Mercedes-Benz Sprinter vs Holden Colorado

What's the difference?

It has its niggling faults like any vehicle but the Sprinter panel van is a well-designed vehicle overall. It’s fit for purpose and worthy of consideration if you’re in the market for a heavy commercial van. That is if you have about $90K to spend, which is around $40K more than its closest competitor - and that one comes from China.

The Holden Colorado Z71 is a pretty decent towing machine, handling all aspects of general load-lugging duties with a quiet reliable efficiency. In simple terms, it kept the whole ute-and-van combination trucking along nicely.

The Z71 is a solid Colorado package all-round with some welcome flashiness to its functionality.

This is a sizeable vehicle that’s almost 7.0 metres long (6967mm) and more than 2.0 metres wide (2020mm) and with its ‘High Roof’ design stands more than 2.6 metres (2663mm) tall. If you tick the ‘Super High Roof’ option that raises height to 2878mm.

It rides on a sprawling 4325mm wheelbase with strut-type coil-spring front suspension, a robust leaf-spring live rear axle and four-wheel disc brakes.

Our only gripe in the cabin relates to the single USB outlet, which is awkwardly located inside the dash pad’s lidded central storage bin with no cut-out in the lid to route a device cable through. Placement near the central dash controls (like its smaller Vito sibling which has two USB ports) would be much better.

The Colorado is a good-looking unit, so it follows that the Z71, the Colorado line-up's top dog, should be the best-looking vehicle in the entire range. And it is. Look at the photos yourself and make up your own mind.

The Z71's black highlights everywhere, the roof rails, side steps and fold-away tonneau cover add functionality to the flashiness.

Under its slick exterior, the Z71 sits on a steel ladder-frame chassis.

There may be no mechanical differences between the Z71 and other similarly-powered Colorado utes, but this is not merely a sticker-pack special – this is something more substantial than that. Don't believe me? Keep reading.

With a 2372kg kerb weight and 4100kg GVM, this Sprinter van has a substantial 1728kg payload rating. It’s also rated to tow up to 2000kg of braked trailer and with its 6100kg GCM (or how much it can legally carry and tow at the same time) that means it can haul its maximum payload while towing its maximum trailer weight.

The huge cargo bay, with a solid timber floor that looks long enough for landing light aircraft, has a cavernous load volume of 14 cubic metres.

It’s accessed through a large kerbside sliding door with 1260mm-wide opening, or symmetrical glazed rear barn-doors with 180-degree opening for easy forklift access. There’s internal lighting front and rear and the walls and roof are not lined.

Tall people can stand without stooping given the 2009mm internal height. With a 4351mm floor length and 1350mm between the rear-wheel housings, the Sprinter can carry up to three 1165mm-square Aussie pallets or up to five 800 x 1200mm Euro pallets, secured with a choice of 12 load-anchorage points. There are also handy net-type storage pockets in each rear barn-door.

Plenty of cabin storage starts with a large-bottle holder and upper/lower bins in each front door, plus full-width overhead storage shelves with a lockable compartment on the passenger side, four small-bottle/cupholders in the lower central dash, two more small-bottle/cupholders and three ‘clamshell’ lid bins in the top of the dash-pad, an open storage shelf on the lower passenger-side dash and another sizeable enclosed compartment beneath the passenger seat.

The Z71 has a Colorado carry-over interior, which is nice and simple, with some Z71 branding stitched in the front seats.

For starters, there are grab handles for the driver and front passenger – I'm a big fan of grab handles.

The dash is a basic layout – but made family-friendly with expanses of tough plastic and soft-touch leather – and it has everything you need. The centre console houses an 8.0-inch colour touchscreen with Apple CarPlay and Android Auto and standard nav.

There is a USB port in the centre-bin, and there's a 12V socket in the back of that bin for back-seat passengers.

The cabin is reasonably comfortable; the front seats – in fact all of the Z71's seats – err on the side of firm rather than being well-cushioned. But, even in the back seat, when I sat behind my driving position, I had ample head- and leg-room.

There are the usual collection of storage spaces around the cabin – sunglasses, glove box, door pockets, seat-back pockets – but a long centre-bin lid impedes access to the cupholders in between driver and front-seat passenger, and there are no cupholders in the back seat's fold-down centre arm-rest.

There are shallow storage spots under the rear seats, one of which contains your jack etc.

Overall fit and finish is impressive without being spectacular, but that's fine with me.

The tray is 1484mm long, 1534mm wide (1122mm between the wheel-arches) and 466mm high. Back there, you get Premium DuraGuard Spray–on tub liner, which seems sturdy and durable, as well as four solid tie-down points.

The Z71 auto 4x4 dual-cab has a list price of $57,490 MSRP. Our test vehicle is $59,260 MSRP because, over and above its comprehensive list of Z71 features (and those from cheaper variants), it has an electric brake controller ($740), and a towing package ($1030).

The Z71-specific features include a heap of style-based stuff, such as black fender flares, new front fascia, roof rails, and stickers on the bonnet, as well as 18-inch grey alloys (on Bridgestone Dueler H/Ts), sailplane sports bar, black highlights everywhere – including exterior door handles, mirrors and tailgate handle.

But the Z71 buyer gets plenty of useable real-world stuff such as roof rails, soft-drop tailgate, fold-away tonneau cover, and decent underbody protection.

There's also a leather-wrapped steering wheel and leather seats.

It has a 2.8-litre four-cylinder turbo-diesel Duramax engine, six-speed automatic transmission, a part-time 4WD system and a rear limited slip differential.

Bonus: there are plenty of genuine Holden-designed, -engineered and -tested accessories, including frontal protection bars, LED light bars, extended sports bars and more, that are probably available for your Colorado.

The 'OM654' is a 2.0-litre four-cylinder turbo-diesel that meets the toughest Euro 6 emissions standards using AdBlue.

With two-stage turbocharging and auto start/stop technology, it produces 140kW at 3800rpm and 450Nm across a 1000rpm-wide torque band between 1400-2400rpm which showcases its flexibility.

The smooth-shifting nine-speed torque converter automatic offers the choice of sequential manual-shifting using the steering wheel-mounted paddle-shifters, which could be handy when hauling heavy loads particularly in hilly terrain.

The Z71 has a 2.8-litre four-cylinder turbo-diesel Duramax engine (147kW at 3600rpm and 500Nm at 2000rpm), six-speed automatic transmission, a part-time 4WD system and a rear limited slip differential.

Heavy commercial vehicles are not required to provide fuel consumption data. Even so, when we stopped to refuel at the end of our 247km test of which about one third of that distance was hauling a heavy payload, the dash display was claiming a surprisingly frugal combined average of 9.9L/100km (with auto stop/start switched off).

This was close to our own figure, calculated from fuel bowser and tripmeter readings, of 10.5 which means you could expect a ‘real-world’ driving range nudging 900km from its optional 93-litre tank.

Our dash display read 7.9L/100km, but we recorded actual fuel consumption on test of 9.7L/100km. It has a 76-litre fuel tank, so expect an approximate driving range of 753km (according to our on-test fuel consumption), factoring in a 30km safety buffer.

On our towing loop, of more than 200km total, the dash was showing 14.5L/100km, but we recorded an actual fuel-consumption figure of 15.5L/100km. Expect an approximate driving range of 460km (according to our on-test fuel consumption), factoring in a 30km safety buffer.

Wide door openings and large assist-handles on the windscreen pillars make for easy cabin entry.

Finding a comfortable driving position is not hard either, given the combination of a height/reach-adjustable steering wheel and supportive bucket seat with adjustments for backrest angle, seat-base rake/length and lumbar support.  

The optional 'Campervan Package' seats, with fold-down inboard armrests, can also rotate towards the centre of the cabin. We assume this pivoting function is to aid rear-of-vehicle access, but was of no use in our test vehicle given the mesh cargo barrier.

Our only criticism of the driving position is that the slim pillar between the fixed and sliding glass in the driver’s door partly obscures the driver’s eyeline to the door mirror. However, sliding the seat base forward solves the problem, so it’s only an issue for tall drivers like me that need to sit more rearward.

The ride quality without a load is good, given the robust rear suspension. It also has nicely-weighted and responsive steering plus good braking, along with acceptable internal noise levels at sub-80km/h city and suburban speeds given the absence of a solid bulkhead and minimal cargo bay linings.

However, tyre roar emanating through the rear-wheel housings and amplified by the cargo bay can be uncomfortably intrusive at highways speeds, depending on the coarseness of bitumen surfaces.

So, we’d recommend either installing a solid bulkhead (or use ear-plugs) to reduce noise levels if you’re planning to do regular highway driving in this configuration.

The 2.0-litre turbo-diesel and nine-speed automatic display great efficiency, with throttle response at its most immediate and energetic when operating within the 450Nm peak torque band between 1400-2400rpm.

The refined auto’s snappy but smooth shifting gets the best out of this engine in most situations, without the need to paddle-shift in manual mode.

To test its load-carrying ability, we used up all of our weights to forklift 1300kg into the cargo bay, which was still more than 400kg less than the GVM rating.

As a result, the Sprinter made light work of hauling this 1.3-tonne payload around town, with the only differences being a slightly firmer ride and more accelerator pedal required to maintain engine performance.

It easily hauled this load to the summit of our 13 per cent gradient, 2.0km set climb at 60km/h, although engine-braking on the way down was (as expected) not as strong given its small displacement.

In a manually-selected second gear, road speed quickly increased as the engine climbed towards the tacho’s redline on overrun, before the auto dismissed our manual gear selection and shifted up to third.

This automatic engine-protection protocol is common in Euro vans. However, if you’re not ready for it, it can spring a surprise when you’re leaning on the drivetrain to assist with engine-braking during a steep descent and it suddenly shifts up and starts running away from you. The quartet of disc brakes, though, easily compensated for this shortfall.

The Z71 has a steel ladder-frame chassis, double-wishbone front suspension and leaf-spring live rear axle, so it's more aligned with heavy-duty work than smooth on-road performance.

Having said that, the Z71 is quite settled over most surfaces, including highway bitumen and rough back-road backtop, and at most speeds – rather impressive for an unladen ute.

Steering is a bit floaty, with some play in it, and there is noticeable understeer on corners.

The engine is one of the torquiest in the current-day ute mob – only matched by V6 utes – and it delivers that torque quite evenly and smoothly across the rev range. The Duramax turbo-diesel can, however, be noisy, and because of that it seems like it's working hard, though it never feels too stressed, even when towing a caravan that has a caravan with a tare (empty) weight of 2600kg.

There's plenty of life in terms of acceleration with active pedal-feel but, when it comes time to pulling up to a fast stop on front disc and rear drum brakes, the brake pedals are rather spongy.

The six-speed auto is generally spot-on for all duties, although it did occasionally down-shift with an extra violence of action when it didn't really need to.

Ride and handling are pretty good, with its Aussie-tuned suspension (including traditional-ute leaf-springs at the rear) doing a decent job of sorting everything evenly, and it was only ever rattled by very severe bumps, wash-outs, and ruts at lower speeds, i.e. during low-range 4WDing.

The Z71's on-road performance and refinement are generally not as polished as segment leaders, but that's nowhere near a deal-breaker.

The Colorado line-up has a five-star ANCAP rating as a result of testing in 2016.

Safety gear includes seven airbags, front and rear parking sensors, a reversing camera, Forward Collision Alert), Lane Departure Warning, a tyre-pressure-monitoring system, Hill Descent Control, Hill Start Assist, Trailer Sway Control and Roll Over Mitigation.

The Sprinter is covered by a five year/250,000km warranty including five years roadside assist.

Scheduled servicing is every 12 months/40,000km whichever occurs first.

Capped-price servicing for the first five scheduled services during warranty period totals $7130, or a pricey average of $1426 per service.

Holden offers a five-year, unlimited-kilometre warranty across the Colorado range, with servicing required every 12 months or 12,000km. Capped price servicing applies over seven years/ 84,000km with the average annual cost over three years working out to be $405.