Holden Colorado VS Renault Master
Holden Colorado
Likes
- Very torquey engine
- Nice ride and handling
- Reasonable off-road capability
Dislikes
- Basic cabin
- Noisy engine
- Roll-away tonneau cover is fiddly
Renault Master
Likes
- Effortless diesel engine
- Good value
- Improved interior a big step up
Dislikes
- Manual shift not the most positive
- Well behind rivals on safety
- No proper automatic option
Summary
Holden Colorado
The Holden Colorado is a quiet achiever in the ute market: it has a solid rep as a work-and-play vehicle, generally records positive results in objective editorial reviews and comparisons, and it sells well.
But how does a Z71 do as a tow vehicle? Read on.
| Safety rating | |
|---|---|
| Engine Type | 2.8L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.7L/100km |
| Seating | 5 seats |
Renault Master
The Renault Master range has been refreshed, and this was our first chance to see what changes have been made.
You should be able to tell just by the look of the 2020 Master that there’s a new design with a more modern looking front-end. And the inside has been thoroughly modernised, too.
But with contemporary rivals such as the VW Crafter and Mercedes-Benz Sprinter - both of which launched in all-new generation guises in 2018 - the question is whether the ageing, yet facelifted Master is worthy of consideration.
We spent a week with it - and covered plenty of kays in it - to find out.
| Safety rating | — |
|---|---|
| Engine Type | 2.3L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.3L/100km |
| Seating | 3 seats |
Verdict
Holden Colorado7.2/10
The Holden Colorado Z71 is a pretty decent towing machine, handling all aspects of general load-lugging duties with a quiet reliable efficiency. In simple terms, it kept the whole ute-and-van combination trucking along nicely.
The Z71 is a solid Colorado package all-round with some welcome flashiness to its functionality.
Renault Master6.4/10
If you’re after a budget-conscious offering in the large van segment, the Renault Master could be a really solid proposition. It falls short of the safety expectations set by its newer rival, though, and that’s something you might not be able to put a price on.
Design
Holden Colorado
The Colorado is a good-looking unit, so it follows that the Z71, the Colorado line-up's top dog, should be the best-looking vehicle in the entire range. And it is. Look at the photos yourself and make up your own mind.
The Z71's black highlights everywhere, the roof rails, side steps and fold-away tonneau cover add functionality to the flashiness.
Under its slick exterior, the Z71 sits on a steel ladder-frame chassis.
There may be no mechanical differences between the Z71 and other similarly-powered Colorado utes, but this is not merely a sticker-pack special – this is something more substantial than that. Don't believe me? Keep reading.
Renault Master
The front-end styling of the Master has been modernised with a “robust” new look which sees it adopt a more upright nose with a bulkier grille, squared-off headlights (with LED daytime running lights as standard, along with halogen headlights).
There were no other changes made to the exterior, so if you see it side on or from the rear, you’d be hard pressed to tell if it's the new model.
This is the second facelift for this generation (X62) Master, which originated back in 2010. It is also offered in some markets as a Nissan, Opel, and Vauxhall. And this version certainly freshens up the appearance, though the practicality of the Master line-up remains unchanged.
That’s a good thing: you can still get the van as a short-wheelbase with low roof (L1H1), a mid-wheelbase with mid roof (L2H2), a long-wheelbase with mid roof (L3H2), or an extra-long-wheelbase with high roof (L4H3). There’s also the choice of a single cab-chassis Platform ute model, too.
Our test model is the L2H2, meaning dimensions of 5575mm long on a lengthy 3682mm wheelbase (giving it a 13.6-metre turning circle), while the width is 2070mm and the height is 2499mm. Too tall for car parks (and drive-thru windows, in this age of social distancing).
The good news about the height, though, is that it allows you excellent interior dimensions. The cargo hold of this version is 3083mm long, 1765mm wide (and 1380mm between the wheel-arches, enough for Aussie pallets to slide in easily), and the height is 1894mm inside. I’m six-foot tall (1820mm) and that meant I could safely step in and out of the cargo zone without fear of hitting my head. The load space is 10.8 cubic metres in this spec.
As you’ll see in the interior section, the cabin has been given a bit of attention too - you can see it in the images below.
Practicality
Holden Colorado
The Z71 has a Colorado carry-over interior, which is nice and simple, with some Z71 branding stitched in the front seats.
For starters, there are grab handles for the driver and front passenger – I'm a big fan of grab handles.
The dash is a basic layout – but made family-friendly with expanses of tough plastic and soft-touch leather – and it has everything you need. The centre console houses an 8.0-inch colour touchscreen with Apple CarPlay and Android Auto and standard nav.
There is a USB port in the centre-bin, and there's a 12V socket in the back of that bin for back-seat passengers.
The cabin is reasonably comfortable; the front seats – in fact all of the Z71's seats – err on the side of firm rather than being well-cushioned. But, even in the back seat, when I sat behind my driving position, I had ample head- and leg-room.
There are the usual collection of storage spaces around the cabin – sunglasses, glove box, door pockets, seat-back pockets – but a long centre-bin lid impedes access to the cupholders in between driver and front-seat passenger, and there are no cupholders in the back seat's fold-down centre arm-rest.
There are shallow storage spots under the rear seats, one of which contains your jack etc.
Overall fit and finish is impressive without being spectacular, but that's fine with me.
The tray is 1484mm long, 1534mm wide (1122mm between the wheel-arches) and 466mm high. Back there, you get Premium DuraGuard Spray–on tub liner, which seems sturdy and durable, as well as four solid tie-down points.
Renault Master
Like all vans in this segment there are some cabin smarts that will make your life a lot easier if you spend a lot of time in the cockpit.
There are storage options aplenty, including overhead folder holders, a trio of dash-top storage caddies, dash-top cup holders, huge door pockets with bottle holders, some smaller storage cubbies near the shifter, and a glovebox that is, in the French tradition, good to hold a pair of gloves and not much else. This model had the dual passenger bench seat, with a hidden storage section underneath, and you can fold the middle seat down to form a desk platform with cup holders if that’s what you need.
Along with the storage smarts, the updated Master has seen some major changes in terms of infotainment intelligence, too. The new 7.0-inch MediaNav touchscreen system with Apple CarPlay and Android Auto is a welcome advancement for the brand, and during my time in the vehicle it proved simple to use and quick to react. The sound isn’t terrific, with just two speakers fitted, and I had to turn it up pretty loud to overcome the wind noise from this mid-roof model.
The driver’s seat is comfortable and offers decent adjustment, with height and lumbar adjustment. It’s easy to step up into the cab, too, despite there not being side grab handles. The driver also gets a new digital instrument display section on the redesigned dashboard, which includes a gear-shift indicator (but not a gear position indicator), and a digital speedometer and trip computer.
The steering wheel is new, too, and it’s much nicer than the old grainy plastic number in the pre-facelift version. Gone are the round vents across the dash and round plastic sections of the old model - now there are squared-off, more modern looking finishes that clearly aim to mimic the exterior’s now boxy-edged body.
In the cargo zone there are multiple tie-down hooks (eight on the floor, four on the side wall pillars), making for plenty of options to secure a load - though as can often be found with these eye-hook points, they can be a little too far inboard to make good use of, and in the Master’s case, there are no tie-down points rear of the wheel-arches. There is a 12-volt outlet in the back pillar, however.
Price and features
Holden Colorado
The Z71 auto 4x4 dual-cab has a list price of $57,490 MSRP. Our test vehicle is $59,260 MSRP because, over and above its comprehensive list of Z71 features (and those from cheaper variants), it has an electric brake controller ($740), and a towing package ($1030).
The Z71-specific features include a heap of style-based stuff, such as black fender flares, new front fascia, roof rails, and stickers on the bonnet, as well as 18-inch grey alloys (on Bridgestone Dueler H/Ts), sailplane sports bar, black highlights everywhere – including exterior door handles, mirrors and tailgate handle.
But the Z71 buyer gets plenty of useable real-world stuff such as roof rails, soft-drop tailgate, fold-away tonneau cover, and decent underbody protection.
Read More:
Camper-trailer reviewsThere's also a leather-wrapped steering wheel and leather seats.
It has a 2.8-litre four-cylinder turbo-diesel Duramax engine, six-speed automatic transmission, a part-time 4WD system and a rear limited slip differential.
Bonus: there are plenty of genuine Holden-designed, -engineered and -tested accessories, including frontal protection bars, LED light bars, extended sports bars and more, that are probably available for your Colorado.
Renault Master
The 2020 update for the Renault Master saw prices adjusted to compensate for additional standard equipment now offered range wide.
You can read the full pricing and specs breakdown story here, but the standard goodies for the Master include: a new 7.0-inch touchscreen media system with USB input, Bluetooth, Apple CarPlay, Android Auto, sat nav and reversing camera display, a two-speaker sound system, rear parking sensors, 16-inch steel wheels with a full size spare fitted under the rear body, body-protective cladding, twin-view side mirrors with electric adjustment, electric windows, cruise control, air conditioning, remote central locking, halogen headlights, LED daytime running lights, and rear fog lights.
The list price for the L2H2 mid-wheelbase manual model used in this review is $47,490 plus on-road costs (RRP or MSRP), but Renault is advertising this exact spec for $47,990 drive-away, which is pretty compelling - you don’t even need to be an ABN holder for that discount.
The Master MWB van comes as standard with barn doors at the rear (270-degree opening), and a sliding side door on kerb side (left), while SWB models get 180-degree barn doors. It also features a steel bulkhead as standard, as well as a three-seat layout up front. There’s a handy lift-up base on the bench part of the seat, which allows you about 100 litres of hidden storage if you need it.
There are numerous options for buyers to customise their van to suit what they need. There are several packs to choose from, such as: the Trade Pack - wooden floor, full height timber wall lining, rear step, LED ceiling lights ($1600); the Business Pack - front fog lights, hands-free key card and push-button start, chrome exterior and interior trim finishes ($1000); and the Convenience Pack - auto high/low beam lights, lane departure warning, blind spot monitoring and front parking sensors ($1000).
You can option individual elements such as a driver’s side sliding door ($800), a driver’s suspension seat ($800 - removes the side airbag for the driver), a single passenger seat ($200 - N/A with driver suspension seat, adds passenger-side airbag protection), and if you choose RWD model there’s an available differential lock ($1000). Last but not least, you can have glazed dual sliding doors for $800, but only if you also option the Trade Pack.
Colour options include no-cost solid paint finishes in white, grey, dark blue, light blue, yellow, orange and red (the interesting colours will need to be pre-ordered). There are also three metallic paint options in grey, black or a silver/blue look, and the cost there is $1000.
Under the bonnet
Holden Colorado
The Z71 has a 2.8-litre four-cylinder turbo-diesel Duramax engine (147kW at 3600rpm and 500Nm at 2000rpm), six-speed automatic transmission, a part-time 4WD system and a rear limited slip differential.
Renault Master
The power outputs and torque figures depend on the transmission you choose.
Despite the fact that both manual and automatic versions of the Master run a 2.3-litre four-cylinder diesel engine, there’s a difference between the engines: the version with the six-speed manual transmission is a twin-turbo unit, while the six-speed automated manual transmission makes use of a single-turbo diesel.
There’s not much in it when it comes to the difference in outputs, however.
The manual version has a slight horsepower advantage, with 120kW of power (at 3500rpm) and 360Nm of torque (at 1500rpm).
The automated manual has a maximum power of 110kW (at 3500rpm) and 350Nm of torque (at 1500rpm).
Both transmissions are geared the same across all six ratios, though from experience, the automated manual is best left at the showroom. While rivals offer conventional torque converter automatic gearboxes to appeal to a broader customer base globally, the French brand persists with its pernickety somewhat-auto option instead.
The majority of models in the Master range are front-wheel drive (FWD), but there are a couple of long-wheelbase rear-wheel drive (RWD) models available. None are all-wheel drive (AWD) or four-wheel drive (4WD).
You might be interested to note the weight specs for the Master range. There are too many variables to bore you with here, but the details on the L2H2 mid-wheelbase manual I tested, according to Renault Australia, are as follows: kerb weight - 1887kg; gross vehicle mass/GVM - 3510kg; payload - 1623kg; towing capacity - 750kg un-braked, 2500kg braked. The gross combination mass (GCM) is 6000kg.
Efficiency
Holden Colorado
Our dash display read 7.9L/100km, but we recorded actual fuel consumption on test of 9.7L/100km. It has a 76-litre fuel tank, so expect an approximate driving range of 753km (according to our on-test fuel consumption), factoring in a 30km safety buffer.
On our towing loop, of more than 200km total, the dash was showing 14.5L/100km, but we recorded an actual fuel-consumption figure of 15.5L/100km. Expect an approximate driving range of 460km (according to our on-test fuel consumption), factoring in a 30km safety buffer.
Renault Master
There is no official combined fuel consumption claim figure stated by Renault, as the vehicle falls into the heavy commercial vehicle space.
But I can tell you it’s pretty impressive for fuel economy. I saw an average of just 8.5 litres per 100 kilometres over more than 1000km of testing - more than half of which was with the van loaded up with hundreds of kilograms of load.
With a 100-litre diesel tank, you could theoretically get about 1150km to a fill, and that’s with a mix of loaded and unloaded driving.
One thing, though: most vehicles have a graphic on their dashboard to show which side the filler neck is - you know, you see a fuel bowser and the filler is on the right, that means your vehicle’s filler is on the right. Not in the Master. It has a graphic with the filler on the right, but the actual fuel cap is on the left. And like most vans, you have to open the passenger door to fuel up.
Worried about AdBlue? No need - the engine used in the Master range is a Euro 5 unit, so there is a diesel particulate filter, but no urea after treatment setup to mention.
Driving
Holden Colorado
The Z71 has a steel ladder-frame chassis, double-wishbone front suspension and leaf-spring live rear axle, so it's more aligned with heavy-duty work than smooth on-road performance.
Having said that, the Z71 is quite settled over most surfaces, including highway bitumen and rough back-road backtop, and at most speeds – rather impressive for an unladen ute.
Steering is a bit floaty, with some play in it, and there is noticeable understeer on corners.
The engine is one of the torquiest in the current-day ute mob – only matched by V6 utes – and it delivers that torque quite evenly and smoothly across the rev range. The Duramax turbo-diesel can, however, be noisy, and because of that it seems like it's working hard, though it never feels too stressed, even when towing a caravan that has a caravan with a tare (empty) weight of 2600kg.
There's plenty of life in terms of acceleration with active pedal-feel but, when it comes time to pulling up to a fast stop on front disc and rear drum brakes, the brake pedals are rather spongy.
The six-speed auto is generally spot-on for all duties, although it did occasionally down-shift with an extra violence of action when it didn't really need to.
Ride and handling are pretty good, with its Aussie-tuned suspension (including traditional-ute leaf-springs at the rear) doing a decent job of sorting everything evenly, and it was only ever rattled by very severe bumps, wash-outs, and ruts at lower speeds, i.e. during low-range 4WDing.
The Z71's on-road performance and refinement are generally not as polished as segment leaders, but that's nowhere near a deal-breaker.
Renault Master
I did a mix of driving in the Master over the week I had it, including more than 600km of unladen driving.
Why so many kays? I used it to move house, which meant I completed two “full” trips between Sydney’s inner-west and Cowra in the Central West of NSW, and two “empty” trips back to Sydney, as well.
I’ll get to how it drove with a load on board in the section below, but the unladen experience was pretty positive.
The engine and transmission are well teamed, and there’s a good amount of usable torque and very little lag to speak of.
As with this entire generation of engines - a derivative engine in a different state of tune is used in the Nissan Navara - the refinement is mostly good until you reach higher in the rev range, where it can get a bit noisy and clattery. But the best work is done down low in the rev zone anyway.
The manual shift action isn’t what I’d call “slinky”, more “clicky”. But it’s easy to row between gears as the action is light and the clutch isn’t too heavy, either. The gearing is generous, meaning you can saunter in sixth gear around 70km/h without the engine labouring too hard, and it’ll accelerate from there to freeway pace - provided you’re not going uphill.
There is a bit of ratio management required if you encounter a steep incline, but generally it’s a decently strong powertrain for its intended use - more on that below.
I’m always astounded about the steering and ride characteristics of vans of this size. Yes, it’s large, and yes, it can get blown around a little by crosswinds, and yes, you need to factor in the longish-wheelbase and larger turning circle that results from that… but it drives a lot smaller than it is.
The steering is direct and accurate, easy to judge at high or low speeds - which is great news when you’re parking (and there’s a good quality reversing camera and rear parking sensors, but you’ve just gotta remember the roof height, too).
The ride is adequate without a load on board, too. The independent McPherson strut front suspension copes well with changes in surface and bump control, though it can be a little bouncy at times. The rear suspension is a leaf-spring torsion beam setup, and it can be a little clumsy over road joins when unladen.
It also brakes well, with solid and trustworthy response from the four-wheel disc brakes at all speeds.
Safety
Holden Colorado
The Colorado line-up has a five-star ANCAP rating as a result of testing in 2016.
Safety gear includes seven airbags, front and rear parking sensors, a reversing camera, Forward Collision Alert), Lane Departure Warning, a tyre-pressure-monitoring system, Hill Descent Control, Hill Start Assist, Trailer Sway Control and Roll Over Mitigation.
Renault Master
While there has been a safety revolution in the van segment in recent years led by Mercedes and VW, Renault has been left behind to a degree.
The Renault Master has never been put through NCAP or ANCAP crash testing. So there’s no safety star rating to speak of.
And it falls short of its chief rivals, as it doesn’t have any sort of auto emergency braking (AEB) or forward collision warning system at all.
It has a reversing camera and rear parking sensors, plus dual front airbags and driver’s side airbag protection (not passenger though?), and there are no curtain airbags either. But it has electronic stability control (ESC), electronic brake force distribution, and hill start assist with Renault’s Grip X-tend system that is designed to allow better traction in slippery situations.
You can option some safety technology into the manual versions of the Master, by way of the Convenience Pack. For $1000 it adds auto high/low beam lights, lane departure warning (not active lane keeping assist), blind spot warning (not rear cross-traffic alert), and front parking sensors.
I understand the argument that buyers shouldn’t have to pay for anything they don’t need, especially when it comes to business vehicles. But I hope that behind closed doors Renault is working furiously to improve the safety equipment offering as a matter of priority.
Ownership
Holden Colorado
Holden offers a five-year, unlimited-kilometre warranty across the Colorado range, with servicing required every 12 months or 12,000km. Capped price servicing applies over seven years/ 84,000km with the average annual cost over three years working out to be $405.
Renault Master
The Renault van range is covered by a warranty plan that isn’t as good as you’ll get from VW or Ford. That is, the Master (and Trafic and Kangoo below it) have a three-year/unlimited kilometre warranty cover, which is two years shorter than the best in the class.
Service intervals are business-friendly at 12 months/30,000km, with a capped-price service plan spanning the first three years/90,000km. The service price is $599 per visit, but keep in mind you will need to replace the coolant ($132) and brake fluid ($79) every 60,000km. There’s also an accessory belt replacement at 90,000km ($506).
If you service your van at Renault, you’ll also be eligible for up to four years of roadside assistance cover. From the showroom floor there is 12 months cover.
Concerned about issues, problems, recalls, questions, queries, complaints, or reliability issues? Check out our Renault Master problems page.