2015 Mid-Size Truck Shootout

Float Like a Butterfly � Sting Like a Flying Knee
Mid-size trucks, much like mid-sized boxers, aren�t what they once were. Gone are the days of small, stripped-down cramped trucks. There�s not even a single-cab option available in this segment these days, sheesh. Evolution has dictated that modern mid-size trucks need more all-around versatility, sort of like an MMA fighter. They still might not be as large as half-tons, but there�s no denying these trucks have gotten bigger over time. Regardless, mid-size truck buyers still demand vehicles that can negotiate a tight parking lot, offer a smooth ride on the highway, and still be able to hit the trails with confidence.

The Colorado received high praise in the on-road and off-road handling scoring among our testers.

The Colorado features the lone 17-inch wheels of the group, and its Goodyear Wrangler tires are great on the highway and still provide enough traction for moderate off-roading.

During our agility (A.K.A.: handling) testing, our group was universal in its praise of the Colorado�s steering and handling, which Rousseau and Alexander both said was �the least truck-like� of the three test vehicles � and that�s not a bad thing. Its electrically assisted power rack-and-pinion steering is light, direct and precise, and Chevrolet�s engineers obviously worked hard to minimize body roll during hard cornering. It should also be noted that Chevrolet removed the air dam from the Colorado�s front bumper for our test prior to delivery, a tweak we�d suggest to anyone planning to explore beyond smooth fire roads. Chevrolet explained that the air dam can provide up to a 1 mpg improvement in highway fuel economy, but significantly limits front-end ground clearance and should therefore be removed (via 15 bolts) for off-highway use.

The Colorado feels responsive, even precise through paved corners, yet stable, comfortable and predictable on the highway... it goes where you point it more like a car than a truck. The same is true for its off-road feel, as the Chevy�s steering is clearly the most precise of the bunch. Over whoops, off-camber turns and unforeseen bumps in the trail, the Chevy felt unfazed at moderate speeds over moderate terrain when its suspension travel and ground clearance weren�t pushed to the limits.

With an additional 1.5 inches of lift up front from the 66mm Bilstein remote-reservoir coilovers, the Tacoma can climb confidently over rock-laden roads and tackle whoops with confidence.

The Tacoma features 16-inch TRD bead-lock style wheels that are fitted with the most aggressive tires of the group in the BFGoodrich T/A KO all-terrains.

It�s a different story for the Tacoma, as the T/X Baja Series was clearly designed with off-road use in mind. The Tacoma really shines when the pavement ends. On the highway, there�s a little more of a rough edge to the Tacoma�s ride quality, which is at least in part due to the T/X Baja�s added suspension lift (much like the 2015 Tacoma TRD Pro). On road or off, the Tacoma still isn�t as precise as the Colorado; its steering feel is far more vague. This was much more acceptable when weaving through the brush thanks to its bump-soaking remote-reservoir Bilstein shocks and extra ground clearance. Off-road use is clearly in the Tacoma�s T/X Baja Series DNA.

The upgraded Bilstein suspension makes the Frontier PRO-4X a little more suited for playing in the dirt, and the off-road package also offers added trail protection via skid plates for the oil pan, fuel tank and transfer case.

The Frontier 16-inch alloy wheels equipped with Rugged Trail T/A tires are offer a good blend of quiet on-road operation and decent off-road traction.

Whether on the highway or in the dirt, the Nissan was far and away the least refined in its steering input. �Heavy� was the word most often used to describe the Frontier�s tiller. It certainly is less vague than the Toyota�s, but it requires the most input and work to push through a turn. The Nissan�s speed-sensitive power rack-and-pinion steering is more precise than the Toyota�s, but also way heavier than either the Toyota�s or the Chevy�s � it�s gratuitously heavy and frankly, a bit of a pain in the ass. The Nissan offers true middle-of-the-road (or middle-of-the-trail) performance. It isn�t as fun to drive on the street as the Chevy, but it is more dirt-worthy, although not as capable in the dirt as the Toyota. One tester did note a decided lack of creaking and groaning noise from the Nissan on chassis-twisting off-road terrain � a testament to its rigidity.

The T/X Baja Series Tacoma's additional 1.5 inches of lift gives it plenty of ground clerance to avoid bottoming out even when driving at a good clip.

Socked-Up Suspension
There�s just no question that the Tacoma packs the most punch in the off-road suspension department, even if it is a bit of a ringer. The beefy TRD/Bilstein front coil-overs that come as part of the T/X Baja package offer an additional 1.5 inches of lift over the stock Tacoma shocks, and the gas-charged remote-reservoir Bilstein rear shocks are a cut above the standard Tacoma units as well, offering an additional inch out back. That extra front and rear travel is a big advantage on the trail, where the Tacoma soaks up rough terrain and offers extra bottoming insurance if a section is taken too quickly. As tester Rousseau noted, �Up to a point, the faster you went, the better it worked. Fantastic.�

The Tacoma has the beefiest suspension of the bunch, boasting a 66mm Bilstein coilover up front with Eibach springs. Out back on the Tacoma are 50mm remote-reservoir Bilsteins.

Ride quality is sacrificed slightly on the highway, as the Tacoma feels stiffer and less compliant than the other two trucks. The trade-off isn�t bad considering just how well this truck performs off-road, then again... you�re paying a pretty penny for that additional upgrade package.

The Frontier�s Pro-4X off-road package does come with upgraded Bilstein shocks, though these are nowhere near the aggressive performance found in the Tacoma�s remote-reservoir Bilstein coil-overs. It doesn�t take much velocity to over-tax the Frontier�s suspension when you up the pace off-road. Rousseau said, �It seems to be the softest of the three trucks over rough terrain, which tells me it could use beefier shocks and sway bars.�

The PRO-4X Frontier comes with upgraded Bilstein shocks that provide improved off-road performance compared to stock, though we still would like a little more stiffness for off-highway use.

At slower speeds, the Nissan feels just fine in the dirt. Much like the Chevrolet, although it could use some additional ground clearance, as it easily bottoms-out in even lightly whooped trail sections which forces its driver to back-way-off the throttle. On the highway, the Nissan�s on-road comfort is superior to the Toyota�s stiffer ride and about on par with the Chevy�s.

The Colorado�s suspension feels pretty good both on road and off � and is probably the best all-around package of the bunch for typical truck use. The consistent comment heard off-road was that it simply didn�t have enough travel. We�d love to see a more off-road-worthy suspension setup as part of on the Z71 package. Its twin-tube coilover front shocks and two-stage multi-leaf spring and twin-tube rear shocks tackle off-road cruising just fine if you don�t push it.

The Colorado features an independent coilover design up front that features twin-tube shocks. It does a good job of tackling off-road bumps but we wish it offered more travel.

Rousseau summed up the Chevy�s off-road performance as such: �My only gripe about the Colorado�s suspension is that there simply isn�t enough of it for what I consider to be moderate off-road use�and no, I didn�t try to drive it like BJ Baldwin�s trophy truck over our off-road route.� Pick up the pace and the Colorado�s travel-limited suspension shows its shortcomings. We�re holding out hope that the ZR2 concept truck actually makes it into production.  Otherwise, as Rousseau noted, �Larger-diameter shocks and a lift kit would be right at the top of my mod list if I owned a Colorado.�

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