IF they do it right. I would have bought a diesel Colorado if they had done it right. I was so excited about it. I wound up going with the gasser. That being said I may buy a used one now that I need a secondary tow vehicle on occasion/commuter vehicle combo. At least with the Colorado the timing belt is on the front of the engine. So you just take off a few pulleys and such to change it. Instead of removing the cab like with the 1500.
@@great0789 you don’t pull the cab you pull the transmission and it’s every 150k or 15 years. Literally anything made in the last 40 years that isn’t a pushrod V8 has this same problem.
I love John's no-nonsense and pragmatic approach as he actually gave us some meat and potatoes and honest answers. Usually after I watch a product launch type video and leave feeling like I know less about it than I started due to deflection and redirection of comments. This was perfect as those were the questions I would have if I had a coffee (or beer) with him. Keep up the great work Tim!
Glad you brought up the oil pump and belt design. At 200k, dropping the trans isn’t the end of the world. GM mechanics will know how to do it. The steel pistons was a good move. They’re used in racing engines and Ford uses them in the powerstroke 6.7L. Reference: My ‘02 Duramax 6.6L had 300 hp and 520 ft lbs. This 3L diesel (305/495) is a good modern design.
Exactly! Dropping the trans can be done in an hour with experience, a couple of days for a novice with even a little mechanical knowledge. There’s so many resources available from torque specs to step-by-step and how - to’s that if you wanted to bypass a mechanic and do it yourself, it’s possible. Even then, in my opinion, it’s worth the price to get it done when you’ve had such a good experience with a vehicle and want to keep it running.
Great interview. I have the LM2 and love it. Every other truck owner I talk with cannot believe the mileage numbers which are about 24-26mpg. Very interesting to hear how technology is allowing for simple software fixes rather than having part changes.
You should get a DPF delete then watch how much more millage you’ll get. If you’re getting 20-25mpg as is stock, delete the DPF, & you could get close to 30mpg, & beat the efficiency of the same year equinox that’s getting 20mpg with only 20k on the clock.
@@michaelbenoit248 Most owners are getting near 30 mpg already and well above 30 on the highway, so I wouldn't delete anything from this engine. The DPF is there for good reason. Without it diesel engines put out tons of filthy emissions. Some of us actually give a sh*t about air quality.
Does anybody do gear-driven oil pumps anymore? The cost is so prohibitive it's usually limited to heavy duty diesel trucks that now cost anywhere from 70k to 100k or more. They are also noisy which basically guarantees you will have endless customer complaints about an engine whine, which was part of why manufacturers are moving their vane-style oil pumps to the oil pan in the first place. It's hilarious that guys think these belts are just going to snap. They're kevlar and they're under extremely low loads. If your engine or oil pump suddenly puts enough force on the belt to cause it to snap, you already have major engine issues before that belt failed. Have you even seen what these belts look like at 150k miles? They look far better than even I had anticipated. The only company that had oil pump belt issues was Ford with the 1.0 EB but that was a much different design. The belt wasn't just turning the oil pump and it had a tensioner that can fail and cause damage to the belt and ultimately lead to engine failure.
If the new coolant management manifold is simpler with less actuators. I wonder if it could be a retrofit for LM2 coolant manifolds. Obviously wiring, ECM. Just thinking out loud
Best 1500 series truck engine period. It has a more usable, suitable truck power profile than any other engine, it’s buttery smooth and INCREDIBLY fuel efficient given what it is propelling.
Rough start to my LZ0 journey. Bought a 23 trail boss and at 200 miles threw a P0402 code. My dealership replaced the EGR and and a day of driving the code came back on. After a week with the truck my dealership decided to unwind my load and switch me into an identical 23 Trail Boss with the LZ0. My family put 200 miles on the second truck and the P0402 code was thrown yet again. My dealership then replaced the ECM and did a force regen on the engine and gave it back to me. I haven’t hit 400 miles yet so once I do our fingers are crossed that this solves the emissions issues I have experienced. Two VIN numbers 3 EGR valves and 1 ECM. Still love the truck but a rocky start since I trade in my 2018 5.3 V-8 truck that was flawless.
Huh. I just bought a new Silverado with the LZ0 and now have over 1200 miles with no problems. Odd for you to have a problem on not just one but two! Either bad luck or I just got extremely lucky. Let me know how it goes with the new truck.
@@watchmanexpert I have seen GM do that before. A co-worker's father bought a 2023 ZR2 and the 6.2 had lifter issues (the out-of-spec spring issue) on the drive home and had to be flatbedded back to the dealer the same day. They redid the deal and gave him a totally new truck.
I found you a couple of weeks ago and love the content you publish. I've been researching for the last 6 months and have decided on an AT4 with the 3.0 diesel. Thank you so much for great interviews like this to confirm I've made the right decision. I look forward to giving you some real world feedback once I get mine and have a chance to put it through the paces. Keep up the great work Tim!
@@caryslape8811 I have one in my truck and can't say enough good about it, I have had it for almost two years now. I will buy another one when I am in the market for a new truck.
My lm2 had no start twice I’ve noticed that it happened when it was really cold 10 degrees and very low on DEF fluid haven’t had the issue since December.
Boy I shore hope Chev did not mess up this engine I have one it's a 2020 Silverado LTZ and I get 30 to 35 miles per gallon banging around the back roads of New Hampshire. And as far as power I have owned Chevrolet for 40 years and this truck is the only truck I've owned that you have to let off the accelerator going up a hill. I'm to be ordering a 2023 in the spring I just hope and pray 🙏 that I will love the 2023 as much as my 2020. !!!!!!!!!!!
Love this channel and it’s content! I’m a first time truck owner and I went with a 2023 GMC Sierra with Duramax. Our entirely family loves it, and we just cannot believe how efficient this engine is. I also liked your video about the benefits of using Top Tier Diesel - love this truck so much that we want it to last.
Change the oil every 5000 miles (don't rely on the oil life meter) and make sure to service the fuel filter as required and you should have no problems. Always monitor the oil level just to be safe.
@@hochhaul thank you for the advice. I have no problem pulling in the service intervals if it will extend the life of the vehicle. We are here in Arizona, and with the heat I imagine it can’t hurt.
I ordered my new Elevation on July 2nd with the LZO coded engine. Should be here in a month or so 🤞If you make it back to town my buddy has the 2020 Elevation with the LM2 if you want to compare. Mine will have the tow package, not sure if his does but otherwise identical. Offer is there, keep up the good work! 😉
I love that powertrain! Great interview! Just need to package it with about an 8K GVWR truck and larger fuel cell and stiffer suspension to bring back the old light duty 3/4 ton like Ford does with F150 HDPP. Ford does a phenomenal job on the HDPP to include 36 gallon tank and higher axle ratios and bearings and frame thickness etc. But Ford gas engines, while very powerful, don't enjoy good towing mpgs. This powertrain would serve us half ton owners not needing the venerable 6.6 durabeast! Appreciate that GM is now offering max trailer package with higher aspect axles ratio and slightly higher payload.
A true light-duty 3/4-ton should have a full floating rear axle. I think most manufacturers are going to be more leery of offering a higher GVWR half-ton after the total failure of the Titan XD in that space. Most people don't even know about the HDPP F-150 since it's such a rare truck that requires very specific options and equipment choices.
I have the LM2 2020 Silverado 1500. I’m curious when they will increase the payload and towing capacity to better match this great engine? My current truck is rated at 9,300 towing capacity and payload is at 1,590lbs
New Subsciber..I know I am late on this video but just bought a 2023 RST/Z71 with the 3.0. Your comprehensive videos helped me make my choice. I have been thrilled with this truck and have only put 500 miles on it. In that 500 miles 200 were pulling my open trailer with my 72 Corvette to the drag strip and got 18.5 mpg. In my 2015 Silverado 1500 with 5.3 I would get 12. Pulled like a champ. Thank you for the effort and time you put into the research. Thanks to GM for allowing the engineers to come on and answer questions. Keep up the good work.
Interesting that the LZ0 isn't available in the Yukon/Tahoes in MY23, but the LM2 is. Was also hoping to see the new ZR2 Silverado available with this LZ0 but unfortunately that is not in the fleet ordering guide. Would still be interested in an LZ0 Z71 or AT4 Tahoe/Yukon.
I meant to ask the question if they figured out how to do it. Since 2020, GM engineers haven't been able to put this Duramax in a ZR2 or Z71 Tahoe because it doesn't fit right. The Duramax has extra cooling lines that they can't fit with the fascia design of the off-road trims.
I was really bummed to look and see that you can’t get this upgraded engine in a Tahoe. If they only had this diesel in the Z71 Tahoe then I could finally get off the fence.
The LZ0 will more than likely come to the '24 refresh of the SUV platform. Remember, the pickup truck got the LM2 in '20 and then the SUV redesign was one year behind in '21.
I’ll be purchasing a new 1/2 ton truck in the next 6mo if available. I’d love to give this motor a chance. But diesel fuel costs are always so volatile. 87 octane in the Grand Raids, MI area is $3.86/gal. Diesel is $4.94. I can’t get past that at the moment.
I routinely get 30mpg plus 70mph. At a 50mph cruise speed I've got over 50mpg. In the long run I think the cost of ownership versus a gas truck is less.
This is a great interview. I have an LM2 and absolutely love it. To learn the upgrades from GM people directly is great. Keep up the videos! Great content!
Thank you very much Tim for getting this interview!!! Great to see development and an evolution to the already pretty good diesel here. Similar to the updates with the 2.7T gasser I appreciate them continuing to innovate. Any indication on how fuel economy will be affected? Edit never mind just saw fuel economy figures have not been released.
Dumb question - but - is it normal to be re-designing so much of the engine this soon in its life-cycle? I ask as I am a customer of the ill-fated 6.2L V8 which has blown up TWICE in freezing temperatures in Vermont. And so the truck is back for repair and I am planning to have Chevy buy it back (stranded twice in freezing weather is a safety issue). But is the 3.0 Duramax headed for trouble, since GM is already replacing so much? Side note - amazing video and much appreciated. Owners need access to the right people - and your video did that! Really great.
Great interview! Very interesting project mgmt to start designing then incorporate changes as required and tool-up/supply chain everything in time for a production run (after stopping the run on the previous model). Auto industry ain’t as simple as many forum-posters would think, haha (I also had to quietly chuckle - you can tell he has had some “public affairs/media” training, the way he answers some questions, lol! Hey, I’ve had similar training and he did better than I would!)
So, other channels state that the first version of the 3.0 is a ticking time bomb of expense as we will need to lift the body to do some very simple sensor changes and obviously the looming 150,000 mile timing belt change out. Several thousand dollars for a $25 dollar part. What's your thoughts?
if you think having to service a belt every 150k is a "ticking time bomb" then I hope you only drive pushrod V8s because every single engine ever made that uses a timing chain or belt is exactly the same.
I have a 2021 RST . From what I gather they are not affected by the crank issue. One small thing I do miss is the backup alarm. The camera is great but no alarm. Even my 2013 Camaro has this. Other than that no complaints. A joy to drive. We have an 1800 mile trip over labor day planned. I will be towing a SXS. Right at 4000 pounds. Anxious to see what the fuel economy and DEF consumption are.
Really excited about this motor. I just test drove the current version and loved it. Now...PLEASE give us this diesel, with the Max Tow Package, 3.73 gears in an AT4 and AT4X. Then I might swap brands! ;)
We've own a 2023 Sierra 1500 Elevation with the LZ0 / 10 speed automatic. This is now our 3rd diesel ever owned (first was LB7 Duramax, second was om606 Mercedes E300). After driving many other diesels new, old, mechanical fuel injection, and so on, this is now my favorite engine (gas or diesel) of all time. The power is more than adequate for fun city driving, long distance traveling to visit family and the fuel economy is shocking. From a dead stop, stomping the gas will spin the rear tires with ease, you actually have to hold back and get rolling first before you mash it if you need to slide over a few lanes to make an upcoming turn. Taking night drives with the wife we've seen 30MPG on back roads under 50mph. I can't say enough good things about it almost 6 months into ownership. I hope that lasts for years to come.
Next time you talk to him, can you ask for temp parameters for the engine such as oil, coolant and trans with and without max trailer loads? Just purchased a Banks iDash for my new Silverado 3.0 and when I tow, I want to know the limits so I can make sure we stay below them and keep this engine for a long time. So knowing the limits they designed for would be very helpful. Tks.
Great video, I have a '21 Sierra that had the long crank issue but they fixed it and no issues for months. In fact your video was what clued me in on the problem to alert the dealership as to what it was. But I absolutely love my truck. I am so impressed by the MPG from my '17 5.3 liter. I put 33" Nitto Ridge Grapplers and a 2" leveling kit on mine and still range from 24-26 mpg. If I baby it I have gotten up to 29.4 mpg and the ride is just amazing. So far with 20,000 miles on it I see zero reason to get rid of it......until I saw the new late year '22 new cabs...LOL. Thanks again for the good content!!!!
Great interview Tim! I really appreciate the way this engineer kept it simple and easy for me to understand. Did he mention anything about cylinder deactivation on this engine? Please I hope not. This engine in an AT4 will be my next truck. Thanks and keep up the great work.
I was wondering if you heard of ducted fuel injection? I was listening to random TH-cam videos and heard of this. Basically this ducted fuel injection takes a diesel engine and reduces its soot output by 50%. From the info I gathered it could be designed to be backwards compatible with older diesel engines. I was wondering if John looked into this for future engines to help meet the extremely tough emissions the epa has on diesels. Also was wondering if GM was going to develop an inline 6 for the 2500 and 3500. I feel it would awesome to see a 5.0l diesel with more power than there current diesel engine. I do know it would require a redesign of those trucks but since inlines makes more natural torque it was just a passing through
Wanting to buy a diesel Yukon or Escalade SUV and cannot get the LZ0 - so i guess I’ll wait and see what happens later this year - frustrating cause the 2 gas engines have issues with lifters - etc
What am hoping for the most..... is that they can get them to dealers to actually test drive one. I ve been looking to test drive one and they are no where to be found.
I came across your site and your interview with John Barta on the long crank issue on the earlier 3.0 Duramax 3.0, I have a 2021, it’s happened to me many times over the 16,000 miles it’s never failed me to start after the issue of the long crank with no start, on the second try. I referred this to my dealer and I trust them because they’ve been a fantastic dealer and I love the truck but they state that there’s no such bulletin that went out so I was wondering is he just feeding you candy on the fix and just an error at my dealer level. Without them reproducing the incident which is almost impossible they cannot do anything, so how does this fix the problem if they can’t reproduce the problem. Does GM automatically complete the repair? If the customer complains of the problem,I assume it’s just an electronic update? I would like that answer because my dealer cannot produce a problem on the vehicle and that’s the only problem I’ve ever had on the vehicle.
THis service bulletin is for Gas powered vehicles, no 3.0 diesal is listed even in the updated 2022 bulletin? See if he can answer the question with a real service Bulletin number that is related to the 3.0. When you talk to the deals they say is is none?@@Pickuptrucktalk
@@joelovercio5968 Sorry, here is the correct TSB. Easy to find via Google: static.nhtsa.gov/odi/tsbs/2021/MC-10201306-9999.pdf I only talk with this engineer once every few years FYI.
I truly appreciate your response and time, but the new Bulletin that you sent me is not related to what the GM engineer is talking about. I will get in touch with my dealer again to see if they missed it, They see no such bulletin on the 3.0 that the GM engineer is referring to. This new bulletin you sent me is for an inspection which takes over three hours of labor and a re-shim. The GM engineer was talking about a flash update of the ECM for a longer crank time, which requires no tearing into the motor. The bulletin You referred to on the first Email was related to the long crank no start but not for the 3.0 diesel motor. I’m just wondering if there is such a update ECM bulletin for the 3.0 to solve the problem. The internet is full of these problems on the 3.0 and no one seems to have had it corrected with a ECM update? No one seems to have the answer? Again, thanks for your time. I’ll let you know what my dealer says.
Just bought a 2023 w/ the LZ0, love it. It does have a growling sound that is intermittent at low rpm. (It’s different than a turbo spool sound) Of course it wouldn’t do it when I brought it to the dealership. Have you heard of this coming up with anyone else who has this motor? I have a video of the sound.
GM does weird things like that. They require any change to existing products to go through its own validation testing, even if the LZ0 and LM2 share 75% of components. Having seen the belt at 150k miles, I wouldn't be concerned with letting it go longer since it's not under a lot of stress like a timing belt is. You could always compare part numbers for the belt for both engines.
This engine is such a gem. I drove a 21’ Yukon on a long road trip and got 26-28 mpg driving 75-85 mph. Super smooth, and it sounds so good. Very good power. This is definitely the engine to get in these trucks if you do lots of highway driving. 50k miles and no issues with it.
Did GM update the cam and crank on these to eliminate the stupid pins that shear and go back to key stock? I’ve heard that was the issue in the bigger diesels but not sure about these.
When can I get a Z71 Tahoe with the Duramax diesel?? The last time I checked, the diesel is not available on any Z71-optioned vehicle. I read somewhere that the front bodywork design of these models does not provide enough cooling air to the required radiator capacity of the diesel engine. I can't believe this couldn't be fixed soon. It recently lost GM a sale in my case.
Hey Tim, I wish you would of asked about a 4 cylinder version for small trucks and the commercial market? Is it dead or if it’s alive will they make it here in the states? Stay safe and healthy! Ron
Hey I haven’t heard anything else about the LZ0 since you talked about it a while back and I didn’t see GM talk or show it in any of their trucks at the auto show. Is there any new information on it or when you can order it?
I haven’t heard much either. I went to the dealership yesterday to order my 23 1500 AT4 3L, and they just got a 23 model AT4 and it has the new LZ0 engine in it.
so i am looking at getting a SUV or Truck with the 3.0 diesel. This will be my first time looking to buy a diesel. what are things i need to look for? Maintenance , DEF ? some dealer manager told me i needed to look for burn cycles? I could not running the vehicle until the burn cycle was done, i did not know what he was talking about. Can you please give me some insight if i do end up buying a diesel? thanks.
He was likely talking about regen. Not a big deal and you can still drive it. Maintenance can be a bit more typically but not so much with the 3.0L Diesel. Also, DEF shouldn’t be an issue. A lot of old school thoughts around diesel that just don’t mirror current conditions.
I have a 2023 High Country 3.0 Duramax (LZO)...just hit 20K miles. pulled my first small 18' camper/trailer and was blowing through DEF. Found out it was going to the 65mph warning at half the DEF tank. I would put 1-2 gals in and it would show 7/8 full (never full, even when it just started to spill out the first time I went to fill.) What is the issue? Tech issue? DEF tank indicator (mech.) issue? Just annoying to have to fill 2 gals of DEF every 300-400 miles. Could it be from towing and having in tow haul mode? This is my first Diesel, so I'm not familiar with DEF and issues that can arise from normal driving to towing, etc...Thanks for any ideas, answers and solutions.
I have watched other videos on this engine and it does use more DEF than the LM2 version, especially while towing. I think the youtube channel was called Demonworks. The DEF level indicator seems to have this issue where it won't show full. Might be a future TSB/software calibration kind of thing.
Great content Tim I’m sure this lZ0 will be a big hit we all want more power and torque. I bet it’s gonna take the same 0-w20 I might have to trade in my LM2 for it but eager to test drive it. Tim hope your doing good brother it’s been a while since I got on here. 🙏
Just sold my '20 3.0L GMC AT4 with zero issues - LM2 is an incredible power package . Can't wait for my '23 LZ0 to arrive next month. These improvements are taking a great engine to another level
Did you order yours already? I put down a deposit but am being told by dealer that they can't officially get mine in the queue until 2023 pricing and options come out. Hoping that happens soon so I can get an estimated build and delivery date.
@@caryslape8811 I have a 3000 GM build code with mine( accepted by GM ) .. but it wasn't easy with options and pricing .. seeing nothing was released but my dealer had an allocation to order - I received 8 pages of highlighted option codes on my truck . Still waiting for cleaner build / option copy. 9/12 is build date .. beyond Model , color and engine what's on it is TBD :)
This guy makes a lot more sense than the engineer talking about the electric avalanche. But to be fair, at this point in the evolution of ev’s, ev’s are a tough sell.
I’m looking at a GMC Sierra Denali 3.0L diesel to tow our 4000# boat and trailer (4700#’s w/2 people & gear). Do you think this engine will handle the load?
That’s what they don’t say, because I can’t buy that engine if in 100k miles fail I want a engine more reliable than that if you take care is for many years 🤷🏻
I will wait to see how things work out. Making thing better has not always been what they look at. Making thing cheeper for them and getting more for their product has always been what they strive for. What type of injector pump do they use?
Worst feature of any new vehicle. I cannot believe they keep pushing that on us. Just get in the habit of pushing the disable button immediately after the start button
This engine doesn't have a timing belt. It's an oil pump belt. It literally just turns the oil pump that's submersed in oil in the oil pan. A chain would require a similar service interval. Chains and sprockets wear. Most engines with timing chains have a service interval of around 200k miles, particularly DOHC engines with very long chains. This oil pump belt is under very low load unlike a timing belt. The only oil pump belt known for premature failure is the Ford 1.0 Ecoboost but that belt wasn't just turning the oil pump, it was also serving as the timing belt, and it had a tensioner that was prone to failure and causing rapid belt wear. This engine doesn't use a tensioner and the belts I've seen from these engines at 150k miles are in great condition.
I think GM will stick with the diesel option as long as it's popular and they continue offering V8's, which they apparently plan on doing since they announced a couple years ago that they were investing like $1 billion in developing the next generation of the LS/LT. They need a diesel that gets this kind of fuel economy to keep their CAFE number up.
GM is asking for trust and faith. Customers are asking for performance and reliability. They do not want failure and having to deal with inconvenience on top of other issues in their daily lives. GM must give ample reassurance via warranty coverage to get people to take a chance on these engines during this period of reliability evolution.
Please tell me there's no cylinder deactivation on this new engine! They originally announced it 6-8 months ago. Was surprised you didn't question him on it. That's a deal breaker for me.
Gm, Is it possible to make a more highway oriented hybrid system for the lz0 like the hyundai ioniq, and figure out how to use engine load, and throttle position. As well as incline to maximize fuel efficiency. If only there was a single cab shortbed hybrid. Easy 50 mpg
With Ford and Ram discontinuing there diesel options for there half ton trucks will this have any effect in the future for GM with there diesel program?
As long as GM continues having lots of 6.2 V8's available in their trucks and SUV's, they will need the 3.0 Dmax to help offset that hit to GM's CAFE average. Ford dropped theirs because it wasn't really competitive against an I6 diesel and F-150 buyers didn't see the need for a diesel option when they had engines like the 3.5 EB and 2.7 EB. It's different with the 6.2 V8 since that engine is hard on fuel and recommends running 91 octane fuel. The 3.0 Dmax makes up for its slightly increased operating cost by offering huge torque at low RPM and usually delivering 30 mpg.
300hp and 500 torque is pretty impressive, 3/4 ton trucks wish they could do that 15 years ago and it's got a 10 speed transmission... should be great.
Was he saying that the fix for the LM2 long crank issue is to have it reprogrammed or that was the fix for the LZ0? My problem is finding a dealer that understands the problem is a problem and that it can be fixed.
I have 2022 denali 3.0, it has been in service 5 times already due to emission problems, does anyone know solution for that problem yet, they were other 3.0 trucks with emission problems at service
I'm curious....do you warm up the diesel before driving? Do you use diesel fuel treatment? Are you driving short or long distance? What kind of def do you use?
@@cabmex I didnt have a chance to add def to my tank , my truck only has 1200 miles on it,mostly highway driving I didnt see a reason to warm up the diesel, i live in San Antonio,
@@sedatn8639 You need to let the engine run a couple minutes before driving, even if you live in a warm region of the country. The emissions equipment needs to get to temp and the turbo needs to heat up. It says right in the owners manual to let the engine run a few minutes before driving. Is this your first diesel vehicle?
It was a rare issue limited to the first couple years of the LM2. Appears to have been solved. Probably an assembly issue at the engine plant in Flint, MI. The rear access cover has to be precisely aligned for leak-free seal.
Now they just need to make it reliable, so many of my friends have this older version of this engine and have had nothing but issues and can’t get parts to fix them , I personally would purchase one but not until issues are addressed.
Interesting. I know a lot of people in real life and online that absolutely love their LM2. The only issues I'm aware of are all due to the defective plastic valve cover, which has a TSB out for it and a redesigned valve cover that fixes the issue. It was allowing engine oil to leak into a ventilation tube and get sucked into the engine. That caused oil consumption, glow plugs fouling and failing, and excessive regens since burning engine oil causes the DPF and EGR to get sooted up.
As soon as he said BSFC, I knew exactly what he was talking about. If you use an engine dyno, it's a critical gauge that tells you how the engine fuel ratio is doing. Too low and you seize the engine. Too high and it runs too rich and gets bad milage. To get a good performing engine, you want it in "the sweet spot."
BSFC is what powertrain engineers use to quantify how fuel efficient an engine is. They create a map with engine RPM on one axis and engine load on the other axis. You end up with an island of efficiency where the engine is most efficient over a range of engine load and rpm. When GM released the Gen V LT engines in 2014, the new 6.2 LT1 ended up having the highest BSFC of any production V8 in the US market, including the 1st/2nd gen 32-valve 5.0 Coyotes. Most of that was due to good combustion chamber design and direct injection. When Ford released the 3rd gen 5.0 Coyote, I believe they retook the lead in BSFC.
So is there going to be a crank no start recall???? Because I just went to my diesel tech at my local chevy he said he knows of the issue but they can't do anything to it unless they can recreate that issue. I've gone to another chevy dealer and he said he had no idea what crank no start is????????
I just took my 2021 GMC Sierra into the dealer last week for this issue. They were aware of this latest software upgrade. They knew all about it - it took them a day to install. I noticed a little longer crank start now but if that resolves the problem it’s worth it!
I really hope GM doesn’t give up diesels in the 1500 Platform, Like ford and dodge did. It is a great set up.
IF they do it right.
I would have bought a diesel Colorado if they had done it right. I was so excited about it. I wound up going with the gasser.
That being said I may buy a used one now that I need a secondary tow vehicle on occasion/commuter vehicle combo.
At least with the Colorado the timing belt is on the front of the engine. So you just take off a few pulleys and such to change it. Instead of removing the cab like with the 1500.
@@great0789 you don’t pull the cab you pull the transmission and it’s every 150k or 15 years. Literally anything made in the last 40 years that isn’t a pushrod V8 has this same problem.
Given the emission laws, it is almost totally impossible to certify diesel passenger vehicles. It may not be worth it.
With fuel prices the way they are and the increased maintenance cost it doesn’t really make sense to buy the diesel
@@wtfover7424 I agree. The reputation that diesel is "tougher and cheaper" just isn't true these days IMO, unless you are doing FULL time hauling.
I love John's no-nonsense and pragmatic approach as he actually gave us some meat and potatoes and honest answers. Usually after I watch a product launch type video and leave feeling like I know less about it than I started due to deflection and redirection of comments. This was perfect as those were the questions I would have if I had a coffee (or beer) with him. Keep up the great work Tim!
Glad you brought up the oil pump and belt design. At 200k, dropping the trans isn’t the end of the world. GM mechanics will know how to do it. The steel pistons was a good move. They’re used in racing engines and Ford uses them in the powerstroke 6.7L. Reference: My ‘02 Duramax 6.6L had 300 hp and 520 ft lbs. This 3L diesel (305/495) is a good modern design.
Exactly! Dropping the trans can be done in an hour with experience, a couple of days for a novice with even a little mechanical knowledge. There’s so many resources available from torque specs to step-by-step and how - to’s that if you wanted to bypass a mechanic and do it yourself, it’s possible. Even then, in my opinion, it’s worth the price to get it done when you’ve had such a good experience with a vehicle and want to keep it running.
Great interview. I have the LM2 and love it. Every other truck owner I talk with cannot believe the mileage numbers which are about 24-26mpg. Very interesting to hear how technology is allowing for simple software fixes rather than having part changes.
You should get a DPF delete then watch how much more millage you’ll get. If you’re getting 20-25mpg as is stock, delete the DPF, & you could get close to 30mpg, & beat the efficiency of the same year equinox that’s getting 20mpg with only 20k on the clock.
@@michaelbenoit248 Unfortunately that’s not possible and probably won’t be given the slim market. I’d love to delete mine if I could.
@@michaelbenoit248 Most owners are getting near 30 mpg already and well above 30 on the highway, so I wouldn't delete anything from this engine. The DPF is there for good reason. Without it diesel engines put out tons of filthy emissions. Some of us actually give a sh*t about air quality.
@@dlg5485 I have 2 with the 3.0 LM2 A 21 Sierra Denali and a 22 Escalade 4x4 Sport Platinum ESV. My Escalade gets 32 Mpg on the highway routinely.
@@peltel2222 Are you driving normal without hypermileing? 32 mpg in an Escalade, wow. What are you getting in the City?
Thanks
Would have been nice to go with a gear drive oil pump vs belt. 200k interval is nice but belts can fail unexpectedly.
Ramitner I am 💯 percent in agreement. They should have dealt with the timing. This video was disappointing. Dealt with Bs the whole time
Does anybody do gear-driven oil pumps anymore? The cost is so prohibitive it's usually limited to heavy duty diesel trucks that now cost anywhere from 70k to 100k or more. They are also noisy which basically guarantees you will have endless customer complaints about an engine whine, which was part of why manufacturers are moving their vane-style oil pumps to the oil pan in the first place.
It's hilarious that guys think these belts are just going to snap. They're kevlar and they're under extremely low loads. If your engine or oil pump suddenly puts enough force on the belt to cause it to snap, you already have major engine issues before that belt failed. Have you even seen what these belts look like at 150k miles? They look far better than even I had anticipated. The only company that had oil pump belt issues was Ford with the 1.0 EB but that was a much different design. The belt wasn't just turning the oil pump and it had a tensioner that can fail and cause damage to the belt and ultimately lead to engine failure.
If the new coolant management manifold is simpler with less actuators. I wonder if it could be a retrofit for LM2 coolant manifolds.
Obviously wiring, ECM. Just thinking out loud
Best 1500 series truck engine period. It has a more usable, suitable truck power profile than any other engine, it’s buttery smooth and INCREDIBLY fuel efficient given what it is propelling.
Rough start to my LZ0 journey. Bought a 23 trail boss and at 200 miles threw a P0402 code. My dealership replaced the EGR and and a day of driving the code came back on. After a week with the truck my dealership decided to unwind my load and switch me into an identical 23 Trail Boss with the LZ0. My family put 200 miles on the second truck and the P0402 code was thrown yet again. My dealership then replaced the ECM and did a force regen on the engine and gave it back to me. I haven’t hit 400 miles yet so once I do our fingers are crossed that this solves the emissions issues I have experienced. Two VIN numbers 3 EGR valves and 1 ECM. Still love the truck but a rocky start since I trade in my 2018 5.3 V-8 truck that was flawless.
Huh. I just bought a new Silverado with the LZ0 and now have over 1200 miles with no problems. Odd for you to have a problem on not just one but two! Either bad luck or I just got extremely lucky. Let me know how it goes with the new truck.
I don’t believe dealer gave u another truck
@@watchmanexpert I have seen GM do that before. A co-worker's father bought a 2023 ZR2 and the 6.2 had lifter issues (the out-of-spec spring issue) on the drive home and had to be flatbedded back to the dealer the same day. They redid the deal and gave him a totally new truck.
That torque curve is amazing. No other diesel that I know of is producing that much torque for so long.
I found you a couple of weeks ago and love the content you publish. I've been researching for the last 6 months and have decided on an AT4 with the 3.0 diesel. Thank you so much for great interviews like this to confirm I've made the right decision. I look forward to giving you some real world feedback once I get mine and have a chance to put it through the paces. Keep up the great work Tim!
Thanks for watching!
Good choice I have decided on the same truck.
I drive a 2021 AT4 with the LM2 Duramax. I'm considering a switch to an Escalade, but if I do, I'll definitely stick with the diesel. Great engine.
@@jetfixer3207 Good to hear you like the engine that much. The new Escalades are incredible so that'll be a formidable combination for sure.
@@caryslape8811 I have one in my truck and can't say enough good about it, I have had it for almost two years now. I will buy another one when I am in the market for a new truck.
I love the LM2 in my Sierra, unless something drastic happens I won't be going back to the 5.3
Great interview Tim . smart questions and the engineer i thought did a good job too . still enjoying my 21` 3.0 .
My lm2 had no start twice I’ve noticed that it happened when it was really cold 10 degrees and very low on DEF fluid haven’t had the issue since December.
Boy I shore hope Chev did not mess up this engine I have one it's a 2020 Silverado LTZ and I get 30 to 35 miles per gallon banging around the back roads of New Hampshire. And as far as power I have owned Chevrolet for 40 years and this truck is the only truck I've owned that you have to let off the accelerator going up a hill. I'm to be ordering a 2023 in the spring I just hope and pray 🙏 that I will love the 2023 as much as my 2020. !!!!!!!!!!!
Love this channel and it’s content! I’m a first time truck owner and I went with a 2023 GMC Sierra with Duramax. Our entirely family loves it, and we just cannot believe how efficient this engine is. I also liked your video about the benefits of using Top Tier Diesel - love this truck so much that we want it to last.
Welcome aboard!
Change the oil every 5000 miles (don't rely on the oil life meter) and make sure to service the fuel filter as required and you should have no problems. Always monitor the oil level just to be safe.
@@hochhaul thank you for the advice. I have no problem pulling in the service intervals if it will extend the life of the vehicle. We are here in Arizona, and with the heat I imagine it can’t hurt.
I ordered my new Elevation on July 2nd with the LZO coded engine. Should be here in a month or so 🤞If you make it back to town my buddy has the 2020 Elevation with the LM2 if you want to compare. Mine will have the tow package, not sure if his does but otherwise identical. Offer is there, keep up the good work! 😉
Hello, Did you get yours yet, if so how do you like it so far?
I hope GM is running this engine in the lab way beyond 200,000 mile simulations. I'd like to hear how long it runs before the belt breaks.
why not just get the belt changed instead of running it to failure?
I love that powertrain! Great interview! Just need to package it with about an 8K GVWR truck and larger fuel cell and stiffer suspension to bring back the old light duty 3/4 ton like Ford does with F150 HDPP. Ford does a phenomenal job on the HDPP to include 36 gallon tank and higher axle ratios and bearings and frame thickness etc. But Ford gas engines, while very powerful, don't enjoy good towing mpgs. This powertrain would serve us half ton owners not needing the venerable 6.6 durabeast! Appreciate that GM is now offering max trailer package with higher aspect axles ratio and slightly higher payload.
A true light-duty 3/4-ton should have a full floating rear axle. I think most manufacturers are going to be more leery of offering a higher GVWR half-ton after the total failure of the Titan XD in that space. Most people don't even know about the HDPP F-150 since it's such a rare truck that requires very specific options and equipment choices.
I have the LM2 2020 Silverado 1500. I’m curious when they will increase the payload and towing capacity to better match this great engine? My current truck is rated at 9,300 towing capacity and payload is at 1,590lbs
My 2005 1500 with a 5.3 gas has a payload of 1587 lbs.
New Subsciber..I know I am late on this video but just bought a 2023 RST/Z71 with the 3.0. Your comprehensive videos helped me make my choice. I have been thrilled with this truck and have only put 500 miles on it. In that 500 miles 200 were pulling my open trailer with my 72 Corvette to the drag strip and got 18.5 mpg. In my 2015 Silverado 1500 with 5.3 I would get 12. Pulled like a champ. Thank you for the effort and time you put into the research. Thanks to GM for allowing the engineers to come on and answer questions. Keep up the good work.
Interesting that the LZ0 isn't available in the Yukon/Tahoes in MY23, but the LM2 is. Was also hoping to see the new ZR2 Silverado available with this LZ0 but unfortunately that is not in the fleet ordering guide. Would still be interested in an LZ0 Z71 or AT4 Tahoe/Yukon.
I meant to ask the question if they figured out how to do it. Since 2020, GM engineers haven't been able to put this Duramax in a ZR2 or Z71 Tahoe because it doesn't fit right. The Duramax has extra cooling lines that they can't fit with the fascia design of the off-road trims.
I was really bummed to look and see that you can’t get this upgraded engine in a Tahoe. If they only had this diesel in the Z71 Tahoe then I could finally get off the fence.
The LZ0 will more than likely come to the '24 refresh of the SUV platform. Remember, the pickup truck got the LM2 in '20 and then the SUV redesign was one year behind in '21.
I’ll be purchasing a new 1/2 ton truck in the next 6mo if available. I’d love to give this motor a chance. But diesel fuel costs are always so volatile. 87 octane in the Grand Raids, MI area is $3.86/gal. Diesel is $4.94. I can’t get past that at the moment.
Yeah but the diesel is going to be more efficient so it'll even out if not lean towards the diesel side.
I’m stuck on that one a bit as well. More costly to fill up, but you’ll be filling up less often. So… 🤔
I routinely get 30mpg plus 70mph. At a 50mph cruise speed I've got over 50mpg. In the long run I think the cost of ownership versus a gas truck is less.
@@russward6125 but a diesel has a lot more preventative maintenance.
Taxes and registration are going up up up on the diesel. It's only going to get more expensive, unfortunately.
This is a great interview. I have an LM2 and absolutely love it. To learn the upgrades from GM people directly is great. Keep up the videos! Great content!
Thank you very much Tim for getting this interview!!! Great to see development and an evolution to the already pretty good diesel here. Similar to the updates with the 2.7T gasser I appreciate them continuing to innovate. Any indication on how fuel economy will be affected?
Edit never mind just saw fuel economy figures have not been released.
Dumb question - but - is it normal to be re-designing so much of the engine this soon in its life-cycle? I ask as I am a customer of the ill-fated 6.2L V8 which has blown up TWICE in freezing temperatures in Vermont. And so the truck is back for repair and I am planning to have Chevy buy it back (stranded twice in freezing weather is a safety issue). But is the 3.0 Duramax headed for trouble, since GM is already replacing so much?
Side note - amazing video and much appreciated. Owners need access to the right people - and your video did that! Really great.
Great interview! Very interesting project mgmt to start designing then incorporate changes as required and tool-up/supply chain everything in time for a production run (after stopping the run on the previous model). Auto industry ain’t as simple as many forum-posters would think, haha
(I also had to quietly chuckle - you can tell he has had some “public affairs/media” training, the way he answers some questions, lol! Hey, I’ve had similar training and he did better than I would!)
So, other channels state that the first version of the 3.0 is a ticking time bomb of expense as we will need to lift the body to do some very simple sensor changes and obviously the looming 150,000 mile timing belt change out. Several thousand dollars for a $25 dollar part. What's your thoughts?
if you think having to service a belt every 150k is a "ticking time bomb" then I hope you only drive pushrod V8s because every single engine ever made that uses a timing chain or belt is exactly the same.
I have a 2021 RST . From what I gather they are not affected by the crank issue. One small thing I do miss is the backup alarm. The camera is great but no alarm. Even my 2013 Camaro has this. Other than that no complaints. A joy to drive. We have an 1800 mile trip over labor day planned. I will be towing a SXS. Right at 4000 pounds. Anxious to see what the fuel economy and DEF consumption are.
Dope how did it go? I have a ‘21 RST Z71 Duramax and love it.
Can't wait to get the LZ0 into the SUVs!
Pushed out to 2025 now
Really excited about this motor. I just test drove the current version and loved it. Now...PLEASE give us this diesel, with the Max Tow Package, 3.73 gears in an AT4 and AT4X. Then I might swap brands! ;)
Got my new Silverado and it’s more than I expected!!
Tim another Awesome video thank you! This video answers a TON of questions thank you!
We've own a 2023 Sierra 1500 Elevation with the LZ0 / 10 speed automatic. This is now our 3rd diesel ever owned (first was LB7 Duramax, second was om606 Mercedes E300). After driving many other diesels new, old, mechanical fuel injection, and so on, this is now my favorite engine (gas or diesel) of all time. The power is more than adequate for fun city driving, long distance traveling to visit family and the fuel economy is shocking. From a dead stop, stomping the gas will spin the rear tires with ease, you actually have to hold back and get rolling first before you mash it if you need to slide over a few lanes to make an upcoming turn. Taking night drives with the wife we've seen 30MPG on back roads under 50mph. I can't say enough good things about it almost 6 months into ownership. I hope that lasts for years to come.
Next time you talk to him, can you ask for temp parameters for the engine such as oil, coolant and trans with and without max trailer loads? Just purchased a Banks iDash for my new Silverado 3.0 and when I tow, I want to know the limits so I can make sure we stay below them and keep this engine for a long time. So knowing the limits they designed for would be very helpful. Tks.
Tim any info on my comments. It’s important for those of us who have it.
Great video, I have a '21 Sierra that had the long crank issue but they fixed it and no issues for months. In fact your video was what clued me in on the problem to alert the dealership as to what it was. But I absolutely love my truck. I am so impressed by the MPG from my '17 5.3 liter. I put 33" Nitto Ridge Grapplers and a 2" leveling kit on mine and still range from 24-26 mpg. If I baby it I have gotten up to 29.4 mpg and the ride is just amazing. So far with 20,000 miles on it I see zero reason to get rid of it......until I saw the new late year '22 new cabs...LOL. Thanks again for the good content!!!!
Your happy w the mpg of your 5.3 as well or did you mean the 3.0 litre diesel? Your talking about two engines.
THX TIM GREAT VIDEO JUST ORDERED CUSTOM TRAIL BOSS 4X4 WITH THE DIESEL, CAN'T WAIT TO GET IT.....MINT VIDEO!!!!!
Great interview Tim! I really appreciate the way this engineer kept it simple and easy for me to understand.
Did he mention anything about cylinder deactivation on this engine? Please I hope not. This engine in an AT4 will be my next truck. Thanks and keep up the great work.
No cylinder deactivation.
I was wondering if you heard of ducted fuel injection? I was listening to random TH-cam videos and heard of this. Basically this ducted fuel injection takes a diesel engine and reduces its soot output by 50%. From the info I gathered it could be designed to be backwards compatible with older diesel engines. I was wondering if John looked into this for future engines to help meet the extremely tough emissions the epa has on diesels.
Also was wondering if GM was going to develop an inline 6 for the 2500 and 3500. I feel it would awesome to see a 5.0l diesel with more power than there current diesel engine. I do know it would require a redesign of those trucks but since inlines makes more natural torque it was just a passing through
I saw that video too. I think it was 50 to 100% decrease of of soot thereby potentially no DEF system at all.
Saw that too, Sandia Labs was working on this.
I have the 2020 LM2 and it’s a great engine. The big question is that if the new revisions are worth upgrading or just keep what I have?
It’s a 10% increase in power. If 10% is worth it, go ahead! What’s more important is the interior upgrades on the new trucks.
Wonder if they will use this as a generator for a series hybrid similar to what Ram has done. Not sure they would want to make a diesel hybrid
Wanting to buy a diesel Yukon or Escalade SUV and cannot get the LZ0 - so i guess I’ll wait and see what happens later this year - frustrating cause the 2 gas engines have issues with lifters - etc
What am hoping for the most..... is that they can get them to dealers to actually test drive one.
I ve been looking to test drive one and they are no where to be found.
I came across your site and your interview with John Barta on the long crank issue on the earlier 3.0 Duramax 3.0, I have a 2021, it’s happened to me many times over the 16,000 miles it’s never failed me to start after the issue of the long crank with no start, on the second try. I referred this to my dealer and I trust them because they’ve been a fantastic dealer and I love the truck but they state that there’s no such bulletin that went out so I was wondering is he just feeding you candy on the fix and just an error at my dealer level. Without them reproducing the incident which is almost impossible they cannot do anything, so how does this fix the problem if they can’t reproduce the problem. Does GM automatically complete the repair? If the customer complains of the problem,I assume it’s just an electronic update? I would like that answer because my dealer cannot produce a problem on the vehicle and that’s the only problem I’ve ever had on the vehicle.
Print this off and take it to your dealer.
www.gm-trucks.com/tsb-issued-for-no-start-long-crank-condition-occurring-on-trucks-suvs/
THis service bulletin is for Gas powered vehicles, no 3.0 diesal is listed even in the updated 2022 bulletin? See if he can answer the question with a real service Bulletin number that is related to the 3.0. When you talk to the deals they say is is none?@@Pickuptrucktalk
@@joelovercio5968 Sorry, here is the correct TSB. Easy to find via Google: static.nhtsa.gov/odi/tsbs/2021/MC-10201306-9999.pdf
I only talk with this engineer once every few years FYI.
Thank you so very much for the information helps alot.
I truly appreciate your response and time, but the new Bulletin that you sent me is not related to what the GM engineer is talking about. I will get in touch with my dealer again to see if they missed it, They see no such bulletin on the 3.0 that the GM engineer is referring to. This new bulletin you sent me is for an inspection which takes over three hours of labor and a re-shim. The GM engineer was talking about a flash update of the ECM for a longer crank time, which requires no tearing into the motor. The bulletin You referred to on the first Email was related to the long crank no start but not for the 3.0 diesel motor. I’m just wondering if there is such a update ECM bulletin for the 3.0 to solve the problem. The internet is full of these problems on the 3.0 and no one seems to have had it corrected with a ECM update? No one seems to have the answer? Again, thanks for your time. I’ll let you know what my dealer says.
Those power numbers are pretty close to the 2003 5.9 cummins ratings, both inline 6 engines, but with half the displacement, thats pretty cool.
We need an updated interview with this Engineer, now that the LZ0 has been out.
What’s following the LZ0? We absolutely love our LZ0 Sierra 4x4
I test drove the 5.3L and the 6.2L too, but was most impressed with the 3.0L
Tim why did you add the PPE parts to your truck? And did it void warranty?
Just bought a 2023 w/ the LZ0, love it. It does have a growling sound that is intermittent at low rpm. (It’s different than a turbo spool sound) Of course it wouldn’t do it when I brought it to the dealership. Have you heard of this coming up with anyone else who has this motor? I have a video of the sound.
I haven’t heard of anything like this.
I wished you would have asked about using top tier diesel because it is really hard to find
I just bought a late build 2022 GMC Refresh LM2, Could I still get the long start issue. My 2020 LM2 never had the issue at all.
Not likely. The truck you built after the problem had been fixed and/or it would have had the TSB done at the dealership to correct this issue.
18:00 Extending the recommended interval for the LZ0 but not the LM2 for oil belt interval seems strange unless there was a change.
GM does weird things like that. They require any change to existing products to go through its own validation testing, even if the LZ0 and LM2 share 75% of components. Having seen the belt at 150k miles, I wouldn't be concerned with letting it go longer since it's not under a lot of stress like a timing belt is. You could always compare part numbers for the belt for both engines.
This engine is such a gem. I drove a 21’ Yukon on a long road trip and got 26-28 mpg driving 75-85 mph. Super smooth, and it sounds so good. Very good power. This is definitely the engine to get in these trucks if you do lots of highway driving. 50k miles and no issues with it.
hows the emissions?
Tim... Interview GM engineers about valve lifters on their V8s 🤣
4 REAL!!!
Someone really needs to make a stand alone for this motor. I have multiple classics in my shop that would be awesome with this motor.
Exactly, I REALLY want an LZ0 crate motor I can put in a Toyota Land Cruiser or maybe even a Mercedes Unimog.
Cummins makes a 2.9 crate engine but hp a d torque are lower.
@@beyondupnorth Also it's an inline four cylinder, not naturally balanced like an inline six.
Is the LZO diesel also in the 23 Tahoe
Soon I will have a LZO Silverado! Thx for the info
What do u recommend for break in oil in lzo motor
So when can we get in the YUKON/SUBURBAN platform? Does not sound like anytime soon
Not for 2023.
I have a 2021 rst z71 3.0 !! I love so far
& I love the 34 mpg all day long
Wonder if the software updates can be made on the lm2
Did GM update the cam and crank on these to eliminate the stupid pins that shear and go back to key stock? I’ve heard that was the issue in the bigger diesels but not sure about these.
When can I get a Z71 Tahoe with the Duramax diesel?? The last time I checked, the diesel is not available on any Z71-optioned vehicle. I read somewhere that the front bodywork design of these models does not provide enough cooling air to the required radiator capacity of the diesel engine. I can't believe this couldn't be fixed soon. It recently lost GM a sale in my case.
Hey Tim,
I wish you would of asked about a 4 cylinder version for small trucks and the commercial market? Is it dead or if it’s alive will they make it here in the states?
Stay safe and healthy!
Ron
Dead for the U.S. The new Colorado and Canyon both dropped it in favor of the 2.7L gas engine.
Hey I haven’t heard anything else about the LZ0 since you talked about it a while back and I didn’t see GM talk or show it in any of their trucks at the auto show. Is there any new information on it or when you can order it?
I haven’t heard much either. I went to the dealership yesterday to order my 23 1500 AT4 3L, and they just got a 23 model AT4 and it has the new LZ0 engine in it.
so i am looking at getting a SUV or Truck with the 3.0 diesel. This will be my first time looking to buy a diesel. what are things i need to look for? Maintenance , DEF ? some dealer manager told me i needed to look for burn cycles? I could not running the vehicle until the burn cycle was done, i did not know what he was talking about. Can you please give me some insight if i do end up buying a diesel? thanks.
He was likely talking about regen. Not a big deal and you can still drive it. Maintenance can be a bit more typically but not so much with the 3.0L Diesel. Also, DEF shouldn’t be an issue. A lot of old school thoughts around diesel that just don’t mirror current conditions.
@@Pickuptrucktalk thanks !
Regulations have changed the most important customer from the end purchaser to the regulator.
I have a 2023 High Country 3.0 Duramax (LZO)...just hit 20K miles. pulled my first small 18' camper/trailer and was blowing through DEF. Found out it was going to the 65mph warning at half the DEF tank. I would put 1-2 gals in and it would show 7/8 full (never full, even when it just started to spill out the first time I went to fill.) What is the issue? Tech issue? DEF tank indicator (mech.) issue? Just annoying to have to fill 2 gals of DEF every 300-400 miles. Could it be from towing and having in tow haul mode? This is my first Diesel, so I'm not familiar with DEF and issues that can arise from normal driving to towing, etc...Thanks for any ideas, answers and solutions.
I have watched other videos on this engine and it does use more DEF than the LM2 version, especially while towing. I think the youtube channel was called Demonworks. The DEF level indicator seems to have this issue where it won't show full. Might be a future TSB/software calibration kind of thing.
So far so good on my 22 ltd .. love ❤️ my diesel.
Great content Tim I’m sure this lZ0 will be a big hit we all want more power and torque. I bet it’s gonna take the same 0-w20 I might have to trade in my LM2 for it but eager to test drive it. Tim hope your doing good brother it’s been a while since I got on here. 🙏
Just sold my '20 3.0L GMC AT4 with zero issues - LM2 is an incredible power package . Can't wait for my '23 LZ0 to arrive next month. These improvements are taking a great engine to another level
Did you order yours already? I put down a deposit but am being told by dealer that they can't officially get mine in the queue until 2023 pricing and options come out. Hoping that happens soon so I can get an estimated build and delivery date.
@@caryslape8811 I have a 3000 GM build code with mine( accepted by GM ) .. but it wasn't easy with options and pricing .. seeing nothing was released but my dealer had an allocation to order - I received 8 pages of highlighted option codes on my truck . Still waiting for cleaner build / option copy. 9/12 is build date .. beyond Model , color and engine what's on it is TBD :)
@@caish6185 Thank you for the info!
This guy makes a lot more sense than the engineer talking about the electric avalanche. But to be fair, at this point in the evolution of ev’s, ev’s are a tough sell.
I’m looking at a GMC Sierra Denali 3.0L diesel to tow our 4000# boat and trailer (4700#’s w/2 people & gear). Do you think this engine will handle the load?
Yup. Should be plenty.
@@Pickuptrucktalk Thank you, sir.
I was wondering what you thought of 2007 6.6 classic duramax lbz engine I have 280.000 on it now I keep it well groomed. Any foreseeable concerns?
It will be interesting to see how long these engines will last compared to the diesel engines in the heavy duty trucks.
300-500k miles on the engine itself. The engines never really go anymore. It's eveyrthing else attached to them that goes first.
Should last pretty long based on my oil testing results at 43k miles on my LM2
Exactly--Longevity is a chief outcome one would think.
Cool story bro, tell it again
That’s what they don’t say, because I can’t buy that engine if in 100k miles fail I want a engine more reliable than that if you take care is for many years 🤷🏻
Did they fix the cooling system control vavle problem on new engine? P1098 code
I will wait to see how things work out. Making thing better has not always been what they look at. Making thing cheeper for them and getting more for their product has always been what they strive for. What type of injector pump do they use?
Not sure on injector pump supplier.
What's your thoughts on the auto start/stop feature on the 3.0 diesel Tahoe? Does the auto start/stop damage the engine?
Nope, doesn’t damage engine. Much ado about nothing imo.
Worst feature of any new vehicle. I cannot believe they keep pushing that on us. Just get in the habit of pushing the disable button immediately after the start button
I would turn it off.
How does the reLiability change with the mods, steel cylinders and thicker sleeves?
The goal was to improve it like he said.
Tks just bought a Silverado last week with the LZ0 and love it.
Do you still have to remove the transmission to replace the timing “belt”? Not even a chain.
This engine doesn't have a timing belt. It's an oil pump belt. It literally just turns the oil pump that's submersed in oil in the oil pan.
A chain would require a similar service interval. Chains and sprockets wear. Most engines with timing chains have a service interval of around 200k miles, particularly DOHC engines with very long chains. This oil pump belt is under very low load unlike a timing belt. The only oil pump belt known for premature failure is the Ford 1.0 Ecoboost but that belt wasn't just turning the oil pump, it was also serving as the timing belt, and it had a tensioner that was prone to failure and causing rapid belt wear. This engine doesn't use a tensioner and the belts I've seen from these engines at 150k miles are in great condition.
Not too excited about GM going EV but I'm really excited about this new Duramax revised version
I think GM will stick with the diesel option as long as it's popular and they continue offering V8's, which they apparently plan on doing since they announced a couple years ago that they were investing like $1 billion in developing the next generation of the LS/LT. They need a diesel that gets this kind of fuel economy to keep their CAFE number up.
GM is asking for trust and faith. Customers are asking for performance and reliability. They do not want failure and having to deal with inconvenience on top of other issues in their daily lives. GM must give ample reassurance via warranty coverage to get people to take a chance on these engines during this period of reliability evolution.
Has anyone discussed a proper break-in procedure?
It is in the owner's manual. There's no need for an elaborate break-in period, just 500 miles of mixed driving.
Great Video Tim,I have a 2021 AT4 with the 3.0 Love It.
I love my LM2 very fuel efficient and plenty of power to haul my 7k lb TT
Please tell me there's no cylinder deactivation on this new engine!
They originally announced it 6-8 months ago. Was surprised you didn't question him on it. That's a deal breaker for me.
Why would I question him on a thing they didn’t announce?
Wish you could interview people pricing these things. Cars are too expensive
Gm, Is it possible to make a more highway oriented hybrid system for the lz0 like the hyundai ioniq, and figure out how to use engine load, and throttle position. As well as incline to maximize fuel efficiency. If only there was a single cab shortbed hybrid. Easy 50 mpg
This guy is awesome.
With Ford and Ram discontinuing there diesel options for there half ton trucks will this have any effect in the future for GM with there diesel program?
As long as GM continues having lots of 6.2 V8's available in their trucks and SUV's, they will need the 3.0 Dmax to help offset that hit to GM's CAFE average. Ford dropped theirs because it wasn't really competitive against an I6 diesel and F-150 buyers didn't see the need for a diesel option when they had engines like the 3.5 EB and 2.7 EB. It's different with the 6.2 V8 since that engine is hard on fuel and recommends running 91 octane fuel. The 3.0 Dmax makes up for its slightly increased operating cost by offering huge torque at low RPM and usually delivering 30 mpg.
I pick up my new truck on Tuesday. Looking at the torque curve and it’s only better!
300hp and 500 torque is pretty impressive, 3/4 ton trucks wish they could do that 15 years ago and it's got a 10 speed transmission... should be great.
Even if they could have done it they couldn't have done it as efficiently
I just bought one of these trucks I think it has this new rpo code engine it’s a 23 and it has
a lot more power than my 03 lb7 3500
Just ordered 2025, sierra AT4 with 3.0 diesel, first time diesel, hope it lives up to the hype.
Was he saying that the fix for the LM2 long crank issue is to have it reprogrammed or that was the fix for the LZ0? My problem is finding a dealer that understands the problem is a problem and that it can be fixed.
Software reflash.
I have 2022 denali 3.0, it has been in service 5 times already due to emission problems, does anyone know solution for that problem yet, they were other 3.0 trucks with emission problems at service
I'm curious....do you warm up the diesel before driving? Do you use diesel fuel treatment? Are you driving short or long distance? What kind of def do you use?
@@cabmex I didnt have a chance to add def to my tank , my truck only has 1200 miles on it,mostly highway driving I didnt see a reason to warm up the diesel, i live in San Antonio,
@@sedatn8639 You need to let the engine run a couple minutes before driving, even if you live in a warm region of the country. The emissions equipment needs to get to temp and the turbo needs to heat up. It says right in the owners manual to let the engine run a few minutes before driving. Is this your first diesel vehicle?
Appreciate your videos! Excited for this LZ0
What about addressing the rear main seal that alot of people have been experiencing with the LM2.
Sorry, I hadn’t heard of that issue when I filmed this.
It was a rare issue limited to the first couple years of the LM2. Appears to have been solved. Probably an assembly issue at the engine plant in Flint, MI. The rear access cover has to be precisely aligned for leak-free seal.
Now they just need to make it reliable, so many of my friends have this older version of this engine and have had nothing but issues and can’t get parts to fix them , I personally would purchase one but not until issues are addressed.
Interesting. I know a lot of people in real life and online that absolutely love their LM2. The only issues I'm aware of are all due to the defective plastic valve cover, which has a TSB out for it and a redesigned valve cover that fixes the issue. It was allowing engine oil to leak into a ventilation tube and get sucked into the engine. That caused oil consumption, glow plugs fouling and failing, and excessive regens since burning engine oil causes the DPF and EGR to get sooted up.
As soon as he said BSFC, I knew exactly what he was talking about. If you use an engine dyno, it's a critical gauge that tells you how the engine fuel ratio is doing. Too low and you seize the engine. Too high and it runs too rich and gets bad milage. To get a good performing engine, you want it in "the sweet spot."
BSFC is what powertrain engineers use to quantify how fuel efficient an engine is. They create a map with engine RPM on one axis and engine load on the other axis. You end up with an island of efficiency where the engine is most efficient over a range of engine load and rpm. When GM released the Gen V LT engines in 2014, the new 6.2 LT1 ended up having the highest BSFC of any production V8 in the US market, including the 1st/2nd gen 32-valve 5.0 Coyotes. Most of that was due to good combustion chamber design and direct injection. When Ford released the 3rd gen 5.0 Coyote, I believe they retook the lead in BSFC.
So is there going to be a crank no start recall???? Because I just went to my diesel tech at my local chevy he said he knows of the issue but they can't do anything to it unless they can recreate that issue. I've gone to another chevy dealer and he said he had no idea what crank no start is????????
I would think there is a TSB to fix it.
It's a software update.
@@cstgx how do I go about getting it fixed?
I just took my 2021 GMC Sierra into the dealer last week for this issue. They were aware of this latest software upgrade. They knew all about it - it took them a day to install. I noticed a little longer crank start now but if that resolves the problem it’s worth it!
We're waiting for the LZO duramax engine to be available on the Yukon Denali. Would you happen to know when that will be?