How is the GM 5 cylinder holding up?

I'm truck shopping again, and something that keeps popping up on my search are the 5 cylinder Colorado's. 

I have zero experience with this motor, not even sure what trans is mated to them, but before I rule them out in favor of a v8, I thought I should find out how they're holding up.

I'm seeing a few between 150-200k miles. Are there any time bombs waiting to show their faces or are they generally reliable?

How is mpg and tow rating vs a v8?

Also, if anyone is selling a 4 door, 4wd, automatic, I might be interested in the coming weeks.

Not sure which auto trans they use, but they use the AR5/MA5 manual transmission...which can stand up to some abuse. Why not just go to the 4200 I6 though? You get a significant bump in power, torque, and reliability over the 5.

Wicked93gs said:

Why not just go to the 4200 I6 though? You get a significant bump in power, torque, and reliability over the 5.

They didn't come in Colorados. Only, ugh, Trailblazers and Envoys.

The Atlas 3500/3700 is a coarse, noisy engine that's pretty thirsty. They are also a downright pain in the ass to work on in the S/T trucks. Want to change a valve cover gasket? You have to pull the intake manifold, which involves pulling the alternator, the LF wheel and the LF inner wheel well liner and is still a fight at that point. The engine bays are the proverbial 5lb bag.

In reply to NickD :

When lucky and Tony from hot Rod garage worked on one they didn't have very many good things to say about it. You can tell from the episode that they were just trying to make it sound as pleasant as possible given the scenario since they now had this motor that they had to build an attempt at

In reply to _ :

That was the 4200 too. And, yeah, every headbolt snapping when you try to remove them, that's the rule, not an exception.

NickD said:

Wicked93gs said:

Why not just go to the 4200 I6 though? You get a significant bump in power, torque, and reliability over the 5.

They didn't come in Colorados. Only, ugh, Trailblazers and Envoys.

The Atlas 3500/3700 is a coarse, noisy engine that's pretty thirsty. They are also a downright pain in the ass to work on in the S/T trucks. Want to change a valve cover gasket? You have to pull the intake manifold, which involves pulling the alternator, the LF wheel and the LF inner wheel well liner and is still a fight at that point. The engine bays are the proverbial 5lb bag.

Run far, run fast. Got it.

I've got an 08 h3 with the 5 cylinder with about 175k miles on it. I've personally only put about 10k of those miles on it so far, and it did require some maintenance to get back to snuff.

First, the exhaust manifold cracked. Like a lot. Like 7-8". Could have been a plugged up CAT, don't really know.

When I went to replace that manifold I found 3 broken exhaust bolts in the head. These didn't break trying to loosen or tighten, but just because. Apparently that's a GM thing. I've since added studs.

I would often get a CEL for cylinder misfires. So to fix that issue I put in all new NGK plugs and coil packs. I just recently got another misfire code on cylinder 3, but once it was cleared, it has yet to come back.

Since I'm in an h3 with 34" tires my gas mileage is terrible. Probably around 10 MPG on average. I drive in a hilly and curvy area most of the time with a little stop/go traffic mixed in. We have done some highway miles, but I don't think our range has done much better than 12-13. A lot of that has to do with the fact that I don't drive it trying to save on gas.

Don't know if the trans on the h3 is the same as the Colorado, but it's a bit clunky. Not terrible, but the gearing seems to be strange and up shifts aren't the smoothest at all times. I've learned to live with it at this point.

RevRico said:

NickD said:

Wicked93gs said:

Why not just go to the 4200 I6 though? You get a significant bump in power, torque, and reliability over the 5.

They didn't come in Colorados. Only, ugh, Trailblazers and Envoys.

The Atlas 3500/3700 is a coarse, noisy engine that's pretty thirsty. They are also a downright pain in the ass to work on in the S/T trucks. Want to change a valve cover gasket? You have to pull the intake manifold, which involves pulling the alternator, the LF wheel and the LF inner wheel well liner and is still a fight at that point. The engine bays are the proverbial 5lb bag.

Run far, run fast. Got it.

Except that he didn't answer your question. Unless the answer to how are they holding up is they are difficult to work on.

From everything I know they are holding up very well, and they are stout motors. There are a lot of really high mileage ones for sale around here, and anecdotally, in 500k I've done oil changes and one set of spark plugs. That was in two Colorados, both of which were/are pushed pretty hard. The trucks themselves are pretty solid and in my experience a far better truck than a Ranger. They respond very well to a tune and minor mods. I have a header, intake, exhaust, a tune and 4.10 gear in mine and all things considered, it makes great power and is quite good on fuel

A GRM thread on the Colorado

One member's experience

I've heard the front brakes on the first generation Colorado and Canyon are a bit more involved than a standard pad and rotor swap due to their design.  I forget the term for this type of layout, but I want to say captured?

Nitroracer said:

I've heard the front brakes on the first generation Colorado and Canyon are a bit more involved than a standard pad and rotor swap due to their design.  I forget the term for this type of layout, but I want to say captured?

 

Yes, the rotor bolts to the back of the hub. So anytime it needs rotors, if you live in areas where rust is an issue, you end up needing wheel bearings because you destroy them getting them out. And you usually need rotors at every brake change in those conditions because they get all rusted/scored/ridged are like taking a cheese grater to your new brake pads. So, budget wheel bearings, rotors, pads and maybe wheel speed sensors (can't remember if they are separate from the bearing or need to be removed) and calipers if they are locked up.

I have an 05 Colorado with the 5 cylinder engine. Just hit 177,000 and I have an hour drive on the expressway to work both ways. After the work day, starting up to head home, it blows a really nice cloud of blue smoke. Keeps the bugs away I guess. I have heard of valve guides being an issue around 100,000 so I figure I'm ahead of the game. Engine has always been noisy since I bought it new. I get about 20 miles to the gallon on the highway running 70-75 mph. 

On the plus side, you will probably have to replace the hub assemblies because the glued-on ABS tone ring sort of falls off after a while.

They also have frame rust issues that would make a Toyota blush.  Body would look perfect, frame would be a lattice of corners.  Sides and bottom all just gone.

OK, $120  per side wheel bearings on top of a brake job, that's definitely a no up here in the salt belt. 

So what I'm hearing is a car that is 15% more annoying down here is 100% more annoying up there because rust. 

You know, it's funny. I don't subscribe to the 'coulda had a v8' thing when it comes to v6 v v8, but for some reason (probably because i like driving the 4.2) I can't help feeling like the 5cyls are one cylinder short of being ok. 

Noone has mentioned the timing chain on the back of the motor?

In reply to Vigo :

That is because it is on the front of the engine, just like the four and six cylinder.

Not that it is of any concern, the timing chains seem to hold up really well.  The cam position solenoids can get grumpy, but that is easy enough to change.  Or remove and clean all the debris out and reinstall.

Vigo said:

Noone has mentioned the timing chain on the back of the motor?

I don't know where you came up with that, but that's not true. These trucks have many annoying quirks but that ain't one of 'em.

That's a photo right from GM's Service Information themselves. Every Atlas, be it the big 4-cylinders, the 5-cylinders or the 4200 uses a timing chain on the front.

Knurled. said:

On the plus side, you will probably have to replace the hub assemblies because the glued-on ABS tone ring sort of falls off after a while.

 

They also have frame rust issues that would make a Toyota blush.  Body would look perfect, frame would be a lattice of corners.  Sides and bottom all just gone.

Oh, yeah, that's a thing. And when you have to replace the hubs, you also have to replace the rotor, unless you use a slide hammer or a Hub Shocker, because you would have to hammer on the rotor to knock the hub loose.

Honestly, I kinda forgot that these things rust like its their job. We don't see many these days. More fun than the frame is when the metal retaining tabs for the fuel pump lockring rot off and you have to replace the whole plastic fuel tank because the fuel pump won't stay in the tank.

In reply to NickD :

The VWAG fives ('05-up) have chains in the rear of the engine.

In reply to NickD :While I don't have the rust holes in the frame, I have replaced hubs and I'm dealing with the fuel tank issue now. Also, don't forget the third brake light leaks and the water runs down to the front floors and fills them with water. These trucks can be frustrating 

I had 98 cherokee with the 4.0 liter when my dad got the first year, small 5 banger, H3. My Jeep felt fast and torquey, the hummer not so much. Even with the peak hp/tq numbers being compareable. 

RossD said:

I had 98 cherokee with the 4.0 liter when my dad got the first year, small 5 banger, H3. My Jeep felt fast and torquey, the hummer not so much. Even with the peak hp/tq numbers being compareable. 

I mean, that was a 4.0L. Nothing compares to a 4.0L.

My buddy got a pretty clean 04 Titan -- 4wd, 4-door for ~$6k and it needed headers.  Stock manifold was cracked.  No rust, wrecks, or dents and lowish miles.  Based on everything above, I'd keep shopping. 

I should have been more specific. It's a timing chain for the balance shafts.