The Chevy Colorado is a fine mid-sized truck and probably at least 10 times better than the S10 it replaces.
It is available in regular, extended and crew cab styles with either a four- or five-cylinder engine, both of which are derivatives of the immensely successful, 4.2 litre, in-line six that was introduced in the TrailBlazer. The new Vortec 2800 (four cylinder) puts out 175 horsepower, while the Vortec 3500 (five cylinder) is pumped up to 220 hp.
Torque figures are equally impressive, with the four putting out 185 pound feet and the five cylinder making 225 pound feet of torque.
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The four is the standard engine across the lineup, as is a five-speed manual transmission. Optional on all models is the five cylinder engine, a four-speed automatic, or both.
As well, all three versions of the Colorado are available in two- or four-wheel drive.
My test truck was a 4X4 crew cab model with the Z71 off-road suspension package and 15 by seven inch wheels. The base wheels are OK but, if it were my money, I would opt for something with a bit more show. Being basically cheap, that would mean opting for one of the wheel packages that are available with the Colorado.
Regardless, the combination of suspension, and tires provided a good ride. One test section took us down some hilly country and while I never got any air time, I have to tell you the suspension travel maxed out in each direction a couple of times. On more sedate country roads, pot holes could be felt and on slippery sections, the front tended to go away without warning. One of the vehicles in front of us didn’t slow down enough and went to see if the barrier on the outside of the curve was solid concrete. The only damage done was to pride because the truck stopped about the thickness of a sheet of cardboard away from the wall.
Acceleration from the five-cylinder seemed good. I was able to get to 100 km-h in about eight seconds and if I went for the passing gear, the automatic got the right gear the first time. I didn’t time the 90 to 120 km-h acceleration jabs, but it seemed to be decently quick because I never got left out in the wrong lane in traffic. I suspect that if I had a cabin of five and luggage in the back, acceleration would be noticeably slower, but torque figures on the engine would suggest that getting to speed would still be brisk.
Speaking of cabins, this one is all right. I was able to sit in the back of the crew cab in decent comfort. Leg room and foot room was good. My knees didn’t hit the back of the seat in the front once. Getting in and out was easy because the doors are large and open a long ways.
Up front, the leather bucket seats, which are optional on the crew cab, are comfortable.
Our longest drive without a break was close to three hours and when I got out I was still fine. Getting a comfortable driving position was easy but it did take a couple of minutes to fiddle with the power seat adjustments. The relationship between seat, steering wheel, dash and the rest of the truck disguise the fact that this is a mid-sized truck. In the S 10, I often felt like I was driving a three-quarter scale truck because I just didn’t fit in quite right. That feeling is gone.
One bug-a-boo with new vehicles is that accessories often take a while to become available. Chevy has been working on this problem and brought out a full line of accessories such as mud flaps, box covers and running boards. It even developed a sport tent to fit in the pick-up bed.
Charles Renny is a freelance automotive columnist and a member of the Automobile Journalists Association of Canada. The opinions expressed in this column are the personal views of the writer.
