The Chevy Silverado 1500 is highly versatile, offering a wide range of trims and configurations to suit a huge number of customer needs. To that end, the light-duty Silverado also offers numerous engine options, with the range-topping powertrains including the naturally aspirated 6.2L V8 L87 gasoline engine, and the 3.0L I6 LZ0 turbodiesel Duramax. Both powerplants offer their own unique advantages and disadvantages, which leads us to ask – which would you prefer under the hood of your Chevy Silverado 1500?
First, we should provide a little background on these two powerplants, starting with the naturally aspirated 6.2L V8 L87. The L87 was initially offered for the Chevy Silverado 1500 for the 2019 model year as part of the nameplate’s fourth-generation overhaul. Output is set at 420 horsepower and 460 pound-feet of torque, making it the most powerful engine in the Silverado lineup. Built with a cast aluminum head and block, along with forged steel crankshaft and connecting rods, the L87 has a compression ratio of 11.5:1 and a maximum speed of 6,000 rpm, while premium fuel is recommended, but not required.
6.2L V8 L87
Paired with the GM 10-speed automatic transmission, the L87 offers a balance of power and refinement, perfect for buyers who prioritize versatile towing capabilities. However, EPA fuel economy ratings of 15 mpg city, 20 mpg highway, and 17 mpg combined (4WD) may push away some of the efficiency-minded buyers.
On the other hand, the 3.0L I6 LZ0 Duramax turbodiesel prioritizes torque and efficiency, making it an ideal choice for long-distance towing and fuel-conscious buyers.
3.0L I6 LZ0
Output from the LZ0 is set at 305 horsepower and 495 pound-feet of torque, offering the highest peak torque of the lineup. Introduced with the 2023 Silverado 1500, the LZ0 is essentially an evolution of the 3.0L I6 LM2 offered prior, featuring upgrades like new steel pistons, improved temperature controls, and a retuned turbo compressor. These enhancements deliver a 10 percent increase in max power and a 7.6 percent increase in max torque compared to the LM2.
Matched to the GM 10-speed automatic transmission, the LZ0 stands out for its impressive EPA fuel economy ratings, returning 23 mpg city, 27 mpg highway, and 24 mpg combined (4WD). For those focused on efficiency and long-range capability, the LZ0 may be the better pick.
Ultimately, the decision between these two engines comes down to priorities – would you prefer the high power and versatility of the L87 V8, or the efficiency and torque-rich punch of the LZ0 turbodiesel? Cast your vote in the poll below and let us know which powerplant would find a home under the hood of your Chevy Silverado 1500!
Comments
I prefer the gas V8, but if I was using it to tow often, diesel would likely be preferable. I almost never tow anything though.
Agreed. If Diesel is cheaper than premium, go for diesel.
Short tripping? NEITHER.
We never got the 3.0 in Qatar so I cannot personally say how it handles the climate here. Gas is cheaper however.
I have owned one of the diesel trucks, a 2021 lm2. It is tremendous for towing but it has some serious flaws. The engine components are unreliable. While I owned the 2021 lm2 truck for 56k miles, in that time it was in the shop 8 times for various failures. Each time it was in the shop the minimum stay was 2 days. Most times it was a week at a time and the last time it was an engine coolant control valve that was backorder for 7 weeks. At that time I traded it in because I could not depend on it any longer and needed a truck to travel to Florida for some work vacation. The truck did pull well and even towing performed great returning a 37% increase in miles per gallon. Areas of issue were the DEF system and the engine cooler system for me as well as a fuel delivery system fuel pumps.
Had the 2020 gmc with 3.0 diesel, and i put a leveling kit and 35″ tires…. never so much as a hiccup in this drivetrain! Loved it!! Pulled a 20ft car hauler with different cars and it did well (all local). Liks it so much Intraded for a 2024 ZR2 with the 3.0 diesel and it runs even better!!! Absolutely great engine for a half ton.
I know I will be in the minority here, but I wish GM still offered the 5.3L in the higher trim levels. I don’t need the rocket performance (and associated lower mileage) of the 6.2 and don’t want to deal with the maintenance costs of the diesel. I don’t know, maybe I’m just behind the times, but I’m happy with the 5.3 in my 2022.5 Sierra SLT. I seriously looked at an AT4, but didn’t like the engine choices.
While not available in the GMC AT4, AT4X and Denali Ultimate, or the Silverado ZR2, the 5.3 is still offered in the Denali and High Country upper trims.
I do agree about liking the 5.3. While the 6.2 is a fantastic engine I don’t need the extra power or the premium fuel. I don’t tow often anymore, but even when I do the 5.3 in my 21 Denali tows my 6000 lb box trailer just fine. I drive 25K miles a year, much of it on interstates where the 5.3 is more than sufficient, and returns 20-22 mpg at 75-80 mph. I have no interest in dealing with finding diesel, the stench of diesel on my hands and cloths, or dumping DEF in it periodically. I’m looking to make my life less complicated, not more.
I AGREE with trying and looking to make my life less complicated !
You don’t get anywhere near 20 mpg at 75 mph with a 5.3. You have likely never actually calculated out your mileage to see or watched the instantaneous fuel gauge but I would be willing to bet at 75 mph you’re getting at best 17 mpg unless going downhill.
I have the 6.2L in my Siliverado LTZ Crew Cab, standard bed, Z71 package and love it. When needed, it makes this 5900 lb truck move quick. Didn’t buy it for the mpg and have no issues finding 93 octane.
I have a small diesel in my 2023 Yukon and will never go back to gas. Just cruising on the highway I will get over 30mpg with no problem and has lots of power.. I don’t tow so not sure what the mileage would be towing..the only problem is it is very hard to get a small diesel
Diesel for the majority is dying and almost dead. Unless you are hauling over 10,000lbs, gas is the only way to go. If you regularly tow over 10,000lbs. A 3.0 Liter is not going to cut it.
You couldn’t be more wrong. GM cannot build enough of the diesels engines for the Tahoe/Yukon and Silverado/Sierra. They are on the dealer lot for less than 10 days before being sold. People love the mileage of the diesel. Rated at 27 highway but will easily get over 30. For a half ton truck! Diesel may be .30 per gallon more but at 10 mpg better than gas you save money in the diesel. Plus it will outlast the gas engine.
Again, it will be the INVESTMENT IF you tow constantly….otherwise if you are short tripping, it can cause problems.
Plus we do not get 3.0s here in qatar, but if diesel was cheaper…probably yes…they would engineer it for the climate.
Had the 5.3 V8. Nice engine. Bought 2021 Silverado with the LM2 3.0. Love the motor. Whenever I decide to trade I will go with the diesel engine again.
I’m trying the LZ0 here real soon after owning the L87 since the 22 refresh. Had some other issues with my current truck and test drove a GMC that was on the dealer lot with a LZ0. I personally found the diesel to be quite surprising in the short time I had with it and ordered myself another LTZ when I got back to the dealership. The LZ0 will be better for me now in my current situation and still be more than adequate for my long term goals. I also have a few friends and co-workers with the LZ0’s and they are happy with the fuel mileage and the towing with them.
No question about it the 6.2 is the only way to go.
Wrong. Lol. The diesel will outlast the 6.2. the diesel gets better mileage than the 6.2 the diesel has better resale value than the 6.2. the diesel will actually out tow the 6.2. It just won’t win in a drag race but who buys a truck to drag race.
They both have issues.
The Duramax can suffer with short trips due to emissions, and the 6.2 blow bearings…..
Only case to get the I6 is for fuel efficiency and maybe cheaper cost than premium fuel dependent on the place…
The reason most people by a diesel is to save money. With diesel as much or more than gas and the DEF expense and the cost of the diesel option and the higher maintenance costs etc. it costs more to own a diesel than a gas engine. There is no question about that. I don’t understand why people don’t see that and buy a diesel anyway. The diesel engine is only efficient when you are hauling 80,000 lbs. over long distances at a steady speed.
If you don’t have a diesel in the West and Southwest, then you ain’t it! Two trucks at a stoplight in Texas, one diesel, one gas, the gas truck is guy is reduced to a second class citizen. It’s not about cost effectiveness. Most diesels sold seldom tow. How cost affective or practical is a 1000 horsepower Corvette? A GM chief engineer once said “the car business is a fashion business!”
Even then…. Idk if they would be. Diesels really caught on when their competition was Hall-Scotts and GM Twin 6’s …. Both lumbering 3000lb gas hogg 12’s with compression ratios in the 6’s and 15L of throttle body losses to feed their 3-4 carburetors. Modern Gass engines with CR’s in the 11-12:1, VVT, VVL and efficient 10 speed transmissions can be very efficient. Id like to see what a 8 class truck with a 10L 5th Gen V8 paired with the 10L1000 Allison would do on fuel efficiency. All it’s got to do is beat 5mpg flat towing.
You need to stop posting because you have no clue what you’re talking about about. The diesel doesn’t have higher maintenance costs. While yes diesel is a little bit more the considerably better fuel economy more than offsets the .30 per gallon higher cost. 4wd Silverado rated at 27 highway. Every test I have read about it the testing agency was getting over 30 mpg. The 5.3 is rated at 21 highway but no way in hell will you get 21 mpg at even 65 on the highway. That’s a difference of 10+ mpg in real world applications. So that’s half a gallon saved by going with the diesel. Pay .30 more per gallon to save $1.50 hmmmmmmm no brainier. The savings per tank more than covers the def which doesn’t need refilled every tank.
Love my 6.2. Really don’t have any problems pulling 8000 to 14000lbs. The latter not very far. Sounds like a hot rod and is pretty quick for getting a 3 ton vehicle going. Gas mileage….who cares🤣
Given the vast number of 6.2 failures, my 2023 High Country being one, tough call.
Out of commission for over 2 months, hope to have back next week.
Loved it til it lost oil pressure, lifter body failure, known problem.
Was great til then, kind of concerned now.
Cal in AZ
Do you know the exact number of 6.2s with seized engines?
Being a 23, Yours may have fallen under the CSP. I was told that certain models have lifters which break and fall into the engine causing a total shut down. Might be responsible for seized rod bearings that have been reported.
Build dates?
Any 25?
The lifter problem is a known problem going back about 10 years that GM has never corrected. It happens to both the 6.2 and 5.3, I know because it happened to my 21 Denali last February at 58K miles. I read somewhere that it only effects 3 or 4 percent of GM V8’s, but when you figure GM builds 500K half tons a year (plus Suburbans etc), that could be as many as 20K V8’s a year?
When it happened to mine, I was going 75 mph on I-95 in SC. When it dropped the roller it turned and wiped out the cam, but didn’t seize the engine. The little local dealer in SC who repaired my truck had the parts in stock because they repair so many. In fact, when I picked up my truck they already had another truck in with the same problem.
10k-20k seems standard failure for any mass produced product, so yes I agree, given the volume of trucks on the road.
But let us break them down:
So, we know the 5.3s are the majority produced, with the 6.2s being the rest. How much 2.7s and 3.0 i6? I think we can start calculating roughly from there
Lifter issue was not corrected, because that means recalling every single well functioning one which is NOT feasible and costs money.
You got lucky they had parts in stock- I believe there is a backorder on the 6.2s from almost EVERY post I read online….
You ALSO got lucky it did not seize the engine. I believe the lifter breaking and falling into the engine is what is happening to majority of the 6.2s that fail. I was told that the when the lifter breaks, it falls into the engine and can cause the bearings to blow up- hence the sudden shut downs.
Anyways, the new motor better have an extended warranty on it…I will wait and see until MY27 to observe how the fiasco goes….
Correct. 22-23YM, 6.2 only, and only select blocks. Looks like one of the tooling machines was out of spec, because it’s not every 6.2. it’s not the lifters, it’s the lifter bores. They’re drilled too big. Engine is junk and needs trashed. Can’t be rebuilt as the block is bad. These are under warranty however. All 5.3’s are fine, and all 2024/25 6.2’s.
2024 6.2s have failed and blown up. Not sure of the build dates, so those would be very helpful.
A pattern I have seen in blown up examples are that they are way too babied or were abused BEFORE break in, or had defective engines from factory, or all three of the above.
MY25s I have not heard any yet, and I believe many MY25s are on the road now…quite a few have miles put on them.
Correct, block bore, not lifter. Have not got a number for failures, new motor replacement. \
Still not done, was told should be ready last week. Trying to remain optomistic.
And the initial cost difference between the der Diesel and the gasser is….. ??? Diesel DEF fluid costs and potential failure of the notorious CP3 fuel-pump due to U. S.-required. low-sulfur Diesel fuel and its lack of lubricity…. plus the turbo being a wear item is not factored-in in the article……
I have the 6.2 in my 2020 Silverado Trail Boss LT & i love it! In my opinion, when you love trucks & that’s what you want 2 drive; MPG really isn’t a top concern. I never average close to their estimated MPG & totally fine with that. Was so happy Chevy finally gave a bigger option than the 5.3 – that’s the only other engine I’ve had in all of my Silverados. I wish they would compete more with the othr big manufacturers & give us more power & performance. Pairing it with the Borla exhaust I have; the sound is amazing as well!
I have the LZ0. Love it. It is the slowest Silverado but it isn’t slow. The fuel economy can definitely top 30 mpg.
I have a 23 GMC Sierra with the LZ0. I average 27-28 mpg.combined driving. I spend about $12 every couple of months for DEF. Not a big expense and I rarely think about it. I change oil every 5000 miles at about $90 each time. I would probably do that with a gas engine. I currently have about 22,000 miles on the odometer.
Unless I have trouble with the engine before 100,000 miles, I would probably buy another diesel. Actually, I worry more about the 10 speed transmission holding up.
When I talk with drivers who have the 6.2 while at intersections, I ask them.what they love about it, and almost without fail the #1 reason is performance…followed by a big grin. I ask what do they tow with it, and again, most say ‘not much’ or ‘nothing!’
I’d ask L70 drivers but they were too busy towing campers, boats, and bikes…all the while getting good mpg.
Two different camps, both happy with what they have.
At 10K miles I get 25 MPG based on hand calc of pump receipts on my 24 ZR2/LZ0 which is the base engine for that model and a $1500 savings over the 6.2L, I change the oil for $53 using ACD oil and filters from Rock Auto, and have used $35 dollars worth of DEF in that 10K miles. Using GasBuddy and Fuel Rewards I can often get diesel for the same or less than regular gas that most people pay at the pump, my 21 RST/LM2 averaged 27.8 MPG over its 25K lifespan before I traded it, and the diesel option was less than $1K difference to the 5.3L, so for me the miniMax diesel has been a touchdown.
I doubt most people know about the CP3 ticking time bomb. They will shortly after 100K miles though, then they will cuss the day they bought a diesel. Only solution is to replace with CP4 as soon as warranty is out, so add another $5k to the price of the diesel option. My 95 6.5L diesel has been in shop for 7 months, can’t find an injection pump anywhere. Within a few months I will probably have to sell it for next to nothing.
You should have the PMD sorted…but if you cannot find the PMD, well….
It is the CP4 that is the bad design, NOT the CP3, the CP3 conversion is the cure for the CP4
Also, there is no CP4 or CP3 in the 3.0 diesel, it isn’t even a Bosch pump, it is a Denso of a completely different design.
With all the complaints and failures of the CP4 that FORD AND OTHERS USE how can someone not know it’s the CP4 That is junk. GM doesn’t even use the faulty CP4 in there 6.6 diesel. They use the CP3.
Other people on this discussion don’t know the difference between the 3.0 and 6.6 diesel.
Make an engine that lasts first. I would love the diesel, but, The most common problems reported with the GM 3L diesel engine (also known as the 3.0L Duramax) include: crank no-start issues, oil leaks due to a faulty rear main seal, high-pressure fuel pump failures, injector issues, EGR system malfunctions, and concerns with the emissions system, particularly related to DEF (Diesel Exhaust Fluid) sensors and regeneration cycles; these issues can often be attributed to design flaws and component weaknesses within the engine.
Bought one in 2019 never had any of those problems, great powertrain…. traded for a 2024 zr2 diesel, could not be happier
I’ll keep my 2018 6.2L Denali that is tuned and don’t have to worry about AFM! Love the power and sound of it with Corsa Exhaust. On highway it can achieve 24 mpgs running 70mph.
Neighbor has the new LZO in an Elevation, and gets over 30 mpgs with it. I could see myself buying one in the future for pulling my boat and for long distance trips for the MPGs. I will wait thought until the market comes back to reality. These trucks are not worth the money, and we as the people need to not be so “IMPULSIVE” and let it run it’s course.
Neither, Silverado’s are Lemons. Especially the Baby Duramax’s nowadays
I really want to order a 1500 with the 3.0, my issue is that the 2025 isn’t available with a bench seat. The only way to get a bench seat is with that crappy TurboCrap 4 cylinder. WTF? Chevrolet.
Whats so crappy about the 2.7L Turbomax? It puts out 310 horsepower, 430 ft lbs of torque and has a 5yr/100k power train warranty. It doesn’t struggle to make that power either.
Agreed. What crappy about it is it’s not a premium engine. 310/430 is amazing for not a premium engine.
Fuel mileage.
WELCOME 2025 !!!!
Best thing chevy did was put the 6.2 in the Silverado it sounds like a muscle car and faster than 90 percent of the car’s on the road. If you want “maximum performance ” use premium, but it’s not required. 65-70 mph back highway driving my best mileage has been 25.5 mpg. Towing 4600 lb trailer best mpg has been 15 mpg. I had the dealer install the GM performance exhaust and intake more HP and TQ and sound great. 6.2 hands down.
GM needs to address the transmission issues
Agreed.
Gas engines need fixing…
I have a 2024 3.0 it is probably the best motor I have ever had . has 120000 miles have had no issues just reg maintenance gets 25 to 30 mpg all day long haven’t towed anything with it but has tons of power and have been in – 20 weather and heat in summer no issues with anything
In my opinion, any fan of Chevrolet performance and trucks, with purchasing this Silverado as their first pickup would miss a lot by not buying one of the v8 optional engines. The experience of driving a potent v8 in a large body car or truck is almost indescribable. The rush that one gets from pushing the pedal and going into WOT is so thrilling.
Lets face it, we will all be sad once the v8 option goes away. This is why I say that one should not waste this opportunity to purchase their truck with one of GM’s potent v8s.