One Of The Best Tow Vehicles In America Isn’t A Truck, But A Chevy Contractor Van With A Duramax Diesel V8

Americans have an obsession with vehicles that can tow and haul things. Large pickup trucks get all of the attention for their unfathomably good abilities to haul boats, campers, cars, and construction equipment through the harshest passes on public roads. Yet, one of the best tow vehicles for the average person might not be a pickup truck at all. For nearly three decades, General Motors has sold the Chevrolet Express and GMC Savana, vans that are great for work, but also strong enough to haul up to 10,000 pounds with force thanks to GM’s legendary Duramax 6.6-liter diesel V8 engines. Even as these vans are finally dying off and being replaced, tens of thousands of working people are still buying them.

Back in October 2024, I wrote about why the Ford Econoline and E-Series remain great vans even though they have long been bested and replaced by the excellent Ford Transit. For many, the E-Series remains a great choice because of its simple, time-tested design, low cost, and the heavy-hauling capabilities of the E-350 Super Duty. It’s not hard to find a Ford E-350 converted into a camper, towing racecars, hauling dirt bikes, or sometimes all of the above. For some, the deal was sweetened even more because the E-Series was offered with Ford’s legendary 7.3-liter Power Stroke V8. A similar phenomenon can be witnessed with GM’s old Chevy Express and GMC Savana work vans, and in some ways, these vans are even better at the job.

GM’s work vans are seemingly eternal, like mosquitoes over still water in the heat of summer. They’re anywhere and everywhere at all times. At this very moment, I know of the location of at least five Chevy Express vans within 200 feet of the keyboard I am writing this. Two of them are very old, while the other three are newer. Yet, GM’s work van design has been so unchanging that they all look and likely drive similarly. All of these vans are driven by working men. They’re contractors, electricians, and mobile mechanics.

Another nearby Chevy Express is a luxury conversion van, and that van looks like it’s the closest an average kid might get to riding in a private jet. More of these conversion vans appeared at the 2025 Chicago Auto Show in February, most of them adorned with price tags in the ballpark of a used Audi R8 and some knocking on the door of the price of a new Lotus Emira.

The might of this aged platform shouldn’t be ignored. The 2025 Chevrolet Express sports a maximum payload of 4,280 pounds and a maximum towing capacity of 9,600 pounds (the 2024 model hauled up to 10,000 pounds). If you get a new Express, you can get it with a 6.6-liter L8T direct-injected V8 making a healthy 401 horsepower and 464 lb-ft of torque, too. If you aren’t married to buying new, the Express and Savana were even available with greats like the Vortec 8100 big block V8 and the Duramax LLY 6.6-liter diesel V8.

Sadly, Chevrolet hasn’t replaced its work vans with Euro-style vans like Ford and Ram, but just for comparison’s sake, look at the Ford Transit. That van now has an impressive max payload of 5,110 pounds, but, at best, the Transit tows 6,900 pounds

On the surface, it sounds wild that people are still spending lots of money on vans with platforms dating back to the Clinton Administration. These are vans that General Motors wanted to kill this year, but may now soldier on indefinitely. Yet, the Chevy Express and GMC Savana remain attractive for tens of thousands of buyers.

GM’s Van History Is Great

While the Chevrolet Express and GMC Savana aren’t nameplates that have been around for as long as Ford’s Econoline, they do come from a lineage of innovative vans and trucks.

The American light delivery vehicle market exploded in the late 1950s. The Big Three were known for building their vans out of trucks, with good examples being the Chevrolet Apache panel, Ford F-100 panel, and Dodge Town Panel. However, a different kind of van began to challenge the status quo. Volkswagen’s Type 2 Transwas a radical departure in van design, while the Jeep Forward Control was something different in the truck world.

Volkswagen managed to capture a market with its Microbus. Families found them easy to pile into, and tradesmen found them great to maneuver and easy to load. Those wanting to seek adventure outfitted their VW vans with camping gear and hit the road. According to Corvanatics, which cites Alex Mair’s 1961 SAE paper “The Corvair 95 — Chevrolet’s Space Age Panel Truck,” General Motors believed it could make a forward control utility vehicle that was better than both the Jeep FC and the Volkswagen. That utility vehicle platform was based on the innovative Corvair and was a leap forward in American van and truck design.

It wasn’t long before the 1960s American van market was chock-full of forward control designs, including GM’s Corvair platform, Ford’s Econoline, the Volkswagen Transporter, and the Dodge A100. Over time, GM’s vans evolved into more conventional working tools. The G-series launched in 1964 with the G10, which was still a forward control design, but now with an engine up front. The 1967 redesign of the G-series saw updates in the form of new engines, a new look, and even a longer wheelbase model.

GM’s Van Gets Normal

GM’s vans didn’t take the shape that we know them for today until 1970 when the third-generation G-series launched. These vans featured the long bodies and stubby hoods that GM’s vans would continue to be known for today. What was interesting about the G-series was that despite using Chevy C/K running gear and despite its truck-like appearance, these vans still featured unitized bodies.

These vans did have frame rails, but they were integrated into the body. The suspension also saw upgrades as the front end ditched its leaf springs for coil springs and control arms. Meanwhile, the rear end stayed with a tried and true solid axle and leaf springs. Like the Ford Econoline, G-series was available as a cutaway, which meant that builders had an easier time building buses, ambulances, and motorhomes out of the platform.

Of course, this was the 1970s, so some of these were turned into groovy conversion vans.

Diesel Makes Its First Appearance

The third generation of the G-series lasted through an incredible 26 years with only minimal changes to the bodywork and interior. In 1982, GM introduced diesel power to the G-series lineup, lowering 6.2-liter GM Detroit Diesel V8s into the engine bays of three-quarter-ton and 1-ton vans. Keep in mind that in the early 1980s, the use of these diesel engines wasn’t to achieve ridiculous power numbers, but fuel economy that couldn’t have been achieved by gasoline V8s of the era.

More power came in 1994 when the 6.2-liter diesel V8 was replaced by the 6.5-liter diesel V8 version, but even then, these engines remained naturally aspirated and thus still slow.

While GM had engineered a great van, it wasn’t enough to topple mighty Ford. In 1980, Ford’s Econoline captured the work van market and kept it until 2015. Yep, the E-Series didn’t lose its crown until Ford finally stopped making it with a van body. During the peak of Econoline production, Ford had 80 percent of the work van market, leaving the likes of GM and Dodge to fight over the scraps.

The All-New Express And Savana

In January 1996, General Motors announced its first all-new full-size van design in 26 years. The Chevrolet Express and the GMC Savana were born and they almost completely flipped GM’s van script.

As MotorTrend writes, the Express and Savana were introduced during a time when automakers expected large families to sell their minivans to move into a full-size van. Because of this, analysts projected that the full-size market was set to grow by 30 percent by 2002. General Motors couldn’t win this battle with a van introduced in 1970, so it was time to build new from the ground up.

One of the van’s biggest changes happened under the skin, where unitized construction was retired for an all-new welded ladder frame. This gave the van more truck-like capability, but GM didn’t want to make the vans all about work. Extra focus was put into driving dynamics because it wanted the families who bought the passenger versions of these vans to get an experience that was more car-like than the van’s truck-based mechanicals would have suggested.

Additional work was put into making a body that benefited everyone, regardless if they were a plumber or a family of 15 people. The Express and Savana vans were given relatively aerodynamic bodies, the option for body color or chrome moldings, flush glass, recessed door handles, and smart touches such as rear doors with 180 degrees of swing.

MotorTrend‘s 1996 review suggests that the Express was a hit right out of the park:

From the first time you climb up behind the wheel of the Express (you don’t “slide-in” behind the wheel of a big van), the feeling is reassuringly solid. The dual-airbag dash and instrument panel are hung on a massive magnesium beam that spans the entire front width of the new G-van, and the 1996 Express also sports a molded headliner featuring optional overhead climate controls and vents.

The Express rates high marks for ride and handling. That long, wide stance establishes an exceptionally stable platform—a virtue you’ll appreciate next time you encounter a direct crosswind. However, as you might expect, tight-confines maneuverability isn’t a strong suit of the Express. The standard-wheelbase G1500 has a 45.2-foot turning circle. That number grows to 47.4 feet for the G2500 and a curb-hopping 53.4 feet for Extended models.

GM’s redesign of the Vortec engine line for 1996 makes the Express a responsive package on the road. The base engine is the Vortec 4300 (4.3-liter) V-6, which delivers 195 horsepower and 250 pound-feet of torque. The Vortec 5000 (5.0-liter) V-8 offers 220 hp and 285 lb-ft of torque, but our pick for general big-van usage is the Vortec 5700 (5.7-liter) V-8, which produces 250 hp and 335 lb-ft of torque. We also had the opportunity to drive a bare-bones model equipped with the Vortec 7400 V-8, which yields 290 hp and a tire-shredding 410 lb-ft of torque. When empty, this brute would light the tires for the length of a city block.

In brochures, General Motors talked up its van’s best-in-class features. Chevy said if you ordered your Express or Savana with a long wheelbase, you got 316.8 cu-ft of interior volume. The standard-length model still swallowed 267.3 cu-ft, and GM claimed that the Express and Savana had the most cargo volume in the full-size class.

Also claimed to be best-in-class was the 56.9 inches of opening when the rear doors were swung out as far as they could be.

GM also explained why Express and Savana vans have that weird plastic bit surrounding their taillights. GM called that the “halo” (above) and this was its function: A composite cap panel above the rear doors helps protect paint from damage when loading and unloading roof carrier equipment and tools. Neat!

Under the skin, GM said that the Express and Savana were in for the long haul. GM said its Vortec V8 engines didn’t need spark plug maintenance until 100,000 miles thanks to platinum-tip plugs. GM then said you’d be able to go five years or 150,000 miles between coolant changes.

The first facelift seen by the Express happened in 2003 and brought major revisions to the front end, including bodywork and crumple zone, as well as interior upgrades. Other improvements came in the form of upgraded three-piece box-section frames, four-wheel disc brakes, OnStar, and an option for all-wheel-drive. Perhaps the coolest option introduced in 2003 was the ability to spec your van with driver-side rear barn doors.

Since then, the Express and Savana have gotten updates, but they have been much milder.

These include stability control in 2005, side curtain airbags in 2008, a new dashboard in 2011, and even a neat parking assist system in 2013. Amusingly, the Express was able to be ordered with sealed beam headlights all of the way until 2018. Now, you can get your Express or Savana with a lane departure warning system, blind spot monitoring, and collision alerts. Yep, they may be nearing 30 years, but GM has managed to cram some modern technology into these rides.

Full-size competition was fierce in the 1990s, and that included towing capability. In 1992, a light-duty Ford Econoline 150 hauled 6,600 pounds at best. In 1996, the light-duty Chevy Express 1500 nearly matched that with 6,500 pounds of towing capacity. Both Ford and GM claimed that you could do this with the base model six-cylinder engines, too.

Like the Ford, upgrading to an Express or Savana 2500 upgraded your hauling capacity, but not by much. According to Cars.com, the pre-facelift 2500s towed up to 7,100 pounds. In contrast, an equivalent Econoline 250 of the day towed 7,500 pounds.

If you wanted the biggest, baddest, beefiest Express or Savana, the 3500 was the way to go. These vans featured more heavy duty chassis and suspension. Pair them up with a sizable engine and you were looking at a whopping 10,000 pounds of towing capacity right at launch in 1996. The Express and Savana 3500 vans have then retained 10,000-pound towing capacities right through 2024.

What’s fascinating is that these vans were also available with so many different engines. The MotorTrend report covers what the early gas engines looked like. If, for whatever reason, the Vortec 7400 noted above wasn’t big enough, the even bigger Vortec 8100 arrived in 2001, bringing a hilarious 340 HP and 455 lb-ft of torque along for the ride. Sadly, GM never got spicy like Ford and served up these vans with V10s.

At launch, GM also sold these vans with its 6.5-liter Detroit Diesel V8 turbodiesel, which was good for 190 HP and 385 lb-ft of torque in the vans. While the GM 6.5 diesel lagged behind the competition on power, to this day it remains one of the best-sounding truck engines money can buy. But this one is in a van!

As of right now, the Chevrolet Express and GMC Savana get just two engines. The V8 is the 6.6-liter 401 HP L8T that I mentioned earlier and the base engine is the 4.3-liter Ecotec3 V6, good for a respectable 276 HP and 298 lb-ft of torque. So, if you want one of these vans and desire more exciting locomotion, you will have to go used.

Like A Diesel Truck, But Cooler

The great thing about these vans is that they have truck engines and truck transmissions. That means that, in many ways, these vans are more or less like pickup trucks with covered beds. Express and Savana owners got to enjoy the same legendary GM small block V8s and Duramax diesels, but in a form factor that’s great for hauling families or motorcycles.

The GM 6.5-liter diesel V8 was discontinued from GM’s full-size vans in 2002. Then, they were not replaced until 2006 and what they got was a Duramax, the engine family born out of a joint venture launched by GM and Isuzu in 1997. Sadly, the Chevy Express and the GMC Savana did not get GM’s legendary Duramax LBZ, but it did get the LBZ’s close sibling, the LLY. Here’s some history from MotorTrend:

The Duramax LB7 is a 6.6L V-8 with four valves per cylinder, a cast-iron engine block with aluminum heads, and high-pressure common-rail injection. It produced 300 hp at 3,100 rpm and 520 lb-ft at 1,800 rpm, which were segment-best numbers at the time. The unique injection system was a bit problematic early on, but with those issues resolved, the LB7 can be a very reliable engine. 

Curing many of the problems of the first Duramax, the LLY received a redesigned valvetrain for improved maintenance access, a variable-geometry turbocharger for improved throttle response and low-end power, and an exhaust-gas recirculation system to help it meet stringent emissions regulations. Power and torque were up to 310 hp at 3,000 rpm and 605 lb-ft at 1,500 rpm. Of note, the LLY was also available in the 2006-2007 Chevrolet Express and GMC Savana, though power was restricted slightly to preserve the vans’ four-speed automatic transmissions.

The LLY’s construction was similar to the LB7 that came before it. These engines sport forged-steel, fractured cap connecting rods, cast-aluminum pistons, cast-aluminum heads with six 14mm diameter head bolts per cylinder, and four-valves per cylinder. Fueling the LLY is a Bosch CP3 injection pump firing Bosch solenoid injectors.

Unfortunately, as I noted in one of my GM diesel truck history pieces, the LLY stops short of true greatness because of some known issues, including overheating, blown head gaskets, water pump failures, glow plug failures, and bent rods.

However, there is a twist here. The LLY Duramax housed in the Express and Savana vans was detuned to 250 HP and 460 lb-ft of torque. They also did not get Allison transmissions like the big trucks did. Instead, the Duramax vans got GM 4L80-E four-speed automatics. Now, this does not sound so fun, but there is a silver lining. I do not see a lot of complaints from Express Duramax or Savana Duramax owners, which can suggest that these detuned engines may better avoid the issues noted above.

The other good thing is that the Duramax vans were still ahead of the competition in specs. A 2006 Ford E-350 made 235 HP and 440 lb-ft of torque from its 6.0-liter Power Stroke V8. The Duramax LLY also has a better reputation than the infamous 6.0 Power Stroke, too.

In 2011, General Motors switched its full-size vans over to the Duramax LMM. Power bumped up to 260 HP and 525 lb-ft of torque, detuned from 365 HP and 660 lb-ft of torque as they were found in GM trucks. Some diesel resources describe the LMM as mechanically similar a the iconic LBZ, but loaded down with emissions equipment. Indeed, the LMM sports a diesel particulate filter, cooled exhaust gas recirculation, and closed crankcase ventilation. Here’s more information about the LBZ that came before, from my retrospective:

Mechanically, the LBZ is similar to the LLY, but with a thicker engine block casting, beefy forged-steel connecting rods, and the common-rail fuel system was turned up even higher with a Bosch CP3 fuel pump. That fuel pump is so powerful that it’s capable of moving 200 liters of fuel per hour. Other upgrades include more webbing in the main bearings, taller main bearing caps, and the bores for those cap bolts dig 4mm deeper before. In other words, GM went through the faults of its previous Duramax powerplants and hardened them.

One change from LBZ to LMM, aside from the additional emissions equipment, is a swap from a seven-hole injector to a six-hole injector. Otherwise, even the Bosch CP3 fuel pump made a return in the LMM. These engines are also considered to be reliable, but do have noted issues with clogged diesel particulate filters, EGR failures, and the occasional cracked piston. Those latter two issues did carry over from the LBZ.

Finally, from 2017 to 2022, the Express got its last diesel engine. This one was a weirdo. It wasn’t a 6.6-liter Duramax V8. No, this time, the Express got a 2.8-liter Duramax inline-four. This made the Express the first full-size American van to get a four-cylinder since the 1960s!

The 2.8-liter Duramax LWN four is a weird one. This engine uses a cast-iron block, a fully balanced forged steel crank, dual overhead cams, and 29,000 psi Denso injectors. The LWN was designed as part of a multinational effort involving Torino, Germany, and Michigan, with assembly in Thailand. That’s interesting enough, but the twist was that this engine wasn’t put into the Express for power, but for fuel economy. The Duramax LWN made just 181 HP and 369 lb-ft of torque. Some folks have claimed to hit 30 mpg with these engines! Sadly, equipping your van with this engine reduced towing capacity to 7,000 pounds.

Sadly, these engines have also earned a nasty reputation. How bad has it gotten? A Chevy Colorado forum has a thread counting the number of catastrophic engine failures experienced by LWM owners. This will be worth looking into at a later date, but unfortunately, there are dozens of reports of total LWM engine failures.

As with any vehicle, there are issues to watch out for. I’ve noticed that Express vans here in the Midwest will sometimes suffer from both catastrophic rust problems and severe paint failure. I’ve also seen some Duramax vans for sale with blown head gaskets or worn-out transmissions. But the great thing is that since these vans have been pretty much the same for over two decades, parts are still plentiful.

Vans Remain Great

Some people wonder why you would get a van for towing when a pickup truck is more capable. In my experience, vans are astoundingly versatile.

One of my former Gambler 500 rigs was a 2006 Ford E-350 Power Stroke. Sheryl and I drove to Gambler 500 events, off-road the van, and then sleep in the warm van at night. We didn’t have to fight a tent or put a cap on a pickup truck. All we had to do was simply move from the driving compartment to the spacious cargo area in the back.

Then, when I wasn’t using the van for Gambler shenanigans, I was able to carry loads of tools and tires with ease and some relative security. Many of the full-size van owners I know tow a racecar behind their van and then sleep inside the van. Or, they’ll tow a camper behind the van and have a pair of motorcycles inside. Some folks also just have huge families and actually use nearly all of the 15 seats in the passenger models.

So, the next time you’re thinking about buying a tow vehicle, maybe don’t get a pickup truck, but a diesel van. Then, let your imagination run wild on how to make it your own. I’ve lost count of how many “moto van” builds I’ve seen online. Honestly, the possibilities are nearly endless.