2023 Chevy Silverado Duramax Diesel Engine More Widely Available To Order
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The 2023 Chevy Silverado 1500 introduces the fourth model year for the latest fourth-generation pickup, ushering in a few critical changes and updates, including the introduction of the new 3.0L I6 LZ0 turbodiesel Duramax engine. Now, GM Authority has learned that the new diesel engine is more widely available to order, with recent production constraints lifted.
According to sources familiar with the matter, the new 3.0L I6 LZ0 turbodiesel Duramax engine is now available to order for 2023 Chevy Silverado 1500 LTZ and High Country trim levels. The new diesel engine is also available to order for 2023 Chevy Silverado LT, RST, and LT Trail Boss trim levels. The LZ0 diesel engine is not offered at all for WT, Custom, or ZR2 trim levels.
For those readers who may have missed it, GM Authority exclusively reported in April that the 2023 Chevy Silverado 1500 would offer the new 3.0L I6 LZ0 turbodiesel Duramax engine. The LZ0 could be considered the “second iteration” of the GM Duramax 3.0L six-cylinder engine, with the LM2 offered previously being the first.
The new LZ0 offers similar specs as the LM2, including turbocharged aspiration, 3.0 liters of displacement, and an inline six-cylinder design. However, the LZ0 replaces the LM2 for the 2023 model year to offer more output, rated at 305 horsepower and 495 pound-feet of torque. For those readers keeping score, that’s a 10-percent increase in power compared to the LM2’s 277 horsepower, and a 7.6-percent increase in torque compared to the LM2’s 460 pound-feet.
To make these numbers a reality, the LZ0 diesel engine features upgraded steel pistons, a revised combustion bowl, a retuned turbocharger compressor, new fuel injectors, and improved temperature control.
Under the hood of the 2023 Chevy Silverado 1500, the 3.0L I6 LZ0 mates exclusively to the GM 10-speed automatic transmission for retail customers. Engine assembly takes place at the GM Flint Engine Operations plant in Michigan.
Meanwhile, the Chevy Silverado 1500 is underpinned by the GM T1 platform, with production taking place at the GM Silao plant in Mexico, the GM Fort Wayne plant in Indiana, and the GM Oshawa plant in Canada.
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Now if they’d get rid of that belt driving the oil pump and go to a chain or gear drive. Having to pull the transmission to replace the oil pump drive is stupid.
They did increase the service interval to 200k miles. I don’t see it as that much of an issue. 150k wasn’t a deterring factor for me either, as most owners probably won’t keep their trucks that long anyway.
There is always something expensive that needs to be replaced by 150-200k. People just read that someone else who didn’t fully understand it didn’t like it and they just echo it so they have a reason to complain.
I’ve never driven a diesel but would look very close at this option. I have a feeling they’re going to add a turbo i6 in the next gen as the v8’s are not seeing much love lately. The mini diesel and 4 cylinders are fantastic engines right now, but the v8’s are probably missing their big update due to end of life. We will see.
This is the i6 turbo, do your research.
The reason the V8s aren’t getting much love is because of the DFM! Get rid of that and sales of those engines would likely double overnight. Right now the 3.0L diesel is the only viable option.
Diesel owners often mile out their trucks. I’m not sure about 1/2 ton diesels, but most of the guys I know with 3/4-1 ton trucks run their diesels for at least 200K miles. (i’m glad the interval was extended)
Although I am not impressed with a belt that requires that much labor to change, it’s still less work than replacing a timing belt which you saw Japanese engines use a ton, and that didn’t seem to bother anyone. It was just considered part of the routine maintenance for the vehicle.
Timing belts don’t require breaking the transmission apart from the engine to change them. Possibly remove a cover or 2.
It’s not comparable at all.
This oil pump belt has a book time of 17 hours on a 4×4. At $120/hour, that’s $2040 labor plus around $250 in parts, so about $2500 (ignoring inflation). $2500 over 200,000 miles is 1.25 cents per mile.
A Toyota Camry timing belt has 3.5 hours of labor $420 plus around $300 in parts (both including the water pump) so $750. 750/90k miles = 0.83 cents per mile, so the Duramax costs you 1.5x.
By the way, at 1.25 cents per mile, that’s about $6.25 per tank of gas. Would you like it if every time you filled up you had an extra $6.25 timing belt fee added on? It’s the classic issue of big costs being hidden.
I guess we are ignoring the fact that the timing belt recommended replacement intervals is as low as 60-90K miles on many engines? If you are changing the belt 2-3 times as often or more, then it is still comparable.
The point made above was that it was just considered part of the cost for Japanese vehicles, nobody bought a ford because it had a timing chain vs belt.
Also, have you seen how often mechanics need to lift the cab off for basic repairs these days? Pulling the trans isn’t that big of a deal.
I’m very surprise book time is 17h if your numbers are correct.
I had the trans pulled, serviced, rear main replaced, and transfercase replaced in well under 17h. Either my mechanics are amazing, or that number is inflated.
Nothing is being ignored. I specifically accounted for mileage in my calculation.
Unless you’re driving some European trash car from the 80’s, nobody has 60k timing belts. 90k is short in the scheme of things, they’re 100-120k since the 2000’s.
That’s the non-warranty book time. Straight time is going to be shorter, but it doesn’t matter. On top of that $120/hr is a bit generous right now, depending on where you live.
Your 17h figure is way out to lunch.
I looked it up on AllData (which has all the parts cost and labor breakdowns) and it shows it as 7.1h not 17h
Who told you it was going to take 17 hours to remove a transmission lol?
At 7-8h every 200,00 miles it actually is pretty close to the cost per mile you calculated for a Camry.
You’re looking at R&R just the transmission. The job is much more complex than that because you have to remove the whole back of the engine, particularly oil lines and exhaust pieces that get in the way. Official GM warranty time is 14 to do the job on a 4×4, shop is going to go 17. I stand by my numbers.
That’s funny, 7h just to remove and install a transmission?
I clearly need to come work for who ever does your repairs.
It only takes about an hour to an hour and a half tops to remove a trans, and same to re-install. That’s 3h, not 7.
The complexity of the back of the engine is about the same as the timing cover on the front of the engine.
You can stand by your 17h all you want, but I’m telling you nobody out here is going to get away with charging that. lol
Sam’s is right, that’s what GM pays. You are crazy if you think I will touch it for 7. 14 is already a ripoff.
WRONG The complexity of the back of the engine is about the same as the timing cover on the front of the engine.
Back engine cover is about 2x as big as the front cover. He is right with exhaust in the way. Engine has a hole on the side to fit two cats and egr all of that is in the way of the back cover and it is under heat shield or welded because EPA.
But the next owner will, since diesels tend to last up to 300,000 miles or more if they’re taken care of that could be a large bill on a newly purchased used truck especially if the buyer isn’t aware of it.
I genuinely think GM should consider offering the diesel on the WT and custom trim levels as well.
For some of us that don’t want to spend a ton of money on a fully loaded truck, because we use them as trucks, not luxury vehicles, the fuel efficient diesel as a low cost option would be awesome.
If you’ve owned a diesel before you’ll know that $1500 to replace a part that will last for around 200,000 miles is pretty cheap and par for the course of a diesel engine. Nothing is cheap anymore.
Definitely a deterrent on resale for most. I would want a price concession on a used one. Used car managers are going to ding the customer for it.
So anyone know if they have fixed the torque converter issue with the 10 speed? I have a 20/20 and I’m having major issues.
SO ARE THE 2023 TRUCKS AVAILABLE NOW OR NOT .I HAVE BEEN WAITING FOR MY 2022 .THAT WAS ORDER IN JANUARY 2022 AND WAS BIULT IN MEXICO .THEY ARE WAITING FOR A PART SINCE JUNE 27 2022 .NOT SURE WHEN ITS GOING TO BE SHIPPED .I ORDER A LTZ WITH BABY DURAMAX .MY DAERLER SAID THE 2023 TOOK A BIG JUMP .RIGHT OR WRONG .
I can’t speak for the trucks, but a friend waited 10 months from ordering to receiving a Buick SUV. Things are not going quickly these days.
I hope you get some answers soon.
If I were you I’d cancel the ‘22 and order the ‘23, not only will you get the improved engine but you’ll be paying list price for the ‘22 that’s a year old when you drive it off the lot and lose another 15% depreciation because it’s now a year old used truck. You’ll lose 3 ways on that purchase.
I had a 2021 1500 Silverado with the 3.0 turbo diesel and I thought that was the most awesome truck, I wasn’t worried about the timing belt replacement at 150,000 miles, I am a certified mechanic and will do that job myself so I won’t be paying someone an arm and a leg to do it for me, but I got rid of that truck and traded it in on a 2500 just a few months ago because I was concerned about the crank but no start problem, I’m not hearing anyone talk about that problem being fixed on the new 3.0 Silverado diesel, I was going to keep that truck until it happened to me and then I decided that chevrolet after reading up on it could not say what the exact fix was for that problem and possibly might have to take the cab off of the frame to replace a bent cam wheel, and that’s what I was concerned about if they fix that problem with the new truck and the 3.0 turbo diesel.
You spent way too much money, or needed an excuse to get another truck… the crank no start was a software issue, there was a reflash to fix it.
The crank no-start issue is fixed. It was a software update or the LM2 and now the LZ0 comes with the update. It was an issue with the tone wheel on a camshaft being a bit out of line, a supplier issue. The engine used to fire in something like a half revolution, and if the cam sensor read a discrepancy it wouldn’t allow the engine to fire. So depending on where the engine camshaft stopped with the engine off there could be a no start if the cam didn’t pick the signal up in a few teeth of the sensor tone wheel It never left anyone stranded. You just had to re-crank the engine. The software fix now requires 2 revolutions of the crank (1 of the cam) before it lights off. This way the ECU reads the entire tone ring of the camshaft and recognizes if there are any minor differences in the tone wheel and puts it into memory so it knows this is the profile of the tone wheel and it’s ok. So now the engine cranks about 4 tenths of a second longer, which is unnoticeable and probably better for cold start anyway. But the problem has been taken care of with a reflash.
And why all the fuss over a belt that will probably never break until 250,000 miles? A $50,000 – $70,000 truck and your worried about maintenance 10 years from now? I realize some are going to drive the hell out of these trucks and meet the 200k much sooner, but not the majority.
While not knowing the in”s and outs of engine,anyone that knows what they are doing and has access to a lift should be able to R&R a RWD trans in 4 hrs or less including time to get a cup of coffee and burn a bomb.,but if gm is really paying 14 hrs. I would never buy one,over a large and a half just for labor for maintenance on a belt is ridiculous and while your at it you might as well go with a rebuilt trans.if it actually makes it to 200k.
Read the article several times, a little confusing are they just saying what 23 models will be available with the new LZ0 or are they saying that you can now order your 23 with the new Duramax. From what I have been reading GM was saying that the new LM0 would not be available until late 2022. Has there been a change in direction and has anyone had their 23 order picked up with the new LM0. Only say this because my order for a 23 LT with the new Duramax was put in at the end of July and is just waiting for GM to to allocate the new LM0.
Have they given any fuel economy numbers yet on the new engine? I have the LM2 and in my opinion I believe the HP and torque ratings are below what is stated.
Does anyone know if they increased the fuel tank size? I would like to see a 30+ gallon tank option on this diesel.
How long should it take to do a complete service all fluid filters tier rotation and inspection