the fluid used in the valve bank (circuitry). There are cross-over numbers for other filter manufacturers, but the Allison filter can be found at heavy truck shops for a reasonable price. $8-$20 typically.