Chevrolet Colorado 2022

Getting the Most Out of Your 2022 Colorado

The 2022 Chevrolet Colorado arrived with enough changes to matter. The old 6-speed auto was gone, replaced by an 8-speed that actually shifts smoothly under load. The base 2.5L four-cylinder stayed, but the real story was the new 2.7L turbo high-output engine paired exclusively with that new transmission. If you're buying used or just trying to keep one running properly, there are some things worth knowing that aren't in the owner's manual. The infotainment system got a complete overhaul this year. New touchscreen, wireless Apple CarPlay and Android Auto, and a slightly faster processor than the previous generation. It's better, but it still stutters when you're pulling up on a cold morning, especially if you've got multiple phones connected. I had one where the screen would go black after a hard restart — turn it off, wait thirty seconds, and it came back. GM's tech support basically told me that's normal behavior and there's no fix beyond waiting for a software update, which hasn't arrived yet. The workaround is simple: don't rely on it for anything critical until the screen fully boots, and if it freezes, hold the volume knob down for ten seconds to force a reboot. The 2.7L turbo engine is strong but it has a known issue with the downstream oxygen sensors. Not the upstream ones — the ones behind the catalytic converter. They tend to throw codes P0133 or P0138, meaning slow response or circuit malfunction. I swapped one out on my own truck after a check engine light came on at around 18,000 miles. The part cost about $90 online. The real problem isn't the sensor itself, it's that the heat shield behind it gets caked in road grime and oil drips from the valve cover, which cooks the sensor wire insulation over time. Strip the shield, clean it thoroughly, reseat it with fresh silicone, and use OEM Denso sensors rather than the aftermarket ones. The DTCs came back twice after I installed a cheap replacement from a big-box store, went away completely when I switched to the GM part.

Another thing that catches people off guard is the Multi-Flex tailgate. It's clever, but the hydraulic struts on the assist mechanism wear out faster than they should. After about two years or 30,000 miles, you'll notice the tailgate either doesn't stay up on its own or slams shut with some force. The fix is replacing both struts, and they're not expensive — around $45 each at a parts store. The tricky part is getting the clips off without breaking them. Use a small flathead screwdriver and work slowly. One broken clip means you'll need to source the whole retention bracket, which runs another $30.

What Actually Works Well

The 8-speed transmission is the single biggest improvement over the prior generation. The old 6-speed would hunt between third and fourth gear on highway merges, and the new one actually uses all eight ratios. Downshifts are sharper, and fuel economy improves by about 1 to 2 mpg combined if you drive it normally. The tradeoff is that the transmission can feel hesitant at low speeds, especially in traffic. It'll hesitate on the first downshift from second to first when you're creeping forward. Not a mechanical issue, just a calibration choice by GM. Some people program their drive mode to Tow/Haul even for daily driving, which tightens the shift points and reduces the hesitation. It makes the ride a little firmer but smoother in stop-and-go conditions. The suspension on the Z71 and Trailboss trims uses a slightly different rear leaf spring rate than the base model. That's not just marketing. If you're hauling a trailer regularly, the base 2WD work truck setup with the 6,000-pound tow package will sag noticeably when loaded. The Z71's stiffer springs keep it level, and you'll save yourself from having to buy an air helper spring kit, which runs $200 to $400 installed.

Towing and Real-World Limitations

The 2.7L turbo makes 310 horsepower and 430 pound-feet of torque, and it's rated to tow up to 7,700 pounds when properly equipped. That sounds good on paper. In practice, the Colorado is a mid-size truck, not a half-ton, and it shows when you push it. At 7,000 pounds or more, the steering feels light and vague at highway speeds. The truck will track fine, but you're constantly making small corrections. It's not unsafe, but it's tiring on long trips. I found that staying under 6,000 pounds keeps it manageable, which is where most people in this class end up anyway. The hitch receiver on the 2022 model is a Class III, 2-inch receiver. Make sure you're using a weight-distribution hitch if you're towing more than 5,000 pounds. The Colorado's wheelbase is only about 128 inches on the extended cab, and withoutWD, tongue weight can cause the rear to squat enough that the front end loses traction going up hills. This isn't theoretical. I saw it happen at a friend's place loading a small travel trailer. The truck bottomed out the suspension and the front wheels lifted off the ground slightly on a 6 percent grade. Weight distribution solved it instantly.

Maintenance That Matters

GM recommends 7,500-mile oil change intervals with synthetic, but that's based on normal driving. If you tow frequently, do a lot of short trips, or run in dusty conditions, drop that to 5,000 miles. The 2.7L turbo has a direct injection system, and carbon buildup on the intake valves is a known concern across the entire Ecotec family. It won't kill the engine, but it'll cause rough idling and reduced power over time. The only real prevention is keeping the PCV system clean and changing the oil on a tighter schedule. A bad PCV valve costs $15 and takes twenty minutes to replace. Do it every other oil change if you're serious about longevity. The transfer case fluid on 4WD models is another one people skip. GM says it's sealed for life, which is code for "replace it when it fails." Drain and fill every 50,000 miles with Dexron VI. Takes about a quart, costs roughly $12, and the drain plug is a 15mm socket. Don't overfill. Overfilled transfer cases seal themselves out through the vent, and once that vent clogs with dirt, pressure builds and you'll get leaks at the output seals. If you're looking for wiring diagrams, service bulletins, or diagnostic trouble code references for the 2022 Colorado, GM's official TSB database at gmtechline.com requires a subscription. The free sources are mostly incomplete. AlldataDIY has the data for around $20 a year, and it's reliable for this platform. For basic OBD2 code reading, any scanner in the $30 range will handle it — these trucks don't have obscure proprietary systems that require dealer-level tools unless you're dealing with the BCM or transmission control module, and even then, a mid-range scanner like a Launch or Autel will pull live data fine.

Bottom Line

The 2022 Colorado is a competent mid-size truck that improved significantly over the previous generation. The new powertrain is the standout change. It's not perfect — the infotainment still needs work, the oxygen sensors are a weak point, and the tailgate struts will need replacement within the first few years. But for the price point and what it does, it's one of the better options in the segment. Just don't treat it like a Silverado and you'll be fine.