2023 Chevrolet Colorado

Almost a decade after the second-generation Chevrolet Colorado helped reinvigorate the market for midsize pickups, an all-new third-generation has arrived for 2023. The big rethink introduces a more angular exterior, a more modern, clean and simple interior and an all-new drivetrain dropped into a larger body. An extensive range of trims, starting with $30,695 Work Truck and capped by the off-road-oriented, $48,295 ZR2 aims to satisfy the vast majority of truck buyers in this class, though the Colorado lineup has been extensively streamlined.

Off-road enthusiasts and customers who tow regularly will likely lament the loss of the optional turbodiesel engine, already endangered in midsize trucks and now only seen on Jeep’s Gladiator. Gone as well are the extended cab, with its optional 6-foot bed, and the ZR2 Bison. Still, most buyers preferred the crew cab, and the diesel and Bison were slow sellers. The new truck is also materially improved in most respects and also features a new Desert Boss package on the ZR2 and a new Trail Boss trim that promises a more affordable off-roading experience.

Competition within the mid-size pickup segment comes largely from Toyota’s Tacoma, against which Chevy clearly benchmarked the Colorado. The Ford Ranger and the Nissan Frontier offer a similarly wide range of trims and price points, including the choice between two-door and four-door variants. The Honda Ridgeline and Jeep Gladiator come only as crew cabs and play to less traditional truck buyers. Both Toyota and Ford will launch new versions of their trucks for 2024 but in the meantime the Colorado now sets new market standards in terms of looks, performance and pricing.

While the basic design of the Colorado’s new 2.7-liter turbocharged four originally debuted in the Silverado in 2019, Chevrolet has tailored it specifically for the Colorado. The beefy engine can produce up to 310 horsepower and 430 pound-feet of torque in top “Turbo High Output” ECU tune, while the Work Truck comes with a lower-spec 237 hp and 259 lb-ft version that uses fewer sound deadening components and no oil squirters. Every other truck can be purchased along with a dealer-optioned ECU calibration for the desired power output—at a cost of only $395. 

Despite the new powertrain, the Colorado still uses a solid rear axle with leaf springs, rather than coil springs, but by truck standards it’s a smooth rider. The cab feels spacious from the front seats, though taller rear passengers will definitely have to ask those in front to scoot forward to make sufficient legroom. (There’s actually less legroom than before). On the outside, each trim level gets its own grille, while a nifty tailgate receives a measuring ruler, can prop open halfway for easier lumber hauling and can even optionally include a water-tight storage cubby. 

The Colorado now also takes a big step forward in terms of technology and safety features, with an 11.3-inch touchscreen featuring Google Built-In, as well as wireless Apple CarPlay and Android Auto. Unlike the Silverado, GM’s Super Cruise autonomous driving system isn’t available, but all Colorados do get the basic suite of Chevy Safety Assist standard even on base Work Trucks, with up to 10 camera views, a smartphone trailering app and off-road available as options. That’s a big improvement from years past and emblematic of how extensively improved this new Colorado really is.

Performance: 14/15

There’s only one basic Colorado engine now, with all three of the previous-generation model’s engines dropped. Power comes from the “L3B” 2.7-liter turbocharged four-cylinder previously seen in the Silverado 1500 and also used in the Cadillac CT4. With over 300,000 engines already in circulation courtesy of Silverado, reliability shouldn’t be a concern, but there are some design differences for the Colorado. Also, each trim’s performance level varies based on the choice of engine calibration. 

In the Work Truck, the base 2.7-liter ECU tune results in 237 horsepower and 259 pound-feet of torque and feels generally sufficient thanks to a quicker shifting, lighter weight eight-speed automatic transmission (internal code 8L45). Higher output ECU flashes on the higher trims get 310 hp and 430 lb-ft of torque, which is lots of power for this class. This requires the beefed-up 8L90 eight-speed automatic, which can handle more power but shifts more deliberately.

Regardless, optimized gear ratios and copious turbocharged torque make quick work of accelerating to highway speeds and overtaking, even up steep grades.

The decision to forego coil springs does mean some vibrations and jounce on rougher roads and through corners in the Colorado, though taut sway bars and shocks prevent almost any body roll. Precise, if not communicative, steering and ample brake bite allow for aggressive driving without impinging on daily comfort over long stretches of road. 

On fire roads and through dirt sections, the Trail Boss trim (complete with standard all-terrain tires) shines even in comparison to the higher-priced Z71, which focuses more on luxury cues for the casual off-roader. The Trail Boss and Z71 employ a rear limited-slip differential, while the ZR2 naturally receives fully locking front and rear diffs. The upcoming Desert Boss version should be a natural replacement for the departed Bison, and we’ve already seen it take fairly large desert-road jumps at speed.

Also, even without the old diesel, the new engine and beefy components allow for up to a max of 7,700 pounds of towing capacity—eclipsing the V6-powered Tacoma and Frontier at 6,800 and 6,720 pounds, respectively, and matching the Gladiator. Given the Gladiator’s max tow package restrictions and axle ratio, the Colorado will probably be a more pleasant daily driver when you aren’t towing.

Fuel Economy: 11/15

In addition to fewer engines, there are also fewer rear-wheel drive Colorados for 2023. Only the Work Truck and LT come as rear-wheel drive vehicles, and four-wheel drive (4WD) is optional on both. Since the engine is shared by all versions, these are the most miserly ones, and the EPA rates the rear-drive WT at 22 mpg combined (20 city and 25 highway), with the rear-drive LT coming in at 20 mpg combined (18 city, 23 highway). 4WD WT and LT models lose 1 mpg in each measure.

The Trail Boss and ZR2 fare worse, though the latter has not yet been rated by the EPA. Its all-terrain tires and heavier hardware mean a maximum of 18 mpg combined on the Trail Boss (17 city, 19 highway) which is behind the Ranger Tremor but about even with the Toyota Tacoma TRD Pro and Nissan Frontier PRO-4X. 

Overall, these are only mediocre numbers, although the Colorado compares okay to the Tacoma and Frontier and is only slightly shy of the Ridgeline. Critically, even the max-spec 310 horsepower and 430 pound-feet ratings are calculated using 87 octane pump fuel—Chevrolet does not expect owners to need to use high-test 91 octane. The Ford Ranger can do up to 22 mpg but gets better mileage across the board, and Jeep’s diesel Gladiator is now the mileage leader in the class at up to 24 mpg combined. It does cost considerably more than the Colorado, however.

Safety & Driver Assistance Tech: 10/15

Neither the Insurance Institute for Highway Safety (IIHS) nor the National Highway Traffic Safety Administration (NHTSA) have yet tested the 2023 Chevrolet Colorado, which costs it some points in our evaluations. However, the redesigned Colorado has made huge strides on safety, and now comes with a vastly improved suite of driver-assist gear.

While Super Cruise (available on the Silverado) isn’t optional, the Colorado now comes with a competitive set of standard features for the first time. Forward collision alerts, forward automatic emergency braking with pedestrian detection, lane keep assist with lane departure warning, automatic highbeams and a following distance indicator are all standard. 

Every Colorado can also be equipped with more advanced features, including blind zone alerts, parking assist and rear cross-traffic alerts with emergency braking (part of a $505 Safety Package) and adaptive cruise control, part of a $950 Technology Package that also brings surround-view monitoring and rear pedestrian detection. In previous years, almost none of this gear was available at all, and what was available was not standard.

The Colorado’s surround-view uses up to 10 different camera views accessible on the 11.3-inch touchscreen, Chevy’s trailering app and even an underbody camera available on the Z71 and ZR2 as off-road driver aids. Chevrolet largely prioritized ease of use with physical switchgear but a major nit to pick emerged when turning on the headlights, which requires diving into two menu screens on the infotainment screen.

Comfort & Room: 11/15

The Colorado’s all-new interior prioritizes horizontal lines and open spaces, creating a welcoming cabin for driver and front passenger seat occupants. Both leather and cloth-upholstered seats feel soft enough for daily life but rugged enough for a long service life, with plenty of leg and headroom. The new generation also scoots the Colorado’s gear shifter to the right, making way for a driver mode and 4WD selection dial on the center console—all of which create the impression of more space.

Rear passengers will need the front seats scooted forward to have any semblance of legroom, however. Somewhat mysteriously, the 2023 Colorado’s spec sheet actually shows less backseat legroom than in 2022 (34.7 inches to 35.8), despite the truck having a 3.1-inch longer wheelbase than before. That puts it in even contention with the Ranger and Frontier, but it’s still quite a bit more spacious than the Tacoma. The Cabin’s wide-open layout also belies the on-paper dimensions.

The Gladiator and Ridgeline both offer much more room in back, so they’re worth a look if you’re regularly hauling tall passengers.

Infotainment: 15/15

A combination of Google Built-In and wireless Apple CarPlay and Android Auto makes the Colorado a clear favorite in the segment. Even without a smartphone connected, the 11.3-inch touchscreen’s user interface is intuitive, clear and easy to use, while an optional Bose sound system adds premium audio to higher-trim trucks.

Behind the steering wheel, Chevy also includes a solid selection of gauges and readouts in the digital instrument cluster: oil temperature and pressure, coolant temperature, a digital speedometer and tachometer, as well as off-road-specific gauges for pitch and roll, transfer case gear selection and steering angle on the better-equipped trucks. Toyota, Ford and Nissan will need to make large strides to keep up with the new Colorado in their next-generation trucks. 

Cargo Space & Storage: 12/15

Since the vast majority of buyers were choosing crew cabs and short beds on the previous-generation Colorado, Chevrolet decided to offer only that configuration in the third-gen model. The bed measures 61.2 inches long and compares well to the beds of the Frontier and Ranger on size. A nifty tailgate that can unfold halfway allows for easier lumber storage by matching the load level with the in-bed wheel arches. 

Inside, plenty of cupholders and a generous center console compartment maximize storage options, though the glovebox is on the smaller side. Using the folding rear seats for additional storage adds to the Colorado’s capacity. However, pickup buyers who plan to carry larger payloads will want to look at the Tacoma’s 6-foot bed or the Frontier’s optional 73.3-inch bed that is available on both King and Crew Cab trucks.

Style & Design: 9/10

By benchmarking against Tacoma and taking style cues from Silverado, the Colorado now sits head and shoulders above its competition. The Ranger’s somewhat anonymous looks can often seem nose-heavy due to a slanted hood and high centerline, while Toyota still styles the Tacoma with lines derived from the 2009 4Runner and even older Tacomas. It would be hard to match the butch looks of the Gladiator, but the Chevy looks much cooler than before.

Still, the Colorado’s wide hood and various grille designs can border on excessive, especially on the ZR2 which adds cladding and bull bars that look plastic (but are actually metal, the opposite of ideal). Trail Boss slots in as a happy medium, with a 3.4-inch wider track and a 2-inch lift compared to base trucks. Trail visibility over the wide hood, despite longitudinal humps, occasionally requires moving the driver’s seat forward and up.

Inside, the Colorado’s cabin is unquestionably improved and easily the most modern in the segment. Most of the others, even the new-in-2022 Frontier’s, seem years out of date in comparison.

Is the 2023 Chevrolet Colorado Worth it? Which Colorado is the Best Value?

Finding a happy middle ground within the Colorado’s five trim levels requires plenty of time speccing various configurations. There are five basic trims starting with the WT ($30,695 including a $1,495 destination fee) and rising through the LT ($33,095), Trail Boss ($38,495), Z71 ($41,395) and ZR2 ($48,295). 

Adding a selection of options packages on LT (notably the Technology and Safety packages) will probably satisfy most buyers, while an entry-level Trail Boss with only one or two packages—to add ventilated leather seats, for example—probably bridges the gap between budgetary priorities and a solid combination of looks and capabilities. The Trail Boss’ additional wheel travel, 2-inch lift, higher power output and all-terrain tires mean it compares very favorably on price to the Ranger Tremor and Toyota Tacoma TRD Off-Road, even if isn’t as hard-core as the ZR2.

The Z71 adds fancier visuals, keyless entry and start, standard cruise control and in-bed power, but not really much more beyond the Trail Boss, so it’s probably better to spend the difference on a well-equipped Trail Boss.

At the top of the range, the ZR2 Desert Boss package includes all the four-wheeling fun of a 3-inch lift, multimatic DSSV dampers, beadlock wheels and a lightbar. We haven’t fully tested the ZR2 yet, but on price, it’s about even with the Tacoma TRD Pro and slightly higher than the outgoing 2023 Ranger Tremor, but still less than the Jeep Gladiator Rubicon or Mojave, at least before the Desert Boss package is added.

How Much Does it Cost to Insure the 2023 Chevrolet Colorado?

The Colorado’s insurance costs are about average relative to its competitors. According to our data, a typical 30-year-old female driver with a clean record can expect an average annual premium of $2,100 on a Colorado Z71, though this averages all 50 states. That compares to $1,947 for the Ford Ranger Lariat, $2,043 for the Toyota Tacoma TRD Off-Road, $1,950 for the Honda Ridgeline Sport and $2,050 for the Jeep Gladiator. To get a more accurate picture of your potential insurance expenses, visit our car insurance calculator.