While there is no proven theory behind the idea, some determined that the firing order (1-2-7-8-4-5-6-3) could be putting major stresses along the crankshaft’s plane and adding undue stress throughout the crank, leading to fatigue and failure over time. The aftermarket had to find solutions, and a few places looked closer into the firing order of the Duramax engine and the harmonics it created within.
Broken snouts on the front of the crankshaft back to the #3 rod journal started becoming a more frequent issue as the performance barrier continued getting pushed further and further around 2008-09. Obviously, the stock engines really must be beefed up inside with stronger rotating assemblies to handle the cylinder pressure, boost and torque they’re producing up there, but who would’ve thought an engine engineered for 300 hp could be pushed so much further? One of the more common failure points in a 1000+hp build turning higher rpm is the crankshaft. It’s not uncommon to see competition sled pull and drag race trucks with 2000-plus horsepower these days. Since the Duramax engine’s introduction in 2001, the aftermarket has developed some incredible things to take its performance places never imaginable. Through those years and multiple improvements, the crankshaft has remained virtually unchanged and can be subjected to undue stress causing premature crank failure, especially in a high-performance or competition application. Some internal changes like different connecting rods and pistons along with external additions like emissions equipment and a variable geometry turbocharger have formed the LML Duramax (2011-15) into the best version yet, producing nearly 400 hp. Throughout its lifespan the Duramax has gone through a few revisions to improve performance and drivability while reducing emissions. For almost 15 years now, the 6.6L Duramax Diesel found in the 2001-15 GM trucks has been proving it’s one of the most durable and dependable engine platforms found in the 3/4 and 1-ton truck market.
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