Mer­chan­tau­to­mo­tive.com 866.399.7169

So­caldiesel.com 661.775.5620

Ex­er­gyper­for­mance.com 616.551.4330

At the time of its in­tro­duc­tion in 2001, the LB7 Du­ra­max was con­sid­ered the most ad­vanced diesel en­gine to be used by any OEM in the light duty truck mar­ket. The rev­o­lu­tion­ary V8 diesel used alu­minum cylin­der heads and a com­mon rail fuel in­jec­tion sys­tem with a high pres­sure CP3 in­jec­tion pump that made ev­ery­one a skep­tic. While that LB7 plat­form was re­placed with the LLY in the mid­dle of 2004, the ba­sic in­ter­nal de­sign of the Du­ra­max has been left vir­tu­ally un­changed up to the 2016 model year. Sure, it re­ceived some up­dates and changes as the years went on to bet­ter fit emis­sions re­quire­ments, but there is no doubt that the Du­ra­max en­gine has been a home­run for GM. It’s an en­gine that is su­per re­li­able and fully ca­pa­ble of do­ing any­thing a truck owner needs, whether it’s used for tow­ing con­struc­tion equip­ment around all week or tear­ing up the drag strip on Fri­day nights. That be­ing said, the LB7 isn’t with­out its faults. Since it was taken out of pro­duc­tion more than 10 years ago and mileage just con­tin­ues to in­crease, there are two main points an LB7 owner should pre­pare for: blown head gas­kets and bad in­jec­tors. Th­ese are both rel­a­tively com­mon prob­lems you might ex­pect to deal with on the 2001-2004 LB7 Du­ra­max, but you can rest a bit eas­ier know­ing the af­ter­mar­ket has had a decade to de­velop and per­fect the parts you need to cor­rect it. It’s now bet­ter than it was from GM.

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