Chevrolet Colorado WT (Base), 3rd Generation: The Focused, Turbocharged Foundation
Historical Context and Development Background
The third-generation Chevrolet Colorado arrived for the 2023 model year with a mandate to simplify and modernize. Out went the previous V6 and 2.8-liter Duramax diesel; in came a single, thoroughly updated 2.7-liter turbocharged inline-four (L3B family) tuned to multiple outputs, paired exclusively with a revised 8-speed automatic. Chevrolet consolidated the configuration to a single crew cab with a short box and a longer 131.4-inch wheelbase, widened track, and a harder edge to the surfacing and lighting signatures. The result is a cleaner product strategy and more cohesive chassis tuning across the range, from the fleet-leaning WT (Work Truck, effectively the base model) to the ZR2 flagship.
From a corporate standpoint, the 2.7L strategy leverages GM’s scale: one robust turbo-four architecture now underpins midsize pickup and half-ton applications, easing emissions, parts commonality, and calibration. The WT’s role is clear—price point, payload, and durability first—yet it benefits from the same fundamental hardware changes that elevated the whole lineup: a stiffer frame (31XX-2 evolution), revised front crash structure, optimized rear packaging, and a tech-forward cabin with a standard 11.3-inch touchscreen running Google built-in services.
Competitively, this generation targeted the established midsize cohort—Toyota Tacoma, Nissan Frontier, Ford Ranger, and Jeep Gladiator—by delivering stronger baseline torque, simpler ordering, and an off-road ladder that scales naturally to Trail Boss and ZR2. Motorsport visibility continues through Chevrolet’s collaboration with Hall Racing, where ZR2-based trucks have seen desert-running development duty, underscoring the platform’s thermal and damping capacity even if the WT itself is the working-class anchor.
Engine and Technical Specifications
All third-gen Colorados revolve around GM’s L3B-based 2.7-liter turbo-four with a robust bottom end (forged crankshaft, main bearing enhancements, and a rigid block), dual-volute turbocharger, integrated exhaust manifold, and direct injection. The WT (base) standard output emphasizes torque accessibility and efficiency, with higher-output calibrations available depending on trim and options.
| Specification | Details |
|---|---|
| Engine configuration | Turbocharged inline-4 (GM L3B family), aluminum block and head, DOHC, VVT |
| Displacement | 2.7 liters |
| Horsepower (WT base) | 237 hp (standard tune) |
| Induction | Single dual-volute turbocharger; air-to-air intercooling |
| Redline | ~5,800 rpm |
| Fuel system | Direct injection; electronic throttle; regular unleaded acceptable (per GM) |
| Compression ratio | 10.0:1 |
| Bore x stroke | 92.25 mm x 102.0 mm (3.63 in x 4.02 in) |
Driving Experience and Handling Dynamics
In WT form, the Colorado is honest and well-sorted. The revised front end uses an independent coilover-strut layout with geometry tuned to a wider track, yielding more precise on-center stability than the prior generation. The rear remains a leaf-sprung live axle, selected for payload and towing durability. Spring and damper rates on the WT target control under load rather than plushness; unladen, the ride is taut but avoids the choppiness that afflicted some rivals. Electric power steering is light in parking scenarios and gains reassuring weight at speed without artificial self-centering.
The 8-speed automatic’s recalibration is a quiet triumph. With the base 237-hp tune, it prefers early upshifts, leaning on low-end torque and the turbo’s quick spool to keep revs modest. Throttle response is clean—with more immediacy than the outgoing V6—and the driveline feels calmer on grade thanks to broader torque at low rpm. With the available 310-hp tune, the same gearbox holds gears longer and snaps off downshifts more readily, giving the chassis a livelier character that shortens two-lane passes. Four-wheel drive models add a two-speed transfer case with familiar part-time logic; traction and stability programming are conservative on WT tires, appropriate for mixed fleet duty.
Full Performance Specifications
Official factory acceleration figures are not published for the WT; independent instrumented testing on higher-output trims provides a useful reference. Limits and times vary by tire fitment, driveline, and payload.
| Configuration | 0–60 mph | Top speed | Quarter-mile | Curb weight | Layout | Brakes | Suspension | Gearbox |
|---|---|---|---|---|---|---|---|---|
| WT (Base tune, 237 hp) | Not officially published | Electronically limited (varies by tire rating) | Not officially published | ~4,300–4,600 lb (RWD vs. 4WD) | Front-engine; RWD or part-time 4WD | Four-wheel disc, ABS; stability/traction control | Front: independent coilover strut; Rear: leaf-sprung live axle | 8-speed automatic (Hydra-Matic) |
| WT (Optional 310 hp tune) | ~6.0–6.3 s (based on instrumented tests of comparable trims) | Electronically limited (varies by tire rating) | ~14.5–14.8 s @ mid-90s mph (trim-dependent) | ~4,400–4,700 lb | Front-engine; RWD or part-time 4WD | Four-wheel disc, ABS; stability/traction control | Front: independent coilover strut; Rear: leaf-sprung live axle | 8-speed automatic (Hydra-Matic) |
Note: Maximum towing for the lineup reaches 7,700 lb in specific configurations and tunes; the WT with the base tune is rated lower. ZR2 models emphasize off-road wheel travel and are not configured for the top tow rating.
Variant Breakdown (3rd-Gen Colorado Family)
While this article centers on the WT (base), context across trims clarifies options, tuning, and equipment. Production volumes by trim are not publicly broken out by Chevrolet.
| Trim / Edition | Engine Output | Driveline | Key Differences | Colors/Badges | Production | Primary Markets |
|---|---|---|---|---|---|---|
| WT (Work Truck) — Base | 237 hp (standard); 310 hp optional depending on package | RWD or part-time 4WD | Utility-first spec, steel wheels/alloys depending on package, cloth/vinyl seating, simplified exterior trim; 11.3-inch center touchscreen standard | WT badging; typical fleet colors include Summit White, Black; also available in Glacier Blue Metallic, Sterling Gray Metallic, Radiant Red Tintcoat (availability varies) | Not publicly disclosed | U.S., Canada, Mexico |
| LT | 237 hp standard; 310 hp widely available | RWD or part-time 4WD | Uplevel interior trims, more driver-assist content, alloy wheels, chrome/brightwork accents | LT badging; broader color palette including Glacier Blue Metallic, Sterling Gray Metallic | Not publicly disclosed | U.S., Canada, Mexico |
| Trail Boss | 310 hp (Turbo Plus) | 4WD (lifted suspension) | Factory 2-inch lift, wider stance, off-road tires, unique bumpers/trim | Blackout and red recovery hooks; off-road graphics | Not publicly disclosed | U.S., Canada |
| Z71 | 310 hp (Turbo Plus) | RWD or 4WD | Sport-off-road balance: tuned dampers, all-terrain tires, skid plates, aesthetic upgrades | Z71 badging; red tow hooks; distinct wheel designs | Not publicly disclosed | U.S., Canada |
| ZR2 | 310 hp (High Output tune) | 4WD | ~3-inch factory lift vs. WT, Multimatic DSSV spool-valve dampers, wider track, locking front/rear differentials, unique bodywork | ZR2 badging; wider fenders; off-road wheel/tire packages; colors include Nitro Yellow Metallic on many press trucks | Not publicly disclosed | U.S., Canada |
| ZR2 Bison (package) | 310 hp (High Output) | 4WD | AEV co-developed: boron steel skid plates, unique bumpers with recovery points, beadlock-capable wheels, additional underbody protection | AEV and Bison branding; unique wheels/badging | Not publicly disclosed | U.S., Canada |
Ownership Notes: Maintenance, Parts, Service
- Engine and fluids: Follow GM’s oil-life monitor and use the specified dexos-approved oil; the 2.7L turbo is designed for regular unleaded (87 AKI) unless otherwise noted in the owner’s manual for specific tunes or conditions.
- Cooling and induction: The dual-volute turbo and intercooler benefit from clean filters and unobstructed ducting; inspect charge-air hoses and clamps during routine services, especially if towing or operating in dusty environments.
- Transmission and driveline: The 8-speed automatic and differentials have severe-duty service intervals when towing, hauling, or off-roading regularly; consult the maintenance schedule for fluid change mileage in those use-cases.
- Brakes and suspension: Four-wheel discs are straightforward to service; leaf-spring rear hardware is robust, and bushing/leaf-pad inspections are simple. Factory alignment specs accommodate load, but frequent trail use warrants more frequent checks.
- Parts availability: Excellent across North America via Chevrolet dealers and the broader GM supply chain. The shared 2.7L architecture aids parts commonality.
- Restoration difficulty: Not applicable in the traditional sense; these are contemporary trucks. DIY maintenance is approachable, but DI/turbo-specific procedures (high-pressure fuel components, turbo plumbing) are best handled with proper tooling and manual guidance.
Cultural Relevance and Market Perspective
The third-gen Colorado reframed the midsize conversation by proving a single, stout turbo-four could replace both a V6 and a small diesel in everyday use. Press and enthusiast coverage emphasized the improved ergonomics—especially the standard 11.3-inch infotainment—and the way the chassis scales from basic WT to desert-tuned ZR2 without feeling like separate vehicles. In media and marketing, ZR2s rightfully steal the limelight, but the WT is the commercial backbone: contractors’ lots, municipal fleets, and value-conscious buyers.
Racing credibility flows from Chevrolet’s off-road development footprint. While the WT isn’t a racer, the platform’s durability testing through desert campaigns (notably Hall Racing’s efforts with ZR2-based trucks) lends engineering depth to the family. On the collector front, near-new examples primarily trade via retail rather than enthusiast auctions; special editions (ZR2 Bison) hold the strongest long-term interest, while WT values track condition, mileage, and fleet spec vs. privately optioned equipment.
FAQs
Is the 2.7L turbo-four reliable in the Colorado?
The L3B-based 2.7L is engineered for truck duty with a reinforced bottom end and modern thermal management. As with any direct-injected turbo engine, staying current on oil changes, using quality fuel, and servicing filters on schedule are key. Many early software refinements for shift logic and infotainment have been addressed through dealer updates.
What are the known issues owners watch for?
Owners commonly cite software-related quirks (infotainment behavior or drive-mode logic) more than mechanical faults, particularly early in the generation. Keeping vehicle software current and following TSB-guided updates where applicable is the practical remedy. Routine inspections of turbo plumbing and cooling components are smart for frequent towing or off-road use.
How fast is the base WT?
Chevrolet does not publish official 0–60 or quarter-mile figures for the WT base tune. Independent testing of higher-output trims (310 hp) shows roughly six-second 0–60 mph capability; the 237-hp WT is slower but geared for work duty and everyday drivability rather than sprints.
What is the towing capacity?
Maximum towing for the third-gen Colorado reaches up to 7,700 lb in specific trim and tune combinations. The WT with the base 237-hp tune is rated lower; equipping the available higher-output calibration and trailering package elevates its tow figures accordingly. Always verify rating by VIN and equipment.
Which transmission does the WT use?
All third-gen Colorados use a revised 8-speed automatic. In WT form it is calibrated for smooth, early upshifts with the 237-hp tune and becomes more assertive with the available 310-hp calibration.
Does the WT still get the big touchscreen?
Yes. A 11.3-inch center touchscreen is standard across the lineup, including the WT, integrating vehicle settings, trailering features, and camera views depending on options.
What replaced the old V6 and diesel?
The 2.7L turbo-four family replaces both. It delivers broader low-end torque than the outgoing V6 and covers use-cases once served by the small diesel, while streamlining emissions and parts.
