Colorado ZR2 – Drive Like You Stole It

We’re here to answer the big question - does the Chevy Colorado ZR2 set the new standard for off-road mid-size pick-ups? Is it the true off-roader that we really want, or is it just another rebadged trim line.

We’re going to gauge the ZR2s performance by driving trails, rock crawling, running a trophy track, and then hitting the pavement; where we’ll compare it head to head against the TRD Pro and Ford Raptor. Finally, we’ll tell the engineers what we want next.

Location – Gateway Canyons Resort

The proving ground is Gateway Canyon Resort in Colorado, just 60 km east of famed Moab, Utah. While testing a truck on-road could be done anywhere, and trails are abundant everywhere, this resort also boasts a three kilometre long trophy truck test track, all contained in the state that bears the trucks name, creating a perfect storm of terrain to test the new ZR2.

We drove both the 308hp 3.6 l gas V6, and the 2.8 l Duromax turbo diesel, with an earth clawing 369 pound feet of grunt. And tested both the extended cab, which gives you the 6.5’ bed, and crew cab which settles down to a 5.5’ bed.

Off-Road Modifications

Chevy has taken the Z71 and literally cut some corners. The front bumper has been chopped allowing the tires to access more of the oncoming rock, and with the rear bumper, they’ve removed the steps.

They’ve added decent rock sliders, an aluminum skid plate to shield the radiator and the oil pan, and another to shield the transfer case. The body armour and frame take the brunt of the beating leaving the important bits unscathed.

Lockers are a key off-road mod for most wheelers, but both rear and front lockers come standard on the ZR2, thanks to the tinkering of some of the engineers from the Hummer program.

With the tires fully aired up, the truck easily managed these stone steps using the rear and front lockers.

Rock Crawling Review

With the optional bed-mounted spare, the ZR2 delivers a 30° approach angle, 23° departure, and a 19.8° breakover angle. To put it in perspective, they’re respectable, but not quite as good as the TRD Pro or Wrangler Rubicon.

Having said that, this mid-size pickup will go where no full size can with its skinnier profile and shorter wheelbase. Off-road essentials include hill descent control and a couple of front tow hooks.

Compared to the Z71, you get a 3.5” wider wheel track for stability, and an extra 2” of lift to clear obstacles. On the trail, it managed to get us between some tight trees and past some ugly rocks without any problems.

Fast and Furious Off-Road

In this case, fast off-road means in the 80 kilometre per hour range. Let’s not call it high speed but higher speed. There are three traction control modes – the first gives you both ABS and stability control - perfect for slippery winter conditions, next is off-road mode, which dials back the traction control letting you slide the back end out more and deliver more throttle out of soft dirt corners. And finally, you can turn traction control off, which the engineers call ‘fun’ mode.

Powering out of the sandy corners shows another subtle difference between the gas and diesel engines, and here the gas engine gets the nod, making use of 122 extra horses to power out of the corners.

Dynamic Suspensions Spool Valve Technology

You also get the most important feature from their partnership with Canadian firm Multimatic. Using DSSV, code for Dynamic Suspensions Spool Valve technology, the aluminum bodies each house two spool valves providing both compression and rebound damping which are optimized for everyday driving. But for off-road use, a third, piston-mounted spool valve delivers additional, specially tuned, compression damping. The front dampers also use a separate rebound valve, which comes into play when the suspension approaches full droop.

I can’t begin to fully express the joy of mashing the skinny pedal to the firewall and pounding the crap out of a truck I don’t own or have to repair. Rutted corners, hard washboard, whoops and jumps let us fully test the suspension and the durability of the truck.

The control through the corners and straights is stellar, and I can’t tell you the number of times my helmet bounced off the roof as I reached for more hang time. And I was one only one of many. Is it a race ready trophy truck? No. But a trophy truck costs ten times the amount, and it won’t get you to work the next day.

ZR2 vs Raptor vs TRD Pro

It’s not often that you get to jump from one truck to another and then another, to find the differences in handling, but that’s exactly what we got taking the ZR2 on street against the Toyota TRD Pro and the Ford Raptor.

Multimatic’s DSSV technology was originally developed for F1 cars, so it came as no surprise that they’ve been able to dramatically enhance the on-road manners of an off-road truck.

Compared to both the TRD Pro and the Raptor, we felt less roll in the corners, less nose-dive under hard braking, and more responsive steering. The ride is a little harsher than the Toy or the Ford, with a faster return to stability after hitting bumps in the pavement - in non-tech talk – less bouncy. If you are the driver who wants feedback not float from the suspension, you are going to love this ride.

I’m not saying that the ZR2 is the best overall truck, these three vehicles all have their strengths. But for on-road handling, the Chevy wins.

There are subtle differences between driving the gas and diesel versions. The diesel engine adds an extra 45 kg in the front, which in a side by side test means you’ll notice a bit more nosedive while braking and a little more roll while negotiating chicanes.

What’s Next – Future Features

At the end of the day, and after a couple of beers, Chevy engineers asked 4WDrive what we would like to see changed. We asked for the rock sliders to be mounted on the frame rather than the body, and the diesel exhaust pipe moved a little forward and higher so we didn’t occasionally ding it while crawling. Then we blocked their route to the bar and went for gold. “Give us space for a least 33” tires without any mods, prewire the truck for a winch and LED lights up front, and what about a decent compressor and air hoses running internally close to all four wheels.

The Bottom Line

For most outdoor enthusiasts, this stock ZR2 will provide more accessible off-road terrain than other pickups, while at the same time delivering exceptional on-road daily driving manners.

What’s really exciting is what this truck can become in the hands and wrenches of off-road enthusiasts. Chevy has provided a robust platform in the ZR2. Expect to see mind-altering iterations of this vehicle at SEMA 2017. I for one, can’t wait.