Car buffs will recognize that the first generation (1967-1969) Camaro Z28 was a car that was more about sporty handling than all-out brute horsepower. A firmer suspension, quicker steering and even the option of four-wheel disc brakes made it clear that these were cars designed to unravel a twisty road (or racetrack), not just accelerate hard in a straight line. Instead of a muscle-bound big block, these Z28s had a lighter, high-winding 302-cubic-inch V8. If a Camaro enthusiast wanted a torque-rich muscle car to blow off Mustangs and GTOs at the lights, he could get an SS packing a 375-horse "Turbo Jet" 396.
So…why are we talking about Camaro Z28s when the subject of this test is, of all things, a pickup truck? A few reasons, actually. Mainly because, like an early Z28, the Colorado Sport's (whose option code happens to be ZQ8) forte is responsive, taut handling coupled with respectable but not overwhelming power under the hood. And consider this: trucks have become the vehicle of choice for many enthusiasts who, in decades past, probably would've bought a muscle or pony car. Think we're nuts? Consider these current showroom offerings from the old "Big Three": Chevy's Silverado SS, Dodge's Ram SRT-10 (that sports a Viper's 500-horsepower V10) and Ford's supercharged F-150 Lightning. The SRT-10 and the Lightning will flat out spank most any hallowed muscle car you could name, and they also go around corners and stop quite nicely as well.
Based on the all-new Chevy Colorado, the Sport has hardware tweaks that include a lowered suspension (2.0 inches closer to terra firma than the base truck), quick-ratio power steering and 17-inch alloys wearing 235/50 performance tires. Visual pizzazz is added via color-keyed wheel flares, grille and bumpers.
Unfortunately, our interior assessment is something we might as well have copied and pasted from most of our other Chevrolet interior critiques. In short, we think that the designers and product planners could have done better here. The cabin is user-friendly but bland and could use some jazzing up (maybe some metallic or simulated carbon-fiber accents around the center stack, door panels and steering wheel) and some higher-grade plastic trim. At least the steering wheel breaks from Chevy tradition; it's not ugly and even looks kind of like a Corvette's wheel. After we discovered the Sport's healthy grip in the corners, we agreed that some lateral support in the front buckets would also be most appreciated.
In order to allow the half-dozen journalists to fully explore the Colorado Sport's performance capabilities, the company provided a day at the General Motors Proving Grounds located near Phoenix, Ariz. We were taken to a small track that included a couple of big sweepers and a variety of tighter, smaller turns. For comparison's sake, they had a Chrysler PT Cruiser GT, Ford Mustang and a Pontiac Vibe GT on hand. Apart from the Mustang being a base V6 model, we have to commend those guys for having the gumption to provide the top-performance versions of the Vibe and PT. While we initially thought it was weird (and maybe a bad decision by Chevrolet) to have these vehicles on hand as competitors to a midsize pickup, the purpose was to show off the Colorado's capabilities. And it was a mission accomplished. Where the Colorado Sport exhibited crisp turn-in (the steering is quick — only 2.9 turns lock-to-lock) and flat cornering, the Mustang, and to a lesser extent the PT, felt lazy and wallowed through the curves. The Vibe GT felt pretty good — buttoned-down and with the best steering feel of the group. But the Colorado Sport, especially the regular-cab four-banger, was a big surprise.
For years, American pickups with four-cylinder engines have lagged behind their Japanese counterparts in every important category — performance, refinement and reliability. Those days may be over, as the inline four found in the Colorado is a little powerhouse. The PR folks told us not to ignore the refrigerator-white, regular-cab Colorado Sport that was nearly invisible among the bigger and flashier yellow and red extended-cab Sports. They also said that we'd be so surprised at the little bugger's performance that we might pop the hood open to confirm for ourselves that it was just a four-banger under there. Although PR types are prone to hyperbole, it turns out they weren't exaggerating one bit here.
Rated at 175 horsepower and 185 pound-feet of torque, the Colorado's 2.8-liter "Vortec 2800" inline four was as energetic as an aerobics instructor fired up on a Starbucks double espresso. Matched to the five-speed manual gearbox, this little sleeper was a hoot to whip around the track and care had to be taken to limit wheelspin when blasting out of the tighter turns. And it had a nice snort to the exhaust, too.
In fact, for sheer driving enjoyment, many of us preferred this plain-Jane Sport to the more powerful and luxurious extended-cab trucks with the Vortec 3500 3.5-liter inline five (220 hp and 225 lb-ft) that sounded blasé in comparison. Still, the bigger truck wasn't far behind in the fun-to-drive dynamics contest either, and of course boasted greater passenger capacity and stronger towing ability. Regardless of which version we were in, the brakes (even with their rear drums) took the track flogging without fading. But even with the standard ABS, we noted a few instances of brief lockup when the truck's rear end got light under heavy braking.
All too soon, our time at the track was over. As we were driven back to our hotel, we reflected on the experience and realized that far from being just a big wheels and ground effects package, the Colorado Sport has the moves to back up its looks.
So…why are we talking about Camaro Z28s when the subject of this test is, of all things, a pickup truck? A few reasons, actually. Mainly because, like an early Z28, the Colorado Sport's (whose option code happens to be ZQ8) forte is responsive, taut handling coupled with respectable but not overwhelming power under the hood. And consider this: trucks have become the vehicle of choice for many enthusiasts who, in decades past, probably would've bought a muscle or pony car. Think we're nuts? Consider these current showroom offerings from the old "Big Three": Chevy's Silverado SS, Dodge's Ram SRT-10 (that sports a Viper's 500-horsepower V10) and Ford's supercharged F-150 Lightning. The SRT-10 and the Lightning will flat out spank most any hallowed muscle car you could name, and they also go around corners and stop quite nicely as well.
Based on the all-new Chevy Colorado, the Sport has hardware tweaks that include a lowered suspension (2.0 inches closer to terra firma than the base truck), quick-ratio power steering and 17-inch alloys wearing 235/50 performance tires. Visual pizzazz is added via color-keyed wheel flares, grille and bumpers.
Unfortunately, our interior assessment is something we might as well have copied and pasted from most of our other Chevrolet interior critiques. In short, we think that the designers and product planners could have done better here. The cabin is user-friendly but bland and could use some jazzing up (maybe some metallic or simulated carbon-fiber accents around the center stack, door panels and steering wheel) and some higher-grade plastic trim. At least the steering wheel breaks from Chevy tradition; it's not ugly and even looks kind of like a Corvette's wheel. After we discovered the Sport's healthy grip in the corners, we agreed that some lateral support in the front buckets would also be most appreciated.
In order to allow the half-dozen journalists to fully explore the Colorado Sport's performance capabilities, the company provided a day at the General Motors Proving Grounds located near Phoenix, Ariz. We were taken to a small track that included a couple of big sweepers and a variety of tighter, smaller turns. For comparison's sake, they had a Chrysler PT Cruiser GT, Ford Mustang and a Pontiac Vibe GT on hand. Apart from the Mustang being a base V6 model, we have to commend those guys for having the gumption to provide the top-performance versions of the Vibe and PT. While we initially thought it was weird (and maybe a bad decision by Chevrolet) to have these vehicles on hand as competitors to a midsize pickup, the purpose was to show off the Colorado's capabilities. And it was a mission accomplished. Where the Colorado Sport exhibited crisp turn-in (the steering is quick — only 2.9 turns lock-to-lock) and flat cornering, the Mustang, and to a lesser extent the PT, felt lazy and wallowed through the curves. The Vibe GT felt pretty good — buttoned-down and with the best steering feel of the group. But the Colorado Sport, especially the regular-cab four-banger, was a big surprise.
For years, American pickups with four-cylinder engines have lagged behind their Japanese counterparts in every important category — performance, refinement and reliability. Those days may be over, as the inline four found in the Colorado is a little powerhouse. The PR folks told us not to ignore the refrigerator-white, regular-cab Colorado Sport that was nearly invisible among the bigger and flashier yellow and red extended-cab Sports. They also said that we'd be so surprised at the little bugger's performance that we might pop the hood open to confirm for ourselves that it was just a four-banger under there. Although PR types are prone to hyperbole, it turns out they weren't exaggerating one bit here.
Rated at 175 horsepower and 185 pound-feet of torque, the Colorado's 2.8-liter "Vortec 2800" inline four was as energetic as an aerobics instructor fired up on a Starbucks double espresso. Matched to the five-speed manual gearbox, this little sleeper was a hoot to whip around the track and care had to be taken to limit wheelspin when blasting out of the tighter turns. And it had a nice snort to the exhaust, too.
In fact, for sheer driving enjoyment, many of us preferred this plain-Jane Sport to the more powerful and luxurious extended-cab trucks with the Vortec 3500 3.5-liter inline five (220 hp and 225 lb-ft) that sounded blasé in comparison. Still, the bigger truck wasn't far behind in the fun-to-drive dynamics contest either, and of course boasted greater passenger capacity and stronger towing ability. Regardless of which version we were in, the brakes (even with their rear drums) took the track flogging without fading. But even with the standard ABS, we noted a few instances of brief lockup when the truck's rear end got light under heavy braking.
All too soon, our time at the track was over. As we were driven back to our hotel, we reflected on the experience and realized that far from being just a big wheels and ground effects package, the Colorado Sport has the moves to back up its looks.
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