Short Take Road Test
Ever since the S-10 was introduced in 1981, Chevrolet enthusiasts have been forced to drop their own V-8s into Chevy’s compact pickups—the bow-tie division didn’t see fit to offer eight-pot power in its pint-size trucks. Those folks were usually looking to go fast. Big power in a light truck can make for some startling acceleration times. That sort of combination finally can be had from the factory. The Chevrolet Colorado is available for 2009 with an optional 5.3-liter V-8. The question is whether a small-block V-8 can spice up what is, frankly, a pretty lackluster vehicle.
Much-Needed Power, Same Low-Rent Interior
In its latest comparison test appearance, the Colorado finished last out of five trucks and was flayed for its rental-car interior, unrefined engine, and upright rear backrest. At minimum, the new V-8 is a good remedy for the thrashy 242-horse, 3.7-liter inline five-cylinder engine currently found in lesser Colorados (and GMC Canyons, which also receive the V-8 option for ’09). The throaty 5.3-liter (only available on extended cab and crew cab models, 1LT trim and above) produces 300 hp and 320 lb-ft of torque, and we saw 0-to-60-mph times fall to 6.7 seconds, a substantial decrease from the 8.7 seconds turned in by the 220-hp five-cylinder truck in the comparo. (The five was upgraded in 2007 with more power, so the difference in times would be less today.)
Inside, though, the Colorado suffers from the same sad interior as before. Cheap, hard plastic is as common in the Chevy as in the toy section at the local dollar store. The ebony black bucket seats—tied to the ZQ8 option, which our tester had—are unsupportive and hold you in place about as well as the bench seat in your grandpa’s old Cadillac. The rear of the crew cab offers a good amount of legroom, but the seatback is still too upright. Going on the company’s most recent efforts, though, we suspect the interior would be vastly improved if GM decided to build a next-gen Colorado—but that’s no sure thing at this point.
Sport Suspension? Wha?
The ZQ8 package’s sport suspension—which disappeared last year and is now only available with the V-8—did a decent job of managing traction to the rear wheels on our two-wheel-drive example, but traction can only be maximized if you’re able to find the correct gear, and there aren’t many to choose from in this pickup. The 5.3-liter is saddled with the ancient 4L60 Hydra-Matic four-speed automatic transmission, thoroughly crippling the Colorado in both refinement and fuel economy. The EPA estimates 15 mpg city and 21 highway, but our heavy right feet managed just 14 mpg overall.
The ZQ8 option adds a 30-percent-stiffer suspension and lowers the ride height by one inch; the package also tightens the steering ratio, adds 18-inch wheels wearing Goodyear Eagle RS-A rubber, and tosses in various other exterior tidbits. The suspension is definitely stiff, with a sort of “classic” (read, “old-feeling”) ride quality, bouncing you and your cargo around over every imperfection in the road. The quicker steering is nicely tightened up over that of the loosey-goosey normal Colorado, but it still lacks feel.
The 2009 model year also brings standard stability control and an upgraded braking system to the Colorado line. The new four-channel ABS with yaw control has good pedal feel and allowed our tester to slow from 70 mph in 182 feet, a lot better compared with the 204 feet it took the 2005-model-year example from the aforementioned comparison test. It’s possible the stickier tires of the ZQ8 had an impact, but with the truck’s weight being nearly the same as in previous tests, the 22-foot difference is nothing to shrug off.
Numbers, Numbers, Numbers
Obviously, the main reason to own a truck is its capability as, well, a truck. So what advantage does the V-8 have over the inline-five? Well, not much. The V-8 can tug a maximum of 6000 pounds, just 500 more than the 242-hp five-cylinder—and the I-5 gets a coupla more miles per gallon while it’s at it. Granted, there is a significant accelerative difference between the two, but is it enough to justify the $3935 premium the V-8 demands? On one hand, the refinement of the V-8 makes you think yes, at any price, yes! But then you notice that our test truck carried a sticker of $28,850. Even at that price, the options sheet looked awfully empty. The engine and the ZQ8 stuff cost $3935, but the remaining add-ons—the power sunroof, the front and rear curtain airbags, and a locking differential—cost just $1385. Considering that a full-size Silverado crew cab starts at about $30K, includes a 4.8-liter V-8 that makes nearly the same power as the 5.3 in the Colorado, and delivers a lot more capability, it’s not hard to figure out why the V-8 option didn’t come sooner to the smaller truck.
