2019 Chevrolet Colorado

The mainstream LT's standard 3.6L V6 is substantially stronger than the base four-cylinder and is the highest-output engine in the 2019 range.

The naturally aspirated V6 delivers adequate but modest peak torque by truck standards; the optional diesel reaches 369 lb-ft but is not the representative gas powertrain.

Instrumented testing shows brisk acceleration for a 2019 midsize pickup and makes the V6 LT the quickest mainstream Colorado configuration.

The V6 is responsive and strong in normal use, but its delivery becomes coarse near the top of the rev range, keeping it below the most polished truck engines.

The eight-speed generally keeps the V6 on pace and provides a useful Tow/Haul mode, but period complaints about shudder and occasional harsh low-speed shifts materially reduce its refinement score.

The gasoline Colorado's properly equipped maximum is competitive for a midsize truck; the separately scored diesel powertrain can reach 7,700 lbs.

The maximum payload is useful but modest within the broader truck normalization range and trails the contemporary Ranger's maximum.

It supplies the core period towing aids—Tow/Haul mode, trailer-sway control, an available integrated brake controller and a rear camera—but lacks modern trailer-camera views, steering backup assistance and onboard scales.

Four-wheel drive is broadly available, and upper trims add a two-speed electronically controlled AutoTrac transfer case with an automatic mode and low range; it is not standard across the mainstream lineup.

The ZR2 gives the range genuine class-leading off-road credibility with a lift, wider track, DSSV dampers, skid plates, rock sliders and independently locking front and rear differentials; the Z71 also offers a milder off-road step.

Three distinct engines cover budget, performance and towing/economy needs, an unusually broad 2019 midsize-truck lineup, although there is no hybrid, plug-in hybrid or EV option.

This scores the second-generation 2019 Colorado LT with the volume gas V6 and rear-wheel drive. The exact EPA record identifies the 3.6L V6, eight-speed automatic, and rear-wheel-drive configuration.

The EPA city rating for the representative 2WD LT V6 configuration is 18 MPG.

The EPA highway rating for the representative 2WD LT V6 configuration is 25 MPG.

The EPA API leaves the total-range field unpopulated for this gasoline record, so full-tank range is calculated from its 20 MPG combined rating and Chevrolet's 21-gallon tank specification.

The exact EPA vehicle record supplies the annual fuel-cost estimate for this V6 2WD configuration under EPA's standard 15,000-mile annual-driving assumptions.

The representative 3.6L V6 runs on regular unleaded, imposing no premium-fuel cost penalty or special fueling complication. It is not FlexFuel and gasoline above E15 is prohibited, a minor flexibility limitation.

NHTSA awarded the 2019 Colorado a four-star overall safety rating.

The extended cab earned Good ratings in moderate overlap, roof strength, and head restraints, but Acceptable ratings in driver-side small overlap and the original side test; it received no 2019 IIHS award.

The volume LT did not include the rubric's five core ADAS features as standard. Its optional Safety Package added only warning functions and rear park assist, not active braking or steering.

Automatic emergency braking and pedestrian detection were unavailable; the optional system only warned the driver.

Blind-spot monitoring, rear cross-traffic alert or braking, safe-exit warning, and trailer-aware blind-zone coverage were not offered for 2019.

Lane Departure Warning was optional on LT, but the truck offered neither steering intervention nor lane centering.

Only conventional electronic cruise control was available, with no adaptive cruise or combined highway-assist system.

No hands-free driving system was offered on any 2019 Colorado trim.

IIHS rated both available headlight systems Poor, including the volume LT's reflector units and the projector units offered through the Luxury Package; neither had high-beam assist or curve adaptation.

Forward visibility is generally good and the mirrors help, but the broad hood and thick roof pillars create meaningful obstructions; the standard rear camera partly compensates when reversing.

The crew cab provides two complete rear LATCH positions, but IIHS rated access Marginal because tether anchors are hard to find and confusing; larger rear-facing seats also reduce front-seat travel.

The representative LT Crew Cab has two front bucket seats and a three-place rear bench. The Extended Cab seats four.

The volume LT Crew Cab provides generous front headroom for a midsize pickup.

Front legroom reaches the top of the truck normalization band and gives the Colorado a particularly spacious front compartment.

Crew Cab rear headroom sits only slightly above the bottom of the truck normalization band.

The Crew Cab is usable for adults but tight compared with roomier pickups; the Extended Cab is substantially more cramped.

The representative LT Crew Cab uses the popular short box, while Chevrolet also offered a 74-inch long box on the Crew Cab.

The short box has useful midsize-pickup capacity, though it remains modest on the all-truck normalization scale; the long box adds 8.6 cubic feet.

A deep center-console bin and large compartment beneath the Crew Cab rear seat provide useful everyday storage. Door and rear-seat storage execution draws criticism, and there is no standout in-bed trunk or onboard-power solution.

The upright front seats are well shaped but firm, somewhat narrow and limited in adjustment, while the harder rear bench has an upright backrest. Strong criticism from Consumer Reports keeps this near the bottom of the acceptable band.

The LT is smoother and better damped than many body-on-frame rivals and handles large and small impacts well, but an empty truck can become choppy and jostling on rough pavement.

Wind, road and engine noise are present but subdued enough for easy conversation, with the eight-speed keeping the gas V6 settled at speed. It is quiet for the class rather than exceptional.

LT buyers could obtain heated front seats, power lumbar, single-zone automatic climate control, heated mirrors and remote start. The lineup lacked ventilated seats, heated rear seats and rear climate controls.

The entry gasoline Colorado was the Base 2WD Extended Cab with the 2.5-liter four-cylinder and six-speed automatic; Wikipedia notes that the manual was discontinued during 2019. Contemporary pricing gives a $21,300 base price plus $1,095 destination.

Wikipedia identifies LT as the most-common trim, and the practical Crew Cab short-box 4WD gasoline V6 is used as the representative volume configuration. Its $34,300 MSRP plus $1,095 destination totals $35,395.

This is a current Colorado model-line projection rather than an archived 2019 LT-specific estimate, but it directly includes scheduled maintenance, normal wear and expected repairs over five years.

The retrieved model-line analysis estimates 37.9% depreciation after five years, equivalent to 62.1% retention. KBB's contemporary 2019 award corroborates unusually strong residuals by placing the Colorado in its overall Top 10, whose members were all projected above 50% retention.

The 2019 Colorado carried Chevrolet's standard three-year/36,000-mile new-vehicle limited warranty, the floor of the truck normalization band.

Chevrolet covered the gasoline Colorado's powertrain for five years/60,000 miles, the floor of the truck normalization band.

For 2019 Chevrolet reduced Complete Care to one maintenance visit within the first year, covering oil/filter, tire rotation and inspection. Five-year/60,000-mile roadside assistance and courtesy transportation add useful support, but the maintenance benefit itself is brief.

$35,395 volume-trim price minus its estimated resale value after 5 years (62.1% retained, or about $21,980) leaves about $13,415 in depreciation. Add the projected $3,348 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $16,763 in total.

The major sources disagree: J.D. Power places the 2019 Colorado around average, but Consumer Reports finds it less reliable than other 2019 vehicles. That split warrants a bottom-edge average score rather than either source's extreme.

Chevrolet had a strong contemporary dependability showing, reaching the top five in J.D. Power's 2019 study, though its broader multi-year reputation is less consistently elite. This supports an above-average but not top-tier brand score.

Formal recall activity for the 2019 truck is light, but the generation has a meaningful service-bulletin pattern centered on the 8-speed transmission shudder. The issue is systemic enough to keep this below a clean-history score despite the absence of numerous safety recalls.

The volume LT uses the 3.6-liter V6 and 8-speed automatic, and the transmission's documented shake/shudder under light throttle is a substantial durability-reputation blemish. The established naturally aspirated engine moderates the risk, but the transmission prevents an average score.

Multiple period reviews independently describe the cabin as hard-plastic, cheap-feeling, and behind the class. The functional controls do not overcome the clearly below-average material richness.

Owner-based initial-quality data is broadly average and does not establish pervasive assembly defects, although the low-grade trim and scattered rattle complaints limit perceived solidity. Overall assembly appears acceptable rather than notably tight.

Chevrolet benefits from one of the country's densest franchised service footprints, and current third-party service data places it among the better mass-market truck brands. Individual dealer experiences vary, but geographic access is a clear strength.

A high-volume domestic truck with shared Colorado/Canyon components has broad OEM and aftermarket coverage. RepairPal's model-level cost is slightly above the midsize-truck average, so availability is strong but ownership costs are not exceptionally cheap.

The volume LT trim uses the new-for-2019 8-inch Chevrolet Infotainment 3 Plus HD touchscreen; lower trims use a 7-inch screen.

Infotainment 3 combines clear physical controls with attractive, logical menus and notably responsive touch operation. Contemporary reviewers considered it intuitive and among the segment's best, though its screen is small by current standards.

Apple CarPlay and Android Auto are standard on LT, but both require a USB cable; wireless phone projection was not offered for 2019.

The LT supports phone voice-command pass-through, while connected native navigation is available through the Infotainment 3 Premium option. It is functional but most owners will prefer projected phone maps.

A conventional six-speaker system is standard, while an available seven-speaker Bose premium system gives buyers a worthwhile but modest branded upgrade.

The Colorado retains analog speedometer and tachometer gauges with only a small driver-information display between them; no full-digital or substantially configurable cluster was offered.

The new Infotainment 3 system can download and install infotainment software updates over its connected data link, but this is not broad whole-vehicle OTA capability.

The myChevrolet app provides vehicle status, location and remote lock/unlock, plus remote start when the truck is properly equipped, but useful commands depend on vehicle equipment and an eligible OnStar service plan. There is no digital key.

LT has useful front USB data connections and adds rear charge-only USB ports for 2019; wireless charging is available rather than standard. All are older USB-A connections, with no USB-C or meaningful onboard AC-power provision.

LT includes remote keyless entry but still uses a traditional ignition key rather than proximity entry and push-button start. Remote start is available only through the LT Convenience Package/proper equipment, and there is no phone-as-key.

A rear camera is standard, and ultrasonic rear parking assist is available on LT through the Safety Package. No front sensors, surround-view camera or automated parking system was offered.

No head-up display was available on any 2019 Colorado trim.

The volume LT Crew Cab has four conventional doors, two LATCH positions, a folding rear bench and an open bed for strollers, but 35.8 inches of rear legroom makes rear-facing seats and adult-plus-child combinations tight. IIHS's Marginal LATCH ease rating further limits day-to-day family convenience.

The Crew Cab earned four NHTSA stars overall, but a three-star rollover rating and Marginal passenger-side small-overlap result are notable gaps. Forward-collision alert, lane-departure warning and rear park assist were optional on LT, with no automatic emergency braking, blind-spot monitoring or adaptive cruise available.

The LT's supportive power driver seat, easy 8-inch infotainment system and bed provide useful trip basics, but the upright, tight rear bench is not ideal for multi-hour travel. There is no rear climate zone or entertainment, and weatherproof family luggage capacity requires an added tonneau or cap.

The 308-hp V6, predictable controls, comfortable front seating and user-friendly infotainment make the LT agreeable in routine use, while its midsize footprint is easier than a full-size truck. It remains a body-on-frame pickup, and reported rough low-speed behavior from the eight-speed automatic keeps it from feeling effortless.

The representative rear-drive 3.6L V6 LT returns 18/25/20 mpg, ordinary rather than efficient even among midsize trucks. Regular gasoline and mainstream tires help, but fuel use and the model's below-average reliability record raise commuting cost per mile.

At 212.7 inches long with a 41.3-foot turning circle, the short-box Crew Cab is manageable by pickup standards but still needs care in urban spaces. A rear camera is standard; rear park assist is available only through the LT Safety Package, and no surround-view camera was offered.

The LT's 308-hp V6 can tow 7,000 pounds with the Trailering Package and the representative short-box Crew Cab carries about 1,442 pounds, giving it serious midsize-truck utility. Extended-cab and Crew Cab long-box configurations broaden the lineup for users who prioritize bed length.

A body-on-frame chassis, fleet-oriented WT trim and simple bed hardware suit work use, but this exact model year's durability case is weakened by below-average owner-survey reliability and recurring complaints about the V6 eight-speed's shudder, rough shifts and slipping. It is usable for work, though not a fleet-durability benchmark.

A CornerStep bumper, 13 bed tie-down locations, available movable rings and available EZ Lift-and-Lower tailgate make everyday loading and securing materials straightforward. The broad Chevrolet accessory/upfit ecosystem helps, but the LT lacks meaningful onboard AC power and its best tailgate provisions require packages.

A 21-gallon tank and 25-mpg highway rating imply about 525 miles of ideal EPA highway range, while the strong V6 and comfortable front seats suit interstate travel. Rear comfort is mediocre and the truck offers only warning-based lane/forward-collision aids—no adaptive cruise or lane centering—to reduce driver workload.

Available 4WD, useful clearance, strong tow ratings and an enormous accessory range make even an LT a credible camping and trail-access truck. The lineup's Z71 and especially ZR2 add genuine off-road hardware—including the ZR2's lift, DSSV dampers, skid plates and locking front/rear differentials—though those are not volume-LT equipment.

The Colorado offered a 5.2-foot short box or 6.2-foot long box with the Crew Cab, plus a 6.2-foot extended-cab box, so buyers could balance passenger and gear needs unusually well. Folding rear seating, 13 tie-down locations and ready hitch/rack support add flexibility, with the usual pickup penalty that valuables need an accessory cover for weatherproof security.

The volume LT is composed and relatively agile for a body-on-frame pickup, with controlled roll and predictable behavior, though it remains top-heavy and less nimble than the unibody Honda Ridgeline.

The steering is accurate, sensibly weighted, and stable on-center, but artificial assistance and scant road feedback keep it in the competent-but-numb band.

The firm pedal is easy to modulate and the measured stop is competitive for a midsize pickup, but numbness under harder braking, nosedive, and fade in repeated stops limit confidence.

The 308-hp V6 gives the LT strong, immediate acceleration and the eight-speed is generally responsive, but the documented torque-converter shudder on early-build 2019 trucks materially weakens this model year's refinement.

The V6 is unobtrusive at cruise and the eight-speed keeps revs down, but it sounds rough near the top of its range; affected early-build trucks can also transmit a pronounced rumble-strip-like shudder.

The representative LT crew-cab short-box configuration has a tidy 41.3-ft turning diameter; choosing the long box increases it by 3.3 ft.

The LT gained a six-way power driver's seat for 2019 and retains a straightforward control layout and tilt-and-telescoping wheel, but limited wheel reach compromises the position for some drivers.

Quick V6 acceleration, manageable dimensions, and tidy road manners give the LT more character than a basic work truck, but numb steering, upper-rev coarseness, and possible transmission shudder keep it from enthusiast-grade appeal.

The volume LT included 17-inch alloys, keyless entry, cruise control, an 8-inch Chevrolet Infotainment 3 touchscreen, Apple CarPlay/Android Auto, SiriusXM and 4G LTE Wi-Fi, but useful comfort and active-safety features still required options. The base truck was notably sparse, with steel wheels and vinyl seating, so generosity was competitive rather than exceptional.

A roughly $27,600 LT combined modern infotainment and broad cab/bed choice with an available 308-hp V6, while the wider range offered serious off-road and diesel-towing capability for less than full-size alternatives. Its dated cabin and thin active-safety menu prevented true bargain-class status, but capability per dollar was a clear strength.

Five trims from Base/WT through LT, Z71 and ZR2, extended- and crew-cab bodies, two bed lengths, 2WD or 4WD, and three engines created one of the segment's broadest ladders. The manual disappeared during 2019, but buyers still had unusually strong work, family, towing and off-road configuration flexibility.

The Colorado was firmly accepted and finished 2019 second in the US midsize-pickup market with 122,304 sales. Volume fell about 9 percent from 2018 and remained far behind the Tacoma, so it was a strong runner-up rather than the segment leader.

Chevrolet's established truck identity and the Colorado ZR2's enthusiast credibility gave the model a stronger image than a purely utilitarian midsizer. It lacked the Tacoma's resale reputation and cult-like loyalty, however, keeping the mainstream Chevrolet badge from being genuinely aspirational.

2019 buyers commonly had meaningful factory support and negotiating room, including a nationally reported 0 percent APR offer for 72 months or $750 cash back. That is unusually valuable financing for a popular truck, though the incentives also coincided with a year-over-year sales decline.

The 2019 truck was in the fifth model year of the second-generation North American Colorado and received no major facelift; its notable year-specific change was the midyear loss of the manual transmission. It remained current enough, but a 2021 facelift and 2023 replacement show that this was a mature, pre-refresh design.

The 2019 Colorado remained one of the class's most broadly praised trucks, with Edmunds selecting it for multiple Best Truck lists and reviewers particularly admiring the ZR2. Its generation also carried major MotorTrend Truck of the Year recognition, although aging interior and safety technology meant it was not a universal comparison winner by 2019.