I suspect the service life of the oil drive belt will be the same for previous models and nothing has been changed with the belt. GM most likely has completed extensive testing of the belt and decided to extend the service interval from 150,000 to 200,000.
This is great news....thanks for sharing. I was kind of expecting that this news would come about at some point based on one of the early LM2 interviews with the GM engineer. I suspect that we might even see it extended further, if test data supports it. Great news none the less...
I just heard it on another channel that the interval for the LZ0 oil pump belt is going to be 200k miles now. I heard them say it. So you are right on the money.
I read somewhere that on the August 16, 2022, GM will announce the specs on the LZ0. Hopefully this is true and we will finally know if it will be getting more hp and torque.
I listened to an interview with the lead engineer of the 3.0. He said they were taking test data to make changes to the coolant ports to help the engine stay cooler under load. Something about clearing up hot spots.
I am thinking of buying one. I just called the service dept at my local GMC dealership and asked them the cost of changing the belt. I was told it would take about 46 hours as the engine and transmission must come out and the cost would be 46 hours times their shop rate of $160 per hour. A new engine was around $12-13,000. So sounds like to me it is best to keep it under warranty as there are not enough of these engines yet with 100,000 miles on them to really know what will happen with the belts. It is beyond me why it was not designed with gears instead of a belt.
Unfortunately, there is a lot of misinformation out there as well as a lack of knowledge. I'm trying to share as much as I can to keep new buyers informed as well as current owners. That being said, this dealership employee is misinformed and personally doesn't have the experience. The belt is accessible via just the removal of the transmission. Here is a video of the belt that will hopefully assist in seeing what is involved. th-cam.com/video/90Ne-hFRnUM/w-d-xo.html
I appreciate the information, thank you. Another couple of questions: What are the engine maintenance differences from my 5.3 gas and this 3.0 diesel, that I need to be aware of? I watched a video on DEF and it stated that you can buy wrong quality and it can clog up an injector, etc...what do I need to know about DEF? Also, what is Regen...I hear comments made about it? As you can tell I have been a gas engine person and am a novice about diesels. Thank you for your assistance...appreciate it...very helpful...
If they're some changes in the coolant system doesn't that mean they might be doing it for the off road trucks like the zr2 since it was stated they couldn't put the diesel in the zr2 due to the coolant system being in the way?
That's more than likely it. My guess is that there are truck with the LM2 that have hit 200k miles with no issues with the belt. Wouldn't be surprised if they bump it again once those trucks cross 250k or 300k and still have no issues.
What do you suppose changed that made the lz0 get 200k on the belt vs the lm2? I've done reliability engineering for years and most of the time, id your extending the service life of a wear item like that it's for one of two reasons; measured data from fielded product out performed the model used for the estimate, or a design change changed a model parameter, pushing out the service life.
Everybody is worried about the belt but the 10L80 is only good for 100k according to GM, right? I don’t expect to own one that long but the transmission will come out before the belt needs attention. Might as well do it then.
@@DemonWorks Maybe it was the torque converter, but I distinctly remember reading that GM expected some wear parts associated with the 10L80 to last 90-100k miles before needing attention. I’ll have to dig some more.
@High Tide This is the first that I have heard this. Please share any technical information that supports this, if you can round it up as it has me intrigued. I could understand the fluid needing to be changed at 100K, but the 10L80 is supposed to be a pretty stout setup. I'm definitely digging mine.
@@v8chevy788 In retrospection, my 2012 6L80, when i bought it at 130k 3yrs ago, I wish i'd just replaced the torque convertrer with a billet one, and not have to pay to rebuild it at 260k... Now at 320k miles, wich im sure i'd made with original transmission , but with a billet torque converter.. So now with the 10L80 i would assume GM has stuck with the same issues on the long run, so yes i'd expect the torque conv to fail prematurly, and send metal shavings in the tranny and make it fail... Just like GM stuck with the AFM lifters, and they still failing.. they've had this problem since 2007... and they still doing it
@@semecristian 260k out of the stock transmission? That's pretty good compared to 100k that was mentioned above, but I see what you're saying in regard to a billet torque converter. So perhaps that is the trick in that you replace the stock one with a billet one in the 100 to 150k range. Thanks for sharing your experience.
Lol, Extending the interval is just thier way of getting out of warrenty claims... If you have a belt drive pump, change the damn bel early, or find out the hard way how that plays out...
@@DemonWorks my mistake. GM's warranty is only 100,000km (60k miles). So it really comes down to the operating conditions of the engine. I still wouldn't trust no belt for 200k, especially if it's got alot of operating hours on it. History has taught me this very expensively...
@@DaveE-b1c banks engineers have not released a software update for the data monster 2022.5 trucks yet so these owners can’t read/see all the parameters of previous LM2 trucks. Sucks but hope soon
On my I dash I can check mass air down to fuel injector pressure and compression on cylinders I can check parameters in the engine that i never thought was possible on the lm2 I have a whole list of what it does. Mass air flow density increased when I put on the s&b with the ppe resonator on mine before I put on mods it was at 97 to 110 now it’s at 140-150 range
Thats valid for the LM2 2023 , or just the LZ0 ? My 2022 became a 2023 yukon with LM2. I cant check my status anymore, it says to contact dealer, i did, they said nothing.. so i dont know
@@DemonWorks What do you know abot order statuses? As i said, my order number cant be checked anymore online on the GMC site, it transfers me to a person that doesnt want to tell me anything excpt to "contact my dlrship for details " , and dlrship can't tell me anything, except for " its staus 1100, wich is already printed on the order that i have from Febraury... Do you know what this could mean ? Its my 1st new car, and obv 1st ever factory order.
@@semecristian I cannot look into the status, unfortunately. I do know 1100 is the very beginning of an order and it means the dealer submitted the order but gm has not officially accepted to build it.
@@DemonWorks Yeah, see , that's what i thought, so the dlrship is talking shit. I''m walking in there tomorrow and asking all the questions. I thought the 1100 was something new for my status, but it's been like that from beggining. You know what's funny thou? The 2023 Yukon isnt even buildable for us mere mortals, nor can i see the options or changes, but the dlrship allegedly already switched my order to 2023, and lied to me that there was no changes ( interior color i had ordered is not longer available).. So i don't know what is happening, my dlrship is in Id.Falls...
@@semecristian that’s terrible, sorry to hear. The 23 can be input from he dealership side and be in the system. That’s how my truck currently is, I ordered a 23 trailboss. You could come a little south and order from the dealer I ordered mine from. No silly add ons or fees at this dealer. There’s no guarantee on when these will be accepted/built/delivered. There’s just so many issues currently.
I’m sorry but just because GM extended it you’re going to just blindly trust them? Idk maybe just me I’m honestly gonna replace mine at 100k. There’s just no point in playing with a system like this. Have talked to a couple A tech diesel guys who also agree to air on th side of caution. Would love to hear other perspectives
You can replace it whenever you want, I’m stating the facts on what gm is saying. 100k is way early, but that’s fine, peace of mind is worth more to other people for different things. No worries there, I do a lot of things early for that reason. I’m not sure what an A tech diesel guy is but I hold a master cert in every category for gm as I am a tech, but I’m still not going to do mine extra early because I see no reason to with zero failures 3 years in on this platform.
@@DemonWorks Well that’s exactly the thing. Just because they have no issues now means short term they are pretty solid. I have a hard time trusting a belt for 200 with all those heat cycles, tow sessions and cold weather especially with an oil pump. A tech was referring to guys who have L1 certification, as well as 10+ years as diagnostic techs. I’m by no means shitting on the engine but it just seems so weird how they roll out this belt system, hear all the talk and then decide to change the service interval. Idk just seems off
@@inshallah4280I have the paperwork and double that experience, but that doesn’t mean my opinion is better than any other. I’m just saying I think you’re premature on that replacement but it’s no harm aside from your wallet.
@@DemonWorks I appreciate the quick responses. The way I see it, it’s going to need replacing anyways might as well move up a couple miles. If the engine makes it to 300k-400k who cares about a little extra bs and work. I have access to a 4 post and jacks so I would be doing it by myself anyway.
Chip shortage??????? What? There is no chip shortage since 2 months ago when China stop purchasing foreign 64 billion chips and major abundance of chips have TSMC, Samsung, intel, and global foundries lower chip prices.
@@DemonWorks it's suspect that they are doing a refresh 3 years in, it's noted and class action/lemon laws are being brought against GM. I can deal with planned maintenance but rolling the dice on a rear seal replacement, which if it fails can you leave you bone dry on the side of the highway with potential damage to the engine, is another story. Hopefully, the redesign does address this issue among others. I really want it to be a reliable option as I love the idea of the engine.
@@nolanchance1 lb7 lly lbz lmm lml L5P …. It’s normal for updates like this. In regards to the rear main, I won’t attempt to alter your fear on that. It’s not every single vehicle has this issue type of situation. There’s always the ecodiesel if you prefer the full engine replacement route.
@@nolanchance1 people who are happy with their vehicle and have no problems are a lot less likely to post about it on the internet. on the other hand, people pissed off with their vehicle and wanting to complain are a lot more likely to post on the internet. don't take a handful of people bitching on the internet as gospel that every single engine is gonna have that same problem they had.
@@DemonWorks a rubber belt submerged in oil??? A good design is one that doesnt need service. A chain or shaft would last forever and well worth the piece of mind.
@@DemonWorks its a bad design no matter how you try to justify it. They took a service/problem free design thats performed great for decades and turned it into a possible engine killer.
@@boostbeast8731 I’m not trying to justify it, it’s just some people opt to come and complain about it. It’s comical at this point, it’s like saying you don’t want to buy shoes with shoelaces because they will become untied at some point in time. So many other things to worry about, if you don’t like something, just don’t buy it. Those that did buy it haven’t had a failure …
I suspect the service life of the oil drive belt will be the same for previous models and nothing has been changed with the belt. GM most likely has completed extensive testing of the belt and decided to extend the service interval from 150,000 to 200,000.
I agree. I will be checking the part number once available, though.
@@DemonWorks keep us posted on that part #. I have a 21 3.0 and just as curious
I think you are right. There is a TH-cam video about it. So this guy had 180k and still running like butter
This is great news....thanks for sharing. I was kind of expecting that this news would come about at some point based on one of the early LM2 interviews with the GM engineer. I suspect that we might even see it extended further, if test data supports it. Great news none the less...
I just heard it on another channel that the interval for the LZ0 oil pump belt is going to be 200k miles now. I heard them say it. So you are right on the money.
I have lz0 so I’m good woooo, they just replaced my high pressure fuel pump under warranty, was a code I think
I read somewhere that on the August 16, 2022, GM will announce the specs on the LZ0. Hopefully this is true and we will finally know if it will be getting more hp and torque.
I listened to an interview with the lead engineer of the 3.0. He said they were taking test data to make changes to the coolant ports to help the engine stay cooler under load. Something about clearing up hot spots.
Do you have a link to that interview? I have not listened to it.
@@DemonWorks I think it was this one from 2020: th-cam.com/video/pG0vzuZjito/w-d-xo.html
@@DemonWorks He just did another interview with I believe that same engineer about the LZ0 yesterday.
@@bradh6185 The recent one was a great interview. I'm going to dissect what was said in my next video.
I am thinking of buying one. I just called the service dept at my local GMC dealership and asked them the cost of changing the belt. I was told it would take about 46 hours as the engine and transmission must come out and the cost would be 46 hours times their shop rate of $160 per hour. A new engine was around $12-13,000. So sounds like to me it is best to keep it under warranty as there are not enough of these engines yet with 100,000 miles on them to really know what will happen with the belts. It is beyond me why it was not designed with gears instead of a belt.
Unfortunately, there is a lot of misinformation out there as well as a lack of knowledge. I'm trying to share as much as I can to keep new buyers informed as well as current owners. That being said, this dealership employee is misinformed and personally doesn't have the experience. The belt is accessible via just the removal of the transmission. Here is a video of the belt that will hopefully assist in seeing what is involved. th-cam.com/video/90Ne-hFRnUM/w-d-xo.html
I appreciate the information, thank you. Another couple of questions: What are the engine maintenance differences from my 5.3 gas and this 3.0 diesel, that I need to be aware of? I watched a video on DEF and it stated that you can buy wrong quality and it can clog up an injector, etc...what do I need to know about DEF? Also, what is Regen...I hear comments made about it? As you can tell I have been a gas engine person and am a novice about diesels. Thank you for your assistance...appreciate it...very helpful...
Will be interesting to see if GM changes the oil pump part number for the LZ0 from the current part number 55493234 used in the LM2.
This is good news for the belt, still think the 3.0 can have 300 hp, 277 is not enough, although the torque is amazing!
Good news, the LZ0 released today, and it pumps out 305HP/495ftlbs!
If they're some changes in the coolant system doesn't that mean they might be doing it for the off road trucks like the zr2 since it was stated they couldn't put the diesel in the zr2 due to the coolant system being in the way?
I still don’t see it fitting because those coolers are huge, but maybe !!! I like where your head is at on this!
LZ0 Duramax specs announced today, 305 horsepower and 495 pounds of torque!
Yes sir!
I’m wondering what changed for them to up the mileage on the oil pump belt? I’m wondering if they are seeing the belt can last longer.
That's more than likely it. My guess is that there are truck with the LM2 that have hit 200k miles with no issues with the belt. Wouldn't be surprised if they bump it again once those trucks cross 250k or 300k and still have no issues.
What do you suppose changed that made the lz0 get 200k on the belt vs the lm2?
I've done reliability engineering for years and most of the time, id your extending the service life of a wear item like that it's for one of two reasons; measured data from fielded product out performed the model used for the estimate, or a design change changed a model parameter, pushing out the service life.
Everybody is worried about the belt but the 10L80 is only good for 100k according to GM, right? I don’t expect to own one that long but the transmission will come out before the belt needs attention. Might as well do it then.
The belt worry is excessive, I agree. Where did you get the claim about the transmission only hood for 100k?
@@DemonWorks Maybe it was the torque converter, but I distinctly remember reading that GM expected some wear parts associated with the 10L80 to last 90-100k miles before needing attention. I’ll have to dig some more.
@High Tide This is the first that I have heard this. Please share any technical information that supports this, if you can round it up as it has me intrigued. I could understand the fluid needing to be changed at 100K, but the 10L80 is supposed to be a pretty stout setup. I'm definitely digging mine.
@@v8chevy788 In retrospection, my 2012 6L80, when i bought it at 130k 3yrs ago, I wish i'd just replaced the torque convertrer with a billet one, and not have to pay to rebuild it at 260k... Now at 320k miles, wich im sure i'd made with original transmission , but with a billet torque converter.. So now with the 10L80 i would assume GM has stuck with the same issues on the long run, so yes i'd expect the torque conv to fail prematurly, and send metal shavings in the tranny and make it fail... Just like GM stuck with the AFM lifters, and they still failing.. they've had this problem since 2007... and they still doing it
@@semecristian 260k out of the stock transmission? That's pretty good compared to 100k that was mentioned above, but I see what you're saying in regard to a billet torque converter. So perhaps that is the trick in that you replace the stock one with a billet one in the 100 to 150k range. Thanks for sharing your experience.
Lol, Extending the interval is just thier way of getting out of warrenty claims... If you have a belt drive pump, change the damn bel early, or find out the hard way how that plays out...
How does this have anything to do with warranty claims?
@@DemonWorks my mistake. GM's warranty is only 100,000km (60k miles). So it really comes down to the operating conditions of the engine. I still wouldn't trust no belt for 200k, especially if it's got alot of operating hours on it. History has taught me this very expensively...
Any more word on if the LZ0 will have cylinder deactivation or not?
I believe ( not a fact) thats dependant on the chip shortage...
@@semecristian If that was the reason, then my march built 2022 would not have stop start. But it does.
Thanks gm for just increasing the risk factor.
So has GM extended the warranty for the belt and the wiped engine when the belt fails before 200k?
There’s no reason for that. Not one failure ….
Have you checked the mass air density on the I dash Since you installed the Stillen
Idash doesn’t work very well in the current “refresh” truck
@@blackflag_garage it’s supposed to work why do you say that?
@@DaveE-b1c banks engineers have not released a software update for the data monster 2022.5 trucks yet so these owners can’t read/see all the parameters of previous LM2 trucks. Sucks but hope soon
On my I dash I can check mass air down to fuel injector pressure and compression on cylinders I can check parameters in the engine that i never thought was possible on the lm2 I have a whole list of what it does. Mass air flow density increased when I put on the s&b with the ppe resonator on mine before I put on mods it was at 97 to 110 now it’s at 140-150 range
@@DaveE-b1c idash not working on refresh, so maybe in the future I can provide more data.
Thats valid for the LM2 2023 , or just the LZ0 ? My 2022 became a 2023 yukon with LM2. I cant check my status anymore, it says to contact dealer, i did, they said nothing.. so i dont know
It’s for the 2023 LM2 right now. The LZ0 supplement not released yet.
@@DemonWorks What do you know abot order statuses? As i said, my order number cant be checked anymore online on the GMC site, it transfers me to a person that doesnt want to tell me anything excpt to "contact my dlrship for details " , and dlrship can't tell me anything, except for " its staus 1100, wich is already printed on the order that i have from Febraury... Do you know what this could mean ? Its my 1st new car, and obv 1st ever factory order.
@@semecristian I cannot look into the status, unfortunately. I do know 1100 is the very beginning of an order and it means the dealer submitted the order but gm has not officially accepted to build it.
@@DemonWorks Yeah, see , that's what i thought, so the dlrship is talking shit. I''m walking in there tomorrow and asking all the questions. I thought the 1100 was something new for my status, but it's been like that from beggining. You know what's funny thou? The 2023 Yukon isnt even buildable for us mere mortals, nor can i see the options or changes, but the dlrship allegedly already switched my order to 2023, and lied to me that there was no changes ( interior color i had ordered is not longer available).. So i don't know what is happening, my dlrship is in Id.Falls...
@@semecristian that’s terrible, sorry to hear. The 23 can be input from he dealership side and be in the system. That’s how my truck currently is, I ordered a 23 trailboss.
You could come a little south and order from the dealer I ordered mine from. No silly add ons or fees at this dealer. There’s no guarantee on when these will be accepted/built/delivered. There’s just so many issues currently.
I’m sorry but just because GM extended it you’re going to just blindly trust them? Idk maybe just me I’m honestly gonna replace mine at 100k. There’s just no point in playing with a system like this. Have talked to a couple A tech diesel guys who also agree to air on th side of caution. Would love to hear other perspectives
You can replace it whenever you want, I’m stating the facts on what gm is saying. 100k is way early, but that’s fine, peace of mind is worth more to other people for different things. No worries there, I do a lot of things early for that reason. I’m not sure what an A tech diesel guy is but I hold a master cert in every category for gm as I am a tech, but I’m still not going to do mine extra early because I see no reason to with zero failures 3 years in on this platform.
@@DemonWorks Well that’s exactly the thing. Just because they have no issues now means short term they are pretty solid. I have a hard time trusting a belt for 200 with all those heat cycles, tow sessions and cold weather especially with an oil pump. A tech was referring to guys who have L1 certification, as well as 10+ years as diagnostic techs. I’m by no means shitting on the engine but it just seems so weird how they roll out this belt system, hear all the talk and then decide to change the service interval. Idk just seems off
@@inshallah4280I have the paperwork and double that experience, but that doesn’t mean my opinion is better than any other. I’m just saying I think you’re premature on that replacement but it’s no harm aside from your wallet.
@@DemonWorks I appreciate the quick responses. The way I see it, it’s going to need replacing anyways might as well move up a couple miles. If the engine makes it to 300k-400k who cares about a little extra bs and work. I have access to a 4 post and jacks so I would be doing it by myself anyway.
@@inshallah4280 ah, yeah, that makes sense. Not a bad job either …
Chip shortage??????? What? There is no chip shortage since 2 months ago when China stop purchasing foreign 64 billion chips and major abundance of chips have TSMC, Samsung, intel, and global foundries lower chip prices.
Who cares about the oil pump belt service interval…what about the rear main seal defect commonly occurring under 10k??
That’s a small number that have that issue. I wouldn’t call it common, just anyone that has it, posts on the forum or Facebook about it.
@@DemonWorks it's suspect that they are doing a refresh 3 years in, it's noted and class action/lemon laws are being brought against GM. I can deal with planned maintenance but rolling the dice on a rear seal replacement, which if it fails can you leave you bone dry on the side of the highway with potential damage to the engine, is another story. Hopefully, the redesign does address this issue among others. I really want it to be a reliable option as I love the idea of the engine.
@@nolanchance1 lb7 lly lbz lmm lml L5P …. It’s normal for updates like this.
In regards to the rear main, I won’t attempt to alter your fear on that. It’s not every single vehicle has this issue type of situation. There’s always the ecodiesel if you prefer the full engine replacement route.
@@nolanchance1 people who are happy with their vehicle and have no problems are a lot less likely to post about it on the internet.
on the other hand, people pissed off with their vehicle and wanting to complain are a lot more likely to post on the internet.
don't take a handful of people bitching on the internet as gospel that every single engine is gonna have that same problem they had.
I wont buy one just because of the pump belt. Somebody should create a chain upgrade for this atrocity of a design.
it's actually not a bad design and for someone to whine about something that needs to be serviced at 150k/200k is atrocious in itself.
@@DemonWorks a rubber belt submerged in oil??? A good design is one that doesnt need service. A chain or shaft would last forever and well worth the piece of mind.
@@boostbeast8731 not. One. Failure.
@@DemonWorks its a bad design no matter how you try to justify it. They took a service/problem free design thats performed great for decades and turned it into a possible engine killer.
@@boostbeast8731 I’m not trying to justify it, it’s just some people opt to come and complain about it. It’s comical at this point, it’s like saying you don’t want to buy shoes with shoelaces because they will become untied at some point in time. So many other things to worry about, if you don’t like something, just don’t buy it. Those that did buy it haven’t had a failure …
It's still an internal belt driven oil pump, idiotic engineering,more GM junk!
Speaking from experience?