2016 Colorado/Canyon diesel news release.

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Here's the lowdown on the new Chevy Colorado mid-size pickup with the 2.8L Duramax diesel:

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DETROIT – The fastest-selling truck in the market now offers an available turbo-diesel engine. The 2016 Chevrolet Colorado Duramax diesel takes midsize truck capability and efficiency to unprecedented levels.

With 369 lb-ft of torque (500 Nm) generated by its all-new 2.8L Duramax turbo-diesel, the Colorado’s maximum trailering capacity rises to 7,700 pounds (3,492 kg) on 2WD models, with estimated fuel economy projected to top the already segment-leading efficiency of the gas models.

It is also the cleanest diesel truck engine ever produced by General Motors.

“Simply put, there’s no other midsize truck that can do what Colorado can with its all-new Duramax diesel,” said Sandor Piszar, director of Chevrolet Truck Marketing. “Along with greater capability and efficiency, it expands the Colorado lineup to give customers more choices and the capability of exploring more possibilities on and off the road.”

The new Colorado diesel goes on sales this fall, offered in LT and Z71 Crew Cab models, with 2WD or 4WD. It is priced $3,730 more than a comparably equipped 3.6L V-6 model.

Features included with or exclusive to Colorado diesel models:
Smart diesel exhaust brake system that enhances vehicle control and reduces brake wear on steep grades
Standard Hydra-Matic 6L50 six-speed automatic transmission matched with a Centrifugal Pendulum Vibration Absorber (CPVA) in the torque converter, which reduces powertrain noise and vibration
The Z82 trailering package is standard and includes a hitch receiver and seven-pin connector
An all-new integrated trailer brake controller is standard and exclusive on diesel models
The G80 automatic locking rear differential is standard
A 3.42 rear axle ratio is standard
A new, electronically controlled two-speed transfer case is included on 4WD models
Maximum trailering rating of 7,700 pounds (3,492 kg) for 2WD models and 7,600 pounds (3,447 kg) for 4WD
GVWRs of 6,000 pounds (2,721 kg) for 2WD and 6,200 pounds (2,812 kg) for 4WD.

“A diesel engine was part of the Colorado’s portfolio plan from the very beginning, meaning the chassis, suspension and other elements of its architecture were engineered to support its capability,” said Scott Yackley, assistant chief engineer. “That means there are no compromises with the Colorado diesel. It offers exceptional capability delivered with a confident feeling of control.”

Colorado’s award-winning combination of refinement, maneuverability and connectivity complements the diesel’s capability, with segment-exclusive features such as Chevy MyLink with phone integration technology – and compatibility with Apple CarPlay – OnStar 4G LTE with Wi-Fi hotspot, Lane Departure Warning and Forward Collision Alert.

Colorado’s innovative solutions for hauling and accessing cargo include a standard CornerStep rear bumper, EZ Lift-and-Lower tailgate (standard on Z71 and available on LT), two-tier loading in the cargo bed, 13 standard moveable tie-down locations throughout the bed, an available, factory-installed spray-in bed liner and a line of available GearOn accessories.

Inside the new 2.8L Duramax turbo-diesel
Colorado’s new 2.8L Duramax turbo-diesel is part of GM’s global family of turbo-diesel four-cylinder engines designed to deliver value, capability and efficiency. It features a variable-geometry turbocharger for optimal power and efficiency across the rpm band and a balance shaft for greater smoothness.

Power is SAE-certified at 181 horsepower (135 kW) at 3,400 rpm and 369 lb-ft of torque (500 Nm) at 2,000 rpm. A broad torque band makes it very powerful at low rpm, while the turbocharged performance provides a confident feeling of immediate and smooth horsepower on demand.

“It is a no-compromise turbocharged engine that is also really fun to drive, with excellent responsiveness,” said Yackley. “It was also designed specifically for trucks and has undergone many of the same validation tests as the 6.6L Duramax, contributing to legendary Duramax durability and reliability.”

Additional engine features:
Iron cylinder block and aluminum DOHC cylinder head
Forged steel crankshaft and connecting rods
Oiling circuit that includes a dedicated feed for the turbocharger to provide increased pressure at the turbo and faster oil delivery
Piston-cooling oil jets
16.5:1 compression ratio
Common rail direct injection fuel system
Ceramic glow plugs for shorter heat-up times and higher glow temperatures
Balance shaft that contributes to smoothness and drives the oil pump
Laminated steel oil pan with upper aluminum section that contributes to engine rigidity and quietness
B20 bio-diesel capability.

The Duramax 2.8L is the cleanest diesel truck engine ever produced by General Motors, and meets some of the toughest U.S. emissions standards, thanks in part to a cooled exhaust gas recirculation (EGR) system.

The cooled EGR contributes to lower emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates, improving emissions performance by reducing the formation of NOx.

Controlling noise and vibration with the CPVA
To control vibration and noise inside Colorado, engineers integrated a device called the Centrifugal Pendulum Vibration Absorber (CPVA) in the torque converter used with the standard Hydra-Matic 6L50 six-speed automatic transmission. It marks the first application of a CPVA in a GM vehicle and the first time it has been used in the midsize truck segment.

The CPVA is an absorbing damper with a set of secondary spring masses, that — when energized — cancels out the engine’s torsional vibrations so the driver and passengers can’t feel them. In its unique design, the spring masses vibrate in the opposite direction of the torsional vibrations of the engine, balancing out undesirable torsional vibrations.

Smart exhaust brake details
The Colorado’s integrated, driver-selectable exhaust brake system is based on the system introduced on the 2015 Silverado HD models and uses the compression power of the 2.8L Duramax engine to improve vehicle control and reduce brake pad wear.

When the exhaust brake is engaged in cruise mode, exhaust cruise grade braking will help the cruise control system maintain the desired vehicle speed when travelling downhill, keeping the driver from having to apply the brakes and exit cruise control to maintain speed.

When the exhaust brake is engaged in non-cruise mode, the transmission and the exhaust brake deliver the correct amount of braking to assist in vehicle control, regardless of vehicle load. It is a smart system that varies the amount of brakes needed for the vehicle, load and grade. The engagement of the system is smooth and quiet, while its performance enhances the driver’s feeling of control.

Colorado at a glance
Colorado, the 2015 Motor Trend Truck of the Year and Cars.com’s Best Pickup Truck of 2015, offers the most horsepower and best highway efficiency in the segment (27 mpg with 2.5L engine and automatic transmission), as well as the highest available trailering rating, for gas-powered models – 7,000 pounds (V-6 models when properly equipped) – and higher payload rating – 1,590 pounds (V-6 models when properly equipped).

Chevrolet sold 41,575 Colorado trucks in the first six months of 2015, expanding the midsize truck market and driving new truck customers to Chevrolet – particularly in areas such as California and Texas, which have traditionally been hotspots for import brands.
 
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Its that Centrifugal Pendulum Vibration Absorber that seals the deal for me
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Agreed on complexity. Factor in diesel fuel price volatility ( it's more than gas, it's less than gas etc.) and the extra maintenance costs and one would have to consider the Colorado diesel purchase carefully. I'd also be looking at the timing set: chain or belt - the Cruze diesel has a belt. For me, that's a no - no.
 
bravo on the exhaust brake. too bad it will languish on the lots for any number of predicable reasons.
 
Originally Posted By: double vanos
I'd also be looking at the timing set: chain or belt - the Cruze diesel has a belt. For me, that's a no - no.


Belt-driven cam on the 2.8 Dmax.
 
Originally Posted By: mrsilv04
I am assuming that this is an Isuzu diesel, and not a "GM diesel" as someone else mentioned.


That's my guess too. I like the Colorado as a truck but I am not sure what this is going to look like. I'm good.
 
There have been countless posts of people asking for a small/mid pickup with a diesel, and here it is.

I am sure it will be solid, but I can't figure out the purpose. Personally if I am towing, I am buying a fullsize truck.
 
Other than the efficiency of the diesel, it only gains 700Lbs of towing capacity over the 3.6 gas version. I doubt anybody is going to tow that heavy in a truck like this anyway and if you have something that big to tow, buy a full size.
 
Experience tells me that it's not worth it unless you're doing 40-50K per year with consistent highway miles. Even in a medium-duty application, I would prefer a gasoline engine for low mile stop-and-go operations. Modern diesel emissions technology is just too expensive and operation-cycle sensitive to make it worth dealing with unless it's absolutely necessary.
 
I hope that the early adopters hook up with a good dealer that supplies good loaners. These early adopters will be very busy as will the dealers service departments.

Once everything is sorted out this will be one amazing package.
 
Originally Posted By: AZjeff
Looking at the signature vehicles for most of you guys you're not going to buy one no matter what it has or does....but it's still fun to smack it down.


Yep! I see the flash mob came out to smack it down.
 
A guy at work just paid almost 40gs for a mid level quad cab Colorado V6.

Way too much money guys, ANYWAY you split it.

I liked paying under ~12Gs for a FACTORY ORDERED CHEVY S10 V6 Rochester VARAJET Carb'd 4 speed MT, HD trailering suspension, SD cab. One of the three best cars ive owned out of 70 cars over 43 years (I was in auto repair for a while in the late 70s thru early 8Os and flipped a few or ten cars in a year .
 
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Originally Posted By: millerbl00
Sounds like a whole lot that can go wrong....


Why?
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Here in EU we have 2.2...2.8...3.0 JTDm diesels for vans (usa version of SUV) for ages...

google Fiat Ducato ....2.8 and 3.0 turbodiesels with 4cyl. inline and 400Nm of torq are almost unbreakable...

And that with aluminium block
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Originally Posted By: AZjeff
Looking at the signature vehicles for most of you guys you're not going to buy one no matter what it has or does....but it's still fun to smack it down.



A false assumption.

I had a 2002 ranger 4x4 4.0
of course it cost $21000 or so.

I'd pay... $25000-28000 for one of these no reason it should be in the mid 30000$'s

That's into decent full size pricing.
 
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