Next-Gen 2023 Chevy Colorado, GMC Canyon Test Convoy Spied: Video
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Starting as far back as May 2021, GM Authority has brought you spy shots galore of the next-generation 2023 Chevy Colorado and 2023 GMC Canyon, both of which have been captured in prototype form while testing. Now, we’re back, this time with a video that shows both next-gen pickups rolling in a convoy around metro Detroit.
The convoy includes seven different prototypes of the 2023 GM midsize pickup trucks, all draped in heavy camouflage. A range of trim levels can be seen, and one of the prototypes is towing a trailer.
We’ve already reported that the 2023 Chevy Colorado and 2023 GMC Canyon will be powered exclusively by the turbocharged 2.7L L3B gasoline engine, and the intake spool of the engine is clearly audible in this video.
In fact, the sound produced by these pickups is very similar to the sound made by full-size Chevy Silverado 1500 and GMC Sierra 1500 full-size pickups equipped with the same engine, where it is rated at 310 horsepower and 348 pound-feet of torque. However, the 2022 model year refresh of both full-size trucks will see that torque figure jump 20 percent to 420 pound-feet thanks to a few key upgrades. The power output will stay the same at 310 horses. In fact, that torque rating could even reach 430 pound-feet, although this has yet to be confirmed officially.
Additionally, the sound made by these prototype 2023 Chevy Colorado and 2023 GMC Canyon trucks is also similar to the sound of the L3B in the Cadillac CT4-V, where it makes 325 horses and 380 pound-feet of torque. Our video above shows a very similar intake / turbo spool sound.
2023 Chevy Colorado ZR2 prototype undergoing testing in November 2021
It’s currently unclear what the exact output of the L3B will be in the 2023 Chevy Colorado and 2023 GMC Canyon, but we do know that the L3B will mate to GM’s 10-speed automatic transmission in the new trucks.
Meanwhile, the atmospheric 2.5L I4 LCV gasoline engine, the atmospheric 3.6L V6 LGZ gasoline engine, and the 2.8L I4 LWN turbodiesel Duramax will not return for the 2023 model year.
2023 Chevy Colorado ZR2 prototype
The next-gen Colorado and Canyon will continue riding on the same GMT 31XX platform used by the current models, while introducing an all-new exterior design, an all-new interior, and an all-new powertrain – as we mentioned earlier.
The new trucks will also adopt GM’s Global B electrical vehicle architecture. Also known as Vehicle Intelligence Platform (VIP), the architecture will enable over-the-air software updates, the integration of various active safety features, and various other future-facing connectivity functions.
2023 Chevy Colorado ZR2 prototype
As GM Authority covered previously, both model lines will offer a broad range of trim levels, from work truck to off-road variants in the form of the Colorado ZR2 and the first-ever Canyon AT4X.
2023 GMC Canyon AT4X prototype testing in November 2021
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I’m hoping with the drop of the diesel, the L3B will be the HO motor. Power numbers are great but for daily driving, MPG is one of the most important things, it’s really hard to beat the MPG of a diesel. The silverado won’t fit in my garage so the smaller length trucks are in my future
I’m with you. My ZR2 with the cruise set at the posted speed limit averages me 16.9 mpg on my 45 mile daily round trip. While it would be great to have the extra power the most important thing for me on this next truck is how much it will reduce my gas bill and will it still tow my boat with no issues.
My only reservation is the HO 2.7 has so much torque that with the 10 speed, the little thing won’t be able to keep its tires on the ground. That might give them a reason to stick with the standard 2.7. I hope I’m wrong. Being on the highway in 8th gear, and using the torque curve to pass a slow car without dropping a gear is one of the most satisfying feelings there is.
MPG should increase 10-15% over the 2.5 gas, so 27-29mpg highway? The 2.7 runs a low load atkianson cycle with its VVL tech. When it was introduced in the malibu 2.5L I4, it increased efficiency by 15%. In the Silverado, the big brodozer facia meant the VVL only engaged at idle and under 50 mph. (2.7l is already what the 5.3 on 4 cylinders deactivated) there’s little the 2.7 can do to increase the economy of the half tons. I love to see what it will do here
The long pedal on the floor regulates the HP.
Better to have HP and Torque than not have it. Just use it wisely.
Ditto. I’m just scared they’ll use the regular one and use the smaller vehicle as justification
Sorry, this looks like a Jr Jan 6 anniversary convention….
You would know since you were there.
Of course, somebody got to stop the rebels…..
You mean the police? Yea they did. You were the guy in the raccoon hat howling like a dog.
You were next to me with the Rebel flag…..
No I was watching you on tv make a fool of yourself.
My boy forgot to change his name back to Ha-Ha
Got me….
It looks like a bunch of cheap overpriced plastic to me.
To be honest one engine is good the other is better. Either one will be fine.
I don’t think the Colorado will have trouble with power management. It’s produced by the same company that has an amazing performance traction control system, so I see no reason why the colorado wouldn’t benefit from that expertise
No diesel? Bummer.
Long live DIESEL!
Totally agree, Vin. With the baby Duramax gone, it just becomes another version of the Ranger. For those of us who tow in mountainous terrain and need top fuel economy on the Interstate system, the gas engine is just not going to be enough. Not everyone wants to be stuck with only one choice.
I believe the 2.7 will be better than you think. The mpg is a little lame in the Silverado but I think it will do much better here. If it gets the Silverado tune with 420 or 430tq, it will have all the high elevation torque you need too.
I would be shocked if there wasn’t a hybrid or full EV in the works too.
So sad to hear that about that amazing Diesel. I am hoping that one reconsidered as in the 1/2 tons the LM2 Duramax really gaining in popularity. Maybe that will spill over into the Canyon/Colorado as well.
Said it before and I’ll say it again…not everybody needs or wants a 300hp entry level engine in their mid size truck.
Alto mfgs are getting to where you will have one or two engine options as the cost of developing, testing and getting EPA approved engines for limited sales just is not worth the investment.
They will offer the best sellers and that is it.
Might not the lack of extra cab and log bed in this group. To this point they have not been seen. Both are not big sellers so they may not return.
Maybe Yates wants a 1996 Chevy S10 Blazer (which was based on the S10 pickup truck) with the giant 4.3 liter V6 with a Whopping wait for it… 190 Horse Power. I owned a Blazer with this engine it was a great truck in the snow but it was underpowered and drank fuel like an alcoholic at happy hour… The Ford ranger from the same generation was not much better either but what do I know I guess I can drive a relic instead of something modern and more fuel efficient.
The 2.7 is closer to the 2.5L base engine than the 3.6V6 it’s replacing. This new engine will be priced closer to the base 4 cylinder than the V6 as well, as it’s essentially the 2.5 with a reinforced block and stroker crankshaft. Bore and spacing is the same and the VVL head is carryover from the 2.5 from the Malibu. The biggest changes are really the addition of a turbo and inter cooler manifold and a new variable cooling system. This new “top line” engine is actually cheaper to produce, and will show you some savings for base models. Economies of scale will also help a bit. Don’t worry!
Looks like they moved the rear shocks in toward the wheels…
Yes they are relocated and have been moved up to get more clearance under the truck.
Finally. Be nice if they would do the same with the full-size trucks.
How did the Ford end up in the procession?
Public road.
Because the chevys are to slow and the ford is tired of waiting on them.
Towing capacity capability test..
Failures Of Rouge Dearborn…
Gotta mechanic coming
Not kidding when I mention that I’ve been waiting 3 years for this next generation truck – “bye-bye” tiresome 8 speed.
Are they going to fix the cr@ppy seats?? Seems ever time I sit in one I feel like I’m sitting ‘in’ a 5-gallon Home Depot bucket..
Wow no 2.5L 4CYL or the 3.6L option?. GM must really trust the 2.7L durability. I’m just worried what happens when that 2.7L get pass the 150k mark will I be needing a new turbo .
2 things, 1, have you seen the torture testing video of the 2.7 released from GM? It looks like a robust engine.
2, the LB3 is way better than the 2.7 ecoboost for turbos reliability, and service for that matter. The ecoboost has 2 turbos, with I believe still uses bearings that aren’t air cooled. The LB3 uses actively oil cooled bearings to increase turbo life. Also, not only does Ford have 2 turbos to fail, it’s V6 DOHC air to air intercooler set up means there are over 2X the parts ins the engine bay. The LB3 when the turbo does fail, is a way easier repair, one you can do yourself. (Had a coworker fix his ecoboost, and it was a nightmare just because he couldn’t get to anything without tearing the entire truck apart)
But besides that, OHV engines are still king for long term reliability and towing fuel economy. I’d bet the LB3 is a 300k engine, that still pales to the 5.3 and the new 6.6 L8T which are 500k-million mile engines assuming GM didn’t get bad springs.
The same thing you do with the timing chains in the 3.6, replace it and move on with your life.
A stock turbo in an unmodified vehicle should see 150-200k and a single turbo on an inline 4 in that engine bay should be an easy swap.
If you are lucky the turbo makes it to 150k. A lot of them don’t even come close
I could see them using the 2.7L Turbo with different states of tune depending on application. Have the “regular” ones with 310hp/348lb-ft, and give the ZR2 the HO motor with the additional torque.
Or just offer a tune kit via the dealer where a flash can add more torque and power.
Maybe a syclone like truck too :).
They need these to not suck like the current ones. 1/2 tons have gotten so big I’d look here in 5-10 years when I need to replace my 2020, but the mid sizers are almost as expensive and no where near as good.
Midsizer doesnt work for me, but I’m hoping for in general we see:
Silverado-esque interior
Wider bed interior like Silverado got in 2019
2.7HO+10spd
Sunroof option
8,000lb max tow
Moonshot: hybrid 2.7, I know I know
On the 2.7 hybrid, I think it would be the perfect engine to try a mild hybrid again.
Better interior and Sunroof is coming and towing should be up.
As for wider then it would not be midsized.
Wider bed interior, not wider body or stance.
There is a huge void between the bed wall and body panel. Silverado closed that gap with the 2019 model year, bed interior is 7 inches wider than previous generations.
Can you stop playing games with little force cylinders and just give us a turbo straight 6 in the Silverado 1500 please just get rid of the 5.3 altogether and give us a turbo straight 6 not a V6 straight 6 straight 6 is a truck engine V6 is a minivan engine
Agree with you till you said get rid of the 5.3. the 5.3 is an amazing engine for being almost 10 years old. What it needs is a tune up. It’s cammed way to conservatively, throttled down on breathing and has a low compression ratio so it can run WOT all day long. Engine builders get the 5.3 up to 500HP and 500 TQ all day long.
The 5.3 is a towing endurance engine.youd be hard pressed getting a I6 turbo to match it’s durability without dropping the boost and increasing displacement.
Agree except compression. It’s 11.0.
Cam design has a lot to do with the dynamic compression ratio though. And it is very mild.
11.0 is low compression for a direct injection motor. You see man DI gas motors with 12-12.5. the L8T has a ratio even lower still of 10.8, almost to a port injection engine ratio. The 5.3 and L8T are work engines for all day work.
11.0 is not low and it’s one of the reasons the 5.3 plays well with 87. The 6.2 has 11.5 and likes 91+. My 5.0 is 12.5 and it does not like 87. If the 5.3 lived in a car or a truck that never towed or could run on premium fuel would be the only reasons to increase the static compression.
Beyond that though, static compression is no where near as important than dynamic in ping resistance. A bump in static will not do as much as you think and isn’t as necessary as they can Increase rh cylinder pressures other ways.
Straight six will not fit this platform.
I would prefer an inline 6 without the turbo. Truck buyers value reliability and some MPG . Turbo engines have not just the turbo unit but also an EGR system that is often problematic.
Looks like they still have the sloping roofline that cuts into the rear headroom. Lame move GM.
If you look at most trucks and SUV models they all taper to the rear in height and width due to Aero. It reduces the drag.
Anyone else notice the four sensors on the rear bumper of the ZR2 pic, the pic where the cameraman has pulled up right behind the truck with the truck’s license plate visible?
It looks similar to the rear radar sensors on current Super Cruise GM models like the Escalade. I’m hopeful this means Super Cruise is coming to the Colorado and the ZR2. Will make a great truck for long roadtrips.
The frame is NOT 100% the same. The front, approximately half, of the frame is going to be incredibly stronger. They’ve made a few random changes on the rest of the frame as well. Strengthening a few weak spots from the previous frame.
No it is not the same since it has a different designation. It is based on the same but modified in several ways.
I’m so ready for them to unveil these. I’m planning on ordering a AT4/AT4X as soon as orders open up
That CT5 cruising along with the trucks looks good
Would the 3.0 Duramax fit in these new Colorado/Canyon? I’d like to imagine that engine paired with the 10 speed would work wonders, including MPG close to or better than the 2.8. Doubt GM would dare to, but the 2.7, 2.7 HO, and 3.0 Duramax all paired to the 10 speed would be more than adequate.
Inline six will not fit.
I expect GM to just ride out the Diesels in the full size as regulations are getting more and more difficult and driving up the price of the engines.
The government wants better MPG but they kill the Diesels at the same time. That is what you get with Politics.
The 2.7 will do well. Many who have little time with a modern Turbo will be shocked at the torque and how flat the curve is.
I’m really hopeful that these trucks will be the ones that flip the sales crown to GM from that “other” brand.
Beating out Toyota is a tough deal. As long as these sell well and they make money that is all that matters. Making money is the key.
No kidding. right now Toyota is last in class in every department. That V6 in the Tacoma is an absolute bear. I can’t believe Taco buyers.
Only people who think Tacos are great are longtime Taco owners who have never driven anything else. Good news:. Tacos will last forever. Bad news:. you have to drive that rough antique tractor of a truck forever.