ferrari daytona-sp3 Full OverviewThe tach needle breezes past 8,000 rpm and keeps going. There's a keening edge to the metallic yowl filling the open cockpit, and the acceleration isn't letting up. Suddenly, I'm a wide-eyed 13-year-old at the movies again, riding along with Erich Stahler as he hammers his Ferrari 512 S flat-out down the Mulsanne Straight in Steve McQueen's epic film Le Mans.This is what that sounded like. And this is what I always imagined it felt like. A mid-engine Ferrari V-12 at nearly 9,000 rpm.Blue lights flicker across the top of the steering wheel. The 828 horses behind me are stampeding toward the engine's 9,500-rpm rev limit. I keep my right foot buried and tug the right-hand paddle, and there's a hard, clean crack from the exhaust, like a .30-06 fired deep in the woods. The tach needle drops to just below the 8,000 mark, and the banshee-mad rush continues unabated as the big, red roadster storms through the French countryside.Wrapped in jaw-dropping bodywork that controversially combines classic '60s curves with 21st century aero brutalism, the Ferrari Daytona SP3 is pure theater on wheels. This car unashamedly celebrates why you'd spend more than $2.2 million on an open-top Ferrari; the sound, the fury, the wanton magnificence of an engine format that's powered some of Maranello's greatest racing cars.A Cordial MissileBut you don't have to suffer for its art. Once you get used to the width of the rear fenders and the low clearance up front—using the standard nose lift system is essential when negotiating driveways or speedbumps—the Daytona SP3 is as benign and easy to use as a Ferrari 296 GTB. You could easily drive this thing every day.The Daytona SP3 is the latest in Ferrari's Icona series, a range of limited-edition cars handbuilt at Maranello using key components borrowed from previous Ferrari production cars. Just 599 will be built, and all have been sold despite that stratospheric price tag. The first of around 150 total cars for U.S. Ferrari enthusiasts arrives stateside in the second quarter of 2023.Although Ferrari engineers say about 70 percent of the Daytona SP3's components are new, the chassis is a modified version of the LaFerrari Aperta hypercar's carbon-fiber monocoque. The suspension layout and geometry are identical, as are the giant 15.7-inch front and 15.0-inch rear brakes.Like the LaFerrari, the Daytona SP3 is fitted with 20-inch front and 21-inch rear wheels, though the Pirelli P Zero Corsas, 265/30 at the front and 345/30 at the rear, have been specifically developed for the car to maximize stability in low grip conditions.That Engine—That Glorious EngineThe Daytona SP3's 6.5-liter V-12 is a modified version of the front-engine 812 Competizione coupe's powerplant. Codenamed F140HC, it is the most powerful internal combustion road car engine ever built by Ferrari.The F140HC makes its 828 horsepower at a dizzying 9,250 rpm and pumps out 514 lb-ft of torque at 7,250 rpm. That 9,500-rpm top end comes courtesy of new titanium connecting rods, which are 40 percent lighter than equivalent steel items, as well as new pistons, a lighter and rebalanced crankshaft, and sliding finger cam followers, a low-mass/low-friction technology borrowed from Ferrari's F1 engines.The first two Icona cars, the Monza SP1 and Monza SP2, evoked the spirit of front-engine Ferrari barchettas from the 1950s. The wasp-waisted Daytona SP3's voluptuous haunches and close-coupled cockpit channels mid-engine V-12 Ferrari race cars from the late '60s and early '70s.The Daytona SP3 is not as pretty as any of those cars, especially the gorgeous 330 P3 and P4, or the 512 S, but Ferrari design chief Flavio Manzoni says it's not meant to be a simple homage, a retro car. It's meant to be a modern interpretation of the spirit of those classic Ferraris, built in a modern way, using modern materials and modern technologies. That's why 2020s aerodynamic theory has played just as much a part in shaping the Daytona SP3 as 1960s nostalgia.The flics underneath the hooded headlights increase downforce at the front axle, for example, and surfaces on the front fenders and doors control airflow along the side of the car. Chimneys bring air from underneath and direct it past the rear haunches, over the top surface of the engine cover, and toward the subtle rear spoiler.It's clever stuff: Ferrari says the Daytona SP3 generates just over 500 pounds of downforce at 125 mph without any active aerodynamic devices.Interfacing With the MachineYou sit low in the Daytona SP3 and toward the center of the car, just as you would in a sports prototype racer. The seats are fixed, their basic shape integrated into the composite central tub and covered with foam. Tugging on a nylon strap at the front of the seat, between your legs, allows the pedal box to move fore and aft, and the steering wheel is also adjustable for reach and rake. Ferrari says the fixed seating reduces weight and helps keep the car's overall height to just 45 inches, which also helps minimize drag.The Daytona SP3's steering wheel features the same Human-Machine Interface (HMI) concept used in the 296 GTB, among others. Touch controls allow drivers to operate 80 percent of the Daytona SP3's functions without moving their hands off the steering wheel. Controls to switch the lights on and off, adjust the exterior rearview mirrors, and change the air conditioning settings are on haptic touch pads on the dash.The Manettino switch on the steering wheel activates four drive modes under the watchful aegis of an upgraded version of Ferrari's ingenious Side Slip Control system dubbed SSC6.1. Wet is for conditions when traction is at a premium. Sport is the default drive mode, and Race sharpens engine, transmission, and chassis responses. GT-Off gives the driver total control.The Daytona SP3 is the first mid-engine V-12 Ferrari to have the Ferrari Dynamic Enhancer (FDE) system that will allow drivers to drift the car if they want, automatically keeping the maximum yaw angle under control by adjusting the brake pressure at each wheel. FDE can be activated with the Manettino switched to Race and GT-Off modes.Even with the roof removed and the scissor door wide open, you need a snake-hipped wriggle to get past the protruding corner of the dash and into the driver's seat without kneecapping yourself. As you settle in and push the pedal box into the correct position, you'll notice the front tire right there, just past your left knee. Your feet are just behind the front axle centerline in a car with a 104.3-inch wheelbase.Cabs don't come much more forward than this.The Alcantara on the driver's seat spills over the vestigial center console and onto the passenger seat, almost giving the impression you've settled into a fancy bench seat. Two slim headrests wrap around like wings, ready to cradle a crash helmet. There's Alcantara on the padding on the doors and on the dash, and small mats on the floors. Pretty much everything else is naked carbon fiber.The SP3 ExperienceThumb the Engine Start-Stop logo on the steering wheel, and there's none of the turbine-like wind-up so typical of a V-12 start: The F140HC simply crackles into life and settles to a brisk idle. Even before you touch the throttle, it feels like an engine with low reciprocating masses.With the Manettino set to Sport and the seven-speed dual-clutch transmission left to its own devices, the Daytona SP3 will happily amble around all day at low to middling speeds, requiring little more effort to drive than a Toyota.The fixed seats are surprisingly comfy, and the ride is surprisingly supple despite the tight rein on the body motions and the contour-hugging low-profile tires. If the tarmac gets too gnarly, a quick press on the Manettino activates the Bumpy Road mode to further soften the ride.The bulging front fenders frame your view ahead, just as they do in a Le Mans sports prototype. The external rearview mirrors are mounted on them, right at the front axle line. They work brilliantly, providing an excellent view past the Daytona SP3's voluptuous hips.As there's no rear window, the internal mirror displays an image from a rear-facing camera. On a sunny day, with the roof off, it's useless, reflections obscuring everything. But as Raúl Julia said in The Gumball Rally as he ripped the rearview mirror off his Ferrari 365 GTB/4 Daytona Spider: "What's behind me is not important."Maybe it's an open-top Daytona thing…With all that power and torque moving barely 3,500 pounds, the Daytona SP3 feels impressively fast and light on its feet. Then you flick the Manettino to Race and the transmission to manual and … oh, lordy!It's Certainly PerformantFerrari claims the Daytona SP3 will sprint from 0 to 62 mph in 2.9 seconds (they say 2.85, but we round up) and hit 124 mph in 7.4 seconds on the way to a top speed of 211 mph. There are cars that are quicker through their gears and cars that are faster at the top end. But there's nothing that feels like this Ferrari on a full-throttle run.The rush of power from the screaming F140HC simply keeps building and building and building, right to the rev limiter. The Daytona SP3 feels like it will accelerate forever.Smooth and free-spinning and wonderfully tractable from little more than idle speeds, the F140HC is a masterclass in the art and science of the naturally aspirated V-12 engine. Its throttle response above 7,000 rpm is simply stunning, as crisp and sparkling as vintage champagne. It barks like a hot-rodded superbike engine on downshifts, the revs snapping so fast it's hard to believe it displaces 6.5 liters.It makes most big-horsepower V-8s feel as clumsy as barroom brawlers 15 beers in, punching the walls.It's not all about the engine, though. Maybe it's because you expect the extravagantly proportioned, extravagantly priced Daytona SP3 to be little more than a rich man's plaything, more for show than serious go, it comes as a genuine surprise to discover than when driven as hard as you dare, it stops and steers and goes around corners with the casual aplomb that's fast becoming a Ferrari trademark.Underneath the aural and visual theatrics is a serious, fully sorted car, with a chassis that's been set up to help you make the most of that extraordinary engine.The braking is strong and progressive, and the steering is precise and well weighted and delivers great feedback. The SSC6.1 system delivers a ton of traction out of the corners, even in Race mode, without compromising front-end grip when you go to power.It intimidates at first, this Ferrari, not the least because it's big and wide and powerful and costs nearly as much as a Manhattan condo. But after a couple miles it shrinks around you, and before long you're pinballing it from apex to apex like an old Mazda Miata, marveling at its acuity on changes of direction, exalting in the adrenalin rush of acceleration along the straights, and laughing out loud at the unholy mashup of Pavarotti and the Sex Pistols that is the F140HC's manic soundtrack.The Ferrari Daytona SP3 is the very antithesis of a rational automobile. But that's the whole point. It hasn't been designed to set new performance benchmarks, to showcase new technologies, to rewrite the supercar rulebook. It's been created to exhilarate and entertain, to deliver an intoxicating rush every time you punch the gas. To make you feel spine-tinglingly alive when you drive it fast.It's time to hand the Daytona SP3 back. But I just can't resist one more run through the gears. 8,000 … 8,500 … 9,000 … 9,500 rpm. Oh, yes, mission accomplished.Looks good! More details?
ford f-150-lightning Full Overview How Much Can the Ford F-150 Lightning Tow?2022 Ford F-150 Lightning Towing Capacity Standard-Range Battery Extended-Range Battery Pro XLT Lariat Platinum Show AllThe Test: Towing the LineThe Results: How Far Can a Ford F-150 Lightning Tow?2022 Ford F-150 Lightning Platinum Towing Test Forest River R Pod RP-153 Coachmen Freedom Express 246RKS Grand Design Imagine 2910BH TRAILER WEIGHT LENGTH APPROXIMATE FRONTAL AREA MT ROAD-TRIP RANGE Show AllWhat's It Like To Tow With the Ford F-150 Lightning?Looks good! More details?
WHAT IT IS: After initially doubling down on hydrogen and hybrids, Toyota appears to be pivoting slowly toward battery electric vehicles. One of the models that'll anchor this directional change is the new 2024 Toyota Compact Cruiser. A follow-up of sorts to the beloved FJ Cruiser (which left our market in 2014 but still soldiers on in the Middle East), the Compact Cruiser is a pint-sized electric off-roader built in the same vein as early '90s classics such as the Suzuki Samurai. This small electric off-roader sports four doors, plenty of ground clearance, tucked-away bumpers, all-terrain tires, and beefy-looking skidplates, all of which ought to make it a hoot off-road.WHY IT MATTERS: Toyota is finally coming on strong in the EV space, promising 10 new "lines" of EVs by 2025, and the Compact Cruiser will be part of that salvo. While models like the 2023 Toyota bZ4X cover Toyota's more conservative audience, the Compact Cruiser, previewed here with images of the Toyota Compact Cruiser Concept from earlier this year, aims to satisfy legions of Toyota's hardcore off-road enthusiasts by offering more traditional Land Cruiser styling cues in an efficient, modern package.PLATFORM AND POWERTRAIN: We don't know a ton about what's underneath the Compact Cruiser's sheetmetal, but we think it's a safe assumption we'll find Toyota's new e-TNGA platform, also found underpinning the bZ4x and Subaru Solterra. We expect the Compact Cruiser to offer dual-motor all-wheel drive and somewhere in the realm of 250 hp or so. If that's the case, don't expect it to be a range or charging champ—the more aerodynamic all-wheel-drive bZ4X nets 222 miles of range in its least efficient form and is among the slowest-charging EVs on the market.ESTIMATED PRICE: $45,000EXPECTED ON-SALE DATE: Fall 2023
The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado ties the Nissan Frontier's V-6 in terms of hp, but smashes it in the torque department in its upper two states of tune, so we're dubbing it the most powerful midsize pickup you can buy. Granted, the old V-6 at one time held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp, before the Frontier's current engine arrived for 2020; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est) LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON TBD EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All
You have the right to remain electric. Anything you put in the bed or rear seat can be used against your driving range. You have the right to a charger. If you cannot find one, one may be installed for you. Consider these the new Miranda rights for police forces across America, which soon will have access to Ford's new F-150 Lightning Pro SSV police truck. The new cop pickup is spun off the all-electric Lightning, and while that part is novel, the package is, for the most part, modeled after the regular F-150 Police Responder rig.One thing the Lightning Pro SSV is not is pursuit-rated. This is purely a patrol and response vehicle, even though the standard-range battery version's dual electric motors combine for 452 hp and 775 lb-ft of torque, and the big-battery, long-range model gets 580 hp and the same mighty torque figure. In that latter configuration, Ford claims the Pro SSV (that's Special Service Vehicle) can hit 60 mph in under four seconds, a claim largely backed up by our test figures for the new Lightning. In extended-range battery form, but without the range-topping Platinum trim's bigger wheels and extra equipment, an F-150 Lightning Lariat model scooched to 60 mph in 3.8 seconds.Okay, so "technically" the police Lightning won't be used for chases or other action. For those tamer missions, it's well equipped. Take the "Pro" part of its name. That's a reference to the entry-level Pro trim level on the civilian F-150 Lightning, which already is geared toward work duty with vinyl seats and flooring and a more basic interior layout. Ford swaps in cloth-wrapped front seats for the SSV, which also include steel "anti-intrusion" plates in the seatbacks and slimmer bolsters to make it easier for cops and their nifty tool belts to slide in and out.And then there is the frunk, which offers 14.1 cubic feet of space under the power-opening hood in the truck's nose for storing cop things. There also is a 220-amp DC-DC power source under there, which any number of upfitter attachments can be wired to. Oh, and the top of the dashboard is reinforced so it can withstand use as a mounting point for various add-ons.Ford also will install the requisite red-and-blue or white-and-amber roof lights for departments that request it. And beyond the lighting on the truck itself, Ford points out that the ProPower Onboard power sources in the frunk and bed can be used to power accident-scene lighting, emergency equipment, or mobile doughnut makers just as easily as the welders, fridges, and other stuff ProPower can handle for civilian Lightning customers.So far, the police Lightning's range figures are TBD. Regular Lightnings can travel between 230 and 320 miles on a charge, depending on which batteries they come with. We've found that that range can vary wildly depending on what the truck is being used for (i.e., just noodling around, or towing a heavy trailer). More details will arrive later this summer, both for the Pro SSV and, it seems, the 2023 model-year Lightning generally. That gives you a few more months of police vehicles that can't sneak up on you silently.
The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado is the most powerful midsize pickup you can buy. Granted, the old V-6 held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est) LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON TBD EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All
Factory off-road trucks have never been hotter. Every year, manufacturers introduce new models, trims, special editions, and off-road packages that often sell out in record time. This trend continues with Chevrolet's introduction of the all-new 2023 Colorado midsize pickup. When the current generation of the Colorado was introduced for the 2015 model year, it came with Chevy's optional Z71 off-road package. In 2017, the high-performance ZR2 model was added to the lineup. Now, for 2023, Chevrolet has added not only the new Colorado Trail Boss to the lineup, but the ZR2 Desert Boss as well. With these additions, off-road variants of the Colorado outnumber the standard trims two-to-one. Read on as we break down some of the differences between the 2023 Colorado Z71, Trail Boss, and ZR2 models.Related: 2023 Chevrolet Colorado ZR2 First Look—Concerns Addressed
Comparing the 2022 Ford F-150 Lightning with the 2022 Rivian R1T makes little sense. Sure, both are electric pickups (the third and first to hit the market, respectively), but beyond that, these two pickups have about as much in common as we do with American Journal of Botany.The Rivian R1T, our 2022 Truck of the Year, is an immensely capable pickup with a lifestyle-oriented bent. It's great to drive on-road and damn near unstoppable off-road, and it can tow and haul far more than something just bigger than a Toyota Tacoma has any right to. That's why it vanquished the 2022 GMC Hummer EV pickup—a similarly lifestyle- and off-road-oriented EV—in our first-ever electric pickup truck comparison.The Ford F-150 Lighting is, well, different. If the R1T is aimed at "electrifying the outdoors," the F-150 Lighting is aimed at electrifying the modern American full-size pickup truck—the bestselling one on the market at that. The F-150 Lightning is intended to work, with the definition of "work" left to the imagination of the owner—F-150s are just as likely to be found towing horses or exploring country two-tracks as they are hauling lumber or whisking families off on interstate road trips.Although these pickups are built for different purposes, they're priced similarly, which means they're inevitably going to be cross-shopped. With that in mind, we got our hands on a 2022 Ford F-150 Lightning Lariat Extended Range—likely the most widely available Lightning for the foreseeable future—and snagged the keys to our long-term 2022 Rivian R1T Launch Edition (effectively an R1T Adventure with unique paint) to pit them against each other.F-150 Lightning vs R1T: Spec ShowdownTo most pickup buyers, the F-150 Lightning Lariat Extended Range ought to feel quite familiar. Solely available in the popular crew-cab, short-bed (5.5-foot) configuration, the subtle tells that this F-150 is electric are minor sheetmetal changes, the full-width light bars front and rear, some badging, a faux grille, and that the engine bay is now a massive 14.1-cubic-foot frunk (complete with four 120-volt outlets, no less).The Lightning isn't very different under the skin from gas-powered F-150s, either. It rides on a heavily modified version of the gas F-150's frame, with an optional 131-kWh battery pack stacked neatly between and on top of the frame rails. Power comes courtesy of two permanent-magnet motors mounted where you'd find differentials in conventional four-wheel-drive F-150s; the two motors combine here for a healthy 580 hp, 775 lb-ft of torque, and 320 miles of EPA-rated range. (Lightnings with the smaller 98-kWh battery pack have 426 hp and 230 miles of range). The switch to electric motors also allowed Ford to rethink the F-150's suspension, swapping the conventional F-150's rear live axle and leaf springs for coil springs.The Rivian R1T will likely look out of this world to the typical pickup buyer, but as far as EVs go, it's fairly conventional. Rather than squeezing batteries around a frame, the Rivian's 133-kWh battery pack (currently the only one available) is the frame. Nestled around the big battery are four motors (a two-motor version is planned), two at either axle, good for a combined 835 hp, 908 lb-ft of torque, and 314 miles of range. Like the Ford, the R1T's four corners are independently sprung, though the Rivian uses air springs, active dampers, and novel cross-linked hydraulic anti-roll bars to help improve the truck's capability. The tidy dimensions of the R1T's mechanicals also allowed Rivian to think outside the box when it comes to the pickup's design. Like the Ford, the Rivian features a frunk and a stubby bed—4.5 feet in this case—but it also features additional storage spots, namely an in-bed trunk and the pass-through Gear Tunnel sited between the cab and bed.Living with the Rivian R1T and F-150 LightningIf you've ever spent any time driving an F-150 built within the past decade, the Lightning feels like home. "What I like from the get-go is the instant familiarity," senior editor Aaron Gold said. "This is like any one of the dozens of F-150s I have driven in my career, except it's quieter and a heck of a lot quicker." If you enjoy the conventional F-150's twin-turbocharged EcoBoost V-6s but find yourself wishing for a touch more meat to its powerband, you're really going to like the Lightning's twin motors. Despite a touch of torque steer under hard acceleration, the Ford pulls effortlessly, with a seemingly endless supply of power. The closest internal combustion analogue would be if Ford somehow engineered a Power Stroke diesel with a 15,000-rpm redline and squeezed it into an F-150.The R1T's powertrain is that but more. With double the motors aboard, the R1T is both quicker and more sure-footed than the Lightning, never struggling for traction or grip, no matter the surface. Both trucks are so quick that it won't make a difference to the average buyer, but you can jump down to the chart below to see how they performed at the track. It's a shame electric vehicles have been politicized by those who clearly don't understand them—the truth is, Americans are really going to like experiences like this.Both trucks feature pin-drop-precise one-pedal braking modes. Should you need to use the brake pedal itself, the Ford's feels more natural, though in panic-stop situations the Lightning's brakes could sometimes be prone to surging as the truck bounced between its regenerative and mechanical systems.Where the two trucks most differentiate themselves on the road is in how they ride and steer. America's legions of full-size truck buyers will find familiar territory in the way the Ford goes down the road. Like the standard F-150, the Lightning's ride is somehow firm but floaty, shuddering slightly over harsher impacts like most body-on-frame trucks do. It's never punishing or harsh, but it couldn't feel more different than the Rivian. The R1T in its default All-Purpose drive mode is firm and well-controlled, almost like it's pushing back down into the road, attempting to flatten out the impacts it just encountered.The same dynamic plays out in how the two trucks corner. The Ford steers far better than any conventional F-150 thanks to its lower center of gravity, but the steering itself is trucklike, with a slow ratio. But good weighting and feedback allow you to accurately place the Lightning on the road. The R1T's steering is springy and precise, which, coupled with the instant torque vectoring provided by its four motors, results in a pickup that'll likely surprise quite a few sports car drivers on a good back road. "I don't think there's any pickup truck that can match the entertainment value of the R1T in curves," Gold said.Which Pickup Is Better Off-Road?It's a similar story when the pavement ends.Off-road, the Rivian is an order of magnitude more capable than the Ford. With five off-road modes (All-Purpose, Rock Crawl, Rally, Drift, and Sand—the last a recent over-the-air update addition), there's very little that can stop an R1T off the pavement. Its height-adjustable suspension gives it a tremendous amount of ground clearance, while the hydraulic dampers help the Rivian keep all four all-terrains on earth. Its quad-motor system is incredibly impressive, too, combining the gearing of a low range, the traction of locking differentials, and the precision of electric motors to conquer the types of obstacles that'd make a Toyota Land Cruiser owner blush.The Ford isn't in its element off-road, but it's not necessarily out of place, either. The Lightning doesn't have the body control to move quickly when it's away from asphalt, but at slower speeds the truck comfortably ambles down hard-packed dirt and through loose sand. On more technical terrain, the F-150's rear diff-lock helps the truck maintain forward momentum, though it could use a locking front differential, too, as it tends to spin the driver-side front wheel quite a bit. Trying to keep pace with the R1T will result in nothing but frustration and body damage, but if you take things slow and choose your line carefully the Lightning will get you where you need to go.Battle of the BedsIn the battle of the beds, the Ford scores some points back. With the Lightning rated for a 1,606-pound payload and the R1T a 1,760-pound load, both shrugged off our 1,500-pound standard payload test weight. The Rivian simply didn't notice it had anything out back, while the Ford saw some minor improvements in ride quality. Range was unaffected by hauling.But when it comes to the beds themselves, the Lightning's is superior. Not only is it bigger than the R1T's, but it's also easier to work out of and access, with meatier tie-downs, an auto up and down tailgate, and a tailgate step and work surface. The Rivian makes up for its lack of real estate with its gear tunnel (the doors of which also double as steps), but the bed isn't as easy to access, and the composite flap that bridges the gap between the bed and tailgate tends to collect debris. The Ford also has more powerful rear power outlets, the better for running high-draw tools and other items.Towing ShowdownWhile the Ford had the better bed area, the Rivian surprised us with how much more confidence-inspiring it was with a trailer hanging off its hitch. Our load—Sassy and Corazon, two friendly horses loaded up in a 22-foot warmblood trailer, totaling about 5,200 pounds—didn't come close to taxing either truck's towing capacity (the Rivian can yank 11,000 pounds, the Ford 10,000), but it was representative of what the average full-size pickup owner tows.Sassy and Corazon aboard, the F-150 Lightning felt much like the conventional F-150 we towed with on this same loop. "The Lightning towed as we expect a half-ton pickup to, except for having much better acceleration," Gold said. "You can feel the trailer pushing the truck a bit on downhills, but it's nothing excessive—good stability."Interestingly, engaging Tow/Haul mode in the Ford turns off one-pedal driving, which makes it more difficult to drive the truck smoothly— especially crucial when your load stands on four spindly legs. The lack of regenerative brakes when towing is also a negative, as regen provides an engine-braking-like effect that makes it easier to safely decelerate the trailer.As we found when the R1T won Truck of the Year, the Rivian punches well above its weight with a trailer hitched. The R1T makes towing effortlessly smooth. Its buttery power delivery, heavy brake regen in Towing mode, long accelerator pedal travel, and well-sorted suspension give the Rivian the feeling of an understressed heavy-duty truck when pulling a load. "Better stability than the Ford, and a much better ride," Gold said. "Great motor control, too, especially for starting on steep inclines." Our biggest issue is that the R1T's trailer brake controller—operated via the thumbwheel on the right spoke of the steering wheel—doesn't allow for the same precise adjustments as the traditional trailer brake switch in the Ford.Which Electric Truck Has the Better Driver Assist Systems?It's worth a quick look at both trucks' advanced driver assist systems (ADAS), each of which allow for hands-free driving on highways and interstates. Rivian's setup, Driver+, is the less polished of the two. It currently works in fewer areas (though Rivian is constantly mapping and adding roadways) and often hugs lane lines and gets "bumped" by traffic either driving too close or sneaking in front of the truck. Taller drivers also reported difficulty seeing the Driver+ status icon around the steering wheel rim. Ford's system, dubbed Blue Cruise, is the better of the two. It drives as a human driver would, sends clear signals as to when it's safe to have your hands off the wheel, and lets you know when it needs you to take control with plenty of warning. Neither system is as good as GM's Super Cruise.Charging the F-150 Lightning and Rivian R1TThe biggest concern with an EV purchase is charging and range. Despite both trucks being comparable in battery size and range (130 kWh and 320 miles for the Ford, 133 kWh and 314 miles for the Rivian), we were initially apprehensive about the Lightning's peak charge rate of 150 kW against the Rivian's 220 kW. The slower your battery charges, the more time you spend tethered to a Level 3 DC fast charger while road-tripping.Despite the Rivian's initial higher charge rate, it underperformed at a 207-kW peak; the Ford overperformed (holding 172 kW) and was able to hang on to that higher rate for longer. The end result is that it took the R1T 44 minutes to go from 5 percent to 80 percent indicated state of charge, and the F-150 Lightning 50 minutes to do the same. However, neither result is particularly impressive in the big picture compared to the 350-kW charge rate capability of the Hummer EV pickup and upcoming 2024 Chevrolet Silverado EV. Here's hoping both truckmakers continue to improve their charge rates via over-the-air updates, as our long-term Rivian has already done once during its stay with us.Of note: The Ford F-150 Lightning offers vehicle-to-load capability—the ability to run power to your home—via an included 80-amp charger. Although this is a neat feature, we're skeptical of its utility given it will likely require most people to spend thousands of dollars on electrical upgrades to their homes, and early reports from owners on Ford's installation partner, Sunrun, are largely unfavorable.Software SweetsThe ways we interact with these two trucks is just as important as charging. In most internal combustion vehicles, it's fairly easy to ignore the automaker's included software suite and use your phone or apps via Apple CarPlay or Android Auto for most tasks, but in electric vehicles, the embedded software plays an outsized role in how the vehicle functions and how we use it.Digital natives will likely take to the Rivian's system. Operated via a large, Tesla-style 15.3-inch landscape display, the Rivian's system is snappy, responsive, intuitive, and feature-rich, with functions like a native Spotify app and a Pet Comfort mode. (Pet Comfort keeps cabin temps between 68 and 74 degrees while parked, provided at least 50 miles of range remain. It also displays a bold message indicating your critter is safe on the central screen.)It's also tremendously easy to deal with recharging; the Rivian offers up a dedicated charging screen that allows you to set its charge limit (70 percent for daily use, 85 percent for extended range, and 100 percent for road-tripping), schedule charge times for off-peak hours, and see live and historical charging information, like the current peak charge rate or kWh of energy dispensed. With how finicky Electrify America (the nation's largest fast-charging network) can be, that information can be the difference between a quick charge and a long one.Still, it's not perfect. The Rivian is overly reliant on soft buttons. Simple tasks in other vehicles, such as changing drive modes, are made complicated in the R1T as they require multiple taps and various menus to access and adjust. The most annoying are the fully digital HVAC vents, which turn something you can do in seconds with your eyes on the road in the Ford to a distracting, drawn-out affair.The F-150 Lightning is better in some ways but worse in others. Featuring the 15.5-inch portrait display from the Mustang Mach E (lesser Lightnings trade screen real estate for more hard buttons), the Ford's display has a volume knob and large, relatively easy-to-hit soft buttons. It lacks a pet mode (a feature we hope to see added via an OTA update), but it does feature some basic games, truck-specific apps like onboard payload scales, and Apple CarPlay and Android Auto—the latter two unlikely to be added to the R1T.Still, there's a lot of room for improvement with Ford's software. Ignoring the fact that the Ford's system is laggier to respond, we found there's far too much of its core functionality buried in menus—especially as it relates to charging information. It takes at least three swipes and taps to get to the Lightning's EV settings menu to view simple info such as the battery's current state of charge or to set a preferred departure time.More annoying, the Lightning defaults to 90 percent charge after every single charge, requiring an owner to menu surf and reset the charge limit to 100 percent each time they want a little extra range. On one occasion, we had a charging session set for 100 percent charge. When it failed at 88 percent, we had to unplug and plug the truck back in to start a new session, only for the Ford to stop the session a few minutes later at 90 percent, forcing us to run through the dance again. In addition, there's no way to view the vehicle's current charge rate or the amount of kWh dispensed during a session, though you do get a very brief look at the kWh consumed after a session concludes via a pop up that quickly disappears. (Ford's phone app—also not quite as polished as Rivian's—does at least allow you to view information from your past charges, excepting peak rates.)Which Truck Has the Better Interior?Although the R1T has a distinct software advantage on the Ford, the Ford has an equally big hardware advantage on the Rivian. Ripped straight out of conventional F-150s, the Lightning's cabin is positively massive, besting the smaller Rivian in every conceivable metric when it comes to outright passenger volume. It also beats the R1T when it comes to storage, featuring about a dozen cupholders, big door pockets, fold-away underseat storage in back, a flat floor, and a massive center console cubby, the lid of which folds out into a worktable. Some material pieces are too plasticky and flimsy for the Ford's price tag, but the Lightning is nevertheless a great place to spend time and get work done.Our feelings on the R1T's cabin are more nuanced. As far as vehicles go, it's attractively designed, built incredibly well, and features a lovely mix of colors and materials befitting the R1T's cost. It's not as roomy as the Fords's, but it's easily spacious enough for four adults and generally comfortable, though taller passengers complained of the rear seat-back shape. However, storage is lacking. There are but four cupholders in the entire truck, there's no glove box, the door pockets are small, and the deployable drawers in the front seats are really too narrow to be used for anything meaningful. That means the average-size center console and the wireless charging pad become the de facto places you pile all the stuff you accumulate while driving a pickup, like your phone, keys, wallet, gloves, or tools.Value and Verdict: Which Truck Wins?There's no dancing around the fact that both of these trucks are incredibly expensive for the average buyer. Technically speaking, our R1T Launch Edition long-termer is the cheaper of the two with its $76,875 as-tested price. Thing is, if you were to buy our exact same truck today, you'd be spending $96,250, as Rivian has increased prices of the R1T to make room for the upcoming dual-motor R1T variant, making it much less of a value than it once was.Despite Ford touting the F-150 Lightning's affordable $41,669 starting price, our F-150 Lightning Lariat Extended Range isn't exactly cheap, either, stickering for $80,839. We think the Lightning XLT is the better buy due to its similar equipment and interior quality levels, but shoppers are still looking at a $74,309 outlay for the cheapest F-150 Lightning Extended Range, about the price of the promised dual-motor R1T.We spent some time on both Ford and Rivian's configurators in an attempt to equalize our trucks' equipment levels and paint a clearer picture of the price differences between them. Losing just the optional all-terrains on our test F-150 but keeping the extended-range battery, spray-in bedliner, and Max Tow package would see the Ford's sticker fall slightly to $80,689. Using the R1T Adventure as our starting point (the cheaper R1T Explore doesn't have a premium audio system to match the Ford's Bang & Olufsen), we shed our R1T's all-terrain tires, off-road package, premium paint option, and power-operated tonneau cover but kept its optional full-size spare (standard on the Ford) and added the optional wall charger (standard with the big-battery F-150). That totaled up to $87,645, about $7,000 more than the Ford.So which is the better truck?Well, it's complicated, as they clearly target different buyers and there's not really a wrong answer here on an individual basis. In the Rivian's favor, it's the better tow rig, more engaging on pavement, and more capable off of it, and its software smooths the switch from gasoline to electricity. But the Ford drives nearly as well empty, tows almost as well, and has a far more functional bed and a roomier, more comfortable cabin. It also charges just about as quickly as the R1T while going slightly farther per charge. Ford's software team would benefit from a few months spent in the Rivian, but that's an easier fix than adding interior storage to the R1T.Given the teeter-totter battle in every other area, we then look to value. Is the Rivian $7,000 better than the Ford? For many shoppers, the R1T's superior off-road capability, on-road dynamics, tow capacity, lifestyle elements, and software will rightly win them over. But after carefully considering both trucks, the Ford F-150 Lightning offers up 90 percent of the capability of the R1T, similar charging performance, a better bed, and a more practical cabin—for slightly less money. So the Lightning takes this round by the hair of its chinny-chin-chin, but given how quickly software is changing our cars and trucks, we're already planning on revisiting this comparison in 12 months or so to see if it's still worthy of the crown.2nd Place: 2022 Rivian R1T Launch EditionPros: Silly fun to drive on the road, unstoppable off of it, advanced software and a premium cabin. Cons: Revised pricing greatly diminished value, there isn't much interior storage, underperformed in charging tests. Verdict: Even with this result, the Rivian R1T remains one of the best EVs on the planet. 1st Place: 2022 Ford F-150 Lightning Lariat Extended RangePros: Quicker and better to drive than any F-150 in history, huge cabin with tons of storage, robust charging curve makes road-tripping feasible. Cons: Its software suite needs refinement and deeper data, not quite as polished as the Rivian, still expensive. Verdict: The F-150 Lightning wins by the tip of a whisker—but this battle will continue to turn on over-the-air updates. POWERTRAIN/CHASSIS 2022 Ford F-150 Lightning Lariat (Ext Range) Specifications 2022 Rivian R1T Launch Edition Specifications DRIVETRAIN LAYOUT Front- and rear-motor, AWD 2x front- and 2x rear-motors, AWD MOTOR TYPE Permanent-magnet electric Permanent-magnet electric POWER (SAE NET) 580 hp 835 hp TORQUE (SAE NET) 775 lb-ft 908 lb-ft WEIGHT TO POWER 11.7 lb/hp 8.6 lb/hp TRANSMISSION 1-speed automatic 1-speed automatic AXLE RATIO 9.72:1/9.61:1 12.6:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, air springs, adj shocks; multilink, air springs, adj shocks STEERING RATIO N/A 15.2:1 TURNS LOCK TO LOCK 3.1 2.9 BRAKES, F; R 14.0-in vented disc; 13.8-in vented disc 13.5-in vented disc; 12.9-in vented disc WHEELS 8.5 x 20-in cast aluminum 8.5 x 21-in cast aluminum TIRES 275/60R20 115T Hankook DynaPro AT2 (M+S) 275/55R21 116H Pirelli Scorpion Verde Elect RIV (M+S) DIMENSIONS WHEELBASE 145.5 in 135.9 in TRACK, F/R 68.1/68.3 in 68.1/68.1 in LENGTH x WIDTH x HEIGHT 232.7 x 80.0 x 78.3 in 217.1 x 81.8 x 72.5-79.0 in GROUND CLEARANCE 8.4 in 7.9-14.9 in APPROACH/DEPART ANGLE 24.4/23.6 deg 34.0/29.3 deg (max) TURNING CIRCLE 48.0 ft 44.9 ft CURB WEIGHT (DIST F/R) 6,794 lb (50/50%) 7,143 lb (51/49%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.8/40.4 in 41.4/38.1 in LEGROOM, F/R 43.9/43.6 in 41.4/36.6 in SHOULDER ROOM, F/R 66.7/66.0 in 60.6/59.0 in PICKUP BOX L x W x H 67.1 x 65.2 x 21.4 in 54.0 x 55.1 x 18.3 in CARGO BOX VOLUME 52.8 cu ft 29.2 cu ft/14.3 cu ft (underbed) WIDTH BET WHEELHOUSES 50.6 in 50.2 in CARGO LIFT-OVER HEIGHT 36.7 in (open tailgate), 34.5 in (open frunk) 31.2 in (open tailgate), 40.2 in (open frunk) PAYLOAD CAPACITY 1,606 lb 1,760 lb TOWING CAPACITY 10,000 lb 11,000 lb TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.2 sec 0-40 2.2 1.8 0-50 2.9 2.3 0-60 3.8 3.1 0-70 4.9 4.0 0-80 6.2 5.2 0-90 7.9 6.5 0-100 9.9 8.1 PASSING, 45-65 MPH 1.7 1.5 QUARTER MILE 12.4 sec @ 106.9 mph 11.6 sec @ 110.8 mph BRAKING, 60-0 MPH 133 ft 126 ft LATERAL ACCELERATION 0.73 g (avg) 0.77 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.63 g (avg) 26.6 sec @ 0.68 g (avg) CONSUMER INFO BASE PRICE $69,269 $74,075 PRICE AS TESTED $80,839 $76,875 AIRBAGS 8: Dual front, front side, front knee, f/r curtain 8: Dual front, f/r side, f/r curtain BASIC WARRANTY 3 years/36,000 miles 5 years/60,000 miles POWERTRAIN WARRANTY 8 years/100,000 miles (battery) 8 years/175,000 miles ROADSIDE ASSISTANCE 5 years/60,000 miles 8 years/175,000 miles BATTERY CAPACITY 131 kWh Li-Ion 133 kWh Li-Ion EPA CITY/HWY/COMB ECON 78/63/70 mpg-e 74/66/70 mpg-e EPA RANGE, COMB 320 miles 314 mi RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now Now Show All
The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado is the most powerful midsize pickup you can buy. Granted, the old V-6 held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est) LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-212.7 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON TBD EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All
Do not go gentle into that good night, or anywhere at all. That's (probably) Dodge's internal motto. To wit: our sources tell us that a brand-new generation of V-8 powered, rear-wheel drive muscle machines are coming, and coming soon. Here you thought Dodge was going fully EV, and turning its back on the burning of gasoline. Not yet, bro! Yes, everyone knows that the current generation of Charger goes back to the year 2005 when it was introduced as a 2006 model, making the Dodge's bread and butter almost old enough to buy a gun. The Challenger went on sale in 2008. Both were updated in 2011. While the future is InEVitable, and there will be a time when electric cars will represent the bulk of new car sales in the U.S., that's still a decade (or more) off. In the meantime, Dodge is electing to make a little hay while the sun is shining. Meaning profits on the backs of many burnouts.Wait, Really?Yes, really. Dodge has said that fully 50 percent of its product portfolio will be BEV by 2030. That's only half of the lineup in 8 years. Until then, most of what Dodge sells will be internal combustion, and even by 2030, half will still burn gasoline. Dodge is reaching (or has long ago reached) the limits of what's possible with yee olde LD platform, which is actually a slightly refreshed-in-2011 LX platform, which as every single 14-year-old on the internet will tell you, dates to the 2002 era W211 E-Class and W220 S-Class, as if that's some sort of bad thing. DaimlerChrysler, remember? Let's not forget the 900-pound cash cow in the room: since 2006 Dodge has sold over 2,156,000 Chargers and Challengers, and that's not counting 2022. Don't forget, sales jumped in 2015 when the Hellcat models were introduced.What We Think We KnowA new, large Stellantis rear-drive platform is coming and can fit a V-8. This platform will be separate and unrelated to the EV skateboard chassis that will underpin other large Stellantis EVs. This vehicle architecture will underpin a new Charger, a new Challenger, as well as possibly a new Chrysler 300, and the next generation Maserati Quattroporte. Any chance a large Alfa Romeo 5 Series or 7 Series fighter could come along? Nope, as Alfa Romeo has announced its going all-EV by 2027. Opel? Vauxhaul? Could either of those brands get a gas-powered V-8 capable chassis. No clue, but hey, why not?The new Charger and Challenger will be lighter than the cars they replace, and they will handle better, if not much better. The designs are currently being finalized, so our sources haven't seen anything yet. We do hear that Dodge is aware that looks played a big part keeping both models alive for this long, so don't expect anything too radical. Expect ZF's ubiquitous (and excellent) 8-speed automatic to remain the transmission of choice, and of course for our friends in the Northeast there will be an AWD option.What About the Firepower?We don't know which engines specifically will show up in Dodge's new muscle cars, but you don't need to be a scientitcian to guess, with an asterisk. Currently, the 392 V-8 puts out 485 horsepower. Not bad for natural aspiration. However, Mopar's new 3.0-liter twin-turbo Hurricane I-6 pumps out "more than" 500 horsepower. It's a tough intellectual conundrum for the muscle car fan, take the less powerful V-8 or go with more power but fewer cylinders. We're betting that Dodge decides to offer two flavors of Hurricane I-6 (standard will be over 400 hp, high-output will again be over 500 hp) and save the V-8 for the all-powerful, all-profitable Hellcat variant. Figure 800 hp minimum for the next gen evil kitty.
If you've ever been to San Francisco, you know one of two things: the pain of getting a parking ticket or the nightmare of trying to find a curbside parking spot. Street parking in other major metropolises such as New York City and Los Angeles isn't much better, but surely those cities can't match this: A couple in San Francisco had parked their car in their normal spot at the corner of Union and Larkin Streets, something they had been doing for years, only to find a parking ticket—and a freshly red-painted curb. Whoever painted the fresh no-parking zone for the San Francisco Municipal Transportation Authority (SFMTA) even had to paint around the tire of their car, leaving an amusing (or infuriating) unpainted triangle on the curb.The story comes from an ABC7 sister station in San Francisco and it paints (no pun intended) a picture of a couple that has been wronged. It's rather understandable, too. From the images provided in the ABC7 report, the curb in question was so faded that one couldn't see that it was ever painted at all. Even worse, this curb has been this way for a very long time, with an image as far back as 2016 showing that the paint was just as faded as the image from 2020, and the day the couple parked in this spot.They say they never received a parking ticket until the day the SFMTA finally decided it was time to paint it. In fact, the painter had to paint around the tire that was turned into the curb, and there's now a blank spot in the paint where the tire was clearly sitting on the curb.One of the pair—who's dealing with chemotherapy on top of everything else—saw the ticket and the poor paint job and immediately contested it and contacted the news station. ABC7 then contacted the SFMTA and a representative said the ticket was issued before the spot was painted, according to their records. They even provided an image of the spot to show just how faded it was. With that evidence, you'd think the SFMTA wouldn't have issued the ticket because it was as faded as it was for over seven years, and they have evidence that the spot wasn't clearly marked until after it was painted.For now, the couple will have to wait up to 60 days to see if their ticket will be dismissed by the citations clerk or if it will be enforced. In the meantime, the couple have stated that this isn't the only challenge they've had with living in San Francisco—the husband had his catalytic converter stolen on another vehicle. They told the reporter that they're planning on relocating in the near future.
Although Subaru's stable swells with SUVs, its lineup of cars remains robust for the 2023 model year. The automaker, which is best known for its all-wheel-drive cars and SUVs, just overhauled the sporty BRZ coupe and WRX sedan for 2022. For 2023, the entire lineup carries over with minor changes, aside from the Legacy's fresh sheetmetal. Read on to see what updates have arrived for the 2023 Subaru cars lineup.Want to learn more about 2023 Subaru SUVs? Check out the changes here.