Holden Colorado LTZ dual cab 4x4 2016 review

Mark Oastler road tests and reviews the 2016 Holden Colorado dual cab LTZ 4x4 with specs, fuel consumption and verdict.

The current model RG Holden Colorado, launched in 2012, shares its rugged ladder-frame chassis, body and interior architecture with the current Isuzu D-Max, as they were developed side-by-side as a joint venture between General Motors and Isuzu. 

Both brands went their own way on styling and drivetrains, with GM adopting styling cues inspired by its full-size US pick-ups. The Colorado felt harsh and unrefined at launch, but has received running changes since then with an emphasis on reducing noise, vibration and harshness (NVH). 

As the Colorado reaches middle age and with a face-lifted and reportedly more refined MY2017 range due for release in September, there's sure to be some hot run-out deals on the existing model which could make current Colorado LTZ dual cab 4x4 a tempting proposition.

Price and Features

At $53,190 the Colorado LTZ sits one grade below the premium Z71. With auto transmission it is considerably cheaper than Ford's similar grade Ranger XLT ($56,390) and Toyota's SR5 ($55,900). Ford and Toyota are the runaway leaders in 4x4 ute sales of course, but the Colorado holds its own in a close second-tier sales tussle with Mitsubishi's Triton and Nissan's Navara.

As part of Colorado's most recent MY2015 update, the LTZ was exclusively equipped with what Holden calls 'Comfort Suspension'. This softer spring rate is designed for a smoother ride but results in corresponding payload reduction to less than one tonne.

But the LTZ also offers 17-inch alloy wheels, alloy sports bar, fog lights, side-steps and a tonneau cover. The seats are heated, there's leather appointments on the wheel and gearshift and it's loaded with features you expect at this model grade including dual-zone climate, rear view camera, 7.0-inch touchscreen with MyLink/Bluetooth/iPod/USB connectivity to name a few.

Design

The Colorado is very much a 'truck' in the US pick-up tradition. With its squared-off lines, thick slab sides and imposing grille, it appears to have drawn inspiration from the big Chevrolet Silverado pick-up, which is good or bad depending on your tastes.

Interior space is good, particularly for rear seat passengers.

Colorado rolls along on the same 3095mm wheelbase as its D-Max birth partner, which is almost lineball with HiLux (3085mm) but much shorter than Ranger (3220mm). Like the Isuzu it also sits tall with plenty of wheel arch clearance to its 17-inch alloys and 255/65 R17 tyres, riding on coil-sprung upper/lower front wishbones and heavy duty leaf springs under the tail. 

There's lots of black highlights throughout the cabin, providing a strong visual contrast with light grey seat facings which won't appeal to everyone. Interior space is good, particularly for rear seat passengers, but the relationship between the steering wheel and driver's seat could do with some refinement as we discovered during our test.

Engine and Transmission

The Colorado’s 2.8 litre four cylinder diesel with variable geometry turbocharger is top of its class in peak torque output. Although it carries GM’s Duramax badge, it’s actually designed and built by Fiat-owned Italian engine maker VM Motori which supplies engines to GM and other major car brands including Jeep.

Even though it has one less cylinder and 400cc less capacity than the Ranger’s class-leading 3.2 litre five cylinder, the Euro IV-compliant Colorado engine matches the big Ford’s 147kW at 3600rpm. And when matched with the auto option, as in our test vehicle, there’s 500Nm of torque available in a very narrow 200rpm band from 2000-2200rpm. However, its overall performance is not as peaky as that figure would suggest.

The six-speed auto is a GM Powertrain transmission called the 6L50, which is closely related to the unit used in VEII/VF Commodores behind SIDI V6s. It features a relatively short first gear for good low-speed response while the overdriven fifth and sixth ratios reduce engine rpm and therefore noise and fuel consumption. It also has what Holden calls Grade Logic Braking which relies on sensors to judge the steepness of a descent relative to road speed and sequentially down-shift to assist with foot braking.

It also has the option of manual sequential shifting, which is handy when load-hauling. A shift-on-the-fly centre console rotary switch controls the part-time, dual-range 4x4 transmission, which even on LTZ grade does not include an electronic locking rear differential.

Practicality

The Colorado is one of only four major players in the 4x4 ute segment rated to tow the benchmark 3500kg. The LTZ's softer suspension results in a 261kg lower payload rating (825kg vs LT's 1086kg) and 200kg lower GVM rating (2950kg vs LT's 3150kg).

The interior layout is spacious with lots of storage options including door pockets with bottle storage in all doors, dual upper and lower glovebox compartments and upper dash storage compartment, sunglass holder plus dual cup holders in the dash and front centre console but none in the rear. There's also two handy underfloor storage compartments beneath rear seat cushions which can be used in a folded-up position if you need to carry large items at floor level.

The Duramax engine is reasonably quiet at cruising speeds.

The cargo bed is 1484mm long, 1534mm wide and 1122mm between the wheel arches, with four sturdy tie-down points. This load area is smaller than some competitors and not all standard pallet sizes will fit between the wheel arches, so these dimensions should always be checked by potential buyers to make sure it suits their needs.

Fuel consumption

Holden claims a combined fuel consumption figure of 9.1L/100km, which is very close to the 'real world' figure we achieved of just 9.67L/100km. This included freeway, highway, suburban and dirt road driving with and without loads, so to be within 1.0L/100km of official figures achieved in controlled laboratory test conditions is unusual and impressive.

Driving

Despite GM's efforts to improve the Colorado's NVH levels since its release in 2012, it still lacks the overall refinement of numerous rivals. The rack and pinion steering has a lifeless 'dead weight' feel that belongs to a previous generation, the base seat cushions are too hard to provide sustained upper thigh comfort on long journeys and the absence of steering wheel reach adjustment requires a more straight-armed driving position than we'd like.

The Duramax engine is reasonably quiet at cruising speeds, thanks largely to GM's typically tall final drive gearing which ensures that at 100km/h the engine is barely ticking over at 1600rpm and only 1800rpm at 110km/h. Keep in mind these revs fall short of its peak torque band so, like its SUV wagon derivative, you can feel that it's not in its sweet spot at these revs. Engine clatter and harshness becomes intrusive when the engine's working harder with a load and wind noise is noticeable at highway speeds.

We struggled to feel any major difference in un-laden ride quality offered by the LTZ's softer suspension tune compared to lower spec models. We also loaded it to its maximum GVM rating of 2950kg where it proved to be a competent load hauler, with the rear leaf springs compressing only 45mm and the nose rising 11mm in response. Ride quality noticeably improved under this peak payload, too, which is a plus if you need to carry or tow regularly. 

The six-speed auto also delivered decisive self-shifting back to fifth gear on long climbs, where its 500Nm of torque could really shine. With our 800kg-plus payload it also displayed effective engine braking on long steep descents but only by us manually selecting second gear, as the Grade Logic Braking did not respond and shift down enough cogs with the urgency we needed.

Safety

Like all dual cab Colorados of this generation, the LTZ carries a maximum five-star ANCAP rating and a raft of active safety features including electronic stability control (ESC) incorporating anti-lock brakes (ABS), electronic brake force distribution (EBD), traction control system (TCS), descent control system (DCS), hill start assist (HSA) and trailer sway control (TSC). Passive safety features include front, side and full-length curtain airbags and ISOFIX child seat restraints.

Ownership

Warranty 3 years/100,000km. Servicing every 15,000km or 9 months. Capped price servicing available covering the first four standard scheduled log book services for 3 years/60,000km whichever comes first.