Tow Test: Holden Rodeo LX Turbodiesel 4WD Dual-Cab

PRACTICAL WORKHORSE

A one-tonne dual-cab ute is not the first vehicle that caravanners might think of as a suitable tow vehicle, but the humble ute has become much more refined in recent years and has a lot going for it as a heavy duty hauler.

A dual-cab's primary role as a commercial vehicle means that it is built tougher than most wagons. It can usually carry a fair load, and popular models have a towing capacity of at least 2500kg. Also, dual-cab utes typically have a longer wheelbase than other vehicles which can mean improved stability when towing.

The Holden Rodeo, one of the oldest one-tonne utility nameplates in Australia, remains one of the main players in this market although it has had sales chipped away by fresh competitors such as the Toyota HiLux, Nissan Navara, Mitsubishi Triton and the Ford Ranger with its Mazda BT-50 twin.

The Rodeo in its current form was first introduced in 2003 and it took a few years for Toyota, Nissan and Mitsubishi to catch up. Last year, the General gave the model a cosmetic facelift and a new engine to replace the ageing 3L turbodiesel. (The Isuzu 3.5L V6 petrol engine was replaced with the Holden-made Alloytec 3.6L in 2005, which continues unchanged in the 2007 update.)

HOLDEN RODEO ATTRIBUTES
There are more than 30 variants of the Holden Rodeo, too many to discuss here (see http://www.holden.com.au/), but there are two trim levels in the 4WD dual-cab we tested (called Crew Cab by Holden) - the entry-level LX and luxury LT. Prices start at $37,690 for the Crew Cab LX V6 manual, while the Crew Cab LX TD auto tested here is $41,990 plus on-road costs and options.

As befits the tough, basic body and mechanicals, the standard inclusions list is functional rather than sumptuous. The LT has many of the features you'd expect to see on a more up-market model, but air-conditioning is still an option on both models.

The Rodeo interior betrays its Japanese (Isuzu) roots with a constant theme of grey plastics and cloth, yet it is quite comfortable, inoffensive in design and, for the most part, very functional.

The front seats are flat in the base and some may find them too soft. Rear seat space and comfort are not quite as good as in the HiLux or Navara, but the seat is comfortable enough and really only lacks leg room for tall occupants.

There are a couple of cupholders in the centre console ahead of the gear lever (which can be awkward to reach as it's down low and forward) and numerous small trays and cubbyholes for loose items. Despite this, the Rodeo could do with more (and more practical) small-item storage.

The pick-up tray is not as long or wide as many of its competitors but is deeper than most.

ENGINE
The new 3L turbodiesel engine introduced in 2006 is as technologically up to date as its competitors in most respects. With 120kW of power at 3600rpm and an all-important torque figure of 333Nm at 1600rpm, it does not quite match the Navara (403Nm) and BT-50/Ranger pair (380Nm), but it is much better than its predecessor that had just 280Nm of peak torque.

The variable-vane turbocharger is intercooled, and the electronically controlled, common-rail fuel injection feeds a 16-valve, overhead-cam, in-line four-cylinder engine with a compression ratio of 18.3:1.

The automatic transmission is the now conventional four-speed with overdrive and manual lock-out for the electronic lock-up torque converter.

The engine motivates the Rodeo along really well, and the four-speed automatic masks turbo lag, but it doesn't quite have the strong mid-range surge of the BT-50, Ranger and Navara - its power delivery is more subtle. Nor is the Rodeo engine the quietest or smoothest, though it's quiet enough when cruising in top gear at highway speeds.

SUSPENSION AND TRANSMISSION
The Rodeo has really good suspension compliance and stability. It will soak up rough roads as well as the best in its class, although the leaf-spring rear suspension is built for load-carrying, so unladen it can be very firm. Steering is light and, like all the one-tonne utes, quite vague, but it's responsive enough to make the Rodeo enjoyable to drive reasonably quickly if required. Ultimately, though, it leans as much as a Triton or HiLux through corners and is not as flat in corners nor as responsive as a BT-50 or Ranger when really pushed.

The Rodeo is quite a good offroader with its low-range gearing and part-time 4WD. Underbody clearance is acceptable, but some items such as the sump are not especially well protected. The limited-slip rear diff is strong enough for lifting wheels off the ground when offroad, and the Rodeo is blessed with good wheel travel. Low-range reduction could be better, even for an automatic, but engine response is good.

ECONOMY
The Rodeo is quite parsimonious, like most of its one-tonne turbodiesel brethren.

On test it achieved a respectable 13.9L/100km while towing our loan tandem-axle Regal at between 80km/h and 100km/h. The Green Vehicle Guide (http://www.greenvehicleguide.gov.au/) gives an average fuel consumption of 9L/100km without a trailer.

TOWING
The Rodeo has one of the best towing capacities in its class, with a maximum 3000kg braked capacity. It is quite at home as a heavy duty tow vehicle, managing to tow the Regal without any dramas.

Holden recommends that load levellers be used when loaded with more than 150kg on the towball or when towing more than 750kg. As we were towing a good two tonnes with a towball mass of 200kg, we of course followed this recommendation. We tensioned the levellers up to the fifth link, which still gave a ride height difference of 10mm but the combination felt quite good.

The front dampers felt a little soft, although that may be explained by the fact that the test vehicle had already done 10,000 hard kilometers on the press fleet. The rear end felt a little fidgety, but certainly no worse than when driving solo in the ute while unladen.

The Rodeo feels happiest cruising at between 90 and 100km/h, when it locks its torque converter and sits on around 2000rpm. When climbing hills, it will kick down and then begins to feel a little harsh at around 2800rpm. However, there is a surprising amount of torque on tap, even if it is subtle, and it will take a steep hill to sap the Rodeo's momentum.

The standard mirrors are nice and wide, providing a reasonable view around the van.

When towing, the Holden service schedule is 5000km for oil changes and lubricating joints (normally every 10,000km), while transmission fluid and diff oil should be changed every 20,000km (both normally not a service requirement).

Brakes should be inspected every 5000km and brake fluid changed every 12 months if towing more than 1600kg (normally every 24 months).

THE BOTTOM LINE
The Rodeo is beginning to show its age in body design, interior and to a degree steering and suspension, but the new engine - while not silky smooth - has the torque to keep the Rodeo a very viable option.

With its sure-footed towing platform, powerful engine, commercial toughness and plentiful Holden dealerships dotted around the country, the Rodeo would make a very good round-Australia towing rig.

Thanks to Sydney Caravan & Camping Centre, 19 Smith St, Emu Plains, NSW 2750, (02) 4735 2044, for the loan of the caravan we used for this review.
For more information on the Holden Rodeo, visit http://www.holden.com.au/

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