Does GM’s New High-Output 2.7L Turbo Engine Make The 5.3L V8 Irrelevant?94
As part of GM’s reveal of the refreshed 2022 Chevy Silverado 1500, the automaker announced that its best-selling vehicle will get a new, high-output version of the turbocharged 2.7L L3B I4. In some respects, this could make the naturally aspirated 5.3L L84 EcoTec3 V8 irrelevant.
While the new, high-output 2.7L maintains the same 310 horsepower as the current L3B, the automaker touted a 20-percent increase in torque, amounting to 420 pound-feet at 3,000 RPM compared to the L3B engine’s current 348 pound-feet torque peak. By contrast, the 5.3L L84 produces 355 horsepower and 383 pound-feet.
As a result, GM said that the high-output 2.7L in the 2022 Chevy Silverado “leads with more torque than any base engine in its class and has a maximum trailering rating of 9,600 pounds in a two-wheel drive configuration.”
|2.7L I4 Turbo High Output||5.3L V8 L84||6.2L V8 L87|
|Horsepower (hp / kW @ rpm):||310 / 231 @ 5600 (GM est.)||355 / 265 @ 5600 (SAE certified)||420 / 313 @ 5600 (SAE certified)|
|Torque (lb-ft / Nm @ rpm):||420 / 569 @ 3000 (GM est.)||383 / 519 @ 4100 (SAE certified)||460 / 623 @ 4100 (SAE certified)|
|Transmission||8-speed auto||10-speed auto||10-speed auto|
“The engine maintains its fully forged bottom end as well as technology used in diesel engines to deliver on truck durability,” GM added. “These enhancements enabled engineers to reduce noise and tune the engine for greater torque production, particularly in the usable low-mid RPM range.”
The improved output of the new 2.7L powerplant is also aided by a new, more rigid cylinder block casting as the foundation and a 30 percent stiffer crankshaft.
GM also said it applied shift scheduling revisions to the 8-speed automatic transmission currently mated to the L3B “to offer smoother shifting, along with quicker downshifts, for a greater feeling of refinement and power on demand.”
That may remedy what has been a problematic and unrefined 8-speed, since GM unfortunately did not pair the new 2.7L to its proven 10-speed automatic in the 2022 Chevy Silverado.
With the numbers of the new, high-output 2.7L supplanting at least the torque rating of the L84, GM could drop that 5.3L V8 and still keep the 6.2L L87 EcoTec3 V8, which tops out its gasoline offerings with 420 horsepower and 460 pound-feet of torque.
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I don’t think the updated 2.7T makes the 5.3 irrelevant at all. Some people will want prefer to have one engine over the other for personal (if unfounded and completely untrue reasons are behind that person choice). I’d have to drive both back to back in the same truck configuration to decide. I do like the torque of a turbo engine but MUCH prefer the NVH characteristics of a V8 most of the time. If they managed to create a refined experience with the 2.7 it might be a decent choice for many people.
They should ditch the 8 speed and go 10 across the line just because the 10 is a better overall transmission.
Personally. I’d look long and hard at the diesel option if I could get it in the bed/cab configuration I wanted with the options I want. Not something that they happen to offer right now.
The simple answer is NO!
I have driven turbo F 150s and Expeditions on several trips covering approximately 3,000 miles. I have rented GMC comparable trucks with the V-8 for the same trips.
The turbo Fords performed very well, perhaps a bit more throttle response in certain situations.
However, the turbo Fords gas mileage was not better – actually they were 2-3 mpg less pn the same trips.
I checked with several of my friends that have turbo Fords – they confirmed my observation.
Finally, long-term durability, I will take a V-8 any Day.
Thanks JP, I was curious what the loaded MPG would be. And like you said how can you outlast a good solid V8.
The V8 and the V6 have been deleted from the order form so they are not available anymore.
Only other engine available is the 6.2 V8.
I can not comment on the 2022 2.7.
As to the first general was noisy, quick, and returned worse milage than 5.3.
I sold hundreds for GMC Sierras, but not one 2.7.
Today, GM is pushing the 2.7 and the 8 speed.
The power of the 5.3 is smooth, quite, and durable.
Don’t miss the small print, “GM Est.” instead of “SAE Certified” in both horsepower and torque. I understand the automakers want to bring down the gas mileage, but this doesn’t do it. My wife has a new Ford (also the turbo 4 cylinder), and while it has good pickup, it doesn’t get good gas mileage…it actually gets worse mileage than my Silverado with a 5.3. And in five years, let’s see what “half an engine” looks like compared to the V8. Also, have fun replacing the turbo.
Sounds impressive..must feel much more powerful and effortless in everyday driving than the 5.3 …gotta believe it has roughly 100 ft ibs more torque between 2 and 3,000 rpm? Probably weighs about the same as 5.3, but I guess smoothness could be a trade-off. As for noise, I would take my risks with the 2.7…the interior noise of a 5.3 is pretty intrusive…hearing it burble and wind out in stop and go…it’s just annoying how hard it seems to be trying.
Course the 5.3 is noisier. Chevy wants you to hear that V8, and then tries hard to hush up the whining 2.7. All gas motors can easily be made quieter than an electric vehicle…… it’s just nobody wants that to be the case.
Is it just me or have engines been getting louder over the past few years? I remember the old 3800 Buick’s were so quiet that you could forget they were running. The new high feature engines (like in my Enclave) seem to have a shouty cold start, and then noticeable induction noise under acceleration plus the GDI ticking while idling. Or is this just modern Buick pretending to be German?
However, my friend has a 2020 5.3 Silverado and that seems to be louder than the 2010 5.3 my father used to have. Maybe they’re freeing up the exhaust for better efficiency/more power?
I’ve risen in both an opel Adam and a Toyota autos hybrid in Europe. The Adam was with a freaking 3 cylinder and still is the quietest vehicle I have ever ridden. Way quieter than the hybrid. We have the tech to completely silence an engine, but what’s the fun in that? These engines are deliberately louder.
Chevy doesn’t want you to hear the v8…
Ford didn’t get rid of the 5.0 despite the 3.5 and 2.7tt, the 5.3 would be more used commercially also.
Don’t forget the tens of thousands of marine applications per year.
They could probably change their lineup to 2.7, 3.0, and 6.6. Eventually, the vans will be this, and the Colorado/Canyon could be 2 out of 3. So far, we have only seen a high torque hd truck variation of the 6.6. No one ever asks what it’s true potential is. It’s GM’s largest production smallblock RIGHT NOW. The 2.7 can be 300hp-400hp. The 6.6 can be 400hp-500hp.
I got bit by the lifter problem that was never told me when I bought my vehicle March 2021. I broke down in Louisiana on 10 in the middle of nowhere. I feel I’ve lost value in my truck since the engine had to be cracked open just a few months after I received it back from the repair with now the opposite side of the valve heads not being redone.
The Ancira dealership service director advise this week when I bought my vehicle Ancira knew of the problem and was not informing customers be fore they purchased. I need info / numbers on this gmc problem as want to file a small claims law suit
Law suit for what and after whom?
Guess what, you bought a mechanical item and there will be failures. The dealership couldn’t have known that your truck would have an issue. You’re either naive, out of touch or just a pain in the ass when it comes to anything if you are going to file a law suit for this. Not really sure what your damages are but I’d guess they are far less than the time it will take you to go to small claims court.
They fixed your truck, enjoy many many miles of hopefully trouble free ownership. Any lost value is all in your head.
When you buy a 40k plus and they have a known defect in there vehicle at the point of sell then in my opinion they sold me a truck with a known defect.
And I will file a law suit for diminished value and loss of income.
It’s not a warranty issue it’s a corporate policy to sell a product and to hell with the customer and the vehicle valuation after the sell.
Phil not everyone sucks off gm and just let’s things go just because that is how you are doesn’t mean others won’t hold them or a dealership accountable.
Show me any company that would have done anything different…with actual real life examples that are at least somewhat apples to apples in comparison…. if I remember correctly Toyota continued to sell Tacomas after they knew the frame would rot through in a few years at known areas…
I agree. Did Toyota tell everyone buying a vehicle about their rust through frame problem at the point of sale?
Because in today’s world we have reached a level of entitlement where some people think when a product had issues, fixing it isn’t enough. They want to sue for being inconvenienced to begin with.
Because yes, if you read a few have an issue online they must all have that issue.
Unfortunately GMs second version of the cyl deactivation system is also having issues.
Just like the 8 speed transmission issues that went on for years, the cylinder deactivation is still happening.
Your not alone with this issue. I have read about many second generation cylinder deactivation problems. Not as many as the previous version but it’s still an issue…..
It may tow stronger than the 5.3 with all that torque and better distribution, but much like Ford EcoBoosts engines will likely have cooling issues when really towing hard and frequently.
No doubt the 5.3 will be gone in 2025, and possible the 6.2 engine ending the OHV era. But the 5.3 is still a good choice. I think truly the 3.0 duramax is more of a cross shop engine choice, at least it is for me and was for 2 other people I know who each bought a 2019 and a 2021. One went for the tried and true 5.3 V8 and the other the 3.0. Me? I’m definitely leaning towards the 3.0 2022
Won’t tow stronger at all, as the whole point of torque is more power, which the 5.3 has more off. About all it does better is around town off the line. Remember if your towing in tow haul, your tranny will keep your RPM’s higher anyways so that low end torque won’t be all that prevalent,
Also, turbos guzzle GAS. if your towing, with the 2.7, don’t expect to go cross country. You’ll be stopping nearly 30% more just to fill up.
Kinda a stupid question IMHO, does the 6.2 make the duramax irrelevant? Truck question as they are different types of engines. I think the 2.7 is a great runabout, past that, I don’t think much of it.
The 5.3 won’t go. It’s nearly a decade old and holding its own just fine with the most modern turbo’d engines and cost less both up front and over its operational lifespan. The LS 325’s made originally 288 hp, upgraded to 315. Moving from the LS to the LT generation brought that to 355hp. Some wicked custom non epa compiant 325 Chevy build make 500HP. It’s easily feasible the next gen 325 will make 400HP, 460tq with some new technology and get 15-20% better fuel economy. (A 5% increase in the truck fleet with the L84 sticking as an economy motor, and the LB3 and 3.0 duramax stickigng around the same)
Stopping 30% more often for fuel than a V8? Have you towed with the 5.3? Mileage goes to crap, like 9mpg and a teeny tiny 24 gallon tank, you can use 18-20 gallons when towing. Do the math. GM needs bigger fuel tanks for me to consider another.
Towing 10K pounds with the 2.7 is liable to get you 6-7mpg.
I’m not sure the 2.7 is rated for that, my 5.3 wasn’t.
You’re missing the point though. The range while towing is garbage on all GM 1/2 tons because some idiot decided 24 gallons was enough. Only with the diesel is it acceptable.
Pretty sure the short & standard beds were 26 gallon & then the long bed was 34.
I have a 2021 2.7l towing about 8,000 lbs average 16.2 mpg.. 3,000lb trailer with a gmc acadia about 5,000 lbs around 600miles. . So the 6-8 is a lie. I averaged 18mpg pulling my 22ft cuddy cabin boat about 6,000 lbs.. so don’t listen to the haters. 4cyl can out tow v6 and most v8’s
No ‘effen way your getting 16.2 MPG towing 8000lbs with a 2.7 4 cylinder rated at 348lbs/torque ABSOLUTELY NOT TRUE. I’d buy 20 of them if that was true.
3.0L diesel is IMO the best engine in the Silverado lineup.
I don’t like what they did with the oil pump belt being on the back end of the motor. But I understand that GM doesn’t make logical decisions more often than not. It’s sort of accidental when things work out 100%.
Torque doesn’t matter, only power. Every truck has a transmission and you can pick a gear to get as much torque as you want. You can never get more power than the engine can produce.
Don’t understand basic physics eh…I guess that’s why diesel trucks have so much more hp than tq…oh wait.
Basic physics? Check your definitions. A fat guy standing on a diving board has more torque than any diesel truck you’ll ever drive, but you don’t see that combo pulling trailers around because torque does no work.
Torque is a force. To be useful it has to move something and that is called power.
Torque is the capacity to do work, power is how quickly the work can be performed. Horsepower is, therefore, a function of torque. It is quantified by the equation H = T x RPM/5250.
I’m not the one that needs to check the definition
V8’s do their job and turbos are always trying to to explain why they are better. Why is that?
I’m curious about 2025 also. GM has promised all new powertrains for the next gen, and I’m not sure what more they can do with the current Gen V motors. With the LS3 —> LT1 —> LT2 they were able to push the power/torque curves up without moving the peaks too much, which would be necessary in a truck motor. However, can they realistically push the 6.2 all the way to 510+ lb ft AND make the torque down low to match the Ford EcoBoost?
Yes, with extreme scavenging and super high compression, both of which GM has patents for. No engine with the current Gen V tech can achieve that level of power and efficiency, but GM has patents out for veritable compression, super high compression and lean burn tech that is all unused.
If the cooling systems are engineered correctly for the given task, there will be no overheating unless pushed hard. As for the problem in Fords,I recall overheated Fords at the side of the road as far back as when my age was measured in single-digit numbers. Some things never change.
Add two more cylinders to the 2.7 liter four cylinder then it would be a great engine.
Would make a great V8 as well!
The 2.7 sounded awesome until I learned that it has cylinder deactivation and was exclusively paired to the problematic 8 speed.
That’s going to be a no for me.
That trans isn’t problematic any more, and I believe it’s switching to the 10spd for 2022 anyways
8 and 10 speed trans for all the big 3 are giving problems ,look it up
You are right. Detroit has usually had reliability problems when introducing new transmissions. Kept transmission shops in business for many years.
to gain just 3 mpg around town, I would never consider a n overstressed 4 cylinder turbo over a proven solid design V8. Sad that all the automotive companies today are getting stuck with crap parts that are failing and causing the companies images to tarnish.
What I like about the 4 cylinder is that I saw some in the custom trim pre chip shortage listed for 25K. That’s dirt cheap. The comparable trim with the V8 was almost 33k. For 25K I get a brand new truck with similar power and better fuel economy than… say a used GMT900, also going for 25k. That to me makes sense. That the only way I see it make sense, or I’m a fleet owner.
Has there been some testing program to show this engine being overstressed? If so, please provide a link, I’d like to read up on it.
Mechanical engineer here.
All turbos are overstressed. That’s how they work. The exception are turbo-diesels, but only because the diesel is already overbuilt to compensate for the diesel cycle.
Based on the torque specs given in the article, the 5.3 is still building peak power at a higher RPM, and its peak horsepower at a higher rpm as well, which typically translates to a smoother, more usable rev range versus feeling “flat” past the peak rpm. Having worked in sales for GM as well as Ford during the last 2 years, I’ve gone from skeptical to impressed with what the smaller forced induction engines achieve. But, the 5.3 is by no means irrelevant, and for many buyers, especially like myself in the North/Midwest, a larger engine that makes more thermal output also makes a lot of sense in harsh operating conditions.
Here’s a thought , put a single turbo with low boost on the 5.3 . Make the engine low compression so it has an easy life despite being boosted . Add in a 10-speed transmission .Torque would be outstanding fuel mileage wouldn’t suffer and best of all you get to something that’s good for towing because it has a good base , a proven V8 . Take the turbo off and the four-cylinder is no longer suited for towing .
I would buy one in 3 seconds flat, with 2.5 of that being me scrambling for my wallet! Truthfully, I felt GM could have done a similar treatment to the old 4.3 V6 (think Ford 3.5 EcoBoost killer) and really had something special there. Plus, bragging rights of using ye olde GM small block from circa 1955 to kick some 21st century blue oval keister …
5.3 is gutless compared to the other manufacturers, the only people that think it isn’t are the ones that haven’t driven anything else. Again gm continues to be behind everyone else, the interiors are better but they’ve made the trucks ugly and carry the same weak 5.3.
I think they should merge the 5.3 and 6.2 together and just sell the 5.7 again. One V8 is weak, the other is $$$ and requires premium. 5.7 would be solid and could be made to have 390ish hp, run 87 octane and get decent mileage. Then offer the 2.7 below it and a straight 6 cylinder version of the 2.7 for a ton of power.
Or just sell the 5.7 and the 6.2.
Sure that would be better, but I’d turbo 6 version of that 4 cylinder than the 6.2 though.
Ok I have used both of these engines loaded down with the exact same amount of weight in identical trucks both halftons both with the big 4dr cabs an shortbox configurations. Both trucks are loaded with about 500lbs of gear in the box and they both performed well. Here’s the thing tho the 2.7 used almost twice the amount of fuel goin the same distance as the 5.3 did on the same job for 3months. The fuel consumption was always the same 2.7 always used more. They have the same size fuel tanks in my opinion GM would be making a mistake getting rid of the 5.3 and to be honest if the 2.7 was so good why don’t they offer it in the Colorado/Canyons???
The next gen Colorado/Canyon will be getting the 2.7L Turbo, but i believe its getting the 1st gen 2.7L with 348 ft-lbs of torque.
Wouldn’t the 2.7 use premium? Every boosted high-output 4 I’ve seen does and it increases operating cost and maintenance cost by way more than the 2 mpg savings it offers. Maybe this one doesn’t but I’d be very leery of it until it has been used and abused for several years.
Potential buyers ready to jump on any “turbo” engine purchase had better be ready to delve deeply ( the manufacturers don’t want you to do that ! ) into their post-shut-down Turbo cooling and oiling before sinking their money into the vehicle. If you’ve owned a HD Diesel engine for two decades and hundreds of thousands of miles you will find their phony claims of “convective cooling” of the turbo after shut-down are baseless and that does not address the loss of oil pressure to the rapidly spinning, and very hot Turbo’s bearing. Ford owners of their twin turbo V-6 motors that aren’t total Ford “fan-boys” also will tell you that when placed under load, their fuel mileage drops precipitously and many experience overheating issues. Beware !
Simply put, torque is the ability to do work, HP is how fast you can do the work. Big displacement will give you both. Four cylinders can get close but can never match an eight cylinder in most aspects.
In short, NO. Imagine your turbo failing while pulling that 9,600 lb trailer up a slight incline. MY best friend got mad at GM and traded his SIlverado for an ECOBOOST F-150. Now it’s faster than greased lightening and fun to drive, no argument there, but yes, it does lack when towing and the mileage drops incredibly! ANd he is already saying he feels it won’t last as long as a naturally aspirated V8 truck. There is nothing to back this up, no mechanical failures he says just the “feel” of the truck has changed since he has put more miles on it.
I like the idea of the boosted FOUR for a truck that’s just used to drive around and haul a kayak or something, but for real towing and hauling, you know, WORK, I’ll stick to the V8. Even if it is the “lowly” 5.3.
Yep, mpg sucks with small engines even with a turbo, it has to run with open throttle under load where as a V8 is not so much. This 2.7 HO in the Canyon/Colorado should be a killer engine when it’s released for production. Most importantly it can probably meet future EPA emissions requirements.
Look only to the IMSA championship racing series, where Cadillac has had to compete with engines with twin turbos. The LS based 6.2L engine handily took over the series until other manufacturers started crying about the way the beast ate them with little effort.
Cadillac was hit with a balance of power rule that saw the 6.2L engine size reduced to 5.5L. Naturally asperated, the 5.5L struggled a bit and the twin turbo engines had some improved success. But when engineers found their sweet spot in the 5.5L small block, the frowns returned, and I can’t wait to hear what the teams running twin turbos have to whine about when the small block regains the throne.
They may just ban the small block!!!
Naturally aspirated V8’s good, turbo anything, not so much.