Ute Reviews

The rotary dial for selecting drive — 2WD, 4WD High and 4WD Low — is off to the left, alongside the cavernous glove box.  And the footwell for the driver is cramped to the left so there's no distinct rest, though there's plenty of foot room atop the transmission hump.They are small signs that this was originally a left-hand drive US of A-bred machine. But the signs, unlike the vehicle, are small enough to overlook.  The F350, along with a few other F-Trucks from the F250 to F450, is imported with the steering wheel on the wrong side and then converted by extensive engineering and clever cabin work.The utes come into Melbourne brand new and are immediately pulled apart. The dashboard gets junked and a new right-hand drive version installed. Other components, such as the steering system, are also replaced.  The result is a vehicle that assumes all the poise and character of a machine that was originally engineered as a right-hand drive.DrivingIt sits confidently on the road because of its steering and suspension alterations and because it's 2m high and 2m wide and weighs 3.6 tonnes.  And the wonder of it all, from the eyrie-like cabin, is that once you accustom yourself to the ballroom dimensions behind you, it is as easy to drive as a Falcon.The engine sets the theme. The stater motor winds up at frightening speed and promptly kicks the monster diesel alive.  There's no mistaking the diesel growl at idle but click the column shift gear lever into Drive and it settles into a lazy, muted rumble.Maximum torque hits at 2000rpm so there's no need to keep prodding the accelerator.  It'll run with some of the best utes from the traffic lights and every upchange brings another kick forward.Freeway cruising is an easy 100km/h at 1700rpm with plenty left to squirt past slower traffic.  It becomes so confident that, for a moment, you forget what you're driving. I easily slid into a roadside park bay and nonchalantly eased my age from the cabin.I thought I did a pretty good job until I saw that the ute was hanging over the end of the bay's white painted perimeter by a good 2m. Nothing in the street could accommodate the F350, so I set off in search of an unmarked section of street.More caution was exercised in the dirt. The 4WD writing on the flanks of the ute indicated this has potential in the dirt but I was only about 2km into a dirt route when fear drew over me like a cold blanket.I was by myself. I was in a 4WD area but it was mid-week and I was alone. The ute was starting to find difficulty and I was already in low range.  And I figured that it would take about six days and a couple of heart attacks for me to dig out this 3.6-tonne thing if it sank. So I carefully reversed out.Back on the bitumen the ute continued to surprise. The agility of the F350 isn't expected. Neither is the comfort and quietness of the cabin.  The Lariat model tested gets full leather upholstery and wood garnish. It seats five adults with all the room any rear passenger could want.That back seat also folds up and a steel panel beneath becomes a cargo floor for storing stuff that needs the security of the cabin.  This is the top-spec F350 and standard features include electric telescopic and folding side mirrors for towing, 6-disc CD audio, rear sliding window, electric front seats with heating, dual-zone airconditioning, cruise control, rear camera (screen in mirror) and a sunroof.There's also a trailer-brake controller to keep in check the 5.7 tonnes of mass that you're hooked up to.  Out back the bed has handy fold-out plastic railings — called a bed extender but more like fences — to either extend the cargo area over the opened tailgate or reversed to create a smaller, safer area to store goods.And to get up onto the tray, the tailgate contains a slip-out, extendable step and a hand rail that locks into position. There. You're done now.Ford F350 LariatOrigin: USAPrice: $154,990Engine: 6.4-litre, V8, twin-turbo-dieselPower: 261kW @ 3000rpmTorque: 885Nm @ 2000rpmFuel: DieselFuel tank: 143 litresEconomy (tested): 19 litres/100kmEmissions: n/a (Corolla: 175g/km)Transmission: 5-speed automatic; part-time 4WD; 2-speed electric transfer caseBrakes: 4-wheel vented discs, ABS, EBD, traction conrolTurning circle: 12.2mSuspension: Front _ Live axle, coils; Rear _ live axle, leaf springs, staggered shocksWheels: 18-inch alloy, 275/70R18 tyres; full-size spareLength: 6155mmWidth: 1998mmHeight: 2023mmWheelbase: 3900mmGround clearance: 195mmWeight: 3608kgTow (max): 5200kgWarranty: 3yr/unlimited kmService: 15,000kmRivals: none

They're still working-class vehicles, but they're now used as family transport and wagons for weekends in the bush or at the beach. The Mitsubishi Triton has been a fixture on the local scene for more than 20 years and has built a large and loyal following.Model WatchThe fourth-generation MK Triton was replaced by the ML model in 2006, but until the ML came along it was the best Triton model that Mitsubishi had released.  It is now the one being sought and bought by used-car buyers.Compared with previous models the MK Triton was quite advanced and, despite its commercial underpinnings, was as car-like as you could get in a work ute.  The Triton range was large with a choice of cab-chassis and ute styles, single cab, club-cab and dual-cab bodies, four-cylinder and V6 petrol engines, a four-cylinder diesel, and two and four-wheel drive.On top of that, buyers could choose from GL, GLS and GLX depending on the level of equipment they wanted.  The base engine was the 97kW 2.4-litre petrol engine that delivered good performance with good torque down low for pulling power. It was a popular choice of gardeners, landscapers, carpenters, plumbers and other tradies.The 133kW 3.0-litre V6 was the best performer, but it came with a fuel economy penalty, a major factor when choosing a car.  Both the petrol engines were LPG-compatible, which increased their appeal on the used market.Initially the diesel engine was a naturally aspirated 2.8-litre unit that was economical but lacked performance. That was addressed in 2003 when Mitsubishi replaced it with a 2.8-litre turbo diesel. Inside, the MK was clearly a member of an older generation and didn't have the room of the new ML. Rear seat room was particularly limited if you wanted it for family use.  The seats were upright and uncomfortable.The Triton had a 10-year lifespan so they now vary from old and worn-out to relatively new.  With that long life they had a number of upgrades, the latest being the best and the ones to look for.In The ShopBecause they have been used for many and varied tasks, it's important to find out as much as you can about your chosen vehicle.  A working vehicle tends to get a much harder time than one used for transporting junior to soccer training at weekends.Check in and around the tray for damage. There are almost always bangs and bumps from loads being tossed in and slung around.  Heavy loads could have caused the suspension to sag so check the condition of springs and shocks.Bodywork should be checked for damage. It easily gets knocked about on the worksite.  Four-wheel-drives need to be checked for heavy off-road use. Generally, they're tough enough to survive moderate use with little to show for it, but if they've been subjected to consistent heavy off-road use you could expect to find damage underneath.Look for battle scars caused by rocks on the body, exhaust and suspension.  Generally the Triton is a tough vehicle and owners experience little trouble. Most problems are minor, such as engine oil leaks.The Triton and other pickups don't have to meet the safety standards that apply to cars so there are generally less safety features built into them.  The Triton was crash-tested and came up with a commendable three-star ANCAP rating. Only later models had airbags available.At The PumpFuel consumption varies tremendously with pickups because of the variation in load, towing and operating conditions.  But expect to get 11-12 litres for 100km for a four-cylinder model, and 13-15 litres for 100km for the V6. 4WDs will be higher.  The most economical will be the diesel, but go for the later turbo diesel, which will deliver a better blend of performance and economy.

There was no love at first sight. The HiLux looked a bit soft, the driveline — auto transmission and V6 — sounded harsh, the driver's seat was a touch too high for a taller driver and that bloody seatbelt warning chime was fired up by the least amount of movement.Maybe it was after years of jumping in and out of diesel-engined utes — once rattling loud but these days quite smooth and reassuring — that the Toyota's V6 felt coarse.  Maybe the HiLux's style, inside and out, had gone too fancy-dancy for a work truck; there's even LED sparkles for parking lights. And the single cab-chassis ute looked a little low at the front.But a week, and a tonne of gravel later, this four-wheel drive SR Toyota had become a handy home-away-from-home. For all the car-like qualities, the HiLux remains a faithful worker, down the highway and across the paddocks.The HiLuxes were the first of the latest generation utes; smarter and more comfortable and bigger than the last lot. To date Toyota, Nissan (Navara) and Mitsubishi (Triton) have moved on with the Ford/Mazda, Isuzu and Colorado still to follow.Today the HiLux, two and four-wheel drive, remains the country's best-selling ute although there is a fair whack of commercial business compared with private business in those sales.  This seventh generation Toyota ute arrived in 2005 and kept the HiLux name (now 30 years old in this country) moving forward, since then there's been little updates to both style and mechanicals.By October last year there were 32 variants of HiLux with two and four-wheel drive versions, three cabin styles, three engines, manual and automatic transmissions plus three grades of equipment.  The single cab-chassis, four-wheel drive SR HiLux with auto and V6 we tested sits somewhere around the middle of the pack.Fit-out and equipmentComfort features range from power windows to a stereo with USB port and Bluetooth compatibility, SR grade also scores a most comfortable four-spoke steering wheel with audio controls.  A bonus in the cabin is a couple of dashboard cubby holes for storage. And outside this one arrived with a decent factory dropside tray with wooden floor.DrivingSo off to the gravel shed, load up with a tonne of 20mm stones and head out of town. This settles the ute down. Settles it down quite a lot, plenty of grip at the rear but a little less steering feel up front.Steady as it goes then and the HiLux, at around 90km/h, is comfortable with the workload. The big hills need some respect, maybe a drop down from fifth and a little more throttle.But now the driveline no longer sounds rough around the edges. With a job to be done the ute feels and sounds happier. Only the warm smell of brakes on the other side of the big hills confirms there is real work here.Into four-wheel drive, slow and easy across the creek without a bump or scrape. Up a damp dirt hillside track with a little momentum and time for a beer. The hard work was next day, shovelling off a tonne of rock.  By the time the HiLux was headed for home, there was affection for the machine.Unladen it steered, braked and rode with decent manners. The engine and transmission no longer felt coarse, the back end well-behaved and the HiLux loped along at an easy highway pace.  All this cost close on 14 litres per 100km, quite acceptable for the roads and the load.And so the adventure ended with a little more love... apart from that bleeping seatbelt chime (most annoying when working in the paddock). The HiLux is a pretty decent machine, albeit at a pretty decent price.Toyota HiLux SRPrice: from $38,140Body: Single cab chassisEngine: 4-litre V6Power: 126 KW/3600rpmTorque: 343 Nm/1400rpmTransmission: Five-speed auto, four-wheel driveMax rear axle capacity: 1600kgMax towing: 2250kg

It might have been born to work, but the humble Aussie ute has evolved into a much more sophisticated car that is now used more for recreational pursuits than it is for slogging it out on the job site.  Vehicles like the HSV Maloo are the ultimate expression of this new-age ute possessing a level of performance, safety and refinement never imagined by the original ute's creators in their wildest dreams.Gone are the days when utes were uncomfortable, evil handling and sometimes downright dangerous; today's utes do everything just as well as their sedan siblings.  They're so good, in fact, that Holden even describes its Ute as a two- door sports car. If that were true the HSV Maloo would have an even greater claim to that moniker.Model WatchWhile the ute began life as a humble working class vehicle it has over the years become something of a cult car with true-blue Aussies of all ages.  It's no longer just a working class vehicle; all sorts of people use it in all manner of activities.Holden and Ford long ago recognised the trend to the ute as a recreational vehicle and have both moved to satisfy the demand with a series of stylish sports models aimed more at out-of-hours pursuits than those on the job site.  To put this into some sort of perspective Holden said when releasing the VE ute that some 70 per cent of all VE Holden utes sold were the sportier models, the SS and SV6.It's a reality that today's ute is more likely to carry sports or camping gear than it is bricks, timber and tools.  If the Holden ute set the bar for sports utes higher, the HSV Maloo took the concept to an even loftier performance plain again.Like all HSV models the Maloo builds on the Holden ute with a unique set of body front and rear parts, along with a unique hard tonneau cover, that give it its own distinct muscular look without cutting into the basic Holden body structure.It's a craft HSV has perfected over more than 20 years of building hotter Holdens and the result is that the Maloo looks as tough as nails.  Matching the muscular look is the Maloo's musclebound 6.0-litre LS2 V8 engine that turns out a whopping 307 kW at 6000 revs and 550 Nm at 5100 revs.Two rugged gearboxes are offered to Maloo buyers. One is a six-manual 'box, the other a six-speed auto that channels the V8's muscle to the rear wheels.  With all that grunt under the bonnet HSV was wise to ensure the chassis was up to the task of handling it, and with independent suspension front and rear, sports shocks, monster brakes, and huge 19- inch wheels and tyres, it is more than capable to taming the beast.But while the Maloo has the credentials needed for a place on the performance car grid it doesn't lack anything in refinement either.  Inside the cabin the driver and passenger have leather sports seats, steering wheel, and dials, and well as a full array of features like air, cruise, power windows and mirrors, automatic wipers, as well as rear parking sensors to ensure those special bumpers don't get scratched.In The ShopGenerally the Maloo is a tough and reliable unit, the issues it can have are the same that an equivalent Holden ute might also have.  The LS2 V8 engine appears to give little trouble, same goes for the transmissions and diff.Look for signs of abuse, the Maloo will stand up to hard driving, but like all cars won't cope well with abusive driving.  Check for a service record to ensure oil changes have been carried out as recommended.In A CrashThe E Series Maloo is fitted with a comprehensive array of safety gear, including dual front airbags, electronic stability control, anti-skid brakes, traction control, and brake assist with brake-force distribution.At The PumpThe E Series Maloo is no fuel miser and the fuel consumption achieved is heavily dependent on the weight of the driver's right foot.  HSV claimed an average fuel consumption of 14.9 L/100 km.Anyone put off by the Maloo's high fuel consumption might want to think about fitting a dual-fuel vapour-injection system, which has the potential to almost halve the running costs based on the current pricing of unleaded and LPG.  Vapour-injection systems are configured to use unleaded petrol to the start the engine and for the first few seconds of warm-up before automatically switching over to gas.That way they start quickly and run smoothly while the engine comes up to its running temperature.  Once it has switched over to LPG gas is used almost exclusively, and the system only switches back to unleaded if the demand for fuel exceeds the LPG system's capacity to supply. That means there is no loss of performance.A dual-fuel Maloo will run just as hard as one running on petrol, but the running cost will be much lower. Look ForHead-turning looksBlistering performanceCar-like handlingLimited load carrying capacityThirsty for fuelGood candidate for LPGThe Bottom LineHSV's hot ute looks the goods, goes hard, and doesn't have to be expensive to run.Rating80/100

"Not much of a work ute, is it?" says a no-nonsense mate when looking over the Holden Ute SV6.  No, not really. And it isn't meant to be. Sure, the base-model Omega Ute is more of a working vehicle but the SV6 and SS V8 versions tend towards lifestyle vehicles a two-door, two-seater with a big boot.The SV6 version, as tested, even looks like you've got a V8 lots of body kit, low slung, big alloy wheels and twin exhausts and with plenty of go.Engine It runs the SIDI version of the 3.6-litre V6 which gives a more than adequate 210kW power and yet can return a reasonable 10 litres/100km fuel economy on regular unleaded. The six-litre V8 model even with its cylinder shutdown on the automatic utes drinks about 13 litres/100km and the manual V8 even more.We drove the manual SV6, which will trundle along at only 1000rpm (40km/h, 5th gear) and takes just 2100rpm in 6th gear at 110km/h. The gearshift is short but clunky (perhaps it will ease up when run in more), the sequential six-speed automatic worth considering.Fit-out and equipmentThe 245/45 tyres on 18in rims on the SV6, plus firmer sports springs, a hefty front anti-sway bar and lowered ride height give this thing commendable cornering grip, backed up by stability control. And Holden has the advantage of independent rear suspension of coil springs on its tes.Like all VE Holdens the driver has to look around a thick A-pillar and the over-shoulder view around the B-pillar isn't great, either. But its six airbags help give it a top-five star safety rating for occupant protection.SV6 Ute comes with a soft tonneau cover, the edges of which have to be snapped into place (strong hands needed), and a polyethylene tub liner which helps protect you cargo. Tie-down hooks are handy but it would be good to have some fold-in D-hooks lower on the tub sides, too.It will carry items up to 1.9m long with tailgate up. It has 1.2m between wheel arches. Its 100mm ground clearance and low front spoiler mean it's no good for building sites and farm paddocks but I was king of the kids doing the dump run, an impressive amount of tree clippings swallowed by the rear tub.The interior is sporty Commodore with leather-trim steering wheel. The test car had the welcome optional leather seats. Electric adjustment is for seat height only.  Overall, Holden Ute SV6 is an Aussie two-seater that looks great, goes quick and gives versatility in what you can carry in the back.Holden Ute SV6Price: from $34,990 drive-away (list price from $38,490)Engine: 3.6-litre, V6, dohc, petrolPower: 210kW @ 6400rpmTorque: 350Nm @ 2900rpmTransmission: Six-speed manual (six-speed automatic $1000 more). Rear wheel drive.Fuel: 10.2 litres/100km; on test 9.9 litres/100km; tank 73 litresCO2: 241g/kmDimensions: 5040mm long, 1899mm wide, 1480mm high; wheelbase 3009mm; 1750kg.Brakes: Ventilated discs front and rear; ABS.Tows: 1600kg.Also consider: Falcon XR6 Ute, $37,690.

One look at the monthly sales numbers is enough to tell you that dual-cab utes like the Nissan Navara D40 are enjoying unprecedented popularity with Australian car buyers.

The Melbourne-based performance car builder has turned back prices nine years with the arrival of the limited-edition GXP sedan and Maloo ute. The ClubSport GXP and Maloo GXP headline the HSV lineup with drive-away pricing of $61,990 for the six-speed manual sedan and $55,990 for the manual ute. Not since 2001 has HSV had an entry model at these prices. Just 400 sedans and 350 utes will be built, with small numbers heading to New Zealand.Although the cars are based on the high-end Pontiac GXP, which sold for a brief period in the United States, it also shares some ClubSport R8 cues.HSV executives are mindful that as an entry level car, both the sedan and ute are expected to sell out quickly. However, HSV general manager sales and marketing, Darren Bowler, says it is unlikely the GXP will join the lineup as a mainstream model. "We don't want too many variants in our model range," he says.But the company's general manager product planning, Tim Jackson, has left the door ajar for a similarly priced entry level model at some time in the future. "We will learn a lot from this exercise - it's been a while since we've been at this pricepoint - and if there is a strong response we'll re-evaluate it."Bowler is mindful that HSV does not want to repeat the experience of the VL Group A cars of 1988. "We made 500 of those and they sold very quickly," Bowler says. "Then we thought, let's build another 250 and got stuck with stock. We don't want to be in that position again."HSV managing director, Phil Harding, says the GXP is designed to bring new customers to the brand. Importantly, both cars also adhere to the HSV brand pillars of performance, handling and unique design, he says. "It was always our objective to find a solution for the model that sat below the ClubSport R8," he says. "We received a lot of customer inquiries for a model like that and GXP provided us with that opportunity."What does it have?The GXP and ClubSport R8 share some crucial parts, including the 317kW/550Nm 6.2-litre V8 and some interior trim. The 19-inch alloys will be familiar as they were available on the Series I HSV cars. The sedan gets a unique rear bumper with a blacked-out diffuser and quad exhausts with alloy tips. The ute follows a ‘less is more’ treatment with the rear end and looks similar to an SS ute. Instead of the Maloo hardcover tonneau, the GXP ute opts for a soft-cover. Both also gets unique suspension settings, a Brembo brake package, E Series 2 daylight running lights, E Series 2 front bumper and bonnet and mudguard vents. Harding is quick to point out that the GXP is not a result of "left over" components from the Pontiac parts bin."There is a great danger that you might refer to this program as inventory user," he says. "It’s absolutely nothing of that sort. And certainly companies these days don't end up with stuff left over; certainly we don't. "In terms of building these cars new parts have had to be ordered."DrivingIf the ClubSport R8 and GTS have too much bling for your liking then the GXP sedan makes a natural, easy choice to move into the HSV arena. The sedan and Maloo ute's other strong argument is pricing. Both are designed with just enough HSV baubles to bring new enthusiasts into the fold and get existing owners back into showrooms. Both the sedan and ute steer, brake and accelerate just like a HSV should but without the "look at me" styling reserved for the GTS and Maloo R8 ute.That does not mean each car misses out on the nicer visual touches, from the mudguard vents and bonnet vents to the skilfully crafted diffuser treatment on the sedans rear bumper. Inside there are traces of the ClubSport R8 around the cabin, and that's a good thing. However, to keep the price down it misses the competition electronic stability control, extended cruise control and launch control function found on the R8.The sedan is a smooth operator when it comes to the nip and tuck of every day traffic. The steering is nicely weighted and communicative. For a performance car the ride borders on surreal, even on the bigger tyres. It is firm but compliant and comfy. The GXP's Gen IV V8 is quiet, smooth and will help dispatch slow-coaches easily and without drama. The dulcet tones from the quad exhausts remind you its a bent eight.The most surprising thing about the Maloo is that it is a ute. You have to keep checking the rear view mirrors because until you drive it, you'll dismiss it as just another ute. It's not. And that's the key to all HSVs. Don't dismiss them as just performance Commodores. There is some serious under-the-skin engineering dedicated to the suspensions, engines and steering to back up the go-fast looks.HSVs general manager sales and marketing Darren Bowler refers to the GXP as a sleeper. He might be right because if you hang around too long this HSV will rocket out of showrooms.HSV GXPPrice: $61,990 sedan, $55,990Features: Leather steering wheel, sports seats, multi-function computer, daylight running lights, HSV bonnet and mudguard ventsEngine: 6.2-litre LS3 Gen IV V8, 317kW/550NmTransmission: six-speed manual, six-speed automatic

Indian brand Mahindra started the trend with a modest range of utes a couple of years ago. Now China's Great Wall Motors has set-up shop on our shores.

The Japanese work ute is no longer the humble hard working vehicle it once was; today's ute is now also refined, sophisticated, safe and sporty.  Utes like the Mitsubishi Triton now regularly appear on our bestseller lists, among with perennially popular cars like the Commodore, Corolla and Falcon.The ML Triton arrived on these shores in 2006 amid much fanfare about its funky styling, but it has since become a popular part of our ute culture.MODEL WATCHAustralia has one of the strongest ute markets in the world. And where utes were once bare and basic work vehicles with very few frills and even less safety, the latest generation, of which the ML Triton is a member, are much more refined, better equipped, and slowly but surely they're becoming safer.There was much debate over the looks of the ML Triton leading up to its launch, opinion was divided over whether it looked good or was too swoopy.  Three years on the debate has ceased and the Triton has become part of the regular road scenery.The debate over its looks centred on the curved rear wall of the double cab ute's cabin, but it was done with a purpose in mind, to increase the space inside the cabin.  Where most dual-cab utes had a flat rear cabin wall that meant the rear seat had to be vertical with little adjustment, the rear seat in the Triton could be cranked back and was more comfortable as a result.Mitsubishi described the look as striking, sporty and futuristic, and there could be little argument with that.  The range included two and four-wheel drive models, with single and dual cabs, ute or tray bodies, petrol and diesel engines, and three model lines.The 3.2-litre common rail turbo diesel engine was new and boasted 118kW at 4000rpm and 347Nm at 2000rpm.  On the road it was very flexible with good pulling power, and economical to boot.  The 3.5-litre petrol alternative was a single overhead cam unit that put out 135kW at 4750rpm and 309Nm at 3500rpm.Transmissions offered were a five-speed manual and a four-speed auto.  Four-wheel drive models had high and low ratio with the ability to change between two-wheel drive to four-wheel drive 'high' on the move at up to 100 km/h. The changeover is done using a lever on the console alongside the gear lever.For those wanting more traction Mitsubishi offered a rear diff-lock, which was operated by a button on the dash.  Underneath, the ML had coil springs at the front with leaf springs at the back, large ventilated front discs and big rear drums, ABS braking and electronic brake force distribution.Three model lines were offered beginning with the GLX, which came in single and double cab variants with petrol and diesel engines, GLX-R double cabs, and the fully equipped GLS rounded out the range.IN THE SHOPTritons were built to do the hard yards off the beaten track or on the job site rather than soft miles in suburbia so look for signs of such use.  Check underneath for damage caused by extended use offroad, such as gravel rash, or bashed and bent brackets, exhausts, suspension components and floor pans etc.Plenty have been used for family transport, towing a boat or caravan, so look for those.  Make sure of regular servicing with routine oil changes so engines don't get clogged up with sludge.Also look for crash damage, particularly look for poor repairs that would cut the value of a vehicle.  The ML Triton is generally a sound, reliable and durable vehicle that gives little trouble; there are no major flaws to report.IN A CRASHDriver and front passenger airbags are standard across all models, along with ABS braking and EBD for optimum brakeforce at each wheel.ANCAP rated the ML Triton at four stars.AT THE PUMPWith relatively large displacement engines the Triton isn't a fuel miser, and particularly so as a four-wheel drive. Expect to see 12-13 L/100 km around town, with autos a little higher and diesels a little lower.LOOK FOR. Funky styling.. Roomy interior. Flexible diesel engine. Four-star safety. Robust and reliableTHE BOTTOM LINEGood driving and comfortable ute that can double as a workhorse or flexible family transporter.RATING85/100

Given the Australian passion for utes it was only natural that HSV would give the humble Holden workhorse a makeover and produce a hot hauler like the Maloo.The first Maloo appeared on the scene in 1990 and became an enduring classic that will continue to turn heads well into the future.  Holden had only just released the new VG utility when the Maloo came out; the VG was an all-new model based on the Commodore and the first Holden ute for six years.Not surprisingly fans of the good ol' Aussie ute who had missed their favourite workhorse warmly welcomed the VG ute.  When HSV dropped the Maloo on the market they were over the moon with delight.MODEL WATCHThe VG Maloo followed the tried and true HSV formula, itself taken from Peter Brock and his earlier HDT operation.  In essence it was to take a regular run-of-the-mill model from Holden's product line-up and tinker with it around the edges to create something more exciting.HSV's makeover was largely skin deep, the changes kept to those parts that could be easily unbolted and replaced with new parts.  That way it was a simple operation and the result was eye-catching to say the least.In creating the Maloo HSV took a humble V8 ute and reworked it with much of what it was doing in creating its sedan models.  The core 5.0-litre V8 engine was pretty much left untouched, but its output was boosted by the use of a high-flow dual exhaust system, a free-flowing air cleaner, both of which allowed the engine to breathe better, and finally a recalibrated engine management computer that took the engine closer to the limit.The result was peak power of 180kW at 4600rpm and max torque of 400Nm at 3800rpm, increases of 15kW and 15Nm over the rock-stock Holden ute.  That sounds puny today, but was pretty hot in its day.Maloo buyers could choose between a five-speed manual gearbox, which was untouched, or a four-speed auto that was recalibrated to shift cleaner and crisper.  When pressed, the Maloo would reach 100 km/h in a fraction over seven seconds from rest; and account for the standing 400-metre sprint in around 15.5 secs.The Maloo's developers wrestled with how they could retain the original payload of the Holden ute and still give the Maloo a sporting feel as they felt HSV owners would expect.  They couldn't, and eventually dropped the payload to 592 kg, which allowed them to use meaty low profile tyres, softer rear springs, along with the front suspension from the SV5000 sedan.It all came together nicely; the handling was as crisp and sharp as an HSV sedan, with good grip even during hard cornering.  With the performance nailed down HSV turned to the cosmetics and produced a neat looking sports truck that stood out without being too far out-there.The colour-keyed body kit was made up to 10 parts, including a grille, front bumper, side skirts, and rear bumper. There was also s a roof-mounted airfoil and a sports bar in the rear, along with an HSV monogrammed tonneau cover, as well as badges and decals to alert the neighbours to what was making all the noise next door.The sports look was nicely completed with HSV-styled five-spoke 16 x 7 inch alloys in the guards.  Inside, it had sports seats, a Calais dash and dials, a Momo steering wheel, air, and a Eurovox sound system.IN THE SHOPFirst thing to do when checking a Maloo is to make sure it is one; do that by checking the tags.  Once that's established make sure it's got all the correct bits that were fitted by HSV; modifications can rob a car of its classic value.If it all stacks up start looking for the same sorts of things that affect all cars that have been on the road for close to 20 years.  Look for oil leaks from the engine, gearbox and diff; check for smoke from the engine, listen for rattles at idle and when you rev the engine.Make sure the clutch fully disengages, the gears go in without any baulking, and there is no gear noise driving down the road.  Inside, expect some wear and tear on the fabric seat trim, and some fading from the sun.IN A CRASHA well-balanced chassis with reasonably good disc front brakes gives the driver a chance to avoid a crash.  In the event of a crash you have to rely on body strength to absorb energy, there are no airbags to intervene.Check seat belts for wear on the webbing and smooth action.  Safety was satisfactory for the time, but by today's standards it isn't great, especially if the Maloo is going to be a daily driver.UNDER THE PUMPA big-bore V8 souped up by HSV isn't the recipe for fuel economy, so expect 12-16 L/100 km depending on the driving style used.LOOK FORHSV cred.Standout styleCollectabilityStandout performanceSharp handlingTHE BOTTOM LINEAn exciting mix of good ol' Aussie ute and HSV magic makes for a fun classic.RATING70/100 (classic)