Holden Colorado LTZ 2018 review

The Colorado has an imposing presence with its 3096mm wheelbase, 5361mm length and 1874mm width. It sits 1800mm tall on a robust ladder-type steel chassis with double wishbone coil-spring front suspension and a leaf-spring live rear axle. Steering is rack and pinion with braking via front discs and rear drums. Turning circle is 12.7 metres.

The engineering enhancements evident in the MY17 model are extensive, including revised suspension tuning with new specification tyres, new body-mounting system, electrically-assisted power steering, substantial wind noise reduction and major engine and transmission refinements.

The engineering enhancements evident in the MY17 model are extensive, including revised suspension tuning with new specification tyres. (image credit: Mark oastler)

A glaring omission is (still) the absence of steering wheel reach adjustment. Apart from that, driver and front passenger space and comfort is pretty good, although the rather flat and firm front seats still feel like you’re sitting on them rather than in them.

There are no grab handles on the B-pillars to assist rear passengers to climb aboard. Rear seat room in most dual cabs (apart from giant US pick-ups) is usually pretty tight for adults and the Colorado is no exception.

Rear seat room in most dual cabs is usually pretty tight for adults and the Colorado is no exception. (image credit: Mark Oastler)

Knee room is adequate, the door pull/armrests are well positioned, and there’s at least 50mm of head room for tall adults. However, the bench seat’s base cushion is a tad short for thigh support and it’s relatively close to the floor, resulting in raised knees and upper thighs which tends to concentrate more body weight on the lower spine. It will carry three rear passengers at a squeeze, but for any trips longer than the local shops we’d recommend keeping it as a four-seater.

Our test vehicle was the LTZ with six-speed automatic transmission starting at $52,690. While that can’t match the smaller Mitsubishi Triton Exceed ($47,790) it undercuts numerous similar-sized dual cab 4x4 rivals including the Isuzu D-Max LS-T ($54,200), Nissan Navara ST-X and Mazda BT-50 GT ($54,490), Toyota Hilux SR-5 ($56,440) and Ford Ranger XLT ($57,690).

The LTZ costs $3500 more than its lesser-equipped LT sibling and for that you get lots of extra features including chrome highlights inside and out, 18-inch alloys with 265/60R18 tyres and a full-size alloy spare, alloy sports bar, soft tonneau cover, six-way adjustable electric driver’s seat, tyre pressure monitoring system, power adjustable and heated door mirrors, New 'MyLink' entertainment system with Apple CarPlay and Android Auto on a big 8.0-inch touchscreen with sat-nav and seven-speaker premium audio, forward collision alert with head-up warning and lane departure warning to name a few. Leather-appointed seat trim with heated front seats are optional.

The new 'MyLink' entertainment system comes with Apple CarPlay and Android Auto. (image credit: Mark Oastler)

The first thing you notice is refinement. The MY17 Colorado is much smoother and quieter than before, along with sharper steering response, improved handling and ride quality when empty or fully-loaded. 

In city and suburban driving with a light load on board, the Duramax 2’s 500Nm of torque combined with the intelligent six-speed auto ensures good throttle response and brisk acceleration, that belies the vehicle’s two-tonne-plus kerb weight.

The new electrically power-assisted variable ratio steering is a big improvement on 2012. It’s better than the Navara but the changes in steering wheel turning weight between low and high speeds are not as defined or precise as the benchmark Ranger or Amarok systems.

The new electrically power-assisted variable ratio steering is a big improvement on 2012.

Noise suppression is vastly improved, with the most noise at highway speeds now coming from minor wind swirl around the large door mirrors, which is a common trait in utes. Conversations can take place without raised voices. 

With its overdriven fifth and sixth gear ratios, the Colorado will cruise along the highway in top gear using only 1600rpm at 100km/h and 1750rpm at 110km/h. However, given that maximum torque is at 2000-2200rpm the top cog still feels too tall, with the engine grinding along below what feels like its ‘sweet spot’ at around 2000rpm.

We secured 830kg in the cargo bed which with our two-man crew equalled a payload just under the 1029kg peak rating. The rear leaf springs compressed 62mm and the nose rose just 13mm, resulting in a very level static ride height. The Colorado’s excellent load-carrying ability was confirmed on lumpy back roads, with excellent bump absorption and a smooth ride with no discernible loss of steering feel, lateral control or braking response. The LTZ’s tyre monitoring system provides added peace of mind.

We secured 830kg in the cargo bed which with our two-man crew equalled a payload just under the 1029kg peak rating. (image credit: Mark Oastler)

With 500Nm of torque, it stormed up our 13 per cent gradient 2.0km set climb, maintaining the 60km/h speed limit at 2200rpm in third gear with the right foot barely touching the accelerator. We couldn’t rely on the auto’s grade logic braking on the way down though, as it wouldn’t shift down fast enough or far enough to restrain its one tonne payload. Instead we manually selected second gear but still had to brake several times to stop the engine spinning past its 4500rpm redline on over-run. Engine braking was about average for this segment.

Our only major criticism is the lack of steering wheel reach adjustment. Given segment leader Toyota has now included such a welcome feature in its HiLux, there can be no more excuses for its closest rivals. With the seat’s base cushion slid back far enough to provide adequate knee clearance from the edge of the lower dashboard, we have always found the Colorado’s driving position too straight-armed for our liking. Reach adjustment would fix this.

Holden offers a three year/100,000km warranty, and capped price servicing runs to $369 for the first four scheduled service,s comprising, nine months/15,000km, 18 months/30,000km, 27 months/45,000km and 36 months/60,000km, whichever occurs first.