Tow Test: Holden Trailblazer

Ute-based off-road SUV makes light work of towing

Holden’s seven-seat 4WD SUV has traditionally fared poorly in comparisons with its ute-based SUV rivals including the Ford Everest, Toyota Fortuner and Mitsubishi Pajero Sport.

While rarely lacking in off-road ability its more truck-like, utilitarian nature has left it feeling outdated and less refined by comparison to some of its more polished rivals.

However, a substantial update in late-2016 including styling tweaks, technology and safety upgrades as well as mechanical and chassis updates raises expectations for the newly-named Trailblazer…

For this review, we drove an entry-level Trailblazer LT featuring a 2.8-litre, four-cylinder turbo-diesel carried over from the old Colorado 7, but still offering the most grunt in its class – 147kW/500Nm.

It runs a smooth, six-speed automatic transmission, as well as a basic part-time 4WD system similar to that of rivals like the Isuzu MU-X and Fortuner.

Towing capacity is 3000kg and it comes standard with Trailer Sway Control.

The Thai-built LT is competitively priced at $47,990 (plus on-road costs) and the after-sales support program is also impressive, including a lifetime capped-price servicing program, nine-month/15,000km service intervals and three-year/100,000km warranty.

QUIETER AND MORE REFINED

In the past a chore on-road with its rough, laggy engine and roly-poly ride, the Trailblazer has been transformed and feels more at home over mixed terrain, from bitumen to unsealed roads and bumpy tracks.

In fact, we’d argue it’s now close to front of the ute-based SUV pack in terms of on-road refinement and performance; there’s far less body roll, and little wind, engine or tyre noise intrudes into the cabin at highway speeds.

Contributing to a more responsive, communicative feel is the new electric steering while the engine and transmission are more responsive, with previous bugbears of turbo ‘lag’ and transmission ‘flare’ ironed out.

The four-wheel disc brakes and anti-lock brakes are also up to the job.

Unlike the softly-sprung MU-X, the rear-end of the Trailblazer is better behaved when driven at speed over dips and potholes on unsealed roads. The Holden’s locally tuned suspension and steering has certainly delivered a safer and more composed drive, on- and off-road.

WINS THE SPACE RACE

While still dominated by hard plastics, the big Holden’s dash presentation is much improved with a 7.0-inch touch-screen and instrument cluster that delivers Bluetooth connectivity through Holden’s user-friendly MyLink infotainment system.

Pity then, the hard and flat, cloth covered seats are carried over from the Colorado 7, and there’s still no reach adjustment for the steering wheel.

However, there’s enough room for three adults across the second row, as well as two adults (just!) in the third row. The third row seats fold flat, to maximise cargo space, and second row passengers get a 12-volt outlet.

The Holden’s 235 litres of luggage space behind the rear seats – or 1830 litres with second and third-row seating fully folded – also makes it a good option for larger families carrying plenty of gear.

The Trailblazer’s off-road geometry (30.1 degrees approach angle, 22.6 degrees break-over, 25.1 departure, 219mm clearance and 600mm wading depth) is on a par with its rivals. However, while hill descent control is useful, the lack of a rear locking diff and grippy all-terrain tyres makes the Holden slightly less off-road capable in certain situations than some of its rivals.

The LT Trailblazer comes with a reversing camera and rear park assist, but you have to step up to the $52,490 LTZ to get sat nav, leather, heated seats as well as safety tech like blind-spot monitoring, lane departure warning and tyre pressuring monitoring.

BETTER FOR TOWING

Driving solo, the Trailblazer recorded a respectable 9.9L/100km. When we hooked up a 2670kg caravan (close to 90 per cent of its maximum tow rating) fuel consumption close to doubled to an average of 18.3L/100m, over a combination of B-roads and highway.

However, it’s a decent result considering the weight of the trailer, and should ensure a range of around 415km from the 76 litre fuel tank.

With around 260kg on the ball, the coil-sprung rear suspension dipped a little bit but it didn’t seem to affect handling, with the big Holden proving a stable towing platform with minimal pitching and swaying.

It accelerated strongly from standstill under steady throttle, with the six-speed auto settling into fourth or fifth gear at most times and keeping revs under or around 2000rpm.

The torquey 2.8-litre engine remained relaxed and refined on the highway around 90-95km/h – definitely a big improvement over the old, often noisy Colorado 7.

The only time it needed some extra revs and required third gear was when maintaining speed up an incline.

That said, there wasn’t a lot in reserve for over-taking or emergency situations, so we had to drive with this in mind.

The Trailblazer was fitted with the optional ‘Holden’ electric trailer brake controller, which worked well and was neatly installed in the lower part of the dash.

VERDICT

The Trailblazer is a much improved package, as a daily runabout, Outback tourer and tow vehicle. While still lacking some of the on-road refinement and in-cabin polish of its rivals, it makes up for it with a value-for-money proposition that's hard to beat.

It’s one of the better choices if you want to tow a heavy trailer, although if you plan to do a lot of towing we’d recommend not hitching up much more than 2500kg for safety reasons.

2017 Holden Trailblazer LT

Engine: 2.8-litre four-cylinder turbo-diesel

Output: 147kW/500Nm

Transmission: Six-speed automatic

Fuel: 8.6L/100km (official). 9.9L/100km (solo, on test). 18.3L/100km (towing 2670kg)

Safety Rating: Five-star ANCAP

Towing: 300kg ball weight, 3000kg maximum
Price: $47,990 (plus on-road costs)

Tow Test: Holden Trailblazer

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