The 2023 Chevy Silverado 1500 and 2023 GMC Sierra 1500 introduce a handful of updates and changes over the nameplates’ preceding, fully refreshed 2022 model year, including the new 3.0L I6 LZ0 turbodiesel Duramax engine. Arriving as a replacement for the 3.0L I6 LM2 turbodiesel Duramax engine offered previously, the new LZ0 engine is similar to the LM2, but different in a few key areas. Now, GM Authority is comparing the two diesel engine to see how they stack up.
3.0L I6 LZ0 turbodiesel Duramax
In terms of specs, the big changes are the peak power and torque figures, with the new 3.0L I6 LZ0 turbodiesel Duramax engine producing a maximum of 305 horsepower at 3,750 rpm and 495 pound-feet of torque at 2,750, as compared to a maximum of 277 horsepower at 3,750 rpm and 460 pound-feet of torque at 1,500 rpm produced by the turbocharged 3.0L I6 LM2 turbodiesel Duramax engine.
Meanwhile, fuel economy, payload, and towing are virtually unchanged for diesel-powered 2023 Chevy Silverado 1500 and 2023 GMC Sierra 1500 models. Check out the table below for more information on specs between these two diesel engines and how they compare to rival products from Ford, Ram, and Toyota:
| GM Duramax LM2 | GM Duramax LM2 | GM Duramax LZ0 | Ford Power Stroke | Ram EcoDiesel | Ford PowerBoost | Toyota i-Force Max | Ram Pentastar | Ram Hemi | |
|---|---|---|---|---|---|---|---|---|---|
| Vehicles | 2021 Silverado 1500 | 2022 Silverado 1500 | 2023 Silverado 1500 | 2021 Ford F-150 | 2022 Ram 1500 | 2022 Ford F-150 | 2022 Toyota Tundra | 2022 Ram 1500 | 2022 Ram 1500 |
| Engine Type | I6 | I6 | I6 | V6 | V6 | Hybrid V6 | Hybrid V6 | eTorque mild hybrid V6 | rTorque mild hybrid V8 |
| Displacement | 3.0L | 3.0L | 3.0L | 3.0L | 3.0L | 3.5L | 3.4L | 3.6L | 5.7L |
| Aspiration | Turbocharged | Turbocharged | Turbocharged | Turbocharged | Turbocharged | Twin-turbocharged | Twin-turbocharged | Naturally Aspirated | Naturally Aspirated |
| Fuel Type | Diesel | Diesel | Diesel | Diesel | Diesel | Regular gasoline | Regular gasoline | Regular gasoline | Midgrade |
| Horsepower (hp @ rpm) | 277 @ 3,750 | 277 @ 3,750 | 305 @ 3,750 | 250 @ 3,250 | 260 @ 3,600 | 430 @ 6,000 | 437 @ 5,200 | 305 @ 6,400 | 395 @ 5,600 |
| Torque (lb-ft @ rpm) | 460 @ 1,500 | 460 @ 1,500 | 495 @ 2,750 | 440 @ 1,750 | 480 @ 1,600 | 570 @ 3,000 | 583 @ 2,400 | 269 @ 4,800 | 410 @ 3,950 |
| City Fuel Economy 2WD/4WD (mpg) | 23/22 | 23/22 | 24/22 | -/20 | 23/21 | 25/23 | 20/19 | 20/19 | 18/18 |
| Highway Fuel Economy 2WD/4WD (mpg) | 31/26 | 31/26 | 29/27 | -/27 | 33/29 | 25/23 | 24/22 | 25/24 | 23/22 |
| Combined Fuel Economy 2WD/4WD (mpg) | 26/24 | 26/24 | 26/24 | -/23 | 26/24 | 25/23 | 22/20 | 22/21 | 20/19 |
| Max Payload Capacity (pounds) | 1,870 | 1,930 | 1,920 | 1,840 | 2,090 | 2,120 | 1,665 | 2,300 | 1,800 |
| Max Towing Capacity (pounds) | 9,500 | 13,300 | 13,300 | 12,100 | 10,010 | 12,700 | 11,450 | 6,640 | 12,750 |
In terms of mechanical differences, the LZ0 features a revised combustion bowl, and upgraded steel pistons, while the turbocharger was retuned and the fuel injectors were updated as well. The cooling system was also improved, while the oil belt life has been extended to 200,000 miles.
Critically, GM offers the 3.0L I6 LM2 turbodiesel Duramax under the hood of its full-size SUVs, including the 2023 Chevy Tahoe, 2023 Chevy Suburban, 2023 GMC Yukon, and 2023 Cadillac Escalade. According to GM Authority sources, these four models will not offer the new 3.0L I6 LZ0 turbodiesel Duramax engine. That said, the LZ0 is expected to be available with GM’s full-sizers for the 2024 model year.
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Comments
Also the bore was reduced and the stroke increased.
No, it wasn’t. The piston got shorter and rod got longer. Bore and stroke remained the same.
Correct, the way to increase stroke is to lengthen the crank throw.
Yes they did decrease bore size to allow more cylinder wall thickness for greater strength required by more boost. They increased stroke to maintain the same displacement.
I was very surprised they did given the short life of the first gen.
Steve is correct, I just researched it. The bore was reduced and stroke was lengthened to maintain 3.0 liter displacement. Along with the new head and injectors, the torque curve was widened to increase rpm’s at the max torque. This explains the small drop in MPG’s as well. The wider torque curve probably works better with the 10 speed trans which probably never stopped shifting except on the highway in the LM2. Good improvements for sure.
Great new diesel engine from GM!
The high HP and torque values with only one turbocharger are already terrific! The competitors usually install 2 turbochargers or an electric supercharger to get this performance.
I could imagine buying or leasing a Cadillac Escalde with I-6 diesel.
Now the question is, could GM have built a 3.0L I-6 diesel engine with 2, 3 or even 4 turbochargers with 414HP and 666 torque (lb-ft @ rpm)?
Or soon a 3.0L I-6 diesel engine with electric turbocharger like the new Mercedes-AMG C63 with 414HP?
I would be happy to see more innovations at GM and, of course, to make a positive statement about e-fuels, H2 and HVO diesel fuel, which have been available in large quantities since 2022!
My THANKS to all Diesel friends worldwide!
Will they put the I6 in a GMC 2500 van? Buy it in a heartbeat. If they put it in a car they can put one in a van, thank you.
not enough longitudinal space, this engine is too long to fit under the current GVAN hood/doghouse.
I love it even more and will probably order a 24. One drawback is that you can’t get the max tow package with the 2-speed transfer case for some reason. Not sure why, but I want both.
You can when you get the high country, that’s what I have.
Cool! Thanks.
I don’t understand, how they come up with the tow ratings. I have a 22 LTD with the I6 that has a tow rating of 9K. One of the main changes in the max tow package is a different rear end. If a lower geared rear end then how is the mpg rating the same? 4,000 # is a huge jump.
Is yours a 4×4? In order to get the highest tow rating,you need a 4×2 regular cab. The crew cab 4×4 will have a lower tow rating,even with the max tow package
Incorrect. That’s ford. Google the trailering guide. Highest towing is with crew cab 4×4, but very package specific. I believe the truck must be LT/RST with the max trailer package which is a larger radiator and lower rear end to get 13,300 lbs towing. If you get it with the LTZ/High country or Z71 package with the 2 speed transfer case, the extra weight reduces GVWR and drops that to the low 11’s. A couple hundred pounds of accessories doesn’t seem like much but when your talking about axle loadings, and only 15% of the trailer weight is on the vehicle, it adds up.
Mine is a 4×4 crew cab.
Did the peak torque really move from 1500 RPM to 2750 RPM?
Great question, I found that odd too, especially considering that they put in heavier steel pistons.
From what I recall, the LZO gives the same 460tq at 1500 rpm, but continues to build to 495 at 2750, where the LM2 stayed flat
No way that peak torque rpm is right. 1750 maybe?
Tell them to put the diesel in the Regular Cab Short Beds!!!
I’d buy one in a heartbeat if they put the diesel in the regular cab short bed
I’d buy it tomorrow in a regular cab long bed!
Really enjoy my 3.0 duramax👍.
2023 elevation trim level you can get the 3.0 diesel with max tow package and 6.5ft box crew cab 10,500 is the rating though
How does the engine cool itself? I notice there is no fan.
Fans on virtually everything today are electric, and not attached to the engine.
Oh, didn’t know that.
Don’t forget Max Tow rating factors in the ability to safely stop a load. Usually accomplished with larger 4 wheel disc brakes.
I have a question about the oil pump in GM engines. I noticed that it is still a belt drive, and I was wondering why this is the case. With modern engines, I expect them to last over 300,000 miles. However, after reaching 180,000 miles, I doubt anyone will be willing to do a major belt service. This could potentially hurt GM’s reputation. I would appreciate any insights or information on this topic.
I was waiting money in hand for this engine to come out and when it did it was such a disappointment. Overhead cams which makes for long timing chains a common failure point and that stupid rubber belt for the oil pump. They did good with the power but not the reliability. Guess I’m going with the 6.2.
Don’t knock it till you try it👍
Hmm – 106K miles on my 2020 3.0. Not one single complaint. I just ordered my second 3.0 :). September 5 build date. My son is buying my 2020!
…6.2 has the lifter issue with DFM…. ask me how I know… 18,445 miles in the shop for two months… the third attempt to get it back, the manager and I went for a ride and the dash read “Low Oil pressure turn off engine”…
Thank your local politician that is forcing the EPA on these automakers for 1 mile to the gallon.
Only concern I have with the LM0 is if you can use Bio Diesel… I have heard mixed reviews on GM clearing the use of Bio even when many areas of the country don’t provide anything but Bio Diesel. Warranty issues in those areas were reported.
same with my 6.2 – at 25k. all lifters and 2 injectors had to be replaced
2024 denali 3.0 now – will never go back to gas
I’ve got a 2023 LT Crew with the 6.5’ box it comes with the max tow package (12000lb). If you’re towing with a half ton everyone should get this option, I’m getting as low as 7l/100 highway and 8.5l/100 city in optimal conditions fairly often. You notice the torque compared to the 5.3 when towing.
I was looking for for the torque and power curves (complete range) for the 3.0 LZO diesel, is it available somewhere
Why would GM forgo the LZ0 in the 2024 SUVs?
What is the DK68 program?
Pissed off Ford F-150 driver that is looking to go to the GMC AT4 with either the LM2 or LZ0. My need is to tow boat, 6500 lb wet and get me to elk camp. Looking for used low milage but wondering if I stay 2023 for LZ0 or look older with LM2 for my need. Recommendation please (I am sure I will regret asking but am asking anyway).
PS: the Ford 3.5 ECO boost is the biggest POS with a design flaw in the exhaust manifold bolt pattern. 105K miles and have had the manifold bolts sheer for the third time already and had to replace the timing chain at 95K. Worst truck I have ever owed and hoping to convince everyone to never buy one!! Tell a friend!!!!
That’s comical, as I have had zero failures in over 300k of miles between 3 trucks myself, I have a buddy with over 300k on a tuned 3.5 eb and still on the original timing chain, he did have the manifold issue though at around 220k though.
Love my 2023 Double cab LZ0. Pulls my 2600 FT Grand Design with little effort and at 14-15 mpg. 27 mpg empty. The fuel economy is just amazing. For the pump belt, and if I were to keep it to 200K miles, I would consider a rebuilt trans to go along with that belt. So its not a factor. Change the oil on time and at the dealer for a strong record of service.
Since I keep trucks for around 100K miles at about 8 years, this would mean keeping a truck for 16 years to equate to 200K miles. I wont keep any vehicle that long so there is no concern.
Id like to ask a question. I have an opportunity to buy a 2022 LM2 coming off lease from my friend. It will be end of year at 50k miles. Is the LM2 still a good motor or will it have some systemic problems at 100k miles?
I think it is rated good but im asking you guys?
Anybody notice mileage differences LM2-LZ0/ From what I’m getting hwy(9.4-10 L/100k) to at least 20% better from friends with new LZ0. mine has 28km. gear ratio 3:23 in both but at 100 k/hr they rev 300 rpm lower! both 10 sp trans. i could understand small% but this is huge imo
Clearly one does not have 3.23 if the rpm’s are different, 300 different at highway speed would indicate that one has 3.73