2027 2500HD ZR2

[AXE]

Actually from my understanding it's something to do with emissions. Heavier bigger motors have different emissions then smaller engines. Like amount of emissions per liter of engine effects it. Basically these larger engines probably aren't going to be much more power, But they will put out lower emissions compared to their size. Bigger engine has a higher allowed emissions total. So a detuned larger engine is easier to meet standards then pushing a smaller one to the max. At least that was the reasoning for the new larger diesels. Not sure if it works the same on gas engines. Few videos on youtube of diesel techs talking about it. Right now that's kind of how the gas HDs are getting around a lot the emissions stuff the 1/2 tons have. Once a vehicle is over a certain weight. It get's except from certain guidelines. That's why HDs don't have DFM, auto stop, ect. Same reason the EPA doesn't test them for fuel economy. It's a size and weight thing that puts them under different requirements. Who knows might be why trucks keep getting bigger lol

So a Cat, Detroit, Yanmar, or JD motor that powers the industrial world makes less emissions? Show me the science on that thesis!

I run a pre-emissions 125kW three phase generator powered by a JD4150 motor that I think is 240 HP and it drinks about 4 galllons an hour at 1200 rpm idling and 5 gph spun up at 1800 rpm. It only rolls coal at start up, but I'm sure its puking out a lot of hydro carbons anytime its running just like Rudolph Diesel intended.

 

[MrScottly]

Why are people listening to this fucking bot that's recycling and aggregating bullshit he scrapes from other useless sources.

Maybe because I speak facts, Randall? Contrary to what you believe about yourself, you don't know everything.

 

[AXE]

Maybe because I speak facts, Randall? Contrary to what you believe about yourself, you don't know everything.

Gale Banks knows more than you about power......LMFAO......every bot post ever!

 

[8ball_99]

So a Cat, Detroit, Yanmar, or JD motor that powers the industrial world makes less emissions? Show me the science on that thesis!

I run a pre-emissions 125kW three phase generator powered by a JD4150 motor that I think is 240 HP and it drinks about 4 galllons an hour at 1200 rpm idling and 5 gph spun up at 1800 rpm. It only rolls coal at start up, but I'm sure its puking out a lot of hydro carbons anytime its running just like Rudolph Diesel intended.

Its not bigger engine less emissions. Its larger heavier vehicle with larger displacement engines are subject to different emission standards. Think Uhaul vs small car. Obviously the uhaul isn't expected to run as clean. Big motor heavier truck is allowed more NOx, ect. It makes sense. Obviously if they meassure the exhaust from a 2L 4 banger vs a 8.2L V8. Obviously the V8 will be allowed a higher number of the bad stuff. A 8.2L would be allowed more then say a 6.6L. I have no idea, that's just my understanding of what the reasoning is. They are also saying don't expect big HP and torque numbers. It will be a small bump, but easier to meet emissions.

 

[AXE]

Sorry, but that just isn't factual, even off road equipment for farming and construction has to be minimum of Tier 4 (see below). If you want power, your getting emissions equipment, regardless of where it's running.

Also everyone hoping Trump is gonna ride in and save the day will be disappointed. He ain't doing shit to help anyone.


"As of 2025–2026, the minimum required EPA emission tier rating for most newly manufactured, non-road diesel engines is
Tier 4 Final (sometimes referred to as Tier 4F or Stage IV/V).
Key details regarding current diesel engine tiers:

• Tier 4 Final (Current Standard): This is the strictest EPA emission regulation for non-road diesel engines, having been fully phased in by 2015. It requires a 90% reduction in particulate matter (PM) and a substantial reduction in nitrogen oxides (NOx) compared to previous tiers.
• Technology Required: Tier 4 engines typically use Advanced Exhaust After-treatment systems, including Diesel Particulate Filters (DPF) and Selective Catalytic Reduction (SCR) that requires Diesel Exhaust Fluid (DEF).
• Exceptions/Standby Power: While new, prime-power industrial, construction, and agricultural equipment must meet Tier 4 Final, some emergency/standby generators may still be permitted to use Tier 2 or Tier 3 engines, depending on local regulations.
• Future Regulations: While there is no official "Tier 5" in the US yet, industry standards are looking toward European Stage V, which further reduces ultra-fine soot particles.

Note: In California, the CARB 2022 amendments strictly phase out the operation of older Tier 0, 1, and 2 engines between 2024 and 2036, effectively mandating newer, cleaner engines."

 

[8ball_99]

Sorry, but that just isn't factual, even off road equipment for farming and construction has to be minimum of Tier 4 (see below). If you want power, your getting emissions equipment, regardless of where it's running.

Also everyone hoping Trump is gonna ride in and save the day will be disappointed. He ain't doing shit to help anyone.


"As of 2025–2026, the minimum required EPA emission tier rating for most newly manufactured, non-road diesel engines is
Tier 4 Final (sometimes referred to as Tier 4F or Stage IV/V).
Key details regarding current diesel engine tiers:

• Tier 4 Final (Current Standard): This is the strictest EPA emission regulation for non-road diesel engines, having been fully phased in by 2015. It requires a 90% reduction in particulate matter (PM) and a substantial reduction in nitrogen oxides (NOx) compared to previous tiers.
• Technology Required: Tier 4 engines typically use Advanced Exhaust After-treatment systems, including Diesel Particulate Filters (DPF) and Selective Catalytic Reduction (SCR) that requires Diesel Exhaust Fluid (DEF).
• Exceptions/Standby Power: While new, prime-power industrial, construction, and agricultural equipment must meet Tier 4 Final, some emergency/standby generators may still be permitted to use Tier 2 or Tier 3 engines, depending on local regulations.
• Future Regulations: While there is no official "Tier 5" in the US yet, industry standards are looking toward European Stage V, which further reduces ultra-fine soot particles.

Note: In California, the CARB 2022 amendments strictly phase out the operation of older Tier 0, 1, and 2 engines between 2024 and 2036, effectively mandating newer, cleaner engines."

I think you are just miss understanding what I'm saying. They will still have emissions. Skip a head to about the 7 min mark on This Video. This guy is a diesel tech and explains better. All the diesel emissions is about reducing what comes out the tailpipe. These smaller 6L engines are being ran harder. Larger engine not being pushed hard is easier to reduce the emissions. It's not that they won't have emissions, It's just it's easier for them to stay compliant moving forward with a larger engine. It's different with HD trucks because they aren't tested for mileage by the EPA because they are over 7k. So putting a bigger engine in them and making them heavier doesn't effect their numbers the same way it does lighter vehicles subject to EPA fuel economy testing.

 

[AXE]

Im about to order my 2500 ZR2, and I heard from a supplier that there are going to be some improvements to the 2027 2500 ZR2 before the transition to the new body style in 2028 including:
Updated larger DSSV shocks
The new diesel 8.3L duramax
Some other improvements

I am planning on getting the 6.6L gas anyway, and will be immediately replacing the shocks, so neither of those matter to me. Anyone here heard of any rumors or have an opinion if I should wait for the 2027?

Go take a look at the current Tahoe and the Colorado trucks. They have both had mid cycle interior updates. If there are any changes, it's likely to replicate those, most notably the DIC and Infotainment screens have vastly improved graphics, features, and speed. The other changes are simple materials and appearance changes that i think look nice too.

 

[AXE]

I think you are just miss understanding what I'm saying. They will still have emissions. Skip a head to about the 7 min mark on This Video. This guy is a diesel tech and explains better. All the diesel emissions is about reducing what comes out the tailpipe. These smaller 6L engines are being ran harder. Larger engine not being pushed hard is easier to reduce the emissions. It's not that they won't have emissions, It's just it's easier for them to stay compliant moving forward with a larger engine. It's different with HD trucks because they aren't tested for mileage by the EPA because they are over 7k. So putting a bigger engine in them and making them heavier doesn't effect their numbers the same way it does lighter vehicles subject to EPA fuel economy testing.

I know what your saying in that respect, but we're not getting diesels or gas vehicles without added emissions equipment any time soon, cause the laws simply aren't changing. Especially for 2027 trucks that are designed, materials and parts are being produced, and line changes are planned, so production can shift in April, which is 90 days out.

The bot was trying to convince everyone he knew about some secret diesel technology that would eliminate emissions. That hasn't happened ever, cause it is physically impossible to pump out huge HP and torque without puking out all kinds of filthy nasty shit into the air. Obama doesn't like that and he'll be in his 4th term by November.

 

[MrScottly]

I think you are just miss understanding what I'm saying.

You're talking to a know-it-all moron with the reading level of your average fifth grader. Try approaching it like that, and maybe you'll get through to him. Otherwise, all Randall can do is name call, insult, and generally try his very hardest to prove what a colossal dumbass he is.

 

[8ball_99]

You're talking to a know-it-all moron with the reading level of your average fifth grader. Try approaching it like that, and maybe you'll get through to him. Otherwise, all Randall can do is name call, insult, and generally try his very hardest to prove what a colossal dumbass he is.

lol, Oh I'm definitely aware. Occasionally I do forget, But usually get reminded pretty quick.

 

[PaleRider]

No major changes planned as of yet outside potential dmax addition.

I have seen no comms from GM indicating a change of multimatic size. I run a caddy dealer, fwiw.

IMO, the multimatics at stock height are every bit as ready to roll as any king or dirt king dampers leaving aside the use case of a dedicated wheeler. But, if it's a duty truck in any sense, it would be prudent to experience them for longer than a test drive. I've gone 20k miles in 6 months on my gasser, and I can tell you they've gotten better and better after each mile. I've had more than 20 GM rigs from mild to wild, including DK mid travel kits, king 3.0s, long travel kits, etc. bear in mind almost all trucks on the lot are runninga max PSI, which altera the ride significantly.

What I can share beyond a shadow of a doubt, for a truck that sees normal life of driving/towing/hauling/family duty, youd have to fight me to take my multimatics away. They are every bit as on point as any 2.5 I've run, and also every bit as forgiving as most 2.0s (up until their limitations). If you push those limits, go with king. If you don't, stay stock for a bit.

Bear in mind the ZR2 is already running different control arms and knuckles. While it doesn't increase droop travel beyond a stock non ZR2, it does restore that which is lost from the ZR2s altered height. The DK arms are designed for a non ZR2, as such, it's increase in droop travel is limited comparative to their claimed increases, as, you've already maintained some of that with the ZR2 at baseline. DK does have the best UCAs/ball joints though. I'm a fanboy of theirs and have used them on my last few rigs. I would be very surprised if the DK kit made a meaningful difference in regards to normal life/ride quality. And it's gains are limited insofar as a dedicated rig, so I'd go for king 3.0s in that case. All of these dampers when pushed will need service/replacement within ~50k miles. Knowing that, I'd encourage you to run with The multimatics for a bit, even if just to get a better understanding of them prior to their removal.

For me, I'm continually amazed at their ability to subjectively provide me a general ride that's better than any half-ton regarding how supple it is, while also maintaining excellent control on larger stuff. Where they do seem to be outmatched is high speed whoops. It does great for a stock HD, but, I see why some.one might want something different in that scenario. The trade offs to get something that works on that scenario are not worth it to me regarding daily drive characteristics.

Just wanted to share an opinion/perspective.

This really is the first time a factory GM truck came off the line, more ready to roll than most traditional trucks with $7500 of aftermarket leveling/tires/bolt ons.

My .02. in either case, you're in for a treat.

 

[securityguy]

No major changes planned as of yet outside potential dmax addition.

I have seen no comms from GM indicating a change of multimatic size. I run a caddy dealer, fwiw.

IMO, the multimatics at stock height are every bit as ready to roll as any king or dirt king dampers leaving aside the use case of a dedicated wheeler. But, if it's a duty truck in any sense, it would be prudent to experience them for longer than a test drive. I've gone 20k miles in 6 months on my gasser, and I can tell you they've gotten better and better after each mile. I've had more than 20 GM rigs from mild to wild, including DK mid travel kits, king 3.0s, long travel kits, etc. bear in mind almost all trucks on the lot are runninga max PSI, which altera the ride significantly.

What I can share beyond a shadow of a doubt, for a truck that sees normal life of driving/towing/hauling/family duty, youd have to fight me to take my multimatics away. They are every bit as on point as any 2.5 I've run, and also every bit as forgiving as most 2.0s (up until their limitations). If you push those limits, go with king. If you don't, stay stock for a bit.

Bear in mind the ZR2 is already running different control arms and knuckles. While it doesn't increase droop travel beyond a stock non ZR2, it does restore that which is lost from the ZR2s altered height. The DK arms are designed for a non ZR2, as such, it's increase in droop travel is limited comparative to their claimed increases, as, you've already maintained some of that with the ZR2 at baseline. DK does have the best UCAs/ball joints though. I'm a fanboy of theirs and have used them on my last few rigs. I would be very surprised if the DK kit made a meaningful difference in regards to normal life/ride quality. And it's gains are limited insofar as a dedicated rig, so I'd go for king 3.0s in that case. All of these dampers when pushed will need service/replacement within ~50k miles. Knowing that, I'd encourage you to run with The multimatics for a bit, even if just to get a better understanding of them prior to their removal.

For me, I'm continually amazed at their ability to subjectively provide me a general ride that's better than any half-ton regarding how supple it is, while also maintaining excellent control on larger stuff. Where they do seem to be outmatched is high speed whoops. It does great for a stock HD, but, I see why some.one might want something different in that scenario. The trade offs to get something that works on that scenario are not worth it to me regarding daily drive characteristics.

Just wanted to share an opinion/perspective.

This really is the first time a factory GM truck came off the line, more ready to roll than most traditional trucks with $7500 of aftermarket leveling/tires/bolt ons.

My .02. in either case, you're in for a treat.

Thank you!

 

[Busa Dave]

Thank you!

Agree with your comments 100%. Could not have said it better myself. For almost 40 years have always done a suspension and tire modification (sometimes wheels) when I first buy them. I now have a Bison Colorado and a 2500 ZR2 both with 35x12.50 Goodyear Boulder MT's. Great on the road and just awesome off the road where I need them to be with 3ply sidewalls. No need to change the suspension and these shocks are a real game changer.

 

[AXE]

You're talking to a know-it-all moron with the reading level of your average fifth grader. Try approaching it like that, and maybe you'll get through to him. Otherwise, all Randall can do is name call, insult, and generally try his very hardest to prove what a colossal dumbass he is.

Cause it's fucking true and most of the shit you post is irrelevant and fantastical bullshit. You never post anything about your truck cause bots don't own one.

It's all bullshit that has nothing to do with anything. One day you're posting about insurance bullshit, then it's warranty bullshit, then it's Gale Banks crybaby bullshit, now it's some line on secret squirell diesel performance that's gonna eliminate emiisions equipment and improve fuel economy. How about post some links to the studies or data that prove that bullshit out........you can't cause your not even a good bot.

 

[AXE]

lol, Oh I'm definitely aware. Occasionally I do forget, But usually get reminded pretty quick.

You're talking to a bot......you and securityguy are just looking for sympathy from it.........that's peak 2026 for this crew.......LMFAO.

 

[AXE]

No major changes planned as of yet outside potential dmax addition.

I have seen no comms from GM indicating a change of multimatic size. I run a caddy dealer, fwiw.

IMO, the multimatics at stock height are every bit as ready to roll as any king or dirt king dampers leaving aside the use case of a dedicated wheeler. But, if it's a duty truck in any sense, it would be prudent to experience them for longer than a test drive. I've gone 20k miles in 6 months on my gasser, and I can tell you they've gotten better and better after each mile. I've had more than 20 GM rigs from mild to wild, including DK mid travel kits, king 3.0s, long travel kits, etc. bear in mind almost all trucks on the lot are runninga max PSI, which altera the ride significantly.

What I can share beyond a shadow of a doubt, for a truck that sees normal life of driving/towing/hauling/family duty, youd have to fight me to take my multimatics away. They are every bit as on point as any 2.5 I've run, and also every bit as forgiving as most 2.0s (up until their limitations). If you push those limits, go with king. If you don't, stay stock for a bit.

Bear in mind the ZR2 is already running different control arms and knuckles. While it doesn't increase droop travel beyond a stock non ZR2, it does restore that which is lost from the ZR2s altered height. The DK arms are designed for a non ZR2, as such, it's increase in droop travel is limited comparative to their claimed increases, as, you've already maintained some of that with the ZR2 at baseline. DK does have the best UCAs/ball joints though. I'm a fanboy of theirs and have used them on my last few rigs. I would be very surprised if the DK kit made a meaningful difference in regards to normal life/ride quality. And it's gains are limited insofar as a dedicated rig, so I'd go for king 3.0s in that case. All of these dampers when pushed will need service/replacement within ~50k miles. Knowing that, I'd encourage you to run with The multimatics for a bit, even if just to get a better understanding of them prior to their removal.

For me, I'm continually amazed at their ability to subjectively provide me a general ride that's better than any half-ton regarding how supple it is, while also maintaining excellent control on larger stuff. Where they do seem to be outmatched is high speed whoops. It does great for a stock HD, but, I see why some.one might want something different in that scenario. The trade offs to get something that works on that scenario are not worth it to me regarding daily drive characteristics.

Just wanted to share an opinion/perspective.

This really is the first time a factory GM truck came off the line, more ready to roll than most traditional trucks with $7500 of aftermarket leveling/tires/bolt ons.

My .02. in either case, you're in for a treat.

I've worked this suspension plenty good in a lot of scenarios from towing heavy, to offroad, to daily use. It's pretty hard to beat the overall performance. I would say the weak spot is heavy towing, cause the suspension is pretty soft compared to other HDs. You definitely need airbags if you tow regularly or heavy.

Nobody is doing high speed whoops in a 2500HD anyway, that's why you don't see desert race teams running 2500HDs. They use them for their chase trucks to haul equipment and gear.

 

[PaleRider]

I've worked this suspension plenty good in a lot of scenarios from towing heavy, to offroad, to daily use. It's pretty hard to beat the overall performance. I would say the weak spot is heavy towing, cause the suspension is pretty soft compared to other HDs. You definitely need airbags if you tow regularly or heavy.

Nobody is doing high speed whoops in a 2500HD anyway, that's why you don't see desert race teams running 2500HDs. They use them for their chase trucks to haul equipment and gear.

Agree. But people tend to fantasize and then attempt enacting plans they think are in line with said fantasies. And then blame parts designers/peddlers and/or the truck itself, for failing at a task it wasn't intended for. I was just trying to caution the OP regarding that aspect.

I wasn't necessarily meaning a full blown race truck, as this would not be the ideal chassis.

I'd agree on heavy towing based on how she handles unladen at baseline. I have yet to hook up any form of trailer lolol.

And I agree that the multimatics are otherwise, a pretty amazing factory add.

 

[securityguy]

You're talking to a bot......you and securityguy are just looking for sympathy from it.........that's peak 2026 for this crew.......LMFAO.

Sympathy for what? Maybe I'm missing something here.....

 

[AXE]

Agree. But people tend to fantasize and then attempt enacting plans they think are in line with said fantasies. And then blame parts designers/peddlers and/or the truck itself, for failing at a task it wasn't intended for. I was just trying to caution the OP regarding that aspect.

I wasn't necessarily meaning a full blown race truck, as this would not be the ideal chassis.

I'd agree on heavy towing based on how she handles unladen at baseline. I have yet to hook up any form of trailer lolol.

And I agree that the multimatics are otherwise, a pretty amazing factory add.

Yep it was a good assessment.

There is a lot of fantastical bullshit being presented in this thread. We've got one of the community bots hyping brand new diesel technology that will enable manufacturers to eliminate emissions equipment. Then there's guys stroking the bot off and trying to defend the bot like it has real thoughts an feelings and posting other nonsensical shit. I feel sorry for people that can't just step back and look at the available information and draw basic factual conclusions from it.

 

[AXE]

Sympathy for what? Maybe I'm missing something here.....

You're smashing the like button on it's posts and reinforcing the dumb shit it's posting. That's what it feeds off. It's never made a post that hasn't been just random cut and paste bullshit......and you like it.