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2023 Chevy Silverado Duramax Diesel To Get New LZ0 Engine

The forthcoming 2023 Chevy Silverado 1500 will arrive as the fourth model year for the fourth-generation nameplate, expected to introduce a few changes and updates over the fully refreshed 2022 model year. Now, GM Authority has learned that 2023 Chevy Silverado Duramax models will be equipped with the new 3.0L I6 LZ0 engine.

The new LZ0 engine slated for use in the 2023 Chevy Silverado Duramax will carry similar specs as the LM2 turbodiesel in use with the current Silverado 1500, with turbocharged aspiration, 3.0 liters of displacement, and an inline-six cylinder arrangement. That said, the LZ0 could be considered the “second iteration” of the automaker’s Duramax 3.0L six-cylinder, with the LM2 being the first.

It’s unclear at this time exactly what the LZ0 will improve upon as compared to the current LM2 engine, but we can expect things like improved fuel economy, lower emissions, or an increase in output and capacities.

As a reminder, the current 3.0L I6 LM2 turbodiesel offered by the Chevy Silverado Duramax is rated at 277 horsepower at 3,750 rpm and 460 pound-feet of torque at 1,500 rpm, returning upwards of 31 mpg on the highway when under the hood of 2022 Chevy Silverado 1500 RWD models (23 mpg city, 26 mpg combined). Max payload for this model is set at 1,930 pounds, while max towing is 13,300 pounds. The LM2 diesel engine is also under the hood of the Chevy Silverado 1500’s corporate cousin, the GMC Sierra 1500. In both applications, the LM2 is mated to the GM 10-speed automatic transmission.

Check out GM Authority’s previous coverage for a comparison between the Chevy Silverado Duramax LM2 and its closest competitors, including the Ford Power Stroke and Ram EcoDiesel.

In addition to the 3.0L I6 LM2 turbodiesel Duramax, the refreshed 2022 Chevy Silverado 1500 is also available with the turbocharged 2.7L I4 L3B gasoline engine, naturally aspirated 5.3L V8 L84 gasoline engine, and naturally aspirated 6.2L V8 L87 gasoline engine. Production takes place at the GM Silao plant in Mexico, GM Fort Wayne plant in Indiana, and GM Oshawa plant in Canada.

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Jonathan Lopez: Jonathan is an automotive journalist based out of Southern California. He loves anything and everything on four wheels.

View Comments (41)

  • I haven’t heard about this, hopefully they don’t have the oil bath belt anymore and went to a chain. Can’t wait to hear more.

    • I'm telling you guys now, the new Colorado/Canyon more than likely will have the 2.7 AND 3.0. They keep benchmarking the Gladiator for a reason. Everyone is whining about the 2.8 going away, but gm may suprise people with the 3.0. Why do you think gm is releasing this new diesel news now? This has got to go into the midsize trucks as well as the vans. It's all happening as the 2.8 and "old" 3.0 are phased out.

      • Not sure an I6 will fit in the Colorado.
        But I did look up this LZ0 GM code and the select few results showed this article above and it also came up as a 2.5L diesel 4 cylinder. Possible GMA got this a bit wrong and LZ0 is the 3.0 with 2 cylinders dropped and possibly larger bore and the Colorado is getting a new 2.5 4 cyl diesel based on the 3.0.
        would likely be good for at least 220hp and 375lbft, nice improvement over the old 2.8 and better mileage. Hard to say since the gas 2.7 is a lot more power and torque, and would be cheaper purchase price than a diesel option so any fuel savings with diesel is hard to recoup the engine cost

        • LZ0 is already in the fleet order guides for 2023 Sierra and Silverado. So I doubt the report is wrong.

      • Do you think the 3.0 will fit in the engine bay of the Colorado/Canyon or the vans? A google search shows it’s 10” longer than the 2.8.

        I’ve always thought a 4-cylinder version of the 3.0 duramax would “fit” better there. Not to mention a 6 -cylinder version of the 2.7 for full size trucks.

  • By many accounts, the LM2 is already a great engine, interested to see what GM has done with a revised iteration. I'll likely be in the market for a new truck early next year and was already considering the 3.0 Duramax, so I've very interested to hear what differentiates this LZ0 from the LM2.

    • just to let you guys know that I got one of the 3.0 Duramax LM2 back in 2020 and put 103748.2 miles and had a lot of problems to this day, I have to replace a engine flow control valve and it going to run me close to $ 3,000 parts and labor, so please make sure you ask if all issue's have been fixed, I love the mileage it gives me 23-26 MPG, just heat the issue's.

  • GMA the F150 Lion diesel is dead. They sold like 50 of them for the 2021 model year before canceling it.

  • Of course they’re introducing a revision.. as I’m about to get the refreshed 2022 with the LM2..

      • V8’s are done after 2025 marry Barra ain’t having it . That 2.7L turbo will is all you need . You want to tow a little more you’ll opt for the new and improved 3.0L Diesel

        • Wouldn’t that be 2 steps backwards? The “new” turbo engine doesn’t beat any V8 in power, and has the same fuel economy as the 5.3-a decade old engine. It also produces way more heat as if you hadn’t noticed, the 5.3 can tow 12000 lbs and the 2.7 maxes out under 10K……… why do you think it’s the only engine available in the custom? Cause everyone wants a V8 with more power, no turbo lag, more towing and better fuel economy. GM was struggling to sell it, so they made it the only option in the custom. If you research what GM is planing with the new V8’s it’s obvious, the 2.7 is the engine that will be outclassed.

          • Yeah, that couldn't be further from the truth. First, it gets a solid 2+ mpg better than the 5.3 and 3+ than the 6.2, that is on fuelly with tons of reviews from owners. It doesn't have "turbo lag", that has been gone for decades now with todays modern turbos. It puts out a good amount more torque and a much lower RPM making it a pleasure to drive. Sure, you run fast and need the turbo spooled it isn't as efficient on gas and it isn't much better on the highway than the 8 cylinder brothers, but a slight edge on the highway and much better around town with the tons of torque is does really well. It has reviewed well and for a 4 cylinder 10k towing is great, especially only 2k behind the 5.3.

            BTW, if you look strictly at HP, no it doesn't match the V8. But it does on torque which in a truck is more important...

          • Further from the truth? You need to get your facts lined up. Fuelly really? Comparing tones of V8 trail bosses and custom trims with the 6 speed, yeah, there’s more fuel consumption. Trim to trim there is no difference in economy from the 2.7 to the 5.3, actually the 5.3 does a little better and the 6.2 matches the 2.7 in real world observed mileage.

            Horsepower, not torque does work. Torque allows you to get power. It be one thing if the 2.7’s 310 ponies were at 4000 rpm, but their at 5600rpm, same as the 355 of the 5.3. So on that torque doesn’t hold.

          • The current 2.7 wonder is rated for a comical 17/18/20 in all of the 4X4 trucks that have been arriving on the lots so I'm not going to talk about non existent 2WD versions that are very rare. With the 5.3 the ratings are 15/17/20 and this is an obvious downgrading of this engine to try and make the sad 2.7 not look so bad as it was formally rated 16/18/22 for 2019-2021 model year 4X4 Silverados. Most owners I have questioned on their 5.3's say they can easily see 22 on the highway or more unless we are talking about the over wrought monster tire versions. Haven't spoke to any 4 cylinder owners because frankly I haven't found one yet but from what I hear those struggle to do any better real world.

          • I have a 2022 3.0 in a 1500 Silverado 4x4 and I can get up to 34 on the highway and around 25 in town. Smoothest engine ever! No, it doesn’t run with the 6.2 or maybe even the 5.3 but when it hits a hill it doesn’t downshift, it just grunts and pulls. I really like mine.

          • I got my LTZ CC 4X4 about six weeks ago with the 3.0, I love it. I consistantly get between 30 and 31 mpg on all around driving. Strong and so smooth it is unbelievable it has made a believer out of me.

          • The 5.3 is only around because of the “it ain’t a truck without a V8” people. The 2.7 drives better, tows better and has better fuel economy than that anemic 5.3. I’m willing to bet the 2.7 is detuned so it won’t hurt the 5.3 fanboys. You can’t even say that GM’s v8s are reliable anymore, have you seen all the lifter issues? It’ll be the 2.7 with a higher hp and torque rating the 3.0 diesel and the 6.2. The 5.3 will be gone, every other manufacturer makes a better v8 anyways.

          • The lifter issues that affect less than 1% of their trucks and are grossly exergerated thanks to the internet? The only people that cry about the 5.3 are goobers who have never had one and only believe what they read on forums. "Anemic" but would probably make you cry for your mama when you stepped on it. Clown.

          • Did I hurt you’re manly feelings Chester? GM tell you it’s less than 1%? Amazing what people believe when they are are so brand centric. The 5.3 sucks for everything but going and getting groceries. The 5.7 and 5.0 sound better than the 5.3 also. I’ve owned 3 5.3s, I buy a new truck every 2 years and won’t buy another 5.3z

          • Please please have the lifters blow up in your truck.
            Then you won’t sit here lecturing us about 1% of production blah blah.

      • You may see some V8s dropped. For example, the 5.3 won't make it to the next generation. The 6.2 may be replaced by a light duty version of the 6.6 gas from the hds. People didn't like me saying this before, but it makes sense; the 2025-2030 full size trucks, suvs, and vans will probably end up being 2.7, 3.0, and 6.6 across the board. The 6.6 gas will probably end up being the last new small block V8. This stuff I'm saying isn't my preference, I'm trying to figure things out as the pieces fall.

        • Did you know class 2a and above vehicles don't need to be EPA rated. That 6.6 is not going into a half ton. Same reason we'll never see a 1500HD ever again like we used to have.

          • Not exactly true. >8500 GVWR have been subject to EPA fuel economy limits since 2014, the so-called GHG14 and successors. Unlike CAFE, HD pickup requirements are dependent on payload/towing capacity.

            What is also true is >8500 GVWR has different emissions requirements.

        • I wouldn't bet on the engines changing that much... just revised for better power and better economy... there will still be an entry v8 and a more upscale v8... then the turbo 4 and the diesel..

        • Negative. GM has let slip that after 10 years the GEN V V8 will be replaced with a gen VI small block. With the new technology, a GEN VI small block as a 4.8l V8 would outclass current ecoboosts and the 2.7 I4. Patents 2 years ago detailed an engine by GM with a 15-16:1 Commpression ratio, so there is speculation this might be part of the update.

          GM has let slip these engines will be 15% more efficient, so a 5.3 with the gen VI small block will get in 4x4 crew cab configuration will go from 18/22/20 right now to 21/26/23. Hence the reason the diesels Need an efficiency and power boost right before these are revealed.

  • I wonder if new tech going into the 6.6 duramax is going to carry down the line. I’m hopping someone finnaly integrates ceramic combustion chamber tech as it’s been tested in racing for over a decade. 10% more power to the crankshaft, 10% more to the turbo and almost 25% less heat to the radiator. Be a great way to boost already great engines.

  • I wish this new Duramax would've come with twin turbo technology, in order to improve out to 350 bhp and 550 lb-ft. This would give the GM twins some some much needed impetus.

    • Much needed impetus? It's not like you step on the pedal of the LM2 turbodiesel and the truck doesn't move...It's quick and responsive.

  • I was already sold on the LM2 in a refreshed Silverado but a new and improved LZ0 is even better, assuming they scrapped the belt driven oil pump. Bring it on!

  • One more thing, please offer the Max Tow Package with the optional 2-speed transfer case. I know everybody says you don’t need low range because the the Max tow package comes with a 3.73 gear, but super low is very handy when backing a trailer/camper into a tight spot off of the pavement.

  • Would love to see the 6.2 get some LT2 love. Nothing wrong with choices people. There’s an as for every seat. I don’t want a four cylinder or a diesel, but there’s a market for it. So GM would be foolish to lose those sales otherwise.

    V8’s are V8’s you will never replace them with turbos or batteries. And why would you try? Make all of them and give the consumer choices.

    The sweet smell of free market Capitalism! I’ll bet if they handed out $7,500 in tax rebates for v8’s you’d sell more of them. That’s crony capitalism at it’s finest.

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