General Motors is currently hard at work on its next-generation full-size, heavy-duty trucks – the 2500HD and 3500HD versions of Chevy’s 2020 Silverado and GMC’s 2020 Sierra. And now, GM Authority has discovered that these future GM HD trucks – which we have seen undergoing testing many times before – will introduce an all-new eight-cylinder gasoline engine.
High Displacement Gasoline V8
According to sources familiar with the automaker’s plans, the 2020 model year heavy duty GM trucks will utilize a new gasoline V8 engine displacing 6.6 liters. The motor will make around 400 horsepower and 450 pound-feet of torque – representing notable improvements of 40 horsepower and 70 pound-feet of torque – over the Vortec 6.0L V8 L96 that currently serves as the base engine in the current Silverado HD and Sierra HD.
| Current 6.0L V8 L96 | Expected 6.6L V8 LXX | |
|---|---|---|
| Fuel | Gasoline | Gasoline |
| Horsepower: | 360 | 400 |
| Torque: | 380 | 450 |
The 6.0L L96 motor used currently is a rather old powerplant that traces its roots back to the mid-1990s, though it did receive an update in 2010. The eight-banger makes 360 horsepower and 380 pound-feet of torque.
Notably, the L96 is E85/FlexFuel capable and features Variable Valve Timing (VVT) and Sequential Fuel Injection (SFI, otherwise known as port fuel injection). That is to say that it does not have the latest internal combustion engine technologies such as direct injection, Cylinder Deactivation (in either AFM or DFM guise), or a low-friction valvetrain. By comparison, the new 6.6L unit is expected to adopt these technologies.
Testing By Navistar
Sources tell us that GM has almost completed development work on the new 6.6L gasoline engine for its future GM HD trucks, and that the engine is currently undergoing testing by Navistar, which is GM’s partner in developing and building the new Silverado Medium Duty Truck line – the Silverado 4500HD, Silverado 5500HD, and Silverado 6500HD.
2019 Chevrolet Silverado Medium Duty was developed in conjunction with Navistar
This data point is particularly interesting, since it suggests that the new 6.6L engine will not only be used in the future GM HD trucks and in the 2020 Silverado Medium Duty, along with its equivalent from Navistar’s International Trucks brand.
Duramax Diesel V8
While the upcoming, 2020 GM HD trucks will feature an all-new gasoline engine, the diesel engine will remain the same – in the form of the 6.6L Duramax Diesel L5P making 445 horsepower and 910 pound-feet of torque.
GM 6.6L L5P Duramax Turbo Diesel V8 Engine
The Duramax engine was introduced for the 2017 model year. As such, it is still considered a rather new powerplant that is still highly competitive against the PowerStroke V8 Diesel in the Ford F-Series Super Duty as well as the Cummins I6 in the Ram Heavy Duty.
Transmissions
Both, the new 6.6L gasoline engine and carry-over 6.6L Duramax Diesel are expected to be mated to new transmissions for the 2020 GM HD trucks.
However, we have received mixed reports on what form the transmissions will take, so we will refrain from publishing anything on them at this time.
About Future HD GM Trucks
The GM HD trucks will be completely overhauled for 2020 model year. The lineup will consist of the 2020 Silverado HD and 2020 SierraHD, in 2500HD and 3500HD guises.
The new trucks will ride on a more robust version of the new GM T1 platform introduced by Chevy’s 2019 Silverado 1500 and GMC’s 2019 Sierra 1500. Expect the new HD trucks to adopt an all-new exterior design similar to their respective light duty variants, while growing in size, shedding weight, improving capability, and having more comfort and convenience features, especially when it comes to towing technologies. An expanded model range consisting of Silverado Trail Boss and Sierra AT4 models is also expected.
The interiors will be redesigned and the cabs are expected to grow bigger for more interior room. However, as with the 2019 Silverado 1500 and 2019 Sierra 1500 models, they are not expected to stray too far from the design of current models.
Expect a launch in the third quarter of 2019 for the 2020 model year.
2020 Chevrolet Silverado HD Teaser Image
Comments
It would be another pathetic display by GM if the 2020 HDs debut with the same 445 bhp and 910 lb-ft for the Duramax Diesel. I believe it is time that GM start taking the lead when they launch a newer model in any vehicle. rather than just trying to compete.
It is so unfortunate that Ford and Ram can both increase engine output with even a product refresh, while GM launches a newer model with the same performance. I think its time that GM reconsiders being a class leader rather than being the company with the also ran models .
By the way, I still have some love for the new 1500 despite their flaws.
The only pathetic display lately are the Ford and Ram HD trucks. The L5P HD trucks pulled a gooseneck trailer (99% of its max tow rating) up the mountain faster than the Ford and Ram pulling the same trailer, all despite the Ford and Ram only pulling 75% or less of their max tow rating. How are Ford and Ram coming up with these tow ratings if they’re slower than GM’s HD trucks when they’re pulling 99% of their max tow? Plus the GM HD trucks had the best trans braking performance and the most confident handling while towing. In fact, PUT noted that the 2018 F-350 was exhibiting death wobble like tendencies whenever it hit expansion joints. Ford’s SFA setup has gotten worse in terms of death wobble.
The new Superduty trucks death wobble more than ever. I’ve never seen so many trucks with less than 20k miles with death wobble. Who can forget the famous youtube video with the Ford dealer telling the guys with a 2017 F-250 Platinum that the truck wasn’t designed to go faster than 65 MPH when empty. That truck was a rolling death trap on he freeway.
Doesn’t look like you read the article.
That’s some straight up #truckbro thinking. The Duramax and HD trucks were originally intended to be vocational trucks (work). Not some ego stroke mall crawler.
As a business owner who buys diesel trucks for hauling and towing I was more than happy with both the power and fuel economy of the LML – the power and (lack of) fuel economy on the new L5P I recently purchased is ridiculous.
Sad to see GM gave in to the #truckbros but apparently it must sell more trucks. Interesting to note the 4500-5500-6500 all get L5Ps putting out less power and better fuel economy. Just say no to the #truckbro
Don’t get caught up in numbers. A high horsepower rating on a sports car doesn’t mean much if it still runs like your Grandma’s four banger grocery-getter.
I have seen a stock LML out run higher powered Powerstrokes several times, one being a 2019. That is short 53 hp/170 ft-lbs of the Powerstroke. Obviously the numbers aren’t being held to the same standards, or the Allison has some magic fairy dust where it’s efficiency is greater than 100%. Either way I will take field performance over the brochure any day.
Tow mirrors mounted down on the doors like that looks rediculous with that knuckle
Mounting them down on the doors is a functional decision. You get more visibility since the mount isn’t blocking your view. That was a MAJOR issue with the GMT900/K2 trucks. You barely have any forward visibility on the outside of the A-pillar. Ford has actually been mounting the side view mirrors low down for years, the dip just helps disguise it. GM could do a dip in the window opening too. But then the Ford fans would wet their pants and roll around on the ground crying, kicking and screaming.
I agree with mounting it on the door. But the decision to have that knuckle is hideous
You are complaining about something that is ridiculous
But will they call it a 396…? They need the 7.4l 454. I always preferred cubic inch names.
400. Chevrolet made the 400 block I. The late 60’s and early 70’s for their trucks.
The 400 was made from 1970 to 1980. Not the late 60’s
400 CID V8 was made from the late 60s to the 80s is correct. It went into production September 1969.
It was actually a 402 cube version that was often confused with the big block and small block. I had the small block 400 in a Chev Caprice, great torque. I also bought an GM 402 fitted block from a Chev dealer, that included pistons and rings. Basically it was a 396 with an overbore to give an actual 402 cubes but it was called a 400. I got the highest compression ratio version at 11 to one ratio, but the lower compression ratio was 10.25 to one ratio. On 115 octane aviation gas we ran a best of 13.10’s in the 1/4 mile with a wide ratio 2.52 Muncie 4 speed and 4.10 rear gears in a 66 Impala SS. For that best run, I actually threw some dry ice chunks into the gas tank and on top of the intake manifold on that 90 degree day. Man, I’m getting old….been there, done that. LOL
Me too I prefer CID over L. It’s time to ditch that metric system.
“It’s time to ditch that metric system.”
Fat chance. You can’t be an engineer, scientist, doctor, or serve in the military without using the metric system, even in the USA.
You’re talking about surface-level stuff, what the public gets. No average Joe American cares about the metric bolts and nuts under the hood of their car. As long as the gauge cluster is in MPH and the fuel economy is in MPG, they don’t have to worry. US customary units are just fine for the day-to-day stuff.
GM simply cannot afford to upend their entire operation to use non-metric parts in an industry that has been fully metric for almost 40 years simply out of spite.
Two observations:
1. I doubt AFM will be used on this engine, as it’s a known reliability issue and most of those trucks are CAFE exempt.
2. The estimated horsepower and torque ratings in the article are probably at least 10% below what we’ll actually see from a big 6.6L monster.
No way not in the least bit! These engines are not built for power they are built to be workhorses. Being able to run at low rpm for hours with zero problems
Lets hope so, being that it has more cubes (for @MATT and @Gearhead 1) and -20HP and -10lb-ft compared to the L86. Hope they have found additional mileage with this setup.
Yeah that’s my bad, I realized that after the fact. I can’t wait to order my new work truck with one.
A much needed update, the 6.0 has been outgunned by the competition for some time now.
Live to dream, the Chevrolet Silverado with the new 6.6L V8 gets better mileage than the 2.7L 4-cyl turbo.
The 6.0 has defiantly been out gunned, except in one category, Reliability! We had our big stake beds at work and one just died right around 500k miles, with just the usual macitence. Truck was driven every single day, and is a truck work horse, and that is why we just bought two more!
They need to also rework the 6.6L Duramax Diesel Engines to increase Both HP and Torque to at least 475HP & 975lbs/ft of Torque to take the lead against both Ford & Ram Trucks. GM needs to once again . . . Push the envelope & take charge!
First vehicles to use them where cars and trucks during the 1970 model year. They were made in the last months of 69 and shipped to the factory’s around the country to be installed in cars and trucks for the 1970 model years.
Will be nice when these trickle down to the yards.
Where did your link go? Here’s another one with Howie Long, Too bad he was a Raider!
https://youtu.be/xZMBIuaXL2U?t=1m17s
Being on par performance-wise is all that matters. They’ve done a masterful job of integrating the Duramax/Allison for years and performing as well or better the whole time. I don’t care what the 6.6 gas is rated at as long as it’s comparable in real life. Having an extra 15HP to claim best in class means absolutely nothing to the people that actually need to drive these things for a living.
Hmmm two 6.6 Liter powerplants? Nice. I hope its as good as the 6.0.
Those whining about the Duramax…
Its got room to grow…I’d expect a new transmission with any gains as the Allison 1000 is maxed out behind L5P, even with GM’s upgrades.
A hypothetical 4″ bore x 4″ stroke would be 6.6L or 402. A nice square config like that should have some good low-end torque. Could it be a taller deck LS like engine?
Direct injected?
I’d be shocked if it wasn’t direct injected, for both power, and eventual emissions concerns.
I don’t think they’ll put AFM or DFM on it because the HD buyers are still leery on that tech more than a decade after it went mainstream.
The Gen V AFM engines have been pretty good when you consider the fact that there are at least 4 million Gen V smallblock V8’s and V6’s on the road today. The key seems to have been lighter weight engine oils being fed into the engine at a higher flow rates and pressures. Probably helps keep deposits down inside the lifters. I also noticed that the new DFM V8’s operate at even higher oil pressures. The oil pressure gauge goes from 0 to 120 PSI where the AFM version used a 0-80 PSI gauge.
Torque comes from displacement…stroke doesn’t matter. No new blocks.
GDI is good for a small bump in fuel economy. Otherwise it’s noisier, more expensive, doesn’t give more hp, and valves carbon up. Emissions are a wash…they need soot filters. DI cars are notorious for losing performance even in the first year, and killing resale value. Fine for owners who lease new cars every three years. Note that Honda only recently went to DI, and Toyota still use PFI…even on the Prius!
Similar issues with AFM. Deactivated cylinders suck in oil! Skipfire is better. How much gas do you actually save versus maintenance cost and reliability? Hybrids are also dubious…and nobody bought GM’s parallel hybrids.
VVT is used for fuel economy…at the expense of low end torque at part throttle. It goes to “fixed” timing when you step on the gas.
I wish they’d go back to PFI, but they’ll almost certainly use GDI.
GM will not make a new block (although a cast iron siamesed bore block would be sweet). L86 block, heads and intake. 3.875″ stroke and 6″ rods makes 402 cid or 6593cc. Same power amd proportionately more torque at lower rpm than L86. Expect 420 bhp @ 5200 and 480 lb-ft @ 3800.
About time too. This should have been done 5 years ago.
looks like gm will be outgunned again, with ford getting ready to introduce a 7.3 gas (pushrod), replacing the 6.8 v-10 and probably the 6.2 v-8, gm only bumping up to a 6.6 maybe gm should reconsider and bring back the big block for 2500/3500hd trucks, bump the axle ratio up to 3.73, then watch to ford boys pick their jaws up off the floor.
OK. So Chrysler is coming out with a 426 cid (7.0L) hemi, and Ford is coming out with the 7.3L ohv. For goodness sake, GM had better come out with an iron LTX 454. 11.0:1 compression on pump gas. 6 head bolts per cylinder. 420 bhp @ 4600 rpm and 545 lb-ft @ 3400 rpm. Epic!
Have you guys seeeen this? Silverado ZH2 concept based on 2020 Silverado HD https://www.gmdefensellc.com/#why-us
GM seems more and more like a bad copycat. They must make some progressive moves to take the lead. RAM HD is debuting their all new Cummins I-6 at next NAIAS in two months and that´s an entierly new engine with CGI i the block and some 1000 lb/ft of stunning torque and around 450 hp.
https://5thgenrams.com/2020-ram-cummins-to-get-a-cgi-block/
How are they copying others by sticking to old strategies that work? A large displacement V8 for HD trucks is definitely not a new idea…the 6.0 ultimately replaced the 454, and it was outdated. The currently available Duramax L5P already puts out 445hp and 930lbft…
GM should drop the 5.3l for the 383 stroker,the 4.3l should be stroked.Run high compression,premium e85 fuel.
Firstly e85 is the lowest octane available, not suitable for wide use in North America as 85 is a Farm grade and not sold in many locations. It can’t be used in any engine with a compression ratio of higher than 9 to 1 ratio, which means no engines sold today are that low in CR. They are all over 10.5 to one ratio. The North American HD5 grade of propane is 105 octane and CNG is 120 octane so that they both can used in new design engines, with high compression ratios. . Both the 6.0 liter and some other new design GM engines are designed to produce lower emissions, with fast burn combustion chambers. which is always the main factor these days. Even Premium gasoline is only 91 octane in North America, meaning a loss of about 6 to 8 percent in power compared to LPG or CNG with the 10 to one compression and higher ratios. Even E85 is only 99 octane and M85 is just 98.5 octane, so they can’t resist detonation as well as LPG or CNG both of which burn much cleaner. By the way i became a member of the SAE in 1988, who sets the standards and specs for fuels and lubricants. Been there, done that.
I’m also an SAE member, b.sc in mech eng.
E85 varies seasonally between 104 and 105 octane (r+m)/2. Ethanol is 112 on it own. There are plenty of people usimg E85 with high boost turbos making excellent power. The V8 have 11:1 compression and run fine on 87 gas. Where are you getting your numbers?
Gaseous fuel DO NOT knock. Octane rating for these is arbitrarily high. Octane rating actually tops out around 115 in the current protocol.
I agree with you that GM should have dedicated CNG engines with 15:1 or better compression.
I was a loyal GM customer for 34 years, not anymore. The 2019 Chevy and Sierra 1500 are an abomination and what the hell is up with the mirrors being placed on the doors, better visibility, really is that the best you can come up with, but the true Winner of Mega Abomination is the 2020 HD. The 1500 Chevy is trying really hard to look like a Toyota Tundra without getting in trouble for copy infringement and the 1500 Sierra wants to be a Nissan Titan so bad but the HD well poor thing it’s lost and doesn’t know what it wants to be. Fire the design team fire the CEO and start all over again. Have you looked at the upcoming Blazer, what a joke. I don’t like Fords but if it’s true that the Bronco is a retro looking SUV then listen up GM, listen to your loyal customers and learn from Ford.