Hey guys we just recently did some engine dyno testing with a bone stock LBZ with 280,000 miles on it.
Quick run down of the motor.
- New Stock Cp3
- New Stock Injectors
All remaining parts of motor 100% stock (Intake, Intercooler, Motor Internals, Cylinder Heads, Turbo, Up-pipes, Manifolds). We teamed up with the guys at Duramaxtuner for the tuning aspect of the motor. All the testing was done in house on our engine dyno.
Upgraded fuel system to an AirDog 150
****Product test List****
-LLY Intake horn
-LBZ Intake horn
-LML Factory Drivers Side manifold
-3" aftermarket Down Pipe
-Performance Up-Pipes 2"
-Performance Manifolds (ProFab)
-3" Hot Side Charge Air Pipe
-3" Performance Intake Y Bridge
-3" Cold Side Charge Air Pipe
Some pretty interesting Data was found. Especially when it cam to the EGT's from Drivers Side Bank and Passenger Side Bank. We found with all the manifold setups that there was a 250-300 Deg difference in temperature rating from side to side. Not until we added the larger diameter up pipes did we see the temperature get down to within 100 deg from one side to the other. Also one that put us all scratching our heads was a drop in 30hp from the LLY Intake horn and the LBZ. We ended up repeating this test a couple times just to verify the difference in performance. So all you LLY guys I would HIGHLY recommend getting the LBZ upgrade.
***Also on another note of testing the Duramax from a wheel dyno to an engine dyno we feel we have put a pretty good case together that when trying to calculate out percentage of drive-train loss that goes through a ZF or Allison transmission the idea or assumption of using a set percentage Example 28% can not be used as the performance or projected gains can not be used. I would lean on average from what we have scene is about a 50-60hp lose from drivetrain. From a stock LBZ rating of 360 hp we have been seeing around 350-355hp which I am pretty impressed with given that fact that this motor had 280k on it and being around enough wheel dyno sessions my experience on a stock truck usually puts them in that 280-300 area tire size correction factor dependent. So I will list out setups to what we have tested the past few months to comparison on a wheel dyno like Duramaxtuners facility and you guys can see the comparisons I am referring to. Now given that fact Yes you may see as the power goes up a greater difference in lose but we need to keep in mind that large singles and large compound setups can tend to be a little harder to load on a wheel based dyno which we have scene a few times with lower boost numbers during a wheel dyno session. Not taking anything away from wheel dyno setups for that I feel in the end they can also be a great tuning tool for an end daily driven/street truck setup.
Wheel Engine
Stock Untuned 290 355
Maxx Effort Tune Only 520 575
60% S300/S400 Twin LB7 750 798
3.0" Single HX80 LBZ 250% 1150 1220 (I would lean toward the difference on the ability to load the motor harder with engine dyno to build more boost a considerable factor)
GT42 LB7 100% 912 965
Quick run down of the motor.
- New Stock Cp3
- New Stock Injectors
All remaining parts of motor 100% stock (Intake, Intercooler, Motor Internals, Cylinder Heads, Turbo, Up-pipes, Manifolds). We teamed up with the guys at Duramaxtuner for the tuning aspect of the motor. All the testing was done in house on our engine dyno.
Upgraded fuel system to an AirDog 150
****Product test List****
-LLY Intake horn
-LBZ Intake horn
-LML Factory Drivers Side manifold
-3" aftermarket Down Pipe
-Performance Up-Pipes 2"
-Performance Manifolds (ProFab)
-3" Hot Side Charge Air Pipe
-3" Performance Intake Y Bridge
-3" Cold Side Charge Air Pipe
Some pretty interesting Data was found. Especially when it cam to the EGT's from Drivers Side Bank and Passenger Side Bank. We found with all the manifold setups that there was a 250-300 Deg difference in temperature rating from side to side. Not until we added the larger diameter up pipes did we see the temperature get down to within 100 deg from one side to the other. Also one that put us all scratching our heads was a drop in 30hp from the LLY Intake horn and the LBZ. We ended up repeating this test a couple times just to verify the difference in performance. So all you LLY guys I would HIGHLY recommend getting the LBZ upgrade.
***Also on another note of testing the Duramax from a wheel dyno to an engine dyno we feel we have put a pretty good case together that when trying to calculate out percentage of drive-train loss that goes through a ZF or Allison transmission the idea or assumption of using a set percentage Example 28% can not be used as the performance or projected gains can not be used. I would lean on average from what we have scene is about a 50-60hp lose from drivetrain. From a stock LBZ rating of 360 hp we have been seeing around 350-355hp which I am pretty impressed with given that fact that this motor had 280k on it and being around enough wheel dyno sessions my experience on a stock truck usually puts them in that 280-300 area tire size correction factor dependent. So I will list out setups to what we have tested the past few months to comparison on a wheel dyno like Duramaxtuners facility and you guys can see the comparisons I am referring to. Now given that fact Yes you may see as the power goes up a greater difference in lose but we need to keep in mind that large singles and large compound setups can tend to be a little harder to load on a wheel based dyno which we have scene a few times with lower boost numbers during a wheel dyno session. Not taking anything away from wheel dyno setups for that I feel in the end they can also be a great tuning tool for an end daily driven/street truck setup.
Wheel Engine
Stock Untuned 290 355
Maxx Effort Tune Only 520 575
60% S300/S400 Twin LB7 750 798
3.0" Single HX80 LBZ 250% 1150 1220 (I would lean toward the difference on the ability to load the motor harder with engine dyno to build more boost a considerable factor)
GT42 LB7 100% 912 965
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