Buying a used Holden Colorado (2012-2020)

Although Holden lost access to the Rodeo name after General Motors sold its share in Isuzu, the relationship between the brands soldiered on just like before.

The Rodeo replacement was called ‘Colorado’ – a name borrowed from Chevrolet’s range of light-duty pick-ups – but the vehicles were built in Thailand, in the same factory and pretty much to the same design as the Isuzu D-MAX.

One big difference was Holden’s initial use of its own Ecotec V6 in petrol-fuelled Colorado models. This significant nod to local content continued until the 2012 model change when Holden’s engine was replaced by a 2.8-litre GM diesel and there were no more petrol-engined Colorados.

Entry-level Colorado DX versions had a 2.5-litre diesel engine and option of an alloy tray or custom steel body. Other configurations used the 132kW 2.8-litre turbo-diesel with two- or four-door bodywork.

Five-speed manual or six-speed automatic transmission choices, and 4x2 and 4x4 drivelines, were available in most configurations.

For 2014, a more powerful Duramax 2 engine was offered across the range, with the 2.5 withdrawn. At this point in the model’s development, an astonishing 26 variants were available across single, space-cab and crew-cab body styles.

A year later came further tweaks, intended to reduce road noise and improve the ride.

Buying Used: Holden Colorado (2012-20) – Quick Checklist
• Some early RGs were recalled to fix a poorly-sited alternator cable and avoid engine bay fires. All should be repaired by now.
• Make sure you can live with the road noise and some engine harshness at highway speeds.
• Engaging 4WD can deliver a thump and shudder that is disconcerting.
• Engine oil level needs to be checked every month or 2000km to avoid annoying the warning sensor and possible engine damage.
• A few automatics have suffered torque converter failure. Be wary of high-kilometre vehicles set up for heavy towing.
• Rear grip is marginal, so use caution on wet roads.

The revised Holden Colorado announced locally in 2011 didn’t see the inside of Holden showrooms until mid-2012 due to floods in its native Thailand that affected production and dispatch.

When finally they did arrive, the RGs came in a big range of models, with three body styles and the choice of two- or four-wheel drive.

Most basic was the single-cab DX with a 2.5 or 2.8-litre diesel engine, five-speed manual transmission, steel wheels and basic safety features including airbags, ABS, EBD and traction control. Air-conditioning, power windows and a CD player were standard at an entry price of $26,990 plus on-road costs.

Space-cab Colorados came in 4x4 configuration and might suit working couples who need a decent sized tray for workday stuff plus a lockable area for the tent and esky. There’s also a couple of short-trip seats in there if the mates need a lift home.

Step higher into the RG range and you find versions with better equipment, right up to the almost luxurious Z71. If price isn’t a concern, you might chase an HSV-tweaked version, the Colorado SportsCat, which has no extra performance but lots of bling and extra on- and off-road capability to offset the significant money still being asked in the used market.

Back in more affordable terrain and well suited to family motoring is the 4x4 dual-cab in LT trim. These have alloy wheels, iPod and Bluetooth connections, a multifunction steering wheel, carpet, a trip computer and cloth trim. With manual transmission in 2012, a 4x4 dual-cab LT without accessories would have sat on the dealership floor at $45,490 plus ORCs.

Well-maintained and with fewer than 200,000km travelled, the same vehicle will now likely be holding around 60 per cent of that original value.

The range initially topped out with the 4x4 dual-cab in LTZ trim, however for 2015 it was superseded by an all-new Z71 version. At $54,990 plus ORCs, the Z71 added $3000 in cost but was packed with comfort and convenience features including heated and powered front seats and leather trim, 18-inch alloy wheels, ‘sail plane’ roof bars, a soft tonneau cover and nudge bar.

Mechanically, it was no different from other models in the updated Colorado range; still with 147kW of power and 440Nm of torque from the 2.8 turbo-diesel.

For 2017 a new nose was grafted onto the otherwise familiar Colorado body and local Holden engineers contributed significantly to the revamp. Improved emission controls allowed later engines to meet tougher Euro 5 standards.

By late 2019, manual transmission was a 4x4-only prospect and Holden was looking likely to ditch the 4x2 Colorado completely.

A range of option packs was by then available, teaming various groupings of accessories under specific headings such as the ‘Tradie Pack’ or ‘Farmer Pack’. For those with abundant cash there was an ‘Extreme’ Pack which loaded your Colorado with almost everything in the accessory catalogue and came at a price just $500 shy of $20,000.

Just months after the 2019 models’ launch, though, came news that General Motors was mothballing the Holden brand and with that the Colorado’s colourful history ended abruptly.

The answer to that question depends on the kind of driver you are and what you intend doing with your Holden Colorado.

As a load carrier, rigged for towing or family transport, the dual-cab automatic works just fine. Spend squillions setting one up as an off-road warrior and deficiencies will quickly become obvious, such as the absence of diff locks and restricted suspension travel.

The Colorado when all is done and said is a truck, with a steel chassis and outdated semi-elliptic rear suspension. Both serve to ensure it matches other models in its class though, with a towing capability of up to 3.5 tonnes.

The electrically-assisted steering on recent models is more precise and responsive than hydraulics, but it needs to be. Even with stability and traction sensors designed to keep the rear-end under control, bumpy bends and loose or wet surfaces can diminish grip and demand some swift wheel work to bring everything back into line.

Being fair to the vehicle, tyres can have a big effect and especially when the grip you’re seeking on wet bitumen is limited by aggressively-treaded 4WD rubber.

Performance from the automatic is okay and you can always slip down a few ratios manually before emerging to overtake, knowing that third or fourth slot will have the diesel delivering all of its prolific torque when needed.

Space and comfort for those up front are good, especially if you can stretch to a version with the infinitely-adjustable leather seats at the top end of the range.

Forward vision is decent as well and some models come standard with a reversing camera. These are also available as retro-fits and really should be installed on any vehicle of this size.

The dash layout is inventive, with massive air vents very welcome when you need to cool the cabin in a hurry.

Learning every function on the screen is not a five-minute job and some seem hard to find, however there doubtless are shortcuts.

Legroom and headroom for those in the back of a dual-cab is excellent, however the stock cloth bench feels like it would lack support on a long trip.

If the budget runs to a late-series Z71, then the crash avoidance technology expands further to include parking sensors, a frontal collision warning and lane departure alert.

For rough terrain there is hill descent speed control and a hill holder, while people who tow get trailer sway assistance.

If you do crash a Colorado, the structure is strong enough for post-2015 versions to score a maximum 16/16 in ANCAP’s side impact test. Not so good was 13.9 for the frontal offset hit, but with lots of airbags and belt pretensioners it still scored a five-star rating.

The final elephant left in the room is fuel consumption, but here the 2.8-litre RG auto still fares fairly well. Average use is listed at 9.1L/100km, with feather-footing on the highway likely to deliver around 6L/100km and city commuting getting up towards 14L/100km.

Some Colorado utes in the used market will still be under their original warranty, which is being honoured via approved Holden service centres. Spare parts remain available for at least 10 years after the final vehicles were sold.

Holden Colorado RG Series 2012-20 – What to check when buying used
• Fuel injectors can fail after 70,000-100,000km and replacing the set involves a big outlay. A Colorado that is hard to start and blows excessive smoke is showing danger signs.
• 4x4 versions will likely have been taken off-road or onto salt-strewn beaches, so check the underbody for damage or rust before embarking on a test drive.
• Heavy towing stresses the transmission and it will need more frequent maintenance to remain reliable. It is rarely possible when testing a used vehicle to have a trailer attached, but avoid any Colorado where the transmission is slow to down-shift or shudders when given full power.
• There is no under-bonnet space for a second battery if you need one, requiring it to be secured in the load area with longer cables.

Used vehicle grading for Holden Colorado RG Series 2012-20
Design & Function: 13/20
Safety: 13/20
Practicality: 15/20
Value for Money: 13/20
Wow Factor: 10/20
Score: 64/100

Also consider: Ford Ranger 2011-2016, Isuzu D-MAX, Mitsubishi Triton 2015-2018, Nissan Navara 2015-2018, Toyota HiLux, Volkswagen Amarok