Chevrolet L3T Specifications
| Engine Model: Chevrolet L3T |
| Engine Type: 4-cycle 3-cylinder DOHC 12-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 81.8 cu.in (1.34 L) |
| Rated Engine Power: 155 Hp (115 kW) at 5600 rpm |
| Fuel System Type: Spark ignition direct injection (SIDI) |
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The Chevrolet L3T is a 1.3-liter turbocharged
inline-three gasoline engine belonging to General Motors' E-Turbo family, also
identified as the eighth generation of the Ecotec engine architecture.
Introduced around 2018, this powerplant was developed through a collaborative
effort involving GM, its former Opel subsidiary, SAIC, and MG Motor.
The L3T is designed as a compact, high-efficiency solution for modern vehicles,
emphasizing substantial low-end torque and reduced fuel consumption. It employs
a "cylinder set strategy" (CSS) with a high-pressure die-cast aluminum block
featuring cast-in-place iron liners, balancing lightweight construction with
durability.
The engine incorporates advanced technologies, including Spark Ignition Direct
Injection (SIDI), an electrically actuated wastegate turbocharger, and an active
thermal management system with an electric water pump to optimize operating
temperatures and expedite cabin warm-up.
While the three-cylinder configuration inherently introduces some vibration, the
L3T utilizes a single internal balance shaft and acoustic covers to mitigate
this characteristic, delivering refined performance suitable for compact SUVs
and sedans.
Configuration: Inline 3-cylinder.
Displacement: 1.341 cc (81.8 cu.in).
Bore x Stroke: 79.0 mm x 91.2 mm (3.11 in x 3.59 in).
Compression Ratio: 10.0:1.
Firing Order: 1-2-3-7.
Valvetrain: Dual Overhead Camshaft (DOHC) with 4 valves per cylinder and
Variable Valve Timing (VVT) on both intake and exhaust camshafts.
Fuel System: Spark Ignition Direct Injection (SIDI) with a maximum system
pressure of 35 MPa (5,076 psi).
Aspiration: Single-scroll turbocharger with an electric wastegate, capable of
maximum boost pressure of 1.5 bar (22 psi).
Power Output (SAE Net): 155 hp (115 kW) at 5,600 rpm.
Torque Output (SAE Net): 174 lb-ft (236 Nm) at 1,600 rpm.
Maximum Engine Speed: Approximately 6,000 rpm.
Oil Capacity: 4.5 liters (4.8 qt).
Engine Weight: 107 kg (236 lb).
The cylinder block is manufactured from aluminum alloy
using a high-pressure die-casting process. It integrates three cast-in-place
iron cylinder liners as part of the cylinder set strategy, which provides a
durable wear surface within the lightweight aluminum structure. The block
features four main crankshaft bearings, with the thrust bearing positioned at
the third bearing journal from the front of the engine.
A structural lower extension is bolted to the block to form the lower crankcase
section, enhancing overall rigidity and contributing to noise and vibration
reduction. The cast aluminum oil pan incorporates M5 jackscrews to facilitate
removal and is designed to be reusable after cleaning.
The cylinder head is constructed from a cast aluminum
alloy and features a DOHC design. The combustion chambers accommodate four
valves per cylinder, and the intake ports are engineered to promote high swirl
efficiency for improved combustion.
The exhaust manifold is integrated directly into the cylinder head, a design
that reduces weight and allows for faster catalytic converter light-off during
cold starts. Valve actuation is supported by hydraulic lash adjusters, which
eliminate the need for periodic valve clearance adjustments. The engine utilizes
a coil-on-plug ignition system with 14 mm spark plugs installed at a 7-degree
offset in the cylinder head.
The L3T engine employs a Spark Ignition Direct
Injection (SIDI) fuel system. The system consists of three high-pressure fuel
injectors mounted in the side of the cylinder head beneath the intake ports.
These injectors feature a 6 mm tip diameter, requiring specific service tools
for seal installation. A high-pressure fuel pump, mounted at the rear of the
cylinder head, is driven by a hydraulic roller lifter actuated by the intake
camshaft. The fuel system is capable of generating pressure up to 35 MPa (5,076
psi).
The lubrication system incorporates a continuously
variable displacement oil pump, which is controlled by an oil control valve that
receives signals from the engine control module to regulate oil pressure in the
main gallery based on engine demand.
An oil filter bypass valve, located within the filter thread nipple, ensures
continued oil flow in the event of a restricted filter. An oil heat exchanger,
mounted to the lower right side of the engine, serves to either warm the oil for
reduced friction during warm-up or cool it under high-load conditions. The
recommended engine oil for this engine is a full-synthetic 0W-20 grade meeting
GM dexos1 specification.
The engine is equipped with an active thermal
management system, which represents a departure from conventional engine
cooling. This system utilizes an electric water pump and a three-way rotary
coolant control valve to manage engine and transmission temperatures
independently.
By directing coolant flow only where needed, the system reduces engine warm-up
time, lowers internal friction, and enables the passenger compartment heater to
function more quickly in cold conditions. The system also provides targeted
cooling for high-power operation when necessary. The cooling system is filled
with DEX-COOL antifreeze, typically premixed at a 50/50 ratio with deionized
water.
Intake and Turbocharging: A single turbocharger
optimized for rapid response is employed to minimize turbo lag. The engine
control module manages both an electric wastegate and a bypass valve to
precisely control boost pressure, with a maximum of 1.5 bar (22 psi).
Crankcase Ventilation: The closed crankcase ventilation system features an
integrated pre-separator located in the left side of the engine block. Oil
separated from crankcase gases drains back to the oil pan through dedicated
channels, while the remaining blow-by gases are directed through the block and
head to a fine separator.
Evaporative Emission System: An evaporative emission purge pump, located at the
left rear of the engine, is utilized to meet Low Emission Vehicle 3 (LEV3)
evaporative emission standards. This pump incorporates an integral pressure
sensor and is controlled by the engine control module to ensure proper purge
volumes.
Balance Shaft Assembly: A single balance shaft is integrated within the engine
block to counteract the primary vibrations inherent to a three-cylinder engine.
The assembly is driven by a chain that also powers the oil pump, with a
hydraulic tensioner maintaining proper chain tension.
Timing Drive: The camshafts are driven by a timing chain, which has a specified
change interval of 240,000 km (150,000 miles) or 15 years.
Engine Oil Capacity with Filter: 4.5 liters (4.8 qt).
Recommended Engine Oil Viscosity: 0W-20.
Engine Oil Specification: GM dexos1.
Recommended Fuel: 87 octane (regular unleaded), AI-92 or AI-98.
Coolant Type: DEX-COOL 50/50 premix.
Timing Chain Replacement Interval: 240,000 km (150,000 miles) or 15 years.
Estimated Service Life: Approximately 250,000 km (155,000 miles).
Camshaft Cover Bolts: 11 lb-ft.
Camshaft Position Actuator Solenoid: 90 degrees.
Main Caps (Inner bolts): 15 lb-ft first pass, then 80 degrees.
Side Bolts: 18 lb-ft final pass.
Connecting Rod Bolts: 15 lb-ft first pass, 60-85 degrees final.
The Chevrolet L3T engine
has been utilized across several General Motors vehicles in various global
markets:
Chevrolet Trailblazer (2020-2024): The primary application in North America,
offered as the upgraded engine option with all-wheel drive and a 9-speed
automatic transmission.
Buick Encore GX (2020-present): A key application for this engine in the compact
SUV segment.
Chevrolet Malibu (2018-2022): Served as a powertrain option for the
ninth-generation Malibu in the South Korean market.
Buick LaCrosse (2019-present): Used in select markets.
Chevrolet Orlando (2018-present): Used in the Chinese market for the
second-generation model.
Chevrolet Tracker (2019-present): A global application.
Opel Astra / Vauxhall Astra (2019-2022): A version of this engine, designated
F14SHT, was used in these models for the European market.
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