2.7L Turbo Engine Now Standard On These 2022 Chevy Silverado 1500 Trim Levels30
The refreshed 2022 Chevy Silverado 1500 arrives with a variety of changes and updates compared to the pre-refresh 2021 Chevy Silverado 1500 and 2022 Chevy Silverado 1500 Limited. Among these changes is the inclusion of the turbocharged 2.7L I4 L3B gasoline engine as standard on the majority of trim levels.
The fully refreshed 2022 Chevy Silverado 1500 offers the turbocharged 2.7L I4 L3B gasoline engine as standard on four trim levels, including Work Truck (WT), Custom, Custom Trail Boss, and LT. The L3B is also offered on the RST trim level in conjunction with the Double Cab body style, while RST Crew Cab models offer the 5.3L V8 L84.
To note, the turbocharged 2.7L I4 L3B is rated at 310 horsepower at 5,600 rpm and 420 pound-feet of torque at 3,000 rpm. That torque figure represents a big boost over the torque produced by pre-refresh Chevy Silverado 1500 models equipped with the L3B gasoline engine. In fact, the 2022 model year ups peak torque for the L3B by 20 percent, an increase of 72 pound-feet compared to the 348 pound-feet produced prior.
Additional standout features for the turbocharged 2.7L I4 L3B including double overhead cams and Active Fuel Management, the latter of which is is nearly gone from the Silverado engine lineup. Refreshed 2022 Chevy Silverado 1500 models equipped with the L3B have a max towing capacity of 9,500 pounds, while transmission duties are handled by an eight-speed automatic transmission. Both two-wheel drive and four-wheel drive are offered to put the power down.
In total, the fully refreshed 2022 Chevy Silverado 1500 offers four engine options. In addition to the turbocharged 2.7L I4 L3B, these also include the naturally aspirated 5.3L V8 L84 gasoline engine, rated at 355 horsepower and 383 pound-feet of torque, the naturally aspirated 6.2L V8 L87 gasoline engine, rated at 420 horsepower and 460 pound-feet of torque, and the 3.0L I6 LM2 turbodiesel Duramax, rated at 277 horsepower and 460 pound-feet of torque.
Check out the complete list of refreshed 2022 Chevy Silverado 1500 powertrains and their availability in the table below:
|Engine||2.7L Turbo I4||5.3L V8||6.2L V8||3.0L I6|
|Transmission||8-speed automatic||10-speed automatic||10-speed automatic||10-speed automatic|
|Power (hp @ rpm)||310 @ 5,600||355 @ 5,600||420 @ 5,600||277 @ 3,750|
|Torque (lb-ft @ rpm)||420 @ 3,000||383 @ 4,100||460 @ 4,100||460 @ 1,500|
|Max Towing Capacity (pounds)||9,500||11,200||13,300||13,300|
|Custom Trail Boss||S||-||A||-|
|LT Trail Boss||-||S||A||A|
- Standard on RST Double Cab
- Standard on RST Crew Cab
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Will the Cadillac CT4-V get a similar torque increase?
I’m guessing the update to this engine will apply to all applications. This isn’t just a tune bumping boost.
Man you got to stop, the thought of that car getting a torque increase is making me aroused
It is tuned for hp. But who knows, maybe they will tune it up. The question is, is the Colorado ever gonna get the 2.7?
I really hope so! I feel it can be an over the air upgrade to all existing cars as well. And for paying a premium on the small car the v models should be shown some love!
I’m really interested to test drive the new 2.7 when they arrive
Bye-bye 4.3 ; she was a good motor!
2 things on the 2.7,
1) I’m surprised the 10 speed is not backing this engine up. Is there that much cost difference between the 8 and 10 to warrant the use of the 8 speed? Or is it volume?
2) I hope there is a decent improvement to fuel economy as well. At least to match the 2.7 EB. But I’m not sure that can be done with the 3.42 gear ratio it is only available with.
Ps. And how about the little 2.7 4 cylinder producing more torque than the 2.7 EB. Good job
The 2.7 is all about price. It’s a cheaper engine than the 4.3 it replaced, and it’s paired with the 8 (very similar to the 10speed but doesn’t include some features, particularly the oil level control oil pan) and comes with the 1 speed transfer case. All these smaller details do add up. Compare a Silverado 2.7 to a ford 2.7, it’s almost 10k cheaper per trim. (aluminum body doesn’t help the ford).
There won’t be any improvement to the fuel economy. The 2.7 really should have been a bit bigger. It has AFM and low valve lift, but if you look at the ratings, and the fact that 2.7 is essentially what the 5.3 is when in 4 cylinder mode, except it’s compression ratio is inferior to the V8, it doesn’t have the chance to use it’s fuel saving tech very often, as cruising on the highway, it remains in high valve lift mode and probably never shuts down any cylinders. Thus in the EPA loop it makes the same as the V8. Increase in turbo boost won’t help it’s economy, and if anything will hurt as people push the peddle a little more to use that torque. I can’t wait to see what this does in the Colorado, struck where it can actually use it’s fuel saving tech.
Ford took the lead development on the 10 speed. My conspiracy theory is, Ford is holding a 60/40 split on 10 speed production with Ford getting the 60%. Jmho.
GM and ford have separate production plants for transmissions. For GM it is the Romulus plant. GM is electing to keep the 8 speed. GM’s election to build the FWD transmission was largely to let ford find any holes in the RWD, 8 speed. If you look at most the features of the 10,they were present already in the 8 like
->short oil passages for quick shift times
->biasing structural mass on output shaft for reduced inertia on the input shafts=quick shift times
->off center oil pump for reduced space constraints
It’s probably a matter of volume of 8 speed transmissions in stock, as soon as they run out of transmissions in the warehouse they’ll switch to 10 speeds. I’ve heard they’ve had several issues with the 8 speed.
Sorry GM putting a rubber band engine (2.7) into a full-size truck just isn’t justified. This engine might fit well with the Colorado. The GM truck with this engine will be just like Ford 150 a great majority will be seen on used car lots. Over 50% of fords with the 2.7 are sitting on used car lots because of lack of customer satisfaction. I wouldn’t spend my money on it. Basically a yuppie would be the only one buying them.
Guess you forgot the 2.0 turbocharged cobalt with the stage 3 gm performance parts tune. It put out 290 hp and 340 lb-ft. The 2.7 did that easy. Now, they gave us a glimpse at it’s true torque. If they gave us the horsepower, you would see what this engine is capable of.
Or maybe people who know how to read horsepower and torque ratings. It has a bit less HPthan the 5.3 but more torque. If you tow or roll on hills I would rather have more torque.
“To note, the turbocharged 2.7L I4 L3B is rated at 310 horsepower at 5,600 rpm and 420 pound-feet of torque at 3,000 rpm.” For comparison the 5.3L V8 is rated 355 hp @ 5600 rpm, and 383 lb-ft torque @ 4100 rpm
It’s interesting you got a down-tick for typing some engine specs.
It might be Bob Lutz’s truth, but not the down voter’s truth.
I see this engine will be standard on the Custom TrailBoss.. Will that mean this engine can now be paired with the two speed transfer case for off roading?
In a previous article GM authority reported that the 2022 L3B did make 420ft-lbs from 1500rpm now it’s say 3000rpm i would be curious to look at the torque curve of the updated engine.
The torque curve on the previous 2.7L was ridiculous….340+ ft/lbs starting at 1500rpm and continuing up to 4500ish rpm….actually it wasn’t a curve…it was a flat line, almost diesel like torque. I imagine the new 2.7 will change a little bit, but it puts the 5.3L torque curve to shame.
Interesting that the diesel isn’t shown as available in the RST for 2022
After viewing the Above engine choices, Lets TURBO the 5.3L V8, Enough Said.
I want to see the 5.3 updates with a long duration cam. As the L83 AFM version has been out almost 10 years, it’s been found that it responds well to a cam upgrade with a “mild” cam returning 50HP/30tq improvement, and a hot cam returning 100+hp/75+tq. A 400hp/420rq 5.3 is very achievable if they use DFM to keep the idle smooth
The 2.7 must sound like crap in 2 cylinder mode! Like an old JD tractor.
So it actually has a pretty nice tone to it when it’s going up grades or accelerating to pass (like 55mph+). When it’s in 2 cylinder mode you literally can’t hear the engine at all.
The 4.3L V6 only needed a bit more refinement and love to be a great engine. Not a big fan of turbochargers in large trucks. I’d like to see the high performance exhaust and intake become standard in the 5.3 and 6.2L, 435Hp and 469Lb/ft are much more like it than the current 420/460, now that Chrysler has started installing the 6.4L in the Grand Wagoneer they will install it in the regular Ram 1500 any day now.
I had a chance to live with this engine for a while why my 2019 RST was in the body shop. Long story, but the dealer gave me a L3B powered crew cab for about 3 weeks.
I was truly impressed with this motor. Also, I found the fuel economy (while not towing) to be superior to my L84. I cannot speak for it’s towing prowess, or lack thereof.
Would really like to drive the new one to feel the difference.
It’s a fun little engine to drive. Don’t bag on it too hard. For most truck owners, it will more than suffice.
I have the 4.8L in a one-ton van from 2010 (283 HP; 285 torque). If it does fine – this engine (310 HP; 420 torque) is going to do great!