Ute Reviews

When it comes to owning a ute compromise has always been the order of the day, a trade-off between cabin space and load capacity.Holden has added one more to the equation with its new dedicated gas Commodore and it's all to do with the spare wheel, or lack of it, as the case may be.PRICE AND EQUIPMENTLPG prices have dropped again to lows of 60c a litre and below, or less than half that of 91 RON petrol. At 60c a litre, the cost of LPG to travel 10,000km in a dedicated gas Commodore ute is about $750.The base Omega is priced at $37,990 and the SV6 is $41,990 and comes with a tyre inflation kit (a can of sealant and an air compressor) instead of a spare tyre as standard equipment or an optional (no cost) full-sized spare. Neither are entirely satisfactory.Clearly a tyre inflation kit is a worry in a vehicle expected to cope with everything from back paddocks to building sites and from multi-lane freeways to outback tracks.The can of sealant is suitable for small punctures of up to 6mm in the tread, but useless for anything larger or damaged sidewalls. Cracking a sidewall brings instant immobility.Holden says that once inflated the patched tyre should travel for 8km to distribute the sealant evenly and should then be repaired or replaced as soon as possible. None of these issues affect the optional full-sized spare, but location does.DESIGNThe switch to dedicated gas from the previous dual fuel system has come at a cost because of the redesign and relocation of the fuel tank. The new system has two parallel cylinders located under the floor of the tub at the rear axle where the spare wheel used to sit.The 16-inch steel spare (17-inch alloy on the SV6) bolts to the front floor of the tub where it takes up about half of the width of the tray and limits the types of loads that can be carried. But it does come with a security cap and can be removed to increase load capacity. The rival LPG Falcon still has a full-sized spare wheel under the rear floor of the tub.TECHNOLOGYDedicated gas engine is available with the 3.6-litre V6 Commodore engine in either base Omega trim or as an SV6. Engine output is 180kW and 320Nm, or 5kW and 3Nm more than than the previous dual-fuel engine, but 30kW and 30Nm less than the petrol 3.6-litre.Peak torque kicks in at 2000rpm, a useful 800rpm lower than the petrol engine, and peak power comes on at 6000rpm or 700rpm lower. The ute's official combined fuel consumption is 12.4l/100km, or about 1.6l/100km less than the previous dual-fuel engine.The economy gains come from tuning the engine to suit one type of fuel and the addition of a six-speed transmission replacing the previous four-speed. It is also cleaner, emitting 189 grams of CO2 a kilometre, easily passing the latest standards and scoring 4.5 out five in the Green Vehicle Guide.DRIVINGPerformance is close to the petrol version. Turn the key and the starter motor gives a couple of extra cranks before the engine fires. Step-off response is not quite as urgent as the petrol and it sounds a little coarser under load, but it is still a quick and lively performer. Most will be hard-pressed to tell the difference under the right foot.VERDICTDrivers will smile when refueling the 84-litre tank at current LPG prices, as long as they are wary of the extra weight behind the rear axle.Holden Omega LPG utePrice: from $37,990Engine: 3.6-litre V6 gas engine, 180kW/320NmTansmission: six-speed autoThrist: 12.4l/100km, 189 CO2 emissionsRIVALSFord Falcon LPG Ute EcoLPiPrice: from $31,490Engine: 4.0 litre, 6 cylinder, 198kW409NmTransmission: 6-speed sports automatic, rear wheel driveThirst: 13.9L/100Km, 226 CO2 emissions   Ford Falcon - see other Ford Falcon verdicts Holden Omega UtePrice: from $35,490Engine: 3.0-litre; V6 petrol; 190kW/290NmTransmission: 6-speed autoThirst: 9.6L/100km   Holden Commodore - see other Holden Commodore verdictsFord Falcon UtePrice: from $31,095Engine: 4.0-litre; 6-cylinder petrol; 195kW/391NmTransmission: 6-speed manual; 6-speed autoThirst: 10-7-11.7L/100km Ford Falcon - see other Ford Falcon verdicts  

If you are looking for a new one-tonne ute, you couldn't have picked a better time to go shopping. All of the main players have been upgraded within the past 12 months, most of them with new-generation models, so competition is fierce and prices are sharp. Holden's new Colorado range is a good example. Value & Models

The words "Chinese" and "quality" aren't often used in the same sentence in the automotive world.But that could change with the Foton Tunland one-tonne ute arriving in Australia in October. Rod James, spokesman for the importer, Foton Automotive Australia (FAA), says the high-quality international components and low price will attract strong interest.They are powered by a American Cummins turbo-diesel engine married to a German Getrag five-speed short-shift manual gearbox and American Borg-Warner transfer box with German Bosch and Continental electrics, American Dana rear axles, a "proper" box chassis and leather interior."It's the first vehicle out of China that is truly a world car with a brand new platform and quality componentry, plus it's a good-looking vehicle," he says. "What's come in from China so far are vehicles that are being sold domestically in China on price alone."This vehicle comes with an expensive Cummins engine tested to 1m kilometres with a minimum failure rate."The Foton Tunland will initially arrive in basic five-seater dual-cab layout at $29,995 on the road for the two-wheel-drive model up to $36,990 for the luxury model with four-wheel drive. Optional cloth upholstery will cost about $1000 less.That compares with the Chinese Great Wall ute which starts at $17,990 for the V240 single cab. James says future Tunland models will include cheaper single cab and extra cab with a 1.8 tonne extended tray."We can't reveal our sales targets at the moment, but they are reasonably modest at first," James says. "On early indications, with the componentry and price, we believe there will be a reasonable market share there."FAA, which is a joint venture between management company NGI and bus importers the Phelan family, has 15 dealer outlets with a target of 60 sites over the next three years. They will have a three-year 100,000km warranty with a five-year paint and corrosion warranty and 10,000km service intervals.While the first models will arrive with the Cummins ISF 2.8-litre turbo diesel engine and five-seed manual short-shift gearbox, they will be followed by a 100kW 2.4-litre petrol engine and six-speed ZF automatic transmission.There are push-button controls to switch between four and two-wheel drive on the fly and high and low ratios when stopped. It sits on a ladder-frame chassis with a live Dana rear axle and leaf springs and double-wishbone front suspension, with wide Chinese Savero tyres (245/70 R16) and 17 and 18-inch options available.It's missing Bluetooth, aux input and USB inputs but it does have four auto windows with the driver's window also auto up. James expects a four-star safety rating. It comes with reverse sensors and braking is assisted by anti-lock brakes (ABS) and electronic brake distribution (EBD) and as yet doesn't have stability control."They've been tested by (Euro) NCAP at four stars and we are expecting the same," James says. "The only thing it lacks is five airbags. There are only two at this stage, but we have no fears that it will get to five stars reasonably quickly." It doesn't have reach-adjustable steering, but does have rear parking sensors.It looks very American with an imposing chrome grille and some nice cosmetic touches. The bodywork gaps are small and consistent, the door seals are generous, there are extended mudflaps, side steps, fog lamps, big back doors, truck-size mirrors and the rear tray was sprayed with a liner which is an option.However, there is some unfinished bodywork around the back window and rear bumper and the wheel arches are uncovered which means a lot of noise over gravel. Inside is leather upholstery, wood trim highlights, basic switchgear and plastic trim that is hard, but reasonable quality with matching colours.The front bucket seats are flat with little support and you tend to slide around on them. James points out that the Tunland is "longer, wider and higher" than the Toyota HiLux which has become Australia's top-selling car in the past few months.Towing capacity is currently listed at 2.5 tonne, but James says that could be uprated. "It has the capacity to tow a lot more. Our engineers have tested it and they are all sure it is at least three tonnes," he says. It has a healthy 210mm of ground clearance, but a wide 13.5m minimum turning circle.There are only two cars in the country doing the rounds of dealers and we had a chance to drive one a short distance around town. When it fires up the Cummins engine has the usual diesel rattle but it's not invasive, especially when the revs pick up.The engine pulls firmly from 1800 revs and feels smooth and powerful. All the pedals feel mushy which is a contrast to the heavy and notchy gearshift. Steering is also on the heavy and numb side.

Volkswagen has upgraded its Amarok utility with the addition of a single cab and automatic transmission options, together with increased power. All features that are sure to expand the appeal of this popular vehicle to trade buyers.TECHNOLOGYVolkswagen Australia launched the first auto Amarok this week, opting not to use VW's own DSG transmission in favour of the eight-speed ZF torque converter box much more suited to off-road work than the harsher dual clutch transmission. The ZF option adds $3000 to the bottom line over the six speed manual variants. At the same time Volkswagen launched a single cab range to bolster Amarok's dual cab, launched 18 months ago. All models are powered by 2.0-litre turbo-diesel or petrol engines with varying power and torque outputs.Until now Amarok only came with a six-speed manual shifter, limiting sales for the non-workhorse or sports/leisure buyers. An eight-speed auto is a first for the segment, eclipsing the new Mazda BT50/Ford Ranger duo that offers a six speed auto. The new transmission adds to Amarok's braked towing ability with auto models able to haul 3000 kg, a figure that now applies across the range.The ZF transmission has a crawler first gear, enabling it to rock hop like a traditional 4WD, tow heavy loads, as well as climb steep inclines – while eighth gear is an overdrive. This allows the 2.0-litre turbo-diesel to saunter along at 1800 rpm while cruising at 110 km/h giving excellent fuel consumption.Even before the addition of the ZF auto transmission Amarok was the most refined of all the dual cabs, including the new – and highly capable – Ford Ranger/ Mazda BT50 duo. The option of the transmission and associated off-road technology takes Amarok to a new level, more SUV-like, and also has technical implications for the so-called soft-roaders with small four-cylinder engines.At the same time Volkswagen upped both power and torque in the 2.0-litre bi-turbo-charged four cylinder engine from 120 kW to 132 kW. Torque for the auto shifter leaps to 420 Nm, while the manual variant remains at 400 Nm. Fuel consumption drops to 7.6 litres/100km.Volkswagen uses the same 2.0 litre high-torque engines found in the Amarok dual cab range, the TSI300, TDI340 and TDI400. (These figures relate to torque output). Buyers can choose between rear wheel drive or 4MOTION AWD with low range in the TDI400 only. All have a six speed manual shifter. Recognising the workhorse role that single cab utes play Volkswagen offer a standard electronic differential lock plus on 4MOTION models a standard mechanical diff lock on the rear diff, while a rear diff lock is a $790 option on 2WD models.DESIGNThe new single cab Amarok range completes the Amarok stable in Australia. The single cab utilises the same vehicle length and wheelbase as the dual cab Amarok, but the tray bed is 2205 mm long – 650 mm longer than the dual cab - and wide enough to load pallets. The tray can take two pallets loaded sideways and still has 60 centimetres spare length.The load gap between the arches is 1.22 metres. The all-up total area is 3.57 cubic metres while there are six load-lashing rings fitted as standard. A Volkswagen Australia designed tray sells for around $2100 fully fitted by VW dealerships. There's also enough space behind the seats to store small luggage, lap tops etc.TOWINGThe single cab has a heavy duty suspension able to carry a payload of between 1174 kg and 1394 kg depending on the model. Towing is rated at 3000 kg with 300 kg of downball weight. Across the Amarok range stability control and brake assist are standard.DRIVINGThe transmission has three modes, drive, sport and manual and is connected to Volkswagen's proven 4Motion AWD system. In manual AWD Amarok models the low-range transfer case remains for the 4Motion system.The addition of an eight-speed ZF transmission to the Volkswagen Amarok utility could revolutionise modern thinking when it comes to commercial workhorse/recreational vehicles. Without the benefit of a heavy and costly transfer case with low range options, the new automatic Amarok made a mockery of the steep hill climbs – even without the assistance of the standard rear differential lock. The Amarok off-road package includes a button that activates hill descent assist. This is also clever technology that allows the driver to select the hill assist speed required for the descent. We set the speed in various situations between as little as 3 km/h up to 30 km/h, just by feathering the brake pedal. It is a brilliant system for crawling down the steepest of inclines.VALUEAfter three days of putting the Amarok auto through the ringer there is only one conclusion: Volkswagen's auto Amarok changes the goal posts for the commercial and recreational/sports utility segment.

It’s a battle of the giants. Volkswagen’s Amarok is taking on a Titan: the sales-topping Toyota HiLux.The Amarok range has just been bookended with a single-cab version to attract the tradies, and an eight-speed auto – the first in a ute here -- for the weekend warriors (and tradie bosses).So badge snobbery comes to the building site, and cashed-up contractors can get a European vehicle to broadcast how well they’re doing.PRICE AND MODELSThere’s a dizzying list of 24 different models by the time you choose from the 2.0-litre petrol and diesel engines, bodies and spec: Trendline, Highline and Ultimate.The single-cab chassis models start from $24,490 for the 118kW/300Nm 2.0-litre turbo petrol (with a six-speed manual driving the rear wheels) and move to $27,490 for the 90kW/340Nm turbodiesel version, while the 4WD 120kW/400Nm turbodiesel will ask from $35,490 (with ute bodies adding an extra $1500 across the range).Dual-cab chassis versions kick off with the rear-drive six-speed manual 90kW/340Nm TDI from $30,490, followed by the 118kW/300Nm TSI from $31,090, and the intercooled twin-turbo 120kW/400Nm TDI at $32,490, with the last of those getting 4WD for $41,490.The eight-speed ZF conventional auto – VW’s dual-clutch boxes slip too much for offroading -- arrives only with the 4WD 132kW/420Nm dual-cabs, starting from $44,490 and topping out at the $61,490 Ultimate spec. A couple of price tags down is the one we tested at $53,990 in mid-spec Highline -- $3000 more than the manual version, but partly because VW has carved $2000 off the latter’s price.At this level you get a decent six-speaker audio system, Bluetooth streaming and dual-zone climate control on the goodies list. Our test ute had VW’s ‘4Motion’ full-time AWD with a Torsen centre diff that normally runs 40:60 front/rear, but varies on demand to deliver outputs to the wheels with best traction.The ZF usually starts off in second gear on bitumen, because it has an ultra-low first ratio for general offroading – plus a selectable offroad mode for serious clambering that adjusts the stability, traction, brake and electronic diff lock responses.Our test ute bounced around on the standard heavy-duty leaf-spring suspension, begging for a load in the tray. There’s a no-cost comfort suspension option for those who don’t have a heavy toolbox to calm things down, but it drops the payload by 220kg (to 740 on ours).DESIGNIt’s high, wide and handsome. Squared off lines give the body a tough and purposeful look, set off in our Highline with stainless steel rear bumper, side-steps and sports bar - but undermined by looking a bit undershod with 17-in alloy wheels nowhere near filling the cavernous flared wheel arches. Legroom and shoulder room is great front and back, so there’ll be no bromance taunts. The interior is clean and hardy, but still manages to add a slight touch of premium in the trim and equipment, with intuitive controls from big chunky buttons. No flimsy hipster switchgear here, mate. The clip-on cupholder looks like it won’t last 10 minutes sticking out of the dash, and the glove box is ludicrous, with barely space for a notebook unless you remove the owner’s manual. But there are plenty of storage spaces around the cabin, including underseat bins and massive door pockets. There’s also enough space between shifter and centre console bin to look at mounting a small laptop. You have to applaud three 12v outlets in cabin and another in the tray, plus a light back there – no more fumbling around in the dark.SAFETYThe Amarok led the ute world with a five-star ANCAP safety rating, and gets dual front and front-side airbags - although it misses out on curtains -- anti-lock brakes with electronic assistants, stability and traction controls, plus trailer sway control.DRIVINGThe ZF gearbox is slick and refined, and comes into its own at both ends of the scale, with first giving decently low crawling ability, and eighth offering economical highway running around a relaxed 1700rpm. But the auto is keen to make the best of any economy opportunity by heading up towards eighth gear, and when you kick, it often goes down two cogs.Slipping into manual mode gets clearer response for overtaking, but a whole lot more noise from under the bonnet, and most of the time it’s well-sorted enough to work out what it needs to do in auto. It’s hard to believe the torquey engine is just two litres, with its ability – and sometimes its noise – punching well above that size.A glance at the fuel economy is the compensation, with it happily averaging mid 9s over a mixture of low-gear dirt crawling, highway cruising and suburban frustration. Apart from the empty tray making for some bouncing over uneven surfaces, it’s surefooted and well-behaved, and ride comfort is exceptional for a big ute. And big it certainly is. Impressive on the street, but even with the cabin’s good visibility, the rear parking acts are a blessing to wedge the beefy tail into place.VERDICTYou might scoff about badge snobbery – or cog-upmanship – hitting the building sites. But overall this is a solid blend of hardy workhorse and some creature comforts that make working life a bit more bearable.

These utes were rough as guts a decade ago and few families could put up with them, but they have advanced to the point of being a realistic family car option.With the ability to work hard but also lug boats, caravans and trailers of up to 3500kg as well as cross rivers, conquer mountains and pick up the shopping, it's easy to see the appeal.A wave of new family friendly trucks has arrived in the last two years, lead by the Volkswagen Amarok, Ford Ranger, Mazda BT-50 and now the new Holden Colorado. CarsGuide assembled the challengers and the reigning sales champion, the Toyota Hilux, at the Melbourne 4x4 Training and Proving Ground in order to pick one winner.A recent facelift upped content and lowered prices Customers can choose from a thirsty 4.0-litre petrol V6 (175kW/376Nm) or a 3.0-litre four-cylinder diesel (126kW/343Nm), which lags behind its rivals when it comes to low down lugging (torque).While six gears are common these days, the Hilux makes do with a five-speed manual or optional four-speed automatic. Low range is selected with a lever, unlike the other models fitted with a simple dial.The tow rating is the lowest in the class, 1000kg below the maximum tow rating of the Colorado, which could be an issue for some.VERDICTThe interior is spacious and there are some smart storage areas, but the dashboard is old and plain despite a new colour centre screen.It managed the tough terrain with ease, but the Hilux goes to the back of the class due to its ordinary on-road dynamics and jumbled ride, which all points to an old body and chassis. Its engines and transmissions are also getting on.This might have been the benchmark seven years ago, but times have changed and the Hilux drives like an old-school ute.Toyota Hilux SR5Type: 4x4 crew cabPrice: $50,990Engine: 3.0-litre four-cylinder turbodieselPower: 126kW at 3600rpmTorque: 343Nm at 1400rpmTransmission: Five-speed manual, optional four-speed automatic ($2500)Towing: 2500kgPayload: 835kgFuel Economy: 13L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe Amarok was new last year and bucked the trend with a small 2.0-litre diesel which it fits with one or two turbos depending on the model.Our test ute has the 120kW and 400Nm version which is especially economical (7.9L/100km). Right now a six-speed manual is the only option, but an automatic is coming this month along with more power and torque. The tow rating is a little low at 2800kg, but should increase too.It has all the safety gear but there is no airbag coverage for the rear seats.VERDICTThe Amarok is one of the best in class, with a spacious interior, good cargo area and relatively good handling. The engine is underwhelming in this category. It needs to be pressed hard and, as a result, can get intrusively loud.The Amarok is also too easy to stall at low speed. Its manual gearbox is crisp and shifts easily. An auto version of this should be good, but we'll have to wait and see.The interior is quite plain and drab compared to the Ranger, but it is all very practical. There is no Bluetooth, which is a glaring omission (we're told it is coming soon).Volkswagen Amarok Highline TDI 400Type: 4x4 crew cabPrice: $52,990Engine: 2.0-litre four-cylinder twin turbodieselPower: 120kW at 4000rpmTorque: 400Nm at 1500-2500rpmTransmission: Six-speed manual, no automatic optionTowing: 2800kg (braked trailer)Payload: 992kgFuel Economy: 7.9L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags (not curtain airbags).This is the newest truck on the block and has the highest towing rating of 3500kg. It's built off the same base as the Isuzu D-Max but is significantly different. The base Colorado gets a 2.5-litre four-cylinder diesel with 110kW and 350Nm.A strong 2.8-litre four-cylinder turbodiesel is standard on the higher spec models and provides 132kW and 440Nm. This jumps to 470Nm when customers order the optional six-speed automatic, though power remains the same.VERDICTIt isn't the sharpest tool in this shed, but the Colorado still has a lot going for it. The big Holden is comfortable around town, but its soft suspension means it moves around at higher speeds on bumpy roads. It doesn't like corners you need to turn the wheel a lot to get around tight ones.The 2.8-litre engine is the loudest, but the pitch is not irritating. It pulls as hard as the BT-50 and Ranger five-cylinder. We like the very roomy interior, but the dashboard of the high-end LT-Z looks cheap with ordinary plastics and a retro digital display.Holden Colorado LT-ZType: 4x4 crew cabPrice: $49,990 (plus $3230 hard tonneau and snorkel)Engine: 2.8-litre four-cylinder turbodieselPower: 132kW at 3800rpmTorque: 440Nm at 2000rpm (auto 470Nm)Transmission: Five-speed manual, six-speed automaticTowing: 3500kgPayload: 1000kgFuel Economy: 9.1L/100kmSafety Gear: Electronic stability control, front driver and passenger airbags, side curtain airbagsLike its Mazda twin, the Ranger is new except for its revised engines. Entry level Rangers are sold with a four-cylinder petrol engine. Then is a choice of a 2.2-litre four-cylinder turbo diesel (110kW and 375Nm) and a 3.2-litre five-cylinder (147kW and 470Nm).Shared with Mazda, these are the strongest in the class. Transmission choices are a six-speed manual or six-speed automatic. The maximum towing capacity is a considerable 3350kg.VERDICTThe Ranger XLT comes with the most gear, but is also the most expensive. Its interior is spacious and practical and the dashboard and instrument cluster is stylish (in a masculine way) with a high quality colour information display and quality surfaces.The 3.2-litre engine sits at the top of the class in terms of performance, but (as is the case with the BT-50) makes a slightly annoying and inconsistent rattle (injectors apparently).The ride is better than the Mazda's but firmer than the others. The upside is brilliant handling and excellent suppression of big bumps, especially on country roads. We also like the sharp and direct steering and quiet cabin.Ford Ranger XLTType: 4x4 crew cabPrice: $53,390Engine: 3.2-litre five-cylinder turbodieselPower: 147kW at 3000rpmTorque: 470Nm at 1500-2750rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1041kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe BT-50 is the same as the Ranger under the skin, but Mazda and Ford came up with their own interior and exterior designs. It is available with a 2.2-litre four-cylinder turbo diesel (110kw and 375Nm) or a 3.2-litre five-cylinder turbo diesel which pumps out a handy 147kW and 470Nm.You can have a six-speed manual or six-speed automatic. The maximum tow rating for the big Mazda is a respectable 3350kg. Mazda fitted the test BT with a bull bar and alloy wheels which cost $6540.VERDICTThe BT-50 has much the same strengths as its Ranger twin, including strong engines, but there are some differences. Firmer suspension tuned for sportiness, means a fidgety ride on imperfect roads. The interior is plain, but the quality is excellent.BT-50s are cheaper than rival Rangers (about $4000 in some cases) but usually have a little less gear. Then there is the appearance. It is ugly and looks like a Ssangyong. The bull bar covers up the worst elements, but costs more.Our BT-50 suffered a mechanical problem in the middle of a water crossing, which the other vehicles managed repeatedly without incident. It has been trucked back to Mazda for a diagnosis.Mazda BT-50 XT-RType: 4x4 crew cabPrice: $48,810 (plus $6540 bull-bar and wheels)Engine: 3.2-litre five-cylinder turbo dieselPower: 147kW at 3000rpmTorque: 470Nm at 1750-2500rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1097kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsCONCLUSIONThe Hilux might top the sales charts, but the ageing warrior finishes a clear last in this company. We'd be happy to recommend the Volkswagen, Ford, Holden and Mazda, which all demonstrate how far crew cab utes have come.An underdone engine and lack of automatic transmission knocks the Amarok out of contention in this test, along with a plain interior and some missing gear, but upcoming changes could put it back in the hunt.The buff Colorado is a comfortable cruiser and its engine is a bit rough but it lugs along without fuss. Ordinary handling and a cheap interior prove the difference here but it is surprisingly easy to live with.That leaves the twins. The engines can be intrusive and automatic transmissions can hunt but they are clearly the best trucks here. The BT-50 is the best value for money, but has an uncompromising ride and plain cabin. Sadly, the awful styling will put off many buyers.The pricier Ranger does everything the Mazda does, but rides better, has a bit more equipment and looks great. Its superior interior seals the deal.Others:Nissan's Navara is old, but good. New pricing makes it worth looking at. The new D-Max is Isuzu's take on the Colorado and is a contender. Mitsubishi's Triton is in the same class as Hilux: its best days are behind it.

The market for dual-cab light-commercials is no longer just the realm of mining company fleets, the user-chooser tradie brigade is leading the charge to get something that tows the tools and the toys.Finding a dual-cab that can do that without alienating the family is also a plus, something that Ford’s Ranger is aimed at doing. We’re in the XLT six-speed automatic 4WD, which is knocking on the door of $55,000 but has a broad breadth of abilityThe XLT with six-speed automatic (a $2000 impost) has plenty of standard gear, USB and Bluetooth equipped six-speaker sound system, as well as Bluetooth phone connection, cruise control, an auto-dimming centre rear vision mirror, power windows, an alarm, automatic headlights, rain-sensing wipers, tilt-only (where’s the reach?) steering wheel with cruise, audio and phone controls, 17in alloys, a cooled centre console, several 12-volt outlets (including one on the rear tray), rear parking sensors, side steps, dual-zone climate control and carpeted floors.While not absolute cutting edge technology, the 3.2-litre five-cylinder turbodiesel engine pinched from the UK’s Transit van is reasonably civilized in developing 147kW and 470Nm.The peak torque is on offer from 1500 through to 2750rpm - 90 per cent of that between 1700 and 3500 rpm so there’s no shortage of pulling power.The six-speed auto in the Ranger has plenty of smarts and works well with all the torque on offer, removing some of the snatchiness found when swapping cogs with the manual. What will also be useful is the low sipping rate from the 80 litre fuel tank that Ford claims 9.2l/100km and 246g/km. We finished up with a trip computer that read 10.8 despite it being worked hard during our time in it.There’s no doubting this vehicle’s intentions, with a broad, squared off snout that says ‘I’m a truck and proud of it,’ and its no surprise it’s not being sold in the US, as it would take plenty of sales from the F-Series. The big front-end isn’t pretty but it has presence and purpose, the latter being carried through its 5.3m of overall length to the high-sided and lined rear tray, which has tie-down points.The cabin is roomy enough for four adults, and the engineering teams efforts to keep it well-insulated and quiet paid dividends. While the seats are a little flat there is good storage in the doors, centre console and beneath the rear seats.The Ranger boasts a five-star ANCAP rating and that’s no doubt due to the well-engineered structure and the inclusion of stability and traction control and six airbags.Having access to selectable 4WD on the go, as well as a rear diff lock, is also useful, as is the trailer sway control function within the stability control system, which is a reassuring back-up when you have a 3350kg braked towing capacity, which is top-notch in this segment. There’s also hill descent and hill start control systems.The big Ford was engineered for the globe by the boffins at Broadmeadows and it shows as soon as you go for a drive. It has a decent ride quality, good body control and steering that doesn’t leave you wondering anywhere near as much as its predecessor, or some of its competition.Only severe bumps unsettle an unladen rump and send a judder through the frame, but it all feels tighter and stronger. Twisting country roads (sealed or unsealed) are not beyond it either, although the Mazda twin has been set up more for that.A drive at the launch in both the six-speed manual and automatic transmissions showed the six-speed automatic is the preferred driveline - the poor cousin to the Falcons ZF six-speed has a manual shift option but it was rarely required as the Sports mode acquitted itself well, removing much of the snatch in the driveline that sometimes marred the manual.For towing or off-roading (or even pulling trees down, which it did with ease) there’s masses of grunt, with the rear diff lock equipped 4WD system making short work of most terrain. With 237mm of ground clearance, it’s only the compromised tyres that let it down in on some slipperier surfaces. More purposeful rubber would be a good replacement for the Jack of All Trades tyres that come standard.Ford's new Ranger will give the HiLux some genuine competition, with passenger car safety and connectivity, as well as genuine off-road ability and muscular towing capacities some tough decisions to make.

Last week Holden launched its all-new Colorado, now we have just stepped out of Isuzu’s D-Max. The two share a lot in common, at least on the surface. However, they two vehicles have a different look to one another and are built in two separate factories, although both are in Thailand.VALUEThe new D-Max starts at $27,200 for the manual single cab chassis model which previously cost $25,100. Prices go up to $51,700 for the new five-speed auto LS-Terrain. The top-spec car has a reversing camera, leather upholstery and a satnav system. Service intervals have been doubled to 20,000km and one year.TECHNOLOGYIsuzu Ute Australia is quick to point out that the D-Max uses Isuzu truck engines and transmissions exclusively. The company has made its name on durability and reliability and says the use of true truck drivetrains is an important factor in this. Keeping in mind that Isuzu trucks have been number one in the sales race in Australia for the past 23 years, we are inclined to respect the argument put forward by IUA.The powerplant is a 3.0-litre, four-cylinder, turbo-diesel and puts out 130 kW at just 3600 rpm, the low revs showing the commercial nature of this engine. Torque is much more important than power and the Isuzu puts out 380 Nm between 1800 and 3600 revs. Engineers say they could have achieved quite a bit more torque but the most important factor in their design was that flat graph.Transmission options are five-speed manual and five-speed automatic. On the road and off, we found the engines to be superbly tractable and were able to hold onto high gears in the interests of lowering fuel consumption and emissions.Isuzu is importing the D-Max with both rear-wheel-drive and four-wheel-drive. Showing the tough nature of the typical buyers of D-Maxes is the fact that the majority of buyers have opted for 4WD. Nothing is likely to change this time around, so it looks as though these owners are serious.DESIGNThe cabin has plenty of legroom front and rear and my six-foot frame can sit comfortably behind itself with legroom and foot room that makes it fine for long trips.SAFETYSafety in the new D-Max is right up with that of the latest cars. It carries comprehensive crash avoidance electronics including ABS with force distribution and brake assist as well as stability and traction controls. Protection during a crash takes the form of six airbags and lap-sash safety belts in all seats.The D-Max has yet to be crash tested by ANCAP and Isuzu, always a conservative operator, won’t comment on an expected star rating. But the guys do sound very confident.DRIVINGWell aware that many dual-cab utes and pickups are being bought by Australians as family cars, not just light commercial vehicles, Isuzu has put a lot of effort into making them quieter, smoother and easier to drive than ever before.We were particularly impressed by the tight turning circle that made it easier to manoeuvre around town, but also on the harsh off-road tracks we traversed during our introductory drives in far north Queensland.Like any big four-cylinder engine the Isuzu powerplant has some vibration but we have felt worse. While you wouldn't mistake the D-Max’s interior for that of a large passenger car the big ute comes pretty close in terms of refinement and smoothness.We did some serious off-road driving in the Isuzu D-Max and it passed every test to which we put it; including slippery clay, very steep climbs and descents and driving on river sand.VERDICTNew Isuzu D-Max is a solid generation in front of the previous one and looks likely to continue Isuzu Ute’s sales success in Australia.Isuzu D-MaxPrices: from $27,200-$51,700Warranty: 3 years/100,000 kmResale: 52%Service interval: 20,000km/12 monthsSafety rating: 4 or 5 starsSpare: full-sizeEngine: 3.0-litre turbo-diesel 4-cyl, 130kW/380NmTransmission: 5-speed auto and manual; RWD/4WDBody: 5-5.3m (L); 1.7-1.9m (w); 1.7-1.8m (h)Weight: 1527-1935kgTowing: 3 tonneThirst: 8-8.3L/100km; 212-220g/km CO2

Australia is ute country. Our top-selling vehicle in May was a ute, the morning commute is packed with utes, the weekend beach run is dominated by them and we are the second-biggest market in the world for Isuzu's D-Max ute, after Thailand where it's made.We were led to believe the new D-Max would be a totally separate platform to the Holden Colorado (and previously Rodeo). However, the two still share chassis, body panels and much of the interior, except for instruments and some features. That's not a bad thing; the new Colorado is a bolder, bigger, safer, more powerful and frugal machine and so is the D-Max.VALUEIsuzu Ute Australia spokesman Dave Harding says prices are up "slightly" even though it has much more safety and creature features. The new D-Max starts at $27,200 for the manual single cab chassis model which previously cost $25,100."But you get a lot more car for your money," Harding says.Prices now range up to $51,700 for the new five-speed auto LS-Terrain, almost $10,000 more than the previous flagship model. The top-spec car not only has a reversing camera, but also leather upholstery and a satnav system with 10,000 off-road destinations and live traffic updates. Colorado doesn't have satnav available.Value is further increased by a doubling of the service intervals to 20,000km and one year. Isuzu does not have fixed-price servicing like some of its competitors such as Holden, although they are "considering it".TECHNOLOGYThe biggest difference between the Isuzu and Holden is in the powertrain. While the Colorado has two diesel engines: a 2.5-litre (110kW/350Nm) and a 2.8-litre (132kW/470Nm), Isuzu has refined its 3.0-litre diesel engine for more power (130kW up from 120kW) and torque (380Nm up from 333Nm).Meanwhile, fuel consumption is down from 9L/100km to 8.1-8.3, which is better than Holden's more powerful unit. It still has a five-speed manual transmission, but it has developed a super-smooth and responsive five-speed auto to replace its somewhat outdated four-speed box. While Holden has a six-speed auto, the extra gear really isn't missed in the Isuzu. Tradies will welcome iPod and Bluetooth connectivity throughout the range.DESIGNIt is longer, wider, bigger inside, with a larger tray and more muscular, flared guards, just like the Holden. But with that bold chrome grille and big door handles - all the better for tradies wearing gloves to operate - somehow it seems more purposeful. "A tool, not a toy," says Harding.Aerodynamics were tested in the same wind tunnel used for the Japanese Bullet train and have been improved for a quieter ride and better economy. Beach anglers and off-roaders will welcome the increased clearance and better approach, departure and breakover angles.SAFETYIsuzu has joined Holden in hoping their new utes will join the Ford Ranger, Mazda BT50 and Volkswagen Amarok with a maximum five stars in the Australian New Car Assessment Program (ANCAP).While there is no schedule yet for ANCAP testing, Isuzu believes its new model will record maximum safety stars. Harding says the D-Max will have "the same safety features or better than its competitors"."We're aiming for the highest possible score," he says."But we're not speculating on scores and there is no schedule yet for testing."The superseded D-Max has a poor three-star rating against much of the competition which has four stars. However, with the federal government and BHP Billiton recently announcing their fleets will be all five-star vehicles, Isuzu needs to score maximum points. Harding says the improvements are largely in the area of pedestrian safety which held its current scores down.The new model features recessed headlamps, impact absorbing bonnet and front design that will lift a pedestrian rather than run over them. It also comes with six airbags across the range, stability control and advanced brakes in all models and a reversing camera in the new top-of-the-line LS-Terrain model.DRIVINGIsuzu launched the D-Max with a comprehensive and varied drive from Port Douglas in North Queensland. It included straight highway, twisting tarmac, rainforest gravel roads, sandy creek banks and some radical clay and loam hills. On the highway, the new aerodynamics and extra sound dampening in the cabin made for a quiet drive while the longer wheelbase makes it more composed and stable.The twisty tar revealed a settled vehicle with slightly less "squishy" suspension than before. It's still a small truck, but it behaves with more car-like handling thanks to its independent front suspension, stiffer rear leaf springs and more rigid chassis. Up these mountain passes, the extra torque of the diesel engine is perfectly matched to the spread of gears in both the manual and auto.Hitting the gravel road didn't increase the cabin noise greatly although we are concerned about the life of some of the flimsy wheelarch plastics. Here the ute was fun in rear-wheel drive, but safe and predictable in high-range four-wheel drive which can be selected on the fly up to 100km/h. Even with tyre pressures at normal road levels, the ute churned effortlessly through deep sand in low-range 4WD.It also tackled some of the steepest ascents and descents thanks to its traction aid system which brakes free-spinning wheels and delivers traction where needed. The Clarion satnav and entertainment system is a delight to use in the new top-spec LS-Terrain, but it means it loses the audio controls from the steering wheel.Cabin comfort is fine for five adults in the crew cab, which will be the most popular variant, and there is added practicality in the space cab now with "suicide" (front-opening) rear doors that include the structural B pillar. The interior is very similar to the Colorado, even down to the hard and cheap-looking plastics. The only real difference is the satnav and some of the instruments.VERDICTIsuzu has refined the product, added more features and most importantly increased safety making this ute a must-consider for families and fleets.Isuzu D-Max Crew, Single & Space CabPrices: from $27,200-$51,700Warranty: 3 years/100,000 kmResale: 52%Service interval: 20,000km/12 monthsSafety rating: 4 or 5 starsSpare: full-sizeEngine: 3.0-litre turbo-diesel 4-cyl, 130kW/380NmTransmission: 5-speed auto and manual; RWD/4WDBody: 5-5.3m (L); 1.7-1.9m (w); 1.7-1.8m (h)Weight: 1527-1935kgTowing: 3 tonneThirst: 8-8.3L/100km; 212-220g/km CO2

Holden has given its Colorado a Brazilian for 2013, with the vehicle emerging bigger, tougher and more sophisticated than before - and a lot better-looking too.Carefully designed to tread the fine balance between weekday workhorse and weekend warrior, it  claims class-leading towing and serious 4WD capabilities with spacious cabins and lots of safety and comfort features.The new macho-faced Colorado was designed in Brazil, is built in Thailand and has undergone 2.5million km of development in five continents.Colorado comes in three body styles: singe cab, space cab and crew cab, four spec levels in DX, LX, LT and LTZ, two and four-wheel drive and power  is by a new Duramax 2.5-litre turbo-diesel in the base DX single cab and a 2.8-litre turbodiesel in the rest.The 2.5-litre unit delivers 110kW and 350Nm while the 2.8-litre produces a lusty 132kW and 470nm. The motor is built at GM's new facility in Thailand and has the sophistication of common-rail injection and a variable geometry turbo. All Colorados are diesel-powered, all can handle a one-tonne payload and the 2.8-litre models have a towing capacity of 3.5tonnes. Transmission is a five-speed manual or an optional six-speed auto.Fuel economy is pretty impressive too: the 4x2 DX 2.5 returns 7.9litres/100km and we had no trouble bettering the claimed 9.0 in a top-of-the-Wozza LTZ 4x2 auto on a 200km run in country Queensland, with the computer indicating 8.5litres/100km.All models get ABS with EBD and stability control, twin front and full-length curtain airbags, aircon, aux power outlets, Bluetooth and iPod connectivity. LTZ has projector headlights, fog lights, an alloy sports bar, power seats, an eight-speaker audio system, 17inch alloys and leather and chrome highlights.The dash has twin glove boxes in its vast black plastic surface, with instruments in a neat binnacle. Seating and visibility are plus factors.These vehicles are frequently a family's one and only, and GM has opted to retain the basic leaf spring set-up at the back to handle loads. The front has an independent suspension with double wishbones and coils, and the compromise made our stint in a DX pretty firm compared to the luxurious LTZ, but the difference appears due to the extra weight of the LTZ.The 2.8-litre motor puts out 10 per cent more power and 40per cent more torque than the earlier 3.0-litre and it gives the vehicle good, smooth performance. The auto gearbox is a honey. Best too for offroad work.