Driving both the I-4 and I-5 at speed reveals that both operate much smoother and quieter than most small truck engines, thanks to direct-mount accessory drives and dual balance shafts that eliminate engine harmonics. Both idle smoothly, with the I-5 getting the nod as the calmer of the two. GM has yet to announce mileage estimates, but we'd expect these engines to set new standards for pickup trucks. In addition, both powerplants run on regular gas, which will help keep operating costs under control.
Vortec 2800
While smooth and quiet operation is desirable for a light-truck engine, it's acceleration and reserve passing power that truck buyers value most, and the new inline engines don't disappoint. While the current S-10 can be ordered with a 4.3-liter V-6 that makes a marginal 180 horsepower (2WD) and 245 lb-ft of torque, it's the dismal performance of the 2.2-liter I-4 base engine that will leave S-10 buyers wanting more. Driving the new 3.5-liter I-5 (automatic or five-speed manual transmission) is a satisfying experience. Off-the-line acceleration feels good, while passing power is up to our expectations. This engine features the power of a V-6 with the fuel efficiency of a four-cylinder. However, we're most impressed with the seat-of-the-pants acceleration provided by the new 2.8-liter I-4. Power is up almost 42 percent, while torque is up nearly 26 percent compared to the old 2.2 I-4. The result is a new base engine that, when routed through either an automatic or five-speed manual transmission, is light years ahead of the former entry-level powertrain. We especially like the base engine with the automatic transmission, as the two seem well suited for each other.
Whichever engine you choose comes down to what you'll be using the truck for. If you're towing, you'll want the I-5. But if you're using either the Colorado or the Canyon as an around-town truck with occasional hauling duties, the I-4 will be more than adequate. As for the rest of our road test, including how the truck looks, handles, and rides, you'll have to wait until mid-'03 when we drive a production vehicle. We can say this: If the rest of the truck is as good as what GM has shown us so far, buyers will be happy--and Ford engineers in charge of the Ranger better get to work.