2024 Chevy LCF Adds 5500 HG And 5500 XG Gasoline Configurations12
The 2024 Chevy LCF (Low Cab Forward) medium-duty truck line will offer two new gasoline-engine-powered configurations. These new configurations will be called the 5500 HG and 5500 XG.
Both new gasoline-powered models will join the 2024 Chevy LCF cradling the naturally aspirated 6.6L V8 L8T gasoline engine. This engine is also equipped by the Chevy LCF 3500 and 4500 series trucks, which, going forward, will be renamed as 3500 HG and 4500 HG, respectively. In this particular application, the L8T develops 350 horsepower at 4,500 rpm and 425 pound-feet of torque at 3,800 rpm. However, while the 3500 HG and 4500 HG utilize the MYD six-speed automatic transmission, the new 2024 Chevy LCF 5500 HG and 5500 XG will inherit the MW7 Allison 1000 six-speed automatic transmission.
The gasoline-powered Chevy LCF offers four wheelbase lengths, including 109 inches, 132.5 inches, 150 inches, and 176 inches. That said, the new 2024 Chevy LCF 5500 HG and 5500 XG will not be available in the 109-inch wheelbase configuration. As before, all four wheelbase lengths are available in conjunction with a regular cab body, while the 150-inch wheelbase and 176-inch wheelbase are also available in conjunction with a crew cab body.
The new 2024 Chevy LCF 5500 HG has a GVWR of 17,950 pounds (8,142 kg), while the new 2024 Chevy LCF 5500 XG has a GVWR of 19,500 pounds (8,845 kg). For reference, the Chevy LCF 3500 HG has a GVWR of 12,000 pounds (5,443 kg), while the Chevy LCF 4500 HG has a GVWR of 14,500 pounds (6,577 kg).
As for the underpinnings, the new 2024 Chevy LCF 5500 HG and 5500 XG feature a multi-leaf, semi-elliptical steel alloy rear suspension setup with shock absorbers, which is similar to the 3500 HG and 4500 HG. However, the 5500 HG and 5500 XG include a load rating of 14,550 pounds (6,600 kg). The front suspension includes a reverse Elliot “I”-beam setup, with the 5500 HG and 5500 XG offering a load rating of 7,275 pounds (3,300 kg) and the 3500 HG and 4500 HG offering a load rating of 6,830 pounds (3,098 kg).
The new 2024 Chevy LCF 5500 HG and 5500 XG also feature a 5.37 rear axle ratio, as compared to a 4.10 rear axle ratio for the 3500 HG and a 4.30 rear axle ratio for the 4500 HG. The new 5500 HG and 5500 XG ride on 19.5-inch by 6-inch steel wheels wrapped in 225/70R19.5 tires, the same wheel sizing as the 4500 HG. Meanwhile, the 3500 HG rides on 16-inch by 6-inch steel wheels wrapped in 215/85R16 tires.
For now, no word on when the new 2024 Chevy LCF gasoline-powered model variants will arrive.
As a reminder, the Chevy LCF lineup now includes the following (engine type listed in parentheses):
- 3500 HG (gasoline)
- 4500 HG (gasoline)
- 4500 HD (diesel)
- 4500 XD (diesel)
- 5500 HG (gasoline)
- 5500 HD (diesel)
- 5500 XG (gasoline)
- 5500 XD (diesel)
- 6500 XD (diesel)
- 7500 XD (diesel)
Subscribe to GM Authority for more Chevy medium-duty truck news, Chevy news, GM business news, and around-the-clock GM news coverage.
- Sweepstakes Of The Month: Win a 2023 Corvette Z06 Convertible. Details here.
Very interesting, this is the first time the L8T has been made available in a heavier medium duty truck. My guess is that it’s due at least in part to the 10 speed MW7 transmission. I think this raises the possibilty that we will finally see a gas engine option in the Silverado medium duty trucks now that a suitable engine/transmission combination exists.
Navistar is using the L8T in medium duty.
In which truck? Have not seen one yet.
ABOUT 4 YEARS AGO, GM INTERNAL TESTING SHOWED AN 8 PERCENT INCREASE IN TORQUE ON THE 6 LITER GAS ENEGINE WHEN IT WAS RUN ON PROPANE. EXPECT AN INCREASE OF AT LEAST 9 OR 10 PERCENT INCREASE OF THE L8T GAS ENGINE BECAUSE THE MUCH HIGHER COMPRESSION RATIO OF 10.8 TO ONE COMPARED TO THE OLD 6 LITER 9.7 TO ONE. LPG, PROPNE HAS A VERY HIGH 104 OCTANE RATING AND THE ENGINE COMPUTER WILL ADVANCE THE ENGINE TIMING TO TAKE ADVANTAGE OF THE ULTRA HIGH OCTANE OF LPG PROPANE. THIS MEANS A TORQUE IN REAL WORLD OF AT LEAST 463 TO 468 POUNDS FEET OF TORQUE INSTEAD OF FACTORY 425 LBS FEET.
I have not seen any CNG/propane conversions for the L8T yet, nor is there a KL5 gaseous fuel prep RPO. I agree it seems this engine with its high compression ratio would be an ideal candidate for propane.
GM knows that there are areas of the USA and Canada have propane conversion shops, so it’s easier for the customer to deal with a shop close to where they work or live. GM offered a propane ready 6.0 liter gas engine, before the 6.6 liter gas engine was used. . The piston rings are a different material and some other very minor mods.
Why in the world would you want a gasoline engine in a commercial truck?
Gasoline commercial trucks make a lot of sense for many users that put less than 15,000 miles on their truck a year. Purcahse price is much lower, fuel is cheaper, and modern gas engines last about as long as diesels these days with lower repair costs. All diesels really offer is better fuel economy and it takes quite a few miles of driving to balance out.
Diesel engines in general are much safer than gasoline engines. Seen many gasoline engine fires versus diesels. Also diesels idle better than gasoline engines. Gasoline is a dangerous volatile fuel.
Lastly, the block and bones on a diesel engine will last 3X’s to 4X’s longer than a gasoline engine.
Propane is about 36 to 37 percent hydrogen, so it burns very hot and very clean. The HD5 grade of auuto propane sold in North America is the best grade in the world. I helped run a fleet of V8 vehicles, where of the 425 vehicles, 380 of them were running on propane, mostly dual-fuel, where the factory gasoline system was left in place, so you are never stuck for fuel on a long trip. Our fleet ran about 25 million miles (40 million km ) and the engines would each run over 800,000 miles before we sold them. No major oil burning and no worn out engine parts except the timing chains. The cat converters never ever plug up, the mufflers never rust out because they run so hot. Propane is 104 octane so with the much higher 10.8 to one compression ration of the 6.6 liter new gas engine, it’s about 25 percent more fuel efficient than the 6.0 liter V8, which had a CR about 9.6 to one. Propane contracts are available to get cheaper prices than those posted at the pump, so fuel cost savings are about 45 percent compared to gasoline. Of course lots of nat gas companies run the gas engine and run dual fuel with CNG and gasoline. GM caters to a huge number of fleet users, including the Chev 3500 cube van style chassis which is also used for the short school buses. GM knows this market and the top GM engineers took my advice and ran a certain brand of LPG fuel tank because the best quality was there and close to the GM factories. GM tests on the 6 liter V8 showed a torque increase of 8 percent or 50 pounds feet over the identical engine running on gasoline. Propane fuel injectors will outlast a diesel engine fuel engine by 3 to one. A propane fuel injector costs about $500 less than a GM diesel fuel injector and the propane conversion cost is half the cost of the diesel option. And any mechanic can do basic work on the gas engine. It’s really no contest. Sure you get better MPG with diesel but over the 5 to 7 year use of the vehicle, that extra $12,000 diesel engine cost plus finance costs of 5 percent and sales tax up front cost you $15,000 total. Even running just 20,000 miles a year makes a difference as the resale value of a duel fuel propane truck is fantastic. No Blue cap additive needed for propane like a diesel engine. That stuff used to cost $3 for a jug and now it’s over $10 a jug. Propane is the greenest fuel because it is formed underground along with methane, which is the proper name for natural gas. No refinery process is necessary for propane.
Good info. however there is a problem. Propane is a carbon based fuel and emits CO2 when burned. Also, Propane is a by-product of natural gas processing and crude oil refining, hence produced by the major oil companies. The Climate extremist in charge of most governments will except nothing less than zero carbon vehicles and elimination of the major oil companies, regardless of the pain inflicted on people and the damage to economies.
Patrick, you are wrong about propane being a byproduct of oil refining or natural gas production. Natural gas and propane are found in nature, underground. No refining is necessary to provide 70 percent of the propane in North America. Yes, about 25 to 30 percent of the propane in North America is SEPERATED when a barrel of oil is cracked at a refinery. About 40 years ago, 40 percent of the sold propane in North America, was the result of an oil refinery process, but the propane itself is NOT refined. After fracing ( some understand the word fracking ) started to become more widely used in North America, the percent sourced right in the oil field, went up to 70 or 25 percent. Propane has 104 octane and is used in over 100 industrial purposes to make such things as shingles. Voters are now voting out the idiot politicos and governments, who think airplanes on electric power or heavy trucks in cold weather locations on batteries, they just don’t work under 32 F temps. Neither do Teslas as many Tesla owners just found out in the past few weeks….LOL