Tow Test: Holden Colorado 7 LTZ

The arrival in Australia of the Holden Colorado 7 in late-2012 was positive news on a number of fronts. For long-suffering Holden buyers, it finally gives them the option of a large, family-friendly wagon with serious off-road ability, after the demise almost 10 years before of the Isuzu-developed Jackaroo.

For those on tighter budgets, the ute-based Holden SUV provides an alternative to the Nissan Pathfinder and Mitsubishi Challenger, which also boast seven seats, gutsy turbo-diesel powerplants and truck-like body-on-frame construction. With a starting price of $46,990, the Colorado 7 undercuts the entry-level, turbo-diesel GX version of the top-selling Toyota Prado by almost $10,000.

And for those with big trailer boats or caravans, the Colorado 7 presents another heavy-duty tow tug option, with its Mitsubishi Pajero-like towing capacity of three tonnes. Incidentally, the mechanically-identical one-tonne ute on which the Colorado 7 is based, which features basic leaf springs instead of multi-links and coils in its live-rear-axle suspension, offers an even greater towing capacity of 3500kg.

PRICE & EQUIPMENT

Built in Thailand and sold in that country as a Chevrolet Trailblazer, the Colorado 7 is available Down Under with just two trim levels and one engine and transmission: a 132kW/470Nm 2.8-litre four-cylinder turbo-diesel hooked up to a six-speed automatic.

Priced at $50,490 in top-spec LTZ grade (tested here), it packs in plenty for the money including leather seat trim, a powered driver’s seat, eight-speaker audio, single-zone climate-control, Bluetooth connectivity, USB and aux inputs, power-fold mirrors, projector headlights, 18-inch alloys, side steps and aluminium roof-rails.

Inside, the cabin is best described as spacious, practical and rugged, but with little in the way of stylish touches found in less utilitarian, lighter-duty SUVs. Like the Colorado ute, grey, hard plastics predominate, broken up by some sporty Camaro-style, blue-lit instruments.

Covered in durable-looking leather, the seats are flat but reasonably comfortable. All three rows offer decent leg room (although the third is a bit squeezy for taller adults) as well as ‘theatre’ seating for good outward vision.

Adding to its versatility, the three-seat middle row splits 60/40, while the two-seat third row splits 50:50. Unfortunately, they don’t fold flush into the floor, like many other seven seaters. Luggage space is reduced to 235 litres with the third row in play.

There are four 12V outlets, and around 30 storage compartments, although some like those in the dash have flimsy lids and catches, adding to the cut-price cabin feel.

Most passengers get their own drink holders and air vents, as well as interior grab handles -- handy when pulling yourself up into the high-riding cabin, or when bouncing around over rugged terrain.

The Colorado 7 scores a five-star ANCAP crash protection rating, partly thanks to a raft of safety features that include curtain airbags that extend to all three rows of seats, front airbags, rear parking sensors, a reversing camera, stability control and anti-lock brakes with electronic brakeforce distribution and brake assist.

ON THE ROAD

It’s fair to say the Colorado 7 is better suited to pounding along the Gibb River Road than battling peak hour city traffic.

Its off-road abilities are enhanced by a part-time shift-on-the-fly four-wheel drive system with high- and low-range ratios operated via a rotary switch on the centre console. Other off-road aids include a limited-slip differential, hill descent control and Prado-beating 231mm ground clearance.

The Holden’s size and bulk, basic ladder frame underpinnings and doughy steering make it less at home on the tarmac. It leans heavily in corners and has a wallowy ride easily unsettled over bumps. The rear in particularly has a ute-like tendency to bounce around. Also hampering manoeuvrability is a large turning circle.

While the slow-spinning turbo-diesel takes a while to wind up, it combines well with the smooth, responsive transmission to hustle the Colorado 7 along nicely in traffic. But a lack of sound deadening results in a relatively noisy cabin, with the constant thrum of the turbo-diesel often competing with the audio system.

Another gripe is the soft brake pedal, which doesn’t always inspire confidence when trying to bring the two tonne-plus SUV to a halt in a hurry.

TOWING

After hooking up a brand-new Robalo R227 boat and trailer, weighing just shy of three tonnes, it wasn’t surprising to see the rear of the Colorado 7 noticeably drop. One solution to level out the rig for safer towing would be to fit some heavier-duty rear springs, otherwise a load distribution hitch as recommended by Holden.

Prior to the tow test, the Colorado 7 was averaging around 11L/100km on the trip computer, based on a combination of freeway and suburban driving. With boat in tow and driven mostly on the freeway, fuel consumption settled above 16.0L/100km, confirming the impression the engine was forced to work quite hard.

Whereas solo it cruised happily in top gear around 1500rpm, with three tonnes out back it struggled to hold onto fifth gear at just under 2000rpm, where peak torque occurs.

The slightest incline or attempt to accelerate prompted a swift kickdown to fourth or third gear and subsequent over-revving, even when cruising on the freeway at 90km/h, which would have adversely affected fuel economy.

It also struggled to hold gears on gentle hills under steady throttle, suggesting longer, steeper inclines could present a real issue.

Although more torque would help, a better spread of fourth and fifth gears and shorter sixth gear ratio, might also reduce the frenetic gear 'hunting' under load.

Throughout, the Colorado 7 felt stable though, with little evidence of pitching, swaying or even rattles.

VERDICT

The Colorado 7 presents on paper as a formidable tow tug. But in practice a lack of low-down torque makes it struggle to live up to its manufacturer’s claims.

Our experience suggests the Holden would be most comfortable towing less than 2500kg, particularly if you’re planning longer trips that include hilly terrain, and have a few more people and luggage onboard.

If that fits the bill, and you’re seeking a cut-price, seven-seat SUV with decent off-road ability, it's worth considering.

SPECS:

Price: $50,490 (MRRP)
Options fitted (not included in above price): Tow bar kit $810; prestige paint $550
Engine: 2.8-litre, four-cylinder turbo-diesel
Max. power: 132kW at 3800rpm
Max. torque: 470Nm at 2000rpm
Transmission: six-speed auto
Length: 4878mm
Width: 1902mm
Height: 1834mm
Wheelbase: 2845mm
Ground clearance: 231mm
Kerb mass: 2117kg
Fuel: 76 litres
Towing cap. unbraked/braked: 750kg/3000kg
Tow ball mass maximum: 300kg
Fuel economy (claimed): 9.4L/100km