Chevy Truck appears to have struck the right balance between capability and comfort for its midsize pickup. Colorado rides like a truck, but it isn't nasty about it. By aiming for a more modest towing capacity, GM engineers were able to reduce the rear spring rate and tune the suspension for a smooth ride. The rear end doesn't bounce around on washboard dirt roads the way it does on older trucks. It's the front end that feels firmer.
Up until 2007, the standard Colorado engine has been a 2.8-liter inline-4 rated at 175 horsepower. It delivered acceptable acceleration, and seemed adequate for most mid-size pickup-truck duties, particularly when paired with the five-speed manual transmission. We expect the new 2.9-liter version, with 185 horsepower at 5600 rpm and 190 pound-feet of torque at 2800 to perform better, but not dramatically so.
For 2007, the optional inline-5 displaces 3.7 liters and develops 242 horsepower and 242 pound-feet of torque, up from 220 and 225 for 2006. That might make more of a difference, although it's still a bit weak compared to the optional 4.0-liter V6 engines in the Toyota Tacoma and Nissan Frontier, both of which rate north of 260 pound-feet of torque. Dodge Dakota's top V8 boasts 310 pound-feet of torque now, and will have 320 for 2008, but the Dakota is a bigger, heavier truck. In the Colorado's defense, we should point out that the inline-5 sustains its peak torque over 90 percent of its rev range, which is important when hauling heavy loads or towing trailers. The maximum towing load for the Colorado with the five-cylinder engine and automatic transmission is 4000 pounds, compared with 6500 for the V6 Tacoma, 6100 for Frontier, and 7150 for the max-V8 Dakota. On the other hand, Colorado runs happily on 87 octane regular. Toyota recommends (but does not require) premium for its V6.
A five-cylinder engine is an unusual configuration for a U.S. vehicle, but German automakers have been using them for years. Mercedes-Benz offered five-cylinder diesels in the '70s, and Audi's premier engine was in inline-5 from 1977-91. More recently Volvo has adopted the straight-five idea. All of these engines produce a distinctive, siren-like sound at full throttle, and so does the five-cylinder Colorado. At cruise, however, GM's five-cylinder is quiet, and there's no indication that it's anything out of the ordinary. If you like inline-6 engines better than V6s, then you'll like the inline-5 just fine. It's much more responsive than the four-cylinder and delivers quicker acceleration. It's also smoother. Just don't mention the number of jugs it has in a cowboy bar.
Both Colorado engines were derived from the Vortec 4200 inline-6 used in the Chevy TrailBlazer. GM lopped cylinders off the six to get the five and four. These are modern engines featuring all-aluminum construction, dual overhead camshafts with four valves per cylinder, variable valve timing, electronic (drive-by-wire) throttle control, and a high 10:1 compression ratio.
For 2007, both Colorado engines are not only larger (thanks to a bigger, 3.76-inch cylinder bore), but greatly improved, with larger intake and exhaust valves, revised cam profiles, new 2M electronic control module, and a number of refinements to reduce noise.
Colorado accelerates decently in traffic and the Hydra-Matic 4L60-E four-speed automatic should shift even smoother in '07, thanks to a new input speed sensor. But goose it on loose gravel or dirt, and the traction control system shuts down the power and the Colorado bogs. We discovered this when trying to merge into fast-moving traffic from a pebbly roadside. The traction control override button, located high on the dash, can be used in such a situation, but obviously you'll need to think that through in advance. In snow, however, the traction control should help in taming the pickup's lightly loaded rear end.
The brakes are big and meaty and certainly should be enough for any load the Colorado is rated to carry. Using front discs and rear drums, they are easy to modulate for smooth stops and work well when applied. Standard four-wheel ABS helps the driver maintain steering control in an emergency braking maneuver. It does its job neatly, keeping the truck in line even when slamming on the brakes on a gravel road.
All models offer stable and predictable handling. The suspension is firm enough to handle hard stops on pavement without drama. The Colorado is a truck, however, so it doesn't corner or stop like a car. We found it tended toward understeer, plowing in corners when pushed beyond the grip of the tires.
We were pleased with the operation of the four-wheel-drive system. There's no doubt when it engages: There's a small clunk when it shifts into 4WD HI (which can be done on the fly) and a bigger clunk when it shifts into 4WD LO (requiring the vehicle be stopped and in neutral). No full-time all-wheel drive is available; this is a truck-style part-time four-wheel-drive system and should not be used on dry pavement.
The Z71 models ride well for a pickup with an off-road suspension. We were able to test a Z71 in deep, sucking mud. We climbed a greasy, rocky hillside that, in the winter months, becomes Pennsylvania's Jack Frost ski resort. In neither case did the Colorado disappoint us.
The ZQ8 sports suspension rides well. It comes with low-profile, 50-series 17-inch tires, but they don't look particularly sticky. We didn't drive it in anger, but our impression is that it doesn't offer the sports-car handling of the incredible Toyota Tacoma X-Runner, and it doesn't get any kind of horsepower boost, so it's more show than go. The low ground clearance means it'll occasionally bottom out.
