Among the plethora of engine options offered by the light-duty Chevy Silverado 1500, the 3.0L I6 LM2 turbodiesel Duramax stands out as one of just two forced-induction engine options, and the only diesel option. Now, GM Authority is bringing you exclusive insight into the trim level breakdown for Silverado 1500 Duramax Diesel models.
Per a chart shown during a recent presentation by GM, the LT trim level was the most popular pairing for the 3.0L I6 LM2 diesel engine, netting 37 percent of Silverado 1500 Duramax Diesel sales. The sporty RST was the next most-popular trim level pairing at 34 percent, followed by LTZ at 21 percent and High Country at 9 percent.
Note that the figures shown here encompass the timeframe between the launch of the Silverado 1500 Duramax Diesel, through the end of November.
As GM Authority exclusively covered in September, the Silverado 1500 Duramax Diesel is set of a significant price reduction, with Chevy knocking $1,500 off MSRP. The price reduction applies to both 2020 Silverado 1500s, and 2021 Silverado 1500s.
The 3.0L I6 LM2 engine in the Silverado 1500 Duramax Diesel produces 277 horsepower at 3,750 rpm and 460 pound-feet of torque at 1,500 rpm, connecting to the MQB 10-speed automatic transmission. In addition to plenty of low-end torque, the LM2 diesel is also the most fuel-efficient option on offer, with fuel economy ratings of 23 mpg in the city, 33 mpg on the highway, and 27 mpg when equipped with 2WD. Add in 4WD, and those fuel economy ratings are dinged to 23 mpg in the city, 29 mpg on the highway, and 25 mpg combined.
For the latest 2021 model year, the Silverado 1500 Duramax Diesel drops a few more miles per gallon when equipped with 4WD, down to 22 mpg in the city, 26 mpg on the highway, and 24 mpg combined. The downgraded fuel economy ratings is due to higher contented trucks used for testing, based on the production schedule.
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Comments
How many units total made up the whole pie?
I know business owners that would buy the diesel if it were offered on WT and Custom. Heavy construction where they just need light duty trucks for their estimators, lead hands and operators as company commuter vehicles, and not ¾ or 1 tons for the foreman pulling loaded tandem trailers
Any feedback on the 3.0L 16 LM2 diesel motor? I wanted to compare with the 6.0.
Thanks
The 3.0 is a light duty engine. It’s not a work horse like the HD gasser. Straight 6 is the best of the 3.0 diesel offerings in half tons except for the oil pump wet belt is behind the motor and requires shifting the trans back for 150k service
I have a 2020 LTZ with the diesel. It’s a great engine, very smooth and effortless feel. I test drove trucks with the 5.3 and 6.2 as well and the 3.0 was my favorite. I’m averaging 26 mpg with majority highway mixed driving after 3000 miles.
Thanks Josh. How is the 10 speed transmission working with the 3.0 diesel?
Perfect match I think. Shifts are quick and basically unnoticeable. Really smooth power build that never feels like it’s working hard. The 5.3 felt like it was working hard to get the truck moving, the 6.2 had great power, but didn’t match smooth feel of the diesel. My only qualm is the ride isn’t as nice as my ’17 Ram’s was, but it had 17″ wheels and standard suspension versus the 20″ and Z71 on the new Silverado.
GM done a good job with the 3.0 diesel. If they prove to be reliable it will be a home run. Now if we can just convince them to bump the 5.3 and 6.0 to the next level. Possibly a turbo V6 option? While were wishing go ahead and throw the 2.7 in the midsize trucks.
Just in case anyone was unaware, the 6.0 has been replaced with a 6.6
In the HD yes. I think he meant to say 6.2 though
Actually a lot of large fleets are moving away from diesels, the operating economies just are not there anymore if the fleet does not put a lot of miles on their vehicles and holds on to them for a long time (8+ years). This is very typical of utility and municipal fleets. Offering the 3.0L Duramax in higher trim levels only is probably not costing many lost sales. The 4.3L gas V-6 is a great engine.
I dont know why but it seems like gm has gotten lazy or something because I see commercials for f150’s and for rams all the time but never see a sierra or silverado commercial and if I do they just show a picture of every vehicle they offer why wouldn’t they make commercials trying to hype up this new engine…..bring back like a rock
They have audiences. Some market researchers show to spend your marketing money to reach certain audiences in different places. Sounds like Ford trucks are being pushed towards the same audience as Chevy crossovers. I see lots of internet advertising for Silverado’s.
I’d really like to know the actual numbers, because the reason given for giving the axe to the 1.6L diesel in the Cruze and Equinox/Terrain was because sales numbers weren’t high enough. Maybe more forgiving on trucks given the higher profit margin.
I bought the Silverado 1500 Duramax in August and drove over 5,000 miles, mostly towing, by October. At which time I took it to the dealer for the only problem I’m having which is that the DEF gauge shows full until the tank is half empty, then begins going down until it gets near half and tells me I’m low. The dealer had it for 3 hours, put in the DEF I brought, washed the truck and printed a service bulletin about how DEF usage changes with driving habits.
How heavy are the trailers you are towing and do you track your mpg while doing long distance towing? If so what kind of mpg towing?
Does anyone have any experience with the 3.0L with 3.73 ratio in the Diesel Offroad package? Is the 3.73 a heavy duty axle the same as the 9.76 inch 3.42 ratio axle in the max tow package on the 6.2L gas engine? Is fuel consumption in the 3.0L significantly different between the standard 3.42 and 3.73 on the highway at 75mph? My decision is between a 6.2L with max tow and a 3.0L with diesel offroad. Primarily for the axle ratio offered with each package. Long term practicality of 3.0L with 3.73 would seem to provide fuel economy, towing, performance with aftermarket tires (35” max). 6.2l with max tow provides towing + V8 sound + acceleration + less fuel efficiency for the $. Honestly, most of my miles are long hauls not towing a trailer. Not sure the numbers pencil for the 3.0L given the lower cost of ownership of the 6.2? 3.0L vs 6.2L cruising at 75 to 80mph… 3gpm difference?
I would be scared to buy the 3.0. knowing the belt/chain is in the rear needing replaced every 150,000. In other words resale would suck cause if you sell that thing the next guy would be like man its close to needing replacing the belt don’t wanta buy that. Thats a 1500 dollar job.
Does anyone know when the will start building more 3.0 Diesels for the 21 Suburban? My 2007 Sub with the 5.3 finally was put to rest after 200k and I want to buy the new Sub with the 3.0 but production is so low, I’ve been waiting 3 months to give GM my money:)
See the article on this website about the start of Suburban diesel production in the past few weeks. Foam for seats and chips for engine computers is slowing the build rate of every GM vehicle. The cost of the diesel will guarantee that in 4 years or longer, you will get most of the engine cost back when you trade it or sell it. The fuel cost savings is the bonus.
GM may have a good 3.0l diesel on their hands (time will tell if it will live up to the reliability reputation of it’s big brother 6.6) but GM has created a scary future expense every 150,ooo miles. I just checked with my GM dealer to see what they think the cost will be to inspect & replace the oiler drive belt and all in, they estimate $1,300 – $1,400 per visit. Yikes! I think GM should follow their lesson of the the old 6.5l injector pump issues of their 90’s diesel and offer say a 10yr/300k warranty on this belt.