The Pros: Excellent driving dynamics, great value, knockout styling.

The Cons: Cramped interior, lackluster acceleration, unforgivable omission of a headlight switch.

Denial

MotorTrend calls the Colorado Trail Boss a “dream,” so I had high expectations for the 2023 off-road beast. It’s a handsome, mid-sized truck that makes a great first impression. I received many compliments on the truck’s rugged styling and aggressive stance.

During my week driving the Colorado several people approached to inquire about the Trail Boss package. They perceived the Trail Boss name to indicate it was the most capable and highest trim level of the truck. I initially shared the belief.

As the Trail Boss name suggests, it looks ready for off-roading adventures. With 9.5 inches of ground clearance and riding on 32-inch all-terrain tires, the Trail Boss has the off-road prowess to back up its looks.

The body-on-frame, four-wheel-drive Colorado is refreshed and re-engineered for 2023. Now in its third generation, the Colorado has grown into a much larger pickup. The truck is still mid-sized, but the overall exterior dimensions approach those of the 1988–1998 C/K series full-sized pickups.

I own a 2007 (1st generation, 2003–2012) Chevy Colorado extended cab, long bed, two-wheel-drive pickup. I’ve been considering upgrading to a newer pickup for the last several years, so I evaluated the 2023 Colorado Trail Boss as a prospective buyer.

Anger

I bumped my head, or hit my knee, every time I climbed into the Trail Boss. For reasons beyond my understanding, I’m angry whenever I hit my head. I think the Colorado’s door openings are too narrow. Try as I might, I couldn’t seem to find a pain-free way to enter the Colorado.

The third-generation Colorado is available with a crew-cab short box. The interior is cramped and the improved back seat spaciousness comes at a price. While the exterior dimensions and back seat have grown, the front seats feel narrower and tighter.

Forget Manspread, it’s impossible. At 6-foot-3 it was difficult to get comfortable in the Colorado. My left shoulder always touched the “B” pillar and I was forced to sit with my knees almost touching, seemingly to accommodate a wide center console.

While the crew-cab, short-box configuration is a best seller, those who plan to put Colorado to work will have to live with a 5-foot-long cargo box.

I was disappointed there’s no headlight switch in the new Colorado. Be it denial or just stubbornness, I was certain there was a switch, but I couldn’t find it. On the roadside at night with a flashlight in hand I performed a grid search of the dashboard only to come up empty. A Google search revealed there is no physical switch.

This omission is particularly inconvenient when loading the truck at night. I had to climb into the cab, wake up the center stack and select the corresponding menu option to illuminate the cargo bed lights.

There are no driver’s assistance features. It’s strange to drive a new vehicle that doesn’t have blind spot monitoring or adaptive cruise control. Only the federally mandated rearview camera is included on the Trail Boss.

I hoped once on the road the Colorado would shine. And as it turns out, it’s a satisfying truck to drive. But its excellent road manners weren’t without compromise.

My test truck didn’t feel as quick as I thought it would. The perception of inadequate power was exasperated by its buzzy 4-cylinder engine. The Colorado doesn’t sound like a truck, it sounds like a Toyota Corolla with a hole in the muffler.

The Colorado has only one engine, a 2.7L DOHC turbo I-4, available in two horsepower variants. This is the same four-cylinder engine GM is using in the Silverado 1500. The high-output version of the 2.7L is standard in the Trail Boss and ZR2. It makes an impressive 310 horsepower and 430 pound-feet of torque.

Despite the 2.7L engine’s respectable horsepower and torque ratings, the Trail Boss’ engine feels merely adequate.

I miss the second generation’s (2015-2022) sweet 3.6L “high feature” V-6 with 308 horsepower. The discontinued V-6 felt far more powerful and infinitely more refined.

I had a hard time understanding the perception that my personal 2007 Colorado with the 3.7L inline 5-cylinder accelerates quicker than the all-new Trail Boss. Perhaps the ’07 Colorado’s 1,200-pound weight advantage makes it faster. The Trail Boss tips the scales at 4,640 pounds.

Bargaining

I want to like the Trail Boss. It handles great, has intuitive steering and soaks up broken pavement with aplomb. It’s a handsome truck that I wouldn’t mind having in my driveway.

Throughout my week with the Colorado, I grappled with ways to justify buying one.

I thought I might learn to live with slightly narrower door openings. Maybe with enough practice, I might figure out a way to enter and exit the Colorado without hitting my head.

Perhaps if I always keep both hands on the steering wheel my shoulders will be sufficiently narrowed so as to not bump against the B pillar.

Maybe a 5-foot-long cargo bed is a reasonable compromise. I only haul lumber and sheet goods a few times a year.

While the front seats are tight, the back seat is a big improvement over the previous generations. You can now seat two adults in reasonable comfort in the back.

I think I can live with a truck that’s not quite as fast as my old Colorado. Maybe I’ll identify a sweet spot in the power band and learn to exploit the power I crave.

Depression

I’m discouraged the Colorado only comes as a crew cab, short bed. GM’s one-size-fits-all market strategy may suit the bulk of light truck buyers, but those that place a premium on utility will have to compromise.

Besides the missing light switch, I was disappointed by the black plastic Tupperware-like interior, an 8-inch Instrument Panel display that I found too small to read, and a one piece injection molded black plastic grille.

Perhaps 8 and 6 cylinder engines are gone forever; I need to learn to like four-bangers. But I don’t.

Acceptance

My perceptions of the Trail Boss was tempered when I noted the price. The 2023 Colorado with the Trail Boss package starts at $37,000. Price as tested including destination, $41,055. It’s one of the lowest priced trucks in this segment.

The realization the Trail Boss is based upon the entry level WT (work truck) explained a lot. The interior looks like it can be cleaned with a garden hose, the simple gauges, and the big plastic grille make perfect sense.

Gripes aside, the Colorado Trail Boss is an excellent driving truck. Once on the road, you’re treated to a comfortable ride, satisfying road feel, competent handling and a willingness to be driven enthusiastically.

I had a brief opportunity to drive the Trail Boss off-road and was impressed with its Billy Goat like willingness to negotiate a variety of obstacles.

EPA estimated fuel economy is 17 city 21 highway. I observed a respectable 19 mpg of mostly highway driving. That’s pretty good considering it’s a high profile 4×4 riding on 32” all-terrain tires. I should point out that my ’07 Colorado gets 16 city, 21 highway.

The third generation Chevrolet Colorado is the boldest and most expressive Colorado yet. But the engine doesn’t equal he performance suggested by the truck’s styling.

It’s a truck a fleet manager might choose to send workers to remote job sites. If only it had more interior room, a V-6 engine and extended cab, long bed options. https://www.chevrolet.com/