6.6 LITER LBZ DURAMAX™ DIESEL LONG BLOCK ENGINE
- Starting At
- Core Charge
- Engine: $1250.00
- Container: $0.00
- 3 YEARS OR 75,000 MILES-PERSONAL USE-3/4 OR 1 TON CHASIS(OVER 1 TON-1 YEAR OR 50,000 MILES)
- Options Upgrades
- $650.00 - ARP Head Studs
- $250.00 - Extended Warranty Coverage
- $350.00 - Oil Cooler Part # 19210615
- $200.00 - Oil Priming Tank
The 6.6 Duramax™ LBZ was manufactured from 2006-2007 VIN Code "D"
The long block includes the following:
Cylinder block with rotating assembly
Camshaft - Lifters - Timing components
Cylinder heads & Valvetrain components
You will need to install YOUR sheet metal, fuel system, turbo, & external bolt on components.
Cylinders bore & honed with a torque plate to a maximum of .020.
This does not remove the heat treating process by Chevrolet® / GM.
We do not use cylinder sleeves to repair damaged cylinders in the Duramax. Some Remanufacturers may install sleeves in the LB7, we do not due to the fact they will eventually fail.
All engines are blueprinted. Blueprinting is defined as removing or narrowing the tolerances found in mass production engines. The rod, main, & cam clearances are measured with dial bore gauges & micrometers. Bearings clearances are set depending on application (truck, car, marine, performance, etc.). Piston & valve guide clearances are set with dial bore gauges. Cam timing events are measured and adjusted. A specification and build sheet are available for each engine.
We do not weld or repair cracked blocks or heads. We do not weld damaged crankshaft journals. We do not spray weld any components in the machining process.
Cylinders are bored in CNC Machining centers (unless they are wet sleeve blocks) & honed in a Sunnen CNC cylinder hones with diamond abrasives (OEM technology).
Main bearing saddles are align honed or align bored. This is part of the blueprint process. We do not try and repair blocks with "spun" main bearings.
Block decks are resurfaced with CBN cutters in CNC Machining centers. This is the latest technology in surfacing cast iron. We achieve single digit RA figures for MLS head gaskets which is critical. To ensure proper gasket sealing we check all surfaces with a prolifometer, a device used to check surface finish to ensure gasket life and efficiency. We do not use head gasket "shims" to correct block height errors.
Crankshafts are heat treated in our thermal convection oven, which is better and easier on the casting than the standard production rebuilder's thermal oven, shot peened to relieve casting stresses, and machined a maximum of .010 on rod & main journals. Our crankshafts are then balanced in a Stewart Warner digital balancer. No welded crankshaft journals! No rear seal "speedie" sleeves, which will leak over time! Most all production rebuilders do not balance their cranks, rods, & pistons.
Connecting rods are also heat treated, shot peened and machined to OEM specifications. This is part of blueprinting process. Matched & balanced sets of rods. We do not try to recondition rods with "spun" bearings.
Cylinder heads are remanufactured to exceed OEM specifications in a Rottler or Serdi valve seat machines. Valve guides are replaced & honed in Sunnen guide hones. Head gasket surfaces are refinished with CBN or PCD cutters, the latest technology in the resurfacing of cast iron and aluminum to ensure a proper gasket seal. Surfaces are then checked with the same prolifometer used on block gasket surfaces.
We do not weld or repair cracked or damaged cylinder head castings. We do not "shim" weak valve springs to increase pressure, they are replaced. We do not use bronze valve guide liners like some production rebuilders as they will commonly fail. We replace the valve guide we do not try to repair it.
All assembled long blocks are tested for compression before shipping. Our engine builders are ASE master engine machinist.