2017 Chevrolet Colorado ZR2 Review: First Drive
It's possible this might be a case of bad timing, or maybe it won't matter: Just as pickup truck sales are slowing down, the 2017 Chevrolet Colorado ZR2 is debuting as one of the most impressive four-wheel-drive pickups we've seen in a while. The new ZR2 joins top-tier off-roaders such as the Ford F-150 Raptor and Toyota Tacoma TRD Pro (the latter with or without Crawl Control).
We had the chance to take the newest mid-size 4x4 on the high-altitude trails and dirt roads of the Colorado high country, about an hour outside of Grand Junction. Before our driving impressions, a quick refresher.
What It Is
It's been a long time since Chevy (or GM) has had a serious off-road player in the pickup class. In our opinion, the last GM off-roader worth anything was the Hummer H3T.
The Colorado ZR2 uses the same frame and suspension strategy used in the standard Colorado Z71 off-road trim level but incorporates stronger, longer upper and lower control arms in front — the latter formed out of cast iron. Track width is increased by more than 3 inches in both the front and rear axles, with stronger and longer tubes and half-shafts making up the added length. ZR2s have a taller stance thanks to a 2-inch suspension lift and 31-inch Goodyear Duratrac all-terrain tires (the same tires offered on the Colorado Trail Boss). Additionally, the ZR2 will be offered only with extended cabs (with the 6.5-foot bed) and shorter-wheelbase crew cabs (with the 5.5-foot bed) with a choice of the V-6 gas (eight-speed transmission) or inline-four-cylinder turbo-diesel engines (currently only offered with the six-speed transmission).
Specific equipment for the ZR2 include front and rear selectable electronically locking differentials, a trailer brake controller, a two-speed transfer case (with a unique Off-Road mode), 17-inch aluminum wheels, a full-size spare with matching rim, rock slider body protection, and unique front and rear bumpers that offer improved approach and departure angles. But we should warn you: The difference in the ZR2's personality and performance goes far beyond a list of extra or different parts and technologies. There's something about the way it all works together that makes it greater than the sum of its parts. If you simply looked at a parts list, you would be greatly undervaluing the total.v
We've already reported about this pickup when it debuted as a concept truck at the 2016 Los Angeles Auto Show, and we also wrote about its Multimatic Dynamic Suspensions Spool Valve shock absorbers, the ZR2's most impressive piece of technology. But that's still only part of the story. The most remarkable pieces of the puzzle are how well all the upgrades work together to make it what will likely be a top mid-size performer on pavement, over extreme trails and blasting around a dirt track.
On Pavement
During our time with the Colorado ZR2, we drove several variations of crew-cab and extended-cab models equipped with both engines on mountain highways and higher speed freeways. The performance of the truck feels identical to a regular Colorado. We even recorded 25.4 mpg combined for the diesel engine and about 19.8 mpg for the gas during our 100-mile jaunts to and from airports and on 4x4 trails. But steering feel, ride and handling dynamics were a huge improvement over any other mid-size pickup we've driven.
The DSSV shock absorbers quieted and smoothed the road, even when the truck went over expansion joints or broken tarmac. Whether the pavement was coarse or rubble, the Goodyear Duratrac tires remained smooth and somber. Combined with the all-wheel-drive capability (Auto mode) of the new transfer case, we found ourselves pushing the mid-size pickup truck in ways we never would have dreamed — and don't forget this truck has a 2-inch suspension lift. Going into corners about 10 mph faster than we normally do became our new standard.
Low-Speed 4x4
During our multitrail tour outside Grand Junction, in and out of Colorado National Monument, we navigated narrow, twisting, rutted four-wheel-drive trails recently subjected to heavy rains. To call portions of our hill climbs "greasy" is an understatement for the slop the tires had to spin and dig through. But this is where the ZR2 showed versatility and poise. The transfer case has four settings — two-wheel drive, Auto (AWD), 4-High and 4-Low. You also can run the rear locking differential in 2WD (a huge advantage in places like those we were exploring), Auto and in 4-Low, multiplying the number of escape choices you have when nasty confronting obstacles.
Finally, when in 4-Low with the rear locking differential engaged, you also can engage the front locking differential to give you true 4WD. That means you can climb out of just about anything except a deep, porcelain bathtub — the tractive force was impressive to watch as slimy, clay-packed tires clawed and navigated over rocks and ledges and through ruts. Likewise, we saw the ZR2 navigate up stacked rock ledges, called stair steps, clawing its way up each level with relative ease.
The tapered front bumper, interestingly, made getting the front tire treads on the rock ledges a much easier proposition than with wider, conventional bumpers. Also, when sliding down those same stairs, balancing the brake and throttle pedals, the rear bumper's glancing blows on the ledges were soft and smooth. We should note the Colorado ZR2 bumpers are different than standard Colorado bumpers. The ZR2 sports bumpers with tapered ends because the corner-notched step cutouts of the regular Colorado would decrease the ZR2's departure angles. We also like the fact that GM Accessories will offer a spare tire carrier for the bed of the ZR2 to allow customers to move the spare from under the truck to the bed. In fact, buyers can purchase the spare carrier and tire for the bed and keep the original spare under the bed, allowing customers to have two spares.
High-Speed Fun
We had the chance to wallop the new ZR2 on a 1-mile dirt racecourse designed to train Baja-style racers how to go fast in the dirt. We weren't racing, but we did benefit from the 17 corners, four jumps and two high-speed decreasing-radius banked turns. The course allowed us to compare both 2WD and 4WD modes, and the accompanying set of traction controls.
We found ourselves experimenting with the Off-Road mode operated via a button on the transfer case. We found that it impressively allowed for about twice as much wheelspin when engaged in 2WD. We instantly became a drifting expert around each wide corner. On one lap, we held down the traction control button for five seconds and found we were doing more driving sideways, pointed into each corner, than when we were flooring it down the straightaways. On subsequent laps, we used the Auto setting, which provided tremendous amounts of four-wheel dirt spinning during which the 4-High setting had us plowing through sand and ruts like a trophy truck through the Baja desert.
We got the tires off the ground a few times, but were pleasantly surprised when harsh hits into the bump stops we expected never happened. We chalked that up to the DSSV shocks once again, with their magical abilities. Even over the nasty chops and wheel-spinning grooves of previous racers, our ZR2 stayed planted without any of the punishing or harsh inputs those types of quick hits typically communicate to the frame and to the driver. After our multilap time behind the wheel (we wore helmets and head-restraint devices), we checked the temperature of the shocks and found them to be cool — not the slightest bit heated from all the high-speed impacts.
Bottom Line
There is plenty to like about the 2017 Chevrolet Colorado ZR2 — it's impossible to emphasize what a stunning value this pickup represents. Still, this could be the right truck for the right class, but just at the wrong time. We have no doubt there will be a hearty crowd of truck buyers who will be shocked by how good it is. But are there enough of those buyers to make this a sales success?
We'd guess that the shocks alone cost $1,000, maybe more. So, with a starting price around $41,000 for the extended-cab V-6 ZR2 and less than $44,000 for the crew cab, we think there's plenty of performance and value here. Maybe enough for the ZR2 to become the new champion of rock and ruts.
Cars.com photos by Matt Avery and Mark Williams
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