Jump to content
  • Sign up for FREE! Become a GM-Trucks.com Member Today!

    In 20 seconds you can become part of the worlds largest and oldest community discussing General Motors, Chevrolet and GMC branded pickups, crossovers, and SUVs. From buying research to owner support, join 1.5 MILLION GM Truck Enthusiasts every month who use GM-Trucks.com as a daily part of their ownership experience. 

Recommended Posts

2020_Silverado_Duramax_3L_04.jpg

Thom Cannel: Article & Photos

Zane Merva: Photos

GM-Trucks.com

June 24th, 2019

 

This could be the shortest Chevrolet truck review in history. 

 

Quote

“If you tow or haul, if your truck works for a living and is more than a showpiece, buy this engine”. 

 

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.

 

2020_Silverado_Duramax_3L_05.jpg

 

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? 

 

2020_Silverado_Duramax_3L_03.jpg

 

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.


Cannell_GM_3LdieselFirstDrive-1.jpg


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.

 

2020_Silverado_Duramax_3L_06.jpg

 

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).


Cannell_GM_3LdieselFirstDrive-3.jpg


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.


Cannell_GM_3LdieselFirstDrive-4.jpg


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.


Cannell_GM_3LdieselFirstDrive-2.jpg


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.

 

2020_Silverado_Duramax_3L_01.jpg

 

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. 

 

2020_Silverado_Duramax_3L_02.jpg


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.
 

Share this post


Link to post
Share on other sites

Very intrigued to see this all come to life. :lurk:

 

But that rear timing chain.... Ouch. 

Share this post


Link to post
Share on other sites
40 minutes ago, Jglew82 said:

Very intrigued to see this all come to life. :lurk:

 

But that rear timing chain.... Ouch. 

Ya the 3.5L I5 that was in my Canyon sucked when i had to replace the rear chain. I hope that this chain is much different(beefier) so that it can at least last as long as the truck.

Share this post


Link to post
Share on other sites

Wait till the tuners start making tunes for this engine, it will be a beast im sure!

Share this post


Link to post
Share on other sites

Seriously digging it!  Can I get no issues with emissions?  If so GM will sell the snot out of these!

Share this post


Link to post
Share on other sites

Looks like this could be a killer 1/2 ton! 

One thing I like is the more realistic pricing of the engine. For a long time now, the diesel premium has been quite excessive in most trucks/cars and simply doesn't reflect the difference in manufacturing costs. This one is much more sensibly priced.

Share this post


Link to post
Share on other sites
Posted (edited)
20 hours ago, Jglew82 said:

Very intrigued to see this all come to life. :lurk:

 

But that rear timing chain.... Ouch. 

It could be 6' long and take 4 more 90 degree bends like Ford's DOHC engines...

 

Personally I don't see the engine being a big hit in Northern Climates. We are already too familiar with how DEF era diesels perform in Canadian/Minn/Wisc winter climates, which is poor at best. It will be a popular choice for long distance half ton towing vs. the 6.2L as you will get better economy but all the people that just want some power on tap are going to opt for the 6.2L, especially being available in more affordable trim level now. Only 1 in 50 Ram's in my area are equipped with the Ecodiesel. 

Edited by L86 All Terrain

Share this post


Link to post
Share on other sites

Any more review information?  Is there still an embargo on the 3.0?  I didn't see any updates for it today like the HD models.

Share this post


Link to post
Share on other sites

I`ve driven I6 3.0l Diesel Engines for a looong time (e46 330d, e39 530d, e61 530d, e91 330d and f11 530d) Great engines, but from the moment they needed to be "clean" (EGR, DEF, Particulate filters), they lost a lot of their reliability. The M57 Diesel were great, but all the "N" Diesel from BMW were expensive to maintain. Sure, 6.0l / 100km (40 mpg) were great for a 300hp car. But all the money i`ve saved in fuel needed to be spend for repairing the car. And from my work experience, I know that most of the other manufacturers of "smaller" Diesel engines (VAG, Mercedes, Renault, PSA, Fiat) have the same problems.

 

And I think that the GM Diesel will have the same issues (if they want the Truck to be 50-state-compatible)

Share this post


Link to post
Share on other sites

Chief engineer was asked about chain replacement. He asserted no replacement for the "life of the engine". My thought, 100-250K miles. YMMV.

Share this post


Link to post
Share on other sites

Yea, what does an engineer know.


Sent from my iPhone using Tapatalk

Share this post


Link to post
Share on other sites

Remember-  Just because it has the power to tow something super heavy doesn't mean the body/chassis is designed to do it.  This is a half ton truck, with a half ton frame, with half ton brakes and bearings and axles and drive shaft and transfer case and so on. 

Share this post


Link to post
Share on other sites
6 hours ago, ThomCannell said:

Chief engineer was asked about chain replacement. He asserted no replacement for the "life of the engine". My thought, 100-250K miles. YMMV.

The chains are lifetime but that belt you see is only good for 150,000 miles. 

Share this post


Link to post
Share on other sites
21 hours ago, AtlasFBG2 said:

The chains are lifetime but that belt you see is only good for 150,000 miles. 

Well, the engineers also told the chains on the euro VAG 1.2tsi - 2.0 tsi were liftime. Or the ones on the BMW N47 Engines. Or the peugeot engines in the mini cooper. And many many more cases. The chains of the 1.4tsi sometimes only lasted for 20.000mls. And changing the chains on the N47 engine with the flywheel side mounted chain were an engine out job. And i don`t think this will be different on the chevy.

Share this post


Link to post
Share on other sites

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.

Guest
Reply to this topic...

×   Pasted as rich text.   Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

Sign in to follow this  

  • Similar Content

    • By Brad OSullivan
      New to the forum here, and I have a 2005 chevy silverado 1500 with the 5.3L. I drive to and from michigan from chicago for college every couple of weeks. The last time I drove up to michigan 2 hours into my drive the oil pressure gauge started slowly moving down from 40psi. Every 10 minutes it seemed it moved down a notch until it got to 15psi and then I pulled over just to investigate because the truck was running perfectly normal and no warning lights or anything were on. I did a walk around, no leaks, no engine noise and the oil level was in the same place as when I left. Also when I stopped the pressure gauge dropped to 0 at idle and the truck idled normal. I continued to drive till i got to my destinations 30 minutes later. The next day when I started it back up the oil pressure is now reading normal and has read normal for the last week. I went to tech school and I know my way around an engine and i'm almost positive this isn't a mechanical issue, im thinking its the oil pressure sensor or sending unit or it could be the gauge itself because first gen silverados are famous for bad gauges but i feel if it was a bad sensor there would be warning lights? Not sure though, any of you guys experience an issue like this or have any idea of what to check or what it could be?? Much appreciated!!
    • By Robert210
      Im currently thinking on which lift i wanna get im definitely going with a bds 4 inch lift kit On my 2018 1500 . But whats the difference in ride quality between the normal one Which includes a whole new strut between the more expensive one which has fox coilovers and shocks?? and have any of yall ran either one and how did it feel?? Also can i fit 22x12s in a 4 inch ??? 
    • By Kenidoesit Bigg
      This is one for the ages to me.  The truck has the correct:  FUEL PRESSURE:  60psi  SPARK:  verified visually [AND WITH STARTING FLUID] correct injector pulse [verified by test light signal from ecm, test light neg to batt positive, test lead to INJ signal] and I went a step further unbolted  the fuel rail and visually verified spray from all 8 injectors].
       
      THE TRUCK WILL RUN --- OFF OF STARTING FLUID
       
      There is also a shrader valve on the passenger side [Fuel pressure verified and in spec 58-62psi] I used Autel scan tool to verify and slightly boost the rail presssure, STILL NO START -- IT STARTS AND DIES IMMEDIATELY, as if the injectors are being cut off.
       
      The throttle body was replaced 1 year + ago, but the truck has been driving since then, using the existing thrott body... until now.
      NO CODES COME UP EXCEPT THE HEATED SEAT BACK -- on a system-wide scan.
       
      I did notice that if i unplug the INJector harness connector (only did the driver's side) that NO CODES will come up either,
      as if the ECM doesn't care if i unplugged the harness connector to the fuel INJectors, NO MALFUNCTION REPORTS it.
       
      ANY IDEAS that experienced techs with Silverado LTZ 2013 would be great if anyone else has seen this before, THANKS.
       
      NO PASSLOCK MESSAGES
      However I do notice that the ENGINE (symbol) STAYS SOLID WHILE CRANKING --  I dont know what this means on a 2013 Silverado, if any
      thing..if anyone knows.. please HELP! 
       
      I will include here more info from my notes:
       
      Tools:  Autel MaxiSys
      DVOM multimeter
      various jumper wires
      Mini oscilloscope
       
      THREW AT IT SO FAR:  Crankshaft position sensor [Advance Auto, $40]
      Oil Pressure Sensor (hoping it's failure was a failsafe, NOT!) Autozone $75!  OUCH!  that was NOT it!
      8 A/C DELCO Spark Plugs, $7.99!  They were sludgy, but NOPE, that ain't it either! $65
       
      IF I Quickly cycle the key, just BUMPS at a TIME, im sure injectors are shooting fuel when that is being done, so
      after about 5 or 6 BUMPS like that, the engine will run, BUT SUDDENLY DIES when that
      fuel burns .. 2 - 3 SECONDS..  Never ran into one this tough
       
       
       
       
    • By Zane
      Zane Merva
      Executive Editor / Publisher - GM-Trucks.com
      October 10th, 2019
       
      Chevrolet is giving the not so subtle hint that the rumored Silverado ZRX model is about to become reality. Today, the brand announced that a "Silverado Race Truck" would compete in this weekend's Laughlin Desert Classic alongside the Hall Racing Colorado ZR2. Interestingly, the Silverado will compete in the Desert's 1200 Stock Class, which limits changes to suspension, under body, and race-safety equipment. What does that mean? This truck is not only ready to race, it's close to production too. 
       

       
       
      The "Silverado Race Truck" is outfitted with a number of aftermarket goodies that look like they were ripped right off a Colorado ZR2. Starting as an LT Trail Boss with the 6.2L V8, the Silverado Race Truck is outfitted with a long travel suspension, front and rear jounce shocks and Multimatic DSSV dampers. In short... the modifications that Chevy applies to the Colorado for the ZR2 model. 
       

       
      Why didn't Chevy just come out and call this the ZRX Race Truck? We're not sure, but there's no doubt this is a low flying announcement made to pave the way towards an eventual Silverado model that emulates the ZR2's success in a larger package. Whether that's enough to take on the Ford Raptor is too early to determine. Stay tuned for updates on the "Silverado Race Truck" and future Silverado ZRX. 
       

       
  • Recently Browsing   0 members

    No registered users viewing this page.

  • Forum Statistics

    211,737
    Total Topics
    2,270,327
    Total Posts
  • Member Statistics

    184,920
    Total Members
    8,960
    Most Online
    Sorhen Nordic Warrior
    Newest Member
    Sorhen Nordic Warrior
    Joined
  • Who's Online   32 Members, 0 Anonymous, 780 Guests (See full list)



×
×
  • Create New...

Important Information

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