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• 2019 Chevrolet Traverse

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starting MSRP

Base trim shown

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View all  2019 Chevrolet Traverse specs .

• Spacious cabin
• Comfortable third row
• Multimedia system usability
• Ultra-smooth ride
• Limited third-row access
• Automatic emergency braking reserved for high-end trims
• No height-adjustable shoulder belts
• Cheap-feeling second-row surroundings
• Light on standard amenities

Starting msrp listed lowest to highest price

Wondering which trim is right for you?

Our 2019 Chevrolet Traverse trim comparison will help you decide.

Notable features

• Seats up to eight in three rows
• Standard V-6 engine, available turbo four-cylinder
• Front- or all-wheel drive
• 5,000-pound maximum towing capacity
• Rear camera mirror available

2019 Chevrolet Traverse review: Our expert's take

What is the 2019 chevrolet traverse.

The 2019 Chevrolet Traverse is a full-size crossover SUV that can seat up to eight people in three rows. It has a standard 310-horsepower, 3.6-liter V-6 engine that pairs with a nine-speed automatic transmission. A 257-hp, turbocharged 2.0-liter four-cylinder goes in the front-wheel-drive RS trim level. All-wheel drive is also offered. Competitors include the Honda Pilot, Nissan Pathfinder and Toyota Highlander.

What's New on the 2019 Chevrolet Traverse?

Premier and High Country trim levels add an automatic heated steering wheel. An LT Premium Package includes a 360-degree camera system, 20-inch aluminum wheels, a rear camera mirror, navigation, a Bose stereo and a household power outlet.

What Features in the 2019 Chevrolet Traverse Are Most Important?

Chevrolet's Traction Mode Select is standard and lets you tune the SUV to current driving conditions. Apple CarPlay and Android Auto smartphone connectivity are standard, as is 4G LTE connectivity and a Wi-Fi hot spot (data subscription required after initial trial period). Upscale available features include leather upholstery, heated and ventilated front seats, heated second-row seats, wireless charging and a power-folding third row.

Should I Buy the 2019 Chevrolet Traverse?

Traverse highlights include a roomy cabin well-suited to family-hauling and a comfortable ride. However, there are quality shortcomings in the second row, and valuable active safety features are reserved for high-end trim levels.

Consumer reviews

• Comfort 4.8
• Interior 4.8
• Performance 4.7
• Exterior 4.9
• Reliability 4.6

Most recent consumer reviews

They have a big issue with the transmission’s having to be replaced and they isn’t a recall on them! When bought only had 17,000 miles on it

• Comfort 5.0
• Interior 5.0
• Performance 4.0
• Exterior 5.0
• Reliability 4.0
• Purchased a Used car
• Used for Commuting
• Does recommend this car

Know what you're getting!

Be aware that there is a feature that causes the engine to "turn off" when you come to a stop and "turn on" again when you take your foot off the brake! It's annoying and can't be permanently disabled. I hate it! The special battery cost me $275 and must be traded out by a mechanic. So add that cost. O'Rileys attempted to replace the old battery, but there is an engine part in the way. Before I buy another vehicle, I'm going to check on basic maintenance costs!!

• Comfort 4.0
• Interior 4.0
• Exterior 4.0
• Purchased a New car
• Used for Transporting family

Just Awesome

I recently purchased my Traverse. I love it! It all the features I wanted. Comfortable especially on my lower back, the ride is so smooth it didn't feel like I was driving and roomy great SUV for a large family

• Performance 5.0
• Reliability 5.0

NHTSA crash test and rollover ratings (scores out of 5)

Have questions about warranties or CPO programs?

Compare the competitors

2020 GMC Acadia

2019 Buick Enclave

2019 Chevrolet Blazer

Latest 2019 traverse stories, 194,000 2018-2020 buick, cadillac, chevrolet and gmc vehicles recalled for transmission issue.

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All model years for the chevrolet traverse.

• 2024 Chevrolet Traverse
• 2023 Chevrolet Traverse
• 2022 Chevrolet Traverse
• 2021 Chevrolet Traverse
• 2020 Chevrolet Traverse
• 2018 Chevrolet Traverse
• 2017 Chevrolet Traverse
• 2016 Chevrolet Traverse
• 2015 Chevrolet Traverse
• 2014 Chevrolet Traverse
• 2013 Chevrolet Traverse
• 2012 Chevrolet Traverse
• 2011 Chevrolet Traverse
• 2010 Chevrolet Traverse
• 2009 Chevrolet Traverse

2021 Chevrolet Tahoe Road Trip Review: After 25 Years, Still the King of the Road

This Tahoe rules on and off the pavement. And for a family road trip that may involve some towing, it can’t be beaten.

DrivesWGirls

Family recipes are sacrosanct. You wouldn't dare ruin an Italian grandmother's hearty bolognese sauce with canned junk, or disgrace a southern granny's fried chicken recipe with gluten-free ingredients. Apply that same concept to a vehicle like the Chevrolet Tahoe , and you can understand why General Motors knows better than to modify Chevrolet's recipe for large, V8-powered SUVs.

For the last 25 years, the Tahoe has offered millions of Americans the ability to get from Point A to Point B with relative ease, comfort, and status. A recipe sprinkled with hefty pinches of V8 muscle, a tall ride height, cushy seats, and a distinct appearance, has turned it into a staple of the American interstate—sitting right up there with icons like the Ford F-Series and the mechanically related Suburban—which have existed for a heck of a lot longer. And even though the Tahoe may still not have the panache of its GMC and Cadillac siblings it shares components with, it is by no means a lowly peasant anymore.

All-new for 2021, the Chevrolet Tahoe wears the fanciest clothes it's ever worn, but it isn't exactly a revolutionary vehicle. It doesn't really break boundaries with mind-bending technology or performance—heck, it even brought back the diesel engine rather than offer a hybrid variant. It doesn't look radically different than the outgoing model, either, and it doesn't make any promises that its predecessor couldn't fulfill. But there's a reason for this: if it ain't broke, don't (completely) fix it. Just spruce it enough to keep up with the competition and charge more money. And it works.

The last time I was behind the wheel of one of these Bowtie-wearing freedom machines was about three years ago when I did a road trip in a 2017 Tahoe Premier . Said test involved hauling the family and some cargo to a weekend getaway, so what better way to test the new kid on the block than by packing it full of people, luggage, snacks, and getting out town for a few days?

An 800-mile round trip complete with wide-open stretches, steep highways, windy mountain roads, and even beat-up dirt trails would help me explore the new Tahoe's performance. Inside, four adults and two kids would put all onboard technology and 12 cupholders to the test, just to make sure that the Tahoe is still the top dog of the large family SUV segment. In retrospect, all I really needed to perform a full-fledged test was to attach an 8,000-pound something to its hitch, but I'm saving that for a future story.

Destination: Smoky Mountains National Park.

2021 Chevrolet Tahoe 4WD Z71, By the Numbers

• Base Price (As Tested):  $59,200 ($68,940)
• Powertrain: 5.3-liter V8 | 355 horsepower, 383 pound-feet of torque | 10-speed automatic transmission | four-wheel drive
• Max Towing Capacity: 8,200 pounds
• Max Payload Capacity: 1,746 pounds
• EPA Fuel Economy: 16 city | 20 highway | 18 combined
• Cargo Volume: 72.6 cubic feet (25.5 with third row up)
• The Premise: To transport children, businesspeople, or government personnel in the utmost comfort, reliability, and clout—possibly while towing a boat or camper.
• Quick Take: Everything the Tahoe does, it does so effortlessly.

The standard engine in the 2021 Tahoe is a 5.3-liter V8 with 355 horsepower and 383 pound-feet of torque, paired to a 10-speed automatic transmission co-developed by Ford and GM. A 6.2-liter V8 with 420 hp and 460 pound-feet is optional. My tester arrived in Z71 trim, packing the smaller V8, in Shadow Gray Metallic. It sported 20-inch aluminum wheels wrapped in Goodyear Wrangler all-terrain tires , which were supported by magnetic ride control and air ride suspension—all part of the $5,735 Z71 package.

I had just started loading up our gear when it dawned on me that despite Chevy claiming the new Tahoe has 66 percent more interior cargo volume, I didn't have much trunk space left with the third-row seats up. This wasn't a complete surprise, but for some reason, I had overlooked it during the planning stages of this trip, which meant I had to go online and order a hitch-mounted cargo rack.

This leads me to the first conclusion of this review—yes , already . If you plan on using your trailer hitch for something cool like a boat or off-road toy and deploy all three rows of seats at the same time, do yourself a favor and buy the longer, more spacious Suburban instead. After all, cargo boxes are a pain.

When it was all said and done, I was able to stash two carry-ons, two backpacks, a small cooler, and a couple of other loose items behind the third row. On the external cargo tray itself, I strapped our 250-pound cooler fully loaded with provisions and ice. For obvious reasons, we were bringing our own food and drinks for multiple days so we didn't have to leave our cabin and expose ourselves and others at restaurants, grocery stores, etc.

Next, it was my fatherly duty to figure out how to use the $2,490 rear-seat media and navigation package included in my test vehicle before hitting the road. If you have kids and you've used these systems, you know that there's nothing more frustrating than explaining to a child how to load a movie or game, or how to pair the wireless headphones while driving.

Right off the bat, I was puzzled about where these fancy 12.6-inch screens got their content from? I looked for a Blu-Ray or DVD player on the floor, in the front center console, everywhere, and I couldn't find one. After some online research, I realized that despite its hefty price tag, this package only included dual screens, two wireless headphones, dual HDMI inputs, and a household-style power outlet, but no actual player of any kind. That, you have to provide yourself.

Hit the Road

It didn't take many miles to feel the changes ushered in by the all-new chassis. Unlike in previous generations, the new Tahoe feels like a one-piece package. A vehicle in which its chassis, powertrain, and all other major components work in unison. Previously, it always seemed like each component was doing its own thing, but not this time.

On the highway, the Tahoe exudes confidence thanks to its longer wheelbase and adaptive suspension. On the long and sweeping turns of the Kentucky/Tennessee border , most of which are either up or downhill, the Tahoe felt secure cruising at 85 mph while fully loaded. Even when some corners pushed all that weight to the left and to the right, it stayed planted with acceptable amounts of body roll.

The steering system isn't the most communicative you'll find on an SUV, but for this kind of application, it works. I'd dare say that more resistance would make it tiring on long hauls. Plus, if you want more of everything, engage Sport mode (on a Tahoe Z71, I know...) and get your arm workout via a weighted steering wheel. It's worth mentioning that on Sport mode, the suspension stiffens up and drops a full two inches for sportier driving.

Interestingly enough, and possibly for the first time, I feel compelled to praise the pedal feel in a large SUV. Chevy absolutely nails the level of resistance in both the throttle and brake and they play a big part in the Tahoe's overall driving dynamics. The brake pedal is soft and cushy, yet offers enough bite and reassurance along the way so you don't feel surprised when the calipers finally bite. 

On the other hand, the throttle is well-calibrated; always offering just enough delay for a comfortable ride without feeling sluggish or making the ride jumpy for the passengers. Because, let's not forget, a vehicle like this isn't about the driver, but about the folks in the second and third rows. The smoother the better.

The Tahoe does a great job at utilizing its 355 ponies, but I'd be lying if I said it feels strong on the highway. It doesn't feel underpowered, per se, but it doesn't have that punch once it's cruising at 75+ mph. Considering I wasn't towing, I'd be curious to experience a loaded-up Tahoe plus an 8,000-pound camper (max. towing capacity is 8,200) with the same 5.3 engine. Chances are I'd be left hoping for a 6.2 under the hood instead.

One place where it wasn't about power but all about traction was the mountain road that led up to our cabin. Covered in gravel and dirt rather than pavement, it required four-wheel high to navigate the steep inclines and tight turns without causing too much of a ruckus, though sadly I never had a real excuse to set the air suspension to Off-Road mode and raise it by two inches. 

Could the Tahoe have done it in two-wheel-drive? Yeah, sure, but I probably would've kicked up too much dirt and made too much of a spectacle in an otherwise peaceful area. Plus, it was a great test for the drivetrain and Goodyear tires, which didn't skip a beat. 

I eventually got over my beef with the pricey rear-seat entertainment package not offering more than a couple of screens, and hooked up the Nintendo Switch so the kids could battle each other in Mario Kart. On a more positive note, these same screens could be used by the kids to poke around their own GPS navigation system, and once they'd found something, say, like a Chick-Fil-A, they could send the location to my screen so I could hit "accept" and re-route us there. Spoiled brats.

Sadly, that wasn't the only shocker.

At nearly $70,000, I was extremely disappointed to do without adaptive cruise control. You know, that thing even economy cars have nowadays? The lack of adaptive cruise, a heads-up display, and sunroof at this price point felt criminal. In order to get those, one must upgrade to the Premier trim that starts $6,400 higher, plus check the box for the $4,485 Premium Package that includes max trailering, panoramic power sunroof, and adaptive cruise control.

The rest of the in-cabin tech was a welcome addition and worked as expected , with wireless Apple CarPlay (and Android Auto) and wireless charging stealing the limelight during our road trip. It's just convenient to have your phone charging while mirroring on the 10.2-inch infotainment screen without the mess of charging cables. The 8.0-inch digital gauge cluster is nice, too, along with the crystal-clear rearview and surround-view cameras (with trailer hitch assist), which solidly bring the Tahoe into the year 2021.

Family Friendliness

Due to having captain chairs in the second row, my tester came in a seven-passenger seating configuration, rather than eight. Replace the chairs with a bench, and you can easily and comfortably stuff eight folks in the Tahoe, which leads me to my next point: passenger comfort.

Chevy claims to have added an additional 10 inches of legroom for third-row passengers, and I believe it. Previously, the last row was merely for kids—and young ones at that. Now, two adults can comfortably sit for a multi-hour ride without feeling cramped. This is nice for families who actually use the third-row seats on a daily basis, rather than those who only use them for the occasional family/friend visit.

Access to the third row, too, is better than before, with the captain chairs springing forward at the pull of a lever, freeing up about a two-foot-wide path to climb into the back of the Tahoe. The mechanism is still a bit hard to trigger so little kids might not be able to do it themselves (maybe it gets easier with usage), but the ease of access—which in this kind of vehicle is quite important—is very very good.

The Tahoe has enough cubbies, charging ports, and cupholders to withstand a family road trip with ease, so long as the kiddos bring their own movie disc player or gaming console. Lastly, while there are several traditional USB-style power outlets in the first row, all outlets in the back were strictly USB-C, so plan accordingly.

When it comes to the competition, the new-gen Tahoe is pretty much in a league of its own, where only its mechanical siblings (GMC/Cadillac) can theoretically pick up the baton and take it even higher—I say theoretically because I haven't driven the new Yukon nor Escalade . The current-gen Ford Expedition is already at the end of its life cycle, and quite honestly, it doesn't measure up to the new Tahoe. The Dodge Durango, especially in its new spicy Hellcat trim , is also a prime-time road-trip machine, but it's not as multi-faceted or practical as the Chevy. And yes, all of them will set you back at least $60,000 to $80,000.

If you're trying to provide your family with a similar experience for less coin, SUVs and minivans like the new Toyota Highlander and Sienna, or the Chrysler Pacifica Hybrid are also excellent choices, but you'll lose out big time in towing capacity and off-road capabilities.

In the end, it's hard to fault the Tahoe for its minor shortcomings in the tech department—all of which can be fixed by ponying up cash for optional equipment or higher trims—especially when the driving experience and overall performance is just so darn good.

On our way back home we decided to stop at a few different areas of the national park before pointing the Bowtie north. As a result, we spent 12 hours in the car compared to just eight on the way down. Quite surprisingly, however, was the fact that no one felt the least bit tired, and we had the excellent combination of damn-fine seats, soft steering, great visibility, flawless climate system, and smooth-riding suspension for that.

The harmony of it all had made a long day in the car feel effortless. There's no doubt that GM hasn't messed with Chevy's recipe for the Tahoe, and I doubt it ever will. Why would it, when it's just so good and so extremely profitable?

The Tahoe is and will remain a prime choice for families who love to travel.

Email the author at [email protected]

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Chevy G30 Travelcraft Is A Tastefully Restored Motorhome You Can Buy

Crafty interior additions make this an attractive find..

Have you been shopping around for a retro-looking motorhome ? We may have found the perfect one for you on  eBay , but you have to be quick about it.

This is a 1988 Chevrolet G30 Travelcraft 240 and while it's looking really untouched on the outside, D&L Auto Sales in Michigan has done quite a great job in restoring its interior for a beautifully crafted living space. Introducing, "The Submarine," and it's currently up for bidding right now.

Gallery: 1988 Chevrolet G30 Travelcraft 240 For Sale

First, let's discuss the exterior. Dubbed as "The Submarine," the exterior of this motorhome is virtually the original from the '80s. It's still in great shape and rust-free, and the seller said that paint is still shiny. Some imperfections include clear coat that's peeling off at some areas, plus some minor scuffs and scratches, according to the seller.

Inside, D&L Auto Sales has redone the flooring and headliner of the Chevy G30 Travelcraft 240, plus the use of white-washed wood all over the cabin creates a tasteful ambiance. It has seating for 10 and can sleep up to 7 people intimately. Additional interior items include LED lighting, power ports, and a smart TV with an audio system. The images from the gallery above don't do justice, so make sure to visit the actual listing via the source link at the bottom of the page for more photos.

Resto-Modification Of Motorhomes:

As for the G30 Travelcraft 240's mechanicals, the owner before the current seller restored everything, including a rebuilt carburetor, seven new tires, and most of the oily bits that needed TLC. The Submarine also comes with fresh, grey, and black water tanks with a 12V pump and a 6-gallon water heater.

If you're interested, as I've said, you have to be quick about it. The hammer falls on Tuesday, with the current bid at $21,800 at the time of this writing.

Source: D&L Auto Sales

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• Chevrolet Express
• 2023 Chevrolet Express

2023 Chevy Express

2023 Chevrolet Express Review

• Powerful V8 engine option
• Commendable towing and payload ratings
• Priced thousands less than rivals
• Less cargo space than many competitors
• No high-roof configuration is available
• Lacks modern infotainment and safety technologies
• Engineering is nearly three decades old

What's new

• The diesel engine has been discontinued
• Part of the first Express generation introduced for 1996

The year was 1996. Pleated slacks were in, "Macarena" was the No. 1 song and Independence Day was the big blockbuster. It's also the year the Chevrolet Express debuted. Vehicles typically undergo a full redesign every seven to 10 years, but the Express has stubbornly clung to its original formula — and it shows.

Cost to Drive Cost to drive estimates for the 2023 Chevrolet Express LS 2500 3dr Van (4.3L 6cyl 8A) and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of N/A undefined in California.

Compared to newer vans, the 2023 Chevrolet Express is well behind the times. It's not as efficient, maneuverable or versatile as its rivals. On the plus side, it's more affordable, and its reliance on muscle over smarts allows it to tow up to 10,000 pounds, a feat matched only by the related GMC Savana. For 2023, the Express loses its diesel engine option but is otherwise unchanged. Again.

If budget and towing are your primary concerns, the Chevy Express could be a good match, but if your requirements for a commercial van stray anywhere beyond those two realms, you'd be better served by one of its few competitors. The Ford Transit, Ram ProMaster and Mercedes-Benz Sprinter are available with tall roof options and come with many more modern features and conveniences.

Which Express does Edmunds recommend?

Chevrolet express models.

Two engines are available for the 2023 Express, each powering the van's rear wheels:

• A standard 4.3-liter V6 (276 hp, 298 lb-ft) paired to an eight-speed automatic
• An available 6.6-liter V8 (401 hp, 464 lb-ft) matched to a six-speed automatic

The Cargo Van comes only in the WT trim, while the Passenger Van offers a choice between LS and LT trim levels. Standard feature highlights include:

WT Chevy's cargo hauler starts you off with:

• 16-inch steel wheels
• Swing-out door with a 60/40 split on the passenger side
• Heated, power-adjustable side mirrors
• Front air conditioning
• Power windows
• Power door locks
• Vinyl upholstery
• Rubber floor covering
• AM/FM stereo
• Connected services including access to a Wi-Fi hotspot
• Two-speaker audio system
• Reversing camera with display embedded into the rearview mirror

Several option packages are available for the Express Cargo Van WT. They include:

• Communications package
• 6.6-liter V8 engine
• Bluetooth smartphone connectivity
• Satellite radio
• Fleet-management connected services
• Leather-wrapped tilt steering wheel
• Cruise control
• Enhanced Convenience package
• Trailering equipment
• Remote keyless entry
• Remote engine start
• Safety package
• Parking sensors (alert you to obstacles that may not be visible behind the vehicle when parking)
• Lane departure warning (alerts you if the vehicle begins to drift out of its lane)
• Blind-spot warning (alerts you if a vehicle in the next lane over is in your blind spot)

Additional stand-alone options include:

• Heavy-duty locking rear differential
• Chrome grille and bumpers
• Side and rear door glass with dark privacy tint
• Passenger-side sliding door (instead of swing-out)
• Spray-in cargo area liner
• Rear heater and air conditioning
• Cloth upholstery
• Power-adjustable front seats
• Second-row bench seat for three people

LS The passenger-carrying version of the Express adds to the WT equipment with:

• Seating for up to 15 people
• Full body windows
• Dark privacy tint for all glass behind the front doors
• Tilt steering wheel (except 2500 regular wheelbase)
• Cruise control (except 2500 regular wheelbase)

The Express Passenger Van LS in 2500 regular-wheelbase configuration is available with the same Communications, Enhanced Convenience and Safety option packages found on the Cargo Van WT. Elements of those packages are offered as stand-alone upgrades for the LS 3500 models.

LT This trim adds:

• Chrome grille, bumpers and wheel trim
• Floor carpeting
• Forward collision warning (alerts you of a possible collision with the vehicle in front)

Notable options for all Express Passenger Vans include:

• Heavy-duty trailering package
• Upgraded audio system with Bluetooth, satellite radio and a USB port

Save as much as $1,698  with Edmunds Click on the model you’re interested in to see what Edmunds suggests you should pay to get a good deal.

2023 chevrolet express pricing, edmunds suggests you pay.

• LS 2500 Suggested price:  $42,723 Compare dealer prices  for LS 2500 trim
• LS 3500 Most Popular Suggested price:  $43,632 Compare dealer prices  for LS 3500 trim
• LT 2500 Suggested price:  $44,497 Compare dealer prices  for LT 2500 trim
• LT 3500 Suggested price:  $45,526 Compare dealer prices  for LT 3500 trim

Reliability Ratings by RepairPal

Chevrolet express reviews, owner reviews, most helpful owner reviews, trending topics.

• fuel efficiency
• handling & steering
• reliability & manufacturing quality
• spaciousness
• driving experience
• transmission
• ride quality
• climate control
• maintenance & parts
• steering wheel
• cup holders
• electrical system
• wheels & tires
• acceleration
• sound system

You'll Love The Extra Room

'09 chevy express passenger van, best of the full size vans, van for all uses.

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2023 Chevrolet Express Features Specs

Compare the chevrolet express.

Chevrolet Express vs. Ford Transit Crew Van

The Ford Transit is an excellent choice for medium-duty work. It's almost two decades newer than the Chevy Express and it shows in its more modern technology, additional safety features and improved driving dynamics. The Transit can't tow as much as the Express, and it does not offer a V8 or diesel option, but it is available with all-wheel drive.

Chevrolet Express vs. Ram Promaster Cargo Van

Despite its size and impressive capabilities, the Ram ProMaster is surprisingly maneuverable, which should be a big advantage for dense city environments. It's only available in front-wheel drive, allowing for a lower cargo floor for additional capacity and easier loading. The ProMaster can haul more stuff on the inside, but it can't tow as much as the Chevrolet Express.

Chevrolet Express vs. Mercedes-Benz Sprinter

The Sprinter, which was last redesigned in 2019, is a spring chicken relative to the other vans. As a result, it's far more technologically advanced than the Chevrolet Express, with better maneuverability and efficiency. The Sprinter passenger van also has a significantly nicer interior than any of its rivals, but it can get rather expensive.

Our experts’ favorite Express safety features:

Is the chevrolet express a good car, what's new in the 2023 chevrolet express.

According to Edmunds’ car experts, here’s what’s new for the 2023 Chevrolet Express:

Is the Chevrolet Express reliable?

Is the 2023 chevrolet express a good car, how much should i pay for a 2023 chevrolet express.

The least-expensive 2023 Chevrolet Express is the 2023 Chevrolet Express LS 2500 3dr Van (4.3L 6cyl 8A). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $42,300.

Other versions include:

• LS 2500 3dr Van (4.3L 6cyl 8A) which starts at $42,300
• LS 3500 3dr Van (4.3L 6cyl 8A) which starts at $43,500
• LS 3500 3dr Ext Van (4.3L 6cyl 8A) which starts at $44,300
• LT 2500 3dr Van (4.3L 6cyl 8A) which starts at $44,400
• LT 3500 3dr Van (4.3L 6cyl 8A) which starts at $45,200
• LT 3500 3dr Ext Van (4.3L 6cyl 8A) which starts at $46,000

What are the different models of Chevrolet Express?

Related 2023 chevrolet express info, vehicle rankings by type.

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More Vans to consider

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The 2023 Chevrolet Colorado ZR2 Has Substantially Upped Its Game

No longer a half-hearted attempt at an off-road pickup, the Colorado ZR2 just leapfrogged the Toyota Tacoma TRD Pro in a big way—and there's more to come.

Once clear, we dialed our ZR2 into Baja mode, put the hammer down, and sent stones and dirt flying. This was our second day attacking the highly variable and uneven terrain of the Best in the Desert series's Las Vegas-to-Reno off-road race course, and the new ZR2 was completely in its element. Plumes of dust erupted from the truck's haunches as we careened along the various rocky, silty, and dusty two-track trails and wash-bottoms, and we found ourselves chortling when the lead truck called out the occasional "good graded road" that made us question the applicability of all three words.

The previous-generation Colorado ZR2 would not have fared nearly as well on this terrain, particularly at this pace. Sure, it also had off-road tires, decent clearance, front and rear locking differentials, and durable Multimatic DSSV spool-valve dampers, but the underlying Colorado on which it was based was not great source material. The new 2023 Chevrolet Colorado is demonstrably better in almost every respect, and that makes for a significantly more capable and credible ZR2 off-roader.

As it turns out, the Colorado's 2.9-inch wheelbase stretch looms large here. GM essentially moved the front axle forward by that amount relative to the front door hinge line and nearby body mount, and that created space for much larger tires. The last-gen ZR2's 31-inch rubber looks puny next to this year's standard 33-inch Goodyear Wrangler Territory Mud Terrains, but the magnitude of this change will also allow for the fitment of 35-inch tires on the ZR2 Bison prototype that Chevy teased at trail's end. It's enough to bring a Tacoma owner to tears, because the dubious "body mount chop" is necessary to fit similar-size tires on that truck.

Larger tires allow the new ZR2 to roll over cross-grain gullies that would snag smaller tires, and the extra inch of tire radius also amounts to one inch of the new truck's 1.8 inches of extra ground clearance, now 10.7 inches instead of 8.9 inches. The rest comes from a suspension lift, but it's more than rejiggered springs. There's also a significant gain in suspension travel; the front's total increases from 8.7 to 9.9 inches, and the entire surplus has been allocated to the compression side. In back, total travel increases from 9.8 to 11.6 inches, with compression and rebound sharing the bounty. Extra travel equals less bottoming out and an enhanced ability to progressively absorb uneven terrain, but it also leads to better crawling articulation on boulders—and our RTI ramp.

Up front, the approach angle improves from 30.0 degrees to a healthy 38.3 degrees because the transformative wheelbase stretch was offset by a similar reduction in front overhang to keep the truck's overall length in check. The front fascia retains the ZR2-signature cutouts ahead of the front tires to make the approach angle in that crucial area even more aggro, but they're more cleanly integrated into the overall design because less cutting is necessary when you have a stubbier nose to work with.

Additional significant changes are found in back. The last ZR2's lower rear shock mounts were positioned extremely inboard and low down. You had to cope with three points of potential contact when straddling rocks, not just the differential in the middle. Normal 2023 Colorados position them closer to the leaf springs, but they're still inboard. The wide-track ZR2 has the right answer: Its rear Multimatic DSSV dampers now live outboard of the leaf springs and the frame rails, and the lower mount is tucked up tight against the brake backing plate, like on a Tacoma. What's more, the spare tire is positioned some 2.5 inches higher and no longer looks like someone forgot to crank it all the way up, letting it drag ass through ditches.

The new-to-the-Colorado turbocharged 2.7-liter inline-four engine was a welcome surprise, because it pulls strong and sounds powerful–especially in Baja mode, where the eight-speed automatic transmission willingly holds onto gears under power and downshifts when braking. The ZR2's high-output tune makes 310 horsepower versus the old V-6's 308 horses, but torque is the big differentiator, with 430 pound-feet of the stuff on tap at 3000 rpm versus the old model's measly 275 pound-feet at 4000 revs. No one should mourn the discontinued diesel, which only gave up 369 pound-feet and a meager 181 horsepower and saddled you with a six-speed automatic. This new singular ZR2 powertrain is miles better than both predecessors in all respects except fuel economy, while its EPA rating of 18 mpg combined (17 city/19 highway) is 1 mpg better across the board than last year's V6.

The Baja mode we relied on is exclusive to the ZR2, and you can engage it in two- or four-wheel drive. In addition to the more aggressive shift action, Baja also runs with traction and stability control off, which let us hang the tail out and rally the truck through tighter bends. The same aggressive approach in the more straightforward Off-Road mode leads to frequent ESC interventions, less fun, and stinky rear brakes. Terrain mode, which caps the truck's speed at 50 mph, is an exceptional off-road creep mode with one-pedal drive action that seems more at home tiptoeing over rocks than it does on any EV. Tow/Haul mode is here, along with an integrated trailer brake controller, befitting a ZR2 good for 6000 pounds instead of last year's 5000 pounds.

Inside, the ZR2 is clearly better than its predecessor, looking more bespoke than parts-bin. Like the other trims, the ZR2 features the same 11.3-inch touchscreen with Google built-in, along with logically arrayed climate controls. Its stitched-dash treatment looks better than the Z71's padding, and the faux-camo trim insert is attractive. The seats feel full-size, not seven-eighths scale. But the indoors is also where the ZR2's biggest flaws reside. The rental-spec dash and door-panel graining and gloss make no attempt to hide the truck's hard-plastic composition. The headlight controls are on the touchscreen, albeit with a clairvoyant "Auto" setting and ever-present access icon. Too much usable stuff is buried in said touchscreen, such as the trip-meter reset we went hunting for when we drew level with the bull.

All told, the new Colorado ZR2 is something its predecessor was not: an extremely well-rounded and capable off-road mid-size truck that performs at a high level and wants for little. That it costs just $1600 more than last year's crew cab is frankly remarkable. The Toyota Tacoma TRD Pro is no longer a match, and the 2024 Tacoma is going to have to make a giant step of its own to keep up. What about Ford's upcoming Ranger and Ranger Raptor ? Time will tell, but there's an even more capable ZR2 Bison waiting in the wings.

Specifications

2023 Chevrolet Colorado ZR2 Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup

PRICE Base ZR2, $48,295; Desert Boss Special Edition, $58,285

ENGINE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection Displacement: 166 in 3 , 2727 cm 3 Power: 310 hp @ 5600 rpm Torque: 430 lb-ft @ 3000 rpm

TRANSMISSION 8-speed automatic

DIMENSIONS Wheelbase: 131.4 in Length: 212.7 in Width: 76.3 in Height: 81.8 in Passenger Volume, F/R: 58/43 ft 3 Curb Weight ( C/D est): 5000 lb

PERFORMANCE ( C/D EST) 60 mph: 6.5 sec 1/4-Mile: 14.0 sec Top Speed: 100 mph

EPA FUEL ECONOMY Combined/City/Highway: 18/17/19 mpg

Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department.

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