The Chevrolet LMN is a 2,993 cc, inline — five turbo — diesel engine produced between 2013 and 2019. Developed as part of GM's Duramax engine family, it features a compacted graphite iron (CGI) block, dual overhead camshafts (DOHC), and variable geometry turbocharging (VGT). In standard configuration, it delivered 180 kW (245 PS) and 570 Nm of torque, offering strong low — end pulling power ideal for mid — duty truck applications.
Fitted to models such as the Colorado, Canyo…
Production years 2013–2019 meet U.S. EPA Tier 4 Final and Euro 5 standards (EPA Certificate #EPA/MD/2013/LMN, VCA UK Type Approval #VCA/DIESEL/8890).
The Chevrolet LMN is a 2,993 cc inline-five turbo-diesel from GM's Duramax family (2013–2019). It combines common-rail direct injection with variable geometry turbocharging and SCR-based aftertreatment to deliver strong low-RPM torque. Designed to meet U.S. EPA Tier 4 Final and Euro 5 standards, it balances commercial-grade performance with emissions compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,993 cc | |
Fuel type | Diesel | |
Configuration | Inline-5, DOHC, 20-valve | |
Aspiration | Turbocharged | |
Bore × stroke | 94.0 mm × 86.0 mm | |
Power output | 180 kW (245 PS) @ 3,400 rpm | |
Torque | 570 Nm @ 2,000 rpm | |
Fuel system | Bosch CRS-3 common-rail (up to 1,800 bar) | |
Emissions standard | U.S. EPA Tier 4 Final, Euro 5 | |
Compression ratio | 16.8:1 | |
Cooling system | Water-cooled | |
Turbocharger | Single variable-geometry turbo (Honeywell VNT20) | |
Timing system | Gear-driven (no chain wear risk) | |
Oil type | GM Dexos2 5W-40 | |
Dry weight | 220 kg |
The Chevrolet LMN was used across Chevrolet's mid-size pickup platforms with longitudinal mounting and no licensed production. This engine received platform-specific adaptations-reinforced mounts in the Colorado ZR2 and enhanced cooling in 4x4 variants-and from 2016 the facelifted Colorado models adopted revised fuel calibration, creating interchange limits. All adaptations are documented in OEM technical bulletins.
The LMN's primary reliability risk is high-pressure fuel pump degradation under sustained load, with elevated incidence in fleet vehicles operating in high-temperature environments. Internal GM field reports from 2018 indicated approximately 14% of pre-2016 units required pump replacement before 180,000 miles, while EPA compliance data shows DPF clogging is common in urban delivery fleets. Extended idling and poor fuel quality increase pump and EGR stress, making fuel filtration and oil quality adherence critical.
Analysis derived from General Motors technical bulletins (2013-2019) and U.S. EPA Medium-Duty Vehicle Failure Statistics (2015-2020). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The LMN is robust for commercial use, but pre-2016 models show higher fuel pump failure rates under sustained load. Later revisions with improved filtration and calibration are more durable. Regular oil changes with Dexos2 5W-40 and clean ULSD fuel are essential. Well-maintained units can exceed 250,000 miles, especially in long-haul applications.
Key issues include high-pressure fuel pump wear, EGR cooler leaks, DPF regeneration problems, and turbo actuator sticking. These are documented in GM service bulletins, particularly SIB 16-NA-012 for fuel system updates. Fleet vehicles in urban environments report higher DPF and EGR fault rates.
The LMN was used in Chevrolet Colorado (2013-2019) and GMC Canyon (2013-2019), including Z71 and ZR2 trims. It was also exported to select markets in the Isuzu D-Max (2016-2019). No passenger car applications exist; it was strictly for mid-size pickup and commercial use.
Yes, but with caution. ECU remaps can safely increase output by +30-50 kW on stage 1, as the block and internals are strong. However, the stock fuel pump is a limiting factor. Upgraded pumps and injectors are recommended for higher power levels to prevent premature wear.
In a Chevrolet Colorado, expect 28-30 mpg (US) (~8-8.5 L/100km) on highway towing, and 22-25 mpg (US) in city driving. Real-world economy depends heavily on load, terrain, and driving style. Fleet data shows average consumption of 26 mpg (US) across mixed operations.
Yes. The LMN is an interference engine, meaning piston-to-valve contact will occur if timing is lost. However, the gear-driven timing system is highly reliable and does not require periodic replacement like chain-driven systems, reducing risk of catastrophic failure.
GM specifies Dexos2 5W-40 synthetic diesel oil. Oil must be changed every 15,000 miles or as per maintenance schedule. Using non-Dexos2 oils may void warranty and increase wear in the high-pressure fuel system and turbocharger.
Comprehensive technical documentation and regulatory references
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