bonvanroulez said:
It appears the new baby Duramax 2.8 does have a timing belt, not a timing chain.
In case anyone reading is considering one, make sure you really look into that specific engine.
Remember, just because the duramax in the pickups/medium duty trucks is a decent engine, does not mean the "baby" duramax is a good bet.
They pretty much only share a name.
(Think about the old VW Rabbit diesel engine. They would run really well for 150-200K with good maintenance. A few head gaskets here and there amongst the lot, but for the most part, rock solid. Even the 4 cylinder TDI turbo versions easily last that long. However, the exact same components, in an in-line 6 cylinder configuration, commonly found in Volvo's or a 5 cylinder Audi, were nothing but a hard-starting, oil-sucking abortion that usually went BOOM before 100,000 miles.)
They offered the 'baby' duramax in other countries before US release AFAIK. Look into it.
The fleet data I have on them clearly tells me to stay away. Far away.
Even more so with that Motori-built Italian V6 in the Dodge pickups. Problem child.
For less money, you can get the 5.3 or 6.0 "LS" gas motor from GM. By the time you figure in fuel expense, you are better off, even though you get less MPG.
Make sure you have the larger trans or better yet, find a used one with a clutch pedal...and you can count on about 300,000 pretty trouble free miles.
The fleets I do data for have extended these V8 GM 1/2 ton van/pickups out to a life-cycle of 285,000 miles before they are cycled. (This is unprecedented. They usually scrap a 1/2 ton before 200K. GM did the "LS" as near perfect as current technology can make an engine for power/longevity/reliability. Keep the oil changed, don't overheat it and they are virtually indestructible. When doing the test data back in early 2000's, the results were SO good, I thought my Dbase was malfunctioning. A few transmissions, heater control issues...but those engines are truly stellar performers.)
(BTW, before the GM 4.8/5.3/6.0 got some miles under their belt, I was 100% Ford Truck. The in-line 300/6 cylinder is one of the best, most reliable light truck engines ever made. Even the old '302' and '351' Ford V-8's were tough nuts to crack. The new ones...you can keep them. In the fleets, Fords pop transmissions half-again as often as the GM's do. (...and the L-60 Gm trans is just...OK, not tough like an old Turbo-400 model found in Class A RV's.)
The fuel-sipping Ford V6 turbo engines did not reach even 100,000 miles in the fleets before there was a mandate NOT to buy/test any more of them. Right away, they begin to show their arse in decreased power, blow-by, poorer MPG, heat issues when demanding power from them...etc.
What they saved in fuel, they more than made up for in repairs and nightmare issues.
Anyone with one of these V6's, make sure you swap that synthetic oil often. Were I stuck with one, I'd do 5,000 mile changes. Hot turbos beat the heck out of oil lubricity. Even the good synthetic oils.
Also, let them idle after highway use for no less than 2 or even three minutes.
This cools the oil down inside the turbos and will extend the life of your engine.
Too bad there never was a one-ton van offered with the Cummins B series engine. :s Even the four cylinder models hold up well pushing the bread trucks.
(300,000+ combined miles in the fleet step vans is pretty much assured without overheat/abuse.)
