Ute Reviews

Isuzu’s 3.0-litre D-Max has a strong following but versions with the newer 2.2-litre four-cylinder turbo-diesel engine are marketed as better on fuel. However, there’s a substantial trade-off in terms of power and torque against the 3.0-litre (120kW and 400Nm versus 140kW and 450Nm). So, how does the mid-spec 2.2-litre X-Rider perform as a daily driver and, more importantly, off-roader?

The BYD Shark 6 has rapidly built an ever-growing fanbase in Australia. A new top-shelf variant of the Chinese-built plug-in hybrid electric ute – with more power and torque than before as well as 3500kg towing capacity and improved off-road capability – is here. The Performance has outputs totalling 350kW (up 29kW from the standard Shark 6) and 700Nm (up 50Nm) but is it actually better off-road?

The MG U9 Explore Pro is the top-shelf variant in MG’s ute line-up. It has plenty of onboard features, as well as a variety of drive modes and – most importantly if you’re a keen off-roader – it has front and rear diff locks as standard. But, how does this MG ute perform off-road? 

Ram Australia was very keen, only a couple of years ago, to show us just how good its inline six-cylinder replacement for the Hemi V8 was. But now, having established the new engine's credentials, Ram has brought the V8 out of retirement. It now measures 6.4 litres and is seen only in the, bigger, 2500 version of the Ram pick-up. But has nostalgia talked Ram into a backward step?

Toyota has launched the first full-electric version of its iconic HiLux workhorse, but does it offer the right mix of price and practicality to be a realistic alternative to its diesel stablemates?

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!

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 costs Isuzu D-Max Blade: $80,900, before on-road costs Toyota HiLux Rogue: $71,990, before on-road costs It’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 sunroof 12.3-inch digital instrument cluster 14.6-inch touchscreen multimedia system 50W wireless phone charger Built-in trailer brake controller (NEW) Massaging front seats Reclining second-row seats Front and rear diff locks There 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.