Ute Reviews

You see, straight away we prefer the Ford Ranger to the twin-under-the-skin Mazda BT50. It looks better, has a better interior and the 4x2 XLT Super Cab driven goes better because it weighs less. Unless you need 4x4 capability, it's a waste. The test vehicle is called a Hi-Rider because it's underpinnings are the same as the 4x4 meaning a high ride height, big wheels and tyres and heaps of ground clearance. It has the so-called suicide doors that afford easier access to twin fold-down rear "pews" that can be used for short journeys or folded out of the way for additional storage. This sort of practical thinking pervades the entire vehicle with heaps of handy stuff readily at hand. The large tray is fitted with tie down hooks but no tray liner. As you are not buying 4x4 machinery, the Ranger Hi-Rider 4x2 is a much more affordable $43,240 when compared to a four door variant with 4x4. Funny thing is, it will go plenty of places you wouldn't expect a 4x2 rear drive ute to go - thanks to those lug tyres, high ground clearance, strong engine and excellent transmission.It gets Bluetooth, voice control to some functions, decent audio, central locking, climate control and plenty of other stuff. The interior is pretty much all hard grey plastic but that's OK for a work truck. Ranger comes with the full five star endorsement which means it has a brace of air bags, stability control and other safety related features. Pedestrian safety has also been taken into account as has towing, roll-over protection, and reverse parking. Much of the chassis/body is in high strength steel. It's built on the latest design ladder chassis. The test vehicle ran Ford's impressive 3.2-litre, five-cylinder, turbo diesel with 147kW/470Nm output. They are not huge numbers compared with some other turbodiesels but Ford obviously wanted to ensure longevity, strong pulling power and acceptable fuel economy with this unit.It would appear they have achieved their aims though we can't tell on the longevity part yet. The auto transmission is a six speeder and the test vehicle was mechanically conventional underneath. Not too hard on the eye, Ranger is no luxury vehicle but has enough for someone who spends a lot of time driving to be happy and comfortable. The steering wheel has multi controls, there's a decent trip computer and the audio system is pretty good for a next to base model.Finding the right driving position is made a little more difficult by the non reach adjustable steering but the seats themselves are good and you can undertake a two or three hour drive without reservation. Some soft surfaces and different colours would lighten it up. Access to the rear seats is easy through the small "doorlets" but you have to close them first to close the main doors. We wouldn't like to go on a long trip in the rear seats. Impressive, possibly the best driving ute on the market right now, certainly one of the biggest and with a big payload. The test vehicle would take well over a tonne in the tray and can tow 3350kg with a braked trailer. There's even trailer sway control. That big five under the bonnet makes light work of driving this big weighty ute offering quick acceleration off the mark, heaps of mid range and smooth easy cruising. We recorded 8.5-litres/100km combined average without really trying. It gives the XLT a range approaching 1000km on an 80 litre tank. Ride quality is good for a workin' truck - not too hard but strong enough to take a big load without flattening out. We think the test vehicle had adaptive ride height because it stayed roughly the same despite what was in the back. The front suspension is coils over struts with leaf springs at the rear. Though by no means a sporty vehicle, the Ranger feels good to drive and won't wear you out.

One of the reasons that utes are so popular is that they are the cheapest entry point to a V8 for many young blokes.

There are plenty of brands launching new "green" cars - although many use Blue terminology - but Holden has gone red and green. The new Commodore line-up now has a dark-ish green called Chlorophyll and it is draped over this Redline SS V ute, for now the only sub-$50,000 option for a V8 ute - if you want anything with a Blue Oval you're off to an FPV showroom and looking at an extra $3000..The standard SS V is priced from $47,490, plus the $2500 on top of that for the Redline package. That extra cash buys Brembo four-piston front brakes with bigger discs, 19in forged alloy wheels wrapped in low-profile rubber, controlled by FE3 "Super Sports Performance" suspension with new dampers and stiffer stabiliser bars. The ute suffers for all that by only coming with a tyre inflator kit instead of a normal spare wheel. Other standard fare includes the Holden iQ touchscreen infotainment system that has satnav, hard drive, Bluetooth phone and audio link, as well as a USB jack. There's also dual-zone climate control, cruise control, comfortable and reasonably supportive leather-trimmed sports seats and leather-wrapped steering wheel, reach'n'rake adjustment for the steering, automatic headlights, power windows and mirrors, trip computer.Much of what would be considered technology can be found further down in the Safety section, but the Holden iQ system certainly qualifies - the touchscreen controls the audio system, which can take tunes from the radio, CD, a built-in memory that can store as many as 15 standard CDs or external devices that connect via Bluetooth or USB cable. There's also full-colour satnav via the same touchscreen, with real-time SUNA traffic information as well as alerts for school zones, fixed traffic cameras and a speed zone display, although the latter doesn't always agree with the ever-changing roadside signs. The system also integrates phone function as well via Bluetooth, meaning the phone book and dialling can be done without touching a phone, which we all understand is a no-no. The system can also be tailored to lock out certain functions while the car is moving.From dead front-on you're not going to see any difference from the rest of the range - full of stance and presence, the flared guards and the fog lights, sitting above a deeper front splitter, all shout menace. Look aft and there's a really big boot thankfully covered by a traditional soft tonneau, albeit clamped down with the sandwich bag sealing system which isn't always easy to lock in. That said, at least you can use the tray for taller stuff without being stymied by the hard-tonneau set-ups that are becoming more common and make security less of an issue. But any pretence to the vehicle actually being used for carting gear above the tray topline means the old-school tonneau. The cabin has plenty of space - even storage behind the two pews is half-decent now - but sadly the centre-mounted switchgear and cupholders remain a pain, particularly for those in a manual model.This no bare-bones widowmaker workhorse - airbags front and side (seat and curtain), load-limiting and pre-tensioned seatbelts, stability and traction control and anti-lock brakes mean a 5-star ANCAP safety rating has been applied to the ute. There's also a limited slip differential, sports-tuned "F3" suspension and the aforementioned big brakes. This sportscar with a very big boot also requires some muscle to get the best from it - and I don't mean in terms of loading it up. It's not a light and easy thing to drive day to day, it's muscly V8 after all, but if you have no need to hurry you can loll along in a high gear and it will rarely complain. Getting it fired up is amusing, but don't expect a raucous soundtrack to go with it - it's almost refined by comparison to some of the same breed that have obviously consulted aftermarket assistance to clear the V8's throat. The price will be paid at the pump if you get busy with it regularly - the six-litre V8 doesn't get the active fuel management (that's only teamed with the automatic) so unless you resist all temptation to stretch the ute's legs and visit the top half of the tacho, the fuel use will be high. Official figures suggest that even with the cylinder drop-out system, the manual is a little better at the bowser. Our time in the car yielded 17 litres per 100km (close to the official urban figure) but with more time on the open road that number would drop. The tall sixth gear and considerable bottom-end urge would translate into a more civilised thirst, but if that's high on your list of priorities then maybe one of the new LPG models might better suit . It's more sharp chainsaw than scalpel when it comes to corners, ripping through bends at anything from a brisk clip to maniacal, but stability control helps keep the rump from leading the charge, although the rear does require provocation - on a dry, sealed surface at least - to break away. Sitting only 100mm off the tarmac means any farmyard excursions will need to be carefully planned - the low clearance, low-slung nose and "workhorse" appearance don't always translate - a rough farm track could remove plenty.

MORE in South-East Asia people own utes compared with any other vehicle. In fact, by a country mile. Isuzu alone turned out 220,000 utes just from its Thai plant, one of only 17 of its global factories, and GM and Toyota easily matched that figure.The reason is simple. And if I knew it, I'd tell you. Because though having a ute in your driveway allows you to work and play and give you macho credit points with your mates, the ride comfort compared with a similarly-priced sedan is in the horse-and-cart category.Think about these: Getting in and out of the tall cabin is fine if you're aged 25 years or less. Given the volume of utes on the roads, is this indicative of Australia's swollen population of carpenters and plumbers? They have the turning circle of a 747 and similar driver visibility.But, I concede that some utes are quite neat. Like this one.Just because they're all chassis, pressed steel sheet, moulded plastic and foam, utes aren't necessarily cheap. The Ford Ranger starts at $19,740 for a 2WD cab-chassis petrol manual but you'd prefer to be seen in a feature-filled dual-cab 4WD with the most powerful diesel.The test Ranger is an XLT Crew Cab 4WD with the 3.2-litre turbo-diesel and a six-speed manual transmission carrying a price of $44,490 plus on-road costs. That's $2000 dearer than a Falcon XR6. But, as a workhorse and off-roader, the R anger adheres perfectly to its charter and is a very tough machine.All utes are not created equal. The Ranger looks the job - it's a big, powerful, in-ya-face type of machine and though it means business, it still manages to look neat. It's possibly one of the better looking utes on the market on the outside and that generally carries over to the inside. I know it's a workhorse but the dashboard is a humungous piece of matte black plastic with little visual relief. But everything works well, especially the read-out screen atop the centre console. There's lots of personal storage space and excellent leg and headroom for five big blokes. It also has more tie-down points in the tray than most rivals though not all of you will be happy about the weight of the tail gate.The five-cylinder turbo-diesel engine is different and though the rear suspension has been carefully honed to produce a good all-round blend of payload and comfort, the Ranger is no minefield of technological brilliance. And neither it should be. This is a tough truck with the accent on simplicity and durability. You wouldn't pick the number of cylinders from the exhaust note and for all intents and purposes, it's a capable 147kW/470Nm diesel that can average 8.9 L/100km. The six-speed manual transmission may be new but it's not up to scratch. I'd suggest you opt for the six-speed auto.Remarkably, the Ranger gets a five-star crash rating when fitted with side curtain airbags. Remarkable because of all the utes, only the Falcon, Commodore and Volkswagen Amarok equal the Ranger. And only the Amarok is in the same 4WD class as the Ford. Ranger gets electronic stability control, a "trailer sway" control, "adaptive load" control for extra stability when carrying heavy payloads, hill descent control, hill launch assist and brakeforce distribution. The ABS brakes and ESC system have sensors that modify braking force when the ute is driven off the road.Basically the Ranger feels like, and works like, most of its peers. The overdone plastic cabin is great for lightweight construction and, to an extent, durability, but looks too plain in a $45,000 vehicle that is likely to be a family car on weekends. ut it is comfortable and even rough roads are tolerable thanks to the relative suppleness of the suspension and - more likely - the well-designed seats. In most respects - braking, steering and acceleration - the Ranger is a good ride. But the stiff, indistinct ga te and shift of the manual transmission mars the clean, rich torque delivery of the engine. The box shouldn't be a pain to operate after the test ute's 5500km. The electric shift of the 4WD transfer case is quick and easy and the result is a surprisingly adept offroader that owes a lot to the strength of the engine in the low and middle revs

We are moving on from not being fans of the new Mazda BT-50s styling - it's subjective anyway. Looked at clinically, the new gen'  Mazda XTR 4x4, 3.2-litre ute (tested) is an impressive package in most areas, particularly load capacity and off road ability. It also offers generous room for five inside and plenty of kit in the dual cab model we drove.The Boss Sports Pack fitted to the test vehicle has possibly the most aggressive looking alloy bull bar we have ever seen, side rails, a rear sports bar, twin driving lights, wild looking alloys and a hard tonneau cover.VALUEThe Boss pack adds $8509 to the $50,810 test vehicle price which touches the Luxury Car Tax trigger. It (the tax) needs reassessment because this isn't a luxury car.Mazda is targeting cashed up "lifestylers" with its new ute. The XTR is mid-spec and comes with plenty of goodies including dual zone climate control, Bluetooth phone, hill descent control, hill start assist, five mode trip computer, satnav, a locking rear diff and alloy wheels - a well equipped package by anyone's measure.DESIGNWedgey profile is different but the rounded styling is a big step away from the boxy functional look that has come to be expected from a ute. Steep screen is aerodynamic, interior is as roomy as a medium size SUV. The ladder chassis feels strong and extensive measures to cut noise and vibration boost interior comfort.In practical terms, the load box is big and can take up to 1097kg in dual cab guise. The leaf spring rear suspension coped easily but can be over firm unladen. Load tray height is an issue especially on sloping ground.TECHThe new five-cylinder turbodiesel has variable turbo nozzle control for efficiency gains but it's still a "lazy" engine generating 147kW/470Nm from 3.2-litres. Benz has a 2.1-litre four pot producing 150kW/500Nm.Switch on the fly 4WD is handy and it offers low range as well as high. The front double wishbone/coil spring suspension is a big improvement on torsion bars. BT-50 gets rack and pinion steering but drum rear brakes. Six-speed auto with sequential mode is a cracker - forget the manual. Interior treatment is stylish but looks hide hard plastics.SAFETYThe five star rating sets new standard for one tonne utes. BT-50 even has safety gains for pedestrians. Ladder chassis strength is not compromised by crumple zones. Gets other goodies like roll stability control and trailer sway mitigation.DRIVINGIt's a surprisingly smooth and quiet engine especially on the highway. There's plenty of punch once underway and the auto teams up nicely with the new five pot. Ride quality is firm with an empty tray, good when loaded. Handling is OK but the thing is so long it's issue turning or parking. The seats are acceptable but could do with more back support (even with lumbar on full). Overall impression is a move to an SUV feel rather than a workhorse.VERDICTIt's big bikkies for Thai-made truck especially when you consider Thailand is used because it's a "low cost" country. Ha,  and it ain't just Mazda. But the BT is a decent thing, undoubtedly reliable, well made and safe.MAZDA BT-50 XTR DUAL-CAB 4WDPrice: from $40,950Warranty: 3-years/100,000kmService interval: 15,000km/12 monthsSafety: N/AEngine: 3.2-litre, 5-cylinder common-rail turbodiesel, 147kW/470NmBody: 4-door utilityDimensions: 5365mm (L), 1850mm (W),1821mm (H), 3220mm (WB)Ground clearance: 205mmTowing: 3350kgWeight: 1795-2159kgTransmission: 6-speed manual or 6-speed auto, four-wheel driveThirst: 8.9-9.2l/100km, CO2 N/A.

When it comes to a work truck, you don't want one with the two-tone paint, leather seats, 18-inch alloys and deluxe canopy, you want something like the new Mitsubishi Triton Club Cab. Wally the worker on wheels. It's a workhorse with the advantage of fold down (flip up) rear seats when you need to take a couple more bods to a job.Club Cab is based on the Triton GLX single cab but with more room behind the seats and the trademark upward curving floor line of the longer wheelbase Tritons. You get steel dish wheels with chunky rubber, a full size spare under the load tray.TECHNOLOGYThere's selectable 4WD with low and high range by dash dial, a five-speed manual `box and Triton's impressive 2.5-litre, turbodiesel four cylinder with a whopping 131kW/400Nm output. It's a corker of an engine with more than decent acceleration and incredible pulling power while sipping an average of 8.1 litres/100km on the combined driving cycle. We achieved much better cruising on the highway at the speed limit.DESIGNSeating for four is provided by individual front buckets and the aforementioned flip-up rears which have a vertical backrest - for a short hop only.It's easy to get into the back because the front seats fold and slide out of the way. A console is provided between the front seats containing a lidded storage box and two cup holders.The handbrake is a lever pull from the console replacing the unloved under dash umbrella handle sometimes used. Plenty of storage compartments dot the cabin - in the doors and in the dash.Club Cab scores plenty of kit too for the $38,990 asking price including a surprisingly good audio system, power windows, doorlocks with remote locking/unlocking, power mirrors and air conditioning. There's even a decent trip computer and enough seat adjustment to find a comfortable driving position.PAYLOADBut the real attraction of this ute apart from its style, 4WD system and terrific engine is the long tray measuring 1805mm that's capable of taking up to 1057kg in pickup form or 1192kg in cab/chassis form. Safety is well covered with dual front air bags but stability control is optional.The heavy duty suspension is up for any task and isn't so hard as to be uncomfortable unladen. We would like to see a six-speed `box but the five provided is pretty good apart from a big jump between 4th-5th cogs. And that 5 year/130,000km warranty is hard to overlook.Mitsubishi Triton GLX Club CabPrice: $38,990Warranty: 5 year/130,000kmSafety equipment: Dual front airbags, ABS, ASC, ATC, Smart brakeCrash rating: 4 stars ANCAPEngine:  2.5L 4 cylinder intercooled-turbo diesel engineBody: Pick up and cab chassis.Dimensions: Length 5040mm, width 1750mm, height 1775mmWeight: 2750Tyres: 16” x 7” steel wheels (245/70R16 tyres

The best ad for a Toyota Hilux doesn’t show the ute in the gleaming state you’ll see in its marketing campaigns. Instead, this one is battered, burnt and blown-up. It sits in the UK studio for TV show Top Gear, whose hosts tried serial attempts to kill it, including crashing it, hitting it with a wrecking ball,  setting it on fire and leaving it in a building during an explosive demolition.After every assault it could be started again, and this refusal to lie down and die has earned the workhorse a reputation for being indestructible. The toughness is just one of the reasons the HiLux is Australia’s top-selling ute, and some months tops vehicle sales across all classes.Another is the almost daunting number of variants – 35 in the current line-up – which means that there’s a HiLux in just about any combination of fuel, cabin, drive and tray choices you can dream up.The revised HiLux range has carried over its three engines: a 3.0-litre four-cylinder turbodiesel, and two petrol units: a 2.7-litre four-cylinder and 4.0-litre V6. We’re testing the V6 mated to the five-speed automatic, which develops 175kW of power at 5200rpm and 376Nm of torque at a high-ish peak of 3800rpm – the latter up on the manual shifter by a handy 33Nm.Offroading duties are handled by a manually-shifted transfer case offering 2H (high-range two-wheel drive), 4H (high-range four-wheel drive) or – for real rock-crawling -- 4L (low-range four-wheel drive). Like quite a few other utes, it still uses a leaf-spring rear suspension, coupled with a coil-spring double-wishbone for the front, with the upgraded range given revised calibration.With it weighing in at 1840kg, you don’t expect it to be a fuel-sipper. But the 13L/100km combined is fairly respectable – if you can keep it down to that. We were hard-pressed to get it below 18L in a circuit that was half town and half country, while the next few days of city streets shot it up above 20L/100km. That’s going to also increase if you take advantage of the HiLux’s 970kg payload, or its towing capacities: 750kg unbraked and 2500kg braked.Toyota has tweaked the HiLux prices to fend off growing competition – particularly from the Volkswagen Amarok and just-arrived Ford Ranger. But even with that, our test vehicle in SR5 top-spec level still comes in at $53,490, which is a bit of a wallop even for something that is supposedly going to outlive you. Perhaps you can convince the kids it’ll be part of their inheritance.But at that price the workhorse gets some show pony features, like the 6-in touchscreen satnav – with traffic jam and school zone alerts – that incorporates audio, USB jack, Bluetooth phone and voice command. The list includes a leather-wrapped steering wheel with remote controls for phone and audio, automatic headlights, dark-tinted glass and climate-control aircon.So what are the rivals? Not many, if you’re set on having the combination of an auto petrol dual-cab ute with 4WD. And there’s a reason for that: people who mainly want to lugs loads or go offroad will find that diesel – whether auto or manual -- generally does it better. But if your heart’s set on petrol, there’s a Holden Colorado that will leave $14,000 in your pocket. That’s a big saving, but it’s not 4WD, has less power and torque and is just about as thirsty. Plus there’s a new one nearing, likely with a more economical and powerful V6 than the current unit.For around the same price point as the petrol HiLux – but on the diesel side of the bowser island –  the Mitsubishi Triton GLX-R turbo-oiler is $3000 less with solid spec and the Overlander 4WD of the Year trophy on its shelf.  The VW Amarok TDI in Highline spec is $1500 less, with a capable and economical engine, and good driving characteristics, but only with a manual transmission. And Nissan’s Navara ST-X D40 should also get a look in at $250 less, with a good serving of torque for towing but with only five speeds on the auto.And for exactly the same price as the petrol HiLux, there’s the diesel version but with less power and torque at 126kW/343Nm.  But while it’s 33Nm less torque, it comes in at a much handier 1400rpm rather than the petrol’s 3800rpm. But if you’re prepared to shell out $2000 more than on the Hilux, the real challenge could come from the well-specced $55,490 Ford Ranger, with a six-speed sports auto delivering 470Nm of torque.  Or you could shell out $52,710 for the same drivetrain in the Mazda BT-50 GT, with the savings perhaps compensating for its rather polarising looks.And if torque’s the main game for you, there’s the Nissan Navara ST-X 550 D40, with a whopping 550Nm on tap through a seven-speed auto – but also with a whopping $60,990 price tag. Still, it will probably tow your house if you want to take it with you.The upgrade has changed everything forward of the A-pillar, bringing a more modern grille and shaping to the front bumper and headlight clusters. It also adds chromed exterior mirrors, body-coloured fender flares and a restyled polished sports bar – which looks even flasher than the previous one but still eats into usable load space just as much.Interior changes include sports seats for the front passengers and a redesigned dashboard with clean horizontal layout. It all seems fresher and a bit more sophisticated, but still looks like you could fill it to the steering column with mud and then hose it out without it getting too bothered. Even the satnav looks tough and utilitarian. When you start using it, you’ll also find it’s simple and intuitive, which comes as a relief after some of the high-tech puzzles starting to infest interiors.Rear-seat passengers will have no complaints about room, but taller drivers could find it hard to get the right possie with the high-set seat – which means not much distance to the roof for tallies -- and lack of reach-adjustment on the steering wheel.It’s a letdown to see that the middle passenger in the rear seat gets only a lap belt rather than lap-sash. But the other disappointment for a vehicle that begs to be treated roughly is that the crash rating is only four stars. However it has a raft of safety features that includes six airbags – including side and curtain-shield -- and stability control.The HiLux might come up short on the Lux, but it definitely delivers the high side of things. Slip into the driver’s seat and you’re looking down on just about all other traffic, including most SUVs on the street. It’s an immensely satisfying position to be in, and gives instant insight into – and perhaps a few fantasies about – the world of monster truck racing. There’s a feeling you could effortlessly climb up and over any obstacle, including the moron in a BMW X5 who’s just cut you off and then slowed to a weaving crawl while calls his broker.It’s best to avoid the impulse of course, but it’s nice to feel the HiLux 4WD would be happy to give it a shot. Take it off the bitumen, and it shows it’s definitely up for the job. While it mightn’t have the more refined technology of dial-up modes, the manual-shifted low ranges are fine for overgrown fire trails and creek crossings.  And a reasonably jacked-up ground clearance will handle a lot of washout and gully work if you watch the approach and departure angles.But if you’re going to put it through its paces, you’ll ride better if you load it up first. Even on bitumen surfaces, an empty tray means you’ll be bouncing around like a terrier at teatime. It almost needs to come with a 200kg ballast as an optional extra to keep the suspension settled when you don’t have a payload. But loading it up is when you’ll remember you’ve got a petrol engine. While it’s strong enough for most everyday driving, the torque doesn’t come in low enough and strongly enough when you want it to tackle a big job. That’s the day you’ll wish you’d shelled out for the diesel.

Like it or loathe it, the new Mazda BT-50 ute is here to do business offering tradie and "lifestyle" punters a choice of body styles, three equipment grades, two turbodiesel engines and two transmissions.The prices for the Thai-made truck range from $32,590 for the XT Freestyle cab-chassis 4x2 manual up to, gulp, $52,710 for the dual cab GT auto. Cheaper single cab-chassis arrives further down the track. Most current BT-50 sales were in base spec' single cab-chassis to tradies but Mazda wants a larger slice of the lifestyle pie this time putting greater focus on dual cab 4x4.A new one tonner is a rarity, they only go through generational change once in a blue moon. The new BT-50 marks a decided shift in styling direction away from a utilitarian and boxy workhorse look to a more rounded wedge shape. It's big (200mm longer than before) and bold and polarising especially around the rear with almond shaped tail lights that leave nobody in doubt it's a BT-50.Turbodiesel only in 2.2-litre four pot and 3.2-litre five pot, just like twin under the skin Ford Ranger.The 2.2 is good for 110kW/375Nm while the five is good for 147kW/470Nm. The smaller donk uses as little as 7.6-litres/100km in base manual spec' while the larger unit goes through 8.4. With an 80 litre tank, both engines will give an impressive driving range. This is the first five cylinder engine from Mazda and goes pretty well.Six speeds in both manual (rubbery) and auto yield benefits in performance and fuel efficiency for BT-50. But you can't get the 2.2 in auto, for some reason it's only on the 3.2.The auto is adaptive and offers sequential change mode while the manual has an upshift indicator to help economical driving. The 4x4 system offers three modes 2H, 4H and 4L selected by turning a knob on the console. The auto gets hill launch assist and hill descent control and a locking rear diff'.It's on a ladder chassis featuring double wishbones and coil springs up front, live axle and leaf springs at the rear. Turning circle radius is reduced by more front wheel steering angle. The body rides on liquid filled bushes to reduce noise and vibration.BT-50 offers passenger car levels of safety and was built to comply with a five star crash rating. The base single cab models get four air bags while the larger models get six. Stability control and other dynamic modulators are fitted. Trailer sway control, flashing tail lights under panic stops and roll stability control are featured on new BT-50.Hectares of cheap, hard, grey plastic greet passengers inside, a glamour inside it certainly isn't. But there's adequate kit and it's easy to use but no reach adjust on the steering. Seats for five in the dual cab model are relatively comfy and there's plenty of room and easy access. The audio is acceptable and though small, the info/satnav screen is handy. Multi-media connectivity is excellent offering Bluetooth phone and audio streaming as well as other plugs and wheel mounted control buttons.The cargo box is larger than before and all models are rated higher for towing and load capacity, all capable of taking a tonne or more. It's a dual skin cargo box but a tray liner is optional.

MAZDA zooms toward the top of the ute class with the all-new, bigger and bolder BT50. While there will be discussion about the move toward a more SUV-like style - inside and out - there will be few questions about the on and off-road ability of the new machines as lifestyle dual cabs.The BT50, as with its Ford Ranger counterpart, moves into this growing segment with confidence. The business is still dominated by Toyota's Hilux and the Nissan Navara; now there is fresh competition at this top end of the ute market from Mazda, Ford, Volkswagen's Amarok and the forthcoming Holden Colorado. People-carrying utes are a very healthy, steadily-growing segment of the local market and Mazda is prepared to forget some of the cheap-and-cheerful tradies workhorses to move in for a bigger slice of the top end. There are three BT50 cab styles, two and four-wheel drives, two engines, two transmissions and three spec grades. First up are the dual cabs driven at launch and available from November 1, followed by the Freestyle cabs later that month with single cabs due in early 2012.Final pricing for the 2011 class of BT50s is still under discussion but Mazda Australia promises 'competitive' deals to line up with rivals; prices are expected to rise between $1500 and $5000 across the range.Expect then the volume-selling XT four-wheel drive dual cab around $45,000, running through to close on $60,000 for the top-spec GT version. Few miss out on a pile of gear from air conditioning and Bluetooth to traction control, stability control and roll control.The BT50 sits on the chassis developed with Ford but Mazda, with 50 engineers in Australia for four years, have gone their own way with exterior and interior style (along with damper settings).The result is a ute infused with Mazda's current DNA - the front end carries the CX-7 wagon's big grin, the rear has its own special treatment with horizontal taillights that not only scream around onto the ute's side but also carry on to the tail gate.Mazda reckons this gives the BT50 a 'dynamic, futuristic' look; some are uncertain whether Australia's ute buyers are ready for the future.Mazda has stacked these utes, in particular these upmarket four-wheel drive versions, with a host of electronic driver aids. While there remains a full (and well-tuned) chassis below, an array of gear from stability and roll control to hill assist and hill descent control bring car-like driving and safety dynamics to the BT-50. The 3.2 litre diesel is Mazda's first five-cylinder engine.The aforementioned secondary safety aids - including Load Adaptive Control to plot the electronics' reactions dependent on load and Trailer Sway Control - are complemented by driver and passenger front and side airbags plus curtain airbags. Mazda engineers are confident of a five-star ANCAP rating.This new BT50 is a fair way removed from its predecessor. It is bigger inside and out, quieter and better-mannered on tar and dirt. Engineers have given it taut, passenger car-like dynamics with excellent turn-in to corners (with rack and pinion steering) and top grip on good and bad roads; it is particularly competent on fast dirt roads. The 3.2 litre engine is stacked with torque, handy on and off the road although the six-speed manual shift could be slicker; here the six-speed auto shines. But with either transmission the BT-50 is a quiet, always willing, machine at cruise or crawling speeds. This is yet another of these new generation utes that drive more like a capable SUV than load carrier.Some may find Mazda have zoomed a tad too far toward SUV with the style inside and out (the centre console and its buttons for instance feel a bit dinky) but there is no doubting the new BT50's ability to cruise the highway in a fair degree of comfort or climb a rutted scrub track with confidence.

It may be just a marketing exercise designed to sell more Commodore utes but the Thunder limited edition makes an enticing package for boof-head Aussie blokes or sheilas.