1986 Acura Integra Rewind Review: The Extraordinary Car That Became Ordinary
A Definitive End to the Malaise Era
Inside the 1986 Acura Integra: Like, Totally Tubular!
The Engine of Tomorrow, Today
Back in the '80s, the Integra's 16-valve 1.6-liter engine really turned our heads. It's easy to chuckle at the oversized DOHC PROGRAMMED FUEL INJECTION decal on the Integra's flanks, but in 1986 this was exotic stuff. Detroit's four-cylinder engines were awful eight-valve lumps that were only just beginning to be tamed with throttle-body fuel injection, a cheap single-injector assembly bolted into the same spot as a carburetor. Even Honda, already known for the best four-bangers in the biz, still offered only single-cam 12-valve engines, all with carburetors (with fuel injection as a new-for-1986 option).
Of course, MotorTrend was no stranger to two-cam multi-valve heads; we tested plenty of European supercars, but to see such exotica on a reasonably priced car was a novelty. Same for multi-port fuel injection, which in 1986 was only just making its first appearance on Chevrolet's Corvette and IROC-Z. To see such hardware put together with Japanese precision and refinement, though, was something new, even for us.
"The Integra's four-valve-per-cylinder 1.6-liter engine proved much more than anticipated," we wrote, "with a blend of flat-torque-curve power-on-demand, quick throttle response, and effective NVH (noise, vibration and harshness) damping unsurpassed in engines of its kind on the market today."
In the muscle-car '60s—not too distant in 1985's rearview mirror—1-horsepower per cubic inch was the Holy Grail. The Integra drew a righteous 113 horsepower from a mere 97 cubic inches, this at a time when GM's 231-cid (3.8-liter) V-6 only delivered 110. We clocked the then-new 1986 Acura Integra to 60 in 8.9 seconds, just 1.8 seconds behind a 1985 Ford Mustang GT.
The Engine of Yesterday, Today
Today we're driving this classic Integra amid fast-moving Los Angeles traffic, and it's a struggle. We're trying to keep up with KJ Jones from MT's Truck and Off-Road Group in his Banks-enhanced Chevy Colorado, and we need every last bit of the Integra's 99 lb-ft of torque. This example has 168,000 miles on the clock and feels appropriate for her age. But Jones knows where we're going and we don't, so museum piece or not, we've no choice but to flirt with the Integra's near-7,000-rpm redline. At least that's our excuse because we like pushing the Integra—and the Integra likes being pushed.
With any luck, you are too young and/or fortunate to have driven a four-cylinder car in the early '80s. Trust us, they weren't great, with low and feeble torque peaks concentrated at low or mid revs. Few Americans had experienced anything like the Integra's engine, it's thin low-end torque gradually building and building before surging at 4,000 rpm into a crescendo of power delivered all the way to its exotically-high 6,700-rpm redline—and all the while accompanied by a wonderful sonorous snarl. Today's drivers might say, "So what? That's how every engine drives!" Sure, today they do—and we have the Integra's influence to thank for it.
The Correct Tire Transforms the 1986 Acura Integra
Believe it or not, in our original 1986 test report we complained about the Acura Integra's handling, fixing blame on its Michelin MXV tires which put low limits on the Integra's grip for both turning and braking. (Back in those days we had to modulate brake lock-up in panic stops; there was no ABS to do it for us.) "It was as if the chassis dynamics were tuned to a much more high-performance set of tires," we wrote, "only to be replaced at the last minute." We surmised that better rubber would make the Integra a handling gem.
Thirty-five years later, our supposition is confirmed. Our classic Integra's 14-inch aluminum wheels are fitted with a modern set of Falken Azenis RT660s, and the car is masterful. Out on one of our favorite curvy roads, it simply refuses to relinquish its grip on the pavement. The suspension—struts and torsion bars up front, twist-beam in the back—keeps body motions under control, and despite a complete lack of electronic stability control, the Integra never does anything sudden or scary. The steering reminds us why people miss hydraulic assist; it feels alive and chatty with feedback. The effort to turn the tiller is light, and yet the power assist is dialed back enough that you almost forget it's there at all. If a brand-new car drove like this 35-year-old Acura, we'd have nothing to complain about.
Lost in Time
And that, right there, is the conundrum we face in writing about this classic 1986 Acura Integra in modern times. Not long ago we drove another classic Honda, the foundational first-generation Accord, and there was no mistaking it was a disco-era relic. The timeline is a mind-bender: Only eight years separate that Accord from this Integra. Meanwhile, the time gap between the Integra and modern cars is more than four times as long. And yet it feels like 35 years separate the original Accord and this original Integra, which surely can't be more than a decade older than modern day cars, tape deck and gnarly upholstery notwithstanding.
We understand why. In the wake of the Acura Integra's introduction, the 16-valve, dual-overhead-camshaft, multi-port-injected engine would become the industry standard, reigning right up until the recent adaptation of turbochargers, direct injection, and electrification. Detroit would give up its ribbon-style speedometers and one-finger-light power steering to better emulate the Integra. Thanks to Acura, upscale cars would soon be judged not by their size but by their performance, agility, and build quality.
Indeed, Honda, Toyota, and the other Japanese automakers fundamentally changed what American automobile buyers wanted, and the 1986 Acura Integra was the car that pointed the way. And so, we can forgive this three-and-a-half-decade-old classic for feeling ordinary. After all, it defined what ordinary would become.
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We're at the end of an era for luxury sport compact sedans. The segment that BMW invented with the 1986 M3 has long embraced change. The little four-cylinder homologation specials that matured the segment beyond icons such as the 2002 eventually became V-8-powered cruise missiles in the early '00s. The engines have since downsized to forced-induction sixes as times changed, and with nearly every automaker now promising to electrify their lineups in the near future, we're witnessing yet another transition. But thanks to cars such as the new 2022 BMW M3 Competition and 2022 Cadillac CT4-V Blackwing, the internal combustion luxury sport compact sedan is going out with a bang.Spec RundownPitting the M3 Competition (the top dog of the M3/M4 lineup) against the CT4-V Blackwing (effectively a reskinned ATS-V) may seem like a mismatch, but there's a method to our madness. The ATS-V, despite never winning a comparison test, had always been one of our favorite vehicles in the segment. The new CT4-V Blackwing, simply put, makes the ATS-V better. Its 3.6-liter twin-turbo V-6 gets a small output boost, now churning out 472 hp and 445 lb-ft of torque, and it's paired with an optional quick-shifting 10-speed automatic (a six-speed manual is standard). It's also crucially fit with the latest generation of MagneRide dampers, and well, that's really about it. Prices start at $59,900, but the CT4-V Blackwing you see here stickers for $80,235.With 473 horsepower and 406 lb-ft of torque spilling forth from its 3.0-liter turbocharged I-6, the standard M3 seems to be an even matchup for the Cadillac. Except when we drove the latest manual-equipped M4 (the two-door version of the M3) back to back with the CT4, it was no competition—the Caddy was just plain better to drive. More fun, more planted, and more capable, it made the M4 feel like a midgrade M440i. So, with an M3 Competition on hand and in the interest of making things, well, interesting, we decided the M3 Competition would take the M4's place.The Competition turns the wick up a bit on the basic M3/M4 formula. Thanks to more boost and upgraded cooling, output rises to 503 hp and 479 lb-ft of twist. To make the most of the newfound power, BMW equips the Competition with an eight-speed automatic, and on our test car, defeatable all-wheel drive (meaning you can force it into a rear-drive-only mode). Prices for the M3 start at $70,895, while the all-wheel-drive M3 Competition xDrive starts at $77,895. A good chunk of our M3 Competition xDrive's $108,545 sticker is eaten up by optional M carbon-ceramic brakes ($8,150) and the dividing (literally) M Carbon bucket seats ($3,800), though the vast majority of the options on our test car are inconsequential cosmetic and luxury options.Hitting the RoadAlthough the outright performance of both the CT4-V Blackwing and M3 Competition is what will get buyers into showrooms, how they drive in the real world is what will sell them. So let's ignore the numbers, shall we? May the most fun-to-drive car win—because after all, "fun" is what this segment is all about.Riding on GM's rear-drive Alpha platform, the Cadillac is, as senior features editor Jonny Lieberman puts it, "a stud." Aided in part by the latest MagneRide dampers and more accessible Performance Traction Management (PTM) modes (now handily operable via a switch on the steering wheel instead of buried in fiddly menus), the CT4-V Blackwing shines on a good back road. Steering is quick and communicative; the chassis feels light, poised, and well balanced; and the car is damn near impossible to upset. The Cadillac's brakes are worthy of praise, too. Despite lacking fancy (read: expensive) carbon-ceramic brake rotors, we are enamored by the steel rotors' stopping power and the CT4's brake tuning. "Makes the M3 Competition feel like it has 320i brakes," features editor Scott Evans said. "Immediate bite, perfect modulation, and it stops so much harder than the BMW."If the Cadillac has a weak spot, its low-revving V-6 is a good candidate. We weren't taken with this engine back when it first appeared under the hood of the ATS-V, and the addition of 8 extra horsepower hasn't made it any better. That's not to say the CT4-V's powertrain is bad. The twin-turbo V-6 is punchy and delivers a broad torque curve, while the 10-speed auto is among GM's best performance automatics yet, with quick, decisive up- and downshifts, and bang-on tuning for hard driving. It's just so … incredibly uninspiring, with a dull, flat exhaust note and a relatively low 6,500-rpm redline. A naturally aspirated V-8—like the one currently available in the CT4's Chevrolet Camaro SS 1LE platform mate—would do much to wake the CT4-V Blackwing up.The M3 Competition, on the other hand, feels as if its "engine runs on Tannerite," as deputy editor Alex Stoklosa puts it. The Bimmer is explosively powerful and gloriously unhinged. Capable of revving to 7,200 rpm, the M3's inline-six feels like a Minuteman missile on a hair trigger, throwing its power down so violently that we question its 503 horsepower rating.But the M3 is more than just an underrated engine. In a welcome change of pace from modern BMWs, steering is quick, and feel is light but direct. The all-wheel-drive system is impressively neutral, too, helping tame the manic engine without negatively impacting steering feel. "The chassis feels very balanced front to rear," Stoklosa said, "and I found it very easy to transition between over/understeer. It's supremely easy and satisfying to meter out just enough throttle to tuck the nose in or kick the M3 into a controllable, easily placed slide."Still, it's not all roses for the BMW. For starters, there are way too many adjustable settings in the M3 and no easy way to cycle through them while on the move; it is much easier to find your Goldilocks setting in the Cadillac. Some editors found the BMW's carbon-ceramic brakes difficult to modulate smoothly when driving hard, though we were all impressed by their stopping power.Do Numbers Even Matter?With any car—but especially performance cars—it's really tempting to get bogged down in the numbers. Surely, they must tell us something, right? Honestly, though, they really don't in this particular case. There will always be cars that are quicker or faster than a BMW M3 Competition and Cadillac CT4-V Blackwing. These cars—among the last of their kind as we approach widespread electrification—are about the way they feel, the way they drive. The emotional response rises above other considerations.You're more than welcome to geek out over performance numbers by scrolling down to the chart at the bottom of the page, but spoiler alert: The more expensive, more powerful, grippier M3 comes out ahead in all of our instrumented tests. But again, in this particular case, so what?Which Car Is Best?When it comes to picking the winner, ignoring everything but the way these vehicles make us feel when unleashed on our favorite roads, the BMW M3 Competition earns the victory. The Cadillac CT4-V Blackwing is a fantastic riding and handling car that's ultimately held back by an uninspiring engine and a general lack of fireworks. The M3 Competition, on the other hand, is everything we're going to miss about internal combustion—loud and unapologetic but also an absolute joy to drive. It's an engaging and organic powder keg and a return to form for BMW. Just a shame about that nose, no?2nd Place: 2022 Cadillac CT4-V BlackwingPros: Well-balanced chassis with great handlingSuperb brakesRelatively cheapCons: Uninspiring engineCould handle more powerBoring exhaust note1st Place: 2022 BMW M3 CompetitionPros: Unhinged engineTransparent all-wheel-drive systemExceptional steeringCons: PriceyCarbon-ceramic brakes aren't worth the upgradeIt's quite rough to look atPOWERTRAIN/CHASSIS 2022 BMW M3 Competition (xDrive) Specifications 2022 Cadilac CT4 V Blackwing Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD ENGINE TYPE Turbo direct-injected DOHC 24-valve I-6, alum block/head Twin-turbo direct-injected DOHC 24-valve 60-degree V-6, alum block/heads DISPLACEMENT 2,993 cc/182.6 cu in 3,564 cc/217.5 cu in COMPRESSION RATIO 9.3:1 10.2:1 POWER (SAE NET) 503 hp @ 6,250 rpm 472 hp @ 5,750 rpm TORQUE (SAE NET) 479 lb-ft @ 2,750 rpm 445 lb-ft @ 3,500 rpm REDLINE 7,200 rpm 6,500 rpm WEIGHT TO POWER 7.8 lb/hp 8.2 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 15.0:1 11.6-15.5:1 TURNS LOCK-TO-LOCK 2.0 2.2 BRAKES, F; R 15.7-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.0-in vented disc; 13.4-in vented disc WHEELS, F;R 9.5 x 19-in; 10.5 x 20-in, forged aluminum 9.0 x 18-in; 9.5 x 18-in cast aluminum TIRES, F;R 275/35R19 100Y; 285/30R20 99Y Michelin Pilot Sport 4S 255/35R18 94Y; 275/35R18 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 112.5 in 109.3 TRACK, F/R 63.7/63.2 in 60.5/60.5 in LENGTH x WIDTH x HEIGHT 189.1 x 74.3 x 56.4 in 187.6 x 71.4 x 56.0 in TURNING CIRCLE 41.4 ft 38.8 ft CURB WEIGHT (DIST F/R) 3,899 lb (54/46%) 3,888 lb (53/47%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.6/37.8 in 38.3/36.5 in LEGROOM, F/R 41.6/35.6 in 42.4/33.4 in SHOULDER ROOM, F/R 56.0/54.6 in 55.2/53.9 in CARGO VOLUME 13.0 cu ft 10.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.0 sec 1.5 sec 0-40 1.7 2.2 0-50 2.3 3.0 0-60 3.0 4.0 0-70 3.8 5.1 0-80 4.8 6.4 0-90 5.9 7.7 0-100 7.2 9.4 PASSING, 45-65 MPH 1.5 1.9 QUARTER MILE 11.1 sec @ 124.7 mph 12.4 sec @ 114.0 mph BRAKING, 60-0 MPH 105 ft 106 ft LATERAL ACCELERATION 1.03 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.89 g (avg) 23.8 sec @ 0.84 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $77,895 $59,900 PRICE AS TESTED $108,545 $80,235 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles FUEL CAPACITY 15.6 gal 17.4 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 16/24/19 mpg EPA RANGE (COMB) 281 miles 331 miles RECOMMENDED FUEL Unleaded premium Unleaded premium ON SALE Now Now Show All
toyota venza Full OverviewWhen we took delivery of our long-term 2021 Toyota Venza, we asked ourselves if luxury could be mainstream. With its upscale exterior design and polished interior, the Venza could easily be confused for a Lexus, but its attractive price says otherwise. After 12 months with us, the Venza delivered comfort and luxury in a compelling and affordable package.As a midsize two-row SUV, the Venza sits between the RAV4 and Highlander in Toyota's SUV lineup, but as a hybrid-only SUV, it plays a different game in its segment. Some of the competition includes the Hyundai Santa Fe, Kia Sorento, Volkswagen Atlas, Chevrolet Blazer, and Honda Passport, with every player tackling the segment in its own way. Whereas Toyota took the upscale hybrid approach, Kia and Honda opted for the rugged way, Chevy went a sportier direction, and Hyundai and VW went down a more mainstream path.At MotorTrend we make every attempt to live with these vehicles like you would so we can identify the things you need to know but might not uncover on a test drive. Our hybrid SUV served as the carriage for the newly expanded Loh family during an important visit to Sacramento, and it took us deep into Texas when we visited Big Bend National Park and Marfa on the way back to Los Angeles.We chose the XLE model, sandwiched between the LE and Limited in the Venza lineup, because it offers the most bang for your buck. With the SofTex package—a $510 option—we got heated and ventilated faux leather seats, which proved comfortable. The vegan leather was designed to hold less heat over traditional leather, something we appreciated during the hot summer days. The $2,050 Premium Audio package upgraded the 8.0-inch touchscreen to a 12.3-inch display with capacitive controls, navigation, and a nine-speaker JBL audio system. Although the big screen was a nice upgrade, the touch controls for the HVAC and screen were harder to operate over the traditional physical buttons; they were very sensitive, and we missed having knobs for the volume and radio tuning. All in, our Venza checked out at $39,735, a great deal considering its magnificent equipment.Although the Venza aced at its primary job, it wasn't perfect. Its hybrid powertrain—a 2.5-liter l-4 with three electric motors for a combined 219 hp—felt stressed at medium throttle input, loudly roaring when accelerating from a stop or when passing on the freeway. Its traction control system was also touchy—when going over a bump, rough pavement, or a steel plate and applying the brakes, the system would briefly cut power and lock the wheels. This didn't happen often, but I noticed it multiple times throughout the year.We also complained about its interior space and poor packaging given its size. The Venza is longer than the RAV4, yet it has less passenger and cargo space than its smaller sibling. Its cargo floor is too high, and its swoopy roofline and overall shape limit cargo space.Visiting the dealer was easy. Thanks to the Toyota Connected Services app, we were reminded when it was time to go in for service, and booking an appointment through the app was a breeze. Toyota's maintenance plan covers normal factory scheduled services for the first two years or 25,000 miles, so customers don't have to pay a penny. (We did have to, however, because our Venza was part of a fleet; we spent less than $200 over four visits.)Compared to other long-term two-row midsize SUVs, the Venza was inexpensive to maintain. Our 2015 Nissan Murano SL AWD cost $589.76 over the 12-month period it stayed with us. That's more expensive than the Venza or the $77.90 we paid for our 2018 Dodge Durango V-8 long-termer. Although we like the two-year complimentary maintenance, we'd prefer to visit the dealer less often; the Venza has scheduled services every 5,000 miles. We never had to visit the dealer outside of the maintenance schedule, though. We avoided any chips on the windshield, flat tires, or other unexpected surprises throughout the year.The few gas stops we made didn't go unnoticed. The Venza delivers 40/37/39 mpg city/highway/combined per the EPA—pretty good numbers for an SUV this size. We didn't quite hit those numbers on our average, but we weren't far off (35.1 mpg). Still, we saved money at the pump, which we appreciated as gas prices skyrocketed toward the end of 2021.Overall, our 2021 Toyota Venza long-termer delivered exactly what we expected it to. It's not necessarily a fun SUV to drive, and it isn't perfect, but it does a lot of things well. It's comfortable, it's full of upscale touches, and it comes at a great value—and plenty of people will be happy about that. Although its technology isn't top notch, it has enough to simplify some of your day-to-day commuting needs. And with incredible reliability and a Top Safety Pick rating from the IIHS, the Venza is quite an attractive package.Looks good! More details?POWERTRAIN/CHASSIS 2021 Toyota Venza XLE Hybrid DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE I-4, alum block/head, plus front/rear permanent magnet electric motors VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 151.8 cu in/2,487 cc COMPRESSION RATIO 14.0:1 POWER (SAE NET) 176 hp @ 5,700 rpm (gas), 118/54 hp (f/r elec); 219 hp (comb) TORQUE (SAE NET) 163 lb-ft @ 5,200 rpm (gas), 149/89 lb-ft (f/r elec) REDLINE NA rpm WEIGHT TO POWER 17.4 lb/hp TRANSMISSION Cont variable auto AXLE/FINAL-DRIVE RATIO NA SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 14.4:1 TURNS LOCK-TO-LOCK 2.6 BRAKES, F; R 12.0-in vented disc; 11.0-in disc, ABS WHEELS 7.0 x 19-in cast aluminum TIRES 225/55R19 99V Bridgestone Ecopia H/L 422 Plus (M+S) DIMENSIONS WHEELBASE 105.9 in TRACK, F/R 63.3/64.5 in LENGTH x WIDTH x HEIGHT 186.6 x 73.0 x 65.9 in GROUND CLEARANCE 7.8 in APPRCH/DEPART ANGLE 18.0/22.0 deg TURNING CIRCLE 37.4 ft CURB WEIGHT 3,818 lb WEIGHT DIST, F/R 56/44% TOWING CAPACITY Not recommended SEATING CAPACITY 5 HEADROOM, F/R 38.6/39.0 in LEGROOM, F/R 40.9/37.8 in SHOULDER ROOM, F/R 57.4/56.9 in CARGO VOLUME 55.1/28.8 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 0-40 3.6 0-50 5.2 0-60 7.1 0-70 9.3 0-80 12.0 0-90 15.2 0-100 — PASSING, 45-65 MPH 3.8 QUARTER MILE 15.4 sec @ 90.4 mph BRAKING, 60-0 MPH 122 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH NA rpm CONSUMER INFO BASE PRICE $37,175 PRICE AS TESTED $39,735 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 8: Dual front, front side, f/r curtain, driver knee, passenger thigh BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 10 yrs/150,000 mi (battery), 8 yrs/100,000 mi (hybrid sys) ROADSIDE ASSISTANCE 2 yrs/25,000 miles FUEL CAPACITY 14.5 gal + 0.93 kWh battery EPA CITY/HWY/COMB ECON 40/37/39 mpg RECOMMENDED FUEL Unleaded regular Our Car SERVICE LIFE 12 mo / 19,583 mi BASE PRICE $37,175 OPTIONS Premium Audio with Dynamic Navigation and JBL ($2,050: 12.3-in touchscreen, HD radio, 9 speakers including subwoofer, amplifier, 1 USB and 1 aux media ports, 3 additional USB charge ports, hands-free phone capability and Android Auto, Apple CarPlay, and Amazon Alexa compatible, SiriusXM with 3-month trial, SofTex Package ($510: Perforated seats, heated and ventilated front seats, eight-way power-adjustable driver's seat with memory and power lumbar support, four-way power-adjustable passenger's seat, heated leather-trimmed power tilt/telescopic steering wheel PRICE AS TESTED $39,735 AVG ECON 35.1 mpg PROBLEM AREAS None MAINTENANCE COST $0 (2- tire rotation, inspection; oil change) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $32,600 (82%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years 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 213.0-213.2 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
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