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Best Commercial Vehicles by Price, Size & Category in Aus

Commercial vehicles are designed for professional use as load-carriers and tow vehicles. These can include utes, vans and light trucks. Cargo space, payload and running costs are more important considerations over comfort and design, but safety is also very important as most commercials are also the driver's workplace.

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Best Commercial vehicles by Price

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Best Commercial vehicles starting under $25k
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Mitsubishi Triton & 13 more

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Best Commercial vehicles by Size

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Best Light Commercial vehicles
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Ford Ranger & 42 more

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Best Commercial vehicles by Category

See the Commercial vehicles by their segment, be that off road, fuel efficient, diesel and truck brackets.
Best Off road Commercial vehicles
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Ford Ranger & 17 more

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Chevrolet Silverado 2024 review: 2500 HD LTZ Premium
6/10
Maybe you've seen the TV and magazine adverts suggesting that only an American-made, full-size pick-up is the real deal, and that the rest of the dual-cab ute offerings are mere toys. Well, maybe this is the vehicle that makes even those other US pick-ups look a bit, um, underdone; a bit light on, as it were.You see, where the full-sized pick-ups like the RAM 1500, Ford F-150 and even this vehicle's stablemate, the Silverado 1500, pay at least some regard to the urban realities out there, this one, the Silverado 2500 Heavy Duty looks and feels like it couldn't care less about that mamby-pamby stuff.Nope, it's here to do a job, and that job is hauling huge things over rough ground. And you'd probably be well advised not to get in its way during that process. And now that it's been facelifted, the Silverado Heavy Duty is even more focussed. And more muscular.It's also involved in a bit of a torque arms-race in the US right now as the big pick-up makers try to out Newton-metre each other. In Chevrolet's case, it's led to this facelift of the 2500 Heavy Duty for even more performance (and torque, of course). But it seems to be working with about 60 per cent of US Heavy Duty buyers now opting for the diesel variant over the V8 petrol model. And this from a country where, previously, if it didn't have at last 18 wheels, it ran on petrol.
GWM Ute 2024 review: Cannon-XSR long-term | Part 1
Australia’s 4x4 dual cab ute market is arguably the most diverse and competitive in the world, with a dozen rivals competing for buyers in the up-to-3.5-tonne towing division, plus another three (soon to be four) in the full-size US pick-up class with its 4.5-tonne tow ratings.As a result, buyers are spoiled for choice, not only in terms of brands but also model grades. Some offer more than others, but all ute ranges are structured to suit different budgets.And this is where value-for-money comes into focus, because it’s easy for a potential buyer using online tools to compare rival models at the same price point across the market. And soon a clear picture starts to emerge, in terms of which make and model offers the best bang for their bucks.That can be based on more than just how much standard equipment is included. Other considerations like brand image, reliability, warranty, servicing costs, resale value, strength of a dealer network in remote areas etc, can all contribute to a perception of value-for-money.However, there will always be a solid core of bargain-hunters for which a low purchase price is the most important factor. And if that brings a generous amount of standard equipment with it, then that vehicle will be even more appealing.In that context, the GWM Cannon clearly hits a sweet-spot. Manufactured by Great Wall Motors, this big and brawny Chinese-built ute has established a solid foothold in the local 4x4 ute segment since its local release in late 2020.VFACTS industry sales figures show more than 9000 Cannons found Aussie buyers in 2023, representing 4.5 per cent of the market and outselling not only its LDV T60/T60MAX Chinese rival but also long-established players like the Nissan Navara and Volkswagen Amarok.The latest addition to the Cannon fleet is its off-road-focused XSR flagship. So, to find out how well it’s suited to the typical dual roles of weekday worker and weekend escape machine, the team at Haval & Great Wall Motor Australia & NZ handed us the keys for a three-month loan.The range-topping Cannon XSR has a drive-away price of only $52,990, or $51,490 for ABN buyers.That almost looks like a misprint compared with the list prices of similar flagship models offered by segment leaders like Ford’s Ranger Raptor ($89,190), Toyota’s HiLux GR Sport ($73,990) and Isuzu’s D-Max X-Terrain ($67,500).It’s startling to realise that this lavishly-equipped Chinese ute not only undercuts a Raptor by more than $36,000. It’s also priced lower than work-focused 4x4 auto dual cab utes offered by the same brands like the Ranger XL ($54,380), HiLux SR ($54,605) and (for ABN buyers) the D-Max SX ($52,200). And these prices don't include on-road costs, whereas the XSR's pricing is drive-away.It also comes with a more than competitive seven-year/unlimited km warranty, plus five years of roadside assistance and capped-price servicing.By contrast, the XSR doesn’t share the same five-star ANCAP rating achieved by its Cannon ute siblings built from August 2021 due its unique specifications (steel bumpers etc), so it’s currently unrated.Looks are subjective, of course, but we reckon it’s a pretty handsome and purposeful unit and judging by its truck-load of standard equipment is aimed at buyers wanting enhanced off-road capability.It shares the same 120kW/400Nm 2.0-litre turbo-diesel and eight-speed ZF-designed torque converter auto as the rest of the Cannon range.However, unique to the XSR is a dual-range, part-time 4x4 system (the others have full-time all-wheel drive) offering more traditional driver-selectable high- and low-range 4x4 modes, plus some advanced features.These include ‘Crawl Mode’ which works like low-speed cruise control. And ‘Turn Assist by Braking’ which like a farm tractor applies braking to the inside rear wheel to reduce the vehicle’s off-road turning radius. Both features are desirable when tackling extreme or ‘technical’ terrain challenges.This unique drivetrain is paired with standard driver-selectable front and rear diff-locks (often an expensive option in rivals) plus a front stabiliser bar, substantial underbody armour and an engine snorkel to significantly improve its water-fording ability.Also unique to the XSR are robust steel front and rear bumpers, plus prominent composite wheel arch extensions that provide extra bodywork protection and shroud 18-inch black alloys and beefy 265/65R18 Cooper Discoverer all-terrain tyres.There’s also eye-catching bright red brake calipers, a new grille treatment (but still with the confusing P logo that denotes GWM’s Poer branding in China), a sports bar which extends along the load tub and a sunroof.Also standard are side-steps, a load tub-liner, roof rails, easy-lower/lift tailgate with foldout step, LED lights plus a long list of luxuries in a sumptuous cabin like diamond-stitched synthetic leather seating and door linings, heated seats, wireless phone-charging, three USB ports, six-speaker multimedia with Apple/Android connectivity, a 360-degree camera, tyre-pressure monitoring and heaps more.Put simply, it’s a fully-loaded premium ute for less than a workhorse model from the market leaders. So, the XSR offers outstanding value-for-money, whichever way you look at it.The XSR’s 3230mm wheelbase is 40mm shorter than a Ranger Wildtrak. However, its 5439mm length, 1958mm width and 1918mm height is 69mm longer, 40mm wider and 32mm taller, so it’s a big unit with an imposing presence.However, its 3000kg braked tow rating (like its siblings) is 500kg less than the category benchmark. And its 875kg payload rating is also the smallest of the local Cannon fleet, as it has the highest kerb weight (2220kg) given its unique 'armoured' specification.With its six-way power-adjustable driver’s seat, height/reach adjustable steering wheel and large left footrest, it’s easily adaptable for drivers of different sizes. For example, I’m 186cm tall and my wife is about 20cm shorter, yet we can both find comfortable and commanding driving positions.She also likes the wide side-steps and assist handles on the windscreen pillars when climbing aboard, plus the various camera angles provided by the 360-degree view, which makes parking easier.However, the XSR's absence of front parking sensors and rear cross-traffic alert, in addition to the base Cannon's lack of blind-spot monitoring, is noticeable when tackling the urban battlegrounds that busy shopping car parks often represent.Front occupants have a variety of storage options and driver controls are easy to see, reach and operate. This is thanks to a logical and uncluttered layout which fortunately includes good old manual dials to operate audio volume, climate control temps and fan speed, rather than having to perform these functions through annoying touchscreens.A useful addition would be a steering wheel button to instantly disable the lane-keeping assist function, as found on some rivals. This would be more convenient than having to access a touchscreen menu each time.The XSR offers commendable space for rear seat passengers, even for my two ‘kids’ who are now young adults nudging 180cm in height. For example, when either of them is sitting behind the driver’s seat in my position, they still have about 60mm of kneeroom along with ample head and shoulder space.They also have access to large bottle holders and bins in the rear doors (but no dedicated cupholders) and, in the rear of the centre console, air-vents, a USB port and 220-volt power outlet.It’s a squeeze for three adult passengers (like all dual cabs in this segment) and realistically suitable only for short trips.The XSR feels surprisingly compact and agile in city and suburban driving, with a relatively light steering feel available (drivers can switch between three settings) and good braking response.The 2.0-litre turbo-diesel’s 120kW and 400Nm are less than more expensive rivals, but it must be making good use of those kiloWatts and Newton metres because it doesn’t feel sluggish when driven unladen or with up to five occupants on board (we’ll be testing its maximum payload-hauling ability next month).The engine has good response, even though there’s still a hint of turbo lag below 2000rpm. The ZF-designed eight-speed torque converter automatic shifts smoothly and decisively in getting the best out of this engine and offers the choice of sequential manual-shifting using the steering wheel-mounted paddle-shifters.In addition to 2H (RWD high-range) for road use, off-road driving modes include 4H, 4L, 'Snow', 'Mud' and 'Sand'.Although the unladen ride quality is supple, the suspension’s reaction to some bumps can be harsh. It can also feel floaty at times, with notable bouncing over large bumps and through dips, all of which feel like they could be easily addressed with revised spring rates and damper settings.Engine and tyre noise are pleasingly low at highway speeds and conversations can take place without raised voices, although there is some wind-buffeting caused by the large engine snorkel.In top gear the engine requires only 1800rpm to maintain 110km/h, which is also comfortably within its 1500-2500rpm peak torque band, resulting in relaxed highway travel.So, even though there’s room for further refinement here and there, overall the Cannon XSR represents compelling value in a highly competitive 4x4 dual cab ute market.We’ve heard from numerous owners (including my next-door neighbour) who are happy with their purchase, which reflects the huge leap forward GWM has achieved with the Cannon in comparison to its Steed predecessor.So, if GWM can continue that trajectory, the Cannon ute has a bright future.GWM claims a combined cycle average fuel consumption figure of 9.4L/100km. We covered 599km on the first tank of fuel in mostly city and suburban driving. The dash display was claiming average consumption of 11.1L/100km when we stopped to refuel, which was almost line-ball with our own figure of 10.9 calculated from fuel bowser and trip meter readings.We drove an extra kilometre with the second tank of diesel, clocking up a neat 600km in similar driving environments. The dash readout’s claimed consumption figure was again splitting hairs with our own calculations of 11.2L/100km.So, these figures tell us two things. One is that based on our own calculations, the XSR can match the consumption of premium-priced utes we’ve recently tested, like the equally off-road-focused 2.0-litre Bi-Turbo Ranger Wildtrak X.The other is that the XSR’s on-board fuel calculations are accurate, which is reassuring to know when you’re on a trip and relying on the accuracy of the fuel gauge and estimated driving range to ensure you can comfortably make it to the next fuel stop.We’ve got several activities planned for our long-term test of the XSR, including a payload test at maximum GVM, so keep an eye out for updates over the coming months.Acquired: January 2024Distance travelled this month: 1199kmOdometer: 4257kmAverage fuel consumption (at pump): 11.0L/100km
Mitsubishi Triton 2024 review
8/10
Mitsubishi reckons the Triton deserves to be the third best-selling ute in the Australian market. In fact, it thinks it deserves to be challenging the Ranger and HiLux for out-and-out dual-cab supremacy, but how about we start with third place and see where we go from there, hey?Third place, of course, is currently occupied by the Isuzu D-Max, which means Mitsubishi will need to unseat it. To do it, it has launched a new-gen Triton, which is now bigger, more powerful, more practical, and has more space in the cabin.In fact, Mitsubishi says the Triton has been improved right across the dual-cab board.But has it done enough? Let’s find out. 
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