On Friday, Chevrolet finally announced one of the highly-anticipated 2019 Silverado engines. The result of a clean-sheet design intended specifically for trucks, the motor displaces 2.7 liters in a Dual Overhead Cam (DOHC) configuration, features a single dual-volute turbocharger and features a long piston stroke of 4.01 inches (102mm), resulting in an SAE-rated 310 horsepower and 348 pound-feet of torque.
Moreover, the technological marvel – which will be made at the GM Spring Hill plant in Tennessee – features an innovative valvetrain for high- and low-lift valve profiles, allowing for completely different camshaft profiles and valve timing at low and high speeds, thereby enabling excellent performance across the board. The engine’s chief engineer, Tom Sutter, says that “it’s like having different engines for low- and high-rpm performance.”
And now, we have the complete specs for the new engine, which we recently found out has been assigned RPO code L3B.
| Type | 2.7L I-4 Turbo |
|---|---|
| GM RPO Code | L3B |
| Displacement | 2.7 liters |
| Compression Ratio | 10.0:1 |
| Valvetrain | Dual-overhead camshafts, four-valves per cylinder, tripower valvetrain with continuously variable valve timing, variable valve lift and Active Fuel Management |
| Valves Per Cylinder | 4 |
| Block Material | 380 T5 cast aluminum |
| Cylinder Head Material | 356 T5 cast aluminum |
| Firing Order | 1-3-4-2 |
| Bore x Stroke (in. / mm) | 3.63 x 4.01 / 92.25 x 102 |
| Air Delivery | Single dual-volute turbocharger with electronically controlled wastegate; intercooling system. 22-psi / 1.5 bar max boost |
| Fuel Delivery | High-pressure direct injection (3000 psi / 20 MPa) and electronic throttle control; Active Fuel Management" |
| Ignition System: | High-energy coil-on-plug |
| Additional Features | Continuously variable oil pump; electric water pump; engine oil cooler, automatic stop/start, Active Thermal Management, exhaust manifold integrated in cylinder head |
| Assembly Site | Springhill, Tennessee, USA |
| Power ((hp / kW) @ RPM) | 310 / 231 @ 5600 |
The new 2.7L Turbo I-4 L3B engine will be standard on the LT and RST trim levels of the 2019 Silverado 1500, where it will be mated with an improved eight-speed automatic transmission. We expect the motor to also make its way to the 2019 GMC Sierra 1500, though GMC has yet to confirm this.
Stay tuned for more GM 2.7L L3B engine news coverage from GM Authority.
Comments
I still like to see the Fuel rating.
Have they been able to keep it Premium Recommended vs Required? They are right on the edge but electronics and DI could keep it recomended with a drop in power if regular is used.
TFL-Truck interviewed an engineer at the press event for this engine, and he said like all GM truck engines it takes regular and they recommend regular fuel, and he threw in a subtle chirp towards Ford EcoBoost… this of course doesn’t stop people with the 6.2 from putting premium in, and people with this engine likely will use mid or premium as well. The 310hp and 348lb-ft is made using regular, as will the EPA fuel rating.
Curious what this engine will make running E85. Or if you get into a tune the engine could be something like this:
Economy tune 325hp 370lb-ft
Tow tune 340hp 380lb-ft
Sport tune 360hp 390lb-ft
Race tune 390hp 410lb-ft
This is why I posed this question. Will it make the 310 on regular?
#1 rule at automakers is that unless it is a high end model or performance model premium fuel requires hurts sales. This came from a brand manager at a Chevy that was unhappy he was only given a premium only SC engine.
With 30 gal tanks most people will not fill with premium in a truck. Especially when they can get a more powerful regular fuel V8.
My 2.0 with a tune made right at 300 HP and 23 psi with 9.5 compression. It was premium required. That is why I asked this here. I want to know if GM found a way to lift compression and still make the 310 on regular or it was optional and this engine will make 270 on regular with 310 on Premium.
“I want to know if GM found a way to lift compression and still make the 310 on regular or it was optional and this engine will make 270 on regular with 310 on Premium.”
If they did manage to raise the compression and HP, and do so on regular; I garuentee the use of DI and variable valve tuning is why.
Here is the deal.
The Eco 2.0 already has made good use of DI and variable timing. Yet it still with a GM tune requires premium fuel to make approx 300 HP with 9.5 to 1 compression.
GM has added more compression and more power on Regular at 310 and 10 to 1 with similar boost.
I assume they have reduced heat with a larger intercooler, more aerodynamic Turbo, better head combustion chamber design or piston to?
Even the lesser untuned 270 HP Eco was Premium recomended which means less than 270 on regular. Generally it cost 25 HP changing fuels.
6.2 is “premium recommended”, unless the 2019 is different (doubt it).
You’re right. The 2014+ trucks recommend premium on the 6.2. Before that only the 6.0 recommended premium.
At some point this motor might be part of an optional hybrid setup.
Add an electrical motor and boost power by an additional 100 hp+.
A four cylinder does make for plenty of open engine bay space .
For the AFM, will it always be the same 2 cylinders turned off? I thought that’s what messed up the V8s with AFM before?
It will be the same cylinders. But the V8 AFM issue actually pretty minor. They sell 150,000 silverado and sierras per month. And less than 1% of those experience issues.
The shut down cylinder still have to cycle and still get the same oil pressure. I’d say direct injection causes more issues (carbon build up) on mass than any issue caused by AFM. And that DI for anything from GM, Hyundai, BMW, etc.
I recommend that you take a look at the September 2018 issue of Car and Driver. Refer to page 59. The bottom right corner of the page has an article titled, “Fractional Gains” and speaks to the the sophistication on the cylinder deactivation for the 5.3 and 6.2L engines. I’m going to guess that the cylinder deactivation for the 4 cylinder will be similar.
I would take this engine over the 3.6 V6 in a ZR2. Mostly, as it can hang with it on HP but offers the diesel level of torque, and most importantly, creates its own breathing atmosphere which would come in handy while crawling up a pile of rocks above 6,000ft (like the Rubicon Trail).
I’m really keen to see what the official round town mileage is for this. It would make an ideal runabout if it can hit 23-24 mpg.
I’m thinking 20-21 mpg city, and 27-28 highway
I’m hoping for at least 23 because lighter weight, earlier arrival of torque and DFM.
Keep in mind GM has already clearly stated this engine is only expected to be 10% of production.
It may be only 10% of production, but I will bet it will be 90% of the slow moving inventory stuck on the lots.
As for me, I am waiting for the 4 cylinder. I am old enough to have seen gas prices go up and down, many times. Unless you are rich enough to trade-in every 3 or 4 years, you have to think longer term. Why buy something that you are going to hate when gas prices climb again? 310 HP from any truck engine, a decade ago would have been very respectable. That kind of power from a 4 cylinder TRUCK engine would have been unheard. I am hoping for some really good mileage numbers. That would seal the deal.
I congratulate GM again for its superb mechanical engineering. This new engine can and should be offered across all possible lines, even down to the Sonic and Cruze. I see a SS model that can easily blow away the foreign sports cars for less money and better performance.
Interesting engine. Can’t wait to see how it performs out in the wild and the MPG ratings.
Any rumors engine going in the Colorados?
I would like to see the mpg myself , I have a long commute and think this engine would be great for my situation.
Yeah put this motor in all #gm ‘s lineup and things like the cruze hatch make it awd, duel clutch along with a stout 6speed as a option and name it the cruze SS. Maybe do the same treatment to the sonic! Then out it in the ZR2 Colorado to replace the v6.
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