Jim Ellis Chevrolet Atlanta

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Driving Impressions

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 m

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