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2017 Chevy Colorado and GMC Canyon Change Details

Gorehamj

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Gorehamj Senior Enthusiast

Gorehamj

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John Goreham
Contributing Writer, GM-Trucks.com
9-12-2016

GM's 2017 Chevy Colorado and Canyon both get the new V6 engine we highlighted in our recent story. The rest of the changes are not as significant, but they are now available. Here is what shoppers will see for 2017. We are listing them together where both get the same changes:

 

Interior Changes Both:

- New Audio system, Code IOB - Chevrolet MyLink Radio with 7" diagonal color touch-screen, AM/FM stereo with seek-and-scan and digital clock, includes USB ports, auxiliary jack, Bluetooth streaming audio for music and most phones; featuring Android Auto and Apple CarPlay capability for compatible phone

1 - Included with (PCP) Custom Special Edition. Includes (UE1) OnStar and (VV4) OnStar 4G LTE Wi-Fi hotspot.

- New Teen Driver mode, Code TDM, a configurable feature that lets you activate customizable vehicle settings associated with a key fob, to encourage safe driving behavior. It can limit certain vehicle features, and it prevents certain safety systems from being turned off. An in-vehicle report gives you information on your teen's driving habits and helps you to continue to coach your new driver

 

Exterior Changes - Colorado

- New Custom Special Edition, Code PCP, includes (VAT) body-color grille, LPO, (D75) body-color door handles, (DL6) outside power-adjustable, body-color, remote, manual-folding mirrors, (VT5) body-color rear bumper, (PZX) 18" Dark Argent Metallic cast aluminum wheels and (IOB) Chevrolet MyLink Radio with 7" diagonal color touch-screen

1 - Not available with (PCX) Work Truck Appearance Package.

- LPO Options:

- - Cargo divider, Code SIZ (Canyon also)

- - Front fog lamp kit, Code S3U (Canyon also)

- - Stripe Package, low gloss Black, includes hood and tailgate, Code SB7

 

Exterior Changes - Canyon

- LPO, SLE Chrome Appearance Package, includes (VKY) Chrome door handles, LPO, (SCZ) Chrome tailgate handle, LPO, (VKU) Chrome mirror caps, LPO and (VQZ) polished exhaust tip, LPO -

- Wheels, 20" (50.9 cm) Ultra-Bright machined aluminum with painted accents, Code RQ9

 

New Colors - Colorado

- Graphite Metallic, Code GPA

- Cajun Red Tintcoat, Code GPJ

 

New Colors - Canyon

- Mineral Metallic, Code GJB

- Dark Slate Metallic, Code GPA

- Red Quartz Tintcoat, Code GPJ

 

Photo Note: GM has not yer released 2017 Images for Colorado and Canyon

 

 

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crafferty Senior Enthusiast

crafferty

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What about the 8 speed transmission being paired to the new 3.6L V6? Any word on whether or not this transmission will be paired to the 2.8L Duramax.

Gorehamj Senior Enthusiast

Gorehamj

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Nope. I will keep watching for that. Maybe with all the torque they don't need the added intermediary gears. First and 6th can be as wide as the 1-8. Just thinking out loud.

GPGuy Senior Enthusiast

GPGuy

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I'd actually consider one of these trucks if they would make a power moonroof and power rear sliding window available... I don't get why they don't do this...

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      That is a fair point, and I agree that trying to log “everything in the truck” would be the wrong direction.   There are a lot of modules and a lot of traffic. If the product became a full-truck datalogger, the amount of data would get huge very quickly, and most owners would never use it.   I think the first useful version would need to be narrow: - powertrain-side event evidence - selected high-value parameters - communication / voltage / reset events - pre/post event window - short report first, raw log only as backup   One distinction I should make is between active OBD/PID polling and passive bus capture. If you are polling PIDs through OBD, then yes: the more parameters you request, the lower the effective sample rate becomes, and you are adding diagnostic traffic to a vehicle that is already busy running itself. With passive CAN capture, the recorder is not asking all the modules for data. It is listening to traffic that is already on the bus. So it does not consume vehicle bus bandwidth in the same way that a scan tool polling hundreds of PIDs would. But your point still applies in a different way.   Even if passive capture does not add bus traffic, the recorder still has limits: - processing rate - storage rate - timestamp accuracy - decoder workload - event filtering - report size - user attention span   So the answer cannot be “log everything and let the user figure it out.” The product would need to store enough raw evidence to be useful, but only decode, graph, and present the important parts around the event.   A practical report should probably show: - what triggered the capture - how much pre/post data was preserved - which selected parameters changed - how those values compared to baseline - whether the same pattern happened before - whether any voltage, reset, bus-off, lost-message, or communication fault occurred - selected graphs around the event - raw data only as supporting evidence   So I agree with you. More data is not automatically better. The real product is the reduction from raw data into a useful event report.
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That makes sense, and I agree with most of that.   I think the product would need both: 1. a default powertrain template, so it is useful out of the box; 2. user-selected priority parameters, so the owner or shop can choose what they want to see first.   Different users are going to care about different things. One owner may care about oil pressure and voltage. Another may care about misfire trend, AFM/DFM behavior, or U-codes. A shop may want communication events and repeatability first. Your baseline point is probably the most important one. Raw data is not very useful unless the report can show what normal looked like for that vehicle under similar conditions.   The way I would think about it is: - start with a basic known-good baseline - learn normal behavior for that specific vehicle over time - allow the event to be overlaid against baseline - show whether the event was a one-time spike or a repeatable pattern - provide a simple severity level, but with clear limits on what that severity means   For example, early severity could be something like: - Info: event captured, no obvious abnormal pattern - Watch: value moved outside baseline, but not repeated - Warning: repeatable abnormal pattern under similar conditions - Critical: communication loss, voltage drop, bus-off, reset, or severe repeated event   I would not want the first version to say “replace this part.” That would be overclaiming unless there is repair-confirmed data behind it. It would be more honest to say “this pattern deserves inspection.”   On the OBD port question, I think OBD absolutely has a role. OBD is probably the right place for: - DTCs - freeze frame - VIN - calibration information - normal scan-tool parameters - Mode 6 / enhanced diagnostic data if available The reason I am still looking at an ECM-side recorder is that the failure may happen before anyone connects a scan tool. If the owner plugs in a scanner after the event, the pre-event evidence may already be gone unless the ECU happened to save it. So I do not see this as “OBD versus ECM-side.” I see it more like: - ECM-side recorder: always armed, rolling buffer, event evidence - OBD/DLC companion: DTCs, freeze frame, VIN, calibration, normal scan data - phone/cloud: status, notes, upload, report generation, notifications   I agree that phone connection and push notifications would be useful. I just would not want the phone or cloud connection to be required for capture. The recorder should save the event locally even if the phone is not connected. The phone should help with event marking, download, notes, upload, alerts, and report viewing.   For a default GM V8 event report, would this list make sense? - RPM - calculated load / MAP - throttle position - vehicle speed - gear / torque converter state if available - coolant temperature - oil pressure - oil temperature if available - battery voltage - commanded AFM/DFM state if available - actual AFM/DFM state if available - misfire counters / roughness by cylinder if available - fuel trims - relevant U-codes / communication events - bus-off / lost periodic message / module reset / voltage drop events Which of those would you remove, and what would you add?

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