Last week, GM Authority exclusively brought you the very first images of GM’s upcoming 3.0L I-6 LM2 turbo-diesel Duramax engine. We were having a ball with the vector until GM issued a takedown notice, essentially blocking access to the file. But now, we managed to score more exclusive intel about the upcoming diesel mill, specifically about its cooling systems.
Specifically, GM Authority has learned that the 3.0L Duramax LM2 will utilize GM’s advanced cooling strategy known as Active Thermal Management. Initially implemented on GM’s turbo-charged 2.7L L3B and 2.0L LSY four-cylinder gasoline engines, Active Thermal Management uses a rotary valve system to distribute coolant through the engine in a targeted manner, sending heat where it’s needed to warm up the engine, thereby reducing friction and heating the cabin, or cooling when needed for high power operation.
An electric water pump is at the core of GM’s Active Thermal Management implementation. It further enhances the engine’s performance and efficiency by eliminating the parasitic drag that comes with a conventional engine-driven water pump. ATM also uses various cutting-edge features, including electronically-controlled ball valve modules to intelligently and precisely control the flow of coolant.
The result is that the engine warms up faster to achieve optimal operating temperature, resulting in better performance and higher efficiency.
To that end, the LM2 will use not one, but two electric coolant pumps – one engine coolant pump and an additional heater coolant pump – much like what we see on the L3B. This implementation is a first for a GM diesel engine.
It also seems that the LM2 will implement advanced coolant routing and the associated controls in much the same way as the L3B. In fact, the L3B goes beyond electric coolant pumps by utilizing cooling fans, a rotary valve system, and a coolant bypass valve. That combination would also be a first for a GM diesel motor.
To achieve active thermal management, the LM2 has numerous coolant temperature sensors placed at specific locations throughout the cooling system that were visible on the vector.
Besides pre-announcing the 3.0L Duramax when unveiling the 2019 Silverado and Sierra light duty trucks at the end of 2018/beginning of 2019, GM has remained very tight-lipped about the diesel engine. Leaks from late last year have pegged it at 282 horsepower and 450 pound-feet of torque in the 2019 Silverado 1500 and 2019 Sierra 1500.
Today’s information about the motor’s advanced cooling techniques via the Advanced Thermal Management system gives us a bit more intel about the engine that we did not have before.
Stay tuned to GM Authority for more GM LM2 engine news as well as ongoing GM news coverage.
Comments
Instead of new diesel engines, they should focus on getting their emission system fixed first. I have a 2.7L Colorado and have had nothing but issues with the particulate sensors and filter. Coworker has a larger 2500 diesel and has had emission issues as well.
Because the exhaust is poorly designed, GM is encouraging people to bypass EPA by installing an EGR delete kit. It’s the best solution since GM seems to have no idea how to fix the exhaust issues. Unless you have unlimited – warranty, time & money buyer beware!
We never had an emission problem with out Chevy trucks.
You are lucky. Once the dust settles with the BBB claim, I’m planning on replacing it with a non-Chevy.
Post of the day!
When (not if) your check engine light comes on, it’s usually an emissions thingy nobody will be able to fix.
GM lives on people whose definition of a “rock solid, trouble free” 120k mile vehicle includes three transmission replacements, two fuel pumps, and cold air that only works in winter.
There is no diesel pickup with no emission problem.
That maybe true. The issue I have is that the problem should be capable of being fixed. Not going to take it to a dealership every 3,000 miles. Without the warranty $400+ everytime to replace the sensor. I am looking at $4,000-$5,000 if I was not under warranty for emission issues.
Instead of putting money and resources into developing a new diesel engine, I feel (my opinion) that GM would get more recognition by building a reputation of being the diesel pickup manufacturer with little or no emission problems. They need to design a complete diesel engine and exhaust system that is reliable. Starting with the products that they currently offer.
I made this statement a week ago regarding emission issues on diesels and back up this comment 100%.
And before I forget to mention they ALL have those problems sooner or later,even the semi trucks.
Anybody that tells you otherwise is a LIAR.
I see you have some down votes:who are they coming from?From people that have never owned a diesel longer than 100’000 miles?
As I said before the duramax and probably the other diesels too,are excellent power trains-but before they fixed the exhaust(emission) issues buy a diesel ONLY if you really need the pulling power of one,and not for show and tell.
I read this as “GM 3.0L Duramax Diesel Engine To to be freakishly expensive”
You don’t have to dig far to find out how problematic regen systems are. I know not every diesel on the road is plagued with problems but there’s more than enough reason to avoid them unless you truly need that capacity of an HD. The small diesels have the same problems only with no real benefits outside of extended range.
I came across an article about how a manufacturer in the EU solved their EGR problem by placing the recirculation line post DPF. This way the particulate filter cleans up the soot first before sending part of it back into the intake. Can’t remember if it was Peugeot or BMW.
5.9 Cummins. 125,000 miles. Repairs 0. Change oil, fuel and air filter and keep on driving!
My 2017 Colorado diesel was great at first but had problems at 13k miles. They had no idea what the problem was and replaced so many parts. After 5 weeks in the shop, i had them buy it back (lemon law). it was a nice truck though until the issue.