Commercial

The XSR may not be a class-leader in payloads or tow ratings, yet it still offers a set of numbers that for many owners (including hard-working tradies, of course) are more than adequate for many load-carrying and towing tasks.With its 2220kg kerb weight, the off-road-armoured XSR is not surprisingly the heaviest model in the Cannon fleet. And given its 3095kg GVM, that means its 875kg payload rating is also the smallest compared to the one-tonne-plus ratings of its siblings.Even so, that’s still a sizeable payload and larger than those of more expensive top-shelf rivals like the Ford Raptor (717kg) or Toyota HiLux GR Sport (780kg) for example.[read-more-default-title]GWM Ute 2024 review: Cannon-XSR long-term | Part 1GWM Shanhai Cannon spotted in Sydney, but when will China's Ranger-challenging V6 ute be up for sale?A Ford Ranger Raptor rival from China? 2023 GWM Ute Cannon Firebomb Edition is a rugged off-roader that might make you reconsider Chinese dual-cabsIt’s also rated tow up to 3000kg of braked trailer, which is 500kg short of the class-benchmark 3500kg but higher than the Raptor’s 2500kg limit. And with its 5490kg GCM (or how much it can legally carry and tow at the same time), towing its maximum trailer weight would only leave 270kg of payload capacity which could easily be used up by a crew of three or four without luggage.A practical compromise for owners would be to base the XSR's tow rating on its 3095kg GVM, which would maintain the maximum 875kg payload but lower the legal trailer weight from 3000kg to 2395kg to avoid exceeding the GCM.Either way, like any ute, it’s important to keep a close eye on these numbers if you’re planning to carry and/or tow heavy loads with the XSR and stay on the right side of the law.The fully-lined and square load-tub measures 1520mm in length and width, with a depth of 565mm. There's 1140mm between the rear wheel-housings, so it won’t take a standard 1165mm-square Aussie pallet but will fit an 800 x 1200mm Euro pallet. There are four fixed load-anchorage points.Loaded to the maxTo test the XSR’s payload performance we forklifted 740kg into the load tub, which with driver equalled a total payload of 840kg that was just below its 875kg limit.The stout rear leaf-springs compressed 40mm under this weight, leaving 40mm of bump-stop clearance which ensured there was no bottoming-out over bumps on our test route.The XSR proved competent at hauling this load, maintaining a sure-footed stance on a variety of sealed and unsealed roads with minimal effect on handling and braking.However, we did detect a slight shudder in the rear from standing starts, which we suspect is caused by a change in tailshaft angle caused by the heavily-loaded suspension.We have experienced similar shudders in some other ute brands we’ve tested under similar loads, so it’s not an isolated issue.The 2.0-litre turbo-diesel and eight-speed auto seemed unfazed by this task, providing decent acceleration on city and suburban roads and requiring only 1800rpm to maintain 110km/h on the highway, which was comfortably within its peak torque band and ensured low-stressed cruising.It also proved competent on our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting from eighth down to fourth gear to pull this load to the summit with about half of the accelerator pedal travel remaining.Engine-braking on the way down, in a manually-selected second gear, produced solid retardation until the auto decided to override our manual selection and shift up to third when the engine was approaching its 4500rpm redline.From our experience, these engine-protection protocols are common in Chinese and European LCVs and make sense in avoiding potential engine damage from driver error or misuse.However, it can spring a surprise when you’re carrying a heavy load and leaning on the engine to assist with braking on a long descent and it suddenly shifts up a gear and starts running away from you.Even so, the XSR’s quartet of disc brakes had ample stopping power to keep speeds in check for the remainder of the descent.Overall, the XSR proved to be a competent load-hauler, given we tested it with a near-maximum payload. We also planned to test its towing ability, which we usually do as part of our long-term loan assessments, but unfortunately our test vehicle was supplied without a towing kit.Fuel consumptionWe added 886km to the odometer this month. We covered 567km on the first tank with mostly city and suburban driving. When we stopped to refuel, the dash display was claiming average consumption of 11.5L/100km, which again was almost identical to our own figure of 11.3 calculated from fuel bowser and trip meter readings.We covered 319km on the second tank which still had 442km of driving range remaining, but we opted for an early fill to get the consumption figures needed for this review.It was again mostly city and suburban travel plus more than 100km of highway and back-road driving, part of which included our payload test.So, clearly the highway running resulted in a drop in the XSR’s displayed average consumption to 10.2 which was slightly higher than our 9.7 calculation, again based on fuel bowser and tripmeter readings.That’s not far from the XSR’s official 9.4L/100km and the first time it's dropped into single-digit consumption during our testing. And we wouldn’t be surprised to see that figure continue to slide given more open highway running, during which diesels usually deliver their best economy.So, that’s quite frugal for a ute weighing more than 2.2 tonnes, being driven in real world conditions, with varying loads up to its maximum payload.Around the corner…Our long-term XSR loan concludes next month with our third report, in which we make our final assessments and deliver the verdict and scores.Acquired: January 2024Distance travelled this month: 886kmOdometer: 5143kmAverage fuel consumption (at pump): 10.5L/100km

There are four grades in the 2024 Mitsubishi Triton range, with the GSR the flagship. From launch, it's only available as a dual-cab pick-up with a 4x4 drivetrain for $63,840 plus on-road costs.The 2.4-litre twin-turbo diesel four-cylinder engine produces 150kW at 3500rpm and 470Nm from 1500rpm via a six-speed automatic.It sips a claimed 7.7L/100km on the combined cycle, with emissions pegged at 203g/km.[read-more-default-title]Mitsubishi Triton 2024 reviewMitsubishi Triton GLX 2024 review: snapshotMitsubishi Triton GLX+ 2024 review: snapshotMitsubishi Triton GLS 2024 review: snapshotThe GSR is fitted with black 18-inch alloy wheels, body-colour side bars across the black grille, a sport bar and roof rails.Inside, there are leather seats, unique floor mats, better cabin materials and power driver's seat adjustment.Safety-wise, there's eight airbags, including a front centre bag, along with a whole heap of high-tech active safety stuff, including AEB with pedestrian, cyclist and junction protection, as well as auto-braking in reverse.You also get adaptive cruise, blind-spot warning and lane change alert, active lane departure warning and prevention, front and rear parking sensors, rear cross-traffic alert, traffic sign recognition, auto high beams and a driver monitoring system. 

The iconic 70 Series LandCruiser was introduced in 1985 and, during almost four decades of continuous production, has been the vehicle of choice for the farming, mining and agricultural sectors as well as a favourite of off-road enthusiasts.During that long evolution, Toyota has been careful not to compromise the core values of a rugged ladder-frame chassis, live axles front and rear, big load-hauling capacity, long fuel range and minimal bling demanded by its global tribe of loyal buyers.It has seen numerous drivetrains, from the original 3.4-litre four-cylinder diesel and 4.0-litre inline six-cylinder diesel and petrol options of the 1980s, to the larger 4.2-litre diesel and 4.5-litre petrol inline sixes of the 1990s, to the ubiquitous 4.5-litre turbo-diesel V8 of the 2000s which is still offered today.[read-more-default-title]Cheap, tough, epic: Toyota LandCruiser FJ will change the off-road game in AustraliaToyota LandCruiser 70 2023 review: 79 Series GXL single cab chassis - off-road testReady to take on Toyota LandCruiser 70 Series? First 2024 Ineos Grenadier Quartermaster utes roll off production as spiritual successor to original Land Rover DefenderHowever, the recent release of the latest 70 Series range brings not only new frontal styling and upgraded technology. It also heralds the return of a four-cylinder diesel option. And, for the first time, an automatic transmission.We recently spent a working week in the new four-cylinder auto version, to see if it has what it takes to be a viable alternative to its much-loved V8 manual-only sibling.