The Chevrolet Colorado replaced the automaker’s long-running, 1980s-era S-10 pickup in 2003, enlarging the old truck’s format to be closer to midsize than compact. Designed in concert with GM’s Brazilian arm and partner Isuzu, the Colorado was meant to be versatile, as the same platform was sold in many places as a Chevy (Southeast Asia), Holden (Australia and New Zealand), or Isuzu (Europe, Japan), and it even had some badge siblings at home. The GMC Canyon is essentially the same truck in a different set of clothes, and Isuzu also briefly sold a version here as the i-Series.
Bigger and more stylish than a Toyota Tacoma, the first-generation Colorado was a little basic inside and its base engine wasn’t the strongest, but it looked fantastic and offered lots of utility. There were lowered sport truck versions and an off-road Z71 model from the start, and the first Colorado could carry up to 786 kilograms (1,733 pounds) and tow a 1,815-kilogram (4,000-pound) trailer. That latter stat isn’t so impressive today, but the Colorado would grow in size and brawn over time.
Chevrolet refreshed the first generation Colorado in 2008 and it lasted until 2012, though sales had slowed by then. Chevrolet belatedly decided to try again and launched a completely redesigned model for 2015. This version had also been designed internationally and had debuted in Thailand in 2011, but GM extensively modified it for North American tastes. Like the first-gen model, it was built in America. For the second Colorado, Chevrolet greatly improved the engine offerings, adding a powerful V6 and a frugal, torquey turbodiesel with up to 3,500 kilograms (7,700 pounds) of towing capacity—more than some full-size trucks in 2014.
Chevrolet redesigned the Colorado into its third generation in 2023, dropping the diesel and V6 for sophisticated turbocharged four-cylinder gas engines. The truck also got many more active safety features and a much-improved interior, two areas where the second-generation model had come in for criticism. The current Colorado is near the top of its class, which includes recently redesigned entries like the Toyota Tacoma, Nissan Frontier, and Ford Ranger. It also competes, less directly, with other midsize trucks like the Honda Ridgeline and Jeep Gladiator. Off road, the Colorado ZR2 Bison can more than hold its own with the latter.
The Colorado has grown considerably over the years, but it’s still more manageably sized than Chevy’s full-size Silverado, and it’ll fit in a smaller garage. Here, we’ve outlined each generation of Colorado to help guide you in your search for the right truck. We’ve broken down the basics of each model and included some advice about what to watch out for, what to avoid, and what to pay.
Chevrolet Colorado Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Chevrolet Colorado Pros and Cons
- Chevrolet Colorado Generations
- Third Generation, 2023 to present
- Second Generation, 2014 to 2022
- First Generation, 2004 to 2012
Frequently Asked Questions
Which Chevrolet Colorado years are the best?
The Colorado’s first two generations both had trouble in their early years, but once the issues were sorted out, they became much more trustworthy partners. The 2007 to 2012 models are generally robust workhorses and the best of the first-gen years. The 2017 to 2022 second-generation models are much more reliable and affordable than the earlier ones. The jury’s still out on the third-gen models, but they seem generally reliable, and they offer a lot more features than the earlier versions, as well as a more upscale interior experience.
What are the worst Chevrolet Colorado years?
The early years in each of the first and second generation Colorados are problematic. That encompasses trucks built from 2002 to 2006, and ones from 2014 to 2019. In the earlier years, the problems are less pronounced and likely to have been solved by now, but there were problems with valve seals and cylinder heads, particularly on the first-generation model’s inline five-cylinder engine. In the second generation, the transmission causes the most headaches, but these trucks can also have engine and HVAC issues.
Is a used Chevrolet Colorado a good deal?
Yes, but how good of a deal depends on which Colorado you buy. The Chevy provides more towing and payload capacity than the popular Toyota Tacoma for less cost, and it’s larger and more spacious than most years of the Nissan Frontier. However, some of its reliability issues are concerning, and in the second generation (which is the most popular used version), the base engine and work truck variants just aren’t as good as the rival Ford Ranger. V6s, five-cylinder models, Z71s, and diesels are the best of the lot, and the best values.
Chevrolet Colorado Pros and Cons
Pros:
- A good blend of comfort and utility
- A selection of capable powertrains
- Up to 3,500 kilograms (7,700 pounds) of towing capacity
Cons:
- Transmission issues on the second generation models
- Weak base engines
- Cheap-feeling interiors until recent years
Chevrolet Colorado Generations
Third Generation, 2023 to present
Chevrolet completely redesigned the Colorado for 2023, making major changes to the lineup in the process. An entirely new (and larger) body rides atop a new frame, and there are new engines, a handsome and tech-forward interior, and some desirable new configurations. On the other hand, while Chevrolet giveth more tech and features, it’s also taken away a few things.
This Colorado comes only as a crew cab with a short five-foot (155-centimetre or 61.2-inch) bed. The old extended cab model is gone, just like the regular cab was eliminated after 2012, but that also means there’s no longer bed option. The old V6 and frugal turbodiesel are also gone, and while the diesel was a pretty slow seller, it did offer class-leading towing capacity and very friendly fuel economy.
In place of the old engines are turbocharged 2.7-litre “L3B” four-cylinder motors in two states of tune. This engine is shared with the full-size Silverado, so it’s more than capable in the midsize Colorado, though this “midsize” truck now verges on full-size dimensions. Rather than fit two different engines, the L3B offers two stages of tune. The base-grade models get 237 horsepower and 259 pound-feet of torque, while the high-output L3B in the higher trims makes 310 horsepower and 430 pound-feet. Both use a responsive and reliable eight-speed automatic transmission. In Canada, rear-wheel drive is standard on the Work Truck (WT) trim only, and four-wheel drive is optional on WT and standard on all other models.
Chevrolet completely redesigned the cabin, though sadly, the change did not yield much more room in the back seat. The good news is that it looks and feels nicer despite continuing to use some cheaper plastics. A big 11.3-inch touchscreen is standard, as is an 11.3-inch digital gauge cluster. (Some U.S. trucks come with a smaller 8-inch digital instrument display.) Their graphics look great, and Chevrolet’s infotainment system is intuitive and easy, and features Google built-in. Off-road models also have special displays that are actually useful, not just decorative. Many more active safety features are now standard or optional, including adaptive cruise control.
The new Colorado is offered in five trims and one very special option package. The WT and LT grades are much the same as they were in previous models, a work-truck and an entry-level consumer truck. Above that is the new Trail Boss, a budget off-roader that’s lots of fun at a discount price, and a good rival to the Tacoma TRD Off-Road or Frontier Pro-4X. The Z71 comes well equipped with a modest eye towards off-road use.
The ZR2 and ZR2 Bison cap the line. Both are serious off-road runners that can match or best the new Ford Ranger Raptor and Tacoma TRD Pro. The ZR2 Bison, in the previous generation, adds lots of specialized hardware and looks great, but the ZR2 itself is a better value owing to the big cost of the Bison package.
These trucks are still brand new and used or demo units are only just starting to hit dealerships, and they start at a minimum of about $45,000 Canadian.
Second Generation, 2014 to 2022
Chevrolet had mixed feelings on replacing the original first-generation Colorado, so when the second-generation model was introduced overseas in 2011, it hesitated to create a new North American version. In 2013, it changed its mind and the 2015 model year Colorado appeared in very early 2014. There are no model year 2013 or 2014 Colorados, but many trucks were actually built in calendar year 2014. The market for midsize trucks was wide open when the all-new Colorado arrived. The Toyota Tacoma was ancient at the time, and so was the Nissan Frontier. Both had owned the midsize space after the Ford Ranger was canceled in 2011. (It would be revived in 2019.)
In the rest of the world, the second-generation Colorado was available in a regular cab, but from its introduction until the present, it has hit the North American market in just two cab configurations: the extended cab with reverse-opening rear doors and the crew cab with full doors and more legroom in the rear.
In-cabin tech was fairly limited. At first, this Colorado offered a 4.2-inch rudimentary screen on base models, and an 8-inch one with Chevy’s standard infotainment system on higher trims. It was easy to use, but basic. Apple CarPlay and Android Auto connectivity were standard on the larger screen from the start, and later low-trim Colorados got a 7-inch screen and a built-in Wi-Fi hotspot (though a data plan was required).
There were two cargo box offerings. If you purchase the extended cab model, your only choice is a long box with a 6-foot-2-inch (roughly 188-centimetre) cargo bed. The crew cab offers both that longer bed and a short box option with a 5-foot-2-inch (156-centimetre) bed. The distance between the wheel wells is about 111 centimetres, so the standard 4x8 sheet of plywood won’t sit flat on the floor. However, Chevrolet designed pockets in the inner bed sides to accommodate a pair of 2x6s that allow a 4x8 sheet to sit over the wheel wells, further supported by the two-level tailgate.
As before, the Colorado was rear-wheel drive by default, with four-wheel drive optional. Rear-drive trucks came with either a 2.5-litre four-cylinder gas engine (205 horsepower, 195 pound-feet of torque) or a 3.6-litre V6 (305 horsepower, 269 pound-feet) in the WT and L.T. trim levels. The Z71 and ZR2 models were both four-wheel-drive only. In those higher trims, the base engine was the 3.6-litre V6.
In 2016, Chevrolet added a new optional powerplant to the higher trims, a 2.8-litre Duramax Diesel engine with 181 horsepower and 369 lb-ft of torque. This engine’s big torque delivered a class-leading 3,500 kilograms (7,700 pounds) of towing capacity (the V6 could do 3,175 kilograms or 7,000 pounds) and as low as 9.4 litres per 100 kilometres on the highway, outstanding for a midsize pickup and far more frugal than the other engines. All Colorado pickups feature an automatic transmission, which varies by powertrain: either a six-speed with the four-cylinder, an eight-speed with the six-cylinder, or a unique six-speed with the diesel.
Prior to 2020 there was a “base” trim level, but that year the WT (or “Work Truck”) trim became the entry-level offering, equipped with a four-way power-adjustable driver seat, a 7-inch colour touchscreen, front, side, and side curtain airbags, electronic stability control and traction control, manual folding mirrors, a locking tailgate, the corner-step rear bumper, and black moldings. The LT added chrome exterior trim, 17-inch alloy wheels, an 8-inch touchscreen, and remote keyless entry.
The sport-oriented Chevrolet Colorado Z71 added an off-road suspension package, automatic locking rear differential, skid plates, unique wheels with all-terrain tires, automatic climate control, driver power lumbar control, and wireless charging.
At the top of the line, the Chevrolet Colorado ZR2 brought a butch Off-Road Appearance Package, off-road suspension, Multimatic DSSV Damping System, increased ground clearance and track width, a spray-on bedliner, unique front styling, a black rear bumper, wheel flares, larger 265/65R17 all-terrain tires, leather front seats, and a four-way power passenger seat. In 2019, Chevrolet added the ZR2 Bison package, which added even more hard-core off-road gear from aftermarket builder American Expedition Vehicles. The package has since returned on the third-generation Colorado.
Getting most advanced safety features required stepping up from the base trim level to higher trims, but even with all the options selected, this Colorado just doesn’t offer the breadth and quality of active safety systems that Toyota offered standard in this era.
Part of the promise of a smaller truck is better fuel economy, and the numbers are certainly better than those offered by the Silverado 1500 in most cases. In ZR2 trim with four-wheel drive, the crew cab configuration, and the V6, the Colorado offers a grim 12.1 L/100 km combined according to the Natural Resources Canada estimate. That number improves to as little as 9.4 L/100 km with the 2.8-litre diesel.
This Colorado doesn’t have the best reliability record, and the reason for that is its early transmission woes. Models built from 2014 to 2019, and even a few later ones, have recurring issues with their eight-speed automatic transmissions, including shakes, jerks, clunks, failure to engage at all, and complete failure. There was even a class action lawsuit about it. Early models also have trouble with their HVAC systems, and some owners report problems with the V6 engine. Later models are largely free of these issues, but owners still complain about rough shifting.
Generally speaking, the Colorado is a solid companion and it offers good value for the money, but we’d pass on the base four-cylinder models and WT trims. If you’re looking for a Work Truck, the 2019 and newer Ford Ranger base models do that better. Colorado’s strength is in the mid-range and high trims, which offer a good balance of performance and brawn. Earlier models can be had for roughly $15,000 to $20,000 in good shape, though top ZR2 models will cost up to twice as much. Later post-2018 trucks generally start around $20,000, and the ZR2 and ZR2 bison can reach into the low $40,000 range for 2022 models.
First Generation, 2004 to 2012
The first-generation Chevy Colorado replaced the Chevrolet S10, which originally debuted in 1982. Chevrolet jointly designed the truck with GM do Brazil and Isuzu, and it sold worldwide under various GM labels, including Holden in Australia and New Zealand. In the U.S., it was also available as the GMC Canyon and Isuzu i-Series.
The original Colorado was available in three cab configurations: regular, extended, and crew. The regular and extended cab trucks had a six-foot cargo bed, and the bed in the crew cab model was shorter by a foot. Some beds also featured a rarely ordered but useful side door, something not seen on a GM pickup since the 1960s. All of the trucks were available in either rear-wheel drive or four-wheel drive.
There were three different suspensions: a low-slung ZQ8 street-truck version (only available on rear-drive models), the standard Z85 suspension, and the lifted Z71 off-road suspension. The trucks had different looks, too. Opting for the ZQ8 got you performance truck visuals, including colour-coded bumpers and cool wheels, while Z71s got fender flares and big tires reflective of their off-road intent.
Early Colorado pickups were either available with a 2.8-litre inline four-cylinder or a 3.5-litre inline five-cylinder, making the Chevy Colorado and its GMC and Isuzu cousins the only pickups in North America to be available with a five-cylinder engine before or since. In 2007, along with a facelift, the Colorado got two new engine options to replace the 3.5-litre: a 2.9-litre inline five-cylinder and a 3.7-litre inline five-cylinder. Chevrolet created these new engines in response to consumer criticism over troubles with the earlier powertrains, including problems with valve seals, cylinder heads, and overheating.
Early Colorado pickups were available in two trim levels: Base and LS. Base trucks were pretty stripped, with an AM/FM two-speaker stereo, manual locks, and a fixed steering column, though air conditioning and power steering were standard. LS provided a better audio system, power windows and locks, a tilt wheel, and a host of interior comfort and convenience items. Later Colorado models added an LT trim level that split the difference between the base pickup and the full-blown LS, along with a fourth LTZ trim.
2009 added Bluetooth hands-free phone pairing, and the single-disc CD player gave way to a six-disc changer for most trucks north of the Base trim level. Various sizes of aluminum wheels became standard on everything but the steel-wheel-equipped Base. Most trim levels also began offering SiriusXM satellite radio and OnStar, both with subscriptions.
Pre-2007 Colorados have a variety of common and annoying problems. Their valve seats aren’t hard enough and can cause a poor seal when the valves are closed, leading to a constantly-on check engine light and misfires. The only cure is to rebuild the cylinder head at a considerable cost. On the five-cylinder models, the head can also warp or crack, or be damaged by overheating. The HVAC blower is also a common point of failure, and there are consistent issues with the emissions system and wiper motors. Aside from the cylinder heads, most of these things are easy to remedy, and later trucks don’t have the head issue. All of these early Colorados, however, are vulnerable to rust.
Thanks to that last point, first-generation Colorados aren’t especially common in Canada anymore. But if you do find them, they’re not too expensive. You can find them in good condition with under 200,000 kilometres for roughly $10,000 to $15,000. That’s a lot for an aging truck, but less than you might pay for a similar Tacoma. This Colorado is also physically smaller than the later ones and offers the broadest range of cab configurations, so if you want a genuinely compact truck, it’s the pick of the litter.
