Holden Trailblazer v Toyota Fortuner 2016 Comparison

Holden Trailblazer LTZ v Toyota Fortuner Grande
Comparison Test

There’s never been greater choice for those who want an all-rounder of the SUV world: a ute-based, seven-seat wagon for work and play. Now Holden has upped the ante by transforming its truck-like Colorado 7 into the newly-named and more family-friendly Trailblazer. But do a bunch of suspension, body and steering tweaks, combined with styling and tech upgrades, now make it a serious contender for the title of best off-road SUV – a crown we awarded most recently to Toyota's HiLux-based Fortuner.

Holden admits that since launching its big off-road SUV in Australia four years ago, sales have been disappointing.

Despite offering compelling value for money, the seven-seat Colorado 7 wagon has been decidedly unpopular among ute-based SUV buyers, particularly of late with just 1376 sales for the first half of 2016 – well under the Ranger-based Ford Everest (2183) and around a fifth of Toyota's top-selling Prado.

Part of the problem is the decidedly truck-like, utilitarian nature of the Colorado 7, which makes it less appealing to those who spend more time in the city than the bush.

Holden, however, is fighting back, giving its big-bush basher a substantial mid-life makeover, including significant under-body revisions designed to make it smoother, quieter and more composed on-road, as well as fresher and better equipped inside and out.

It’s also changed the name to the more evocative Trailblazer, which is already used by its GM North America equivalent.

To see whether the changes have transformed the Thai-built Holden into a more desirable vehicle, we drove it back-to-back, on- and off-road with the winner of our latest off-road SUV showdown, the Fortuner .

Bling for your bucks
Both top-grade vehicles tested here, the Fortuner Grande and Trailblazer LTZ, deliver a decent amount of kit for their sub-$60,000 pricetags -- especially the Holden, which is $7500 cheaper at $52,490 plus on-road costs and comes with slightly more ‘bling’ for less bucks.

As well as electronically-controlled part-time 4WD systems and fold-away third-row seating, both share standard features like a reversing camera, rear parking sensors, auto headlights and integrated LED daytime running lights, power-adjustable front seats, leather trim, power windows/mirrors, cruise control, side steps and Bridgestone Dueler highway tyres with 18-inch alloys.

Safety-wise, they both come with seven airbags, trailer sway control, hill start assist, downhill descent control, and a five-star ANCAP rating.

They also both feature big colour infotainment touch-screen displays incorporating sat-nav, digital radio, voice control, and Bluetooth connectivity (although the Trailblazer’s 8.0-inch screen is slightly larger).

Despite being cheaper, the top-spec Trailblazer gets a few additional items including front parking sensors, front heated seats and tyre pressuring monitoring, as well as electronic driver aids like Forward Collision Alert and Lane Departure Warning.

However, the Toyota trumps the Holden with convenience items like push-button start and a remote-controlled electric tailgate.

While the Holden’s cabin is much improved with a new dash, touch-screen and instrument cluster, it still lags behind the classier, more upmarket presentation of the top-spec Fortuner.

More soft-touch surfaces, stitched leatherette, fake wood and a nicer, grippier leather steering wheel in the Fortuner contrast with the blander, cheaper feel of the Trailblazer’s interior, despite a couple of nice touches like alloy slivers in the door trims and centre console.

There are more hard, flimsy plastics and fittings in the Trailblazer, some poorly finished like the sharp edging along one section of the dash top. Our test vehicle also raised concerns about overall build quality, with more cabin rattles over rough ground than the Toyota.

Due to the addition of air-tight cabin sealing, the Trailblazer’s front windows are designed to partially open and close automatically when you open and close the doors. However, on more than one occasion the windows didn’t automatically close, forcing us to do it manually.

The touch-screen displays in both vehicles worked a treat with good quality nav and audio systems, although the Toyota’s interface is a bit cleaner and easier to use on the move.

The steering wheel-mounted controls for the trip computer are more accessible on the Fortuner compared to the Holden’s behind-the-wheel stalk-located switches (although this is the opposite when it comes to cruise control).

It’s also more comfortable behind the steering wheel in the Fortuner, at least for taller bodies. Both driver’s seats are adjustable for height, but my six-foot frame found the Trailblazer’s lowest setting still too high for everyday driving.

Those with longer legs will also find it a stretch to the Holden’s steering wheel, which unlike the Toyota’s is not adjustable for reach. The Fortuner’s seats also have more padding and support, making them better for longer trips.

In the second row, the Fortuner’s outboard seats are more comfortable, but the Trailblazer’s flatter bench and increased headroom means it can comfortably fit three adults; something you’ll struggle to do in the Toyota with its hard, raised middle seat. Both offer rear climate-control vents that can be adjusted from the second row.

Both also have reclining backrests and 60:40-split second-row seating. The seats in the Fortuner also slide fore-aft for a bit more flexibility. But if you want to seat two adults in the third row, the Trailblazer is the way to go with much more head and leg room.

It’s also easier to climb into the third row with the Holden’s ‘tumble’ seats. By comparison, the Toyota’s cramped third row is a kids-only zone.

While both have adequate storage nooks, cup-holders and power sockets for busy families, the Fortuner’s interior is better equipped with conveniently located mobile phone spots close to power sockets in the front and rear, and a ‘double’ glovebox up front. The Toyota also has 220V as well as 12V/USB sockets in the rear, compared to the Holden’s solitary 12V socket.

The Toyota offers more cargo space with the third row in play, but Holden has the edge with the third row seats folded away (sideways in the case of the Toyota), despite the higher floor height in the Holden’s boot.

The old Colorado 7 was criticised for its rough, laggy engine and roly-poly ride, but the latest Trailblazer is a vastly different beast.

New engine and transmission calibrations make the class-leading 147kW/500Nm 2.8-litre turbo-diesel and its six-speed auto feel much smoother, more refined and more responsive. Turbo lag is rarely an issue now and the gearbox is more decisive.

The Fortuner isn’t far behind in getting up to speed, although there’s a less urgent response from its 130kW/450Nm 2.8-litre four-cylinder turbo-diesel, also matched to a six-speed auto.

Both are relatively quiet on the highway, with minimal tyre and engine noise and just some wind buffeting when cruising in sixth gear under 2000rpm around 110km/h.

Diesel clatter in both vehicles is most evident at cold start-up and idling at the lights, and without recording noise levels, the Trailblazer feels more refined particularly at higher revs.

The Fortuner gets a tick for its steering wheel-mounted gearshift paddles though, which can come in handy when off-roading or towing.

The Holden’s new electric steering also helps deliver sharper turn-in and more direct feel compared to the Toyota’s slower hydraulic set-up.

The Trailblazer corners with less body roll than the Fortuner, thanks to suspension tweaks by the same engineering team that tuned the latest Commodore.

However, the sharper suspension tune seems to have come at the expense of off-road ride and comfort, with the tauter, less forgiving set-up transmitting more bumps into the cabin and tending to crash over larger ruts and potholes.

It’s good news for those who plan to spend most of the time on smoother bitumen, but less so for those who plan to go off-roading every weekend.

In contrast, the Fortuner’s suspension (also tuned for Australian conditions) soaks up the corrugations and rough stuff with ease, and is more sure-footed and predictable on bumpy gravel and dirt roads.

The Trailblazer tends to skate through corners, more readily activating its stability and traction control, whereas the Fortuner is smoother, more relaxed and composed over similar tracks.

However, in busy traffic the Trailblazer’s blind-spot monitoring and lane departure warning (a flashing orange light in the side mirror) give it a distinct advantage, compensating for the wide B-pillar that obstructs the driver’s over-shoulder view in both vehicles.

Both all-disc braking systems are up to the task, albeit with a similarly soft pedal feel you get with big off-roaders.

While both offer decent ground clearance, low-range crawling, wheel articulation and underbody steel bash plate protection, the rear differential lock fitted to the Fortuner proves the difference in trickier off-road situations.

With the diff locked the Fortuner makes it up the same steep, slippery and rutted inclines that stop the Trailblazer in its tracks.

The Holden also furiously spun its tyres traversing a rocky, muddy section that the Fortuner breezed through, as its cocked rear wheel restricted power delivery to the opposing, grounded wheel.

Fuel consumption was close to lineball over a mixed day of off-roading and highway cruising, with the Trailblazer recording an average 11.4L/100km and the Fortuner returning 11.6L/100km.

Both SUVs have trailer sway control, but the Trailblazer's greater towing capacity (3000kg versus 2800kg) and superior torque output and delivery give it a slight edge when it comes to towing big trailers.

The Holden also takes the cake in after-sales support, which is covered by a lifetime capped-price servicing program, nine-month/15,000km service intervals and three-year/100,000km warranty.

The Toyota comes with the same warranty, but shorter service intervals (six months or 10,000km) and no road-side assistance program.

All up, it’s clear the renamed Holden Trailblazer has closed the gap in many areas with its main rivals. Better equipped technology-wise and more car-like, it’s now a much more civilized truck around town, although to the detriment of off-road ability and comfort.

But is it better than the Fortuner? If you’re after value for money, need to tow something big or carry up to seven adults in reasonable comfort, choose the Holden.

But if you don’t mind paying a premium for a go-anywhere seven-seater that delivers a better compromise between family wagon and outback explorer -- not to mention superior resale value -- stick with the Toyota.

Price: $52,490 (plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 147kW/500Nm
Transmission: Six-speed automatic
Fuel: 8.6L/100km (ADR Combined)
CO2: 228g/km (ADR Combined)
Safety rating: Five-star ANCAP

What we liked:
>> Nicer on-road
>> True seven seater
>> Improved safety tech

Not so much:
>> Driving position
>> Harsh off-road ride
>> Some quality question marks

2016 Toyota Fortuner Crusade pricing and specifications:
Price: $59,990 (plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 130kW/420Nm
Transmission: Six-speed automatic
Fuel: 8.6L/100km (ADR Combined)
CO2: 205g/km (ADR Combined)
Safety rating: Five-star ANCAP

What we liked:
>> Great off-road
>> Driving position
>> Cabin set-up and finish

Not so much:
>> More expensive
>> Lacks safety tech
>> Cramped third row seating

Also consider:
>> Ford Everest (from $54,990 plus ORCs)
>> Isuzu MU-X (from $40,500 plus ORCs)
>> Mitsubishi Pajero Sport (from $45,000 plus ORCs)

Related reading:
>> Holden Trailblazer (from $47,990 plus ORCs)
>> Toyota Fortuner (from $47,990 plus ORCs)
>> Off-road SUV 2016 Comparison