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Top issues
11 known problems · 2 high
high
Manual 5th/6th gear thrust washer (early manuals)
All engines
high
Torque-converter shudder (6L50 auto)
All engines
medium
Steering shaft / rack spline play
All engines
Recalls
1 on recordREC-000494
2016-07-06
Defect: The 2nd row (60% side, left and centre seats) recliner mechanisms may not lock correctly when the seat back is placed upright.
Hazard: Seat back may not remain in position in a collision, reducing occupant protection.
Remedy: Holden dealer inspection/repair, free of charge.
Affected: 1,559 units, Colorado 7 (PRA 2016/15508)
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
Check a specific car by VIN at vehiclerecalls.gov.au.
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Before and after
Before: Holden Rodeo / Colorado-based wagon (none direct - new model line)
After: Discontinued (Holden brand wound up 2020); platform replaced by Isuzu MU-X RJ
Price (AUD)
$14k-$38k
Body styles
5-door wagon (7-seat)
Drivetrain
Part-time 4WD (dual-range, electronic shift-on-the-fly), Rear-wheel drive (base LT)
Origin
Japan
Built in
Thailand
Overview
The ladder-frame, dual-range wagon spin-off of the RG Colorado ute, sold first as the Colorado 7 (LT/LTZ, 2012-2016) and then facelifted and renamed Trailblazer (LT/LTZ/Z71, 2016-2020) when Holden ended the standalone 'Colorado 7' name. Mechanically it is GM's global Thai-built body-on-frame 7-seater, a close cousin of the Isuzu MU-X but with GM's own 2.8L Duramax four and 6L50 auto rather than Isuzu's 3.0L. Just ONE engine was offered in Australia across the whole run: the 2.8L XLD/Duramax common-rail turbo-diesel four, in two tunes - the Series 1 (132kW/470Nm) and the 2014/Series 2 'Duramax' update (147kW, 500Nm with the auto, 440Nm with the manual). Part-time dual-range 4WD with a rear diff lock on higher grades, a genuine 3000kg braked tow rating, coil-rear (Colorado 7) updated to a more refined rear end on the Trailblazer, and a big tech/refinement jump at the 2016 facelift (new dash, MyLink, better NVH). The hard-truck virtues are real and prices are low, but this is a DPF-era diesel with well-documented torque-converter shudder, DPF/regen grief on short urban trips, and an oil-consumption history - so service records and a test drive under load matter.
Engines & variants
2.8L Duramax turbo-diesel (Series 1, 132kW)
Engine
2.8L DOHC 16v common-rail turbo-diesel I4 with variable-geometry turbo and intercooler, DPF-equipped
Engine code
XLD28 / LWH
Config
I4 turbo-diesel
Displacement
2776cc
Power
132kW @ 3800rpm
Torque
470Nm @ 2000rpm (440Nm with manual)
Drivetrain
Part-time 4WD (dual-range)
0–100
~11s
Economy
8.7-9.5 L/100km combined (claimed); 10-12 real world
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT (6L50)
Timing chain / belt / gear
Belt-driven (interference engine; replace ~150,000km / 7.5 years)
Pros
- Strong low-down torque for towing and load (470Nm at 2000rpm)
- Proper part-time dual-range 4WD with low-range and rear diff lock on LTZ
- Genuine 3000kg braked tow rating
- Body-on-frame toughness shared with the MU-X / Colorado ute
- Cheap to buy second-hand - lots of 4WD for the money
Cons
- Timing BELT, not chain - a scheduled replacement that an interference engine cannot skip
- DPF dislikes short urban trips - regen and limp-mode grief
- Documented oil-consumption history on early engines
- 6L50 auto torque-converter shudder is the signature fault
- NVH and interior are dated next to rivals (improved at 2016 facelift)
Known problems
high
Torque-converter shudder (6L50 auto)
The signature fault: a shudder/judder felt through the body under light-throttle acceleration, lock-up or when towing. Caused by torque-converter clutch wear and/or Dexron-VI fluid degradation and moisture contamination, sometimes traced to a faulty valve in the valve body that kills the converter.
Fix: Fresh Dexron-VI fluid service can cure mild cases; persistent shudder needs a torque-converter (and often valve-body) replacement. Verify it under load on a test drive before buying.
medium
Oil consumption / oil-spec change
Early 2.8 engines could consume oil and need topping up between services. Holden revised the specified oil from 5W-30 to 5W-40 and released an updated oil-cap design to address it. Persistent heavy consumption can point to deeper engine wear.
Fix: Use the updated 5W-40 spec, check oil regularly, and confirm consumption is normal during inspection; heavy users should investigate before purchase.
medium
DPF clogging / failed regen on short trips
The Euro 5 DPF won't passively regenerate on short, low-speed urban driving, leading to DPF-blocked warnings, failed regen cycles and limp mode - worst on city-only or short-trip cars.
Fix: Regular sustained highway runs to allow regeneration; forced regen or DPF clean/replacement if blocked. Avoid as a pure city car.
medium
Timing belt - mandatory interference-engine service
Unlike many rivals' chains, the 2.8 uses a timing belt. It is an interference engine, so an overdue or snapped belt destroys valves and pistons.
Fix: Replace belt (with tensioner/idlers and water pump) on schedule; demand belt history before buying.
2.8L Duramax turbo-diesel (Series 2 / Trailblazer, 147kW)
Engine
Updated 2.8L DOHC 16v common-rail turbo-diesel I4, variable-geometry turbo, intercooler, DPF
Engine code
XLD28 / LWN
Config
I4 turbo-diesel
Displacement
2776cc
Power
147kW @ 3600rpm
Torque
500Nm @ 2000rpm (auto); 440Nm (manual)
Drivetrain
Part-time 4WD (dual-range)
0–100
~10s
Economy
8.6-8.7 L/100km combined (claimed); 9.5-12 real world
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT (6L50)
Timing chain / belt / gear
Belt-driven (interference engine; replace ~150,000km / 7.5 years)
Pros
- Stronger updated tune - 147kW and 500Nm with the auto
- 2016 Trailblazer facelift brought a much better dash, MyLink, improved NVH and refinement
- Genuine 3000kg braked tow and dual-range 4WD with rear diff lock
- Body-on-frame durability; large, practical 7-seat wagon
- Strong value used - capable touring 4WD for the money
Cons
- Still a timing belt interference engine on a service interval
- DPF/regen issues persist on short-trip urban use
- 6L50 auto can still develop torque-converter shudder
- Thirstier and harder-working than the claimed economy when loaded/towing
- Orphaned brand (Holden closed 2020) - parts/support now via Isuzu/aftermarket
Known problems
high
Torque-converter shudder (6L50 auto)
Carried over from the Series 1: a shudder/judder under light load, lock-up or towing, from torque-converter clutch wear and Dexron-VI fluid degradation, sometimes with a valve-body fault behind it.
Fix: Fluid service for mild cases; torque-converter and/or valve-body replacement for persistent shudder. Test under load before buying.
medium
DPF clogging / failed regen on short trips
DPF-blocked warnings, incomplete regen and limp mode on city-only or short-trip cars; towing without highway running aggravates soot loading.
Fix: Regular highway driving for active regen; forced regen or DPF service if blocked. Not ideal as a pure urban vehicle.
medium
Timing belt - mandatory interference-engine service
Belt-driven interference engine; an overdue belt risks catastrophic valve-to-piston damage.
Fix: Replace belt with tensioner/idlers and water pump on interval; confirm service history.
medium
Injector / fuel-system wear at high km
The common-rail injectors and fuel system can develop faults at higher km, causing rough running, smoke and hard starting, worsened by poor-quality diesel.
Fix: Fit a quality secondary fuel/water-separator filter, use good diesel, and have injectors tested/replaced by a diesel specialist when symptoms appear.