2016 Chevrolet Colorado: Diesel-Powered Pickup

As the industry’s leading diesel magazine, we like to present an image of jaded professionalism, especially when it comes to new trucks. A diesel-powered Chevrolet Colorado? We can easily evaluate it with the detached objectivity that such a significant new product deserves.

Yeah, right.

The 2016 Chevrolet Colorado is the first diesel-powered compact pickup the US market has seen in nearly thirty years—at least, the first one built by a factory as opposed to an intrepid Diesel World reader. We couldn’t wait to get behind the wheel, and we’re happy to say that the new Colorado did not disappoint.

DRIVING THE DOWNSIZED DURAMAX

We’ll take a deeper dive into the engine in a moment, but for now, here are a few numbers: Four cylinders, 2.8 liters (169 cubic inches) two cams, sixteen valves, 40 psi of boost, 181 horsepower and 369 lb-ft. of torque.

The Duramax-powered Colorado feels pretty much like any other stock diesel truck, but in a significantly smaller package. The torque curve is broad and flat, aided in no small part by a variable-geometry turbocharger, and the engine pulls cleanly and evenly. Unlike the Ram 1500 EcoDiesel, which is designed for quiet operation, Chevy wants you to know there’s a diesel under the hood. The engine makes its presence known throughout the lower speed ranges, though its four-cylinder clatter sounds more like a London taxi than a Cummins-powered big-rig. Out on the road, the engine settles down to a persistent thrum, which disappears behind a veil of road and wind noise above 60 MPH.

We didn’t have a chance to do full instrumented testing during our drive at a General Motors press preview, but according to our “butt dyno,” the Colorado might just edge out a Ram 1500 EcoDiesel at the strip.

READY FOR WORK

What clued us in to the diesel Colorado’s mission was the presence of a trailer-brake controller and an exhaust brake, both of which come standard with the Duramax engine (as does a hitch receiver and a seven-pin wiring connector). The four-cylinder Duramax isn’t just designed for fuel economy; it’s designed for work, just like its big brothers, albeit on a smaller scale.

“We weren’t looking to design an engine that was good on fuel economy but lacking in other areas,” explained Scott Yackley, assistant chief engineer for the 2.8-liter Duramax. “We were looking for overall integration: Best towing, best torque in the segment, and superior fuel economy, and a fun-to-drive feel. This engine was developed with trucks in mind from the beginning.”

The little Duramax diesel will tow 7,700 lbs. with two-wheel-drive and 7,600 with four-wheel-drive. We hooked up the Colorado to a two-ton trailer, which put a noticeable squat in the truck’s tail-high stance. While it doesn’t offer the stability of a 3/4 or 1-ton platform—what small pickup does? —the Colorado’s Duramax engine had no problem keeping up with traffic in the hills.

A single switch turns on both the six-speed automatic transmission’s tow/haul mode and the exhaust brake, which works by closing the vanes on the variable-geometry turbo (similar to the system used on the Duramax V8). Tow/haul mode downshifts aggressively when slowing to maximize exhaust braking, and when cruise control is engaged, the exhaust brake keeps the speed from creeping up on downgrades—another trick borrowed from the V8.

A 30-MPG PICKUP TRUCK?

So what about fuel economy? The EPA hadn’t released official numbers when we went to press (when they’re published, you’ll find them at FuelEconomy.gov) but the folks at GM alluded to a 30 MPG highway figure, 3-5 MPG better than gas-powered Colorados and 1 MPG higher than the Ram 1500 EcoDiesel.

Tooling through the hills near Santa Barbara, California, we saw around 24 MPG when running light; for comparison, the official EPA combined figures are 22 MPG for the gas four-cylinder Colorado and 21 MPG for the V6 (1 MPG lower with four-wheel-drive). We only saw around 15 MPG when towing, but we blame that on the terrain: Aside from one short highway sprint, we were towing on slow, curvy roads at low speeds that denied the transmission access to the higher gears.

DEEPER DIVE INTO THE DURAMAX

Now that you know how the baby Duramax drives, let’s open the hood and take a closer look at the hardware.

The 2.8L Duramax features common-rail injection, an iron block, aluminum heads, four valves per cylinder and a DOHC valvetrain. Turbocharging is handled by a water cooled VGT unit that is also (of course) intercooled. Output is 181 hp at 3,400 RPM and a stout 369 lb-ft. delivered at 2,000 RPM.

Among GM’s claims for the engine is that it is the cleanest diesel they’ve ever produced. The baby Duramax makes use of a cooled EGR system as well as exhaust after treatment. The diesel exhaust fluid (DEF) tank has a usable capacity of 5 gallons, which should give it a range to match the engine’s 7,500-mile oil-change interval. Like the Duramax V8, the four-cyl is certified to run biodiesel blends up to B20.

THE ITALIAN CONNECTION

Though the Duramax name implies a kinship to the V8 in the HD trucks, the two engines are similar in name only—in fact, one could argue that the four-cylinder Duramax is more closely related to Ram’s EcoDiesel. Like Ram’s 3.0 V6, the Duramax engine is based on a design from Italian engine manufacturer VM Motori. Before VM was acquired by Fiat (Chrysler’s parent company) General Motors was a 50% stakeholder in the company, and GM had a team stationed in-house at VM to help develop the engine, which is an offshoot of VM’s A428. (Another connection: The A428’s predecessor, the R428, can be found under the hood of the old Jeep Liberty CRD).

Though GM and VM have parted ways, the Duramax 2.8 isn’t an orphan: The tooling and design are wholly owned by General Motors, and the engine is built in a GM-owned plant in Thailand. GM is free to develop the engine for generations to come, which is exactly what they plan to do.

“We architected the exhaust after treatment system to handle future emissions regulations as they come up,” explained Yackley. The engine currently meets Federal Tier 2 Bin 5 and California ULEV125 standards. As for expected future changes, Yackley says, “We know what we have to do.”

HOW YOU CAN GET IT—AND WHAT IT WILL COST

GM will offer the diesel in LT and Z71 trims with a crew cab and choice of short or long box (128.3″ or 140.5″ wheelbase) and two- or four-wheel-drive. The engine comes exclusively with GM’s Hydra-Matic 6L50 six-speed automatic transmission and a 3.42:1 rear-axle ratio. The trans has been modified with a device GM calls the Centrifugal Pendulum Vibration Absorber (CPVA), which is integrated into the torque converter and reduces torsional vibration.

Chevy says the price jump for the Duramax diesel will be $3,730 over the gas V6—and don’t forget that the six costs $950 to $1,235 more than the base four-cylinder, depending on trim level. That means the diesel-powered Colorado will start around $33,500 including destination charge, with long-bed Z71 4x4s running closer to $36k—plus options, of course.

A BRIGHT FUTURE

Having driven the new diesel-powered Colorado, we’re excited about its prospects. We like that Chevrolet has outfitted this as a proper towing rig, with a hitch, wiring, and (especially) an exhaust brake. The Colorado has the hardware to tackle smaller jobs with the same skill as the Silverado HD tackles the big ones.

For now, the Colorado diesel has no true competitors (unless you count the Duramax-powered variant of the GMC Canyon, which is the same truck in a slightly different wrapper). The Toyota Tacoma, itself freshly redesigned for 2016, still owns the small-pickup market, but as far as we know, Toyota has no plans to offer a diesel version, at least not in this country.

Nissan did tease us at the 2014 Chicago Auto Show with the Frontier Diesel Runner concept, which is powered by a 2.8 liter four-cylinder Cummins ISF. Will that truck ever see production? Nissan isn’t saying—at least not now. They’re busy gearing up to launch the 2016 Titan XD, which is powered by a five-liter Cummins ISV V8.

(While we don’t have official numbers, we’ve heard from insiders that the diesel Titan will tow just about twice as much as the 2.8-liter Colorado, with low-end pricing about the same place where the high-end Colorado leaves off).

Overall, we really like the new diesel-powered Chevy Colorado—but we also know that the stock truck is just the beginning. We have no doubt that our friends in the aftermarket industry will take to the new baby Duramax like flies to honey, as will the racers, off-roaders, and the backyard engineers who read Diesel World. We’re excited by the new Duramax Colorado—but we’re even more excited to see what modifications are done to it and how it responds to them. DW

FREQUENTLY ASKED QUESTIONS

What were the overall impressions and verdict of the 2016 Chevrolet Colorado Z71 4×4 Duramax after a year-long test?

Overall Impressions and Verdict of the 2016 Chevrolet Colorado Z71 4×4 Duramax After a Year-Long Test

After spending a full year evaluating the 2016 Chevrolet Colorado Z71 4×4 Duramax, the verdict is overwhelmingly positive. This rugged vehicle keeps its title as the Truck of the Year for two consecutive years, 2015 and 2016, underscoring its impressive blend of power and practicality.

Key Insights:

• Capability and Versatility: The truck excels in both capability and versatility, proving to be a reliable companion for various tasks, from off-roading adventures to daily commuting. It’s a vehicle that handles any challenge with ease.
• Cost Considerations: While the diesel version may demand higher operational expenses compared to its gasoline counterpart, the investment is justified by the exceptional performance and robustness it provides.
• Benchmark for Success: With this performance in mind, any future vehicle in its category will have to meet high expectations. The Chevrolet Colorado has set a tough benchmark that rivals will struggle to match.

In conclusion, the Colorado Z71 4×4 Duramax remains an unbeatable choice for those valuing durability and adaptability in a truck.

How does the Chevrolet Colorado compare with other similar vehicles in terms of maintenance and operating costs?

Maintenance and Operating Costs: Chevrolet Colorado vs. Similar Vehicles

When evaluating the Chevrolet Colorado, especially the 2016 Z71 4×4 Duramax, it’s important to consider how it stacks up against other vehicles in its class regarding maintenance and operating costs.

Maintenance Experience

Our experience with the Colorado showed that it had some minor quality concerns that required attention during its time with us. These included:

• Incorrect branding displays upon startup.
• Stripping of rubber seals.
• Issues with toggle switches on the center console.
• A steering column problem that resulted in a clunking noise.

All these concerns were promptly addressed and covered under warranty. Comparatively, while no vehicle is immune to maintenance needs, the issues with the Colorado were relatively minor and typical for a vehicle of its age and class.

Choice Between Diesel and Gas

A standout factor in the discussion of operating costs is the choice between diesel and gasoline engines. The Colorado’s diesel variant does have higher operating costs compared to the gasoline version, primarily due to diesel fuel prices and potentially higher maintenance for diesel engines. However, these costs are often offset by superior fuel efficiency and enhanced towing capacity, providing significant value for those who require the additional power.

Comparison With Peers

In comparison with other midsize trucks, the Colorado delivers strong value, especially when factoring in its capability and versatility. While some vehicles may offer lower maintenance costs, they may lack the Colorado’s blend of features that appeal to those needing a robust and adaptable truck.

Ultimately, for those prioritizing capability and versatility, the Colorado proves to be a competitive choice, even with slightly higher operating costs than some competitors. Balancing these factors will depend on individual needs and the specific demands of the driver.

How does the towing capacity of the Chevrolet Colorado with the Duramax engine compare to the V-6 engine?

When equipped with the Duramax engine, the Chevrolet Colorado’s towing capacity increases by 600 pounds compared to the 3.6-liter V-6 engine, reaching a total capacity of 7,600 pounds. This upgrade offers enhanced towing performance for those needing a bit more power for heavy loads.

How did the removal of the aero-enhancing front air dam affect the fuel efficiency of the Chevrolet Colorado?

When we detached the aero-enhancing front air dam, we wanted to see how it would impact the fuel efficiency of our Chevrolet Colorado. Over a stretch of 8,127 miles without the air dam, the vehicle’s fuel economy was 23.1 miles per gallon. In contrast, with the air dam attached for 20,031 miles, the fuel economy slightly improved to 23.3 miles per gallon. The results suggest that, for diesel versions of this vehicle, removing the air dam has a negligible impact on real-world fuel efficiency.

What were the maintenance and running costs associated with the Chevrolet Colorado Duramax during its long-term test?

Maintenance and Running Costs of the Chevrolet Colorado Duramax

During its long-term evaluation, the Chevrolet Colorado Duramax demonstrated notable improvements in fuel efficiency over its gasoline counterpart. However, the overall running costs proved to be higher.

Service and Maintenance Costs

• Total Service Visits: Four
• Total Service Cost: $728.78
• Each service included essential maintenance tasks such as oil changes and tire rotations.
• The last two visits also required replacements of the cabin air filter, engine air filter, and diesel fuel filter.

For privately owned vehicles, the first two mandatory services are complimentary, but this particular test model didn’t qualify due to its ownership conditions. If privately owned, the expenses for the third and fourth services, conducted around the 30,000-mile mark, would have amounted to $453.40.

Additional Running Costs

• Diesel Exhaust Fluid (DEF): Cost $109.52 for approximately 44 gallons.

Adding these to initial service expenses, the total came to $838.30. This includes $275.38 for the truck’s opening two services.

In summary, while the diesel variant provided better fuel economy, its overall costs in terms of maintenance and required consumables were significantly higher over the test period.

How does the Chevrolet Colorado perform in various driving conditions such as city traffic, highway, and off-road?

The Chevrolet Colorado handles various driving conditions with impressive versatility. On the highway, it provides a serene experience thanks to its quiet cabin and excellent visibility, making long journeys comfortable and enjoyable. The spacious interior ensures that passengers travel in comfort, while the vehicle’s size allows for nimble navigation.

When tackling city streets, the Colorado strikes a perfect balance between spaciousness and maneuverability. It comfortably accommodates four adults yet remains compact enough to slip into tight traffic gaps and handle parallel parking effortlessly. Its size makes it ideal for urban commutes without compromising comfort.

Off the beaten path, the Chevrolet Colorado truly shines. The Z71 model, in particular, excels off-road, skillfully navigating rough terrains and remote locations such as Death Valley National Park. Whether you’re cruising on the highway, weaving through city traffic, or exploring rugged trails, the Colorado delivers a reliable and adaptable performance across all driving conditions.

What reliability issues were encountered with the Chevrolet Colorado during the long-term test?

Reliability Issues with the Chevrolet Colorado During Long-Term Testing

During our extended evaluation, we identified several reliability glitches with the Chevrolet Colorado. While none were major, they did cause occasional inconvenience.

1. Minor Quality Concerns:
   • Startup Misidentification: At delivery, the dashboard display consistently showed an incorrect logo upon startup.
   • Door Seal Wear: As time went on, the rubber seal near the right-rear door began to strip, which could potentially compromise sealing.
2. Service Visits:
   • Faulty Toggle Switches: Upon arrival, the toggle switches in the center control stack were inoperative and required replacement during a dealership visit.
   • Steering Column Issue: Towards the later stages, a part in the steering column started to produce an unsettling clunking noise, necessitating another trip to the dealer.

Fortunately, all these issues were covered under the vehicle’s warranty, ensuring no additional costs were incurred during repairs.

What is the fuel economy of the Chevrolet Colorado with the Duramax engine compared to the V-6 engine?

So what about fuel economy? The EPA hadn’t released official numbers when we went to press (when they’re published, you’ll find them at FuelEconomy.gov) but the folks at GM alluded to a 30 MPG highway figure, 3-5 MPG better than gas-powered Colorados and 1 MPG higher than the Ram 1500 EcoDiesel.

Real-World Observations and Comparisons

Tooling through the hills near Santa Barbara, California, we saw around 24 MPG when running light; for comparison, the official EPA combined figures are 22 MPG for the gas four-cylinder Colorado and 21 MPG for the V6 (1 MPG lower with four-wheel-drive).

Our real-world testing aligns with a significant difference in fuel economy between the diesel and gas models. According to long-term data, a Chevrolet Colorado equipped with the Duramax diesel engine averaged 23.2 MPG over 12 months and 28,158 miles. This marks a noteworthy 19% improvement over the 19.5 MPG achieved by a similarly equipped V-6 Colorado over 13 months and 31,069 miles.

Towing Capacity and Efficiency

While towing, we only saw around 15 MPG, but we blame that on the terrain: Aside from one short highway sprint, we were towing on slow, curvy roads at low speeds that denied the transmission access to the higher gears. However, it’s worth noting that the Duramax engine not only enhances fuel economy but also boosts towing capacity by 600 pounds compared to the 3.6-liter V-6, making it a versatile choice for those who prioritize both efficiency and power.

This enhanced performance and capability might just sway buyers who need a truck that balances everyday efficiency with the ability to handle heavier loads when necessary.

What are the fuel economy improvements in percentage terms?

The Duramax engine provides a 19 percent improvement in fuel economy over the V-6 engine based on long-term average usage data.

What is the improvement in towing capacity with the Duramax engine compared to the V-6?

The Duramax engine increases the towing capacity of the Chevrolet Colorado by 600 pounds over the V-6 engine, enhancing its towing capability significantly.

How does the fuel economy of the Duramax engine compare to the V-6 engine in real-world usage?

In real-world conditions, the Duramax engine averaged 23.2 mpg over a 12-month period, while the V-6 engine averaged 19.5 mpg over a slightly longer timeframe, demonstrating a notable improvement.

What are the official EPA-rated fuel economy figures for the Duramax engine?

The Duramax engine in the Chevrolet Colorado achieves an EPA-rated fuel economy of 20 mpg in the city, 28 mpg on the highway, and 23 mpg combined for four-wheel-drive models.

What are the key features of the 2016 Chevrolet Colorado Z71 4×4 Duramax?

HOW YOU CAN GET IT—AND WHAT IT WILL COST

GM will offer the diesel in LT and Z71 trims with a crew cab and choice of short or long box (128.3″ or 140.5″ wheelbase) and two- or four-wheel-drive. The engine comes exclusively with GM’s Hydra-Matic 6L50 six-speed automatic transmission and a 3.42:1 rear-axle ratio. The trans has been modified with a device GM calls the Centrifugal Pendulum Vibration Absorber (CPVA), which is integrated into the torque converter and reduces torsional vibration.

Chevy says the price jump for the Duramax diesel will be $3,730 over the gas V6—and don’t forget that the six costs $950 to $1,235 more than the base four-cylinder, depending on trim level. That means the diesel-powered Colorado will start around $33,500 including destination charge, with long-bed Z71 4x4s running closer to $36k—plus options, of course.

A VERSATILE PERFORMER

The 2016 Chevrolet Colorado Z71 4×4 Duramax is renowned for its versatility, making it a perfect choice whether you’re running local errands or embarking on a rugged off-road adventure. Think of it as a rolling Swiss army knife—equipped to handle anything from hauling building supplies to enjoying a scenic road trip.

In urban settings, its size strikes a balance between being large enough to comfortably carry four adults and small enough to navigate tight traffic or fit into snug parking spaces. On highways, it boasts a quiet, comfortable cabin with excellent visibility, ensuring a pleasant journey even on long drives.

ENGINEERING EXCELLENCE

Under the hood, the Duramax 2.8-liter turbodiesel I-4 engine stands out, delivering 181 hp and an impressive 369 lb-ft of torque. This powertrain ensures that the Colorado moves with authority, never leaving you wanting more power. The six-speed automatic transmission, while sometimes deliberate in its downshifting, complements the engine’s performance by efficiently channeling its power.

TOWING AND EFFICIENCY

For those who require towing capabilities, the Duramax’s $3,905 premium over the 3.6-liter V-6 significantly boosts the Colorado’s towing capacity to 7,600 pounds. Additionally, it enhances fuel economy to an EPA-rated 20/28/23 mpg for four-wheel-drive models, offering a compelling package for both everyday use and demanding tasks.

A BRIGHT FUTURE

Having driven the new diesel-powered Colorado, we’re excited about its prospects. We like that Chevrolet has outfitted this as a proper towing rig, with a hitch, wiring, and (especially) an exhaust brake. The Colorado has the hardware to tackle smaller jobs with the same skill as the Silverado HD tackles the big ones.