This little truck is as comfortable and familiar as an old shoe. And, while there's a lot to be said for an old shoe, there are some new fangled styles and features that Chevy has flat out ignored when adding this crew cab to the venerable S-10 line of pickups.
Take styling for instance. The competitors — the Dodge Dakota Quad Cab, Ford Explorer Sport Trac, Toyota Tacoma Double Cab and even the Nissan Frontier — all have an aggressive, contemporary look. Roof lines are staggered. Truck beds bulge unexpectedly. Body colors contrast with bumpers and under-cladding. Now turn to the Chevy. It, well, it doesn't make much of an impression at all. The design is boxy and almost painfully plain. And the cab roof looks chopped off, like a teenager with a flattop.
Now consider the missed opportunities by Chevy in the features department. True, our S-10 sported a four-wheel-drive system that shifts on the fly. But if you're going to build a shortbed crew cab, why not offer a bed extender as an inexpensive option? This is one of those why-didn't-they-think-of-that-sooner? ideas that most manufacturers have embraced. If Chevy had seen fit to include it, the additional hauling space would show the S-10 meant business as a working pickup. Instead, it's kind of a pickup, kind of a car, and kind of an SUV — and it really doesn't excel as any of them.
These objections aside, there are some pleasing features in this 190-horsepower, V6 truck that will probably satisfy Chevy fans. After all, the current S-10 was introduced in 1994 and has built a loyal following over the years. Maybe Chevy just figured, why mess with success?
The front seats are comfortable and covered in dark cloth with a simple pattern. The speedometer and tach are attractively positioned and we're glad to see that Chevy eliminated idiot lights and opted to use gauges for temperature, oil pressure, and voltmeter. The various interior knobs and buttons have a solid feel as well.
There were some odd choices in the interior design, however. A large hump is located on the floor just forward of the front passenger's seat. This forces the passenger's legs into an uncomfortable position with his knees jutting toward the dash. The glove compartment is constructed in such a way that it barely opens wide enough to slide your hand inside. And finally, the seatbelt latch in the front seat is positioned so that it sticks the driver in mid-thigh when climbing into the cab.
Another puzzling choice was the lack of a recirculate button for the climate controls, a feature present in most vehicles. This would allow a more efficient cooling of the interior and it also allows the driver to keep out the fumes of that diesel truck he got stuck behind. We also noted that much of the interior is constructed of sub-standard materials. But the biggest problem with the cab's interior lies in the backseat. While access is good, with doors providing ample entry and exit, it is built more with children in mind than the "crew" that provides its namesake. Legroom is poor, visibility is limited and headroom is cramped. Any adult stuffed back there will soon begin grumbling. This dampens the vehicle's car-like appeal.
There were also a few annoying quality problems. Our truck had barely 500 miles on it, yet there were already some idiosyncrasies. A plastic panel popped out of the center console while we were searching for cupholders and it had to be wrangled back into place. The floor mats were small, ill-fitting and cheaply made (picky, we know, but it's the first thing that catches your eye when opening the door).
These quality issues seemed to forecast compromised performance when taken off-road. Just the opposite was true. While the ride was comfortable on the highway, the truck seemed to shine when it left the pavement. We drove at least 30 miles on deeply rutted back roads and the S-10 earned our admiration for solid handling and a tight body structure.
The Insta-Trac transfer case shifted easily into four-wheel drive with a push of the button on the dashboard. An indicator light in the button flashes as the transmission makes the change, letting the driver know when four-wheel drive is fully engaged. (A four-wheel-drive Lo is also available but the truck must be stopped before shifting.) The ground clearance is 8.5 inches and the 15-inch wheels gripped well on a steep climb despite the all-season — as opposed to off-road — tires.
Given the S-10's solid off-road performance, it's a shame the on-road power delivery wasn't better. Maybe we started with high expectations because we knew it had a hefty 4.3-liter, 190-horsepower V6 engine. That should be plenty of muscle to move this thing down the road. Low-end torque was good, but it thinned out quickly and struggled to post a sluggish 10.3 seconds in the zero-to-60 mph blitz. The two valve per cylinder Vortec engine delivered 190 horsepower at 4,400 rpm and 250 foot-pounds of torque at 2,800 rpm. Given the lack of power, the gas mileage (on the sticker at 15 miles per gallon in the city and 18 on the highway — though our figures were lower) was unjustifiably low.
The four-wheel disc antilock brakes felt solid and gave adequate feedback, though stopping distances were only average. The S-10, weighing in at 4,039 pounds, took 141 feet to come to a stop from 60 mph. The ABS was noisy and the truck seemed to pull to the left as it came to a stop. In the slalom the Chevy was understandably nose-heavy and the steering response was slow. Another editor described the steering as "numb."
Reviewing the commentary on Edmunds.com's Town Hall we found many faithful Chevy owners and many people reporting a great fondness for the S-10 pickup in other configurations (extended cab and regular cab). Some owners reported few problems and overall satisfaction with the performance and handling. However, several posts detailed engine trouble and a variety of problems with controls and accessories.
One account was written by an owner of two S-10s — a 1985 2WD extended cab Tahoe, and a 1998 S-10 4WD LS extended cab. The '85 has 270,000 miles on it without major problems, while the '98 S-10, "is a joke," the owner reported. The seat handle has broken, door seals have failed, the 4x4 switch burned out. "The list goes on and on. And, this truck has been treated like a baby." The owner concluded by asking, "Can GM no longer produce long lasting products? Or are all car companies getting this cheap?"
The S-10 Crew Cab was the kind of pickup we really wanted to like more than we did. Although the crew cab is new this year, the vehicle as a whole seems caught in a time warp. Yes, it's generally likeable, in an old-fashioned, homespun way. But there's nothing special about it. This lack of excitement becomes more noticeable when you look at what is being offered by Ford, Nissan, Toyota and Dodge. So, while Chevrolet devotees will likely ignore our advice, anyone else wanting to own the best these SUV/pickup hybrids have to offer should check out the competition.
Take styling for instance. The competitors — the Dodge Dakota Quad Cab, Ford Explorer Sport Trac, Toyota Tacoma Double Cab and even the Nissan Frontier — all have an aggressive, contemporary look. Roof lines are staggered. Truck beds bulge unexpectedly. Body colors contrast with bumpers and under-cladding. Now turn to the Chevy. It, well, it doesn't make much of an impression at all. The design is boxy and almost painfully plain. And the cab roof looks chopped off, like a teenager with a flattop.
Now consider the missed opportunities by Chevy in the features department. True, our S-10 sported a four-wheel-drive system that shifts on the fly. But if you're going to build a shortbed crew cab, why not offer a bed extender as an inexpensive option? This is one of those why-didn't-they-think-of-that-sooner? ideas that most manufacturers have embraced. If Chevy had seen fit to include it, the additional hauling space would show the S-10 meant business as a working pickup. Instead, it's kind of a pickup, kind of a car, and kind of an SUV — and it really doesn't excel as any of them.
These objections aside, there are some pleasing features in this 190-horsepower, V6 truck that will probably satisfy Chevy fans. After all, the current S-10 was introduced in 1994 and has built a loyal following over the years. Maybe Chevy just figured, why mess with success?
The front seats are comfortable and covered in dark cloth with a simple pattern. The speedometer and tach are attractively positioned and we're glad to see that Chevy eliminated idiot lights and opted to use gauges for temperature, oil pressure, and voltmeter. The various interior knobs and buttons have a solid feel as well.
There were some odd choices in the interior design, however. A large hump is located on the floor just forward of the front passenger's seat. This forces the passenger's legs into an uncomfortable position with his knees jutting toward the dash. The glove compartment is constructed in such a way that it barely opens wide enough to slide your hand inside. And finally, the seatbelt latch in the front seat is positioned so that it sticks the driver in mid-thigh when climbing into the cab.
Another puzzling choice was the lack of a recirculate button for the climate controls, a feature present in most vehicles. This would allow a more efficient cooling of the interior and it also allows the driver to keep out the fumes of that diesel truck he got stuck behind. We also noted that much of the interior is constructed of sub-standard materials. But the biggest problem with the cab's interior lies in the backseat. While access is good, with doors providing ample entry and exit, it is built more with children in mind than the "crew" that provides its namesake. Legroom is poor, visibility is limited and headroom is cramped. Any adult stuffed back there will soon begin grumbling. This dampens the vehicle's car-like appeal.
There were also a few annoying quality problems. Our truck had barely 500 miles on it, yet there were already some idiosyncrasies. A plastic panel popped out of the center console while we were searching for cupholders and it had to be wrangled back into place. The floor mats were small, ill-fitting and cheaply made (picky, we know, but it's the first thing that catches your eye when opening the door).
These quality issues seemed to forecast compromised performance when taken off-road. Just the opposite was true. While the ride was comfortable on the highway, the truck seemed to shine when it left the pavement. We drove at least 30 miles on deeply rutted back roads and the S-10 earned our admiration for solid handling and a tight body structure.
The Insta-Trac transfer case shifted easily into four-wheel drive with a push of the button on the dashboard. An indicator light in the button flashes as the transmission makes the change, letting the driver know when four-wheel drive is fully engaged. (A four-wheel-drive Lo is also available but the truck must be stopped before shifting.) The ground clearance is 8.5 inches and the 15-inch wheels gripped well on a steep climb despite the all-season — as opposed to off-road — tires.
Given the S-10's solid off-road performance, it's a shame the on-road power delivery wasn't better. Maybe we started with high expectations because we knew it had a hefty 4.3-liter, 190-horsepower V6 engine. That should be plenty of muscle to move this thing down the road. Low-end torque was good, but it thinned out quickly and struggled to post a sluggish 10.3 seconds in the zero-to-60 mph blitz. The two valve per cylinder Vortec engine delivered 190 horsepower at 4,400 rpm and 250 foot-pounds of torque at 2,800 rpm. Given the lack of power, the gas mileage (on the sticker at 15 miles per gallon in the city and 18 on the highway — though our figures were lower) was unjustifiably low.
The four-wheel disc antilock brakes felt solid and gave adequate feedback, though stopping distances were only average. The S-10, weighing in at 4,039 pounds, took 141 feet to come to a stop from 60 mph. The ABS was noisy and the truck seemed to pull to the left as it came to a stop. In the slalom the Chevy was understandably nose-heavy and the steering response was slow. Another editor described the steering as "numb."
Reviewing the commentary on Edmunds.com's Town Hall we found many faithful Chevy owners and many people reporting a great fondness for the S-10 pickup in other configurations (extended cab and regular cab). Some owners reported few problems and overall satisfaction with the performance and handling. However, several posts detailed engine trouble and a variety of problems with controls and accessories.
One account was written by an owner of two S-10s — a 1985 2WD extended cab Tahoe, and a 1998 S-10 4WD LS extended cab. The '85 has 270,000 miles on it without major problems, while the '98 S-10, "is a joke," the owner reported. The seat handle has broken, door seals have failed, the 4x4 switch burned out. "The list goes on and on. And, this truck has been treated like a baby." The owner concluded by asking, "Can GM no longer produce long lasting products? Or are all car companies getting this cheap?"
The S-10 Crew Cab was the kind of pickup we really wanted to like more than we did. Although the crew cab is new this year, the vehicle as a whole seems caught in a time warp. Yes, it's generally likeable, in an old-fashioned, homespun way. But there's nothing special about it. This lack of excitement becomes more noticeable when you look at what is being offered by Ford, Nissan, Toyota and Dodge. So, while Chevrolet devotees will likely ignore our advice, anyone else wanting to own the best these SUV/pickup hybrids have to offer should check out the competition.
Add A Comment »