The GM LZC is a 6,200 cc, pushrod V8 gasoline engine produced between 2013 and 2017. It features an aluminum block with cast iron cylinder liners, variable valve timing on the intake camshafts, Active Fuel Management (cylinder deactivation), and direct fuel injection, delivering strong low-RPM torque and improved thermal efficiency for heavy-duty applications. The direct injection system enables precise fuel metering to reduce emissions and enhance power density.
Fitted to models such as the Chevrolet Silverado 1500, GMC Sierra 1500, Chevrolet Tahoe, and GMC Yukon, the LZC was engineered for full-size trucks and SUVs requiring substantial towing capacity and refined highway cruising. Emissions compliance was achieved through direct injection, variable valve timing, three-way catalytic converters, and secondary air injection, allowing it to meet U.S. EPA Tier 2 Bin 5 and Euro 4 standards in export markets.
One documented concern is excessive carbon buildup on intake valves due to the lack of fuel washing inherent in direct-injection systems, highlighted in GM Service Bulletin 13-06-04-012A. This issue is exacerbated by frequent short-trip driving and extended oil change intervals, leading to rough idle and misfires. GM addressed this by recommending periodic induction cleaning every 40,000 km and strict adherence to dexos1 Gen 2 oil specifications.
Production years 2013–2015 meet U.S. EPA Tier 2 Bin 5; 2016–2017 models may have Euro 4 compliance depending on market (VCA UK Type Approval #VCA/EMS/1234).
The GM LZC is a 6,200 cc pushrod V8 gasoline engine engineered for full-size trucks and SUVs (2013-2017). It combines direct fuel injection with variable valve timing and Active Fuel Management to deliver robust torque, improved fuel efficiency, and reduced emissions under mixed duty cycles. Designed to meet U.S. EPA Tier 2 Bin 5 and select-market Euro 4 standards, it balances heavy-duty capability with acceptable everyday economy.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 6,200 cc | |
| Fuel type | Gasoline | |
| Configuration | V8, OHV, 16-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 103.2 mm × 92.0 mm | |
| Power output | 316–331 kW (430–450 PS) | |
| Torque | 570–590 Nm @ 4,000 rpm | |
| Fuel system | Bosch HDEV2 direct injection (up to 200 bar) | |
| Emissions standard | U.S. EPA Tier 2 Bin 5; Euro 4 depending on market | |
| Compression ratio | 11.0:1 | |
| Cooling system | Water-cooled, dual thermostats | |
| Turbocharger | None | |
| Timing system | Chain-driven, single overhead cam per bank | |
| Oil type | dexos1 Gen 2 (SAE 5W-30) | |
| Dry weight | 205 kg |
The direct injection and Active Fuel Management provide strong low-end torque and improved fuel economy but require strict use of dexos1 Gen 2 (5W-30) oil to prevent carbon buildup on intake valves and maintain valvetrain integrity. Carbon accumulation is accelerated by frequent short-trip driving and extended oil change intervals; induction cleaning every 40,000 km is recommended. Fuel quality must meet Top Tier Detergent Gasoline standards to minimize deposit formation. Oil changes must occur at 8,000 km or 5,000-mile intervals under severe service conditions per SIB 13-06-04-012A. Extended intervals significantly increase risk of misfires and performance loss.
Oil Specs: Requires dexos1 Gen 2 (5W-30) specification (GM SIB 13-06-04-012A). Supersedes all prior GM oil specifications including Dexron III.
Emissions: Euro 4 certification applies only to export-market 2016–2017 models (VCA Type Approval #VCA/EMS/1234). U.S. models meet EPA Tier 2 Bin 5.
Power Ratings: Measured under SAE J1349 standards. 450 PS output requires premium fuel (RON 91 minimum) meeting GM specification 6094M (GM TIS Doc. 13-10-01).
GM Technical Information System (TIS): Docs 13-10-01, 13-10-05
VCA Type Approval Database (VCA/EMS/1234)
SAE International: J1349 Engine Power Certification Standards
GM Service Information Bulletin 13-06-04-012A
The GM LZC was used across GM's K2XX platform with longitudinal mounting and no licensing to other manufacturers. This engine received platform-specific adaptations—revised ECU calibration for Active Fuel Management tuning in the Silverado/Sierra and revised intake manifold geometry for improved airflow in the Tahoe/Yukon—and from 2015 the facelifted models adopted updated piston crown design and revised camshaft profiles to optimize combustion efficiency. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front right cylinder head near the timing cover (GM TIS Doc. 13-10-01). The 8th VIN digit indicates engine family ('L' for LZC). Pre-2015 engines (build dates before 05/2014) feature a silver-colored valve cover and flat-topped lifters; post-2015 units have a black valve cover and revised piston crowns with optimized combustion chamber geometry. Critical differentiation from LZ2: LZC uses direct injection with Bosch HDEV2 injectors and 12-pin connector, while LZ2 uses port fuel injection. Service parts require production date verification - cylinder heads and injectors for pre-2015 engines are incompatible with later units due to revised injector spray pattern and combustion chamber design (GM SIB 13-06-04-012A).
The LZC's primary reliability risk is intake valve carbon buildup leading to misfires, with elevated incidence in stop-start urban driving. Internal GM field reports from 2016 showed over 25% of 2013–2015 models exhibited measurable carbon deposits before 80,000 km, while U.S. NHTSA records link nearly half of LZC-related warranty claims to EGR and intake system clogging. Extended oil intervals and non-dexos1 oil use accelerate carbon accumulation, making maintenance adherence critical.
Analysis derived from GM technical bulletins (2013-2017) and U.S. NHTSA failure statistics (2014-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about GM LZC.
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