Holden Colorado 2008 Review

What we liked
>> Grunt of diesel and V6 petrol
>> Load/passenger compromise
>> Value for money

Not so much
>> Diesel rattle, thrashy V6
>> Small front seats, no Space Cab rear seat
>> Basic four-speed auto

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0 /5.0
X-factor: 3.0/5.0

About our ratings

OVERVIEW
Although the text books say you should never drop a popular nameplate, Holden could pluck a winner from adversity, after being forced to replace the Rodeo with the Colorado... Especially, as the process has been nudged along with some price cuts and extra equipment.

The RA Rodeo series, which was a Holden-badged Isuzu model that could trace its ancestry back to the original Chevy/Holden LUV truck based on the Isuzu Florian sedan, is no more. Launched in early March 2003, the RA series was the first of a new breed of one-tonners and enjoyed a captive market until the others caught up.

After several upgrades, including a new diesel and V6 petrol engine, the RA Rodeo faced a sales revival this year contributing to an 18.1 per cent increase in Holden's light commercial sales (over 2006) and becoming the third most popular vehicle of its type against much newer rivals.

The Rodeo has come to an untimely end after the tie-up between General Motors and Isuzu ended. Its Colorado replacement is the exact same vehicle wearing GM styling and Chevrolet's global model name for this vehicle segment. Although there is a Chevrolet Colorado in the US, it is totally different to the Thai-sourced Australian Colorado.

The Australian Colorado has exactly the same relationship with the Rodeo as the Australian Ford Ranger has with its Mazda BT50 equivalent. Holden's local design team has had major input in the new styling, thus the Colorado looks more like a Holden than ever with a clear family resemblance to the Commodore and other models.

Where the Rodeo name once evoked a blokey, cowboy image, the new Colorado badge in Australia brings a 'greener' image of mountain escapes and wilderness. This is where Holden may be onto a winner, when the 4x4 models, driven by the top-shelf diesels, overtook the 4x2 segment for the first time in 2007.

The Colorado continues with two Holden petrol engines built in Australia, including the Family II 2.4-litre four and the Alloytec 3.6-litre V6 (shared with the Commodore) -- while Isuzu's latest common rail diesel still features in the diesel models.

The bottom line is that the Colorado could represent a windfall for Holden, since it can be marketed as a major facelift of the company's light commercial range as it enters its sixth year and approaches the end of its model life.

Because the Rodeo/Colorado architecture was originally built around the Japanese 1.7m width limit, it is more compact than the latest wide-body Toyota Hilux and Nissan D40 Navara. Because the Colorado Crew Cab still provides one of the best cabins for front and rear passengers, it can offer the smaller exterior of the narrow-bodied Nissan D22 Navara and Ford Ranger/Mazda BT50 class with the cabin amenity of the bigger models.

Like the current and slightly wider Mitsubishi Triton, the Colorado (and outgoing Rodeo), sacrifices load length for extra rear passenger space and shaves the roofline for a sleeker appearance. Where several of the latest models offer twin-cab pick-up bodies with a 1.5m length, the Colorado Crew Cab load length is 1419mm with reasonable depth.

The Colorado Space Cab, while providing extra in-cabin storage, does not offer the rear jump seats of some of its rivals. Access is through the front doors only.

Diesel 4x4 models can tow 3000kg while the 4x2 diesels and V6 petrol models tow 2500kg. The entry manual 2.4-litre petrol model tows 2000kg.

Factor in the latest pricing and equipment and the Colorado is far from an also-ran.

PRICE AND EQUIPMENT
Holden has used the Colorado's arrival to rationalise its light commercial range. The top powerplant is the 3.0-litre turbo diesel with 360Nm at 1800rpm for the manual, 333Nm at 1600rpm for the auto. Peak power is 120kW at 3600rpm.

Because there is still a steady market for a 4x2 with a powerful petrol engine, the 3.6-litre Alloytec DOHC V6 with 157kW at 5300rpm and 313Nm at 2800rpm is offered on the rear-wheel-drive models but no longer across 4x4 variants except at the upper Crew Cab levels.

The 2.4-litre SOHC four produces 92kW at 4800rpm and 207Nm at 3200rpm and is restricted to the basic price-leader cab-chassis. The fact that it was not available to drive on the launch tends to suggest that price and function at this level is the beginning and the end of it, although the new airbags in a workplace context are always welcome.

Combined fuel consumption ranges from a low 7.9L/100km for the manual diesel single cab-chassis up to 9L/100km for the top diesel models. The V6 generates a low of 12.5L/100km as a manual crew cab pick-up to 13.7L/100km for a single cab-chassis auto. The base level DX with 2.4-litre manual as a single cab-chassis delivers 11.8L/100km.

Equipment upgrades for the 4X2 models include dual airbags, steering column tilt adjustment and new trim for the DX. The LX gains new interior trim while the new LT-R gains side steps, sports bar and soft tonneau cover over the outgoing Rodeo LT.

In the 4x4 range, the DX gains dual airbags and steering column tilt adjustment, LX gets ABS as standard while the LT-R gains Bluetooth and Rear Park Assist over the 4x2 model. All 4x4 diesels get a sump guard.

The DX 4x2 single-cab chassis effectively drops $1500, since its price now includes air-conditioning and dual airbags. Pricing for the LX 4x4 diesel Crew Cab is reduced $1000 by incorporating standard ABS and the LT-R 4x2 V6 represents a saving of $1500. The LT-R 4x4 version adds all its extra features over LT at no cost and cuts the price by $1000. Holden has made a point of targeting top level Crew Cab buyers with the new Colorado range.

For a full rundown (model by model) on pricing, check out our Colorado news here (2952996)

ON THE ROAD
The Carsales Network sampled four different versions of the Colorado at Holden's launch event. Here's a rundown on each.

LX Crew Cab 4X2 V6 manual
As a midrange model, it looked a little plain despite its slick Imperial Blond paintwork. There is more sculpturing in the external panels of the pick-up bed, the front is more imposing and the tail lights have grown bulges but the Rodeo DNA is never far away. The interior layout has survived the test of time -- even if the surface finishes haven't.

Drivers will appreciate the clever high mounting of the centre vents, which pump air through the cabin without freezing the left hand on the steering wheel. The spring-loaded column tilt adjustment is a cinch, the centre lever handbrake is convenient and vision is good. Overall, the Colorado cabin's architecture is family-friendly and easy just to jump in and drive.

From there, the Rodeo's time weary shortfalls start to impact. The front seats are about 80 per cent scale models of what big Australians need, with the seat backs and head restraints falling well short even when fully extended. Despite Holden's recent efforts to boost the size of the front seat cushions, they are still too narrow.

The lack of driver's seat cushion tilt adjustment highlights the lack of underthigh support. Holden engineers admitted that this generation is stuck with the current seating when changing the basic shape and location kicks off a range of new crash testing issues. Back-seat passengers fare much better, with the backrest angle better than most. Legroom is adequate.

On the road, the ride is unusually compliant for this type of vehicle and it feels quite refined. It explains why Holden still enjoys steady sales for a model of this age.

The Alloytec engine has a smooth and easy gait, providing the revs are kept low. There is little joy in revving it as it can sound thrashy and seems to run out of puff fairly quickly. The manual gearshift quality is not as solid or as precise as some rivals and you need to consciously think about the first and third shifts. It doesn't quite fit the "tough" work vehicle image but you get used to it.

LX Space Cab 4x2 V6 auto
The Space Cab adds a useful amount of tray length and internal storage, except it is not so easy to access the area behind the seats through the normal front doors. The rear-hinged extra doors on some rivals suddenly make plenty of sense.

It is also significant that there is no ADR-approved rear jump seat available, which is a shortfall when these vehicles often have to double as short haul "drive the kids to school" transport. The temptation to fill the extra space with a cushion might be too much for some.

The V6 seemed to be livelier in this application, although the basic auto did it no favours;  it was either screaming its lungs out or slogging at low revs as it tried to cover the missing ratios. It still rode well and was quiet, as long as you left it to its own devices.

The latest five or six-speed autos would transform these vehicles. The LX instruments and clear simple controls impress.

LT-R Crew Cab 4x4 TDi auto
This is the new flagship model and it has real presence inside and out. The bonnet scoop points to an intercooler lifted out of harm's way, while the extra chrome detailing complements the new style quite well.

The 3.0-litre diesel is an impressive piece of kit and makes light work of the four speed auto -- its ample torque covers any gaps in ratios. Its only drawback is the harsh and quite noisy metallic rattle that suddenly chimes in under certain throttle applications, before disappearing just as quickly.

With its ability to hold well under 2000rpm at 100km/h, this variant is the one you would use to haul a horse float or boat over a long distance. Colorado suspension is firm for the 4x4 models, less so for the high-riding 4x2 and even softer for the DX 2.4. In this case, the firmer ride is noticeable but feels more controlled as it doesn't want to bounce off the bump stops during a high-speed dip as readily as the 4x2. It also seems to turn in more willingly.

The fancy interior adds extra decoration to the instruments which detracts from their legibility and the white-on-silver markings throughout the cabin can sometimes be impossible to pick-out. Change for change's sake over something that works well in the base model is not always a good thing, especially if you are paying extra for it! In fairness, it probably all comes together when it's backlit at night.

LX Single Cab-Chassis 4x4 TDi man
This is some workhorse when its lighter starting weight frees-up plenty of extra grunt.

Even on rough surfaces, its tendency to prop the tail out just a fraction could be easily-controlled and used to advantage. There are worse places to spend a working day, although storage space behind the seats is tight. The seat back release, where you push the lever backwards to pull the seat forward, is now old hat thanks to Holden's clever Commodore ute design.

It was the diesel Colorado LX Single Cab 4x4 that climbed the soggy and fairly challenging offroad route. It impressed with its clearance and almost unstoppable torque at just above tickover.

The push button controls for the dual range 4x4 system worked exactly as they were meant to, exactly when needed. If only this could be said for all similar systems. Again, the vague gear linkages can catch you out if you are not concentrating.

Although the diesel often made its presence heard, the overall driving experience is not as agricultural as some. And that pretty well sums up the new Colorado range.

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