2024 Duramax L5P Engine First Look And Comparison | Banks Exclusive 

Its rare to have anyone be so masterful in their field, rarer still to have them share it.

Word! This guy should get a statue raised after him!

Painful to watch, like he knows this stuff like the back of his hand likely already knows everything that’s required though takes us along for this ride forcing us to watch the evolution in a manner to educate future engineers on how to build an engine.

JHB He is a vary smart man when it comes to Turbos, He started it all many years ago.

Just forget the Dmax. Get the 6.6 gas. It is a torque machine. No DEF or the rest of the problems that can shut you down. If the LML was the best ever years ago, why do they keep changing things. What you bought last year is now old technology.

​@@Mike44460the government is the main reason things change

@@kcchapman2207 rich people wanting more money*

6.6 gasis a gas hog!

@@davehudson1554 I didn't buy it to drive I bought it to pull the RV. It gets 8.5 mpg, about 1 mile less than the Duramax I had. No DEF or crossing my fingers when I got fuel (water). I drive now very relaxed.

Yep, equalisation.

Sounds pretty good, good compression!

😏

Thanks, will do!

​@@bankspower increasing the surface area for combustion to occur simply makes too much sense so huge shout out for doing that in the first instance. As far as what the technical term be *"turbidity"* in the #flow_control business is a literal Industry unto itself but absolutely for a pressure based system which diesel is as opposed to petrol/gasoline ignition combustion the cleanest burn possible (no residue) is absolutely 100% spot on correct to say not only most *"efficient"* (fuel needed to generate ouput) but more importantly and why diesels still command premium over petrol/gasoline is because of how robust the basic functioning of the engine system is over the lifetime of use which ideally in the trucking World which I once knew was measured in the *MILLIONS* of miles. *"heat"* (friction technically) is a problem absolutely and that is a sadly all too easy to explain issue namely "air" as you term it is 70% nitrogen which has been the ruination of every high output motor ever put together in Human existence as unlike oxygen which is the combustion fuel very dense nitrogen is the "heat" that is combusting your diesel fuel to create the power output. All of this "mixture"(soot) is what needs to be expelled and again spot on this is a sign of inefficiencies and power loss being generated in the combustion chamber itself and over time. The most simple solution is of course just run at lower speeds and rpms/problem solved but these aren't farm Tractors absolutely so one possible solution and again I am in no way an expert but I certainly know a Rocket Scientist or two forced to spool up pumps to deliver fuel *DIRECTLY* into the air itself as power delivery so they are sitting on a bomb/no containment and think about this chemistry problem night and die and this project here being *internal* combustion not lighting the air on fire my first thought is to add *"dimpling"* or *"dimple holes"* like a golf ball to add even more surface area for the fuel air mixture to combust upon instead of simply within. Point being forget the "flow" let's maximize the *MIXING* fuel plus air creating better bonding best possible bonding between fuel and air through some kind of *"effecting droplets"* process. Probably been tried and deemed a dead end but that would be my two cents for this challenge anyways. Crawl walk run in anything diesel as anything that works great as a tractor type if then leveled up to the commercial truck Class 8 type ... well, congratulations you just made the best Tractor engine now too! Can't say enough about the importance of both fuel and air filters in these systems plus fuel cleaning *"detergents"* to free up any buildup carbon which is normative. Ironically enough gasoline makes for a great detergent one of the best so imagine wonder on wondering that one for a minute and drop the urea but at a small gasoline tank and *"cleaning port"* might be another thought as far easier to pour in gasoline than jugs of urea which was one of the reasons I was glad to get out of the trucking business period. Don't even get me started on methanol tho..

I know. It's refreshing that there isn't some regression of quality.

They've had them on European and Japanese engines for at least 30 years if not longer.

@@mattsmith4053 isn't that fuckin thing Japanese?... ISUZU

@@elroyelblander6277 didn't realise Isuzu were involved with designing them.

. Backwards compatible with 2023 and back engines? Be cool to increase idle oil pressure just with a piston cooler bolt change.

@elroyelblander6277 - Duramax is not a Japanese engine. DMax Ltd. company is 100% owned by General Motors with GM/DMAX owning of the intellectual property on the L5P since 2017. Isuzu is no longer involved with building the Duramax engines. Even better, Duramax engines are built right here at home in Brookville and Moraine, OH.

Yeah it's funny how World War 3 with Putin Russia suddenly improves everything.