3.0L Duramax - who owns or has driven one

[Pyroman_28]

On 7/4/2020 at 12:37 PM, kenny_r said:

Nice, do you feel it ever tries to find the right gear going down the road with the trailer? Mileage seems really good as well.

Honestly it depends on the wind in that regard.  If it's really windy out and the cruise control is set around 65-70 than it will drop down to 9th gear and just hang out there all day it seems like.  I'm more than happy with the mileage considering everything I have working against me!  Keep in mind, this was on the mostly flat and straight lands of Florida so I don't really have any insight as to how it performs on mountains and the twisty roads yet.

 

Oh, and one other thing I forgot to mention in my other post,  I also installed some 1" lift shackles in the rear on top of the 6" lift to maintain the factory rake, so that definitely helps with leveling it out when the trailer is hooked up.

Edited July 11, 2020 by Pyroman_28

[2020turbomax3.0chevyxlt4x4]

Just purchased a 2020 Chevy duramax 3.0 turbo diesel XLT 4x4 towing package. My engine temperature has been going above 210 on a regular basis and the engine temp fluctuates between 210-235. Has anyone had this? I turned it in for service because it seems very odd. I’m not towing anything or carrying any abnormal amount of weight (just carpentry tools). 

[SkiDooNick700]

6 hours ago, 2020turbomax3.0chevyxlt4x4 said:

Just purchased a 2020 Chevy duramax 3.0 turbo diesel XLT 4x4 towing package. My engine temperature has been going above 210 on a regular basis and the engine temp fluctuates between 210-235. Has anyone had this? I turned it in for service because it seems very odd. I’m not towing anything or carrying any abnormal amount of weight (just carpentry tools). 

 

Surprised the dealer didn't say that is normal.  This engine runs a little warmer than your traditional gas engine.  GM purposely has it setup to do so.

When you tow, it actually runs a little cooler.

[2020turbomax3.0chevyxlt4x4]

24 minutes ago, SkiDooNick700 said:

 

Surprised the dealer didn't say that is normal.  This engine runs a little warmer than your traditional gas engine.  GM purposely has it setup to do so.

When you tow, it actually runs a little cooler.

On a hot day through the mountains during week two of owning it. (Had 80 miles when I bought it) the engine temperature went to 236. Now I’m no professional mechanic but that seems a bit too hot. Especially for a new vehicle. I understand the it requires to get hot for efficiency and also to clear out diesel exhaust. But for a truck to be close to distortion levels this early into ownership... what do you think?

 

 

Edited September 18, 2020 by 2020turbomax3.0chevyxlt4x4

[Jav_eee]

what do you think?
 

I think you need to relax. That’s normal operating temps for that engine. The 3.0 is not your normal 5.3 or 6.2 or 5.0 or 4.6....


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[BurnsMax]

Completely normal.  Mine always does it when its cold and usually only does it once every time I drive it when it's a cold engine.

[SkiDooNick700]

8 hours ago, 2020turbomax3.0chevyxlt4x4 said:

On a hot day through the mountains during week two of owning it. (Had 80 miles when I bought it) the engine temperature went to 236. Now I’m no professional mechanic but that seems a bit too hot. Especially for a new vehicle. I understand the it requires to get hot for efficiency and also to clear out diesel exhaust. But for a truck to be close to distortion levels this early into ownership... what do you think?

 

 

Nice truck - I'm jealous lol.  The 3.0 really interests me. 

 

Regarding the temp, I mean GM built this engine ground up to operate well in to the low 200s. Yes - I would be concerned just like you if I wasn't informed on this topic.

 

On the other hand as others mentioned,  GM did not build the 5.3/6.2 to operate well into the low 200s.  

 

I'm not sure how well the dealers, or more specifically the sales people, are informed of these new technologies.   Heck, most sales guys probably don't know what engine their own car has .  

Of course on the back end of things your service guy should also be informed. 

 

I am lucky to have a service guy who is in to cars as a hobby so he's pretty up to date on things.   Even his office is decorated with car stuff. 

The other service people.... not so much. 

 

I'm getting off topic!

[2020turbomax3.0chevyxlt4x4]

Thank you all for your replies!!!

[2020turbomax3.0chevyxlt4x4]

Update: Service department found no codes, found nothing wrong. They did see the temperature fluctuate a lot as did I. Luckily an engineer from GM came in to take a look and check if any updates were missing and there was one but it didn’t change the fluctuation. The truck is so new to them you all know more about it. Even their mechanics, even their engineers..... let that soak in haha guess I’ll be calling Detroit motors about the 3.0 engine temp and I’ll update you with any new information. 

[chris84]

Did a 2500mi road trip this past week. Out to Colorado & then back to Wisconsin.

 

Was averaging 22-26 mpg. -Nebraska seems to have crappy fuel, had lower mileage both ways after filling up there.

Had just had my oil changed the week before & the dealer filled the DEF for me - used about 40% of it over this trip, was still at 25% before the oil change with around 4850mi.

 

My adaptive cruise disabled itself at one point - right after the sun came up heading into it. Not sure if that caused it, after stopping to fill up about an hour later it was working again.

 

There seems to be a mileage point at which it will do a regen, whether the DPF is at 100% or not. Driving I-70 over the continental divide actually had the soot load going down without a regen. After about 4 hours of driving seems to also have the DPF soot load hold pretty steady or decrease. 

[BurnsMax]

You will also see the temperature spike when the truck is in a DPF regen as well

[redwngr]

1 hour ago, chris84 said:

Did a 2500mi road trip this past week. Out to Colorado & then back to Wisconsin.

 

Was averaging 22-26 mpg. -Nebraska seems to have crappy fuel, had lower mileage both ways after filling up there.

Had just had my oil changed the week before & the dealer filled the DEF for me - used about 40% of it over this trip, was still at 25% before the oil change with around 4850mi.

 

My adaptive cruise disabled itself at one point - right after the sun came up heading into it. Not sure if that caused it, after stopping to fill up about an hour later it was working again.

 

There seems to be a mileage point at which it will do a regen, whether the DPF is at 100% or not. Driving I-70 over the continental divide actually had the soot load going down without a regen. After about 4 hours of driving seems to also have the DPF soot load hold pretty steady or decrease. 

Adaptive cruise is camera based. 

If it can't see, it won't run. 

 

It's not just soot based.

Regen can/will trigger off:

- miles driven

- fuel burned

- soot load

- engine hours 

-- there maybe others 

 

 

[Jav_eee]

Have you read about the cooling system in the 3.0? It’s pretty wild. Sends coolant where it’s needed, supposedly...

 

Regens need heat to burn off the soot. For those interested there’s a product called Better Diesel FBC that is supposed to extend time between regen intervals and make the soot burn off easier/faster. Super popular in the powerstroke world.

 

 

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[redwngr]

Here's some info about the 3.0 cooling system:

 

https://gm-techlink.com/?p=12050

New Duramax Diesel 3.0L 6-Cylinder Engine Powers Up Silverado 1500, Sierra 1500

September 13, 2019

The all-new Duramax^® Diesel 3.0L inline 6-cylinder turbocharged engine (RPO LM2) delivers plenty of power — producing 282 horsepower and 450 lb.-ft. of torque — along with impressive fuel economy — an estimated 30 mpg (7.8L/100km) highway on 2WD models — in an efficient package. (Fig. 1) Available on 2020 Silverado 1500 and Sierra 1500 models, it’s paired with the 10L80 10-speed automatic transmission (RPO MQB).

 

Fig. 1

 

Turbocharged Performance

The dual overhead camshaft (DOHC) engine uses an aluminum block with six pressed-in iron sleeves and a high pressure diesel fuel injection system. The lower oil pan is made of dual-layer stamped aluminum. (Fig. 2)

The 3.0L diesel engine uses SAE 0W-20 dexosD diesel engine oil. Do not add anything to the oil.

 

Fig. 2

 

The turbocharger is a variable nozzle design with an electric vane actuator attached to the exhaust manifold. The Variable Geometry Turbine (VGT) body assembly contains a contact-less inductive VGT position sensing element that is managed by a customized integrated circuit. The VGT position sensor provides a signal voltage that changes relative to the VGT vanes angle. The customized integrated circuit translates the voltage based position information into serial data using Single Edge Nibble Transmission (SENT) protocol. The VGT position sensor information is transmitted between the VGT body and the Engine Control Module (ECM) on the signal/serial data circuit. The ECM decodes the serial data signal and is used as voltages for the VGT position sensor.

The intake manifold houses the integrated intercooler. The intercooler system includes an air cooler/heat exchanger built into the intake, a charge air cooler (CAC) radiator assembled in the front fascia, and an electric coolant pump. The CAC coolant pump provides operational and diagnostic feedback to the ECM. (Fig. 3)

 

Fig. 3

 

The fuel system features a 3-phase electric fuel pump in the fuel tank that is controlled by the fuel pump driver control module and the ECM. Fuel is pumped from the fuel tank to the fuel filter assembly, which consists of a fuel filter/water separator, fuel heater, fuel temperature sensor, and a water in fuel sensor.

The ECM controls the fuel injection timing and has the ability to learn injector timing performance. Under the correct operating conditions, the ECM will pulse each injector individually and measure the changes in rotational speed of the crankshaft using the input from the crankshaft position sensor. The ECM will run this diagnostic at one fuel rail pressure operating point for each injector. The ECM stores the injector timing value.

 

Active Thermal Management

The Active Thermal Management (ATM) system on the 3.0L diesel engine distributes coolant through the engine in a targeted manner, sending heat where it’s needed to warm up the engine and reduce friction. It also promotes quicker heating of the passenger compartment and enhanced engine cooling during high power operation. The system uses a conventional engine-driven coolant pump while the ECM controls the ATM system using feedback from various coolant temperature sensors.

The engine coolant flow control valve assembly that is part of the ATM system uses two chambers to control coolant flow. (Fig. 4) The first chamber controls the coolant flow rate across the radiator and bypass. The second chamber controls the flow to the transmission and engine oil cooler as needed, providing heated coolant from the EGR/turbocharger return circuit or cold coolant directly from the pump outlet.

 

Fig. 4

 

Exhaust Aftertreatment System

The exhaust aftertreatment system is designed to reduce the levels of hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and particulate matter (PM) pollutants remaining in the engine’s exhaust gases before they exit via the vehicle’s exhaust tailpipe. NOx is controlled by a Selective Catalytic Reduction (SCR) converter combined with precise injections of Diesel Exhaust Fluid (DEF), while PM is controlled by a diesel particulate filter (DPF). To reduce packaging volume and manufacturing cost, the SCR catalyst on the DPF is coated to form an SCR-coated DPF, or a Selective Catalytic Reduction on Filter (SCRoF). The close coupled DOC along with the SCR on Filter are integrated into one assembly.

In the DPF, particulate matter consisting of extremely small particles of carbon remaining after combustion are removed from the exhaust gas by the large surface area of the DPF. DEF is injected into the exhaust gases prior to entering the SCRoF stage. Within the SCRoF, NOx is converted to nitrogen (N2), carbon dioxide (CO2), and water vapor (H20) through a catalytic reduction fueled by the injected DEF.

The exhaust aftertreatment system components (Fig. 5) include:

1. Exhaust temperature sensor
2. DEF injector mounting flange
3. Exhaust pressure differential sensor pipe
4. Exhaust pressure differential sensor pipe
5. EGR flange
6. NOx catalytic converter assembly
7. Particulate matter boss
8. Exhaust back pressure valve

 

Fig. 5

 

The DEF fill, identified by a blue cap, is located behind the fuel fill door. (Fig. 6) After filling the DEF tank, unless the DEF tank was empty, there may be a short delay before the increased fluid level is detected and the DEF level indicated on the Driver Information Center is updated.

 

Fig. 6

 

Automatic Engine Stop/Start System

Designed to help conserve fuel, the Automatic Engine Stop/Start system may turn off the engine when the brakes are applied and the vehicle is at a complete stop, if the required operating conditions are met. The tachometer will read Auto Stop.

The Stop/Start system can be disabled and enabled by pressing the Stop/Start switch on the center of the instrument panel. (Fig. 07) The system is enabled each time the vehicle is started.

 

Fig. 7

 

An auxiliary electric engine coolant pump motor (Fig. continually circulates engine coolant through the heater core while the Stop/Start system has shut down the engine and the ambient temperature is colder than 59°F (15°C) to maintain the passenger compartment temperature.

 

Fig. 8

 

The 3.0L diesel engine also features an active engine mount system to enable an optimal balance between vehicle Noise Vibration and Harshness (NVH) performance and vehicle dynamics, including during Automatic Engine Stop/Start events. There is a single solenoid on each active engine mount that is energized during an ignition event and switched on for idle and driving events. The solenoid valves are supplied with battery voltage through a single fuse and are controlled by the ECM.

 

Normal Sounds After Engine Shut-Off

After the 3.0L diesel engine has been shut off, several sounds may be heard in the engine bay. These sounds may be caused by the following components performing a cleaning cycle:

• Turbocharger linkage (Fig. 9)
• Exhaust throttle valve
• Intake manifold swirl valve

 

Fig. 9

 

The sounds are normal operating characteristics of the vehicle and do not impact the designed performance or reliability of the vehicle.

Refer to Bulletin 19-NA-188 for additional information.

 

Special Tools

The following new tools were released for the 3.0L diesel engine:

Tool Number	Description
EN-52445	Camshaft Tool
EN-52446	Rear Crankshaft Seal Installer
EN-52448	High Pressure Fuel Pump Tool
EN-52449	Engine Stand Adapter
EN-52451	Fuel Injector Remover
EN-52452	Installer, Front Crankshaft Seal
EN-52474	Engine Lift Bracket Assembly
EN-52579	Crankshaft Rotator Tool
EN-52586	Fixing Pin, Crankshaft Timing
EN-50717-20	Valve Spring Compressor Adapter

 

For more details about the new 3.0L Duramax diesel engine, refer to Bulletin #19-NA-180.

[Ojustracing]

On 9/18/2020 at 2:52 AM, 2020turbomax3.0chevyxlt4x4 said:

Just purchased a 2020 Chevy duramax 3.0 turbo diesel XLT 4x4 towing package. My engine temperature has been going above 210 on a regular basis and the engine temp fluctuates between 210-235. Has anyone had this? I turned it in for service because it seems very odd. I’m not towing anything or carrying any abnormal amount of weight (just carpentry tools). 

Can I ask?  In a later post you stated the truck goes 236 degrees  That is a very specif number.  Are you going off the manual gauge or are you looking at the ECM data through a App or I-dash.  I view coolant data through the Torque Pro app.  Highest coolant temp I've seen is 226F.  What I have found is that the ECM is trying to increase the oil temps to about 230 when the coolant goes over 220.  The inverse is true also.  I've seen high 180-190 temps when the ecm is trying to lower 250-268 oil temps.  Its rather neat to watch.