Holden Trailblazer VS Skoda Kodiaq
Holden Trailblazer
Likes
- Solid all-rounder
- Plenty of torque at low revs
- Off-road ability
Dislikes
- Engine can be noisy
- Suspension too firm
- No rear diff lock
Skoda Kodiaq
Likes
- Bigger, better than before
- Cabin tech overhaul
- The keen driver's seven-seat SUV
Dislikes
- Hybrid tech unlikely for Oz initially
- Might be thirsty compared to rivals
- Probably won't be more affordable
Summary
Holden Trailblazer
SUV wagons based on their ute stablemates are by no means a new thing – just look to Toyota Fortuner (based on HiLux), Ford Everest (based on the Ranger) and Isuzu’s MU-X (based on the D-Max) for evidence of that.
But the strategy is not always a successful one and these ute-based wagons have already gone through a stage or two of tweaking and refining in an attempt by car makers to shed some of the lingering ute-related niggles (such as work-focused suspension tunes) and improve the final products so they're better suited to a life of work and play.
The 2018 Trailblazer (formerly known as Colorado7, and based on the Colorado ute) is another clear sign that these wagons are indeed getting better, but are those improvements good enough to attract the cash of an otherwise ute-fixated public?
| Safety rating | |
|---|---|
| Engine Type | 2.8L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.6L/100km |
| Seating | 7 seats |
Skoda Kodiaq
It’s time. Life is calling for a seven-seat SUV.
The thing is, you don’t like to follow the crowd, and you’re not drawn by the Nissan X-Trails, Honda CR-Vs and Kia Sorentos of the world. You’re looking for something a little different, a thinking person’s SUV that stands out.
There’s no better time then, to meet the Skoda Kodiaq. Now entering its second generation with some major upgrades, it could be the right SUV for your family. Does it have what it takes to make the case against those very compelling rivals?
Read more about
- If you want a cheaper Skoda, tell them! Here's why the Czech brand won't fight cut-price Chinese rivals such as the MG ZS and Haval Jolion on price alone
- No hybrids, no worries: Skoda says NVES 'not scary' but believes its model mix will need to change in coming years
- Why this electric SUV won't suffer the same fate as the Tesla Model Y and BYD Seal
We drove the Kodiaq in Europe ahead of its Australian arrival to find out.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | — |
Verdict
Holden Trailblazer7.3/10
The Trailblazer is a solid all-rounder and deserves the consideration of those in the market for a decent seven-seater 4WD. It does everything well without ever really excelling at any one thing.
Is it fantastic? No. Is it a game-changer? No. Does it represent pretty good value for money in the grand scheme of things? Yep.Â
The pick of the bunch for me is the LTZ – solid, off-road capable, and suburbs-friendly with just a hint of leather-appointed class. In the LTZ, you get everything worthwhile in the Trailblazer mob and if you’re a family man you won’t feel the need to fork out an extra $1000 for the Z71’s try-hard window dressing.
The Trailblazer is a mostly comfortable SUV wagon, stacked with features and is well worth your consideration if the Isuzu MU-X, Pajero Sport and Toyota Fortuner don’t float your boat.
What do you reckon? Get a new one of these, or spend your money on a second-hand LandCruiser?
Skoda Kodiaq7.9/10
If you’re already a Skoda buyer, you know the drill. I don’t need to tell you the Kodiaq is a genuine off-beat alternative to the mid-sized seven-seaters of the world.
If you’re a newcomer to the idea of a Kodiaq though, you’d be getting by far the best version yet. Not only is this one bigger and packed full of tech, but it’s also distinctly European in the way it drives, setting it apart from popular nameplates from Japan, Korea, and China.
Keep an eye on CarsGuide in early 2025 for detailed pricing and trim levels for the Australian market.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Design
Holden Trailblazer7/10
The Trailblazer is a solid-looking wagon – all clean, tight lines from front to back – and overall it has a real squat and substantial presence. If we’re going to get all ‘fancy Dan’ with our hyperbole: chrome-accented daytime running headlights swoop back along the chunky body to slick LED tail-lights. If we’re sticking to basics: the Trailblazer looks good.
Inside, the tweaked interior has a tidy if rather basic feel to it – but that’s not a bad thing in a wagon that will have to cop dirt and dropped ice creams amid the general chaos of day-to-day life.
The leather-trim seats add a touch of class to otherwise family friendly dimensions and environment.
Skoda Kodiaq
Like its Superb sedan sibling, the Kodiaq adopts small changes to a familiar existing formula, despite being significantly upgraded underneath.
The boxy lines of the previous car have been traded out in favour of a few more curves over the wheel arches, while the LED light fittings have been tweaked to keep them looking cutting-edge in an era of more exciting and challenging designs in this SUV space.
It doesn’t rock the boat though. This is still a big oblong of an SUV - but it does lean into the stately quality exuded by larger Skoda models, reflected in its long wheelbase and imposing bonnet height.
Sure, it’s more conservative than BYD’s aquatic Sealion 6 or Hyundai’s Land Rover-emulating Santa Fe, but it also avoids the popular sharp-edged design motifs favoured by the CR-V, RAV4, or Kia Sorento.
The interior receives a massive upgrade, particularly centred around its enormous new 13-inch central touchscreen, but there’s also a pleasing array of soft-touch materials adorning the entire span of the dash, and some nicer highlight trims, too.
The older VW Group switchgear has been swapped out in favour of the latest rotary shifter mounted on the steering column, although the Kodiaq maintains the funky two-spoke steering wheel that appears throughout the brand’s range.
Practicality
Holden Trailblazer7/10
Climbing in is easy enough with a sturdy "overhead assist handle" for all comers and goers.
All of the Trailblazer’s seats are mostly comfortable except they are quite flat and hard, which may prove a hindrance over longer trips. The driver’s seat is six-way electrically-adjustable and there is little in the way of lumbar support.
The second row will better suit two passengers than three for long-distance comfort but there is enough room all round – head, shoulders and legs – to avoid most complaints, for a little while anyway.
Third-row passengers will need to be children or those of a shorter stature to cope with the ‘back of the bus’ squeeze – and even then trips should be kept to shorter distances to avoid an in-car riot. It’s not a terrible place to be, in the third row of this thing, but it’s not ideal either – pretty much in keeping with the rear-row offerings of its rivals.
Back up the front again and the dash design is clear, user-friendly and easy to get used to with day-in, day-out use.
There is a fair bit of storage space in the cabin but some of it is awkward to access and actually use. The glove box is big enough to cope with one or two handfuls of bits and pieces. There is a sunglass holder up near the rear-view mirror.
There are two cup holders in front of the small centre console housing the USB port which, when used, eats into that available space.
All doors have a moulded bottle bulge, which wouldn’t cop our CarsGuide water bottle without forceful encouragement.
The second-row passengers get a fold-down centre arm-rest/cup holder when there’s no one sitting in the middle. Passengers in the back also get air vents and manual aircon control.
With all seats up, if you pack to the roof, there is 235 litres of cargo space at the very rear; with the 50/50 split-folding third-row seats folded down, there is 878 litres; with the second-row (60/40 split-fold and tumble) and the third-row seats down, there is 1830 litres of cargo space. There is a retractable cargo blind stowed away under the floor at the rear.
With the second-row seats folded forward, it is easy enough to get into the third-row seats; no contortionist moves required.
There are two 12-volt outlets in the centre dash; one at the back of the centre console (for second-row passengers); and one in the rear cargo area.
Up top, the roof rails are rated to carry 100kg.
Skoda Kodiaq
The space inside the Kodiaq feels enormous no matter which seat you’re in, with a tall roof and plenty of width. Up front, there’s a commanding view of the road, while adjustability for the seats seems extensive (although we only tested a high-spec car with electrically adjustable seats).
The new screens offer sharp software which is much better laid out than before. This makes it relatively easy to find all the functions of the car, although the resolution is so high some shortcuts can be a little hard to jab at.
The real win here is the new set of three rotary dials set below the screen in place of the touch-based sliders in other VW Group products. The two outside dials control the temperature of the climate zone, or it can cycle through the heating and ventilation for the outside seats. The centre dial controls fan speed, drive mode, or volume. It’s even customisable so you can remove functions you don’t want if you’re tired of having to press it a few times to get the function you want.
There’s no shortage of storage up front including large door pockets, cupholders in the centre console, and a massive rubberised tray for the wireless charger which disappears below the rotary dials up front.
The centre console is now enormous and features a set of floating trays that can be removed. These feature conveniently-sized brackets for quick access to keys or wallets, and included here is a little suede-style cleaning block for the touchscreen. It’s part of Skoda’s signature ‘simply clever’ features and I must say I’ve never seen it before, so props to the brand for including something new.
The rear seat is, of course, enormous, offering me plenty of room at 182cm tall behind my own driving position. Unfortunately, this car’s platform requires a significant raise in the floor below the centre seat position, which eats into legroom for centre passengers.
Back here, there’s also plenty of amenities. In the car we tested, which is reflective of what high-spec cars in Australia will be equipped with, there's a rear climate zone (rare for the segment) with an independent controller, adjustable air vents, USB-C ports, and even built-in sunshades and heated outboard seats.
Unfortunately I couldn't test the third row in our brief time with the car, although the second row is on rails, so the amount of room on offer isn’t fixed at any rate. Check back for our Australian launch review for a better analysis of the third row.
With the third row seats folded the boot offers an impressive 910 litres of space, or an ambitious 340L with the third row up. It also has its share of ‘clever’ touches, like velcro cargo dividers, an included cargo net (in addition to the sliding cover), and bag hooks on either side.
Price and features
Holden Trailblazer7/10
The Trailblazer is available in three spec levels, each with a market-competitive price: base-spec LT (from $47,990, excluding on-road costs), LTZ (which we tested; from $52,490) and the limited-edition Z71 (from $53,490).
But those prices soon start to climb when you add in accessories such as all-weather floor mats ($130 for a pair), boot lip protector ($80) and a rigid cargo barrier ($960). Our test vehicle had a Power Blue (prestige paint) colour on the exterior, at a cost of $550.
All models have the 2.8-litre turbo-diesel engine and six-speed automatic transmission. The 4WD system is a dual-range part-time shift-on-the-fly set-up.
The LT’s standard features include cloth seat covers, 17-inch alloy wheels, a seven-inch touchscreen to go with its Holden MyLink infotainment system, Apple Car Play and Android Auto, Bluetooth connectivity, front fog lamps, signature daytime running lights, side steps, limited slip diff, rear parking sensors and a rear-view camera.
The LTZ gets all of that (although its touchscreen is eight inches) and more: integrated satnav, blind spot alert, forward collision alert and heated front seats and leather-appointed seat trim. It has 18-inch alloy wheels.
The Z71 has all of that gear as well as a distinctive sports look, replete with black bonnet, black mirrors, black exterior door handles, Z71 leather-appointed trim and 18-inch black alloy wheels.
Skoda Kodiaq
Because we’re testing European cars and the company hasn’t even started building right-hand drive examples for Australia, it’s too early to tell what the price will be, but Skoda tells us for now to expect it to stay around the same level as the outgoing car.
That should mean you can pick up a base model from the mid-$50k region, with high-spec versions reaching to the high $60-grand bracket.
When it comes to variants, we can expect there to be a new entry-level Select version with boosted standard equipment. From there, it’s likely we’ll see a more luxurious option pack and a self-explanatory Sportline version reflecting the current range. A replacement for the outgoing top-spec RS is yet to be confirmed.
This price region puts the Kodiaq in close competition with some notable rivals. In the seven-seat SUV space this includes the Nissan X-Trail, Honda CR-V, and outgoing Volkswagen Tiguan Allspace.
Half a size (and price-bracket) up will net you versions of the cool-looking Kia Sorento or the dramatically redesigned Hyundai Santa Fe, notably both cars available as hybrids, while the Kodiaq won’t be.
We’ll talk about powertrains later, but standard equipment will be bumped to include a 13-inch multimedia touchscreen with slick new software, as well as wireless Apple CarPlay and Android Auto connectivity. There’s also an upgraded version of the VW Group digital instrument cluster, an improved array of switchgear and extended soft-touch interior materials.
What will be missing for the Australian launch is the full array of connected services features that were included in the Euro-spec cars we tested.
Keep an eye out for final spec closer to the Kodiaq’s Australian on-sale date in quarter one 2025.
Under the bonnet
Holden Trailblazer8/10
The 2.8-litre turbo-diesel engine punches out 147kW at 3600rpm and its big-gun 500Nm at 2000rpm and is well-matched to a six-speed automatic transmission. This Trailblazer is, on paper, a very good tow vehicle with so much torque available and from down so low.
Its towing capacity is 3000kg (braked), but I’d prefer to see how it fared in a real-world tow test before I pass judgement.
Skoda Kodiaq
Expect evolution not revolution here, with the Kodiaq likely to maintain a 2.0-litre turbocharged petrol engine and all-wheel drive in the Australian market.
This is likely to be an updated version of the engine in the current outgoing model, which in overseas spec produces 150kW/320Nm. It is not in production yet, so the car we drove for this test was a 2.0-litre turbo diesel (which won’t be launching in Australia) producing 142kW/400Nm. Either way, expect a seven-speed dual-clutch automatic transmission.
Frustratingly, we won’t be getting hybrids of any kind, at least at launch. Overseas, the Kodiaq is available with a 1.5-litre turbocharged four-cylinder engine in either mild hybrid (MHEV) or ‘iV’ plug-in hybrid (PHEV) forms.
Efficiency
Holden Trailblazer7/10
Claimed fuel economy is 8.6L/100km (combined). We recorded 9.6L/100km fuel consumption after 200km of mixed driving, including about 30km of gravel tracks, and 10km of hard off-roading. As mentioned earlier, it has a 76-litre fuel tank.
Skoda Kodiaq
Expect similar fuel consumption to the outgoing car which sits at 8.2L/100km. VW Group turbocharged engines require 95RON unleaded fuel and the new Kodiaq has a variable fuel tank size depending on the engine. Check back closer to its local arrival to see more accurate figures for Australia.
It is unfortunate that it seems hybrid powertrains won’t be making it to our shores, at least in the short term, which will make it difficult for the Kodiaq to compete with hybrid versions of the Kia Sorento, Hyundai Santa Fe and Honda CR-V on the fuel efficiency front.
Driving
Holden Trailblazer7/10
The LTZ is 4887mm long (with a 2845mm wheelbase), 1902mm wide (excl mirrors), and 1846mm high. It has a kerb weight of 2203kg.
Its turning circle is 12m but it feels like more of a cumbersome beast when trying to manoeuvre in the bush or in the city, though not enough so for that characteristic to be any sort of deal-breaker.
The tilt-adjustable, electrically assisted steering lacks any reach-adjustment, which is annoying, but it can still be counted on to deliver a precise feel – light at low speeds, heavier at high speeds – when pushing the Trailblazer along at a fair clip on open roads or in and out of corners.
Acceleration seems livelier now; there is more off-the-mark oomph for take-offs and safe, smooth overtaking, even on long gradual climbs, than before. The torquey engine and six-speed auto – with its smooth changes and gear-holding when appropriate – make for a high-achieving combo.
Ride and handling seem better than in Colorado7 guise although the tweaked suspension – Aussie-tuned coil-spring front and coil-spring live-axle rear – and Bridgestone Dueler H/Ts tyres* may account for some of that. However, we did feel some body-roll while driving along back roads, unlike the last time we were in a Trailblazer LTZ. (*The Trailblazer has a full-sized 18-inch spare.)
The locally tuned suspension is, at times, a bit too firm; when we hit heavy bumps and deep potholes on rough gravel tracks several times, we were unsettled because the Trailblazer’s suspension bashed its way over and through.
NVH levels on open-road bitumen can still tend towards the rougher side of things with diesel engine clatter, tyre roar and wind rush clattering a tune on your ear drums.
We completed a series of emergency braking scenarios – on bitumen and dirt – and the Trailblazer’s disc brakes – 300mm at the front and 318mm at the rear – helped rip us into a controlled stop.
Off-road, we had a ball because the beefy Trailblazer seems a much better fit for gravel-track fast blasts and slow-going bush driving than it does for any jaunts in the stop-start city.
Our drive loop included a decent bit of four-wheel driving – coastal sand, bush tracks peppered with rocks of all shapes and sizes, and shallow mud in a dried-out dam. Drive modes can be switched via the centre console dial between 2H, 4H and 4L; high range modes are actually represented by an ‘up’ arrow on the dial; low range is a ‘down’ arrow. Bonus: the Trailblazer’s 500Nm of torque is readily available from way down low.
The Trailblazer has a limited slip diff, 218mm of ground clearance and a wading depth of 600mm, which was never tested as our usual creek crossings were so bone-dry they were more like puddles. Approach, departure and ramp-over angles are 28, 25, 22 respectively.
Its armoury of off-road tech – auto hill-start assist, hill-descent control and more – make it almost unstoppable, straight out of the showroom, for anything demanded of it on a light- to medium-difficulty adventure weekend.
Its 76-litre fuel tank, however, hinders any claim it has to off-road touring potential.
The Trailblazer has 3000kg towing capacity (braked); 750kg unbraked.
Note: Holden has persisted with a system which, when you open a door, the front windows automatically slide down a bit, an action aimed at reducing air pressure when you close the doors. It remains annoying but we still weren’t annoyed enough to actually bother to check the owner’s manual for a possible hack to switch it off.
Skoda Kodiaq
Like its immediate relations, the Skoda Superb and incoming third-generation Tiguan, the Kodiaq’s upgraded platform comes with some notable enhancements when it comes to the experience behind the wheel.
Core changes to suspension and rigidity to the platform make for a big SUV which feels surprisingly reactive in the corners, which is doubled-down on thanks to accurate steering.
It also responds nicely to a prod of the accelerator thanks to punchy engine options and the dual-clutch auto which shifts fast and unlike a CVT lets you ride the gears out for better power delivery.
We only sampled the more powerful of two 2.0-litre four-cylinder turbo-diesel engines, although the 2.0-litre turbocharged petrol unit which we know will ship in Australia is an upgraded version of an existing well-loved engine that will only perform better with less lag.
Sure, the Kodiaq is further off the ground and heavier than some of its VW Group contemporaries, and has to work harder to tame these factors, but it’s rare in the seven-seat SUV segment to have this much fun behind the wheel.
The X-Trail and CR-V for example, may be a little smoother in traffic, especially in hybrid forms, but even cars with comparable dual-clutch set-ups like the Kia Sorento and Hyundai Santa Fe can’t compare to the Kodiaq in terms of driver engagement.
Ride quality for those moments on less than impressive road surfaces was hard to gauge on the finely-crafted European roads we drove the Kodiaq on, but the previous car was already good and I’d expect the upgraded suspension on this new one to feel even better.
Even the improved switchgear (specifically, those new control dials), and the minimally invasive active safety equipment adds to the Skoda’s appeal.
If you need seven seats, you like to drive, and you don’t want to spend truly premium dollars, it’s hard to get better in this segment.
Safety
Holden Trailblazer8/10
The Trailblazer range has a five-star ANCAP rating. The LTZ has seven airbags, and electronic stability control (ABS, EBD etc), rear view camera, front park assist, rear parking sensors, forward collision alert, blind-spot alert, lane-departure warning, rear cross-traffic alert, a tyre-pressure monitoring system and trailer sway control.
The second row has three child restraint anchor points and one ISOFIX child restraint anchor point.
Skoda Kodiaq
We don’t have final spec for the Australian market, but expect the Kodiaq to maintain all the key active safety items as standard.
These include auto emergency braking (to freeway speeds), lane keep assist with departure warning, blind spot monitoring and rear cross-traffic alert. Additionally, the Kodiaq gets traffic sign recognition, an upgraded driver attention alert, and an auto-parking suite.
It is also now better at detecting objects and vehicles around it thanks to a new set of ‘nano radar’ sensors in both the front and rear bumpers.
The new Kodiaq has nine airbags and was recently awarded a maximum five-star EuroNCAP rating. Tune back in closer to its Australian arrival in Q1 of 2025 to see whether the safety rating transfers across to ANCAP.
Ownership
Holden Trailblazer7/10
The Trailblazer comes with a three-year/100,000km warranty. Lifetime capped price servicing includes a free inspection at one month, then $299 (at nine months/15,000km), $399 (18 months/30,000km), $479 (27 months/45,000km), $479 (36 months/60,000km) and so on.
(At time of writing, the LT was being offered for $45,990 driveway with a seven-year/175,000 warranty.)
Potential problems might include cumulative driveline wear and tear from people towing heavy loads (horse floats, boats etc).
Skoda Kodiaq
Skoda is the first European brand to take a shot at a seven-year and unlimited kilometre warranty, so points there for moving the game forward.
On top of that, you can expect the usual seven-year pre-paid service pack the brand offers on its other models, although check back in for the details as they become available in Australia. Generally these packs strike a reasonable middle ground between the affordable servicing of brands like Toyota and the more expensive Subaru.
Skoda is also currently pushing a guaranteed future value program and favourable finance with more transparent terms than some of its competitors. Check back in early 2025 for all the numbers.