Here Are The 2022 Chevy Express Towing Capacities
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The Chevy Express nameplate is well-established as a trusty workhorse vehicle, providing ample interior space and towing capacity for both passengers and cargo. Now, GM Authority is taking a closer look at the Chevy Express with regard to the van’s towing capacities, breaking it down in terms of each powertrain and van body style on offer.
Before we launch into the 2022 Chevy Express towing capacities, we should begin with a quick look at the various powertrain configurations on offer, starting with the naturally aspirated 4.3L V6 LV1 gasoline engine. Output from the LV1 is rated at 276 horsepower at 5,200 rpm and 298 pound-feet of torque at 3,900 rpm, and features direct injection, variable valve timing, and an aluminum block. The V6 connects to the GM eight-speed automatic transmission.
Next, we have the naturally aspirated 6.6L V8 L8T gasoline engine, which is rated at 401 horsepower at 5,200 rpm and 464 pound-feet of torque at 4,000 rpm. Unlike the eight-speed of the V6, the V8 connects to the GM six-speed heavy-duty transmission.
Finally, the 2022 Chevy Express van is also available with the 2.8L I4 LWN turbodiesel Duramax, which is rated at 181 horsepower at 3,400 rpm and 369 pound-feet of torque at 2,000 rpm, featuring direct injection, dual overhead cams, and an exhaust brake. The diesel engine option mates to the GM eight-speed automatic transmission.
All three engines feed a 3.42 rear axle ratio, with rear-wheel drive being the only drive type offered.
It also bears mentioning that the 2022 Chevy Express van is available in multiple body configurations, including a Cargo van and a Passenger van, plus the option for either a regular wheelbase or extended wheelbase for both body styles. It’s also offered in Cutaway configuration.
So, with all that covered, let’s go over the 2022 Chevy Express van towing capacities. The configurations that offer the highest overall max trailer weight ratings are Cargo vans with the 6.6L V8 L8T gasoline engine, which maxes out at 10,000 pounds. Meanwhile, the configuration with the lowest overall rating is the Express Passenger 2500 Extended Wheelbase model with the turbodiesel 2.8L I4 LWN, which is rated at 5,300 pounds.
Check out the table below for a more complete breakdown of the 2022 Chevy Express van towing capacities:
2022 Chevy Express Towing Capacities
| Model | 4.3L V6 LV1 | #colspan | 6.6L V8 L8T | #colspan | Turbo-Diesel 2.8L I4 LWN | #colspan |
|---|---|---|---|---|---|---|
| Axle Ratio | Max Trailer Weight (lbs / kg) | Axle Ratio | Max Trailer Weight (lbs / kg) | Axle Ratio | Max Trailer Weight (lbs / kg) | |
| Express Passenger 2500 Regular Wheelbase | 3.42 | 6,700 / 3,039 | 3.42 | 9,600 / 4,355 | 3.42 | 6,300 / 2,858 |
| Express Passenger 3500 Regular Wheelbase | 3.42 | 6,700 / 3,039 | 3.42 | 9,600 / 4,355 | 3.42 | 5,700 / 2,586 |
| Express Passenger 2500 Extended Wheelbase | 3.42 | 6,300 / 2,858 | 3.42 | 9,200 / 4,173 | 3.42 | 5,300 / 2,404 |
| Express Cargo 2500 Regular Wheelbase | 3.42 | 7,400 / 3,357 | 3.42 | 10,000 / 4,536 | 3.42 | 7,000 / 3,175 |
| Express Cargo 2500 Extended Wheelbase | 3.42 | 7,100 / 3,221 | 3.42 | 10,000 / 4,536 | 3.42 | 6,100 / 2,767 |
| Express Cargo 3500 Regular Wheelbase | 3.42 | 7,400 / 3,357 | 3.42 | 10,000 / 4,536 | 3.42 | 6,200 / 2,812 |
| Express Cargo 3500 Extended Wheelbase | 3.42 | 7,200 / 3,266 | 3.42 | 10,000 / 4,536 | 3.42 | 6,000 / 2,722 |
To note, the 2022 Chevy Express Passenger and Cargo vans are produced at the GM Wentzville plant in Missouri, and runs on the GM GMT 610 platform.
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What about the towing specs on 2023’s since it doesn’t look like anyone that needs a van is getting a 2022 anyway.
What are inside dimensions of each body lengths and mpg of 3 engines
>8500 GVWR, no window sticker MPG rating.
The Chevy Express & GMC SAVANNA are not showcase in group photos with the other light cars and trucks of GM. This is sad. Contractors/Handypeople who have “make” runs to supple houses like Home Depot and Lowes can rely on hitting the lock button walking and back out of the store and find their gear missing. Whereas with the pickup too many times you can hear cries this just got ripped off or that got ripped off. Not so with a Van.
The huge problem is the conventional van body is too low to stand up in. Move heavy items in and out for a week and your back will demonstrate how a pickup is better. If that doesn’t cause you to pop painkillers, try the poor seating ergonomics with the doghouse.
Even though this article is talking about the Express/Savana tow ratings, I notice that the tired and true 4.3V6 is rated at 276, why can GM put that engine in the new Colorado/Canyon instead of that dirt dog 4banger, I don’t care if it is turbo charged, keep the 4.3 for the Colorado/Canyon.
Full size vans since 2014 are all >8500 GVWR, meaning they are medium duty vehicles and don’t fall under CAFE requirements, but a different set of fuel economy rules. A Colorado/Canyon is a light truck under CAFE and is subject to much stricter fuel economy requirements.
Another thing people never think about is how poorly balanced a V6 is, especially the 90° of the 4.3. You do realize that the 4.3 has a split pin crankshaft, right? It can’t have a balance shaft because the camshaft in ohv is where the balance shaft would go in ohc. Even if they put weights on the camshaft, that would be just disgusting. Hell, a split pin crankshaft is disgusting really. It’s some rigged up redneck sh!t. If I were in the market for one of these vans, I would hold out until the 2.7 shows up. That 2.7 has more in common with the old I6 the 4.3 replaced than the 4.3 does itself.
None of that matters when the economies of scale show up. There is no longer a reason to keep the 4.3 around. The Vans will lose the 4.3 2023 or 2024. The 2.7 is a new powertrain. New vehicles and mainstream vehicles get it first. Then commercial vehicles last. The Colorado has to get the 2.7 before the Express. After the new Colorado debuts, expect to see updated powertrains for the Express.
It’s not just turbocharged. It’s an engine block beefed up to handle the boost of the turbo. It has direct injection and vvvt, so there is no turbo lag. It is also a proven I4 engine family that has been around for years. It is also stroked, to give better low end torque. That 4.3 has no turbo, but two extra cylinders. You think extra cylinders can’t ever be a problem? If a turbo fails, the engine would probably go into a limp mode and you just replace the turbo. If your afm in your 4.3 is acting up, you need your whole valvetrain replaced. That’s inside the engine, not on the outside. And lastly, you do know the 2.7 is probably gonna replace the 4.3 in these vans either 2023 or 2024 model year, right? Asking why the 4.3 isn’t going in the new Colorado/Canyon is like asking why the 2022 Silverado/Sierra isn’t getting the 5.7 Vortec, it’s just @$$ backwards thinking. I’m not even talking about what I like or you like or what’s best, I’m talking about watching the market and paying attention to the news here on this website. The 2.7 is the OBVIOUS successor to the 4.3.
I have an LV3 in my Silverado. Its torquey and snappy. It gets the empty truck around great. Slightest load, and it starts to breathe hard. It likes to drink. Have you driven a 2.7?
It is because of the Federal Government. They are pushing everyone into smaller engine sizes. Most people do not need a V6 engine. This why I switch over from Ford. Ford no longer make a V8 and E250 they make a Transit and largest size engine you can get is a V6 gutless engine now they are doing the same thing with GM forcing GM to put in Gutless engines. They do not care if you need to tow. I tow small trailers all the time. I am Landlord and we are always haul trash and equipment. I do not like Diesel engines they stink. So now I have 2 V8 engines one is Ford, and the other is GMC the GMC is a better machine. I wish I had learned that years ago.
The E series still exists, just as a chassis cab. And it has the 7.3.
“It is because of the Federal Government. They are pushing everyone into smaller engine sizes.”
I always hate these uneducated comments. Prove the Federal Government is pushing for smaller engine sizes. Provide the facts and where you got them see we can review the facts and also see the source of those facts. What type of engine is being sold the most depends on what the vehicle owners require of their vehicles. Some want great mileage while towing, some want to tow a lot of pounds no matter the gas mileage, and the list goes on and on. It’s the consumer pushing what engine sells, not the federal government.
Will GM ever make a high roof van. They are so far behind the times. The Express vans have been incredibly reliable though. AWD please!