This is an engine specification guide for General Motors’ fifth-generation L82 engine that launched in 2018 for use in the Chevrolet Silverado 1500 and GMC Sierra 1500. It is commonly referred to as an EcoTec3 5.3L engine and replaces the L83.
Compared to its predecessor the L83, the L82 has a different valley cover, centered water pump location, and exhaust system. By centering the water pump, it allows Gen. 4 high-mount air-conditioning and power steering pumps to be added.
It continues to incorporate Variable Valve Timing (VVT). The engine also uses direct fuel injection technology, which shoots fuel directly into the combustion chamber instead of the intake runner.
The L82 continues to use Active Fuel Management (AFM).
Its close cousin the L84 (new for 2019) has the more advanced Dynamic Fuel Management (DFM) system. DFM has cylinder deactivation lifters on all eight cylinders rather than just four. DFM has 17 modes of operation and can run on as little as two cylinders at a time. DFM also allows for the use of start/stop technology.
The L84 also has flex fuel capability while the L82 does not.
The information listed here is for a stock engine.
(Summit Racing’s Brian Nutter and Paul Spurlock contributed to this article.)
Chevy L82 Engine Specs
L82 Performance Specifications
| Engine Ratings | |
|---|---|
| Compression Ratio | 11:1 |
| Horsepower Rating | 355 hp @ 5,600 rpm |
| Torque Rating | 383 ft.-lbs. @ 4,100 rpm |
L82 Application Information
| Year | Make | Model |
|---|---|---|
| 2018-present | Chevrolet | Silverado |
| 2018-present | GMC | Sierra |
L82 Engine Block Specs
| L82 Block Specs | |
|---|---|
| Part Number | 12620290 |
| Material | 319-T7 Aluminum |
| Displacement | 5.3L / 325 c.i.d. |
| Bore Dia. | 3.780 in. |
| Stroke | 3.622 in. |
| Deck Height | 9.240 in. |
| Bore Spacing | 4.400 in. |
| Thrust Bearing Location | #3 Main, 1/2 thrust |
| Main Cap Style | 6-Bolt |
| Main Housing Bore Dia. | 2.751 in. |
| Cam Housing Bore Dia. | Bore 1/5 = 2.346 in. Bore 2/4 = 2.326 in. Bore 3 = 2.307 in. |
| Cam-to-Crank Centerline | 4.914 in. |
L82 Rotating Assembly
| L82 Rotating Assembly Specs | |
|---|---|
| Piston Material | Hypereutectic Cast Aluminum Alloy |
| Piston Style | Domed (with reliefs for the exhaust valve and direct injector) |
| Piston Volume | 0cc (net) |
| Wrist Pin Dia. | 0.9431 in. (full floating) |
| Connecting Rod Material | Powdered Metal |
| Connecting Rod Style | I-Beam |
| Connecting Rod Length | 6.098 in. |
| Connecting Rod Housing Bore | 2.225 in. |
| Connecting Rod Bolts | M9 x 1 x 43 |
| Connecting Rod Part Number | 12607475 |
| Crankshaft Material | Cast Iron |
| Crankshaft Part Number (Wet Sump) | 12619781 |
| Crankshaft Main Journal Dia. | 2.559 in. |
| Crankshaft Rod Journal Dia. | 2.100 in. |
| Reluctor Wheel | 58X |
| Harmonic Balancer | Iron |
L82 Cylinder Heads
| L82 Cylinder Head Specs | |
|---|---|
| Casting Number | 12620214 |
| Material | 319-T7 Aluminum |
| Combustion Chamber Volume | 57.6cc |
| Intake Port Shape | Rectangle |
| Intake Runner Volume | 248cc |
| Exhaust Port Shape | Flat Oval |
| Exhaust Runner Volume | 102cc |
| Cylinder Head Bolt Style | Torque to Yield (TTY) |
| Cylinder Head Bolt Size | (10) M12 x 1.75, M8 corner bolts |
L82 Camshafts
| L82 Cam Specs | |
|---|---|
| Part Number | 12619823 |
| Duration @ .050 in. (int./exh.)* | -- |
| Valve Lift (int./exh.)* | -- |
| Lobe Separation Angle* | -- |
| Cam Gear Attachment | 1-Bolt |
| Cam Gear Poles | 4X |
| Active Fuel Management (AFM) | Yes |
| Variable Valve Timing (VVT) | Yes |
| *Specifications currently unavailable. | |
L82 Valvetrain
| L82 Valvetrain Specs | |
|---|---|
| Lifter Style | Hydraulic Roller |
| Lifter Link Style | Plastic Lifter Tray |
| Lifter Body Diameter | 0.842 in. |
| Pushrod Dimensions | 7.85 in. (long) x 0.342 (dia.) |
| Rocker Arm Mounting Style | Pedestal |
| Rocker Arm Style | Die-Cast, Roller Fulcrum |
| Rocker Ratio | 1.8 |
| Rocker Offset | None |
| Valve Spring Style | Beehive |
| Valve Spring Color | Natural |
| Intake Valve Angle | 12.5° / Splayed 2.61° |
| Exhaust Valve Angle | 12.0° / Splayed 2.38° |
| Intake Valve Material | Steel, Solid Stem |
| Intake Valve Dia. | 1.928 in. |
| Exhaust Valve Material | Steel, Sold Stem |
| Exhaust Valve Dia. | 1.556 in. |
| Timing Chain Guide Style | Spring-Loaded Tensioner |
L82 Specs
| L82 Intake, Throttle Body, Fuel Injector Specs & More | |
|---|---|
| Intake Manifold | Truck Style |
| Throttle Body | 80mm, 4-Bolt |
| Throttle Control | Electronic (Drive-by-Wire) |
| Fuel Injector P/N | 12684286 |
| Fuel Injector Flow* | -- |
| Flex Fuel Capable (E-85) | No |
| Computer | E92 |
| Crankshaft Reluctor Ring | 58x |
| Camshaft Sensor Location | Timing Cover |
| Oil Pan | Varies by Application |
| Oil Pump | Variable Displacement |
| *Specifications currently unavailable. | |
Although I’m not very knowledgeable when the topic is GM’s L82, 5.3 liter EcoTec3 engine as designed for Chevy truck applications, I do like the way Brian Nutter and Paul Spurlock of Summit Racing along with the OAC Staff provided details and technical specifications that are not normally included with engine articles.
Having all of these technical specifications available is really beneficial when it comes to clearly understanding the details of an engine specific topic.
When it comes to this particular engine, I’m not sure what, if anything, is especially important to the point of having a detailed description. It might respond well to conventional performance upgrades like those used for old school pushrod Engines but from what I understand, it’s a fairly recent GM design with the antiquated OHV design technology instead of the more desirable performance benefits offered by a modern OHC valve train. As I kinda hinted at earlier, I’m not a graduate of Mr. Goodwrench Tech so I welcome all constructive comments from the Bow tie brigade. Just keep in mind that ignorance really isn’t bliss so hit me with your best shot. Maybe others can benefit from my mistakes.
In contrast, Ford currently has a newly designed V-8 featuring pushrod activated over head valves that’s designated as a truck engine, but has several design features related to durability and performance that are typically used for higher power levels in muscle cars. One such feature is the poly angle valve layout and highly efficient quench style combustion chambers similar to the former Pro Stock dominating Cleveland style heads.
With Fords current generation of record setting double overhead cam, 32 valve V-8’s in displacements ranging from the popular 4.6 liter and up to the four digit horsepower level potential of the 5.4 liter Shelby Mustang V-8’s, it doesn’t seem logical to release a completely new OHV, cam in block V-8 engine design.
However, after reading about the recent drag strip testing that Ford conducted using this new pushrod V-8 with minimal engine modifications and drag strip preparations, the quarter mile performance was actually quite impressive. If Ford decides to make performance parts available for this new “truck” engine, it will most certainly find its way into passenger cars and the aftermarket will jump at the chance to take this engine to the next level with a flood of high performance upgrades
The GM biased performance world really doesn’t care about anything that I might have to share pertaining to Ford Engines, past or present that’s going to put them on the trailer early for the long ride home in defeat but the full story is available online if interested.
The On All Cylinders Staff did a good job of presenting the facts of another in a long line of GM-LT based engines with the exception of the typo describing the “sold” exhaust valve stem material. Job well done… thanks Summit Racing and On All Cylinders !
And the beat goes on….
The full story is available online and very interesting, especially
engine weight? none of these spec sheets have engine weights
Fellas, I have been obsessed with squeezing more HP out of my L82 Sierra Ltd, while keeping it dependable. I’ve quit. I love my truck and am very happy with it. Power and Dependability. No reason to touch it. THANK YOU!
You have a guy named Esterline there? Best salesman you’ve ever had!
retro fit l82 into 1956 continental mark II. you have any info on best headers and motor mounts to use