With the brand-new sales force of the rewritten Toyota Tacoma and the brand-new Chevy Colorado or GMC Canyon twins, GM’s debut of diesel energy to the mid-magnitude pickup part seems like a smart compete. But in a marketplace made around opened full-magnitude trucks, the merits of that collection are less than clear. Made in Thailand and accessible on 2016 Chevrolet and GMC models, GM’s brand-new turbocharged 2.8-liter Duramax four-cylinder is a hard-hitting but leisurely machine. Although its 181 horsepower is less than the 200 from the regular 2.5-liter substance four, its warm 369 pound-feet of torque surpasses the elective 3.6-liter V-6’s by a full 100. It might not be fast or peaceful, but the diesel Colorado delivers good fuel economy and large towing ability than the gas models.
This long-stroke Duramax revs to only about 3000 rpm in orderly use, dispatching force in fast, punchy flows. The six-speed automatic, the only transmission supplied with the diesel, is creaseless and translations quickly to increase the motor’s constricting powerband, despite being down a pair of ratios from what you get in most of GM’s large light-duty trucks. Compression-ignition motors are made stoutly, and our Colorado crew-cab experiment truck measured nearly 300 pounds more than a comparable V-6 model. Most of that achieve comes from the Duramax’s dense cast-iron block, as well as an urea-injection system that treats the gas exhaust to transport the diesel into U.S. restrictive cooperation.
Our truck needed 9.2 seconds to come 60 mph, or about the same as a standard four-cylinder model. On the road, however, the diesel noises along with less deformation than either gasoline engine and lends as much as an extra 700 pounds of towing ability for a skirtuncommunicative of 7700. The Duramax also adds a standard idler-restraint controller and gas exhaust restraint, the latter using back pressure in the gas exhaust to support sedate the truck when pulling dense loads. Fuel system advantages as well, our 19-mpg normal over 1272 miles included nearly 300 miles of towing a 3400-pound covered idler. The truck’s prudence rose to 22 mpg, good than the gas-energy deviations we’ve experimented , yet about the same as a large Ram 1500 4x4 EcoDiesel’s.
The Duramax’s important symbols include person emblems on the Colorado’s barriers and a bazooka-like pipe. The diesel's sound is more similar to a skirt Peterbilt than a Mercedes-Benz BlueTec, but extra sound isolation prevents most of the sound from perceptive the compartment. Despite an immobile front mixture, the ride standard remains decent and the driving consequences are worthy. This diesel’s concepts don’t come bargain-priced, though, with the Duramax increasing $3905 to our experiment vehicle.
It’s only accessible on crew-cab trucks met with the mid-grade LT cut stage or high. With a few additionals, our $42,105 as-experimented value was about the same as that of a base V-8–energy Silverado 1500 crew-cab 4x4, which is fast, more able, and good to ride. What’s more, the black cloud that Volkswagen expectorated over diesel’s picture in the U.S. will surely follow any brand-new oil-burning powerplant for a while. Given how close these mid-magnitude diesel gears are to large trucks in value and real-world magnitude, most customers wanting increased ability are good off just purchasing more truck.