For pickup truck buyers interested in hitting the local dirt, the light-duty Chevy Silverado Trail Boss is certainly a solid choice. However, new Trail Boss buyers still have one key decision to make – which of the four engine options is the best fit? Now, we’re taking a closer look with the following comparison.
Let’s start with the entry-level option, namely the turbocharged 2.7L I4 L3B. Output is set at 310 horsepower and a stout 430 pound-feet of torque, and it’s surprisingly capable too, with a max tow rating of 9,000 pounds and the highest payload capacity of the bunch at 1,950 pounds. Fuel economy is modest at 16 mpg city, 17 highway, and 16 combined. For those eyeing value, this engine is also the most affordable, with the Custom Trail Boss Crew Cab Short Bed configuration starting at $53,995.
Next is the naturally aspirated 5.3L V8 L84, rated at 355 horsepower and 393 pound-feet of torque. The L84 gets a small boost to towing over the L3B, up to 9,300 pounds, but dips slightly in payload to 1,930 pounds. Fuel economy improves a bit as well at 19 mpg highway and 17 mpg combined. The L84 also sits at the mid-range pricing tier, with the L84-powered Custom Trail Boss configuration priced from $55,790.
Buyers who want max performance from their Silverado Trail Boss might want to consider the naturally aspirated 6.2L V8 L87, which is exclusive to the LT Trail Boss trim. It’s the most powerful option with 420 horsepower and 460 pound-feet of torque, while towing maxes out at 9,200 pounds and payload drops to 1,820 pounds. GM also recommends Premium fuel, while combined fuel economy drops to 15 mpg. The L87 also commands a premium price at $65,505, the highest starting MSRP among the four options covered here.
Finally, we have the 3.0L I6 LZ0 turbodiesel Duramax, which combines efficiency with a heaping of twist. Rated at 305 horsepower and 495 pound-feet of torque, the LZ0 matches the L3B in towing (9,000 pounds) and slightly trails in payload (1,780 pounds). However, fuel economy is where the LZ0 truly shines, posting 21 mpg city, 24 highway, and 22 combined. Pricing for the diesel-powered Silverado Trail Boss begins at $56,585 for the Custom trim.
| Turbo 2.7L I4 L3B | 5.3L V8 L84 | 6.2L V8 L87 | Turbodiesel 3.0L I6 LZ0 | |
|---|---|---|---|---|
| Power (horsepower @ rpm) | 310 @ 5,600 | 355 @ 5,600 | 420 @ 5,600 | 305 @ 3,750 |
| Torque (pound-feet @ rpm) | 430 @ 3,000 | 393 @ 4,100 | 460 @ 4,100 | 495 @ 2,750 |
| Max Tow Capacity (pounds / kg) | 9,000 / 4,082 | 9,300 / 4,218 | 9,200 / 4,173 | 9,000 / 4,082 |
| Max Payload Capacity (pounds / kg) | 1,950 / 885 | 1,930 / 875 | 1,820 / 826 | 1,780 / 807 |
| City / Highway / Combined (mpg) | 16 / 17 / 16 | 15 / 19 / 17 | 14 / 17 / 15 | 21 / 24 / 22 |
| Recommended Fuel | Regular | Regular | Premium* | Diesel |
- *Premium recommended, but not required
| Trim Level | Configuration | Powertrain | 2025 MSRP + DFC |
|---|---|---|---|
| Custom Trail Boss | Crew Cab Short Bed | Turbo 2.7L I4 L3B | $53,995 |
| Custom Trail Boss | Crew Cab Short Bed | 5.3L V8 L84 w/10-speed | $55,790 |
| Custom Trail Boss | Crew Cab Short Bed | Turbo-diesel 3.0L I6 LZ0 | $56,585 |
| Custom Trail Boss | Crew Cab Standard Bed | Turbo 2.7L I4 L3B | $54,295 |
| Custom Trail Boss | Crew Cab Standard Bed | 5.3L V8 L84 w/10-speed | $56,090 |
| Custom Trail Boss | Crew Cab Standard Bed | Turbo-diesel 3.0L I6 LZ0 | $56,885 |
| LT Trail Boss | Crew Cab Short Bed | Turbo 2.7L I4 L3B | $60,995 |
| LT Trail Boss | Crew Cab Short Bed | 5.3L V8 L84 w/10-speed | $63,410 |
| LT Trail Boss | Crew Cab Short Bed | Turbo-diesel 3.0L I6 LZ0 | $64,185 |
| LT Trail Boss | Crew Cab Short Bed | 6.2L V8 L87 | $65,505 |
| LT Trail Boss | Crew Cab Standard Bed | Turbo 2.7L I4 L3B | $61,295 |
| LT Trail Boss | Crew Cab Standard Bed | 5.3L V8 L84 w/10-speed | $63,710 |
| LT Trail Boss | Crew Cab Standard Bed | Turbo-diesel 3.0L I6 LZ0 | $64,505 |
| LT Trail Boss | Crew Cab Standard Bed | 6.2L V8 L87 | $65,805 |
- Prices include $2,195 for destination freight charge
So, with all that covered, we want to know – which Chevy Silverado Trail Boss engine would you get? Vote in the poll and let us know in the comments!
Comments
Diesel. If your off roading/back country camping, the efficiency of the diesel is a massive advantage.
The disadvantage being when an emissions fault puts you into limp mode in that back country, hours from nowhere let alone service.
🤷♂️, maybe. Only time I’ve seen limp mode was forcing a bricked transmission to go into limp mode to get it home. I’ve ran out of DEF before, but low power mode oreally only cuts power by about half. 150hp is plenty for everything except towing up a hill or merging with a trailer. Even off road, 150hp is enough for a trailer.
I have a 2020 3.0 Duramax and have never had mpg under 25. Tops on the highway is around 34 mph. Towing a 6500 lb trailer then runs 16-19mpg, still better then my 5.3 v8 16-19 mpg driving and 8-12 towing. The diesel has loads of torque as well.
The L3B 2.7L is a disappointment for me yes, it is very capable, but the fuel economy is terrible. I don’t understand the thinking behind it. The Ford 2.7 L V6 has more power and gets a lot better fuel economy.
Price, price, price, is the whole reason the 2.7 exists. It actually was designed to compete with the 3.3 Ford V6 (now discontinued) and 3.6 pentastar. Ford originally designed the 2.7 “nano” to compete with the 5.3 in their trim and pricing. If you start looking at MSRP’s, this does line up accordingly. That said, the 2.7 Chevy is a cheap motor to build. It’s based off the same platform the 2.2 ecotech from 2001 was built off of. It’s the latest in the family that evolved from the 2.2 to the 2.4->2.5->2.5 VVL-> 2.7, with the new 2.7 sharing the same head as the 2.5, and nearly identical block, but with reinforced ribbing and an offset crank for extra efficiency. It can be made by the same factory as the 2.5 with almost no retooling. Strategically, it’s a great engine. It’s probably overtaskedin the Silverado, perfectly matched in the smaller trucks and CUV’s. I definitely would take it over the pentastar, and I’d take the 5.3 over the Ford 2.7, as the Ford 2.7 to get the great economy you need the highest axle ratio, in which towing and off road suxxx! Where the 2.7 wows me is in price. A couple years ago I was specing out a truck to retire my old 09 5.3 to farm service only. The 2.7 custom was over 10K cheaper than the Ford, with the 8speed, 3.42 rear end, and low end torque, it out does my 09 even in 4wLo in terms of stump pulling, even with a single speed transfer case! Only reason I didn’t get it was there was a Titan 5.0 Cummins a dealership was begging to get rid of and I got it for a song. It’s been a bit of a problem truck, but still happy with the price. The 2.7 isn’t for you, but it fits the bill very well for others.
Couple of things I haven’t heard anyone mention. The 2.7 is tough. It is a truck engine only and not in any other car or SUV. The only engine GM has produced that they couldn’t break. That’s over 100 years of engine building . Hence increased power train warranty to 100k. Dual
port in turbo, simple, effective. No Lag. Drive fantastic. Not front heavy. Perfect truck for 90% of people driving trucks. Capability wise.
I wouldn’t buy a lifted truck, (don’t need to stroke my ego, I’m not short, and fat) but I would get the diesel right now. I love my 2018 6.2L, but the new engines are a hand grenade!! NO thanks…
My neighbor has a 2025 Sierra with diesel and gets 32 mpgs with it. Very impressed with it
So your theory is that lifted trucks are only for those who need to stroke their ego, are short or fat. Such a strange way of looking at it. Seems like projection more than anything else.
Anyway, I want a lift because of how they look and the added off-road benefits that they deliver. The diesels are good but are challenging to service.
The 6.2L isn’t a “ticking time bomb”. It’s only 3 percent of the population from 2021-2024, but given how many they sell with this engine, it ends up impacting a lot of vehicles. Even if you’re impacted, GM is doing the recall to handle that. Or you just get a 2025 that has hardware changes that skirt the issues that brought on the recall in the first place.
If I were in the market, I would do either the 3.0L diesel of the 6.2L V8. You just can’t beat the power, off-the-line feel or the exhaust sound. If you don’t drive it like a moron, you get around 23 MPG.
You’re so called “added off-road benefits” are humorous! My regular 16/17 SLT’s or 98 C/K can go anywhere I’ve ever needed them to go off-road…. Hunting, fishing, camping
The lifted truck is a joke and it’s for guys who want their trucks to look “MANLY” to stroke their ego! And around here in Iowa, all I ever see driving them are short 5’4 to 5’8 stubby men who jump out of them thinking they are cool.
And, no the 6.2L has more issues right now then 3%, go to Gm truck forums and look how many guys are having issues! BUT, it’s not just GM, it’s all manufacturers. Their quality has gone down hill since covid. It’s quite disappointing!!
3 percent is STILL A LOT, so yes the issues affect a significant number that it is alarming….
Lets blame both poor QC and the EPA’s unreasonable demands….
Did we just put a short guy? 🥸
I would go with the 3.0 diesel. Current ly looking to upgrade from my 2016 6.0 V8. I am hearing good things from current owners on their diesel engines for power and fuel economy.
Plus, I believe it has a 100k mile warranty. That’s huge.
Pretty obvious the current generation 6.2 has spoken for itself. With the “fuel managed” 5.3 not much better.
Strong GM fan here, and even I’d have trouble putting down that kind of money to hope GM has things figured out this time.
Thats why I won’t touch any of their newer products. And neither will I look at other manufacturer’s newer products too…they all have dropped QC massively…
No question, it would be the
3.0 turbo diesel
It depends really.
If you are short tripping I don’t know how good the 3.0 would handle that.
It is designed to tow over long distances….
5.3s are the best/cheapest for just all around use. Relaxing to drive, purrs until you need it to growl and just goes about it’s business. Always dependable, great fuel range and perfect for loads of soil, mulch, b&b’d trees. I don’t want to race your blow-motor Ford, I couldn’t care less . Drive it all day and its still fresh. Light and you don’t feel like you’re pi$$ing your money down the drain when you drive it down to the coast or wherever.
Gen6 should be a 425/425 5.7L and do away with 6.2s. Keep the 2.7 for its pricing and packaging, have the 5.7L and the 3.0L Duramax and all is right with the world.
My two cents. Have a good darn day.
Buy a ford 5.0 V8