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Chevy Drops Prices and Specs For the New 2020 3.0-liter Duramax Diesel Engine

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2020-Chevrolet-Silverado-Diesel-077.jpg

John Goreham
Contributing Writer, GM-Trucks.com
6-2-2019

Pricing

Chevrolet has just announced its prices and specs for its first-ever inline-six turbo-diesel offered in a Chevy full-size light-duty truck. The all-new 3.0-liter Duramax turbo-diesel will offer class-leading torque and horsepower according to Chevy. First up, pricing. The new Duramax option will be available on LT, RST, LTZ and High Country models. It is priced identically to the 6.2L V-8 option as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.

 

Specs

Next up, specs. The Duramax 3.0-liter engine will generate 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience. Being a diesel engine, power is low relative to bigger V8 gas engines, but pretty substantial for its displacement at 277 horsepower.

 

“From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”

 

2020-Chevrolet-Silverado-Diesel-image.jpg

 

Design and Technology

Since the engine is an inline six, it is inherently balanced. There is no need for balance shafts and the engine only requires two cams. Chevy uses a cast aluminum alloy block that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering a 25 percent mass savings over a cast iron engine block. Chevy says there are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps. Chevy went on to add that the rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet. GM used a thick piston crown — the top of the piston — and also a reinforced top ring to add strength to support the high cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio. To ensure durability, Iron cylinder liners are employed. “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”

 

2020-Chevrolet-Silverado-Diesel-hood.jpg

 

Here is a quick rundown of some other features of this new engine:

OHC: Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.

A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.

 

Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.

 

Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.

Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.

The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.

When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.

 

A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.

 

A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.

 

Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.

 

Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.

 

Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   

 

Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.

 

Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.

 

Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.

 

2020-Chevrolet-Silverado-Diesel-towing atvs.jpg

 

Transmission:

Chevy will offer just one transmission with the 3.0L Duramax,  its 10L80 10-speed automatic transmission. The transmission features a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency, and refinement. Exhaust braking is part of the design. This technology uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.

 

Due to some minor emission certification delays, the new diesel engine will be available in early 2020, rather than late 2019.  

 

 

 

 

 

 

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Have they given an indication of what the mpgs will be?

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I am sure this will be a popular choice among GM truck buyers.

Especially while fuel prices remain lower. Around here, Diesel has been stuck at $2.69 a gallon for months.

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Great!  Now when will they offer a Regal TourX Duramax?    OHC inline-6 turbo diesel... sounds just like the old BMW 335d.

 

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Mine!  Can't wait....I want one!

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2 hours ago, Sierra Dan said:

I am sure this will be a popular choice among GM truck buyers.

Especially while fuel prices remain lower. Around here, Diesel has been stuck at $2.69 a gallon for months.

 

I'm really not so sure.  With the 6.2L finally available on more trucks, for the same cost as the diesel, I think many GM buyers will stay with a gas V8.

 

Customers paying $2,500 on an engine upgrade can probably afford to pay high fuel prices for diesel or premium gasoline.  I think it is performance and capability that matters more than the fuel economy for many of the buyers considering the higher priced engine options.  I suspect the diesel will get better range out of the small fuel tanks in these trucks when towing though, so that could be a big plus. 

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Just now, rkj__ said:

 

I'm really not so sure.  With the 6.2L finally available on more trucks, for the same cost as the diesel, I think many GM buyers will stay with a gas V8.

 

Customers paying $2,500 on an engine upgrade can probably afford to pay high fuel prices for diesel or premium gasoline.  I think it is performance and capability that matters more than the fuel economy for many of the buyers considering the higher priced engine options.  I suspect the diesel will get better range out of the small fuel tanks in these trucks when towing though, so that could be a big plus. 

I based my opinion/hypothesis on the popularity of Diesel 2500HD trucks. :thumbs:

The 1500 half tons with a diesel will be a more affordable option to the steep price of Heavy Duty trucks.

Especially to those that do not need an HD truck for towing or hauling.

 

 

 

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Just now, Sierra Dan said:

The 1500 half tons with a diesel will be a more affordable option to the steep price of Heavy Duty trucks.

Especially to those that do not need an HD truck for towing or hauling.

If they don't need an HD truck for towing or hauling, why are they buying one?  Will a smaller, less powerful truck still check all the boxes for that demographic? 

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5 minutes ago, rkj__ said:

If they don't need an HD truck for towing or hauling, why are they buying one?  Will a smaller, less powerful truck still check all the boxes for that demographic? 

Status Symbol...

Little Man Syndrome....

Where I live we call it Johnson County Living LOL

There are a ton of HD trucks lifted with stacks the size of Semi trucks.

They like to spool the engine up and "roll the coal" to other drivers and pedestrians because they think it is cool.

 

 

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2 minutes ago, Sierra Dan said:

Status Symbol...

Little Man Syndrome....

Where I live we call it Johnson County Living LOL

There are a ton of HD trucks lifted with stacks the size of Semi trucks.

They like to spool the engine up and "roll the coal" to other drivers and pedestrians because they think it is cool.

If you are looking for a status symbol, you want the biggest, loudest, most powerful truck.  The 1500 with a 3L will be none of those things. 

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If guys can figure out how to make the 3.0 fume like the above pic, then it will! LOL

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No Turbo Diesel should come with the Start/Stop function - what a stupid way to allow your hot turbo to cook off any oil around its bearing and cause problems...shown by so many of the German 3.0l turbo diesels with oil cooler line and turbo bearing failures.

 

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Even though it is only an extra$2500 MSRP, will see what the rebates are like on them. I would have to imagine they aren't going to offer many deals on the diesels.

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4 hours ago, Sierra Dan said:

I based my opinion/hypothesis on the popularity of Diesel 2500HD trucks. :thumbs:

The 1500 half tons with a diesel will be a more affordable option to the steep price of Heavy Duty trucks.

Especially to those that do not need an HD truck for towing or hauling.

 

 

 

Another reason not mentioned previously in here which contributes to the popularity of the diesel in the HDs is people are impatient and seem to want to be able to fly at max load.  Since you can't do that with the 6.0 gasser "it's a dog" or "under powered" is very often said in threads here they need that dmax to tow their 5k trailer.  To each their own of course.  I'm probably remembering incorrectly but I could have sworn the 3.0 dmax is rated to tow less than the 5.3.

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