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Hey,, I own a sierra with the 3.0 LM2 and found on the forums the fix to the crank but no start issue. Can you add a thing on your video to help others... the fix is currently to take it to the dealer and rather than have them do the cab removal surgery to the camshaft position sensor ask them for the updated ECM flash. This has resolved the issue for everyone who's had it reflashed by GM
I am a seasoned GM tech and I can tell you most of the emissions issues have been with the DEF injector and a few oxidation catalysts - Along with a few NOX sensors (like all newer diesels). I did have to replace 1 engine due to a faulty oil pump, but that was only one I have heard of (About 8 months ago). Most people absolutely love this engine. It's extremely smooth, quiet, has gobs of torque and gets great fuel mileage. It moves effortlessly and runs beautifully. As for the intermittent no start/long crank, we have an ECM reflash that has worked well. They say the old program would read the cam sensor wrong at times. As for the type of fuel control, I will check for you.
Yeah man I own one it’s been great. The main thing I don’t like is the timing and oil pump on the back as well as the rubber belt I know you’ve heard that more than enough times. Gonna plan to replace the belt myself at 100k right when the warranty ends. I saw somewhere you can do it though the oil pan, but I should just plan to drop the trans anyway?
@@grouchosays It's a new computer program - Usually only available at the dealer: It's designed to fix certain common issues that can develop with the vehicle control system. ECM stands for Engine Control Module -
I've had my LM2 for over 2 years and racked up 25K+ miles with no issues at all. Over all averaging 29+ MPG! So torquey, smooth and quiet. LOVE IT! A real joy to drive a full size pickup again after years of a wimpy V6 gas engine.
I'm about 1 year in with 10k+ and for daily driving it has been absolutely fantastic. 21 mpg through town to work and 29+ like you mention on cross state road trips. I have run into the start issue where it cranks for 20 seconds till it times out less than a handful of times though. I simply let it time out and then hit it again and it fires right up. Scared to take it to the dealer since they like to tear things apart and do a shitty job of putting it back together lol. I'll just wait to see if it develops into something worse or if people on the forums figure out the actual fix for it!
I’ve had mine for 5 months and just over 20k. Just finished a 8k cross country road trip and towed back a 1976 k10 4x4 long bed the last 3000 miles. Towed to the bottom of Death Valley and back up to the Grand Canyon, then all the way across i40. I was shocked by how well this engine works. Plenty of power and about 15mpg at 75mph while towing. I was able to do 80mph up 8% grades and the temp gauge never moved. Without the trailer, I’m usually above 25mpg, and at 55mph over 30. This is in a 21 Yukon xl.
44k miles in the first year on my Minimax. I freaking love this truck! Total average is 24.6 MPG with a best of 31.8. This thing is a total joy to drive and the 10 speed auto makes this truck feel like a brilliant combo. The chain sounds like a pain and so on but so far, mine has been incredible. It blows through DEF pulling a 4,000 pound box trailer but every time I’m hooked up my lady laughs at how many times I say how great this truck pulls. It won’t win any top speed shootouts but it is a zippy truck around town. It also doesn’t feel like a full size truck when you’re driving it. GM nailed it on this truck…..as long as she stays reliable.
Amazing with a full size pick up that is capable of great Towing. I have my own business and we have 2x F150’s with the base V6. They are great and reliable. But I want a person full size truck and wand this Diesel Silverado.
@@levthelion Systems have changed wiring etc is quick connects. Lifting a cab isn’t the PIA it once was. Shops have these type lifts & ceiling room today. I think it’s like Ram’s EcoD that it’s basically a disposable motor. Probably change the belt etc at 200k then run it another 200k or however long it lasts then dispose of the truck. If it fails early you drop in a crate replacement.
Oh man! Love my 2022 Refreshed, 3.0 Duramax Sierra. I have an embarrassing confession to make, however. On a trip to El Paso I had accidently put seven gallons of gasoline in my tank. My wife and I had to make an important appointment and so we hastily decided to push on. (I know -- real stupid) We ended up driving just over 600 miles in total with that fuel mix. Total stress! I had kept the tank topped off as much as possible along the way hoping the gas would float on top of the diesel and stay above the pump. Weird thing is the engine never threw a code. It did however do that "long crank" thing. That freaked me out. But it never left us stranded. Made it back and had the tank siphoned out right away. Engine ran great the whole time, did not overheat or nothing. No change in power, at least as far as I could tell. I have 12K miles on it now and she is beautiful. Best MPG so far was 39 on the I-10 between Benson AZ and Marana --and that's with a fully loaded SLT, 4WD, big cab and 6.5' bed. Yep, she's pretty long. I can't say enough about this truck and power train. I love it. Just hoping it stays that way. BTW, the long crank has not returned since that mishap.
I’ve had my LM2 for just over a year and have put the truck through its paces. I have over 73,000 kilometres on it now. I’ve never had the long crank issue but I have had it in the shop to have the seal on the transfer case replaced. I’ve also had a leaking rear pinion seal replaced all under warranty. Aside from that the truck gets amazing mileage and I can get anywhere from 1050-1150 km on one tank if it’s on the highway. In the city it ranges from 850-950. Great truck
25k running strong on my 3.0 and it’s honestly a great engine. Zero issues. If I didn’t seek this content on TH-cam I wouldn’t even know it had issues elsewhere.
I just bought a new 2022 Escalade EXT with this LM2 3.0D engine. I have always purchased GM. I owned 6.2's before. I love the 6.2L gasser. But, this engine is unreal guys! It eliminates all the problems of the traditional Diesel engines. It is quiet like I cannot describe. Standing next to the engine it is hard to hear the traditional Diesel idle knock I have always herd next to a Diesel. It starts instantly. Zero wait time for glow plugs. I get in and hit start immediately. No wait lamps or timers. No smoking at all. Zero smell that most Diesels have had in the past. I swear this truck has amazing power too. My Diesels before had very pronounced power bands. My Cummins had a red line of like 3K RPM. It made power down low but quickly ran out of breath around 2800-3200 RPM. This 3.0L engine revs alllll the way to 5000 RPM. It is the first fun Diesel I have ever had to drive straight from the factory. Please go test drive one. That's the only way for you to experience this. It is the most advanced engine I have experienced in a very long time. I don't remember when I fell in love with an engine like this before. It's that good guys. I would not lie. It's amazing for sure. Towing my BIG Bertram Sportfish is no problem with this engine at all. Oh yea, I'm getting 19.7 MPG average by the way!!!
Drove 3.0 my 21 LTZ 4200 miles pulling my 6500 lb camper through the mountains and it performed beautifully. Transmission heat got up their pretty good on a hot day in Estes Park, but never overheated. Averaged 13.9 MPG where gassers were at about 8 mpg. Ton’s of torque and great to drive. Blessings
Without doubt, the 3L Duramax and 10 speed transmission are about as perfect a combo as can be. I saw 26-30 mpg on the highway. Now, if GM could solve their quality issues, we’d have a real winner.
Amazing with a full size pick up that is capable of great Towing. I have my own business and we have 2x F150’s with the base V6. They are great and reliable. But I want a person full size truck and wand this Diesel Silverado.
@@fourhillsfarm Mmm Maybe, but not so convenient. I have a six speed VW Amarok and the transmission is like a big big truck. First gear is very short. I would like to drive this Diesel truck with Duramax engine, seems like a good balance of comfort, economy and performance.
I drove these trucks back in 2018-2019 when they were in preproduction testing, they were beautiful running engines, got great mileage (32mpg +), and would actually start in the cold. I fired one up -29F in Bemidji, MN without any kind of assistance (block htr. etc.), and no hesitation
I have owned a 2021 Sierra 1500 with the 3.0 Duramax for nearly a year now, and have put roughly 18000km (11000Miles) on it. So far i have had zero issues with the truck, and it is great on fuel! Over the course of ownership I am averaging about 22.85MPG with a best trip of 28.63MPG. This is no surprise by now, there are plenty of videos reviewing the fuel economy of these engines. However what impressed me the most was, while towing my enclosed snowmobile trailer over a 1500km trip I averaged 13.9MPG!!
My deleted 6.6 LML with 164,000 miles averages 18-22 at 70 mph on the highway depending how the wind is blowing. I am tempted with 3.0, but it better get better than 23 mpg in real world driving for me to make the switch.
@@lelenbates3367 I have been averaging 23 with a leveling kit and bigger tires, I didnt go crazy big tho. Also I know it doesnt make sense but I swear I get better millage in auto 4 wheel. I do not have proof but I reset my millage months ago and now winter is over I went back to 2 wheel and my average MPG is going lower
Just past 1 year of ownership on the LM2 and 16k miles. Love it and zero issues. Great MPG at 29/30 on the highway. Smooth and quiet with great power. It's really been a dream truck set up so far... fingers crossed. I considered the Ram EcoDiesel and the Ford PS but heard many reliability issues with those. And... RAM and Ford dropped both from the 1/2 ton line up since.
@@daniels2761 the lwn is an old vm motori engine updated a bit. it is literally the engine you could get in the jeep liberty diesel. Engine's tough as rock but emissions can get troublesome, particularly in winter.
I bought mine in 4/20. Excellent power and fuel economy. My engine went out at 44k. Number 1 piston wrist pin cracked and fell out of tolerance. Engine ran just made a horrible noise. Tbh I’d buy it again. Way better than a 5.3. Really smooth and lots of power down low. Waiting for the banks to come out. Great review man I like your episode.
Lol are you a sadist? Being better than a 5.3 isn't high praise. You could also buy any other brand and likely not have an engine failure at a ridiculously low mileage.
@@Miiike604 before the update there was a tsb to pull the engine and replace the actuator, apparently gm realized it only needs a ecm reprogramming. I’ve done both but as to if either fix the issue, neither truck has came back yet.. knock on wood
What if the wheel is bent though? It still has the be replaced right? The ECM update is not going to correct that. I really love this new 3.0L diesel and looking to buy one
There's a video on TH-cam where a GM diesel engineer was interviewed about this engine. He claims the rear chain has a life of 200,000 miles, which is more than the 150K cited in this video. Most people get rid of their vehicles before they reach 200K miles, so it's not a bad trade off given how well this engine performs. After a 4 month wait for a truck sitting on a boat of Los Angeles (assembled in Mexico and shipped to LA), I recently acquired a '22 Trail Boss with the LM2 engine. I've only put 2000 miles on it, but so far no issues. It starts right up and if I let it warm up for 5 minutes before driving, it has really good acceleration for a 277hp engine. The nice thing is I don't have to lean into the pedal to pick up speed quickly. With my supercharged V6 gas sports car, I have to downshift and jump on the gas to get it moving... and it moves! With this truck, I just apply a bit more pressure on the pedal and it effortlessly accelerates. Even going up a hill, I don't have to lean into it like a gas car. The huge torque curve makes it effortless and subsequently yields excellent mileage... about 21.5 mpg around the city and around 28+ mpg freeway. Seriously, that's insane for a vehicle that weighs well over 5000 lbs. BTW, I have the LT version with the new generation interior with the 13" main screen and 12" driver screen. It's pretty outrageous, but my only complaint so far is that the BOSE sound system absolutely sucks. The DSP is one of the worst I've heard. Given the $450 option price tag, I am very disappointed. Otherwise, everything else is outstanding.
Right there with ya. Nothing bad I have heard about this engine yet has even came close to the nightmares I seen with the EcoDiesel. I liked mine but it was just not reliable enough to keep it for the long haul...
People think taking the trans out is a major deal. Not as major as removing all of the plumbing and heat exchangers from the front of an engine like this. It's actually a lot easier to remove the trans and transfer case.
My truck. Runs well mileage is great26-27 mpg. I have 98k it’s a 2020, transmission went out starting at 25k and locked up going down the road at 55mph. Leaving 25 yard black stripes on the road.( that was fun)… 8 weeks to repair it mind you not replacing it, symptoms were the transmission was hard shifting between gears wouldn’t shift hi gear. Next around 50k the engine developed a knock that sounded like it was coming from the right front of the engine… it progressively got worse and finally at 93,000 miles it was going to fail. I took it to Chevrolet they had to take the engine out of it which meant taking the body off of the frame. All the gears in the rear of the engine that were chain driven we’re totally worn out to include the tensioners , and chains. 10 weeks later I get it back. With a lot of arguing and raising hell, they replaced all the gears and all the chains and the old pump drive belt. The truck runs well now but the rattling noise is still there I’ve told them about it course it will be out of warranty at this point. So the next damage will be on me, it’s a wonderful truck as long as it runs well but until these problems are repaired permanently I would never buy another one I would not buy anything Chevrolet makes.
While the LM2 duramax has some downfalls for routine maintenance it is still by far the best diesel engine in the half ton trucks. Performs the best and so far the most reliable compared to the ecodiesel and powerstroke.
Tough to say with reliability vs the new ecodiesel engines released in 2020. Supposedly 80% redesigned but too new to know about high mileage reliability
Dodge can’t fix the limp mode issue. The local dealer has had to buy back at least 10 due to continuous limp mode issues that even engineering couldn’t fix while still making them meet EPA emission standards.
@@MitchJohnson0110 absolutely inline 6 diesels are a great if not the best platform. But the new ecodiesel and new lm2 engine are too new in my opinion to claim long term reliability
I've already put 45k trouble free miles. Never a no or long start issue either. Hauled a truck camper all over the west last summer in 100deg heat without hardly breaking a sweat. Got about 18mpg doing it as well! Handles NE Wisconsin winters easily also! Oh, a friend of mine is a 27 year GM Tech who said the whole issue of the belt inspection is WAAAAY overblown. He said it's no more difficult that a few timing belt jobs he can remember doing in other cars every 100k AND, that belt will easily go 250k without worry of breakage in his opinion. And his opinion is based on actually working on these trucks. I actually bought mine on his blessing...
It's really too early to know much about the longevity of the belt, but what I find troublesome is that it's a wet belt and the condition of the oil may have a big impact on belt life. They have also gone backwards and are using post injection for regen which they stopped doing in the 6.6L in part due to oil contamination. Adding the variable of consumer controlled oil change intervals and it just seems like a poor engineering choice when they could have easily used the timing chain to run the pump. Would you really want to risk not changing it at the recommended interval and the consequences of no oil pressure at any moment? It's sure to be a deterrent to buy one of these second hand with 150k on it knowing you're due to spend 2+ grand to change this belt. It may not be more difficult from your friend's perspective, but there probably aren't many timing belt jobs that will cost as much.
@@LikelyCandidate It's really not that difficult to back out the transmission on these trucks with a lift. He said it's a 4 hour job at most. Also, GM is likely to extend that inspection(not replacement) interval to 200k. And according to my UOA's, there's zero fuel in my oil after 6500 miles...so no fuel contamination to worry about either. As with timing belts, they RARELY fail on their own due to age. It's usually a seized pulley or idler. That isn't some cheap Gates rubber belt in there. It's good for at least 300k on it's own if GM is recommending 150k inspection. Like I said, way overblown issue. I personally don't even think about it....
So I decided to call the local GM Dealership regarding how much it will cost to replace that belt. Hold on to your hats....According to their BOOK....it's a 12 HOUR JOB which equals $1800 just to GET to the thing. NO FN WAY. There's zero chance that transmission takes 12 hours to back out and replace with a lift and trained mechanics NOT laying on their backs. I told them they're not going to get much business with that labor rate. Like I said, my friend said it was about 4 hours tops(and he WORKS at a GM dealership), but that's REAL time. I'll take it to an independent shop I use where the owner will be much more reasonable if need be. Even at that, IF I still have it, I won't even do it until I roll 200k. I had heard that GM was going to up the inspection to that anyhow so I'm sure if they're even thinking about it they're well under their predicted failure mileage even at that.
@@TakeDeadAim I remember reading that it was 12 hours. Sounds ridiculous but a lot of newer trucks get their cabs pulled off for motor work so maybe that's the reason? Whatever the case, it just seems like the belt is unnecessary. Whatever the interval for inspection or replacement ends up being; They could've used a chain or gear that would easily last the life of the engine. Good to hear that your oil tested well.
I just hit 50000kms or 31000 miles and the best gas mileage is 7.4 L per 100Km with an average at 9.0, or 32 mpg best and 26 average. The only issue so far is the starter would spin and not engage with the flywheel at times, typically in cool weather. Dealer changed the starter and has happened only once since. Absolutely love the drive ability and the torque. Starting in -30C without the block heater was no issue. Serviced only at the GM dealer using only GM def.
Love the idea of an in-line 6 diesel on those trucks, but I feel as if they might have created a lot of problems with the oil pump and chain driven drive. Time will tell but hopefully they continue to build off this and make it better through time.
Agreed. Assuming no other issues with this new engine, the 150,000 mile replacement life on the belt driving the oil pump is going to be a legacy issue. Diesel owners typically keep their vehicles longer and rack up 300,000+ miles over their lifetime. I can only imagine the cost of pulling the transmission & transfer case to replace this belt X 2 or 3 visits to the dealer. This engine will become a pariah over this issue alone. And beware anyone looking at buying a used vehicle with this engine in the years to come. It's a shame because otherwise it sounds like a great engine.
@@victorford7003 I'm wondering if someone isn't going to figure out a gear drive for these things. GM doesn't seem to care about this kind of thing though. Instead of using an existing V6 in the 1st gen colorado/canyon, they went with the goofy 5-cyl Atlas motors. Timing chains on those trucks are a nightmare. The timing chain up front is your typical thing although you do have to remove the oil pan. But that means dropping the front diff (on a 4wd) AND you have to drop the transmission too. Why? Because GM decided to use a chain drive on the back of the motor to drive the balance shafts. So when you buy a timing chain kit, it comes with the rear chains as well. If you find a 1st Gen Colorado cheap and its got 100k miles on it, get ready for an expensive job.
It’s a disposable truck designed to make money for gm, drive it for 4 yrs/ or 125,000 miles which ever comes first then trade it in, truck payments become like utility bills, once a month for life…imo
I work on these engines at work. Just in the first 3 months of this year we've already replaced 3 3L duramaxes. Wait a few more years until GM has fixed all the issues before buying one of these.
People should really avoid buying anything new tech wise. If it has a computer in it, you're paying a premium to be a beta tester, putting yourself and others at risk because these corporations cut every possible corner to maximize profits for shareholders, but never to pass on the savings to the customer.
@@jimlelan4906 the 6.6 is solid. L5p is a beast and prob the most robust diesel on the market. Gale banks got almost 1000 hp with stock internals. The rest of the truck needs work tho imo. Interior and some electrical lacking
I've worked on a lot of these at my GMC dealership. The best thing about these trucks is that you can pull the cab very easily because the entire cooling system is frame mounted. Once you pull the cab, you can also change the injection pump without removing the transmissionm GM makes a special tool that holds the injection pump gear in place so you can unbolt the injection pump and swap it out.
The fact that you have to pull the cab for something so simple is stupid. We've had one of these trucks tying up a hoist for a month and a half while waiting for a new motor to come in.
@@jakerisner4139 Not to mention the CP4 is a Bosch unit. Are you a TH-cam certified “tech” then? Yes, I noticed you said injectors, but it seems you inferred that the pump was a Denso unit as well. If they really put the CP4 in this thing, I feel really bad for their customers. Actually pretty pathetic on GMs part if they did.
I own one of these trucks and its great! 32 MPH on the highway going 65, 16 MPG towing our 5K lb travel trailer, could not ask for more in that department. Very smooth and quiet as well. I would not worry about the belt and chain driven cams and injection pump. Most timing chains are worn out at 150K anyhow, so you might as well have everything replaced during that service, then you are good for another 150K in theory. Gears may be better, but hey, a Cummins, L5P or Powerstroke will set you back 10 grand for that option, the LM2 is about less than a quarter of that.
It's actually cheaper to go with the LM2 than a 6.2 V8 now. Maintenance costs will set you back a bit with the diesel rather than gas, but the fuel savings and the fact that it's up to $1500 cheaper up front will offset that. Unless diesel fuel prices stay the way they are now; then the fuel savings will be gone.
Interesting that Opel was involved in the development of this engine. I've always loved their CIH straight-6 units that powered their Omega and Senator models back in the day.
I have 85,000 on my babymax. You mentioned the hard start or long crank that is intermittent, I have noticed that it was more prevalent in the first 40,000 miles and that it only happened when I shut the truck off during a regen.
Great video. Taught me things I had many questions on. This is my recent and not over with experience with my new Duramax and Chevy. I have had plenty of Ford Diesels and Ram diesels in the past. All ran great except the last 2500 Ram in 2014. The DEF system broke more then 8 times in 12 months stranding me 3 times out of town. I lemon lawed it and they did not contest. My 2005 Excursion ran great up until 60,000 miles something blew in the HP Rail System. The mechanic told me that igt was a very common problem of the 6.0 liter engines at the time and would cost me over $2500.00 to fix after the warrantee expired. I traded it in. I wish I would have kept it since they have plenty of fixes now. Onto my story. I bought a 2022 Tahoe with the Duramax. I waited 9 months for it since it was custom built. Ordered in May of 2021, showed up in January 2022 as a 2022. Ran great until it hit 8,000 miles only a few weeks ago. Check engine light came on, the collision alert system would go off for no reason, the transmission run hot alert came on even though I put the trans temp gauge up, it goes from normal to overheat and back several times in about 5 seconds then stays normal until it does it again. This usually happens when sitting at a traffic light but sometimes at highway speeds, a reduce speed warning comes on even when just rolling and sometimes on the highway, once it refused to accelerate but that was just once. MPG also changed. It went from 17-21 city and 24-28.4 highway to under 18MPG no matter. Obviously something is wonky! Drove it home and parked it. Next day it wasn't happening but the MPG is still low. I spoke with the dealer and they only have one diesel mechanic and over 25 3 liter Duramax trucks in line. I was told no guarantee and it could be weeks. I need that truck for work so I had to wait a week or so and now will make the appointment. In the mean time, I did my first oil change and could only find the oil at the dealership at $13 a quart. That's $2 more a quart then my wife's 2021 twin turbo Porsche. The dealer also sold me this tiny blue oil filter without a box. When I removed the original filter, it said to replace it with an AC PF66. The dealer supplied filter was shorter, not labeled and I could squeeze the filter with my hand. it definitely was some knock-off filter. Is this what AutoNation Pembroke Pines, FL is having their mechanic put into your truck? That's why I always do my own oil changes and basic maintenance. I drove (yes, another car!) to my local auto store and found that they sold the correct AC filter and both Wix and Purolator who make very similar if not better then the correct AC filter. It's not uncommon to find different brands sell the same exact oil filter but all three had little variations which looked like three different manufacturers. I won't tell you which filter I put in but it was not that piece of $#it dealer sold one. I am telling you that the dealer supplied filter that cost me $12 was a cheap knock-off and that I do not want in my truck and neither should you. Yes, I am going to call them out on it. I'm not knocking AutoNation as the salesman and customer service was was fantastic but I worry about vehicle service when the dealer is putting a junky but very important part of your engines maintenance pieces. So should you. Before you go to the dealer for an oil change, check with the service department to see the oil filter as if you were going to buy it. If it is not in a box and/or does not have a PF66 sticker on it (they all do), either do it yourself or go buy the proper filter (will have to be the AC PF66) and tell them to use that one. If one dealership is doing it, then others are as well.
FYI, most big truck engines makers, such Daimler/Detroit, Volvo, and some Cummins, have rear gear train engines. The rear gear train allows more airflow over the engine to keep the engine compartment cooler. It has nothing to do with serviceability and everything to do with removing heat from the engine compartment.
Had my Silverado for about 18 months and 14,000 miles. Mileage is quite good with an average of about 22-23mpg city, 27-30mpg highway (I tend to drive fairly fast on the highway so the 30mpg or better is only seen when I’m actively trying to get good mileage). Issues have been occasional (like 6 or 7 times ever) non stop cranking without start. This seemed to me to be related to key fob security type issues. Kind of a hiccup where the truck doesn’t realize you have the key in your pocket, yet allows you to press the starter button and engages the starter. Oddly, the ECM doesn’t have a time limit on cranking of, let’s say, 8-10 seconds and will crank indefinitely if you allow it. Only way to stop it is to press the lock and unlock buttons on the key fob. I suspect if you didn’t do that it would crank until starter failure or dead battery, whatever occurred first. Took it to the dealership for service and they did a software update after I made them aware and it has so far not had that issue, though the update oddly did increase crank times before starting compared to before. Maybe 1.5-2 seconds cranking vs 0.5 before.
I have a 2020 AT4. absolutely loved the truck until I hit ~45K miles and it went into limp mode. It's been at a local dealership for over 6 weeks now and they still can't tell me all that's wrong with it or when I'll get it back. Good news is that it is still covered under the powertrain warranty. All I know is that the whole engine is torn apart and they keep finding more issues. I think I'm gonna get out of it and go with the 6.2 or 2500 diesel. I keep my vehicles too long to have to worry about another similar issue at 150K miles after the warranty runs out. Two months ago I would have defended this engine until the end, great fuel efficiency, tons of power to pull my boat, and really smooth engine... when it was rolling anyway.
@@anotherrandomtexan25 already did it at 93k. Had an oil leak from the timing cover, and while they fixed that under warranty, I asked them to replace the belt. $75!!!
THere is a video out there from the chief engineer for the LM2 LZ0 engines that said there was a sub-tier supplier flaw in the crank angle sensor on some of the early model year trucks. It was ultimately corrected in software.
may have already been mentioned but DEF system doesnt fair well in colder climates. A co worker of mine got one and not knowing any better he filled it DEF tank and when it froze which happens often enough the DEF heater cant keep up with a full tank but seem to be able to handle half or quarter tanks, maybe a video on common DEF issues throughout the diesel engines would be an interesting video. what causes issues and what could possibly prevent the issues and stuff like that. I have a VW 3.0 TDI and is giving me emission problems right now. Luckily i have other vehicles to drive so I'm not in a rush to get it fixed quite yet but having known a little more on the issues i would have avoided the purchase all together and I have been a fan of diesels my whole life. Main reason i cant see my self spending 60 to 100k "I live in Canada" on a truck are the draw backs of DEF system malfunctions as well as other emission hiccups.
Def freezes at 14* F . The coldest I had This Year was-10 and not plugged in. No problem. Now if it's going to be worse than that I'd plug it in. You'd think they'd heat The Def tank as well as the antifreeze while it's plugged in. But Engineers and common sense aren't so common
I think the cam drive chain was moved to the rear of the engine because the flywheel is there. The flywheel absorbs a lot of the torque fluctuations, which prolongs the life of the timing chain. I really don't see how it makes the engine any shorter.
150,000 mile belt replacement. So about $1000 every 10-12 years. I’m good with that. And I would think GM did a lot of severe load testing for this engine. They didn’t just come out with it ‘cause they had leftover 3 liter diesel blocks laying around.
The crank no start is essentially a non issue. It starts up the second time 99.9% of the time. Annoying yes but seems more than likely a software error as the TSB for the cam shaft sensor was not a fix. Still the best diesel engine for a 1500 on the market by a mile. (Current owner)
25k. miles miles on it in 2 years normal driving I really love this truck and engine. issues long crank 3 times in 2 years and emission gasket exhaust replace everything you say is so right what a great honest description of this particular engine. I am a little skeptical of its reliability after 100k. miles ? repairs could become excessive. I would not own one with out an extended warranty ! or replace every 36k. miles.
My no-start problem only happened when I hit my break and my start button at relatively the same time. As long as I remembered to press the brake, then hit the bottom, it never happened. And I was able to duplicate the problem by pressing them at the same time purposefully. I got the flash so the problem is fixed, but now the engine turns over longer before cranking.
I like how they make the complicated move to have the timing chain in the back of the engine due to packaging reasons, instead of doing a 2.8L engine with a slighly longer stroke so the block would become shorter.
@Todd Saeger yes they do have a 2500 at4 6.6 duramax. Ultimately I don't like the not a real allison 10 speed they are using and I'm not a fan of the interiors in 19'-22' gms. Plus I had a 94' dodge 3500 scdrw cummins so it was familiar territory. I just prefer the torque delivery of the cummins over the duramaxs as well. The 3.0 duramax is a cool idea and hope it ends up being a good engine i6 is the way to go. But all the overheating issues they were having and the rear drive system plus the tow rating was not what I was expecting.
although you're not wrong, but 150k miles isn't exactly bad either... that's longer than most clutches. You're part of the reason why manufacturers are pushing for 2 year 20k mile oil changes, just because people are lazy and see that they only need to maintain once every 2 years, or non at all every 2 year lease they gravitate towards that car more.
@@gwot i didn't neglect my spark plugs because im lazy.. its because i dont have the means to drop the cradle to get to the back three plugs. Yep im the reason why🙄🙄🙄
@@gwot correct. Have a 66 mustang with a borg Warner t5. Fucked up 4th gear synchro and replaced the whole transmission bc I'm too dumb to tear one down. Did it on jackstands. Sucked ass. But possible.
I'm pulling the trigger on a new Silverado with this engine but knowing now that it is chain driven and rear driven makes me want to rethink my engine option.
Please do a follow up video on the 3.0 Duramax. I would be interested in seeing what aftermarket parts are available. How it compares to the engine in the Nissan truck with the Cummins. Anybody out there with 100,000 miles on it yet ? Anybody tried to change the belt yet ? Is there an easy way to check the chain when you remove the belt ? Wouldn't it make sense to go ahead and replace the chain when you replace the belt ? I look forward to 10 years from now and picking up one of these used, with hopefully less than 100,000 miles on it.
I am really surprised GM went to the trouble of building straight-6 version of an Opel passenger car diesel. In Australia, they use the excellent Isuzu 4JJ3 3.0l diesel engine in the D-MAX pickup. Reliable and proven engine.
Haha. No that’s not at all what they built. I’m confused why you even compared the LM2 with the 4JJ3. The only things they have in common are that they are diesel and have 3L displacement. The LM2 has 66 kW more peak power and 174 newton meters more torque. They are not in the same league.
@@RB-xv4si Yeah, that's exactly what it is. The LM2 is a direct descendant of Opel diesel engines in Europe. The thing was designed at the GM powerplant center in Italy where the rest of the Opel diesels were designed. Now they technically buy all of them from PSA since the sale of Opel but that's where the design work was done. You can even see the same belt driven oil pump setup on them. It's not a bad thing, they make great diesel engines. I was just commenting that it was an odd choice. The 4JJ3 has plenty of headroom for more power. Australian tuners are regularly getting 550-600Nm (400-450lb-ft) of torque out of them with nothing more than a tune and bumping boost up from 20 to 25psi. No injectors, no larger turbo, just a piggyback ECU and an intercooler to safely raise boost. The stock 4JJ3s are barely breathing hard.
@@DriveCarToBar an inline 4 is fundamentally flawed compared to an inline 6. An inline 6 does not require a balance shaft. It also does not require counterweights on the crankshaft because it’s a naturally balanced configuration. It has perfect primary and secondary balance without adding extra weight and moving parts and is the ideal configuration for diesels. That’s why almost all modern commercial transport trucks use inline 6 diesels. You can tune all you want but you’re just polishing a turd.
I'm a technical at a Chevrolet Dealership in Oregon and I loathe this engine. In my opinion it is an engineering nightmare. GM has had issues with the timing chains and the job requires engine removal to replace those chains (according to GM Service Information). I was the first person in my shop to do this repair (the next biggest repair done previously by another tech was EGR Valve replacement). Before I performed the repair, I spent some time to think of the easiest way to do this job (cab removal, trans removal ect.) But I went ahead and did it the way GM recommended. The repair was performed due to a TAC recommendation because the cause of the issue is unknown. The vehicle came in with a Camshaft/Crankshaft Correlation DTC that set immediately as the engine turned over. I think it's important to note that the Camshaft Sprockets and Camshaft Position Sensor Reluctor Wheel are only held to the end of the Camshafts by bolt tension 🤦♂️ (19ftlbs + 50⁰ or something of the sort).
Great video! I have a 2022 Sierra SLT on order with this engine. I have test driven this engine before and man, I gotta tell you, it has great low end response and torque, and paired with smooth operation, it makes for a fantastic drive. I can't wait to pick up my Sierra. I think it will be around this summer. I'm not entirely sure if production has even began yet for '22 trucks
Love mine in my 2021 Elavation. 30 mpg Highway and 24 + around town. I usually don't keep them until the warranty runs out... So I'm hoping it keeps impressing. Use it to pull a 7k travel trailer and The 3.0 doesn't even know it's behind it
I think the access problem on the rear of the engine is kind of overblown. There are other engines out there that are so loaded up with complexity that it's just as much hassle to work on the front of the engine. Try changing a simple water pump on the Ford V6 Ecoboost. Behind a mile long cam chain on a 4 cam engine with VVT. It's a seriously long, expensive, and messy job. I doubt this engine is worse to deal with.
Only had one bad thing happen to a 3.0 at the dealership I work at. Customer just bought a truck, came back and said it was knocking. Pulled the pan and found some metal. Turns out part of the piston broke off. It was a complete anomaly though, and I haven’t seen any major problems.
I agree. His explanation that a small displacement inline 6 somehow compromised packaging on truck with a massive engine bay was a bit of BS. There's more than enough room to package that six without having the "go wrong" bits at the back of the motor, necessitating dropping the trans and pulling the motor to service. The engine would be the same length whether all that stuff was at the front or back. Actually, putting all that noisy crap at the front of the motor, instead of near the firewall, would have resulted in lower NVH.
So far my dealer doesn’t get lm2 trucks in for driveability issues unless it’s already a known issue GM has a service bulletin for like the reductant system or just an oil change. We are a small dealer but so far to me these seem pretty good.
As a technician I can say we dread working on these thing's. Nothing is easy to access and labor times are outragous because of the "packaging" compared to an L5P 6.6 or the 5.3 6.2 V8 gas engines which are a dream to work on. Granted these are new and we areant comfortable working on them yet. My advise to consumer/owners. Make sure if you don't have a warranty get an extended warranty contract with your purchase.
I absolutely love the LM2 in my 2021 GMC. Smooth, quiet, great power and torque, and I average 24 - 25 mpg in my daly semi rural driving. I have had the ECNS issue 2 or 3 times and had the ECM reflashed about a year ago and it has not re-occurred since. Also one O2 sensor went out causing a CEL which was replaced under warranty. And, it tows my 22' Rockwood travel trailer with ease. Also I did drive the Eco Diesel before purchasing and there was no comparison in regards to torque and smoothness. And I did not like the fact that it was a european automobile diesel converted for use in a truck -(Ford had already discontinued their 1/2 ton diesel by that point).
Excellent video packed with useful information. This engine would be great in the mid/upmarket full size (big) RWD/AWD Chevy sedan that GM should be building.
I seem to remember GM adding an extra injector for regen on the LML to avoid oil contamination issues with post injections. It makes me wonder why they went back to post injections for the LM2. Looking at everything else, it doesn't seem like they did it to avoid complexity. They really seem to be pushing their luck with Murphy's law given all the variable systems on this engine. I get that variable stuff and drive by wire has proven to be reliable, but coolant valves, swirl valves, exhaust valves to aid the operation of not one, but two different EGR systems? At least all that emissions stuff should come off in one big chunk so the apprentice doesn't have to make too many trips to the bin. lol
Because the LML is joint developed with Isuzu . LM2 is joint developed by Opel. If you ask me, should I trust Isuzu or Opel , I will answer Isuzu resoundingly for a diesel engine.
Mine is a work truck thats on the road 5 days a week, 71k on this 3.0 Diesel with Zero issues. Pulling a loaded trailer I'm getting between 13-16 MPG's, thats much better than my Ford Power stroke. The 10 Speed is flawless and smooth, it keeps the 3.0 in the power band pulling like a Bear! In the mountains I've been impressed how well it keeps up even loaded. I take care of my equipment better than most, sadly too many owners don't bother to use the correct Motor Oil than are the first to complain. Change my Oil every 7500 miles.
Next work truck will be the 3.0 Duramax. I tow a mdeium size tool trailer about 3000-3500lbs regularly with my 5.3L and its just not enough sometimes. Cant justify the HD trucks yet as I cant see myself towing more than my tool trailer for a long time.
I surprised they didn't just make an inline 4 cyl that would be basically just half of a regular duramax. They've had such great success with those engines it just makes sense to me
With the square body and gmt400 trucks, you could get a diesel either the 6.2 or 6.5 depending on the year. My 88 k1500 still has her factory 6.2 diesel.
If you guys enjoyed the video, please SMASH THAT LIKE BUTTON. It helps the channel out a huge amount and helps TH-cam put the video in front of more people. Thanks for watching 😬
Could you do a video on the L8T it’s the new Chevy 6.6 gas engine.
Hey,, I own a sierra with the 3.0 LM2 and found on the forums the fix to the crank but no start issue. Can you add a thing on your video to help others... the fix is currently to take it to the dealer and rather than have them do the cab removal surgery to the camshaft position sensor ask them for the updated ECM flash. This has resolved the issue for everyone who's had it reflashed by GM
Hey man like the channel, do you guys have a link or file for the LM2 cad file at 2:50 or any 3d files?
What about the 4cly duramax and Cummins ect. Great videos 😎👍🏻
I am a seasoned GM tech and I can tell you most of the emissions issues have been with the DEF injector and a few oxidation catalysts - Along with a few NOX sensors (like all newer diesels). I did have to replace 1 engine due to a faulty oil pump, but that was only one I have heard of (About 8 months ago). Most people absolutely love this engine. It's extremely smooth, quiet, has gobs of torque and gets great fuel mileage. It moves effortlessly and runs beautifully. As for the intermittent no start/long crank, we have an ECM reflash that has worked well. They say the old program would read the cam sensor wrong at times. As for the type of fuel control, I will check for you.
Yeah man I own one it’s been great. The main thing I don’t like is the timing and oil pump on the back as well as the rubber belt I know you’ve heard that more than enough times. Gonna plan to replace the belt myself at 100k right when the warranty ends. I saw somewhere you can do it though the oil pan, but I should just plan to drop the trans anyway?
Thank you. What is ECM reflash?
Yea the problems willl only start after 100kmiles. Cant beat the cummins lol
@@markkukowski3710 What is ECM reflash?
@@grouchosays It's a new computer program - Usually only available at the dealer: It's designed to fix certain common issues that can develop with the vehicle control system. ECM stands for Engine Control Module -
I've had my LM2 for over 2 years and racked up 25K+ miles with no issues at all. Over all averaging 29+ MPG! So torquey, smooth and quiet. LOVE IT! A real joy to drive a full size pickup again after years of a wimpy V6 gas engine.
I'm about 1 year in with 10k+ and for daily driving it has been absolutely fantastic. 21 mpg through town to work and 29+ like you mention on cross state road trips. I have run into the start issue where it cranks for 20 seconds till it times out less than a handful of times though. I simply let it time out and then hit it again and it fires right up. Scared to take it to the dealer since they like to tear things apart and do a shitty job of putting it back together lol. I'll just wait to see if it develops into something worse or if people on the forums figure out the actual fix for it!
@@mateuszmaciol3141 I have not had any issue such as you describe. Hope you find a solution.
@Mateusz Maciol I had that issue. I took it in and it took thirty minutes to reprogram works fine now
I’ve had mine for 5 months and just over 20k. Just finished a 8k cross country road trip and towed back a 1976 k10 4x4 long bed the last 3000 miles. Towed to the bottom of Death Valley and back up to the Grand Canyon, then all the way across i40. I was shocked by how well this engine works. Plenty of power and about 15mpg at 75mph while towing. I was able to do 80mph up 8% grades and the temp gauge never moved. Without the trailer, I’m usually above 25mpg, and at 55mph over 30. This is in a 21 Yukon xl.
Get rid of it by 150k miles.
44k miles in the first year on my Minimax. I freaking love this truck! Total average is 24.6 MPG with a best of 31.8. This thing is a total joy to drive and the 10 speed auto makes this truck feel like a brilliant combo. The chain sounds like a pain and so on but so far, mine has been incredible. It blows through DEF pulling a 4,000 pound box trailer but every time I’m hooked up my lady laughs at how many times I say how great this truck pulls.
It won’t win any top speed shootouts but it is a zippy truck around town. It also doesn’t feel like a full size truck when you’re driving it. GM nailed it on this truck…..as long as she stays reliable.
Amazing with a full size pick up that is capable of great Towing. I have my own business and we have 2x F150’s with the base V6. They are great and reliable. But I want a person full size truck and wand this Diesel Silverado.
She won’t. It’s a GM.
Basically get rid of it by 150k miles.
@@levthelion Systems have changed wiring etc is quick connects. Lifting a cab isn’t the PIA it once was. Shops have these type lifts & ceiling room today. I think it’s like Ram’s EcoD that it’s basically a disposable motor. Probably change the belt etc at 200k then run it another 200k or however long it lasts then dispose of the truck. If it fails early you drop in a crate replacement.
How do you like the oil consumption
Oh man! Love my 2022 Refreshed, 3.0 Duramax Sierra. I have an embarrassing confession to make, however. On a trip to El Paso I had accidently put seven gallons of gasoline in my tank. My wife and I had to make an important appointment and so we hastily decided to push on. (I know -- real stupid) We ended up driving just over 600 miles in total with that fuel mix. Total stress! I had kept the tank topped off as much as possible along the way hoping the gas would float on top of the diesel and stay above the pump. Weird thing is the engine never threw a code. It did however do that "long crank" thing. That freaked me out. But it never left us stranded. Made it back and had the tank siphoned out right away. Engine ran great the whole time, did not overheat or nothing. No change in power, at least as far as I could tell. I have 12K miles on it now and she is beautiful. Best MPG so far was 39 on the I-10 between Benson AZ and Marana --and that's with a fully loaded SLT, 4WD, big cab and 6.5' bed. Yep, she's pretty long. I can't say enough about this truck and power train. I love it. Just hoping it stays that way. BTW, the long crank has not returned since that mishap.
I’ve had my LM2 for just over a year and have put the truck through its paces. I have over 73,000 kilometres on it now. I’ve never had the long crank issue but I have had it in the shop to have the seal on the transfer case replaced. I’ve also had a leaking rear pinion seal replaced all under warranty. Aside from that the truck gets amazing mileage and I can get anywhere from 1050-1150 km on one tank if it’s on the highway. In the city it ranges from 850-950. Great truck
If I'm correct, ir close to being correct, that means you get around 22 to 27MPG?
What's a kilometer?
@@nexpro6118 correct
25k running strong on my 3.0 and it’s honestly a great engine. Zero issues. If I didn’t seek this content on TH-cam I wouldn’t even know it had issues elsewhere.
I just bought a new 2022 Escalade EXT with this LM2 3.0D engine. I have always purchased GM. I owned 6.2's before. I love the 6.2L gasser. But, this engine is unreal guys! It eliminates all the problems of the traditional Diesel engines. It is quiet like I cannot describe. Standing next to the engine it is hard to hear the traditional Diesel idle knock I have always herd next to a Diesel. It starts instantly. Zero wait time for glow plugs. I get in and hit start immediately. No wait lamps or timers. No smoking at all. Zero smell that most Diesels have had in the past. I swear this truck has amazing power too. My Diesels before had very pronounced power bands. My Cummins had a red line of like 3K RPM. It made power down low but quickly ran out of breath around 2800-3200 RPM. This 3.0L engine revs alllll the way to 5000 RPM. It is the first fun Diesel I have ever had to drive straight from the factory. Please go test drive one. That's the only way for you to experience this. It is the most advanced engine I have experienced in a very long time. I don't remember when I fell in love with an engine like this before. It's that good guys. I would not lie. It's amazing for sure. Towing my BIG Bertram Sportfish is no problem with this engine at all. Oh yea, I'm getting 19.7 MPG average by the way!!!
Pretty sure they stopped making the Escalade EXT in like 2013…you mean ESV?
@@bdoginit Yes I meant to say ESV ! Thanks for that.
Drove 3.0 my 21 LTZ 4200 miles pulling my 6500 lb camper through the mountains and it performed beautifully. Transmission heat got up their pretty good on a hot day in Estes Park, but never overheated. Averaged 13.9 MPG where gassers were at about 8 mpg. Ton’s of torque and great to drive. Blessings
Without doubt, the 3L Duramax and 10 speed transmission are about as perfect a combo as can be. I saw 26-30 mpg on the highway. Now, if GM could solve their quality issues, we’d have a real winner.
Amazing with a full size pick up that is capable of great Towing. I have my own business and we have 2x F150’s with the base V6. They are great and reliable. But I want a person full size truck and wand this Diesel Silverado.
Six speed manual would be far superior.
@@fourhillsfarm
Mmm
Maybe, but not so convenient. I have a six speed VW Amarok and the transmission is like a big big truck. First gear is very short. I would like to drive this Diesel truck with Duramax engine, seems like a good balance of comfort, economy and performance.
Seeing 30mpg regularly on my Silverado. Lovin it.
I just bought a 2017 Sierra 5.3 and I kinda regret of not going newer and pulling the trigger on 3.0 I heard nothing but great things bout this engine
I drove these trucks back in 2018-2019 when they were in preproduction testing, they were beautiful running engines, got great mileage (32mpg +), and would actually start in the cold. I fired one up -29F in Bemidji, MN without any kind of assistance (block htr. etc.), and no hesitation
Were you testing up at AET?
@@shaunr9635 No, Roush Industries
I have owned a 2021 Sierra 1500 with the 3.0 Duramax for nearly a year now, and have put roughly 18000km (11000Miles) on it. So far i have had zero issues with the truck, and it is great on fuel! Over the course of ownership I am averaging about 22.85MPG with a best trip of 28.63MPG. This is no surprise by now, there are plenty of videos reviewing the fuel economy of these engines.
However what impressed me the most was, while towing my enclosed snowmobile trailer over a 1500km trip I averaged 13.9MPG!!
We’re seeing an average of 16.8mpg (majority of its life it’s towing) while best is 32.7!!!
My deleted 6.6 LML with 164,000 miles averages 18-22 at 70 mph on the highway depending how the wind is blowing. I am tempted with 3.0, but it better get better than 23 mpg in real world driving for me to make the switch.
Im at 45k miles with no issues I love everything about it
@@lelenbates3367 I have been averaging 23 with a leveling kit and bigger tires, I didnt go crazy big tho. Also I know it doesnt make sense but I swear I get better millage in auto 4 wheel. I do not have proof but I reset my millage months ago and now winter is over I went back to 2 wheel and my average MPG is going lower
@@asphaltspecialties
Is the temperature change from winter to summer that made the difference ?
35,000 on mine. No issues yet. Great power and mileage.
Just past 1 year of ownership on the LM2 and 16k miles. Love it and zero issues. Great MPG at 29/30 on the highway. Smooth and quiet with great power. It's really been a dream truck set up so far... fingers crossed. I considered the Ram EcoDiesel and the Ford PS but heard many reliability issues with those. And... RAM and Ford dropped both from the 1/2 ton line up since.
35 year service manager here, this LM2 3.0 is currently my favorite diesel on the market. Unbelievable torque to gas mileage ratio, love this engine.
Lots of naysayers on having to drop the tranny to check the belt. What is your opinion on this?
@@jimlelan4906 that is 1 negative but it's at 150k. My advice...put a litte $ away with all the fuel savings you'll have.
@@jimlelan4906 as easy to drop the tranny than to work on the front of a diesel motor any day
Next you should do the 2.8 LWN! It's also in the Chevy Express/Savana.
I think in the Colorado too
Also include the 6L50 for the issues, but I love the LWM! I wish the Corrado/Canyon got the 8L90 that the Express had!
@@RandomlnternetGuy most of their sales are the canyon/colorados
It's also a much better designed engine than a 3.0 dmax.
@@daniels2761 the lwn is an old vm motori engine updated a bit.
it is literally the engine you could get in the jeep liberty diesel.
Engine's tough as rock but emissions can get troublesome, particularly in winter.
I bought mine in 4/20. Excellent power and fuel economy. My engine went out at 44k. Number 1 piston wrist pin cracked and fell out of tolerance. Engine ran just made a horrible noise. Tbh I’d buy it again. Way better than a 5.3. Really smooth and lots of power down low. Waiting for the banks to come out. Great review man I like your episode.
Did they honor your warranty?
Lol are you a sadist? Being better than a 5.3 isn't high praise. You could also buy any other brand and likely not have an engine failure at a ridiculously low mileage.
You'd be singing a different tune without warranty coverage.
As a gm tech the extended crank issue has been corrected with a new ecm software update
Sounds like a “trust me bro” statement.
@@Miiike604 before the update there was a tsb to pull the engine and replace the actuator, apparently gm realized it only needs a ecm reprogramming. I’ve done both but as to if either fix the issue, neither truck has came back yet.. knock on wood
@@rboyett appreciate it. 🙏🏻
Not true. I've had the update, exciter wheel inspection, and I still have the no start issue.
What if the wheel is bent though? It still has the be replaced right? The ECM update is not going to correct that. I really love this new 3.0L diesel and looking to buy one
There's a video on TH-cam where a GM diesel engineer was interviewed about this engine. He claims the rear chain has a life of 200,000 miles, which is more than the 150K cited in this video. Most people get rid of their vehicles before they reach 200K miles, so it's not a bad trade off given how well this engine performs.
After a 4 month wait for a truck sitting on a boat of Los Angeles (assembled in Mexico and shipped to LA), I recently acquired a '22 Trail Boss with the LM2 engine. I've only put 2000 miles on it, but so far no issues. It starts right up and if I let it warm up for 5 minutes before driving, it has really good acceleration for a 277hp engine. The nice thing is I don't have to lean into the pedal to pick up speed quickly. With my supercharged V6 gas sports car, I have to downshift and jump on the gas to get it moving... and it moves! With this truck, I just apply a bit more pressure on the pedal and it effortlessly accelerates. Even going up a hill, I don't have to lean into it like a gas car. The huge torque curve makes it effortless and subsequently yields excellent mileage... about 21.5 mpg around the city and around 28+ mpg freeway. Seriously, that's insane for a vehicle that weighs well over 5000 lbs.
BTW, I have the LT version with the new generation interior with the 13" main screen and 12" driver screen. It's pretty outrageous, but my only complaint so far is that the BOSE sound system absolutely sucks. The DSP is one of the worst I've heard. Given the $450 option price tag, I am very disappointed. Otherwise, everything else is outstanding.
I own one and I love it. I had the Ram ecodiesel before this and this Duramax is much better in every measure; especially reliability.
Right there with ya. Nothing bad I have heard about this engine yet has even came close to the nightmares I seen with the EcoDiesel. I liked mine but it was just not reliable enough to keep it for the long haul...
People think taking the trans out is a major deal. Not as major as removing all of the plumbing and heat exchangers from the front of an engine like this. It's actually a lot easier to remove the trans and transfer case.
That's what I've been thinking too. There is so much on the front of the engine, putting everything in the back is no big deal.
Bingo…was wondering about that same thing myself.
My truck. Runs well mileage is great26-27 mpg. I have 98k it’s a 2020, transmission went out starting at 25k and locked up going down the road at 55mph. Leaving 25 yard black stripes on the road.( that was fun)… 8 weeks to repair it mind you not replacing it, symptoms were the transmission was hard shifting between gears wouldn’t shift hi gear. Next around 50k the engine developed a knock that sounded like it was coming from the right front of the engine… it progressively got worse and finally at 93,000 miles it was going to fail. I took it to Chevrolet they had to take the engine out of it which meant taking the body off of the frame. All the gears in the rear of the engine that were chain driven we’re totally worn out to include the tensioners , and chains. 10 weeks later I get it back. With a lot of arguing and raising hell, they replaced all the gears and all the chains and the old pump drive belt. The truck runs well now but the rattling noise is still there I’ve told them about it course it will be out of warranty at this point. So the next damage will be on me, it’s a wonderful truck as long as it runs well but until these problems are repaired permanently I would never buy another one I would not buy anything Chevrolet makes.
Sounds like you got one of the only bad ones
Ooh! LM2 Duramax is the best engine on Chevrolet Silverado and GMC Sierra half ton truck.
While the LM2 duramax has some downfalls for routine maintenance it is still by far the best diesel engine in the half ton trucks. Performs the best and so far the most reliable compared to the ecodiesel and powerstroke.
Tough to say with reliability vs the new ecodiesel engines released in 2020. Supposedly 80% redesigned but too new to know about high mileage reliability
Dodge can’t fix the limp mode issue. The local dealer has had to buy back at least 10 due to continuous limp mode issues that even engineering couldn’t fix while still making them meet EPA emission standards.
@@TheIamdevin True, however the fact that Chevy went with a straight 6 instead of a V6 like Ram and Ford, gives me more hope for reliability.
@@MitchJohnson0110 absolutely inline 6 diesels are a great if not the best platform. But the new ecodiesel and new lm2 engine are too new in my opinion to claim long term reliability
@@TheIamdevin agree 100%. I always tell people, "lets see how they're doing 10 years from now once they're actually in my price range" lmao
I've already put 45k trouble free miles. Never a no or long start issue either. Hauled a truck camper all over the west last summer in 100deg heat without hardly breaking a sweat. Got about 18mpg doing it as well! Handles NE Wisconsin winters easily also! Oh, a friend of mine is a 27 year GM Tech who said the whole issue of the belt inspection is WAAAAY overblown. He said it's no more difficult that a few timing belt jobs he can remember doing in other cars every 100k AND, that belt will easily go 250k without worry of breakage in his opinion. And his opinion is based on actually working on these trucks. I actually bought mine on his blessing...
It's really too early to know much about the longevity of the belt, but what I find troublesome is that it's a wet belt and the condition of the oil may have a big impact on belt life. They have also gone backwards and are using post injection for regen which they stopped doing in the 6.6L in part due to oil contamination. Adding the variable of consumer controlled oil change intervals and it just seems like a poor engineering choice when they could have easily used the timing chain to run the pump.
Would you really want to risk not changing it at the recommended interval and the consequences of no oil pressure at any moment?
It's sure to be a deterrent to buy one of these second hand with 150k on it knowing you're due to spend 2+ grand to change this belt.
It may not be more difficult from your friend's perspective, but there probably aren't many timing belt jobs that will cost as much.
@@LikelyCandidate It's really not that difficult to back out the transmission on these trucks with a lift. He said it's a 4 hour job at most. Also, GM is likely to extend that inspection(not replacement) interval to 200k. And according to my UOA's, there's zero fuel in my oil after 6500 miles...so no fuel contamination to worry about either. As with timing belts, they RARELY fail on their own due to age. It's usually a seized pulley or idler. That isn't some cheap Gates rubber belt in there. It's good for at least 300k on it's own if GM is recommending 150k inspection. Like I said, way overblown issue. I personally don't even think about it....
So I decided to call the local GM Dealership regarding how much it will cost to replace that belt. Hold on to your hats....According to their BOOK....it's a 12 HOUR JOB which equals $1800 just to GET to the thing. NO FN WAY. There's zero chance that transmission takes 12 hours to back out and replace with a lift and trained mechanics NOT laying on their backs. I told them they're not going to get much business with that labor rate. Like I said, my friend said it was about 4 hours tops(and he WORKS at a GM dealership), but that's REAL time. I'll take it to an independent shop I use where the owner will be much more reasonable if need be. Even at that, IF I still have it, I won't even do it until I roll 200k. I had heard that GM was going to up the inspection to that anyhow so I'm sure if they're even thinking about it they're well under their predicted failure mileage even at that.
@@TakeDeadAim I remember reading that it was 12 hours. Sounds ridiculous but a lot of newer trucks get their cabs pulled off for motor work so maybe that's the reason? Whatever the case, it just seems like the belt is unnecessary. Whatever the interval for inspection or replacement ends up being; They could've used a chain or gear that would easily last the life of the engine.
Good to hear that your oil tested well.
I just hit 50000kms or 31000 miles and the best gas mileage is 7.4 L per 100Km with an average at 9.0, or 32 mpg best and 26 average. The only issue so far is the starter would spin and not engage with the flywheel at times, typically in cool weather. Dealer changed the starter and has happened only once since. Absolutely love the drive ability and the torque. Starting in -30C without the block heater was no issue. Serviced only at the GM dealer using only GM def.
Nice review. This engine is unbelievably powerful and efficient.
Love the idea of an in-line 6 diesel on those trucks, but I feel as if they might have created a lot of problems with the oil pump and chain driven drive.
Time will tell but hopefully they continue to build off this and make it better through time.
Agreed. Assuming no other issues with this new engine, the 150,000 mile replacement life on the belt driving the oil pump is going to be a legacy issue. Diesel owners typically keep their vehicles longer and rack up 300,000+ miles over their lifetime. I can only imagine the cost of pulling the transmission & transfer case to replace this belt X 2 or 3 visits to the dealer. This engine will become a pariah over this issue alone. And beware anyone looking at buying a used vehicle with this engine in the years to come. It's a shame because otherwise it sounds like a great engine.
Yeah when these things are auto warranty people are going to be crying when you have to pull the transmission to do major work on the engine up top
@@victorford7003 I'm wondering if someone isn't going to figure out a gear drive for these things. GM doesn't seem to care about this kind of thing though. Instead of using an existing V6 in the 1st gen colorado/canyon, they went with the goofy 5-cyl Atlas motors. Timing chains on those trucks are a nightmare. The timing chain up front is your typical thing although you do have to remove the oil pan. But that means dropping the front diff (on a 4wd) AND you have to drop the transmission too. Why? Because GM decided to use a chain drive on the back of the motor to drive the balance shafts. So when you buy a timing chain kit, it comes with the rear chains as well. If you find a 1st Gen Colorado cheap and its got 100k miles on it, get ready for an expensive job.
It’s a disposable truck designed to make money for gm, drive it for 4 yrs/ or 125,000 miles which ever comes first then trade it in, truck payments become like utility bills, once a month for life…imo
I work on these engines at work. Just in the first 3 months of this year we've already replaced 3 3L duramaxes. Wait a few more years until GM has fixed all the issues before buying one of these.
People should really avoid buying anything new tech wise. If it has a computer in it, you're paying a premium to be a beta tester, putting yourself and others at risk because these corporations cut every possible corner to maximize profits for shareholders, but never to pass on the savings to the customer.
@@MD.20.20 no, people SHOULD buy new stuff, so they can be the beta testers for me when I buy it 5 years later.
WOW!!! That is worrisome! How reliable are the larger Diesels in the 2500?
@Dark farts exactly, several of them...for no reason other than to charge more and add failure points.
@@jimlelan4906 the 6.6 is solid. L5p is a beast and prob the most robust diesel on the market. Gale banks got almost 1000 hp with stock internals. The rest of the truck needs work tho imo. Interior and some electrical lacking
Traded my 6.2 for the 3.0. I don't regret this decision at all.
I've worked on a lot of these at my GMC dealership. The best thing about these trucks is that you can pull the cab very easily because the entire cooling system is frame mounted. Once you pull the cab, you can also change the injection pump without removing the transmissionm GM makes a special tool that holds the injection pump gear in place so you can unbolt the injection pump and swap it out.
The fact that you have to pull the cab for something so simple is stupid. We've had one of these trucks tying up a hoist for a month and a half while waiting for a new motor to come in.
@@sterlingmakara I agree. The new body style of trucks are getting harder and harder to work on.
@@sterlingmakara to do anything on almost any light truck diesel you have to pull the cab.
@@sterlingmakara how long is it taking you’ll to take cabs off?
GM tech here! The LM2 does indeed have denso injectors and a modified CP4 pump
CP4 or HP4? I would have a hard time believing they brought the CP4 back after all the mechanical and legal issues it created.
@@jakerisner4139 Not to mention the CP4 is a Bosch unit. Are you a TH-cam certified “tech” then? Yes, I noticed you said injectors, but it seems you inferred that the pump was a Denso unit as well. If they really put the CP4 in this thing, I feel really bad for their customers. Actually pretty pathetic on GMs part if they did.
I heard the first year trucks had a CP4 and newer ones have a Denso, but don’t have anything beyond hearsay to confirm it
I own one of these trucks and its great! 32 MPH on the highway going 65, 16 MPG towing our 5K lb travel trailer, could not ask for more in that department. Very smooth and quiet as well. I would not worry about the belt and chain driven cams and injection pump. Most timing chains are worn out at 150K anyhow, so you might as well have everything replaced during that service, then you are good for another 150K in theory. Gears may be better, but hey, a Cummins, L5P or Powerstroke will set you back 10 grand for that option, the LM2 is about less than a quarter of that.
It's actually cheaper to go with the LM2 than a 6.2 V8 now. Maintenance costs will set you back a bit with the diesel rather than gas, but the fuel savings and the fact that it's up to $1500 cheaper up front will offset that. Unless diesel fuel prices stay the way they are now; then the fuel savings will be gone.
That’s a sweet Schwinn bike chain in a Diesel engine😏
Interesting that Opel was involved in the development of this engine. I've always loved their CIH straight-6 units that powered their Omega and Senator models back in the day.
I have 85,000 on my babymax. You mentioned the hard start or long crank that is intermittent, I have noticed that it was more prevalent in the first 40,000 miles and that it only happened when I shut the truck off during a regen.
Great video. Taught me things I had many questions on. This is my recent and not over with experience with my new Duramax and Chevy.
I have had plenty of Ford Diesels and Ram diesels in the past. All ran great except the last 2500 Ram in 2014. The DEF system broke more then 8 times in 12 months stranding me 3 times out of town. I lemon lawed it and they did not contest. My 2005 Excursion ran great up until 60,000 miles something blew in the HP Rail System. The mechanic told me that igt was a very common problem of the 6.0 liter engines at the time and would cost me over $2500.00 to fix after the warrantee expired. I traded it in. I wish I would have kept it since they have plenty of fixes now. Onto my story.
I bought a 2022 Tahoe with the Duramax. I waited 9 months for it since it was custom built. Ordered in May of 2021, showed up in January 2022 as a 2022. Ran great until it hit 8,000 miles only a few weeks ago. Check engine light came on, the collision alert system would go off for no reason, the transmission run hot alert came on even though I put the trans temp gauge up, it goes from normal to overheat and back several times in about 5 seconds then stays normal until it does it again. This usually happens when sitting at a traffic light but sometimes at highway speeds, a reduce speed warning comes on even when just rolling and sometimes on the highway, once it refused to accelerate but that was just once. MPG also changed. It went from 17-21 city and 24-28.4 highway to under 18MPG no matter. Obviously something is wonky! Drove it home and parked it. Next day it wasn't happening but the MPG is still low. I spoke with the dealer and they only have one diesel mechanic and over 25 3 liter Duramax trucks in line. I was told no guarantee and it could be weeks. I need that truck for work so I had to wait a week or so and now will make the appointment. In the mean time, I did my first oil change and could only find the oil at the dealership at $13 a quart. That's $2 more a quart then my wife's 2021 twin turbo Porsche. The dealer also sold me this tiny blue oil filter without a box. When I removed the original filter, it said to replace it with an AC PF66. The dealer supplied filter was shorter, not labeled and I could squeeze the filter with my hand. it definitely was some knock-off filter. Is this what AutoNation Pembroke Pines, FL is having their mechanic put into your truck? That's why I always do my own oil changes and basic maintenance. I drove (yes, another car!) to my local auto store and found that they sold the correct AC filter and both Wix and Purolator who make very similar if not better then the correct AC filter. It's not uncommon to find different brands sell the same exact oil filter but all three had little variations which looked like three different manufacturers. I won't tell you which filter I put in but it was not that piece of $#it dealer sold one. I am telling you that the dealer supplied filter that cost me $12 was a cheap knock-off and that I do not want in my truck and neither should you. Yes, I am going to call them out on it. I'm not knocking AutoNation as the salesman and customer service was was fantastic but I worry about vehicle service when the dealer is putting a junky but very important part of your engines maintenance pieces. So should you. Before you go to the dealer for an oil change, check with the service department to see the oil filter as if you were going to buy it. If it is not in a box and/or does not have a PF66 sticker on it (they all do), either do it yourself or go buy the proper filter (will have to be the AC PF66) and tell them to use that one. If one dealership is doing it, then others are as well.
FYI, most big truck engines makers, such Daimler/Detroit, Volvo, and some Cummins, have rear gear train engines. The rear gear train allows more airflow over the engine to keep the engine compartment cooler. It has nothing to do with serviceability and everything to do with removing heat from the engine compartment.
Had my Silverado for about 18 months and 14,000 miles. Mileage is quite good with an average of about 22-23mpg city, 27-30mpg highway (I tend to drive fairly fast on the highway so the 30mpg or better is only seen when I’m actively trying to get good mileage). Issues have been occasional (like 6 or 7 times ever) non stop cranking without start. This seemed to me to be related to key fob security type issues. Kind of a hiccup where the truck doesn’t realize you have the key in your pocket, yet allows you to press the starter button and engages the starter. Oddly, the ECM doesn’t have a time limit on cranking of, let’s say, 8-10 seconds and will crank indefinitely if you allow it. Only way to stop it is to press the lock and unlock buttons on the key fob. I suspect if you didn’t do that it would crank until starter failure or dead battery, whatever occurred first. Took it to the dealership for service and they did a software update after I made them aware and it has so far not had that issue, though the update oddly did increase crank times before starting compared to before. Maybe 1.5-2 seconds cranking vs 0.5 before.
I have a 2020 AT4. absolutely loved the truck until I hit ~45K miles and it went into limp mode. It's been at a local dealership for over 6 weeks now and they still can't tell me all that's wrong with it or when I'll get it back. Good news is that it is still covered under the powertrain warranty. All I know is that the whole engine is torn apart and they keep finding more issues. I think I'm gonna get out of it and go with the 6.2 or 2500 diesel. I keep my vehicles too long to have to worry about another similar issue at 150K miles after the warranty runs out. Two months ago I would have defended this engine until the end, great fuel efficiency, tons of power to pull my boat, and really smooth engine... when it was rolling anyway.
@Dark farts Yep, the new cylinder deactivation systems on the V8 are so bad that the best GM engine now is the 2.7T 4 banger.
@@OtisFlint Thanks to the microchip shortage new V8 equipped trucks don't have dynamic fuel management.
@@mikechappell7920 is that all of the V8s? I would buy the 6.2 if it didn't have the DFM?
My 3.0L has 106k miles now. I drive an avg of 250 a day. I love this engine.
Planning on keeping it to the point you'll have to replace the oil pump belt?
@@anotherrandomtexan25 already did it at 93k. Had an oil leak from the timing cover, and while they fixed that under warranty, I asked them to replace the belt. $75!!!
@@hadyrome5574 did they say who long it took them? Difficult job?
@@vomitus007 I think it was a 10 hour job altogether.
Awesome video should do a video comparing all 3 of the 3ltr engines powerstroke duramax and Cummins
32mpg highway 4 hour trip
It's friggin insane .
I have a 2022 LTD LT 4WD Silverado with 19,000 miles no issues great fuel Mileage!
I am curious how GM going to refresh the LM2 in the next year?
THere is a video out there from the chief engineer for the LM2 LZ0 engines that said there was a sub-tier supplier flaw in the crank angle sensor on some of the early model year trucks. It was ultimately corrected in software.
Thank you for this video. You talked me out of buying one. I drive alot of miles for work and dont need unknown reliability issues.
may have already been mentioned but DEF system doesnt fair well in colder climates. A co worker of mine got one and not knowing any better he filled it DEF tank and when it froze which happens often enough the DEF heater cant keep up with a full tank but seem to be able to handle half or quarter tanks, maybe a video on common DEF issues throughout the diesel engines would be an interesting video. what causes issues and what could possibly prevent the issues and stuff like that. I have a VW 3.0 TDI and is giving me emission problems right now. Luckily i have other vehicles to drive so I'm not in a rush to get it fixed quite yet but having known a little more on the issues i would have avoided the purchase all together and I have been a fan of diesels my whole life. Main reason i cant see my self spending 60 to 100k "I live in Canada" on a truck are the draw backs of DEF system malfunctions as well as other emission hiccups.
Def freezes at 14* F . The coldest I had This Year was-10 and not plugged in. No problem. Now if it's going to be worse than that I'd plug it in. You'd think they'd heat The Def tank as well as the antifreeze while it's plugged in. But Engineers and common sense aren't so common
I think the cam drive chain was moved to the rear of the engine because the flywheel is there. The flywheel absorbs a lot of the torque fluctuations, which prolongs the life of the timing chain. I really don't see how it makes the engine any shorter.
Finally a real review. Give this man 1 M$
150,000 mile belt replacement. So about $1000 every 10-12 years. I’m good with that. And I would think GM did a lot of severe load testing for this engine. They didn’t just come out with it ‘cause they had leftover 3 liter diesel blocks laying around.
maybe $1000 this year, but likely to be twice that amount in just a few years....not so sure with wouldn't be $2000 now.
@@mtjag3138 I mean are you really racking up 150k miles in a few years?
5.0 cummins! Looks to me like a hidden gem in the truck world….
The crank no start is essentially a non issue. It starts up the second time 99.9% of the time. Annoying yes but seems more than likely a software error as the TSB for the cam shaft sensor was not a fix. Still the best diesel engine for a 1500 on the market by a mile. (Current owner)
There's an ECM software update that fixes this issue. Look up PIP5823A. Any GM dealer can flash this update to your ECM.
25k. miles miles on it in 2 years normal driving I really love this truck and engine. issues long crank 3 times in 2 years and emission gasket exhaust replace everything you say is so right what a great honest description of this particular engine.
I am a little skeptical of its reliability after 100k. miles ? repairs could become excessive. I would not own one with out an extended warranty ! or replace every 36k. miles.
My no-start problem only happened when I hit my break and my start button at relatively the same time. As long as I remembered to press the brake, then hit the bottom, it never happened. And I was able to duplicate the problem by pressing them at the same time purposefully. I got the flash so the problem is fixed, but now the engine turns over longer before cranking.
I like how they make the complicated move to have the timing chain in the back of the engine due to packaging reasons, instead of doing a 2.8L engine with a slighly longer stroke so the block would become shorter.
I contemplated 1 of these in an at4 for a few weeks then decided to get a 2500 cummins instead.
@Todd Saeger yes they do have a 2500 at4 6.6 duramax. Ultimately I don't like the not a real allison 10 speed they are using and I'm not a fan of the interiors in 19'-22' gms. Plus I had a 94' dodge 3500 scdrw cummins so it was familiar territory. I just prefer the torque delivery of the cummins over the duramaxs as well. The 3.0 duramax is a cool idea and hope it ends up being a good engine i6 is the way to go. But all the overheating issues they were having and the rear drive system plus the tow rating was not what I was expecting.
easy maintenance is one of the most important traits of a good daily driver. They really dropped the ball on this one
although you're not wrong, but 150k miles isn't exactly bad either... that's longer than most clutches. You're part of the reason why manufacturers are pushing for 2 year 20k mile oil changes, just because people are lazy and see that they only need to maintain once every 2 years, or non at all every 2 year lease they gravitate towards that car more.
@@gwot i didn't neglect my spark plugs because im lazy.. its because i dont have the means to drop the cradle to get to the back three plugs. Yep im the reason why🙄🙄🙄
@@gwot im just tired of manufacturers purposely designing cars that require a two post lift to do maintenance
@@Alexernst55 it doesn't require a two post lift to drop the tranny.
@@gwot correct. Have a 66 mustang with a borg Warner t5. Fucked up 4th gear synchro and replaced the whole transmission bc I'm too dumb to tear one down. Did it on jackstands. Sucked ass. But possible.
I'm pulling the trigger on a new Silverado with this engine but knowing now that it is chain driven and rear driven makes me want to rethink my engine option.
Please do a follow up video on the 3.0 Duramax. I would be interested in seeing what aftermarket parts are available. How it compares to the engine in the Nissan truck with the Cummins. Anybody out there with 100,000 miles on it yet ? Anybody tried to change the belt yet ? Is there an easy way to check the chain when you remove the belt ? Wouldn't it make sense to go ahead and replace the chain when you replace the belt ? I look forward to 10 years from now and picking up one of these used, with hopefully less than 100,000 miles on it.
I am really surprised GM went to the trouble of building straight-6 version of an Opel passenger car diesel. In Australia, they use the excellent Isuzu 4JJ3 3.0l diesel engine in the D-MAX pickup. Reliable and proven engine.
American emissions essentially just say “no” every time someone tries to bring a new one to market. It’s dumb, but it’s how things work over here.
I wish we had the Isuzu over the vm. They seem to be more robust and more reliable.
Haha. No that’s not at all what they built. I’m confused why you even compared the LM2 with the 4JJ3. The only things they have in common are that they are diesel and have 3L displacement. The LM2 has 66 kW more peak power and 174 newton meters more torque. They are not in the same league.
@@RB-xv4si Yeah, that's exactly what it is. The LM2 is a direct descendant of Opel diesel engines in Europe. The thing was designed at the GM powerplant center in Italy where the rest of the Opel diesels were designed. Now they technically buy all of them from PSA since the sale of Opel but that's where the design work was done. You can even see the same belt driven oil pump setup on them. It's not a bad thing, they make great diesel engines. I was just commenting that it was an odd choice.
The 4JJ3 has plenty of headroom for more power. Australian tuners are regularly getting 550-600Nm (400-450lb-ft) of torque out of them with nothing more than a tune and bumping boost up from 20 to 25psi. No injectors, no larger turbo, just a piggyback ECU and an intercooler to safely raise boost. The stock 4JJ3s are barely breathing hard.
@@DriveCarToBar an inline 4 is fundamentally flawed compared to an inline 6. An inline 6 does not require a balance shaft. It also does not require counterweights on the crankshaft because it’s a naturally balanced configuration. It has perfect primary and secondary balance without adding extra weight and moving parts and is the ideal configuration for diesels. That’s why almost all modern commercial transport trucks use inline 6 diesels. You can tune all you want but you’re just polishing a turd.
I'm a technical at a Chevrolet Dealership in Oregon and I loathe this engine. In my opinion it is an engineering nightmare. GM has had issues with the timing chains and the job requires engine removal to replace those chains (according to GM Service Information). I was the first person in my shop to do this repair (the next biggest repair done previously by another tech was EGR Valve replacement). Before I performed the repair, I spent some time to think of the easiest way to do this job (cab removal, trans removal ect.) But I went ahead and did it the way GM recommended. The repair was performed due to a TAC recommendation because the cause of the issue is unknown. The vehicle came in with a Camshaft/Crankshaft Correlation DTC that set immediately as the engine turned over. I think it's important to note that the Camshaft Sprockets and Camshaft Position Sensor Reluctor Wheel are only held to the end of the Camshafts by bolt tension 🤦♂️ (19ftlbs + 50⁰ or something of the sort).
Sounds like job security…
Unkeyed cam sprockets have been around forever and aren't an issue.
On diesel engines?
Great video!
I have a 2022 Sierra SLT on order with this engine. I have test driven this engine before and man, I gotta tell you, it has great low end response and torque, and paired with smooth operation, it makes for a fantastic drive.
I can't wait to pick up my Sierra. I think it will be around this summer. I'm not entirely sure if production has even began yet for '22 trucks
They started Feb 21st in Mexico and starting march 14th in Fort Wayne. I’m waiting on a refresh at4 with 3.0! Switching from a 5.3
@@Michael_Puddephatt for Fort Wayne it’s been pushed back to Thursday the 17th Not Monday.
@@jacobstienecker really? Damn hopefully they can get them built and shipped as fast as Mexico
@@Michael_Puddephatt same!
I have a 2022 custom 1500 2.7 since december here in ATX
Love mine in my 2021 Elavation. 30 mpg Highway and 24 + around town. I usually don't keep them until the warranty runs out... So I'm hoping it keeps impressing. Use it to pull a 7k travel trailer and The 3.0 doesn't even know it's behind it
What id the standard warranty?
I think the access problem on the rear of the engine is kind of overblown. There are other engines out there that are so loaded up with complexity that it's just as much hassle to work on the front of the engine. Try changing a simple water pump on the Ford V6 Ecoboost. Behind a mile long cam chain on a 4 cam engine with VVT. It's a seriously long, expensive, and messy job. I doubt this engine is worse to deal with.
Ford Cologne is another (typical blue oval POS)
Great video man! I was thinking about ordering a new truck but this engine is difficult to make repairs.
Only had one bad thing happen to a 3.0 at the dealership I work at. Customer just bought a truck, came back and said it was knocking. Pulled the pan and found some metal. Turns out part of the piston broke off. It was a complete anomaly though, and I haven’t seen any major problems.
Yup because not every part goes through Non Destructive Inspection/Testing.
The maintenance compromises with the valvetrain drive and oiling make this a no-go for me, personally.
Same here.
The ford uses a belt so I would rather have the gm
@@johnbyram3116 Even though I'm a Chevy guy, that doesn't matter. Since the oil pump is belt driven in these it works out the same
I agree. His explanation that a small displacement inline 6 somehow compromised packaging on truck with a massive engine bay was a bit of BS. There's more than enough room to package that six without having the "go wrong" bits at the back of the motor, necessitating dropping the trans and pulling the motor to service. The engine would be the same length whether all that stuff was at the front or back. Actually, putting all that noisy crap at the front of the motor, instead of near the firewall, would have resulted in lower NVH.
Good review, would like to see you do the 2.8 next 👍
Great video!
My 5.3 vortec looks simple to work on compared to this engine, nevertheless I'm still a fan of diesel torque and efficiency.
We’re basically pulling the cabs off of these trucks for any repairs
So far my dealer doesn’t get lm2 trucks in for driveability issues unless it’s already a known issue GM has a service bulletin for like the reductant system or just an oil change. We are a small dealer but so far to me these seem pretty good.
Love the little new in-line.
Yes, Major service for chains and oil pump belt, but engine out is MUCH easier than CAB OFF the frame!
Mr. P
As a technician I can say we dread working on these thing's. Nothing is easy to access and labor times are outragous because of the "packaging" compared to an L5P 6.6 or the 5.3 6.2 V8 gas engines which are a dream to work on. Granted these are new and we areant comfortable working on them yet. My advise to consumer/owners. Make sure if you don't have a warranty get an extended warranty contract with your purchase.
You sure they GM don’t need you in there
Marketing and development Department
😎👍🏾
I absolutely love the LM2 in my 2021 GMC. Smooth, quiet, great power and torque, and I average 24 - 25 mpg in my daly semi rural driving. I have had the ECNS issue 2 or 3 times and had the ECM reflashed about a year ago and it has not re-occurred since. Also one O2 sensor went out causing a CEL which was replaced under warranty. And, it tows my 22' Rockwood travel trailer with ease. Also I did drive the Eco Diesel before purchasing and there was no comparison in regards to torque and smoothness. And I did not like the fact that it was a european automobile diesel converted for use in a truck -(Ford had already discontinued their 1/2 ton diesel by that point).
Excellent video packed with useful information.
This engine would be great in the mid/upmarket full size (big) RWD/AWD Chevy sedan that GM should be building.
Its a Denso High pressure pump. Great Video Like always. 💯
It would be nice to be able to get this in the Colorado. The higher torque numbers are impresive.
So for their egr on this engine they're pulling a page from CAT's old CGI system. That's just Greeeeat
great video man i been wanting to see what this engine was about.
I seem to remember GM adding an extra injector for regen on the LML to avoid oil contamination issues with post injections. It makes me wonder why they went back to post injections for the LM2. Looking at everything else, it doesn't seem like they did it to avoid complexity.
They really seem to be pushing their luck with Murphy's law given all the variable systems on this engine.
I get that variable stuff and drive by wire has proven to be reliable, but coolant valves, swirl valves, exhaust valves to aid the operation of not one, but two different EGR systems?
At least all that emissions stuff should come off in one big chunk so the apprentice doesn't have to make too many trips to the bin. lol
Sounds like a nightmare out of warranty or once aged.
Because the LML is joint developed with Isuzu . LM2 is joint developed by Opel. If you ask me, should I trust Isuzu or Opel , I will answer Isuzu resoundingly for a diesel engine.
im going to stick with my lml... as a daily after this.
Mine is a work truck thats on the road 5 days a week, 71k on this 3.0 Diesel with Zero issues. Pulling a loaded trailer I'm getting between 13-16 MPG's, thats much better than my Ford Power stroke. The 10 Speed is flawless and smooth, it keeps the 3.0 in the power band pulling like a Bear! In the mountains I've been impressed how well it keeps up even loaded. I take care of my equipment better than most, sadly too many owners don't bother to use the correct Motor Oil than are the first to complain. Change my Oil every 7500 miles.
Next work truck will be the 3.0 Duramax. I tow a mdeium size tool trailer about 3000-3500lbs regularly with my 5.3L and its just not enough sometimes. Cant justify the HD trucks yet as I cant see myself towing more than my tool trailer for a long time.
I surprised they didn't just make an inline 4 cyl that would be basically just half of a regular duramax. They've had such great success with those engines it just makes sense to me
I use to buy ford’s inline 6 used in their F-150. That motor lasted for ever and routinely got 25-30 mpg.
In the 90s they did have an option for a 6.2 diesel in a Chevy/GMC 1500 series trucks
Those Diesels were gasoline engines made into Diesels IIRC(?). Different ball game..
Great video man,
Love to see the same exact format on the 3.0 powerstroke and ecodiesel
With the square body and gmt400 trucks, you could get a diesel either the 6.2 or 6.5 depending on the year. My 88 k1500 still has her factory 6.2 diesel.
My dad also has a light duty 94 k2500, essentially a heavy duty 1/2 ton, with a factory 6.5 diesel
so i have push start for my lm2 and i thought before starting a diesel you atta let the glowplugs warm up, but with this it starts immediately
FYI, GM designed the 1500 engine bay around the new straight six diesel.
Which is mentioned multiple times in videos on you tube by GM engineers.
Great information. Can you make a video on the reliability of this same engine?
It’s a little too early to know how reliable these will be in the long run. I definitely can in the future though!
Cool as diesel is, I'd love a gas version of this, turbo 3L inline-6 :) In a trailblazerish truckish suv
I've seen thicker chain setups on gas motors. I feel the timing chain is going to be weakest link for the motor.
Right and the whole “it’s in the back to make it shorter” is such bs.
@@dontimberman5493 Exactly LMFAO engine is going to be the same length regardless
@@alainaguilar9938 both LMFAO
@@alainaguilar9938 You better stay in training for a long ass time kiddo. Cams are chain driven.
Yes, it's Denso Hp4, I heard this in another video with a GM engineer speaking.
Are diesel guys still complaining about having to pull the cab? We should all be used to it by now...
If I wanted a no-start, I'd just go out and try to crank my 318k mile 7.3 with leaky injector o rings! At least that one is paid for!
LOL
Nice Video! Is there a mechanic guide to this engine? I’ve been searching high and low to no avail!
It’s time for the free valve concept and front mounted generator starter boost pie plate. Shorter lighter more powerful easier to work on engine.
When are we going to see a dedicated video on the 6.2 and 6.5 diesels
Can you do a comparison or overview of the duramax & cummins 2.8?