Chevrolet Colorado
Car and Driver
Tested: two thousand seventeen Chevrolet Colorado ZR2 Team Cab V-6
2017 Chevrolet Colorado ZR2 Team Cab V-6
- Aug 2017
- By MIKE SUTTON
- Photography By CHRIS DOANE AUTOMOTIVE
It is unlikely to discuss the two thousand seventeen Chevrolet Colorado ZR2 without mentioning the three-ton predator in the off-road marketplace, the Ford F-150 Raptor. Yet Chevy has done well in imbuing its more modest, mid-size pickup with arguably even broader talents than Ford’s wondertruck, including respectable prowess across open ground that doesn’t impede its technical acuity on the trails. We’ve already verified the ZR2’s back-country moxie when fitted with its optional Two.8-liter four-cylinder diesel engine. Being generally reluctant to spending more dollars on fewer cylinders, we had to know how the ZR2 with its standard gasoline V-6 fared under a mud-caked microscope.
Un-Torque My Wagon
Along with the diesel’s $3500 upcharge, the main difference inbetween the two is their power delivery. Despite the Three.6-liter V-6’s three hundred eight horsepower at six thousand eight hundred rpm, it produces only two hundred seventy five lb-ft of torque at a lofty four thousand revs. In contrast, the Two.8-liter turbo-diesel musters just one hundred eighty six horses yet churns out three hundred sixty nine lb-ft slightly off idle at two thousand rpm. In off-road terms, that means the low-revving diesel excels at crawling through the forest like a tank, whereas the V-6’s stronger powerband makes it more effective at building higher speeds off-road. The gas engine also is notably quieter at idle and at utter throttle, albeit both engines produce about the same amount of noise at seventy mph.
The ZR2’s standard eight-speed automatic (the diesel gets a six-speed auto) is a slick operator both on and off the road, even tho’ it hastily upshifts to top gear, making the more high-strung V-6 feel sluggish in normal driving. While the Three.6-liter takes some prodding to wake up and doesn’t sound as sweet as it does in General Motors’ passenger cars—an active harass like the Chevrolet Camaro’s would have been a nice touch—there’s no masking the gas engine’s substantial corral of ponies.
With its extra one hundred twenty two horses and 226-pound weight advantage, the V-6 ZR2 bettered the diesel version’s 9.1-second zero-to-60-mph run by a utter two seconds and trounced its quarter-mile time with a 15.6-second pass at ninety mph. Thanks to the same gnarly off-road tires that are quick to capitulate on tarmac, the 4749-pound V-6 truck fared about the same as the compression-ignition model in lateral acceleration (a dismal 0.Sixty nine g), but the V-6 Colorado needed eleven more feet to stop from seventy mph, taking one hundred ninety nine feet. Our V-6 equipment also averaged a V-8–like fifteen mpg during its two weeks with us, which is two mpg less than its EPA combined rating and only one mpg better than what our 450-hp long-term Raptor is returning. The six-cylinder achieved nineteen mpg on our 200-mile highway test, one mpg above its EPA rating.
The Ruffian in Your Pickup
No matter the engine, this is the same butch Chevy pickup that sports broader, tougher bodywork to accommodate 31-inch-tall tires and a Three.5-inch-wider track versus lesser Colorados. Its underpinnings are fortified with about two inches of lift, hefty skid plates, and greater suspension travel: 8.6 inches in front and Ten.0 at the rear. Revised springs and Multimatic’s innovative spool-valve dampers bolt to a reinforced chassis, while electronic locking front and rear differentials turn Three.42:1 gears and 17-inch aluminum wheels packaged with knobby 265/65R-17 Goodyear Wrangler DuraTrac tires. As effective as they are at guarding the ZR2’s figure when grinding over obstacles, the protective rock rails protruding from underneath the doors are even better at dirtying occupants’ pant gams while they’re getting in and out of the truck.
Albeit the 212.4-inch-long squad cab often feels—and almost is—as large as a full-size pickup, the ZR2 can navigate narrow, wooded trails that would entangle a Raptor like a trawling net. This was especially helpful at our local off-road park, where the Colorado’s suspension articulation and individually selectable locking differentials—“lockers,” in the 4×4 community—lent it incredible traction and maneuverability on paths usually reserved for Jeeps. While it never will be as composed as the extra-wide F-150 on steep ground or at high speeds, the ZR2’s suspension maintains a rock hard grip on assets motions and is backed up by relatively precise steering feel. Regardless of the terrain, activating the ZR2’s off-road driving mode via the transfer-case knob relaxes the engine’s throttle response, coerces the transmission to hold on to gears longer, and tailors the Six pack and stability-control systems to maximum effect.
With its compromising off-road rubber and price premium—$5845 to $6930 over a Colorado Z71 4×4, depending on the bod configuration—the ZR2 resonates loudest with committed off-roaders. Nowhere is this more apparent than with the truck’s full-size spare tire and wheel, which, in its stock configuration, strings up below the back of the truck like a total diaper and is lightly bruised by obstacles underneath. The alternative is our test truck’s Baja-inspired tubular bed climb on, which for $615 negates almost all the usefulness of the Colorado’s cargo area. Neither option is ideal, but at least the bed climb on is effortless enough to eliminate with a few bolts; we did it no fewer than three times when our drivers needed the ZR2 to function as a pickup.
Capability Costs
The ZR2’s cabin is rather basic and dotted with the same chintzy plastics that handicapped the Colorado in its last comparison test with the Honda Ridgeline. At the top of the Colorado’s hierarchy, it’s relatively well outfitted, with a trailer-brake controller, heated leather front seats (the rear bench is vinyl), automatic climate control, wireless device charging, numerous USB outlets, and 4G Wi-Fi connectivity. Our example added $495 navigation to the standard 8.0-inch MyLink touchscreen infotainment system, which required another $500 to upgrade to the premium Bose audio system.
The smaller, extended-cab ZR2 starts at a sizable $40,995, with the more practical team cab tacking on $1625. The ZR2 is not an ideal daily driver, but at an as-tested $44,230, our example essentially splits the base-price difference inbetween two of the best production off-roaders, the $38K Jeep Wrangler Unlimited Rubicon and the $50K Ford Raptor SuperCab. With the muscular Colorado’s wide-ranging skill set, its optimal engine is largely dependent on what you plan to do with it.
Highs and Lows
Highs:
Gravely capable off-road, looks the part, gas V-6 is a warp drive compared with the diesel engine.
Full-size thirst, modest torque, cumbersome spare tire.
Chevrolet Colorado Reviews – Chevrolet Colorado Price, Photos, and Specs – Car and Driver
Chevrolet Colorado
Car and Driver
Tested: two thousand seventeen Chevrolet Colorado ZR2 Squad Cab V-6
2017 Chevrolet Colorado ZR2 Squad Cab V-6
- Aug 2017
- By MIKE SUTTON
- Photography By CHRIS DOANE AUTOMOTIVE
It is unlikely to discuss the two thousand seventeen Chevrolet Colorado ZR2 without mentioning the three-ton predator in the off-road marketplace, the Ford F-150 Raptor. Yet Chevy has done well in imbuing its more modest, mid-size pickup with arguably even broader talents than Ford’s wondertruck, including respectable prowess across open ground that doesn’t impede its technical acuity on the trails. We’ve already verified the ZR2’s back-country moxie when fitted with its optional Two.8-liter four-cylinder diesel engine. Being generally reluctant to spending more dollars on fewer cylinders, we had to know how the ZR2 with its standard gasoline V-6 fared under a mud-caked microscope.
Un-Torque My Wagon
Along with the diesel’s $3500 upcharge, the main difference inbetween the two is their power delivery. Despite the Three.6-liter V-6’s three hundred eight horsepower at six thousand eight hundred rpm, it produces only two hundred seventy five lb-ft of torque at a lofty four thousand revs. In contrast, the Two.8-liter turbo-diesel musters just one hundred eighty six horses yet churns out three hundred sixty nine lb-ft scarcely off idle at two thousand rpm. In off-road terms, that means the low-revving diesel excels at crawling through the forest like a tank, whereas the V-6’s stronger powerband makes it more effective at building higher speeds off-road. The gas engine also is notably quieter at idle and at total throttle, albeit both engines produce about the same amount of noise at seventy mph.
The ZR2’s standard eight-speed automatic (the diesel gets a six-speed auto) is a sleek operator both on and off the road, even however it hastily upshifts to top gear, making the more high-strung V-6 feel sluggish in normal driving. While the Three.6-liter takes some prodding to wake up and doesn’t sound as sweet as it does in General Motors’ passenger cars—an active harass like the Chevrolet Camaro’s would have been a nice touch—there’s no masking the gas engine’s substantial corral of ponies.
With its extra one hundred twenty two horses and 226-pound weight advantage, the V-6 ZR2 bettered the diesel version’s 9.1-second zero-to-60-mph run by a utter two seconds and trounced its quarter-mile time with a 15.6-second pass at ninety mph. Thanks to the same gnarly off-road tires that are quick to capitulate on tarmac, the 4749-pound V-6 truck fared about the same as the compression-ignition model in lateral acceleration (a dismal 0.Sixty nine g), but the V-6 Colorado needed eleven more feet to stop from seventy mph, taking one hundred ninety nine feet. Our V-6 equipment also averaged a V-8–like fifteen mpg during its two weeks with us, which is two mpg less than its EPA combined rating and only one mpg better than what our 450-hp long-term Raptor is returning. The six-cylinder achieved nineteen mpg on our 200-mile highway test, one mpg above its EPA rating.
The Ruffian in Your Pickup
No matter the engine, this is the same butch Chevy pickup that sports broader, tougher bodywork to accommodate 31-inch-tall tires and a Trio.5-inch-wider track versus lesser Colorados. Its underpinnings are fortified with about two inches of lift, hefty skid plates, and greater suspension travel: 8.6 inches in front and Ten.0 at the rear. Revised springs and Multimatic’s innovative spool-valve dampers bolt to a reinforced chassis, while electronic locking front and rear differentials turn Trio.42:1 gears and 17-inch aluminum wheels packaged with knobby 265/65R-17 Goodyear Wrangler DuraTrac tires. As effective as they are at guarding the ZR2’s assets when grinding over obstacles, the protective rock rails protruding from underneath the doors are even better at dirtying occupants’ pant gams while they’re getting in and out of the truck.
Albeit the 212.4-inch-long squad cab often feels—and almost is—as large as a full-size pickup, the ZR2 can navigate narrow, wooded trails that would entangle a Raptor like a trawling net. This was especially helpful at our local off-road park, where the Colorado’s suspension articulation and individually selectable locking differentials—“lockers,” in the 4×4 community—lent it awesome traction and maneuverability on paths usually reserved for Jeeps. While it never will be as composed as the extra-wide F-150 on steep ground or at high speeds, the ZR2’s suspension maintains a rigid grip on bod motions and is backed up by relatively precise steering feel. Regardless of the terrain, activating the ZR2’s off-road driving mode via the transfer-case knob relaxes the engine’s throttle response, compels the transmission to hold on to gears longer, and tailors the Six pack and stability-control systems to maximum effect.
With its compromising off-road rubber and price premium—$5845 to $6930 over a Colorado Z71 4×4, depending on the assets configuration—the ZR2 resonates loudest with committed off-roaders. Nowhere is this more apparent than with the truck’s full-size spare tire and wheel, which, in its stock configuration, suspends below the back of the truck like a total diaper and is lightly bruised by obstacles underneath. The alternative is our test truck’s Baja-inspired tubular bed climb on, which for $615 negates almost all the usefulness of the Colorado’s cargo area. Neither option is ideal, but at least the bed climb on is effortless enough to eliminate with a few bolts; we did it no fewer than three times when our drivers needed the ZR2 to function as a pickup.
Capability Costs
The ZR2’s cabin is rather basic and dotted with the same chintzy plastics that handicapped the Colorado in its last comparison test with the Honda Ridgeline. At the top of the Colorado’s hierarchy, it’s relatively well outfitted, with a trailer-brake controller, heated leather front seats (the rear bench is vinyl), automatic climate control, wireless device charging, numerous USB outlets, and 4G Wi-Fi connectivity. Our example added $495 navigation to the standard 8.0-inch MyLink touchscreen infotainment system, which required another $500 to upgrade to the premium Bose audio system.
The smaller, extended-cab ZR2 starts at a sizable $40,995, with the more practical squad cab tacking on $1625. The ZR2 is not an ideal daily driver, but at an as-tested $44,230, our example essentially splits the base-price difference inbetween two of the best production off-roaders, the $38K Jeep Wrangler Unlimited Rubicon and the $50K Ford Raptor SuperCab. With the muscled Colorado’s wide-ranging skill set, its optimal engine is largely dependent on what you plan to do with it.
Highs and Lows
Highs:
Gravely capable off-road, looks the part, gas V-6 is a warp drive compared with the diesel engine.
Full-size thirst, modest torque, cumbersome spare tire.
Chevrolet Colorado Reviews – Chevrolet Colorado Price, Photos, and Specs – Car and Driver
Chevrolet Colorado
Car and Driver
Tested: two thousand seventeen Chevrolet Colorado ZR2 Squad Cab V-6
2017 Chevrolet Colorado ZR2 Team Cab V-6
- Aug 2017
- By MIKE SUTTON
- Photography By CHRIS DOANE AUTOMOTIVE
It is unlikely to discuss the two thousand seventeen Chevrolet Colorado ZR2 without mentioning the three-ton predator in the off-road marketplace, the Ford F-150 Raptor. Yet Chevy has done well in imbuing its more modest, mid-size pickup with arguably even broader talents than Ford’s wondertruck, including respectable prowess across open ground that doesn’t impede its technical acuity on the trails. We’ve already verified the ZR2’s back-country moxie when fitted with its optional Two.8-liter four-cylinder diesel engine. Being generally reluctant to spending more dollars on fewer cylinders, we had to know how the ZR2 with its standard gasoline V-6 fared under a mud-caked microscope.
Un-Torque My Wagon
Along with the diesel’s $3500 upcharge, the main difference inbetween the two is their power delivery. Despite the Three.6-liter V-6’s three hundred eight horsepower at six thousand eight hundred rpm, it produces only two hundred seventy five lb-ft of torque at a lofty four thousand revs. In contrast, the Two.8-liter turbo-diesel musters just one hundred eighty six horses yet churns out three hundred sixty nine lb-ft slightly off idle at two thousand rpm. In off-road terms, that means the low-revving diesel excels at crawling through the forest like a tank, whereas the V-6’s stronger powerband makes it more effective at building higher speeds off-road. The gas engine also is notably quieter at idle and at total throttle, albeit both engines produce about the same amount of noise at seventy mph.
The ZR2’s standard eight-speed automatic (the diesel gets a six-speed auto) is a slick operator both on and off the road, even however it hastily upshifts to top gear, making the more high-strung V-6 feel sluggish in normal driving. While the Three.6-liter takes some prodding to wake up and doesn’t sound as sweet as it does in General Motors’ passenger cars—an active harass like the Chevrolet Camaro’s would have been a nice touch—there’s no masking the gas engine’s substantial corral of ponies.
With its extra one hundred twenty two horses and 226-pound weight advantage, the V-6 ZR2 bettered the diesel version’s 9.1-second zero-to-60-mph run by a utter two seconds and trounced its quarter-mile time with a 15.6-second pass at ninety mph. Thanks to the same gnarly off-road tires that are quick to capitulate on tarmac, the 4749-pound V-6 truck fared about the same as the compression-ignition model in lateral acceleration (a dismal 0.Sixty nine g), but the V-6 Colorado needed eleven more feet to stop from seventy mph, taking one hundred ninety nine feet. Our V-6 equipment also averaged a V-8–like fifteen mpg during its two weeks with us, which is two mpg less than its EPA combined rating and only one mpg better than what our 450-hp long-term Raptor is returning. The six-cylinder achieved nineteen mpg on our 200-mile highway test, one mpg above its EPA rating.
The Ruffian in Your Pickup
No matter the engine, this is the same butch Chevy pickup that sports broader, tougher bodywork to accommodate 31-inch-tall tires and a Three.5-inch-wider track versus lesser Colorados. Its underpinnings are fortified with about two inches of lift, hefty skid plates, and greater suspension travel: 8.6 inches in front and Ten.0 at the rear. Revised springs and Multimatic’s innovative spool-valve dampers bolt to a reinforced chassis, while electronic locking front and rear differentials turn Three.42:1 gears and 17-inch aluminum wheels packaged with knobby 265/65R-17 Goodyear Wrangler DuraTrac tires. As effective as they are at guarding the ZR2’s assets when grinding over obstacles, the protective rock rails protruding from underneath the doors are even better at dirtying occupants’ pant gams while they’re getting in and out of the truck.
Albeit the 212.4-inch-long squad cab often feels—and almost is—as large as a full-size pickup, the ZR2 can navigate narrow, wooded trails that would entangle a Raptor like a trawling net. This was especially helpful at our local off-road park, where the Colorado’s suspension articulation and individually selectable locking differentials—“lockers,” in the 4×4 community—lent it awesome traction and maneuverability on paths usually reserved for Jeeps. While it never will be as composed as the extra-wide F-150 on steep ground or at high speeds, the ZR2’s suspension maintains a rock-hard grip on figure motions and is backed up by relatively precise steering feel. Regardless of the terrain, activating the ZR2’s off-road driving mode via the transfer-case knob relaxes the engine’s throttle response, compels the transmission to hold on to gears longer, and tailors the Six pack and stability-control systems to maximum effect.
With its compromising off-road rubber and price premium—$5845 to $6930 over a Colorado Z71 4×4, depending on the assets configuration—the ZR2 resonates loudest with committed off-roaders. Nowhere is this more apparent than with the truck’s full-size spare tire and wheel, which, in its stock configuration, drapes below the back of the truck like a total diaper and is lightly bruised by obstacles underneath. The alternative is our test truck’s Baja-inspired tubular bed climb on, which for $615 negates almost all the usefulness of the Colorado’s cargo area. Neither option is ideal, but at least the bed climb on is effortless enough to liquidate with a few bolts; we did it no fewer than three times when our drivers needed the ZR2 to function as a pickup.
Capability Costs
The ZR2’s cabin is rather basic and dotted with the same chintzy plastics that handicapped the Colorado in its last comparison test with the Honda Ridgeline. At the top of the Colorado’s hierarchy, it’s relatively well outfitted, with a trailer-brake controller, heated leather front seats (the rear bench is vinyl), automatic climate control, wireless device charging, numerous USB outlets, and 4G Wi-Fi connectivity. Our example added $495 navigation to the standard 8.0-inch MyLink touchscreen infotainment system, which required another $500 to upgrade to the premium Bose audio system.
The smaller, extended-cab ZR2 starts at a sizable $40,995, with the more practical squad cab tacking on $1625. The ZR2 is not an ideal daily driver, but at an as-tested $44,230, our example essentially splits the base-price difference inbetween two of the best production off-roaders, the $38K Jeep Wrangler Unlimited Rubicon and the $50K Ford Raptor SuperCab. With the muscular Colorado’s wide-ranging skill set, its optimal engine is largely dependent on what you plan to do with it.
Highs and Lows
Highs:
Earnestly capable off-road, looks the part, gas V-6 is a warp drive compared with the diesel engine.
Full-size thirst, modest torque, cumbersome spare tire.
Chevrolet Colorado Reviews – Chevrolet Colorado Price, Photos, and Specs – Car and Driver
Chevrolet Colorado
Car and Driver
Tested: two thousand seventeen Chevrolet Colorado ZR2 Squad Cab V-6
2017 Chevrolet Colorado ZR2 Squad Cab V-6
- Aug 2017
- By MIKE SUTTON
- Photography By CHRIS DOANE AUTOMOTIVE
It is unlikely to discuss the two thousand seventeen Chevrolet Colorado ZR2 without mentioning the three-ton predator in the off-road marketplace, the Ford F-150 Raptor. Yet Chevy has done well in imbuing its more modest, mid-size pickup with arguably even broader talents than Ford’s wondertruck, including respectable prowess across open ground that doesn’t impede its technical acuity on the trails. We’ve already verified the ZR2’s back-country moxie when fitted with its optional Two.8-liter four-cylinder diesel engine. Being generally reluctant to spending more dollars on fewer cylinders, we had to know how the ZR2 with its standard gasoline V-6 fared under a mud-caked microscope.
Un-Torque My Wagon
Along with the diesel’s $3500 upcharge, the main difference inbetween the two is their power delivery. Despite the Trio.6-liter V-6’s three hundred eight horsepower at six thousand eight hundred rpm, it produces only two hundred seventy five lb-ft of torque at a lofty four thousand revs. In contrast, the Two.8-liter turbo-diesel musters just one hundred eighty six horses yet churns out three hundred sixty nine lb-ft hardly off idle at two thousand rpm. In off-road terms, that means the low-revving diesel excels at crawling through the forest like a tank, whereas the V-6’s stronger powerband makes it more effective at building higher speeds off-road. The gas engine also is notably quieter at idle and at total throttle, albeit both engines produce about the same amount of noise at seventy mph.
The ZR2’s standard eight-speed automatic (the diesel gets a six-speed auto) is a sleek operator both on and off the road, even however it hastily upshifts to top gear, making the more high-strung V-6 feel sluggish in normal driving. While the Trio.6-liter takes some prodding to wake up and doesn’t sound as sweet as it does in General Motors’ passenger cars—an active harass like the Chevrolet Camaro’s would have been a nice touch—there’s no masking the gas engine’s substantial corral of ponies.
With its extra one hundred twenty two horses and 226-pound weight advantage, the V-6 ZR2 bettered the diesel version’s 9.1-second zero-to-60-mph run by a utter two seconds and trounced its quarter-mile time with a 15.6-second pass at ninety mph. Thanks to the same gnarly off-road tires that are quick to capitulate on tarmac, the 4749-pound V-6 truck fared about the same as the compression-ignition model in lateral acceleration (a dismal 0.Sixty nine g), but the V-6 Colorado needed eleven more feet to stop from seventy mph, taking one hundred ninety nine feet. Our V-6 equipment also averaged a V-8–like fifteen mpg during its two weeks with us, which is two mpg less than its EPA combined rating and only one mpg better than what our 450-hp long-term Raptor is returning. The six-cylinder achieved nineteen mpg on our 200-mile highway test, one mpg above its EPA rating.
The Ruffian in Your Pickup
No matter the engine, this is the same butch Chevy pickup that sports broader, tougher bodywork to accommodate 31-inch-tall tires and a Trio.5-inch-wider track versus lesser Colorados. Its underpinnings are fortified with about two inches of lift, hefty skid plates, and greater suspension travel: 8.6 inches in front and Ten.0 at the rear. Revised springs and Multimatic’s innovative spool-valve dampers bolt to a reinforced chassis, while electronic locking front and rear differentials turn Three.42:1 gears and 17-inch aluminum wheels packaged with knobby 265/65R-17 Goodyear Wrangler DuraTrac tires. As effective as they are at guarding the ZR2’s assets when grinding over obstacles, the protective rock rails protruding from underneath the doors are even better at dirtying occupants’ pant gams while they’re getting in and out of the truck.
Albeit the 212.4-inch-long squad cab often feels—and almost is—as large as a full-size pickup, the ZR2 can navigate narrow, wooded trails that would entangle a Raptor like a trawling net. This was especially helpful at our local off-road park, where the Colorado’s suspension articulation and individually selectable locking differentials—“lockers,” in the 4×4 community—lent it epic traction and maneuverability on paths usually reserved for Jeeps. While it never will be as composed as the extra-wide F-150 on steep ground or at high speeds, the ZR2’s suspension maintains a stiff grip on assets motions and is backed up by relatively precise steering feel. Regardless of the terrain, activating the ZR2’s off-road driving mode via the transfer-case knob relaxes the engine’s throttle response, compels the transmission to hold on to gears longer, and tailors the Six pack and stability-control systems to maximum effect.
With its compromising off-road rubber and price premium—$5845 to $6930 over a Colorado Z71 4×4, depending on the assets configuration—the ZR2 resonates loudest with committed off-roaders. Nowhere is this more apparent than with the truck’s full-size spare tire and wheel, which, in its stock configuration, dangles below the back of the truck like a utter diaper and is lightly bruised by obstacles underneath. The alternative is our test truck’s Baja-inspired tubular bed climb on, which for $615 negates almost all the usefulness of the Colorado’s cargo area. Neither option is ideal, but at least the bed climb on is effortless enough to liquidate with a few bolts; we did it no fewer than three times when our drivers needed the ZR2 to function as a pickup.
Capability Costs
The ZR2’s cabin is rather basic and dotted with the same chintzy plastics that handicapped the Colorado in its last comparison test with the Honda Ridgeline. At the top of the Colorado’s hierarchy, it’s relatively well outfitted, with a trailer-brake controller, heated leather front seats (the rear bench is vinyl), automatic climate control, wireless device charging, numerous USB outlets, and 4G Wi-Fi connectivity. Our example added $495 navigation to the standard 8.0-inch MyLink touchscreen infotainment system, which required another $500 to upgrade to the premium Bose audio system.
The smaller, extended-cab ZR2 starts at a sizable $40,995, with the more practical squad cab tacking on $1625. The ZR2 is not an ideal daily driver, but at an as-tested $44,230, our example essentially splits the base-price difference inbetween two of the best production off-roaders, the $38K Jeep Wrangler Unlimited Rubicon and the $50K Ford Raptor SuperCab. With the muscular Colorado’s wide-ranging skill set, its optimal engine is largely dependent on what you plan to do with it.
Highs and Lows
Highs:
Earnestly capable off-road, looks the part, gas V-6 is a warp drive compared with the diesel engine.
Full-size thirst, modest torque, cumbersome spare tire.
Chevrolet Colorado Reviews – Chevrolet Colorado Price, Photos, and Specs – Car and Driver
Chevrolet Colorado
Car and Driver
Tested: two thousand seventeen Chevrolet Colorado ZR2 Team Cab V-6
2017 Chevrolet Colorado ZR2 Squad Cab V-6
- Aug 2017
- By MIKE SUTTON
- Photography By CHRIS DOANE AUTOMOTIVE
It is unlikely to discuss the two thousand seventeen Chevrolet Colorado ZR2 without mentioning the three-ton predator in the off-road marketplace, the Ford F-150 Raptor. Yet Chevy has done well in imbuing its more modest, mid-size pickup with arguably even broader talents than Ford’s wondertruck, including respectable prowess across open ground that doesn’t impede its technical acuity on the trails. We’ve already verified the ZR2’s back-country moxie when fitted with its optional Two.8-liter four-cylinder diesel engine. Being generally reluctant to spending more dollars on fewer cylinders, we had to know how the ZR2 with its standard gasoline V-6 fared under a mud-caked microscope.
Un-Torque My Wagon
Along with the diesel’s $3500 upcharge, the main difference inbetween the two is their power delivery. Despite the Three.6-liter V-6’s three hundred eight horsepower at six thousand eight hundred rpm, it produces only two hundred seventy five lb-ft of torque at a lofty four thousand revs. In contrast, the Two.8-liter turbo-diesel musters just one hundred eighty six horses yet churns out three hundred sixty nine lb-ft slightly off idle at two thousand rpm. In off-road terms, that means the low-revving diesel excels at crawling through the forest like a tank, whereas the V-6’s stronger powerband makes it more effective at building higher speeds off-road. The gas engine also is notably quieter at idle and at utter throttle, albeit both engines produce about the same amount of noise at seventy mph.
The ZR2’s standard eight-speed automatic (the diesel gets a six-speed auto) is a sleek operator both on and off the road, even however it hastily upshifts to top gear, making the more high-strung V-6 feel sluggish in normal driving. While the Trio.6-liter takes some prodding to wake up and doesn’t sound as sweet as it does in General Motors’ passenger cars—an active harass like the Chevrolet Camaro’s would have been a nice touch—there’s no masking the gas engine’s substantial corral of ponies.
With its extra one hundred twenty two horses and 226-pound weight advantage, the V-6 ZR2 bettered the diesel version’s 9.1-second zero-to-60-mph run by a utter two seconds and trounced its quarter-mile time with a 15.6-second pass at ninety mph. Thanks to the same gnarly off-road tires that are quick to capitulate on tarmac, the 4749-pound V-6 truck fared about the same as the compression-ignition model in lateral acceleration (a dismal 0.Sixty-nine g), but the V-6 Colorado needed eleven more feet to stop from seventy mph, taking one hundred ninety nine feet. Our V-6 equipment also averaged a V-8–like fifteen mpg during its two weeks with us, which is two mpg less than its EPA combined rating and only one mpg better than what our 450-hp long-term Raptor is returning. The six-cylinder achieved nineteen mpg on our 200-mile highway test, one mpg above its EPA rating.
The Ruffian in Your Pickup
No matter the engine, this is the same butch Chevy pickup that sports broader, tougher bodywork to accommodate 31-inch-tall tires and a Trio.5-inch-wider track versus lesser Colorados. Its underpinnings are fortified with about two inches of lift, hefty skid plates, and greater suspension travel: 8.6 inches in front and Ten.0 at the rear. Revised springs and Multimatic’s innovative spool-valve dampers bolt to a reinforced chassis, while electronic locking front and rear differentials turn Three.42:1 gears and 17-inch aluminum wheels packaged with knobby 265/65R-17 Goodyear Wrangler DuraTrac tires. As effective as they are at guarding the ZR2’s figure when grinding over obstacles, the protective rock rails protruding from underneath the doors are even better at dirtying occupants’ pant gams while they’re getting in and out of the truck.
Albeit the 212.4-inch-long team cab often feels—and almost is—as large as a full-size pickup, the ZR2 can navigate narrow, wooded trails that would entangle a Raptor like a trawling net. This was especially helpful at our local off-road park, where the Colorado’s suspension articulation and individually selectable locking differentials—“lockers,” in the 4×4 community—lent it epic traction and maneuverability on paths usually reserved for Jeeps. While it never will be as composed as the extra-wide F-150 on steep ground or at high speeds, the ZR2’s suspension maintains a rock-hard grip on figure motions and is backed up by relatively precise steering feel. Regardless of the terrain, activating the ZR2’s off-road driving mode via the transfer-case knob relaxes the engine’s throttle response, coerces the transmission to hold on to gears longer, and tailors the Six pack and stability-control systems to maximum effect.
With its compromising off-road rubber and price premium—$5845 to $6930 over a Colorado Z71 4×4, depending on the assets configuration—the ZR2 resonates loudest with committed off-roaders. Nowhere is this more apparent than with the truck’s full-size spare tire and wheel, which, in its stock configuration, strings up below the back of the truck like a utter diaper and is lightly bruised by obstacles underneath. The alternative is our test truck’s Baja-inspired tubular bed climb on, which for $615 negates almost all the usefulness of the Colorado’s cargo area. Neither option is ideal, but at least the bed climb on is effortless enough to liquidate with a few bolts; we did it no fewer than three times when our drivers needed the ZR2 to function as a pickup.
Capability Costs
The ZR2’s cabin is rather basic and dotted with the same chintzy plastics that handicapped the Colorado in its last comparison test with the Honda Ridgeline. At the top of the Colorado’s hierarchy, it’s relatively well outfitted, with a trailer-brake controller, heated leather front seats (the rear bench is vinyl), automatic climate control, wireless device charging, numerous USB outlets, and 4G Wi-Fi connectivity. Our example added $495 navigation to the standard 8.0-inch MyLink touchscreen infotainment system, which required another $500 to upgrade to the premium Bose audio system.
The smaller, extended-cab ZR2 starts at a sizable $40,995, with the more practical squad cab tacking on $1625. The ZR2 is not an ideal daily driver, but at an as-tested $44,230, our example essentially splits the base-price difference inbetween two of the best production off-roaders, the $38K Jeep Wrangler Unlimited Rubicon and the $50K Ford Raptor SuperCab. With the bulky Colorado’s wide-ranging skill set, its optimal engine is largely dependent on what you plan to do with it.
Highs and Lows
Highs:
Earnestly capable off-road, looks the part, gas V-6 is a warp drive compared with the diesel engine.
Full-size thirst, modest torque, cumbersome spare tire.
Chevrolet Colorado Reviews – Chevrolet Colorado Price, Photos, and Specs – Car and Driver
Chevrolet Colorado
Car and Driver
Tested: two thousand seventeen Chevrolet Colorado ZR2 Squad Cab V-6
2017 Chevrolet Colorado ZR2 Team Cab V-6
- Aug 2017
- By MIKE SUTTON
- Photography By CHRIS DOANE AUTOMOTIVE
It is unlikely to discuss the two thousand seventeen Chevrolet Colorado ZR2 without mentioning the three-ton predator in the off-road marketplace, the Ford F-150 Raptor. Yet Chevy has done well in imbuing its more modest, mid-size pickup with arguably even broader talents than Ford’s wondertruck, including respectable prowess across open ground that doesn’t impede its technical acuity on the trails. We’ve already verified the ZR2’s back-country moxie when fitted with its optional Two.8-liter four-cylinder diesel engine. Being generally reluctant to spending more dollars on fewer cylinders, we had to know how the ZR2 with its standard gasoline V-6 fared under a mud-caked microscope.
Un-Torque My Wagon
Along with the diesel’s $3500 upcharge, the main difference inbetween the two is their power delivery. Despite the Three.6-liter V-6’s three hundred eight horsepower at six thousand eight hundred rpm, it produces only two hundred seventy five lb-ft of torque at a lofty four thousand revs. In contrast, the Two.8-liter turbo-diesel musters just one hundred eighty six horses yet churns out three hundred sixty nine lb-ft hardly off idle at two thousand rpm. In off-road terms, that means the low-revving diesel excels at crawling through the forest like a tank, whereas the V-6’s stronger powerband makes it more effective at building higher speeds off-road. The gas engine also is notably quieter at idle and at total throttle, albeit both engines produce about the same amount of noise at seventy mph.
The ZR2’s standard eight-speed automatic (the diesel gets a six-speed auto) is a sleek operator both on and off the road, even tho’ it hastily upshifts to top gear, making the more high-strung V-6 feel sluggish in normal driving. While the Three.6-liter takes some prodding to wake up and doesn’t sound as sweet as it does in General Motors’ passenger cars—an active harass like the Chevrolet Camaro’s would have been a nice touch—there’s no masking the gas engine’s substantial corral of ponies.
With its extra one hundred twenty two horses and 226-pound weight advantage, the V-6 ZR2 bettered the diesel version’s 9.1-second zero-to-60-mph run by a total two seconds and trounced its quarter-mile time with a 15.6-second pass at ninety mph. Thanks to the same gnarly off-road tires that are quick to capitulate on tarmac, the 4749-pound V-6 truck fared about the same as the compression-ignition model in lateral acceleration (a dismal 0.Sixty nine g), but the V-6 Colorado needed eleven more feet to stop from seventy mph, taking one hundred ninety nine feet. Our V-6 equipment also averaged a V-8–like fifteen mpg during its two weeks with us, which is two mpg less than its EPA combined rating and only one mpg better than what our 450-hp long-term Raptor is returning. The six-cylinder achieved nineteen mpg on our 200-mile highway test, one mpg above its EPA rating.
The Ruffian in Your Pickup
No matter the engine, this is the same butch Chevy pickup that sports broader, tougher bodywork to accommodate 31-inch-tall tires and a Trio.5-inch-wider track versus lesser Colorados. Its underpinnings are fortified with about two inches of lift, hefty skid plates, and greater suspension travel: 8.6 inches in front and Ten.0 at the rear. Revised springs and Multimatic’s innovative spool-valve dampers bolt to a reinforced chassis, while electronic locking front and rear differentials turn Trio.42:1 gears and 17-inch aluminum wheels packaged with knobby 265/65R-17 Goodyear Wrangler DuraTrac tires. As effective as they are at guarding the ZR2’s figure when grinding over obstacles, the protective rock rails protruding from underneath the doors are even better at dirtying occupants’ pant gams while they’re getting in and out of the truck.
Albeit the 212.4-inch-long squad cab often feels—and almost is—as large as a full-size pickup, the ZR2 can navigate narrow, wooded trails that would entangle a Raptor like a trawling net. This was especially helpful at our local off-road park, where the Colorado’s suspension articulation and individually selectable locking differentials—“lockers,” in the 4×4 community—lent it astounding traction and maneuverability on paths usually reserved for Jeeps. While it never will be as composed as the extra-wide F-150 on steep ground or at high speeds, the ZR2’s suspension maintains a hard grip on assets motions and is backed up by relatively precise steering feel. Regardless of the terrain, activating the ZR2’s off-road driving mode via the transfer-case knob relaxes the engine’s throttle response, coerces the transmission to hold on to gears longer, and tailors the Six pack and stability-control systems to maximum effect.
With its compromising off-road rubber and price premium—$5845 to $6930 over a Colorado Z71 4×4, depending on the bod configuration—the ZR2 resonates loudest with committed off-roaders. Nowhere is this more apparent than with the truck’s full-size spare tire and wheel, which, in its stock configuration, drapes below the back of the truck like a utter diaper and is lightly bruised by obstacles underneath. The alternative is our test truck’s Baja-inspired tubular bed climb on, which for $615 negates almost all the usefulness of the Colorado’s cargo area. Neither option is ideal, but at least the bed climb on is effortless enough to eliminate with a few bolts; we did it no fewer than three times when our drivers needed the ZR2 to function as a pickup.
Capability Costs
The ZR2’s cabin is rather basic and dotted with the same chintzy plastics that handicapped the Colorado in its last comparison test with the Honda Ridgeline. At the top of the Colorado’s hierarchy, it’s relatively well outfitted, with a trailer-brake controller, heated leather front seats (the rear bench is vinyl), automatic climate control, wireless device charging, numerous USB outlets, and 4G Wi-Fi connectivity. Our example added $495 navigation to the standard 8.0-inch MyLink touchscreen infotainment system, which required another $500 to upgrade to the premium Bose audio system.
The smaller, extended-cab ZR2 starts at a sizable $40,995, with the more practical squad cab tacking on $1625. The ZR2 is not an ideal daily driver, but at an as-tested $44,230, our example essentially splits the base-price difference inbetween two of the best production off-roaders, the $38K Jeep Wrangler Unlimited Rubicon and the $50K Ford Raptor SuperCab. With the muscled Colorado’s wide-ranging skill set, its optimal engine is largely dependent on what you plan to do with it.
Highs and Lows
Highs:
Earnestly capable off-road, looks the part, gas V-6 is a warp drive compared with the diesel engine.
Full-size thirst, modest torque, cumbersome spare tire.