It’s all about how something is built. Unfortunately they put all their money and brain power behind the 4 cyl. And daddy government loves turbos because emissions. It’s gay as hell but nothing we can do about it. I just wish they would at least make an inline 6 version.
I currently drive a V8...if they made reliable V8s in 2024-2025, I'd consider them for sure. Been in search of a new truck but, honestly my old 5.7L is better. I burn a 1/2qt of oil every 5,000m and I'm at 233k miles on the clock.
We service three 2023 GMCs for one customer. He traded in his Fords for these. 1500 with a 5.3, burns about a half quart every three thousand miles. The 2500 with the 6.6 gas burns a quart every 1,500 to 2,000 miles. also a 2500 6.6 DSL. One quart every 2,000 to 3,000 miles. The gas engine gets their oil and filter changed every 3,000 miles. They both have over 60,000 miles on them. No engine issues. I feel the 7,500 to 10,000 oil change is what is killing every modern engine. The Ford engines are in the same world. 3,000 miles oil change with OEM filter. We service many T350 vans with over 400,000 miles. Never needed, turbos, timing chains, camshaft phasers . Valve cover and timing cover never removed. Run a good full synthetic oil and an OEM Ford filter, change it every 3,000 miles. The newer 3.5 NA has 12 quarts of oil, we service them at 5,000 miles.
One of the first things I did was get the range technologies AFM disabler computer module and plugged it into the truck. 62k going strong. No oil issues no lifter issues. 5.3l V8 it's truly an engine saver , runs in V8 100% of time as it should. Just my personal experience.2020 Silverado LT 1500
If you watch a video simulation of how the system operates it is shocking that the failures are not more frequent. The oil pressure pulse that deativates the lifter is not a robust design nor is lifter itself. Hoping a relaxed CAFE standard will end this DFM madness.
Honestly…gm is probably the best of the lot, as sad as that is. I’ve owned newer fords, gm’s, and Toyotas and the gm’s felt built the best and were the only ones that didn’t give me significant issues.
2004 5.3. Ya keep it. Good engine. I’m not a Chevy guy anymore. Have my reason. But those 5.3 are good overall. Weird how all of a sudden there going through lifters. I known about there piston slap issue and oil consumption. I had that issue with my ole 6 L GM. That was a 2003 model
@@markball7028 Or. whom ever the supplier that are making these lifter parts have no quality control or specs when it comes to casting there lifters or cams. Yet some engines are ok with mds and some blow up. Hard to make sense of it. Same goes for the Hemi’s. But the fatality rate on Hemi’s is 1%. Low but still to high. Or of course no one does oil changes or proper maintenance and expect it to last.
There is a dealer near me that sells all three domestic brands and I talked to a mechanic that worked in their service department. I asked him which half tons seem to be the most reliable these days and he said it’s probably a tie between the F150 coyote v8 or the GM turbo max 4 cylinder.
I had a 2010 Silverado with the 5.3 L V-8 until 2-1/2 yrs when it was totaled in an accident. No oil consumption or valve train issues. My grandson bought a 2013 with the 5.3 right after that. That engine failed in 3 days. Fortunately, the dealer stood behind and put a used 5.3 as a replacement in the truck. It developed the lifter problem before leaving the shop. So they installed a second used engine. As soon as my grandson got it home, he installed the kit that deactivates the AFM. No problems since. BTW, I bought a ‘21 RAM with the Hemi! I have been very happy with that.
@@toddprater14 you're right. I ordered an '09 Silvy 4x4 Crew 6.2L knowing all it had was VVT for improved power output, no AFM valvetrain and no problems.
@@chadd3367 last good years .. the gmt 800’s are good too everyone says get a 99-06/07 classic .. and I agree , but if you don’t wanna go that old ( god I remember when the new 99 came out). You can get a little newer like the 07-13 , but it must be the 6.2 , the 5.3 gained afm starting in 2007 for the gmt 900’s..if I was looking for a new as possible truck and not wanting afm I would be getting a 2012/13’ …13’s the last year.. the new redesigned 2014 trucks both v8’s have afm..
@toddprater14 yep, but you could still buy a tuner (Hypertech or others) to deactivate the AFM like I did on my K2 '18 Silvy Crew Z71 no problems in the 4 years l had it. You could even deactivate the DFM on T1's until '22 when GM engineers got crafty with locked ECM's. My current '23 AT4 I run in manual mode and never go above 5th in town or 9th on hwy so DFM doesn't activate only does in 10th. Only like 200 rpm difference from 9th to 10th. I also installed an Auto Start/Stop delete module at the battery, no button to have to remember to push every ignition cycle and no drop in oil pressure every time it shuts off at a longer stop or wear and tear on starter and battery cycles. I run 5w30 Mobil 1 Syn instead of the watery thin 0w20 factory fill that is most likely the main reason for valvetrain failures. It runs great and quieter valvetrain on cold starts too, stays in top end better being thicker. The thin crap is all about EPA numbers and no noticeable change in mpg's.
In this day and age there is no excuse for ICE engine failures like we're seeing in recent years from any manufacture. With modern machining technologies, engineering and materials and simply plenty of development time manufacturing ICE engines it's absolutely insane what is going on in the automotive industry. ICE engines should be almost perfect for mechanical reliability by now!
It was the cafe ave moving up that led to them turning off cylinders via special lifters which are not reliable. Trying to get 1mpg more by this stupid method is why people are seeing eng failures. My 6.0 from 2002 has 230k not a single issue. I want a new trail boss but not with all these problems. Any one know if find one without dfm is that a different lifter?
I bought a silverado in july. I went with the 2.7 because of how bad the V8s were and I dind't want to deal with the diesel, the lack of qualified mechanics, the extra maintenance, etc. My biggest complaint about the 2.7 is honestly it's far more powerful than it needs to be on the low end for daily driving, which uses a lot of fuel for no reason. I wish it were actually detuned a bit/had an eco mode so it could have less boost. I get 2-3 mpg from a stop no matter how slow I come up to speed.
Don't watch your "instant" MPG. That mileage is true of anything from a dead stop. I'm averaging about 23-24mpg in a Colorado over the course of almost 10k miles. I was reluctant to buy a turbo, but love this thing in a mid size. The power is ridiculous and so fun.
The issue is that the motor is so small it requires boost to get going in a big heavy vehicle. A 2.7 can't move it from a stop on it's own like (maybe) a 3.5L could. In ford's world it is known as Eco or Boost, your choice. Because of the small motor size, it is Boost more times than not in the Chevy.
@@cmiles97x38 I'm not sure I even grasp your last sentence, but the 2.7 is already making boost and kinda crazy low end power by 1300rpm. It's not like you step on it and wait for it to build. That's why so many people compare it's power delivery to a diesel. It never feels like it's working. The OP is looking at the display that shows "instant MPG" and it's always in single digits from a dead stop. Every engine is, and the effect only lasts for a second or two.
2013 Tahoe, 200k miles, did AFM delete, change oil every 3k miles. no issues. Have 2012 Dodge Charger with 392, have had cam and lifters replaced due to lifter issue at 45k miles. Sometimes you get lucky sometimes you don't.
I have a’23 GMC SIERRA 1500 with the 3 liter LZ0 diesel. DIY oil change is about $50. Fuel filter is $40. DEF consumption is minimal (no towing) about $15 every 5,000 miles. After 18,000 miles average fuel economy is 28 mpg. It’s been a great truck for me.
@ I hope so too. But vehicles obviously are made of thousands of mechanical and electrical parts and something is bound to malfunction at some point. I don’t stress over it but just deal with it when it happens just like all the vehicles that I have owned in the past. No manufacturer makes a perfect vehicle that never breaks down at least I don’t know of one.
I'm considering a Colorado or Nissan Frontier for next truck in 2025. My biggest concern is reliability with GM because I keep vehicles for a long time.
@@ddawson8069 I lost a transmission in my frontier. They ran the cooler lines through the rad. When it fails it mixes. Expensive problem. lol. Turned my off the brand… but… they did recall it after like 2 years.
My 04 Silverado with the 5.3 only has 130k miles. It's a 2 wheel drive and I only get 17 mpg tops. Runs great. No oil consumption. I am always on the fence about getting a new pick up. It's not my daily driver.
@@BrianNC81 I understand what you are saying. The truck is not my daily driver, It's my utility vehicle. My daily driver is a 2013 Volt. 130k miles on it. It still runs good. Don't know how much longer it's going to last. If I had my rathers, I would hope GM would come out with an all electric Colorado that could tow 7k lbs. It would fit in my garage and could serve as a daily driver and utility vehicle. I am retired and do not do that much driving. But I occasionally need a utility vehicle.
Good video. Completely agree with your assessment here. 2.7 and 3.0 are the best options from GM. If you're doing more towing and want something that's relatively reliable then the 3.0 is your best option. 2.7 is good enough for most people's needs. If you're towing your boat to the lake, ATVs or dirt bikes. The 2.7 is plenty enough for that.
My brother in law had the 3.0 Duramax and he had major problems with it twice while still under lease. The second time it broke down he had his family and travel trailer 3 states away. It was the same problem. I can’t remember what it was. The lease was about up so he ended up getting another new Chevy with the 5.3. He hasn’t had any problems with it.
I have a 2023 3.0 diesel trailboss, here’s my take, I short trip it to work 4 miles during weekdays and If it gets near a regen I take it for a 10 mile drive I bought a banks idash to monitor the spot levels. I drive further on weekends and average 23 mpg in town and 26-28 on highway. I have had zero problems until last month when the plastic coolant control valve started leaking and threw a check engine light (20,000 miles) GM has these on backorder and many people like myself have been waiting 2+ months for the replacement part. Great engine quiet, starts good in sub zero temps, fuel efficent. Tows amazing 10 speed is more likable on the diesel vs ford gasser.
I think it's the thin oil. I change my own and run Mobil 1 Full Syn 5w30 and a Wix XP filter in my '23 6.2 Sierra AT4 and it runs great. It's also much quieter on cold start in the valvetrain with the 5w30, it seems to stay up near the lifters when not running being thicker. Haven't noticed a delta in mpgs either. Also, DFM won't activate if you run manual mode and don't shift above 9th gear, it only activates in 10th and only changes maybe 200 rpm from 9th to 10th. I always run in manual and use shift paddles in town and on hwy. I also installed an Auto Start/Stop delete module near the battery. Always stays running now when on 👌🏻
Good to hear. I see the same thing on my old Toyota 5.7L, using 0w 20 the oil doesn't stay up in the drivetrain, drops down and on a cold start after a couple days, timing chain/tensioner clatter for a second or two because the oil is so damn thin/slippery.
@TheCarGuyOnline yep way too thin, all about EPA numbers and it hasn't made a measurable difference in mpg's or loss of power from thicker viscosity, only improved wear protection IMO.
Since they chose not to properly address the AFM / lifter issue they should have at least kept the 4.3 V6 option available.... great long lasting engine..
I had that in a Sierra, then it was replaced with the 2.7L Silverado. The 4.3L was very reliable but underpowered. The 2.7L turbo "feels" like a V-8. I only have 66,000 on the 2020 Chevy, so time will tell if it can match the 4.3L reliability. It is used 99% of the time as a car and never tows, just like the Sierra but the 4 banger turbo gets the same mileage in the same driving as the V-6, around 20.5 on 87 octane and 5,000 mile oil changes.
One of the local law departments where I live is replacing all of their tahoe's, having engine issues left and right. Replacing all of them with the new Ford Interceptor model now available with the Coyote V-8.
Always been a GM guy I guess. First new truck a 91 GMC Sierra, traded in with 197,000 miles for a new 97 GMC Sierra, which was traded in with 191,000 miles for a new 06 Silverado, which was traded in for a 2016 Silverado, which was totaled with 90,000+ miles this year. Current garage queen is a 24 gas 6.6 Silverado. Had a 2013 Wrangler (daily driver) that the engine gave out about 93,000 miles, so current daily driver is a 24 Bronco (4 banger). I've personally always had good luck with GM vehicles (03 Monte had 204,000 when traded in) except a 14 Cruze diesel (nothing major but a pain). All manufacturers recently seem to be making less reliable stuff but as often as most folks trade in their vehicles they might just as well lease them. My goal is 9-10yrs per purchase as long as it's remotely reliable, but i don't have to have "the latest and greatest". As long as consumers keep changing vehicles like socks it's going to continue to get worse. Everyone bitches about poor quality, but keeps buying em in mass quantities. To the manufacturers this says they're doing fine as is.
We have 16 GM trucks in our small fleet. All 5.3’s and 6.6 gas. We’ve had great service from them. Had one 5.3 spit a lifter out at 4700 km. All have over 160,000 km now. We change oil every 5,000 km and use 5/30 pennzoil with wix filters.
Well no surprise here, GM's look good but the fact remains they build very poor vehicles,when ole Mary took over it didn't get better, it got worse ... The scary part is poor quality control is seen in all manufacturers, the industry itself is at a true low... And of course at our expense Great video keep em rolling.
The industry is at a low because it's busy adapting and trying to meet crammed down govt regs, faster then technically feasible. It's also what happened in the late 70s.
Have a 2024 GMC sierra with the 2.7 turbomax. Love the 2.7! My 2 previous trucks were the 5.3 and the 4 cylinder performs just as well as those trucks did. I miss the V8 sound in the summer with the windows down but hearing the turbo whistle makes up for it! 😊
Transmissions are horrible too. My 8L90 went out at 115k miles. GM sent them a brand new valve body that was bad for the rebuild and it took a month and a half to get it rebuilt.
I have a 5.3 2013 1500. 170k miles on it. No mods and no issues with the AFM or lifter issue. Amsoil full synthetic every 7500 miles. Will be trading in on a 3.0 25' once I move to a new state.
The newer pump design I don't like from Ford and on some GM are the wet belt driven pumps....People claim it's no big deal but I just think it's a cost cutting measure. I suppose everything seems to be cost cutting nowadays....it's sad.
Until you have to replace them,that LZO motor has been used in Europe that were designed for cab over trucks, that’s why the belt is located in the back of the engine not the front. You have to pull the transmission to get to it,very time consuming.😮
I know I'm the exception to the rule but every truck I buy I keep them I currently have a 2015 Tundra I bought new and I'm sitting a little over 416,000 miles.. zero issues couldn't give me a brand new truck right now especially a tundra
I’m wondering if some of these engine failures are caused by super thin oil and a bad break in? The thin oil can get by seals and rings much easier when it’s hot than the more viscous oils. One of the main reasons for the thin oil is meeting mpg requirements.
@@lrn_news9171I don't blame you. There's a channel called the Oil Geek or something like that where they tested the different weights in the same engine. More efficient with the lighter oil, but they got more metal from wear in the oil samples. It sounds like the manufacturers know there's more wear from the lighter weight oil, but not enough to be a big risk. It does make a surprising difference in fuel economy though. I would never have expected it.
@@duggydo It's mainly for fuel efficiency. It improves fuel efficiency by like 0.2% or something ridiculous. I might be wrong, you can correct me on this A lot of people have solved the infamous HEMI tick with thicker oil because it provides more thorough lubrication while idling. I'm not a truck owner, I own a 2018 Chevy Cruze LT. On the cap is says 0W-20 but when I google it, they recommend both 5W-30 and 0W-20. I think I'm going with the former next oil change. I'm planning to change the oil every 3,000 to 4,000 in this little turbo engine.
I think it's the thin oil too. I change my own oil and run Mobil 1 Full Syn 5w30 and a Wix XP filter in my '23 6 2 Sierra AT4 and it runs great. It's also much quieter at start up in the valvetrain with the 5w30, it seems to stay up near the lifters when not running being thicker. Haven't noticed a delta in mpgs either. Also, DFM won't activate if you run manual mode and don't shift above 9th gear, it only activates in 10th and only changes maybe 200 rpm from 9th to 10th. I always run in manual and use shift paddles in town and on hwy.
I think the only good new truck to buy is the Frontier. I've not heard of any engine/transmission failures. Yeah its had tiny things here and there but nothing major. Everything else I feel like I hear nothing but bad things.
Why I went with a 24 frontier and my last 2 vehicle were Toyotas. Out of the trucks yes the frontier seems to have the least amount of major issues as other trucks.
Nissan is now fitting the VQ38DD to the Patrol in international markets as well as the JR913E Jatco built, Mercedes designed transmission. I’ll take the combo over anything else on the road today now that the Titan has stopped production.
I like the 2.7L engine but the problem is the 24 gallon fuel tank is the only option. So you are stuck with a travel trailer towing range of like 200 miles if your lucky. If they could offer 32 gallons or more i would find that acceptable for a half ton. The only option for good towing range is the 3.0 or going to the HD.
24 Sierra 3.0 Duramax. Absolutely LOVE this engine. Great power, super smooth and quiet, fantastic fuel economy. Amazing really. Consistently 27 to 29 mpg hwy. Pulls my 8000 lb triple axle boat/trailer easily and even then 15 to 16 mpg.
my 2018 Tahoe 5.3 with 55,000 miles is still holding up...i bought the override plug for my OBD2 to keep it in V8 all the time,and also i change my oil every 2500miles...does not burn oil or no lifter problems...my good friend just bought a new GMC 1500 4cyl turbo and loves it great power and great MPG....good luck everybody
I have the 3.0 and absolutely love it. Zero issues and zips around Southern California mountains easily. Gets better MPG than the 5.3 and 6.2 and preforms much better.
Seems like all the OEMs forgot how to build reliable engines for their full size trucks...seems like the 2.7 in the Colorado / Canyon are the way to go...
Yup, So far, that 2.7L has been great. From 2019 to 2024...that's a pretty good run/proof to me. Lots of folks over 100k with them. Nothing is bulletproof anymore but, they appear to be built well. Now if GM could sort out their transmission issues :)
Ford 2.0 and 2.3 Ecoboost do not have oil pump belts, however, the 2.7, 3.0 and 5.0(Gen 4 truck engine) all have oil pump belts. Personally, I can't stand that design. I have the 2.3 in my Bronco and so far, it's a great little engine. Doesn't burn a drop of oil, gets good fuel economy and is definitely adequate power for the application. Time will tell though. A friend of mine had the GM 2.7 in a couple of his Silverado trucks and I gotta say, it's impressive for its size! Great low end torque!
I understand that the 2.7 has the cylinder deactivation also. Will they not have the same issue ? Has Ford had an issue on the 5.0 with their cylinder deactivation ?
It's not the same, the 2.7 doesn't have lifters as its overhead cam. The way the AFM works on the 2.7 is a lot like how Vtech works on Honda. Number 2 and 3 lobes have different cam lobe ramps, it uses a phaser to shift which cam lobe ramp it uses. When it shifts to the AFM cam lobe it has no lobe or lift so the valves don't open on 2 and 3.
The way they design the AFM on the 2.7L is different, not lifter based, it's camshaft driven. So far, it seems to be more reliable and hasn't been grenading engines later in life...at least so far. Great video here explaining the different approaches, in my opinion, the approach on the 2.7L would be much less chance for lifter issues etc. > ruclips.net/video/UCScizJWHek/видео.html
236K so far. AFM has been turned off for over 100K. Did put a Transmission in at 190K. No bad oil consumption issues yet. 2014 2wd, Silverado, not totally happy with it but I'm not buying another one until GM can sell me one like my 99 LWB 1500. Don't like the glass, tracking, don't like the spying, start/stop and the crappy engine transmission choices. I want knobs, switches and the usual stuff. Not interested in paying for the privilege of being spied on.
Yup, there was a short run of them that ironically would be better due to the events of 2020. Crazy to say. Glad you got one without AFM. Does it still have the AFM lifters though?
What's your opinion on the baby Duramax 2.8 in the older Colorado? I had 1 in my last chevy lease and loved it. Would have bought out lease but dealer service manager said to trade it because warranty was gone it was a very problematic engine
Bought a 2018 Sierra 5.3L new and just changed to a 2024 Silverado High Country 3.0L Duramax diesel. My Sierra V8 (currently with 100k miles) started having problems with the 6-spd transmission - random downshifts without throttle input, odd behavior especially when cold - and now a misfire in cylinder 6 which might be an impending lifter failure. The code it threw didn't specify what caused the misfire. It's also been lightly overheating, but still within GM's spec for temp variation. Not sure if that's an engine issue or radiator inefficiency, but in any case, I decided to move on to the diesel for the fuel savings and alleged long-term reliability. Been less than a week and the truck already threw at least 2 codes, one for emissions system and one for engine and transmission. No change in driveability, but still not reassuring for a truck that's pretty much brand new.
Happy with the 3.0L diesel in our 2022 suburban. No issues and one of the most comfortable long range highway cruisers available. 28 gallon tanks and about 27mpg.
Thank you for the video. Looking at a Chevy pickup truck next year, I like the styling but was well aware of the lifter issues in the V8's and didn't want to deal with Def or emissions . I haven't seen any mechanical failure videos on the 2.7 ..... But how reliable is the 8 speed transmissions ..... I seen your video on the 10 speed transmissions Are the 8 speed transmissions good
They did update the 8spd and haven't had as many issues as the older models, however I think the 8 and 10 speeds both still have valve body issues later in life (approaching 100k). The valve body job isn't bad to do, and you need to keep up with fluid maintenance, the internals are pretty solid.
Honestly the 2.7 is the only reason I bought a silverado. It's a great engine in terms of highway efficiency and power. It's seemingly more reliable than the V8s, so if they didn't offer the 4 cylinder, I'd have wound up with an F150.
My 3.0 after 120k fell apart. Complete cooling system failure, leaking front and rear main seals, and transmission vibration issues. Got hit with $5000 in repairs for the cooling system, passed on the leaking main seals. Then the tranny started having issues. Just cut my losses and traded it in. Ended up buying a 6.2. So far so good but only 28k miles in. Wish me luck!
My realtive is a GM mechanic and owns a 2019 6.2 and had his lifter fail at 120000 km's . I had a 23 ZR2 with the 6.2 and he recommended selling it because of this issue , which i did after one year of ownership . It was a good truck and i liked it ,too bad I was a GM truck guy for 25 years . Got into a lightening on a great deal , its been a great truck so far.
I had a 2009 GMC Sierra with a lifter tick after 2000km and the dealer couldn’t hear it. I run it into the ground with 220,000km when I replaced it. The truck wouldn’t pull my 23 ft travel trailer over 80kph. It sounded like a diesel in the end. I replaced it with a 2021 Duramax. I had a tick in this engine also but after some research, I started using power service diesel additive in the fuel, and the tick went away after a few treatments. I now have 120,000 km with no trouble. This diesel is unbelievable on fuel and uses little DEF fluid. I take meticulous care of my vehicles changing the oil every 5000 km even on the diesel. I drive across Canada at least once a year so I’m counting on dependability.
In the oil consumption issue area I wonder if GM is just now trying to make lower friction piston rings work….. many other manufacturers did that and either made them work right away or went through a few iterations before they got them working…..
Could be part of it. It seems many brands are having oil consumption issues in over the past 5 years, there's only so many things it could be and piston rings could easily be a contributing factor.
You can get a 10 year old Ford F150 with the Coyote V8 and the 6 speed transmission with 100K miles on it for around $15K. That's what I did. Now at 150k miles and no issues, no oil burn, and runs nice. For all of you that claim you don't want or need the new technology and don't want to pay the crazy high prices it's an option. These will do 250K miles without a problem typically and likely more. I've noticed that those who complain about the expensive prices typically won't consider a truck that is old tech.
Would like an explanation of what, if anything, chev has done to the 2.7 to mitigate valve carbon since it is direct injection. On the 3 liter, belt in oil is never a good idea, ask ford.
They have adjusted timing to protect the oil vapor and internally built what is essentially an internal catch can that gets most all of the remaining vapor. This is almost a non-issue these days as most automakers with DI engines do this on their newer engines.
I have a 2020 Silverado with the 2.7. I was very skeptical and pessimistic about this engine. It’s a great engine. A few had injector issues, but other than that it’s fine. I tow a fishing boat and a landscape trailer. I am charging oil every 5k and use good filters and Pennzoil Platinum.
I am looking at buying another new truck within a year, my choice for engines in GM is the 2.7 liter turbo max only, diesels in trucks have too many issues with the DEF, Regen and emissions, they are expensive to own and expensive to maintain, getting work done on them outside of a warranty is ridiculous. If I choose to not go with a 2.7 Silverado then I will go with the Ram 3.0 I-6, as much as I love V8’s, emissions has killed the V8. I would never touch another Ford, they have had more recalls in the last few years than any other manufacturer in history, Ford has had several issues with their 5.0 Coyote engine.
Yup. We are in a world of…. Pick your poison hey? More issues with all. Recalls through the roof… just pick a few of the main issues that your willing to fix and pay for. So sad… hard to become brand loyal now a days. In 2019 I went with my first Ram. So far so good but still have low miles.
Our 2005 Tahoe with 5.3 engine racked up 200,000 plus miles in our 13 years of ownership with no oil consumption issues , no active engine management issues because it didn’t have it as I didn’t order it , and only near the end of our ownership did it start to get the dreaded “ G.M. Engine ticking sound” that signaled to me that it was time to let it go . The Family near us that bought it drove it at least 3-4 more years before I didn’t see it parked in front of their house anymore. It served us well for all those years , but when it came time in 2018 to replace it we jumped ship from General Motors & bought a 2018 Kia Sorrento , 3.3 liter V-6 290 hp all wheel drive , and have made numerous cross country long distance trips in it now , getting mid 20 mpg averages with it and are now reaching the 100,000 mile mark already . The Kia , while being maligned in the medias & comments on line has been phenomenal for us so far , and I’m an almost 65 year old , dyed in the wool G.M. guy who never thought I would leave the fold for a Korean made vehicle . The decision was made due to the decline of the G.M. Brand quality as seen around the time of our purchase, and in hindsight I’m glad we chose our Kia based on what has followed since then . All brands seem to have their issues these days , and that’s one more reason I’m keeping our 2002 GMC Sierra LB-7 powered Crew cab truck probably until I can no longer drive . Injector issues aside ( 2 full sets now in 22 years of ownership, and 2 water pumps ) it has been one of the most reliable vehicles I’ve ever owned , but after seeing ALL the issues on newer trucks with diesel power and all the recalls / warranty claims & now rear differential failure issues I’ll never purchase a new truck now from any of our major American brands or even Toyota / Nissan manufacturers. Nothing is built to last anymore, sadly .😕
Where I used to work they got a Silverado four banger as a run around vehicle. I only drove it once but it seemed OK. I do not tow anything and do not drive that much any more. A four cylinder would probably be fine for what I need. However I had bad luck with some previous GM vehicles and getting past that hurdle is not easy. Just going to keep my reliable Toyota sedan for the time being.
Is this all related to that cylinder deactivation system? Are the failures always on the cylinders that get deactivated? And last question, GM did not have cylinder deactivation a couple of years ago because of the chip shortage during the Covid scare. They were selling vehicles without the chip that controls the cylinder deactivation, my son has one of those.
I have a 2000 Ford XLT with the V6 and a 2020 Taco, and both have had no issue. I'm pretty sure I'll keep em forever with all the issues new vehicles are having and nice not having a payment
2019 Trail Boss. 119k miles. Oil changes every 5-6k miles. Since around 60k miles need to add anywhere from 1-2 quarts between oil changes 🤦🏽♂️. Now trying to decide if I should just trade it for something else since I’m constantly feeling like I’m driving a ticking time bomb at this point.
My 6.2L has always eaten more oil than i liked. In 7500 mile oil changes (which is really to long between changes) it usually consumes 0.75 of a quart of the 8 quarts. The last oil change i had to add like 4 times so was more like 1.1+ quarts. At 50K mile and made the decision to change now every 5K miles. For the first time in my life taking a vehicle to the dealer for service. As GMC is only 4 blocks from my house. I just wonder if the cheap oem oil contributes to the high consumption. Rule is I check it when i get home. I usually add a little when brand new so its higher on the dip stick. And twice between oil changes. I recommend as well spraying seafoam into the intake once an oil change to get the carbon out of the intake.
It’s surprising that GM did not fix the lifter issues. My boss had a 2015 Escalade and he had the lifters issue at 60,000 miles had to redo the whole engine.. as an owner of a 2022 Toyota tundra with the new bad engine, but I’m still running 60,000 miles and I have an engine replacement on order by my dealer because I’m on the first batch of VIN numbers I would like to be featured on your channel and talk about some of the things I’ve experienced with my tundra
You are a brave early adopter of the 2022. Glad they are getting you a new engine, and it's a crate, not a rebuild. Do you plan on keeping it after the new engine?
my 2006 chevy 4X4 with a 5.3 has almost 200 thousand miles ,no problem with the engine, or transmission, it ain't pretty anymore, but it absolutely repliable, I use it every day to haul 4x12 sheets of drywall for work
Max i tow is 3,500 pounds to 4,000 pounds like acouple times a year. Most of the time under 3,000 pounds. Ive been looking at a chevy custom 2.7. Because lack of reliable options. Doesn't make sense to get a chevy colorado to me with a family for interior room, plus they don't offer a long bed in the colorado and canyon anymore, im guessing people don't use the bed of trucks anymore.
Haven’t had any issues with our 5.3L but the next one I get will probably be the 3.0L diesel. I’d consider the 2.7L because the real world fuel economy is actually pretty good. But it’s not that widely available in higher trims.
I’ve had a 16 a 19 and now a 24 i ride them to about 100k change my oil at 3000 miles never had a problem I think you just need to change it more often than what is recommended it makes sense the oil is lighter weight but they say you can drive it more miles that never made sense to me
It’s so ridiculous they keep having these lifter issues when they make a non DOD L8T engine that has an old school valve train. I guess they don’t meet emissions or something?
Whoa!!! V8 good 4cyl bad, haven’t you heard?? Jk. Great video. Best bet for v8 is the coyote , or Zilla or mini zilla. They have port and direct injection. Gm really dropped the ball here.
My 2014 began using 2 litres every month, I got rid of it before the trans blew too, that 6 speed started shifting really bad. Oh, and bearings in the front diff were shot. I got 180K out of it so I actually feel lucky...
GM has had this problem since 2007-2008. Their latest update is that it’s not a warranty issue it’s a design flaw. All they have to do to fix it is go back to the gen 3 engines and put the gen 3 lifters in it and the gen 3 camshaft. Intentionally choosing not to fix the design is what will end them.
I know they have an issue, but I work out in the West Texas oilfield we have five Chevrolet trail bosss with 6.2 L in them. All of them are well above 220,000 miles and Travis's truck has 294,000 on it and 8088 engine hours and never had a minute trouble out of any of them. They get cranked up at 6 AM in the morning and get home at about 7 PM every day. The one I drive is a 2021 model with 206,000 miles on it right now just scrolling through the menu engine has 6907 hours on it I would imagine nearly half of that time is idle time These babies get ran seven days a week, they don't have time to break down, hey maybe that's the key to longevity is worth the piss out of them. Now we also purchased four of those little turd minimax 3.0 diesels about nine months ago all of them already have 35 to 50,000 miles on them and they have been in the shop at least two or three times apiece for some sort of BS emissions crap leaving you dead on the side of the highway All of our trail boss trucks are going to be replaced in January with brand new ZR2 with the 6.2 L can't wait to get them bad boys here.
2022 Chevy Silverado Trail Boss with 5.3. I change my oil consistently and on time and use Amsoil signature series. I’m at 48,800 miles. Yesterday I was inspecting my oil levels after a short road trip and noticed on the dipstick was completely dry. I was shocked prior to the road trip. The level of oil was indicated on the dipstick. Luckily, I had a quart of oil on hand and filled the engine and re-examine the dipstick. I was a court low. This is the first time it’s happened on this vehicle. I was shocked. I had the same issues with my 2007 Chevy Silverado 1500. I traded it in for Colorado ZR two in 2018 that had transmission problems. I traded it in for my 2022 Chevy Silverado trail, boss. It has transmission problems and is now burning oil. Chevy is letting me down.
Had this happen with my 2021 6.2l Engine let go on the highway, cooked 3 main bearing, 4 connecting rod bearings, and needed a new engine. Waited 6 weeks for new engine, took a 1700 mile round trip, started leaking oil from oil level sensor. 13hr job to replace. Traded it for a 2017 denali 6.6l L5P and deleted. No more issues and a much better truck. 🤷♂️
How right you are my 09 gmc with 442974 miles was all good till 410 000 when the rear Main started leaking then then lifters started ticking always kept oil full was going thur 4 qts a week was driving it when the engine sized up have a 94 chev 2500 400.000 miles still doesn't
Traded in my 2019 with 5.3 at 37k miles. No issues but felt it was a ticking time bomb. Got the 2500HD. My 2011 with the 4.8 non AFM is reliable and has no issues at 160k. Get rid of cylinder management GM.
We have a Tahoe at work. It didn’t make it 5k miles before the lifters failed. 5k miles later a rod went through the side of the block. All replace under warranty but still, what the hell is going on.
Looks like the epa will not let them build em’ like the old days and eliminate afm or dfm and direct injection… so the next best step is these automakers starting to build their own parts back here in the states, cause all these Chinese parts they buy to assemble these vehicles and engines are cheap Chinese crap…
Newer hemis have DOD as well. So the lifters can fail as well unfortunately . Only trucks running V8 all the time with no cylinder deactivation are supremely reliable.
I just had a lifter go out in my 2015 5.7 hemi, it had 130k miles. I noticed at around 110k on the interstate when it would shift to 4cyl mode it was getting rougher and rougher. Finally it was making a hell of a noise, sounded like a damn cement mixer not to mention the really loud valve float it had for the last 2 or 3k miles before it ate itself. So 2 weeks ago I took it in to the dealer where they also sell GMC and traded it on a brand new 2024 Sierra with the 2.7. So far the 2.7 is impressing me, hauls our 22 ft trailer with my tractor or my sxs great.
It’s shitty that the tuning is so locked down. If gm can’t 6:13 make a good product, let us fix it after market. If I keep my 2019 6.2 for any amount of time (has less than 20k rn) I’m going to perform a real afm delete and swap the cam and lifters. But it sucks that it’s like 2k to tune engine and the transmission. I love the truck, and trans is so much better than the 8 speed I had previously.
![Felix "Unfair" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/Oswujxm2Ag0/mqdefault.jpg)
It's pretty bad when you have to consider passing on a naturally aspirated V8 and buy a four banger turbo... the World has turned upside down.
It’s all about how something is built. Unfortunately they put all their money and brain power behind the 4 cyl. And daddy government loves turbos because emissions. It’s gay as hell but nothing we can do about it. I just wish they would at least make an inline 6 version.
@@bradyb2233
Why not make a turbo 8 cyl then? 🤔🤔🤔
@@MontanaMan93 Ask your government. Unlawful enforcement from the EPA and such. It’s a form of cancer.
I currently drive a V8...if they made reliable V8s in 2024-2025, I'd consider them for sure. Been in search of a new truck but, honestly my old 5.7L is better. I burn a 1/2qt of oil every 5,000m and I'm at 233k miles on the clock.
We service three 2023 GMCs for one customer. He traded in his Fords for these. 1500 with a 5.3, burns about a half quart every three thousand miles. The 2500 with the 6.6 gas burns a quart every 1,500 to 2,000 miles. also a 2500 6.6 DSL. One quart every 2,000 to 3,000 miles.
The gas engine gets their oil and filter changed every 3,000 miles. They both have over 60,000 miles on them. No engine issues. I feel the 7,500 to 10,000 oil change is what is killing every modern engine.
The Ford engines are in the same world. 3,000 miles oil change with OEM filter. We service many T350 vans with over 400,000 miles. Never needed, turbos, timing chains, camshaft phasers . Valve cover and timing cover never removed. Run a good full synthetic oil and an OEM Ford filter, change it every 3,000 miles. The newer 3.5 NA has 12 quarts of oil, we service them at 5,000 miles.
One of the first things I did was get the range technologies AFM disabler computer module and plugged it into the truck. 62k going strong. No oil issues no lifter issues. 5.3l V8 it's truly an engine saver , runs in V8 100% of time as it should. Just my personal experience.2020 Silverado LT 1500
GM has had this lifter issue for years and has done nothing to redesign the system.
If you watch a video simulation of how the system operates it is shocking that the failures are not more frequent. The oil pressure pulse that deativates the lifter is not a robust design nor is lifter itself. Hoping a relaxed CAFE standard will end this DFM madness.
@@jgmullins1 Some claim that using thicker oil protects the lifters
Typical ass hole GM response. I’m done with all US manufacturers!!
They doubled down. Went from afm to dfm. They don’t care about reliability.
@@gtrance3567 Kinda strange though because some people reach like 250,000 miles without that issue and others get it at 20,000 miles lol
Everything new is absolute garbage right now and they cost 50%+ more than 3 or 4 years ago
And GM isn't even the worst example. A new Toyota truck's value proposition is a joke these days.
Facts
Honestly…gm is probably the best of the lot, as sad as that is. I’ve owned newer fords, gm’s, and Toyotas and the gm’s felt built the best and were the only ones that didn’t give me significant issues.
@@0HOON0 Toyota Hilux > any GM product
@@ThunderRunnerno you haven’t. Gm has always been the worse
I was thinking about selling my 5.3 2004 avalanche with 200k miles, but I guess I will keep driving this indestructible engine. Good video!
Yup, keep going
2004 5.3. Ya keep it. Good engine. I’m not a Chevy guy anymore. Have my reason. But those 5.3 are good overall. Weird how all of a sudden there going through lifters. I known about there piston slap issue and oil consumption. I had that issue with my ole 6 L GM. That was a 2003 model
Those early LS’s without all the AFM garbage are fantastic and very reliable engines. The EPA has destroyed reliability.
@@markball7028 Or. whom ever the supplier that are making these lifter parts have no quality control or specs when it comes to casting there lifters or cams. Yet some engines are ok with mds and some blow up. Hard to make sense of it. Same goes for the Hemi’s. But the fatality rate on Hemi’s is 1%. Low but still to high. Or of course no one does oil changes or proper maintenance and expect it to last.
STill got my eye on the 2.7 when my Hemi eats it's Cam. I still think it's the best option in todays market.
There is a dealer near me that sells all three domestic brands and I talked to a mechanic that worked in their service department. I asked him which half tons seem to be the most reliable these days and he said it’s probably a tie between the F150 coyote v8 or the GM turbo max 4 cylinder.
I had a 2010 Silverado with the 5.3 L V-8 until 2-1/2 yrs when it was totaled in an accident. No oil consumption or valve train issues. My grandson bought a 2013 with the 5.3 right after that. That engine failed in 3 days. Fortunately, the dealer stood behind and put a used 5.3 as a replacement in the truck. It developed the lifter problem before leaving the shop. So they installed a second used engine. As soon as my grandson got it home, he installed the kit that deactivates the AFM. No problems since. BTW, I bought a ‘21 RAM with the Hemi! I have been very happy with that.
If you woulda got a 1500 from 2007-13 with the 6.2 you woulda been fine the 6.2 in these years don’t have afm …L9H
I heard the hemi can have lifter issues just less frequently than the GM engines.
@@toddprater14 you're right. I ordered an '09 Silvy 4x4 Crew 6.2L knowing all it had was VVT for improved power output, no AFM valvetrain and no problems.
@@chadd3367 last good years .. the gmt 800’s are good too everyone says get a 99-06/07 classic .. and I agree , but if you don’t wanna go that old ( god I remember when the new 99 came out).
You can get a little newer like the 07-13 , but it must be the 6.2 , the 5.3 gained afm starting in 2007 for the gmt 900’s..if I was looking for a new as possible truck and not wanting afm I would be getting a 2012/13’ …13’s the last year.. the new redesigned 2014 trucks both v8’s have afm..
@toddprater14 yep, but you could still buy a tuner (Hypertech or others) to deactivate the AFM like I did on my K2 '18 Silvy Crew Z71 no problems in the 4 years l had it. You could even deactivate the DFM on T1's until '22 when GM engineers got crafty with locked ECM's. My current '23 AT4 I run in manual mode and never go above 5th in town or 9th on hwy so DFM doesn't activate only does in 10th. Only like 200 rpm difference from 9th to 10th. I also installed an Auto Start/Stop delete module at the battery, no button to have to remember to push every ignition cycle and no drop in oil pressure every time it shuts off at a longer stop or wear and tear on starter and battery cycles. I run 5w30 Mobil 1 Syn instead of the watery thin 0w20 factory fill that is most likely the main reason for valvetrain failures. It runs great and quieter valvetrain on cold starts too, stays in top end better being thicker. The thin crap is all about EPA numbers and no noticeable change in mpg's.
In this day and age there is no excuse for ICE engine failures like we're seeing in recent years from any manufacture. With modern machining technologies, engineering and materials and simply plenty of development time manufacturing ICE engines it's absolutely insane what is going on in the automotive industry. ICE engines should be almost perfect for mechanical reliability by now!
It was the cafe ave moving up that led to them turning off cylinders via special lifters which are not reliable. Trying to get 1mpg more by this stupid method is why people are seeing eng failures. My 6.0 from 2002 has 230k not a single issue. I want a new trail boss but not with all these problems. Any one know if find one without dfm is that a different lifter?
I bought a silverado in july. I went with the 2.7 because of how bad the V8s were and I dind't want to deal with the diesel, the lack of qualified mechanics, the extra maintenance, etc.
My biggest complaint about the 2.7 is honestly it's far more powerful than it needs to be on the low end for daily driving, which uses a lot of fuel for no reason. I wish it were actually detuned a bit/had an eco mode so it could have less boost. I get 2-3 mpg from a stop no matter how slow I come up to speed.
Don't watch your "instant" MPG. That mileage is true of anything from a dead stop. I'm averaging about 23-24mpg in a Colorado over the course of almost 10k miles. I was reluctant to buy a turbo, but love this thing in a mid size. The power is ridiculous and so fun.
The issue is that the motor is so small it requires boost to get going in a big heavy vehicle. A 2.7 can't move it from a stop on it's own like (maybe) a 3.5L could. In ford's world it is known as Eco or Boost, your choice. Because of the small motor size, it is Boost more times than not in the Chevy.
@@cmiles97x38 I'm not sure I even grasp your last sentence, but the 2.7 is already making boost and kinda crazy low end power by 1300rpm. It's not like you step on it and wait for it to build.
That's why so many people compare it's power delivery to a diesel. It never feels like it's working. The OP is looking at the display that shows "instant MPG" and it's always in single digits from a dead stop. Every engine is, and the effect only lasts for a second or two.
2013 Tahoe, 200k miles, did AFM delete, change oil every 3k miles. no issues. Have 2012 Dodge Charger with 392, have had cam and lifters replaced due to lifter issue at 45k miles. Sometimes you get lucky sometimes you don't.
Especially with a JUNk DODGE
I have a’23 GMC SIERRA 1500 with the 3 liter LZ0 diesel. DIY oil change is about $50. Fuel filter is $40. DEF consumption is minimal (no towing) about $15 every 5,000 miles. After 18,000 miles average fuel economy is 28 mpg. It’s been a great truck for me.
DEF is a bullshit scam
Just hope your coolant valve holds together. Mine just broke at 60k, the part is on backorder. Wait times are 1-8 months from what im hearing.
@ I hope so too. But vehicles obviously are made of thousands of mechanical and electrical parts and something is bound to malfunction at some point. I don’t stress over it but just deal with it when it happens just like all the vehicles that I have owned in the past. No manufacturer makes a perfect vehicle that never breaks down at least I don’t know of one.
I'm considering a Colorado or Nissan Frontier for next truck in 2025. My biggest concern is reliability with GM because I keep vehicles for a long time.
yeah dude i had a 2018 Frontier and liked it so much bought a 2020 Titan.
@@ddawson8069 I lost a transmission in my frontier. They ran the cooler lines through the rad. When it fails it mixes. Expensive problem. lol. Turned my off the brand… but… they did recall it after like 2 years.
My 04 Silverado with the 5.3 only has 130k miles. It's a 2 wheel drive and I only get 17 mpg tops. Runs great. No oil consumption. I am always on the fence about getting a new pick up. It's not my daily driver.
Those were some of the most reliable they made
Mine has 250k original plugs, coolant, only one power steering pump.
That's pretty low miles for a 20 year old truck I have a 03 with 220k miles still going strong
Unless you have money burning a hole in your pocket and the 04 is meeting your needs, would keep it.
@@BrianNC81 I understand what you are saying. The truck is not my daily driver, It's my utility vehicle. My daily driver is a 2013 Volt. 130k miles on it. It still runs good. Don't know how much longer it's going to last. If I had my rathers, I would hope GM would come out with an all electric Colorado that could tow 7k lbs. It would fit in my garage and could serve as a daily driver and utility vehicle. I am retired and do not do that much driving. But I occasionally need a utility vehicle.
Good video. Completely agree with your assessment here.
2.7 and 3.0 are the best options from GM. If you're doing more towing and want something that's relatively reliable then the 3.0 is your best option. 2.7 is good enough for most people's needs. If you're towing your boat to the lake, ATVs or dirt bikes. The 2.7 is plenty enough for that.
My brother in law had the 3.0 Duramax and he had major problems with it twice while still under lease. The second time it broke down he had his family and travel trailer 3 states away. It was the same problem. I can’t remember what it was. The lease was about up so he ended up getting another new Chevy with the 5.3. He hasn’t had any problems with it.
I have a ‘22 with a 2.7lt and it’s at 75k miles now. No issues at all with regular maintenance. It’s surprisingly adequate for most needs.
@ That's anecdotal experience, the 5.3 typically has more problems than the 3.0 on average.
I have a 2023 3.0 diesel trailboss, here’s my take, I short trip it to work 4 miles during weekdays and If it gets near a regen I take it for a 10 mile drive I bought a banks idash to monitor the spot levels. I drive further on weekends and average 23 mpg in town and 26-28 on highway. I have had zero problems until last month when the plastic coolant control valve started leaking and threw a check engine light (20,000 miles) GM has these on backorder and many people like myself have been waiting 2+ months for the replacement part. Great engine quiet, starts good in sub zero temps, fuel efficent. Tows amazing 10 speed is more likable on the diesel vs ford gasser.
The coolant control valve goes out every 20-50k miles over and over again, if your going to keep it buy another control valve.
I think it's the thin oil. I change my own and run Mobil 1 Full Syn 5w30 and a Wix XP filter in my '23 6.2 Sierra AT4 and it runs great. It's also much quieter on cold start in the valvetrain with the 5w30, it seems to stay up near the lifters when not running being thicker. Haven't noticed a delta in mpgs either. Also, DFM won't activate if you run manual mode and don't shift above 9th gear, it only activates in 10th and only changes maybe 200 rpm from 9th to 10th. I always run in manual and use shift paddles in town and on hwy. I also installed an Auto Start/Stop delete module near the battery. Always stays running now when on 👌🏻
Good to hear. I see the same thing on my old Toyota 5.7L, using 0w 20 the oil doesn't stay up in the drivetrain, drops down and on a cold start after a couple days, timing chain/tensioner clatter for a second or two because the oil is so damn thin/slippery.
@TheCarGuyOnline yep way too thin, all about EPA numbers and it hasn't made a measurable difference in mpg's or loss of power from thicker viscosity, only improved wear protection IMO.
Since they chose not to properly address the AFM / lifter issue they should have at least kept the 4.3 V6 option available.... great long lasting engine..
I got 4.3 👍
I had that in a Sierra, then it was replaced with the 2.7L Silverado. The 4.3L was very reliable but underpowered. The 2.7L turbo "feels" like a V-8. I only have 66,000 on the 2020 Chevy, so time will tell if it can match the 4.3L reliability. It is used 99% of the time as a car and never tows, just like the Sierra but the 4 banger turbo gets the same mileage in the same driving as the V-6, around 20.5 on 87 octane and 5,000 mile oil changes.
One of the local law departments where I live is replacing all of their tahoe's, having engine issues left and right. Replacing all of them with the new Ford Interceptor model now available with the Coyote V-8.
Dang that’s got to cost some money…
Always been a GM guy I guess. First new truck a 91 GMC Sierra, traded in with 197,000 miles for a new 97 GMC Sierra, which was traded in with 191,000 miles for a new 06 Silverado, which was traded in for a 2016 Silverado, which was totaled with 90,000+ miles this year. Current garage queen is a 24 gas 6.6 Silverado. Had a 2013 Wrangler (daily driver) that the engine gave out about 93,000 miles, so current daily driver is a 24 Bronco (4 banger). I've personally always had good luck with GM vehicles (03 Monte had 204,000 when traded in) except a 14 Cruze diesel (nothing major but a pain). All manufacturers recently seem to be making less reliable stuff but as often as most folks trade in their vehicles they might just as well lease them. My goal is 9-10yrs per purchase as long as it's remotely reliable, but i don't have to have "the latest and greatest". As long as consumers keep changing vehicles like socks it's going to continue to get worse. Everyone bitches about poor quality, but keeps buying em in mass quantities. To the manufacturers this says they're doing fine as is.
We have 16 GM trucks in our small fleet. All 5.3’s and 6.6 gas. We’ve had great service from them. Had one 5.3 spit a lifter out at 4700 km. All have over 160,000 km now. We change oil every 5,000 km and use 5/30 pennzoil with wix filters.
You got lucky. Our fleet nearly backrupt us.
@@ridynh7923you guys have fords
Well no surprise here, GM's look good but the fact remains they build very poor vehicles,when ole Mary took over it didn't get better, it got worse ... The scary part is poor quality control is seen in all manufacturers, the industry itself is at a true low... And of course at our expense Great video keep em rolling.
The industry is at a low because it's busy adapting and trying to meet crammed down govt regs, faster then technically feasible. It's also what happened in the late 70s.
The turbomax with the updated 8 speed is the most reliable gm current option I believe.
Have a 2024 GMC sierra with the 2.7 turbomax. Love the 2.7! My 2 previous trucks were the 5.3 and the 4 cylinder performs just as well as those trucks did. I miss the V8 sound in the summer with the windows down but hearing the turbo whistle makes up for it! 😊
Transmissions are horrible too. My 8L90 went out at 115k miles. GM sent them a brand new valve body that was bad for the rebuild and it took a month and a half to get it rebuilt.
They recently upgraded the 8 speed. Mine shifts perfect. The 10 speeds are having problems.
I have a 5.3 2013 1500. 170k miles on it. No mods and no issues with the AFM or lifter issue. Amsoil full synthetic every 7500 miles.
Will be trading in on a 3.0 25' once I move to a new state.
The 4 cylinder uses a wet belt system designed to fail between 50,000 to 100,000 miles. Its no better.
What's wrong with a gear driven oil pump? They worked for years
The newer pump design I don't like from Ford and on some GM are the wet belt driven pumps....People claim it's no big deal but I just think it's a cost cutting measure. I suppose everything seems to be cost cutting nowadays....it's sad.
Until you have to replace them,that LZO motor has been used in Europe that were designed for cab over trucks, that’s why the belt is located in the back of the engine not the front. You have to pull the transmission to get to it,very time consuming.😮
I know I'm the exception to the rule but every truck I buy I keep them I currently have a 2015 Tundra I bought new and I'm sitting a little over 416,000 miles.. zero issues couldn't give me a brand new truck right now especially a tundra
I’m wondering if some of these engine failures are caused by super thin oil and a bad break in? The thin oil can get by seals and rings much easier when it’s hot than the more viscous oils. One of the main reasons for the thin oil is meeting mpg requirements.
@@duggydo Yeah that's why I might put 5W-30 instead of 0W-20 come next oil change and warm weather comes rolling around.
Toyota runs far thinner oil in their hybrid suvs and those have been super reliable.
Edit: Looked it up. Toyota uses (0w8)
@@lrn_news9171I don't blame you. There's a channel called the Oil Geek or something like that where they tested the different weights in the same engine. More efficient with the lighter oil, but they got more metal from wear in the oil samples. It sounds like the manufacturers know there's more wear from the lighter weight oil, but not enough to be a big risk. It does make a surprising difference in fuel economy though. I would never have expected it.
@@duggydo It's mainly for fuel efficiency. It improves fuel efficiency by like 0.2% or something ridiculous. I might be wrong, you can correct me on this
A lot of people have solved the infamous HEMI tick with thicker oil because it provides more thorough lubrication while idling.
I'm not a truck owner, I own a 2018 Chevy Cruze LT. On the cap is says 0W-20 but when I google it, they recommend both 5W-30 and 0W-20. I think I'm going with the former next oil change. I'm planning to change the oil every 3,000 to 4,000 in this little turbo engine.
I think it's the thin oil too. I change my own oil and run Mobil 1 Full Syn 5w30 and a Wix XP filter in my '23 6 2 Sierra AT4 and it runs great. It's also much quieter at start up in the valvetrain with the 5w30, it seems to stay up near the lifters when not running being thicker. Haven't noticed a delta in mpgs either. Also, DFM won't activate if you run manual mode and don't shift above 9th gear, it only activates in 10th and only changes maybe 200 rpm from 9th to 10th. I always run in manual and use shift paddles in town and on hwy.
I think the only good new truck to buy is the Frontier. I've not heard of any engine/transmission failures. Yeah its had tiny things here and there but nothing major. Everything else I feel like I hear nothing but bad things.
Why I went with a 24 frontier and my last 2 vehicle were Toyotas. Out of the trucks yes the frontier seems to have the least amount of major issues as other trucks.
Nissan is now fitting the VQ38DD to the Patrol in international markets as well as the JR913E Jatco built, Mercedes designed transmission. I’ll take the combo over anything else on the road today now that the Titan has stopped production.
yeah i'd had several 4x4 Toyos but ini 2018 went with the Frontier. Liked it so much upgraded to a 2020 4x4 Titan.
I like the 2.7L engine but the problem is the 24 gallon fuel tank is the only option. So you are stuck with a travel trailer towing range of like 200 miles if your lucky. If they could offer 32 gallons or more i would find that acceptable for a half ton. The only option for good towing range is the 3.0 or going to the HD.
24 Sierra 3.0 Duramax. Absolutely LOVE this engine. Great power, super smooth and quiet, fantastic fuel economy. Amazing really. Consistently 27 to 29 mpg hwy.
Pulls my 8000 lb triple axle boat/trailer easily and even then 15 to 16 mpg.
I have 66k on my 22 refresh 3.0. My truck has been flawless. I’m extremely happy with it.
yeah my buddy has either a 21 or 22 with about 60k, no issues, loves it so far.
@@TheCarGuyOnline, that’s great to hear! You do some great work! You are appreciated.
my 2018 Tahoe 5.3 with 55,000 miles is still holding up...i bought the override plug for my OBD2 to keep it in V8 all the time,and also i change my oil every 2500miles...does not burn oil or no lifter problems...my good friend just bought a new GMC 1500 4cyl turbo and loves it great power and great MPG....good luck everybody
So go with the 2500 6.6l V8 for reliability and longevity? It's too bad that regular trucks are turning into minivans with a bed.
I have the 3.0L on my 24’ 1500 AT4X. 7 mos in & 20k miles and it’s been a great truck.
Rock solid info. Thanks. Great channel!!
I have the 3.0 and absolutely love it. Zero issues and zips around Southern California mountains easily. Gets better MPG than the 5.3 and 6.2 and preforms much better.
Seems like all the OEMs forgot how to build reliable engines for their full size trucks...seems like the 2.7 in the Colorado / Canyon are the way to go...
Yup, So far, that 2.7L has been great. From 2019 to 2024...that's a pretty good run/proof to me. Lots of folks over 100k with them. Nothing is bulletproof anymore but, they appear to be built well. Now if GM could sort out their transmission issues :)
Ford 2.0 and 2.3 Ecoboost do not have oil pump belts, however, the 2.7, 3.0 and 5.0(Gen 4 truck engine) all have oil pump belts. Personally, I can't stand that design. I have the 2.3 in my Bronco and so far, it's a great little engine. Doesn't burn a drop of oil, gets good fuel economy and is definitely adequate power for the application. Time will tell though.
A friend of mine had the GM 2.7 in a couple of his Silverado trucks and I gotta say, it's impressive for its size! Great low end torque!
I understand that the 2.7 has the cylinder deactivation also. Will they not have the same issue ? Has Ford had an issue on the 5.0 with their cylinder deactivation ?
It's not the same, the 2.7 doesn't have lifters as its overhead cam. The way the AFM works on the 2.7 is a lot like how Vtech works on Honda. Number 2 and 3 lobes have different cam lobe ramps, it uses a phaser to shift which cam lobe ramp it uses. When it shifts to the AFM cam lobe it has no lobe or lift so the valves don't open on 2 and 3.
The way they design the AFM on the 2.7L is different, not lifter based, it's camshaft driven. So far, it seems to be more reliable and hasn't been grenading engines later in life...at least so far. Great video here explaining the different approaches, in my opinion, the approach on the 2.7L would be much less chance for lifter issues etc. > ruclips.net/video/UCScizJWHek/видео.html
The are two great joys in a man's life. The 2nd is when he buys his first boat. The 1st, is when he sells it.
236K so far. AFM has been turned off for over 100K. Did put a Transmission in at 190K. No bad oil consumption issues yet. 2014 2wd, Silverado, not totally happy with it but I'm not buying another one until GM can sell me one like my 99 LWB 1500. Don't like the glass, tracking, don't like the spying, start/stop and the crappy engine transmission choices. I want knobs, switches and the usual stuff. Not interested in paying for the privilege of being spied on.
I have a 2021 5.3 that doesnt have the afm due to chip shortage do to covid. Im at 30000 miles with no problems
Lol the covid era trucks may become the most desirable.
Yup, there was a short run of them that ironically would be better due to the events of 2020. Crazy to say. Glad you got one without AFM. Does it still have the AFM lifters though?
@@TheCarGuyOnline yeah i dont know about the lifters but i think since it doesnt have the afm controlling them i might be lucky
Still has the AFM lifters in it. GM just deleted software/hardware for the system to be active.
@@G8GTJav hoping they just act like regular lifters
What's your opinion on the baby Duramax 2.8 in the older Colorado? I had 1 in my last chevy lease and loved it. Would have bought out lease but dealer service manager said to trade it because warranty was gone it was a very problematic engine
Bought a 2018 Sierra 5.3L new and just changed to a 2024 Silverado High Country 3.0L Duramax diesel. My Sierra V8 (currently with 100k miles) started having problems with the 6-spd transmission - random downshifts without throttle input, odd behavior especially when cold - and now a misfire in cylinder 6 which might be an impending lifter failure. The code it threw didn't specify what caused the misfire. It's also been lightly overheating, but still within GM's spec for temp variation. Not sure if that's an engine issue or radiator inefficiency, but in any case, I decided to move on to the diesel for the fuel savings and alleged long-term reliability.
Been less than a week and the truck already threw at least 2 codes, one for emissions system and one for engine and transmission. No change in driveability, but still not reassuring for a truck that's pretty much brand new.
Happy with the 3.0L diesel in our 2022 suburban. No issues and one of the most comfortable long range highway cruisers available. 28 gallon tanks and about 27mpg.
Crazy mpg for that size of a vehicle.
@@TheCarGuyOnline towing our boat it still gets 17 which is about what our little 4Runner gets empty 😂
Thank you for the video. Looking at a Chevy pickup truck next year, I like the styling but was well aware of the lifter issues in the V8's and didn't want to deal with Def or emissions . I haven't seen any mechanical failure videos on the 2.7 ..... But how reliable is the 8 speed transmissions ..... I seen your video on the 10 speed transmissions
Are the 8 speed transmissions good
They did update the 8spd and haven't had as many issues as the older models, however I think the 8 and 10 speeds both still have valve body issues later in life (approaching 100k). The valve body job isn't bad to do, and you need to keep up with fluid maintenance, the internals are pretty solid.
I think the decline in sales for Silverado might be because the base model only comes with the 2.7 litre. At least part of the reason
Honestly the 2.7 is the only reason I bought a silverado. It's a great engine in terms of highway efficiency and power. It's seemingly more reliable than the V8s, so if they didn't offer the 4 cylinder, I'd have wound up with an F150.
My 3.0 after 120k fell apart. Complete cooling system failure, leaking front and rear main seals, and transmission vibration issues. Got hit with $5000 in repairs for the cooling system, passed on the leaking main seals. Then the tranny started having issues. Just cut my losses and traded it in. Ended up buying a 6.2. So far so good but only 28k miles in. Wish me luck!
My realtive is a GM mechanic and owns a 2019 6.2 and had his lifter fail at 120000 km's .
I had a 23 ZR2 with the 6.2 and he recommended selling it because of this issue , which i did after one year of ownership .
It was a good truck and i liked it ,too bad I was a GM truck guy for 25 years .
Got into a lightening on a great deal , its been a great truck so far.
I had a 2009 GMC Sierra with a lifter tick after 2000km and the dealer couldn’t hear it. I run it into the ground with 220,000km when I replaced it. The truck wouldn’t pull my 23 ft travel trailer over 80kph. It sounded like a diesel in the end.
I replaced it with a 2021 Duramax. I had a tick in this engine also but after some research, I started using power service diesel additive in the fuel, and the tick went away after a few treatments. I now have 120,000 km with no trouble. This diesel is unbelievable on fuel and uses little DEF fluid. I take meticulous care of my vehicles changing the oil every 5000 km even on the diesel. I drive across Canada at least once a year so I’m counting on dependability.
In the oil consumption issue area I wonder if GM is just now trying to make lower friction piston rings work….. many other manufacturers did that and either made them work right away or went through a few iterations before they got them working…..
Could be part of it. It seems many brands are having oil consumption issues in over the past 5 years, there's only so many things it could be and piston rings could easily be a contributing factor.
3.0 Duramax amazing. Love mine in my 22 Silverado. Great towing power and easy 25 mpg in mixed driving
You can get a 10 year old Ford F150 with the Coyote V8 and the 6 speed transmission with 100K miles on it for around $15K. That's what I did. Now at 150k miles and no issues, no oil burn, and runs nice. For all of you that claim you don't want or need the new technology and don't want to pay the crazy high prices it's an option. These will do 250K miles without a problem typically and likely more. I've noticed that those who complain about the expensive prices typically won't consider a truck that is old tech.
Them first gen 5.0 are not reliable , soon or later will have valve issues since they are weak material
@@reyperez3424 Oh shit. 😬
Ford has increased the premium over the last three years for the 5.0. Sad.
Would like an explanation of what, if anything, chev has done to the 2.7 to mitigate valve carbon since it is direct injection. On the 3 liter, belt in oil is never a good idea, ask ford.
They have adjusted timing to protect the oil vapor and internally built what is essentially an internal catch can that gets most all of the remaining vapor. This is almost a non-issue these days as most automakers with DI engines do this on their newer engines.
I have a 2020 Silverado with the 2.7. I was very skeptical and pessimistic about this engine. It’s a great engine. A few had injector issues, but other than that it’s fine. I tow a fishing boat and a landscape trailer. I am charging oil every 5k and use good filters and Pennzoil Platinum.
I guess you have to LS swap those new trucks?
Seems like some folks (the mechanically inclined), are just taking them down/replacing the lifters with non collapsible, and disabling AFM.
I am looking at buying another new truck within a year, my choice for engines in GM is the 2.7 liter turbo max only, diesels in trucks have too many issues with the DEF, Regen and emissions, they are expensive to own and expensive to maintain, getting work done on them outside of a warranty is ridiculous. If I choose to not go with a 2.7 Silverado then I will go with the Ram 3.0 I-6, as much as I love V8’s, emissions has killed the V8. I would never touch another Ford, they have had more recalls in the last few years than any other manufacturer in history, Ford has had several issues with their 5.0 Coyote engine.
Yup. We are in a world of…. Pick your poison hey? More issues with all. Recalls through the roof… just pick a few of the main issues that your willing to fix and pay for. So sad… hard to become brand loyal now a days. In 2019 I went with my first Ram. So far so good but still have low miles.
Our 2005 Tahoe with 5.3 engine racked up 200,000 plus miles in our 13 years of ownership with no oil consumption issues , no active engine management issues because it didn’t have it as I didn’t order it , and only near the end of our ownership did it start to get the dreaded “ G.M. Engine ticking sound” that signaled to me that it was time to let it go . The Family near us that bought it drove it at least 3-4 more years before I didn’t see it parked in front of their house anymore. It served us well for all those years , but when it came time in 2018 to replace it we jumped ship from General Motors & bought a 2018 Kia Sorrento , 3.3 liter V-6 290 hp all wheel drive , and have made numerous cross country long distance trips in it now , getting mid 20 mpg averages with it and are now reaching the 100,000 mile mark already . The Kia , while being maligned in the medias & comments on line has been phenomenal for us so far , and I’m an almost 65 year old , dyed in the wool G.M. guy who never thought I would leave the fold for a Korean made vehicle . The decision was made due to the decline of the G.M. Brand quality as seen around the time of our purchase, and in hindsight I’m glad we chose our Kia based on what has followed since then . All brands seem to have their issues these days , and that’s one more reason I’m keeping our 2002 GMC Sierra LB-7 powered Crew cab truck probably until I can no longer drive . Injector issues aside ( 2 full sets now in 22 years of ownership, and 2 water pumps ) it has been one of the most reliable vehicles I’ve ever owned , but after seeing ALL the issues on newer trucks with diesel power and all the recalls / warranty claims & now rear differential failure issues I’ll never purchase a new truck now from any of our major American brands or even Toyota / Nissan manufacturers. Nothing is built to last anymore, sadly .😕
What oil change intervals is everyone using 3k,5k,7k or 10k?
Where I used to work they got a Silverado four banger as a run around vehicle. I only drove it once but it seemed OK. I do not tow anything and do not drive that much any more. A four cylinder would probably be fine for what I need. However I had bad luck with some previous GM vehicles and getting past that hurdle is not easy. Just going to keep my reliable Toyota sedan for the time being.
Is this all related to that cylinder deactivation system? Are the failures always on the cylinders that get deactivated? And last question, GM did not have cylinder deactivation a couple of years ago because of the chip shortage during the Covid scare. They were selling vehicles without the chip that controls the cylinder deactivation, my son has one of those.
Does it solve the problem if you disable the DOD? Or change cam and lifters?
Great now you tell me lol. Just traded my 19’ Ford 2.7 problem free truck for a 24’ Chevy TB with 5.3 😢
I have a 2000 Ford XLT with the V6 and a 2020 Taco, and both have had no issue. I'm pretty sure I'll keep em forever with all the issues new vehicles are having and nice not having a payment
2019 Trail Boss. 119k miles. Oil changes every 5-6k miles. Since around 60k miles need to add anywhere from 1-2 quarts between oil changes 🤦🏽♂️. Now trying to decide if I should just trade it for something else since I’m constantly feeling like I’m driving a ticking time bomb at this point.
My 6.2L has always eaten more oil than i liked. In 7500 mile oil changes (which is really to long between changes) it usually consumes 0.75 of a quart of the 8 quarts. The last oil change i had to add like 4 times so was more like 1.1+ quarts.
At 50K mile and made the decision to change now every 5K miles. For the first time in my life taking a vehicle to the dealer for service. As GMC is only 4 blocks from my house.
I just wonder if the cheap oem oil contributes to the high consumption.
Rule is I check it when i get home. I usually add a little when brand new so its higher on the dip stick. And twice between oil changes.
I recommend as well spraying seafoam into the intake once an oil change to get the carbon out of the intake.
It’s surprising that GM did not fix the lifter issues. My boss had a 2015 Escalade and he had the lifters issue at 60,000 miles had to redo the whole engine.. as an owner of a 2022 Toyota tundra with the new bad engine, but I’m still running 60,000 miles and I have an engine replacement on order by my dealer because I’m on the first batch of VIN numbers I would like to be featured on your channel and talk about some of the things I’ve experienced with my tundra
You are a brave early adopter of the 2022. Glad they are getting you a new engine, and it's a crate, not a rebuild. Do you plan on keeping it after the new engine?
That's why I loved my 2011 6.2 no afm/dod.
HD gas 6.6 is probably the best truck gas motor @ this time.
my 2006 chevy 4X4 with a 5.3 has almost 200 thousand miles ,no problem with the engine, or transmission, it ain't pretty anymore, but it absolutely repliable, I use it every day to haul 4x12 sheets of drywall for work
We the 2.7s not failing too though?
Max i tow is 3,500 pounds to 4,000 pounds like acouple times a year. Most of the time under 3,000 pounds. Ive been looking at a chevy custom 2.7. Because lack of reliable options. Doesn't make sense to get a chevy colorado to me with a family for interior room, plus they don't offer a long bed in the colorado and canyon anymore, im guessing people don't use the bed of trucks anymore.
Haven’t had any issues with our 5.3L but the next one I get will probably be the 3.0L diesel.
I’d consider the 2.7L because the real world fuel economy is actually pretty good. But it’s not that widely available in higher trims.
Is the 2.7 turbo max a direct injection engine
Yes
Too bad you can’t get an upper trim model like a high country with the 2.7 only the 6.2 or lzo.
3.0 has a 100k powertrain warranty also.
I’ve had a 16 a 19 and now a 24 i ride them to about 100k change my oil at 3000 miles never had a problem I think you just need to change it more often than what is recommended it makes sense the oil is lighter weight but they say you can drive it more miles that never made sense to me
It’s so ridiculous they keep having these lifter issues when they make a non DOD L8T engine that has an old school valve train. I guess they don’t meet emissions or something?
2008 single cab 4.8 345,000. All original miles, trans and engine. Gen IV LS for the win. Daily driver.
Whoa!!! V8 good 4cyl bad, haven’t you heard?? Jk. Great video. Best bet for v8 is the coyote , or Zilla or mini zilla. They have port and direct injection. Gm really dropped the ball here.
I have a 2012 Silverado with the 5.3 in it. It has 95,000 on it and so far it doesn’t use any oil .
My 2014 began using 2 litres every month, I got rid of it before the trans blew too, that 6 speed started shifting really bad. Oh, and bearings in the front diff were shot. I got 180K out of it so I actually feel lucky...
Yeah 180k seems pretty good on AFM engines.
@@whales302 The 2014 was among the worst model years for Silverado.
GM has had this problem since 2007-2008. Their latest update is that it’s not a warranty issue it’s a design flaw. All they have to do to fix it is go back to the gen 3 engines and put the gen 3 lifters in it and the gen 3 camshaft. Intentionally choosing not to fix the design is what will end them.
I know they have an issue, but I work out in the West Texas oilfield we have five Chevrolet trail bosss with 6.2 L in them.
All of them are well above 220,000 miles and Travis's truck has 294,000 on it and 8088 engine hours and never had a minute trouble out of any of them.
They get cranked up at 6 AM in the morning and get home at about 7 PM every day.
The one I drive is a 2021 model with 206,000 miles on it right now just scrolling through the menu engine has 6907 hours on it I would imagine nearly half of that time is idle time
These babies get ran seven days a week, they don't have time to break down, hey maybe that's the key to longevity is worth the piss out of them.
Now we also purchased four of those little turd minimax 3.0 diesels about nine months ago all of them already have 35 to 50,000 miles on them and they have been in the shop at least two or three times apiece for some sort of BS emissions crap leaving you dead on the side of the highway
All of our trail boss trucks are going to be replaced in January with brand new ZR2 with the 6.2 L can't wait to get them bad boys here.
My tuner turned off the AFM, have the 6.2 in a 21 Trail boss…no issues
Turned it off…everything is still there. Done the same to one of mine and still had lifter issues down the road.
My 24 ZR2 2500 with a 6.6 gas engine does not burn any oil.
My 02 has the old 5.7 in it and it burns less oil than that. And they had a tsb saying yeah it is gonna burn atleast a qt per 3k
2022 Chevy Silverado Trail Boss with 5.3. I change my oil consistently and on time and use Amsoil signature series. I’m at 48,800 miles. Yesterday I was inspecting my oil levels after a short road trip and noticed on the dipstick was completely dry. I was shocked prior to the road trip. The level of oil was indicated on the dipstick. Luckily, I had a quart of oil on hand and filled the engine and re-examine the dipstick. I was a court low. This is the first time it’s happened on this vehicle. I was shocked. I had the same issues with my 2007 Chevy Silverado 1500. I traded it in for Colorado ZR two in 2018 that had transmission problems. I traded it in for my 2022 Chevy Silverado trail, boss. It has transmission problems and is now burning oil. Chevy is letting me down.
I sold my junk 2021 trail boss 6.2 before I hit 20k. Much happier in a Ford
Had this happen with my 2021 6.2l
Engine let go on the highway, cooked 3 main bearing, 4 connecting rod bearings, and needed a new engine.
Waited 6 weeks for new engine, took a 1700 mile round trip, started leaking oil from oil level sensor. 13hr job to replace.
Traded it for a 2017 denali 6.6l L5P and deleted.
No more issues and a much better truck. 🤷♂️
How right you are my 09 gmc with 442974 miles was all good till 410 000 when the rear Main started leaking then then lifters started ticking always kept oil full was going thur 4 qts a week was driving it when the engine sized up have a 94 chev 2500 400.000 miles still doesn't
Traded in my 2019 with 5.3 at 37k miles. No issues but felt it was a ticking time bomb. Got the 2500HD. My 2011 with the 4.8 non AFM is reliable and has no issues at 160k. Get rid of cylinder management GM.
We have a Tahoe at work. It didn’t make it 5k miles before the lifters failed. 5k miles later a rod went through the side of the block. All replace under warranty but still, what the hell is going on.
All the people saying V8s are reliable with no issues are absolutely clueless 😂😂😂
Yeah I think they CAN be reliable...but the current iterations of V8s with collapsible lifters etc....they aren't built for long term.
I'm guessing all their R&D went to the four banger.
I would buy the 2.7 based on the fact I don’t tow and it’s got a 100k mile power train warranty
Looks like the epa will not let them build em’ like the old days and eliminate afm or dfm and direct injection… so the next best step is these automakers starting to build their own parts back here in the states, cause all these Chinese parts they buy to assemble these vehicles and engines are cheap Chinese crap…
The Tried and true Hemi is the best engine, hands down ..wouldnt buy anything else..100k no issues on any Hemi and not a drop of oil burnt👌
Newer hemis have DOD as well. So the lifters can fail as well unfortunately . Only trucks running V8 all the time with no cylinder deactivation are supremely reliable.
I just had a lifter go out in my 2015 5.7 hemi, it had 130k miles. I noticed at around 110k on the interstate when it would shift to 4cyl mode it was getting rougher and rougher. Finally it was making a hell of a noise, sounded like a damn cement mixer not to mention the really loud valve float it had for the last 2 or 3k miles before it ate itself. So 2 weeks ago I took it in to the dealer where they also sell GMC and traded it on a brand new 2024 Sierra with the 2.7. So far the 2.7 is impressing me, hauls our 22 ft trailer with my tractor or my sxs great.
@@kennethobando5755 you can shut it off as you no..
It’s shitty that the tuning is so locked down. If gm can’t 6:13 make a good product, let us fix it after market. If I keep my 2019 6.2 for any amount of time (has less than 20k rn) I’m going to perform a real afm delete and swap the cam and lifters. But it sucks that it’s like 2k to tune engine and the transmission. I love the truck, and trans is so much better than the 8 speed I had previously.
I love the LZO. However it also burns a qt of oil every 1000-2000 miles. I think that’s ridiculous on a new truck
I’d probably go with the 2.7 turbo.