Home > News > 2020-2026 Duramax L5P Fuel & Oil Filter Kit Buyer’s Guide (TP1015 / PF26)
2020-2026 Duramax L5P Fuel & Oil Filter Kit Buyer’s Guide (TP1015 / PF26)
The Problem Nobody Thinks About Until the Fuel System Goes Silent
You do not hear a CP4.2 pump failing until it is too late. One moment you are pulling a trailer up a grade at 2,200 RPM. The next moment the engine shuts off like someone pulled the key, and the fuel system is full of metal glitter. The repair bill starts at $8,000 and climbs from there.
GM knew the CP4.2 was a liability when they carried it over from the LML to the 2020 L5P. They did not replace the pump — they changed the filtration strategy instead. The TP1015 cartridge filter on the 2020+ trucks is not the same filter that served the 2011-2016 LML. It has finer media, a larger surface area, and a housing redesigned to trap water before it reaches the high-pressure side of the fuel system.
The irony is that most L5P owners do not know any of this. They walk into a parts store, ask for “a fuel filter for a 2022 Duramax,” and walk out with whatever the counter guy hands them. Sometimes it is the right filter. Sometimes it is a TP3018 — the spin-on canister from the LML — which technically fits nothing on a 2020+ truck but gets sold to people anyway because the parts catalog is confusing and the guy at the counter has been doing this since 2008 and “they are all the same, aren’t they?”
They are not the same. And on a truck where the fuel pump is a known failure point with a five-figure repair bill, getting the filter wrong is not a learning experience. It is a financial event.
What Is Actually in the Box
TP1015 Cartridge Fuel Filter. This is not a spin-on canister. If you have only ever changed fuel filters on a 2001-2016 Duramax, the TP1015 will surprise you. It is a replaceable cartridge element that lives inside a permanent housing on the driver-side frame rail. You unscrew the 36mm housing cap, lift out the old paper element, drop in the new one, replace both O-rings, and torque the cap back down. There is no metal canister to throw away because there is no canister. The housing is part of the truck.
Here is how the TP1015 actually works: unfiltered diesel enters from the side of the housing and flows downward through the outer pleated media, where particulates are captured. Behind that is a secondary hydrophobic screen — a tighter layer that diesel fuel can pass through but water cannot. Water droplets bead up on this screen, grow too heavy to stay suspended, and fall into the collection bowl at the bottom where the water-in-fuel (WIF) sensor lives. Clean, de-watered fuel then travels up through the center tube and exits to the high-pressure pump. The water separation is not a nice-to-have. It is the entire difference between a filter that protects your CP4.2 and one that lets water through.
The OEM AC Delco TP1015 and the Wix WF10451 are manufactured in the same factory by Mann+Hummel — the same German filtration company that supplies fuel filters for commercial diesel engines running millions of miles in over-the-road trucks. The AC Delco box typically sells for $20-30; the Wix box for $40-50. Same filter, different box. The TruckTok kit uses OEM-spec filters with the same multi-layer coalescing media and hydrophobic screen design.
A note on micron ratings: ignore them. Every brand claims a different number — 2 microns, 3 microns, 4 microns, 10 microns — but the test methods are inconsistent and the claimed numbers are often based on testing an entirely different filter (Doc’s Diesel, for example, cites a 3-micron rating but the test data on their website was performed on an older-generation Duramax filter, not the TP1015). There is no industry-standard micron test for diesel fuel filters. The media design and water separation performance matter far more than a marketing number on the box.
OEM cross-reference: 22937279, 23456595, 23304096, 13539108, Wix WF10451.
PF26 Spin-On Oil Filter. The PF26 is the updated oil filter for the 2020+ L5P. It looks like a standard spin-on canister from the outside — same thread pitch, same approximate diameter as the old PF2232 — but the internals are different. The bypass valve is calibrated for the higher oil pressures that the L5P runs. The anti-drainback valve uses a silicone diaphragm instead of nitrile rubber, which seals more reliably at cold temperatures and does not harden over extended drain intervals with full synthetic oil. The filter media is a synthetic-cellulose blend with a higher dirt-holding capacity than the PF2232, designed for the 10-quart sump and 7,500-mile service intervals that GM specifies for the L5P.
One thing the PF26 does not have going for it: size. Among the big three diesel trucks, the Duramax oil filter is the smallest — noticeably smaller than both the Powerstroke and Cummins equivalents. On an engine that holds 10 quarts (the Cummins holds 12, the Powerstroke 13-15 depending on year), a smaller filter means less media surface area and a shorter service life before the bypass valve starts opening. This is not a reason to panic — the PF26 is properly engineered for the L5P’s oil volume and flow rate. It is a reason to take the filter seriously. You do not have margin for cheap aftermarket filters with lower media density on a filter this compact.
OEM cross-reference: PF26F, 12684038, 19419485, Wix WL10454.
The Kit. Two filters, one box, $53.98. That is the entire value proposition. No cabin filter, no engine air filter — just the two filters that protect the two most expensive systems on the truck: the high-pressure fuel injection system and the turbocharged engine bottom end. If you want all four filters (air + cabin + fuel + oil), TruckTok sells a full maintenance kit separately. If you want the basic fuel-and-oil combo that every L5P needs every 7,500-15,000 miles, this is that kit.
Competition Breakdown — August 7, 2026
| Source | What You Get | Price | OEM Brand? | Notes |
|---|---|---|---|---|
| TruckTok | TP1015 + PF26 | $53.98 | OEM-spec | One box, free shipping, updated part numbers |
| ACDelco Amazon (individual) | TP1015 + PF26 | ~$40-47 | ✅ Yes | Two separate orders from different sellers, no combo SKU. TP1015 ACDelco Gold $22 + PF26 ~$18-25. Prices vary by seller. (Data: Amazon US, Aug 2026) |
| Doc’s Diesel Amazon | D11878 oil filter 2-pack + generic TP1015 fuel filter 2-pack | ~$43 total ($21.50/service) | ❌ Aftermarket | Amazon’s Choice, 4+ stars. Doc’s Diesel TP1015-compatible uses a thinner hydrophobic water-separation layer than AC Delco/Wix (confirmed by cutaway comparison). Fuel filter is made to a price point, not a filtration spec. (Data: Amazon US, cutaway analysis, Aug 2026) |
| $10 Amazon/Ebay Generic | No-name TP1015 + no-name PF26 | $10-18 | ❌ No | Dangerous. Cutaway testing reveals the critical inner hydrophobic screen is entirely missing — water passes straight through. Center tube can be loose from the factory. Zero water separation = direct path for water into the CP4.2. Do not use. (Data: Amazon US, cutaway analysis, Aug 2026) |
| eBay Generic Sellers | No-name TP1015 + no-name PF26 | $18-22 | ❌ No | Quality lottery. One eBay reviewer noted ACDelco filters were “obsolete and out of date, scared to use them.” Zero warranty. (Data: eBay completed listings, Aug 2026) |
| GM Dealer Parts Counter | TP1015 + PF26 | $90-120 | ✅ GM Genuine | $55-65 fuel filter + $35-55 oil filter. You pay for the GM logo on the box. Same filters, different box. (Data: ACDelco MSRP catalog, Aug 2026) |
The pattern is consistent with every filter comparison I have done for TruckTok: the dealer is the most expensive option by a wide margin, Amazon is cheaper but requires hunting down two separate listings from different sellers, eBay is the cheapest but you are betting your CP4.2 on a filter manufactured in a factory you will never see, and the TruckTok kit splits the difference — OEM-spec quality at roughly half the dealer price, in one box, with one part number to remember.
The fuel filter quality ladder, ranked: AC Delco = Wix (same Mann+Hummel factory, different box) > Doc’s Diesel (functional but thinner water-separation layer) > $10 Chinese generic (missing the hydrophobic screen entirely — water passes straight through). The TP1015 exists to stop water from reaching the CP4.2. A filter without a functioning water-separation layer is not a filter. It is a bypass valve with a decorative paper element.
The 2020-2026 Duramax: Why This Window Matters
The 2020 model year was a turning point for the L5P. GM carried forward the 6.6L Duramax architecture from the 2017-2019 trucks but made enough changes under the hood that the filter part numbers shifted. The 2020+ trucks received an updated fuel system layout, a revised oiling circuit, and — critically — the continued use of the Bosch CP4.2 high-pressure fuel pump.
The CP4.2 is a known quantity at this point. It is the same pump that prompted a class-action lawsuit against GM for the 2011-2016 LML trucks. The failure mode is well-documented: the pump’s internal cam followers rotate in their bores, the hardened surfaces wear through, and metal debris enters the fuel system. Because the CP4.2 feeds the injectors directly through a common rail with no downstream filter, any debris that leaves the pump goes straight into the injectors.
The only barrier between a CP4.2 failure and the rest of the fuel system is the fuel filter that sits upstream of the pump. If that filter is clogged, bypassing, or simply the wrong spec, the pump runs unfiltered or under-filtered fuel. The clock starts ticking.
2020-2026 covers two sub-generations: the 2020-2023 trucks with the original L5P layout, and the 2024-2026 trucks with the revised L5P that includes an updated turbocharger and slight changes to the intake tract. The fuel filter and oil filter are unchanged across all seven model years. Same TP1015, same PF26. If you own a 2020, 2021, 2022, 2023, 2024, 2025, or 2026 Silverado HD or Sierra HD with the 6.6L Duramax, the same two filters go on your truck.
Fitment: 2020-2026 Chevrolet Silverado 2500 HD, 3500 HD; 2020-2026 GMC Sierra 2500 HD, 3500 HD. All cab configurations, all bed lengths, all trim levels, 2WD and 4WD.
Five Expensive Mistakes
Mistake 1: “I Will Just Reuse the Old Fuel Filter Housing O-Ring”
The TP1015 cartridge comes with a new O-ring for the housing cap. It is a large-diameter rubber seal that sits in a groove on the threaded cap — the same cap you unscrew with a socket to access the filter element. That O-ring sees 60+ PSI of fuel pressure and thermal cycling from ambient to engine bay temperatures. Reusing the old O-ring saves you 15 seconds and risks an air leak that will cause hard starts, rough idle, and — if it is bad enough — fuel starvation under load. A CP4.2 running lean on fuel pressure is a CP4.2 eating itself. Replace the O-ring every time. It is included in the kit for a reason.
Mistake 2: “PF2232 and PF26 Are Interchangeable”
No. The PF2232 was the oil filter for every Duramax from 2001 through 2019 — LB7, LLY, LBZ, LMM, and LML. The PF26 was introduced for the 2020+ L5P. The thread pitch is identical — a PF2232 will spin onto a 2020-2024 engine without resistance, as multiple owners have demonstrated. And that is the problem: it threads on, and for the first few thousand miles, nothing bad happens. But the PF2232 bypass valve is calibrated for the lower oil pressures seen on pre-L5P engines. The PF26 bypass is set higher to match the L5P’s increased oil pump output. Under sustained high-load operation — towing a fifth-wheel up a grade at 2,000 RPM — a PF2232 on an L5P opens its bypass valve earlier than intended, sending unfiltered oil through the engine. You will not see a warning light. You will see elevated iron in your next oil analysis.
A related note for 2024 L5P Series 2 owners: some trucks left the factory with an even smaller filter (PF63, confirmed on a 2024 Denali Ultimate). PF26 is a direct upgrade from PF63 — same threads, larger canister, correct bypass calibration. Multiple owners have already swapped from the factory PF63 to PF26 without issues. If your 2024 came with the tiny PF63, the TruckTok kit gets you the right filter without guessing.
Mistake 3: “The Fuel Filter Interval Is Whatever the Reminder Light Says”
The DIC fuel filter life monitor on the 2020+ trucks is based on an algorithm that estimates filter loading from engine hours, fuel consumption, and driving conditions. It is a useful reminder. It is not a condition-based measurement — the truck does not have a differential pressure sensor across the fuel filter. If you tow heavy (over 10,000 lbs) or fuel up at high-traffic truck stops with older underground tanks, your filter is loading faster than the algorithm assumes. Replace the TP1015 every 15,000 miles under normal driving, or every 10,000 miles if you tow regularly. Water contamination from questionable fuel is the silent killer — you will not feel it until the CP4.2 grenades.
Mistake 4: “Cartridge Filters Are Harder to Change, So I Will Pay the Dealer”
The TP1015 cartridge takes about 20 minutes if you have never done it before, and 15 minutes once you know the routine. The housing cap requires a 36mm socket — same size across all 2020-2026 L5P trucks — and the only trick is making sure both O-rings seat properly (there are two: the large cap seal and the small inner pickup tube O-ring). The dealer will charge you 0.5 hours of labor at $150+/hour for a job that genuinely takes 15 minutes. If you can change a spin-on oil filter, you can change a cartridge fuel filter.
Mistake 5: “I Do Not Need to Prime the System After Changing the Fuel Filter”
This is a holdover habit from the LML, which had an in-tank lift pump that self-primed. The 2020+ L5P still has a lift pump, but the fuel filter housing is located differently in the fuel circuit, and a dry cartridge will cause an extended crank — sometimes 15-20 seconds of starter grinding — if you do not prime the housing after swapping the filter. The correct procedure is to fill the housing with clean diesel before reinstalling the cap, or to cycle the key to RUN (not START) three times for 30 seconds each, which activates the in-tank pump and pushes fuel through the new filter. Either method works. Neither method is optional.
Installation Overview — Both Filters
Fuel Filter (TP1015 Cartridge) — 15-20 Minutes
Tools: 36mm socket (confirmed on 2020-2024 L5P — a 1-3/8" also fits), ratchet, drain pan, clean diesel fuel for housing pre-fill and O-ring lubrication, pick tool or small flathead.
Location: The TP1015 housing is on the driver-side frame rail, roughly underneath the rear door area. It is the black plastic cylinder with a hex-head cap (36mm) pointing down.
Step 1: (Optional) Try the center drain. The hex cap has a T40 Torx recess in the center. In theory, loosening it drains the housing before you spin the cap off. In practice — as multiple owners report — it usually does nothing or releases a trickle. Do not count on it. Assume fuel will spill when the cap comes off and position your drain pan accordingly.
Step 2: Remove the cap. Fit a 36mm socket onto the hex cap and unscrew counterclockwise. The cap may be tight — the O-ring seals firmly. Be ready: about 0.5-1 quart of diesel will pour out as the cap comes free. Once the cap is off, lower it carefully. The old filter element is clipped to a plastic stem molded into the center of the cap. Rock it side to side to release the clip, then pull it straight off.
Step 3: Inspect the housing. Shine a flashlight into the empty housing. The bottom should be clean or have a small amount of sediment and visible particles — the guy in the video at 38,000 miles was “actually surprised” at how much debris his filter had caught. This is normal and means the filter is doing its job. What is NOT normal: rust flakes, metallic glitter, or a silver sheen in the drained fuel. Metal particles in the housing can indicate CP4.2 cam follower wear. If you see metal, drain the remaining fuel into a clear container and inspect it in sunlight. If there is a metallic sheen or visible particles, have the fuel system inspected by a diesel specialist before driving the truck.
Step 4: Replace both O-rings. There are two, not one. Large O-ring: sits in a groove on the cap threads. Use a pick tool to remove the old one — do NOT scratch the plastic groove. Lubricate the new large O-ring with a finger of diesel fuel — it lives in diesel, use diesel. Press it evenly into the groove. If you install it dry, the O-ring rolls in the groove as the cap tightens, the seal fails, and water bypasses straight into the clean fuel stream. Small O-ring: lives on the center pickup tube inside the housing — the tube the filter element plugs onto. Reach up with a pick tool, pull the old small O-ring off, and slide the new one over the tube. Lubricate this one too. Both O-rings come in the filter kit. Do not skip the small one — it seals the clean side of the filter from the dirty side, and a failed inner O-ring sends unfiltered fuel straight to the CP4.2.
Step 5: Install the new element. Snap the new filter element onto the cap stem — it should click into place. If you are using the factory plastic cap, the element clips in. If you upgraded to an aftermarket billet cap (D-Max Store, etc.), the assembly may differ slightly — follow the cap manufacturer’s instructions.
Step 6: Pre-fill and torque. Pour clean diesel into the housing until it is about 80% full. Thread the cap back on by hand until the O-ring contacts. Torque spec is 18 ft-lb (25 Nm). Use a torque wrench — guessing leads to overtightening, and an overtightened cap seizes onto the housing threads. If your cap is already seized or cracked from a previous service, a complete replacement OEM housing (includes heater element and WIF sensor) runs about $70. Cheaper than a CP4.2.
Step 7: Prime — push-button start method (2020+). With the key fob in the vehicle and your foot OFF the brake, press and hold the START button for 10 seconds. The ignition goes to RUN mode and the in-tank lift pump runs — you will hear it whirring under the truck. Release after 10 seconds. Repeat one more time (foot still off brake). On the second cycle, the pump should be noticeably quieter — the system is full. After two 10-second primes, foot on brake, press START. The engine should fire within 2-3 seconds. If it cranks for more than 5 seconds, stop, re-prime, and try again.
Fuel filter life monitor reset: On the DIC, scroll to Fuel Filter Life, press and hold the check mark button until it resets. Important: the display will NOT show 100% until you shut the truck off and restart it. The reset takes effect immediately, but the screen updates on the next ignition cycle.
Oil Filter (PF26) — 20 Minutes
Tools: 15mm socket for drain plug, oil filter wrench, drain pan, funnel, 10 quarts of CK-4 rated diesel oil (15W-40 or 5W-40). Note: some early L5P build sheets reference 13mm — 2020-2024 confirmed at 15mm.
The L5P oil change procedure is nearly identical to the LML. The differences are minor: the PF26 threads onto the same housing location on the driver side of the block, the drain plug is accessible from underneath without lifting (stock HD ride height provides enough clearance), and the oil capacity remains 10 quarts.
Step 1: Drain. 15mm drain plug, just behind the skid plate. Pull the oil fill cap and dipstick first — breaking the vacuum at the top helps the oil drain faster. Let it drain fully while you do the filter — normal drain time with a warm engine gives you 10 quarts back in. If you let it drip for several hours on a lift, expect to add closer to 11 quarts. Either way, start at 10, check the dipstick, and top off as needed.
Step 2: Remove the old filter. Access from underneath on the driver side. Cardboard above the steering rack catches the inevitable drips. Check that the old gasket came off with the old filter — a stuck gasket on the block will double-stack with the new one and blow out under pressure.
For those adding a bypass filter: The L5P oil filter housing has a factory pressure test port on the side — a 20mm×1.5 boss O-ring fitting with a 10mm hex plug. If you ever install an aftermarket bypass filtration system (Insane Diesel, Amsoil, etc.), this is your pressure feed point. It is pre-threaded and ready to go without drilling. Torque any fitting installed here to 11 ft-lb — the housing is aluminum and will strip if over-tightened. Also worth knowing: the oil filter adapter nipple (the stud the filter threads onto) is a 24mm hex if you ever need to remove or replace it.
Step 3: Install the new PF26. Pre-fill three-quarters full with fresh oil, lubricate the gasket with oil, spin on hand-tight plus a quarter turn.
Step 4: Refill. 10 quarts (2.5 gallons) of CK-4 diesel oil. Start the engine, check for leaks at the drain plug and filter base, warm up, shut off, and check the dipstick on level ground — pull once, wipe, reinsert fully, pull again for the real reading.
⚠️ Two dipsticks on the L5P. Yellow handle (front) = engine oil. Black handle (rear) = transmission fluid. If the fluid is red, you are checking the wrong stick.
Oil life monitor reset: DIC → Engine Oil Life → press and hold check mark → 100%.
While you are under there: The L5P still has real grease fittings — GM did not eliminate them. Hit the outer tie rods, inner tie rods, upper and lower ball joints, idler arm, and pitman arm while the truck is in the air. Takes two minutes and costs nothing. For future reference: the front and rear differentials have cast-in bosses for drain plugs but GM did not drill or tap them — you will need to pull the diff cover for gear oil changes. The transfer case and transmission pan both have factory drain plugs.
Frequently Asked Questions
Q1: Is the TP1015 the only fuel filter for the 2020-2026 L5P Duramax?
Yes. The TP1015 cartridge is the single fuel filter for all 2020-2026 Silverado HD and Sierra HD trucks with the 6.6L Duramax. There is no secondary filter, no chassis-mounted spin-on, and no under-hood canister. One filter, one housing, one part number across all seven model years.
Q2: Why did GM switch from the spin-on TP3018 to a cartridge TP1015?
Two reasons. First, a cartridge filter with a reusable housing generates less waste — you are throwing away a paper element instead of a metal canister. Second, and more importantly, the cartridge design allows for a larger filter element inside the same physical footprint because the housing walls are part of the truck rather than part of the disposable filter. More filter media surface area means longer service life and better water separation — both of which matter when the fuel pump downstream costs $1,500+ to replace.
Q3: What socket size does the TP1015 fuel filter housing cap need?
36mm. This is confirmed on 2020-2024 L5P trucks. A 1-3/8" socket also fits. The 32mm socket commonly referenced for older Duramax fuel filters does NOT fit the L5P housing — do not waste a trip to the parts store guessing.
Q4: Why are there two O-rings in the TP1015 filter kit — I thought there was only one?
The kit includes a large O-ring for the housing cap threads and a small O-ring for the center pickup tube inside the housing. Both must be replaced every service. The small O-ring seals the clean side of the filter from the dirty side — if it fails, unfiltered fuel bypasses the element and goes straight to the CP4.2. It lives deep in the housing on the pickup tube and is easy to overlook. Use a pick tool to remove the old one and slide the new one on before installing the cap.
Q5: Can I use TP3018 instead of TP1015 if the store is out of stock?
No. The TP3018 is a spin-on canister. The 2020+ L5P uses a cartridge housing. There is no threaded nipple on the L5P for a spin-on canister to attach to. The TP3018 physically cannot be installed on a 2020+ truck. If a parts counter employee tells you they are interchangeable, find a different parts store.
Q6: What is the difference between PF26 and PF26F?
PF26F is the same filter in Fleet packaging — bulk pack for commercial accounts. Same canister, same media, same bypass calibration. The difference is the box and sometimes the price. PF26 is retail; PF26F is wholesale.
Q7: Can I use 5W-40 instead of 15W-40 with the PF26?
Yes. 5W-40 flows better at cold startup and is the preferred winter viscosity for the L5P. In cold climates (below 0°F / -18°C), 5W-40 is strongly recommended because 15W-40 can become thick enough at startup to delay oil pressure to the turbo bearings. In warm climates or summer towing, 15W-40 maintains better film strength at sustained high oil temperatures. Both must carry the CK-4 diesel specification. The PF26 is compatible with both.
Q8: How often should I drain the water from the fuel filter housing?
Check the water drain every other fuel fill-up, especially if you fuel at high-volume truck stops or anywhere with older underground tanks. You do not need to drain it dry every time — just crack the thumbscrew until you see clean diesel. If water comes out, drain until the stream is pure fuel. Water accumulation is the single biggest variable in CP4.2 longevity.
Q9: What happens if I overtighten the fuel filter housing cap?
The cap is glass-reinforced nylon. It will crack — usually at the hex points where the socket applies torque. A cracked cap will leak fuel under pressure and draw air when the engine is off, causing hard starts. Replacement caps are a dealer item and not cheap. Torque to spec and do not guess.
Q10: Should I pre-fill the fuel filter housing with diesel before reinstalling the cap?
Yes. Fill to about 80%. Pre-filling reduces the volume of air the lift pump has to push through the system, which means faster priming and less starter cranking. If you do not pre-fill, the priming procedure still works — it just takes more key cycles.
Q11: The old fuel filter element I pulled out was black. Is that normal?
Yes, for a diesel. The black color is asphaltines — heavy hydrocarbon compounds naturally present in diesel fuel that the filter media traps. Combined with any soot or debris from the fuel tank, a black filter element after 15,000 miles is completely normal. A filter that comes out looking clean at 15,000 miles either came from a truck that burns exceptionally clean fuel, or the filter was bypassing and not actually filtering anything.
Q12: Does the PF26 have an anti-drainback valve?
Yes. The PF26 uses a silicone anti-drainback valve that prevents oil from draining out of the filter when the engine is off. This is critical on the L5P because the turbocharger is oil-fed and spins at over 100,000 RPM — it needs oil pressure immediately on startup, not after the filter refills.
Q13: Do I really need to change the oil filter every time I change the oil?
Yes. A filter loaded with 7,500 miles of combustion soot and wear metals cannot effectively filter another 7,500 miles of fresh oil. The filter media loads progressively — the dirtier it gets, the more likely the bypass valve opens, and the more unfiltered oil circulates. Oil is cheap compared to bearings.
Q14: Will using a non-OEM filter void my warranty?
No. The Magnuson-Moss Warranty Act prohibits manufacturers from voiding a warranty because you used an aftermarket replacement filter, unless they can prove the specific aftermarket part caused the failure. The TruckTok kit uses OEM-spec filters that meet or exceed all GM specifications for the L5P.
Q15: How do I dispose of the old filters?
The oil filter contains used engine oil — classified as hazardous waste in most states. Most auto parts stores (AutoZone, O’Reilly, Advance Auto Parts) accept used oil and filters for free recycling. Drain the oil filter for at least 12 hours — punch a hole in the dome with a screwdriver — before taking it in. The fuel filter cartridge contains diesel residue; most stores accept it alongside oil filters. Save your empty oil jugs for transporting the used oil.
Q16: Does this kit include the engine air filter or cabin air filter?
No. This is a two-filter fuel-and-oil kit for the service that every L5P needs every 7,500-15,000 miles. The engine air filter and cabin air filter have different replacement intervals (typically 30,000-45,000 miles for the engine air filter, 12,000-15,000 for the cabin filter) and are sold separately. TruckTok offers a full four-filter maintenance kit if you want to do everything at once.
Got questions about your L5P Duramax filters? Join the discussion on the TruckTok Forum:
Protect your CP4.2 for $53.98. Grab the 2020-2026 Duramax Fuel & Oil Filter Kit at TruckTok: Shop Now →
Legal Disclaimer
The information in this guide is for educational and informational purposes only. Filter replacement intervals are manufacturer recommendations and should be adjusted based on your specific operating conditions, driving habits, and vehicle modifications. Always consult your vehicle’s owner’s manual and follow all safety precautions when performing maintenance. TruckTok is not responsible for any damage, injury, or loss resulting from the use of this information. The Magnuson-Moss Warranty Act protects your right to use aftermarket replacement parts — a vehicle manufacturer cannot void your warranty simply because you used a non-OEM filter, unless the manufacturer proves the specific aftermarket part caused the failure. Product prices and availability referenced in this guide are current as of August 7, 2026, and are subject to change. All third-party brand names, trademarks, and part numbers referenced are the property of their respective owners and are used for compatibility identification purposes only.
