When it comes to the GM light-duty pickup lineup, both the Chevy Silverado and GMC Sierra offer the turbocharged 2.7L I4 L3B gasoline engine, which boasts solid specs for the application. However, on the Ford side, the F-150 also offers a boosted 2.7L engine, but unlike GM’s single-turbo L3B four-cylinder, the Ford engine is a twin-turbo V6. So then – how do these two powerplants lineup on paper? Read on to find out in the following GM Authority spec comparison.
Let’s start with the basics. The GM turbocharged 2.7L I4 L3B is available in the fully refreshed Chevy Silverado 1500 and GMC Sierra 1500, with a bore of 3.63 inches and stroke of 4.01 inches. The block and head are made from aluminum, while the valvetrain includes a DOHC setup with four valves per cylinder and VVT. Fuel delivery is via direct high-pressure injection with GM’s AFM system.
By comparison, the Ford twin-turbo 2.7L V6 includes a square 3.26 inches for bore and stroke, while the aluminum head is bolted to a block made from compacted graphite iron. The valvetrain is also a DOHC setup with four valves per cylinder and VVT, although fuel delivery includes both port and direct injection.
So then what about those power numbers? Well, in the Chevy Silverado and GMC Sierra, the GM turbocharged 2.7L I4 L3B is rated at 310 horsepower at 5,600 rpm and 430 pound-feet of torque at 3,000 rpm. Meanwhile, the Ford F-150’s twin-turbo 2.7L V6 Nano engine is rated at 325 horsepower at 5,500 rpm and 400 pounds-feet of torque at 3,000 rpm.
The end result is that although the Ford engine makes an additional 15 peak horsepower 100 rpm lower in the rev range, the GM 2.7L I4 L3B makes an additional 30 pound-feet of torque at a matching rpm – all with one less turbo and two fewer cylinders.
|Engine Type||Turbo 2.7L I4||Twin-turbo 2.7L V6|
|Production code / Nickname||L3B||Nano|
|Vehicle Application||2022+ Silverado 1500 / 2022+ Sierra 1500||2021-2023 Ford F-150|
|Bore x Stroke (in / mm)||3.63 x 4.01 / 92.25 x 102||3.26 x 3.26 / 83.06 x 83.06|
|Block Material||Cast aluminum||Compacted graphite iron (CGI)|
|Cylinder Head Material||Aluminum||Aluminum|
|Valvetrain||DOHC, 4 valves per cylinder, VVT||DOHC, 4 valves per cylinder, VVT|
|Fuel Delivery||Direct high-pressure injection with AFM||Port fuel and direct injection|
|Horsepower (hp / kw @ rpm)||310 / 231 @ 5,600||325 / 242 @ 5,500|
|Torque (lb-ft / Nm @ rpm)||430 / 571 @ 3,000||400 / 542 @ 3,000|
|Transmission||Hydra-Matic 8L90 8-speed automatic||SelectShift 10-Speed Automatic|
|Gear Ratios (:1):|
|Axle Ratio||3.42||3.15 / 3.55 / 3.73|
On the other hand, the GM four-cylinder consumes more fuel on average than the Ford six-cylinder, although some of that may be down to gearing, with the GM vehicles equipped with a 3.42 axle ratio, and the Ford F-150 offering a 3.15, 3.55, and 3.73 axle ratio (the EPA likely tested fuel economy for the F-150 with the 3.15 axle ratio).
Nevertheless, it’s clear the GM L3B has some impressive capability to it, even against the more complex Ford 2.7L V6.