Holden Colorado VS LDV T60
- 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
- Packed with features as standard
- Solid all-rounder
- Too-firm suspension (Pro)
- Resale value
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.
A lot is riding on the LDV T60. The dual-cab-only ute range is spearheading a new generation of better-built and better-equipped Chinese utes and (very soon) SUVs, aimed at carving out their own slice of the lucrative Aussie work-and-play market.
It’s the first Chinese commercial vehicle to receive a five-star ANCAP rating, it’s well priced and packed with standard features and safety tech across the range, but realistically is that enough to make it an appealing proposition in the eyes of the ute-buying public? And to overcome the public's wariness about vehicles from the People's Republic? Read on.
|Engine Type||2.8L 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.
The LDV T60 is a big step in the right direction for Chinese-built utes and should go a long way to convincing Aussie ute buyers that these are finally a worthwhile consideration. Well priced and feature-packed, this dual-cab range exhibits a marked improvement in build quality, fit and finish and all-round drivability. Right now, the Chinese are not major contenders by anyone's estimation but at least they're moving in the right direction.
For our money, and for work-and-play versatility, the Luxe auto is the pick of the bunch; you get all the standard kit with a few nifty add-ons, including on-demand rear diff lock, chrome door handles and door mirrors, sports bar and more.
Would you consider buying a Chinese-built ute? Tell us what you think 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.
From the outside, the LDV T60 is not unpleasant to look at – part-chunky ute, part-SUV styling – but there’s nothing startlingly special about it, either. It has the scalloped sides of an Amarok look-alike, the sporty stretch bonnet of a HiLux wannabe and everything in between.
I like it for its lack of pretension, as if its designers had a beer down the pub, scratched out their ideas on a coaster as a bit of a joke and then they decided they were actually pretty good, so those guidelines have stuck.
The interior is all clean lines and big surfaces, especially the plastic everything in the Pro, which is not a bad thing as this tradie-targetting model has a real everyday working ute feel to it.
The cabin is dominated by the huge expanse of dash-top and the ute’s 10.0-inch touchscreen entertainment unit.
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.
The cabin is neat and roomy with adequate storage space for driver and front-seat passenger; a lidded centre-console bin, big door pockets, a dash-height cupholder for driver and front passenger (although our supplied water bottles only fit in with a little bit of twisting and forcing) and a knick-knacks tray, replete with two USB ports and a 12V socket.
Those in the rear get door pockets, a centre armrest with two cupholders and a 12V socket.
The front seats are comfortable enough but lack support, especially at the sides; the rear seats are flat and workmanlike.
Interior fit and finish is a big improvement on what’s come before in Chinese-built utes and these build-quality positives may go a long way to helping convince Australia’s ute buyers that the LDV T60 is a worthwhile purchase – or at least worth considering.
The 10-inch touchscreen is clear, neat and simple to operate, although prone to glare. I did see one colleague struggling to get his Android OS phone working through his Luxe. (I didn’t even bother trying to hook up my iPhone; I’m a dinosaur like that.)
The LDV T60 is 5365mm long, 2145mm wide, and 1852mm high (Pro) and 1887mm high (Luxe). Kerb weight is 1950kg (Pro manual), 1980kg (Pro auto), 1995kg (Luxe manual) and 2060kg (Luxe auto).
The tray is 1525mm long and 1510mm wide (1131mm between the wheel arches). It has a plastic tub liner and four tie-down points (one in each corner) and two ‘tub rim anchor points’, which seem like a bit of a flimsy afterthought. Loading height (from tray floor to ground) is 819mm.
The TDV T60 has a 3000kg braked tow capacity (750kg unbraked); many rivals hit the 3500kg benchmark. Its payload ranges from 815kg (Luxe auto) to 1025kg (for the Pro manual). Towball download is 300kg.
One final quirk we should mention is that the two Pros we tested had the indentation for a driver-side 'Jesus!' handle, but no actual handle. Strange.
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.
In an age where each new vehicle seems to offer a mind-boggling variety of trim and spec levels, the LDV T60 range is a refreshingly small and simple one.
The diesel-only five-seater LDV T60 is available in one body style – dual-cab – and two trim levels: Pro, aimed at tradies, and Luxe, aimed at the dual-purpose or family recreation market. The range is limited to dual-cabs at the moment, but, at the launch LDV Automotive Australia did tease the arrival of single-cab and extra-cab models in 2018.
The four options are Pro manual, Pro automatic, Luxe manual and Luxe automatic. All are powered by a 2.8-litre common-rail turbo-diesel engine.
The base-spec T60 Pro, the manual, is $30,516 (drive away); the Pro automatic is $32,621 (drive away), the Luxe manual $34,726 (drive away), and the Luxe automatic $36,831 (drive away). ABN holders will pay $28,990 (for the Pro manual), $30,990 (Pro auto), Luxe manual ($32,990) and Luxe automatic ($34,990).
The ute’s standard features in Pro form include cloth seats, a 10.0-inch colour touchscreen with Android Auto and Apple CarPlay, automatic height adjusting headlights, 4WD with high and low range, 17-inch alloys with a full-sized spare, side steps, and roof rails.
Safety gear includes six airbags, two ISOFIX child-seat restraint attachment points in the rear seat, as well as a raft of passive and active safety tech including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure monitoring system.
Above and beyond that, the top-spec Luxe gets leather seats and leather-bound steering wheel, electrically six-way adjustable and heated front seats, automatic climate control and a 'Smart Key' system with Start/Stop button, as well as an automatic locking rear differential as standard.
The Pro has a multi-bar headboard to protect the rear window; the Luxe has a polished chrome sport bar. Both models have roof rails as standard.
LDV Automotive has launched a range of accessories including rubber floor mats, polished alloy nudge bars, tow bar, ladder rack, colour-matched canopies, tonneau covers and more. Bullbars for the ute are in the pipeline.
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.
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.
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 did more than 200km around Bathurst in some LDV T60s, most of it in a Pro auto, and much of the drive program was on bitumen. A few things became obvious quite early on and, later, a few quirks popped up as well.
The 2.8-litre four-cylinder VM Motori turbo-diesel never seemed to struggle – on the blacktop or in the bush – but it almost felt too relaxed, as it was slow to respond and wind up, especially when pushed on long, steep hills.
However, a bonus of that under-stressed engine is that it is very quiet – we had the radio off and engine-related NVH levels were impressive. There wasn’t even any wind-rush from the big wing mirrors.
The six-speed Aisin auto trans is a smooth unit – no hard-shifting up or down – but there’s no real discernible difference in drivability between modes; Normal or Sport.
Ride and handling are adequate if unspectacular, although it turned in nicely – steering was very precise for something like this – and the ute held stable through long sweeping bends. Our tester was on 245/65 R17 Dunlop Grandtrek AT20s.
While our stiff-set Pro exhibited no arse-end skipping-around straight away, typical of an unladen ute, we did hit a few surprise lumps and bumps early on in the drive-loop and that got the back end jumping about in a brief but brutal manner.
As for the quirks, our overzealous ABS kicked in on several occasions for seemingly innocuous reasons when we tickled the brakes (discs all round) at lower and high speeds on bumpy stuff, which was concerning.
Secondly, a couple of journalists in a Luxe reckoned the blind-spot monitor in their LDV T60 failed to alert them to the presence of a passing vehicle.
While the Pro suspension was too firm (to cope with heavy loads, no doubt), the Luxe’s tended to wallow.
For off-roading enthusiasts, here are the numbers worth noting: ground clearance is 215mm, wading depth is 300mm, and front and rear departure angles are 27 and 24.2 degrees respectively; ramp-over angle is 21.3 degrees.
The launch off-road loops were more scenic than challenging but when we intentionally veered off-course and onto some steep hilly sections, we had the opportunity to check out the LDV T60’s engine braking (okay) and hill descent control (good).
The Pro auto was an easier drive over any off-road bits than the manual Pro was, as the light feel of its clutch and the loose throw of its gear-stick didn’t inspire confidence.
Underbody protection includes a plastic bash-plate at the front.
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.
The LDV T60 packs a lot of safety gear in for the price. It has a five-star ANCAP rating, six airbags (driver and front passenger, side, full-length curtain) and includes a raft of passive and active safety tech across the range including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure-monitoring system. It has two ISOFIX points and two top-tether points.
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.