Colorado is bigger than the old S10, and that's the trend: Compact pickups are no longer compact. They're growing in size, so much so that the term 'compact pickup' may be obsolete. Colorado is an inch wider and a couple of inches longer than the S10, and its wheelbase is three inches longer. The new Dodge Dakota is even bigger. The new Toyota Tacoma is even bigger yet. Meanwhile, Nissan is coming out with a new Frontier that's dramatically larger than the old one. Left behind is the aging Ford Ranger. Ranger is five inches shorter than a comparable Colorado. The EPA still calls this segment 'compact,' but manufacturers are beginning to call it 'mid-size.' Whatever you call them, these new pickups are bigger than the trucks they replace. Yet they're still substantially smaller than full-size pickups such as the Chevy Silverado.

The reason for this increase in size is comfort. Pickup buyers want roomier cabs. Often, these trucks are often alternatives to cars, and their owners want more hip room, leg room and head room. Most are willing to sacrifice bed length for cab room. That's why regular cab trucks, which typically offered the longest beds, are all but extinct. The extended cab has replaced the regular cab as the truck for serious haulers, many of whom like being able to stash gear, tools, luggage, groceries behind the seats. Crew cabs have taken off in popularity because they offer the convenience of comfortable back seats for family and friends. Their short bed lengths are an acceptable compromise for many buyers.

With this in mind, the Chevy Colorado gave up a little bed length for a roomier cab. The cab is about four inches longer than a comparable S10 cab. Still, it has a six-foot bed with regular and extended cabs, and a five-foot bed on crew cabs. Colorado also gives up a little towing capability for a smoother ride. That's not to say it's lost the capability that makes a truck useful. A properly equipped Colorado is rated to tow 4,000 pounds, enough for transporting ATVs, dirt bikes, personal watercraft, light boats or small camping trailers. And in most configurations, the Colorado can carry more weight in the bed than could a similarly equipped S10. So it'll get the job done.

Indeed, we think the trade-offs have paid off. Colorado is much smoother and feels more refined than the old S10, which bounced around on rough roads. And it's a bit more stylish. Order the five-cylinder engine and it accelerates smartly. (That's right: five-cylinder.) The Crew Cab features a roomy back seat that's surprisingly comfortable and not bolt-upright. Yet Colorado fits into tight parking spaces, something that can't be said of full-size pickups.

Though introduced as a 2004 model, the Colorado is still new to the street and we found the 2005 models continue to turn heads. The Chevrolet Colorado is mechanically identical to the GMC Canyon, but trim and packaging differ. For 2005, Colorado offers a new exterior color (Superior Blue Metallic) and some equipment upgrades. About a hundred permutations are available, giving buyers lots of choices to fit their needs.

Colorado's fender bulges are angular and aggressive. The leading edge of the front fender flares isn't finished elegantly, but otherwise the Colorado has a clean, modern look. The Crew Cab looks well balanced despite the extra cab length. Reach-through door handles allow a full handful of grip for easy opening, even with gloves.

Cargo boxes are 6-foot, 1-inch on regular and extended cab models and 5-foot, 1-inch on Crew Cabs. A two-position locking tailgate, which opens to 55 degrees or to fully horizontal, provides more cargo utility. When the tailgate is partway down, the Colorado can carry a 4-by-8 foot sheet of plywood flat, supported by the wheel wells and the rear edge of the tailgate.

The ZQ8 Sport models look slammed with their lower ride height. In fact, they ride 3.5 inches lower than the standard 2WD Colorado, with a ground clearance of just 5 inches. The standard Colorado has 8.5 inches of ground clearance, 2WD or 4WD. The Z71 off-road suspension raises the ground clearance to 9.3 inches, 2WD or 4WD.

All Crew Cab and Extended Cab models ride on a 126-inch wheelbase, while regular cab models ride on a 111-inch wheelbase. Overall length is 207 inches for all but regular cabs, which are 193 inches. Overall height is about 65 inches for the standard Z85 suspension, 66.3 inches with 4WD; 63.5 inches for the low-rider ZQ8 Sport models; 67 inches for the Z71 off-road models, 2WD and 4WD.

Chevrolet dealers offer a range of accessories, including a bed extender, hard and soft tonneau covers, tubular assist steps and splash guards. All can be installed at the time of delivery and can be financed as part of the deal.

The optional engine, called Vortec 3500, is an inline-5. It's an unusual configuration for a U.S. vehicle, but German automakers have been using them for years. Mercedes-Benz offered five-cylinder diesels in the '70s, and Audi's premier engine was in inline-5 from 1977-91. More recently Volvo has adopted the straight-five idea. All of these engines produce a distinctive, siren-like sound at full throttle, and so does the five-cylinder Colorado. At cruise, however, GM's five-cylinder is quiet, and there's no indication that it's anything out of the ordinary. If you like inline-6 engines better than V6s, then you'll like the inline-5. It's much more responsive than the four-cylinder and delivers quicker acceleration. It's also smoother.

The five-cylinder Vortec 3500 delivers 220 horsepower at 5600 rpm and 225 pound-feet of torque at 2800 rpm. That's more power but less torque than the optional V6 on the old S10. On the other hand, the Colorado's inline-5 sustains that torque level over 90 percent of its rev range, good when hauling heavy loads or towing trailers. Recommended fuel is 87 octane regular and it's rated 19/25 mpg (manual 2WD). Maximum towing load for the Colorado with the five-cylinder engine and automatic transmission is 4000 pounds, almost 2000 pounds less than a V6 S10.

Both the 2800 and 3500 were derived from the Vortec 4200 inline-6 used in the Chevy Trailblazer. They simply lopped cylinders off the six to get the five and four. All of these engines feature all-aluminum construction, yielding improved performance and fuel economy, with less weight to haul around, and improved cooling. Efficiency and power are increased by dual overhead camshafts with four valves per cylinder, plus electronic (drive-by-wire) throttle control, variable exhaust timing and a 10:1 compression ratio.

Driving a standard Colorado with the Vortec 3500 proves that Chevy made the right decision. By sacrificing some towing capacity, GM engineers were able to reduce the rear spring rate and otherwise tune the suspension for a smooth ride, and that's really evident in the Colorado. On a washboard dirt road the rear end isn't bouncing around like a Polynesian hula dancer's grass skirt. It's the front end that feels firmer. Colorado still rides like a truck, but it isn't nasty about it.

With your right foot to the floor, an unladen Colorado zips up to traffic speed, the Hydra-Matic 4L60-E four-speed automatic clipping off shifts smoothly enough to be unremarkable. But goose it on loose gravel or dirt, and the traction control system shuts down the power and the Colorado bogs. That's not important except when trying to merge into fast-moving traffic from a pebbly roadside. The traction control override button, located high on the dash, can be used in such a situation. In snow, however, the traction control should help in taming the pickup's lightly loaded rear end.

The front disc/rear drum brakes are big and meaty and certainly should be enough for any load the Colorado is allowed to carry. The suspension is firm enough to handle hard stops on pavement without drama. The ABS does its job neatly, keeping the truck in line even when slamming on the brakes on a gravelly road.

The Z71 models ride well for a pickup with an off-road suspension. We haven't driven it off road.

The ZQ8 sport suspension rides well. It ha.

The front bucket seats are wide and soft, but both cloth and leather versions lack lateral support. Getting into the Z71 off-road models requires stepping up. Specifically, Z71's step-in height is 22 inches, compared with 21.4 for the standard 4WD suspension, 18.4 with 2WD, and just 16.5 for the low-riding ZQ8 Sport.

Each door panel has a molded map pocket contoured for a bottle or can. The center console has cup holders that look capable of handling a variety of drink containers. The center arm rest opens into a small storage space, big enough for a large wallet, but it wobbles when pushed. A small tray on the console will be useful for all sorts of oddments that don't need to be covered.

The instrument panel is traditional white-on-black with orange needles. It's easy to read and doesn't hide its functionality with artsy markings. This practical approach continues to the center stack. No ground-breaking innovation here, just straightforward knobs and dials that don't require a postgraduate degree to operate. Turning on the dome light requires fumbling around for a small thumbwheel, however, which we found difficult while navigating in pre-dawn darkness. For this reason, we recommend the optional electrochomic (automatic-dimming) rearview mirror ($175), which features map lights, compass and outside temperature display.

The Crew Cab's back seat is surprisingly comfortable, particularly when compared with the back seats of past compact crew cabs. There's a reasonable amount of leg room, especially with a little cooperation from those sitting in front, and the seat height is comfortably high. The seatback angles back slightly, making it more comfortable than the bolt-upright backrest found in some pickups. The wide cabin provides enough shoulder room for adult males, but don't expect the width of a full-size cab. Getting in and out of the back is a little awkward because the door is relatively narrow and you have to swing your feet in to clear the wide B-pillar (the post between the front and rear doors).

Forget about sitting in the back of an Extended Cab. It has back seats, but they're only good for hauling kids and only then for short distances. The rear seats flip down, providing a good place for cargo and, with modifications, it would be okay for a medium-size dog. The rear doors swing open suicide style.

- Contributing to this report was John Matras in Pennsylvania.