The mid-sized truck is dominated by the Toyota Tacoma, a darling of the adventure crowd, which, in 2022, outsold its nearest competitor, the Chevy Colorado, by a ratio of more than 2.5 to 1. However, Chevy is trying to gain ground on the Tacoma with its all-new 2023 Colorado, especially with its off-road-centric ZR2, a moniker long associated with capability. I spent a week with the truck to see if the new Colorado ZR2 has what it takes to encroach on the Toyota Tacoma’s popularity.
Out-of-the-box Capability and Modern Style
The 2023 Colorado ZR2 is a capable rig on paper and in practice. It includes front- and rear-locking differentials, various drive modes, an aluminum front skid plate and tow hooks, a trailer equipment package, and a powerful turbocharged engine. Our tester was equipped with the optional $9,295 Desert Boss package, adding a steel winch-ready bumper with safari bar (aka grill guard) and 17-inch beadlock-capable wheels with Tech Bronze finish wrapped in chunky LT285/70R17 Goodyear Wrangler Territory MT tires which measure in at just about 33 inches (32.9 inches according to Goodyear). Also included is the retro-inspired and polarizing bed-mounted sport bar with sail pane. (The name Marty McFly came up a few times from observers.) It provides a home for the included 40-inch LED light bar. Other Desert Boss bits include unique emblems and decals, multiple cameras, and a power distribution box that allows owners to add additional accessories.
The Colorado ZR2 is a good-looking truck with clean lines and a muscular stance, especially on those Goodyear tires. The Desert Boss package, with its sport bar, wild wheels, and loud graphics, presents an in-your-face look that might be a bit flashy for some.
Under the hood lies GM’s turbocharged and intercooled high-output 2.7-liter four-cylinder, making 310 horsepower and a stout 430 pound-feet of torque—the most powerful in the Colorado lineup. Power is sent to the ground via an eight-speed automatic transmission.
On Road
The high-output four-pot doles out ample thrust on and off the pavement, plus it makes great turbo noises. Power is abundant with brisk acceleration and plenty of passing power. This engine has lots of grunt, and with the trailer package, this Colorado will pull up to 7,700 pounds.
Along with the peppy powerplant, you also get surprisingly tight, responsive steering. On twisty, curvy rural backroads, the Colorado was remarkably fun to drive. It’s not a Corvette or Camaro, but it’s unexpectedly entertaining.
Some of that handling can be attributed to enhanced Multimatic dampers, which the GM says are derived from racing. These shocks are also found on the larger Silverado 1500 ZR2 Bison. The on-road ride is firm but not uncomfortable—this is a pickup, after all. And, despite the blocky tires, the cabin doesn’t have obtrusive road noise or wind noise from the 40-inch light bar mounted behind the cabin.
Off Road
Off pavement, the truck retains a firm ride but soaks up bumps admirably. The ZR2 has 10.7 inches of ground clearance, an approach angle of 38.3 degrees, a departure angle of 25.1 degrees, and a 24.6-degree breakover angle. Like all mid-sized trucks, sans the Jeep Gladiator and Ridgeline, the Colorado ZR2 has an independent front suspension with coil springs and a solid rear axle with leaf springs. The truck has 3.42:1 gears.
The electronically operated transfer case offers 2WD, 4H, 4L, and an auto setting, all operated by a four-way push-button selector. Around the selector is a ring that moves between the multiple driving modes of Normal, Tow/Haul, Off-Road, Terrain, and Baja. Normal and Tow/Haul are self-explanatory. Off-Road is for general off-pavement driving; Terrain is designed for low-speed rock crawling (with three settings); and Baja is for high-speed desert running. The different modes change throttle response, ABS, traction control, and affect locker engagement to provide optimal drivability in various conditions.
The truck also comes with good-old locking differentials that are electrically actuated at the press of a couple of buttons (one for the rear, one for the front and rear). Like its larger Silverado 1500 ZR2 cousin, the only indication the diffs are locked is a small orange LED above the button that can be hard to see. I’d like to see an indicator on the gauge cluster somewhere, too. Four-low performance—with and without lockers—offers confident, controlled driving, and the push-button actuation works as expected without any quirks.
As an Overlander
The Colorado ZR2 is an excellent mixture of on-road performance and off-road capability in a not-so-huge package. Really, the Colorado ZR2 reminded me of a scaled-down Silverado 1500 ZR2 that’s more entertaining to drive on smaller roads and more easily fits down smaller trails and streets. The ZR2’s 7,700-pound towing capacity means it will tow most small-to-medium-sized off-road trailers with relative ease, too.
A low point is the ZR2’s payload capacity at just 1,151 pounds—the lowest in the segment. Colorado Trail Boss and Z71 models have a 1,587-pound payload capacity, but you don’t get all the off-road goods.
The truck’s bed has a spray-in bedliner to help protect against scratches from cargo, big or small. The tailgate also has a few tricks: The StowFlex tailgate has a hidden compartment. While not lockable with a key, it can be latched and is drainable and watertight. This means it’s good for camping and keeping beverages ice-cold. A real lock would be a beneficial addition. There’s also a molded-in ruler on the tailgate’s edge (less critical for overlanders versus contractors), and the truck’s tailgate can be kept open at a 45-degree angle for longer loads. The bed has a 110V outlet which is handy for a host of accessories, such as fridges, charging batteries or solar generators, or running power tools.
Inside, the Colorado ZR2’s cabin is modern and attractive. It features supportive heated and air-conditioned front seats that accommodate cool or hot journeys. The driver’s seat is eight-way adjustable. The rear bench seat offers average space for passengers, and the split seat bottoms can be lifted for more cargo. All seats are covered with gray leatherette surfaces with bright yellow stitching. I worry about the lighter colors getting dirty easily when out on adventures.
Storage isn’t abundant in the truck; there are two cup holders forward the armrest and a place for bottles in the doors. Storage under the armrest is on the smaller side for a pickup truck, at least in comparison to a full-size truck. In terms of power ports, there’s a USB-A and USB-C for the front seats, rear seats, and a wireless phone charger up front. Chevrolet has done away with the traditional 12-volt power plug that can be an issue for certain overland accessories. However, buyers may purchase a 12-volt accessory power plug from the GM parts counter and tie it to the truck’s power distribution box.
A big 11.3-inch infotainment touchscreen with a volume dial adorns the center stack and isn’t too hard to use. The seven-speaker Bose sound system is excellent. The truck also boasts 10 camera views, including two available off-road performance views, such as front underbody and rear underbody. These can aid in traversing difficult terrain. There is also a grill view, two hitch views, and five parking views.
The configurable 11-inch gauge cluster showcases a brilliant LCD display and is very well-executed with a variety of different useful layouts. I particularly liked the navigation version, which flooded my Google Maps into the gauge cluster area and negated the need to look at the center console for directions. There’s also a minimalist mode with just a digital speedometer and a couple of other metrics.
Look up from the gauges, and you have a commanding view of the road with good exterior visibility. The hood’s black center power bulge doesn’t hamper your view (at least not for my 5’7” frame), and I can see the vehicle’s corners and obstacles easily—something I can’t say about the current generation Tacoma.
This truck had something I’d never seen before: no switch or dial for headlights—nothing. I poured through the vehicle settings on the infotainment screen and finally found the controls there, set to auto. Despite this, you can still pull back on the windshield wiper stalk to flash your high beams, and there is an automatic high beam setting as well. Admittedly, this was a first for me; I’m glad I didn’t wait until nighttime to find this.
Fuel economy is always an important thing for overland travel. Despite the truck’s initial rating of 16 MPG across the board, Chevy’s website and fueleconomy.gov show 17 city, 19 highway, and 18 combined. Given the 21.4-gallon tank, the truck would have a range of 363.3 miles, which isn’t too bad—actually more than the Silverado 1500 ZR2 Bison I tested this summer. It’s also on par for the segment.
Overall
In a hotly contested market segment, Chevrolet has stepped it up with the new Colorado ZR2. It’s got all the options, plenty of capability, tons of tech, and an athletic style that could be great for overlanding trips or even weekends on the trail. If I were purchasing the vehicle, I’d personally pass on the Desert Boss package and stick with a standard ZR2 and add the extra off-road bits à la carte (I don’t need the decals or sport bar, for example). As tested, however, this rig is $61,925.
The timing for the Colorado’s redesign is good, as Nissan and even the Colorado’s cousin, the GMC Canyon, are still fresh and new. Ford’s Ranger is due for an update, and the Honda Ridgeline and Jeep Gladiator continue to soldier on to their own beats. There’s a potential monster on the horizon, and that’s the redesigned 2024 Toyota Tacoma. At this point, it’s a wild card, but Chevy has an admirable fighter in this segment, and it should be looked at if you’re shopping for a capable mid-sized 4×4 adventure platform.
$61,925 | chevy.com
Pros
- Powerful engine
- Better-than-expected handling
- Loads of off-road capability
Cons
- Low payload capacity
- Desert Boss edition adds polarizing style
- Expensive as tested
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