Holden Colorado VS Ford Ranger
- Shines on Aussie roads
- Touchscreen tech across the range
- Tough-looking LSX lives on
- Plenty of torque, not much speed
- Cabin not particularly quiet
- No AEB
- New powertrain is a beaut
- Suspension tweaks help around-town ride
- AEB in a ute? Great work!
- Highway ride too jiggly when unladen
- Options can push price up
- Sync 3 not perfect
The Holden Colorado range has just been updated for the 2020 model year, but to describe it as “new” might be something of a stretch. In fact, even “refreshed” might be over-selling it.
And that’s because mechanically, the Colorado is identical to the 2019 model. And the cabin tech is unchanged, too.
Instead, the brand has focused on upping the standard inclusions on some models, and welcoming the special-edition LSX (which began life as a special edition) as a permanent member of the Colorado family.
As one of Australia’s best-selling vehicles month to month, Ford finds itself between a rock and a hard place when it comes to updating the Ranger line-up… does it dare mess with a winning formula, or should it push the boat out to try and claim a technological edge over its nearest rival, the Toyota HiLux?
The MY19 Ford Ranger update appears to plot a course right down the middle, offering key mechanical and safety updates with only the barest of bare minimum physical changes. Has Ford chosen the right path?
|Engine Type||3.2L turbo|
No news is still good news for the Colorado, which still drives well, carries a tonne and tows even more. It's undoubtedly starting to show its age in terms of modern safety tech, but it remains a strong contender in our booming ute segment.
Does this update get you excited about the 2020 model? Tell us in the comments below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Park the MY19 Ranger next to an MY18 version, and only the train spotters will tell the difference externally. The key engineering changes, though, have made a real difference in the way that the Ranger presents as a privately bought family rig.
The suspension changes are most effective at lower speeds, and the new 2.0-litre twin-turbo engine is torquey, economical and quiet.
Add to that driver aids like AEB on the higher grades, and the Ranger is set to grace the top end of the vehicle sales charts for some time to come.
If we needed to narrow it down to one choice, we'd take the 2.0-litre XLT with the optional tech pack and black 18-inch rims. The fabric interior is great, and the pack gives the XLT the safety benefits at less cost than the Wildtrak.
Would you opt for the twin-turbo 2.0-litre Ford Ranger? Tell us in the comments below!
While the design of the Colorado is almost entirely unchanged (the body work is mostly the same), the addition of the LSX as a permanent member of the family does up the Colorado’s tough-truck credentials.
The side-view especially - all alloys, sports bar and fender flares - does look both rugged and tough and despite the interior not quite living up the exterior hype, it’ll surely turn heads on the road.
Speaking of the interior, it's a refreshingly comfortable place to spend time, and while some elements (the gear shift in automatic cars especially) feel a little utilitarian, there's enough soft-touch plastic and - in the more expensive trims - leather seating to lift the ambience beyond that of a workhorse.
Overall, though, I don't think it quite matches the toughness of the Ford Ranger, which is put down almost entirely to the front-on view. The Holden Colorado is handsome enough, sure, but lacks the mean-mugging stare of its fiercest rival.
Not a lot to report here; chrome door handles and grille surrounds for XLT variants, along with a new front bumper skin on the Wildtrak, are about the extent of the exterior design changes.
Ranger’s interior images reveal a similarly short story. There is more black headlining through the range, while some of the interior finishes are more subtle and less reflective. The Wildtrak gets leather-accented seating as standard, while the XLT can be optioned with cowhide.
Side steps feature on XLT and Wildtrak, while body kits that include front spoilers, bonnet stripes and side skirts aren’t offered. A rolltop-type hardtop lid comes standard on the Wildtrak dual cab tray utility body, but a soft top tonneau is not included. There is a rear step bumper, though.
The Wildtrak misses out on the awesome wheel arch extensions that feature on the Raptor, sadly.
Dimensions remain the same for the MY19, including interior dimensions and dual cab tub dimensions.
If you’re looking for colours, there’s white, red, blue, silver, grey and black, while the Wildtrak comes in Saber orange. No green or yellow, unfortunately, and there’s no options for two tone paint. You can’t opt for a sunroof, either, and it isn’t offered with an off-road pack or dual battery option.
No mater how many words like “lifestyle” or “adventure” you throw at a ute, practicality is still the aim of the game in this segment.
And on that front, the Colorado nails the brief, with every model in the range (bar one - a the LTZ+ - and that’s deliberate, with the lower number helping with novated leasing deals) able to carry 1000kg, with that number climbing to 1487kg in the LS auto 4X2.
Towing, too, ticks the right box, with the Colorado’s braked capacity a claimed 3500kg, thanks to the 2.8-litre diesel engine you’ll find under every single bonnet.
The Colorado rides on the same wheelbase (3096mm) no matter which variant you aim for, but obviously your other dimensions will shift. The width runs from 1870mm to 1874mm, the height from 1781mm to 1800m, length from 5083mm to 5361mm and the tray length from 1484mm to 1790mm.
Again, there’s no real change over the MY18 model. There’s a small, deep centre console bin and an oddments tray under the centre console, along with two line-astern cup holders up front and two in a pull-down centre armrest in the second row of the dual-cab.
Wonder no more about how many seats the Ranger has; it’ll handle five passengers (in dual cab guise, anyway).
Speaking of the second row, rear legroom is sufficient for all but the tallest of passengers, while headroom is acceptable. The angle of the seat backs isn’t too vertical, either, which does present as an issue in some dual-cabs.
Bottle holders are present in the shallow door pockets, and there’s a tray on the top of the dash that sports a 12-volt socket.
There’s also a 12V socket in the tray. Speaking of which, the cab-chassis can obviously accept a steel tray, an aluminium tray or flat tray.
If you still think in terms of boot space - even for a ute - the cargo capacity of the Ranger’s styleside tray isn’t measured in litres, but in millimetres. At 1549mm long by 1560mm wide, the width drops to 1139mm between the wheel arches at the floor. A canopy is a common addition, too.
The dual-cab’s second row sports ISOFIX mounts for two baby seats, as well.
The Sync 3 system is offered as an option in the XLS and standard in XLT and Wildtrak, and while it works well on the whole, its speech recognition talents are on par with most of the others present in the industry… not terrific. If you learn the system’s intricacies, it gets better, but it’s still got a way to go before it’s truly intuitive.
It comes with Apple CarPlay/Android Auto compatibility, but we found that it confused things when it came to navigation; plugged in, our iPhone would default to Apple maps, even if you’ve started a trip with the Ranger’s nav.
The Ranger’s front passenger seat, too, offers only fore/aft and seat back adjustment, but no ability to adjust for height. It didn’t get a positive rating from our passenger.
Price and features
Like most ute line-ups, the number of Colorados on offer here is pretty damn extensive. So take a deep breath as we dive in.
The entry point to the line-up has changed, with Holden deleting the manual gearbox option on the cheapest LS 4x2 Single Cab Chassis, which now starts at $31,690 with an automatic gearbox. The LS 4x2 Crew Cab Chassis is $36,690, and the LS 4x2 Crew Cab Pick-Up is $38,190.
For that spend, the LS will deliver a 7.0-inch touchscreen with both Apple CarPlay and Android Auto, paired with a six-speaker stereo. You also get a leather-wrapped steering wheel and a USB charge point. Outside, you’ll find LED DRLs, powered body-colour mirrors, cloth seats and manual air-conditioning.
Next up is the LT 4x2 Crew Cab Pick-Up ($41,190 with an automatic gearbox) which adds 17-inch alloys, carpet flooring, a tailgate lock, fog lights and side steps.
Then it’s over to the LSX, which now joins the range as a permanent member, and which Holden describes as an entry-level tough truck, or “affordable tough”. That toughness arrivers via the 18-inch alloys, the gloss black front grille, the black sport bar and fender flares, and the Colorado sticker across the back. The LSX 4X4 Crew Cab Pick-Up is $46,990 in manual guise, and $49,190 with an automatic gearbox.
Next up is the LTZ, which is available as 4X2 Crew Cab Pick-Up with an automatic for $44,690, a 4X4 Space Cab Pick-Up for $51,190, or as a 4X4 Crew Cab Pick-Up ($50,490 for the manual, $52,690 for the automatic).
That trim earns you a bigger 8.0-inch touchscreen with standard nav and a better seven-speaker stereo, dual-zone climate control, push-button start and leather seats that are heated in the front. Outside, you get 18-inch alloys, Holden’s new DuraGuard spray-on tub-liner, power folding exterior mirrors, LED tail lights, rain-sensing wipers, a soft tonneau cover, side steps and an alloy sports bar.
Finally, there’s a Z71 4X4 Crew Cab Pick-Up, which is $54,990 (man) or $57,190 (auto), which earns you a soft-drop tailgate, 18-inch Arsenal Grey alloys, a new Sailplane sports bar and side rails, gloss black exterior door handles, mirrors and tailgate handle. You also get some style touches, like fender flares, a new front fascia, roof rails, hood decals and underbody protection.
Holden is also bundling its most popular accessories into new packs, called the Tradie Pack, the Black Pack, the Farmer Pack, the Rig Pack and the Xtreme Pack, with each of them coming with a voucher that reduces the cost of the Colorado itself.
While we’ll look mostly at the dual cab part of the mix in this test, the Ranger is also available in cab-chassis, single cab and super cab (spacecab or extra cab, if you like) variants, as well as 4x2 and 4x4 drivetrains.
There are a total of 29 models in the Ranger range for 2019 across four grades. Six have been dumped - including the 2.2-litre, four-cylinder-powered 4x2 XL Hi-Rider and 4x4 double-cab manuals - while four have been added.
The price list remains surprisingly static across all trim levels, and of course how much you spend is up to you, but the RRP starts at $41,890 (up $300) for the 4x4 XL single-cab chassis manual, while as a guide the double-cab Wildtrak pick-up with the 3.2-litre five-cylinder turbo-diesel costs $1000 more at $60,590 (manual) and $62,790 (auto).
When you compare that most variants pick up extra specification vs the 2017 models, this is pretty good from a value standpoint. As well, Ford dealers will often have Rangers on the yard for a keen drive-away price.
All Rangers will benefit from a reworked front suspension setup that sees the front anti-roll bar moved from in front of the axle line to behind it, which has allowed engineers to reduce its diameter and increase its strength. This in turn means that softer front springs and shocks can be fitted.
All Rangers have power windows, power mirrors, central locking, cruise control, climate control air conditioning, multimedia touch screen with Bluetooth, too. There’s no subwoofer amongst the speakers in the Ranger’s sound system, and the radio CD player – indeed, the CD changer – has gone the way of the dodo. Haven’t you heard of MP3 or DAB?
And even though a DVD player used to be a great addition for kids, it’s all about iPads these days…
All 4x4s are fitted with an electronic differential lock, while the base model XL 4x2 Lo-Rider is the only RWD version to miss out on a limited slip differential. All models do get hill descent control, hill start assist, ESP and power steering.
The entry level XL features a darker interior treatment and very minor exterior updates that include chrome door handles and grille surround, along with an lift-assisted tailgate that reduces lift effort by almost half. The 118kW/385Nm 2.2-litre four-cylinder diesel and 147kW/470Nm 3.2L engines are carried over unchanged.
It also gets xenon, rather than projector, headlights.
The XLS gets the same set of updates, along with a tech pack that includes gadgets like front sensors, an optional $1950 Sync 3 pack with eight-inch multimedia screen with sat nav, dual zone climate control, digital radio and a smart key.
The XLT is the first of the 2019 Rangers to feature the model’s biggest update for the new year; the option to fit Ford’s latest 2.0-litre twin-turbocharged four-cylinder diesel engine that’s been plucked from the Ranger Raptor, alongside the tried and true 3.2-litre five-cylinder diesel.
The 157kW/500Nm engine uses Ford’s 10-speed automatic transmission – as seen in both the Raptor and the Mustang GT – while the five-potter keeps the six-speed tranny. It’s a $1200 uptick to get four more gears, one less cylinder and 10kW/30Nm more oomph.
It’s now got keyless entry with push-button start, while an optional $1700 tech pack furnishes it with AEB with pedestrian detection, traffic sign recognition within the navigation system and – in a first for a dual cab ute – automatic park assist.
There are also 18-inch alloys in black as an option, while LED daytime lamps, roof rails (no roof racks, though), a tailgate liner and HID headlights are included.
By way of model comparison, the top-drawer Wildtrak – which is like a sport edition - is offered with both the 3.2 and optional 2.0-litre diesels, and is also fitted with AEB that includes both obstacle and pedestrian detection modes.
Traffic sign recognition and active parking (including parallel) are added, along with LED driving lights in a new front bumper fascia. No LED headlights, unfortunately.
The easy-lift tailgate is also connected to the Wildtrak’s central locking system, and the black 18-inch rims can also be optioned.
Accessories like a bull bar, snorkel, nudge bar, ladder rack are an aftermarket affair, but a sports bar is offered on XLT grades and up, as is window tint. Floor mates? Argue the toss with your dealer.
If you just want a price list, this should help out a lot:
|XL single cab-chassis 2.2L, manual||$27,990|
|XL single cab-chassis 2.2L Hi-Rider, auto||$33,690|
|XL super cab-chassis 2.2L Hi-Rider, auto||$36,190|
|XL double cab-chassis 2.2L Hi-Rider, auto||$38,190|
|XL double cab pick-up 2.2L Hi-Rider, auto||$39,690|
|XLT double cab pick-up 3.2L Hi-Rider, auto||$50,290|
|XLT double cab pick-up 2.0L Bi-Turbo Hi-Rider, auto||$51,490|
|XL single cab-chassis 3.2L, manual||$41,890|
|XL single cab-chassis 3.2L, auto||$44,090|
|super cab-chassis 3.2L, manual||$44,390|
|XL super cab-chassis 3.2L, auto||$46,590|
|XL super cab pick-up 3.2L, auto||$48,090|
|XL double cab-chassis 2.2L, auto||$46,090|
|XL double cab pick-up 2.2L, auto||$47,590|
|XL double cab-chassis 3.2L, manual||$46,390|
|XL double cab-chassis 3.2L, auto||$48,590|
|XL double cab pick-up 3.2L, manual||$47,890|
|XL double cab pick-up 3.2L, auto||$50,090|
|XLS double cab pick-up 3.2L, manual||$49,190|
|XLS double cab pick-up 3.2L, auto||$51,390|
|XLT super cab pick-up 3.2L, auto||$56,190|
|XLT super cab pick-up 2.0L Bi-Turbo, auto||$57,390|
|XLT double cab pick-up 3.2L, manual||$55,990|
|XLT double cab pick-up 3.2L, auto||$58,190|
|XLT double cab pick-up 2.0L Bi-Turbo, auto||$59,390|
|Wildtrak double cab pick-up 3.2L, manual||$60,590|
|Wildtrak double cab pick-up 3.2L, auto||$62,790|
|Wildtrak double cab pick-up 2.0L Bi-Turbo, auto||$63,990|
|Raptor double cab pick-up 2.0L Bi-Turbo, auto||$74,990|
Engine & trans
Just the once choice here; a 2.8-litre Duramax turbo-diesel good for 147kW and 500Nm (or 440Nm with a manual) and can be paired with a six-speed manual or six-speed automatic gearbox, depending on the trim.
The option of a manual gearbox has been removed on some trims, most noticeably on the LS, which used to form the entry point to the range. Now, that car starts with an automatic, and costs $2200 more.
The 2.2-litre four-cylinder turbocharged diesel makes 118kW and 385Nm, and is used mainly for the 4x2 models. It can be had with either a six-speed manual or six-speed auto, with the latter doing the best job of distributing the Ranger’s horsepower.
The 3.2-litre five-cylinder turbo diesel, meanwhile, makes 147kW and 470Nm, and uses the same two six-speed gearbox options.
The 2.0-litre four-cylinder twin-turbo diesel is the newest engine in Ford’s commercial roster, and debuted in the Transit last year. In the more highly tuned Ranger it makes 157kW and 500Nm, and is backed by a 10-speed auto.
All three engines use a diesel particulate filter system.
Even though some overseas markets offer a petrol motor version, it’s unlikely we’ll ever see it here; petrol consumption isn’t on Ford Australia’s radar. Neither is EV, and LPG is not possible, either.
Holden claims combined fuel use of between 7.9 and 8.6 litres per hundred kilometres, depending on the vehicle setup, and whether it's two- or four-wheel drive. The Colorado’s C02 emissions are pegged at between 210 and 230g/km.
All Colorados arrive with a 76-litre fuel tank.
Our 150km test of the 2.0-litre Wildtrak returned a dash-indicated fuel consumption average of 9.4L/100km, against claimed figures of 7.4L/100km on the combined fuel economy cycle. The Wildtrak 3.2’s fuel economy is rated at 8.9L/100km, and the XL dual-cab 4x4 2.2’s mileage is 8.0L/100km.
When it comes to manual vs automatic fuel consumption, the manual 3.2 returns 8.3L/100km.
The Ranger has an 80-litre size tank as standard, while a long-range fuel tank is an aftermarket proposition.
Weight wise, the 2.0-litre Wildtrak comes in at 2246kg at the kerb, and 3200kg gross vehicle weight (or GVW), meaning it’s able to deal with a payload / load capacity of 954kg. Its gross combined weight when hauling a trailer, therefore, is 6000kg.
How does it drive? Ah, exactly the same as it used to.
Under the skin there are absolutely no changes for 2020. Same 2.8-litre Duramax diesel with a six-speed manual or a six-speed auto, same suspension, same steering. Short answer, it's the same.
But that’s not a bad thing. Holden’s local engineers had plenty of input in the Colorado when it was last majorly updated, including demanding it use the electronic power steering system taken from the Commodore program, and they're changes proved so successful, they have now been adopted by other markets.
The suspension was tuned here, too, and the final rubber-stamp approval testing was done in Australia.
The result is a vehicle that is pretty bloody good on our roads, if a little gruff-sounding in the cabin.
The steering inspires confidence, feeling direct enough for the segment, and more importantly, the Colorado enters corners in way that convinces you you're going to pop out the other side where you expect to, even at a fairly rapid clip.
It being Victoria, the weather for our drive program was predictably atrocious - with that sideways rain and bone-chilling cold the state is so famous for - and so Holden abandoned a more challenging 4WD section in favour of a rough muddy track lined with puddles big enough to double as water crossings and fallen trees that crunched under tyre as we climbed over them.
And while there was nothing that would seriously challenge the Colorado, we can attest to it handling the rougher stuff as well as at it did, too, at least for cars with 4WD, where low range and Holden's DuraGrip LSD/traction control system arrive as standard.
The engine isn’t going to win any drag races, but that’s probably not the point. The 2.8-litre turbo-diesel always feels like there’s plenty of grunt on offer, but it never translates into actually speed. More a marathon than a sprint, then, but a performance ute this ain't.
The point is this. This 2020 update entirely on the look and equipment of the Colorado, so if you like the old one, then you’ll like this new one.
We tested a Wildtrak with the new 2.0-litre engine and suspension set-up over 150km, and we came away impressed. The 500Nm engine is the same spec as the one found in the Ranger Raptor, and while it won’t tear the hairs off your chest when you plant the foot, its performance – especially when combined with the 10-speed auto – saw it build speed evenly and confidently.
It holds pace going uphill, too, and it’s plenty strong enough for towing (we drove a stint with a 1200kg horse float attached). It’s still rated to tow 3500kg of braked trailer, just like the 3.2-litre model.
It’s impressively quiet and grumble-free for a diesel, and especially when comparing its noise output directly to the 3.2-litre five-cylinder. As well, the smaller engine feels stronger lower down in the rev range than the five-potter, though at the top, the 3.2 feels stouter at speed.
We didn’t put the two back to back across the 0-100 acceleration test, but our guess is that the performance figures would actually come out pretty evenly.
The retuned suspension is notably more compliant both front (coil sprung) and rear (leaf sprung) than the previous model, with a nicer front end and much more pleasant manners around town and under 70km/h.
Without a heavy duty load on board, though, it’s still a bit too brittle and unsettled at highway speeds, especially on less than perfect bitumen.
Steering feel is very light, and it takes a watchful eye to keep the Ranger on the straight and narrow. Its 12.7m turning circle is pretty ponderous, too.
We didn’t do enough dirt work to justify an off road review, but the Ranger’s capability and performance off road is well documented. The Wildtrak is fitted with highway-spec all-terrain tyres on its 18-inch alloy wheels, which still managed a wet, muddy loop of Werribee’s 4x4 facility perfectly well.
Smaller diameter 16-inch alloy wheels may be a better bet when it comes to tyre selection for pure off road work, and while some people may be thinking of fitting air suspension, it’s definitely not necessary.
We did test the wading depth of 800mm by traversing a river crossing that easily topped 600mm, while the ground clearance figure of 237mm is commendable, as well.
Its towing capacity tops out at pulling 3500kg of braked trailer, and a tow bar is standard on all models above the XLS 4x4.
Holden's Colorado wears a five-star ANCAP rating right across the range, with the full-marks score awarded in 2016.
The safety story starts with seven airbags, rear sensors, a reversing camera and Hill Descent Control, along with the usual site of traction and braking aids, all of which are offered across the range.
Spending big on the LTZ or Z71 unlocks extra kit, including front sensors, Forward Collision Alert (but not AEB - which is offered across the Ranger range) Lane Departure Warning and a tyre pressure monitoring system.
Technical safety aids like auto emergency braking (AEB) with pedestrian detection (on Wildtrak and optional on XLT), reverse camera, rollover mitigation, hill control assist and trailer sway control are all standard safety features. There is a tyre pressure monitoring system included as standard across the majority of the line, while lane assist comes as part of the XLT Tech Pack.
Holden offers a five-year, unlimited-kilometre warranty across the Colorado range, with servicing required every 12 months or 12,000kms. The brand’s capped-price servicing program is published on its website, and the first seven services (covering seven years) will cost you a total $3033.
Ford now offers an extended warranty of five years as standard, with unlimited kilometre coverage.
Servicing the 2.0-litre dual cab 4x4 Ranger, as an example, will cost $2300 over five years, with service intervals at every 15,000km or 12 months. As an example, a 30,000km service will cost $555.
Don’t forget, though, if you bush-bash your Ranger, you’ll need more frequent, and possibly more expensive, services. Even it’s just a more frequent oil change regimen, it’ll help prolong the life of your Ranger.
If you’re wondering where the Ford Ranger is built, it comes from Thailand.
In terms of problems, common faults, issues and defects, the Ranger has been recalled ten times since 2010 for items ranging from improperly secured manual shifter cables (2015-16), a lack of heat shielding near the rear exhaust that could lead to fires if driven in long grass (2016-2018), and poor steering shaft welds (2018).
Previous owners have also noted reliability issues around the Ranger’s EGR coolers. On the whole, though, the ratings for the Ranger for durability have been solid. Make sure you keep your owner’s manual filled out for easier resale, and keep it to hand when you want to know about oil capacity and type.
If you’re wondering if the diesels use a timing belt or chain, we can tell you all three use the former. The 2.0-litre actually uses a belt-in-oil set-up.
Transmission issues, auto gearbox problems or transmission failures haven’t really cropped up as a concern, though injector changes at 100,000km are recommended by some repairers as a preventative measure.
Blowing black smoke is a thing of the past, while the oil pump, clutch and intercooler pose no issues if regular services are performed.
When it comes to resale value, a second hand 2016 XLT dual-cab that sold new for $57,000 could now fetch around $40,000 second hand if sold privately, depending on mileage and condition.