I was watching Gale Banks go over the new Dmax L5p and he mentioned that the previous ones broke cranks because of a design flaw, but didn't explain why they break. I always thought it was because of they have a guide pin versus a key slot. He then said that the new crank journals are to big and will be a oiling issue, but the new crank is still using those stupid pins. Then I noticed that the new motor is using tiny little lifters from the gasser motors. Banks thought this was a good thing, but I see a failure item. Diesels when pulling generates lots of heat, just think these little lifters are going to start ticking and the fail. Only time will tell.

 

That's the problem with any new design. GM tests their vehicles at a facility near where I live. The test car drivers drive them on a given route with a crap load of monitoring equipment in them to simulate real world use. However, despite all that testing, the "real world" always brings about different results.


It's tough to see some of these vehicles drive by with the camo on them. I just want to take a peak... and maybe a picture or two...

 

Murphy doesn't follow around test drivers. The Ford 6.0 was thoughtfully tested and flogged. Look how that went.

I doubt the crank journals will be an issue. Modern engines have been rock solid there for a long time. It might be a different flow pump than he's used to seeing.