She did get the warranty extension, 100,000 miles, and will probably get to that mileage in 3 years or so, so we will see. I figured that if the engine blows up within warranty, it will get replaced for free, and if it blows up outside of warranty, it looks very easy to change and low mileage 1.2s from crashed Trailblazers are fairly cheap and common even now. Around $1000 is the average price for one without a turbo, $1500-1800 for one with everything included. And the engine looks quite easy to remove and swap. Certainly easier than doing a timing belt or HPFP on her current TDI, of which the timing belt is a $2700 job. So we will see how reliable it ends up being, and if there are problems, we will see if they get fixed. At this point I am more confident than I have been in other GM GDIs like the 1.4 or 1.5T. Just based on design of the parts I can find pictures of, and comparisons to other TGDIs, and the fact that currently used engines are cheap, for a newly released engine, and widely available. That tells me there aren't many failures, because the only ones broken down into parts are from flood cars. Compare that to the 1.0 Ecoboost for example where it is impossible to find a used engine and they are extremely expensive. I will post pictures when the car arrives, probably a few UOAs because this is a new engine design so I am curious, and will post if there are any issues. So far the only widespread issue I have heard about is the Evap purge pump and that may have been fixed at this point. Not a big deal. And it's an issue shared on all of the new CSS architecture GM engines. 1.2, 1.3, 2.0, 2.7. If it breaks it gets replaced under warranty, no big deal. I am recommending that once she is out of warranty she only run premium fuel, and try midgrade or premium if she hears any knocking noises on acceleration. Oil at this point will probably be Mobil 1 EP, I may still try the Ravenol at some point just to see how it works, this engine does like a thinner side 5w30/0w30 from what I have heard, and there are no timing chain wear concerns or shearing from the timing chain. So it might work OK in this engine. But Mobil 1 EP is easy to find, not very expensive, and available at the same stores as the FE12060 filter, so that works out. Easy enough to run an oil analysis and see how it does. The new engine I expect to see problems with is the 1.3 in the Trailblazer. The pistons are a much less robust design than the 1.2 ones. They look like the 1.4 pistons. I think that engine was designed first, and the 1.2 came after. GM also got outside engineering help with the 1.2, not sure about the 1.3. The only thing that worries me about this one really is the timing belt, but if it ends up being problematic it will probably be pretty fast like the PSA engines that had the issues at around 40k miles, and will be replaced under warranty. I seriously doubt it though given this engine is using the expensive German made Continental belt, same as the 3.0 Duramax oil pump belt with an even higher interval. Attached is a picture of the actual replacement belt.
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