By on June 29, 2018

Image: GM

Full-size truck buyers looking for the latest thing are spoiled for choice this year. Besides an all-new Ram 1500 (currently unavailable with a V6) and the usual offerings from Ford, there’s a next-generation Chevrolet Silverado and GMC Sierra arriving this fall.

Unlike those other models, the GM twins went somewhere full-size truck builders fear to tread: the land of four-cylinders. Looking at GM’s newly released price list for the 2019 Silverado, it’s clear the new 2.7-liter turbocharged inline-four stands to save buyers money in more ways than one.

You’ll find the 2.7-liter (which GM does everything in its power to avoid calling a four-cylinder) in the high-volume LT trim, as well as the new RST. For 2019, the LT, formerly powered by a standard 4.3-liter V6, drops in price by up to $700. Crew cab models see the maximum drop.

All told, the after-destination price of the LT crew cab is $40, 795. A double cab LT will set you back $38,395 after destination.

With an active fuel management system leaving two of the four cylinders out of the mix under light loads, an eight-speed automatic transmission, grille shutters, and a stop/start system, the 2.7L Silverado stands to leapfrog the previous truck’s fuel economy rating. Of course, we don’t know by just how much. The EPA’s mum on this engine’s thirst, as it is with the upcoming 3.0-liter inline-six diesel.

Power specs for the 2.7L stand at 310 horsepower and 348 lb-ft of torque.

2019 Silverado Work Truck features a “CHEVROLET” graphic across the grille and tailgate, blacked-out trim and 17-inch steel wheels for maximum durability. The interior features durable vinyl or cloth seats and 7-inch color touch screen.

If bare bones hauling is in your future, the base Work Truck drops $400 in price, bringing the after-destination MSRP to $29,795 for the regular cab, long bed model. This model carries a 285-horse 4.3-liter also found in the Custom and Custom Trail Boss 4×4. A familiar 5.3-liter V8 with active fuel management and 355 horses remains an option. All three lesser trims carry a six-speed auto.

As content grows, it’s not surprising to see prices rise accordingly on high-end trims. The LTZ’s entry price grows $700 to $44,495 for a double cab model. A crew cab warrants a $46,895 after-destination sticker. Under the LTZ’s hood, you’ll find a 5.3-liter with Dynamic Fuel Management — a new cylinder deactivation system that offers 17 ways of dropping displacement — mated to an eight-speed auto. EPA estimates show a 1 mpg improvement in the city with this engine, for a rating of 17 mpg city, 23 highway, and 19 combined. These are rear-drive figures.

The same fuel management system appears on the 6.2-liter V8, which comes standard only in the top-tier High Country trim (it’s available for LTZ buyers, along with the 3.0L). For 2019, High Country buyers have to part with an extra $1,000 to get into the truck’s plush confines. Entry price for that trim, only available in crew cab guise, grows to $54,495 after the destination fee.

The 6.2L engine mates to a 10-speed automatic, returning an EPA-estimated 16 mpg city, 20 highway, and 17 combined. As with the LTZ, diesel power remains an option for High Country customers.

[Images: General Motors]

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42 Comments on “Two Fewer Cylinders Spells a Price Drop for Volume 2019 Chevrolet Silverado Trim...”

  • avatar

    “You’ll find the 2.7-liter (which GM does everything in its power to avoid calling a four-cylinder) in the high-volume LT trim, as well as the new RST. For 2019, the LT, formerly powered by a standard 4.3-liter V6, drops in price by up to $700. Crew cab models see the maximum drop.

    All told, the after-destination price of the LT crew cab is $40, 795. A double cab LT will set you back $38,395 after destination.”

    We ask our LORD to smite these fools.

  • avatar

    Interesting mix of emotions here. I love the looks of this truck, I think the best Silverado design in quite awhile. The numbers on the 2.7 are impressive, with more HP than the 4.3 V6. However, GM’s powertrain reputation is great on V8’s and not 4 cylinders. Cylinder deactivation to a 2cyl, 8 and 10 speed automatics, and then start-stop…so many friction points, so many potentials for fault that I question GM’s ability to engineer quality into every single complex step. They’ve always been best when they shoe-horned a small block with 50+ years of continued development into anything.

    Also, I’m sure the Chinese parts content will be greater than ever, and Mexican final assembly will be standard on volume models. Boo/Hiss

    • 0 avatar

      I recall reading the Feds have threatened or more like talked about switching from Chevy/GMC, Light Service Support Vehicle ( Pick Ups ) for Civilian Federal Service and Support Duties to Toyotas.

      Shoking but not when one takes into consideration that the Tundras have 81% American content and the Tacomas have 72% not a surprise. Go down to Texas, and one will see alot of municipalities using Toyota Tundras and Tacomas in place of traditional American Brands.

    • 0 avatar
      Carroll Prescott

      I find it weak and a mishmash of concepts that don’t work at all together. There is nothing cohesive here and it looks from many angles like something you’d get at a Toyoduh dealership. And the one thing I can’t stand is something that looks like a Toyoduh with GM quality.

  • avatar

    Introducing the FIRST TIME EVER, NEW FOR 2022 GM (Guangzhou-Guadalajara Motors) 1.7 Liter 3-Cylinder Chevy Silverado & GMC Sierra!

    通用汽車廣州汽車愛你久久大男孩! 我們讓我們的零件在中國便宜,並為我們賣掉DUMB AMERICANS的廢料充電!

  • avatar
    bumpy ii

    A 1-cylinder engine displacing 8 liters would present quite the quandary for the crotchety types which populate the comments section.

    • 0 avatar
      Bill Wade

      Likely pretty good torque.

    • 0 avatar

      I can’t even begin to imagine the vibrations. It’d be like driving a pogo stick.

      • 0 avatar

        The Suzuki Savage motorcycle (now called the Boulevard S40) has a single cylinder 650cc engine. Its like half a Harley and has a lot of character.

    • 0 avatar

      Aside from the realm of marine or stationary engines, the closest I could think to that would be the 471-cube two-cylinder diesel in Deere’s 820/830, the last of the old “Johnny Poppers”. The 820 and its predecessors, the 80 and Model R, required a V-4 gas pony motor just to turn it over, but the 830 had the option of electric start.

  • avatar

    Love the top photo: parked in the weeds, away from the house.

  • avatar

    The “Heartbeat of America” is in the coronary care unit. These trucks better come with nitro pills.

  • avatar

    I can’t imagine a bigger leap (into the abyss) in predicted long term durability and running costs than going from the workhorse 4.3L v6 to this highly pressurized 4cyl. Thought exercise: would anyone 25 years from now be willing to buy a heavily used one of these 2.7L turbos in the way they won’t bat an eyelid at buying a 200k mile 4.3L/305/350/5.3/6.0 truck as a cheap hauler/beater? That’s always been the GM strength in cheap old trucks, the solid and easy to work on power train.

    • 0 avatar

      Or if the fleet buyer selects the 2.7 ltr. Who is going to come to your auction after you’ve hit the requisite miles/years?

    • 0 avatar

      This is a good question.

      I did see recently that the GM pickups/full-size SUVs are some of the vehicles most likely to make (I think it was) 200k+ miles, also on the list were Ford trucks, Toyota trucks, and I think the Honda Civic. Memory may be shot but the point was GM, Ford, and Toyota full size pickups and pickup-based vehicles were the king.

      And I have to think a big part of that is the simplicity of the cars. Big, simple, understressed V8s, understressed proven transmissions, etc.

      This starts getting us into my same concerns about Volvos engines, M-B’s grenade launcher 4cyls etc.

      I could easily see high-mileage owners and buyers staying well clear of this motor.

      On the flip, for the 5 year owner pickup commuter (hey, the market has changed, no doubt) this engine could have real appeal.

      • 0 avatar
        Carroll Prescott

        My dad had two old F-150’s that he could not break until after 250k miles. He didn’t do but basic maintenance. He finally traded both when he was sick of them after ten years. Of course both had the 300 straight six. He finally became too old to want or need a truck.

    • 0 avatar

      The long-term customer will probably avoid turbo trims like the plague, but Chevrolet still needs a boosted engine to satisfy suburbanites who live at altitude, and who occasionally drive through the mountains.

  • avatar

    On one hand, GM is smart to use a 2.7L inline-four rather than building a 2.7L V6 like Ford. The four banger is simpler, especially in turbo form, and it has the capacity to do virtually the same work. Offering a turbo model is also good for customers who live at altitude.

    On the other hand, GM is planning to offer a $40,000+ trim for a four-cylinder truck. If I traveled to the 70s and relayed this information to my late grandfather, he’d ask me if the Soviets won the Cold War.

    Active fuel management? 8 speed auto? Active aero? Start-stop? Did Nikita Khrushchev write our CAFE regulations?

    The regulatory nonsense needs to desist. It is just protectionism designed to thwart commoditization of the auto industry. Body-on-frame vehicles with naturally-aspirated pushrod V6s should not start at $30,000. Increase capacity. Stop making junk in every segment.

    • 0 avatar

      “Did Nikita Khrushchev write our CAFE regulations?” No, Jerry Brown and the California Politburo did.

    • 0 avatar

      Wel, let’s see – The wealthy have taken their profits, most people are left twisting in the wind, the election was determined by an ex KGB officer, and America cowers in fear of small brown children. Yup, send a message to your grandfather.

      • 0 avatar

        @ probert

        Americans are working again and wages are rising. This is not the work of Vladimir Putin.

        Regarding the unaccompanied brown children. No one is afraid of them. They are afraid of the left wing non-profit industrial complex and traffics these children legally under sanction from the federal government. It’s big business, and who knows how many of them are slipping through the cracks and ending up as victims of unspeakable crimes.

        These kids need to be with their families, not with human smugglers who pretend they are humanitarians and who bill taxpayers for their nefarious service.

      • 0 avatar
        Carroll Prescott

        You can pick up “your sign” over in the corner back there. I’m sure you’ll hold it with pride.

  • avatar

    Good news: 8.1 to return in the HD trucks!

    Bad news: It’s an in-line 5

  • avatar

    I’m a cheap old bastard and hate buying gas. I don’t tow but like pickups except for the mpg.

    I’ll pull the trigger on a 2.7l LT crew cab (“3” VIN bugs me, still….perhaps double cab if they are still made in the U.S. with this next iteration).

    I’m getting early-adapter jitters already….like a Tesla owner.

    I can remember when Chevy started going to TBI all the pronouncements of doom (good luck trusting a computer chip, pal!)…then MFI (all those plastic injectors will fry!), then OHC (cars), then turbos (cars first, now trucks). Can’t imagine living without fuel injection now.

    Keep your fingers crossed for me. You’ll see me hyper-miling on the highways of Colorado soon enough.

    • 0 avatar

      Supposedly some GM crew cab production has been shifting to Flint, but I’m still seeing mostly “3” VINs on Doublecabs are Ft Wayne Indiana made and maybe somewhere else as well?

  • avatar

    The 2.7L 5 cylinder in my ’06 Sprinter would be sweet in a pickup. They need to make some small 4 banger diesels. You’ll get good MPG, torque and longevity!

  • avatar

    “Dynamic Fuel Management — a new cylinder deactivation system that offers 17 ways of dropping displacements”

    Yea, have fun with that early adopters.

    • 0 avatar

      The actual method of deactivating the cylinders is well proven by now. The “dynamic” part sounds more like better software to manage the when to deactivate. Frankly the deactivation in my car is virtually seamless. I hear it in the exhaust but rarely in drive train shock…I can’t see why one would be unhappy with it – a smidgen of pressure on the gas and full cylinder count is yours. I suspect those who grumble do so because they resent “gubbiment intrusion”..get over it.

      • 0 avatar

        I also bought a new vehicle with cylinder deactivation and it has largely been fine. However, I only purchased it after the MDS system had been in service for several years. Those that took a chance on one built in the first years of production were rewarded with collapsed lifters and other engine problems.

        There are too many dead 5.3L AFM engines for you to handwave concerns away and unless leasing I wouldn’t trust any “new cylinder deactivation system” until at least 2 years of production has passed.

  • avatar

    AAAHAHAHAHAAHA I’m still laughing. Seriously though, enjoy your ugly AF 4cyl truck Chevy boys.
    This will never stop being hilariously side splittingly funny.


  • avatar

    I find it rather unsettling that the 5.3 V8 makes just 355 horsepower, but a turbo 2.7 inline 4 makes 310 horsepower.

  • avatar

    Ugh, the GM pickups have been hit with Ford’s butt-ugly tall-sided Tonka-truck stick. Vomitous.

  • avatar
    Carroll Prescott

    It was not a smart move to make the Silverdodo into a Toyoduh near clone. This thing looks weak. The Ram looks fine and the Ford is the leader for a reason; I fail to see how this third rate truck will sell better than the old third rate truck it replaces. And if that 4 cylinder actually has sizeable sales, Ford is right there with theirs ready to go that already has worked with the 10 speed transmission or a 6 speed manual.

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