The all-new 2023 Chevy Colorado marks the beginning of the pickup truck’s third generation, bringing with it a host of exterior, interior, and powertrain upgrades. One of the most surprising features of the new truck is a new eight-speed automatic transmission.
As a reminder, the previous, second-generation Chevy Colorado was also equipped with a GM eight-speed automatic transmission (RPO Code M5T). This transmission had so many problems, that GM had multiple lawsuits filed against it. These lawsuits have cited that vehicles with this transmission are prone to jerking, hesitation, surging and lurching while the vehicle is in operation. In addition, lawsuits have alleged that GM was aware of these problems based on the 60+ technical service bulletins and service updates released.
Following this train of thought, it was expected that GM would utilize its ten-speed automatic gearbox in the new, 2023 Colorado. However, this turned out not to be the case, as GM announced that the 2023 Chevy Colorado would utilize a second-generation Hydra-Matic 8L80 eight-speed automatic transmission based on the outgoing eight-speed transmission.
During a recent interview with 2023 Chevy Colorado Chief Engineer Nick Katcherian, GM Authority Executive Editor, Alex Luft, asked why GM decided to go with the eight-speed automatic instead of the new ten, as found in other Chevy and GM products. Katcherian responded that the team considered the output of the turbocharged 2.7L engine used in the new Colorado, what the transmission was capable of, and ultimately “felt that the eight-speed matched perfectly with” the new engine.
The 2023 Chevy Colorado is powered by the turbocharged 2.7L inline four-cylinder engine in three levels of tune. The lower-output version in lower-end trims is assigned RPO code L2R while the up-level motor in mid- and high-end models is known as L3B.
| Engine Type | 2.7 Turbo | 2.7 Turbo Plus | 2.7 Turbo High-Output |
|---|---|---|---|
| RPO Code | L2R | L3B | L3B |
| Horsepower (hp / kw @ rpm) | 237 / 177 @ 5,600 | 310 / 231 @ 5,600 | 310 / 231 @ 5,600 |
| Torque (lb-ft / Nm @ rpm) | 259 / 352 @ 5,600 | 390 / 530 @ 3,000 | 430 / 569 @ 3,000 |
| Availability | Standard on WT, LT | Standard on Z71 and Trail Boss, optional on WT and LT | Standard on ZR2 |
The third-generation Colorado rides on an updated version of the same GMT 31XX platform used by the previous generation. Known internally within GM as 31XX-2, the updated architecture is shared with the Colorado’s corporate platform-mate, the 2023 GMC Canyon.
The new 2023 Chevy Colorado will be available during the first half of 2023. Production is slated to kick off on January 25th, 2023 at the GM Wentzville plant in Missouri. Official pricing details will follow closer to the start of production.
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Comments
The torque curve is very flat here and there is little need for the additional gears.
More is not always better and even the 10 speed is not with out sin either.
The old 8 speed had really one major issue and it ended up being the fluid. GM had many Bulletin’s because they tried a great number of thing to fix them and it ended up being the fluid. The fluid let the converter clutch glaze and if you catch it in time the new fluid recovers it. The fluid had an issue like others of absorbing moisture that is why sone had issues and others did not.
Note the 60 bulletin’s are not representing 60 issues.
Love my ‘16 LTZ, but that transmission is junk…
It’s been to the dealer 6 times for fluid changes, chatter from the torque converter, reprogramming the TCM, etc.
I’m 8K out of warranty, and it’s the worst it’s ever been….
Sell now, what are you going to do start paying 5 bills for fluid changes?
Go to Aamco so they can sell you a rebuild job?
Did they change the converter. If it was too glazed the guild will not recover it and they will need to change it.
With the previous issues they should still complete the repair.
Or they may tell you to pound sand.
You may want to join or start a class action, but be warned gm lawyers have been successful using the “our engineers may have big guy moments and these moments are not covered by any warranty”
Not the same transmission being discussed here. 2016 model year used a 6 speed trans. Trans was just fine. Problem was it was a bad match for the 2016 V6 that GM told everyone was fine running 87 octane fuel. Yea it could run on that fuel but only with retarded timing to prevent the detonation issues. So you have a detuned V6 on a 6 speed transmission with a big gearing hole at the weakest part of it’s torque curve. Add to that the eco tune from the factory that delays downshifts to save fuel and yup lugging and jerking because it is in a gear that is wrong for the torque that is being produced. fluid changes are just a placebo in the 6 speed trans. Best thing you can do for it is burn 92 octane and install an aftermarket tune to change the shifting behavior. drive it in tow/haul mode and you will see what I mean about the shifting. It will be much improved in tow/haul mode where it doesn’t have the shift delays. I owned one for 5 years.
You lost all credibility when you hinted this motor needs 91+. That offers zero benefit compared to 87, we should know, we have one and a few friends have them too.
Worst thing you can do is blow money with zero return on 91+ for an engine designed and tuned for 87. Yes GM tunes the transmission for fuel economy, but it runs just fine for most folks.
Please stop feeding mis information to people, I am guessing you have another narrative and maybe work in the gas industry based on your statement?
The 16 LTZ is a Silverado, that came equipped with the 8 speed also. They suffered the same issue as the Colorado.
I agree with the rest, as I fixed my 15 Colorado 6L50 shifting woes with a tune.
So are you saying that there’s a tune out there that will fix this?
We’re talking the 15/16 LFX V6 6spd combo here, with its chuggy laggy ways. Tunes affecting throttle response and shift points improved its manners, by holding gears a little longer, and not rushing to be in overdrive.
No sir…apologies if I missed a post…
I thought you were discussing the 8 speed in my 2016 LTZ…
Same, exact symptoms though…there have been times that if I didn’t have my left foot hovering over the brake pedal at low speed conditions, I would have rear ended someone…seriously…
Seriously everythingsblue I know it is not the ideal time to make a move on a different truck but it is going to cost you more in the long run,there was a tranny shop owner on here before stating he was putting his kids through college on rebuilding 8 speeds.
My 16 Sierra 4×4 SLT double cab is a 5.3 L83 with a 6 speed 6L80. I was not aware the 8 speed was available at that point. I have 350,000 miles on mine, well maintained but works for a living. I am on my 3rd transmission, about to go again. I plugged in the tuner @ 250k to eliminate the DoD, I feel that and a weak torque converter are the main culprits
You are right on about the converter.
You need to get a converter rebuilt with a Sonnex billet converter cover and piston,that is what usually fails and takes out the whole trans.
The 8sp was a 6.2 trans only in 16.
“The 8sp was a 6.2 trans only in 16.”
Not true.
LTZ Z71, SLT Premium Plus, Denali, and High Country trim levels had the 8L90 with the 5.3 for 16-18.
The standard LTZ and SLT trim still used the 6L80 for 16-18.
Source: I owned a 16 Sierra SLT with the 5.3L and 8L90 combo.
If you don’t believe me, here’s a GM press release: https://media.chevrolet.com/media/us/en/chevrolet/vehicles/silverado/2016.html
I don’t doubt you.
i was going off recollection of what a salesman told my buddy when we took one out for a test drive.
He seemed pretty knowledgeable,but the moral of the story is you can’t trust what most of them tell you. You would think with all the time they just sit around that they would learn the vehicles instead of texting the old lady all day.
He did not like the shift characteristics of the 6sp. but he felt the 8 sp. was worse so he settled on a 5.3 6sp. in a LT trim.
I have a 2020 Silverado with the 6.2 and 10-speed. I love this truck, and this powertrain combo. The 6.2 is rated at 420hp/460tq. You could also get the 10-speed with the newest version of the 5.3 that (iirc) is rated 355hp/383tq. Both variants of the L3B produce more torque than the 5.3, but a little short of comparing to the 6.2. Therefore, based on torque, there no solid argument for not using the 10-speed. However, looking into peak horsepower producing rpm’s, they’re may not be enough power to keep the 10-speed going in the upper gears. Although many people will be quick to jump into the “cost savings” bandwagon, if like to see all the numbers first. I’m not familiar with the 8-speed trans. Hopefully somebody could do a breakdown of engine outputs and transmission gearing.
Well there is more to it than just torque ratings. Also have to factor in the expected operating weight range of the vehicle and also where in the rpm curve it is making that peak torque. it’s not an apples to apples comparison regardless of similarities in peak torque ratings.
How is your fuel milage with this set up ?
And some continued to have issues after the triple flush fluid change seeing no change in transmission behavior. And others seemingly had the problem remedied with the fluid change only to have the problem return miles later. It’s a very problematic transmission.
had the problem, caught it early, drove slow until the appointment at the dealer, they di a triple flush, and it runs great–the one thing a noticed was the rapid upshifts, i guess for gas mileage, but in my old man’s thinking, not too good for the engine–steady driving at 2000 rpm, so one in a while i bring the numbers up…..and if i remember, these tranny will built by at least two auto makers…chevy got the 8 speed, ford the 10 speed, and fiat a 9 speed—
Maybe after 60 TSBs maybe baby.
Any guinea pigs out there?
If Aamco still does the lifetime warranty on trannys you should take yours there if you are a proud owner of one.
Costs. That’s all folks.
You are so right Sig
Cost regulates everything, if it costs 25 cents more times 100,000 vehicles the cheapest price will win.
Hit the nail on the head! 8 speed is cheaper than the 10-speed!
Ok what are the prices? How much is each GM cost wise to build?
Maybe to build it’s cheaper but I wonder if the bean counters factored in all the warranty claims and pissed-off customers who have spread the word about GM’s horrible 8 spd trannies ?
The average buyer doesn’t pay any attention to that. The Bling factor is what sells the average buyer. The average buyer doesn’t read this either.
Now with that cost thinking would it have not been cheaper to just build a 10 speed for everything and just not redesign and build a second transmission if it did not work better?
The development cost and extra production is a greater added cost.
Also there is the fit factor. Will the Ten even fit and if it did how much more interior space would it take.
This is why the GP never got the Cadillac Transaxle as it did not fit the space. People then said cost too but could never back it up.
C8R people just like to run their mouths without doing research! The 10 speed probably wouldn’t fit in the Colorado as it would have been easier to just use the 10 speed rather then build two separate transmissions. These are probably the same people who still love Hyundai/Kia with all of their recalls lately you’ll need America’s best warranty!
This is a redesign,not a refresh.
If gm didn’t design it to fit a 10 speed just in case, they are dumb a$$es
Budlar, dumbasses for sure, reason being who is now leading GM. Crazy gal that will not listen to the general public. GM has put it’s self in trouble with her
That’s the board of directors, none of which are GM employees.
It was not a total clean sheet redesign. They were going to do a clean she but decided to modify the existing platform.
It was extensive but not total.
Just why do you need ten gears? Can you give 5 reasons you need those two extra gears?
You make no sense here.
Talk about running a mouth.
Bronco with the 10 speed was so bad that i got rid of it. I believe i would have kept it, had it been available with a 6-8 speed trans. I sold my 2021 Badlands Sasquatch, because it was abismal to drive on the streets and expect any reasonable performance. In normal driving conditions, the need for immediate acceleration is critical to respond to breaks in traffic, merging, entering traffic. In order for the Bronco to achieve this it had to respond to electronic throttle input, timing adjustment, shifting, then build boost. All of which added up to response delay that you could count on your fingers. There was no “Sport Mode” available to solve this problem. The computer was tasked with solving the equation of how much power I actually wanted based upon input from sluggish throttle response, then tasked estimating the correct gear, then after much delay delivering power. Which was neither the power that i desired, nor delivered in a timely fashion. Manual mode made things even worse, there was no way to select a gear that would deliver prompt results, poking at up/down arrows with 10 choices.
I did trade the Bronco for a Duramax Suburban with the 10 speed, which pairs beautifully with a 3.0 diesel.
I truly think the 8 speed will be a benefit to the broad powerband of 2.7 powered Colorado. Hopefully they have worked out the bugs. Cant wait to test drive it.
Even though the Ford and gm 10sp. are mechanically the same, the programming is not, that is where most of Ford’s issues popped up.
Having two neighbors, one close relative and three co-workers who are still battling Barra’s GM over their horrific 8 speed tranny problems, this is a clear reason to avoid purchase of one of these vehicles. Does GM ever learn anything at all from experience ?
You did read right? This isn’t the same transmission. What usually happens with a second generation is they take any issues and address them, that’s how revised generations happen…
Then buy one, and you can be the guinea pig to see of that’s what “usually” happened. History has shown that GM “usually” takes the cheaper route, and it “usually” results in vehicle issues, permanently lost customers, and further erosion of their market share… I’ll keep my $50K and eat crow if I have too.
Still trying to fathom what is to be gained by these ridiculous multi-speed transmissions when the end result appears to be page upon page of issued Technical Service Bulletins, fluid change outs,failed torque convertors and a transmission that is forever shifting up and down it’s gear train, hunting for the right gear to meet the road elevation or dip and throttle movement. Just what is being gained here???
Besides endless trips back to the dealership service bays?
What is to be gained by more speeds? Smoother transitioning of shifts, higher fuel economy average for manufactured fleet (EPA satisfaction).
The cost? More to manufacture, more weight, and more parts to fail. I’ve experienced the communication delays in the 2.8L duramax, but a tune took that dead-pedal away. A tune will also increase your lockup pressure (I prefer a harder and more pronounced shift)… harder shift = less friction wear on the clutch packs. The cost of this? Premature wear on u-joints and differential components…. I’ll rebuild a diff over a trans all day long.
2.7T in the Silverado also is matched with an 8-speed. I’m not sure why everyone is surprised about the 8-speed in the Colorado/Canyon. This is a high revving turbo 4 cylinder….
…ehhh….sure it’s no diesel but it’s a far cry from the high revving 3.6 V6. This thing will drive much more like a diesel. Heck, it will make 90% of its 430lb of torque at somewhere between 1,500 to 2,000 rpm. The V6 (as I’ve owned one in the past and have another now) is a good engine, but if you want to get some good acceleration and a feeling of torque you need to be pushing upper 2,000 rpm or over 3,000 before things really start happening. The 3.6…now that’s a revver.
High revving? Did you even look at the specs or just ASSume because it’s a turbo four cylinder?
I have a 2018 Colorado Z71, V6 and 8sp trans. Never have had a single issue. drives great, more than enough power and pretty maneuverable. The stupidist thing about the truck is cylinder deactivation. It will go down into 4cy mode, but only when on the highway and coasting. as soon as you touch the gas pedal, V6 comes back. Other than that I have no complaints. I will definitely check out the new Colorado/Canyon twins as the interior is night and day different from what I have.
I am positive that GM has made all the corrections to the new updated version of the 8-speed transmission. This trans will be a better suit for this engine now after the changes.
Are you a gm dealer?
IF so are you offering a satisfied or your money back?
I have been dealing with a issue with my 2019 Silverado 5.3 with the 8 speed transmission its been to 3 different dealerships
all they do is reprogram cant dupplicate the problem this vehicle has a hard down shift lurches forward in parking lots slips
and has a vibration at times . The last mechanic told me my vehical was manufactured after march of 2019 so there cannot be a issue .
A similar article a few months ago and I replied it’s all about the final gear ratio, not how many gears to get there. No doubt GM knows what the cost was to fix the eight speed with the bad fluid and some claim it still did it not fix the problem but there are tens of thousands of trucks without the tranny problem. This reissued 8 speed no doubt has some mechanical improvements from the result of many years from the original tranny problems.
I have a 6.2 in a Camaro with 455 HP & Torque and it is a smooth running transmission. Most times you can’t tell when it is shifting and I have to look at the tachometer, but there is plenty of HP and Torque to push it along in 10th gear.
When GM announced that the updated Silverado/Sierra with the up-rated L3B was keeping the 8spd, it was clear (to me) that the Colorado would have the 8spd as well. They weren’t going to spend money to integrate a different powertrain combination for just midsize trucks. Keeping the 8speed for the L3B (and the van) may also be a production capacity issue- unlike Ford, who was replacing only old 6spd production lines, GM’s 8spd lines were much newer. It also isn’t nearly as big a performance leap. Are Silverados with the L3B engine having trans problems?
This is a updated 8 speed where they have improved upon what was causing the issues. There was another topic about the new 8 speed on this site too, which went into some detail about what were causing the problems like the bad transmission fluid. The 2.7L Turbo 4 itself was looked at and improved significantly with strengthened castings and other modifications based on customer feedback. Same thing with the 8 speed, the feedback to GM was loud and clear and they updated it. Lets see if their improvements work out.
A total of eight gears versus 10 is not the issue. But how can GM say that their 10 speed is one of the greatest transmissions ever made and be looked at similar to how the 350 small block was looked at in history (and they did say that) but then say the 8-speed was used over the 10 because it was a better fit? Does the Cadillac with the 2.7 use an 8-speed? So is Cadillac getting the shaft?
The real reason is cost and good enough. They can’t put the 10 speed in the Colorado but not in the Silverado and they’re trying to hit a price point with the Silverado 4 cylinder as well. Just be done with the eight-speed
I”d take a bad Gm designed 8spd over a 10spd ford anyday. the 8spd will be better now and time will haunt the 10spd. More gears will be more problems later.
Just exactly why do any of you need two more gears?
Can you show the need mechanically?
GM was clear on the Turbo engine the torque curve is wide enough that there was less need for the extra gears vs a v8 that has a narrower torque curve.
I think too many here think more is better and it is if needed but if not needed it is extra cost and more to go wrong.
If you have owned a recent DI turbo engine you would know the Torque comes in right off idle and normally keeps up till over 5,000 rpm.
This is not a NA DOHC 4 that has a RPM power range of 1200 RPM from 6000 to 7200 RPM
For ICE vehicles 8 speed may be the norm since the expense to develop a new transmission is extremely expensive. It took a joint venture between Ford and GM to develop the ten speed. It seems that all manufactures engines are getting smaller (with turbo’s) that helps meet EPA standards. They are getting more difficult to meet with ICE now that carbon footprint is in the equation.
My 2021 RAM 5.7 Hemi is an eight speed and the transmission has no problems whatsoever. Stellantis will be stopping production of the HEMI (V8) and replace it with an engine built for the world market, an inline 6 cylinder turbo. I’m sure it will continue with the eight speed unless a ten speed can greatly decrease emissions and improve MPG.
I had a RAM with a 5.7 and an 8speed and that transmission was great.
It doesn’t matter if the torque curve is better matched to 8 gears instead of 10. The 10 speed can skip multiple gears anyways. It can mimic an 8 speed and have the ability to use all 10 gears when loaded heavy. This is GM making a fantastic product and ruining it by putting in a terrible transmission.
When will GM realize the quality and financial benefits of simplifying? They are so penny-smart and dollar stupid ALL THE TIME. One-off engines and transmissions that add manufacturing, storage, reliability, satisfaction problems all down their lineup.
When will GM realize the quality and financial benefits of simplifying? They are so penny-smart and dollar stupid ALL THE TIME. One-off engines and transmissions that add manufacturing, storage, reliability, satisfaction problems all down their lineup.
Can you still bye the 10 speed or only the 8 speed & can I bye the V8 or only the 4 cylinder
Hear in Australia