The Chevrolet LMU is a 2,694 cc, inline-four gasoline engine produced between 2019 and 2023. It features dual overhead camshafts (DOHC), variable valve timing (VVT), and direct fuel injection (Ecotec), delivering 250 hp (186 kW) and 260 lb-ft (353 Nm) of torque. Designed for transverse mounting in mid-size trucks and SUVs, it combines turbocharging with precise fuel control to deliver strong low-end response and highway passing power.
Fitted to models such as the Chevrolet Colorado and Chevrolet Blazer, the LMU was engineered for responsive performance in both urban and light off-road applications. Emissions compliance was achieved through a close-coupled catalytic converter, cooled exhaust gas recirculation (EGR), and three-way catalyst, allowing the engine to meet EPA Tier 3 Bin 30 and Euro 6d standards across major markets.
One documented concern is intake manifold runner control (IMRC) actuator failure observed in 2020–2021 production units, highlighted in General Motors Service Information Bulletin 21083. The issue arises from gear wear in the actuator motor, leading to erratic airflow control and fault codes. GM issued a revised actuator with reinforced gear train in 2022 to resolve the condition.
Production years 2019–2020 meet EPA Tier 3 Bin 50 and Euro 6c standards; 2021–2023 models comply with EPA Tier 3 Bin 30 and Euro 6d (EU Commission Regulation 2018/858).
The Chevrolet LMU is a 2,694 cc inline-four gasoline engine engineered for transverse FWD/AWD platforms (2019–2023). It combines turbocharging with direct fuel injection to deliver responsive low-end power and strong mid-range performance. Designed to meet EPA Tier 3 Bin 30 and Euro 6d standards, it balances drivability with stringent emissions compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,694 cc | |
| Fuel type | Gasoline | |
| Configuration | Inline-4, DOHC, 16-valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 88.0 mm × 110.0 mm | |
| Power output | 186 kW (250 PS) @ 5,500 rpm | |
| Torque | 353 Nm @ 2,000–4,000 rpm | |
| Fuel system | Direct fuel injection (DFI) | |
| Emissions standard | EPA Tier 3 Bin 30, Euro 6d | |
| Compression ratio | 10.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Single-scroll turbo (Honeywell) | |
| Timing system | Dual chain (primary and secondary) | |
| Oil type | GM dexos1 0W-20 | |
| Dry weight | 165 kg |
The LMU's turbocharging provides strong low-RPM pull ideal for towing and city driving but requires adherence to 10,000-mile oil change intervals to prevent turbo bearing and timing chain wear. GM dexos1 0W-20 oil is essential due to its low viscosity and high thermal stability, protecting the turbocharger and direct injection system. The DFI system demands TOP TIER detergent gasoline to prevent injector clogging. Post-2022 models feature updated IMRC actuators with metal gears; pre-2022 units should be inspected per GM SIB 21083. Catalytic converters require monitoring to avoid thermal degradation from prolonged rich mixtures or misfires.
Oil Specs: Requires GM dexos1 0W-20 specification (GM SIB 21083). Replaces GM 4718M and earlier standards.
Emissions: EPA Tier 3 Bin 30 applies to all 2021–2023 models (EPA File EPA-2019-CHEV-012). California models meet SULEV30 standards.
Power Ratings: Measured under SAE J1349. Output assumes 91 octane fuel (GM TIS Doc. 31507).
General Motors Technical Information System (TIS): Docs 31507, SIB 21083
EPA Certification Database (EPA-2019-CHEV-012)
SAE International: J1349 Engine Power Certification Standards
The Chevrolet LMU was used across Chevrolet's Theta/GMT355 platforms with transverse mounting and shared architecture with GMC variants. This engine received platform-specific adaptations-reinforced cylinder heads in the Blazer and revised exhaust manifolds in the Colorado-and from 2022 the facelifted Colorado models adopted the LMU with updated IMRC and ECU calibration, creating interchange limits. Partnerships allowed GMC's Canyon to use the LMU with minor calibration differences. All adaptations are documented in OEM technical bulletins.
Locate the engine ID tag on the passenger side cylinder head near the exhaust manifold (GM TIS 31507). The 8th VIN digit indicates engine type ('L' for LMU series). Pre-2022 models have silver valve covers with black coil packs; post-2022 units use black valve covers with red accents. Critical differentiation from LK5: LMU is turbocharged with direct injection, while LK5 is naturally aspirated. Service parts require model year verification - IMRC actuators for 2020–2021 models are incompatible with 2022+ due to gear material redesign (GM SIB 21083).
The LMU's primary reliability risk is intake manifold runner control (IMRC) actuator failure in early production models, with elevated incidence in high-temperature and stop-start applications. Internal GM quality reports from 2022 indicated approximately 5% of 2020–2021 units required actuator replacement before 75,000 miles, while NHTSA field reports confirm related SES light entries and driveability complaints. Frequent thermal cycling and urban driving accelerate gear degradation, making timely inspection and preventive replacement critical.
Analysis derived from General Motors technical bulletins (2019-2023) and NHTSA failure statistics (2020-2024). Repair procedures should follow manufacturer guidelines.
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