2022 Chevy Tahoe And Suburban Get Expanded 6.2L V8 Availability32
The 2021 model year ushered in next-gen overhauls for the Chevy Tahoe and Chevy Suburban nameplates, including the fifth-generation Tahoe, and the twelfth-generation Suburban. Now, the 2022 Chevy Tahoe and 2022 Chevy Suburban expand the availability of the naturally aspirated 6.2L V8 L87 gasoline engine.
Previously, with the 2021 Chevy Tahoe and 2021 Chevy Suburban, the naturally aspirated 6.2L V8 L87 gasoline engine was reserved for High Country trim levels for both models. Now, however, the 6.2L V8 is available on 2022 Chevy Tahoe and 2022 Chevy Suburban RST, Z71, and Premier trim levels as well.
With regard to 2022-model-year RST trim levels, the naturally aspirated 6.2L V8 L87 gasoline engine is now only available in conjunction with the new Sport Performance Package (RPO code WBL), which, in addition to the V8 engine, also includes Magnetic Ride Control (Z95) and dual twin polished stainless-steel exhaust tips (N10).
On Z71 trim levels, the naturally aspirated 6.2L V8 L87 gasoline engine is only available in conjunction with the new Off-Road Performance Package (RPO code RGN), which includes the V8 engine, as well dual twin polished stainless-steel exhaust tips (N10). The Off-Road Performance Package also requires the Off-Road Capability Package (Z6E), which bundles together Magnetic Ride Control (Z95), Air Ride Adaptive suspension (F47), and an electronic limited-slip differential (G96).
Finally, the naturally aspirated 6.2L V8 L87 gasoline engine is offered as a standalone option for the Premier trim level on 2022 Chevy Tahoe and 2022 Chevy Suburban models.
Pricing information is currently unavailable.
As a reminder, the naturally aspirated 6.2L V8 L87 gasoline engine features variable valve-timing and direct injection, and is rated at 420 horsepower at 5,600 rpm and 460 pound-feet of torque at 4,100 rpm. Other engine options include the naturally aspirated 5.3L V8 L84, rated at 355 horsepower and 383 pound-feet of torque, and the 3.0L I6 LM2 turbodiesel Duramax, rated at 277 horsepower and 460 pound-feet of torque. All three engines connect to the GM Hydra-Matic 10L80 10-speed automatic transmission.
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Nice to see the 6.2 Liter V8 being available on lower trims of the Suburban and Tahoe. I might take either the Premier or Z71 over the High Country since the big V8 is now offered on those trim levels. Also reading this post, the Electronic LSD is now coming to the Chevy SUVs as well, but is it only offered on models with air suspension plus magnetic dampers and not on magnetic ride control and coil sprung only models?
GM must know Ol Joe and Co is on their way out the door….
So GM stated previously the 6.2L would not fit in the Z71 because of the front fascia. So what changed?
Wrong! The 3.0 diesel won’t fit in that model.
Please, please, PLEASE !!! bring back the Suburban 2500!!! Makes a trip for racing our drag car so much more pleasurable. No need to move luggage from car trailer to pickup bed to go to hotel and back to the car trailer when the event is over. Plus I get to share the new vehicle for my dailly driver.
what the hell 6.2l 420hp. my equus 4.6l has 395hp. that’s a crap engine. the g90 has 5.0 429hp.
Eddie if you know anything about torque ,It is what a large vehicle needs, power is great ,But to pull a trailer or carry a heavy load, Torque is what this type vehicles need and 460 is good .
If either one of you know anything, displacement is the internal surface volume of an engine block alone. Displacement does not include large @$$ heads on ohc engines, nor does it include turbos and intercoolers. This is the biggest lie in the auto industry that a 5.0 DOHC V8 is smaller and more efficient than say, a 6.2 OHV V8 because of displacement alone. To explain this bullcrap to you; if i take my lungs out of my chest and carry them on my back, have i gotten smaller because they are no longer on the inside of me?! That’s all DOHC does, it takes displacement out of the block where it is accounted for, and puts it in the heads where it is not accounted for. So you can take large gulps of air at lower rpm, or smaller gulps of air more frequently at higher rpm. Higher rpm is worse emissions, hence the reason is probably gonna drop their mod motors for this rumored 6.8 OHV V8 based off the new 7.3. Other than Euros, you morons are the only ones that think displacement is the enemy. OHV will always be more compact, this why the chevy smallblock ends up in everything. You want big heads and a big meaty block, that’s what the hemi is; ohc flow with ohv simplicity. Hemis have crossflow heads in addition to the large dome shaped combustion chambers in the heads, meaning the most air in and out in the straightest path.
You win the prize josh. Not to mention all the extra bearings required with 3 more camshafts and twice the valves. The 5.0 also doesn’t beat the 5.3 in torque and power till almost 4000 rpm. The 5.3, is superior to the Ford in 98% of driving scenarios. The 6.2 in 100%. The 6.2 is also cheaper to build, so I’m a little frustrated that it has taken GM this long to offer it in lower trims.
Internal surface volume? It’s the amount of air the pistons displace.
(Bore ÷ 2)^2 × Pi × Stroke × # of cylinders.
Likely means a more premium engine will soon be available further up the food chain (Escalade).
They’d be bananas to not put the LT4 in them. With stuff like the RR SVR and the AMGs and such around, it only makes sense. Then they can differentiate themselves by not ruining the ride and keeping it comfort tuned.
I don’t understand GM’s policy. Don’t you learn anything from Ford? What the hell is the reason for insisting on a large-displacement gasoline engine at this point? Where is the 3.6 twin-turbo engine that comes out with 470 horsepower so spared?
(It means LF4 engine)
Is it enough to only use the CT4-V? The Ford Expedition and Navigator use a V6 3.5 turbo engine, that is, almost half of GM’s, but with high output and slightly better fuel economy. Nowadays, when downsizing is fashionable around the world, it is incomprehensible for GM to insist on large-displacement gasoline engines.
the cost to build has to be more with a turbo on the engine. notice ford’s new truck engine is a single cam in the block large displacement pushrod engine
The 6.2 is a proven design with a decades old lineage, that has few issues that can’t be corrected. And because it’s basically a bored and stroke 5.3, it’s even more so.
The Ecoboost engines are frankly the reason expedition and Navigator aren’t on our list. We’ll, rather the Ecoboost being the only option. I’ve found the Ecoboost to guzzle gas when driven like my wife does, whereas her style works fine with a v8. There’s also less moving parts, better parts availability, more room to work on it, etc with the V8 vs the Ecoboost. If Ford offered the diesel or 5.0 on their large subs, we would cross shop them. But I don’t trust the Ecoboost to be problem free for 10 to 15 years.
Kerk, the fuel economy of Ford is exaggerated with the ecoboost. Google Ford mpg lawsuits. Why do you think the DOHC, variable valve lift with active thermal management 2.7 turbo is rated the same as the 10 year old small block V8? The 5.3 is also known to beat its economy figure all the time.
FYI, any kind of power booster guzzles fuel. Turbos are only efficient when on flat at 65 mph, where their wastegate is open and they run as a small NA at WOT, reducing pumping losses. The second they close the waste gate to build boost, they loose all scavenging effects and fight tremendous back pressure destroying their “Otto cycle” efficiency. Basically, they are as efficient under boost as a large engine with a plugged CAT.
Also, the 2.7 ecoboost is a heavier/larger engine than the 5.3 V8. The 5.3 is a cam in block aluminum block engine, the ecoboost is a DOHC, iron block with twin turbos, dual intercoolers, 24 valves and port and direct injection, as well as the longer dual timing chains with their 4 phasers vs the 1 on the 5.3, and its associated tensioners and oiling systems, the ecoboost cost Ford more to make than the 6.2 does GM, and the “baby ecoboost” weights more than the 6.2. Heck, the baby ecoboost may weight more than the 6.6 L8T. Anyone got dry weights on these engines?
when the ecoboost goes on boost the eco part goes away
Alright, responding to my earlier comment of weights
2.7 ecoboost, 440lbs
3.5 ecoboost, 470lbs
6.2 LT1, 450 lbs
6.2 LT4 supercharged 470lbs
6.6 L8T, 550 lbs
No data on the 5.3, but probably 20 lbs lighter than the 6.2
Also, these are dry motor weights, the V8’s will require more oil and coolant, but the boosted engine weights don’t include the intercoolers, and mounts and tubing required for their turbos systems, which is another 40-70lbs, and a ton more space.
The only turbo I kinda like is the 2.7 Chevy. It’s inline 4 design is super rugged, proven and honestly, dirt cheap for what it is as an inline 4 cylinder has less barts than a pushrod and way less than a V6. Weight on my college car 2.2 ecotech 4 cylinder was just shy of 300, so the 2.7 turbo with everything can’t be any more than 350lbs.
GM finally waking up. Need more power for these big haulers. Much better configuration
Smart move, the RST and Z71 should have always offered this engine. They’re the performance type models, so them not offering the hottest engine is dumb.
Why it wasn’t on premier is beyond me as well. To me, premier and high country are basically the same, just that high country is a bit more off Roady and redneck. High country is for if you live on a ranch or something, and premier if you live in the burbs like we do.
Now they just need to expand availability of the radar cruise to these trims too.
I wonder if GMC will follow suit with the SLT trim for the Yukon
That makes less sense to me, because the SLT lines up with the LT Tahoe well, but adding it to the At does make sense. Maybe an SLT with some sort of Rst type package?
Truth be told, with the Denali trim being so popular, I feel like the 6.2 being AT4 and Denali exclusive is fine. GMC just needs an RST type package IMO.
Redesign so the 3.0 diesel will fit in the Z71.
It’s the best engine for the vehicle.
How about bringing back the 4.5 Duramax? That’s still the saddest engine to not make production. They shear amount of tech into it was phenomenal.
Honestly, that engine just missed its window of time. Had it come out in the late 00s, it would have done well. But once ram started using the 3m0 ecodiesel, the reality of there not being a real middle ground in capability need between the small and big diesels* became apparent. Ask Nissan how the 5.0 Cummins worked out for them. Truth be told, the 3.0 diesels will clear the capability need and return better fuel economy.
* It’s worth noting that there is a capability middle ground, but people who have that need typically just move up in capability. No shortage of guys towing 6000 to 8000 pounds with an HD diesel.
I wish I could afford one 😕
After all of this — why not tell us when we can order a 2022 suburban? it starts production in Arlington TX on 10/4. So, it should be soon????????? But, no word anywhere – not even with the dealers.
When will the world see an available 2022 Escalade?