2023 Chevy Colorado reliability

Once left for dead by a number of manufacturers — Ford abandoned the Ranger for a decade and Ram still hasn’t gotten back to the Dakota — mid-size trucks are enjoying a boom in popularity. Chevrolet has now unveiled their 2023 Colorado, a pickup which earns new powertrain options and a much snazzier interior.

For this specs comparison, we will attempt to use similar trim levels when discussing feature count. A gonzo off-roader won’t be pitted against a base model, for example. Likewise, we will stick with Crew Cab [four full forward-swinging doors] short bed body configurations since that is the overwhelmingly most popular choice with buyers. Thanks to the sheer number of options on modern pickup trucks, it’s always important to compare apples-to-apples — though there’s a decent chance it’ll be a McIntosh vs. a Golden Delicious.

We also need to recognize a new Ranger is right around the corner, so be sure to check back for an updated version of this story. But for now, let’s find out how the new Colorado stacks up against its current raft of competitors. The mid-size truck segment is more alive than it has ever been.

Power & Torque

Coming up in the 2023 model year, Chevy is giving Colorado customers a choice of one engine with three different tunes. Horsepower is either 237 or 310 ponies, with torque checking in at 259/390/430 lb-ft depending on trim level. This is a turbocharged four-cylinder mill displacing 2.7L, packing available four-wheel drive and lashed to an eight-speed automatic. If this sounds familiar, please see ‘Exhibit S’ [Silverado].

Like the bowtie brand, Ford offers a turbo four-banger but its 2.3L displacement is slightly smaller than the Chevy. Every trim of Ranger is configured to produce 270 hp and 310 units of twist, numbers which are likely to increase soon now that GM has shown their hand. A ten-speed automatic handles shifting duties.

Toyota sticks with a relatively old-school 3.5L V6 engine, coupled to a choice of six-speed automatic transmission or six-speed manual gearbox. The latter is an anomaly in this segment, one we hope is retained in future iterations of the Tacoma. Power checks in at 278 hp and 265 lb-ft of torque, less than the Ford and far below what’s expected to be the volume-selling [310/390] Chevy. Meanwhile, the crew at Nissan install a 3.8L V6 good for 310 horses and 281 lb-ft of torque which is mated to an automatic transmission.

Towing & Payload

Max trailering in the new Colorado is an impressive 7,700 pounds when the engine tune which belts out 390 lb-ft of torque is selected. Peak payload is 1,684 lbs in WT and LT trims. Across town, Ford rates the Ranger at a stout 7,500 pounds for maximum towing capacity. Knowing its customers are likely to rudely stuff the bed full of gear or driveway gravel, a SuperCrew 4×4 has a maximum payload rating of 1,560 lbs.

Toyota says its Tacoma Double Cab 4×4 is capable of towing 6,400 lbs when equipped with the V6 Tow Prep package. Trailer tongue weight is capped at 640 pounds, reasonable when considering that figure should be no more than 10–15 per cent of a trailer’s total weight, and total payload max is 1,155 lbs. The Frontier’s towing capacity is rated at up to 6,490 lbs when properly equipped. New for this year on the Nissan is a trailer sway control to automatically apply the brakes if the system senses the tail is about to wag the dog.

Off-Road Cred

Each of the four contenders in this space have at least some level of off-road chops; however, as anyone with siblings will attest, some are more equal than others. Chevy has not one but three off-road trims, topped by the gonzo ZR2 and its race-bred Multimatic DSSV shocks. Its approach angle is a yawning 38.3 degrees [better than a Raptor] and ground clearance stretches 10 inches. A new-for-’23 Trail Boss keeps the ZR2’s stance but trades away the DSSV dampers and has an approach angle of 30.5 degrees which is still nothing at which to sneer. Locking diffs abound.

For now, the alpha Ranger is called the Tremor, with natty orange trim and a 30.9-degree approach angle. Ground clearance checks in at 10.7 inches and meaty all-terrains are standard kit. We’re certain a Raptor variant of the new Ranger will appear, likely packing many of the tricks found in both the F-150 and Bronco Raptor models such as Trail Turn Assist. Specs for approach angles and such aren’t in for the new RR pickup but its base trim in Europe is listed at 30.2 degrees; alert readers will note that’s nearly as much as a present-day Tremor, meaning the Raptor will surely rival the ZR2 in that department.

Toyota busies itself with the good-looking TRD Pro, offered in eye-popping colours and good for 35 degrees of approach plus a 9.4-inch ground clearance figure. At Nissan, off-road fans will find the Pro-4X trim, bearing a healthy approach angle of 32.3 degrees and standing 9.4 inches above terra firma.

Features & Tech

Chevy has significantly refurbished the Colorado’s interior for 2023, binning the Play-Skool plastics and replacing them with the likes of an 11.3-inch infotainment screen and an array of attractive upholstery options. Up to 10 camera views are fed from various points around the truck, including an underbody cam to spy that rock your spotter missed. New off-road and overlanding displays provide the type of information for which we once had to download obscure apps.

At present, the Ranger is slightly lacking in this department, explaining the forthcoming arrival of its replacement later this year. Still, there is gear like standard Ford CoPilot 360 driving assist tools, available sound system from Bang & Olufsen, and useful terrain management systems. The Tacoma has a suite of safety gear in Toyota Safety Sense P and dual-zone climate control on every trim though, like the Ranger, its interior is due for a refresh. Nissan gave its new Frontier a nine-inch colour touchscreen and a centre console advertised as having nearly double the storage of any other midsizer.

Price

While the trucks in this segment are generally a few shillings less expensive than their full-size counterparts, they’re not what any reasonable person would call cheap. Pricing for the recently announced 2023 Colorado has not yet been released but the current ZR2 starts at just over $50,000 and can be optioned well into the 60’s. A mid-range Z71 is about 40 grand. Expect the new truck to bump those prices northward.

A ’22 Ranger XLT SuperCrew sets an opening bid at a hair over $40k but optional equipment groups and options packages can add up quickly. The least expensive way to get into a Tremor, which is a $5,250 spec box, is to start with an XLT trim rather than the costly Lariat. Be aware that Tremor requires the 301A package, pushing the total addition for Tremor to a not-insignificant $6,120 before the dust settles.

Toyota prices its Tacoma Double Cab shortbox from $45,440 which gives buyers the automatic transmission and some TRD goodies. A Double Cab longbox, despite not being a bodystyle focus of this post, is worth noting since it is $5,000 cheaper but forgoes all the TRD gear. A top-rung TRD Pro is $59,800. Nissan keeps things simple with its Frontier Crew Cab, pricing the SV trim at $44,998, the SV Sport at $46,398, and the Pro-4X at $48,498.

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