Ute Reviews

Led by an engineering and design team based in Brazil (made up of representatives from GM's empire, including Australia) and built in Thailand, the all-new Holden Colorado will be sold in more than 60 markets.Already the third best-selling model in the Holden portfolio, the Colorado has racked up 1500 orders before going on-sale this week. With pricing from $26,990 to $51,990 covering three body styles, four trim levels and 14 different models there's a Colorado to suit just about everyone. And while many of its competitors offer the choice of both a petrol and diesel engine, Holden has opted to offer the choice of two diesels.Against the established players, the all-new Holden Colorado represents decent value. It will extend its capped price servicing to Colorado - that is: $295 per service for the first three years. At the launch, we spent the bulk of our time in the range-topping dual-cab LTZ ($49,990) which looks properly tough.It gets, as standard, things like 17-inch alloys (and a full-size spare), alloy sports bar and side steps, eight-way adjustable driver's seat, Bluetooth and iPod connectivity (as does every model), alarm, air-con and a multi-function steering wheel. No sat-nav to be had though.With more than 90 per cent of all four-wheel drive LCVs sold with a diesel engine, the petrol option won't be missed. Instead, there's the choice of either a 2.5-litre four-cylinder turbo-diesel making 110kW/350Nm at 2000rpm or a 2.8-litre four good for 132kW/440-470Nm.Bolted onto the back is the choice of either a five-speed manual or a six-speed automatic transmission. Fuel consumption ranges from 7.8-9.0L/100km for the 4x2 range and 8.1-9.1L/100km for the 4x4 range, and that's average rather than class-leading.What is class-leading, though, is the 3500kg braked towing capacity across the 2.8-litre turbo-diesel range. The 2.5-litre turbo-diesel-toting Colorado has a 3000kg braked towing capacity. And, impressively, every model in the line-up has a one-tonne payload. The four-wheel drive system is an electronic shift-on the fly arrangement (you can shift from 4x2 to 4x4 high-range at up to 112km/h) with a two-speed transfer case.The first vehicle to be designed at GM's design studio in Sao Paulo, the high-riding dual-cab looks every bit as attractive, nay, tough and muscular in the metal as it does in pictures. Climb inside and you're met with a stylish looking interior that's dominated by the cool-looking HVAC dial, it's just a shame that, even in the top-spec LTZ, the plastics are cheap looking and both hard and scratchy to the touch.There's plenty of room in the front and, despite the absence of reach adjustment on the steering it's a cinch to get comfortable behind the wheel. In the back, there's decent head, shoulder and legroom (which has been increased over its predecessor). As far as the tray's concerned, in the pick-up, it measures 1.48m x1.53m (wise) which is pretty good, but the four tie-down points don't seem to have been particularly well located and there's no lip on the tray.Holden is confident of good crash safety score. There are airbags for the driver and passenger as well as full-length curtain airbags for front and back seat passengers, stability and traction controls are standard, as is ABS with electronic brakeforce distribution, there are three child-seat anchor points across the back, as well as remote keyless entry, engine immobiliser and an alarm.Despite a healthy 470Nm from just off idle at 2000rpm, the Colorado doesn't feel particularly sharp off the line. This is probably due to the six-speed automatic (from the same family as the Commodore's transmission) which seems clumsy. Indeed, on part throttle, or in slow corners, the Colorado lurches from all to nothing and back again. It's better through faster corners.It doesn't deliver on Holden's claims for SUV-like ride and handling. It's soft at the front and hard at the back (thanks to the cart-sprung bum) and so tends to skip on bumps and have the traction control working over time in tighter corners, or on dirt. And this skittishness, in two-wheel drive mode at least, is exacerbated by the ponderous steering and the spongy brake pedal.Take the Colorado off-road and you won't be disappointed. If anything, it feels better in the rough stuff than around town. The ride settles down, and there's plenty of engine braking when you manually select a gear. But, we'll have a better handle on the Colorado once we've had it in the office and put it across our own test roads.

Give-me-room looks and a turbodiesel engine that's the equal of anything in its class makes the Ford Ranger XLT worth a drive for potential four-wheel drive utility owners. In double cab form the Ranger isn't just smart, it's a genuine alternative to SUVs for those willing to sacrifice a bit of load area for the

A tough-as-nails reputation perpetuated by the brand's marketing and stunts pulled by Top Gear in the UK have given the Toyota HiLux an enviable image.Not the prettiest light-commercial dual-cab on the lot, or the one packing the most punch or towing capacity, the Toyota HiLux still manages (with a fair bit of help from the mining companies and fleets) to top the nation's sales sheets in some months.The updated model dropped its price in the face of renewed competition from Mazda and Ford and remains a top-seller for the Toyota brand.VALUEWe've spent some time behind the wheel of the top-spec Toyota SR5 V6 petrol automatic, which did carry a $53,690 price tag but has been whittled back to $53,490.The model update brought a touch-screen 3D satnav and CD/USB/Bluetooth linked six-speaker  infotainment system, which has SUNA real-time traffic info for route choice and also gives audible speed warnings (which surprise a little the first time they occur when you're driving solo).The rear tray is also festooned with a new-look alloy sports bar. There's also a 17in alloy wheels (including a full-size spare), side steps, cloth trim, climate control, power windows, wheel controls for sound system and phone.TECHNOLOGYThis is not the segment where the latest and greatest in automotive technology appears - there are features in this segment that date back to the horse and cart (leaf springs), it sits on a ladder-frame chassis and the rear wheels are still retarded by drum brakes.That said, the four-litre petrol V6 does have variable valve timing and produces 175kW and 376Nm, channelling it to the rear (or all four) wheels via a five-speed auto.There are some high-tech touches to the infotainment system - satnav that has real-time traffic info and route information that estimates fuel use and CO2 emissions for your journey. The system also has a USB input as well as Bluetooth phone and audio link, but the phone set-up suffers for having the microphone in the dash and not somewhere up near the driver's head.DESIGNForm over function is not part of the LCV DNA - big, square, tall and with a tray, a bit of ground clearance (227mm) to get over the rough stuff and seating for five workers or the family on the weekends. The driver's seat doesn't offer masses of adjustment range and is also hampered by tilt-only steering adjustment, but a half-decent driving position is still achievable.The rear has a centre lap seatbelt which is not ideal, but the rear backrest and bench is not as near to a 90-degree angle as it used to be.There is some underfloor storage beneath the rear bench too, but if you have any desire to put a child seat in, allocate a little more time than average.SAFETYThe updated HiLux scores four stars from the ANCAP crash testers, which is an acceptable (says ANCAP) level for a light-commercial, although the new Ranger/BT-50 duo score five.The HiLux has anti-lock braking on the front disc/rear drum set-up, with electronic brakeforce distribution and brake assist, stability and traction control, dual front, front-side and curtain airbags. The front height-adjustable seatbelts have pre-tensioners and load limiters but the rear pew has a lap-only belt.DRIVINGThere are plenty of tradies that use these trucks to cart and tow work machinery during the week, then team up with the missus to throw the rugrats in the back and hook up toys to the towbar on the weekend. The HiLux has the CV to complete both duties without any issues. Granted, the four-litre petrol V6 has the thirst of a parched lush compared to some of the other engines on offer from TMC and its opposition, but if you're hooked on PULP then it's a decent donk, but the turbodiesel is a better all-round option for this workhorse.The driver gets tilt-only steering adjustment and not a great range of change in the seat position - the A-pillars are on the portly side and the rear view isn't fantastic, enough to warrant some sensors and a rear camera. The daily grind isn't intolerable, but don't expect pin-sharp steering or a tight turning circle.A secure rear canopy and a large lockbox full of heavy tools might help settle the rear end down, as the leaf springs The standard rubber wrapped around the 17in alloys (Bridgestone Duelers) are jack-of-all-trade tyres but not great on any surface and giving the limited slip diff the flick in light of electronic stability aids is a retrograde step.Despite the average tyre grip and the absence of an LSD and rear diff lock, the HiLux clambers over obstacles and loose surfaces without feeling in danger of failing to proceed. The rear seat base cushion flips up to expose some underfloor storage and if you have young `uns that's where you'll need to fiddle about with child seat anchor points, but it's difficult to fit and access them.Yes, that's not the primary duty of such a machine but more are being used as dual-purpose vehicles - the HiLux can certainly complete all the necessary tricks to qualify as a solid all-rounder but its now under siege from key competitors who can do some things better - for example the Ranger/BT-50 has a higher braked towing capacity and more torque.But many still see the Unbreakable tag and find it tough to go past. It's not hard to see why but the dominance is dwindling.

The arrival of the Toyota Hilux at the top of the sales chart a couple of years ago showed that Australians were looking for an all-  round vehicle that could perform a number of roles. In its high-end dual-cab configuration it could be a family car, but at the same time it could haul a tradie's trailer, tow the caravan around the country on the trip of a lifetime, or simply look cool cruising to the beach. The humble ute is no longer just a working class vehicle. Toyota covered all bases by offering a wide range of body styles in two and four-wheel configurations, and the choice of petrol or turbo-  diesel engines. The 2005 Hilux had more cabin space, bigger payloads, better performance and economy, and improved safety, comfort and equipment.Underneath lay a conventional ladder chassis with coil spring front suspension and semi-elliptic leaf spring rear suspension. Steering was by power-assisted rack-and-pinion and brakes were a combination of front discs and rear drums, with ABS available on the SR5.At the working class end of the range the Workmate had an updated 2.7-  litre four-cylinder petrol engine, but the heroes of the line-up had new V6 and turbo-diesel engines. The new 4.0-litre V6 petrol engine put out an imp ressive 175 kW and 376 Nm, which gave it all the punch you could possibly want on the road. The stunning performance did come at a cost, however, as the big V6 sucked unleaded like there was no tomorrow. The answer to the pump blues was the turbo-diesel, which boasted impressive performance with 120 kW and 343 Nm, while delivering much better fuel economy. Both the V6 and the turbo-diesel could be coupled with manual or automatic transmissions, and both were available with rear two-wheel drive or four-wheel drive.Now Toyota has always boasted that the Hilux is unbreakable, but perhaps it's not as unbreakable as they've led us to believe. A potentially very serious problem has come to light affecting the 1KD-FTV diesel engine used in the Hilux (and the Prado) relating to the fuel-injector seals. The seals can leak letting blow-by gases enter the engine oil stream, which can turn the oil to carbon and eventually clog the oil pickup in the sump and in some cased starve the engine of oil. The worst case scenario is engine seizure. Such is the seriousness of the issue that Toyota has had a recall on Hiluxes in the UK, while in New Zealand the company has introduced a requirement to change the injector seals every 45,000 km, presumably to avoid the problem affecting engines in that country. We have had a report of one total engine failure here at Carsguide, requiring a new engine, and two others where the engines were inspected and found to have carbon at least partly clogging the oil pickup. In these cases the engines were saved before they too seized. The suggestion is that had they not been inspected and allowed to run on they too would have suffered a major engine meltdown. To date there has been no indication from Toyota here that they will instigate a similar recall campaign as their UK cousins have done. Owners of Hiluxes with the 1KD-FTV engine would be well advised to have their dealers inspect the oil pickup to check on carbon buildup and have it cleaned if carbon is found.It's possible to inspect the oil pickup by inserting a probe through the oil drain plug without removing the sump. It would also be prudent to change the injector oil seals. In 2010 Toyota recalled 4WD models to check for a possible failure of the tailshaft support bracket.Ensure any vehicle you're thinking of buying has been checked and cleared of this problem. With the potential to be used as a tradie's work hack or offroad it's important to thoroughly inspect any Hilux being considered for purchase. It's particularly important to check underneath any 4WD model for damage. We've heard of CV joint seals splitting, so make these one of your checks. Check for regular servicing and, particularly in light of the potential issues with the diesel, check for evidence of regular oil changes.SMITHY SAYSTough as nails, but be aware of potential for oil starvation problems with the diesel engine. It's a deal-breaker.Toyota Hilux 2005-2009Price new: $20,990 to $51,850Engine: 2.7-litre 4-cylinder petrol, 118 kW/241 Nm; 4.0-litre V6 petrol, 175 kW/376 Nm; 3.0-litre 4-cylinder turbo-diesel, 120 kW/343 Nm.Transmission: 5-speed manual, 5-speed auto (V6), 4-speed auto (TD), RWD, 4WDEconomy: 13.1 L/100 km (V6), 8.5 L/100 km (TD)Body: single cab, extra cab, double cabVariants: Workmate, SR, SR5Safety: 4-star ANCAP

Holden’s all-new Colorado, just launched onto the international market, will come to Australia within the next few months.Unlike some vehicles which are spruiked as being ‘all-new’ when they are really just upgrades, there no doubt about the claim in Colorado’s case. Whereas the first generation Holden Colorado – and its Rodeo predecessor – was built by Holden’s former General Motors affiliate, Isuzu, the new model comes from the biggest name in the GM stable, Chevrolet.While Chevrolet is based in the USA the new Colorado is very much a world car having been designed and developed by groups in Thailand and Brazil. Subsequent development work, including 2.5 million kilometres of road testing, took place in eight other countries, including Australia.The final product is being built at factories in Brazil and Thailand, with Australian-specced models being sourced from Thailand. The new pickup will be sold in over 60 countries as the Chevrolet Colorado with Australia the only country in the world where it will be rebadged.Interestingly, some of the first Thai-built Colorados virtually went straight from the production line and into action to assist in flood relief operations in southern Thailand late last year. To ensure that Ford/Mazda with their Ranger and BT-50 and don’t steal a march on them, Holden has taken the unusual step of releasing prices well in advance of the vehicle’s release.Chev fans will instantly recognise the company’s characteristic billet grille at the front of the Colorado. The only change to the Chevrolet that we’ve just driven at the vehicle’s international launch in Thailand is badging with the circular Holden lion emblem replacing the iconic Chevrolet bow-tie badge.We’ve yet to see how the Holden badge is placed but we understand it will be embedded within the horizontal bar that splits the two segment of the grille. While some of the most recent ute models have chosen to go with softer, smoother lines, GM has stuck with a more chiselled look that gives Colorado a tough, pragmatic appearance that’s likely to appeal to the pickup purist.After steadily dwindling demand for petrol-powered utilities (just seven per cent in the past twelve months) Holden is now offering nothing but diesel engines in the new Colorado. The two diesels engines are all-new Duramax four-cylinder common-rail units with capacities of 2.5 and 2.8 litres, both are built at the GM Thailand factory at Rayong in southern Thailand.The smaller engine generates 110 kW of power and 350 Nm of torque while the 2.8-litre gets 132 kW and 440 Nm (manual) or 470 Nm (automatic). Transmission options are five-speed manual and six-speed automatic.We were able to test both engines when we joined journalists from 15 countries at the Colorado’s international launch at Chiang Rai in Thailand. Mid-sized pickups are hugely popular in Thailand we saw huge numbers of them on the roads, often with large loads in the cargo tray, including many passengers.Part of the two-day drive program covered around 25 kilometres of steep, narrow tracks, many badly rutted by the torrential rains that hit Thailand last year. So difficult were the conditions that the segment took nearly two hours to traverse. All 24 of the 4WD Colorados that started the course emerged from the torture test unscathed.We were able to test each engine both on the rugged middle section and on the bitumen segments on either side. The chassis is reassuringly strong with good ground clearance and the Colorado didn’t scrape the ground at any stage. Towing capacity with the 2.5-litre engine is 3000 kg with the 2.8-litre able to pull 3500 kg.The 2012 Holden Colorado will be offered with a large number of choices between cab-chassis and utility bodies; 2WD and 4WD; single-cab, extended-cab and dual-cab; four specification levels (DX, LX, LT and LTZ) as well as the aforementioned engine and transmissions.Payload will range from 1.0 to 1.4 tonnes depending upon model. Chevrolet has adopted the marketing slogan of “Haul Anything and Go Anywhere” for the new Colorado and, based on our test, it’s not an unreasonable claim.Safety equipment in Australian imports will include front passenger and side airbags, ABS brakes with electronic brakeforce distribution, brake assist and cornering brake control, electronic stability program and traction control.

This is ute country. The macho machines are lined up out the front of the Birdsville pub, resplendent with pig-shooting lights, roll bars, oversized tyres and jacked up suspenders.Our basic no-frills Isuzu D-Max LS-M crew cab almost looks the part with its optional roof racks and standard all-terrain tyres. It certainly helps nullify the embarrassment of turning up to a gun fight with three blunt sticks - in this case our three luxury SUVs.The Isuzu is our insurance policy and is set to be the real hero of the piece if the other vehicles require rescue.In the end it's not needed for that, but it is still our pack horse, carrying three spare wheels, camping gear, gas bottles, extra fuel, even a dinghy.The heavy load doesn't faze it at all. It actually rides better over the lumps and bumps, never hitting the bump stops. Together with the comfortable seats, it was actually the most comfy ride of all four vehicles.As for the dunes, it was a piece of cake in high-range four-wheel drive with 14psi in the tyres.Despite the heavy load, it returned 9.7 litres per 100km which is only slightly above the claimed 9L/100km. That makes it good for range of more than 750km out of the 76 litre tank.For the off-road fanatics, it has 225mm of clearance while approach, departure and breakover angle are 34.6/23.3/21.For those who don't care, it will tackle just about any obstacle.Isuzu D-Max LS-M Crew CabPrice: $42,800Warranty: 3 years/unlimited kmResale: 52%Service interval: 10,000km/6 monthsSafety rating: 3 starSpare: full-sizeEngine: 2900cc turbo-diesel 4-cyl, 120kW/333NmTransmission: 4-speed auto; AWDBody: 5m (L); 1.8m (w); 1.7m (h)Weight: 1874kgTowing: 3 tonneThirst: 9/100km; /237km CO2Options: towbar ($484) and roof racks ($340)

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering  would you buy one?Mazda's goofy looking, all new singing and dancing ute. The XTR sits between the XT and GT models and this one has the six-speed manual. It and the Ford Ranger are twins under the skin.Prices start at $32,590 plus on-roads. This one is $48,810. The optional six-speed auto adds $2000 to the price.The Ford Ranger springs to mind. Same mechanicals but better looking. Then there's the Toyota Hilux, Nissan Navara and Mitsubishi Triton not to mention VW's more expensive Amarok.The range kicks off with a 2.2-litre diesel, but this one gets a big 3.2-litre five cylinder diesel that kicks out 147kW of power and 470Nm of torque from a low 1750 revs. No mention of a petrol model.Rated at 8.9 litres/100km (auto gets 9.2) We clocked up 500km at a rate of 8.8 litres/100km just taking it easy.Pretty zippy for such a big bus. The short shifting manual is ideal for getting through the gears in a hurry but, with narrow gates, it's easy to muff the change if you're not paying attention. Hills require little effort, even in top gear.Gets 2.5 out of five stars from the Govt's Green Vehicle Guide (Prius sets the benchmark with 5). Produces 235g/km of C02. All variants with side airbags (which includes this one) score a maximum five stars for safety which means it could double as a means of family transport.Relatively. The suspension is truck hard and jiggly on all but the smoothest roads, but you have to expect this from a ute (especially an off road one).Fun. That's the important thing. At close to 2.1 tonnes, almost 5.4 metres in length and more than 1.8 metres wide, it's a big truck and takes up a lot of driveway. All grades come with cruise control, Bluetooth, power windows and mirrors, airconditioning, and a whole suite of safety technologies. XTR models add 17-inch alloys, front fog lamps, dual-zone climate control, leather gear shift knob and steering wheel, satellite navigation and chrome trim.Apart from the goofy styling there's not much to complain about. With an 80-litre tank it has a range approaching 900km, has a 1.1 tonne payload capacity and can tow 3.3 tonnes. Ground clearance is 237mm but is compromised by the side steps.

Graham Smith reviews the 2005, 2006, 2007, 2008, 2009 and 2010 Nissan Navara as a used buy.

Mazda is still playing cover-up on its BT50 ute. The softer styling of the new model, most notably the smiling car-like front, has been masked to give it a harder edge and more of a tough-truck look.Almost every promotional shot of the BT50 shows it with a confronting bull bar and bulging spotlights.The face mask on the test car looked bizarre with its winged Edna Everage style cat's eye glasses and night piercing eyes. Without the facial surgery, styling marries a passenger vehicle front with the tub of a ute. Clearly some like it, some don't.The pointed nose, bulging wheel arches and wrap-around tail lights are overtly sporty and bear a striking resemblance to other Mazda models. Add the "zoom-zoom'' catch-cry and it's clear Mazda is gunning for what it calls the "active lifestyle'' market as well as the workhorse business.The new BT50 is a quantum leap over its predecessor. It is more powerful, more refined, safer, more capable, better equipped, nicer to drive and is longer, wider and taller with a larger interior and a higher payload.Under the skin it is the same as its non-identical twin the Ford Ranger. If you could drive blindfolded you would not pick one from the other. Mechanically they are identical right down to the gear ratios.Unlike Ford, which offers an entry-level petrol model, Mazda's engines are diesel only - a 2.2-litre four cylinder and 3.2-litre five cylinder. The 3.2-litre diesel in the XTR on test produced a class-leading 147kW and 470Nm, or 37kW and 95Nm more than the 2.2 and 42kW and 140Nm more than the previous 2.5-litre diesel.Combined fuel use is 8.4 litres/100km, the same as that averaged by the test ute in outer urban and country running, including an off-road loop. The dual cabs and freestyle cabs are on sale now but, like Ford, the single cabs have been delayed yet again due to the floods in Thailand. Pricing is similar to the Ranger, although there are few direct comparisons because models and equipment vary.There are three trim levels - XT, XTR and GT. All models come with front and curtain airbags and all but the single cab get side airbags. Other standard features include stability and cruise control, traction and trailer sway control, Bluetooth, airconditioning and anti-skid brakes with electronic brake force distribution.The XTR adds 17-inch alloy wheels, dual-zone climate control, satellite navigation, and a leather gear shift knob and steering wheel, while the GT adds leather seats, auto lights and wipers, and an auto dimming mirror. Pricing is similar to the Ranger, although there are few direct comparisons as models and equipment vary.Off road, the BT50 has the grunt, traction, clearance and wheel travel to cope with anything a driver might do. And hill-descent control works in neutral albeit at the expense of extra brake wear. The suspension compromise between a decent ride and disciplined handling is impressive.Mazda says it has gone for a firmer, sportier suspension than the Ranger, but it is hard to pick. Inside, the cabin is long and wide with generous head, leg and hip room, quality trim and a host of storage bins. The dash is clear, logical and intuitive and the main dials are easy to read.Large rear doors on the crew cab open wide and give easy access to the well-padded seats, which have a decent rake on the backrest.

In the pursuit of the ultimate workhorse, Nissan is treading where others have failed.Its high-output turbo diesel Navara 550 ST-X is the fastest production one tonner in its class.The hi-tech 3.0-litre V6 engine pumps out 170kW and 550Nm of torque, or 30kW and 100Nm more than the 2.5-litre four-cylinder turbo diesel version.But it is also 150kg heavier at a paunchy 2117kg. Offsetting this is the V6's seven-speed automatic transmission, two more ratios than the 2.5.It has a low first gear ratio to get it off the line, multiple middle ratios to keep it on the boil and a tall top gear. After a brief pause as the turbo spools up, step off is sharp, it pulls strongly in the middle range and lopes along on the open road with the engine ticking over at 1650rpm at 100km/h.Nissan claims the 550 will sprint to 100km/h in 7.5 seconds, which puts it clearly at the top of the segment. But in general use it doesn't feel that much quicker than the 2.5.The transmission is smooth and decisive enough but the calibrations have it holding on to gears longer than expected given the peak torque comes in at a low 1750rpm. This is presumably to help the transmission keep its cool when towing.It can be coaxed into shifting up earlier by using the sequential shift, but that tends to defeat the purpose of an automatic. On the flip side it is eager to shift down on trailing throttle.The engine is relatively quiet on idle but there is no doubt it's a diesel when moving. Fuel use on the combined cycle is 9.5l/100km compared with 9.0l/100km in the 2.5.The 550 ST-X costs $60,990 or $64,990 with a premium option pack. Apart from the engine and transmission, the additional features over the $50,990 2.5 ST-X include a hard tonneau cover linked to the central locking system, a black sports bar, fog lights, headlight washer, privacy glass, a tub liner and light, rear underseat storage, an engine immobiliser and 550 badges, mats and key ring.The premium pack adds satellite navigation, leather seats, a reversing camera, a DVD player, Bose audio and powered and heated front seats.Does it make sense to shell out the extra $10,000 over the 2.5 ST-X? Yes if you want the ultimate Navara. But if you want refinement as well as performance, then the 550 will leave you wanting.So, can the 550 succeed where others have fallen? Toyota tried it with the TRD HiLux and it failed to generate enough interest to guarantee its survival, but then that was a petrol engine. The benefits of a diesel may just be enough for Nissan -- time will tell.weeklytimesnow