silverado zr2 long travel

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CHEVROLET/GMC 2500/3500HD 4WD LONG TRAVEL KIT 2001-2010

Kibbetech 01-10 Silverado/Sierra 2500/3500HD 4WD Long Travel Kit The front 4x4 LT kit includes; First 2 cad pictures represent the new style kit! A...

CHEVROLET/GMC 2500HD/3500HD 4WD LONG TRAVEL KIT 2011-2019

Kibbetech 2011-2019 Silverado/Sierra 2500HD/3500HD 4x4 Long Travel Kit Front 4x4 LT KIT INCLUDES  ALL NEW DESIGN (see first 2 cad model pictures)...

CHEVROLET/GMC 2500HD/3500HD 4WD LONG TRAVEL KIT 2020+

Kibbetech 2020+ Silverado/Sierra 2500HD/3500HD 4x4 Long Travel Kit Front 4x4 LT KIT INCLUDES  ALL NEW DESIGN CNC machined Billet aluminum upper c...

CHEVROLET/GMC 1500 2WD LONG TRAVEL KIT 2007-2018

Kibbetech 2007-2018 Chevrolet Silverado/GMC Sierra 2WD Long Travel Kit   Kit includes: Billet upper control arms Billet tie rods 4130 tig welded...

CHEVROLET/GMC 1500 4WD LONG TRAVEL KIT 2007-2018

Fits 2007-2018 Silverado/Sierra 1500 4WD trucks  Retains 4WD  Includes Inner 934 cv adapter and extended axles fully assembled  4130 TIG welded tr...

CHEVROLET/GMC 1500 2WD LONG TRAVEL KIT 1999-2006

Kibbetech 1999-2006 Silverado/Sierra 1500 2WD Long Travel Kit   Kit includes: Billet upper control arms Billet tie rods 4130 tig welded lower con...

CHEVROLET/GMC COLORADO/CANYON/ZR2 4WD LONG TRAVEL KIT 2015-2022

ALL NEW DESIGN! CNC Machined Billet upper arms  CNC Machined Billet tie rods  Fabricated 4130 tig welded lower a arms  Fabricated 4130 tig welded...

FORD RAPTOR - GEN1/GEN2/F150 LONG TRAVEL KIT

Kibbetech GEN1 / GEN2 RAPTOR / F150 Long Travel Kit Fits GEN1/GEN2 RAPTORS and F150's Retains 4WD +3'' per side  Includes RCV axles 4130 TIG we...

CHEVROLET/GMC 2500/3500 LT - SWAY BAR KIT

Bolt on sway bar for 2011+ GM2500/3500 long travel kits  Additional stability with the added body roll induced by the added track width  Comes wit...

CHEVROLET/GMC 1500 2WD/4WD LT - SWAY BAR KIT 2007-2018

Sway bar kit for 2007-2018 2WD/4WD Chevrolet 1500 long travel kits  Additional stability with the added body roll induced by the added track width...

FORD RAPTOR - GEN1/GEN2/F150 LONG TRAVEL SWAY BAR KIT

Kibbetech GEN1 / GEN2 RAPTOR / F150 LT - Sway Bar Kit Weld on sway bar for GEN1/GEN2/F150 long travel kits  Additional stability with the added...

KING SHOCKS 3.0''x18'' IBP

King Shock race series 3.0'' diamter by 18'' stoke internal bypass coilover This is the shock we use on every shoty course link build (chevy, Rapt...

KING SHOCKS BOLT-ON BUMP STOP

King Shocks 2.5'' diameter by 4'' strok bolt-on style bumpstop With hardware Black cerakote body with Gold anodize parts Sold as pair This is what...

UNIBALL DUST CAPS

 Kibbetech Uniball Dust Caps ALL UPPER ARM KITS COME STANDARD WITH BLACK CAPS Our standard uniball dust caps we use on every OEM bolt in upper arm...

KIBBETECH x PRP LIMIT STRAPS

Kibbetech x PRP Limit Straps KIBBETECH EXCLUSIVE LIMIT STRAPS  Suspension limiting straps  Measured from center of each hole  4 layers of 10,00...

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2022 Chevy Silverado ZR2 First Drive Review: It's All About the Shocks

Chevy's new ZR2 off-road full-size truck packs Multimatic spool-valve shocks that make a huge difference when the pavement turns to dirt.

Chevrolet's Silverado  pickup gets a much-needed makeover for 2022, but what I'm most excited about is this new off-road-specific ZR2 model. What sets this truck apart from other off-road pickups is its set of Multimatic DSSV dampers -- suspension components that borrow Formula 1 technology to create a no-compromise ride both on and off the pavement.

Multimatic shocks ditch their internal shims for tiny variable-rate spring valves, which allow Chevy to precisely tune their action. On top of that, by changing the shape of the oil opening, the shock behaves firmly on pavement but instantly softens up when you hit the dirt. It's like having electronically adjustable dampers, but you never have to put the truck into a different drive mode. If you want to nerd out on this technology, editor Antuan Goodwin has a great explainer , but I'm here to drive the ZR2 and find out for myself if this expensive hardware is worth the money. I grabbed the key and headed out into the desert terrain surrounding Palm Springs, CA.

When these shocks are paired with the Silverado's 6.2-liter V8 engine and 10-speed automatic transmission, the result is a truck that can scoot along quickly when the road is smooth, but then hit the dirt without breaking a sweat. Pushing out 420 horsepower and 460 pound-feet of torque, the V8 delivers its power smoothly, with a glorious note coming from the optional Borla cat-back exhaust.

The Silverado offers 9 inches of suspension travel up front and 10 inches of travel out back.

However, this isn't a full-blown  Ford F-150 Raptor  competitor. The Silverado ZR2 only has a bit more than 9 inches of suspension travel in the front and a little over 10 inches in the rear. Meanwhile, a Raptor has 14 inches up front and 15 inches out back, so it'll run all over the Chevy when traversing desert whoops. Still, the Silverado's ride quality is much more compliant and comfortable than the Toyota Tundra TRD Pro or the Nissan Titan Pro-4X . 

The ZR2 has a few drive modes, but they don't affect the shock tuning. Instead, these settings modify the traction control, throttle mapping, transmission tuning and so on. Off-Road mode will loosen up the traction settings and let the tail hang out a bit, and it's best for high-speed dirty fun times. Terrain mode is best for slow-speed rock crawling, and when the truck is also in low-range four-wheel drive, one-pedal driving is enabled. This allows the driver to just worry about moderating the throttle when doing any precise, slow-speed driving. The brakes are applied when your foot is lifted off the throttle, so no left-foot braking is necessary. It's a neat trick.

The ZR2 has decent off-road suspension geometry -- especially for a full-size pickup truck. The approach angle is 31.8 degrees thanks to the ZR2's cut-out front bumper, while the breakover and departure angles are both a smidge over 23 degrees. The truck has 11.2 inches of ground clearance, enough that I have to use the handle on the A-pillar to get in, and rides on 33-inch mud-terrain tires. Front and rear electronic differential lockers round out the off-road goodies. In all, those are not bad specs for a full-size truck.

The 2022 Silverado's interior is much, much nicer than before.

If towing is a big part of your weekend fun, the ZR2 does an OK job, but it's definitely not the highest-rated Silverado. When properly configured a Silverado can tow over 13,000 pounds, but the ZR2 can only drag 8,900 pounds. Folks with large campers might struggle here.

The Silverado ZR2's payload rating is 1,400 pounds and there are plenty of tie-down points as well as a 110-volt outlet in the bed. General Motors' cool six-position Multi-Flex tailgate is also available for under $500, and I think it's a great addition to any truck. The added functionality it provides is well worth the money.

One of the biggest 2022 model year updates that improves the entire Silverado lineup is a vastly improved interior. A 13.4-inch touchscreen runs a new version of Chevy's infotainment tech, now with Google power. Apple CarPlay , Android Auto and Alexa are all integrated as well, and the addition of Google maps is pretty rad. A 12.3-inch reconfigurable gauge cluster gives me all the information I could possibly need and it's easy to scroll around and find what I want. The available head-up display is large and reconfigurable, and I can easily see it through my polarized sunglasses.

The cabin materials are much nicer, and while there are still some cheap plastic bits, the overall vibe is more upscale. It's clear Chevy took complaints from customers to heart when updating the interior. It's super nice inside.

This is Chevy's best off-road Silverado.

As for driver-assistance tech, the Chevrolet Safety Assist suite is standard, complete with forward-collision warning, lane-keeping assist with lane-departure warning, automatic emergency braking, a following distance indicator and automatic high-beam headlights. Blind-spot monitoring is standard on the ZR2 but you'll have to pony up some extra cash if you want adaptive cruise control. Chevy's hands-free Super Cruise driver-assistance system isn't available on the ZR2.

The full-size Silverado ZR2 starts at $69,295 including $1,695 for destination. That's a bit more than a 2022 Toyota Tundra TRD Pro, but it makes sense given the upgraded suspension. However, you can get a 2022 Ford F-150 Raptor with its greater suspension travel for about $1,000 more.

The best thing about the ZR2 is that it's an off-road truck that offers absolutely no compromises in terms of on-road refinement. Add in Chevy's excellent tech and nicer interior, and the 2022 Silverado is more compelling than ever.

2022 Chevy Silverado ZR2 Is Ready for Desert Shenanigans

Editors' note: Travel costs related to this story were covered by the manufacturer, which is common in the auto industry. The judgments and opinions of Roadshow's staff are our own and we do not accept paid editorial content.

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GM Performance Long Travel DSSV Kit [17+ ZR2]

• Regular price $7,571.14
• (2) Front Long Travel DSSV  85143349
• (2) Rear Long Travel DSSV  85143352
• (2) Upper Mounts with Hardware
• (2) Front Coilover Springs

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California mulls per-mile road charge to replace gas taxes, 4 japanese automakers admit to falsifying test results, car wrap: how much does it cost and is it worth it, mazda recalls 2,353 vehicles for issues with automatic braking, first look: 2024 chevrolet colorado zr2 bison.

All-new for 2023, the Colorado now prepares to add the Bison off-road-racer package

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It used to be that if you wanted to go fast and do it off the beaten path, you had to modify your truck yourself. Instead, these days you can buy them ready-to-go right out of the box. Chevrolet already offers its new-for-2023 Colorado as the off-road-ready ZR2, but for 2024, it’ll also be available as the ZR2 Bison.

First Look: 2024 Chevrolet Colorado ZR2 Bison Back to video

It’s not a first for the Bison trim, which debuted on the last-generation Colorado in 2017. It’s a given for Chevy’s made-over entry in the midsize truck segment, where arch-rival Ford has announced that the all-new 2024 edition of its Ranger will be the first outfitted as a Raptor . The Bison trim was also added to the full-size Silverado 1500 and heavy-duty Silverado 2500 , so now marks the first time it’s been available on all three of Chevy’s trucks.

This Colorado Bison unveiling event was only a look-see, and a virtual one at that. We’ll have to wait a while before we can drive one to properly judge its yee-haw factor. In the meantime, we’ve already driven the all-new Colorado , and here we’ll delve into what’s different about the ZR2 Bison.

Learn more about the cars

2024 chevrolet colorado.

MSRP  $35,399 to $57,699

Based on an all-new truck

The new 2023 Colorado – the basis for the Bison – undergoes a considerable number of changes from the 2022 model. Previously it came in extended cab, or in crew cab with two bed lengths, but every Colorado is now a crew-cab-short-bed, which is what most people tend to buy anyway. Only the base WT (Work Truck) can be ordered in two-wheel-drive, with 4×4 optional on that, and standard on everything else.

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The old Colorado also offered a 2.5L four-cylinder, 3.6L V6, or 2.8L four-cylinder diesel. All are gone, replaced with a 2.7L turbocharged four-cylinder engine that’s also used as the base engine in the full-size Silverado. In the Colorado it comes in three power levels, with lower trims offering the Turbo at 239 horsepower; or the Turbo Plus at 310 horsepower and 390 lb-ft of torque. The ZR2 and Bison exclusively use the Turbo High-Output version, which also makes 310 horsepower but ramps up to 430 lb-ft of torque — and on 87-octane gasoline. An eight-speed automatic transmission is used with all engine variants.

The off-road upgrades

The ZR2 gains its off-road chops with locking front and rear differentials, 33-inch tires, and Dynamic Suspensions Spool Valve (DSSV) front and rear shocks, courtesy of Ontario-based supplier Multimatic. These dampers use spring-loaded sleeves to regulate the oil flow inside the shock – instead of the washer-style shims in regular shocks – giving them rebound consistency when you’re banging on them in off-road driving, while still providing a smooth ride on pavement.

The Bison is a package on the ZR2, and has that same undercarriage, but then adds jounce control dampers, also from Multimatic, which helps prevent “bottoming out” — that very unpleasant bang when you hit a hard bump and the suspension components compress enough to knock against each other.

That’s important, because while the ZR2 is meant for the traditional off-road trails, where you generally weave your way across rocks and between trees at a moderate pace, the Bison is intended as a Baja-style desert racer for flat-out across wide-open spaces. Its drive modes include a Baja setting, and when you’re in that, you can access launch control that “learns” the surface under the tires, such as sand, and then adjusts for maximum traction on it, until you use it on a difference surface, and it relearns for that.

The shocks aren’t all, of course. As with the last-generation Colorado Bison, this one is a collaboration with American Expedition Vehicles (AEV), based in Montana and Detroit, which makes accessories and performance parts for off-road vehicles. From that company, the Bison gets standard 17-inch beadlock-capable wheels with 35-inch tires, fender flares, AEV bumpers with winch-capable front unit (an AEV winch will be available as an accessory), boron-steel skid plates and rocker protectors, and AEV badging on its front head restraints and all-weather mats. The 35-inch spare tire won’t fit under the truck in its usual spot, so it’s mounted in the bed; and a spray-in bedliner is standard.

By the numbers

In other trims, the Colorado’s approach angle is gnarliest in the Trail Boss at 30.5 degrees, but the ZR2’s is 38.6, while the Bison’s is 38.2 degrees. For departure angle, the ZR2 comes in at 25.2 and the Bison 26 degrees; while breakover is 24.8 in the ZR2 and 26.9 degrees in the Bison. Ground clearance is 272 mm (10.7 inches) in the ZR2, while the Bison tops that at 311 mm (12.2 inches). The ZR2 can handle up to 1,280 lbs of payload, while the heavier Bison’s maximum is 1,050 lbs. Other Colorado trims can tow up to 7,700 lbs, while the ZR2 can pull 6,000 lbs; and you can hitch up to 5,500 lbs on the Bison’s hitch.

While the full list of the Bison’s features is yet to come, it’s a package on the ZR2, so expect to get an 11.3-inch touchscreen with Google Built-In, wireless Apple CarPlay and Android Auto, LED front and rear lights, 120-volt bed-mounted outlet, eight-way power driver’s seat, and auto-dimming mirror. Standard driver-assist safety features include emergency front braking, lane-keep assist, and automatic high-beam headlamps, but adaptive cruise control will be optional. Cloth seats will be standard, with extra-charge leather available. A locking tailgate is included, but we’ve yet to see if you’ll need to pay more to get the new lockable storage bin inside it.

Speaking of paying, pricing will be announced closer to when the 2024 ZR2 and Bison models launch in early fall of 2023. But to give you an idea, the 2023 ZR2 starts at $56,003 in Canada, plus a destination fee of $2,095. On the 2023 Silverado, the Bison package adds about 10 per cent to the ZR2, so our rough guesstimate for the 2024 Colorado Bison will be around $62,000 or so. That’s a fair chunk of change, and we’re looking forward to getting behind the wheel to see if it’s worth the step up to take a Colorado ZR2 and then Bison-ize it for when the open off-road beckons.

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Jil McIntosh

· Professional writer for more than 35 years, appearing in some of the top publications in Canada and the U.S.

· Specialties include new-vehicle reviews, old cars and automotive history, automotive news, and “How It Works” columns that explain vehicle features and technology

· Member of the Automobile Journalists Association of Canada (AJAC) since 2003; voting member for AJAC Canadian Car of the Year Awards; juror on the Women’s World Car of the Year Awards

Jil McIntosh graduated from East York Collegiate in Toronto, and then continued her education at the School of Hard Knocks. Her early jobs including driving a taxi in Toronto; and warranty administration in a new-vehicle dealership, where she also held information classes for customers, explaining the inner mechanical workings of vehicles and their features.

Jil McIntosh is a freelance writer who has been writing for Driving.ca since 2016, but she’s been a professional writer starting when most cars still had carburetors. At the age of eleven, she had a story published in the defunct Toronto Telegram newspaper, for which she was paid $25; given the short length of the story and the dollar’s buying power at the time, that might have been the relatively best-paid piece she’s ever written.

An old-car enthusiast who owns a 1947 Cadillac and 1949 Studebaker truck, she began her writing career crafting stories for antique-car and hot-rod car club magazines. When the Ontario-based newspaper Old Autos started up in 1987, dedicated to the antique-car hobby, she became a columnist starting with its second issue; the newspaper is still around and she still writes for it. Not long after the Toronto Star launched its Wheels section in 1986 – the first Canadian newspaper to include an auto section – she became one of its regular writers. She started out writing feature stories, and then added “new-vehicle reviewer” to her resume in 1999. She stayed with Wheels, in print and later digital as well, until the publication made a cost-cutting decision to shed its freelance writers. She joined Driving.ca the very next day.

In addition to Driving.ca, she writes for industry-focused publications, including Automotive News Canada and Autosphere. Over the years, her automotive work also appeared in such publications as Cars & Parts, Street Rodder, Canadian Hot Rods, AutoTrader, Sharp, Taxi News, Maclean’s, The Chicago Tribune, Forbes Wheels, Canadian Driver, Sympatico Autos, and Reader’s Digest. Her non-automotive work, covering such topics as travel, food and drink, rural living, fountain pen collecting, and celebrity interviews, has appeared in publications including Harrowsmith, Where New Orleans, Pen World, The Book for Men, Rural Delivery, and Gambit.

Major awards won by the author

2016 AJAC Journalist of the Year; Car Care Canada / CAA Safety Journalism award winner in 2008, 2010, 2012 and 2013, runner-up in 2021; Pirelli Photography Award 2015; Environmental Journalism Award 2019; Technical Writing Award 2020; Vehicle Testing Review award 2020, runner-up in 2022; Feature Story award winner 2020; inducted into the Street Rodding Hall of Fame in 1994.

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Email: [email protected]

Linkedin: https://www.linkedin.com/in/jilmcintosh/

Twitter: https://twitter.com/JilMcIntosh

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