2017 Chevrolet Colorado ZR2
Ever since Ford’s Raptor burst onto the truck scene; we, as well as the Chevy truck faithful, have been waiting for a bowtie response. Well, we’ve finally got one, but it’s not the full-size Silverado that we expected. so, let’s find out if the mid-size Colorado ZR2 is able to do more with a smaller footprint.
For 2017, Chevrolet does indeed have something aimed directly at insatiable off roaders, the Colorado ZR2. We’ve seen the ZR2 badge before of course; on S-10 pickups and Blazers, and even on the ahem… Chevrolet Tracker in the 1990’s. But it now seems to have much more meaning adorning this purpose-built rig.
Standard powertrain is a 308-horsepower 3.6-liter V6 with 275 lb-ft. of torque coupled to an 8-speed automatic transmission. The Colorado’s base 2.5-liter I4 is not available, but the 2.8-liter Duramax I4 turbo-diesel is; outputting 186-horsepower and a stout 369 lb-ft. of torque. It comes with a 6-speed automatic. 4-wheel-drive is, of course, is standard on all.
We spent some time burning and breathing both gasoline and diesel fumes out in the dirt near Grand Junction, Colorado. We had plenty of fun with both, but wouldn’t complain if GM snuck some more power into future versions of the ZR2; along with quicker responsive from the transmission.
The list of included off-road goodies is a long one, including electronic locking diffs front and rear, rocker protection, upgraded control arms, Autotrac transfer case, 3.42 rear axle, off-road programming for Stabilitrak, and 17-inch aluminum wheels with 31-inch Good Year Wrangler DuraTrac All-Terrains.
Suspension gets a modest 2.0-inch lift; but the biggest deal here is the Multimatic Dynamic Suspensions Spool Valve dampers, which are similar to those found in the Camaro Z/28. Chevrolet says this is the first such technology in an off road truck.
And we can attest it allows the ZR2 to literally glide over obstacles both big and small, as well as land softly after getting big air like a Trophy truck; all while you feel totally in control.
There’s nothing else quiet like it; sure you could throw Toyota’s full TRD catalog at a Tacoma and get close, but you’d pay a lot more and the ride quality would be a deal breaker.
Chevrolet went the sedate route as far as styling the exterior, no flashy brotastic graphics like the original Raptor; just minimal ZR2 lettering on the bed. But it’s certainly more than your typical Colorado. There’s the distinctive power dome hood, and both front and rear are redone to handle steep terrain.
The stance is noticeable wider too, with plenty of skid plate protection added underneath. Both crew and extended cabs are available, as are both short and long beds; a spray-in bedliner is standard.
A trailering package with integrated brake controller is also included, though due to all of the off-road upgrades, towing capacity is limited to 5,000-lbs.
Not much visual change inside, which is a good thing if, like us, you appreciate the Colorado’s upscale, highly functional and quiet space; a bad thing if you’re looking for something a little flashier to show off to your friends or bare-bones rugged.
Much like the latest Raptor, the on road experience is surprisingly pleasant. The ZR2 is not floaty at all; as those high-dollar dampers allow for quick turn-ins and keep cornering relatively flat. Road noise from the tires is fairly subdued too.
While not exactly a direct competitor to the Raptor; as far as the total package goes, the ZR2’s “just right” size makes it a much more satisfying option for daily use, as well as easier to navigate in tight trails, though it certainly doesn’t have the Raptor’s monster motor under the hood.
Government Fuel Economy Ratings are 16-City, 18-Highway, 17-Combined for gas, and 19-City, 22-Highway, 20-Combined for the Diesel which has the better Energy Impact Score at 19.1-barrels of annual oil consumption, with 8.4 tons of CO2 emissions.
Pricing starts at $40,995 for Extended Cab and $42,620 for Crew Cab; add another $3,500 for the diesel. You could spend much less on a Colorado 4X4, but why would you? This beast of a bargain is now our top Colorado choice, at least until the price goes up!
The 2017 Chevrolet Colorado ZR2 is truly a do-anything truck; from rock crawling, to bombing across desert 2-track, to hauling your toys, taking the family on adventures, and even getting you to work on time every day in comfort; all while feeling like some crazy off-road Camaro. Well, done GM.
Specifications
- Engine: 2.8-liter Duramax I4 turbo-diesel
- Horsepower: 186
- Torque: 369 lb-ft.
- EPA: 19 mpg city / 22 mpg highway
- Energy Impact: 19.1 barrels of oil/yr
- CO2 Emissions: 8.4 tons/yr
2025 Subaru WRX tS
Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech
Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.
Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.
All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.
First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.
Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.
It’s well sorted and provides the “toss-ability” you want in a WRX.
Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.
We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.
Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.
With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.
If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.
Specifications
As Tested
- Engine: 2.4-liter flat-four
- Tranmission: 6-speed manual
- Horsepower: 271
- Torque: 258 lb-ft
2025 Porsche 911 Carrera
Ever Evolving 911 Reaches New Heights
The Porsche 911 has existed for 60 years now! Amazing! And, you could argue that major changes over all those years have been relatively few, as constant incremental improvement is more the way that Porsche does business. With that in mind, let’s hit the track in the latest 911 and see what constant improvement means for 2025.
We’ve driven so many 911s here at MotorWeek, each seemingly more special than the last, so it’s a bit refreshing to be ripping around Savannah’s Roebling Road Raceway in a 2025 Porsche 911 that’s about as close as you can get to base these days. And the fact that it’s just as fun as all those exclusive pieces says a lot about how far the 911 has come. Perhaps it also speaks to how much a base 911 will set you back today as well; more on that later.
For now, we’re just thinking about the next apex, holding steady throttle as we approach, and getting on it way sooner than you’d expect without upsetting anything, as the 911 rockets off the corner thanks to tremendous grip and a PDK trans that finds the perfect gear before we even gave it a thought. Even with very cold track temps, we never struggled for grip or battled any wheelspin coming off of corners. And trying to land it in that perfect spot in braking zones is easy with strong brake performance that was predictable and consistent lap after lap; no wandering, and great feedback too.
Yes, even the standard 911 is near pure perfection on a racetrack. It gives you all the right feedback, stays incredibly flat through corners, makes you always feel totally in control, and again is just plain fun. Unless you’re chasing lap times, there’s really no need to head further up the 911 tree. Though it is worth noting the few upgrades that were on our Carrera did help the situation a little. The 20- and 21-inch Carrera S wheels enabled plenty of grip from the 305 Pirelli P Zero tires, the Sport Chrono Package allows 0-60 sprints of 3.7 seconds, an extended range fuel tank meant we could lap all day without having to fill up, and the fantastic Sport Seats provided great support and better comfort than we remember experiencing in a 911. The Sport Exhaust system didn’t add anything to performance, but made things sound a whole lot better, and the oval silver tips look great too.
We never struggled for grip or battled any wheel spin coming off of corners.
Our track time got cut short thanks to a rare snowstorm in Coastal Georgia, but the white stuff and blue sky made the perfect backdrop for our Guards Red Carrera. Exterior tweaks for what is officially the 992.2 include a reshaped front fascia with improved aerodynamics. All front lighting is now contained within the Matrix Design LED headlight housing. The rear fascia has also been smoothed out, the license plate moved higher, and Porsche 3D block lettering spelled out across the back beneath the active rear spoiler and new decklid grille.
Even without Turbo in the name, the standard 911 engine is indeed a turbo these days, a 3.0-liter flat-six twin-turbo delivering 388 horsepower and 331 lb-ft strictly to the rear wheels in the Carrera Coupe.
Inside the cabin, the 911 continues its slow crawl towards the modern, now including a 12.6-inch fully digital gauge display and a start button located on the left side of the steering wheel, with drive modes easily accessible on the wheel itself. In another no brainer move, Porsche now makes the rear seat a no cost option, so you can choose if you want it or not.
Government Fuel Economy Ratings are 18 City, 25 Highway, and 21 Combined. That’s only slightly worse than average for the Energy Impact Score; 14.2 barrels of annual oil consumption with 7.0 tons of CO2 emissions.
The good news is this 911 had the fewest number of options of any Porsche that we’ve tested in some time, and it was still plenty awesome; the bad news is, a base Porsche 911 Carrera Coupe now starts at $122,095.
But can you really put value on “the force,” this mythical power that Porsche seems to have, that somehow turns average drivers into great ones? It’s useless to resist as far as we’re concerned, as it only gets better with the 2025 Porsche 911 Carrera.
Specifications
As Tested
- Engine: 3.0-liter twin-turbo flat-6
- Transmission: 8-speed PDK
- Horsepower: 388
- Torque: 331 lb-ft