GM hasn’t tried to reinvent the pickup truck with its new Chevy Colorado and GMC Canyon duo. And why should it? Along with

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its domestic competitors it helped to invent the concept way back at the dawn of the automotive age and has been integral to its development over the century that followed, including the 1948 “Advance Design” Pickup that was Chevy and GMC’s first post-war effort, the 1967 model that were two of the first modern-era light trucks on the market, and specific to this Colorado review, Chevy’s numerous compact entries including the original Chevy LUV that hit the scene in 1972, the S-10 (and GMC Sonoma) that arrived in 1982, and the first generation Colorado (and Canyon) that came along in 2004. After a brief two-year hiatus between 2012 and 2014 the Colorado remains Chevy’s go-to compact truck, although it’s now grown to mid-size dimensions and is certainly more appealing in every respect.

While I liked the styling of the old Colorado, the new one looks a lot sportier, more rugged and definitely more capable. While its newfound size has something to

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do with that, the old truck’s squared off edges have been left in the past for a more rounded, muscular look that works well from nose to tail. I tested an almost identical Colorado Z71 Crew Cab 4WD model last summer, even down to its Red Hot exterior paint. If it weren’t for its new black bowtie I probably wouldn’t have noticed it wasn’t the same truck, a point I confirmed by pulling out photos of last year’s ride at which point I also noticed a unique set of side steps.

The new Black Bowtie Emblem Package is nothing more than it sounds, a $165 upgrade that simply gives you black finished bowties instead of the usual gold badges front and back, which might be a bit of a disappointment for James Bond fans still high from all things Spectre (speaking of which I’d like to see the Colorado

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in the metal with same black tie and Summit White tux), but I suppose we need to let 007 rest for a while and Star Wars: The Force Awakens have the limelight, Cyber Grey Metallic a more fitting shade for that big screen super series.

Yes, big appears to be the theme and while the new Colorado doesn’t stretch to interstellar heights it’s a much more sizable package than the previous compact model. The old Extended Cab and Crew Cab models, which were previously the same length, have grown by 143 millimeters (5.6 inches) to 5,403 mm (212.7 inches) when compared to the new Extended Cab and Crew Cab models, and by 455 mm (17.9 inches) to 5,715 mm (225.0 inches) when comparing the new Crew Cab long box. Likewise the new truck’s wheelbases have also been lengthened, with Extended Cab and Crew Cab models up by

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58 mm (2.3 inches) to 3,259 mm (128.3 inches), and the 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 substance reflects curb weights, of course, the lightest 2016 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 106 kg (232 lbs) more than the V8 (the latter engine

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putting out equivalent power to the new V6 whereas the optional I-5 made slightly less torque).

All of this added weight meant more powerful engines were in order, Chevy therefore saying so long to the Colorado’s previous 2.9-litre I-4, 3.7-litre I-5 and 5.3-litre V8 engine lineup. In place, a new three-engine arsenal includes a much more modern 2.5-litre four-cylinder with direct injection and continuous variable valve timing that puts out 200 horsepower and 191 lb-ft of torque, my tester’s 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, and lastly an all-new 2.8-litre four-cylinder Duramax turbo-diesel that’s good for 181 horsepower and 369

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lb-ft of torque. As you might expect the Colorado’s transmission choices have also changed, the old five-speed manual and four-speed automatic tossed for a six-speed manual, now standard with the four-cylinder, and six-speed automatic that’s optional with the 2.5L and standard with 3.6L and 2.8L. Either engine can be had with rear-wheel drive or optional four-wheel drive.

My tester was capable of a five-cycle EnerGuide rated 13.6 L/100km city, 9.9 highway and 11.9 combined, which is pretty decent fuel economy for such a large and well-equipped 4×4 capable pickup truck. I should mention the diesel does even better at 12.0 city, 8.2 highway and 10.3 combined with the same 4WD configuration, but the difference might not be enough to justify the $4,585 price of

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entry. Of course, real-world results can make a difference in economy and therefore the diesel may prove to be a much more efficient powertrain, especially when fully laden with payload or trailer where that extra 100 lb-ft of torque would no doubt improve performance as well, the diesel’s tow rating increased from the V6 model’s 3,175-kilo (7,000-lb) maximum to 3,493 kg (7,700 lbs), whereas the base engine is rated at 1,588 kg (3,500 lbs).

As noted, other than that diesel engine my tester was almost fully loaded, only omitting some features that I certainly didn’t miss. It started with a Crew Cab 4×4 with the five-foot-two short bed layout and Z71 package, a combination that retails for $38,850 plus freight and dealer fees. On top of that GM added the $795 Chevrolet

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MyLink & Nav eight-inch full-colour high-resolution touchscreen infotainment upgrade that included a navigation system, Apple CarPlay, Bluetooth streaming audio, voice-activation, HD and satellite radio, a system that I really liked thanks to bright, colourful graphics and loads of useful features, although I felt a little left out due to having an Android-based phone, but my worries quickly took a back seat when Uptown Funk came on the radio thanks to the great sounding $685 seven-speaker Bose audio upgrade that was made necessary when opting for the enhanced infotainment system. On a more practical note Chevy also added $175 worth of all-weather floor mats; a $920 Exterior Convenience package that included the five-inch rectangular black side steps mentioned earlier, plus front and rear splashguards; a $525 spray-on bedliner that helped to protect the inside of the box from two trips to my storage locker; four tie-down rings that for $120 kept things secure in back;

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and $275 Heavy-Duty Trailering package that would have no doubt come in handy at some point if I’d kept this truck longer; while some styling upgrades include chromed recovery hooks for $215, polished exhaust tips at $155, and of course those most frivolous yet still cool black bowties, an options list that tallied up to $4,130 for a total price of $41,185 before freight and fees.

This all comes in a truck that looks great inside and out. I happen to like all the Z71’s mostly blacked out details, especially the lower front fascia with its tough looking bumper cap housing those rugged chromed tow hooks. The circular fog lamps in chrome trimmed black bezels are actually larger than the projector lenses within the headlamps above, while this model’s thick five-spoke alloys with machine finished surfaces and grey painted spokes and pockets are a nice complement

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to the sporty design. Its rear styling portrays nothing new as far as pickup trucks go, but it’s various elements come together nicely for a look that’s clean, modern and tough enough to tackle the wild outdoors.

My favourite detail is found on the back, actually, GM’s corner steps that were pulled across from the new Silverado/Sierra full-size trucks. This is an innovative and relatively inexpensive solution to a longstanding problem, and in my opinion reason enough to choose one of GM’s trucks over any competitor. When the tailgate is lowered the bumper steps most rivals offer disappear, leaving tiny corners atop the bumper that are barely large enough for a toehold. I’ve slipped and fallen off of wet bumper corners an embarrassing number of times, a process that can sometimes be followed by knee, back and potentially even head injury. No

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guy likes to admit to such seemingly clumsy mistakes, but most of us that have lived with pickup trucks have experienced the physical and emotional pain that follows such an accident. That GM has come up with a simple and effective way to make certain such slip-ups never occur again is a modern-day miracle.

Chevy takes that same practical approach to design to the Colorado’s interior, which is laid out efficiently and effectively from front to back. Its styling is more traditional than its main rival, the mid-size Toyota truck that’s brand new for 2016 and thoroughly modernized. On that note I’m guessing Toyota’s top-rung Limited model will solely duke it out with GMC’s upcoming 2017 Canyon Denali, available next fall, unless Chevy springs a similarly equipped High Country version on us at some

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point during 2016. As it is my tester was the best of the best as far as Colorados go, yet it was completely devoid of soft-touch surfaces excepting the door inserts and armrests, and even these are made from some of the hardest rubberized synthetic I’ve felt in a while.

On the positive, my well-equipped test truck featured a very nice primary gauge package filled with a large full-colour high-resolution multi-information display that was jam-packed with really useful features. The nicely stitched leather-clad steering wheel gets buttons on the front and back, the latter for changing radio stations and volume control, both of which show up on the MID, while a circular quad of arrows on the fronts of each spoke adjusts cruise control via the left side, while on the right you can scroll through to choose trip computer features like mileage and average fuel economy per trip, plus instant fuel economy, fuel range, and

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more, whereas other critical info includes oil life, tire pressure readouts, real-time oil pressure, transmission fluid temp, and a digital speed readout. Two smaller buttons are for voice activation/phone answer and hanging up.

The aforementioned infotainment touchscreen sits overtop the centre stack, this being amongst the more advanced of its type in the industry. I like the big coloured iPhone app style buttons for audio, phone, projection, nav, settings, texting, OnStar, and traffic info. The look is appealing and usability excellent, even without owning an iPhone to make the most of its Apple CarPlay systems. Hopefully GM will soon adopt Android Auto as well, so that the majority of smartphone users will be able enjoy the same benefits. I’m sure it’s only a matter of time.

An

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area that doesn’t need improvement is the Colorado’s HVAC interface, which includes some of the best controls in the biz. In top-line trim it gets single-zone automatic capability, which isn’t class leading per se, but I’m guessing most truck users will be ok without a dual-zone system. Specifically I need to praise the large round dials featuring rubber grips that are easy to modulate even while wearing winter gloves, their centers incorporating great looking digital readouts in nice attractive displays, the right side temperature adjuster being bright and colourful as well.

The buttons for GM’s industry-best seat warmers are positioned further down the centre stack, these not only three-way adjustable for varying temperature control that

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gets toasty at their highest level, but also offering the ability to either heat the backside cushion and lower seat squab together or alternatively just the back cushion. No other manufacturer separates the two, which is surprising considering how long GM has offered this superior seat heating system.

In between the seat heater controls and HVAC interface is a very cool looking row of toggles for actuating tow/haul mode, turning the stability control off, activating the hazard lights, switching on the bed light, and initiating hill decent control, all of which are also large enough to use with thick gloves.

Some other notable features include a handy sunglasses holder integrated within the overhead console, a powered glass sunroof that slides and tilts or can be covered

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via a sunshade, a useful sliding centre section for the rear window, the bed light just noted overtop that window which is large and bright enough for working at night, and the aforementioned spray-in bedliner that not only makes the truck’s backside look neat and tidy, but due to its grippy, granular textured black finish it provides stability in wet weather and of course also protects the bed from scratches.

Practical issues in mind, the rear seating area is very roomy and the seats quite comfortable for the class, plus their 60/40 split design can be flipped upwards to expose a handy hidden cargo hold beneath, as well as folded flat for stowing cargo on top. Additionally, on the backside of the centre console are 12-volt and 110-volt household style power outlets, although the latter one is only good for two-prong plugs, which limits its usefulness.

I

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suppose I should give you a short rundown of features not yet mentioned, which include remote start, power-adjustable side mirrors, power windows, tilt and telescopic steering, an auto-dimming rearview mirror, a reverse camera with dynamic guidelines, OnStar telematics, illuminated vanity mirrors, heatable four-way powered front seats (with manual recline), driver-side powered lumbar, an EZ Lift and Lower locking tailgate that drops down softly and almost noiselessly, an off-road suspension package, an automatic locking rear differential, an alarm system, hill decent control, tire pressure monitoring, four-wheel discs with ABS, traction and stability control, all the usual airbags, and more.

Out

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on the road the 3.6-litre V6 provides plenty of power from standstill and was especially speedy during passing maneuvers, while the nice smooth-shifting six-speed auto can be made more engaging via thumb toggle-actuated manual-mode, a smart idea only offered by GM. The Colorado’s suspension is also impressive, with a comfortable ride despite its off-road upgrades, whereas handling is what anyone expects for the class, good enough.

As for the entire truck, the Colorado is more than good enough to take on all mid-size pickup truck contenders, including the Tacoma, and its sales are proof positive. For the first 11 months of this year Chevy sold 4,692 Colorados in Canada, which when combined with the Canyon’s 4,306 deliveries resulted in a total of 8,998 mid-size GM pickups sold. That’s still not as strong as year-to-date Tacoma sales of 10,813 units, but it’s closer than the General has been for a mighty long time.

I know if my money were on the line it would be a difficult decision, but those rear corner steps would no doubt win me over, not to mention the ability to get GM’s compacts with diesel power. The Detroit-based automaker has come far in recent years, and this new Colorado is a sure sign of its new winning ways.
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