2022 Volkswagen Jetta First Test: Is It Still a Bummer?

ford escape-plug-in-hybrid Full OverviewBefore hitting the test track, we decided to take our 2021 Ford Escape Titanium Plug-In Hybrid up to a local mountain ski resort town, mostly for the drive back. It's satisfying to watch the hybrid compact SUV's available range increase as the regenerative braking system recovers energy. The phenomenon is enjoyed frequently simply because one is on the brakes quite a lot on a winding road coming down from almost 7,000 feet of elevation.Everything was cool (excuse the pun) until the faint odor of overheating began to waft into the cabin. Our regen system was evidently working overtime, at which point we decided to let the engine and physics do most of the vehicle's slowing. Still, we managed to take the Escape's EV range from nothing to nearly 20 miles (out of 37 max) just by using the brake pedal. Neat.Fuel Economy and RangeOur Escape Titanium PHEV test model is the top trim of a three-model 2021 lineup that also includes less expensive SE and SEL trim levels. Ford also offers a standard, non-plug-in hybrid that makes the choice a little tougher if fuel economy is your main goal.The Escape PHEV returned an admirable EPA-estimated 105 mpg-e combined, which leads a burgeoning small SUV plug-in hybrid segment that includes among others the 2022 Toyota RAV4 Prime AWD (94 mpg-e combined), 2022 Hyundai Tucson PHEV AWD (80 mpg-e combined), and 2022 Subaru Crosstrek Hybrid AWD (90 mpg-e combined). Its mileage not unexpectedly surpasses the combined mpg of the regular Escape Hybrid, too, which came in at 41 mpg for the front-wheel-drive model and 40 mpg for the all-wheel-driver.Total range for the 2021 Escape PHEV is an EPA-rated 520 miles, and as mentioned earlier, all-electric range is 37 miles, which are both strong. But the 2022 RAV4 Prime—with its larger capacity 18.1-kWh battery and significantly bigger 14.5-gallon gas tank—beat that combined range by 80 miles. It also gets 5 more all-electric miles. The Escape's 14.4-kWh battery capacity and 11.2-gallon tank still help it get more total range than the Crosstrek Hybrid, which has the least amount of battery capacity of the foursome (8.8 kWh), and the Tucson PHEV, which has the smallest fuel tank (11.1 gallons).The Escape PHEV weighs at least 100 pounds less than the Toyota or the Hyundai and is only offered in FWD, two additional factors that help its efficiency—and help in other ways, as well. It gets its motivation from a 165-hp 2.5-liter naturally aspirated inline-four working in concert with an 83-hp electric motor to deliver a combined 200 hp.The RAV4 Prime and Crosstrek Hybrid have similar formulas, but the Toyota scales up while the Subie scales down. The RAV4 employs a 177-hp 2.5-liter inline-four and electric motors front and rear for a total of 302 hp and the Crosstrek uses a 137-hp 2.0-liter flat-four and two motors for a sum of 148 hp. The Tucson PHEV offers yet another method, a 180-hp 1.6-liter turbo-four for the front axle and electric motor for the rear developing a combined 261 hp. All except the Hyundai, which is outfitted with a six-speed automatic, are equipped with a CVT.What the Numbers SayBraking is one area where we see the Escape PHEV's mass working in its favor. In spite of a vague-feeling pedal, our test team found stopping power to be consistent, with the Ford SUV coming to a halt from 60 mph in an average of 123 feet, 4 feet shorter than the heavier Toyota. We have yet to receive test results for the Tucson PHEV, but a 2022 Tucson Hybrid AWD Limited we assessed averaged 129 feet.The Escape PHEV's steering was also unexpectedly communicative, especially for a modern hybrid FWD. That's where the Ford's dynamic strengths end, though."Power is just so-so, [and] as the laps added up, the [factory all-season] tires lost all sorts of grip, in both braking and on the skidpad," reports road test editor Chris Walton. Indeed, in our lateral acceleration and figure-eight tests, the 2021 Escape PHEV exhibited less grip than the 2021 RAV4 Prime and 2019 Crosstrek Hybrid, which was the last time we tested the current generation of each. As the plug-in Escape and RAV4 have similar setups and weight splits, suspension tuning and AWD traction likely also played roles.Straight-line quickness is also not the Escape PHEV's forte. It's swifter from 0-60 and through the quarter mile than the smaller, less powerful Crosstrek, but every hybrid is chasing the RAV4 Prime now. The Toyota snaps off 60 mph in 5.5 seconds and runs the quarter in 14.1 seconds at 98.7 mph, in each case more than two ticks quicker than the Escape. Our road test analyst Alan Lau put it succinctly: "[The Escape PHEV] is good off the line—and that's about it relative to the segment."What It's Like to Live WithFew shoppers will look at the 2021 Escape PHEV for driving pleasure. Practicality is the game here, and as the widest among small five-passenger SUVs, the Ford provides the most first-row space. But it's also not as long as the Tucson PHEV, which gives the Hyundai an edge in cargo space and rear passenger room.While the gas 2021 Escape is available in four trim levels, both the PHEV and Hybrid are pared to just three, the SE, SEL, and Titanium. Among the standard kit the range-topping model gets that the others don't are features like adaptive cruise control, a 12.3-inch digital instrument cluster, a 10-speaker audio system, and hands-free power liftgate. Our test vehicle also came in Rapid Red premium exterior paint and with the Premium package, which consists of embroidered floor mats, a head-up display, perforated leather, leather-wrapped steering wheel, panoramic roof, and a wireless charging pad. The 2022 Escape PHEV is a carryover except for three new exterior paint colors: Atlas Blue Metallic, Flight Blue Metallic, and Iced Blue Metallic.Poking around the cabin, we were slightly dismayed at the build quality in some spots. For sure, there is a lot of hard plastic, but that wasn't even the chintziest thing we found. The Escape PHEV's 12-volt battery is in the spare tire well under the cargo area floor and its execution seriously looks like someone did the relocating in their home garage. Furthermore, there's a noticeable gap between the steering column and the cowling beneath that's supposed to hide the wiring harness under the dash but doesn't.We might be picking nits, but if we were springing for the top model of any lineup, those are things that would give us pause. Fortunately, there wasn't much else beyond those details. The seats were comfortable, and the ride was smooth. The only way we could tell the powertrain was switching between gas and electric was by listening for the internal combustion engine's muffled hum. Otherwise, there was no sensation to tip us off.Driver controls were laid out sensibly, and the Escape PHEV's infotainment system was easy to figure out. Its automatic high-beam headlights were excellent on unlit mountain passes, and generally its driver-assist technology was unobtrusive and useful. In back, we appreciated how easy it was to fold the second-row seats and how they were nearly flat with the cargo area floor when folded.Before we handed the Escape PHEV's keys to our test team, we also went through the process of charging it up to see what that was like. It offers both Level 1 110-volt charging from a standard house outlet and Level 2 240-volt charging, which works with a high-output outlet like ones used for larger household appliances. We found a Level 2 public charger nearby, and after leaving the Escape plugged in for a tad over three hours, we got back 32 miles out of 37 in EV range.Had we left it plugged in for the full 3.5 hours we likely would've gotten a full charge. For comparison, Toyota claims its RAV4 Prime can charge in as quick as 2.5 hours on a Level 2, while both Hyundai and Subaru say the Tucson PHEV and Crosstrek Hybrid, respectively, can get a full charge on a Level 2 in about two hours.PricingThe base model 2021 Escape PHEV SE stickers for $34,320 and the Escape PHEV Titanium starts off at $40,130. When we added the $395 premium paint and $2,500 Premium package, that figure rose to $43,025.With the cost of the add-ons on our tester, the Escape PHEV still comes in under the range-topping 2022 RAV4 Prime XSE, which retails for $44,340, and the 2022 Tucson PHEV Limited, which retails for $43,775. At $36,770, the smaller 2022 Crosstrek Hybrid, which is offered in just one trim, undercuts them all except the base Escape PHEV SE, which is thousands less.VerdictThat trip up and down the mountain highlighted the plug-in Escape's strengths like its chassis' spryness and smooth ride (provided you don't push it too hard), its passenger space, and of course the strong fuel economy that a hybrid can return. Less impressive were its quickness past the launch, limited cargo space, and ubiquitous interior plastics.At its best, the Escape PHEV is the smart choice. You're saving money both on the front end and over time. It gives you everything you need, and on the range-topping Titanium considerably more. And as strange as this sounds, it's available all over the country (unlike the Subaru Crosstrek Hybrid, which is sold for dealer stock only in California at this time).But while the 2021 Escape Titanium PHEV is good in the areas that count, there is little to no premium-ness to this top trim. Even its jellybean shape is uninspiring and could use some harder edges. It's almost unfair that something as dynamically superior as the RAV4 Prime is in the same segment.That said, we don't think track testing results will make a ton of difference to most hybrid compact SUV shoppers. We do think a good deal will. And at the end of the day, if you're here to party in your small crossover, you better be ready to pay for it.Looks good! More details?2021 Ford Escape (FWD Titanium PHEV) SPECIFICATIONS BASE PRICE $40,130 PRICE AS TESTED $43,025 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson cycle DOHC 16-valve I-4, plus permanent-magnet elec motor POWER (SAE NET) 165 hp @ 6,250 rpm (gas), 83 hp (elec); 200 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,974 lb (58/42%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.5 x 74.1 x 68.6 in 0-60 MPH 7.7 sec QUARTER MILE 16.0 sec @ 91.6 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.60 g (avg) EPA CITY/HWY/COMB FUEL ECON 29/36/32 mpg (gas) 117/93/105* mpg-e EPA RANGE, COMB 520* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All

volvo c40-recharge Full OverviewProsFabulous design and detailingProvocatively quick accelerationMakes brake pedal almost obsolete ConsSupercar-esque rear visibilitySoftware needs polishingMediocre range and chargingLaunching to 60 mph in 4.2 seconds, the 2022 Volvo C40 Recharge electric SUV vaulted itself into a tie for the title of quickest Volvo ever. And this fastback crossover EV's acceleration never ceases to amuse. It reacts instantly to pressure on the go pedal, angling its grilleless front end slightly skyward as the motors hum happily along.But the C40 Recharge isn't the only electric SUV with sports-car-rivaling speed. The Tesla Model Y outperforms it in each of our testing criteria—and in criteria that matter greatly to everyday living. So why would the C40 Recharge be worth consideration in an expanding field of electric luxury SUVs? Simple: Because it's cool.Volvo's Second Electric SUV (Sort Of)What is the C40, anyway? Begin with the Volvo XC40, which went on sale in the United States for 2019 and quickly climbed to the top of our subcompact luxury SUV rankings. For 2021, Volvo revealed the XC40 Recharge, a battery-powered version of the XC40 and the first of many all-electric vehicles due from the Swedish brand. Then, following fashionable trends, Volvo reworked its conventional SUV to wear a sleek fastback roofline. The result is the C40 Recharge.Fundamentally, the C40 Recharge and XC40 Recharge are the same machine. Both are based on Volvo's CMA architecture and feature a battery pack with 75 kWh of usable capacity beneath the floor. In each, a dual-motor AWD powertrain spins out an impressive 402 hp and 487 lb-ft of torque. Although both recharge at a maximum of 150 kW, the C40 ekes out a slight range advantage, scoring 226 miles instead of 223 in EPA certification. The XC40 Recharge has a lower starting price, at $52,795, but equipping it in high-end Ultimate trim (the only trim offered on the C40 for 2022) brings it to within $600 of the C40. Both are currently eligible for $7,500 in federal tax incentives.Think of it this way: The C40 Recharge is to the XC40 Recharge what the BMW X4 is to the X3 or the Audi E-Tron Sportback is to the E-Tron. However, the XC40 can be had with either gasoline or electric power. The C40 Recharge is exclusively an EV—if you want its good looks, you have to go electric.Statement- (and Sale-) Making StyleIndeed, design is a primary selling point for the C40, and starting with the XC40 could only mean great things for its vogueish adaptation. The sleek greenhouse contrasts against chunky lower body panels, all hunkered down on aero-emphasizing 20-inch wheels. Its unique headlights and taillights perform an LED animation whenever it's locked or unlocked. Aerodynamic elements at the top and bottom of that raked rear glass add a touch of sportiness.Aesthetic allure persists inside the C40, which alters the XC40's attractive and functional cabin with a few key enhancements. That's not leather on the steering wheel or suede on the seats; the C40's materials are entirely animal-free, but they look and feel convincingly upscale. Our test car's cosmopolitan blue carpeting perfectly matched its exterior paint. An especially stylish detail is the trim panels, which are formed to resemble the topography of Sweden's Abisko National Park. At night, backlighting shines through them at varied brightnesses, creating an ambiance quite unlike any other car's.As an artistic exercise, the C40 succeeds, standing out with its sculptural stance and delightful flourishes. Even better, it's really fun to drive.A Very Unassuming DragsterAs stated above, the C40 is rapid. In acceleration testing it's essentially even with XC40 Recharge, hitting 60 mph in 4.2 seconds, 100 mph in 10.6 seconds, and the quarter mile in 12.8 seconds at 109.0 mph. It whooshes from 45 to 65 mph in just 1.9 seconds. These results are shockingly similar to certain V-8-powered muscle cars.Out and about, the C40's driver has a sensation of imperious power that belies the SUV's style-centric image. Its accelerator pedal is ultraprecise, letting you zip ahead instantly with just a few millimeters of foot movement. Some EVs dampen accelerator response for smoothness, but the C40 seemingly doesn't, giving it an extremely linear, almost raw feel. Don't take this to mean that it's difficult to drive the C40 normally, though. Any challenge to that lies with your self-discipline, not the pedal's programming.Accelerator is perhaps a misnomer for the right-side pedal, as it so effectively controls deceleration, too. When one-pedal drive mode is engaged, you can subtract speed with exactitude by relaxing your ankle. Doing so activates the motors' regenerative braking effect, converting kinetic energy into deceleration while sending charge back to the battery. With how intuitive it becomes, and that it can bring the C40 to a complete stop, pushing the brake pedal becomes a rarity. If you do, you'll find it firm and strong. Even so, we recorded a 125-foot stop from 60 mph, longer than the 118-foot distance posted by the XC40 Recharge.Given that both Volvos roll on identical EV-spec Pirelli tires, high track temperatures that test day were a likely culprit in those and other performance discrepancies.The C40 averaged 0.78 g on the skidpad, while the XC40 Recharge held on to 0.84 g. Both went around the figure eight in 26.3 seconds, at 0.72 and 0.70 g average, respectively. On the road, the C40's handling is dialed more toward simplicity than involvement; its steering is light and a bit dull. Despite suspension tuning on the firmer side, it's generally comfortable and retains a solid, planted feel, aided by its low, heavy battery pack.Here's the thing, though: The Tesla Model Y—in many ways, still the EV SUV benchmark—outperforms the C40 across the board. However it's configured, it's quicker to 60, stops shorter, and holds the road better. Comparing their battery capabilities further dims the value of the Volvo.Looks Only Go So FarEven if you have the ability to charge at home, the C40's 226-mile range rating isn't competitive when you consider the Model Y Long Range can cover more than 100 additional miles. Its 150-kW charge rate is slow, too, now that rivals like the Genesis GV60 can absorb electrons at 235 kW. These factors shouldn't deter you entirely, but carefully consider how you'll use this EV. Last year, Volvo was able to boost the XC40 Recharge's range from 208 miles to 223 using only a software update, so it's possible that eventually even more miles could be coded in.Hopefully, other over-the-air updates will address the software bugs we experienced on our C40 test car. At different times, a tire pressure warning wouldn't reset, the backup camera wouldn't come on, and only the rear doors would unlock. There's also the matter of its Google-designed infotainment, which has useful functionality and voice-recognition capabilities but doesn't react as quickly as other automakers' systems or your smartphone.The C40's hardware—that is to say its very shape—creates compromises, too. Maximum cargo capacity is 49.0 cubic feet, down from the XC40 Recharge's 57.5-cubic-foot measurement. Visibility through the raked rear window is more problematic, in that it's terrible. We're surprised that a company as safety-focused as Volvo would sign off on letting its customers drive with such a limited view of what's behind; the C40 is a perfect candidate for a digital rearview mirror. At least the C40's standard blind-spot monitoring works well, as do its other driver assist systems.Too Cool to CareFinite differences in specs or our test data aren't what'll sell a person on the C40. The reason to choose this EV over any other—ones that go farther, carry more, or perform better—is because of the experience it delivers. Unlike some of its competitors, C40 is not a prosaic zero-emissions mobility appliance. With its great looks, funky interior, and frisky road manners, there's no getting bored of the C40. This small electric SUV is too cool for that.Looks good! More details?2022 Volvo C40 Recharge Twin Specifications BASE PRICE $59,845 PRICE AS TESTED $60,540 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 201 hp (fr), 202 hp (rr); 402 hp (comb) TORQUE (SAE NET) 243 lb-ft (fr), 243 lb-ft (rr); 486 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 4,742 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.8 x 73.7 x 62.8 in 0-60 MPH 4.2 sec QUARTER MILE 12.8 sec @ 109.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.72 g (avg) EPA CITY/HWY/COMB FUEL ECON 94/80/87 mpg-e EPA RANGE, COMB 226 miles ON SALE 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