2004 Chevrolet Colorado

The Colorado's Vortec 3500... 

   

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The Colorado's Vortec 3500 I-5 is basically five-sixths of the 4200 Six found in the Trailblazer/Envoy SUV. The sequentially injected DOHC mill puts out an estimated peak 220 hp at 5,600 rpm and 225 lb-ft of torque at 2,800 rpm.

We'd hoped to have this Colorado included in our 2004 Pickup Truck of the Year test (Jan. '04), but our test vehicle arrived from Detroit too late to participate. Undaunted, we saddled up our tester for a few days in the backcountry. Under initial acceleration, the new I-5 displays a pleasantly retro go-kart buzz, which quickly mellows into a deep, throaty baritone as it drops into cruising revs. The 4L60-E impressed us with its smooth shifts. We did notice a flat spot in the powerband in the 2,000-to-2,500-rpm range-well below the shift points-and as a result, while attempting to pass or maintain speed on long uphill grades, we found ourselves having to stomp the go-pedal; the undersquare Five is happier at low revs. If you're wondering why Chevy isn't offering the I-6 in this truck, a glimpse under the hood suggests clearance issues that likely preclude this option. Chevy's official version is that the I-5 supplies all the power and torque of a 6, but in a smaller, lighter package.

Ride and handling were good overall. Road feel is solid and the steering well weighted, with crisp response to input and good return-to-center. Our test model, however, displayed pronounced body roll in high-speed corners and sudden lane changes. We surmised at the time that GM engineers likely softened up roll stiffness on the Colorado to compensate for the greatly improved stiffness of the chassis-it's said to be 250 times stiffer than the S-truck's frame. A fair amount of engine and tire noise seeps into the cab. The Colorado's brakes aren't much of an improvement over the S-truck's-vague and hard to modulate, with noticeable ABS pedal pulse in panic stops. All told, though, the Colorado is a competent little road warrior, capable of taking a 65-mph highway cruise at a shade over 2,000 rpm.

We tested the Colorado extensively in harsh desert terrain, and it alternately pleased and frustrated us. This Chevy's IFS feels much softer than the S-truck's-a nag on-road, perhaps, but a potential boon on the trail, and our time spent four-wheeling the Colorado tended to confirm our hunch. In slow-speed testing, the Colorado's IFS provided surprisingly supple cycling over uneven terrain. The rack-and-pinion steering is well insulated against bumps, with minimal feedback felt through the column, and the P265 Ameritracs gripped competently over trail obstacles.

The Colorado's Eaton G80 locker uses internal weights and clutch packs to transfer all available torque to the axle end with traction when a wheelspin difference of about 100 rpm is detected. This one worked near-instantly-and the driver's the last to know. On a steep, rocky hillclimb, for instance, we came to a stop when one of our rear wheels lost traction momentarily. The instant we took our foot off the brake-and before we could apply throttle, or elect to back down-the locker engaged abruptly and the vehicle lurched forward straight into a slab of rock. We love having an honest-to-goodness rear locker straight from the factory, but we'd prefer something that's not so harsh in operation.

The new Chevy's interior is... 

   

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The new Chevy's interior is appreciably more spacious than its S-truck predecessor. Large sweep-needle gauges dominate the instrument panel, and the Colorado's optional XM subscription-based satellite stereo system provides crisp, clear tuneage, even way out in the boonies.

Another cause for concern was the tendency of the engine to overheat at low revs in hot weather. This was a chronic problem with the 2.8 and 4.3 V-6s in the S-trucks, and we were surprised to see this occurring with the new engine. Chevrolet claims that it has re-engineered the cooling system for the I-5, but in our testing, a few minutes' crawling in 4-low in first gear on a 100-degree day sent the temp needle past the 240 range before we shut it down to cool off, a routine we had to repeat throughout our hot-weather test schedule, especially when running in sand dunes.

The Colorado's interior is appreciably more spacious than its predecessor's. There's plenty of head- and legroom for tall testers, and ample elbow room for the long-limbed, though the unpadded door-side armrests are uncomfortable for long hauls. Controls for lights, wipers, HVAC and stereo are straightforward and within easy reach of the driver.The Chevy's instrument panel boasts two large, centrally mounted sweep-needle gauges (mph and tach) but only two level-type gauges (fuel and temp); like the S-truck, the Colorado relies on a slew of icon indicator lights to inform the driver of the status of myriad mechanicals. We're fine with the setup, but in direct sunlight, the icons wash out, becoming difficult to read.

Finally-and at the risk of sounding picky-our test truck's cloth seats were some of the least comfortable buckets we've tested in years, with minimal side bolstering, poor lower lumbar support and balky adjustment levers. External fit and finish on our tester was good, with no noticeable gaps between body panels. We did notice some rattling sounds emanating from the vicinity of the passenger door when driving at speed over rutted dirt roads, but we weren't able to pinpoint the exact cause of the rattle.

The new Colorado reminds us of the trade-offs inherent in any new truck design-and first-year production bugs aside, the truck manages to make those trade-offs without unduly compromising overall performance. Its new I-5 may not have the revvability of the old 4.3, but it pollutes less, gets better mileage and still squeezes more than a pony per cube. It's more trucklike on pavement than the old S-10, but it's more trailable in stock trim. It can't tow as much as the S-truck could, but it can haul more gear-500 pounds more-in its 6-foot-plus bed.

And, as with any new Chevy, the Colorado presents a promising platform for future upgrades via the aftermarket; with a slightly more aggressive tire, some lower gears and a more forgiving locker, prospective Colorado buyers could have themselves a great little trail toy for minimal added expense. We're sure we'll be seeing plenty of them plying the backcountry in the months and years to come.