My understanding is that they finally figured out how to mitigate the long start issue for the LM2 without needing to replace the CPS exciter wheel. Basically, the issue was that the ECU just gave up if it got a single invalid CPS reading during the startup interval (which was short). My layman's understanding of the fix was to add a few extra rotations to the startup interval and sample more than once. That apparently has fixed it permanently for nearly all situations where the wheel was the problem. (The underlying supplier issue was fixed for LZ0.)
Ecu flash fixed mine, it pauses the start procedure for about .5 seconds to allow multiple sensor pulses for the start sequence. Never had the problem since.
@@foch3 yeah an unflashed ecu will start cranking immediately and engine star happens very quickly when you press start, a flashed ecu will have about a half second delay before it starts cranking, and the cranking cycle will last about a half second longer.
Put 56,000 miles on my first with only the long crank issue. Amazing engine. I’d typically see 29-31 MPG in highway driving. I just bought a 22 and currently have a order in for a Yukon to replace my wife’s Expedition.
The oil belt is not an issue, because you just replace it (you don't pay to inspect it at 150K and then put the old one back on). If it fails, GM chief engineer says it just limps you to side of the road, nothing serious/catastrophic. And the new update coming is longer belt interval, and almost 500 lb/ft of torque!
@@jasonfalk7696 It'll be like a $1500 job at any competent shop. That's peanuts for an engine that can probably run 500,000+ miles with otherwise regular maintenance, stunning performance, and the best MPG you'll find in a half ton even at todays manufactured diesel pricing crisis..
The updated version of the 3.0 duramax has lots of good revised parts and updates, such as steel pistons thicker sleeves 200k oil bet interval a healthy bump in hp and torture and much more 👍
Thanks for making this video! Enjoyed your video and learned a lot man. I just bought my first diesel which is the 23 AT4 with the new LZ0, so far so good...The torque is amazing! . I have about 500 miles on it so far so good. I came from a 17 Tundra 4.6L, I just hope this engine/ truck is reliable for the long run, since I've owned only Honda and Toyota in the past.
@clubtc05 so i only got 150 miles , I been getting 23-24 combined , still have to take a long trip to get a freeway mpg. But I am impressed, coming from ram 5.7 hemi I was only getting 13-14 mpg with 3inch lift.
I have a 2020 Silverado with the LM2, I love it, paired with the 10 speed transmission it’s a good setup. I’m not concerned about the oil belt, if it needs changed at 150,000 miles I’ll do it. I wish there was a delete for this.
LSI out of California is making a retrofit chain conversion for the LM2 / LZ0 3.0 Liter. The problem is that chain stretch and noise can be a problem. The belt from a design point is the best solution. Less centrifugal weight, and something about chatter and speed control issues were the biggest concerns. Forget that! The belt mandated inspection/replacement has already been bumped all the way up to 200k miles for the 23’ model years on up. I’ve herd the belt is supposed to be good all the way up to 250k miles at a minimum based on manufacturer tests. GM simply set 150k as their own inspection interval. Maybe they should come out and make clear what the belt manufacturer says the real truth is. Has anyone had a belt fail yet? The motor has been out since 2019. On another popular website this question was asked. No one has first hand seen or herd of a belt failure. Bottom line, the oil belt issue is a NON-issue. Period! It’s going to be the least of your concerns as an owner.
It’s a great engine. 3 years, 60k miles so far. Excellent power and mileage. Smooth, quiet and efficient. No issues with the engine as of yet. Def usage is a lot when towing tho. My only negative observation.
I was told by my mechanic that modern diesel engines EGR valve every single time it opens to "recirculate exhaust gases" it's like grabbing a hand full of very fine sand and tossing it inside the intake
I bought 2 of them. One in an Escalade and another in a GMC Denali. I love the 3.0 Duramax. I have had zero issues. Best fuel mpg to power ratio I have ever owned. I love the low end grunt too. Awesome job GM!!!
The chain in the back of the engine for the oil pump which needs to changed at 100k is a no go for me, I learned my lesson with a 4.0 Ford V6 with rear chains.
I have owned my RST 3.0 Duramax for a year now and I love it. Great fuel economy and plenty of power. Paired with the new 10 speed automatic transmission, it always seems to be in the proper gear. If you do not expect it to be something its not, you will be very happy with this engine. Very happy with GM's offering with this engine/transmission combo.
Exactly my impression as well. I think it’s the best combo GM has out right now. Who doesn’t live 30 Mpg + and that low end grunt! I love it in my Escalade ESV and my Denali Sierra.
I've got a 2020 AT4 with the "Mini Max". I've put 57k hard miles on it without issue including living in NE Wisconsin where it sees a legit winter and hauling a 2k lb truck camper all over out west during 100deg heat up and down mountains. Great engine and great MPG. Very smooth power and hauls with relative ease.
Good to hear. GM updated the 3.0 and addressed some issues. GM is lone arbiter of a small diesel. Ford and Ram backed out. Why go hybrid when you can have a diesel? They’ll sell every one they make.
@@georgiafan6618 I spoke to a guy that works at the plant in Michigan that's building the 3.0. He said they're building about 550 engines per day running 2 shifts if I remember right. They must be popular, one big volume truck dealer I stopped at was big on keeping them in stock. They're trying to maintain 30% diesel in the half-ton mix.
@@karlschauff7989 In had an ‘02 Duramax 6.6L w/300hp and 520 torque. The revised ‘25 3.0L has 305hp and 495 torque. They managed to almost meet the specs of a much larger diesel in less than half displacement. Tech has caught up! The minimax seems to be trouble free and robust.
I have a 2020 Chevy 1500 RST with the 3.0. Towing on the east coast with a 5500 lb rv 17.0 mpg. Driving around town/hwy 28-31. A full tank of fuel has a 700 mile range. My old truck a 2010 GMC Sierra 5.3, 17mpg was the around town and towing the same rv 9 mpg. Its quiet, rides really smooth. No problems even in cold weather. GM just extended the oil pump belt to 200,000 miles, and who knows in the 15 years it takes for me to put 200,000 miles they might bump it up to 250.000. Great engine and transmission(10 speed).
Currently have about 45k on my 20 LM2 been driving almost 3 years. Haven't had a single issue. I leave it in 2WD except when the weather demands more and I average 28mpg with a mix of city and highway driving. On road trips I have seen as high as 36mpg! All in all I have been very happy with it and hope to drive it through the half million mile mark before it needs replaced.
I have owned Tahoe and Silverado with 3.0 Durumax. Hands down best diesel engine I have ever driven. My only issue is that dumb belt you have to change at 150k mile in engine. Only way to get to it is by dropping trans.
I have a 2021 chevy crewcab standard bed Z71 rst 4x4 3.0 diesel . I have not had any mechanical issues. I'm getting 34 mpg all day long. I love my truck
Just traded in my 2022 RST, had to replace the EGR sensor as well as the cooling pump. Covered under warranty but the truck only had 35K miles. As far as MPG, I was getting 25mpg over all but with diesel costing $1 more a gallon and needing DEF fluid every couple of months, there was not much of a cost savings in the end. The service manager at my local dealer recommended I get away from this motor as they have a history of being really dependable or really bad, and I appear to have one of the bad ones.
Thanks for those facts. The Ford is such a good product. The engines are built like a diesel. Heavy duty gas engines those ecoboosts are! I have an old Ford f150.v6 and a Dodge Hemi.1500 Laramie AWD. Both are 2004 Models and Both have 300,000 miles on them. Both serve their purposes perfectly.
Very well done video. There was a lot of new information there that I was not aware of. My brother just bought a new Chevy pickup and we took it on a long road trip. Very impressed with the power and efficiency. However, for me, some of those design Mistakes are unacceptable.
US brands love the EGR. With EGR, mucho repair costs and rapid wear, so early replacement: good for business. Criminals. Cummins has a new Type 5 diesel engine, since 2016, sold in Europe; NO EGR, more power, longer service interval and life.
I have a 21, I do like the truck and it has good power and gets great MPGs. I get an average of 24 for my daily stuff and low 30's on the highway. It is very comfortable to drive and easy to get around in. However, I did get a check engine light as a result of a bad injector at just over 13K miles. All the injectors were replaced, which tells me that there may be an issue with them. But there was a consistent check engine light as soon as I would leave the shop and return it. The short of it is, they ended up replacing BOTH EGR valves and the exhaust brake. It was in the shop for 3 months because they had trouble understanding the issue. If I had to buy it again I probably wouldn't. One; Ive had it in for other warranty issues and it has to go back again. So I'm not impressed with the quality. Two; the longterm maintenance issues that was in the video gives me some concern. Three; it's always seems to be the emissions that ruin theses great diesel engines. If I can get it legally removed I may but at what cost?
Hopefully you're just talking out of the passed issues and from other egines,, as of now all we need to do is wait so it talks by itself and not make allegations or assumptions that are not even there...
Also, GM has fixed the long crank issue, Tim Esterhdol from "Pickup Truck + Suv Talk" YT channel has done some videos on that, talking to the GM engineer.
We will have to wait until there are tons of them out there with 200,000 miles before we can say I they're any good or not. People commenting 15k and 25k with no issues must have really low expectations lol
I have a 2021 colorado with the 2.3 Duramax. I would love to be able to put a 3 liter in my truck, but the 2.3 is incredible in its own right. I get 30 mpg with it and love it.
I have a 2021 GMC AT4 with the 3.0 @ 50,000 miles. The only issue I have had so far is the starting issue. The first time it happened I thought I was going to have to disconnect the battery to make it stop cranking. The dealer has never been able to replicate it but they did show me the TSB for the cam sensor and told me they would need the truck for a week. Because of that I've never had it fixed. In 50,000 miles it has only happened about 8-10 times so I haven't stressed over it too bad.
Great video covering the 3.0 Duramax. I absolutely love my 2021 LM2. I currently have 25,000 miles on it and it has been great except I have experienced the long crank/no start issue a handful of times, but it has always started on the 2nd try and I'm hesitant to take it to a deal until I'm convinced that the ECU reflash truly fixes things. I was so happy to learn that they went with the inline 6 configuration when they 1st introduced this engine. I still think Cummins is the top diesel engine offered in a pickup truck and I likely would have picked up a RAM 1500 diesel had their engine actually been a scaled down version of the 6.7 Cummins. I think that would have been a grand slam and caused many Ford and GM loyalists to jump ship at least if they were true diesel enthusiasts, but RAM missed the boat by going the route that they did with their diesel. With that said, I've heard some good feedback regarding the RAM ecodiesel, but who wouldn't want a mini Cummins sitting between the fenders of a 1500. Since I can't have a mini Cummins, the 3.0 Duramax is my next best option as there's just something special about the grunt and music an inline 6 turbo diesel makes and the balanced smoothness is amazing. Also, I just wanted to point out that Isuzu has no involvement with the 3.0 Duramax like they did with the V8 Duramax. GM and Opel worked on the 3.0 development per the GM engineer.
@@guidoochoa2038 Thanks but not a problem for me as I have no intentions of purchasing a new Cummins powered 2500/3500 RAM as I just don't need that much truck.
Best damn powertrain in a 1/2 ton truck by miles!!!! I own a 2022 and this thing tows my RV better than my 2019 6.4 Hemi Ram 2500! I get 26mpgs city and 30mpgs highway. Towing my RV I get 14mpgs! Maintenance and oil changes are less $$ too! The oil belt is now rated for 200k miles which 90% of us owners will never even touch!
@@TheGettyAdventures yeah I have several trucks (Ram 2500, F150, Ram 1500) but love my 3.0 the best! The torque and acceleration it has for the economy is astounding!
The transmission doesn't actually have to be removed to inspect the oil pump belt. Drain oil and insert a borescope through the drain plug hole. It's right at the back of the engine directly below the oil pump belt. Engine can be rotated by hand to inspect the whole belt.
The belt is on the other side of a divider on the lower crankcase extension. It's physically impossible to see the belt even if you take the lower oil pan completely off.
Love mine. Havent gotten the long start issue fixed yet. I get between 26 and 31 on the highway depending how fast I drive. Aside from the long crank, I havent had any issues with it at 22K and 2 years.
I picked up my 2023 with the Duramax last week. I have the max trailering package, which gives you a 13,000 max tow rating. I think it is a very impressive truck. I also have a diesel Range Rover, which I plan to sell next year. I believe the fuel mileage is similar, despite the fact that the truck is a lot heavier and more powerful.
What’s the most you’ve towed with your truck and does it drop a lot when you hook up to a heavy load ? I’m in the market for a Chev 1500 LZO max towing package myself !
A couple of points...the Gen 2 3.0 Duramax will have 305 HP and 495 FT LBS of torque. It should be available in a few months. Also, unlike the Eco Diesel and the Powerstroke, this engine was designed from the ground up for the Silverado/Sierra 1500.
I have the gen 1 3.0 2021 it’s been a work horse 7500mi oil changes I burn 1 qt of oil that’s always been my modow only issue I’ve had is pickup pump in the tank just gave out at 47k mi gm is warranting this 5 min after I got it to em other than that the truck is great
When it all boils down you really aren’t spending that much more on fuel since it’s the best at fuel mileage Specially if your towing. No other half ton engine compares to it.
My math based on mpg for a 3.0 vs a 5.3 is that if you pay $1.70 more a gallon for diesel vs gas you break even on fuel. If you compared it against the 6.2 which requires premium fuel and has a lower mpg than the 5.3 you would be spending less on fuel with the 3.0 at current diesel prices.
@@shanebrown2963 How much does the DEF/SCR/DPF unit cost under the hood 8k dollars? That buys a lot of gasoline and only a 2 year warranty on that. 24k miles warranty by the big 3 on those components. It's a nice engine, just they have ruined diesels with all those emissions components.
@@ddw3968 Math never works for diesel. Been there done that. Put the calculator away and just know you always pay more for cost of ownership with diesel. Might have been different pre emissions, but not now.
I really like my LM2. I like it way more than my 5.3. The oil belt change doesn't bother me because it will be paid off well before that and several years down the road. I'll hit the time change interval before 150k miles. If I still have it at that point it means I still love the truck enough that I'll happily pay to have that service done. The only problem I've had with my 2022 LTD so far is the rear end making a clanking noise which is unrelated to the engine. The dealer states its the leaf springs and is working with GM on a fix.
Seening as this video is not even a year old and they didnt still make the LM2 motor atvstart of video and now use upgraded LM0 motor with 29 more Hp and more Torque tgis video is redundant. But yes best 1/2ton motor ever
History shows how good the inlines are. My old Ford with the 300 c.i and jeep 4.0L had very few issues overall as long as maintenance and cooling issues were addressed quickly. Im sold that mine will stay just as smooth, torquey and dependable, but what I struggle with is all the emissions crap they're forced to put on these new engines. I bought my 2020 LT 4x4 with the 3.0L and 10 speed in Oct. Of 2020 and now has 34k and I'm consistently getting 30+ mpg unless I go over 70mph and tows extremely well and fuel goes to about 17.5mpg fully loaded, but sucks the pee juice way too fast in my opinion. I keep hearing people say they only get 27mph and I'm not sure if it's that I don't have a low gear transfer case or perhaps different gearing or if we just drive different.
I crossed 52k in early October, more than half of that while towing our trailer. Had a DEF level issue (gauge inaccurate) issue that took almost 2 years for GM to finally address. But 5 Service visits and 30+ days out of service since October 8 - EGR Cooler, Valve, Pressure Sensor… Then Glow Plugs, now a Chaffed wire issue on the EGR Pressure sensor leg of the harness. My biggest issue isn’t the problems we had, but rather dealing with GM to get the problems addressed.
@@jamesclark7630 - Gauge is accurate when not trailering. It doesn't sample correctly, and can't predict range for anything with a trailer. I'm at 75k now and have learned to accept it. 40% means they didn't give you the truck with a full tank of DEF... Also - it's a 7 gallon tank (appx) but will show empty with 2 gallons (appx) left.
21' Chevy RST LM2 4 X 4 crew with 20,000 (32,000KM) miles. Love it, I wouldn't hesitate to recommend or buy another. Had the crank/no start issue. Software fix (longer cranking time). Fuel mileage is fantastic! Several times my best 50 mile (80km) segment has been 39.5 mpg (64km). The engine has balls. Hope my math conversion is correct.
Oil pump fail will not be catastrophic!!! Just pull off to the side of the road tow it to shop and get it replaced if happend. (3hr job) Plus there wasn't a single case of one failing. Stop scarring people with the whole belt thing. GM now say 200k miles maintenance item for belt and it's not that hard to do.
How do you feel about the new 2023 3 liter diesel how many of the issues or things to be aware of in this video hense thinking about a diesel so it all new to me but I am a Gm support thanks
There is a new version of the 3.0 Duramax diesel, it's actually more powerful than this particular engine. I would actually suggest doing a part two to this video when you get the opportunity to check it out.
The new trucks are an LZO now at least in half ton trucks the SUVs I think still have the LM2 till 2024. I think the pistons are now steel I know they are 305 hp and 495 ft/lbs of torque. I have one of the new Denali Ultimate. I get around 28 mpg and best I have got is 37.5. I think now with they claim 200k miles on the oil pump belt. Either way I am not to concerned. I will have a new truck before I ever had to worry about that lol
Why would I inspect a belt for the same price as replacing it? I’ll wait till it fails. Day off from work. But I dare say that even at 150k I won’t have to replace this part.
I have absolutely no complaints with my LM2. I have had 2 with no issues although low miles on the first one. In regards to the EGR "issues" that typically plague modern diesels... these trucks actually pull exhaust gas from after the DPF for the main EGR supply. So HOPEFULLY these engines wont have to deal with all the damn carbon buildup like every other diesel.
Great review! But I'm pretty sure that Isuzu haven't help to much in the process of design this engine, for an example the most reliable engine Isuzu have had is the might 4JJ1, as you mention all the cam and crank gearing is at the front, it would make sense to add 2 more cylinders at the 4JJ1 (and may be called 6JJ1 hehehe) and would make and exceptional diesel engine. I know for sure that the Colorado 2.8L duramax engine has been develop for Isuzu due to the similarity in design and operation based as 4JJ1. And the 2.8L Duramax seems to be a really excellent 4 cylinder turbo diesel and GM is the only one to offer it. In any way this new 3.0L inline 6 cylinders seems to need to much service to make it reliable and I'm not sure if the maintenance cost will make any sense in a typical work truck that US market is intended to be used. In that scenario this engine do not deliver the requiere durability that diesel engine are known. Is a good approach but is not quite there yet. I wonder if Ram/Cummins would develop a smaller displacement inline 6 cylinder to fitted in a 1500 lineup instead of using a V6 Motori o a development of Fiat diesel engine.
The 2.8 Duramax is a fiat/vm motori engine. In USA it first went into the 2.8 CRD jeep libertys. It is a quite good engine. But not Isuzu. It’s Italian.
The EGR delete is the first change I’d make to my diesel. There are RU-vid channels such as @darkirondiesel and others who demonstrate a step by step process to complete a delete and other mpg/power robbing stock parts. This was a helpful video - thanks! 👍
@@waterloo123100 well here in the southeast they will just tell you to take a hike and refuse to work on your illegal non compliant vehicle and in some states will just suspend your plates and fine you for non compliance
I own a 2022 Chevy with the 3.0L. At 6,000 miles the truck did not re gen for about 2 weeks and I got a alert that said service emissions system and the check engine light came on. the truck never went in to limp mode but after I called the dealership I woke up and cranked it and it re gened immediately and the check engine light went off. That has been my only issue. It’s got 23,000 on the truck now and I love the mpg I get. The best I’ve gotten was 35 on the highway and around town I get 22-27.
I had a 2021 GMC sierra with 3L LM2. After 6k miles and over 60 days at the dealer, and engine change for oil leaks, cab pulled twice for AC compressor, coolant leaks. Lemon law got me my money back. Would I buy it again? Probably, it was a great truck and engine with manufacturers defects. GM didn't blink an eye trying to fix my issues and dropped over $20k in parts and labor.
0ur 2021 had the no start issue for about the first 30 000 km. I had it into the dealer to have the water pump replaced and they did a software update and it hasn’t done it since. Dealer was annoying though because I kept taking videos of it not starting and because it wouldn’t do it there they wouldn’t do anything to it. My only mild gripe really is the amount of DEF it goes through. I’m using a 10 litre jug a month and I don’t think I used 10 litres in my Cummins every 6 months.
I own a 2022 GMC Sierra with a 3.0L Duramax/LM2 engine. I put a lot of miles on my truck, as I drive it for work. I’ve had it about 8-1/2 months and already have just over 18k miles on it. I LOVE this engine! (I love the truck!) I suppose you wouldn’t expect to have had any trouble with an engine after only 18k miles. Still, it’s an impressive little diesel. I came from a 5.7L Hemi in a Ram 1500 and was getting 15-17 mpg. The Hemi had a lot of pep and I put a lot of miles on that truck, as well. It was a dependable engine but the fuel mileage sucked! I’m now getting an average of 25 mpg with mixed highway/city driving. That equates to 600 miles out of my 24 gallon tank. I was getting just over 300 miles out of the Ram’s 24 gallon tank. Amazing difference! On the highway I get anywhere between 28-31 mpg, real world. And this Duramax has plenty of pep. It’s the one thing I thought I’d miss from the Ram but I haven’t been disappointed at all. It has loads of torque and pulls much better than the Ram 1500 did. So far, I can’t say enough about this engine!
I am also a heavy duty diesel mechanic and I bought the new lzo duramax and the reason I bought it was because it was an in-line 6 and DOHC and talking about the rear gear train the MX-13 paccar engine is a rear gear train and after rebuilding a few paccar engines I have never had to replace parts with the gear train and most of the ones I’ve rebuilt have had a little over 1 million miles
Aluminum head with an aluminum block mitigates exactly what you talked about with the aluminum piston and iron cylinder liners. Both the block and the head will expand and contract very similarly to each other whereas having an iron head would cause the head to expand much more slowly to the aluminum block. This will put extra stress on the head gasket and eventually cause it to wear out or blow.
LM2 is a good engine but too complex for a diesel. It has multiple coolant valves & sensors, which can fail on top of the emmisions system, which can fail & limit mobility. The weak point in 1/2 ton GM, as well as, Ford 1/2 ton trucks is the garbage Ford-GM 10-speed transmission. Currently diesel costs @ 30% more than gasoline & 3.0L diesel engines are @ 30% more fuel efficient. So fuel costs are about the same. Diesels also have higher maintenance costs & require DEF.
A Service costs me around 25% more for oil and filter. 8000km for gas vs 12000 for 3.0 so ends up being equal or same. Fuel filter is 40$ and takes 20 min to replace in driveway
Should have made it as a 3.5 litre and it would have been awesome, as a 3,0 its just good. Have a merc 0m642 3,0 v6 in my jeep its fantastic in that light duty role. Have the 4.5 litre Toyota v8 diesel in my troopy its awesome when tuned.
I do wonder if Izuzu was intending to replace their 5.2L 4 cylinder diesel with this, if the gear train is on the back for cabover use. I know why the modern Detroits have the gear train on the back, they're Mercedes engines from Germany, and the Mercedes trucks are of course cab over as is the norm for Europe. I assume the PACCAR MX13 and Volvo engines are the same as they also are primarily European market engines.
They used to sell 2-door Tahoes/Yukons up until 1996. They were meant to compete with the Ford Bronco. They came standard with a 5.7L gas V8. At the time GM also offered a diesel (6.5L TDI V8; 190hp). It was a rarely ordered option. The 3.0 I6 Duramax would have been the perfect (smaller, more efficient) diesel engine for that truck.
Hopefully you're in Canada because there is an Economic rumor of Diesel in the USA ending before the Holidays.. granted not sure if it is the import into refining and finishing in late January for distribution. or the actual diesel fuel finishing before the Holidays
I’ve been a Toyota guy for a long time because GM and Ford broke my heart with their lack of pride and unreliable products. I hope obviously that they fix this, go for broke and make the best trucks, and I will return, happily. I’m voting with my dollars, to force improvement.
Excuse me!! You're going to give an opinion on something you've never seen, heard, smelled, driven? Go home and come back when you know something. And why are you standing in front of a Ram?
Working in a gm service dept, these trucks, cooling system is the number 1 issues, miles of rubber hoses and plastic quick connectors = frequent leaks. Exhaust rattles and leaks. Nox sensors and egt sensor failures, only done 1 rear main seal so far. Lots of backorder parts = massive down time....
So weird talking about a Chevy in-front of a Ram. No offense but that was confusing. Especially when you pointed to the Ram truck while describing the Chevy engine. 🤷🏼♂️
