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Chevrolet LBZ Specifications
| Engine Model: Chevrolet LBZ Duramax |
| Engine Type: 4-cycle 8-cylinder DOHC 32-valve turbocharged liquid-cooled diesel |
| Total Displacement: 402.7 cu.in (6.59 L) |
| Rated Engine Power: 360 Hp (260 kW) at 3200 rpm |
| Fuel System Type: Bosch common-rail direct injection |
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| General Technical Data |
The Chevrolet LBZ Duramax is a 6.6-liter, V8,
turbocharged diesel engine. This power unit is a member of General
Motors' second-generation Duramax family, produced between 2006 and 2007
for heavy-duty pickup trucks and chassis cab applications. The LBZ is
distinguished as the final Duramax variant sold without a
factory-equipped diesel particulate filter (DPF), contributing to its
reputation for strong performance and reduced exhaust system complexity.
The engine employs a direct injection common-rail fuel system, a
variable geometry turbocharger (VGT), and dual overhead camshafts (DOHC)
with four valves per cylinder. Engineering priorities focused on
delivering exceptional torque, robust towing capability, and improved
refinement over previous iterations, while meeting EPA 2007 emissions
standards through advanced combustion control and exhaust gas
recirculation.
Engine Type: 90-degree V8, diesel, turbocharged, DOHC
Displacement: 6599 cc (402.7 cubic inches)
Bore: 103.0 mm (4.055 inches)
Stroke: 99.0 mm (3.897 inches)
Compression Ratio: 16.8:1
Firing Order: 1-2-7-8-4-5-6-3
Cylinder Numbering: Left bank (driver side): 1-3-5-7; Right bank
(passenger side): 2-4-6-8
Maximum Power Output: 260 kW (360 Hp) at 3200 rpm
Maximum Torque: 650 Nm (480 lb-ft) at 1600 rpm
Fuel Type: Ultra-low sulfur diesel (ULSD)
Oil Quality Specification: API CJ-4, ACEA A3/B4
Engine Oil Capacity (including filter): 10.0 liters (10.57 US quarts)
Coolant Capacity (total system): 15.7 liters (16.59 US quarts)
| Cylinder Block |
The cylinder block is a cast iron structure with a deep-skirt design, providing high rigidity to manage combustion forces and reduce vibration. It utilizes a six-bolt main bearing cap configuration with cross-bolted steel caps, securing the crankshaft with exceptional stability. The crankshaft is a forged steel unit with induction-hardened journals.
Cylinder bores are machined directly into the iron block and are fitted with cast iron dry cylinder liners for durability and precise bore geometry. Connecting rods are forged steel with fracture-split big end caps. Pistons are aluminum alloy with a steel crown insert (reentrant bowl design) to withstand high combustion temperatures and pressures, and are cooled by dedicated oil jets.
| Cylinder Head and Valves |
Each cylinder bank is fitted with a separate gray cast iron cylinder head. The design employs dual overhead camshafts (DOHC) per bank, driven by a single, maintenance-free timing gear train at the rear of the engine. Each cylinder operates with four valves (two intake, two exhaust), actuated by roller-type followers.
Valve clearance is set via mechanical lash adjusters, requiring periodic inspection and adjustment. The cylinder heads feature a high-strength material composition to resist warping and incorporate two-stage valve springs. The head gasket is a multi-layer steel (MLS) type, designed to seal high cylinder pressures and provide reliable service under severe loads.
| Fuel System |
The fuel system is a Bosch common-rail direct injection design. A high-pressure fuel pump, driven from the rear gear train, supplies fuel to a common rail at pressures up to 1600 bar (23,200 psi). Piezo-electric fuel injectors, one per cylinder, provide extremely fast and precise multiple injection events (pilot, main, and post) managed by the Engine Control Module (ECM).
A variable geometry turbocharger (VGT) with electronic control optimizes boost across the entire engine speed range, enhancing low-end torque and throttle response. A high-capacity Exhaust Gas Recirculation (EGR) system with an integrated cooler is employed to reduce nitrogen oxide (NOx) emissions.
| Lubrication System |
Lubrication is provided by a gerotor-style oil pump, driven from the front of the crankshaft. The system is a full-flow, pressure-fed design with a bypass oil cooler and a remote-mount, full-flow spin-on oil filter. The main oil gallery supplies pressurized oil to the crankshaft main and connecting rod bearings, the camshaft bearings, the fuel injector rocker shafts, and the turbocharger center bearing cartridge. Piston cooling jets are fed from a dedicated gallery. An oil level sensor is integrated into the oil pan. The system is designed to maintain stable oil pressure under high load and temperature conditions.
| Cooling System |
The cooling system utilizes a belt-driven water pump. A dual thermostat housing is employed, containing two thermostats (85°C / 185°F and 90°C / 194°F) to regulate coolant flow for precise temperature management. The system employs a heavy-duty aluminum cross-flow radiator.
A viscous fan drive, coupled with a large-diameter fan, provides cooling airflow, with engagement controlled by a bi-metallic thermal sensor. Separate cooling circuits manage engine block, cylinder head, EGR cooler, and transmission oil cooler (if integrated) heat rejection. The degas (coolant expansion) bottle is pressurized.
| Intake and Exhaust Systems |
The intake system includes a high-capacity paper air filter, an integrated mass air flow (MAF) sensor, and a large intercooler (charge air cooler) mounted in front of the radiator. The exhaust manifolds are fabricated from tubular stainless steel. The exhaust system incorporates an oxidation catalytic converter but does not include a factory diesel particulate filter (DPF). The turbocharger is a Garrett GT3788VA variable geometry unit.
| Electrical and Control System |
Engine management is handled by a 32-bit Delphi Engine Control Module (ECM). This unit integrates control of fuel injection, VGT vane position, EGR flow, and glow plugs. A dedicated Fuel Injection Control Module (FICM) may be used to manage high-voltage supply to the piezo injectors. The engine utilizes a combination of sensors including crank position, cam position, coolant temperature, intake air temperature, manifold absolute pressure (MAP), and exhaust gas temperature sensors.
| Glow Plug System |
A fast-acting, ceramic glow plug is installed in each cylinder's pre-chamber to aid cold starts. The glow plug control module manages pre-heat and post-heat cycles based on coolant temperature readings from the ECM.
| Dimensions and Weight |
Length (from bellhousing to fan pulley): 980 mm (38.58 inches)
Width (across valve covers): 760 mm (29.92 inches)
Height (from oil pan to intake manifold): 850 mm (33.46 inches)
Dry Weight (without accessories): 385 kg (849 lbs)
| Maintenance Data |
Recommended Service Intervals:
Engine Oil and Filter Change: 8000 km (5000 miles) for severe service;
maximum 12000 km (7500 miles).
Fuel Filter Replacement: 24000 km (15000 miles).
Air Filter Element Replacement: Inspect at oil change; replace as
required by condition.
Coolant Replacement: 240000 km (150000 miles) or 5 years with approved
extended-life coolant.
Valve Lash Adjustment: Inspect and adjust every 160000 km (100000
miles).
Serpentine Drive Belt Inspection: Every oil change; replace per
manufacturer schedule.
Fluid Specifications and Capacities:
Engine Oil: SAE 15W-40, meeting API CJ-4 specification.
Cooling Fluid: Dex-Cool or equivalent extended-life organic acid
technology (OAT) coolant.
Fuel: Ultra-low sulfur diesel (ULSD) with a maximum sulfur content of 15
ppm.0
| Tightening Torques |
Cylinder Head Bolts: Torque-to-yield, single-use bolts. Tighten in the
specified sequence.
Step 1: 50 Nm (37 lb-ft)
Step 2: Tighten an additional 90 deg of rotation
Step 3: Tighten an additional 90 deg of rotation
Main Bearing Cap Bolts (inner): 140 Nm (103 lb-ft) plus an additional 30
deg
Main Bearing Cap Cross-Bolts: 100 Nm (74 lb-ft)
Connecting Rod Cap Bolts: 55 Nm (41 lb-ft) plus an additional 85 deg
Glow Plugs: 15 Nm (11 lb-ft)
Fuel Injector Hold-Down Bolt: 10 Nm (89 pound-inches)
Oil Pan Bolts: 25 Nm (18 lb-ft)
Oil Filter: Tighten by hand three-quarters turn after gasket contact
Crankshaft Pulley Bolt: 300 Nm (221 lb-ft) plus an additional 150 deg
| Vehicle Applications |
The Chevrolet LBZ Duramax engine was
installed in the following vehicles:
Chevrolet Silverado 2500HD/3500HD (2006-2007 model years)
GMC Sierra 2500HD/3500HD (2006-2007 model years)
Chevrolet Kodiak/GMC Topkick (medium-duty chassis cab models, 2006-2007)
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