Ute Reviews

There’s an old saying in the bush the bigger the vehicle, the smaller the obstacle. It's an adage that could well have been written for Ford's second-generation Ranger.In size, muscle, on and off-road ability, equipment, towing ability, handling, comfort and convenience, the Ranger raises the bar for both work and play. And it's ahead of the game in safety.The XLT crew cab four-wheel drive on test came with stability control, six airbags, anti-skid brakes, roll-over mitigation, hill-start assist, traction control and trailer sway control.New from the ground up and longer, wider and taller than its predecessor, it is big, but not bulky, and tough, but not tiring, with a smart but sensible interior. 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, class-leading leg room and storage bins underneath. Attention to detail includes Bluetooth with voice control, aero-designed mirrors to cut wind noise, a subtle lip on the tailgate to reduce drag and side airbags with pressure sensors in the doors that ``hear'' a potential crash before panels start to deform.On the practical side, the exterior is easy to clean with no stuck-on bits -- the wheel arches are built in like a HiLux, not added on like a Navara or Amarok. The tub is equal in volume to the Amarok, but is deeper and narrower. It has six tie-down points, each rated to 750kg, and a recessed 12v socket and drink holders in the tailgate.On paper, the $53,990 XLT crew cab diesel manual is $2400 more than the comparable SR5 HiLux and doesn't come with the SR5's standard satellite navigation. However, the extra equipment in the Ford more than compensates.The biggest problem for the Ranger is getting here. Supply problems in Thailand continue to frustrate Ford. The first shipments were all dual cabs. And though some single cabs have since arrived, the bulk of the single and super cabs won't arrive until April-May. When the rollout is finally complete, there will be 20 models -- two petrol and eight diesel in 2WD, and 10 4WD all diesel.The XLT comes with the most powerful engine in the range. The 3.2-litre, five-cylinder turbo-diesel produces an impressive 147kW and 470Nm of torque, or 21kW and 127Nm more than the market-leading HiLux. When working, the engine emits a gruff but subdued growl, and it cruises quietly on the open road, pulling 1900rpm at 100km/h in sixth.Fuel use on test was 8.8l/100km overall and 7.4l/100km when touring. The six-speed manual (on test) has widely spaced ratios offering more than one gear for any occasion. Unloaded, it would pull away in second and could be split-shifted (1-3-5 or 2-4-6 or any combination) without protest. First gear is a low 19.3:1 to give strong step-off under load in high range and the ability to creep along in first gear and idle off without stalling in second.It is easy to drive, comfortable and confident, has a long list of useful features inside and out and will tow a class-leading 3.35 tonnes. Off road, the Ranger has the grunt, clearance and wheel travel to clamber over and through most obstacles, even with the basic-looking towbar attached.Again, the gear ratios provide a wide choice. Four-low is a stump puller and able to crawl along at a little above idle and reel in momentum on steep descents almost down to stall speed. Hill-descent control is speed adjustable using the cruise control buttons. It will operate with the transmission in neutral, though it takes a bit of bravado to try it on steep descents.Shifting from 2H to 4H to 4L and back again was trouble free, but the gear-shift lever on the test car remained sticky even with 8000km on the clock. A shift indicator encourages the driver to shift into a higher gear for optimum economy, though in practice it soon becomes second nature. The suspension compromise is as good as you'll find in this class, with acompliant ride and disciplined handling.weeklytimesnow

Great Wall has revised the diesel 4x4 dual cab ute (and SUV). And the work makes it a lot better.  The first Great Wall ute was rough around the edges and looked strange in the frontal area - like a duck.  That was fixed a while back and now, the six-speed manual transmission change action has been refined in the

It is a fair-sized dual cab, 150mm wider in the cabin than a Toyota HiLux though rivals may beat it for rear legroom.

Officially they're workhorses, but high-riding utes have never been more luxurious -- or expensive. Stick your head in the cabin of a premium 4x4 crew cab ute and chances are youll find all the fruit that goes with a luxury sedan or SUV. That said, the big and smooth V6 diesel engines that are popular in the swanky

The next-gen Colorado will talk the torque for Holden in the four-wheel drive pick-up market.It still has a mountain to climb if it's going to knock the Toyota HiLux and Nissan Navara off the peak but the new model will give the Red Lion the tools to tackle a much bigger slice of the market.With 470Nm on tap from the 2.8-litre turbodiesel it has bragging rights only bettered by the Navara and a look that should find a place with tradies and families alike. Now all we need is the pricing .How much the Colorado costs is the key part of the equation — and it's one Holden won't answer until closer to the mid-year launch. Expect the 2.5-litre turbodiesel to undercut the existing 3.0-litre engine's starting price of $31,490 for the 4x2 single cab with tray and $34,490 for the same model with four-wheel drive.Holden is pitching the new Colorado as a lifestyle range and has fitted Bluetooth, a pair of 12-volt sockets and USB/iPod connectivity for the sound system.New, fuel-efficient turbodiesels will finally give Holden a point of difference from the Isuzu D-Max. The vehicles will still share the platform, much as Ford and Mazda do with the Ranger and BT-50, but the Colorado will be the only one with the 2.5-litre and 2.8-litre engines, fitted to two and four-wheel drive version of single, space and crew cabs.The smaller donk is matched to a five-speed manual and is good for 110kW/350Nm. That gives it an on-paper edge over the base Triton, Nissan Navara D22 and Ford Ranger. Step up to the 2.8-litre mill and there's a 132kW/440Nm with the manual gearbox or 470Nm with the six-speed automatic.This is not a macho, in-your-face design in the vein of the Ford Ranger and should have a broader appeal because of it. That fits, given Holden is pitching the Colorado as a lifestyle vehicle rather than a straight-up workhorse. The Holden design team worked on the styling and the slanted honeycomb grille gives the front end a bit of presence.It's a different story at the back — short of the badge and tail lamps, fleet managers are the only people who will pick one pick-up from another. The view inside is more SUV than work ute and the switchgear is easy to operate. The biggest criticism is the pair of 12-volt power sockets are both in the front — that won't please the device-carrying passengers in the back of the crew cab models.Holden says the Colorado will have "class-leading" safety.  Topping the ANCAP rating in this segment are the five-star Ford Ranger/Mazda BT-50 duo.The existing model is a three-star vehicle, so it will be a major step up in safety and again follows Holden's push to market the Colorado as a family friendly vehicle. Standard equipment includes ESP, front and curtain airbags and brakeforce distribution for the ABS anchors.It looks and sounds like a truck but drives like a big SUV. Holden is still finalising the suspension set-up but the evaluation test loop Carsguide undertook with the 2.8-litre models shows they're finessing a fairly competent package. Just as much work has gone in to the accessories, which range from a snorkel to a windowed canopy that secures the Colorado's role as a camping campaigner.Add in the fact the Colorado can tow up to 3.5 tonnes and it suddenly appeals to everyone from equestrians to boaties. Four-wheel drive models use a dial to select 2WD, 4WD and low-range 4WD and it wo rks well. The six-speed automatic is the pick with clean shifts, though there was a plume of diesel exhaust smoke on downshifts when some of the vehicles were travelling uphill.It only affected two of the seven Colorados . and they were test mules, so I'm giving Holden the benefit of the doubt until production units come on line. Corrugated gravel roads around Lake Eildon were dispatched without an interior rattle, squeak from the suspension or whiff of dust.The build quality looks good, espec ially for a pre-production vehicle and while there's plenty of grey plastic, especially in the rear of the crew cab, that's a common trait of vehicles in this class and makes cleaning that much easier after a weekend adventure.

You'd be a happy little Vegemite if you bought a new Nissan Navara ute seven years ago — because it is still pretty much the current model.And better still, there's another two or three years in the old dog yet. Mind you, Nissan has tweaked Navara considerably since it was launched last decade and it scrubs up pretty well.However, there are dark clouds on the horizon with four red-hot competitors fresh on the market or coming this year. They are the new Mazda BT50 and twin-under-the-skin Ford Ranger, new Holden Colorado and the new Isuzu D-Max.Toyota performed major surgery to the look and price of Hilux in the middle of last year. But the rock-solid Navara should have it covered especially given the latest 4x4 dual cab refresh.The price of the top-of-the-range ST-X 550 4x4, V6, turbodiesel with standard seven-speed auto drops a few thousand bucks to $62,990 and there's an additional, similar V6 ST-X at $56,990. But the 550 gets leather, Bose audio, satnav, a hard drive and a reversing camera.The four cylinder ST models (from $46,800) gain a more powerful turbodiesel and vehicle dynamic control is standard across the range along with three point seat belts for all passengers.Navara ST also gains 17-inch alloys, a five channel Utili-Track load system, dual zone climate control, optional five-speed auto and six air bags. Base RX Navara retains the older powertrains but gets additional safety kit.That  sweet V6 turbodiesel in ST-X is a 3.0-litre unit with 170kW/550Nm while the four pot in ST is a 2.5-litre with 140kW/450Nm.The V6 is only available with a seven-speed auto transmission offering "manual'' sequential change mode. The four is available with a six-speed manual or a five-speed auto again with sequential manual change mode.Doesn't get the coveted five star crash rating — it's a four star vehicle. Won't get five until the next generation with a totally new superstructure. However, Nissan has put in more air bags, three point belts and stability control to elevate Navara's rating to the highest it can achieve. A reverse camera is only on the top of the range model — should be on all of them.Despite its age, Navara scrubs up pretty well with a neat dash design and easy to use controls although it's all hard, dark grey plastic. The seats lack lumbar support and even the 550 only has electric seat adjust on the driver's side.There's plenty of room for five inside and access to the rear seats is fairly easy through decent size rear doors. The high end models additional kit is impressive especially the Bose audio and satnav. But the leather is superfluous. Plenty of storage options and no issues for larger occupants.We couldn't pick the difference but there is a new face, new bonnet, new bumper, repeater lights in the exterior mirrors on some models, sundry lights and new colours.We got to tow 2.0-tonnes behind the ST-X 550 and barely noticed. Maximum towing capacity is a whopping 3000kg. The 3.0-litre turbodiesel engine is a gem — smooth and nearly silent with excellent performance spoiled by the poor throttle action which gives it a dead feeling in the mid-range.The seven-speed auto is imperceptible when changing cogs. But for the money and for general application, the 2.5 four is pick of the bunch offering plenty of performance, strong throttle response and fuel economy of 8.5-litres/100km. Mention must be made of Navara's ride quality which is arguably the best in the class offering a supple ride but retaining the ability to cope with heavy loads. The dual cabs have a large tray and the square-set styling pays dividends of a practical nature.The Navara 550 was overpriced at launch 18 months ago and nobody wanted to know. Extremely favourable exchange rates will have helped Nissan with sharper pricing that may give the higher end Navara's a leg up for 2012 but we reckon the ST four pot is the one — it ticks most of the boxes and costs a lot less.

Some utes don't bother pretending to be show ponies. They're for packing up and working, much like the Aussie stock-horse - it might not be as fast and elegant as a thoroughbred, but it's not going to shy at the sight of a loaded toolbox either.And that's the frankly honest charm of the Isuzu D-Max range. If the face is familiar, it's probably because it's long been a Holden Colorado (formerly the Rodeo) under another name.The current ute was co-developed with GM, but later this year we'll see a new D-Max generation completely developed by Isuzu.VALUEThe rear-wheel drive D-Max LS dual-cab auto turbodiesel starts from $38,600 with all the basic equipment: airconditioning, cruise control, CD audio and alloy wheels, with a leather-trimmed steering wheel the only bid for luxe touch.Most people looking at this level will be pricing it against others with a similar 3000kg tow capacity and close to a tonne payload, and the first obvious contender is the clone Holden Colorado, which is pretty much identical but asks $12,000 more to sport the lion logo on the grille, and like the D-Max is only three-star crash rated.Oddly, despite being overpriced by comparison, the Holden outsells the Isuzu - suggesting that buyers don't realise it's the same vehicle, or don't see past the badge. Sending in the other leading clones - Ford Ranger and Mazda BT-50 - will get you 3350kg tow capacity from the shared 3.2-litre turbodiesel and six-speed automatic.But the Mazda is about $4000 more than the Isuzu, and the Ford another $500 on top of that. However it's worth considering that the extra spend brings you two more crash safety stars and a better equipment list.DESIGNThe D-Max is not going to win any catwalk contests, but it's got an honest no-nonsense appeal. It's built on a tough ladder-frame chassis, with a basic four-door cabin that has a hard-wearing hose-out feel, but offers fairly practical space for legs and heads.The seats are firm and flat, hard plastics are everywhere, and there's little in the way of high-end gizmos. But with the practical packaging and thought given to storage spaces -including a fold-down rear seat that lets you stash some items out of sight -- it's a case of function being more important than frills.TECHNOLOGYIt carries a 3.2-litre direct-injected turbodiesel that develops 120kW of power at 3600rpm and a handy 333Nm of torque between 1600-3200rpm - not the segment leader for grunt, but more than capable for most worksite towing and payloads.Our rear-wheel drive test use had the archaic four-speed automatic that is looking easily outclassed by the more modern five and six-speeds appearing in newer utes - some with a 'manumatic' sequential mode.SAFETYIt gets only a three-star crash rating, with two front airbags and anti-skid brakes with electronic brakeforce distribution to compensate for uneven loading. Don't look for brake assist, stability or traction controls. Or for airbags in the second row. Hopefully the new Isuzu will put a stronger focus on worker safety.DRIVINGYou'll have no doubt there's a diesel under the bonnet right from the start. First there's the signature clatter, but then there's also the confidence from stacks of low-down torque - as long as you're willing to go at things steadily.The transmission is basic and both the changes and the accelerator response will call on your patience if you're trying to dodge through city traffic gaps or overtake on the highway.But for everyday load-lugging, the D-Max is a simple and uncomplicated workhorse. And the suspension is clearly happier with a load on board, with a tendency to bounce if it doesn't have a job to do but surprisingly compliant with enough gear in the tray.The steering is vague, and combines with the vehicle's workhorse design and dynamics to make any attempt at speedy cornering a futile joust with the laws of physics. But nobody is going to buy the D-Max to take to track days, and it would be pointless to mark it down on that.VERDICTThe D-Max is a solid workmate and good value against the competition, but let down mainly by having three-star safety when the workforce deserves five.Isuzu D-Max LS dual-cabPrice: from $38,600Warranty: 3 years/100,000kmResale: 39%Service: 15,000km/12 monthsEconomy: 9.0L/100km, diesel, 237g/km CO2Safety: 3 starsEquipment: two airbags, ABS, EBDEngine: 3.0 litre turbo-diesel, in-line 4-cylinder, 120kW/333NmTransmission: 4-speed automatic, RWDBody: 4-door ute, seats 5Weight: 2800kgDimensions: 5030mm (L), 1800mm (W), 1735mm (H), 3050mm (WB)Tyres: 16x7Spare: full-size

The dual-cab light-commercial ute is fast-becoming the 21st century's family wagon and just because it's got a tray, doesn't mean it's a hose-out workhorse.Although capable of plenty of hard yakka, the new Mazda BT-50. Mazda's BT-50 has often played the poor second cousin to its Ford Ranger twin and the segment's reigning monarch, Toyota's HiLux, but there's less reason for an inferiority complex now.We had all three recently back to back and it was a close run thing, with the BT-50 ending up in third but in a photo-finish.This is where the Mazda scores well - priced from $48,810 for the six-speed manual, the price rises to $50,810 for the same number of ratios without a clutch pedal - several thousand below the equivalent Ranger.The XTR model is not even the flagship (that's the GT, which is more likely to stand for Grunty Truck than Grand Touring or Gran Turismo) but it gets cruise control, Bluetooth phone link, dual-zone climate control, power windows and mirrors, side-steps, 17in alloys, front fog lights, three 12-volt outlets, a leather-wrapped gearshifter and steering wheel and satnav.There's a good-quality sound system with single-CD for the six-speakers to utilise, as well as USB and Bluetooth connections, with steering-wheel-mounted controls and a 5in LCD colour screen that also displays the satnav.The 3.2-litre in-line five-cylinder engine is chief among the technological highlights, packing 20 valves and an intercooled turbocharger - peak power is 147kW at 3000rpm and torque of 470Nm is on offer from 1750 and 2500rpm. The engine is fed by common-rail direct-injection system with a high-pressure fuel pump delivering fuel at 1800 bar (200 bar up on the outgoing engine) and piezo injectors.The five-cylinder engine - a first for something with a Mazda badge - claims a thirst of 9.2l/100km, which gives it an easy range in the realm of  850km from the 80-litre tank.  Running the six-speed auto is probably the better option, with the massive torque making it unlikely you'll missing swapping cogs yourself, such is the ability of the auto.If you want a traditional look to your LCV then Mazda is not the place to look - Mazda has gone where Mitsubishi did with the Triton. While it's kissing cousin the Ranger has adopted a squared-off traditional aesthetic, Mazda's load-lugger has taken the family look from the passenger car brigade and stretched it across the front of a big ute.Few seem to like it, but plenty don't - given the ads for the BT-50s hardly feature a vehicle without a bullbar and other accessories, I figure I'm not the only one who's not a fan. The cabin is less confronting, with more space than the outgoing car, particularly in the rear, which has been endowed with a more comfortable backrest angle.A five-star NCAP rating has been awarded to this workhorse - aside from the engineering work on crumple zones and crash performance, the BT-50 has six airbags dual front, front-side and full-length curtains), stability and traction control (with anti roll-over function) and trailer sway control.The trailer control system uses the same tricks as stability control (braking individual wheels and adjusting engine torque) to counteract any fish-tailing by a towed vehicle. The front seatbelts have pre-tensioners and load-limiters and all five seatbelts are lap-sash jobs. There's also a rear diff lock on offer for the 4WD models.These machines are wasted on tradies - anyone who stepped out of a 20-year-old work ute would be double-checking these things had a rear tray. The interior is comfortable and refined for the most part - the children did get a little grumpy at the ride in the back, as the tray wasn't weighed down with a lot, but at least there are proper side-steps for clambering in.Seat comfort is reasonably good, as is the cabin space - the driver has good fields of vision and is only let down by the absence of reach adjustment on the steering and rear drum brakes, which work fine but might be a little old-tech for some younger new car buyers. The pay off for the firmer ride than its Ford twin is crisper steering and better body control - where much of the segment resorts to leaning heavily and torturing front rubber, the Mazda feels more capable.It also shrinks around the driver to some extent, feeling smaller than the 5.3m length and 1.8m width listed in the specs sheet. Four-wheel drive can be engaged at speeds up to the state limit, with the back-up of a locking rear diff - although that's only going to be required when the going gets seriously rough, as there's no shortage of off-road ability with 237mm of ground clearance and an 800mm wading depth.The workhorse side of this vehicle offers decent capacity - the payload is over 1100kg and the maximum braked towing capacity is 3350kg, with old-school leaf springs under the rear.

Former Prime Minister John Howard knew what it was like at the summit.Like any peak in geography or commerce, the top is lonely, cold and the footing is treacherous. Add to that the hundreds of voracious rivals biting at your ankles to prove that winning does have its price.Like John Howard, Toyota's Hilux has stood at the top of an Australia mountain for decades. The ute mountain. Almost 700,000 have been sold here since 1968 and more than half were 4WDs.Unlike John Howard, Toyota has regularly visited the make-over artist for a new look and it's this refreshment that has kept the Hilux the market winner.New for 2011 is a sheet metal exercise for the nose and extras for the cabin. Not much, really. But maybe it won't take much to stay ahead.VALUEIf there's one complaint about the Hilux it's the constant whinging by buyers about the price. Most say it's too expensive. Perhaps the rivals are too cheap. Regardless, at $53,490 the SR5 dual-cab 4WD turbo-diesel automatic doesn't look cheap but for 2011 comes with a heap of extras and a $2200 price reduction on the 2010 model.The upgraded features includes a beaut touch-screen audio and sat-nav unit; Bluetooth; auto climate aircon; six airbags; and electronic stability control. It's not cheap - though what is? - but resale is strong.DESIGNForgetting the Holden and Ford car-based utes for a moment, the Japanese-bred workhorse versions are becoming so stylish even your wife will drive one. Maybe. All look good in the driveway and the Hilux doesn't disappoint with a family grille - resembling the Kluger - prominent enough to mark it as a new model.The rest of the ute is as before though the cabin has a more  upmarket feel, the touch-screen audio looks almost luxurious; and the practicality remains. But the tail gate is still to heavy compared with many rivals and the manual operation of the low-range transfer case is old hat.TECHNOLOGYThe drivetrain is a carry over from 2010 which is actually date-stamped 2005. It will be another four years before a really new Hilux appears. But though it all sounds oldfashioned, the SR5 will easily hold its head high among the newcomers. The 126kW/343Nm 3-litre  diesel looks down on power compared with others but that doesn't transfer to on and off-road feel.The auto is a five-speed unit and together with the diesel, Toyota claims 9.3 L/100km for the 4WD. Suspension is simple wishbones at the front and leaf springs out back, with front disc brakes and rear drums.SAFETYYes, the SR5 gets ESC, traction control, brake assist and brakeforce distribution plus six airbags. But it is the only Hilux model to get these safety features as standard. They are o ptional on some other versions. The Hilux has a four-star crash rating which compares, for example, with the five-star result for the Ford Ranger and Mazda BT-50.DRIVINGLike most 4WD utes, the Hilux diesel works as an automatic. The box picks up the best shift points and that extends to working perfectly in sand. I trundled the Hilux down a distant beach and, with the tyres down to 12psi, confidently but slowly paddled around the bay's foreshore. It's still a very good engine - despite the co mpetition - and gearbox, but an electric transfer case would make life easier.The manual shift is stiff to the point of rigid, awkward and imprecise. Cabin comfort is good - but the engine isn't quiet, notably when accelerating - while room is on par with most but down on rear seat legroom on the Ranger/Mazda pair. Typical of the genre, the turning circle is wide and the steering wheel feel is vague while braking power is just adequate. Simple suspension works prfectly with excellent rear wheel  travel to maximise traction.VERDICTYes, it's just a makeover and there's a long way to go before an all-new model but the Hilux remains extremely competent and competitive.

The Nissan Navara has been hit from all sides with new one-tonne ute arrivals such as the Ford Ranger, Mazda BT-50 and Volkswagen Amarok, but is still able to hold its ground.  This writer has had access to a 4x4 ST-X crew cab for a few months and I've found it to be practical machine that shines in some areas and is