Hell yeah! It's Kevin! I've known / worked with Kevin for years on this engine and he is the main driving force to make this one of the best engines out there. He pushes for perfection like nobody I know, is a complete motorhead and available 24/7 for the development teams to contact if needed.
@@highball7347 Agreed. Direct Injection brings concerns for longevity, 60K-100K miles Im thinking of. Toyota has Direct & Port injection preventing carbon buildup on valves and efficiency. I believe port injection is used on low RPM/low load, and direct injection on high RPM/high load.
Shot out to GM for letting him represent the presentation to TFL this man knows his stuff. I hate when someone doesn’t know the product and they just say whatever.
I may dog Chevy for their interiors in the past, but having the lead, or one of the lead, engineering folks do these kinds of deep dive conversations without any sales style mumbo jumbo. Like, this is really solid stuff and I really would like to see more manufacturers just let the engineering folks talk their heads off like this.
I took a chance on the 2020 engine after seeing Kevin explain the engine components and the partial comparison with a diesel engine.....All the negativity surrounding this new engine was in my estimation completely unfounded and Kevin has been the chief spokesman for almost 4 years now......Allowing the engineer/architect to explain how and why makes a huge difference and after 2+ years my LT Silverado has been a real pleasure to drive from the top down.....Well done!!😎
When you have 200,000 miles and still the same experience I’ll consider one. I just can’t get behind an engine with that much load and an aluminum block.
@VN-TEXAS go to cargurus, search chevy 2.7 or sierra 2.7 Nationwide, and put the filter to highest mileage. You'll see alot of 400k miles 2.7 engine for sale
That remains to be tested in the rela life condition and how dependable are they. In paper it sounds really high tech. And how easy it is to maintain it.
I now have 2 of these 2.7 HO engines in GMC sierra 1/2 ton pickups. Very pleased with how they are performing. These make so much torque down low that they do not have to spin as fast as most 4 cylinder motors. Even at 80 mph they turn under 2000 rpm.
@@deadlyblade3k- takes torque to run 80 under 2k in a full size truck through the air. That was the OP whole point. Old NA 4 bangers lacked it, hence why you had to rev and depend more on hp. But you stick with your gearbox point dude.
Just purchased a 2023 Colorado ZR2. Watching this video makes me feel warm and fuzzy good inside. And yes, the truck will lay a patch on asphalt from a stop light!
Great video!!! I just purchase the new Canyon Denali, and this video was super informative. I was apprehensive about moving from my previous 5.7 Hemi over to a 4-cylinder, but after driving it for a couple of months and seeing this, I'm feeling much more confident. This ain't your grandpa's 4-banger. Thanks for doing this!
1) clearly said "asst engineer" which is a nice way of say "honorary title for video and pr" 2) he spouted talking points fed - he literally studied and learned talking points - clear to anyone in corp world
Very impressed with this engine! I wasn't too sure about it in the beginning but it has proved itself. There only 1 thing I don't like and that is it has cylinder deactivation. Do away with that and it would be great. No need to shut off cylinders when you only have 4.
I was happy to see that so much thought was put into heating up the cab! That's important, not solely for confront, but safety has well. The faster the cab warms up, the quicker the windows clear.
So much innovation gave me an idea. How about non stick ceramic coating on the intake ports and the back of the valves. This way direct injection carbon build up can just slide off with light maintenance.
Durability test is one thing but engineers need to run stupidity testing. Going over on oil changes, running it dead cold in -40c weather, wrong oil weights. That's your 99% customer
Really they cant account for that and is why engine lawsuits get thrown out. There are so many variables that they can't, and shouldn't, need to account for. That's why they have manuals, oil change intervals, oil life monitors, and specified fluids. They aren't responsible if someone pours honey in the engine. It's why GM spends boat loads on having its own 'Dexos' oil specification that oil manufacturers need to meet, and continue to update it.
I hear what you're saying, but take this however you want. I own a fleet of silverados with the 2.7. Six of them are 2019 models with well over 100K miles. I like to think that we maintain them fairly well but I can promise that we do not get every oil change done on time and the people I have driving them I already know are not the easiest on the equipment. We have had zero break downs on any of the 2.7 trucks in 4 years aside from one truck that lost the rear end at around 45,000 miles.
@@jimm2442 they do real world test though lol. They (GM, Ford, BMW, etc) take these trucks all over the globe testing them in extreme conditions. Lol your absence of knowledge doesn't make something true.
I just picked up the GMC Pro with this engine. I was really surprised at how well the engine handles a full size truck. Great video! keep up the great work TFL
Thanks Andre for showing us the tear down & cutaway of this engine. It would be good to know exactly what Kevin says is the life of this turbo engine in miles. Also taking into consideration that complete engine cooldown with the engine off is different than running continuously with varied RPM.
I bought a Silverado 2.7t HO last year and I couldn’t be happier :) the engine has been great in all conditions. I guess if we’re being picky I think the custom should have radio control buttons in the steering wheel 😂😂😂
Having rebuilt and built performance street and also built drag race engines ( haven't kept count but could guess about 85 to 90 of them ) in my life. I was surprised to see only two bolts instead of four per main bearing jounal cap, especially in an engine for a pickup truck which are used for towing and hauling heavy loads. That was the only thing that I saw that I had a concern about.
@@gregm3381 It bothered me! There's a reason real industrial engines use cross bolted mains, and twin gear reversed pattern, gear driven cams. This type of cheesy chain stuff is typical of the big 3 "bean counter" type engineering. Tear down a Detroit, Cummins, International, or even a Mercedes industrial engine, and you'll see many different design philosophies for these components.
Really great video. I learned so much about this engine. Amazing that a tiny powerplant like this can push a full size truck with authority. Pretty cool seeing the break down.
Nice to see this seeing as I have the HO 2.7 for about 8 months now. I am very satisfied with my truck and its performance and I’ve also got a heavy foot 🛻💨. Glad to see it should last .
i would have really like to have seen what the intake valves looked like before the heads were cleaned for display. carbon is an issue with DI and would have been nice to see how much built up on their testing, if any did with the engine constantly being at high heat
First time I’ve experienced this engine was in a 2020 Chevrolet Silverado LT as a rental. I didn’t expect the turbo engine until after my first drive and was just astounded. So much off the line speed and pep. Great job GENERAL MOTORS and great video Andre and TFL crew. Can’t wait for the testing videos in Colorado.
@@guardrail2897 Huh? Which engine are you using? the L3b high output? Because there are a TON of videos on youtube of this engine effortlessly towing over 9000lbs up hill from a stop, etc.
@@guardrail2897 That sounds like the same engine, but i cant imagine it struggling. Maybe he need to press the pedal harder because ive heard 0 complaints about towing from this engine.
I like the fact that Chevrolet is conducting endurance testing on this engine. All of these parts have to be made well to ensure the durability of this 4 cylinder powerhouse.
Definitely the way to go with “all access” filming. TFL is in the right direction when it comes to complete consumer/interest subscriber investigation with content like this. Andre is perfect.
Tip of the hat to GM on what looks to be a well engineered strong truck engine, especially for a mid-sized truck. Glad to see our engineers strut their stuff right here in the US of A. Fantastic presentation that’s made me a believer. 🇺🇸🇺🇸🇺🇸
Been a GM V8 guy forever. New 307 in '85, (39 years later, still have it), new 305 in '96, new 5.3 in '01 '06 & '16. Just bought a new '23 w/ the 2.7. Compared to the 5.3, similar payload, towing, a couple mpg better, w/ 12% more torque (383 to 430). Clincher was $6k less. No brainer. Not to mention, no longer have concern of afm / dfm lifter failure.
GM's afm / dfm lifter failure is a deal breaker for me and even with a Class Action Law Suit against them GM continues to use that bullshit. And by this video they're even using it on a FOUR CYLINDER!😖👎 I considered GM 2.7 until a friend got one... seriously plagued with electrical issues that would put it into a limp type mode and on an interstate. The dealer had it more than he had it. Dealer finally bought it back and he purchased a 2023 Ram PU with the Hemi. I'm now considering Ford F150 and their latest gen 2.7 as it seems to have very good owner reviews.
@@hmdwn 2.7 gm turbomax cylinder deactivation is achieved via camshaft sliding, not via lifters. Ram w/ hemi is underpowered, obsolete, discontinued. Replaced w/ greater horse & torque turbo 3.0 liter straight 6. See the trend here? Humorous to hear the cylinder count debate. 2.7 ford V6 better (w/ 400 ft lbs torque) than 2.7 GM I4 (w/ 430 ft lbs torque). So, then a 5.3 liter engine as a V12 would be superior to a 5.3 V8? Gotta stay consistent.
Spoke to my dealer today about ordering a 2023 Trailboss. They are expecting their allocations, and ordering to open up in the next week, and I'm first on the list. Cant wait!
This was amazing content! Now I know better why the cab and engine heat so quickly from my experience with the 2023 Silverado 2.7. It really does seem like a very durable engine! Great job!
Excellent video... you can tell he knows his stuff and is very proud of his work. Who knows what these engines will be doing in 10 years, or if they're all timebombs, but it's obvious for a contemporary 4 cylinder this is about as advanced and power as you can get.
Nice informative video. I can see why the engine was made more durable considering the turbo AND cylinder deactivation. Hope it lasts long term. Would like to see a similar video regarding the 8 speed transmission.
From the initial reviews I've seen the new Colorado has worse real world fuel economy than the previous generation and even than the current Silverado with this engine. They added so much weight to the truck that even with the turbo 4 the fuel economy looks not to be so great.
@@jsharpe987 Starts at 15:55. Previously GM DOD/AFM used lifters that collapse to deactivate cylinders that are very prone to failure. It appears now normal lifters will run on a cam lobe that has zero lift for cylinder deactivation
Awesome video Andre. The guy explain very well. It is really interesting to see the technology in real. And what a torture test they did on that engine.
Just purchased a Silverado with this engine. What sold me was an impressive test drive but the engineering, construction and thought put into this engine, gives me confidence.
Great video TFL! This answered so many questions I’ve had about engineering in general. Also, I’ve always wondered why their 2.7 displacement was 4 cylinders and Ford was 6, and he alluded to it here. Keep up the good work.
Ford uses twin turbos - one for each bank of cylinders - so they probably get the same impulse on the turbo that this Chevy does with one turbo and 4 larger cylinders.
@@jrwstl02 I agree, but Ford probably looked at their 2.7 V6 as an extension of the larger Ecoboost V6 line. It was probably worth the extra cost and complexity per unit when they could reuse components and engineering time from the other engines in the family. Chevy's next most powerful motors are still V8s, so going for a from-the-ground-up optimized inline 4 made more sense.
Fantastic design engineering. Nice work engineers. Helps to break my conventional thinking of naturally wanting to scoff at four bangers. Trick piece right there 👍🏁
Will this be a head gasket eater like the q-4 years back? I remember same test given back then. Will it drop valve seats like the 140( another high heat engine)?
still would like to see a heavier chain on Chevy engines. "Looks like a bicycle chain" reminds me of all the timing jobs I've done on Cavaliers, Cobalts, Equinoxes, Veranos, and Acadias for stretched chains and weak tensioners. Then the ruined heads from the ones that snapped.
This was a great breakdown and overview of this engine. Now I’m more stoked to receive my Canyon AT4X and the adventures I’ll have in her, and will be nice to get back to pickups I love.
Some of my questions: What performance change if any running premium? What was the OCI on the test engine? How many 4 to 2 to 4 cylinder cycles were completed in the test run over how many runtime hours? What is the EPA fuel economy improvement due to the cylinder deactivation? Were 4 bolt crankshaft mains considered given the high power output?
I watched another video with the engineer and he said it's calibrated for 87 octane. Premium would be just wasting money. Just need to use good quality tier 1 87.
Fantastic video, excellent information! Just imagine if they did all of this with an inline 6 cylinder (around 4.1 liters, to keep the same liters/cylinder ratio)...smooth, no balance shafts and tons of torque!!!!!
@@thomasmcghee2468 it does have balance shafts for a reason. Inline 6 cylinders have perfect primary and secondary balance. Don't get me wrong, this GM 2.7 is impressive with torque.
Every new piece of information I see about this truck makes me want to write it off or write a check. It's a hugely polarizing vehicle to me just in terms of my opinion of it in a way I haven't experienced since I first got into cars years ago. I really can't wait to find out about the real world fuel efficiency and performance. Nissan could get my money tomorrow if they'd drop the 5.6 in the Frontier, but until then I have to go through this anguish with the Colorado haha
IMO, Nissan should have also used a 4 banger with induction. They will never drop the 5.6 into it. And the only way your going to get decent low end torque and still have decent MPG's is with induction. Or a combination of that and hybrid which is what the next tacoma will be. Nissan will likely rot with their aged design for another decade. GM has been fine turning this 2.7 for over 4 years. I think its a little out of place in the silverado but its likely a perfect match with the Colorado which is over 500 lbs lighter. People average about 20 mpg's with the full size. If your heavy on the petal turbos will suck it up. They are all like that. But I can see this getting 25 mpg's or better on the interstate. Some claim this already on the full size.
I loved this. They showed us that they arent giving up the quality dream and are investing in building new engines that last- like the original 350s and 3800s. They're not settling for the recent mistakes of small powerful engines that just blow at 65,000. Thank you for the video, you guys will get there, you're getting close!
I hope they did a better job with the timing chain on this engine than they did with the 3.6 . The engineer describing it as a bicycle chain does not fill me with confidence
The problem with the chains in the 3.6 isn't the chains themselves. It's the bullshit long oil change intervals. It leaves too much dirt in the oil for too long. It gets between the links of the chain and chews the shit out of them. Want to trade on every 5 years or lease, save money on oil and do what's "recommended" want it to last, change it earlier and often. Oil is still cheaper than an engine
looks nice and sparkly but parts are manufactured thin cheap metal , timing chain looks like a cheap motor cycle chain , timing chain to last any length of lifespan of comparable v8 would be suspect, they want you in the service department for parts $$$ ~ all planned .
The 2006 cts 2.8 same but smaller than 3.6 chains only last with 5000 km oil changes .My Ford 3.5 eco f150 must have used same engineers or class mates lolol
Fantastic video. wish you'd asked about the lack of port fuel injection as Toyota and Ford have learned to combine both DI and port fuel to avoid deposits
there is a followup video about that and yes there is a blowy catch system 2 stage and the catch runs back to the case , I thought I would need a catch can but kevin says no its designed to not need it
Most of the marketing reps are good at being shills. It's their job. If they couldn't put up a good show, they'd be fired the next day they showed up for work.
I'm currently in a Silverado LTZ 5.3L. I'm due for a new truck in June. I had many concerns putting a 4 banger in a truck. However, after watching this vid I can say that almost all of them are gone. I like how that 2.7L is overbuilt, use some diesel technology, etc. I just wish that they would also mate the 10speed tyranny to the 2.7L, not just the eight. I'm really leaning to the 2.7L now.
I’ve always wondered how the cylinder deactivation works. Loved this video! Never realized how much the stress/heat the turbo puts on the engine. Great video!
Yeah, that’s why all the old guys have disparaged all these new mini-displacement forced induction engines for reliability and long term off roading. There’s a reason why the heavy duty gas trucks had gigantic low horsepower engines, a la the big GM 454s and Ford 460s.
That's crazy, I just left a Ford dealer in IL and they had 30 F-150's with the 2.7 waiting for a new short blocks because of dropped valves or rubber oil pump belt failures. Great motor.
For how many hours is the torture test run? Would be nice for Andre to ask if the test simulates 100k, 200k, etc miles. Oil pump chain driven nice to see. Not the belt drive on the 3.0. Cylinder deactivation on 4 banger. Why?
I got almost 25 mpg on a 480 mile trip at 70 ,75 mph. Didn’t feel it running on 2 but it had to for a 5100 truck to get that kind on mileage. The reality is it has to get good gas mileage
2024 chevy silverado 1500 trailboss with this engine has been a great buy for me. Ive been a heavy equipment mechanic for 20 years. Mostly work on semi and yellow iron. This engine stood out to me on the showroom floor as being verry close to the truck engines i work on daily. Ive been very impressed with this power unit. Having 90% of the torqe at 1800rmp is wicked
I think because it appears to be a very well thought design. This engineer has allot vested in this motor. He is pretty proud of it. GM probably wants to reduce fears of "turbos blowing up". And the negative perceptions that people have about them. That's why he stressed all the engineering make it reliable. Like keeping the coolant running through turbo at idle etc..
Great video. How many hours were on that "worn" engine? Parts looked good, but they can look good even on 200K engines that had regular maintenance. Did they make changes in the PCV system to keep the intake valves from coking up on an engine with GDI? What about fuel efficiency compared with a emissions controlled diesel engine?
I can tell you I’ve disassembled mine twice, once at 25k and once at 55k and even at 25k mine looked significantly worse than that. But to be fair, I would definitely put myself in the 99 percentile, as I take my truck to the drag strip every week and drive it like I’m on a track the rest of the week.
I drilled 1/8 hole ahead of throttle body on my gm 2.8 2006 cts and my 2011 F150 3.5 eco boost so I can spray combustion chamber cleaned in to the intake and valves every 3rd oil change followed by some throttle body cleaner . Both run great at 220000 km and 380000km for the f150 . After the quick clean install a screw in the drilled 1/8 hole
@@rik999 Tumbler combustion chamber cleaner ( contains olic acid ammonia and hydrocarbons) . Gm made similar product under the Kleenes name but not sure it’s still available but I read the can ingredients and the Tumbler brand is very close even smells the same . This stuff is great for rebuilding carbs and other metal items before rebuilding
One word of caution don’t drive hard after doing the chemical clean especially on turbo cars or truck until a few easy runs on highway as you don’t want chunks of carbon colliding with turbos at hi speed
The only question I would've asked him is what changes have been made to eliminate the lifter delamination/issues and the DFM issues that have come up in recent years.
This engine doesn't have lifters, it is roller-rocker cam. Cylinders 2 and 3 have a cam profile with zero lift when AFM is used. The V8 had lifters with springs and actuators inside of them and the cam profile didn't have a zero lift option. The change was dual overhead cam instead of pushrod.
@@vettle1 Oh, that's right. Ford borrowed (It wasn't a bailout) almost Six billion dollars. You think they paid it back yet? Always found it interesting how Ford bought up the wrecking yards throughout the country prior to Cash for clunkers. Also interesting how they started shutting down dealers. Prior to the auto crisis. So was it just good luck. Wise business decisions. Or a heads up on the market.
I have a 2022 Silverado with the 2.7 turbo. Amazing motor, sounds like a four cylinder, but runs like a V8. Very happy, only question is long term reliability, but so far, so good.
I’m a bit disappointed they didn’t add secondary port injection to help with the carbon deposits on the intake valves, especially considering how much they were focused on the three step cams, which only actuate the valves. A catch can is a must add, first thing. Other than that, I haven’t read anything bad about this engine since it came out and it seems even better suited to the Colorados and Canyons. DFM/AFM on their V8s seem to always have lifter failure issues and an oil consumption problem and I haven’t seen or heard of that issue on this engine-perhaps the overhead cams and omission of the lifters is required to get DFM/AFM to work correctly and maybe that’s what GM is working on with their new V8s?? They already have the basis for it in their C8 Z06 Corvette engine.
There's an oil separator in the back of the head, no need for a catch can. As far as the AFM - this engine uses mechanical actuators mounted on the cam cover to actually slide the sleeved lobe pack to a different lift profile.
@@ScotDouglas I was aware of the mechanical cam actuators, which is why I mentioned using DOHC in the V8s as a way to get away from the problems of the lifters. I did not know about the air/oil separator. Has it always been there or did they add that when they did the mods that boosted the power? Does it send the oil back to the oil pan?
GM, please add a robust hybridized version of this engine. I think it would be a great option for us who are not ready to go EV yet. Oh, and make it crate engine available. So many possibilities...
This engine was a natural fit for the smaller size trucks from its introduction. I never understood why it was limited to the full-size trucks. By the way, I never understood why the term for the Colorado is mid-size. There is no smaller size truck; so the size is really not mid-size.
It’s about time ! I hope and pray they got it right this is needed badly . The first thing that comes to my mind is the day view of the Vega motor anyone else remember them looks kinda like it lol. Man I rebuilt a lot of them . But I’m willing to give this a try . Great video guys 👍👍🇺🇸🇺🇸
Yes I worked for small town gm dealership for 10 years during that period . Silicone baked into the Vega block bores worked great . We had the defective ones stacked up like cord wood for warranty return
On a side note, I remember about 10 years ago when Ford introduced a boosted V6 engine into their truck known as the EcoBoost. They got a lot of hate for it. A decade later, I see GM and Chrysler..or Fiat...or Daimler..or cerebras... Or stelantis - whoever they are doing the same thing now.
I have a 3.5 eco boost 2011 f150 . Has 380000km on the engine purchased it from a guy who bought it new and changed oil and filter every 5000 km . The 3.5 has never been opened and spray the intake with combustion chamber cleaned couple times per year and clean the throttle body . The F150 runs sound like new with continued 5000-5500 km synthetic oil changes and premium oil filters
I was excited about this engine, but I have my reservations about the direct injection and carbon build up on the back side of the intake valves. Hopefully a catch can can delay or reduce the carbon build up?
It’s especially important to stick to the oil change intervals on these things, they eat oil. Only reason I’ve seen these is low oil pressure due to skipped intervals. Other than that 2 rocker issues where it loses a needle bearing and it misfires. That’s 2 out if hundreds or even thousands that get sold at my location.
excellent deep dive video on the engine components...very unique exhaust manifold. 2 weeks 24 hours a day for torture test is only 336 hours. Seems a little short. If the speed of the vehicle was 55mph that would only get you 18,480 miles of torture. True torture evaluations would be more revealing at higher hours.
It's an accelerated test. Light duty engines in the field only see WOT about 5% or their operating time, so by operating at WOT all the time, the durability test has an acceleration factor of ~20. So the 18480 miles becomes more like 369,600.
good to know GM engineers are watching your videos and hearing what you say and what we're all saying in the comments. That being said - we'd all like a twin turbo v6 colorado ss
Tell us abt the Achilles heel, where GM made the oil pump drive, or something in the timing assy that has a service life of 48,000, and requires the cab removed, and the engine torn down to the short block. Every time a MFG introduces a new engine, they reference the "EXTENSIVE REAL WORLD TESTING" prior to distribution, and every time a major flaw is found,,, at the customer's expense.
Wow finally a manufacturer is actually thinking wholeheartedly about the consumer with reliability issues! I'm amazed & very proud of Chevy for going the extra mile! Well ok we bailed you out so now your just returning the favor! Touché 👍
Andre, did you ask how many miles their test is simulating? He said lifetime but never a mileage estimate…. Also love that because of the dual overhead cam the camshaft can be used for cylinder deactivation vs the lifter design in the v8’s! Hopefully the new v8 uses a 4 cam setup…
I am really impressed with this, Chevrolet has a really good setup and I love that this engineer who has hands on experience is talking about this engine instead of a professional salesman that don't have a clue. But I would love to see the cylinder shutoff (cylinder deactivation) for Eco mode go away! It is an area for trouble, I would also like to see a timing chain like the oil pump chain. In my experience with gm engines that is a fail point. It would not hurt but help to beef it up. Either way really good video.
@@thefarcenteristhepartyyoun4787 this comment makes no sense. I do not personally own a gm product at the moment. I was simply stating my opinion. So I don't know what you are trying to insinuate?
@@thefarcenteristhepartyyoun4787 🤣 I drive a 2004 Ford F-250. I have friends that drive G.M. and have experienced the problems I stated. And I enjoy TFL videos, but either way I pray that you have a great day sir.
This was fascinating, I really enjoyed it. I’d be interested to know why they went with 2 bolt main bearing caps when all the V8s and the 3.6 V6 all use the cross-bolted main caps with 6 bolts.
V6s and V8s have less caps per cylinder and put the bearings under load from angles 60 and 90 degrees apart. An indestructible 2J only has two bolt caps too
What Grant said. Main bearing load in an L-type engine is strictly vertical, so cross-bolting is not necessary. Look at heavy duty L-6 diesels. Most of them are 2-bolt.
It’s nice to see you interviewed a guy who really knows the engine. If you ever talk to him or the engineers again, tell them to loose the single row chain. Anyone who has ever messed with Fords v8 back in the 90s …know this chain is going to be a nightmare when that engine gets past 60-70,000 miles. The rest looks good if it can handle the heat cycles without cracking or blowing a gasket.
Really cool what they did for this engine. Personally I think its still too small for towing or hauling, but if you don't do much of that this engine would probably be great.
Couple people in this comment section have said they tow with it. Seems to be doing ok. I'm interested in what they'd do with some good tuning. I'd like to see a compressor map of that turbo. A 57mm compressor wheel should support mid 400 hp pretty easily I would think
Really great interview. Really interesting. Looks like a fantastic engine. I wonder though, if it’s not this engine that’s having problems, which is? Consumer reports reported that 5% of Silverado engines we’re having major problems. I wouldn’t think the 5.3 engine would as it’s been around for a long time. So it’s either the diesel or this one.
I think on this example GM has sorted out the AFM issues. But it might be possible to deactivate AFM with software. I know Trifecta made software that remapped the old 3.6VVT as well as an option to turn off AFM. I'm thinking they will provide that same for this motor. But I don't think it suffers the same issues/fate of the old design. GM is learning.
Hell yeah! It's Kevin! I've known / worked with Kevin for years on this engine and he is the main driving force to make this one of the best engines out there. He pushes for perfection like nobody I know, is a complete motorhead and available 24/7 for the development teams to contact if needed.
I have a question for him. What’s his cell Ph number
Big fan of this engine. Happy to know its got passion behind it.
Hey! I know this guy!
@@ianamay Hey I know you too!
@@highball7347 Agreed. Direct Injection brings concerns for longevity, 60K-100K miles Im thinking of. Toyota has Direct & Port injection preventing carbon buildup on valves and efficiency. I believe port injection is used on low RPM/low load, and direct injection on high RPM/high load.
Shot out to GM for letting him represent the presentation to TFL this man knows his stuff. I hate when someone doesn’t know the product and they just say whatever.
That would be the marketing people in my experience. You have to talk to the engineers to bypass all the sales BS and get the straight dope.
I may dog Chevy for their interiors in the past, but having the lead, or one of the lead, engineering folks do these kinds of deep dive conversations without any sales style mumbo jumbo. Like, this is really solid stuff and I really would like to see more manufacturers just let the engineering folks talk their heads off like this.
They knew the journalists and noted their Ike test specifically. The Chevy engineers are clearly watching. Good for them!
Damn door panel still got that Fisher-Price look though.
@@jamesm568 fisher-price 😂😂😂
The 2.7 turbo 4 engine is junk
@@BC08 that’s just like, your opinion man.
I took a chance on the 2020 engine after seeing Kevin explain the engine components and the partial comparison with a diesel engine.....All the negativity surrounding this new engine was in my estimation completely unfounded and Kevin has been the chief spokesman for almost 4 years now......Allowing the engineer/architect to explain how and why makes a huge difference and after 2+ years my LT Silverado has been a real pleasure to drive from the top down.....Well done!!😎
When you have 200,000 miles and still the same experience I’ll consider one.
I just can’t get behind an engine with that much load and an aluminum block.
@@BVN-TEXAS Could you get behind a LS7?
@@BVN-TEXASive seen 2.0L 4 cylinders put out 1000 horsepower and survive so why wouldn’t this engine be perfectly capable?
@VN-TEXAS go to cargurus, search chevy 2.7 or sierra 2.7 Nationwide, and put the filter to highest mileage. You'll see alot of 400k miles 2.7 engine for sale
That remains to be tested in the rela life condition and how dependable are they. In paper it sounds really high tech. And how easy it is to maintain it.
I now have 2 of these 2.7 HO engines in GMC sierra 1/2 ton pickups. Very pleased with how they are performing. These make so much torque down low that they do not have to spin as fast as most 4 cylinder motors. Even at 80 mph they turn under 2000 rpm.
rpm at 80 has nothing to do with engine... its all transmission and gear ratio in the diff.
@@deadlyblade3k- takes torque to run 80 under 2k in a full size truck through the air. That was the OP whole point. Old NA 4 bangers lacked it, hence why you had to rev and depend more on hp. But you stick with your gearbox point dude.
@@deadlyblade3k engine power does play into it if it doesn’t have the power and torque to keep revs low while pushing through the wind at 80 mph
Have they been reliable? Any issues?
@@deadlyblade3k Agreed but most small engines turn at a higher rpm to develop the torque and HPO needed.
Just purchased a 2023 Colorado ZR2. Watching this video makes me feel warm and fuzzy good inside. And yes, the truck will lay a patch on asphalt from a stop light!
Yes, I think/feel the same when all this tech is in my ZR2.
The engineers enthusiasm made me watch a 20 minute video of a 4 cylinder engine.
It's a pretty badass 4 cylinder tbh
Right ! I agree sir --
Subaru owners gonna be trying to swap these in
I need this engineer to help me with my warranty of then say the tip of the spark plug broke off and ruined the whole turbo
It’s a full size truck engine 4 cylinder any others
Great video!!! I just purchase the new Canyon Denali, and this video was super informative. I was apprehensive about moving from my previous 5.7 Hemi over to a 4-cylinder, but after driving it for a couple of months and seeing this, I'm feeling much more confident. This ain't your grandpa's 4-banger. Thanks for doing this!
Really nice to see an engineer that is passionate about their work. This engine should be very fast in the mid size market
We cannot wait to test it more.
1) clearly said "asst engineer" which is a nice way of say "honorary title for video and pr"
2) he spouted talking points fed - he literally studied and learned talking points - clear to anyone in corp world
I just hope it comes in a manual.
He clearly said he was an engineer who is the assistant director of the engine project, not an assistant engineer.
@@warpedphreak 😂😂
Talk about someone looking for something to be negative about! 🤡🤡
Very impressed with this engine! I wasn't too sure about it in the beginning but it has proved itself. There only 1 thing I don't like and that is it has cylinder deactivation. Do away with that and it would be great. No need to shut off cylinders when you only have 4.
I was happy to see that so much thought was put into heating up the cab! That's important, not solely for confront, but safety has well. The faster the cab warms up, the quicker the windows clear.
Us guys in the north really appreciate that.
So much innovation gave me an idea. How about non stick ceramic coating on the intake ports and the back of the valves. This way direct injection carbon build up can just slide off with light maintenance.
Durability test is one thing but engineers need to run stupidity testing. Going over on oil changes, running it dead cold in -40c weather, wrong oil weights. That's your 99% customer
Amen
Really they cant account for that and is why engine lawsuits get thrown out. There are so many variables that they can't, and shouldn't, need to account for. That's why they have manuals, oil change intervals, oil life monitors, and specified fluids. They aren't responsible if someone pours honey in the engine.
It's why GM spends boat loads on having its own 'Dexos' oil specification that oil manufacturers need to meet, and continue to update it.
I hear what you're saying, but take this however you want. I own a fleet of silverados with the 2.7. Six of them are 2019 models with well over 100K miles. I like to think that we maintain them fairly well but I can promise that we do not get every oil change done on time and the people I have driving them I already know are not the easiest on the equipment. We have had zero break downs on any of the 2.7 trucks in 4 years aside from one truck that lost the rear end at around 45,000 miles.
I completely agree, real world test is before releasing it for us to test so that GM, Ford, Etc.can learn at our expense.
@@jimm2442 they do real world test though lol. They (GM, Ford, BMW, etc) take these trucks all over the globe testing them in extreme conditions. Lol your absence of knowledge doesn't make something true.
I just picked up the GMC Pro with this engine. I was really surprised at how well the engine handles a full size truck. Great video! keep up the great work TFL
Thanks Andre for showing us the tear down & cutaway of this engine. It would be good to know exactly what Kevin says is the life of this turbo engine in miles. Also taking into consideration that complete engine cooldown with the engine off is different than running continuously with varied RPM.
198k in, tow 7500lbs alot, it works. Pulls strong and tough.
I bought a Silverado 2.7t HO last year and I couldn’t be happier :) the engine has been great in all conditions. I guess if we’re being picky I think the custom should have radio control buttons in the steering wheel 😂😂😂
How’s the mileage
What's mpg?
That’s my only complaint with my Trail Boss Custom.
EXACTLY, they should come on the base model
Having rebuilt and built performance street and also built drag race engines ( haven't kept count but could guess about 85 to 90 of them ) in my life. I was surprised to see only two bolts instead of four per main bearing jounal cap, especially in an engine for a pickup truck which are used for towing and hauling heavy loads. That was the only thing that I saw that I had a concern about.
The multiple piece cams look like they would be weak?
The mickey mouse timing chain didn't bother you.
@@gregm3381 It bothered me! There's a reason real industrial engines use cross bolted mains, and twin gear reversed pattern, gear driven cams.
This type of cheesy chain stuff is typical of the big 3 "bean counter" type engineering.
Tear down a Detroit, Cummins, International, or even a Mercedes industrial engine, and you'll see many different design philosophies for these components.
Electronics will put in the scrap yard 1st, anyhow. It's a GM.
They're really 3 bolt mains. That large aluminum part they never spoke about bolts to the mains and the block.
Really great video. I learned so much about this engine. Amazing that a tiny powerplant like this can push a full size truck with authority. Pretty cool seeing the break down.
Nice to see this seeing as I have the HO 2.7 for about 8 months now. I am very satisfied with my truck and its performance and I’ve also got a heavy foot 🛻💨. Glad to see it should last .
i would have really like to have seen what the intake valves looked like before the heads were cleaned for display. carbon is an issue with DI and would have been nice to see how much built up on their testing, if any did with the engine constantly being at high heat
Probably very minimal since the engine was run at a very high load continuously
@@levicharles996 I would think so, but the piston crowns had a bunch of build up on them so it makes me wonder, not bad but there still was a bit
This doesn’t have split port/direct injection? If not there WILL be intake valve deposits.
@@BC08 induction service takes care of that. Every dealership carries some kinda induction service kit, usually BG.
@@jeffthebean1 lol, nah
ABSOLUTLY A GREAT VIDEO.! I AM AMAZED AT THE INGENUITY THAT WENT INTO THIS DESIGN ENGINE ....BEING AN ENGINE BUILDER ,,,,I ABSOLUTELY LOVE IT... !!!
First time I’ve experienced this engine was in a 2020 Chevrolet Silverado LT as a rental. I didn’t expect the turbo engine until after my first drive and was just astounded. So much off the line speed and pep. Great job GENERAL MOTORS and great video Andre and TFL crew. Can’t wait for the testing videos in Colorado.
Not good towing though. The engine struggles towing 5,000lbs
@@guardrail2897 Huh? Which engine are you using? the L3b high output? Because there are a TON of videos on youtube of this engine effortlessly towing over 9000lbs up hill from a stop, etc.
@@Drew-C- He has the high output 4 cyl. He said it has over 300hp and 400tq. I don't know the code number of the engine though.
@@guardrail2897 That sounds like the same engine, but i cant imagine it struggling. Maybe he need to press the pedal harder because ive heard 0 complaints about towing from this engine.
@@Drew-C- Hes 60 so maybe he's afraid to push the pedal too hard. Lol
I like the fact that Chevrolet is conducting endurance testing on this engine. All of these parts have to be made well to ensure the durability of this 4 cylinder powerhouse.
More of these technical videos please!!!
Have this engine in my 2021 1500. We pulled a 6700 lbs RV for 2000 miles up mountains and it performed like a V8. Tons of torque at low RPM
I own the Gen 1 in a 2019 GMC. 60k miles. It’s an unbelievable powertrain. Thank you GM. So far so good!
60k miles? What a test of longevity
I have this engine in the HO configuration on my 23 Colorado. I've only got 3200 miles on it but I'm very happy with the engine thus far.
Me too man it’s a beast.
Definitely the way to go with “all access” filming. TFL is in the right direction when it comes to complete consumer/interest subscriber investigation with content like this. Andre is perfect.
I respectfully DISAGREE.
Tip of the hat to GM on what looks to be a well engineered strong truck engine, especially for a mid-sized truck. Glad to see our engineers strut their stuff right here in the US of A. Fantastic presentation that’s made me a believer. 🇺🇸🇺🇸🇺🇸
Will be interesting to see how many miles that engine will last. Only time will tell. Thanks for sharing.
Been a GM V8 guy forever. New 307 in '85, (39 years later, still have it), new 305 in '96, new 5.3 in '01 '06 & '16. Just bought a new '23 w/ the 2.7. Compared to the 5.3, similar payload, towing, a couple mpg better, w/ 12% more torque (383 to 430). Clincher was $6k less. No brainer. Not to mention, no longer have concern of afm / dfm lifter failure.
GM's afm / dfm lifter failure is a deal breaker for me and even with a Class Action Law Suit against them GM continues to use that bullshit.
And by this video they're even using it on a FOUR CYLINDER!😖👎
I considered GM 2.7 until a friend got one... seriously plagued with electrical issues that would put it into a limp type mode and on an interstate. The dealer had it more than he had it. Dealer finally bought it back and he purchased a 2023 Ram PU with the Hemi.
I'm now considering Ford F150 and their latest gen 2.7 as it seems to have very good owner reviews.
@@hmdwn 2.7 gm turbomax cylinder deactivation is achieved via camshaft sliding, not via lifters. Ram w/ hemi is underpowered, obsolete, discontinued. Replaced w/ greater horse & torque turbo 3.0 liter straight 6. See the trend here? Humorous to hear the cylinder count debate. 2.7 ford V6 better (w/ 400 ft lbs torque) than 2.7 GM I4 (w/ 430 ft lbs torque). So, then a 5.3 liter engine as a V12 would be superior to a 5.3 V8? Gotta stay consistent.
Wow! I love Kevin's passion for this engine!
It's contagious.
This guy's knowledge and attention to detail is pretty wild.
We need more guys like this in development.
I've got 81k miles on my 21 Silverado with the non HO 2.7 I've enjoyed it the 22 months I've owned it. Zero problems so far.
All the naysayers and haters will conveniently skip over or not acknowledge your post
@@thomasmcghee2468 agreed because 81k miles is a great benchmark for anything made pre 1970
Spoke to my dealer today about ordering a 2023 Trailboss. They are expecting their allocations, and ordering to open up in the next week, and I'm first on the list. Cant wait!
This was amazing content! Now I know better why the cab and engine heat so quickly from my experience with the 2023 Silverado 2.7. It really does seem like a very durable engine! Great job!
Excellent video... you can tell he knows his stuff and is very proud of his work. Who knows what these engines will be doing in 10 years, or if they're all timebombs, but it's obvious for a contemporary 4 cylinder this is about as advanced and power as you can get.
friend who works at a chevy dealer said this is the most reliable of the choices for the silverado, next to the diesel.
Nice informative video. I can see why the engine was made more durable considering the turbo AND cylinder deactivation. Hope it lasts long term. Would like to see a similar video regarding the 8 speed transmission.
I’m very excited about this new truck and engine configuration. I can’t wait to see real world gas mileage in the Colorado!!
From the initial reviews I've seen the new Colorado has worse real world fuel economy than the previous generation and even than the current Silverado with this engine. They added so much weight to the truck that even with the turbo 4 the fuel economy looks not to be so great.
2023 Colorado……23-25 mpg general driving……..best was 31…..great motor, like driving a diesel
I see GM finally learned and took the AFM activation away from the crappy AFM lifters and built it into the cam. It's about time.
Elaborate please
@@jsharpe987 Starts at 15:55. Previously GM DOD/AFM used lifters that collapse to deactivate cylinders that are very prone to failure. It appears now normal lifters will run on a cam lobe that has zero lift for cylinder deactivation
I believe it's similar in concept to V-Tec in Honda engines
Awesome video Andre. The guy explain very well. It is really interesting to see the technology in real. And what a torture test they did on that engine.
Just purchased a Silverado with this engine. What sold me was an impressive test drive but the engineering, construction and thought put into this engine, gives me confidence.
Great video TFL! This answered so many questions I’ve had about engineering in general. Also, I’ve always wondered why their 2.7 displacement was 4 cylinders and Ford was 6, and he alluded to it here. Keep up the good work.
Ford uses twin turbos - one for each bank of cylinders - so they probably get the same impulse on the turbo that this Chevy does with one turbo and 4 larger cylinders.
@@stevefaiello3321 yeah exactly Ford used two smaller turbos that don’t need as much to get them turning so they don’t need as large of exhaust pulses
@@wantapgt Agreed. I would only add that at 2.7 displacement, I’d choose the single turbo design simply because its less complex than twin turbos.
@@jrwstl02 I agree, but Ford probably looked at their 2.7 V6 as an extension of the larger Ecoboost V6 line. It was probably worth the extra cost and complexity per unit when they could reuse components and engineering time from the other engines in the family. Chevy's next most powerful motors are still V8s, so going for a from-the-ground-up optimized inline 4 made more sense.
@@jrwstl02 a single bank of cylinders and head is inherently simpler also.
Fantastic design engineering. Nice work engineers. Helps to break my conventional thinking of naturally wanting to scoff at four bangers. Trick piece right there 👍🏁
I’m excited about the new Colorado, I’ve saved up almost $100,000, hoping that will give me a very high mileage used 2 Wheel Drive work truck model🤞🤞
$100k should buy the truck and replacement motors as needed 😂.
100k for a 2wd work truck? You buying 3?
@@Tallnerdyguy it was meant to be hyperbole,…… but not by much
Will this be a head gasket eater like the q-4 years back?
I remember same test given back then. Will it drop valve seats like the 140( another high heat engine)?
still would like to see a heavier chain on Chevy engines. "Looks like a bicycle chain" reminds me of all the timing jobs I've done on Cavaliers, Cobalts, Equinoxes, Veranos, and Acadias for stretched chains and weak tensioners. Then the ruined heads from the ones that snapped.
Yep!
I bet he wishes he could take back the bicycle chain statement. lol. He should have said motorcycle chain. That would've been much better.
It's at least a triple maybe quad chain. I have seem much smaller
This was a great breakdown and overview of this engine. Now I’m more stoked to receive my Canyon AT4X and the adventures I’ll have in her, and will be nice to get back to pickups I love.
Some of my questions: What performance change if any running premium? What was the OCI on the test engine? How many 4 to 2 to 4 cylinder cycles were completed in the test run over how many runtime hours? What is the EPA fuel economy improvement due to the cylinder deactivation? Were 4 bolt crankshaft mains considered given the high power output?
Excellent questions
I watched another video with the engineer and he said it's calibrated for 87 octane. Premium would be just wasting money. Just need to use good quality tier 1 87.
Nice video! Really appreciate the technical looks of the trucks beyond just the surface gimmicky stuff like fog lights, tow hooks, wheels, etc...
Fantastic video, excellent information! Just imagine if they did all of this with an inline 6 cylinder (around 4.1 liters, to keep the same liters/cylinder ratio)...smooth, no balance shafts and tons of torque!!!!!
My 2.7 is dead smooth at idle
@@thomasmcghee2468 it does have balance shafts for a reason. Inline 6 cylinders have perfect primary and secondary balance. Don't get me wrong, this GM 2.7 is impressive with torque.
@@DillonPrecisionFan oh trust me I’d opt for the inline six if it were available!
Maybe a straight 6 will be there big engine option in a few years.
I am a Ford EB guy, but I might try the Trailboss custom with the 2.7L. I really like this Engineer though. He explains stuff very well.
That was an amazing interview. I have a new appreciation for these engineers.
This man is very passionate on showing his work.
He is the main designer or the lead. He probably a big reason for its success.
Every new piece of information I see about this truck makes me want to write it off or write a check. It's a hugely polarizing vehicle to me just in terms of my opinion of it in a way I haven't experienced since I first got into cars years ago. I really can't wait to find out about the real world fuel efficiency and performance. Nissan could get my money tomorrow if they'd drop the 5.6 in the Frontier, but until then I have to go through this anguish with the Colorado haha
IMO, Nissan should have also used a 4 banger with induction. They will never drop the 5.6 into it. And the only way your going to get decent low end torque and still have decent MPG's is with induction. Or a combination of that and hybrid which is what the next tacoma will be. Nissan will likely rot with their aged design for another decade. GM has been fine turning this 2.7 for over 4 years. I think its a little out of place in the silverado but its likely a perfect match with the Colorado which is over 500 lbs lighter. People average about 20 mpg's with the full size. If your heavy on the petal turbos will suck it up. They are all like that. But I can see this getting 25 mpg's or better on the interstate. Some claim this already on the full size.
I loved this. They showed us that they arent giving up the quality dream and are investing in building new engines that last- like the original 350s and 3800s. They're not settling for the recent mistakes of small powerful engines that just blow at 65,000. Thank you for the video, you guys will get there, you're getting close!
I hope they did a better job with the timing chain on this engine than they did with the 3.6 . The engineer describing it as a bicycle chain does not fill me with confidence
The problem with the chains in the 3.6 isn't the chains themselves. It's the bullshit long oil change intervals. It leaves too much dirt in the oil for too long. It gets between the links of the chain and chews the shit out of them. Want to trade on every 5 years or lease, save money on oil and do what's "recommended" want it to last, change it earlier and often. Oil is still cheaper than an engine
I thought it looked quite light duty from my vantage point
looks nice and sparkly but parts are manufactured thin cheap metal , timing chain looks like a cheap motor cycle chain , timing chain to last any length of lifespan of comparable v8 would be suspect, they want you in the service department for parts $$$ ~ all planned .
exactly and less metal to take any wear level
The 2006 cts 2.8 same but smaller than 3.6 chains only last with 5000 km oil changes .My Ford 3.5 eco f150 must have used same engineers or class mates lolol
Fantastic video. wish you'd asked about the lack of port fuel injection as Toyota and Ford have learned to combine both DI and port fuel to avoid deposits
there is a followup video about that and yes there is a blowy catch system 2 stage and the catch runs back to the case , I thought I would need a catch can but kevin says no its designed to not need it
Love the enthusiasm and knowledge this gentleman has for his craft. True passion.
Most of the marketing reps are good at being shills. It's their job. If they couldn't put up a good show, they'd be fired the next day they showed up for work.
I'm currently in a Silverado LTZ 5.3L. I'm due for a new truck in June. I had many concerns putting a 4 banger in a truck. However, after watching this vid I can say that almost all of them are gone. I like how that 2.7L is overbuilt, use some diesel technology, etc. I just wish that they would also mate the 10speed tyranny to the 2.7L, not just the eight. I'm really leaning to the 2.7L now.
I’ve always wondered how the cylinder deactivation works. Loved this video! Never realized how much the stress/heat the turbo puts on the engine. Great video!
Yeah, that’s why all the old guys have disparaged all these new mini-displacement forced induction engines for reliability and long term off roading. There’s a reason why the heavy duty gas trucks had gigantic low horsepower engines, a la the big GM 454s and Ford 460s.
Thank you for watching.
That only applies to the four cylinder to be clear. The v8's use a collapsible lifter to achieve cylinder deactivation
Just left a Chevy dealer in sd and they about 15 of these motors on the ground doing warranty work sounds like a great motor.
That's crazy, I just left a Ford dealer in IL and they had 30 F-150's with the 2.7 waiting for a new short blocks because of dropped valves or rubber oil pump belt failures. Great motor.
@@hochhauldamn that's insane, I just left a Kia dealership... Didn't buy anything though.
And I just left a Toyota dealership and they had several dead Tundra engines, broken Taco axles...
@@docholliday6285 that's crazy, I just left a McDonald's and they have a broken ice cream machine.
I just left the ole rub n tug, old washed up saggy 1s
For how many hours is the torture test run? Would be nice for Andre to ask if the test simulates 100k, 200k, etc miles.
Oil pump chain driven nice to see. Not the belt drive on the 3.0.
Cylinder deactivation on 4 banger. Why?
You didn’t watch the video?
I got almost 25 mpg on a 480 mile trip at 70 ,75 mph. Didn’t feel it running on 2 but it had to for a 5100 truck to get that kind on mileage. The reality is it has to get good gas mileage
2024 chevy silverado 1500 trailboss with this engine has been a great buy for me. Ive been a heavy equipment mechanic for 20 years. Mostly work on semi and yellow iron. This engine stood out to me on the showroom floor as being verry close to the truck engines i work on daily. Ive been very impressed with this power unit. Having 90% of the torqe at 1800rmp is wicked
Great video. Not very often you get to see the engine break-down like this.
I think because it appears to be a very well thought design. This engineer has allot vested in this motor. He is pretty proud of it. GM probably wants to reduce fears of "turbos blowing up". And the negative perceptions that people have about them. That's why he stressed all the engineering make it reliable. Like keeping the coolant running through turbo at idle etc..
I just sold my 2001 GMC Sierra with a 5.3 at 398 000 mi was still running great !
Great video. How many hours were on that "worn" engine? Parts looked good, but they can look good even on 200K engines that had regular maintenance. Did they make changes in the PCV system to keep the intake valves from coking up on an engine with GDI? What about fuel efficiency compared with a emissions controlled diesel engine?
I can tell you I’ve disassembled mine twice, once at 25k and once at 55k and even at 25k mine looked significantly worse than that. But to be fair, I would definitely put myself in the 99 percentile, as I take my truck to the drag strip every week and drive it like I’m on a track the rest of the week.
I drilled 1/8 hole ahead of throttle body on my gm 2.8 2006 cts and my 2011 F150 3.5 eco boost so I can spray combustion chamber cleaned in to the intake and valves every 3rd oil change followed by some throttle body cleaner . Both run great at 220000 km and 380000km for the f150 . After the quick clean install a screw in the drilled 1/8 hole
@@nickking1510 What brand cleaner do you use?
@@rik999 Tumbler combustion chamber cleaner ( contains olic acid ammonia and hydrocarbons) . Gm made similar product under the Kleenes name but not sure it’s still available but I read the can ingredients and the Tumbler brand is very close even smells the same . This stuff is great for rebuilding carbs and other metal items before rebuilding
One word of caution don’t drive hard after doing the chemical clean especially on turbo cars or truck until a few easy runs on highway as you don’t want chunks of carbon colliding with turbos at hi speed
The only question I would've asked him is what changes have been made to eliminate the lifter delamination/issues and the DFM issues that have come up in recent years.
This engine doesn't have lifters, it is roller-rocker cam. Cylinders 2 and 3 have a cam profile with zero lift when AFM is used. The V8 had lifters with springs and actuators inside of them and the cam profile didn't have a zero lift option. The change was dual overhead cam instead of pushrod.
@@griemakr ahhh thank you for clarifying. I assumed (incorrectly) that this has lifters.
Very cool engine design! I'd love a video like this breaking down the 2.3 ecoboost
Ecoboost, be great to see what we got for our $6,000,000,000...
@@chasl3645 you're confusing Ford for Government Motors...
@@vettle1 Oh, that's right. Ford borrowed (It wasn't a bailout)
almost Six billion dollars. You think they paid it back yet? Always found it interesting how Ford bought up the wrecking yards throughout the country prior to Cash for clunkers.
Also interesting how they started shutting down dealers. Prior to the auto crisis. So was it just good luck.
Wise business decisions. Or a heads up on the market.
I have a 2022 Silverado with the 2.7 turbo. Amazing motor, sounds like a four cylinder, but runs like a V8. Very happy, only question is long term reliability, but so far, so good.
I’m a bit disappointed they didn’t add secondary port injection to help with the carbon deposits on the intake valves, especially considering how much they were focused on the three step cams, which only actuate the valves. A catch can is a must add, first thing.
Other than that, I haven’t read anything bad about this engine since it came out and it seems even better suited to the Colorados and Canyons.
DFM/AFM on their V8s seem to always have lifter failure issues and an oil consumption problem and I haven’t seen or heard of that issue on this engine-perhaps the overhead cams and omission of the lifters is required to get DFM/AFM to work correctly and maybe that’s what GM is working on with their new V8s?? They already have the basis for it in their C8 Z06 Corvette engine.
There's an oil separator in the back of the head, no need for a catch can. As far as the AFM - this engine uses mechanical actuators mounted on the cam cover to actually slide the sleeved lobe pack to a different lift profile.
@@ScotDouglas I was aware of the mechanical cam actuators, which is why I mentioned using DOHC in the V8s as a way to get away from the problems of the lifters.
I did not know about the air/oil separator. Has it always been there or did they add that when they did the mods that boosted the power? Does it send the oil back to the oil pan?
@@lewiswatchorn7239 Yes, oil back to the pan. The 2.7 has had it since the beginning in 2019/18 (Did Cadillac get this engine first?)
@@griemakr I know they patented it in 2016, not sure which engines got it first.
there is a catch 2 stage system in place , follow up video explains it
A very well thought out design. Time will tell how long it will live, but I think it’s safe to say this one is gonna be around for a while.
GM, please add a robust hybridized version of this engine. I think it would be a great option for us who are not ready to go EV yet. Oh, and make it crate engine available. So many possibilities...
This engine was a natural fit for the smaller size trucks from its introduction. I never
understood why it was limited to the full-size trucks. By the way, I never understood
why the term for the Colorado is mid-size. There is no smaller size truck; so the size
is really not mid-size.
Yes there is a smaller size truck segment (Hyundai SantaCruz, Ford Maverick). In that segment GM has the new Chevy Montana.
It’s about time ! I hope and pray they got it right this is needed badly . The first thing that comes to my mind is the day view of the Vega motor anyone else remember them looks kinda like it lol. Man I rebuilt a lot of them . But I’m willing to give this a try . Great video guys 👍👍🇺🇸🇺🇸
Yes I worked for small town gm dealership for 10 years during that period . Silicone baked into the Vega block bores worked great . We had the defective ones stacked up like cord wood for warranty return
Would love to have one of these in my first gen Colorado when the 3.5 craps out!
On a side note, I remember about 10 years ago when Ford introduced a boosted V6 engine into their truck known as the EcoBoost. They got a lot of hate for it. A decade later, I see GM and Chrysler..or Fiat...or Daimler..or cerebras... Or stelantis - whoever they are doing the same thing now.
I also remember the first Eco's has problems as well. There was a reason for the hate. But they did improve on the design.
I have a 3.5 eco boost 2011 f150 . Has 380000km on the engine purchased it from a guy who bought it new and changed oil and filter every 5000 km . The 3.5 has never been opened and spray the intake with combustion chamber cleaned couple times per year and clean the throttle body . The F150 runs sound like new with continued 5000-5500 km synthetic oil changes and premium oil filters
@@nickking1510 I'm at 150K miles on my 2012 3.5 eco.... Still going strong also.
I was excited about this engine, but I have my reservations about the direct injection and carbon build up on the back side of the intake valves. Hopefully a catch can can delay or reduce the carbon build up?
It’s especially important to stick to the oil change intervals on these things, they eat oil. Only reason I’ve seen these is low oil pressure due to skipped intervals. Other than that 2 rocker issues where it loses a needle bearing and it misfires. That’s 2 out if hundreds or even thousands that get sold at my location.
I can't wait until you do an Ike Gauntlet with this engine. Make sure you do it at the maximum!
excellent deep dive video on the engine components...very unique exhaust manifold.
2 weeks 24 hours a day for torture test is only 336 hours. Seems a little short. If the speed of the vehicle was 55mph that would only get you 18,480 miles of torture. True torture evaluations would be more revealing at higher hours.
It's an accelerated test. Light duty engines in the field only see WOT about 5% or their operating time, so by operating at WOT all the time, the durability test has an acceleration factor of ~20. So the 18480 miles becomes more like 369,600.
Good thing they added cylinder deactivation, now its definitely reliable!
That’s the key right there
It does not collapse valves like the 5.3 V8 and 6.2. It's based off cam profile. Totally different
I like the tear down video Ford did for the original ecoboost. This was very interesting also.
Yeah this really reminded me of that.
That video kinda sold me on the EcoBoost, especially as someone who buys/keeps vehicles well into high mileage.
good to know GM engineers are watching your videos and hearing what you say and what we're all saying in the comments. That being said - we'd all like a twin turbo v6 colorado ss
Very impressive design and materials used in this modern turbocharged engine, a no compromise design.
What is bearing steel, the best money can buy? Just asking.
I love it when you do videos into this level of depth on new powerplants. Nice work!
The guy likes his Rolexes and the engine shows it!
Tell us abt the Achilles heel, where GM made the oil pump drive, or something in the timing assy that has a service life of 48,000, and requires the cab removed, and the engine torn down to the short block.
Every time a MFG introduces a new engine, they reference the "EXTENSIVE REAL WORLD TESTING" prior to distribution, and every time a major flaw is found,,, at the customer's expense.
Wow finally a manufacturer is actually thinking wholeheartedly about the consumer with reliability issues! I'm amazed & very proud of Chevy for going the extra mile! Well ok we bailed you out so now your just returning the favor! Touché 👍
Andre, did you ask how many miles their test is simulating? He said lifetime but never a mileage estimate…. Also love that because of the dual overhead cam the camshaft can be used for cylinder deactivation vs the lifter design in the v8’s! Hopefully the new v8 uses a 4 cam setup…
I am really impressed with this, Chevrolet has a really good setup and I love that this engineer who has hands on experience is talking about this engine instead of a professional salesman that don't have a clue. But I would love to see the cylinder shutoff (cylinder deactivation) for Eco mode go away! It is an area for trouble, I would also like to see a timing chain like the oil pump chain. In my experience with gm engines that is a fail point. It would not hurt but help to beef it up. Either way really good video.
BS. you will just buy a new truck when it breaks dimwidded. Why don't you fix things?
@@thefarcenteristhepartyyoun4787 this comment makes no sense. I do not personally own a gm product at the moment. I was simply stating my opinion. So I don't know what you are trying to insinuate?
@@jpike53 I am stating that you watch a lot of marketing and buy whatever the newest thing they are selling happens to be.
@@thefarcenteristhepartyyoun4787 🤣 I drive a 2004 Ford F-250. I have friends that drive G.M. and have experienced the problems I stated. And I enjoy TFL videos, but either way I pray that you have a great day sir.
This was fascinating, I really enjoyed it. I’d be interested to know why they went with 2 bolt main bearing caps when all the V8s and the 3.6 V6 all use the cross-bolted main caps with 6 bolts.
V6s and V8s have less caps per cylinder and put the bearings under load from angles 60 and 90 degrees apart. An indestructible 2J only has two bolt caps too
What Grant said. Main bearing load in an L-type engine is strictly vertical, so cross-bolting is not necessary. Look at heavy duty L-6 diesels. Most of them are 2-bolt.
@@andyharman3022 Interesting. I guess I've never had anything like that apart or watched vids on those powerplants. Good to know, thanks.
Glad to see a video with a person that knows what he's talking about and explain everything like in this video well done
It’s nice to see you interviewed a guy who really knows the engine. If you ever talk to him or the engineers again, tell them to loose the single row chain. Anyone who has ever messed with Fords v8 back in the 90s …know this chain is going to be a nightmare when that engine gets past 60-70,000 miles. The rest looks good if it can handle the heat cycles without cracking or blowing a gasket.
Really cool what they did for this engine. Personally I think its still too small for towing or hauling, but if you don't do much of that this engine would probably be great.
Couple people in this comment section have said they tow with it. Seems to be doing ok. I'm interested in what they'd do with some good tuning. I'd like to see a compressor map of that turbo. A 57mm compressor wheel should support mid 400 hp pretty easily I would think
Why would you think It’s not good for towing when it’s specs indicate it would be great for towing.
Why would you think It’s not good for towing when it’s specs indicate it would be great for towing.
Why would you think It’s not good for towing when it’s specs indicate it would be great for towing.
Really great interview. Really interesting. Looks like a fantastic engine. I wonder though, if it’s not this engine that’s having problems, which is? Consumer reports reported that 5% of Silverado engines we’re having major problems. I wouldn’t think the 5.3 engine would as it’s been around for a long time. So it’s either the diesel or this one.
5.3 lifter issues
Love this video and looks like a great engine. Wish we can get away from cylinder deactivation.
I think on this example GM has sorted out the AFM issues. But it might be possible to deactivate AFM with software. I know Trifecta made software that remapped the old 3.6VVT as well as an option to turn off AFM. I'm thinking they will provide that same for this motor. But I don't think it suffers the same issues/fate of the old design. GM is learning.