2019 Silverado Engines: Power And Torque Ratings Revealed
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The wait is over, and we now know exactly the power and torque ratings of the 2019 Silverado engines, thanks to order guides (linked below) first discovered by GM Authority.
| Engine / Metric | Power (hp / kW) @ RPM: | Torque (lb-ft / Nm) @ RPM | Transmission |
|---|---|---|---|
| 5.3L V8 L84 (new) | 355 / 265 @ 5600 | 383 / 518 @ 4100 | 8-speed automatic MQE |
| 5.3L V8 L83 (old) | 355 / 265 @ 5600 | 383 / 518 @ 4100 | 6-speed automatic MYC |
| 6.2L V8 L87 (new) | 425 / 317 @ 5600 | 450 / 610 @ 4100 | 10-speed automatic MQB |
| 6.2L V8 L86 (old) | 420 / 313 @ 5600 | 460 / 624 @ 4100 | 8-speed automatic M5U |
5.3L L84 V-8
The 5.3L V-8 is assigned RPO code L84, one number greater than the 5.3L V-8 L83 in the last-gen Silverado (on the K2 platform). The motor makes 355 horsepower at 5600 RPM and 383 pound-feet of torque at 4100 RPM.
The 5.3L L84 V-8 is paired with the GM 8-speed automatic transmission (RPO code MQE).
6.2L L87 V-8
The 6.2 V-8 is assigned RPO code L87, also a number greater than the 6.2L V-8 L86 in the outgoing K2 Silverado. Rated at 425 horsepower at 5600 RPM and 450 pound-feet of torque at 4100 RPM, it’s mated to the new GM 10-speed automatic transmission (RPO code MQB).
Greater Efficiency
Though these new 2019 Silverado engines have roughly the same output of their immediate L83 and L86 predecessors (stay tuned for a comparison), both of the 2019 Silverado engines will likely result in a greater fuel efficient thanks to new fuel-saving technologies like engine auto start/stop, which automatically shuts down the engine at stop lights to conserve fuel, and Dynamic Fuel Management, which overhauls the Active Fuel Management/Cylinder Deactivation technology to allow the engine to work on only one cylinder.
Fuel economy ratings for both engines are not yet available.
Other Engines
Despite the 2019 Silverado order guides only listing these the two aforementioned motors, they won’t be the only 2019 Silverado engines available, as Chevy has confirmed that the “2019 Silverdo will be available with six engine/transmission combinations”.
We already know that the third one will be the all-new inline-six 3.0L Duramax diesel engine. That motor is not listed in the order guides. Additionally, this iteration of the order guides, which were updated April 20th, does not contain information on the base model 2019 Silverado, such as the Work Truck, Custom, or Custom TrailBoss, and it’s highly unlikely that these base models will powered by the 5.3L V-8 L84. Instead, a new base engine will likely be introduced. And something tells us that a boosted mid-level engine to slot above the 5.3L L84 will also become available, as will an electrified/hybrid model.
So in other words, this isn’t the complete 2019 Silverado engine lineup, but rather just a part (exactly 40 percent) of it.
Remember: you heard about the power for the 2019 Silverado engines first right here at GM Authority. Stay tuned to GM Authority for more Silverado news coverage and discuss the all-new Silverado in our Chevrolet forum.
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Soooooo no change for the 5.3 Liter, which has pretty much been the same since 2014, this is disappointing, Ford will observe and more than likely take advantage of GM’s setback when they introduce the 2020 F-150!!!!
More of the same from GM in regards to the diesel. Tease us for months about something that is in the pipeline with little or no info and no specifics as to when it will be available! I think in 2019 GM is going to get it’s head handed to it by the new RAM which is already in dealer lots and getting great reviews.
GM has been on a dissapointment roll lately. The 237 HP all new Cadillac 2.0. The lame Malibu, Cruze and Camaro refreshes. The same old low powered engines with no performance variants. Taking away the stick on the Cruze. Sticking 2.0T’s in Traverses. And now this. I wouldn’t be surprised if GM loses market share for 2019 and the Ram will be forever nipping at the heels of these two GM trucks
Yes, Ram has a very interesting 48V lithium battery assist through an 8 cog belt that also works as the starter when the engine is warm, standard on their V6 and optional on the Hemi. On the Hemi it adds 130 ft lb torque for a short time plus charges on braking.
Jeep Wrangler JL will have it also if you order the I4 turbo motor.
I’m going to buy a Wrangler but wait a year to see how reports come in on reliability.
Great, I need my ears screaming to get the torque at 4,100 rpm.
Give me a turbo Ford, quick please.
Not So! remember the reports on the LT1 6.2? it holds 90% of its torque across 90% of its RPM range. The truck versions of these motors dont have the high output intake, so they will loose torque after 5000 rmp, but exspect 90% of that torque from 800rpm-5000 rpm….. that’s at least 345tq from 800-5000rpm and 95% from 2500-4800rpm or 365tq from 2500 to 4800 rpm.
i hate fords turbos cause past 3000 rpms they tank on tq meaning when you need to climb a hill they become somewhat anemic, slowing you down and causing a backup of cars behind you. Its fun to feel that heavy torque while scooting around downtown and to say you got a turbo truck, but the numbers dont do ford any favors.
Just a one word answer to what you need my brother! HEMI!
Couldn’t agree more. I’ve actually always been a GM fan but once I decided to buy my 2018 ram 1500 sport, I may never go back to GM again, unless they ever decide to wake up and see what they’re competitors are doing. Don’t get me wrong, I do really like the design of these new GM trucks, even better than some trim levels of the new ram 1500. The more monotone packages look really nice but I’m not a huge fan of the ones that have a ton of chrome on them. Regardless, the fact that I can get a hemi on every trim level, not just the higher end ones like with the 6.2 in the gm trucks, and a 3.92 gear ratio, instead of just a 3.23 or 3.42, makes a huge difference.
Justin, just ran across a Ram for $29,700, Hemi, 3.92 axle, 20 inch wheels, u-connect, limited slip diff plus more in the pkg, something similar at GM is going to be much more expensive. I’ve been a GM buyer since 1969 but I am not going to purchase a vehicle that has terrible throttle response and has tranny shifts that are terrible, not to mention the “chevy shake”, I thing GM has finally figured out the vibration problem stems from the torque convertor clutch shudder, took awhile.
new 6.2 gets 450tq, new hemi gets 400tq + whatever torque e-torque gives at 3500 rpm. new 6.2 gets 425 hp, new hemi gets 395+ 12 e-torque horsepower=407hp. 6.2 still is the most powerful truck motor excluding raptor. i need to go to GMC and get the 6.2 in an SLT is what i really need
For the minimal to hardly no changes for the 5.3 and 6.2 Liters, there shouldn’t be much change in that Price Tag either…just saying!!!!!!!
The fact that they’re using more aluminum now will almost certainly equal a higher price tag.
Astounding. “Here’s our new awesome Trail Boss off road truck. Which is only available with an engine weaker than almost every other major truck line.”
Kudos Chevy. You’ve pinpointed what little enthusiasm I had left for the new Silverado and eliminated it with laser-like efficiency.
Disappointing. Seriously, GM just can’t do its best when it comes to trucks. First that mediocre interior, and the 6.2 should be best-in-class.
Even more with the 2020 F-Series.
A bit of a disappointment on these engines. I’m not a fan of start/stop and a V-8 running on one cylinder……that doesn’t thrill me either and I’m pretty sure I won’t purchase that first year out.
What the hell is the deal with the big mystery on the V6 and diesel specs? With all due respect, I don’t give a damn about the 6. whatever in the 60k Ultra High Country. Meanwhile ’19 Fiat RAM is out with full drive reviews from all the YouTube channels.
Because the new Ram has been entirely released. You can go buy one right now, and it’s frankly a great truck. Fuel economy isn’t quite up to part with the rest of the class, even now, but it’s a joy to drive, exceedingly comfortable, the best interior in the class, and still very very capable.
I also believe that the interior quality and tech available in the new Ram gives it a much better value too.
Wyatt, I too was impressed by the Ram, the 2018’s are great on the pocket book also.
Was really hoping this was an April Fools joke. It should be and GM should be very ashamed of themselves. All this time to reveal identical 5.3 power figures and LESS torque on the 6.2! Meanwhile Ford has somehow managed to increase both power and torque on every one of it’s engines from 2016 to 2018 while also increasing MPG. I’m also worried about the 5.3 8 speed combo. It currently is only rated at 15/20 for 2018 or 1 less city and 2 less highway than the 5.3 with the older 6 speed transmission. So they are starting with a much lower point so I’m not anticipating any great news in that department.
Lets hope they at least partially make up for it by whatever twin turbo engine they are offering and that the diesel can at least match Ford’s magic 30 highway figure.
So it’s a little strange that no other outlet has picked up on these order guides. It should be newsworthy on every auto news site and blog. Not questioning GMA, but I am questioning the source of these order guides and the accuracy.
I don’t think we’ve seen the end of specs for the 5.3 and 6.2
hmmmm….that’s actually a very good point, Andrew. You would think that Car & Driver, Fast Lane Truck, etc. would be jumping all over this. GM has always increased the horsepower and torque ratings for their engines with every single new design. Hard to believe they wouldn’t continue with this new design.
Well, the GM Fleet order pages are very much there and clearly state the mechanical and engine/transmission options for the all-new Silverado 1500. I believe these numbers are accurate as I was able to independently verify them.
Yeah and Fast Lane Truck just recently did a video on this so the numbers are indeed accurate.
Interesting. I wonder if the new 6.2/L87 had to be de-tuned for the new “Dynamic Fuel Management.” Either way, it doesn’t really bother me- I never found the 5.3 L83 in the ’14-’18 trucks to be a slouch. In my opinion, there are far more important factors to consider than the differences in horsepower and torque ratings between modern, V8-powered half-tons; they all make even the HD trucks from a generation or two ago look anemic. Also, there’s a theory out there (backed by the folks at Black Bear Performance, among other self-accredited forum-combers like myself) that current-gen 5.3/L83 owners can squeeze a little more power and efficiency out of their stock high-compression motors by running higher octane fuel, resulting in the knock sensors not pulling quite as much timing as they would if running regular 87 octane fuel. I would assume the same logic would apply to the next-gen 5.3/L84.
So far, GM is outclassed by Ford in powertrain options, who offers a multitude of engines at all trim levels. Where is GMs answer to the 3.5 Ecoboost? Rehashed previous motors aren’t going to cut it. I can only hope that something better has yet to be announced.
So, nobody has picked up on the fact that the power specs are listed at the exact same rpm as the peaks before? Same displacement, yet some how more hp is made at the exact same rpm as before, but torque output is lowered also at its same rpm? It doesn’t work that way… with the relationship of hp being a function of torque, these numbers do not add up. What the actual numbers will be, I have no idea. But, these are not accurate numbers…
I’m a Ford guy. I’m sort of amiss at what Ram has done so far, or better said not done with respect to power train strategies in “all new-from-the-ground-up pickup”. However, looking at GM’s work so far, with three power trains still left to announce, and with some really good news coming with the I6 Duramax (almost for sure, as it is 100% 2018 American diesel with lots of opportunities to save on cost versus these older designs from Ford and VM); I think the chart is not all that disappointing.
We have to remember that some configurations of these pickups will be up to 450 pounds lighter than the current generation, but even the regular cab 2WD will most certainly be at least a 200 pounds lighter; most of them likely over 300 pounds of curb weight saved or more. There is a good indication that all transmissions and the software will be reworked, and I’m sure refinement and throttle response, zero-to-sixty and all those parameters will be greatly improved considering the whole package and the expectation, so the same power and torque ratings in my mind, with a lighter and more aerodynamic truck will translate to a faster and more capable truck. I think that probably, considering the peak numbers and the cut weight and likely optimized gearing, that this new truck will seem a whole lot better performing than before, and I’d also expect that GM’s adoption of the next-generation cylinder deactivation that is far beyond where Ram went for cylinder deactivation, which incidentally came out with the same exact peak performance numbers, and the same exact mpg as their previous-designed pickup; is going to put GM way out in front along with Ford in advanced power trains for 1/2-ton pickups.
And all of this advancement that GM is taking with power trains in which Ram skipped with an all new truck so far, GM still has 3 power trains still left to go. We can all probably assume that one of those three is going to be the 5.3L Ecotec3 with eAssist, which is GM’s branding of starter-generator and slight torque add via the belt just as they have today, except that the new generation will likely also have the next-generation dynamic fuel management applied for a double mpg advantage but with no performance sacrifice.
The 2nd power train choice not yet announced is going to be the base engine mated to an unknown transmission. There is lots of speculation about what the base might be. Will it be the 4.3L NA V6? If so, will it be advanced in performance and/or FE? will it be another, different-displaced NA V6? a 4 cylinder turbo charged engine? Will it have eAssist standard or as an option as Ram has done? will it also have advanced dynamic fuel management? The suspense is exciting. Ram will use eTorque standard with the same V6 with the same performance numbers (3.6L Penstar V6 8-speed with 305/269 hp/torque). Ford has a new base engine for 2018, but it has only a traditional start-stop system and dual fuel injection as advancements over the previous base for Ford. It’s numbers are 290/265, but it is the mpg leader for base engines and 2nd place overall for gas engines at 19/25/22, which equals a Honda Ridgeline for comparison of how far full size trucks have come for mpg.
IF the 3rd power train choice not yet announced does not include a rehashed version of one of the already-announced engines with an optional transmission or a rehashed version of one of the other engines but with eAssist, then that means we’ve got two more engines left to go. A base engine and an unknown engine. If this scenario turns out to be the case, I would expect that the 2nd engine left to go will have to be some sort of turbo charged gas engine. There would be no reason for a third V8 or a second NA V6; and a second, larger diesel would be logistically challenging within the 8500 GVWR class. So if the 3rd one left to go is in fact another engine (remember GM spokespersons used the words “3 power trains”), it’d almost have to be a turbo gas engine.
No matter what is left to come for GM, it has already, based on what we know that GM is going to bring us so far, absolutely become obvious that GM is going out way ahead along with Ford to leave the competition behind when it comes to Power train advancements for 1/2-ton pickups. Ram has done almost next to nothing with power trains with an all new pickup. Nissan had promised V6s to come but have not done anything since introduction, and it’s been a couple years. It’s looking like the 1st generation Titan all over again. They put out a pretty competitive product to start, but then just leave it to die out in the market in just a few years. Market share will begin to fade for them unless they decide to jump in all the way, which they have never done. Toyota is much worse than that these days. They’ve got the two biggest gas guzzlers in the segment and added to that, their falling behind in performance capability with trucks that use the most gas, and they’re going no where with the domestics moving ahead. As for Ram and power trains, there arerumors on the horizon. Inline six gas and diesel engines, so there is hope for them, but to simply plant the same two engines in to a brand new designed pickup and add a starter-generator into the mix was really disappointing on the power train side of things for the new Ram truck, but as long as their customers are happy, they’ll be fine; at least for a while. But the up and coming generation will see these higher mpg numbers from GM and Ford and see comparable performance, and they’ll lose market share over time if they don’t get going with something new; even if it’s just added optional engines so as not to lose those loyal Hemi customers.
I looked at GM.com and they still rate the 6.2 at 420HP and 460 TQ. Not the 425 HP and 450TQ on this site.. So which one is correct?
As far as I understand, the new numbers are going to be for the 2019 Silverado that will debut in January 2019; however, I have seen some conflicting reports, so there is error one way or another coming from the GM camp. Until the new-styled truck arrives with dynamic fuel management, my best guess is that’s it’s the lower hp number combined with the higher torque number; and then the new truck will have the new numbers. Since these numbers are so close, I’m not sure what difference it would make for real-world driving and for max towing, etc.
Here’s the new official information.
http://media.chevrolet.com/media/us/en/chevrolet/home.detail.html/content/Pages/news/us/en/2018/may/0518-2019-silverado.html