The online configurators for both the Passenger and Cargo versions of the 2022 Chevy Express utility van are now live.
Just as with GM’s other online configurators, this tool allows potential 2022 Chevy Express buyers to choose their preferred trim level, exterior and interior colors and options and equipment. Users can also choose their preferred powertrain option, which for the 2022 model year consist of the EcoTec3 4.3L LV3 V6 gasoline engine, 6.6L L8T V8 gasoline engine and 2.8L I-4 LWN Duramax turbodiesel. Both the LV3 V6 and the 2.8L Duramax come paired with a GM eight-speed automatic transmission, while the 6.6 L8T V8 links up to the automaker’s heavy-duty six-speed automatic.
Pricing for the 2022 Chevy Express Passenger starts at $38,495 including destination and freight charges for the 2500 Regular Wheelbase model equipped with the 4.3L LV3 V6. Prices for the 3500 Regular Wheelbase start at $39,695, while the 3500 Extended Wheelbase is priced from $40,495.
Pricing for the 2022 Chevy Express Cargo, meanwhile, starts at $34,295 including destination and freight charges for the 2500 Regular Wheelbase model equipped with the 4.3L LV3 V6. Prices for the 2500 Extended Wheelbase start at $36,195, with the 3500 Regular Wheelbase starting at $37,395. The 3500 Extended Wheelbase is priced from $38,195.
The Chevy Express, along with the closely related GMC Savana, received a handful of minor changes for the 2022 model year, including the removal of the power window delete option, transmission oil cooler, and CD player option. More important changes were applied for the previous 2021 model year – namely the addition of the aforementioned 6.6L L8T V8. Both models continue to ride on the GM GMT 610 platform.
The Chevy Express and GMC Savana are both produced at the GM Wentzville plant in Missouri. Production of the 2022 Chevy Express and 2022 GMC Savana began at the Wentzville plant on November 22nd after the automaker pushed back the start date from late October for unknown reasons.
Click here to access the configurator tool and begin customizing the 2022 Chevy Express Cargo. The configurator for the Chevy Express Passenger, meanwhile, can be accessed via this link.
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Comments
So when is the 2.7 replacing the 4.3 and the 3.0 replacing the 2.8, 2023 or 2024? Also, can we see the 10 speed standard by that year as well?
Don’t know if they can fit the 3.0 diesel into the van. The 2.8 already requires a bigger and deeper doghouse than the gas options.
I sure they can make it work, the vans need to be updated to the latest b.o.f. truck architecture anyway.
Their hands are tied. What many people don’t realize is that by IRS rules, the length of the hood to bumper is limited to 30 inches to qualify for deductibility as a van. That causes problems when you need to fit in a CAC, associated air piping for a turbo, and the close-couple cat on a diesel. That’s why the 2.8 barely fits.
Thanks for explaining that Sam. I wonder how the ex-Nissan van fit into that equation with its big nose.
This van is going into the 27th year of production without any major updates. From the doors back every thing is the same as it was in 1996 when this generation of vans came out
A classic turd!
Such exciting. Amish Buggies will get an update before these Roman Empire Era vans…
About time, I have built a successful business with these trucks (cutaways ) and haven’t been able to get any for over a year. These vehicles last forever . We have 10 with over 500K on original motors and a 2008 with 900K original motor and the transmission went 700K.
Totally agree. I had great success with earlier models. Damn, tuff as hell and nearly nothing needs to be replaced on them even after heavy use.
With the 4.3 no longer being used by the pickups, and the take rate for that engine most likely very low for the vans, seems hard to justify production for such low volumes. Sounds like a death notice for these vans, assuming the cost to certify a different engine is greater than the cost of keeping the 4.3 engine in production. Surprised they don’t just drop that engine…
I also don’t get you can get a Tim Taylor “rum rum” 400 hp 6.6 in this piece of history but a 5.3 in the 1/2 trucks. A high strong 6.6 would be welcome in the ZR2 Silverado while a commercial grade 5.3 or up stroked to 5.7 with around 370hp or so would make the grade.
>8500 GVWR vehicles are not subject to CAFE (they are subject to different GHG21 rules) and they are under different/weaker emissions standards. The 6.6 L gas cannot meet economy and emissions in a 1/2 ton.
The 4.3 is the preferred engine for rental fleets (U-Haul). First, it’s cheap, but more importantly, they want a truck that barely makes 60 because it significantly reduces accident rate for their customers, most of which who have never towed and haven’t driven anything larger than a minivan.
It’s also useful for campus/plant vans/trucks, which rarely go over 35 in daily use anyway.
So the only cosmetic changes since the 90s are they blacked out the headlights? I’ve driven many of these vans brand new for work and they feel, drive and look like complete ass
This legacy van is expensive compared to its competition; ProMaster, Transit, Sprinter.
GM should drop a pack between its frame rails and add an e-axle and be first to market. Same with their truck.
It doesn’t compete against those vans. It competes against the E-series. None of those European vans are available in a long wheelbase DRW cutaway configuration.
Surely the Promaster 3500 Cutaway and Sprinter Cab Chassis are competing in some aspect.
I know I’ve seen quite a few RVs built off the MB.
I don’t understand why the Chevy Express and GMC Savana are not more popular. I don’t care much for the basic vans like the one in the photos, and I prefer the ones that are turned into high top conversion vans. One of my vehicles is a 1996 Ford Econoline high top conversion van with the 351 W engine. I bought it in 2004 for $7500 and it has around 470,000 miles on it and I plan to keep it for 1 more year. I was disappointed when Ford stopped making the Econoline, and my next high top conversion van will be a Express or Savana. Recently, I was stopped by a Chevy dealer to compare a Suburban to an Express high top conversion van. It was no comparison and there is no way that I would choose a suv over a high top conversion van. The Express was about 8 feet tall and I could stand up and walk around inside of it. The Express had way more room in the second and third rows and the back seat folds flat into a sofabed. Name one suv with a back seat that’s big enough to turn into a sofabed. Also I like how the high top conversion vans have those fancy mood lights in the ceiling; about like the ones found inside of a limousine. Some of these vans have satellite tv. I will take satellite tv over satellite radio anyway. I just wish they would update the front styling. The 1996 to 2002 models looked good, but for 2003 they gave it the same weird looking front styling as the pickup trucks.
I love these vans. So reliable and you can drive them forever. My sis works in that plant
She can be proud of the vehicles she’s contributed to. I imagine their time is coming, though. I would be surprised if GM creates a new electric van and redesigns a gas/diesel van at a time they’re dumping so much money into electric and autonomous vehicles
I think GM probably decided they were history some time ago. It’s too bad; nothing else fits what I want – they have good clearance, a stout motor, and are reliable.
Awesome that we can configure the 2022s.
Now can we actually ORDER them and GET DELIVERY in 2022??
My workplace fleet would take literally a dozen 1-ton vans today if we could. We were lucky to get through the Covid shortages but the clock is running. We really don’t want to step to other brands and their V6s, but might have to if that’s what is available.