Ute Reviews

LPG has been strongly touted over the past few years as being an economical fuel source compared to petrol. But that benefit has started to dwindle as conventional engines have downsized, become more efficient and more environmentally chummy.Take the Holden Omega LPG dual-fuel. Aimed at the tradie and fleet buyers, it offers a simple, economical and fairly comfortable vehicle. But there are still compromises -- for both your wallet and the environment.VALUEYou have to weigh the $38,890 price for the dual-drinker against the latest petrol-only Omega ute at $3400 less - but $1400 after $2000 government rebate. But to do that, you need to measure the 175kW/318Nm 3.6-litre's claimed 15.1L/100km on LPG - which is how most people will use it -- against the 3.0-litre petrol's claimed 9.6L/100km and not dissimilar outputs at 190kW/290Nm.With current fuel prices (which vary on location), that means 1000km costs about $94 on LPG, and about $40 more on petrol. So you have to travel 35,000km to make up the price difference.On test, after 420km of mixed driving it took 67.7L of LPG and 8.3L of petrol for a total cost of $55.90, so our 1000km would cost closer to $130, but in real-world driving the non-LPG ute would also return a higher fuel figure than the claimed one, so the difference could still be around $40.The emissions weigh-up is grimmer. On LPG, the ute belches 244g/km of CO2: more than the 3.0-litre's 229g/km - and for that matter, more than the 210kW/350Nm version of the petrol V6 at 236g/km. And no amount of driving evens up that imbalance.DESIGNThe body looks solid and simple, but the LPG tank means a large lump in the tray, and while you can sit something on top, it reduces the payload area and prevents you anchoring large objects behind the cabin. The tank also reduces cargo capacity by 109kg to 700kg, but you still get the braked towing capacity of 1600kg.The filler caps are both under the same lid, and this leaves little room to get your fingers around the LPG one when refilling.The interior relies on hard plastics - the steering wheel is particularly unpleasant -- but enough effort has been made to give the cabin a comfortable feel and there's plenty of room behind the seats for storage. It also has a reasonable equipment list, including dual-zone climate control, Bluetooth and the Holden-iQ touchscreen infotainment system.The main gripe is lack of visibility, with the thick pillars and high rear window forcing you to look twice in lane-changing and parking.TECHNOLOGYThe Alloytec V6 engine starts on petrol and automatically switches over to the gas-injected LPG after a few seconds, but will switch back if you run out of gas It's a capable unit, but it's mated to a museum-eligible four-speed auto and you can't help wondering how much another cog or two would improve the fuel economy.Holden is currently working on an LPG-only system, due to arrive later this year.The independent rear suspension feels a bit firmer than in the sedan, and the ute rides and handles fairly well with an empty tray. The steel wheels' 16-in diameter helps with that, but it improves more with some weight in the tray.SAFETYFive crash stars, helped by six airbags, stability and traction controls, and anti-skid brakes with brakeforce distribution for optimum braking and brake assist for extra effort in emergency stops.DRIVINGWe'd factored in that the LPG ute would mutter at hills, and it didn't take much foot input before it needed to kick down. But we didn't expect it to make so much racket. It's an industrial symphony, with transmission noise singing harmony and tyre roar as the chorus - all of which begs for better damping in the cabin. Otherwise it offers a fairly practical experience. Give it a task and it steadily sets about getting it done, then dusts its hands off and lines up for the next one.The 11.7m turning circle is handy for a workhorse, and its road manners are as good with the tray empty as when loaded.Overall, there are no real problems, and the cabin is a well-equipped and pleasant enough mobile office, but the ute doesn't really shine in any area. The poor visibility and antique four-speed transmission make everyday tasks just a bit harder than they need to be, and the LPG consumption doesn't compare as well to more modern and frugal petrol engines as it once did to the previous guzzlers.The main factor will be whether you're prepared to pay the extra up front to save bowser budget later in its life.VERDICTIt's a good prospect if you're going to drive it long enough to recoup the extra cost and don't mind losing some payload area. Otherwise go for the petrol version or wait to see the new Falcon Ute with liquid phase injection LPG that arrives mid-year or the LPG-only system Holden will launch later in the year.HOLDEN OMEGA LPG UTEPrice: from $38,890 (- $2000 government rebate)Warranty: 3 years, 100,000km, roadside assistResale: 62%Service: 15,000km/12 monthsThirst: LPG only 15.1 litres/100km; 244g/km CO2. LPG/petrol 13.4 litres/100km; 217g/km CO2Crash rating: 5 starsSafety equipment: six airbags, ESC (inc ABS, EBD, EBA, TC)Engine: 3.6-litre, V6; LPG/petrol; 175kW/318NmTransmission: 4-speed auto; rear-driveBody: 2-door ute, 2 seatsDimensions:  4894mm (L); 1899mm (W); 1476mm (H); 2915mm (WB)Weight: 1734kgTyres: 225/60R16 tyres, full-size spare

It took a while but Toyota has finally added electronic traction and stability control to its HiLux SR5 dual-cab diesel. There are additional changes to the SR5 as well, and some other upgrades down the model range, but the addition of the electronic chassis controls to the SR5 is really the main-event news.You may not think that this isn't anything to get too excited about and, if this is the case, you probably need to think again. Electronic stability control is a significant on-road safety bonus while traction control can make a huge difference off-road.In the case of a vehicle like the HiLux, the addition of these electronic controls are even more deeply felt due to the design compromises that are inherent with all utes.Toyota, of course, is not the first to introduce these upgrades to mainstream Japanese utes as both Mitsubishi, with its Triton and Nissan with its Navara, beating Toyota to the punch.Nissan's situation is much the same as Toyota with the electronic controls only available on its top-spec dual-cab 4WD diesel (the ST-X) whereas Mitsubishi has traction and stability control available right across its 4WD Triton range, either standard or as an option.We drove the HiLux on some moderately difficult off-road tracks and while a HiLux without traction control would have probably made it through, the addition of traction control makes it that much easier for both the driver and vehicle.The essential off-road limitation with all utes (at least when they are unladen) is a lack of weight on the rear wheels. Add in the fact that a leaf-sprung live axle, standard fare on the rear of all the utes in this class, doesn't have the travel of a good coil-sprung live axle, and you can quickly struggle for traction in more slippery or demanding terrain.To overcome this, most drivers simply use a little more momentum to get up, over or through any tricky bit. In practice this generally works well but it does risk more damage to the vehicle. The beauty of traction control is that you can tackle the worst bits at a far easier pace and if one or more wheels start to lose traction and spin, the traction control will intervene as good as instantaneously to stop the wheel spinning without any interaction by the driver. In a word, the addition of traction control has pushed the HiLux right up to the front of the pack off road once again.The only notable change for 2011 is the wheel and tyre package have been changed from the 255/70R15s used previously to 265/65R17s. The 15s were good in terms of off-road practicality, but the ever-diminishing choice of 15-inch tyres was a problem. The 17s also improve the on-road steering and handling, especially the turn-in precision.As ever, the HiLux diesel offers an excellent spread of power, even though it may be down on claimed maximum power, and high levels of refinement. At this stage however, Toyota is yet to upgrade the towing capacity which, at 2250kg, is now well behind the class average.

Mazda shunned the notion that a ute had to look like a car to appeal to recreational users who were buying one-tonne utes like the BT-50 in increasing numbers for their weekend getaways.The company believed a ute should still look tough and purposeful, and held true to that belief when designing the replacement for the old B-Series.Beneath the tough exterior, however, Mazda worked hard to ensure the BT-50 had a measure of the 'Zoom-Zoom' that proved so successful in reviving the image of its passenger cars.MODEL WATCHThe BT-50 was an all-new model with barely anything carried over from the outgoing B Series.  The model range consisted of 4x2 and 4x4 models, with three body styles - single cab-chassis, Freestyle extended cab and dual-cab utility - and three levels of equipment, the base model DX, the DX+ and the range-topping SDX.It had a strong, purposeful look that gave it a solid, substantial image, the result of raising the belt line 30 mm and the sides of the cargo bed by 60 mm.  The cabin was generally a pleasant place to be, the only criticism was that it lacked elbowroom compared to most of its rivals, all of which had grown larger with the changeover to the new generations models, of which the BT-50 was one.Mazda offered two diesel engines depending on the model. The entry-  level two-wheel drive single cab-chassis had a 2.5-litre common rail double overhead camshaft four-cylinder turbo diesel engine that produced 105 kW at 3500 revs and 330 Nm at 1800 revs.All other models were powered by a 3.0-litre common rail double overhead camshaft four-cylinder intercooled turbo diesel.  When on song the 3.0-litre developed 115 kW at 3200 revs and 380 Nm at 1800 revs, up by 33 kW and 109 Nm from the engine in the outgoing model.Most models had a new five-speed manual gearbox, but there was also the option of a five-speed auto in the range topping SDX Dual Cab.  The BT-50 was built in both two-wheel drive and four-wheel drive forms, the latter utilising a dual range transfer case and limited-slip rear diff.On manual models the transfer case shift was manual, and they had remote free-wheel hub lock mechanisms, while those with auto transmissions had an electric shift allowing "on the fly" shifting between two and four-wheel drive.  Underneath, the BT-50 sat on a beefed-up ladder frame chassis.Larger front and rear shocks, and longer rear leaf springs improved the ride without affecting the BT-50's capacity for work.  Mazda chose to stick with nut-and-ball steering instead of following the trend to rack-and-pinion; the result was a rather large 12-metre turning circle.Brakes were a mix of disc front and drum rear, but with improved pedal feel and braking efficiency. ABS antilock brakes and Electronic Brake Force Distribution were available on all but the entry 4x2 single cab-chassis model.The BT-50 would carry a payload of up 1430 kg, 59 kg more than the old B Series, and would tow up to 2500 kg (braked), up from the 1800 kg of the B Series.IN THE SHOP The BT-50 causes few concerns for owners, the only complaints that have come to Cars Guide relate to the fuel consumption and clutch life.Generally used to tow caravans or heavy trailers, and often using four-wheel drive, both are issues that all one-tonners can suffer from. The fuel consumption tends to be higher than new, first time owners expect.  Many first time owners also ask a lot of their one-tonners by expecting them to tow heavy loads.If planning to use a BT-50 as a tow vehicle hauling a caravan or the like consult a towing specialist for advice on set-up, particularly if the vehicle is equipped with auto transmission.  Also consider having the auto serviced before leaving on a long trip with a load on the back.Make the usual checks for regular servicing; oil changes are critical for a long engine life.  Look for evidence of a hard life, towing, off-road or on a worksite.IN A CRASHDual front airbags and seat belt pretensioners were standard across the range.  ANCAP gave the BT-50 three stars when it was tested.UNDER THE PUMPMazda claimed the 2.5-litre models would sip fuel at the rate of 8.3 L/100 km, they also claimed the 3.0-litre models would average 9.2-10.4 L/100 km.  When tested by Cars Guide the 3.0-litre manual dual-cab ute returned an impressive 8.8 L/100 km average in a mix of city and country driving.OWNERS SAYSome owners have complained about the fuel consumption of the BT-50, but Mike Bradshaw told Cars Guide that he got an average of 10.0 L/  100 km from his 2009 model on a four-month long trip through the WA and the Northern Territory. Mike said that it was loaded to 2.6-  tonne, using four-wheel drive, and with the air-conditioning on.Frank Murray has done 21,000 km in his 2008 3.0-litre BT-50 and they have been trouble free, but he is concerned about the clutch life of the BT-50 after hearing stories of others having clutch issues. One owner, he said, was on his third clutch in 50,000 km, and another had to replace one at 40,000 km.LOOK FORTough truck looksImproved refinementSkinny cabinDiesel economyTowing performanceTHE BOTTOM LINEPerforms well, is comfortable, quiet and economical, but a little narrow in the cab. 82/100

Being acknowledged as the country that invented the ute is like being lauded for being the first person to market pet rocks.It's a novelty that is starting to wane.Yes, utes have their place - and will continue to have a place - in any industry that involves itself in moving things that can't be carried by humans.But in a world that is heaving towards space and fuel-efficient transportation, a two-seat semi-commercial vehicle with a thirst for dwindling fossil fuels is starting to lose gloss.Holden's SV6 ute is not a bad piece of work - once you figure out what to do with it.At $38,490 plus on-road costs, it's an expensive vehicle compared with some overseas-made utes that are more purpose designed to haul stuff.The SV6 has Holden's rather hoarse-sounding 3.6-litre V6 that, later this year, gets the ability to run on E85. In some states, that indicates a small fuel saving.Standard kit in the SV6 is noice - sports seats, Bluetooth integration with iPod/USB connectivity, 18-inch alloy wheels, cruise control, a neat touchscreen for the audio and trip computer, auto headlights and a poly tub liner.The front bit from the B-pillar forward is Commodore, the back bit is a ute.But though the design parameter is fixed, Holden makes a very stylish machine. Something that looks macho and makes all the guys turn an notice. Girls? Nah!Its style is THE reason why logic goes out the window and sales continue to be stable - against all odds.Love the big wheels, pumped wheel arches, tight fascia with its hard-edged grille, and the profile that tilts the cabin forward like its about to ski a Vail slope.The direct-injection 3.6-litre V6 is all technology. It gets quad cams and 24 valves and all the promise of 210kW and 350Nm of torque. It's all good on paper but the deliver is harsh and noisy when pushed.It gets a six-speed automatic that, again, has loads of promise. But perhaps it's the engine interfering because the changes aren't smooth and there seemed to be a lot of lag in the torque converter.No big surprises underneath with a strut front and independent coils and multi-links at the rear.This is Australia's first five-star crash rated ute. The SV6 gets electronic stability control, brakeforce distribution and six airbags to take its safety spec up to premium level - very unusual for a commercial vehicle.Any rear-drive workhorse vehicle that will spend most of its life without any load in the tray - or within the van - is screaming out for ESC. Well done, Holden.I know that some guys think this is a sports car because it has two seats.It's not. This is a Commodore with an empty hole in the back where your mates were supposed to sit.It doesn't even get a weight reduction over the Commodore sedan, either, with its 1750kg an 18kg penalty over the equivalent SV6 sedan.This doesn't help performance, though the ute can be muscled along to deliver some smiles.The 3.6-litre V6 has plenty of poke but its delivery is harsh. The six-speed auto also dulls the delivery unless the manual-shift option is employed to sharpen up shift points.Handling is actually very good and even though the steering doesn't feedback much feel, it's positive and well weighted. The brakes are spongy and that took the edge off the package.Despite the big open box behind the driver's ears, the ute is quiet at cruising speed and has a compliant ride whether empty or loaded.

SLIGHTLY bemused grey-haired couples are becoming increasingly common guests in 4WD ute showrooms.

Because the Altitude Blue Navara out front looks that bit bigger and bolder than the black dual cab D40 that lives around here. Sure, this upgraded version is a little longer in the nose with revised grille and front bumper adding 80mm to the length. Sure, these ST-X versions now sit on 17-inch wheels and theres more

Different manufacturers call their four-door utes different names double-cab, crew-cab or dual-cab.

The company's first supercharged V8 has put the GT range back at the top of the FPV food chain.

THE homegrown V8 power war has been ceded to FPV.  Instead of increasing power for the new HSV E Series 3, the performance car company has chosen to fit a range of hi-tech electronic gadgetry to its E3 models, offer dual gas/petrol power, increase the price by up to $1000 and give it a facelift.So the HSV range stays with the 317kW/550Nm 6.2-litre V8 (GTS and Grange are 325kW), while FPV will this week release its new range with a 335kW/570Nm five-litre Coyote V8.  HSV boss Phil Harding says that while there is no increase in power and torque, fuel consumption and CO2 emissions are marginally down."We didn't have increased power and torque on our list of actions for this model year update," Harding says.  Engineering general manager Joel Stoddart admits the 6.2-litre V8 engine is "getting close to its maximum potential".  There is no talk yet of moving to the coming compact global GM V8.PRICING AND DRIVETRAINPrices have increased by $1000 on all but the Senator which is up $560. HSV justifies the price rise on the increased technology and inclusion of standard satnav and reversing camera.The E3 range also includes a 20th anniversary Maloo ute model which is limited to 100 vehicles. It costs $67,600 in manual which is $3000 more than the standard model and $69,600 for the auto.TECHNOLOGYHSV boss Phil Harding says the E3 is "more than just a facelift", pointing out three "firsts" for an Australian manufacturer.  They are an automatic liquid propane injection (LPi) system, side blind zone alert system (SBZA) and an enhanced driver interface (EDI) which is like a computer game for the performance car."There are more ideas generated internally than we can afford to make business decisions on," Harding says.  "We're never short of ideas on sales, product, marketing and manufacturing to make our business more efficient and exciting."HSV is proud of its LPi system that automatically and seamlessly switches between gas and petrol, even though they only expect about 5 per cent take-up. It is offered as a $5990 option ($6390 on Maloo) on all but the ClubSport R8 Tourer.Stoddart says it has the same performance as in petrol-only mode, although it does switch seamlessly back to petrol when the car operates above 4000rpm.The EDI is an elaborate graphic system displayed on Holden's new touch screen that provides a wealth of information from G forces to "race" information such as brake and throttle percentages and a stopwatch.The information system was developed in conjunction with race technology company MoTec and details can be downloaded on a USB stick and analysed on a laptop just as a race engineer would in Formula One or V8 Supercars.The Windows-based software can also work with the GPS satnav system to record lap times on major Australian racetracks which are loaded into the vehicle, or plot new tracks.SAFETY The $1990 optional blind spot warning system is similar to the one developed by Volvo. When selected it shows a blue light on the side of the dashboard which turns red when the ultrasonic sensors detect a vehicle in the blind spot. If the driver indicates and moves into that occupied spot, it flashes.There is no audible alarm. The system can be turned off and it defaults to how it was left when the car was last used.To overcome continued adverse comments about the dangerous lack of rear vision caused by the rear spoiler, all HSVs now come with a reverse camera with rear parking assist sensors and a lower spoiler.STYLINGInside are new trims colours and materials, more leather, restyled instruments and gauges, and a HSV welcome and build number displayed when the touch screen is switched on.Outside, there is more chrome, a "superflow" rear spoiler, chrome exhaust tips integrated into the rear bodywork like in the Honda Civic Type R, a new fascia and, for the first time, the Grange gets an engine power designation badge on the boot to mark the increase in power to match the GTS.DRIVINGWith no mechanical changes to the new models, driving dynamics are the same. But even though HSV engineers say there are no changes, the clutch felt a little lighter in the manual models.HSV's clever LPi system is seamless. The EDI will display when it is in petrol or gas mode, but you wouldn't feel any difference. Ride is firm but fair on the road, although the rear can be noisy over sharp hits.  Magnetic ride which is standard on the Grange, Senator and GTS has a "luxury" damper setting which takes the sting out of the bumps.The cars felt more at home in a short session at Broadford motorcycle race track north of Melbourne. Here the magnetic ride was switched to "performance"and the cars flowed through the tricky set of corners.Switch the traction control to "competitive" mode and you can play hero, allowing the back to drift out, but not far enough to cause alarm. Traction control can also be turned off totally.The extra width in the front tyres of the Grange give it more directional stability and turn-in, allowing quick change of direction on the Broadford esses.VERDICTThe addition of the EDI and data logging is a gimmick that some will find enticing, while the satnav is past its due date and should justify some of the price rise.  But it is unlikely that the data gimmick will be a key selling point for buyers of Senator and Grange.HSV E3Prices:ClubSport R8 $67,600 (manual) $69,600 (auto)ClubSport R8 Tourer $68,600 (m) $70,600 (a)Grange $88,900 (a)GTS $82,900 (m) $84,900 (a)Maloo R8 $64,600 (m) $66,600 (a)20 years of Maloo R8 $67,600 (m) $69,600 (a)Senator Signature $83,990 (m/a)Engine: 6.2-litre V8Power: 317kW (325kW GTS, Grange) @ 6000rpmTorque: 550Nm @ 4600rpmTransmissions: 6-speed manual and auto (Grange auto only)Options:SBZA $1990 (standard on Grange and Maloo 20th); LPi $5990 (ute $6390); Turismo Rosso leather $1490 (GTS and Senator)

When the Toyota HiLux first appeared on the monthly top-10 sales list a while back it was dismissed as an aberration rather than a meaningful shift in the market.  A year or two on the Toyota ute is not only still there it's well entrenched in the top three or four selling models.The stunning success of the HiLux has caused other manufacturers of similar utes, like Ford, to take another look at their own models with a view to cashing in on this new popularity.  When they did look they found the reason for this new success didn't lie in the traditional working class segment, but in the growth in the use of these vehicles for recreation.For its part Ford, and its Mazda partner, went back to the drawing board and came up with a new and expanded range of utes to cover all bases in the changed market.MODEL WATCHIn a reflection of the changing demand from ute buyers Ford changed the name of its offering, from the rather working class Courier to the rather more adventurous Ranger.  It's the demand from people who want to use them for more than their work needs, for their recreational, or lifestyle, purposes as well that is driving the development of today's one-tonne utes.  The Ranger is in reality a Mazda BT-50 with a different set of sheetmetal clothes.Ford followed its "trough truck" theme when it restyled front of the Mazda to create the good-looking Ranger with a clear link to his F150 big brother.  The restyle brought a new grille and blue oval badge to the Mazda's muscular lines, which gave it a bold, purposeful look, but the rest was all Mazda BT-50.Ford's model line-up included three body styles, with the single cab, extended Supercab, and the Crewcab.  Each was available as a cab-chassis and a ute with a box bed, and in 4x2, 4x2 Hi-rider and 4x4 models.Two equipment levels were offered; XL on 4x2 models, and XL and XLT on 4x4 models, with the XLT 4x4 being the hero model aimed at those using their Ranger for a bit of weekend fun.Inside, the Ranger was the same as the Mazda, apart from the steering wheel. It had the same neat car-like dash, a standard MP3-compatible CD player, a decent array of dials, dual airbags, and most models had standard air-conditioning.Underneath, the Ranger had a beefed-up ladder chassis, torsion bar front suspension and longer rear leaf springs with heftier shocks to improve the ride without sacrificing its load carrying capacity. The steering was also retuned to be more responsive.Braking was by front ventilated discs and rear drums, with ABS antilock and EBD electronic brakeforce distribution systems standard on the XLT, but optional on the rest of the range.Like Mazda Ford dropped the petrol engine option in the Ranger and only offered diesel engines.  There were two of them, both with common-rail injection and variable geometry turbocharging for smooth and steady power delivery across a broad rev range.The 4x2 models had a 2.5-litre version that produced 105 kW at 3500 revs and 330 Nm at 1800 revs, while the 4x2 Hi-rider and all 4x4 models had the extra zip of a 3.0-litre version that produced 115 kW at 3200 revs and 380 Nm at 1800 revs.There were two transmissions on offer, a five-speed manual, which was standard across the range, and a five-speed auto, which was optional with the larger engine.Manual four-wheel drive models had a dual-range transfer case with remote locking front hubs and a limited-slip rear diff; the autos had an electronic shift-on-the-fly mechanism for easier 4x4 operation.  All models had a full one-tonne payload, while the 3.0-litre manual would tow three tones.IN THE SHOPThe Ranger is generally a tough and reliable ute, whether working or touring the land on a journey of discovery.  There have been some issues with the cruise control where fitted and Ford is in the process of changing to a new supplier to fix the problems. If you are looking to buy a model with a factory-fitted cruise check the operation to make sure it is working correctly.There have also been one or two reports of auto transmission troubles, specifically reports of gears slipping, so check the auto transmission carefully.  Look for the telltale signs of hard work, either on the work site or in the bush; in particular look for battered bodywork and underbody.IN A CRASHUtes have generally trailed passenger cars in the level of safety they have offered, but the latest models are closer than ever to their sedan cousins.With ABS antilock brakes and EBD brakeforce distribution the Ranger has a reasonable level of active safety, while dual front airbags give it the basic level of passive safety.  ANCAP rated the Ranger 4x4 at three stars out of a possible five.AT THE PUMPWith a diesel only option the Ranger manages to dodge the fuel consumption bullet that hits most of its rivals offering a petrol engine option.  The base model with the 2.5-litre engine boasts a claimed consumption of 8.3 L/100 km, while those models with the 3.0-litre engine are claimed to deliver 9.2 L/100 km.OWNER SAYSDavid Trevaskis has had his 2007 Ford Ranger diesel auto for 18 months now and is really happy with it. It's tough, good on wet or dry forest tracks as well as ordinary roads, rides comfortably, has good fuel efficiency, and an excellent towing capacity.LOOK FOR. Tough Ford looks. Diesel economy. Good build quality. Comfortable ride. Three-tonne towing ability. One-tonne payloadTHE BOTTOM LINEWell built ute that drives smoothly and delivers diesel economy.