AG Diesel Solutions Launches GM Duramax Diesel LZ0 Engine Module: Video
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Chevy Silverado 1500 and GMC Sierra 1500 owners with a diesel-powered 2023 model-year vehicle can now upgrade their ride with a new Duramax engine module from AG Diesel Solutions. The new module promises a substantial increase in both power and torque, as well as a slight increase in fuel economy. What’s more, the module was designed for a quick and easy plug-and-play installation.
Based in Southern Indiana, AG Diesel Solutions offers a range of products aimed at farmers, construction workers, semi-truck operators, and RV enthusiasts, as well as light-duty truck owners. The company’s new GM Duramax Diesel LZ0 Engine Module provides GM truck owners with a simple way to up the output from their diesel-powered light-duty pickup, as verified on the dyno.
In a recent AG Diesel Solutions video, a new GMC Sierra 1500 Duramax Diesel is seen hitting the rollers, with baseline output measured at 233 horsepower and 354 pound-feet of torque. However, following the installation of the new AG Diesel Solutions LZ0 Engine Module, output rises to 273 horsepower and 412 pound-feet of torque, an increase of 40 horsepower and 58 pound-feet of torque. Looking over the dyno graph, the gains are made across the rpm range. What’s more, the tuner also claims gains of 1 to 3 mpg in fuel savings as well.
Check out the full dyno video right here:
Per the AG Solutions website, pricing for the GM Duramax Diesel LZ0 Engine Module is set at $420.26. Notably, the module is plug-and-play and does not “flash” the factory ECM. What’s more, the module includes a four-position switch that allows the user to adjust the available power increase on the fly, ranging from stock, to +15 horsepower, +30 horsepower, and +45 horsepower.
As a reminder, the 3.0L I6 LZ0 turbodiesel Duramax engine was introduced as the second iteration of GM’s Duramax 3.0L six-cylinder engine, with the LM2 being the first.
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Pretty impressive +5% 10% 15% selectable power bumps. Max 350hp and 560lbft is no joke. The mid spec 335hp and 540lb would be a beast when towing keeping an eye on temps
Given the EPA’s and the Department of Justice crackdown on diesel tuners, I wouldan’t jump into this turner module untill I was 100% sure I wasn’t buying into a “cheat device”
Pay in cash and if anyone knocks on your door, tell your spouse to stall why you disconnect and hide the evidence
OK, notice these numbers were measured at the wheels, the GM numbers are measure at the crank.
Understood, thank you
Please educate me on why the GM specs reflect 305hp/495lb-ft is higher than this plugin tuner claims to add by use? It almost seems as if they’re using the baseline specs of the LM2.
GM specs measure crank hp, this is at the wheels.
Engines builders and car manufacturers all list HP and TQ by “engine horsepower” because it’s accurate and so much easier for them to dyno the engine apart from the chassis. After engines are installed in vehicles the measurements are done through the drive system and the measurements are referred to as “wheel horsepower” or “chassis horsepower”. The difference between the two is how much the drive train consumes. If you have enough data of actual before and after installation dyno testing then it is possible to approximate the engine performance by bumping up the wheel horsepower/torque by the consumption factor to come up with the approximate new engine horsepower/torque.
I don’t know how much the drive train consumes on these trucks (some reader probably has an idea). I owned a car that was a popular choice for performance mods and the drive train was known to consume between 13% and 15% of the horsepower/torque. Yes, enough guys actually went to the trouble to pull the engines to find out. (NOT ME.). For me, knowing the actual wheel horsepower/torque was all the info I wanted and had no need to know the engine horsepower/torque (even though I did the quick calcs for grins). In my case, my car pulled 477 pounds feet or torque at the wheels and using the least resistance factor for consumption would translate to 548 pounds feet in approximating engine HP (477/.87 = 548). It’s interesting but it’s still the wheel number that make the car move and gains are easy to measure from dyno to dyno (post mod) at the wheels.
What makes a difference in performance is the change that hits the ground. But if you really wanted to know what actual improvements were made to the engine then it would be good to know the real engine numbers because every drive train is different.
Hope this helps.
I installed a AG Diesel module on my 400 go Cummins in my RV and it’s a stated plug and play and makes a noticeable difference at a very reasonable price.
I bought a truck with the LZ0 a couple of days ago and it seems plenty powerful in these modest mountains (Idaho’). I’ll follow the reports on this mod and see if it holds interest.
Does it increase NOX in order to reduce fuel consumption?
AG posted a video in January claiming much higher “stock LZ0” numbers. Now their unit is for sale and suddenly the “stock” numbers are considerably less? How about the dyno sheet? Did anyone else notice how the power started rapidly dropping around 3500 RPM? where is the rest of the pull?
If those numbers truly are for the LZ0, I’d say GM is highly inflating their numbers OR there is a huge drivetrain loss! 305 hp at the crank and AG gets 233 at the wheels? That’s nearly a 25% loss in horsepower (and torque)! I feel like the 233 would be closer to the previous 3.0 Duramax numbers at the wheels. If not, someone should make some serious drivetrain improvements to reduce that loss, instead of making the engine produce more power. It would probably make fuel efficiency a lot better too! Kudos to AG for making more power, but shame on GM if they’re producing a vehicle with near 25% drivetrain loss.
I wonder what this does in regards to the factory warranty?