Colorado buyers are a loyal bunch, it seems. The model has the highest repeat purchase loyalty of any of Holden’s range. The latest model will no doubt continue to hit the mark with buyers.
It’s a diesel-only line-up, and all variants except the base 2WD 2.5-litre DX cab-chassis are powered by Holden’s 2.8-litre Duramax engine. A robust 470 Nm of torque makes for respectable performance.
Our test vehicle, the top-spec LTZ dual cab, was fitted with the smooth shifting optional six-speed auto ($2000), instead of the standard five-speed manual. Ticking the auto option also means an extra 30 Nm on tap over the manual.
Maximum towing capacity for 2.8-litre models is a class-leading 3.5 tonnes, though Ford has recently lifted specified Ranger models’ tow capacity to equal Colorado. There’s no trailer sway control system on the Holden as per the Ford Ranger/Mazda BT50 twins.
Colorado’s safety credentials are good, but no side airbags is a significant omission. Speaking of which, there’s no steering reach adjustment, headlights only get a warning chime (no auto on/off), and there’s no navigation system available.
By dual cab standards, unladen ride isn’t bad. There’s more rear leg room than the old model, rear seating is above average for the class, and there’s three child restraint points. Hard, utilitarian-looking plastic trim abounds in the cabin.