Bulletin No.: PI1539
Date: Oct-2015

Subject:

2016 Colorado/Canyon Duramax® Diesel New Model Features

Models:

2016 Chevrolet Colorado — Crew Cab Models
2016 GMC Canyon — Crew Cab Models
Equipped with Duramax® Diesel 2.8L, DI, L4, DOHC, TURBOCHARGED – RPO LWN
Equipped with Hydra-Matic™ 6L50 6-Speed Automatic Transmission – RPO MYB
Equipped with 2WD or 4WD
United States and Canada Only

Overview
Bulletin Purpose
The purpose of this bulletin is to help the Service and Sales Personnel become familiar with the available 2.8L Duramax® diesel engine for the 2016 Chevrolet
Colorado and 2016 GMC Canyon midsize pickup trucks. A diesel engine was part of the Colorado/Canyon portfolio plan from the very beginning of the vehicle’s
introduction, meaning the chassis, suspension and other elements of its architecture were engineered to support its capability upon implementation.

Colorado

The Duramax diesel engine will be available in the Fall of 2015 and it offers additional truck capability and versatility to customers who don’t require a fullsize
truck. The 2.8L Duramax® diesel is the cleanest diesel truck engine ever produced by General Motors. It will be offered in LT and Z71 Crew Cab models with
2WD or 4WD.

Canyon

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The Duramax diesel engine will be available in the Fall of 2015 and it offers additional truck capability and versatility to customers who don’t require a fullsize
truck. The 2.8L Duramax diesel is the cleanest diesel truck engine ever produced by General Motors. It will be offered in SLE and SLT Crew Cab models with
2WD or 4WD.

Additional Vehicle Features
–

When properly equipped, both vehicles offer a maximum trailering capability of 7,700 lbs (3,492 kg) for 2WD models and 7,600 lbs (3,447 kg) for 4WD
models.

–

The Hydra-Matic™ 6L50 6-speed transmission is matched with a centrifugal pendulum vibration absorber (CPVA) integrated in the torque converter
which reduces powertrain noise and vibration.

–

The available trailering package includes a hitch receiver, seven-pin connector, as well as the segment exclusive automatic locking rear differential.

–

A 3.42:1 rear axle ratio and four wheel disc brakes with Duralife™ brake rotors are standard. Duralife™ brake rotors are expected to last twice as long
as conventional rotors and provide quieter braking with less vibration.

–

An all new integrated trailer brake controller is standard and exclusive to the Duramax® diesel models.

–

A smart diesel exhaust brake system that enhances vehicle control and reduces brake wear on steep grades.

–

Gross vehicle weight ratings (GVWR) of 6,000 lbs (2,721 kg) for 2WD and 6,200 lbs (2,812 kg) for 4WD.

–

A new electronically controlled two-speed transfer case is available on 4WD models.

–

A fully boxed frame provides the strength to enable the capabilities of the new Duramax® diesel while supporting a ride designed to be smooth and quiet.
The Colorado and Canyon feature three sections – or bays – with specific strength and support characteristics, including a front bay made of
hydroformed side rails and an integrated four-point front axle mounting system designed to reduce vibration.

2.8L Duramax® Turbocharged Diesel Engine

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The new to North America, 2.8L Duramax diesel engine is part of GM’s global family of turbo diesel four cylinder engines designed to deliver value, capability and
efficiency. It is a no compromise turbocharged engine with excellent responsiveness. It was designed specifically for trucks and has undergone many of the
same durability and reliability validation tests as the 6.6L Duramax®.

Engine Specifications and Features
The following are some of the engine specifications and its features:

•

Engine Type: 2.8L Duramax® inline 4 cylinder turbocharged diesel.

•

Displacement: 2.8 liters, 170 cubic inches.

•

Peak Horsepower: SAE certified at 181 horsepower (135 kW) at 3,400 rpm.

•

Peak Torque: SAE certified at 369 lb-ft (500 Nm) of torque at 2,000 rpm. A broad torque band makes it very powerful at low rpm while the turbocharged
performance provides immediate and smooth horsepower on demand.

•

Engine Block Material: Cast iron cylinder block, machined in-house at GM’s plant in Rayong, Thailand.

•

Cylinder Head Material: Cast aluminum alloy with newly enlarged exhaust ports, bigger water passages and an improved oil distribution channel for inhead lubrication.

•

Compression Ratio: 16.5:1

•

Bore: 3.70 inches (94 mm).

•

Stroke: 3.94 inches (100 mm)

•

Fuel Injection: Direct injection, high pressure, solenoid operated injectors at 29,000 psi (2000 bar) with a common rail. High pressures improve engine
efficiency and performance and reduce CO2 and fuel consumption.

•

Valvetrain: Dual overhead camshafts (DOHC), 16 valves (4 valves per cylinder) with a roller finger follower actuator system. Valve springs are standard
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and the seats are sintered metal pressed in, then later machined.

•

Camshafts: The camshafts are tubular, utilizing cast steel sintered lobes that are pressed onto the camshaft and then machined to profile.

•

Crankshaft: Forged steel crankshaft, machined in-house at GM’s plant in Thailand. The crankshaft is fully balanced.

•

Connecting Rods: Forged steel connecting rods.

•

Pistons, Rings and Cooling: Traditional deep-dish design cast aluminum pistons with floating piston pin, cored oil cooling gallery with oil cooling jets and
three ring design — a top, middle and oil ring.

•

Balance Shaft: The balance shaft is more centered in the engine, which contributes to increased smoothness. The balance shaft assembly is bolted to
the bottom of the cylinder block. It is driven from a gear at the rear of the crankshaft. The balance shaft also drives the oil pump gear-to-gear.

•

Oil Pan: The laminated steel oil pan is assembled with an upper aluminum section that contributes to engine rigidity and quietness.

•

Ceramic Glow Plugs: Ceramic glow plugs provide shorter heat-up times and higher glow temperatures than metallic glow plugs.

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Cooled EGR: The cooled EGR contributes to lower emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air
stream, which is drawn into the cylinder head for combustion. That process lowers combustion temperatures and rates, improving emissions
performance by reducing the formation of NOx.

•

Variable Geometry Turbocharger (VGT): A water-cooled VGT provides optimal power across the engine RPM band. It uses an oiling circuit that
includes a dedicated feed for the VGT to provide increased pressure at the turbocharger and faster oil delivery. The compressor wheel was retooled to
optimize high-altitude capability and to meet emissions standards at the higher altitudes that may be encountered in certain areas of North America.

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Composite Intake Manifold: A composite intake manifold is used on this engine for weight reduction and to reduce the transfer of engine noise.

•

Biodiesel Fuel: The engine is B20 biodiesel fuel capable.

•

Soft Timing Belt: The engine uses a soft timing belt that’s good for a 150,000 mile service interval. It was selected for packaging, lower noise production
and serviceability to −40°F (−40°C).

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Optional Block Heater: The optional block heater is a wet heater through the side of the engine block for those extreme below −20°F (−29°C)
temperatures. The heater is attached through a cast-in port and it can be retrofitted through the block plug if a used vehicle is bought but didn’t ship with
one originally.

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Integrated Engine Oil Filter and Integrated Engine Oil Cooler: The engine uses an integrated engine oil filter and an integrated engine oil cooler. The
oil filter is a cartridge-style paper filter designed for ease of service and accessibility in the vehicle.

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1.

Engine Oil Cooler Bolt

2.

Engine Oil Cooler Bolt [5X]

3.

Engine Oil Cooler Seal

4.

Engine Oil Cooler

dexos2™ Engine Oil

Ask for and use engine oils that meet the dexos2™ specification. Engine oils that have been approved by GM as meeting the dexos2™ specification are
marked with the dexos2™ approved logo. This certification mark indicates that the oil has been approved to the dexos® specification. Visit this General Motors
website: http://www.gmdexos.com

Viscosity Grade
Use SAE 5W-30 viscosity grade engine oil for the 2.8L Duramax® diesel engine.
Cold Temperature Operation: In an area of extreme cold, where the temperature falls below −20°F (−29°C), an SAE 0W-40 engine oil may be used. An oil of
this viscosity grade will provide easier cold starting for the engine at extremely low temperatures.

Engine Oil Life System
All midsize pickup trucks feature GM’s engine oil life system, which better protects engines by recommending oil changes based on a computer software
algorithm using actual engine operating conditions and can save the vehicle owner money by avoiding unnecessary oil changes.

Hydra-Matic™ 6L50 6-Speed Automatic Transmission — Centrifugal Pendulum Vibration Absorber

Transmission General Description
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The Hydra-Matic™ 6L50 transmission is a fully automatic, 6 speed, rear-wheel drive, electronic-controlled transmission. It consists primarily of a 3 element
torque converter, an integral fluid pump and converter housing, a single and double planetary gear set, friction and mechanical clutch assemblies, and a
hydraulic pressurization and control system. There are four variants of the transmission, all based on torque capacity. Architecture is common between the
variants, and component differences are primarily related to size.
The 3 element torque converter contains a pump, turbine and a stator assembly. The number of elements refers to the hydrodynamic torus arrangement within
the torque converter. The torque converter acts as a fluid coupling to smoothly transmit power from the engine to the transmission. It also hydraulically provides
additional torque multiplication when required. Additionally within the torque converter is a pressure plate, also called the torque converter clutch, that when
applied provides a mechanical direct drive coupling of the engine to the transmission.
The torque converter clutch (TCC) is applied by fluid pressure, which is controlled by a TCC pressure control (PC) solenoid. This solenoid is part of the control
solenoid valve assembly, which is located inside the automatic transmission assembly. The solenoid is controlled through a combination of computer controlled
switches and sensors.
The planetary gear sets provide the 6 forward gear ratios and reverse. Changing gear ratios is fully automatic and is accomplished through the use of a
transmission control module (TCM) located inside the transmission. The TCM receives and monitors various electronic sensor inputs and uses this information
to shift the transmission at the optimum time.

Centrifugal Pendulum Vibration Absorber

1.

Pendulum masses.

2.

Output isolator spring.

3.

Input isolator spring.

4.

Output hub.

To control vibration and noise inside the Colorado/Canyon, GM engineers integrated a device called a centrifugal pendulum vibration absorber (CPVA) in the
torque converter that is used with the standard Hydra-Matic™ 6L50 6-speed automatic transmission. This is the first application of a CPVA in a GM vehicle and
the first time it has been used in the midsize truck segment.
The CPVA is an absorbing damper with a set of secondary spring masses, that when energized cancels out the engine’s torsional vibrations so the driver and
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passengers can’t feel them. In this unique design the spring masses vibrate in the opposite direction of the torsional vibrations of the engine balancing out
undesirable torsional vibrations.

Torque Converter and Integrated CPVA

1.

Torque converter assembly.

2.

Torque converter transmission spline.

3.

Pendulum masses.

4.

Output hub.

Turbocharger System Description

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1.

Vanes

2.

Turbine blades

3.

Turbocharger fresh air intake

4.

Compressor and blades

The variable geometry turbocharger (VGT) used on the 2.8L Duramax® engine is water cooled and is bolted to the exhaust manifold of the engine.
Some of the exhaust (the amount is determined by the ECM) from the engine cylinders passes through the turbine blades, causing the turbine in the
turbocharger to spin. The more exhaust that goes through the turbine blades, the faster they spin.
The turbine is connected by a shaft to the compressor, also in the turbocharger, which is located between the air filter and the intake manifold.
The compressor pressurizes and pumps the air going into the combustion chambers of the engine. The advantage of compressing the air is that it lets the
engine squeeze more air into a cylinder, and more air means that more fuel can be added at the optimal air/fuel ratio. This produces more power from each
explosion in each cylinder. This significantly improves the power-to-weight ratio for the engine.

Throttle Inlet Absolute Pressure Sensor

The throttle inlet absolute pressure sensor, also called a B65 intake manifold pressure and air temperature sensor, is mounted on the intake manifold and
measures the intake manifold pressure and incoming air temperature.

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Turbocharger Vane Position Actuator
The VGT body assembly contains a contact-less inductive VGT position sensing element that is managed by a customized integrated circuit. The VGT position
sensor is mounted within the VGT body assembly and is not serviceable. The ECM supplies the VGT body with a 5 V reference circuit, a low reference circuit,
an H-bridge motor directional control circuit, and an asynchronous signal/serial data circuit. The asynchronous signal means communication is only going from
the VGT body to the ECM. The VGT body cannot receive data from the ECM over the signal/serial data circuit. The VGT position sensor provides a signal
voltage that changes relative to VGT vanes angle. The customized integrated circuit translates the voltage based position information into serial data using the
Society of Automotive Engineers (SAE) J2716 Single Edge Nibble Transmission (SENT) protocol. The VGT position sensor information is transmitted between
the VGT body and the ECM on the signal/serial data circuit. The ECM decodes the serial data signal and is used as voltages for VGT position sensor.
The turbocharger vanes are normally open when the engine is not under a load. The ECM will close the turbocharger vanes to increase engine power and to
create a high pressure, using boost pressure actuator.
The ECM will often close the turbocharger vanes to create back pressure to drive exhaust gas through the exhaust gas recirculation (EGR) valve as required.
At extreme cold temperatures, the ECM may close the turbocharger vanes at low load conditions in order to accelerate engine coolant heating. The ECM may
also close the turbocharger vanes under exhaust braking conditions.

Charge Air Cooler

The charge air cooler (2) is located in front of the radiator. The charge air cooler is fastened in place by two bolts (1).
The outside airflow that passes through and around the fins of the charge air cooler, cools the hot compressed air within the charge air cooler that is provided
from the compressor side of the turbocharger to pressurize the combustion chambers.

Engine Control Module
The ECM controls all turbocharger control functions. The ECM monitors information from various sensor inputs that include the following:

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The accelerator pedal position (APP) sensor.

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The engine coolant temperature (ECT) sensor.

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The mass air flow (MAF) sensor.