Ford Tonka Truck, The Chevrolet Colorado ZR2 in Vermont: A Tonka Truck for Big Kids Gets the Green Mountain Test

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Ford Tonka Truck – With pickup trucks flying from shelves such as Tonka toys for children growing too much, it’s only a matter of time before the toy aisle is expanded. The Chevrolet Colorado ZR2 is designed specifically for playing in the sandbox, although it is quite civilized to make you work and return. This is a branch of middle-sized Colorado that creeps and runs in the desert as well as a smaller, sane, and more affordable alternative than the Ford F-150 Raptor.

The Chevy will not drive the trail as fast as Ford, with a 308 3.6-liter V-6 power that falls far behind Rapbo’s 450-horsepower twin-turbo six EcoBoost. For disappointment in speed freaks, the ZR2’s output has not changed from the usual Colorado V-6 application, even though it is guarding the ZR2 from 0 to 60 mph in 6.1 seconds. But Chevy said the ZR2 was more than strong enough and capable enough to conquer the Rubicon Trail, a slow-motion torture track in California where Jeep tested the most difficult vehicle.

Ford Tonka Truck

It made Vermont’s winter weekend a piece of cake for Colorado, even if General Motors’ planned off-road guided day was canceled because of freezing rain and ice leaving the trail too dangerous to manage – sloping slopes could be one thing thwart hardcore four-four, although the 31-inch Chevy Goodyear Wrangler Duratrac is quite aggressive on the 18-x-7-inch black aluminum wheels. Instead, my friend Eric and I loaded ZR2, got on board and headed to Stratton Mountain to ski.

The “climb” section reveals Chevy’s recalibrated mission, lifting a two-inch body made to climb muscles into the cabin. This is a full-size four-door Crew Cab model, a spacious rear seat, and a short bed – only 5.2 feet long – for buyers who prioritize utilities. Buyers can also choose a long cabin ZR2 with a long bed but the rear is tighter, while diesel fans can choose 2.8 liters inline-four with 181 horsepower and 369 pounds of torque. In fact, most recreational-minded owners will correctly pass a spare tire carrier installed in our tester bed (the option installed by the dealer), which has convenient access for a large amount of cargo space.

The ZR2’s treatment makes the Colorado a truck that looks great, including the “Summit White” tester The Drive, whose impressive hood, tubular sport bar with off-road lights, and black cladding attract the attention of other truck owners. Against Colorado with civil problems, the front and rear tracks of the ZR2 are widened by 3.5 inches. The swivel dashboard knob controls the different locks for the front and rear axles, including full-time 4WD settings. There are low speed transfer casings, naturally, and a rear axle ratio of 3.42 in standard operation.

Naturally, raised bodywork makes space for more suspension travel, with revised mounting points and larger springs, shocks, and iron control arms. The rocker panels are carried with standard rock sliders to keep the owner from grimacing when they pick out rough things. A pair of slip plates protect the radiator and engine oil in the front and the transfer case at the rear.

The rocking attitude – along with the reshaped front and rear bumpers – presents an eye-opening approach, breakover and departure angle that makes Chevy pretend the Jeep Wrangler with a bed in the back. Indeed, that generous body looseness, combined with the shorter ZR2 wheelbase and thinner footprints, really gives Chevy an off-road advantage compared to its rival in Motown: Chevy can negotiate with tighter, steeper lines that will block the full size Ford.

But the Chevy’s resistance part – really there to provide resistance – is the Multimatic damper, their yellow cartridge easily visible under the lifted Colorado skirt. (Being a respectable man, I did not take photos of ZR2 upskirt). They are a technology gift from a Canadian company that manufactures Ford GT, a great surprise found in highfalutin models such as the Aston Martin One-77, Mercedes-AMG GT, Chevy Camaro ZL1 1LE, and the Blue Oval supercar mentioned above. Compared to conventional shock absorbers, Multimatic spool valve technology allows more variability in compression and rebound levels throughout the damper travel range, as well as relative to the speed and force of the impact. One result is very good body control even like Colorado, say, racing on the washing board road, but without sending undue violence into the cabin.

The V-6 moves the Chevy quickly, even though the scream is rather loud at the top register. One acid note is the setting of an eight-speed automatic transmission (diesel gets six speeds); the transmission likes to swing into high gear in the interest of saving fuel, but is trapped when you summon a large force, with downshift hesitation and occasional annoyance.

Chevy’s original coup was that it was a hardcore trail truck, but it didn’t make it hard or hard-headed on the road. Where the Raptor feels like 2.5 tons of Jell-O on the sidewalk, nervous and bound when turning the steering wheel in the driver’s hand, Colorado remains calm and on track. I can certainly say it is a modified pickup, but compared to Ford, Chevy does not give fewer penalties in handling and improving quality. The Colorado Steering is very helpful, with a strong weight and confident response that eases white books at the narrow, mountainous Taconic Parkway in New York during our return trip in a stable rainstorm. What Chevy can’t do, at least as easily as the Raptor, is to shake his tail under great force, because of the simple torque of 275 pounds-foot versus the 510 for the stocky Ford.

Even though our official off-road adventures have been nixed, we wander into the snow lanes that Chevy trails with confidence, limited only by the tire grip available. Then we were lucky, finding a long stretch like the tundra meadow that made Colorado show off their pre-runner skills. At the speed at which most trucks would reflect our skull from the headliner, Chevy drove through the hills and dirty puddles with poor efficiency.

Chevy generates much of the affordability of the ZR2, starting at $ 42,795 for this Crew Cab model. My test truck is registered with just under $ 47,000 with options. Yes, it’s about $ 9,000 less than the F-150 Raptor Super Crew – but this is a mid-sized Chevy with a standard edition V-6, not a full-size pickup with a 450-hp Eco-Bost bumper which is a Ford kiss cousin. Exotic Powerplant GT. The price of $ 40,000-plus also focuses on the Colorado cabin which is largely unchanged, somewhat utilitarian, although standard quality such as leather wrapped seats and steering wheels, Bose audio system, 8.0-inch infotainment touch screen, and 4G LTE WiFi help soften the blow.

That’s what happened to this ZR2: If you just roll around in a camp or kick a pebble on the back road, simpler Colorado will suit you only – especially since the base pickup starts at almost $ 21,000, half the price of ZR2. A complete 4WD V-6 Crew cabin can be purchased for around $ 32,500.

Drifter’s highlands of Chevy can make sense – especially if you live west of the Mississippi, surrounded by large skies, wide open spaces, and scarce signs of “No Entry”; or if you are a special trail hopper anywhere in U.S.-of-A. In other words, ZR2 makes sense unless you buy as much as possible for the appearance and attitude of a mountain person like genuine abilities. But we all know that nobody buys a truck for such trivial reasons, right?

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