• Gas or Diesel? 2017 Chevy Colorado V6 vs. GMC Canyon Diesel Towing MPG and 0-60 MPH [Video]


    2017 chevy colorado gmc canyon diesel v6 mpg towing 0-60 mph specs
    2017 GMC Canyon diesel vs. 2017 Chevy Colorado V6 gas

    Should I get a gas or a turbo-diesel pickup truck? We get this question several times per week. Here is the answer for midsize trucks. It’s the 2017 Chevy Colorado with the 3.6L V6 gas engine and the 8-speed automatic transmission versus the 2017 GMC Canyon Denali with the 2.8L I4 Duramax engine with the 6-speed automatic. We put these two pickup trucks through the most extensive round of testing we have ever done. (Check out these two trucks go against each other on the Ike Gauntlet extreme towing test).

    You may think that the 3.6L gasoline V6 in this Colorado is a carry-over engine from the previous year. No, it’s actually been completely redesigned for a little more power, better response, and also offers cylinder deactivation. This V6 can run in V4 mode, but we never saw this during our highway towing loop at 70 MPH. The V6 is now mated to the 8-speed automatic transmission.

    The power specifications on the 2.8L turbo-diesel I4 carry over from the previous year. It’s the same engine as before, and it is still mated to a 6-speed automatic transmission. There are rumors that the “baby” Duramax engine will also be mated to an 8-speed automatic soon (perhaps for the 2018 model year), but GM has not confirmed this.

    Year Make Model Power (hp) Torque (lb-ft) Towing MPG (Hwy) 0-60 MPH Ike Score
    2017 Chevy Colorado 308 @ 6,800 275 @ 4,000 8.7 7.93 sec 80
    2017 GMC Canyon 181 @ 3,400 369 @ 2,000 12.7 10.30 sec 87

    Bottom line is: if you want a fast midsize truck, which is a more affordable (the turbo-diesel is approximately $3,700 more than the V6), the get the 3.6L gas V6. If you want ultimate towing capability, fuel efficiency, and luxury appointments in a midsize truck, then go for the GMC Canyon Denali with the diesel. Although, a fully-loaded Canyon Denali Duramax will cost you around $47,000 (like the truck you see in this test).

    Check out all the fun and all the results in the video below.


    Andre Smirnov
    Andre Smirnov
    Andre Smirnov is an Automotive Enthusiast, Producer, Reviewer, Videographer, Writer, Software Engineer, Husband, Father, and Friend.

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    84 thoughts on “Gas or Diesel? 2017 Chevy Colorado V6 vs. GMC Canyon Diesel Towing MPG and 0-60 MPH [Video]

    1. I’d love to have the mini Duramax, but for my need the gas would work better for me… now in a ZR2, that would be awesome.

    2. Will the diesel ever be getting that 8 speed? I know Ford only put the new 10 speed in the 3.5 EcoBoost but in 2018 it’s also going to the 5.0 and 2.7. Maybe the same can be true for the Colorado/Canyon?

      1. Chuck, GM has announced that it is pairing the 8 Speed Auto with the 2.8 Turbo Diesel in its Chevy and GMC Vans. I would suspect that GM may go to 8 or 10 speed eventually in the Colorado/Canyon Diesel in order to compete with Ford’s new US Ranger when it is launched.

    3. You guys always buy diesel, until Toyota has to sell one in its trucks and I will buy that so I can have a quality vehicle that also gets good mpg.

      1. Toyota isn’t going to sell a light truck diesel in the US. There is not one even in the planning stages. Toyota believes that given current US diesel emissions regulations, you have to sacrifice either economy, performance, or reliability (or cheat!)

        As proof of that, VW and Ram both had diesels that a lot of people liked on both the performance and economy front, and they both got caught cheating (and Ram’s diesel has had reliability issues).

        Trucks are a niche play for Toyota in the US. They have said so themselves. They’re not going to introduce a motor that has economy, performance, or most of all, reliability issues, which would damage their overall reputation (or cheat and get caught and pay a huge fine) for what they consider just a small niche anyway.

        If you are Boeing, are you going to spend a ton on R&D to come out with a small private jet that’s, due to some new government regulation, potentially a piece of crap that crashes a lot when you make all of your money on large airliners anyway?

          1. Once your emission standards catch up, it’ll take the fun out of it. We historically pay a 10% premium on diesel fuel, and in many cases, that swallows up any savings at the pump. So then its down to paying big money for the diesel engine for a slower truck. Unless you absolutely need the higher towing capacity or range, it just doesn’t wash.

        1. Coloroado introducef a reliable diesel that gets good gas mileage, is reliable, has excellent tow capacity, is quiet, and Chevrolet didn’t cheat…

    4. RNUOVR

      Please expand on how the Eco’s have had reliability issues? Like any truck, some do brake. But to say they have reliability issues may be an overstatement. Like I said, every truck brakes no matter the power train.

        1. I agree Brian, braking is critical. I believe all makes and models brake right off the assembly line!

        1. Tacoma and Tundra: Frame Rust spanning two or more generations; multi-billion dollar court settlement

          Tundra: cam tower leak, pickup bed rust, front axle/diff (4×4), AIP, rear axle bearings, poor paint, water pump, ITBC problems to name those that come to mind.

          Yeah, Toyota needs to address QDR for the Tundra to bring it up to par with their cars. How long will it take?

          All light truck manufacturers have their share of problems. Is one better than the other? That depends on how the manufacturer addresses it.

          1. Toyota is still number two and Lexus/Toyota number one for the least amount of complaints per consumer reports. Chevy in 15th place and GMC in 24th out of 29 vehicle brands.

            Now how many complaints does Toyota have? Well if you searched the net you can find several but then you search the net for any other brand and you will find more. Posting Toyota problems is just propaganda. Consumer Reports already did all this research for us and Toyota is still #1 if your looking for your best chance of not buying a lemon. Does not mean you did not get a 🍋. Just means you won the lottery and the negative end of the stick.

            1. @ Rambro, yet JD Powers 3 yr reliability ratings for 2017 which now include the 2014 trucks (and all their supposed issues) still ranks Buick #4 Chevy #8, GMC #14, Cadillac #15, all above industry average while Ford is #26, Ram #27, Dodge #28, Jeep #30 and Fiat last at #31. The only 2 non-luxury or sport brands ahead of Chevy are Toyota at #3 and Hyundai at #6.

              Not saying CR is crap, just that they survey differently. Their site says they survey millions of CR subscribers for their feedback and as you know from some of the forums I’m sure you read, anyone with an issue will usually tell anyone willing to listen and often exaggerate them. Whereas JD Powers surveys people and don’t know who has had issues, who hasn’t and non are paid subscribers to their site and info; they truly randomly survey people.

              Just shows 2 different methods produce 2 varying results.

            2. ” Posting Toyota problems is just propaganda”… say the Toyota owners…don’t believe them.

            3. “Now how many complaints does Toyota have? Well if you searched the net you can find several but then you search the net for any other brand and you will find more. Posting Toyota problems is just propaganda.”

              Your rhetoric doesn’t equal facts. MotorTrend, Consumer Reports, etc. rate the Chevy Colorado better than the Toyota Tacoma. That’s all propaganda or actual tests of each vehicle…hint…they were tests.

          2. You got a lemon. Toyota lemons do happen. There is no perfect auto manufacturer. However, Toyota is objectively, empirically, the best brand in terms of reliability and has the fewest number of lemons.

            1. If you want continue purchasing vehicles from a Japanese based auto company then suit yourself. Just know that most of your money (as with any other jap brand) goes back to Japan supporting their economy and furthermore, their government. If you ever take political geography in college you’ll learn this.

              Why do you think Americans buy jap cars but japs won’t buy cars from Detroit’s big three? Basically, we support them (even after Pearl Harbor) but they don’t support us in return. I say raise or place further tariffs on Japanese imports which will drive up the costs of Japanese auto brands.

              Also, Toyota, Honda, and other Japanese auto manufacturers can build cars cheaper than the big three for they don’t have the union (UAW) to deal with. Though, I’m not saying that unions are bad because I was in the laborers union for a period of time.

              As for Toyota quality and reliability, they too have had their fair share of problems. Remember the serious of recalls Toyota had years ago? Their floor mat recall of 2007, the accelerator pedal recall of 2010, and the list continues. https://en.m.wikipedia.org/wiki/2009–11_Toyota_vehicle_recalls

              Don’t be fooled by consumer reports because if you’ll notice, the jap cars always score better than those from the big three. Yet, ratings from other companies (such as JD Power) state otherwise. I tend to think that consumer reports gets “bought off” and don’t find their ratings and reviews to be trustworthy.

            2. Mike, it depends on what truck you buy. The f150 according to Kogod is #1 most American along with the Tundra in 2015. Then the Colorado GM twins then Ram 1500 then Tacoma. In 2016 it changed but the Tundra is still ahead of the GM 1500 lineup. And this likely depends on model type as well as engines may be manufactured differently depending on engine choice.

            3. mine was not a lemon it was a peace of crap and the worst truck I’ve ever owned. never again will I ever own another Toyota of any kind

            4. I replaced my ’11 Tundra with a ’12 Highlander–same MSRP, and I can say with confidence that the HL is built to a much higher standard. The interior fit and finish is much better, the weather stripping is much better, the quality of interior parts is much better, etc..

              Not sure which Toyota is building the Tundra, but there is a significant difference between the two. Just to note: the HL is harder to assemble with the extras the interior has (third row seats, folding, sun roof, etc.).

        2. That’s a pile of BS. One of our company’s welding suppliers has a fleet of EcoBoost powered F-150 trucks, from 2011-current. They love these engines, and have numerous trucks in the fleet with way over 100k miles. They run them to 200k and sell them. The report from them is that these trucks really don’t cost any more in maintenance than any other pickup they have run in the past…but they tow much better.

    5. I would imagine the Denali has more sound deafening insulation then the Colorado model. That could make a difference in the noise level recorded. One thing for sure, GM offers a choice in the mid size market that no other manufacturer comes close to.

    6. Does the v6 always require 87 octane or just while towing?
      I saw $2.15/gallon on the 85 octane. That’s a big difference.
      And not much better mpg than the old 454 v8.
      That monster got 9mpg empty or towing on 85 octane.

      And nothing complicated about a early non smog v8.

    7. There are so many buyers stuck in a half ton full sized truck because automakers have yet to build a midsize with comparable power. The 2.7EB or even the 3.5EB or GM’s 6.2 and 5.3 V8’s will get better fuel mileage in a larger truck because they have the power to idle at low rpm’s on the highway at these speeds. These small V6 gas motors are stressed out to the max and out of their efficiency range at those speeds and buyers know it. So a potential buyer for the midsize is forced into a full sized truck just to get the power. What a croc of shit. It’s so easy to give the midsize more power so buyers are not forced into a full sized truck. Totally ridiculous. I hope Bollinger Motors steals the show with their electric truck this summer. Said to have class leading Torque and HP plus class leading payload and towing with no worry on range because it comes with an onboard generator. I have some hope but it wasn’t given by the big three and likely never will be in order to protect their elite half tons. You would think Honda would have stolen the show but they shit the bed with the Ridgeline as well. The diesel is just too slow under acceleration for on boarding a highway or for driving around town; that I would not like personally and the added cost for the diesel and the extra maintenance such as def fluid is a pain and it doesn’t throw heat in the cab in winter plus with this one you have to change the timing chain at 150,000 miles. How much will that be? And when you go to sell it, it devalues the vehicle if it hasn’t been changed.

      Diesel fuel in general over the past few years has been more expensive then gas, so that is another unknown if all you are wishing for is to save at the pumps and that pipe dream may never happen anyway. Likely win out with the gas motor. I buy a truck for a lot more reasons than trying to win a dime at the pumps, what a waste of life to be worried about winning a dime at the pumps in 50,000 – 100,000 miles. Maybe for commercial users this would apply depending on their mileage as a valid scenario that makes sense from a capital cost scenario vs preference. Otherwise there is no value in a diesel unless you have a preference for it. The noise level in the diesel was better but it is a very annoying sound under engine breaking when coming down hills, it is hard to listen to. I seen this on a Mr Truck video with Kelsey and the truck was extremely loud. I am not a fan of diesel and your hands stink of diesel after a fill up as the gas nozzles are typically full of grease from commercial truck use and the oily diesel sticks to everything including your clothes. Some pumps are all nice and clean but wait until you hit a road trip where you will also run into finding diesel as not all stations will carry it. Picky item but wait until you buy it and live it.

      1. I don’t know if it’s JUST an issue of power. Midsize trucks are physically smaller. As a big guy, I REALLY appreciate the leg, head, and shoulder room of a full-size and immediately feel the difference in a negative way any time I am in a smaller vehicle. It’s a personal preference, but for me, the trade-off of fuel economy is not worth the loss of room. It’s not about the power as much as it is the ability to sprawl.

        1. Spawl ability inside is a negative on the outside when you have to park or drive on narrow city roads. Some parking lots wont even accommodate a large truck. 4 wheel steering would fix that problem from a maneuverability standpoint but the physical size is too much for many driveways and for parking. Many choose to opt for an SUV with more power. So if the midsize trucks opted to put a bigger motor you would have a myriad of SUV buyers and full sized truck buyers flocking to the midsized segment. Had Honda did something like this they would be a huge success right now instead of being in last place with that cut up minivan. Again people opt for an SUV when they really want a small truck for its utility because they are too long and underpowered and then there are another bunch of buyers who opt for a larger truck because they want more power. A midsize with equivalent power would convert these buyers because they really don’t want an SUV and they really don’t want a full sized truck. But that is not to say buyers don’t want the bigger pick up, those buyers still exist but there is a division of buyers who actually prefer the midsize truck but won’t buy it because they lack power and they lack features and comforts that the other SUV and Full sized trucks offer. Seat quality and power being on the top of the list.

          There is a social stigma that is actually mostly true; that midsize trucks are the poor mans choice and it doesn’t have to be that way. There are buyers out there who prefer the midsize truck over an SUV or a full sized truck but the offerings are terrible in comparison.

          1. I fit in that small ‘division’ Rambro. I have wanted a midsize truck for 15 years. You describe my dilemma perfectly. The truck that fit my performance specs was always the Taco. But it never fit me (and I’m only a medium size guy). I test drove the 2002 and 2007 and was never comfortable. I bought a Grand Vitara V6 in stead of the 2002 (very affordable) and an F150 in stead of the 2007. The Vitara was great in the city (where I lived at the time) and towed my toys just fine. I bought the F150 when I moved to the country. Both of these vehicles were picked after test driving the Tacoma first. Today I’m without a truck and still looking for that goldilocks midsize. However, now I’m in the market for used trucks only so, I’ll be waiting and watching guys with deeper pockets hash it out with the new midsize trucks.

            1. And Hash it out I will. GM, Ram, Ford, Honda, and Toyota just keep offering the same crap year after year after year. Hopefully Bollinger Motors will be the answer. With my luck it wont be available in Canada.

          2. “Spawl ability inside is a negative on the outside when you have to park or drive on narrow city roads. Some parking lots wont even accommodate a large truck.”

            I live in central Austin. It’s not Manhattan, SF, or inner-loop Chicago, but it’s very urban and very dense by US standards. There’s a big push here to make the parking spaces as small as possible to encourage people to own tiny, fuel-efficient cars. I don’t have much problem parking my Tundra. It’s just something you get used to. I’ve driven a truck since 16, so it’s second nature. If you have the skill, you can squeeze it in anywhere, no sweat. I can see how it would be daunting to someone coming form a car, but aren’t most truck-buyers lifelong truck buyers? Are there really many guys who go from a TSX to a Silverado?

            1. ” I don’t have much problem parking my Tundra. It’s just something you get used to.”

              Yeah, that’s why yuh see a lot of full sos truck buyers taking up two parking spaces or parking further away from other vehicles because the truck is then easier to park. This isn’t an uncommon sight when traveling around.

          3. I would disagree with your assessment on Honda having bigger engine that they would sell more. The reason is if it was the case the Dodge Dakota would have selled lot of them , but That didn’t happen. Hence no more Dakota’s.

            Why do we all just assume that putting a bigger engine is going to make the truck sell more? Yet you look at at trucks and what engines are sold in them. You find out it isn’t just the case.

            1. Not just an engine. But quality seating and finishes. The Dakota was a small truck and not the size of the new midsize and it was gutless. It had the V 8 but it did not have the power needed to comfortably pull like an Eco Boost or a larger V8. And any speeds above 70mph these trucks don’t run efficiently like the larger motors will.

            2. Exactly my point rambro. The current v-6 in the ram runs pretty good , probably better than v-8 in the Dakota.

      2. I couldn’t disagree more with your comments. I own a Chevy Oolorado diesel. Nice and quiet engine. Diesel is easy to find while traveling. I haven’t noted the messy pump syndrome you feel is prevalent nationwide.

    8. You cant go wrong with either powertrain.Diesel here in San Diego is below in cost of regular gas.Flip a coin ,Imo..

    9. Diesel price isn’t bad right now.
      But before the big price drop in 2014.
      It was common to see diesel 50 cents per gallon higher than gas here in California.
      The big swings in price makes trying to by on a cost per mile bases almost unrealistic.

      The mid and high grade fuel requirements fog the issue also.

      In california the 0 to 60 test doesn’t make a lot of sense either. They are all fast enough empty to merge onto a freeway.
      And it’s a 55mph limit while towing. That means you have to manage to merge when other traffic is going 70mph. Not race to merge in Cali.

      Seems purchasing on a cost Bases is pretty much hit or miss.
      Well except the loaded trucks. You really have to like those trucks. Fixing up a pre smog truck will always be the most cost effective.
      I think testing Big Green with the manual transmission is going to suprise a lot of people. On a cost bases i believe it would win dramatically.

    10. The break even point is only part of the calculation though. You also have to factor in the higher residual value. You may not ever lose the price differential in resale. You might be better off, you may lose a little. I would still take the diesel for the torque characteristics. GM should have used the EcoTec 4.3 V6 instead of the 3.6

    11. The fuel economy difference will never even come close to paying for itself, not even covering the increased maintenance. Big pass on the diesel.

      As for those spouting about electric with a diesel generator, you NEVER gain efficiency when converting from one energy type to another. It’s simple physics and chemistry. There is ALWAYS an efficiency loss.

      The only reason trains are diesel electric, is for traction and power distribution. They could be far more efficient if they were diesel only, but it’s impractical to try to distribute the engine torque mechanically. The other big benefit is traction control. As individual driven wheel slippage is detected, the motor controller can reduce power to the slipping wheel and distribute it to the wheels with traction. Never going to happen any other way

      1. Daniel, it is not just about efficiency. The Electric truck from Bollinger according to them will have class leading body and ground clearance and yes better traction with class leading torque and Hp that is immediate, no need to wait for rpm’s and the truck will be equally balanced instead of having a combustion engine and tranny largely over the front wheels. I hope its as good as they say it is. But we will have to wait.

        1. The current Honda Accord is a gas with an electric range extender. It converts the mechanical to electric, and enjoys a much greater efficiency. Now, make that little gas engine a diesel, and Wow, have fun with a 60 mpg rig.

          1. Please point out the errors.
            Also, why compare a car to a work truck? Have you seen the fuel economy of cars like these (ie Volt) after the battery finishes? What do you think would happen if under a load?

            If you only commute within the electric range of the vehicle and don’t work it hard, it could have an advantage. But that advantage shrinks when you factor in the cost and time required to recharge it

            1. What R U talking about? The Volt gets great mileage even after the battery is depleted. Do you work in a job that does not want to modernize?

            2. Here is the real problem of the chevy volt:
              “The extended-range electric Volt is unique, and along with other plug-in hybrids, it merges two power sources that the EPA saw from the start would be difficult for average Americans accustomed to conventional powertrains to comprehend.”
              Exactly, the public’s ability to comprehend. 🙁

    12. So,the take away is:

      Gas for go, diesel for tow.
      The more things change, the more they stay the same.
      Great trucks either way!

    13. Bummer. I was really hoping for a 0-60 towing test. Mr. Truck alluded to it and it is an important factor when talking diesel vs gas. Diesels move a 1/2 to full max load quieter, more composed, and just as fast as a NA gas. These are attributes that have value above MPGs. I wouldn’t choose a diesel for a towing or hauling vehicle (van) just based on MPG alone.

    14. If your looking for a truck, even a midsize truck, I would steer clear of that 3.6 gas motor. That’s just a compact car engine in disguise! Peak hp at 6800 rpm. It had to run at 4500 rpm on level ground! If you want a grocery getter this thing is ok. But a truck it is not! One last thing. If you do get one and plan on using it as a work truck or a towing vehicle get it on a lease. It’s not going to last too long.

      1. Wow, couldn’t be more wrong about the 3.6L. It is not a compact car engine. It is/was used in mid-full size cars like the Impala and Malibu as well as the Camaro. The 3.6L in Lambda’s is a different 3.6L derivative. These engines have been very good engines. Yes they are lighter duty engines when compared to truck-purpose engines like the V8’s. But where do you think the 3.6L Pentastar (Chrysler 200, Charger, Challenger, Jeeps, etc) and the 3.5L from Ford came from? …… cars and SUV’s.

        The Colorado is a purpose-built vehicle for those who need a truck for a daily driver/work or for personal needs. We have contractors, electrician, plumbers, etc all using the mid-size trucks. But if they require pulling a 20ft 5000lbs+ trailer daily, then no, buy a full size. That’s the purpose of a full size. If you tow once in a while, but mainly drive it to work/home and need a box for personal uses, these trucks fit that need well.

        Any one buying a mid-size for towing 6-7000 lbs or more daily is either an idiot, too cheap, or a bit of both and you deserve any problems you end up with.

        It’s like someone complaining they have problems when they tow 11,000 lbs daily with their half ton. Yes they are rated for that, but for daily use, no.

        1. All the old Rangers were 3.6 v6 or 2.5 i4’s. Ain’t nuttin wrong with a lil four banger either 😉

        2. Excellent points all the way around, Dpach. Folks complain that their midsize won’t tow enough but they knew, or should have known, that these trucks are only rated to tow so much and I would never consistently tow max on anything when I could just upgrade to a heavier duty truck.

          Some of these complaints we hear about trucks are also kind of like complaining that a Raptor won’t tow as much as a 6.2L Chevy – it wasn’t built for that. It was built to race across the desert and maybe haul a couple of dirt bikes along the way!

          I have owned the 3.6 in a Traverse and we had significant engine issues but this is generally a very sound engine. I prefer my 3.5 Tacoma engine now that the transmission has adapted and the throttle response is better but the 3.6 is a little stronger down low.

          At the end of the day truck manufacturers do not feel that the midsize market warrants its own special engines and leftovers are all we are getting. They won’t drop the fullsize engines in the midsize trucks for fear of the midsize outperforming, or being perceived a outperforming, the fullsize trucks. I think they could remedy this by giving us a more powerful engine from the fullsize trucks but keep the towing capabilities down. By doing this you will make your midsize truck guys happy and still not interfere with the cash cow fullsize market. If you want to tow a lot then you must buy fullsize.

      2. @Dan Bush
        Correct it was designed as a sedan engine, not that really suitable as a Pickup engine.

    15. The take away for me on this test of these two midsize trucks is this:

      Even though I really want a decent midsize truck as I stated earlier, the full size half tons are more efficient and more useful in a much broader spectrum.

      In the case of the Diesel the 1/2 ton Ram eco diesel pulling a heavier trailer did better.

      In the 1/2 ton Ford ecoboost 3.5tt it also did better with the heavier trailer and new 10spd.

      What’s the point of buying smaller when it costs about the same, performs less, and has less payload and room? I get the smaller more maneuverable size, but it should perform better with less weight both empty and towing.

      If Toyota would offer their Tacoma TRD Pro with Ford’s 2.7tt & 10spd auto it would be the perfect truck – game over!

      1. I understand your points but we all know the midsize truck market is the stepchild for the Big 3 and they willl never allow them to truly compete. The 2.7 in a midsize would be incredible if not scary. Everyone else had better hope Ford doesn’t drop that thing in the Ranger or all other midsize trucks will be fighting for table scraps.

        With regards to the size, this is literally everything for me. I don’t like the size of fullsize trucks – not even a little. I have owned several and still don’t like them. I know that I am paying for what I want and am also paying too much for my midsize but I am willing to pay for what meets my needs and wants. My 2016 Tacoma TRD OR is just as quiet as our 2016 Yukon XL. The difference between the second and third gen Tacoma is night and day if you can get past the visual similarities. Once the transmission adapts to your driving habits the power is sufficient for my needs and the throttle response is excellent. At 82mph my truck is only tacking 2,000 RPMs so my engine is hardly strained. I still think the midsize trucks are weak under load and my Tacoma could use more power at lower speeds but the ECT PWR button makes a huge difference. Having said that, a turbo to the 3.5 would be awesome and may be on its way if Ford drops the gauntlet and puts the 2.7 in the Ranger. I hope they do because it will force everyone else to address the one issue that is truly lacking with these trucks – POWER. 🙂

        1. As much as I liked my F150, it was too big. So after 15 years the new Tacoma or Colorado might actually be what I’ve been waiting for? Let me run right out for, hopefully not, another disappointing test drive? Maybe, but I’m still sceptical.

          1. Keep in mind when you drive the Tacoma for the first time it will feel underpowered at lower speeds. The throttle response is also lacking at first. It takes the AI in the transmission a few hundred miles to adjust to your driving habits. After that the truck will feel more powerful each time you drive it. I just hit 1200 miles in mine and it is fully adjusted with adequate power and excellent throttle response. As I mentioned in another post I am tacking only 2,000 rpm at 82 mph. Not bad. The Tacoma is not a 0-60 truck but Motor Trend did get 6.8 and 7.1 second runs to 60. At highway speed the truck is really nice and very quiet. It will not have the room of the fullsize or even the power but the size is nice to me.

            1. ” It takes the AI in the transmission a few hundred miles to adjust to your driving habits.”

              It’s you getting used to the truck, and a little of the truck breaking in. There is t an “artificial intelligence” component in the transmission. If you think there is then Ppeae post a link fro Toyota setting this information. No blogs or forum comments, but proof from Toyota.

    16. The 1999 ranger came with the 4 hanger.

      A 3.0L v6 flex fuel.

      And a 4.0 liter v6.

      My son is still driving the 3.0 liter.
      You have to paddle it up the Grapevine. Lol

      It is decent off road.

      1. I had a 99 Mazda with the 4 and it was a great and reliable little engine but it was maybe the weakest truck engine I’ve ever owned!

    17. Looking at the video at 9:25 shows the gas at 12.6 MPG at the 35.4 mile mark of a 66 mile run. To wind up with a 8.7 MPG average means the last 30 miles was ran at under 5 MPG? That is what this V6 did going up IKE (4.9 MPG). What kind of wind conditions were happening out there to cause this?

      Love the reviews and videos but I question how the results ended up as they did on this one.

    18. After all the dust settles the answer to this comparo is, if you need to tow heavy loads, often, get the diesel. Otherwise the Gasoline will be easier to live with. I don’t know why diesel fuel in Colorado is less than in surrounding states. In Utah, for the last 10 years it is always 10 to 12 cents higher per gallon. Add to this the DEF fluid cost and the extra cost ($3,700) of the diesel and you see that the Diesel gets better MPG but the Gasoline model is more economical. To make this a valid comparison you need to do 0-60 with trailers attached and also factor the higher cost of parts for the Diesel. Refer to the TRUCK NUTS book for more info.

    19. Done red everybody’s posts.
      And watch the video.

      3700$! If remember correctly I think the 7.3 PS was pretty close to that price. It might have been around 4000$?
      Why on Earth do you need a DSL in this small p/u? I’ve red for towing. Ok tell me, do you tow your trailer to work everyday? Do you tow your trailer to the grocery store or any other place in town every time? Do you tow your trailer to any of your reletives place all the time? Now if you said no to all three questions then you really don’t need a DSL. Most people only tow there trl once and awhile. I look at this comparison I just don’t see a strong case for buying a DSL.

      I wonder if this 3.6 might be the next replacement in the Silverado for standard engine?

      DSL and gas prices very from State, but generally DSL is higher than gas. Especially in fall and begining of winter.

      1. Do you get 32 mpg with that v6 gas?
        Do you have a chance going 500k with that gas v6 rather than a diesel straight 4?
        Man, what is hard to understand?

    20. Hi Andre. Just curious what type of fuel economy you were able to achieve when not towing with both trucks? Thanks Trevor

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