Ute Reviews

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.

If you were considering a new American ute from one of the brands doing factory-backed conversions here in Australia, you might be about to save yourself some money.This is the new Ram 1500 Express Black Edition, and the brand reckons it’s so affordable people might even consider it over a top-end mid-size ute.If you’re in the market for a proper big ute and you want to spend less than $110,000 before on-roads, this is your only factory-backed option. But not by much, in fact it sneaks in by just $50.The Ford F-150 XLT is $5000 more expensive before you jump twenty grand to the Chevy Silverado.But there is a decent list of features given you’re still paying six-figures for what would be a work ute in the US.There’s LED headlights and fog lights, 20-inch wheels, spray-in bed liner for the tub, and the ‘Power Bulge’ sports bonnet.Inside, an 8.4-inch touchscreen is smaller than you get in the rest of the line-up, as is the 7.0-inch driver display. Wireless Android Auto and Apple CarPlay and a six-speaker sound system keep entertainment covered, and there’s cloth seats, unlike other variants.An electric rear window, damped tailgate, remote start, and a decent set of safety kit including collision alert, auto emergency braking (AEB), rear cross-traffic alert and lane-keep aid ensure the 1500 Express feels current decade.No prizes for guessing what colour a lot of the trim on the Black Edition is. The grille, the badges, the exhaust tips, the wheel covers, even the body paint.You can get the Express Black Edition in red, white, or blue - very American - as well as grey, silver, and of course black.It doesn’t look much like a base model from the outside, especially with the aforementioned ‘Power Bulge’ bonnet. But a little giveaway is the plastic covers on the 20-inch alloys, which are actually alloy wheels but the covers are there for the looks.Another giveaway is the cloth trim inside. That and the smaller screens are pretty noticeable compared to other variants of the Ram 1500.That’s not to say it looks ‘cheap’, especially when I couldn’t reach the passenger door from the driver’s seat even if I wanted to.The central storage bin and additional trays for storage means it's less cupholder and more ‘mealholder’. It really is an interior so spacious the European mind could not comprehend.Even if the screens aren’t as big as other variants, the tech is straightforward and phone mirroring means not having to mess around if you prefer your own apps and settings. The more basic driver display is probably preferable for people who don't want big screens everywhere.Also, the more old-school, manually adjustable seats are comfortable and finding a seating position is easy. The cloth itself is also preferable to leather when it gets hot.The rear seats are similarly very comfortable and there’s no shortage of space, plus if you need more room than the tub will afford you there’s the option of folding up the rear seats for some interior space.At the back, there’s even a little kick-down step for easier access to the tub if you need to reach the tie-down points or grab something out without climbing in.The Ram 1500 also retains its 4.5-tonne towing capacity with the Hurricane engine as long as you use a 70mm towball, and the engine itself feels like it’s certainly up to the task.It’s a 3.0-litre twin-turbo inline-six unit that makes 313kW and 635Nm, sent through its eight-speed torque converter auto to the rears, or all four wheels if you engage the part-time 4WD.It comes with a fuel consumption claim of 10.7L/100km from Ram, and on our short test loop we averaged 12L according to the computer.The new engine is also more powerful and torquier than the 5.7-litre V8 it replaces (291kW/556Nm) and, while there is just something ‘correct’ about the sound of the Hemi V8 as you put your foot down in previous 1500s, the six is no slouch.There's little lag from its turbochargers and the eight-speed gets to work quickly making the most of its ratios, while the power and torque on tap is enough to grant 100km/h in what feels like about six seconds.In terms of steering and cornering, the Ram 1500 doesn't quite feel its size and weight, and holds relatively flat around bends for something at 2.5 tonnes.There's no massive dead spot in its steering, and while it's relatively light it doesn't entirely lack feel or accuracy.Even its brakes do a pretty good job of pulling the giant ute up if you find yourself needing to avoid disaster.On that, it’s got six airbags for passengers but it’s also worth noting that, as a light-commercial vehicle, the 1500’s ANCAP rating is ‘gold’ rather than a star rating, denoting 70 per cent performance. When it comes to safety, ANCAP ranks it higher than the Toyota Tundra and Chevrolet Silverado.There’s a three-year, 100,000km warranty but no capped-price servicing, with intervals every 12 months or 12,000km. It’s not only a bit behind the industry standard there, but also rivals like the Ford F-150 and the Tundra that beat it with five-year warranties.

The Ford F-150 Platinum is the new top-grade variant in the company’s F Series truck range. This full-sized dual-cab ute has a refreshed exterior, a 3.5L twin-turbo V6 petrol engine, and 4500kg towing capacity and is taking on the likes of the Ram 1500, Chevrolet Silverado, and Toyota Tundra.  But at $164,000 (excluding on-road costs) does this big rig justify its price-tag?

Nissan's fifth-generation Navara is essentially a thinly disguised Mitsubishi Triton but does it have enough differentiation from its donor to stand alone as a genuine rival?

Want to know a secret? It's possible to buy a big US-style ute without spending big US-style ute cash. The 2026 Foton Tunland is under six metres long and costs under $50,000. The top-grade Tunland has a 2.0L four-cylinder turbo-diesel engine, a 48V mild-hybrid system, front and rear diff locks and a stack of standard features. But is this budget-friendly workhorse too good to be true?

The Triton Raider is now the most expensive version of Mitsubishi’s popular ute range, featuring an array of modifications from local tuning outfit Premcar.With these locally-tuned utes becoming more commonplace, though, what sets this one apart? And can it live up to the hype Mitsubishi hopes to generate for it?We’ve driven it at its local launch on and off the road to find out.At $74,990, drive-away (at the time of launch), the Raider is by far the most expensive Triton yet. To even get in the door of this thing you’ll be spending nearly $10,000 over the previously-top-spec GSR grade which sits below it in the usually value-focused ute range.It pushes the Triton up into territory usually dominated by high-spec versions of more expensive rivals, like the (notably also locally-developed) Ford Ranger Tremor ($75,090) and Kia Tasman X-Pro ($74,990), both prices before on-road costs.In terms of its intentions, though, to build the Triton into something more than would normally come from the factory, it competes more closely with the likes of the Isuzu D-Max Blade ($80,900, BOC) or upcoming Volkswagen Amarok W600 (price TBC).To that end, the Triton Raider’s standard equipment includes a larger wheel and tyre package, consisting of 18-inch ROH ‘Assault’ wheels in an exclusive bronze hue clad in Bridgestone Dueler all-terrain tyres. This increases the track by 20mm in total (10mm each side) and it also features a 25mm suspension raise in the front and 15mm raise in the rear to better balance the body out.The star of the show is the Premcar-tuned suspension package, which consists of a set of customized Monroe shocks front and rear and new jounce bumpers (bump stops) which both help to smooth out the flaws in the factory ute’s ride.Mitsubishi has adorned the ute with some Ralliart-inspired decals on the lower parts of the doors and added gloss black overfenders to account for the wider track. It has also added Mitsubishi-branded matt black side-steps, a sports bar over the tray and a Raider-badged bash plate for underbody protection.Inside may come as a bit of a disappointment, with the brand playing it very safe by only adding Raider stitching to the front headrests and a Raider badge on the transmission cladding.In the pictures, it doesn’t look all that different from a regular Triton GSR, but once you see it next to a standard version of the ute, it’s evident how much tougher this package looks. Some may think it hasn’t gone far enough, but I think others will appreciate the subtlety on offer here, too.There are also an array of minor MY26 upgrades which shouldn’t be forgotten, particularly the new Yamaha performance dampers fixed horizontally to the front and rear frame rails which help to iron out some of the existing ladder frame jiggle. More on how it drives later.Buyers will be happy to know this new Raider variant maintains the ute’s 3500kg towing capacity, and this one also maintains a payload of 990kg, which is pretty solid for a dual-cab in this class.Again, some may be disappointed to see the brand hasn’t provided a boost in power to go with the Raider’s tough looks, it carries over the same 2.4-litre twin-turbo diesel engine from the rest of the Triton range.It provides 150kW/470Nm, which is fine, but maybe not particularly impressive when measured against Ford’s 3.0-litre V6 diesel (184kW/600Nm). Mitsubishi is banking on its track record for dependability, which it says, along with the cost of upgrading, is the main reason it stays the same under the bonnet.It also carries across the usual six-speed traditional torque converter automatic, paired to the brand’s signature 'Super Select II' system which is capable of running in permanent '4H' (4WD high-range) mode while including a 2H (2WD high-range) setting for fuel efficiency and a 4L (4WD low-range) mode for more challenging terrain, alongside a rear differential lock.Is the Triton Raider any good to drive? In short, yes.This is the definitive edition of the Triton for now. It’s rare for a car to live up to everything the brand wants to shout about, but this one is impressive to steer, with so much of the potential of this Triton’s platform explored.It feels far more confident on the tarmac, with very linear steering and excellent on-road manners, while on the rough stuff, where it’s really meant to shine, it excels.The Raider ate up the trails we had the chance to sample at an off-road test facility, whether it was articulation, loose surfaces, steep declines, or mogulled-hills, with seemingly plenty of breadth of ability left over.The already-good traction systems no doubt helped the ute along, with the only eyebrow-raiser I found being the square and upright bonnet with the extra lift making it tricky to see the terrain in front of you at times when descending.The engine, too, could potentially be a weak point if you were to venture into particularly muddy or sandy conditions, with it needing a proper push of momentum on the steeper climbs. Hopefully the topic of a test for another time.Overall though this is an impressive, well thought-out and properly tested halo variant, with Premcar working its magic to elevate the Triton further than expected.Mitsubishi says to expect 7.7L/100km of diesel consumption, but don’t be surprised to see at least 8.0L+ as we saw in our test cars.Importantly, Mitsubishi backs the ute and all of these additions with its conditional 10 year/200,000km warranty promise (provided you keep servicing at an authorised Mitsubishi dealer after the five year mark).It has a matching 10 years of capped price servicing and 10 years of roadside assist. Workshop visits will set you back an average of $675.30 per year for the life of the warranty.

We’ve been waiting a few years for Volkswagen and Walkinshaw to fully reveal its latest creation and now it won’t be long until it's on public roads.Following the success of the original Volkswagen Amarok W-Series of flagship utes, there has been a lot of hype surrounding what the German carmaker is planning for its current-generation model which shares its platform with the Ford Ranger.Dubbed the Amarok W600, Volkswagen revealed some initial details of this locally fettled ute late last year, but ahead of its launch in August, CarsGuide was given the opportunity to test out the ute at Holden’s former proving ground at Lang Lang, Victoria.Volkswagen and Walkinshaw claim the Amarok W600 is the ‘ultimate driver’s ute’ and it has been modelled as a more street-focused, performance model, like the previous Amarok W580S. This contrasts against key rivals like the Ford Ranger Raptor, Isuzu D-Max Blade, Mitsubishi Triton Raider and Nissan Navara Warrior which are off-road-focused.Highlight changes include new 20-inch alloy wheels that are 10 inches wide and wrapped with Michelin Pilot Sport 4 SUV tyres, a dual side-exit exhaust system, a bespoke Koni suspension set-up with a Walkinshaw tune and the fitment of a 22mm rear anti-roll bar.Other niceties include electric side steps, Walkinshaw embroidering on the leather-upholstered seats and aluminium sport pedal covers.The Amarok W600 has a tough and menacing stance. There are wider wheel arches to cover the fatter wheels, plus a unique front fascia with a W motif in the grille and a light bar connecting the headlights.One thing we don’t know yet is how much the tough looks and all of these performance additions will add to the price tag. For context, the current flagship Amarok Aventura caps out at $82,990, before on-road costs.The previous Amarok W580S was $7500 more than the Aventura at the time and if this price difference is carried over this could see the Amarok W600 be priced over $90,000.This is notable as the Ford Ranger Raptor is currently priced from $90,690, before on-road costs.Wherever VW lands will be interesting as the Amarok W600 has an unchanged 3.0-litre V6 turbo-diesel engine that’s available on other trim levels, as well as in the Ford Ranger.It produces 184kW and 600Nm which is 16kW less and 20Nm more than the previous W580S which also had a 3.0-litre V6 turbo-diesel but it was sourced in-house.Also unchanged are the braked towing and load-carrying capacities. Volkswagen has confirmed the Amarok W600 retains a 3500kg braked towing capacity and will have a payload capacity close to 1000kg.Exact figures, including the kerb weight, haven’t been confirmed yet.Something Volkswagen has locked in though is a standard-fit 17-inch steel spare wheel even though Walkinshaw ensured there is enough space to fit a full 20x10-inch alloy. This means you’ll likely need to travel at reduced speeds when it’s fitted. That’s not ideal for this type of vehicle.We had the opportunity to sample the Amarok W600 back-to-back with the regular Amarok TDI600 Style across a series of scenarios at Lang Lang and the differences are pronounced.One of the most obvious changes behind the wheel is the tyres which offer fantastic grip. They were put to the test on a rather rainy day and held up very well.Also impressive is the improved braking performance. It’s noticeably better than the regular Amarok and goes to show how much braking can change with different tyres as the braking system itself hasn’t been altered.Additionally another major area of change with the Amarok W600 is how it rides and handles. The Koni-sourced suspension and damper package helps make this ute feel a lot more planted during hard acceleration and braking.Plus, the rear anti-roll bar helps keep the ute flatter through the bends. As a result it's more confidence-inspiring to drive spiritedly. You can focus more on the driving ahead than what the ute is doing.My only criticism of the package is that you can feel more pimply bumps and road imperfections in the Amarok W600 compared to the regular Amarok. It’s unclear if this is the suspension, larger wheels or a combination of both.Plus it’s worth noting that Volkswagen and Amarok may still fine tune the suspension in this ute ahead of its launch in August.

A new entry-level engine is the big news in Ford's latest upgrade of the Ranger dual-cab. Gone is the old two-litre turbo-diesel with its twin turbochargers and 154kW, and in comes a simplified, unit with one less turbo and 29 fewer kiloWatts. But the pay off should be in long-term ownership cost. But what does that mean in the meantime? And does this make the V6 diesel even more attractive?