General Motors just revealed details about the new-generation Duramax engine in the updated 2025 Chevy S10, which it is launching in Brazil.
The GM South America engineering team revealed details of the new-generation Duramax engine introduced in the 2025 Chevy S10, which uses new management software calibrated with artificial intelligence while including substantial updates to optimize its performance for each situation. According to the company, new digital engineering tools made it possible to take full advantage of the 2.8L turbodiesel engine’s capabilities.
“GM’s development team created models based on machine learning to optimize the parameters of the new S10’s Duramax engine management software,” said Chief Diesel Engine Engineer at GM South America, Daniel Takehana dos Santos. “This management software is capable of processing hundreds of simulations per microsecond, also considering the condition of engine components to find the ideal calibration. This allows maximum capacity to be extracted from the package,” he added.
The new generation of the 2.8L Duramax turbodiesel engine debuting in the 2025 Chevy S10 presents more than 30 new features, including a new electronic control unit, management software with AI support, new pistons with an optimized profile, a new injection system, a more efficient turbo and changes to the intake system. In fact, the compression ratio was also adjusted to improve the combustion process.
All the changes to the new 2.8L Duramax turbodiesel engine combine to offer greater performance, lower fuel consumption, better drivability and fewer emissions than its predecessor. The output increase amounts to 207 horsepower as well as 376 pound-feet of torque now available between 1,600 and 2,400 rpm – precisely the range in which the engine is used the most.
The new-generation Duramax 2.8L turbodiesel engine comes standard on all units of the updated 2025 Chevy S10, which just went on sale in Brazil. Additionally, it will be the only engine available in the 2025 Chevy TrailBlazer SUV. Like both vehicles, the updated Duramax engine is manufactured exclusively at the GM São José dos Campos plant in the Brazilian state of Sao Pablo.
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Comments
Why can’t we get it in the US ??
With diesel fuel prices so high, why so popular
Sorry you are just wrong.
At least for the US, AAA has the national averages of Mid Grade Gas ($4.052) Premium ($4.391) both MORE expensive than Diesel ($3.915) as of 5/18/24. Regular is $3.59.
With greater fuel efficiency out if the 2.8l, 3.0l, and 6.6l duramaxs, it’s a great time to drive the oil burners.
Who here is putting mid grade in an engine tuned for 87 octane? That’s just stupid. But yes, diesel is more expensive than 87, this nobody sees any savings with diesel over a gas engine running 87.
Now add in that in real world milage the 2.7 turbo is matching the prior generations 2.8, yeah, I’d say there’s no reason to offer the 2.8 Dmax in America
My 2.8 canyon the towing mileage was equal to the highway mileage of the 2.7 gasser
FYI
Diesel isn’t always more expensive – it depends on how your state taxes fuel. I live in a state where they are taxed equally and diesel is routinely less: $3.59 vs $3.89 for regular – most states tax diesel higher. The 2.8L diesel gets better fuel economy than the 2.7 comparing model to model – My Duramax ZR2 on 33’s gets mid 20’s on the hwy (speed limit is 80MPH) and never below 20 MPG in the city while my friends 23′ 2.7 ZR2 on 33’s has never gotten better than 22 MPG on the hwy and is always in the teens in the city. His truck is definitely more fun to drive though. The 2wd Duramax Colorados got over 40MPG on the hwy and my best tank was from Cheyenne Wyoming to Lincoln Nebraska (37MPG and 450 miles) – impossible in a gas truck even if you try to hypermile
Diesel around me has been fluctuating between $.30 – $1 higher than regular. I’ve been thinking if it would be worth upgrading to a Silverado with with 3.0 L Durmax from my 3.6L gas Colorado. When the diesel fuel is less than $.50 higher / gallon of regular gas, it makes sense. When it’s a dollar more than regular, it does not. With this wild fluctuation, it doesn’t make sense for me to move up to a Duramax Silverado.
Yes, will be ever beable to buy this model in the USA??? I have owned several of them, really miss this truck!!
We do, they are called the Chevrolet Colorado and the GMC Canyon
The chassis may not meet crash standards or towing capability. The engine may not meet emissions requirements. That is why you get the Colorado with the 2.7. But I feel you may be asking the wrong question. I would ask why gm hasn’t put the 10 speed behind the 2.7 yet….
Simply, because, the 2.7L doesn’t need the 10 speed.
The broad, flat torque curve of the 2.7L L3B doesn’t need a 10 speed transmission that is busy shifting.
Being turbocharged is the reason. Spool up the turbo, add more fuel and there is far less often any need to downshift.
In contrast, the 5.3L benefits from the extra 2 gear ranges, to keep the engine in the sweet spot, because it has less torque than the 2.7L.
FWIW, 10 speeds spend more time apart on the bench than 8 speeds.
Huh???? Turbo flat torque curve???? The curve is 380ft lbs at 1800 rpm, 430ft lbs at 3000 rpm, 300ft lbs at 5000 rpm. That’s a pretty peaky curve of I’ve seen one.
The V8’s on the other hand post “90% of their torque over 90,% of their RPM range” and that’s a quote from GM. The 5.3 is offered with the 10 speed soley because those who are stearing clear from the 2.7 also want to steer clear of the 8 speed stigma. The 5.3 when paired with the 8 speed performed better when the 1T truck was revealed in 2018.
I don’t understand what you’re talking about, I have the 3.0 in my Sierra and it rarely ever needs to downshift for anything, towing or not.
That’s because it’s a turbocharged engine with more than 100% Volumetric Efficiency (VE), unlike the gasoline V8 variants, which are Naturally Aspirated (NA) having much less than 100% VE.
The 2.7L was built with an under square design (long stroke) and diesel characteristics.
I miss the S10! I have a friend who has the nColorado, and do not like it
I own a 2018 ZR2 Extended cab, long bed Diesel with the engine Brazil just improved.
28 mpg hwy with a carb approved tune and 450 ft lbs torque.
This is a great engine. The only thing that would be better in shoving a 3.0L diesel in there with the 10 speed.
Why the hell don’t we get this in US if Brazil has it now?
The 3.0L engine is 35.6″ long making it 10+ inches longer than the 2.8L (25.4″).
There’s no easy way to fit the 3.0L into the Colorado without a significant increase in length of the engine compartment.
Hey Martin, Thanks for the actual measurements. I thought that the inline 6 would be longer but 10″ is a big ask. Unfortunately it’s not an easy ask.
Where is it being built ?
I thought GM sold the plant that was producing the 2.8
So the parts are still being produced somewhere.
Love my 2018 Colorado 2.8. Easily gets 30 mpg and tows like a freight train without all the screaming gas engine RPMs
Look more closely at the text of the article and it states the diesel is being manufactured in San Pablo Brazil.
The reason we can’t get it in the US is because we have a tyrannical government that regulates too much.
Yes. We have to put “cat piss” in our diesels to make them compliant.
The result is expensive fuel system failures when DEF is put into the fuel tank. $20K CAD non-warranty fuel system repairs are needed because the entire system has to be replaced due to corrosion.
Seized engines from DEF corrosion in cylinder bores, make it a real nightmare, no matter which manufacturer. Steel pistons in the LZ0 quickly become at one with the bores. Ford and others experience the same.
Diesels are an extremely poor choice for those individuals who do not need to haul every day and also don’t understand that maintenance isn’t optional.
I wish they’d either bring the 2.8 Duramax back to the Colorado as an option, or make the 3.0 diesel from the full size trucks/SUVs available in the Colorado as an option. I have a feeling the engine bay is big enough with the re-design.
I really wish that this engine had been pushed and sold more in the US. I would like to replace my 16 CCSB Z71 colorado 3.6. I’m thinking of getting a 2018 or 2021 with the 2.8 but they are hard to find and expensive.
The 2.8L Duramax Diesel is VM Motori designed and engineered.
Since FCA purchased VM Motori, GM licenses the right to manufacture the 2.8L from Stellantis.
The 2.8L isn’t a common sight and has a few quirks including oil leaks that can be expensive to fix. From recall, internally, the DOHC engine cam timing chain drives the intake cam and the exhaust cam is gear-driven off the intake.
The 2.7L L3B will put a smile on your face in a Colorado/Canyon.
My ’23 Sierra has the L3B and it runs great. Go out for a long road test and you will understand.
I keep my cars 15 years minimum. They corrode out from underneath me. Having to replace a 4 cyl gas turbo is a non-starter. Give me another base Isuzu Canyon with the 2.9 4 and 5 spd manual, PLEASE! This overpriced digital bling useless feature nightmare needs to come to an end.
Brazil is an ethanol country and now rapidly moving towards electric vehicles and GM wants to sell diesel. What a comedy.
Did they move the oil pump driven belt, that you have to disassemble the truck to replace?
GM engines used to be one of the simplest engines to work on and repair, now they’ve became a nightmare!
I’ll just stick to the older engines and trucks.
Unfortunately, we’ll never, ever, again have something like a 1970 C10 with a 250 6 cyl 3 speed. Too much stupid money going 5-7 years long on loans for form over function. Combine that with direct unapologetic efforts to block any imports of what the rest of the sane world can purchase for transportation appliances.
Martin.. DEF does not go in the fuel tank, nor does it ever mix with the diesel fuel. DEF is injected in to the exhaust system.
No, the oil pump drive belt still requires removing the transmission and drive line.
There is not enough clearance in the front to access the oil pump if it was up front. Removing the front end for access isn’t fun.
Evidently you don’t frequent the dealerships and aftermarket repair facilities that repairing these at customer cost, or insurance claims that result in all of us paying for stupid mistakes.
Let me me reiterate.
Real world. Customers and uninformed service, people ARE pouring DEF into the fuel tank instead of the DEF tank.
1. If the customer starts or attempts to start the engine, the entire fuel system has to be replaced.
2. If the customer realizes their mistake and does not power up the vehicle, Everthing inside the fuel tank has to be replaced.
If the fuel tank is not cleaned, fuel pump module etc replaced, the corrosion continues. DEF inside areas that cannot be cleaned, DEF rapdily corrodes the metal components of the fuel pump assembly.
When this happens, the plastic fuel pump housing fractures.
The topic of DEF in the fuel tank was brought up here circa August 2022, along with supporting information from a GM Techlink article.
A lady customer at the dealership I worked at for 23 years, poured DEF into the fuel tank, ran the truck until it stopped and learned the hard way. BTW, that’s minutes, not days.
DEF is highly corrosive and the corrosion begins immediately upon contact.
Pour a few drops on a metal work bench top or piece of metal that you don’t need to use again. The corrosion is instant.
Right after paying the bill, she reportedly did the same thing again! DUH!
However, fortunately she realized before turning the truck on and the repairs were isolated to the fuel tank. By the time the fuel tank is removed, the corrosion has already done damage.
You can’t dream this stuff up, it happens often since the DEF reservoir filler tube was relocated from under the hood, to next the the fuel filler.
If you don’t believe it, just search DEF in fuel tank.
What is going to be mpg? And what will be the tow rating?
North American market needs this engine.. but a bit more tuned more than what the 2.7 makes.. or at least 3.0L V6
I seem to have lost trust with Chevrolet. Building and discontinuing means disregarding people who have already bought that model. When chevy phased out 2.8 Lwn Duramax we got a head ache looking for spare parts. Well, we managed to find some parts but with times 5 of the actual price. Now just like the Mazda before, we’re reluctant to buy chevy as it might discontinue its 3ngine model again and that would be tantamount to banging your own head on the wall!
They never marketed the diesel, as always. They blew the marketing on the Pontiac G8 just as badly, it could have been a Caprice replacement. The previous Canyon/Colorado (I have a 2010) goes head to toe with the size of a Tacoma and Maverick (FWD? Ugh!) They blew that market away producing the F-150 sized newer body. Was there really anything wrong with the old design? Only thing comes to mind is the needed to kill off relationships (Isuzu for the Colorado/Canyon, Holden for the G8, Toyota for the Vibe) and extract more profits from discardable models. Customers wanting 15 year vehicles come dead last on the priority list.
yes i do. bring back the 4.3 v-6 engine. and not a turbo. bring it back as an option. than i’ll buy a colorado. no 4.3 v-6, no buy i bought chevys all my life and i will not buy another one until you start instillimg 4.3 v-6, at lease made it an option.
The 3.6 DOHC V6 in the prior year’s Colorado/Canyon was a great engine. I’ve one in a 2008 G8 still. And they killed that off in favor of a turbo 4cyl. Sierra/Silverado too.