Folks,

Are the LMM and LBZ the same engine as far as the physical dimensions and parts are concerned. Of course the programming is different. I'm asking about the physical engine itself.

The reason I ask, is because I read that the LMM has a bigger EGR. I don't whether that means the EGR valve is bigger or that the EGR system is simply programmed to recirculate more exhaust gas, while having the same physical dimensions. Does the LBZ blocker plate, for instance, work on the LMM?

Has anyone torn apart an LMM yet and compared it with the physical dimension of the LBZ like one member here did for the LBZ and 06 LLY?

Jojo

I think the EGR cooler is big other than that not sure what the differences are, they are very similar.

Folks,

Are the LMM and LBZ the same engine as far as the physical dimensions and parts are concerned. Of course the programming is different. I'm asking about the physical engine itself.

The reason I ask, is because I read that the LMM has a bigger EGR. I don't whether that means the EGR valve is bigger or that the EGR system is simply programmed to recirculate more exhaust gas, while having the same physical dimensions. Does the LBZ blocker plate, for instance, work on the LMM?

Has anyone torn apart an LMM yet and compared it with the physical dimension of the LBZ like one member here did for the LBZ and 06 LLY?

Jojo

DPF, egr system and thats about it. Other than that prettyn identical.

New injectors with different nozzles for ULSD. Boreless style VG turbo for high RPM durability. Larger EGR cooler. Closed crankcase ventilation system. ECM controlled cooling fans. ECM controlled intake throttle upstream of turbo. Upgraded programming and of course that damn DPF.

What DPF.. I don't see no stinking DPF.. Oh there it is..on the floor in the corner of the shop :D

Where it belongs!!!:rockit:

x2 as of today

What DPF.. I don't see no stinking DPF.. Oh there it is..on the floor in the corner of the shop :D


Are you saying you've figured out a way to remove the DPF and adjust the programming?

Will the ECM still command a regen cycle based on the miles driven?

Lower compression and a casting change in the block, along with a different piston and ring set. Crankshaft bearing material changes and camshaft heat treat changes. The rods are also getting a heat treat adjustment.

The lower combustion temps required to drop Nox caused some substantial changes betw the LBZ and LMM mainly many little refinements.

The different oil in the LMM, and the ULSD fuel caused all sorts of little buggy issues while cleaning up the tailpipe.

DPF gone , great job:)

yep no codes no regen no cells night and day prformance

Yeah. DPF enable/disable calibrations are in beta testing and I've done a few trucks and all seems to be working great!

New injectors with different nozzles for ULSD. Boreless style VG turbo for high RPM durability. Larger EGR cooler. Closed crankcase ventilation system. ECM controlled cooling fans. ECM controlled intake throttle upstream of turbo. Upgraded programming and of course that damn DPF.I love this that they changed nozzles because of ULSD but every other truck on the road is expected to run this fuel without anything done to the engine.

ECM controlled cooling fans.

I know I know...GM literature says it....

But they are wrong. ;)

same old-skool mechanical viscous clutch fan used since the LB7....

as for the fuel injectors...Im skeptical that they are actually different from LBZ ones... LLY's and LBZ's arent having any injector problems due to ULSD, so why change the LMM ones?

because they can charge more if they say they have upgraded the injectors..

as for the fuel injectors...Im skeptical that they are actually different from LBZ ones... LLY's and LBZ's arent having any injector problems due to ULSD, so why change the LMM ones?


Are the LMM injectors still solenoid type, or have they moved to Piezo injectors like the 6.7?

Jojo

LMM injectors are still solenoid, just like the LBZ

Cylinder block casting and machining changes to provide stronger structures, maintaining reliability and durability with increased 2007 power/torque specs

Upgraded main bearing material increases durability

Revised piston design lowers compression ratio from 17.5:1 to 16.8:1

Cylinder heads revised to accommodate higher peak cylinder firing pressure

High-pressure fuel system updates, maximum of 26,000 psi fuel-rail pressure, seven-hole fuel injectors

Additional combustion control, including variable-geometry turbocharging system, cooled (enhanced) Exhaust Gas Recirculation (EGR) and closed crankcase ventilation

Additional exhaust control, including oxidizing catalyst and new Diesel Particulate Filter (DPF)

Increased-capacity cooling system

New engine control software

Air induction system re-tuned to enhance quietness

Larger EGR cooler to provide for cooler exhaust gases

Exhaust gas & ambient air mixing tailpipe (pictured)

First application of new, 32-bit E35 controller, which adjusts and compensates for the fuel flow to bolster efficiency and reduce emissions

The Diesel Particulate Filter (DPF) uses a dual-stage DOC-DPF design with active regeneration. GM indicates that "the regeneration process uses heat to burn off the soot and, in most cases, is performed automatically. An onboard computer controls fuel injection and oxygen content to adjust the exhaust energy to the appropriate level to clean the particulate trap. Periodic servicing of the filter is required to remove accumulated ash." This could mean that fuel is periodically injected during the exhaust stroke, to "light-off" inside the particulate filter, which increases temperature and oxidizes any soot particles.