That DMax instrument cluster is possibly the ugliest I have ever seen.

 

Yeah, there's a lot about the dash that's in need of refreshing/redesign, but especially left of steering wheel. There's also a lot of "white space" on the dash that just looks awkward.

 

I try to tell folks that warranty coverage rests heavily on the servicing dealer and half of the horror stories are simply due to incompetence at the dealer level. A service writer or manager has the power to make a warranty claim go bad, all it takes is for one of them to be in a bad mood. Too few people stand up for what's right and back away from possible exposure when things get heated. Best way to describe it is "working scared". It's a disease born from micro management from above where all the people in the field are too scared to do anything that might draw attention.

 

The "instrument cluster" meaning just the 6 basic gauges and the LCD screen is not bad. It's actually extremely similar to the Ford cluster, particularly the 2011-2016 design. Two large main gauges (speed and tach) plus 4 smaller auxiliary gauges (volts, engine coolant temp, fuel level, oil pressure) and the 4.2" LCD message center. There is also an optional 8" re-configurable center display with digitally rendered gauges just like our Fords.

Personally, I really like having the boost gauge - GM does not offer this.

My biggest gripe with the entire GM dashboard is the offset steering wheel and the larger area to the left of the vent where they locate the trailer brake control, 4x4 control, and light switch. It just looks asymmetric and out of place.

 

Thanks for the info, Troverman. That would explain the difference in the effort on the pedal to achieve the same results. You guys are the best!

 

damn, that sounds like a cross between my 6.9 idi and a ford 6.0

 

I've started my old 2014 F250 at -5 degrees using the remote start. It started WAY better than that.

 

Did anyone notice the oil pressure at 1:50 in that video? The needle was buried at 125 psi at 925 rpm. -10 or not, that kind of pressure could end up blowing seals, and that's with synthetic oil. Imagine if you revved it up a bit! My friend just traded in his 2015 GMC 3500 Duramax on a 2016 GMC 3500 Duramax due to oil leaks. The 2016 has the same problem. I think I know why now.

 

I'd say WRONG oil for that climate, not the fault of the truck.

 

You may be right Don, but one would think that they would have oil pumps in them that wouldn't pump that kind of pressure, or at least a relief valve.


It is nice that their gauge isn't an idiot gauge like ours is. It saves Ford a lot of complaints though.

 

RJ, My guess is the oil must have been like Blackstrap Molasses on a winter morning, heck it might have been...LOL

 

My 2011 leaked oil. It was on the back of the motor they had to pull the trans to get to it. That was with only 30k miles on it.

 

Here is a good look of the L5P.

https://sso.sourceinterlinkdigital.c...duramax-l5p%2F

 

That linked didn't work, but this should: A Peek Inside the Duramax L5P

 

The new Duramax is impressive. The connecting rods look very much like the Powerstroke design now, except I think they are thicker on the GM engine.

Locating the DOC on the back of the turbo is going to be very advantageous for emissions control and regen strategy. I'm curious - where does the regen "9th injector" go, or is this design now like the Ford and injects diesel into the cylinder on exhaust stroke?

The new turbo appears very impressive. By integrating the electronics into the turbo housing, I would think replacement cost would be much higher.

I really like the gear-drive water pump. If the accessory belt fails, you still have cooling. On the other hand, the water pump is integral to the engine. If the bearings fail and the vanes eat at the housing, coolant could mix with engine oil. That is why Ford made their pump(s) external.

Some things I don't like: the outboard exhaust manifold design seems archaic compared to the Ford reverse flow design (which they pirated from a GM concept). Why would you have the added plumbing length (lag, heat loss) and additional exhaust pipes in the way of access...when you could use the reversed flow method?

The lifters and pushrods and pushod guides. It is clear GM was looking to gain HP and revving speed by lightening these up. They look much weaker than the previous LML parts, and vastly weaker to the design on the Powerstroke. What is worse is the fact that this engine still uses valve bridges so one pushrod operates two valves...instead of Ford's design which runs 32 individual pushrods. Yes, GM's design is lighter and promotes faster revs...but will it be long-term durable?

Same thing with the camshaft. The lobe width is much smaller, which is possible because the lifter is smaller. Again, lighter weight, quick power.

The Denso fuel system looks pretty good. The pump is a triple eccentric design. The fuel pipes from the rails are all length-balanced and tightly packaged. Time will tell if it is reliable. The CP4 pump is a pretty mature product at this point.

Overall? I still think the Powerstroke is better.