Like what you see? You’ve probably noticed the new Chevrolet Colorado driving by and while many will know exactly what it is

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and had possibly been waiting for its return, many more will wonder where it came from. No matter where you fit into this scenario or some other unmentioned one, know that having the Colorado back in our midst is a very good thing.

GM had all but given up on the compact to mid-size truck segment a few years ago, as did Ford with its once best-selling Ranger and Dodge (now Ram) with its Dakota, all watching their once significant market share erode against Toyota’s all-conquering Tacoma, but truth be told it wasn’t the market that wasn’t working for the domestics, it was that none of them bothered to update their trucks often enough to warrant buyer interest, while Toyota kept making theirs newer and better. The Big 3 abandoned the small truck market to Toyota, Nissan and Honda long before they

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discontinued production of their respective models, and instead offered cheaper decontented versions of their full-size half-ton pickups. The problem is, not everyone wants a big, hulking truck, so therefore those that prefer smaller more efficient pickups with more features simply walked over to one of the competitive imports and bought a Tacoma, Frontier or Ridgeline (the latter two not getting anywhere near the Tacoma’s sales resulting in the discontinuation of the Ridgeline).

So far, GM is the only automaker brave enough to take on Toyota, and the Chevrolet Colorado you see here, plus GMC’s Canyon, are being rewarded with impressive

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sales. As of September 2015, year-to-date Canadian sales of the Colorado are 3,935 units while the Canyon has found 3,629 buyers, a collective total of 7,564 mid-size pickups that puts it in a near dead heat with the 7,867 Tacomas that Toyota’s been able to sell, while trouncing Nissan’s 2,683 YTD Frontier deliveries, and the 225 trickling sales of Honda’s Ridgeline, the plug actually pulled after the 2014 model year when it only achieved 1,803 sales. Interestingly, Ford still makes its Ranger for global markets and if you saw the current version you’d understand why blue-oval fans would want it, but I’m guessing they’re playing a wait-and-see game with the North American market before its reintroduction, if they actually follow GM’s lead. I don’t know why they wouldn’t.

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Considering GM’s success it appears evident that there was never anything wrong with the small truck market in Canada or the US, it simply needed domestic products that measured up to the competition.

So, after a short hiatus the Chevrolet Colorado is back, and better than ever. As you’ve probably surmised, both GM trucks received a total ground-up redesign for this 2015 model year, complete with all-new body styles, a new frame, a completely revised engine and transmission lineup, plus reworked interiors with totally updated electronics.

As

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an overview, the new Colorado comes in two body styles, an Extended Cab and a Crew Cab, while the former solely features a long box and the latter gets the option of a short box (the old Regular Cab has been discontinued). No matter which version you’re comparing, the new 2015 Colorado is much larger than the vehicle it replaces, the length of the old Extended Cab and Crew Cab models (previously the same length) growing by 143 mm (5.6 inches) to 5,403 mm (212.7 inches) when compared to the new Extended Cab and Crew Cab short box models, and by 455 mm (17.9 inches) to 5,715 mm (225.0 inches) when comparing the new Crew Cab with the long box. Likewise wheelbases have also been lengthened, the new Extended Cab and Crew Cab short box models up by 58 mm

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(2.3 inches) to 3,259 mm (128.3 inches), and Crew Cab long box increasing by 369 mm (14.5 inches) to 3,569 mm (140.5 inches). The new Colorado’s width has also grown by 143 mm (5.6 inches) to 1,885 mm (74.2 inches), while the old model’s tallest height has increased by 68 mm (2.7 inches) to 1,793 mm (70.6 inches).

All that size translates into more weight, the lightest 2015 Colorado tipping the scales at 1,778 kilograms (3,920 lbs), exactly 164 kilos (361 lbs) heavier than the lightest equivalent Colorado Extended Cab from before, while the heaviest Colorado Crew Cab long box with a V6, automatic transmission and four-wheel drive weighs in at 2,019 kg (4,450 lbs), 173 kg (380 lbs) heavier than the previous inline five-cylinder model and

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106 kg (232 lbs) more than the V8 (the V8 made equivalent power to the new V6 while the optional I-5 made slightly less torque).

This said I’m getting ahead of myself, because an explanation of Chevy’s new engine lineup is in order. With more output needed to move all that mass, plus fuel economy concerns weighing even heavier on their decision, GM said goodbye to the old Colorado’s 2.9-litre I-4, 3.7-litre I-5 and 5.3-litre V8 engine lineup and hello to a much more modern 2.5-litre direct-injected four-cylinder with continuous variable valve timing that produces 200 horsepower and 191 lb-ft of torque, plus an optional 3.6-litre V6 with direct-injection and continuous variable valve timing that’s capable of 305 horsepower and 269 lb-ft of torque.

Likewise

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the Colorado’s transmission choices have changed from the old five-speed manual and optional four-speed automatic to a six-speed manual, now standard with the four-cylinder, and six-speed automatic that’s optional with the 2.5 and standard with 3.6 models. Either engine can be had with rear-wheel drive or optional four-wheel drive.

How about trims? The Colorado is now available in base and just above base WT trims, as well as nicely equipped LT and top-line Z71 trims. Due to this being a review of the Z71, I’m going to forgo a list of standard and optional features and just cut to the chase, while I’ll throw in some highlights that get pulled up from lesser trims. A Z71 shortlist includes a remote starter, deluxe cloth and leatherette

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upholstery, a four-way power-adjustable front passenger seat, powered front seat lumbar adjustment, heatable front seats, automatic single-zone climate control, 17-inch dark argent metallic painted cast-aluminum alloy wheels on 255/65R17 all-terrain tires, a full-size spare on a steel wheel, hill descent control, and an automatic locking rear differential, all for $29,950 plus $1,695 for freight and pre-delivery prep in Extended-Cab, four-cylinder, manual gearbox, RWD trim. As a Crew Cab with the V6, automatic and 4WD the price climbs to $37,895 with the five-foot-two short box or $38,245 with the six-foot-two regular box, while my tester’s appropriately named Red Hot exterior paint was one of eight standard colours and shades, most of which are metallics. Only

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one colour is optional, Rainforest Green Metallic at $515, while Chevy keeps things simple inside, only offering the Z71 cabin in Jet Black.

If you’ve taken a look at the GMC Canyon you’ll already know that its top-line SLT trim includes more standard features than the Z71, while a study of the Colorado’s LT trim line shows that more goodies are available there than here, such as optional leather upholstery. Why? The Z71 is a 4×4-focused sport model with a standard off-road package, whereas the LT targets a more luxury-oriented buyer. This said many of the Z71’s comfort and convenience features are sourced from the lower priced LT, some of these including

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remote keyless entry, illuminated vanity mirrors, a leather-wrapped tilt and telescopic multifunction steering wheel, cruise control, Bluetooth hands-free with audio streaming, Chevrolet’s MyLink infotainment system with an eight-inch colour touch-screen display, AM/FM audio with satellite radio, voice-activation, OnStar 4G LTE telematics with Wi-Fi hotspot capability, a USB port on the instrument panel and two USB charging ports, body-colour door handles, powered body-colour side mirrors with a driver-side spotter mirror, plus much more, while my tester also came with a reasonably priced $795 navigation upgrade. This said I wish it had included the $685 seven-speaker Bose audio upgrade, but hey, it’s not my money on the line.

The interior is a mix of modern-day high-tech and old school styling. My tester was devoid of any soft-touch surfaces other than padded leatherette door inserts and rubberized armrests, but then again none was expected in a mid-size pickup. A nice glossy carbon-like surfacing adds some pizzazz to the door panels and covers the lower console, however, while the rest of the matte grey and black plastics look good.

Additionally, the Colorado’s various buttons, knobs and switches are way above average, with grippy rubber surrounding all of the circular dials that are large enough for using with winter gloves, upscale digital readouts integrated within the HVAC knobs, nice tight-fitting and well-damped buttons and toggles all-round, the latter row of which is a really attractive addition, and above all an excellent high-resolution infotainment system with superb graphics plus bright clear colours.

That infotainment system is also ultra-easy to use, with three command menu buttons up top to send you to audio, phone or navigation interfaces, plus a menu button on the control pad just below that accesses these features as well as settings,

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text messages, and OnStar. Additional buttons from this control pad will get you into radio, media and tone functions, while a back button and radio tuning capability are also included in this grouping. Of note, GM’s heatable front seats, their controls found on the lowest portion of the centre stack, continue to be the best in the biz with separate three-way lower cushion and seatback heaters, plus the option of seatback-only heat for those times when you just want a little lower back heat-therapy relief.

The seats, which are very comfortable and upgraded to include powered lumbar support on both front positions, are a mix of grey and black like the rest of the interior, the inserts featuring a durable feeling material with an attractive hexagonal pattern that’s also quite grippy when the road starts to wind.

Yes,

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the Colorado handles well for a body-on-frame pickup truck, its lighter weight immediately making itself known when the first curve arrives, let alone when taking off from standstill. Power off the line is more than adequate with the V6 and the Crew Cab configuration is comfortable and quiet on the highway, with ample passing capability when called upon. The transmission can be slotted into “M” mode for manual, and it actually holds its gear when revs climb, even in first, which certainly helps while off-roading. Also, in GM tradition the ride is truly smooth, something I appreciated around town and no doubt something I’d enjoy when off the beaten path.

That

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wasn’t possible this time around, but hopefully I’ll be able to revisit 4×4 versions of the Colorado and/or Canyon in the near future and take them of town. Four-wheel drive Colorados get a part-time system with a full range of low gears, so it’s a serious 4×4 capable of getting deep into the rough stuff. I should also mention that when equipped with the V6 and an optional trailering package the Colorado can tow up to 3,175 kilos (7,000 lbs), while it can manage a 689-kg (1,520-lb) payload on its backside.

As far as interior roominess goes there won’t be many that can’t fit in front or back, while on the other side of the scale it even accommodated a five-foot-nothing driver perfectly, allowing easy reach to the pedals and good sightlines all-round.

Now that

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we’re talking practicalities, accessing the bed is a Colorado specialty, as GM is the only truck manufacturer smart enough to include standard rear bumper CornerSteps, the most intelligent innovation I’ve seen in the pickup truck segment in decades. I can’t tell you how many times I’ve had to search for a “safe” foothold on the corner portion of a back bumper while stretching my leg farther up than it cares to go in order to awkwardly clamber onto a pickup’s bed, but GM solved this issue once and for all with its CornerSteps, first introduced on its Silverado and GMC Sierra full-size trucks and now standard kit with the Colorado and Canyon. A simple cutout at the rear bumper’s corner, combined with a rubberized step pad, allows a safe, convenient place to lodge your boot, welcomingly lower than the bumper-top too, so getting in and out of the bed is now an easy process. Ford, on the other hand, offers a complicated and expensive optional integrated step with its F-150, which I like, but once again when testing it’s not my money on the line, so GM’s standard step system definitely has the edge. For me and my five-foot-eight frame it’s a game-changer, and now that I’ve lived with them I wouldn’t want a pickup truck without CornerSteps.

Last but not least, the new Colorado Z71 is a handsome truck, but this said styling was never an issue with its predecessor. Where the old one had square shoulders and older headlamp designs the new one rounds its edges and adds a bit more flare to the grille, plus much more interesting and useful projector beam headlight clusters, stylish circular fog lamps with chromed bezels and a rugged black matte bumper cap and lower wind deflector.  My four-door tester’s profile shows off its length, beefy tubular steel side steps its strength, stylish performance-oriented alloys with silver painted spokes and pockets its athleticism, and those brilliant rear bumper CornerSteps its versatility. My truck’s bed also included a must-have spray-in bedliner that extends to the inside of the tailgate, adding as much protection as possible.

That

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last item is an option, and after looking over the long list of extras as well as the myriad base and WT features that get grandfathered up to my Z71 tester, such as standard filtered air conditioning and a rearview camera along with all the usual safety items, I’m going to leave such detailed research to you. Suffice to say if I haven’t mentioned it yet it’s probably standard in base or WT trim or available on GM’s lengthy options menu, but all the same I wasn’t wanting for anything else in my well-equipped test truck. Even the stock six-speaker stereo was pretty good.

All said the new 2015 Chevy Colorado is a very impressive mid-size pickup, and certainly deserving of its resurgence in sales. It’s giving the Tacoma a serious run for

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its money, proving that reentering the small truck market was the right choice for GM. If you’re considering one of GM’s competitors, do yourself a favour and step up to the new Colorado or Canyon, at least for a test. It’ll earn your respect, while its value proposition is also very good, especially when factoring in its standard 160,000-km powertrain warranty. Kudos to GM, they’ve done an excellent job with this new truck.
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