GM’s mid-size twins ready to fill the niche
DELMAR , Calif . • Thirty years ago, the mid-sized pickup was a thriving segment, with almost every major brand fielding a contender, and sales that numbered in the millions.
Since then, their dramatic decline has resulted in the extinction of several long-established nameplates — and those that remain have grown a bit long in the tooth. Did the segment decline because people stopped buying midsize pickups? Or did they stop buying because they didn’t like what was being offered?
The sports utility market, where many of those buyers migrated, has seen explosive growth as they offered versatility, practicality and, most of all, good fuel consumption. But GM believes there’s a need for a genuine, mid-sized pickup — one that delivers all the features that buyers have had to find elsewhere. And they’re banking on the newly revived Canyon and Colorado to fill that niche.
“We’re positioning the Canyon as the only premium midsize truck on the market,” said Tony DiSalle, GMC’s U.S. vice- president of marketing. “You won’t find another interior in the segment that looks like this.”
GM shrewdly brought along examples of the currently reigning Toyota Tacoma and Nissan Frontier, whose decade-old interiors were tacky and dated by comparison.
With the arrival of the Colorado and Canyon, GM has the advantage of having the only three-truck, full lineup in the industry. While it acknowledges the risk of losing some full-size buyers to the more compact trucks, GM is hoping to win back those crossover owners, and attract new buyers to the fold.
The new truck’s smaller footprint and manageability will appeal to those with a sporty, active lifestyle, and the working owner looking to downsize.
There are several promised “segment best” features as the trucks roll off the production line, with a 2.8L Duramax diesel engine to come in 2016. These include the best payload of 657 kg, best maximum tow rating at 3,039 kg and best horsepower.
GM believes it could “reignite” the currently stagnant segment, and is counting on brand loyalty and a tech-laden interior to keep those customers should other manufacturers return. Indeed, Toyota is expected to launch an all-new Tacoma in 2016, and Nissan is rumoured to be bringing a diesel when the Frontier is overhauled.
The truck twins are based on GM’s global mid-size truck platform already available in other markets. But it’s more than just a case of re-working the sheet metal for the North American markets. Extensive work has gone into ensuring that the Colorado/Canyon not only offers quiet, premium handling, but does so while delivering class-leading towing and fuel economy.
While the Canyon is positioned as the premium nameplate, with more interior refinement and the signature bold, boxy grille, the Chevrolet Colorado is blue collar, sporty, and features a sharp, wedge- shaped face.
We were able to sample most of the available lineup, cruising the Camino Del Mar along the coastline, but spent most of our time in a V6 Canyon SLT. It’s a handsome truck, with a swooping cab design that’s a nice departure from the conjoined boxes of old.
The interior boasts details and attention to creature comfort that’s light years ahead of what the segment previously offered. Upper trims feature leather upholstery and steering wheels and a soft-touch, stitched dash — although base models have more hard plastics and cloth seats.
There was plenty of room for rear passengers in our crew cab, but extended cab versions have tiny little jump seats that are more parcel shelf than passenger accommodation.
Available features include navigation, multiple USB ports, OnStar and IntelliLink with gesture and voice recognition and a new 4G built-in Wifi hot spot.
The level of work that’s gone into ride quality is immediately apparent. With triple door seals, laminated glass and plenty of acoustic insulation, the Colorado is extremely quiet. Its compact size makes it pretty easy to manoeuvre in traffic, and despite its solid rear axle, the wide stance kept it planted once we headed up into the hills and more unsettled pavement. The coil-over front suspension features lightweight aluminum knuckles with an inherent stiffness that helps sharpen response to inputs. There’s nary a squeak or rattle from the well-crafted cabin. In fact, overall, the truck feels really solid and well put together.
The V6 engine puts out 305 hp/269 pound-feet of torque, and mated to a six-speed automatic transmission, feels strong and smooth. Only V6 models with the tow package feature tow/haul mode.
The four-cylinder model’s 200 hp/191 lb.-ft. feels more than adequate, and while it does feel a bit harsh when pushed, shows none of the typical four-cylinder buzzing at idle. Standard on all models are four-wheel disc brakes with exclusive Duralife rotors promising double the life expectancy of typical discs.
Over a variety of terrain and cycling through the available models (both 2WD and 4WD with two different bed sizes and cab configurations) the truck feels quiet, composed, with sedan-like levels of refinement.
Base models will start in Canada at $19,900 for the Colorado, and $20,600 for the Canyon. Mid-range 2WD Colorado LT is priced at $27,150, and $28,800 for the Canyon SLT. The range-topping Colorado LTZ 4WD is $35,700 and top-of-the-line SLT 4WD Canyons are $38,850.
Two-wheel drive trucks equipped with the 2.5L fourcylinder have an official fuel economy rating of 11.9 litres per 100 km city and 8.8 L/100 km highway and 10.5 combined. Four-wheel drive models are rated at 12.7 city, 9.5 highway and 11.3 combined.
An hour-long drive in a V6-equipped 4WD Canyon showed us an overall rating of 12.3 L/100 km.
If the mid-size truck segment is indeed readying for a comeback, GM’s new smooth-riding, tech-laden mid-size twins are well-poised to take control of it.