
I've never owned a diesel engine truck, but I gotta believe it's the low down big time (torque) that they put out that is the key.
I owned a 2005 Avalanche for about 16 years, with the 5.3 V8. One time we rented a 14 foot dual axle enclosed trailer to haul a couple of full size Harleys across No. Carolina into the mountains around Gatlinburg. Every time I got up to normal speed on the Interstate and the transmission went into high gear, it would very quickly start to loose speed and downshift. Rinse and repeat.
I had no concerns as to the power output of my engine, but it certainly didn't have the torque. My big concern was the transmission. I don't think the trans would have survived many more trips like that one.
The 2.7T being discussed is a gasoline powered 4 cylinder.
The diesel in the 1500's is a 3.0L 6 cylinder.
The current 2.7T is beefed up from the way it was introduced and got an output increase.
For 2022
L3B Engine, 2.7L Turbo High-Output, (310 hp [231 kW] @ 5600 rpm, 430 lb-ft of torque [583 Nm] @ 3000 rpm)
L84 Engine, 5.3L EcoTec3 V8, (355 hp [265 kW] @ 5600 rpm, 383 lb-ft of torque [518 Nm] @ 4100 rpm); featuring Dynamic Fuel Management
L87 Engine, 6.2L EcoTec3 V8, (420 hp [313 kW] @ 5600 rpm, 460 lb-ft of torque [624 Nm] @ 4100 rpm); featuring Dynamic Fuel Management
LM2 Engine, Duramax 3.0L Turbo-Diesel I6, (277 hp [206.6 kW] @ 3750 rpm, 460 lb-ft of torque [623.7 N-m] @ 1500 rpm)
The LM2 is being replaced with the LZO for 2023. Output has not been announced.
LZ0 Engine, Duramax 3.0L Turbo-Diesel I6