Holden Colorado VS Mahindra Pik-Up
- 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
- Attainable entry price
- Looks pretty rugged
- Five-year warranty
- Cheap and cramped in the cabin
- Questionable dynamics all-round
- Cheaper models underdone with safety kit
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.
|Engine Type||2.8L turbo|
For years now, our mainstream car companies (think Japanese, Korean, German) have been keeping a close eye on the Chinese manufacturers, convinced - as we all are - that a time is coming when they will be mixing it with the best in the business in terms of build quality, capability and price.
It's yet to set the sales world on fire, sure, but Mahindra reckons this 2018 nip-and-tuck will give its rugged ute its best chance yet of competing with the big boys of the Aussie market.
So, are they right?
|Engine Type||2.2L 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.
Let's be honest, it's not the best in its segment on the road. For mine, the seemingly willfully confusing steering and lack of any real creature comforts or advanced safety tech would rule it out as a daily driver. But the price is mighty tempting, and if I spent more time off-road than on it, a four-wheel drive model would begin to make a lot more sense.
Does a low cost-of-entry get you over the line for a Mahindra PikUp? 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.
It couldn't be more blocky if it had been constructed using Lego. As a result, it doesn't really matter which body style you opt for, Mahindra's PikUp looks big, tough and ready to get down and dirty.
While plenty of utes are now shooting for a car-like shape, the PikUp definitely aims for more truck-like in its body styling, looking tall and square from just about any angle. Think 70 Series LandCruiser over an SR5 HiLux.
Inside, agricultural is the flavour of the day. Up-front riders sit on seats riveted to exposed metal framework and are faced with a sheer wall of rock-hard plastic, interrupted only by the jumbo-sized air-conditioning controls and - in the S10 models - a touchscreen that looks tiny in the sea of plastic jumbo-ness.
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.
Let's start with the numbers: expect a 2.5-tonne braked towing capacity across the range, and there's around one-tonne of load lugging capacity no matter whether you opt for the cab-chassis or the well-side tub.
Inside, the two front seats sit on exposed metal framework and leave you perched fairly high in the cabin. An armrest on the inside of each seat saves you leaning on the hard plastic of the doors, and a single, squared-off cupholder lives between the front seats.
There's another phone-sized storage cubby in front of the manual gear shift, and there's a single 12-volt power source and a USB connection. There's no room for bottles in the front doors, though there is a narrow glovebox and a sunglasses holder fitted to a roof lined in what looks like 1970s felt.
Weirdly, the central column that divides the front seat is massive and it leaves driver and passenger feeling cramped in the cabin. And the sparse back seat (in dual-cab cars) is home to two ISOFIX attachment points, one in each window position.
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.
Mahindra's PikUp arrives in two trim levels - the cheaper S6, available in two- or four-wheel drive and in cab chassis or 'well-side tub' (or pick-up) body style - and the better-equipped S10, which is exclusively four-wheel drive with the well-side tub body.
Pricing is at the forefront here, with Mahindra well aware it's attempting to lure customers out of far more established brands, so predictably the range starts at a sharp $21,990 for the single-cab S6 cab-chassis in manual.
You can have the same car with four-wheel drive for $26,990, or step up to a dual-cab version for $29,490. Finally, a dual-cab S6 with four-wheel drive and a well-side tub is $29,990.
The better-equipped S10 can be had in one flavour only; a dual-cab with four-wheel drive and a well-side tub for $31,990. All of those are the drive-away prices, too, which makes the PikUp very cheap indeed.
The S6 serves up steel wheels, air-conditioning, an old-school letterbox stereo and fabric seats and projector headlights. The S10 model then builds on that basic spec, with 16-inch alloy wheels, cruise control, navigation, central locking, climate control and rain-sensing wipers.
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.
Just the one on offer here; a turbocharged 2.2-litre diesel good for 103kW/330Nm. It is paired only with a six-speed manual gearbox that will power the rear wheels, or all four, should you spring for four-wheel drive. If you do, you'll find a manual 4x4 system with low-range and rear diff lock.
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.
And so, after an admittedly short run in the dual-cab PikUp, we found ourselves rather pleasantly surprised in places. The diesel engine feels smoother and less ragged than our previous reviewers have noted, while a ratio change for the manual gearbox has made rowing through the gears a far more intuitive process.
The steering, though, remains utterly confusing. Light enough at turn-in, before all the weight turns up roughly midway though a corner. It's painfully slow, too, with a turning circle that leaves your arms tired and makes even wider roads a three-point job.
Keep it on straight and slow-speed roads, and the PikUp performs just fine, but challenge it with twistier stuff and you'll soon uncover some significant dynamic drawbacks (a steering wheel that tugs at your hands, tyres that squeal with minimal provocation, and vague and confusing steering that makes holding anything resembling a line near impossible).
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.
It's a pretty basic package, I'm afraid. Driver and passenger airbags, ABS brakes and traction control are joined by hill-descent control and, should you spring for the S10, you get a parking camera, too.
Little wonder, then, it was awarded a sub-par three stars (out of five) when ANCAP tested in 2012.
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.