Aluminum also oxidizes.
My own opinion Instead of these infomercials, GM should have put engineering resources towards figuring out how the aluminum F-150 fares much so better in crash tests then the steel bodied (sans hood) Silverado. After all, broken beds can be replaced.
Having owned a Titan (finally got them to buy the pos back dealing with Nissan corporate was hell), and now a Chevy (great truck), the commercial confirms I made the right decision and will do so again .
Oh man, good point I forgot all about that in my post above. Between resale and gas mileage the diesel pretty much wins every time. I bought my 2006 K2500HD new for $32.5k, and nine+ years later I am still getting offered $21-22k for it. That would be $1100 a year to have owned it. So much for the Dmax/Allison "upcharge" not getting payed back argument.
Some of the comments from non-diesel owners and gasser fans are entertaining: Expensive oil changes? Expensive DEF? Reliablility issues? Getting broken constantly? Using EPA numbers for gas vs diesel cost analysis? The truck in my sig is my first diesel (just over nine years of ownership so far, fully expect it to keep it another 5-6 years given its reliability record and low repair costs to date), I maintain all my own vehicles (only farming out jobs I don't have $$$ tools for); so feel I can speak to gas vs diesel costs to run, reliability, and longevity with some objectivity. My diesel experience: 1) Oil changes are $50 (and thats with 10 quarts) and take 20 minutes, fuel filter $33 every 10K and 10 minutes of time, imo both non-factors for diesel vs. gas compared to other running costs. The DIC (driver information center, which has some driving style algorithms to calculate when you should change your oil) FINALLY comes on at 10K miles telling me I need to change it. Even so I change it every 5-7.5K just to be safe, its cheap insurance. 2) I don't have DEF, but at its low cost and ease of filing it - yet again for me it would be a non-factor for diesel vs. gas compared to other running costs. 3) There are several very high mileage LBZ 6.6L Dmax's out there, going way beyond what any current gasser would. Pretty bulletproof too (its only GM's crap fuel delivery system that has left me stranded three times, long since fixed via aftermarket parts). The "new" Dmax in the Colorado/Canyon has been around for several years and proven in some pretty tough environments, I would expect most all of the kinks have been worked out by now, and it too will enjoy great reliability. Time will tell though with this specific high altitude/cold climate/EPA'd version. 4) Dodge 1500 RAM diesel owners easily and regularly exceed EPA highway numbers (to the tune of 3-5mpg). I'd wait to find out real world Colorado/Canyon numbers before doing a real world gas vs diesel analysis, my bet is the initial cost difference will easlly be paid back if you do a lot of highway driving (especially loaded up). If you keep a truck a long time, drive mostly highway miles, want to tow, or just plain love having lots of torque off the line (puts a grin on my face everytime)....imo get the diesel. Otherwise get gas and enjoy your savings. Enjoy whatever you get, and don't poo poo on others engine choices. Be thankful to have those choices.
Great review, thanks for taking the time to test it and write it up! Regarding the observation that one must unload the bed to set up the tent, be aware that Napier is the only manufacturer (that I know of) that has the built-in floor. Competitor designs do not have a floor, and therefore unloading then reloading the bed is not required. Load up the bed configured how you want (including the unrolled sleeping bag) at home, throw in the tent, close the bed cover (I use a lockable tri-fold), drive to destination, remove the bed cover (stow in cab), set up the tent, go to sleep.
Respectful counterpoint: Back in those days, GM had FAR less competition. IMO for them to have as much of the market share as they do in this day and age is EVERYTHING (especially after holding the door open for the competition to "come on in" from the late 70's through early 90's).
I suppose if you drive at 50-55mph a 20-23mpg average number is possible. If you head over to fuelly.com, you will find most every real world Ford V8 owner is reporting 18-21mpg highway mpg max average, so call it around 19.5 plus or minus mpg highway average. No surprise there, can't get around the physics. A Colorado V6 will beat that by about 2 mpg, imo not enough to sway a buying decision unless you drive a lot (see my "So one should not buy the smaller truck for fuel savings alone for sure" comment/numbers above). BTW I put more trust in the fuelly.com numbers since people there are conscientously recording odometer and gas pump numbers and doing the math, rather than people simply posting what they see on thier instantaneous/average fuel flow readouts (I had one of those that consistently overstated long haul highway mpg by 10-11%, versus my gps verified miles traveled divided by real number of gallons pumped back in mpg number).
Just saw this thread. One of my biggest gripes with my GMT800 Duramax is the waxed frame getting eaten by diesel (,,,its inevitable diesel makes it to the chassis via fuel filter changes, leaks, etc). I am forevever inspecting and recoating the frame, and am dissapointed to hear the 1500's are still being waxed. Especially since it appears on the new Colorado/Canyon twins they are actually painting the frames (good news for those waiting on the babyDmax engine).
That is very interesting, good thing I skipped looking at the GMT900 body. My GMT800 fits me fine, but the Canyon did have even more leg/head room (for my body anyways). Agree GM is doing a good job with front seat space. Kudos to them.
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