2.7L Turbocharged Engine Complete Assembly for 2019-2022 Cadillac, Chevrolet, & GMC - Rear

A quick look at your own vehicle makes sure the right engine shows up:

• Confirm your VIN's 8th digit: Ensure it is K (for Silverado/Sierra) or L (for Cadillac CT4).
• Verify your drivetrain: Confirm whether your truck is 2WD or 4WD. If you are swapping between the two, be prepared to transfer your original oil pan and oil pickup tube.
• Inspect your original turbocharger: Since this engine is sold without the turbocharger, inspect your original turbo for shaft play, cracked housings, or oil leaks before transferring it.
• Verify your engine code: On the emissions label under your hood, look for the engine designation. It should list the 2.7L L3B engine.

What the install really takes — plan and budget with confidence:

Special tools this job needs:

• EN-52461 Camshaft Alignment & Timing Tool Kit
• EN-52461-200 Torque-reaction adapter
• EN-52476 Flywheel locking tool
• 9/16" Magnetic Spark Plug Socket
• Fuel line disconnect tools
• GM-compatible diagnostic scan tool

Budget for these consumables at install:

• Engine Oil: 6.0 quarts of SAE 5W-30 synthetic oil meeting GM dexos1 Gen 3 specifications
• Oil Filter: ACDelco PF66 (or equivalent)
• Coolant: GM-approved Dex-Cool (50/50 pre-diluted mix), approx. 11 to 13 quarts
• Spark Plugs: ACDelco 41-106IP (GM Part # 12688094), pre-gapped and torqued to 142 in-lbs
• Gaskets & Seals: Intake manifold gasket, throttle body gasket, turbocharger mounting gasket, high-pressure fuel pump O-ring, and exhaust manifold gasket
• Single-Use Fasteners: Torque-to-yield (TTY) bolts, including the crankshaft balancer bolt and flywheel/flexplate bolts
• Belts and Tensioners: Serpentine belt and tensioner (inspect and replace if worn)

What your vehicle’s computers will need after the swap:

What’s involved: Crankshaft Position (CKP) Relearn, Fuel Injector Flow Rate Programming, Turbocharger Wastegate Actuator Learn, VIN-Specific Programming, Security/Immobilizer Re-marriage

A GM MDI 2 dealer scan tool or a high-end bi-directional diagnostic scanner is required to perform these relearns and calibrations. The ECM must be reprogrammed with the latest GM software to ensure proper communication and apply relevant updates.

Pro tips for a smooth first start-up — hand them to whoever does the install:

• High-Pressure Fuel Lines are Single-Use: The direct injection fuel system operates under extreme pressure (up to 3,000 psi). The high-pressure metal fuel feed pipes deform upon initial torquing to create a seal. Reusing these lines is highly dangerous and frequently causes fuel leaks and engine fires. You must purchase new fuel feed pipes for this install.
• Fragile Active Thermal Management (ATM) Housing: The L3B uses a complex electric water pump and a plastic 3-way rotary valve to control coolant flow. The plastic housing is fragile and easily cracked if pried against during engine removal or installation. Handle all coolant line connections with extreme care.
• Plastic Oil Pan & Drain Plug: The oil pan on this engine is plastic and uses a special quarter-turn plastic drain plug (GM Part # 12713651). Do not use standard metal oil pan tools or overtighten the plug, as you will crack the pan.
• Wiring Harness Inspection: Before installation, meticulously inspect the original engine harness that you will be reusing. Pay close attention to the areas where it crosses over the top of the camshaft cover, as this is a known chafing point.
• Turbocharger Transfer: This engine is being sold without the turbocharger. The turbo is a dual-volute BorgWarner unit. Transferring it requires care. Ensure all oil and coolant lines are clean, free of debris, and properly connected with new gaskets to prevent leaks and turbo failure.
• Crankshaft Position (CKP) Relearn is NOT Optional: Swapping the engine and attempting to drive without performing the Crankshaft Position Relearn is a common mistake. This will immediately trigger a flashing Check Engine Light, throw random misfire codes (P0300), and force your truck into 'Reduced Engine Power' (limp) mode.
• Grounding Points: Ensure all engine and chassis ground straps are clean, secure, and correctly reinstalled. Poor grounds are a common source of mysterious electrical problems after a swap.

Easy to get right once you know them:

• Reusing High-Pressure Fuel Lines: DIYers frequently try to save money by reusing the high-pressure fuel lines. These lines will leak fuel if re-torqued, creating a severe safety hazard.
• Using the Wrong Oil Viscosity: Many buyers assume all modern GM trucks require 0W-20 oil. Using 0W-20 in the 2.7L L3B instead of the required 5W-30 will cause rapid timing chain wear, oil consumption, and turbocharger bearing failure.
• Skipping the Crankshaft Relearn: Swapping the engine and attempting to drive without performing the Crankshaft Position Relearn will trigger limp mode and misfire codes.
• Drivetrain Oil Pan Mismatch: If your truck is 4WD and you do not verify the donor engine's drivetrain configuration, you may run into clearance issues. If there is a mismatch, you must transfer your original oil pan and oil pickup tube to clear the front differential.
• Not Verifying the VIN Code: Ordering this engine without first confirming the 8th digit of your VIN is 'K' (for trucks) or 'L' (for the CT4) is a primary cause of receiving an incompatible part.
• Ignoring ECM Updates: Failing to have the ECM reprogrammed at a dealership can leave known bugs unfixed, such as the injector flow rate issue (N242450631), leading to poor performance.
• Reusing Old Consumables: Attempting to save money by not replacing gaskets, seals, or fluids is a false economy that can lead to leaks and premature failure.
• Assuming the Turbo is Included: This listing explicitly notes the turbo is missing. A common mistake is to assume all forced-induction engines are sold complete.
• Blaming the 8-Speed Transmission: Some owners report dissatisfaction with the 8-speed automatic transmission paired with this engine, noting harsh shifts. Be aware that some drivability complaints may be related to the transmission, not the engine itself.

Not issues with the units on this page — the manufacturer documented these for every engine of this family, wherever you buy one. Handy for your installer: