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Meanwhile i am debating if i should get rid of the truck as soon as it is repaired. It seems this issue is the case of replace the broken parts and not solve the problem from happening again.
KEEP IT or TRADE IT??? :confuse:
I don't want to influence your decision. It's your choice.
Good luck.
So far I've put over 1,000 miles on my 06 Colorado since the fix, and I havent had any problems. In fact my truck feels and idles smoother than it did when it was new. So not everyone's truck is falling apart after the fix.
Any advice out there
I don't have the Colorado anymore. I traded it in with an 07 Silverado LT. They took the Colorado at mid-price value even when it hasn't been worked on yet. I just signed the release the other day. I have who have friends at other GM dealerships and they were able to give me a pretty good number of Colorados that are in their service area with the same problem. I'm pretty sure GM knows how many there are but for you to know, that gives you a little bit of advantage when you talk or write them. (I also wrote a letter of complaint to GM)
Well, good luck and hope you get everything squared away.
I have a 2005 Canyon 4x4, that currently is approaching 18,000 miles. I'd hate to think that I'm driving a "time bomb", that's going to crap out at any minute. This is especially important to me, as my Canyon is a winter vehicle. If I wanted to drive an unreliable car/truck during the winter, I'd go back to an 8-10 year old, $750 "hoopty", like I drove in the winters of years gone by...
The dealer told me there is no recall for the head problem, but there IS a service bulletin addressing the problem. Others here have indicated that GM is taking care of the problem regardless of warranty standing. That's good to know.
I took Chevrolet Motor Division to arbitration over the vibration, which persists today (26,000 miles), but which the NH arbitration board (3 members) said they could not feel when driving the truck. From the number of posts here, I would say the problem is wide-spread. I am generally not satisfied with my truck.
That's an interesting question, I know mine was replaced early less than 12,000 miles on the truck and I baby it. I don't drive like a race car, and I change the oil every 3,000 miles.
I do however haul a 3,000lbs trailer every once and awhile, but only a couple miles here and there.
several posts in this thread
I am now concerned about his PU truck purchasing
decision. I sure do hope that it is true that GM has
switched over to a different head design for the '07
model Canyon/Colorado; and that the valve spring and
head issues reported here are now history.
I'm also in the market for a new PU truck and have
driven the Canyon and Nissan Frontier both. My interest
lies in a crew cab, short box 4X4. I'd like to purchase
a domestic PU truck, but after reading about how many of
you guys have experienced engine problems with your
Colorado/Canyon PU trucks, I am starting to seriously
second guess myself on a potential Canyon purchase. Even
with a 100,000 mile power and drivetrain warranty, I
simply do NOT want to go through a lot of inconvenience
with reliability issues. Especially with a brand new truck.
Ron M.
All the warranty in the world is useless after ya start having the head aches of having to keep going back to a dealer....unless ya just like to hang out there.
All the warranty in the world is useless after ya start having the head aches of having to keep going back to a dealer....unless ya just like to hang out there.
And what makes you automatically assume that I let him make such a mistake? I had absolutely nothing to do with his purchasing decision. He calls me up one day and says, "Why don't you ride over here and see my new pickup truck?" I pull into his driveway and there sits a brand new Canyon. At any rate, I hope that it ends up treating him well.
Just an FYI, Car & Driver and Road and Track both had a lot of problems with their long term Toyota Tacomas. I have a co-worker with a Titan that has had to go back to the dealer 6 times for various problems. So Toyota and Nissan have just as many problems with thier trucks.
Just an FYI, Car & Driver and Road and Track both had a lot of problems with their long term Toyota Tacomas. I have a co-worker with a Titan that has had to go back to the dealer 6 times for various problems. So Toyota and Nissan have just as many problems with thier trucks.
Rocketman is who described my father's PU truck purchasing decision as a "mistake". A couple of co-workers of mine have had multiple issues with their Nissan Titan PU trucks. However, all of the Nissan Frontier owners that I know haven't had a single problem with their PU trucks; nor have the Toyota Tacoma owners. But that's not to say that I think Frontier and Tacoma owners' PU trucks are always going to be flawless. A person is indeed subject to have trouble with any make/model vehicle. It's just that speaking from a statistical standpoint, some are much more likely to give problems than others.
One thing I did notice today when giving my father's Canyon a good hard look, is that there are two nasty-looking seams/weld beads running vertically down the rear of the cab on each side. It looks horrible if you asked me. Very shoddy workmanship. I'd like to look at a few more to see if they were constructed in a similar manner.
Ron M.
1 General tire replaced
4 General tires replaced
1 Goodyear tire replaced
Passenger seat replaced
Cruise control switch replaced
Taillight switch replaced
Headlight switch replaced
Head replaced.
All I can same is it must be because they into S&M.......
Finally I brought it in and was told the top of the gas tank had a crack in it and needed replacement. $1000 later the problem went away......after expiration of warranty of course!
Anyway, late in the comments, it is mentioned about the welds. I noticed this fact myself as I was looking at new trucks on the lot. I noticed very crappy welds down the bed primarily, but not universally. Some had bad welds and some didn't. These welds seem to be due to improper settings on the welding machines, as the welds sit high and prominent with sloppy endpoints. In my opinion, these welds should sit more flush to the bed surface indicating good penetration rather than the cold and sloppy look they have.
Can someone tell me why in the world a major automotive manufacturer would have such bad quality control that no one notices this? As I said, some were really bad and some looked okay - indicating to me that they are capable of producing a good weld, but fail to notice the many trucks rolling off the assembly line with bad welds.
GM probably does not offer a manual with the 2k7 I5 because the manuals are built so cheap that they won't take the new hp & torque numbers. :sick:
I love this truck and am torn on whether to sell it. :confuse:
I definitly recommend an extended warranty for anyone who gets into a 2005-2006 that has the particular defects and VIN's that match the TEC DOC ID#1915 419.
I recommend taking your canyon in and seeing if it is one of the potential problematic ones.
If it is on the list have them do a cylinder leak down test.
Supposedly the new heads fix the problem so it should be smooth sailing once the problem is taken care of.
GMC should definitly warn folks that own the vehicles with the potential defects prior to the warranty period ending.
It is obvious that they knew there was a problem since folks have been getting work done under warranty up to 80k miles.
Bad business practice by GM for not informing the general public. Has anyone considered filing a BBB complaint and using this TEC DOC as the blatent evidence of the defect cover-up?
That's an interesting take on why they don't offer a manual tranny for the I5. I would figure a manual transmission would be better able to stand up to higher horsepower and torque - as I assume why they don't make automatic semi-trucks or dumptrucks for the most part. My take on it was that automatic transmissions are so popular that they just dropped it as an option on the bigger engines. I would MUCH rather have a manual transmission if I was using a bigger engine to actually do something that required it - like pulling something heavy or trying to extract the vehicle from a mud hole. Too many things to break on an automatic transmission and they seem to be made for highway cruising primarily. (I have a manual on my old S-10 which has 252,000 miles and have done NOTHING to the transmission).
So one has to wonder why did they not stick with the 4.3 since it is a proven power train? After all if you look at their 2k7 Full Size truck the 4.3 is still alive and well.
GM just SCREWED UP just plain and simple!! :sick:
When I was shopping for a replacement for my '95 Sonoma I was going to buy a Colorado/Canyon because I had very good luck with my Sonoma. But when I heard GM was going to use a 'neutered' I6 I ditched that idea rather quickly. I'm damn glad I did.
When you build a truck to be a contender in a very competitive midsize truck market one thing you do not do is go in with one arm tied behind your back by putting in a weak power train. That is exactly what GM did.
They could have stuck with the 4.3 or the I6.
At the time the I6 was rated as one of the Top Ten Best Engines by Wards.
GM screwed up!!
The latest is GM is putting the V8(5.3) in the H3 because the I5 is a total disgrace in the H3.
They should admit the same mistake and do something for the Canyon/Colorado.
Welcome to OUTSOURCING or as the say 'The Lowest Bidder' contractor.
The 4.3 comes from the same block as the 350 which is a plentiful as the problems GM has so that is not quite correct.
But I guess it's always easier to TRY and make answers up when we don't know them.
V6
[edit] 4300
The Vortec 4300 is a 90° V6 truck engine, replacing the Chevrolet 250 in light trucks and 200/229 90 degree V6s in passenger cars (the 200 and 229 were known as the V6-90, both were shortened versions of the Small Block Chevrolet). It is based on the 350 in³ (5.7 L) Chevrolet small-block V8. The engine first appeared in 1985 with the throttle-body injected LB4 in passenger cars (light trucks and vans had carburetors until 1987). In 1991, the limited-edition GMC Syclone featured a 280 hp and 360 ft·lbf turbocharged/intercooled LB4 with the first use of multi-port fuel injection on a Vortec V6. The central-port injected L35 (Vin 'W') debuted in 1992, with better breathing for 200 hp (150 kW). Another CPI engine, the LF6, joined the rest in 1996, while the LB4 was retired after 1998. In 2002, GM introduced a new multi-port injected LU3 engine, and a LG3 variant appeared soon after. This engines origins date back to 1955, when the original Chevy small-block V-8 was introduced.
All Vortec 4300s use a cast iron block and heads and 101.60 mm (4.000") bore and 88.39 mm (3.48") stroke (bore and stroke dimensions the same as a 350). Connecting rods still measure 5.7" although the rod journal diameter is 2.25". They are OHV engines with two valves per cylinder and are produced in Tonawanda, New York and Romulus, Michigan. Power output of the new LU3/LG3 engines is 180-200 hp (134-150 kW) and 245-260 ft·lbf (332-353 N·m).
4300 applications:
* 1985-2005 Chevrolet Astro/GMC Safari
* 1991-1993 GMC Syclone/GMC Typhoon
* 1988-1995 Chevrolet Blazer/GMC Jimmy
* 2001-2002 Chevrolet Express/GMC Savana
* 1988-2003 Chevrolet S-10/GMC S-15
* 1994-2001 Oldsmobile Bravada
* 1985-1988 Chevrolet Monte Carlo and El Camino
* 1985-1990 Chevrolet Impala and Caprice
LU3 applications:
* Chevrolet Astro/GMC Safari (base models)
* Chevrolet Blazer/GMC Jimmy
* Chevrolet Express/GMC Savana (base models)
* Chevrolet S-10/GMC Sonoma
* Chevrolet Silverado/GMC Sierra (base models)
* GMC Envoy
* Isuzu Hombre (optional)
* Oldsmobile Bravada (base model)
LB4 applications:
* 1991 GMC Syclone
* 1992–1993 GMC Typhoon
I have had many 4.3's, and love them, but the new engine is one sweet package. G et out of your rut and think modern...