Holden Colorado vs Mercedes-Benz X-Class

What's the difference?

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.

The X was an opportunistic shot at a market segment new to Benz. With even apprentices able to afford to buy a well-specced Hilux, it's become harder to separate the foreman from the kids. I, like Mercedes, thought this would be the boss's car. Mercedes saw the gap and went for it, thinking it could grab sales from top end utes from VW, Toyota and Ford, while maybe saving a few folks from buying a RAM or an F150.

The problem is, the target market knows its utes. And in a rough-and-tumble workplace, the perception is that if you've spent up big on this Merc, you've actually just paid too much for a Nissan Navara. Still, like those flawed movies I enjoy, the X-Class is a fine thing - and I don't blame Mercedes for trying. It just costs too much, and yet isn't Mercedes enough to justify that price.

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.

Despite being a Japanese ute in drag, the X-Class isn't immediately rumbled as resembling a Nissan, which certainly should count in its favour. Everyone who asked about it had little idea it wasn't a Daimler from the ground up, until you pointed out various details. Up here in the higher reaches, it's a really quality-looking thing, with beautiful paint and enough differentiation to make it look like a Merc. The headlights do seem a tad small next to the rest of the Mercedes range, but the whopping great three-pointed star in the grille leaves no one in doubt. 

It's fairly tasteful in silver, too, and with a few carefully chosen options it looks pretty tough.

Once you're inside you see where it starts to get confused about itself. The hard, scratchy plastic dash pokes out from behind a huge slab of metallic trim. The centre console is clearly a brother from another mother, as is the overall dash layout. The cabin lacks the thoughtfulness and quality of a Mercedes design - you can't just slap on those signature air vents and expect to get away with it. Every piece that comes from Mercedes appears glued on, and it's jarring. 

This might have been less of an issue if the car was significantly cheaper and not likely to be purchased by people who are familiar with the brand.

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.

I really can't imagine how anyone signed off on the most annoying features of the X. Front-seat passengers get a solitary, shallow cupholder (the second one is unusable), and big door bins that could hold a bottle if you didn't mind it getting smashed from sliding around (they're unlined), and nowhere to put your phone. Like, nowhere, except maybe the glove box. Even the centre console bin is shallow and not much good for anything, apart from as an armrest.

The front seats are reasonably comfortable but the rears are way too high (in the name of a better view) and rammed hard against the rear bulkhead. The rear doors are also pretty narrow, so entry and egress can be a bit of a challenge if you're large or toddler small. Once you're in the seats, legroom is limited and headroom marginal. At least you get air-conditioning vents, but you don't get an armrest in the rear. On a nearly $80,000 ute. Even the dark-ages Colorado has one of those.

Anyway, that's enough said about the interior flaws.

The tray is a big boy, but it's worth knowing that the roller cover does rob a bit of space, as it does on any ute. The optional tray liner looks good and with Mercedes-Benz stamped in it, reminds you again what you've got. All told, it's 1581mm long, 1560mm wide (1215mm between the wheelarches) and you can load up nearly a tonne of people and things into the X350. You can also tow a massive 3500kg braked and still be able to carry a payload of 490kg. Gross vehicle mass is 3250kg (tare is 2190kg).

The X-Class range starts at the $45,450 X220D manual dual-cab and reaches all the way to the $87,500 X350d Edition 1. One step back from that is the $79,415 X350d Power dual-cab with all-wheel drive. That nets you 19-inch alloy wheels, an eight-speaker stereo, climate control, around view camera, reversing camera, keyless entry and start, front and rear parking sensors, electric front seats, sat nav, auto LED headlights, fake-leather interior, heated and folding rear vision mirrors, power windows and a full-size alloy spare.

An 8.0-inch screen hosts Mercedes COMAND system, complete with rotary dial and the weird scratchpad. COMAND is not as good as its German rivals and for some reason doesn't have Apple CarPlay and/or Android Auto, which is a mammoth oversight for a car of this type and cost.

Our car also had the lockable roll cover for $3295, the $1551 styling bar, a tow bar ($836) and, presumably, tow-bar wiring ($462).

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.

The X350d has something very Mercedes about it - the engine and transmission package. With 3.5-litres of turbo-diesel V6, you get 190kW at 3400rpm and a thumping 550Nm between 1400 and 3200rpm. These kind of figures at least put it up there with the brawnier VW Amarok.

Feeding the power to all four wheels is Mercedes' own seven-speed automatic. A centre diff apportions power front to rear and you have a choice of three modes - automatic, high range and low-range.

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.

The X350d did pretty well in the week I had it - the official figure of 8.8L/100km was never going to happen but with a long motorway run to the Blue Mountains and the rest bashing about town, the 10.5L/100km I did achieve without trying was not bad at all. The 80-litre tank should give you a decent range of 750km, or thereabouts.

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.

One of the weirder things to make it into the X-Class is the world's second most irritating column stalk, which is asked to pack in indicators, headlights and wipers. Thankfully, the world's most irritating column stalk, the Mercedes automatic shifter, wasn't inflicted on the X-Class. But the obvious problem is the key, which clearly isn't a Mercedes unit - even the star is ill-fitting and will probably fall off after a while. This is not a premium experience.

Thankfully, the big turbo-diesel wipes away a lot of the complaints about this car not being Mercedes enough. Brawny and super quiet (twin balance shafts will do that), the X is a very easy car to live with. While not especially lively, it's easygoing in the city and very refined.

On the open road it cruises almost silently and the ride is way above what you might expect from an unloaded tradie-mobile. It doesn't feel as high as some utes, which makes it feel a bit more car-like, and will no doubt appeal to some who might have to swap in and out of a traditional SUV and into the X, for whatever reason.

It is by far the most civilised ute I've ever driven and was worlds away from the Colorado I drove last week, to the point where I could almost - almost - see a justification for the unbelievably hefty price tag.

Credit for the refined ride and handling goes to the coil-spring rear end, much maligned in some quarters. While that style of suspension is not the ultimate in load-lugging, it's way more comfortable for passengers and, given the likely buyer profile, probably more agreeable than a cart-sprung rear-end.

I would cheerfully drive long distances in the X and it feels like it could go anywhere.

The Mercedes-Benz finally starts to puts its nose ahead of its competitors on the safety front.

The X350d has seven airbags, ABS, stability and traction controls, forward collision warning, low speed forward AEB, pedestrian detection, lane-keep assist and around-view cameras, trailer-sway control and hill-descent control.

It also has three top-tether and two ISOFIX points.

Its five-star ANCAP safety rating was awarded in 2017.

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.

Mercedes offers a three year/200,000km warranty for the X, which isn't too bad. It also throws in roadside assist for the duration. Also worthy are the 12 month/20,000km service intervals. 

A basic capped-price service scheme will hit you for $1950 (pre-paid) or $2,555 if you pay when you front up for each of the three services covered. The servicing isn't super-cheap, as you can see, but at least you know what you're up for.