Holden Colorado 2012 Review - International

Name: Holden Colorado 2012 Review - International
Brand: Holden

It's a big step up from the old Colorado but Holden's new ‘global' ute set to lag behind rivals in some areas

Holden Colorado

International Launch
Chaing Rai, Thailand

What we liked
>> off-road ability
>> tough truck styling
>> class-leading towing capacity

Not so much
>> jittery ride
>> sloppy on-road handling
>> no sat nav or rear camera

OVERVIEW?

>> The wait is almost over…
The all-new Colorado ute can’t come quickly enough for Holden. As a result of last year’s devastating Thailand floods, which affected production at Chevrolet’s Rayong factory along with strong Asian demand for the new Colorado since its release there in late-2011, the local launch of the new Holden-badged ute has been pushed back from March to around June-July.

The result is Holden dealers have now almost run out of stock of the current model, which accounted for 11,824 sales last year.

So far this year sales are down almost 50 per cent however, and with at least a two-month wait Holden will be banking on the new model clawing back market share in a segment that is now the third biggest in Australia behind soft-roaders and small cars.

Holden has also taken the unprecedented move of sending 50 pre-production demonstration vehicles to dealers around the country to encourage orders and limit buyers drifting to other brands.

The first “clean-sheet” global ute in Chevrolet’s 101 year history, the new Colorado has been developed by General-Motors over five years at the cost of $2billion. It will be sold in 60 markets but like the new Ford Ranger, another global vehicle, should benefit from extensive local development work designed to make it better suited to Australian conditions.

Like its rivals the new Colorado will be marketed more as a ‘lifestyle’ vehicle than light commercial vehicle. Penned by GM's Brazilian design centre, it should entice more than a few buyers purely on its sleek new exterior, which replaces the angular looks of its eight-year-old predecessor. Sporty new headlights, trademark Chevrolet dual-port grille, fog lights and ‘power bulge’ bonnet dominate the front, while at the rear LED taillights have been fitted for the first time on a GM truck.

The Colorado’s unique sheetmetal will also serve to further differentiate it from the forthcoming Isuzu D-Max, with which it will share the same chassis but little else. The two vehicles were previously the same vehicle bar badges.

The new Colorado also boasts a class-leading tow capacity of up to 3500kg, as well as two impressive new turbodiesel engines produced at GM’s new Thai engine plant.

Bigger than before and with a one-tonne payload across the range, the new Colorado offers more comfort and interior space (on crew cab variants), improved safety levels, and pricing that has risen slightly but remains competitive with main rivals.

PRICE AND EQUIPMENT

>> Good but not good enough?

Holden says it will have a “Colorado to suit every customer” and, with the choice of four trim grades (DX, LX, LT, LTZ); three body styles (single cab, space cab, crew cab), in either 4x2 or 4x4 and with cab chassis or pickup tray, it’s not far wrong.

The range kicks off at $26,990 for the DX 4x2 single cab, which is packaged with a 2.5-litre turbodiesel engine and manual transmission, rising to $51,990 for the range-topping LTZ 4x4 crew cab with 2.8-litre turbodiesel and auto transmission. For pricing of all 26 configurations, refer to our earlier news story.

Standard features across the range include air-conditioning, power windows, Bluetooth phone connectivity, iPod-compatible audio system with 3.5mm jack and USB socket, and two 12V power outlets.

The Chev-badged LTZ variants we drove at the international preview in Thailand also included six-way electric adjustable driver’s seat, auto up/down driver’s window, climate control, leather trim and leather-covered steering wheel with buttons for audio and cruise control.

Missing, though, even on top-spec variants was satellite navigation and a reversing camera, both of which are available on the Toyota HiLux, Mazda BT-50 and Ford Ranger. GM executives in Thailand said a rear camera similar to that available on the upcoming Colorado seven-seater SUV is being developed and should be available down the track, while rear sensors will be part of a range of accessories offered by Holden at launch.

Featuring a “trademark Chevrolet dual cockpit design” the Colarado interior is a blend of conventional Captiva-like dash and centre stack with sporty Camaro-style, blue-lit instrument pods in front of the driver.

Some chrome highlights, a two-tone dash and leather or cloth door inserts in LTZ variants served to break up what was otherwise a fairly drab, utilitarian look.

Hard, grey plastics predominate and judging by the odd loose-fitting plastic insert and the flimsy, dash-mounted compartment lids, overall fit and finish isn’t quite up to the high standards set by the new BT-50 and Volkswagen Amarok.

MECHANICAL?

>> Oilers all 'round

While we were disappointed with some aspects of the new Colorado, the new range of powertrain options wasn’t one of them.

Although available in other markets, Holden will no longer offer the 2.4-litre four-cylinder and 3.6-litre V6 petrol engines due to the fact they only account for seven per cent of Colorado sales.

In place of the current 3.0-litre oiler are two new Duramax four-cylinder, common rail, turbodiesel engines, including a 2.8-litre version that outputs 132kW at 3800rpm and 440Nm at 2000rpm (or 470Nm with auto transmission).

The 2.5-litre turbodiesel produces 110kW at 3800rpm and 350Nm at 2000rpm and is only available on the entry-level DX.

The standard five-speed manual transmission can be upgraded to a Hydra-Matic six-speed automatic with manual shift mode for an additional $2000.

Four-wheel drive models also get an electronically actuated part-time transfer case with ‘shift-on-the-fly’ from 2WD to 4WD High at speeds up 100km/h via an easy-to-access dial on the centre console.

All new Colorados feature SUV-style independent double wishbone/coil front and rugged leaf spring rear suspension and are capable of carrying a one tonne payload.

A 3.5-tonne towing capacity on 2.8-litre variants beats the Ranger’s 3.35 tonne towing, while the 2.5-litre engine also delivers an impressive 3.0-tonne towing.

PACKAGING

>> 30 spots to lose coins!

The Colorado has grown in size as well as stature. Compared to its predecessor, in crew cab 4WD form it’s 352mm longer at 5347mm, 82mm wider (1882mm), 30mm taller (1780mm), and has a 46mm longer wheelbase (3096mm).

As a result interior space has improved, with General-Motors claiming “segment-leading front- and second-row shoulder room, headroom and seat height.” While we couldn’t verify that, headroom is excellent throughout and legroom is generous in the rear of the crew cab, though probably not quite as good as that of the slightly longer Ranger.

Rear shoulder room is quoted at 1450mm, but it felt like two rather than three burly blokes would feel most comfortable along the sculpted rear seating. The rear centre seat has a fold-down armrest.

Despite the jacked-up stance, climbing into or out of the 4x4 crew cab cabin was no problem, even without side steps fitted.

Front seats are firm and on the small side but offer reasonable comfort with some side bolstering to hold you in place in corners. Like many utes steering is only adjustable for height, so getting the perfect seating position could be an issue for taller folk.

Also adjustable for height is the driver’s seat although visibility is still restricted over the 'power bulge' bonnet when attempting to position the front wheels on tricky off-road tracks.

While cabin storage areas are plentiful (GM boasts 30 in the crew cab), most are on the small side. We counted six Coke can-sized cup holders at the front, including those in the compact side door pockets.

There are two lidded compartments on the dash for knick-knacks and a small shelf under the driver’s side dash for paperwork or other slim items.

The dual-cab tub tray features four tie-down hooks, side rails and a sturdy tailgate. While sufficient, it looks a bit sparse compared to rivals like the Ranger with its tray-fitted 12V outlet and Amarok’s cargo light.

SAFETY
>>

Is four airbags enough?

With the likes of Volkswagen Amarok and Ford Ranger achieving five-star safety ratings, no longer can ute manufacturers ignore the safety of those who have to drive a ute for a living... or the increasing number of people choosing to buy a dual-cab ute for recreational or lifestyle purposes.

In turn, all Colorados will arrive in Oz with a strong suite of active and passive safety features, including driver and front passenger airbags and curtain airbags, stability control, traction control and ABS to back up the disc/drum brakes.

The Colorado’s stiffer chassis is said to offer “better overall structural integrity” and is reinforced with side impact protection beams.

Three-point seat belts and adjustable headrests for all five seating positions are also part of the dual-cab safety package.

Electronic off-road aids like descent control and hill launch assist (offered on BT-50 and Amarok) aren’t available on the 4x4 Colorado. However, this didn’t prove a handicap when tackling some slippery mountainous terrain, with sufficient control provided on steep ascents and descents by crawling in first gear and 4L mode.

COMPETITORS

>> There’s a gunflight brewing in ute-land

The Colorado (and Isuzu D-Max to follow) could be seen as latecomers to the party; forced to play catch-up in a vital segment already bolstered by a trio of newcomers and recently updated models.

While yet to make a big impact sales-wise, VW’s Amorak is one of the most car-like utes on the market, set to attract more interest with a new eight-speed auto and more variants on the way.

Arriving with a bang within weeks of each other in late-2011, the Ford Ranger/Mazda BT-50 mechanical twins, also bridge the gap between workhorse ute and luxury SUV, particularly in top-spec dual cab models. So far the boldly styled BT-50 is setting the pace, capturing a healthy 8.5 per cent share of the 4x4 ute market thanks to sharp pricing and a long list of accessories.

Meanwhile, Nissan and Toyota have recently strengthened the value equations of their respective Navara and HiLux ranges, which together account for more than 40 per cent of the 4x4 ute market.

Nissan has added stability control across all D40 Navaras, while lowering entry to the class-leading but still pricey 170kW/550NM V6 Navara. Toyota is fending off much-improved rivals by providing up to 15 per cent extra value across its top-selling 35 variant range.

Holden and other leading ute brands will also need to watch their back with an increasing number of cut-priced Asian players including China’s Great Wall and Korea’s Ssangyong, set to take a larger slice of the pickup pie in years to come.

ON THE ROAD

>> Better off-road than on
A two-day drive program around the northern Thailand province of Chaing Rai provided ample opportunity to assess the Colorado’s abilities in both on- and off-road situations.

Our first impressions after a few hundred kilometres of tarmac, gravel and dirt, including some rugged mountainous terrain on the rural outskirts of Chaing Rai close to the Thai-Burmese border, is that the Colorado at least in LTZ 4x4 form is most comfortable in the bumpy off-road stuff than in smoother urban environments.

With its extra road clearance, underbody armour, dual-range 4WD system and softly-sprung suspension, it cruised through a challenging off-road route without a hiccup.

Impressive torque from the gutsy 2.8-litre turbodiesel, allowed it to plough up steep, rutted inclines and navigate tight, rougher sections with little effort, whether in 2WD or 4WD high or low range.

It was a different matter on the tar though, where the Thai-spec Colorado betrays more of its ladder-frame, leaf-spring underpinnings than some of its newer rivals. It often felt jumpy and unsettled on less than smooth tarmac, and skittish on mid-corner bumps, with some rack rattle over pot holes and the like.

The hydraulic rack and pinion steering was vague on-centre and slow to react, while cornering even at slower speeds elicited more than expected understeer and body roll. The Bridgestone Dueler HT 225/65 tyres on 17-inch alloys also screeched disconcertingly at the slightest provocation.

The overall effect was that the ute felt less stable and secure in the twisty stuff than it might otherwise have been.

Holden has promised locally-sold Colorados will have an Australian suspension tune, but it appears to have its work cut out if it’s going to achieve the excellent ride/handling balance achieved by Ranger, BT-50 and Amarok. We’ll have to wait and see...

More impressive is how quiet and refined both turbodiesel engines are. Despite an ever-present truck-like rumble, carrying on a conversation in the cabin was no problem with little wind, engine or tyre noise intruding at highway speeds.

While it won’t win any traffic light competitions, the 2.8-litre offers bountiful torque and is a relaxed performer on the open road. Revving it to the 4500rpm redline merely produces a dull, uneventful roar. The 2.5-litre engine requires a few more revs and more gear changing to extract similar performance. Fitted with a fixed geometry turbo it comes on song around 2000rpm whereas the 2.8-litre with its variable geometry turbo is ready to go from as low as 1200rpm.

But it was off-road where the 2.8 engine’s tractability and flexibility really came to the fore, with the ute able to push on in third gear from below 1000rpm with little complaint.

Holden is yet to release fuel consumption figures for the Colorado, but early indications are promising. On a mostly flat highway and urban route the trip computer on the 2.8-litre crew cab indicated an 8.5L/100km average. The 2.5-litre got down to 7.5L/100km on similar roads.

With a light, positive action and easy clutch, the five-speed manual is a decent 'box although another cog would be preferable. Our pick is the six-speed auto, which offers smooth, responsive changes, a better spread of ratios plus the option of manual changes via the shift lever.

There’s no arguing the new Colorado is a big step up from the previous model. It shapes as a tough, handsome, go-anywhere pickup, with impressive touring, towing and off-road abilities, comfy, practical interior and strong turbodiesel performance.

But judged against the likes of Ford Ranger, Mazda BT-50 and VW Amarok, which have raised the bar considerably for dual-cab utes, it falls short in on-road dynamics, cabin quality and overall equipment.

Whether buyers will care too much when the Colorado’s no-fuss approach allows them to comfortably cart the family and a big load, and tow a caravan with the best of them, only time will tell.

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Holden Colorado 2012 Review - International

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