The optional engine, called Vortec 3500, is an inline-5. It's an unusual configuration for a U.S. vehicle, but German automakers have been using them for years. Mercedes-Benz offered five-cylinder diesels in the '70s, and Audi's premier engine was in inline-5 from 1977-91. More recently Volvo has adopted the straight-five idea. All of these engines produce a distinctive, siren-like sound at full throttle, and so does the five-cylinder Colorado. At cruise, however, GM's five-cylinder is quiet, and there's no indication that it's anything out of the ordinary. If you like inline-6 engines better than V6s, then you'll like the inline-5. It's much more responsive than the four-cylinder and delivers quicker acceleration. It's also smoother.

The five-cylinder Vortec 3500 delivers 220 horsepower at 5600 rpm and 225 pound-feet of torque at 2800 rpm. That's more power but less torque than the optional V6 on the old S10. On the other hand, the Colorado's inline-5 sustains that torque level over 90 percent of its rev range, good when hauling heavy loads or towing trailers. Recommended fuel is 87 octane regular and it's rated 19/25 mpg (manual 2WD). Maximum towing load for the Colorado with the five-cylinder engine and automatic transmission is 4000 pounds, almost 2000 pounds less than a V6 S10.

Both the 2800 and 3500 were derived from the Vortec 4200 inline-6 used in the Chevy Trailblazer. They simply lopped cylinders off the six to get the five and four. All of these engines feature all-aluminum construction, yielding improved performance and fuel economy, with less weight to haul around, and improved cooling. Efficiency and power are increased by dual overhead camshafts with four valves per cylinder, plus electronic (drive-by-wire) throttle control, variable exhaust timing and a 10:1 compression ratio.

Driving a standard Colorado with the Vortec 3500 proves that Chevy made the right decision. By sacrificing some towing capacity, GM engineers were able to reduce the rear spring rate and otherwise tune the suspension for a smooth ride, and that's really evident in the Colorado. On a washboard dirt road the rear end isn't bouncing around like a Polynesian hula dancer's grass skirt. It's the front end that feels firmer. Colorado still rides like a truck, but it isn't nasty about it.

With your right foot to the floor, an unladen Colorado zips up to traffic speed, the Hydra-Matic 4L60-E four-speed automatic clipping off shifts smoothly enough to be unremarkable. But goose it on loose gravel or dirt, and the traction control system shuts down the power and the Colorado bogs. That's not important except when trying to merge into fast-moving traffic from a pebbly roadside. The traction control override button, located high on the dash, can be used in such a situation. In snow, however, the traction control should help in taming the pickup's lightly loaded rear end.

The front disc/rear drum brakes are big and meaty and certainly should be enough for any load the Colorado is allowed to carry. The suspension is firm enough to handle hard stops on pavement without drama. The ABS does its job neatly, keeping the truck in line even when slamming on the brakes on a gravelly road.

The Z71 models ride well for a pickup with an off-road suspension. We haven't driven it off road.

The ZQ8 sport suspension rides well. It has low-profile 50-series 17-inch tires, but they don't look particularly sticky. We didn't drive it in anger, but our impression is that it doesn't offer the sports car handling of the Toyota Tacoma X-Runner and doesn't get any kind of horsepower boost, so it's more show than go and the low ground clearance means it'll occasionally drag.