In 1984, after ditching its Australian-made utes, Holden looked to Asia for a replacement. Built in those days by Isuzu in Japan, the four-cylinder Rodeo couldn’t totally supplant the need for Holden’s tough One Tonners -- which did eventually return. However the Rodeo did expose Holden devotees to a market segment where previously the choices had been limited to a Toyota, Nissan or Mazda.
By 2003, the Rodeo range had become a serious rival to Toyota’s HiLux and held 15-18 per cent of the Light Commercial market. However, the design was bland and its engineering outdated. Little wonder that Holden and its dealer network couldn’t wait for the new RA version.
A longer 3050mm wheelbase and widened track delivered improved leg and shoulder room and more space for rear passengers in dual-cabs. There was more load space as well, with Holden claiming that the 2.3 x 1.55 metre tray fitted to long-wheelbase cab/chassis versions was the largest in the Rodeo’s class.
Cheapest of the new Rodeos was the 2.4-litre petrol DX. At less than $20,000 it missed out on the alloy rims but did come with power steering and electric mirror adjustment. Safety in the form of dual-air bags was an option, as was air-conditioning. Buyers of RA Rodeos had to jump all the way to a $35,000 LT before finding dual air-bags or ABS brakes as standard inclusions and they still had to pay extra for air.
Along the way was a prodigious choice of engine, drive-line and body configurations. Holden’s publicity material claimed 56 individual combinations but mercifully detailed only a few as examples.
The 3.0-litre turbo-diesel engine was available in all but the most basic Rodeo and provided 96kW of power. It also delivered 291Nm of torque; slightly more than was available from the 3.5-litre petrol V6. Both were built with five-speed manual transmission as standard, with four-speed automatic optional.
Rodeos came in DX, LX and LT trim levels and with standard, Space Cab or Crew Cab bodywork. limited-slip differentials were standard to the higher-spec 2WD versions and all the 4WDs.
The 2005 model year saw the Isuzu V6 engine replaced by a Holden-sourced 3.6-litre Alloytec unit; confirming in the minds of some disgruntled buyers that the 3.5-litre quad-cam had been flawed from the outset.
Holden’s displayed none of the preceding engine’s durability issues and produced an extra 10kW -- 157kW against the early engine’s 147kW -- plus considerably more torque. Unfortunately, the update didn’t extend to a transmission revamp and Rodeo was destined to persevere with the old-fashioned four-speed auto. Uprated diesel engines fitted to manual Rodeos generated 360Nm of torque while autos had a limit of 333Nm imposed to protect the tranny.
Visual alterations for 2007 included taller headlamp clusters incorporating space in the panel below for fog-lights. The depth of the nose was emphasised by a double-deck grille and turbo-diesels came with a bonnet-mounted air-intake.
The seats and trim quality were improved but still didn’t reach the class average and drivers complained about back-aches after a few hundred kilometres.
Even when equipped with air-bags, the Rodeo could only manage a Three Star rating for occupant protection in local ANCAP testing.
In late 2007 a value-priced Sports Pack joined the range. Alloy wheels, ABS, a six-CD stacker and air-conditioning were part of a package that cost an enticing $39,990. It replaced an LTZ version that had also been available for a very limited time.
The RA Rodeo’s designers did their job well in delivering a vehicle that could handle the rough and tumble without making big compromises in significant areas including handling, performance or accommodation.
Dual-cab rear doors are typically narrow but the seat has enough depth to deliver decent thigh support and is better than most in this category.
Four-wheel drive versions can be switched from 2WD to 4WD while on the move and, according to Holden, at up to 100km/h. Engaging low range is also a push-button operation, however you do need to stop to effect the change.
Clearance is good and even a heavily-laden Rodeo will reportedly scramble up steep creek banks and over obstacles without slamming the trailing edge of the chassis into the ground or crunching its exhaust.
The four-speed auto comes with ‘Gradient Logic Control’ that lets it select lower gears immediately upon detecting a steep descent. The auto selector has no sequential-shift feature which might make the 3.6 feel a little more sporty.
As a vehicle designed to carry loads and traverse rough terrain, the Rodeo could be excused for having poor sealed-road handling and ride but it does a decent job of dealing with bends and bumps.
Poor grip, especially on wet bitumen, and screeching where there should be none can be attributed to cheap or incorrect tyres. These are often fitted to used examples to get them through a roadworthy inspection and you may need to allocate some extra cash to rubber replacement soon after purchase.
Performance figures using a 3.6-litre manual delivered 0-100km/h in a flat 10 seconds -- pretty rapid for a tall truck that weighs almost 1800kg. On the subject of weights and capacity, the majority of Rodeos are rated to carry 1000kg and tow 750kg (unbraked) or 2500kg (braked) trailers.
Tests in urban and rural environments saw fuel economy from the 3.0-litre diesel at 9.1-9.3L/100. The Alloytec was frugal as well; one test getting down to a 12.8L/100km average. The 3.5 was a noted guzzler with 16L/100km common unless the driver concentrated on economy.
ALSO CONSIDER: Toyota HiLux; Mitsubishi Triton; Ford Ranger