Colorado offers no 12-volt power outlet in the tub but gives two in the front of the cab and one in the rear. You have to unclip the standard tonneau before you can open the tailgate.
The Holden shares top billing for towing capacity with the Ford and Isuzu – 3500kg (braked).
Back seat accommodation is good – the seat height is low, there's a fold-out armrest and an array of hooks and ISOFIX anchor points for child seats. Folding down the rear seat back is awkward as a material loop at each end must be pulled simultaneously.
The lower section of the rear seat folds up for extra storage space, though one of the two storage bays below is occupied by the jack.
Cabin comfort is excellent, with our test vehicle's optional leather-appointed seating front and rear an easy cleaning proposition. Two A-pillar grab handles ease entry to the front seats, which are among the lowest on test. Both the Colorado and Isuzu D-MAX feature electric seat adjustment.
You sit high in the Holden, and while the side mirrors are good and the view to the rear clear, the B-pillars are wide, marginally restricting lateral vision. A reversing camera is standard fitment.
Up front, there are four cup holders and multiple storage options. The glovebox, centre console storage bin and door pockets aren't huge but there's a handy extra dash-top compartment with lid.
The Colorado has switch-actuated 4WD (high and low range) but no locking rear differential.
The Colorado recorded the highest noise level of any on test at 76dBA in the cabin (at 80km/h), which in itself is still quite comfortable.
Fit, finish and finesse
Holden Colorado was the subject of one of GM’s biggest-ever commercial vehicle development projects, but it entered a seriously competitive market segment when launched locally in mid-2012.
Its workhorse credentials are strong, but quality places it below the best in class, particularly when you lay eyes on the dash panel for the first time. The presentation is clearly not a match for the Mazda, Ford or Volkswagen.
The dash is plain to a fault and although the tactility of the controls is generally on par, the poor fit of some panels (for example the lidded upper dash storage cubby) is demonstrative of cost-cutting. Similarly, the Colorado’s trim texture imbues a cold, almost Spartan feel that is barely relieved by the (three) soft-close grab handles, and the leather-trimmed seats and steering wheel in the test vehicle.
The Colorado’s floor coverings are a Feltex-style carpet that, like most of the others in this test, suggests a set of durable floor marts are an important first-up accessory.
The paint quality is very good, showing accurate colour-matching between the metal body panels and the composite front bumper, and the general panel-fit brings no criticism. The Colorado’s inner-door finish is less impressive, however, with one nasty sharp weld finish on the front passenger’s side. The rubber strips on the (double-sealed) doors were rather crudely attached too.
The double-skinned tray doesn’t come with a protective mat. The Colardo's engine bay is par for the course with easily-accessed service points and a generally neat presentation, albeit with minimal colour-coding to direct attention during routine checks.
On the road
The Isuzu Ute might claim to have the ‘spirit of truck’ on its side, but the Holden feels even more truck-like. That said, the Colorado’s road manners are actually pretty good. It's as hard riding as the BT-50 though not so stiff as to ‘skate’ across dirt roads, or wheelspin unnecessarily on tight bends.
And this in spite of a monstrous 500Nm of torque. Indeed, Holden’s 2.8-litre turbo-diesel has the most oomph of any ute in this company, and delivers it quite cleanly via a rather intelligent six-speed automatic.
The transmission will happily shift down to aid engine braking of its own accord (Holden calls this Grade Logic Braking), and accompanied by a brake pedal which is better modulated than that of the D-MAX, is quite the confident stopper. As measured, it was the second best on test behind the Toyota HiLux.
Steering weight is a little on the light side, though this did help with wheel-twirling off-road. Unfortunately the wheel would occasionally grab in ruts and spin back through your hand, something we didn’t notice to the same degree in the BT-50 or the Ranger.
Our grade climb with 600kg payload saw the Colorado shift back to fifth gear where many held top. The shifts are cleaner than we recall of early Colorado models, with less driveline vibration to boot.
When loaded, the Colorado was well behaved, though we did notice a hint of body roll in sharper corners.
Off-road, the Colorado’s low-range gearing was pretty good but we did find that first gear could have been a bit lower for serious off-road work. It’s something the Colorado shared with the Triton, though unlike the Triton, the Colorado didn’t offer a locking centre differential, or locking rear diff as per Amarok, BT-50 or Ranger.
On the plus side, the Colorado’s ground clearance was almost as good as the BT-50 and Ranger (231mm plays 237), while the clearance geometry proved acceptable. Sadly, the Colorado’s wading depth was second-worst in this company, joining the Mitsubishi Triton at 600mm.
Suitable integration of technology
The Holden Colorado fell several points short of the Volkswagen Amarok but bettered Ford Ranger, Isuzu D-MAX and Mazda BT-50 by a small margin.
Well equipped, the Colorado lacked some of the tech style and user-friendliness of the Amarok. But its 7.0-inch MyLink infotainment system was a highlight, providing hands-free telephony, Bluetooth audio streaming and standard radio and CD functionality.
Standard inclusions such as cruise control with speed warning, an electrically-adjustable driver’s seat, reversing camera with audible warnings and a detailed trip computer and information display gained the Colorado valuable points.
On the other hand with no satellite navigation and only single-zone climate control, the Colorado did fall short in some areas – and it’s these small details that determine winners in a multi-car comparison.
Value for money
The Colorado LTZ is priced at $52,190 as-tested (plus on-road costs). This is $310 less than the Isuzu D-MAX on test, despite the more advanced engine and drivetrain of the Holden product.
A rear-view camera comes standard, as does rear park assist, Bluetooth audio streaming capability (as part of the MyLink six-speaker Infotainment system), projector headlamps with LED tail lamps, climate control and a soft rear tonneau cover (but no tray lining).
Leather seats with electric driver’s adjustment function are also included. Metallic paint will set you back $550.
Servicing intervals are set at nine months/15,000km. A capped-price servicing structure is available, which covers you for a 36-month/60,000km period. The initial service costs $295.
Warranty coverage is the standard 36-month/100,000km arrangement, and a 12-month/unlimited-kilometre roadside assistance package is offered at no cost.
A similar 2012 Holden Colorado LTZ cost $51,990 (RRP) when new. Today, www.redbook.com.au says the median private sale price for such a vehicle is $36,200; a retained value of 70 per cent.
What we liked: | Not so much: |
>> Performance-packed engine | >> No locking rear diff |
>> Generous ground clearance | >> Average sound suppression |
>> Attractive pricing | >> Fairly Spartan cabin interior |