DOUBLE-CAB utes are the multi-tool of the four-wheel drive world. They are made to do everything from outback touring, family commuting, towing, hauling a load and heading offroad. We ticked off the outback touring part of the equation last month when we took the Colorado LTZ to Alice Springs and back via Oodnadatta and the Finke Desert Race, and it performed impeccably in those conditions.
This month it played the commuter: running around town, picking up crap and doing general ute stuff. As a loadlugger it has continued its excellent performance; we haven’ had anything heavy stored in the back, but the tiedown points are well-positioned and easy to use and the plastic bedliner protects the metal tray from scratches. We’ re still getting the outback dust out of it, though.
The Colorado is proving to be a convenient vehicle to get about town in, but any dual-cab is long – generally upwards of five metres – and the Holden is no exception. As such, it generally overhangs most city parking spaces. However, parking is made easier with the standard rear-view camera and sensors on the front to warn you when you’ re getting too close.
General visibility from the driver’ seat isn’ great, but it’ on par with any of these late-model utes. The doors come up high and the A-pillars are thick and swept back; both these traits restrict vision around the car. The cabin is also average for the class, as most dual-cabs lack a big driver’s compartment.
I can’t sit up straight without my hair rubbing the roof (185cm), but there is plenty of elbow room, adequate leg room and the seat is comfortable and remained so on the long haul.
Standard sat-nav, Bluetooth and Apple CarPlay all make living with the Colorado easy, both on the highway and around town; although, another USB outlet in addition to the single one in the console would be appreciated.
Holden did a great job improving the refinement of the Colorado with the 2017 makeover, even making changes to the four-cylinder Duramax diesel engine, but it remains noisy and harsh. It has a niggling vibration at around the 1500rpm mark, which is where the engine cruises on at 80km/h – a small annoyance, not a deal breaker. All four-cylinder diesels are the same, so it comes back to how well the vehicle isolates it.
The Duramax’s 500Nm is really appreciated around town as it delivers snappy off-the-mark acceleration, which is great for pulling out of side streets and into moving traffic – this punchy performance more than makes up for the niggling NVH. That 500Nm figure makes the Duramax the most powerful four-cylinder diesel in the class for now, until Ford’s bi-turbo 2.0-litre lands later this year; but the Duramax does it with a single turbocharger and more capacity. It’s somewhat economical, too, delivering 11.29L/100km around town over the past month.