Isuzu D-Max VS Holden Colorado
- Class-leading safety tech
- Much more likable to drive
- Broad range
- Engine could be gruntier
- Still a bit noisy
- Prices are up a bit
- 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
This has been a long time coming - an all-new Isuzu D-Max. It’s here, and it has changed the game in the ute segment forever.
Seem like an overstatement? Really, it isn’t. There are elements of the Isuzu D-Max 2021 model which set the pace for the dual cab ute segment. No other pick-up or cab-chassis ute offers as much safety tech, but that’s just the beginning.
In this review we’ll cover off all the important parts of the all-new D-Max, including the cabin space and presentation, safety tech, pricing and specs for the model range, ownership credentials and of course, how it drives - on-road, and off-road. There’s a lot to get through, so let’s get to it.
|Engine Type||3.0L turbo|
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|
The all-new Isuzu D-Max appears to be a massive step forward for the brand - but perhaps more importantly, it also pushes the entire ute segment ahead, with new safety technologies that are often reserved for luxury brands.
The fact Isuzu has democratised safety across its range is worthy of applause, and it therefore makes it a bit hard to choose a sweet spot in the range. But based on the fact that there are drive-away deals being done, and the D-Max X-Terrain - at less than $60k drive-away - undercuts similar offerings from Ford and Toyota by thousands of bucks, makes it our pick of the range.
That may change once we spend some time in the broad-ranging SX trim line, but for now, the X-Terrain seems hard to pass up. Tell us what you think in the comments below.
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.
Say what you will about the vampire grille, there are lots of major changes around the body of the D-Max. It is all-new, and that means it was treated to a clean sheet design that is more modern, more aggressive, more sleek and yet still entirely recognisable as an Isuzu.
It still has smallish headlights, a broad grille, and a recognisable ute silhouette. I think it looks good as a single cab, extra cab or dual cab, and Isuzu has managed to make the D-Max a little bit shorter than it used to be (30mm), but all D-Max models get a longer wheelbase to help settle things down and make it more stable.
Just a word of warning - this part of the review gets heavy on dimensions.
First, here’s a table of the body dimensions:
The dimensions vary depending on the variant and the tray body fitted if it’s a cab chassis. But there’s nothing really out of the ordinary here.
When it comes to load space dimensions, things are also dependent on the tray for cab chassis bodies, but the following figures are for a factory-offered tray.
Extra cab ute
Dual cab ute
Cargo floor length
Width between wheel arches
The D-Max isn’t unusual in not offering enough space between the wheel-arches for an Aussie pallet (1165mm by 1165mm), so don’t go buying a pick-up and expect to be able to do the delivery run if it involves pallets.
Okay, so what about payload capacity for the different body styles in the range? Only one dips below the one-tonne expectation, as you’ll seen below - and remember, cab-chassis models will be affected by the weight of the tray body fitted, and these figures are:
Extra cab ute
Dual cab ute
Gross vehicle mass (GVM)
3000kg (4x2) / 3100kg (4x4)
Gross combination mass (GCM)
5850kg (4x2) / 5950kg (4x4)
750kg unbraked / 3500kg braked
You will no doubt want to know the off road dimensions and angles, too. And because there’s no low-riding model any more, even the 4x2 versions - which have the High-Ride chassis - are more accommodating to drivers who wish to jump gutters or need to deal with gravel tracks and potholes.
But to keep it within the realms of use, we’re just covering off the 4x4 models in terms of off-road specs below:
Extra cab ute
Dual cab ute
Ground clearance mm
235mm (LS-M), 240mm (LS-U / X Terrain)
30.0 (LS-M), 30.5 (LS-U / X Terrain)
Break over/ramp over angle
23.3 (SX / LS-M), 23.8 (LS-U / X Terrain)
23.9 (SX / LS-M), 24.2 (LS-U / X Terrain)
That’s a lot of numerical data to take in. But rest assured, we’ll cover off how the D-Max’s off-road dimensions translate to its ability when we get to the driving section.
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.
The first impression you get in higher grade D-Max models is that it has made more than a stride in the right direction - it has looked over its shoulder at the existing interior, and run for the hills to start a new life.
That’s because the cabin has been completely overhauled. The LS-U and X-Terrain versions adopt a class-leading 9.0-inch media screen, while in the lower grades there’s a 7.0-inch screen - which, yes, does look a little too small for the surrounding bezel, but still offers wireless Apple CarPlay and USB-connect Android Auto.
The screen is let down somewhat by a lack of volume and channel dials/knobs - instead it has buttons underneath, which are slower and more fidgety, especially when you’re driving. Oh, and the D-Max’s default noises that accompanies every button press is certainly not to Aussie tastes - but you can turn it off, thankfully.
The LS-U and X-Terrain both get inbuilt GPS sat nav, and the media system’s controls and menus are colourful but perhaps a little confusing. You get used to it - I mean, if you could live with the media screen in the old D-Max, this is going to be like finding a bunch of presents under the tree on Christmas morning.
The materials are of a high perceived quality, including soft-touch plastics on the doors and dashtop - plus the LS-U and X-Terrain models get a really pleasant leather-trimmed steering wheel. To get yourself comfy there is height adjustment for the driver’s seat, reach and rake adjustment for the steering wheel, steering wheel audio and cruise control buttons, and conventional stalks for lights and wipers. And for what it’s worth, our team reckon the seats are more comfy in the D-Max than plenty of the other utes in the class.
There’s a digital driver info screen with digital speedometer, but - like the main screen - it takes a bit of learning.
The D-Max’s dashboard design is eye-catching, but still packs in all the smarts you’d expect. There’s still a pair of pop-out cup holders on the edges, there’s still a pop-up opening on top of the dash (which works properly, this time around!), and a double glovebox, too. Plus there are big cupholders between the seats, a decent centre console bin, and bottle holders in the front door pockets.
In the back there is a pair of cup holders in a flip-down armrest in the LS-U and X-Terrain, plus all dual cabs get door pockets with bottle holders, and there are rear seat directional airvents, too.
Space in the second row is good - with the driver’s seat set for my position (I’m 182cm / 6’0” tall) there was enough space for me to move my knees and toes, and I had a good amount of headroom, too.
Three adults will be able to fit across the back, but if you have children, keep in mind there are outboard ISOFIX child seat anchor points and a centre-mount top tether point for two top-tether attachments. You have to loop the restraints through behind the outboard headrests. That means you legally can’t fit three baby seats across the back… but that’s normal for this class of vehicle.
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.
Price and features
A lot of pundits out there have claimed the all-new 2021 D-Max range is too expensive. The counter argument goes that you get what you pay for, and nothing comes for free.
I subscribe to the latter school of thought, and while it has to be stated that Isuzu Australia admits it has been seen as a cheap and cheerful brand in years gone by, the new-generation D-Max will see the company push customers into higher price points than they might otherwise have been willing to pay.
But there’s good reason for the increased cost. The price list starts at $32,200 (MSRP/RRP) before on-road costs, and spans through to the flagship model at $62,900 (MSRP/RRP).
Those are the list prices, but Isuzu Australia has already said that it has drive-away deals running on multiple models in the line-up - the entry level SX cab chassis 2WD, for instance, will be available for $29,990 drive-away, while the flagship X-Terrain has promo pricing of $58,990 on the road - essentially a $10,000 discount straight off the bat!
Okay, let’s break it down in terms of the model grades.
The SX is the broadest reaching badge in the D-Max line-up. You can have it in single-cab, extra-cab and dual-cab body styles, as well as in 2WD/RWD/4x2 (but there is no low-ride model anymore) or 4WD/4x4. All D-Max models come with the same engine, but there’s a choice of six-speed manual or automatic transmissions. Here’s a table to make it easier to understand the SX line-up.
ISUZU D-MAX SX RANGE
Extra cab ute
Crew cab ute
Dual cab ute
In terms of standard equipment for the SX, the list comprises: manual air-conditioning, power windows, power mirrors, automatic wipers, a 4.2-inch customisable driver display, a 7.0-inch multimedia screen with wireless Apple CarPlay and wired Android Auto, a four-speaker sound system and voice commands, cloth interior trim, rubber flooring, tilt and telescoping multi-function steering wheel, 17-inch steel wheels and a matte grey front grille. Dual cab models have rear seat directional air vents, too.
How many seats in the D-Max? Single cab and space cab/extra cab models have two seats only, while dual cab variants have five seats.
The second tier up the D-Max range is the LS-M. Here are the parameters of this variant:
ISUZU D-MAX LS-M RANGE
Dual cab ute
Considering the step up from the SX to the LS-M? For the extra outlay you’ll score 17-inch alloy wheels, body colour door handles and mirror caps, as well as LED headlights, LED daytime running lights, LED front fog lights, and inside the sound system gains two additional speakers (for a total of six) while the rear seat occupants get a USB port.
Above the LS-M sits the LS-U variant, which is more easily differentiated due to a number of exterior changes. First, here are the LS-U options available:
ISUZU D-MAX LS-U RANGE
Dual cab ute
Extra cab ute
Dual cab ute
That’s right, you can get a high-grade 4x2 LS-U, or the 4x4 in a few different configurations. As for standard equipment, there’s a decent jump up in terms of spec: 18-inch alloys, a chrome grille, chrome mirror caps and door handles, blacked-out B-pillars, dual-zone climate control, electronic lumbar adjust for the driver’s seat, carpet flooring, a 9.0-inch multimedia screen with satellite navigation, and leather steering wheel. The LS-U dual cab gets an eight-speaker stereo, while the two-seat Space Cab has six speakers - yep, only two seats for the extra cab models this time around.
And the new range topping model is the X-Terrain, and boy do you get some kit for your cash here.
ISUZU D-MAX X-TERRAIN RANGE
Dual cab ute
The X-Terrain has been to the same finishing school as the Ford Ranger Wildtrak, that’s for sure - so it’s no surprise that there are a bunch of additional sporty extras fitted to this model, including: dark-grey-coloured aero sports bar, side steps, front grille, door and tailgate handles, and side mirrors, dark grey 18-inch wheels, a roller tonneau cover, an under rail tub liner, front and rear underbody spoilers.
Plus the spec list adds keyless entry, push-button start, a leather-accented interior, driver’s electric seat adjustment, and remote engine start over all the LS-U gear.
What’s missing from the entire D-Max range? There is no auto dimming rearview mirror, no seat heating or seat cooling, and no passenger seat electric adjustment.
And if you’re wondering about accessories, there are more than 50 genuine items in the Isuzu D-Max accessories catalog, including: bull bar and nudge bar options, roof rack, roof box, canopy, tub liner, window tint, headlight protector, bonnet protector, snorkel, side steps, and - of course - floor mats.
Trying to figure out which colour you’ll choose? There are eight options, but 'Marble White pearl' and 'Magnetic Red mica' are exclusive to LS-U and X-Terrain grades, while the X-Terrain grade has exclusive access to 'Volcanic Amber metallic'. The others are: Mineral White, Cobalt Blue mica, Basalt Black mica, Mercury Silver metallic, and Obsidian Grey mica. All the metallic paint choices add $500.
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.
Engine & trans
For an all-new engine with a bigger capacity than most other motors offered in this part of the market, it is a little disappointing to see the horsepower figure for the new 4JJ3-TCX unit isn’t a bit higher.
With the power output pegged at 140kW (at 3600rpm) and a torque rating of 450Nm (from 1600-2600rpm), the 3.0-litre four-cylinder turbo-diesel engine is aiming for a less strained approach than some of its more highly strung four-pot rivals (with up to 157kW and 500Nm).
In practice the engine is a willing thing - more on that in the driving section below.
The motor is paired to the choice of a six-speed manual or six-speed automatic, and there’s the choice of rear-wheel drive (RWD/2WD), or selectable four-wheel drive (4WD/4x4) with high range (2H and 4H) and low range (4L).
All D-Max models come with the highest possible towing capacity. The towing rating is 750kg for an unbraked trailer and up to 3500kg for a braked trailer. Tow ball down load - when fitted with the genuine Isuzu towing kit - is 350kg across all variants.
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 official combined cycle fuel consumption figure varies depending on the transmission - but there’s not much in it.
The variance is between 7.7 litres and 8.0 litres per 100 kilometres, across the entire range of engine, transmission, body style and drivetrain configurations.
On test - in a pair of 4x4 automatic utes - we saw a real world consumption figure of 8.9L/100km, which is better than acceptable considering that included urban, highway, country road, gravel track and serious off-road driving.
Fuel tank capacity is 76 litres for all models. There is no long range fuel tank option.
The D-Max range is specced to Euro 5 emissions levels, with between 200g/km and 207g/km CO2 emissions. There is a diesel particulate filter as part of the powertrain, but no Adblue after treatment.
Wondering about a petrol, LPG, hybrid, plug-in hybrid or electric version of the D-Max? There’s not much on the radar just yet, but the brand has stated it wants to offer a hybrid and/or a downsized engine, if the market demands it.
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.
When a ute is a ute, it's hard to hide its ute-ness. That was evident in the previous generation version of the D-Max, and - truth be told - still is to a degree in the MU-X SUV.
But the new-generation D-Max is a big step up. It is not only more refined, it’s also easier to drive, more comfortable, and gutsier, too.
In our previous reviews of the D-Max the driving portion - on-road or off - has reflected that the company specialises in trucks. Big trucks. Ones that are more agricultural than amazing. But the new D-Max changes that.
During my time driving the new D-Max (and I had a palate cleansing experience in the existing MU-X between loans!), the thing I noticed most was the improved steering.
The old hydraulic system has been ditched in favour of an electric steering setup, which makes the action considerably lighter and more driver-friendly than it was before. No longer does it feel tractor-like - instead, you get an arm-friendly ease of twirling similar to the Ford Ranger, but still with plenty of feel and feedback through the wheel.
The turning circle is still large at 12.5 metres, but it takes very little effort to perform three- or five-point turns in narrow streets, because the steering is so pliable.
The suspension in the two dual cab models I tested - the LS-U and X-Terrain - is set to be subtle and well sorted in most situations, but there are still some telltale signs of its hard-working origins. There are some jitters from the rear end without a load on board, but it’s not nearly as thumpy as the last model, and indeed is among the best utes in the segment for unladen ride comfort.
With its revised ladder frame chassis, three-leaf rear suspension and independent front suspension, the way the Isuzu team has chosen to tune the new D-Max is a big step forward. At the time of publication we haven’t had a chance to drive one of the D-Max models with the heavy duty suspension - that’s fitted to SX and LS-M models, and is no doubt stiffer for better load carrying ability - but you can rest assured we will cover that off in future reviews.
The engine isn’t as zesty or quiet as you might hope - the Ranger Bi-turbo and even the facelifted HiLux have sizeable advantages in four-cylinder-ute-land, but it still pulls with enough gusto to get away from a line with ease. There’s a fair bit of diesel engine noise, but it’s not nearly as loud as in the previous generation models.
The revised six-speed automatic offers smart, quick and mostly smooth shifts, though it can be a little eager to shift a lot at higher speed. The logic is trying to step between the higher gears to stay in its torque sweet spot - it’s just a bit more eager to use the gearbox than rely on rumbling along in a higher gear. No doubt that’s partly to help save fuel, too.
The new Isuzu ute has driver aid like active lane keeping assistance, as it uses a camera system to monitor the road to ensure you keep in your lane and adjust the steering if you’re swaying. Plus the blind spot monitoring and rear cross traffic alert systems work really well, and proved handy both at open road speed and when pulling out of parking spots.
Okay, that’s the on-road part taken care of. What about the off road review? We’ll dive deeper in an Adventure Guide review coming from Crafty soon, but here’s a quick rundown.
Previously, the traction control system could get in the way when you were dipping in and out of ruts, while the lack of a locking rear differential meant the D-Max could be left at a big disadvantage when things got serious. But now the traction control system is much more adaptable, and - in low range - you can engage the standard-on-4WD-models rear diff lock to help you climb treacherous hills.
Compared to before, the D-Max feels more confident off-road. Perhaps not quite as dialled in to the terrain as a HiLux as the steering is a little light in low speed crawling - but that’s a similar criticism of the Ranger, so really, it’s not a huge issue. On test we did note a bit more belly scraping than we expected with 240mm of claimed ground clearance, but that could come down to the extra wheelbase length, and different design elements, too.
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.
Updated 17/09/2020: The Isuzu D-Max has scored the maximum five-star ANCAP crash test safety rating - and it's the first commercial vehicle to achieve that accolade under the stricter criteria from the safety watchdog for 2020.
And we've given the D-Max five stars in terms of its tech inclusions - that translates to a 10 out of 10 for this part of the test.
Why so high? Well, it comes comprehensively kitted out, and even offers a few segment firsts.
Standard on all models is a reversing camera, auto emergency braking (AEB) that works at speeds over 10km/h, but there’s also mis-acceleration control to lessen the likelihood of lower speed bingles. There is all-speed pedestrian detection and cyclist detection as part of the AEB system, and forward collision warning, too.
The D-Max also gets lane departure warning, active lane keeping assistance (between 60km/h and 130km/h), a turn assist system that can stop you from turning in front of oncoming traffic (operational between 5km/h and 18km/h), blind spot monitoring, rear cross traffic alert, and all automatic models get adaptive cruise control (manuals get regular cruise).
Every D-Max also has auto high-beam lights as well as auto lights and wipers, not to mention speed sign recognition and warning, and driver fatigue detection. Rear parking sensors are on LS-U and above, and the X-Terrain gets front sensors, too.
Perhaps one of the most interesting inclusions is a front-centre airbag - to protect those in the front seats in the event of a side impact. That is required for a five-star ANCAP rating under 2020 criteria, but the D-Max is the first ute to get it. And all D-Max models also have driver’s knee, dual front, front side and full-length curtain airbags, for a total of eight.
As with most other utes, there are dual ISOFIX child seat anchor points and two loop-style top-tether attachments for baby seats, which hook to a centre mounted brace. This is only applicable to dual cab models.
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.
Whether you’re spending $30,000 or $70,000 on your new ute, there’s a good chance you want it to be reliable.
Well, while we can’t vouch for reliability per se, if there’s a brand with a good reputation for ownership in the ute segment, Isuzu would be it.
But Isuzu offers a seven-year capped price servicing plan, with service intervals set every 12 months or 15,000km, whichever comes first. The costs are reasonable, considering you don’t have to take it in twice a year (as you do with a HiLux).
The average cost over seven years/105,000km works out at $481.85 per visit. But if you want a rundown on the interval cost, here you go: 15,000km - $389; 30,000km - $409; 45,000km - $609; 60,000km - $509; 75,000km - $299; 90,000km - $749; 105,000km - $409.
For those that are curious, the previous model had an average service cost of $549 over the seven year plan ($3843).
And Isuzu still gives owners seven years of roadside assistance cover at no cost, too.
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.