The 2.8-liter four-cylinder engine that comes standard is new for 2004. Called the Vortec 2800, it makes a muscular 185 lb-ft of torque at 2800 rpm. That should be enough for most mid-size pickup truck duties, though it's not offered on Crew Cab models.

The new five-cylinder configuration, most recently seen in Audis and Volvos, produces a distinctive, siren-like sound at full throttle, something found in the Colorado as well. At cruise, the engine is quiet and there's no indication that it's anything out of the ordinary. The Vortec 3500 3.5-liter (as well as the 2.8-liter four-cylinder) is a derivative of the Vortec 4200 six-cylinder used in the Chevy TrailBlazer. The engines feature sports car-like all-aluminum construction, yielding improved performance and fuel economy (less weight to haul around and improved cooling). Efficiency and power is 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.
All that translates to 220 horsepower at 5600 rpm and 225 lb-ft of torque at 2800 rpm. The Vortec 3500 sustains that torque level over 90 percent of its rev range, good when hauling of heavy loads or towing trailers. Recommended fuel is 87 octane regular, making the Colorado cheaper to keep.

Max towing for the Colorado with the five-cylinder engine and automatic transmission is 4000 pounds, 2000 less than the old S10. Chevrolet was willing to trade capability that few used in a midsized truck for a more comfortable ride, important for those who frequently use their trucks for general passenger hauling.

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Driving a rear-drive Colorado with the Vortec 3500 proves that Chevy made the right decisions. With 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. On loose gravel, whether on a dirt road or just off the pavement, if given too much power, the traction control system reducespower completely and the Colorado fallson its face. 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 a pickup's lightly loaded rear end.

By sacrificing some towing capacity, GM engineers were able to reduce the rear spring weight 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. It still rides like a truck, but it isn't nasty about it.

The front disc/rear drum brakes are big and meaty and certainly should be enough for any load the Colorado is allowed to carry. Suspension was 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.