Jump to content

S P

Who would be interested in a 3.0L Duramax Suburban/Tahoe/Yukon?

Recommended Posts

I just traded our 2012 BMW X5 diesel (3.0L Inline-6 asymmetrical twin-turbo, 265hp, 425tq) for a 2018 Suburban. The turbodiesel performed brilliantly in that 5200 lb SUV, and you could easily get 26-28 mpg on road trips, and it did north of 20 mpg average in local driving. I've been saying for years that a lot of these mid to large-sized SUVs are just screaming for 6-cylinder class diesel engines, so it's nice to finally see them popping up. I'd love to see this engine be an option in the next gen Suburban/Tahoe and the Yukons. Who else?

  • Like 1

Share this post


Link to post
Share on other sites

I think this would be amazing! I think it’ll be great in the trucks for what it’s supposed to do, get great mileage.  I’m definitely considering this in the truck when they come out so I’ve been keeping my eye on fuel prices and down here in south OK/North TX gas is $0.80-$1.00 cheaper per gallon than diesel. So that great fuel economy is a wash for me at the moment. It’d mainly be for cool/fun factor. I will continue to check fuel prices and look forward to some actual numbers from GM and the EPA.   We should know soon enough

Share this post


Link to post
Share on other sites

If Diesel were not always so expensive then it would be an awesome idea, but with it being over $3.00 a gallon most of the time even with great fuel economy numbers, it's still not practical in many cases. 

Share this post


Link to post
Share on other sites

Yeah, economically it might not make sense when you can put regular grade fuel in the 5.3L. Considering the cost of the diesel would most likely be at least a few thousand higher, it might not ever pay off. I wish that weren't the case, because I loved the diesel in my traded X5. The only time I felt like only 265hp wasn't really enough was on two lane country road passing, but otherwise the massive torque yanked you around everywhere just fine.

Share this post


Link to post
Share on other sites

A twin turbocharged engine is needlessly complex and 3.0 liters is of insufficient size for durability for vehicles exceeding 5000 pounds that are intended to tow.

 

Having said that, I'm well aware of Ford's offerings and GMs new little diesel. 

 

Maybe just showing my age, my ancestors raced mid-sized cars with 455 cubic inch engines and I raced their descendants' with 231 cubic inch engines with turbochargers!     

 

Using my truck as an example, it has a power to weight ratio at GVWR of 23.87:1, that's near 24 pounds per horsepower.  Half that would be a lot more fun!

Share this post


Link to post
Share on other sites

I think an oil burning Suburban would be a nice addition.  GM came close in 2009-2010 with the stillborn 4.5 Duramax V8 for the Suburban 3/4 ton, but otherwise there hasn't been a factory diesel burb since 1999. 

  • Like 1

Share this post


Link to post
Share on other sites
11 hours ago, swathdiver said:

A twin turbocharged engine is needlessly complex and 3.0 liters is of insufficient size for durability for vehicles exceeding 5000 pounds that are intended to tow.

Yeah was thinking the same. It'll be brilliant in the trucks, but losing 75hp in a 6000 lb vehicle is probably going to be a bit much. 

Share this post


Link to post
Share on other sites
7 hours ago, newdude said:

I think an oil burning Suburban would be a nice addition.  GM came close in 2009-2010 with the stillborn 4.5 Duramax V8 for the Suburban 3/4 ton, but otherwise there hasn't been a factory diesel burb since 1999. 

Just looked that up, apparently would have had 310hp/520tq. That would have been about perfect in a Suburban. Too bad they axed it! 

  • Like 1

Share this post


Link to post
Share on other sites

The most recent generation of diesels reminds me of the 70's-era gas engines, when they had to do a bunch of slap-on engineering to meet emissions requirements.  It took over a decade of clunky fixes, like electronically-controlled carburetors, funky vacuum advance curves, etc., before the OEM's finally managed to start making reliable gas engines again.

 

Diesels went through the same sort of hack-fest in the mid-2000's, and since then they just seem to have gotten more failure-prone and costly to fix.  As much as I'd like to have a diesel, I don't see myself going that route until I am fully convinced their long-term maintenance and reliability will be comparable to a gas engine.  I don't think we are there yet.  

Share this post


Link to post
Share on other sites

Yes. It should definitely be an option!

 

You think it would be offered to help their cafe numbers. 

Share this post


Link to post
Share on other sites

I had a 3.0l Diesel in my BMW 530d too. Great engine, but relailability... I've got a little less than 100k miles on it, and there was alread been changed:

 

- The engine itself

- all 6 Injectors

- Fuel Pump

- EGR Valve

- many small sensors

 

All in all, if the warranty hadn't covered it, it had been a damage from around 25.000 $

 

Diesel Engines are much more common in europe, where even the smallest cars like smarts etc. have diesel engines. But nowdays, with much stricter emission regulations, they get unrelailable as hell. And cost a fortune to maintain.

 

Diesel engines are great if kept simple, but tend to fail often if being too complex.

Share this post


Link to post
Share on other sites

I think diesels make no sense outside of commercial use so I would be a NO... I still don't understand the upside of a diesel in a light duty truck for personal use... At what point does it equal deceased operating costs? They typically tow less than their gas v8 alternative mills so no towing advantage right? Whats the upside? Better MPG sure but, higher fuel, operating and purchase prices cancel that out right?

Share this post


Link to post
Share on other sites

I know several people who have diesels, the big three. They drive a lot. No problems other than around 200K they get rid of the def.


Sent from my iPhone using Tapatalk

Share this post


Link to post
Share on other sites
Posted (edited)
1 hour ago, movario said:

I had a 3.0l Diesel in my BMW 530d too. Great engine, but relailability... I've got a little less than 100k miles on it, and there was alread been changed:

 

- The engine itself

- all 6 Injectors

- Fuel Pump

- EGR Valve

- many small sensors

 

All in all, if the warranty hadn't covered it, it had been a damage from around 25.000 $

 

Diesel Engines are much more common in europe, where even the smallest cars like smarts etc. have diesel engines. But nowdays, with much stricter emission regulations, they get unrelailable as hell. And cost a fortune to maintain.

 

Diesel engines are great if kept simple, but tend to fail often if being too complex.

European sports vehicles are fun to drive, no doubt about that, hell my brothers 2000 Audi A4 1.8L T Wagon handles better and is more enjoyable to drive in the mountains than a 2018 Impala or 2019 Camary- but when it comes to cost of maintenance and long term reliability, Asian AND American beats them out almost always. 

Edited by Colossus
  • Like 1

Share this post


Link to post
Share on other sites
2 hours ago, Colossus said:

European sports vehicles are fun to drive, no doubt about that, hell my brothers 2000 Audi A4 1.8L T Wagon handles better and is more enjoyable to drive in the mountains than a 2018 Impala or 2019 Camary- but when it comes to cost of maintenance and long term reliability, Asian AND American beats them out almost always. 

No doubt, you need deep pockets to keep the Euro cars on the road... I won't buy anything that's not American or Japanese...

Share this post


Link to post
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

    • By ThomCannell

      Thom Cannel: Article & Photos
      Zane Merva: Photos
      GM-Trucks.com
      June 24th, 2019
       
      This could be the shortest Chevrolet truck review in history. 
       
       
      If that's what you came for, you can stop reading right now.  But if you're curious... 
       
      Why is the 3.0L Duramax so awesome? Because unless you’re building a custom lifestyle truck or simply using it for basic tasks you’ll be no doubt upgrade to more powerful engine when you buy your next Silverado or Sierra. That means either the famous 6.2-liter V-8 gas engine or this all-new 3.0L Duramax Turbo-diesel 3.0-liter diesel with its 277 HP, 460 torques and 9,300 pound towing capacity.
       

       
      If your truck is a lifestyle statement—and we have zero problems with that—this may not apply to you. That is, unless you’re from Texas where a better engine is as necessary as church on Thursday, guns, and football. Our vote, as the upgrade cost is the same $2,495 as for the 6.2L gas engine, is the new 3.0-liter inline six-cylinder diesel. It has the same torque, better fuel economy (we expect) and even has a sweet engine exhaust sound.
       
      Chevrolet invited GM-Trucks to Bend, Oregon to test the 2020 Silverado and it’s new diesel engine. Don’t worry if you just bought a 2019 Silverado—there are no huge differences for 2020; the truck was only released a few months ago. So, for 2020 Chevy adds adaptive cruise control and the amazing 15-view camera technology that includes “invisible trailer” from the Heavy Duty segment. We covered that. 
       
      For 2020 Chevrolet offers a diversity of engines. There are, in addition to the new diesel, the 310 horsepower / 348 lb-ft 2.7-liter DI turbocharged I-4 with an 8-speed transmission, and two legendary small block gas engines, the 5.3L and 6.2L.
       
      In Model Year 2020 the 5.3L makes 355 horsepower (265 kW) and 383 lb-ft of torque (519 Nm) coupled to an 8-speed transmission, the 6.2L is SAE-certified to deliver 420 HP (313 kW) and 460 lb-ft of torque (623 Nm). It is paired with GM’s 10-speed transmission, which couples perfectly with GM’s DFM cylinder deactivation system. Hey, you don’t think you can run on two cylinders with an ordinary transmission, do you? 
       

       
      According to Chevrolet the new diesel motor will be available in LT, RST, LTZ and High Country trim levels. The 5.3L gas engine is standard in LTZ and High Country models and available on LT, RST and Trail Boss. The 6.2L gas gasser is available more trim levels for 2020. Both engines will be built at General Motors’ Tonawanda Engine Plant in Buffalo, New York.” Not mentioned is the carryover 4.3L engine aimed at fleet owners.



      We arrived in Oregon to 80°F heat and blue skies, then were fed and watered, and set off on different tasks. We can’t talk about the HD trucks and their massive towing capacity for a couple of days. We were offered an incredibly deep-dive into the new engine, and a mileage competition featuring the new 3.0-liter diesel engine to start, however. Winning a comp is cool, but not realistic when you have a limited time with a vehicle in the first place. That said, other journalists did take the time to compete and Sunday’s winning mileage was in the 34-36 mpg range and then blown away by Monday’s 46 mpg. That, friends, is some serious hypermiling! However we still do not have official EPA certified mileage. That’s “To Come”.
       
      If you haven’t read much about the 3.0, here’s a modestly deep dive into its guts. First, the whole engine is state-of-the-art, aluminum head and block with thin steel cylinder sleeves and seven main bearings for the crankshaft. Combustion processes were among the driving forces underpinning design theory, so the cylinder head is essentially flat and the bowl-shaped pistons have zero relief cuts for the valves. That was important for efficiency.
       

       
      Simulation, and single-cylinder engine studies showed that having very vertical valves would not only allow a simpler bowl shape in the pistons, but that very shape would allow inlet-generated swirl to be maximized at every point. Swirl is produced and governed by dual intake runners feeding each cylinder. Oh, the ceramic glow plugs gave GM the highest compression ratio consistent with power and emissions, as well as allowing ignition to -22°F without a block heater. FYI, most of the engine development and engineering, as well as primary calibration took place in Turin, Italy. That’s GM’s center of diesel excellence.
       
      To ensure a quiet engine, emissions that more than meet standards, and deliver fuel economy, GM finalized an injection pressure of 2,500 bar (36,500 psi) through solenoid injectors capable of up to ten injections per combustion cycle. Early injections are primarily used to build in-cylinder pressure smoothly to abate diesel clatter. Later injections can be used for power and to keep the catalyst working within specified temperatures (those injections, sometimes caused by a catalyst cooled by highway driving, do negatively affect fuel economy but maintain emissions specifications).



      There’s a single close-coupled VGT turbo, for now, which indicates a possibility for later development of greater power and torque. Packaging to the “chemical factory” is as tight as could be manufactured.



      What we really haven’t talked about is the decision for an I-6 engine, versus a V-type. Obviously, six cylinders are longer than three, or even four. This slightly under-square engine delivers two things that a V design does not: smoothness and less side force. A V-type engine necessarily produces some side thrust, which is one of the reasons that Ford’s new 3.0L is made of CGI or Compacted Graphite Iron. In contrast, by using a robust, deep skirt design, Chevrolet and other divisions have an all-aluminum block, saving weight. Some of the extra length is minimized by packaging chain driven shafts at the rear.



      If you’ve never driven, or better yet heard an inline six, they’re smooth, likely the smoothest engine you’ve driven and with a unique sound. Both delivered by six evenly spaced exhaust pulses. The last I-6 engine GM produced was the gasoline Atlas LL8/Vortec 4200 used in Chevy Trailblazer, GMC Envoy, Buick Rainier, Olds Bravada, Isuzu Ascender and Saab 9-7X. ) Note that Detroit Diesel has produced an inline-6 since 1980 that displaces 11-14L.)
       
      Before highway driving, we did a walk-around. The GM-exclusive Durabed is impressive, and hard-coated for scuff resistance. Chevrolet says it’s made up of several sections instead of 1-2 deep drawn pressings. This provides owners with more cargo volume. As Chevrolet (and GMC) will tell you, it’s made of several varieties of High Strength Steels, so they claim it’s more dent and penetration-resistant than Ford’s aluminum bed. Inside the bed are 12 fixed tie-down points and nine moveable points, which has been a big hit with owners. Plus there’s that available power up/down tailgate, a power outlet and task lighting. A somewhat unnoticed feature is relocating the bed lights to flank the CHMSL on the roof edge. A couple of other things that are important are the corner steps and bed steps. They’re made for size 13 steel-toed boots and hold up to 500 pounds.
       

       
      We then drove the truck on the highway and on two-lane roads. Our first impression was of the powerful engine sound, followed by impressive torque. Electric motor type torque. Smooth power available at the lowest of engine speeds.
       
      Engine noise isn’t intrusive but like the torque, off the line it lets you know it’s there. However, with an open hood you hardly know it’s a diesel, it is that quiet. Even a random enthusiast who had been researching the new 3.0L Duramax and stopped us at a boat launch had to ask if it was a Diesel. This is simply unlike the larger Duramax and any other light duty diesel on the market. 
       


      Something we’ll get into in our Heavy Duty story is the reason there’s a 10-speed transmission. If you think about the power band of a diesel engine, here delivering all of its 460 lb-ft of torque at just 1,500 rpm and holding strong to about 4,000 rpm, that’s significantly different than the power band of a gas engine. Thus, the 10-speed maximizes power and fuel economy—and every automaker has to deliver fuel economy, low CO2 and clean emissions.
       
      We have much more to come. For instance, we need to see if tow ratings are realistic, if its EPA fuel economy beats Ford’s 30Highway/22City/25Combined and how well it lives up to the Find New Roads slogan in real world driving under every condition we can discover.
       
    • By Ebonez
      So, My 2009 Yukon Denali throws the "service battery charging system" message on a daily basis. The little red battery light comes on as well and stays on for varying times. The message seems to only come on while the truck is idling or moving at slow speeds (like when I drive down my muddy driveway or stopped at a light). The battery light may be displayed anywhere between 10 seconds to 30 minutes. Performance of the truck doesn't seem to be hurt in any way however the voltage gauge doesn't stay super consistent while driving. I had the old battery checked and replaced shortly after I bought the truck a couple of months back since it had trouble starting. Other daily symptoms include flickering lights and screens while at idle. Yes, the battery cables are corrosion free and securely attached to the battery itself. 

      Anyone else experience or have a solution to this issue?

      Thanks!

      -Eric
    • By Mark Stephens
      Hi
      I have a 2007 Yukon that only starts ticking when I am parked at idle for 5 to 10 min,,,starts then gets loud. Once I rev the engine or start driving it disappears....Had the whole top of motor redone 3 yrs ago by a dealer.....Broke now and wondering if maybe have someone shut off the afm could possibly stop it being it only happens when I am idling
    • By Mark Stephens
      Hi
      I have a 2007 Yukon that only starts ticking when I am parked at idle for 5 to 10 min,,,starts then gets loud. Once I rev the engine or start driving it disappears....Had the whole top of motor redone 3 yrs ago by a dealer.....Broke now and wondering if maybe have someone shut off the afm could possibly stop it being it only happens when I am idling
  • Recently Browsing   0 members

    No registered users viewing this page.

  • Forum Statistics

    207,679
    Total Topics
    2,223,033
    Total Posts
  • Member Statistics

    177,033
    Total Members
    8,960
    Most Online
    JT20
    Newest Member
    JT20
    Joined
  • Who's Online   142 Members, 0 Anonymous, 1,123 Guests (See full list)

×

Important Information

By using this site, you agree to our Terms of Use.