Commercial Reviews

Hyundai has recently introduced a hybrid powertrain option for its popular Staria Load van but does this new petrol-electric technology offer the right mix of performance and economy to win new customers in the mid-size commercial van market?

Say what you like about the new Chinese brands infiltrating every volume market sector right now. Because love them or hate them, they are pushing down the price of admission to those segments. The plug-in hybrid dual-cab ute segment might be a relatively new one, but it's already a hotly contested battleground. And with the Australian-ised JAC Hunter PHEV now rolling in, it just got hotter.

Volkswagen has finally launched the new version of its Walkinshaw-tuned Amarok ute, the W600. At its media drive in Tasmania, we test the so-called ‘ultimate driver’s ute’ on the very roads it was developed on!

We normally associate the Mercedes-Benz brand with luxury passenger cars. But the world of Mercedes commercial vehicles is a well established and respected one, too. Popular in Europe, the M-B commercial range is spearheaded by the Sprinter line-up of trucks, vans and busses and Australia has seen its share of them over the years, too.The second generation (code-named W906) was sold here from 2006 to 2018 and, in the process, helped Mercedes commercials get a good foothold in this market.And if you think luxury cars have a bewildering range of options and specifications, the Sprinter line-up over the years puts them all to shame. It’s reckoned the various permutations of Sprinters could generate as many as 1000 different vehicles. It’s easy to believe, too, and even in Australia, Sprinters have been available as vans, busses and cab-chassis formats, with choices including high and low-roof options, short-, mid- and long-wheelbase layouts, single or dual cabs, various driveline choices and even the option of all-wheel drive.Yet for all that diversity, the vast majority of them have been painted white (the only no-cost paint choice in many commercial vehicles).Nearly all Sprinters of this generation sold in Australia were powered by turbo-diesel engines (either four cylinder or V6) and were fitted with five- or six-speed manual gearboxes or six or seven-speed automatic transmissions. Improved engines were added as time passed, usually with a small uptick in performance and economy, but by and large, the engines remained very similar across the 12 years the W906 was on sale here. Any second-hand commercial vehicle can be a can of worms due to the way it’s been used in the past. While some fleets are meticulous in terms of servicing and maintenance, others are not so careful. And even though it’s built to commercial-vehicle standards and specifications, neglect like that can ruin any vehicle.But if you find a good one, a Sprinter has the potential to change your views on commercials with dynamics and quality that are a cut above the rest of the white-van pack.And let’s face it, a good van is worth its weight in gold when you really, really need one for a specific task. And with Mercedes’ decades of experience in this type of vehicle, the Sprinter often gets it just right. The reliability and durability of a Sprinter van is much more likely to be determined by the vehicle’s service history than any inherent faults. That said, there are a few things to watch, but the Mercedes is probably one of the better commercial vans for reliability. Some owners have reported slippage and slow shifting in automatic Sprinters. The good news is this often seems to require nothing more than a transmissions service with new fluid to put things right. The trade reckons the automatic transmissions in the Sprinter need such a service every 120,000km.Sprinters with Diesel Particulate Filters (DPFs) can have trouble with blocked filters that require either manual cleaning or replacement. Sluggish performance and poor fuel economy are early signs of this.Manual Sprinters can develop wear in the shifter mechanism that can lead to a noisy, sloppy shift action and tricky selection. This is usually caused by worn bushings that can be replaced fairly easily.The Sprinter has a reputation for oil leaks from the oil cooler as the odometer clocks up about 170,000km. Replacing the offending seals is the fix.Turbochargers can develop leaks in their plumbing, allowing boost pressure to escape. Poor running, lots of black exhaust smoke and high fuel consumption are symptoms, as is a hissing noise from under the bonnet. The plastic trunking is the culprit but is pretty easy to replace. This generation of Sprinter van has had its share of recalls, including common ones to attend to oil leaks, fuel leaks, wiring problems, software upgrades, sensors (for the ESP), seat-belt mounting bolts, park-brake problems and even a check to make sure vehicles were not fitted with a left-hand drive specification headlight that could dazzle oncoming drivers.But some other recalls affected very small numbers of vans, thanks to the huge range of shapes, sizes and layouts the Sprinter was available in. Those included a check on 21 examples for faulty paint, and another batch of 11 Sprinters to check whether some spot welds had been missed at the factory.Perhaps the one you really don’t want to miss these days was a recall for early-built Sprinters which may have had an engine problem that could cause the pistons to fail. Software upgrades were involved in the fix, but it would be worth checking to make sure this was done.You can find out more about any of these recalls by visiting https://www.vehiclerecalls.gov.au/ The trade generally regards the 2010 to 2013 Sprinters as the ones to avoid on the basis of changes of the vehicle’s emissions system. This era of Sprinter often used an additive (AdBlue) and the system was not without its problems including a propensity to send the car into limp-home mode.Beyond that, the later the build date the better quality and reliability seemed to get. Although European fleet operators don’t always travel as many kilometres per year as many Australian fleets, the Mercedes vans were designed for a long service life. Plenty have covered 300,000km or even 400,000km with no major problems, so a high-mileage Sprinter shouldn’t necessarily be overlooked, provided it’s been serviced properly.Most Sprinters sold here were built in one of Mercedes’ German factories, so build quality is pretty good, it seems. The turbo-diesel engine is a no-brainer for a vehicle like this, and a Sprinter with an automatic transmission will be much nicer to live with in the city and suburbs. From there, your decision should be based on what you’re actually going to lug around with the vehicleThe vans with sliding doors are popular and represent the most practical buy for many users. But make sure the one you buy has the load rating you need to stay legal on the road.And don’t rule out the Volkswagen Crafter of this era which was a Sprinter underneath. Previous and subsequent VW vans were all VW’s work, but this vintage Crafter was a rebadged Sprinter and might even be a bit cheaper to buy if you can find one. Prices for useable Sprinters with some life left in them start at around the $10,000 mark or maybe a little less. There are cheaper ones to be found, but they’re a fair chance to be on their last legs as only a well-used commercial vehicle can be.Modifications such as refrigerated bodies, wheelchair-accessible fit-outs and camping conversions all add value to a used Sprinter compared with a standard one. But make sure any modifications have been done properly and cleared by an engineer so that the resulting vehicle is legal to drive on the road and insurable. Because the Sprinter was an international model, there are literally hundreds of online sellers who will have the parts you need. You can source many parts locally, but be aware that Mercedes dealership prices on some items will be higher than independent specialists.The same goes for servicing and while there are plenty of M-B dealerships across Australia, equally there are plenty of independent workshops that specialise in this brand and have, on balance, a more palatable hourly labour rate. Mercedes sold plenty of this generation Sprinter, particularly since it was on sale for about 12 years (a pretty good innings even by commercial-vehicle standards). In 2019, for instance, Mercedes retailed almost 3500 Sprinters across all body styles and specifications, so there are plenty still out there now.The fact that the Sprinter has outlived a lot of its competition from back in the day, also makes them more visible when shopping for a second-hand example.

Kia's all-new PV5 Cargo van brings sophisticated design and long driving range at an enticing price to Australia's expanding full-electric commercial van fleet, but is it a practical alternative to traditional diesel rivals?

Electric delivery vans are getting cheaper, and there's a bit of an arms race on now to see who can get their EV van on to the market at a sub-$50,000 price-tag. A new brand called Cavan is the latest to weigh in with a van called the C1 which promises a lot for a small outlay. But does the reality of the C1 match the hype? And can you feel where the money has been engineered out of it?

GWM is soon rolling out its new 3.0-litre four-cylinder turbo-diesel engine to its Cannon Alpha dual-cab ute and Tank 500 SUV in Australia. In fact, Australia is leading the roll-out of this new, larger diesel engine.Ahead of the launch in September, CarsGuide had the opportunity to test these vehicles in pre-production guise on a private proving ground. This time around we’ll specifically be focusing on the Cannon Alpha.The Chinese carmaker claims it is gunning for the top-selling Ford Ranger, Toyota HiLux and Isuzu D-Max with the Cannon Alpha 3.0-litre diesel.Replacing the outgoing 2.4-litre four-cylinder turbo-diesel, the larger and all-new 3.0-litre four-cylinder turbo-diesel engine produces 170kW and 620Nm, which is astounding for a four-cylinder engine. It produces more torque than the Ranger’s V6 turbo-diesel, while power is only slightly down.This is mated to a nine-speed automatic transmission with drive sent through a part-time four-wheel drive system. It’s unfortunate GWM hasn’t been able to package a full-time four-wheel drive system which allows for all-wheel grip on sealed surfaces, like it had in all versions of the Cannon Alpha to date, but it claims it did so to reduce weight and fuel consumption.Even though this 3.0-litre diesel engine produces more power and torque than the outgoing 2.4-litre unit, it’s claimed to consume less fuel.GWM claims the Cannon Alpha 3.0-litre diesel consumes an average of 7.3L/100km, according to ADR 81/02 testing. For context, the same ute with the 2.4-litre diesel was claimed to consume 8.9L/100km.This claimed fuel consumption figure is better than all its main competitors, including the Ranger V6 (8.4L/100km), HiLux 48V V-Active Technology (7.6L/100km) and the D-Max 3.0-litre (7.8L/100km).There is a 78L fuel tank and this allows for a theoretical total range of 1068km. Surprisingly AdBlue isn’t required, unlike a growing number of the Cannon Alpha’s rivals.One of the first things you notice when taking off in the Cannon Alpha 3.0-litre diesel is the lack of lag. The initial throttle response is a lot snappier and linear than GWM vehicles with the 2.4-litre diesel, which at points could feel like a slingshot from standstill.This added refinement is even more prominent on the move as there’s so much oomph available. Peak torque, which again is a healthy 620Nm, is available at 1400-2400rpm and this allows the transmission to switch up gears quickly, keeping the revs low.Rolling acceleration is great and if required the transmission will happily dive back through the gears. On many occasions though only a small increase of throttle application is needed to get things moving quicker, even at higher speeds.As expected there is a plethora of drive modes to select from, but there is now a ‘Towing’ mode that alters the engine and transmission calibrations. Annoyingly it cannot be selected using the rotary dial on the centre console and requires you to dig into sub-menus on the touchscreen.An element of the driving experience that surprised me is how refined the engine is, even when pushed harder. The noise, vibration and harshness (NVH) inside the cabin is subdued, further cementing the premium feel the Cannon Alpha has become known for.Although we drove a pre-production vehicle on proving ground roads, the new local suspension and steering tune feels a lot more controlled and balanced than previous versions of this ute. It’s helped by the fact this ute has a long 3350mm wheelbase, though the 19-degree breakover angle is still a limiting factor if you plan to go hardcore off-roading without suspension mods.GWM hasn’t fully detailed pricing and specifications for the Cannon Alpha 3.0-litre diesel line-up yet. However, two variants will be offered: an entry-level Lux and a blacked-out Vanta.The Chinese carmaker said the line-up will start under $60,000, drive-away. For reference, the Lux PHEV is $57,490, D/A and the Ultra PHEV is $64,490, D/A.This pricing undercuts its key rivals by a considerable margin. They are priced as follows:Ford Ranger Platinum: $80,890, before on-road costsIsuzu D-Max Blade: $80,900, before on-road costsToyota HiLux Rogue: $71,990, before on-road costsIt’s worth noting GWM uses drive-away pricing, rather than before on-road costs. This makes the pricing of the aforementioned rivals even higher.Although full specifications haven’t been announced yet, available features include the following:Continental tyres (NEW, Vanta only)Panoramic sunroof12.3-inch digital instrument cluster14.6-inch touchscreen multimedia system50W wireless phone chargerBuilt-in trailer brake controller (NEW)Massaging front seatsReclining second-row seatsFront and rear diff locksThere is still a 3500kg braked towing capacity, while payload has been increased to 945kg. It was previously up to 821kg, depending on the trim level.GWM hasn’t detailed the standard safety suite in the Cannon Alpha 3.0-litre diesel, but it’s expected to mirror the PHEV variants.All versions also currently have a maximum five-star ANCAP safety rating based on testing conducted in 2024.All GWM vehicles are currently covered by a seven-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 15,000km and the capped-price servicing details haven’t been announced yet.GWM currently has 124 dealers in Australia and they are spread across urban, regional and rural areas. Every state and territory has coverage.

JAC Motors has added a cab-chassis variant to its local T9 ute range with the work-focused Tradepro model, but does it hit a sweet spot for tradies wanting to install their own trays or service bodies?

I’ve been doing this for a while now, and I have had the opportunity to test and review all sorts of weird and wonderful metal. But this one might be a first for me.I can’t recall ever testing a vehicle that’s not actually intended to be bought by you, the CarsGuide reader. But so it is with the new Toyota HiLux BEV. You can have one if you really want one, but even Toyota concedes that its first all-electric ute isn’t really designed for the public buyer.Instead, it’s for mine sites, which Toyota has been studying for two years to deliver an electrified HiLux fit for a very particular purpose.Which is why, on paper, the numbers aren’t overly impressive. The Hilux is offered in two grades and three styles – the SR cab-chassis ($74,990), the SR double-cab pickup ($76,490) and the more luxurious SR5 double-cab pickup ($82,990), all prices before on-road costs – and all share the same powertrain componentry.That means dual-motor power, fed from a 59.2kWh lithium-ion battery. Range, then, is just 245km in the cab-chassis, and 315km in the pick-up. Critically, though, Toyota is quoting the more lenient NEDC figure there. In line with the more realistic WLTP protocol (which is the industry standard in Australia), those numbers would likely be less than 200km and around 270km, respectively.That is… not a lot of range for an EV. But remember that particular purpose I mentioned? Toyota tells me the average open-cut mine site is about 40 square kilometres, and workers there need an electric ute to only cover relatively short distances before it is docked to recharge (150kW DC, 10kW AC).They also, Toyota says, need their electric utes to do ute-like things, which is why this electric HiLux can still very much go off-road. There are two motors on board here, one front and one rear, delivering a total 144kW. Toyota doesn’t quote a combined torque figure, though each motor is capable of producing more than 200Nm.It’s fed to all four wheels through a single-speed transmission, and Toyota has debuted a six-mode multi-terrain select system, with Auto, Dirt, Sand, Mud, Mogul and Snow modes.We tested the electric HiLux off-road, on a not-overly-challenging course to be fair, and the plug-in Toyota handled it all with ease and felt like it had more to give.It will also tow a 2.0-tonne braked trailer and the payload figures are around 725kg for the pickup versions and 855kg for the cab chassis – though we tested neither, and suspect your battery charge will drop like a bowling ball off a balcony when you ask the HiLux to carry or tow.The electric HiLux also looks a lot like a diesel HiLux. It is, and feels like, a retrofit, rather than a bespoke EV model, which they tell me is kind of the point. The minesites want the HiLux, they just don’t want the emissions. The big differences outside are, wait for it, the charging flap, the filled-in grille and aero-friendly wheel designs. Inside, there’s a new shift-by-wire gear selector, which has been moved closer to the driver. You still benefit from the tech overhaul given to the rest of the new HiLux range, which means twin 12.3 inch screens with Apple CarPlay and Android Auto. There are some strange-feeling shortcuts at this price point, though. Your circa-$75K SR model gets fabric seats with manual adjustment, for example, and you’ll need to spend more like $83K to get a wireless phone charger included.Anyway, that visual familiarity extends to the drive experience as well. Yes, acceleration is smoother, quieter and more constant without stepping through gear shifts, and that all feels very EV. But the behavior of the HiLux feels very familiar, in that it still has that kind of jittery unladen ride that is pretty common in dual cab utes. I thought the extra battery weight would settle the ride down a little bit, especially because it's down low and quite heavy, and should act a bit like having a load in the tray. But it still feels plenty bouncy on the road, and especially in the passenger seat, which somehow feels the ride more than the driver.That's not a big criticism. It's symptomatic of virtually all dual-cab utes. Electric or otherwise, as it turns out.On the road, the power on offer is ample. It feels quite punchy off the line, and while it's not one of those EVs that throws you back in your seat, the power is instantaneous and constant, and smooths-out the acceleration. We pushed towards and beyond 100km/h a couple of times and the power didn’t die off it just kept smoothly climbing to triple digits. All of which I fear might end up being something of an irrelevant point, because as I've said, you are unlikely to buy this. Toyota says that private sales are going to make up about five per cent of the BEV's total haul. The rest are going to mine sites and the like, which is why so much of this vehicle has been tailored to work there, rather than in civilian life.But those who do opt for the electric version are going to find themselves with the smoothest and perkiest Hilux, possibly of all time and also the quietest.It bodes well for electrified utes of the future, if only they can extend their range out to something a bit more usable.

The big van (3.5-tonne) segment has been stale, made up of competent but older choices. But Renault is changing this with its latest Master. Now in its fourth generation since 1980, the van stalwart lifts the entire class into the 2020s with fresh styling, a completely reengineered platform, new interior and plenty of safety tech upgrades. With lots of awards already won, it's been keenly awaited.