Do a search, or just re-read this thread...just an FYI for those of you just entering this conversation.
Welcome.
Welcome.
I was wondering if anyone had been using a girdle or not. You would think tying the main caps and oil pan rail together would stiffen the whole thing up quite a bit. A girdle distributes the load throughout the block instead of letting it concentrate on the individual main webs. When I finally do my engine build a 14mm girdle, Xxl studs, billet caps, and new balanced crank are gonna be a must. I know a lot of these cranks have been on stock trucks but the built motors are what I don't understand. Not replacing the crank and reinforcing it someway under high hp doesn't make sense to me I understand money is a big factor but why not beef up the most important part. (That would be like rebuilding a trans and not replacing a couple clutches just because they don't look that bad.) :roflmao: If your going to rebuild something might as well freshen it all up. You don't want to have to tear it all back apart cause you didn't take extra precautions before. I would understand if it's all up to spec but why risk such an important part.
I also agree that regular maintenance needs to be done also. Once oil has done gotten hot too many times it oxidates, breaks down and then becomes acidic. doesn't matter if it is the best oil money can buy. But that's my opinion.
The lml block also has increased webbing but the main bearing area is different and therefore the lml blocks require an lml crank, the lml crank will accept the older style rods though.
Biggest question I have is whether or not an internal balance job would help with the problem. The lly balancer's have about 440 grams of weight slinging around and the cranks are breaking close to the front.
oh really...?
all duramax balancers weigh more than 440 grams, Ill tell ya that right now.
you can certainly use an earlier crank in an LML block as well....confederate diezl strikes out again
Maybe he meant to say ounces Ben.
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oh really...?
yeah the part numbers for the main bearings are different on the lml.
I was looking into building one, but the rod bearings initially were the same then they went to a second design and the tabs that lock them into the rods have changed design. The actual rod bearing diminesions are still the same. So in theory carillo rods could be used on an lml crank/block combo and be fine. The problem with using lml pistons is that the carillo rods have to be cut down at the piston area because the pistons have a much wider pin area.
I think this is to solve the piston cracking problem sort of the same theory of the oval fingers pistons.
I think fingers may have beat gm to the solution on this one though lol:thumb:
all duramax balancers weigh more than 440 grams, Ill tell ya that right now.
440 ounces is 27.5 pounds.
I dont remember the exact weight of duramax balancers, but they definitely arent 27 pounds.
To run the crank itself, physically, nothing at all. to run the LML oil pump.....that's different. you either need the LML drive gear or shim the older one like I did.
ok ok 440 grams man sh%t my fault
You really think any of the Duramax balancers weigh 1 lb?ok ok 440 grams man sh%t my fault
no no definately not 27 pounds thanks for the correction man
The engines are really great. The broken cranks seem fairly evenly dispersed between lly lmm lbz, and some lb7.
Stabilizing the crank to reduce flex with a girdle, billet main caps and studs, and replacing the stock balancer are the best and really only solutions that I could suggest.
I think some vendors offer a billet crankshaft if you want to stroke the engine.
The lml had a bulletin for the strange tick and supposedly synthetic oil cured it. (maybe less foam?) The lml block also has increased webbing but the main bearing area is different and therefore the lml blocks require an lml crank, the lml crank will accept the older style rods though.
Biggest question I have is whether or not an internal balance job would help with the problem. The lly balancer's have about 440 grams of weight slinging around and the cranks are breaking close to the front.