2021 Chevrolet Colorado

The Colorado is Chevrolet’s smallest pickup, but it’s more than pulled its weight over the years by helping to revitalize the compact-to-midsize truck segment. In their first generation, the Colorado and its GMC Canyon sister were compact machines, but sales progressively slowed until GM reinvented them as slightly larger haulers in 2015. This bigger, but still not full size, formula proved very successful, and the Colorado’s best-ever sales year was 2018.

Now six years into its second generation, the lightly refreshed 2021 Colorado, sporting updated styling, faces a tough battle for market share with the sales-dominant Toyota Tacoma and a host of newer rivals. Those trucks include the Ford Ranger, Jeep Gladiator, Honda Ridgeline and the upcoming Hyundai Santa Cruz. 

While some of those skew towards the crossovers-with-beds category, the Colorado is a  conventional full-frame truck, with towing power to rival some smaller full-size trucks. It also offers more variety than most of the competition, with four trims and two cab styles, including an extended cab with a 6.2-foot long bed or a crew cab with either the long bed or a 5.2-foot short bed. All Colorados can be configured with rear-wheel or four-wheel drive (4WD) except for the off-road themed, 4WD-only ZR2.

Propelling the truck are three engine choices: an entry-level 2.5-liter four-cylinder rated at 200 horsepower and 191 pound-feet of torque, a 3.6-liter V6 that delivers 308 horsepower and 275 pound-feet of torque and a turbocharged 181-horsepower 2.8-liter diesel four-cylinder. What the diesel lacks in horsepower it makes up for in torque, with a burly 369 pound-feet, giving it a best-in-class 7,700-pound tow rating. V6s are no slouch in the towing department either, with a 7,000-pound maximum.

The base engine is perfectly fine for Home Depot runs and returns solid fuel economy, with an EPA-estimated rating of 20 mpg in city driving and 26 mpg on the highway, but it’s not particularly quick and has a tow rating of just 3,500 pounds. The optional V6 has no problem keeping pace with traffic, however. Summoning the full grunt of the V6 via the accelerator pedal delivers a noticeable growl from the engine but also brings more thirst. With 4WD, the V6 is rated at 16 mpg in city driving and 18 mpg on the highway, about even with the V6 Toyota Tacoma.

In base model Work Truck trim, starting at $26,395 including a $1,195 destination fee, only the two gasoline engines are available, but moving up to the $28,895 LT opens up a variety of options including the diesel. The diesel’s big torque gives better performance than the gas four and it returns an EPA-estimated 30 mpg on the highway.

Unfortunately saving money by selecting the diesel requires long-term ownership, because the price varies by trim from $3,500 to a steep $5,680 over an equivalent V6. The Colorado’s diesel can’t quite match the mileage or on-road performance of the larger diesel in Jeep’s Gladiator, but the Chevy has more towing capacity.

Though it’s called a Work Truck, the base model Colorado is a little plusher than the name might suggest. In early 2020 Chevrolet dropped the former base model Colorado, and the Work Truck can be dressed up with 18-inch alloy wheels and a variety of other customization choices, though higher-spec models add many of the available goodies.

The Colorado’s interior offers room for five in the standard extended cab, although the rear bench is a tight fit for three. If carrying more than one passenger is on the agenda, then the pricier crew cab is the answer. Some of the cabin materials look a little dated, but everything works nicely, and the included 7-inch infotainment system is simple to operate and supports Apple CarPlay and Android Auto integration. 

The midgrade LT trim improves the interior with an 8-inch touchscreen, rear USB ports and a leather-wrapped steering wheel and other details. The higher-end Colorado Z71, $35,995 including freight, adds adventure-ready features such as hill descent control and tow hitch guidance. It also upgrades the cabin with heated leatherette-trimmed seats, a heated steering wheel and wireless device charging. 

The top-of-the-line 4WD-only ZR2 model is trail-focused and looks the part, with 17-inch Goodyear Wrangler DuraTrac tires and unique styling, with flared fenders and a menacing front end that incorporates a skid plate and tow hooks into a vestigial front bumper. The ZR2’s upgrades are far more than skin deep, though. With a two-speed transfer case, a locking front differential and specifically engineered dampers and suspension components, it has serious off-road chops.

Equipped with the larger V6 engine, it delivers a lively driving experience and despite its tall stance (running boards would make entry and exit much easier) the ZR2 feels steady and comfortable on all types of terrain. Taking it up a notch, the special edition ZR2 Bison, a $5,750 option package on the ZR2, is built for tackling the rockiest of trails and muddy bogs and is nearly a model upon itself. The extra weight and hardware of both ZR2 models drive down their fuel economy by about 1-2 mpg from their 4WD Z71 equivalents.

The Colorado’s capabilities as a truck are never in doubt but its safety scores are only middling, as is the case on many pickup trucks. It earns a four-star overall rating from NHTSA, but just three stars in that agency’s rollover testing. Its marks from IIHS are a mix of Good, Average (side impact and small front overlap), and Poor (headlights). Chevrolet also bundles the Colorado’s limited number of advanced safety features come in option packages. Forward collision warnings and lane departure alerts cost $395 to $690 extra on the LT and Z71, and aren’t available on the ZR2.