Ward's
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Quote:
The extended-cab ZR2 tested here featured GM’s 2.8L turbocharged 4-cyl. diesel engine (LWN) mated to a Hydra-Matic 6L50 6-speed automatic transmission. With the heart of a UFC fighter, it is hard to imagine a better engine for the ZR2 duty cycle. The low-end torque makes short work of low-speed driving along uneven terrain, and a sprint back to camp along the highway delivered 26.2 mpg (9.0 L/100 km). It would be great choice for weekenders pulling an RV or small boat to the trailhead.
But the diesel unit adds $3,500 to a truck already carrying a starting price of $40,000 with GM’s excellent, if not as grunt-worthy, 3.6L gasoline direct injection V-6 (LFX) paired to a Hydra-Matic 8L45 8-speed automatic transmission.
The heavy-duty hardware of the ZR2 adversely affects the EPA-rated fuel economy of both models, but then so does spinning around the mud all day, and there are few trucks better than the Colorado ZR2 to get your boots dirty with.
More pics
Quote:
The extended-cab ZR2 tested here featured GM’s 2.8L turbocharged 4-cyl. diesel engine (LWN) mated to a Hydra-Matic 6L50 6-speed automatic transmission. With the heart of a UFC fighter, it is hard to imagine a better engine for the ZR2 duty cycle. The low-end torque makes short work of low-speed driving along uneven terrain, and a sprint back to camp along the highway delivered 26.2 mpg (9.0 L/100 km). It would be great choice for weekenders pulling an RV or small boat to the trailhead.
But the diesel unit adds $3,500 to a truck already carrying a starting price of $40,000 with GM’s excellent, if not as grunt-worthy, 3.6L gasoline direct injection V-6 (LFX) paired to a Hydra-Matic 8L45 8-speed automatic transmission.
The heavy-duty hardware of the ZR2 adversely affects the EPA-rated fuel economy of both models, but then so does spinning around the mud all day, and there are few trucks better than the Colorado ZR2 to get your boots dirty with.