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    William Maley

    Chevrolet Drops A New Turbo-Four Into 2019 Silverado

      A four-cylinder in a full-size truck? What?!


    Chevrolet has spilled a bit more information on the upcoming 2019 Silverado's powertrain lineup. The big story is a new turbocharged 2.7L four-cylinder becoming the base engine for the volume LT and new RST trims. We'll give you a moment to work through the shock that you're most likely experiencing.

    The 2.7 is rated at 310 horsepower and 348 pound-feet of torque. The torque figure is impressive when you consider that the 4.3L V6 (now relegated to the W/T, Custom, and Custom Trail Boss trims) produces 22 percent less torque. 0-60 mph is said to take under seven seconds. This engine can also run on just two cylinders. No word on fuel economy, but we wouldn't be surprised if this engine is close to the top in terms of the Silverado's powertrain lineup.

    The complete list of powertrain options available on the 2019 Chevrolet Silverado

    • 4.3L V6, 6-Speed Automatic: 285 horsepower and 305 pound-feet of torque
    • Turbocharged 2.7L 4-Cylinder, 8-Speed Automatic: 310 horsepower and 348 pound-feet of torque
    • 5.3L V8, 6- or 8-Speed Automatic: 355 horsepower and 383 pound-feet of torque
    • 3.0L Turbodiesel I-6, 10-Speed Automatic: TBD
    • 6.2L V8, 10-Speed Automatic: 420 horsepower and 460 pound-feet of torque

    “A major focus of the next-generation Silverado is expanding the range of choices. With all-new engines and a broader model range, there’s a Silverado for everyone, whether you’re buying your first pickup or your tenth,” said Tim Asoklis, chief engineer for the Silverado 1500.

    Source: Chevrolet


    A SILVERADO — AND AN ENGINE — FOR EVERY NEED

    • The all-new 2019 Silverado 1500 offers six engine and transmission combinations, including an all-new 2.7L Turbo, and V-8 engines with industry-first Dynamic Fuel Management offering 17 different modes of cylinder deactivation

    DETROIT — With eight trims paired with six engine/transmission combinations, even more customers will find a 2019 Silverado 1500 perfectly tailored to their needs for performance, efficiency, technology and value.

    “A major focus of the next-generation Silverado is expanding the range of choices,” said Tim Asoklis, chief engineer for the Silverado 1500. “With all-new engines and a broader model range, there’s a Silverado for everyone, whether you’re buying your first pickup or your tenth.”

    The all-new 2019 Silverado 1500 propulsion lineup includes:  

    • Over half of the models will be equipped with the most advanced V-8s in the brand’s history: updated versions of Chevrolet’s proven 5.3L and 6.2L engines equipped with industry-first Dynamic Fuel Management featuring 17 different modes of cylinder deactivation.
    • An all-new, advanced 2.7L Turbo engine that replaces the 4.3L V-6 as the standard engine on the high-volume Silverado LT and new Silverado RST, expected to offer 22 percent more torque, greater fuel efficiency and a stronger power-to-weight ratio than the current model.
    • Proven 4.3L V-6 and 5.3L V-8 engines deliver full-size truck capability and performance for the most affordable trucks in the Silverado lineup.
    • An all-new, Duramax 3.0L inline-six turbo diesel will be available in early 2019.

    A Silverado — and an engine — for every need

    Each engine/transmission combination is matched with exterior design and interior features to create distinct personalities for each Silverado trim, based on three broad customer profiles: High Value, High Volume and High Feature.

    High Value — For customers seeking full-size truck capability and the highest level of affordability, the Work Truck (WT), Custom and Custom Trail Boss trims offer two proven engine and transmission combinations:

    • Standard: 4.3L V-6 with Active Fuel Management and a six-speed automatic transmission (SAE-certified at 285 hp/305 lb-ft).
    • Available: 5.3L V-8 with Active Fuel Management and a six-speed automatic transmission (SAE-certified at 355 hp/383 lb-ft).

    High Volume — For customers shopping in the heart of the truck market, the LT, RST and LT Trail Boss trims balance technology, efficiency and performance:

    • Standard for LT and RST: All-new 2.7L Turbo with Active Fuel Management and stop/start technology paired with an eight-speed automatic transmission (SAE-certified at 310 hp/348 lb-ft).
    • Standard on LT Trail Boss and available on LT and RST: An updated 5.3L V-8 with Dynamic Fuel Management and stop/start technology with an eight-speed automatic transmission (SAE certified at 355 hp/383 lb-ft).
    • Available on LT and RST: The all-new Duramax 3.0L Turbo-Diesel with stop/start technology paired with a 10-speed automatic transmission will be available in early 2019.

    High Feature — For customers shopping for a premium truck, the LTZ and High Country trims offer the highest levels of performance and technology, including:

    • Standard: Updated 5.3L V-8 with Dynamic Fuel Management and stop/start technology paired with an eight-speed automatic transmission (SAE certified at 355 hp/383 lb-ft).
    • Available: Updated 6.2L V-8 with Dynamic Fuel Management and stop/start technology paired with a 10-speed automatic transmission (SAE certified at 420 hp/460 lb-ft).
    • Available: The all-new Duramax 3.0L inline-six Turbo-Diesel with stop/start technology paired with a 10-speed automatic transmission will be available in early 2019.

    Improved Driving Experience

    The performance of each engine/transmission combination benefits from a truck that is lighter and more aerodynamic than the previous model.

    “With less weight and less wind resistance, we improved the driving dynamics without sacrificing fuel efficiency,” said Asoklis. “The next-gen Silverado is a bigger truck, but the chassis feels more responsive and acceleration is more pronounced. I would argue it’s the best-driving truck we have ever built.”

    The 2019 Silverado is larger than before, including a wheelbase that is up to 3.9 inches (100mm) longer, yet overall length is only 1.6 inches (41mm) longer, enabling both more cargo volume and more interior room for all cab lengths. Remarkably, it’s also lighter, weighing up to 450 pounds (204 kg) less than the current Silverado when comparing crew cab V-8 models, due to extensive use of mixed materials and advanced manufacturing.

    To improve the aerodynamic efficiency of the next-gen Silverado, the front grille features functional air curtains, similar to those introduced on the sixth-generation Camaro, that reduce wind drag by routing air around the front wheel wells. The powerful side profile also enhances aerodynamics, with an integrated spoiler at the rear edge of the cab that directs air onto the contoured tailgate, reducing wind drag from the bed. Most models also feature active aero shutters integrated in the front grille that close to reduce wind drag and open to provide improved engine cooling when needed. Changes like these result in a 7 percent increase in total aerodynamic efficiency.

    From the family of the Most Dependable, Longest Lasting full-size pickups on the road*

    For the new Silverado, Chevy set the lofty goal of improving on the legacy of the Most Dependable, Longest Lasting full-size pickups on the road. To do so, the next-gen truck will be subjected to more than 475,000 validation tests and accumulate a staggering seven million miles of real-world testing before the first 2019 Silverado 1500 is delivered to customers.

    That includes a battery of tests for the Silverado engines and transmissions that will simulate a range of customer needs:

    • Each type of engine was first subjected to a “torture test” in a dynamometer test cell, running for months nonstop to simulate a lifetime of maximum hot and cold cycles.
    • Each Silverado variant is certified to the SAE J2807 standard for towing and payload capacity. Certification requires a full battery of grueling tests such as the Davis Dam test, in which the truck must carry its maximum gross combined vehicle weight up a 7 percent grade in 110-degrees F (43 degrees C) heat, with no reduction in performance, including air-conditioning.
    • Chevrolet engineers prove every Silverado engine and transmission design for lubrication capability on tilt stands, originally developed for Corvette, that tilt at an angle of up to 53 degrees and can simulate angles at a rate of up to 40 degrees a second — the equivalent of up to 1.4g.

    Production plans

    Silverado production commences with crew-cab V-8 models starting in the third quarter. In the fourth quarter, production will expand to include regular- and double-cab models, as well as V-6 and 2.7L Turbo engines. The new Duramax 3.0L inline-six turbo diesel will be available in early 2019.

    EPA fuel economy estimates and towing/payload capacities are not yet available, and will be announced closer to launch.

    2019 CHEVROLET SILVERADO PROPULSION LINEUP

     

    4.3L V-6
    w/AFM (6-spd.)

    2.7L I-4 Turbo w/AFM (8-spd.)  

    5.3L V-8 w/AFM (6-spd.)

    5.3L V-8 w/DFM (8-spd.)

    3.0L I-6 Turbo-Diesel  (10-spd.)

    6.2L V-8 w/DFM (10-spd.)

    Work Truck (WT)

    Std.

    --

    Avail.

    --

    --

    --

    Custom

    Std.

    --

    Avail.

    --

    --

    --

    Custom Trail Boss

    Std.

    --

    Avail.

    --

    --

    --

    LT

    --

    Std.

    --

    Avail.

    Avail.

    --

    RST

    --

    Std.

    --

    Avail.

    Avail.

    --

    LT Trail Boss

    --

    --

    --

    Std.

    --

    --

    LTZ

    --

    --

    --

    Std.

    Avail.

    Avail.

    High Country

    --

    --

    --

    Std.

    Avail.

    Avail.

    * Dependability based on longevity: 1987-July 2017 full-size pickup registrations.

    ALL-NEW 2.7L TURBO ENHANCES VERSATILITY OF THE 2019 SILVERADO

    • Technological powerhouse delivers performance and efficiency

    DETROIT — The all-new 2019 Chevrolet Silverado 1500 will be offered with an all-new, technologically advanced 2.7L Turbo that expands the range of available engines and builds upon additional choices to help customers find the Silverado that perfectly suits their needs.

    Standard on LT and RST trims, the new engine delivers an SAE-certified 310 horsepower and 348 lb-ft of torque, for 22 percent more torque than the 4.3L V-6 it replaces. Developed specifically for truck applications, the new 2.7L Turbo inline four-cylinder engine delivers peak torque from 1,500 to 4,000 rpm.

    The next-gen Silverado with the 2.7L Turbo delivers 0-60 mph performance in less than seven seconds and weighs 380 pounds less than the current Silverado with the 4.3L V-6. Compared with competitive full-size trucks, the Silverado 2.7L Turbo is expected to deliver comparable payload capability with greater torque than the 3.3L V-6 in the Ford F-150 XLT and the 3.6L V-6 in the Ram 1500 Big Horn.

    “The new 2.7L Turbo is a technological marvel, with our most advanced valvetrain,” said Tom Sutter, chief engineer for the 2.7L Turbo. “With a broad, flat torque curve and quick throttle response, it punches above its weight, delivering surprising performance and efficiency.”

    The cornerstone of the 2.7L Turbo is an innovative double overhead cam valvetrain that enables:

    • Chevrolet’s first use of Active Fuel Management (cylinder deactivation) on a four-cylinder engine.
    • High- and low-lift valve profiles.
    • Continuously variable valve timing.

    Additional engine technologies supporting the engine’s performance and efficiency include:

    • Dual-volute turbocharger housing for improved throttle response and low-speed torque.
    • Chevrolet’s first application of Active Thermal Management, which uses targeted engine heating and cooling to improve engine performance in hot and cold ambient temperatures.
    • An integrated exhaust manifold that is part of the cylinder head assembly and recovers exhaust heat for faster engine and transmission warmup, with quicker turbo response.
    • Stop/start technology that automatically stops the engine in stop-and-go traffic for fuel efficiency.
    • An electric water pump that eliminates the drag of a conventional, engine-driven pump to enhance efficiency. It also enables continual cabin heating even when the engine is disabled by the stop/start feature.

    Designed as a truck engine

    The new 2.7L Turbo engine represents a clean-sheet design for Chevrolet and was developed from the outset as a truck engine.

    To help generate the strong low-end torque customers expect in a truck, it was designed with a long piston stroke of 4.01 inches (102mm), which is the distance the piston travels up and down within the cylinder.

    The long stroke enables improved combustion and thus a higher compression ratio. Typically, a long stroke can increase the load of the pistons against the cylinder walls, generating more friction. That’s alleviated in the 2.7L Turbo with an offset crankshaft. It is slightly off-center of the cylinders, allowing a more upright position for the connecting rods during their movement.

    To support the high cylinder pressures that come with turbocharging, the crankshaft and connecting rods are made of forged steel and the pistons are made of a tough aluminum alloy with a cast iron ring groove insert.

    All elements of the 2.7L Turbo were designed for the demands of turbocharged performance in a truck environment, and the engine was subjected to the same rigorous durability standards as the Silverado’s proven V-8 engines.

    The 2.7L Turbo features an aluminum block and cylinder head for reduced mass.

    Unique valvetrain offers more precise control

    The 2.7L Turbo’s valvetrain is GM’s first to incorporate variable lift, duration and Active Fuel Management to optimize performance and efficiency across the rpm band. It is a key reason the engine’s peak torque is available at only 1,500 rpm.

    The system’s electro-mechanical variable camshaft effectively allows the engine to operate with three different camshaft profiles, complementing the variable valve timing system to deliver optimized operating modes for different engine speeds and loads:  

    1. High valve lift for full power.
    2. Low valve lift for balance of power and efficiency.
    3. Active Fuel Management shuts down two of the cylinders in light load conditions to further conserve fuel.

    “It’s like having different engines for low- and high-rpm performance,” said Sutter. “The camshaft profile and valve timing is completely different at low and high speeds, for excellent performance across the board.”

    The camshaft design alters the lift of the intake and exhaust valves. As the engine load changes, electromagnetic actuators allow a movable shaft containing different cam lobes to shift imperceptibly between high-lift and low-lift profiles.

    Lift is the distance the valve travels from its seat when opened, and duration is the amount of time the valve remains open. Higher lift and longer duration allow more air to flow into the combustion chamber, so the system’s high-lift lobe profile enhances performance at higher rpm, while the low-lift profile optimizes efficiency at low- and mid-range speeds.

    Dual-volute turbocharger builds torque

    The 2.7L Turbo engine employs an advanced dual-volute turbocharger that elevates the performance and efficiency advantages of a conventional turbo, with quicker response and enhanced low-rpm torque production.

    Rather than a single spiral chamber (volute) feeding exhaust gas from the exhaust manifold to drive the turbine on the turbocharger, the dual volute design has a pair of separate chambers with two exhaust gas inlets and two nozzles to drive the turbine. The design allows the exhaust pulses of the engine to be leveraged for faster spool-up and subsequent boost production, particularly at low rpm, where the effect significantly enhances torque output and drivability.

    It works in unison with the engine’s integrated exhaust manifold/turbocharger housing, which splits the exhaust channels from the cylinder head so the exhaust flows through two separate channels in the turbo housing, based on the engine’s exhaust pulses. When complemented by the precision of the engine’s valvetrain, that separation leverages exhaust scavenging techniques to optimize gas flow, which decreases exhaust gas temperatures, improves turbine efficiency and reduces turbo lag.

    An electronically controlled wastegate and charge-air cooling system support the turbocharger and enhance its effectiveness. Compared to a conventional wastegate, the electronically controlled version offers more precise management of the engine’s boost pressure for smoother, more consistent performance.

    With the charge-air cooler, the pressurized, heated air generated by the turbocharger is pumped through a heat exchanger before it enters the engine. That lowers the air charge temperature by about 130 degrees F (74 C), packing the combustion chambers with cooler, denser air that enhances power production. The system achieves more than 80 percent cooling efficiency with less than 2 psi (12 kPa) flow restriction at peak power, contributing to the engine’s available torque production at low rpm.

    Additional features

    A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump.

    Active Thermal Management helps the engine warm up faster and achieve its optimal engine temperature for performance and efficiency. The system uses a rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the cab, or cools when needed for high power operation.

    An electric water pump — a first for Chevy trucks — supports the Active Thermal Management system and further enhances the engine’s performance and efficiency by eliminating the parasitic drag that comes with a conventional engine-driven water pump.

    Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio (10.0:1) is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature and improving resistance to spark knock. Direct injection also enables gas scavenging from the combustion chamber to the turbo for fast response.

    Dual overhead camshafts contribute to the 2.7L Turbo’s smoothness and high output, with dual independent continuously variable valve timing working with the valvetrain to deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or driveability.

    An integrated exhaust manifold on the cylinder head assembly promotes faster engine warmup and quicker turbo response.

    Oil jets located in the block are employed for performance and temperature control. They target the underside of the pistons and the surrounding cylinder walls with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability.

    Stop/start enhances fuel economy in city driving. The driver-selectable system shuts off the engine at stoplights and certain other stop-and-go situations, saving fuel. The engine automatically restarts when the driver takes their foot off the brake.

    The all-new 2.7L Turbo is matched with a Hydra-Matic eight-speed automatic transmission featuring enhancements designed to improve shift quality, as well as a new centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness.

    The all-new 2.7L Turbo will be built at the General Motors Spring Hill facility in Tennessee.

    The 2019 Silverado goes on sale this fall. EPA fuel economy estimates and towing/payload capacities are not yet available and will be announced closer to launch.




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    Very intriguing. I'm impressed to see somebody finally had the balls to drop a turbo 4 in a half ton. 

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    Wonder if you can get a turbo 4 with the Carbon Fiber bed. That would reduce weight big time and I can see it making it really lite for a performance version. Maybe an AWD SS could come back.

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    I agree that it is about time someone did a turbo 4 in a truck and I am not too surprised they did it.  I actually think the 2.0 liter turbo four will show up in the Silverado work truck/fleet duty trims where 265 hp and 290 lb-ft is enough.   

    Would not surprise me if the 2.7 liter turbo 4 is the #1 selling engine choice within a couple years.  

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    Wow..a 2.7..thats a big 4.  More power and torque than Chevy V8s had 30 years ago. 

    Edited by Cubical-aka-Moltar
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    3 minutes ago, Cubical-aka-Moltar said:

    Wow..a 2.7..thats a big 4.  More power and torque than Chevy V8s had 30 years ago. 

    15 years ago** 

    The 5.3 was rated at 285-310hp and 325-335tq. 

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    I don't think there are any high revving turbo 4's around, are there? I especially wouldn't think a truck would have one. 

    12 minutes ago, dfelt said:

    Wonder if it will be a High Revving 4 Banger or not? 🤔

    Liked this chart from the official GM announcement.

    image.png

    http://www.gm.com/mol/m-2018-may-0518-2019-silverado.html

    So you can only get the 2.7T in an LT and RST? Am i reading the right? 

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    3 minutes ago, ccap41 said:

    I don't think there are any high revving turbo 4's around, are there? I especially wouldn't think a truck would have one. 

    So you can only get the 2.7T in an LT and RST? Am i reading the right? 

    That's what it looks like..standard engine for two trim levels. 

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    7 minutes ago, ccap41 said:

    I don't think there are any high revving turbo 4's around, are there? I especially wouldn't think a truck would have one. 

    So you can only get the 2.7T in an LT and RST? Am i reading the right? 

    Yamaha, Suzuki, Nissan, Honda all have high revving 4 bangers. I think this is due to the F1 high revving 4 bangers that these companies have all had a hand in building at one time or another. I am curious to know what the red line is for this engine. I know that back in the day, taking the GM QUAD 4 motor many race shops got it turbo'd and was able to have it rev at over 10K producing over 1000HP. So that is why I am wondering what this motor will do.

    Yup, like Cubicle and I seems that motor will be in two trims only for the first year. Guess work out any issues there before going across the whole family.

    Think of this motor in one of the Compact CUV from Chevy, GMC, Buick or Cadillac. :D 

    image.png

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    None of those are turbo 4 engines you just listed. At least I can't think of a turbo 4 engine from those companies that is a real revver. 

    I think the Type R is the highest revving turbo 4 with a 7000rpm redline.

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    24 minutes ago, ccap41 said:

    None of those are turbo 4 engines you just listed. At least I can't think of a turbo 4 engine from those companies that is a real revver. 

    I think the Type R is the highest revving turbo 4 with a 7000rpm redline.

    Not a turbo, but the old VTEC K20A series engine had a 8400 rpm redline and max power at 8000 rpm. 

    http://knowyourmeme.com/memes/vtec-just-kicked-in-yo

    Edited by Cubical-aka-Moltar

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    Just now, Cubical-aka-Moltar said:

    Not a turbo, but the old VTEC K20A series engine had a 8400 rpm redline and max power at 7000 rpm. 

    Yeah I know the ole N/A's revved like a son of a bitch. 

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    11 minutes ago, ccap41 said:

    Yeah I know the ole N/A's revved like a son of a bitch. 

    I think that was the JDM spec, US were a bit less power.  I drove an Integra Type R once and rode in an S2000 once, those were fun little cars..

    https://en.wikipedia.org/wiki/Honda_K_engine

    Somehow I suspect in a 5000lb truck w/ an automatic a turbo 4 won't have to rev quite that high for power...

    So I wonder if this is of the same engine family as the 2.0T that's used in so many GMs, or something new for truck applications?  

    Edited by Cubical-aka-Moltar
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    Yes asia has had a variety of high revving 4 bangers and most not here in the US. Just a few were as @ccap41 stated 7K redline Honda Turbo R or @Cubical-aka-Moltar also stated. It will be interesting to see what the details are on this engine as I will make the assumption that like others here that this will not have to rev much to make the torque  and not even rev much for the HP.

    Yet this still begs the question will it or could it be a high Revving 4 banger with a turbo that could go into a Typhoon or Syclone GMC product or a new AWD SS Trailblazer? :scratchchin:

    Could like the racing days of the Quad 4 with dual turbo's be between 500 to 1000 HP / lb-ft of performance magic?🤔

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    ccap41

    Posted (edited)

    i see there being zero chance this is a high revving engine with how low it makes its peak torque. "is available from as low as 1500 rpm and continues to 4000 revs." My best guess would be a 6200-6400rpm. 

    It seems like a pretty dang high tech engine if you haven't read more about it yet. 

    https://www.caranddriver.com/news/confirmed-2019-chevrolet-silverado-gets-optional-turbocharged-four-cylinder-engine

     

    1 hour ago, Cubical-aka-Moltar said:

    So I wonder if this is of the same engine family as the 2.0T that's used in so many GMs, or something new for truck applications?  

    I'm pretty sure it is brand new based off of this line, "Displacing 2.7 liters, the long-stroke forced-induction inline-four is an all-new unit that General Motors said was designed specifically for truck applications."

    Edited by ccap41

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    33 minutes ago, ccap41 said:

    i see there being zero chance this is a high revving engine with how low it makes its peak torque. "is available from as low as 1500 rpm and continues to 4000 revs." My best guess would be a 6200-6400rpm. 

    It seems like a pretty dang high tech engine if you haven't read more about it yet. 

    https://www.caranddriver.com/news/confirmed-2019-chevrolet-silverado-gets-optional-turbocharged-four-cylinder-engine

     

    I'm pretty sure it is brand new based off of this line, "Displacing 2.7 liters, the long-stroke forced-induction inline-four is an all-new unit that General Motors said was designed specifically for truck applications."

    Thanks for posting, good to see the turbo is a dual-vane for reduced turbo lag. Yet my gut tells me while it will get a high EPA approved MPG, real world driving will show a lower number. We are in interesting times.

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    For whatever it is worth the Ford 2.7 redlines at 5750rpm and the 2.3 in the Explorer redlines at 6000rpm. 

     

    1 minute ago, dfelt said:

    Thanks for posting, good to see the turbo is a dual-vane for reduced turbo lag. Yet my gut tells me while it will get a high EPA approved MPG, real world driving will show a lower number. We are in interesting times.

    Yep, like most small turbo motors seem to be getting in the real world. 

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    This large four is long stroke and it said designed for truck use, so even if it seemed like it were suitable for a camaro I'm not sure it would be a great fit due to that long stroke design. Piston speeds would be more than a big bore cylinder setup. But now for use in a truck this could be exactly the game changer.  I've had thoughts the last few months of getting a pickup when my Malibu lease is done and to be honest the specs of this engine and if it got 20-22 mpg on a daily basis it would be perfect for what I would use a pickup for. Daily commuting and to move up to a good winter state 4wd vehicle. I'm not wed to any of GM's pushrod v8's. I've admired fords move to turbo 6's in trucks. Biggest question for me is if this big cylinder long stroke 4 is smooth enough. If the new Tahoe down the road has this engine, even better. 

    Edited by regfootball
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    This is cool.. but still.. what in GM marketing allows them to have an engine that is still 15Hp/27 ft lb of torque less than the 2.7L Ford F150? I sure it was the benchmark.. What's the weight difference? Is this.. like other GM turbos a 87 Octane figure?

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    2 minutes ago, ccap41 said:

    GM has the 5.3 to compete with the Ford 2.7. 

    But why.. if this is rated on Regular octane and not doing what Ford normally does and rate their HP/TQ on Premium. This normally equates to a 20HP loss if U use 87 in a Ecoboost Mustang for instance

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    4 hours ago, Cubical-aka-Moltar said:

    Wow..a 2.7..thats a big 4.  More power and torque than Chevy V8s had 30 years ago. 

    I wonder if it is half a 5.3 liter V8 with a turbo on it?  (and rounded off displacement)

    And as ccap had pointed out, that is more power than an early 2000s GM V8, heck even the Northstar in 2010 before it died was making like 320 hp and 315 lb-ft.

    49 minutes ago, Cmicasa the Great said:

    But why.. if this is rated on Regular octane and not doing what Ford normally does and rate their HP/TQ on Premium. This normally equates to a 20HP loss if U use 87 in a Ecoboost Mustang for instance

    Yeah, the 5.3 liter V8 should die and be replaced with the 3.0 TT V6 from the CT6.  Cadillac should get an all new V6 based off the 4.2 liter V8 they just came up with.

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    59 minutes ago, smk4565 said:

    I wonder if it is half a 5.3 liter V8 with a turbo on it?  (and rounded off displacement)

     

    Hmmm...well, the 5.3 is pushrod..can't imagine making a pushrod 4cyl in 2018, but stranger things have happened...

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