Chevy introduces the hard-core off-road Colorado ZR-2
#1
Lexus Fanatic
Thread Starter
Chevy introduces the hard-core off-road Colorado ZR-2
For you GM fans who aren't part of the Ford Truck crowd......or for who basically like the Ford Raptor and Dodge Power Wagon, but just want a domestic alternative that's a little more manageable in size and price, Chevy has introduced an interesting version of the mid-sized Colorado the ZL2....although what is considered "mid-size" today in pickups would have actually been full-size not that long ago. I was reading this article in the latest Road and Track publication, and figured it was worth posting.
(for some of the images, which would not post correctly, you may have to click on the article-link directly)
http://www.roadandtrack.com/new-cars...-colorado-zr2/
First Drive: 2017 Chevy Colorado ZR2
Chevy pitches this as an affordable midsize alternative to the Raptor. But does it live up? We went on and off road to find out.
BY BOB SOROKANICH
MAY 15, 2017
2KThe first time I laid eyes on the production Chevy Colorado ZR2, it was catching air. The second, third, and fourth times, it was doing the same.
Jumps are almost universally discouraged at a new car launch. In recent months, at events introducing the new Ford F-150 Raptor and Ram Power Wagon, organizers politely but firmly requested that attendees keep all four wheels planted at all times. So when Chevrolet gave journalists their first taste of the new Colorado ZR2 by having us lap a medium-speed "trophy course" with multiple dirt ramps, the message was clear: This thing can take the occasional flight.
Yes, You Can Rock a 5-Series With a Four-CylinderWe should note that all of this occurred under the standard "professional drivers on a closed course" conditions—provided that you're willing to think of automotive journalists as "professionals." And these were mild jumps, not the stuff of glory-seeking, truck-trashing Youtube videos. But the low-altitude flights showed that the ZR2 is all about the chassis. This new off-road package widens the base Colorado's track by 3.5 inches, raises the ride height by two, and fits 31-inch Goodyear Wrangler Duratrac tires on sharp-looking new 17-inch aluminum wheels. Electric locking differentials front and rear, painted stainless steel tubular rocker protectors, and a full suite of skid plates back up the gnarly off-road look.
The real trick up the ZR2's wheelwells, though, is the exclusive Dynamic Suspensions Spool Valve damper, supplied by racing juggernaut Multimatic. Conventional shock absorbers can only offer one damping profile for compression and rebound; Multimatic's DSSV dampers offer six distinct damping curves on the ZR2's front axle, four at the rear, each acting on a different portion of the truck's suspension travel. In other words, the Chevy's suspension adapts to street driving, technical rock crawling, and high-speed off-roading, all through a single, fully mechanical damper. These amazing damping devices have appeared in CART, Formula 1, and Le Mans race cars—not to mention the last-generation Camaro Z/28 and the new Ford GT. To learn about how these fascinating, painstakingly-engineered dampers work, check out our full technical explanation here.
The ZR2 is the first production off-roader to feature DSSV dampers. In this application, they're nothing short of miraculous. On the street, this lifted off-road pickup corners as flat as a sports car. It's disconcerting to sit up this high and feel none of the body roll endemic to lifted 4x4s. Firm steering and confident brakes, trademarks of this generation Colorado (and the nearly-identical GMC Canyon), add to the sporty on-road feel, as does the commendably stiff chassis—this body-on-frame pickup drives like a unibody sedan, with none of the flex, judder, or shiver exhibited by other trucks on rough roads.
That on-road stiffness gives way to admirable flex in low-speed off-roading. On a rock-crawling jaunt through an off-road park outside Gateway, Colorado, the ZR2 was planted at all times. Shorter 3.42:1 final-drive gearing helps the off-road Chevy chug up stair-step rocks, with hill-descent control to monitor forward progress down steep grades. A new Off-Road mode alters ABS, traction and stability control parameters to keep the truck from fighting you in hairy terrain, and the Colorado's wide-open bumpers let you nudge a front tire against obstacles without tearing up bodywork. Despite "only" having 31-inch tires, the ZR2, with its relatively tidy 128.5-inch wheelbase and long-travel suspension (8.6 inches front, 10 inches rear), never cried out for more clearance.
The ZR2s high-clearance front bumper leaves nearly the full face of the front tire exposed, letting you climb rocks and other obstacles without damaging bodywork. But it was on the BMX-like trophy course where the ZR2's upgrades really began to shine. Admittedly, this wasn't a high-speed obstacle course—most features were marked with a recommended speed of 30 to 40 mph, fast enough to catch a foot or two of air. You know, responsible jumping, undertaken by professional drivers on a closed course.
Think of the last time you launched a street-legal vehicle, purposefully or otherwise, off a jump. Most cars and trucks land in a cacophony of crashing suspension and body rattles, pogoing and swaying as the dampers strain to control the body motions. The ZR2 swallows up landings with absolutely zero drama. The trick dampers, with a unique rebound valve up front to handle full-extension air time, ease the truck down without clanging or bottoming out. No other factory 4x4 makes landing a jump feel more unremarkable.
That's the whole trick of the ZR2's chassis: Whether you're cruising on pavement, blasting down a dirt path, or crawling along the rocks, the truck feels completely normal, capable and at-ease. Most off-roaders operate best in a narrow set of conditions, sacrificing comfort everywhere else. The Colorado ZR2 feels poised in any environment. As is true across the model range, the off-roader Chevy is worlds ahead of the Toyota Tacoma TRD Pro in terms of ride comfort and handling prowess both on and off the pavement, as well as interior space and available equipment. The TRD Pro's 278-hp V6 is less refined and flexible than what's available in the ZR2, though the Toyota does get points for offering a six-speed manual against the Chevy's automatic-only approach.
Even the full-size off-road pickups that overshadow the midsize Colorado in size and price don't feel this well-rounded. The Ford Raptor is quicker with a more responsive drivetrain, but feels heavier, sloshier, with less control of its body motions both on and off road. The Ram Power Wagon, based on a 3/4-ton heavy duty pickup, could tow a pair of ZR2s behind it, but it's a slow, deliberate rock crawler with none of the Chevy's high-speed sharpness. And the 76.7-inch-wide Colorado can sneak down trails too narrow for the Ford or Ram to pass.
The ZR2's upgraded suspension is so good, it leaves you wishing for a buffed-up powertrain to match. The off-roader's two available drivetrains are unchanged from lesser Colorados and Canyons: A 3.6-liter V6 gasser with an eight-speed automatic is standard, with a 2.8-liter Duramax turbodiesel four-cylinder and six-speed auto as a roughly $3500 option. The V6, with 308 horses at 6000 RPM and 275 lb-ft at 4000, feels decently peppy with a low-six-second 0-60 run, but needs a firm kick at the throttle to make any real grunt off-road. On the trail, the diesel is a peach—with 186 horses at 3400 RPM and a whopping 369 lb-ft at just 2000, it has copious midrange muscle, perfect for rock crawling or kicking the tail out in the dirt. But it feels wheezy on the street, with a 0-60 time roughly in the mid-nine-second range. The gasser's eight-speed auto is more flexible than the diesel's six-cog 'box, though manually shifting either, via a rocker switch on the floor shifter, is frustratingly slow.
Nitpicking? Sure, especially given the ZR2's base price: $41,000 for an extended cab gasser with a 74-inch bed, $2600 more for a four-door shortbed. The cheapest Toyota Tacoma TRD Pro commands $1000 more, with far less refinement on- and off-road. Stepping up to the full-size off-road pickups, the Ford Raptor and Ram Power Wagon, entails a nearly $10,000 leap beyond the top-flight Colorado. And none of the aforementioned competitors offers a diesel engine, which improves the ZR2's EPA-estimated fuel economy by three and four MPG, respectively, over the gasser's 16 city, 18 highway rating—and perhaps more importantly, makes off-roading even more fun.
Each automaker's off-road pickup truck is built to a different mission, leaving buyers spoiled for choice. If you're looking for a sensibly-sized pickup with some serious chops where the pavement ends, the Colorado ZR2 makes a compelling case. It's as capable as something you'd spend several thousand dollars modifying for yourself, with none of the ride and handling drawbacks of a homebrew lifted 4x4. And while the optional diesel engine might not be a road-burner, its off-road grunt is delightful. If you're looking for a well-rounded 4x4 that can crawl rocks and the freeway with equal aplomb, your answer just might be ZR2.
(for some of the images, which would not post correctly, you may have to click on the article-link directly)
http://www.roadandtrack.com/new-cars...-colorado-zr2/
First Drive: 2017 Chevy Colorado ZR2
Chevy pitches this as an affordable midsize alternative to the Raptor. But does it live up? We went on and off road to find out.
BY BOB SOROKANICH
MAY 15, 2017
2KThe first time I laid eyes on the production Chevy Colorado ZR2, it was catching air. The second, third, and fourth times, it was doing the same.
Jumps are almost universally discouraged at a new car launch. In recent months, at events introducing the new Ford F-150 Raptor and Ram Power Wagon, organizers politely but firmly requested that attendees keep all four wheels planted at all times. So when Chevrolet gave journalists their first taste of the new Colorado ZR2 by having us lap a medium-speed "trophy course" with multiple dirt ramps, the message was clear: This thing can take the occasional flight.
Yes, You Can Rock a 5-Series With a Four-CylinderWe should note that all of this occurred under the standard "professional drivers on a closed course" conditions—provided that you're willing to think of automotive journalists as "professionals." And these were mild jumps, not the stuff of glory-seeking, truck-trashing Youtube videos. But the low-altitude flights showed that the ZR2 is all about the chassis. This new off-road package widens the base Colorado's track by 3.5 inches, raises the ride height by two, and fits 31-inch Goodyear Wrangler Duratrac tires on sharp-looking new 17-inch aluminum wheels. Electric locking differentials front and rear, painted stainless steel tubular rocker protectors, and a full suite of skid plates back up the gnarly off-road look.
The real trick up the ZR2's wheelwells, though, is the exclusive Dynamic Suspensions Spool Valve damper, supplied by racing juggernaut Multimatic. Conventional shock absorbers can only offer one damping profile for compression and rebound; Multimatic's DSSV dampers offer six distinct damping curves on the ZR2's front axle, four at the rear, each acting on a different portion of the truck's suspension travel. In other words, the Chevy's suspension adapts to street driving, technical rock crawling, and high-speed off-roading, all through a single, fully mechanical damper. These amazing damping devices have appeared in CART, Formula 1, and Le Mans race cars—not to mention the last-generation Camaro Z/28 and the new Ford GT. To learn about how these fascinating, painstakingly-engineered dampers work, check out our full technical explanation here.
The ZR2 is the first production off-roader to feature DSSV dampers. In this application, they're nothing short of miraculous. On the street, this lifted off-road pickup corners as flat as a sports car. It's disconcerting to sit up this high and feel none of the body roll endemic to lifted 4x4s. Firm steering and confident brakes, trademarks of this generation Colorado (and the nearly-identical GMC Canyon), add to the sporty on-road feel, as does the commendably stiff chassis—this body-on-frame pickup drives like a unibody sedan, with none of the flex, judder, or shiver exhibited by other trucks on rough roads.
That on-road stiffness gives way to admirable flex in low-speed off-roading. On a rock-crawling jaunt through an off-road park outside Gateway, Colorado, the ZR2 was planted at all times. Shorter 3.42:1 final-drive gearing helps the off-road Chevy chug up stair-step rocks, with hill-descent control to monitor forward progress down steep grades. A new Off-Road mode alters ABS, traction and stability control parameters to keep the truck from fighting you in hairy terrain, and the Colorado's wide-open bumpers let you nudge a front tire against obstacles without tearing up bodywork. Despite "only" having 31-inch tires, the ZR2, with its relatively tidy 128.5-inch wheelbase and long-travel suspension (8.6 inches front, 10 inches rear), never cried out for more clearance.
The ZR2s high-clearance front bumper leaves nearly the full face of the front tire exposed, letting you climb rocks and other obstacles without damaging bodywork. But it was on the BMX-like trophy course where the ZR2's upgrades really began to shine. Admittedly, this wasn't a high-speed obstacle course—most features were marked with a recommended speed of 30 to 40 mph, fast enough to catch a foot or two of air. You know, responsible jumping, undertaken by professional drivers on a closed course.
Think of the last time you launched a street-legal vehicle, purposefully or otherwise, off a jump. Most cars and trucks land in a cacophony of crashing suspension and body rattles, pogoing and swaying as the dampers strain to control the body motions. The ZR2 swallows up landings with absolutely zero drama. The trick dampers, with a unique rebound valve up front to handle full-extension air time, ease the truck down without clanging or bottoming out. No other factory 4x4 makes landing a jump feel more unremarkable.
That's the whole trick of the ZR2's chassis: Whether you're cruising on pavement, blasting down a dirt path, or crawling along the rocks, the truck feels completely normal, capable and at-ease. Most off-roaders operate best in a narrow set of conditions, sacrificing comfort everywhere else. The Colorado ZR2 feels poised in any environment. As is true across the model range, the off-roader Chevy is worlds ahead of the Toyota Tacoma TRD Pro in terms of ride comfort and handling prowess both on and off the pavement, as well as interior space and available equipment. The TRD Pro's 278-hp V6 is less refined and flexible than what's available in the ZR2, though the Toyota does get points for offering a six-speed manual against the Chevy's automatic-only approach.
Even the full-size off-road pickups that overshadow the midsize Colorado in size and price don't feel this well-rounded. The Ford Raptor is quicker with a more responsive drivetrain, but feels heavier, sloshier, with less control of its body motions both on and off road. The Ram Power Wagon, based on a 3/4-ton heavy duty pickup, could tow a pair of ZR2s behind it, but it's a slow, deliberate rock crawler with none of the Chevy's high-speed sharpness. And the 76.7-inch-wide Colorado can sneak down trails too narrow for the Ford or Ram to pass.
The ZR2's upgraded suspension is so good, it leaves you wishing for a buffed-up powertrain to match. The off-roader's two available drivetrains are unchanged from lesser Colorados and Canyons: A 3.6-liter V6 gasser with an eight-speed automatic is standard, with a 2.8-liter Duramax turbodiesel four-cylinder and six-speed auto as a roughly $3500 option. The V6, with 308 horses at 6000 RPM and 275 lb-ft at 4000, feels decently peppy with a low-six-second 0-60 run, but needs a firm kick at the throttle to make any real grunt off-road. On the trail, the diesel is a peach—with 186 horses at 3400 RPM and a whopping 369 lb-ft at just 2000, it has copious midrange muscle, perfect for rock crawling or kicking the tail out in the dirt. But it feels wheezy on the street, with a 0-60 time roughly in the mid-nine-second range. The gasser's eight-speed auto is more flexible than the diesel's six-cog 'box, though manually shifting either, via a rocker switch on the floor shifter, is frustratingly slow.
Nitpicking? Sure, especially given the ZR2's base price: $41,000 for an extended cab gasser with a 74-inch bed, $2600 more for a four-door shortbed. The cheapest Toyota Tacoma TRD Pro commands $1000 more, with far less refinement on- and off-road. Stepping up to the full-size off-road pickups, the Ford Raptor and Ram Power Wagon, entails a nearly $10,000 leap beyond the top-flight Colorado. And none of the aforementioned competitors offers a diesel engine, which improves the ZR2's EPA-estimated fuel economy by three and four MPG, respectively, over the gasser's 16 city, 18 highway rating—and perhaps more importantly, makes off-roading even more fun.
Each automaker's off-road pickup truck is built to a different mission, leaving buyers spoiled for choice. If you're looking for a sensibly-sized pickup with some serious chops where the pavement ends, the Colorado ZR2 makes a compelling case. It's as capable as something you'd spend several thousand dollars modifying for yourself, with none of the ride and handling drawbacks of a homebrew lifted 4x4. And while the optional diesel engine might not be a road-burner, its off-road grunt is delightful. If you're looking for a well-rounded 4x4 that can crawl rocks and the freeway with equal aplomb, your answer just might be ZR2.
Last edited by mmarshall; 07-19-17 at 07:39 PM.
#3
Lexus Fanatic
Thread Starter
#5
Gotta give the bowtie boys some credit, it looks like this ZR2 has some serious articulation and off road chops. I know the Raptor ****s all over the ZR2 in the "cool" and "horsepower/speed" factor, but as an actual off road rig, the ZR2 is better. Maybe not better at taking a high speed jump or driving down a washboard desert trail at 50+mph(who does that anyways), but in real world off road situations the ZR2 is superior IMO. Mainly that there is a lot less rig than the Raptor, its a lot narrower and shorter, shorter wheelbase. On a tight trail, size matters, this thing will go where no Raptor will go. And that being said, a stock Jeep Wrangler Rubicon is better still IMO.
And stuff people build for cheap will ***** all over any of these new off-roaders(stuff like 1980's/90's Toyota trucks, Suzuki Samurai, old Jeep Wranglers, CJ7's, old XJ Cherokees).
Still its a cool truck, I think its a way better setup than the top of the line Tacoma TRD.
And stuff people build for cheap will ***** all over any of these new off-roaders(stuff like 1980's/90's Toyota trucks, Suzuki Samurai, old Jeep Wranglers, CJ7's, old XJ Cherokees).
Still its a cool truck, I think its a way better setup than the top of the line Tacoma TRD.
#6
Pole Position
My dad really wants a Tacoma or a Colorado to replace his F-150. I keep telling him that the F-150 is just a few years old and he replies by lecturing me on how he's old enough (he's 55) to do whatever the hell he damn well pleases.
#7
Lexus Fanatic
Thread Starter
(Just FYI, my late father was the same way, to some extent. He was a die-hard convert to the pre-emissions Dodge/Plymouth Valiant/Dart/Barracuda line back in the 1960s, and, while living well into the 1980s (he passed away from cancer in 1988), he steadfastly refused to drive a car with ANY kind of emission controls on it. He was convinced (with some truth) of the durability of the famous Chrysler Slant-Six and small 273/318 ci. V8 engines and the rugged Torqueflite automatic...a combination that was used in many taxicabs at the time because of its durability. He drove that combination till the day he was bed-ridden. I didn't particularly like those cars because of their road noise, relative lack of comfort, weak and fade-prone drum brakes, second-rate body assembly/fit/finish, lousy paint jobs, squeaks/rattles, firm transmission shifts, balky two-barrel carburetors on the V8s, and relatively stiff ride, but there was no denying the powertrain durability).
Last edited by mmarshall; 07-20-17 at 07:32 AM.
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#8
Lexus Champion
This is great! Love to see them continuing to invest in the segment.
#9
Pole Position
Always said the Tacoma was mediocre. People buy it out of reputation. Glad to see GM and soon Ford with the Ranger to wake Toyota up. Goes to show you can't change a few paint colors, a new face and put in a mediocre powertrain, call it all new and expect the competition to just sit still.
#10
Pole Position
Your dad has a point. He (apparently) has been earning his paycheck for many years, and can spend it as he pleases.....like I'm doing on a Lacrosse. But, auto-chat forums like this one exist for a reason, . There are many people on these forums (including you) that can provide valuable input and advice before signing on that dotted line. Having said that, though, there are some (otherwise) potential buyers of the F-150 that are simply turned off with its aluminum body-construction, even if the 700-lb. weight-loss regimen over the previous generation helps wth its MPG and road-manners. Special aluminum certified body shops are often needed if one has accident-damage, and Chevy was able to, even if the rock-dropping video-ads were rigged somewhat, successfully exploit the fears that some people have over the fragility of the F-150's aluminum bed.
(Just FYI, my late father was the same way, to some extent. He was a die-hard convert to the pre-emissions Dodge/Plymouth Valiant/Dart/Barracuda line back in the 1960s, and, while living well into the 1980s (he passed away from cancer in 1988), he steadfastly refused to drive a car with ANY kind of emission controls on it. He was convinced (with some truth) of the durability of the famous Chrysler Slant-Six and small 273/318 ci. V8 engines and the rugged Torqueflite automatic...a combination that was used in many taxicabs at the time because of its durability. He drove that combination till the day he was bed-ridden. I didn't particularly like those cars because of their road noise, relative lack of comfort, weak and fade-prone drum brakes, second-rate body assembly/fit/finish, lousy paint jobs, squeaks/rattles, firm transmission shifts, balky two-barrel carburetors on the V8s, and relatively stiff ride, but there was no denying the powertrain durability).
(Just FYI, my late father was the same way, to some extent. He was a die-hard convert to the pre-emissions Dodge/Plymouth Valiant/Dart/Barracuda line back in the 1960s, and, while living well into the 1980s (he passed away from cancer in 1988), he steadfastly refused to drive a car with ANY kind of emission controls on it. He was convinced (with some truth) of the durability of the famous Chrysler Slant-Six and small 273/318 ci. V8 engines and the rugged Torqueflite automatic...a combination that was used in many taxicabs at the time because of its durability. He drove that combination till the day he was bed-ridden. I didn't particularly like those cars because of their road noise, relative lack of comfort, weak and fade-prone drum brakes, second-rate body assembly/fit/finish, lousy paint jobs, squeaks/rattles, firm transmission shifts, balky two-barrel carburetors on the V8s, and relatively stiff ride, but there was no denying the powertrain durability).
In any case, I support any decision he makes. My mom on the other hand, thinks pickup trucks are associated with a lower caliber crowd. She's so adamant that she makes him park in the garage. I think they are the only ones on their upper-middle class neighborhood who own a pickup.
Last edited by davyjordi; 07-20-17 at 07:46 AM.
#12
Lexus Fanatic
Thread Starter
That stereotype dates back to the time that pickups were mostly work trucks, ranch-hand vehicles, or used by blue-collar handyman types. Today, those owners still exist, but trucks are bought and driven for many other reasons as well.....including recreation, off-roading, or simply to make a political statement.
#13
Pole Position
That stereotype dates back to the time that pickups were mostly work trucks, ranch-hand vehicles, or used by blue-collar handyman types. Today, those owners still exist, but trucks are bought and driven for many other reasons as well.....including recreation, off-roading, or simply to make a political statement.
#15
Pole Position
That stereotype dates back to the time that pickups were mostly work trucks, ranch-hand vehicles, or used by blue-collar handyman types. Today, those owners still exist, but trucks are bought and driven for many other reasons as well.....including recreation, off-roading, or simply to make a political statement.