Ute Reviews

Australians have long been known for their love of the work ute, and the humble HiLux has long been their clear favourite.

Fuel economy has more to do with your mind, the size of your right foot and the type and colour of car you are driving.  Yes, you can do all the maths and physics and work out on paper how an engine, transmission, aerodynamics, weight and other factors can affect economy, but these are theoretical.  They make a statement on paper, but they don't make much of a statement in the real world.I recently drove three Holden V6 vehicles with the new 3.0 and 3.6-litre spark ignition direct injection (SIDI) engines.  The Omega and Berlina of all body styles get the 3.0L engine and the rest of the range has the 3.6L.Holden quotes fuel consumption figures for the Omega 3-litre at 9.3 litres per 100km, down from 10.7L/100km in the superseded model, while the SV6 Ute has the biggest improvement for the 3.6-litre, down 13 per cent to 10L/100km.I drove a grey Berlina Sportwagon (3.0L) which returned 10.5L/100km, an even greyer Calais sedan (3.6L) which yielded 10.7L/100km and a bright-coloured Ute (3.6L) which failed all economy tests with a poor 12.3L/100km.I can't claim to have driven to the standard conditions as laid out for official ADR fuel consumption figures and I can't even claim to have driven the same distance or type of road conditions for each. Yet these figures still reveal a lot about the cars' performance and economy.The first thing of note is how good the economy figures are for the Sportwagon which is heaviest with its big cargo area which I utilised with a loaded-up trip to the dump.  It's not the 9.3L/100km quoted by Holden but it's quite respectable and included the commuter crawl to work for five days, weekend shopping and errands, and very little highway driving.  It's also nowhere near the 6.48L/100km it achieved in the recent Global Green Challenge from Adelaide to Darwin.The Calais is also worthy of note. It performed much the same ‘real-world’ duties — albeit no trip to the dump — and returned almost the same economy figures as the Sportwagon.Both cars appeal to my family nature with their roomy cabin and functional design. Consequently I drove like a family man who needs to get home to his family in the 'burbs every night.Then along came the ute. It was fitted with a tow bar and there was our old beer fridge that blew up and needed carting to the dump, so it was in for some punishment. Plus there was circle work to be done ...Well, not exactly, but with the lighter weight and the bigger engine, it seemed to sprint off the line a little more willingly and dance around in an entertaining fashion in the corners. All this, plus the vibrant metallic orange colour ($500 extra), got me all excited all the way down my trousers to my big right foot.The result was fuel figures that seem to call Holden a liar.  So unless you are competing in the Global Green Challenge, fuel economy is largely going to rely on your attitude.  It also helps to have a sedately coloured family sedan or wagon.If economy is not your soul goal, but simply a happy side benefit, then you may be pleased to note that these new engines are also more powerful.  Holden claims the power output from the 3.6 is up 15kW to 210kW. And even though the new 3-litre is the smallest Commodore engine in more than 20 years, it still develops a healthy 190kW.The engines sound quieter and more refined. That is until you stamp on the loud pedal and then they wick up the volume quite pleasingly.  Cabin noise may also be decreased by Holden's use of new low-rolling-resistance Bridgestone tyres and the 50rpm reduced idle speed on the 3.6. It all helps economy and comfort levels.It should also be good news that they now all come with a six-speed automatic transmission rather than some of them being hitched to the old four-speed sludge box.But it isn't.  I can't believe I am saying this, but I don't like the six-speed transmission.  It feels like it has an overactive thyroid gland, too willingly dropping down one or even two gears at the hint of extra throttle.That may be great for performance, but not necessarily for economy or driver fatigue.  I found it quite annoying how much the transmission jumped around, even though it is quite smooth in its changes.There is simply no need for such volatile gear changing. After all, the small engine has 290Nm of torque pulling power and the bigger engine has 350Nm, up 30Nm from the previous engine.  Surely this torque can be used to draw the car up a hill or cope with a little extra throttle without shifting gears.

Isuzu Ute has made steady if unspectacular progress since it debuted in this market a year ago, recently recording its 2000th local sale. But you can't help thinking it has a long way to go to establish the strong presence in this country it wants.As a one-model brand it is likely struggle to attract customers to its showrooms, particularly when its only model isn't terribly new. The Isuzu D-Max ute is quite a decent vehicle, but there's nothing about it that screams ‘buy me’ if the recent drive of an LS-M four- wheel drive dual-cab is anything to go by.For starters the D-Max is in essence the Rodeo once sold by Holden under that badge, so there's nothing really new to get ute buyers all worked up. In a corporate divorce Holden quit the Rodeo and took up the Colorado, a very similar vehicle also made in Thailand.The LS-M D-Max carries a sticker price of $40,600 and has a three- year/100,000 km warranty. But only those who particularly liked the Rodeo and knew the D-Max was the same vehicle might choose to seek out an Isuzu Ute dealer. Based on the test drive Isuzu Ute needs a new model to get noticed, the current D-Max, while competent, feels a little dated by comparison to other four-wheel drive utes on the market.Fit-out and equipmentWe spent a week in an LS-M, which is the same as the range- topping LS-U but without the bling that comes with the 'U'. Painted silver-grey with plain black bumpers, guard flares, mirrors and door handles it looked dull and dreary. The feeling carried through to the interior, which was awash with grey plastics and fabrics that created a rather sombre feeling even though there were also some silver highlights.In general the build quality seemed of a decent standard, but at the same time the interior fit and finish was a little off the mark expected of a Japanese-designed, Thai-produced ute in this market. Exposed screws had surface rust; some of the dash fittings simply didn't fit very well.It had plenty of standard features, like air, cruise, leather wheel and shift knob, trip computer, CD/MP3 sound, power windows and mirrors, but they were all contained in a rather dull package.Isuzu offers just the one engine, a surprisingly economical 3.0-litre double overhead camshaft common rail injection turbo diesel four that peaks with 120 kW at 3600 revs and 360 Nm from 1800-2800 revs when hooked to a manual gearbox. That manual is a five-speed unit with a relatively long throw shift and long clutch travel.The test ute had four-wheel drive, which offered the choice of two- wheel drive for regular driving, and high and low-range four-wheel drive. Selecting the wanted drive was simply done by pressing the appropriate button on the dash.On the road it was smooth and steady, nothing to write home about, but it got the job done.Isuzu Ute claims the LS four-wheel drive dual-cab manual would do a combined 8.4 L/100 km and that impressive figure was backed up by Big Wheels when the test ute got 8.5 L/100 km on test.Like all Japanese-designed Thai-built utes of its type the Isuzu Ute rides on a separate ladder chassis, with torsion bar independent front suspension and leaf spring rear. Steering is power-assisted rack-and-pinion and brakes are a combination of front disc and rear drum, with the assistance of ABS antilock and EBD brakeforce distribution electronics. More safety is delivered through the dual-front airbags.Tradies most often tow a trailer behind their work utes, and the D- Max, with its three-tonne towing capacity will handle their trailers with ease.

There’s a tinge of green punctuating the hard red colour of South Australia's Eyre Peninsula landscape for the launch of the Mitsubishi Triton and Outlander. But still more than enough red to promise a decent dust-gauntlet for seals and filters.On descent into Mt Ive Station, there's a line-up of pre-production machinery from Mitsubishi ready to test seals, tyre durability and underbody protection.The dirt strip at Mt Ive Station looks rougher than a shearer's chin but after a remarkably smooth touchdown we're wandering across the strip towards the new Outlander compact SUV and its Triton stablemate.One looks decidedly out of place, the other comfortable among the sheds, huts and homesteads of Mt Ive - but the new-look Outlander has more grit than first impressions suggest.The initial drive out of the homestead showed that despite decent rains there was still plenty of dust. And both models dealt with the journey over rough farm tracks and half-decent faster dirt roads in a reasonable manner.Drivetrain The new-look Triton is not a massive departure from the outgoing model and the six-speed manual turbodiesel 4WD GLX-R is quickly firming as the pick of the crop.The top-spec model is propelled by a new 2.5-litre variable-geometry turbodiesel that offers 131kW and 400Nm, which despite being 0.7 of a litre smaller than the outgoing powerplant offers 11 per cent more power, 17 per cent more torque and nine per cent better fuel economy at 8.3 litres per 100km.Mitsubishi says that's more power than the Toyota HiLux (which just pips the Triton on fuel use), Holden's Colorado, Nissan Navara (which is the only one with more torque), the Ford Ranger and the Mazda BT-50.The automatic models - four-speed autos on all bar the GLX-R, which gets a new five-speed - have to make do with 350Nm and claim 9.3l/100km, but the automatic drivetrain is not as sharp as the manual.The two-wheel drive models make do with the carry-over 2.4-litre 94kW/194Nm petrol and 2.5-litre 100kW/314Nm turbodiesel four-cylinder engines.Variants and pricing Mitsubishi indicated that there would be no big price rises within the upgrade and the prices have remained largely unchanged.The new Triton GLX single cab-chassis 4WD starts from $34,590 for the diesel manual, with the auto adding $2000 across the range; the GLX dual-cab 2.5 diesel manual pickup starts from $41,990.The GL-R dual-cab 4WD starts from $44,990 and the GLX-R dual-cab 4WD is priced from $47,990.Equipment and fit-out The GLX-R sits on 17in wheels and on faster unsealed roads points nicely - it feels better than smaller-wheeled Triton GL-R models that we sampled on the Gawler Ranges roads. The GLX-R gets standard Super Select on-the-fly four-wheel drive system, as well as stability and traction control, with the option of a rear diff lock.Range-wide safety gear includes dual front airbags and anti-lock brakes, with brakeforce distribution. Stability and traction control, as well as side and curtain airbags are available as options. The stability control is unobtrusive in its applications and even with the electronics off the Triton's all-wheel drive has ample traction.Driving The new diesel is quiet and delivers its outputs like a petrol engine. With road pressures in the tyres, a short sand dune stint showed the strong power delivery of the diesel, which maintained the Triton's progress despite thick, boggy sand.It was prone to push the nose wide and kept the driver busy at the wheel but much of that would be negated of normal sand driving pressures had been applied.The Tritons were also allowed onto hallowed speed-record ground - despite some water on the surface of Lake Gairdner, the salt crust was still more than hard enough to sustain a drive out to where the salt-racers would normally gather ... although our speeds were substantially less.The Outlanders were kept out of the serious rock-hopping and deep-sand components of the drive program, but were expected to keep up with the new Triton - as well as the Pajero lead and ‘tail-end Charlie’ cars - and did so over rutted rocky tracks, giving the underbody the odd clang along the way.The Tritons didn't escape unscathed either - the new Triton tray length now stands at 1505mm, with the tray height of 460mm, a 14 per cent increase. Rock shelfs and outcrops didn't take long to change the rear bumper's parallel alignment with the rear tailgate, the extra length of the new vehicle's rear tray contributing a little perhaps.A tow bar might offset some of the rear rearrangement, and with increased towing capacities the Triton will get on more shopping lists.The four-wheel drive range is up from 2500kg to 2700kg on 4WD long-bed dual-cab and 3000 kg on all other four-wheel drives - the boffins blaming the increased chassis length for the difference.The Outlander has undergone some major rhinoplasty, with the Lancer being the donor - the rear has been filled out a little but it’s the front end that now has the aggressive wide-open family snout.The new all-wheel drive system has Tarmac, Snow and Lock modes, offering similar choices to its sports Lancer Ralliart and Evo brethren via different means. Where the all-wheel drive system of the Lancer has hydraulics to apportion the drive, the Outlander uses electrics to limit wheelspin.The initial recommendation was to use the snow setting on the loose gravel tracks but the wandering nose and tail prompted a test of the lock mode, which dealt better with the loose surface.The road rubber on both models remained intact throughout the drive, despite some corporal punishment on the rocky roads, but grip suffers - tyres with more off-road bias would probably make quite a difference.Both models showed they could take on tough terrain without cause for concern. The more aggressive looking Outlander offers more to those looking to go a little further off the beaten track and the new turbodiesel will make sure the Triton has no problems maintaining the light-commercial's strong recent sales history.Mitsubishi Triton and Outlander Price: from $34,590.Engine: 2.5-litre DOHC 16-valve common-rail intercooled turbodiesel four-cylinder.Transmission: five-speed manual or four-speed (GLX-R five-speed) automatic, four-wheel drive.Power: 131kW @ 4000rpm.Torque: 400Nm @ 2000rpm (auto 350Nm).Economy: 9.3 litres/100km

If looks count for anything when buying a work ute, Mahindra could be on a winner with its Pik-Up

People regularly ask us the question, should I buy a Prado or a dual-cab HiLux? … almost as often as the question what's the best, Prado or Pajero.Prado and HiLux are the biggest selling vehicles in their respective classes so it's not surprising that the wagon versus dual-cab ute question most often revolves around these two. For the purpose of this comparison exercise we have chosen the popular turbo-diesel models (in automatic guise) rather than the V6 petrols.SPEC TESTEDThe Prado is a mid-spec GXL model while the HiLux is a top spec SR5, the nearest equivalent to the Prado GXL in terms of equipment given that Toyota doesn't offer (not yet, anyway!) luxuries like leather, sat-nav or safety kit like electronic stability and traction control in a 'Lux.PRICINGAt these spec levels the Prado asks $61,040 (plus on-road costs) while the HiLux is $53,980. Add $2500 for a genuine Toyota or aftermarket canopy to bring the ute up to the storage functionality of the wagon and you are looking at a difference of less than $5000.One may be a ute and the other a wagon, but Prado and HiLux share much in common as far as suspension, safety and engines go. But there are differences, and important ones at that.SUSPENSIONThe HiLux's rear axle is sprung and located by traditional leaf springs while the Prado's rear axle is sprung via coils and located by four trailing arms and a Panhard rod.4WD SYSTEMSJust as significant is the fact that the HiLux uses old-school part-time 4WD while the Prado has full-time 4WD via a torque-sensing centre differential.ENGINESThe HiLux's engine is also in a lower state of tune than that of the Prado. While both make similar maximum power (126kW for the HiLux and 127kW for the Prado), the Prado has a higher maximum torque output (410Nm versus 343Nm). This extra torque translates to more power right through the rev range with the HiLux only coming close to matching the Prado in the higher reaches. The Prado also has the added advantage of a five-speed automatic while the HiLux has to make do with the four-speed auto that was used in the Prado before the five-speeder was introduced.With considerably more power just about everywhere and the benefit of its five-speed auto the Prado has the wood on the HiLux for performance. But the difference is not as much as you might think, as the HiLux is some 300kg lighter than the Prado.What's more noticeable than the actual performance difference is the fact that the Prado feels more relaxed and effortless than the HiLux, which seems to work harder to achieve less. Much of this comes down to the two gearboxes. The Prado's five-speeder is 'smarter' and more decisive than the HiLux's four-speeder and it shifts more quickly and more smoothly. For its part, the HiLux's box shuffles between the gears more and slurs the changes and doesn't feel as effective in getting the most out of the engine.FUEL ECONOMYInterestingly both HiLux and Prado have an ADR fuel figure of 9.3 litres/100km, which suggests the Prado's more powerful and sophisticated powertrain makes up for the HiLux's weight advantage. Our test figures from a driving mix that included a fair proportion of off-road work saw the HiLux consume 11.9 litres/100km while the Prado was slightly thirstier at 12.8 litres/100km.OFFROAD ABILITYThe Prado continues to win the battle off road. While a standard GXL Prado doesn't have the advantage of the traction control that's standard on top-spec models and optional other automatic Prados (including the GXL), it does have a couple of advantages over the HiLux. Most importantly its rear axle has more travel than the HiLux but it also benefits from lower gearing.But more significant than these advantages is the fact that the Prado is far more comfortable off-road than the HiLux, at least when the HiLux is lightly loaded. With the extra weight of a canopy and/or gear in the tray the HiLux's ride would be more forgiving but, unladen, or even lightly loaded, the ride is hard. That's just a fact of life with a ute.WAGON VS UTEAside from the fact that the Prado seats eight while the HiLux seats five, the wagon does have other advantages over the ute. The Prado's front seats are far more comfortable and the rear seat more accommodating than the HiLux's in terms of leg, shoulder and hip room. The Prado also has lap-sash seat belts for all eight passengers while the HiLux's rear centre seat is fitted with a lap-only belt.Read more great 4WD and off-roading news in the latest edition of Overlander magazine or visit www.overlander.com.au

Holden's dual-fuel VE Omega ute offers tradesmen the chance to cut their fuel bills, but still delivers everything its petrol-sucking cousin does. Instead of following the Ford path and making its LPG-fuelled Ute a dedicated gas model Holden has chosen to stick with tradition and make it a dual-fuel model.While it has stuck with tradition in offering its ute in dual-fuel form Holden had also chosen to move with the times and use a state-of-the-art gas-injection system instead of employing the old technology Ford has on its E-Gas engine. Holden's system is a well-respected gas-injection system designed and developed by Impco who has done a good job in integrating it into the core vehicle.At first sight there is little to say the dual-fuel Omega ute is any different to the regular model, if it wasn't for the sticker on the rego plates no-one would ever know it runs LPG as well as petrol.It's only when you dig a little deeper that you find that the LPG filler is tucked away neatly under the regular flap alongside the fuel filler, that there is a fuel system switch and LPG level indicator neatly integrated into the centre console, and if you lift the bonnet the injectors and other system components are visible. It's all there if you look, but there's nothing that screams afterthought or backyard.The smooth integration of the LPG system is even more evident on the road where the Omega ute drives and performs equally well on LPG as it does on unleaded. When driven on LPG the system is configured such that the engine starts on petrol and automatically switches over to LPG after a few seconds, so there's none of the extended cranking times that occur when the engine is started on LPG. The switchover is smooth and the driver wouldn't be aware that it did happen unless they were watching the system indicator in the centre console.A coloured light shows which system is in use at any time and changes colour depending on the system employed, when the system switches from petrol to LPG the colour of the light changes as well. The indicator also includes a series of lights to indicate the level of LPG in the 73-litre tank just behind the Omega's cabin.Should the level fall to empty the system will automatically switch across to petrol, so there's no interruption to driving, and no chance of being stuck on the side of the road as there is with a dedicated LPG vehicle.On the road the dual-fuel Omega drives smoothly with none of the stalling, stumbling, surging, or backfiring as has been common in the past with cars running on LPG. There's also no feeling of a loss of performance from the 3.6-litre Alloytec V6 engine; the response to the throttle is fast and spirited, and it's not lethargic, as is the case with most LPG vehicles using older technology.Holden says the dual-fuel V6 puts out 175 kW at 6500 revs and 318 Nm at 2400 revs when working at its peaks, down from the 180 kW at 6000 revs and 330 Nm at 2600 revs it delivers in petrol-only form.Like the regular Omega ute the only choice of transmission in the dual-fuel Ute is a four-speed auto, which shifts smoothly and works well with no obvious glitches.By using the gas-injection system Holden has been able to use the full capability of the dynamic stability control, which is standard on the dual-fuel Ute as it is on the petrol model. Stability control is but one of the safety systems that come standard with the dual-fuel Ute; the others include ABS antiskid brakes, electronic brakeforce distribution for optimum braking, electronic brake assist in emergency stops, and traction control. As with the regular Ute the dual-fuel model rides and handles well, steers with precision and stops with assurance.Buying a dual-fuel Ute really comes down to the savings that could be made in running costs. Over the time Big Wheels had the Omega Ute it returned 13.29 L/100 km on LPG in a mix of town, country and freeway driving, while a previous similar test of a petrol Ute had it doing 12.5 L/100 km.Using those figures, and the prices of regular unleaded and LPG at the time of the test on the dual-fuel Ute, it would cost $152 per 1000 km on regular unleaded and $64 for the same distance on LPG, a saving of $88 per 1000 km. At that rate it would take 38,600 km to recover the $3400 cost of the LPG option.That's of course without considering the $2000 government rebate for private buyers that substantially reduces the payback time and makes the LPG Ute even more appealing.

The FPV F6 Ute is a vicious mongrel, in more ways than one.It mixes old and new into a dauntingly powerful package that can you make you laugh and shortly thereafter swear and/or cry, depending on the outcome.We're in a six-speed automatic, which might normally cause me dismay, but with 565Nm and 310kW running through the clever ZF six-speed auto (a no-cost option), I'm not really missing the clutch pedal.The reprieve for Ford's engine plant is a blessing for its staff, as well as fans of the turbocharged in-line six — the four-litre turbocharged and intercooled powerplant is monumental.Not only for the block's longevity — it dates back to the 1960s at least, although it is rumoured to have powered Noah's Ark — but the newer bits teamed with it provide such mammoth outputs.When the newest incarnation was unveiled there was a snicker of laughter when the torque ‘mesa’ was shown, as it's no curve — 565Nm from 1950 through until 5200rpm, with a 300rpm gap before 310kW is delivered.The powerplant has work to do, overcoming the inertia of just over 1.8 tonnes of Australian utility, but it does it with eerie and unearthly ease.A gentle prod of the throttle spits the tachometer needle into an abundance of torque, whisking the F6 Ute away from standstill with little apparent effort and a minimum of fuss.It's a subtle, quiet engine given the sort of outputs on offer — there's a real woosh at full throttle and a bit of the turbo whinny when stepping off the right pedal, but extroverts will be sorting out the exhausts PDQ.Anything more than that can see the rear-end skipped, stuttering and fighting to remain faithful to the direction of the front (dictated by sharp and meaty, if heavy steering) if the surface is uneven.Add any moisture and the stability control system gets busier than a pub pokie room on pension day, and that's without the benefit of a dropped clutch.The rear end is light and ye olde leaf-sprung rear end's penchant for wiggling — it's like Beyonce with too many short black coffees on board and in some ways more amusing.The retention of the rear suspension is no doubt due to the desire for one-tonne Falcon ute models, something its immediate opposition doesn't have any more.Despite the heritage-listed back end and 35-profile tyres, the ride quality isn't too bad — nothing a few big bags of sand in the tray would temper nicely.Bolt a couple of big lockable toolboxes in the rear tray and that would work as well.A surprise, given the astronomical performance potential, is the fuel use — Ford claim 13 litres per 100km, whereas we had numbers around 16, but given some of the enthusiastic driving a number in the 20s would have been likely in a V8.The test car was a bit of minstrel in colour scheme — white paint, black highlights and tonneau and dark 19x8in alloy wheels, wrapped in 245/35 Dunlop Sport Maxx tyres.Features on the F6's list includes dual front and side head/thorax airbags, a prestige audio system with 6-CD in-dash CD stacker and full iPod integration.The test car is hauled to a standstill in eye-popping style by big cross-drilled and ventilated front discs, with optional Brembo six-piston calipers — standard fare is four.The rear end gets and slightly smaller cross-drilled and ventilated rear discs with single piston calipers.Complaints are few — rear vision when head-checking over the right shoulder for a lane change is largely pointless and the rear tailgate mechanism can be a little deadly on fingers.The F6 ute is a not really a workhorse — it's too low-slung and without enough payload for real work — but as modern Australian-built muscle cars go its A-grade, with brawn to burn.FPV F6 UtePrice: from $58,990.Engine: four-litre turbocharged DOHC 24-valve in-line six-cylinder.Transmission: six-speed automatic, rear-wheel drive, with limited slip differential.Power: 310kW at 5500rpm.Torque: 565Nm at 1950-5200rpm.Fuel consumption: 13 litres/100km, on test 16 litres per 100km, tank 81 litres.Emissions: 311g/km.Rival:HSV Maloo ute, from $62,550. 

It's been some time coming but the Chinese have finally landed on the local market with the launch by Ateco of two utes manufactured in China by ute and SUV specialist Great Wall Motors. Both are dual-cab models and they follow the very successful formula of affordable pricing combined with a long list of standard features that Ateco used when selling the Kia brand before the Koreans took it back.Ateco Managing Director Ric Hull was the driving force behind Kia's early success then, which saw the Kia Pregio become one of our top selling vans, and is now driving the push into Australia by Great Wall Motors. It shouldn't be a surprise then that Hull is employing the same formula to sell the Great Wall utes, and he's confident it will deliver similar results for the Chinese brand as it did for Kia."We've got no thoughts of taking the market by storm, it will be a gradual process, but I think it will be easier than it was with the Koreans," Hill said. "Everything we buy now is made in China so people are comfortable with buying Chinese."Variants and pricing The three-model Great Wall ute range kicks off with the SA220, which is an older generation 4x2 ute aimed at tradies who are shopping for a second hand HiLux or similar model from one of the established ute brands, but who might be tempted by a new vehicle with plenty of fruit and a full warranty for under $20,000 on the road.For those who want a ute that can be used for weekend pursuits as well as work, and have more to spend, but not necessarily enough to get into a high-end dual-cab model from one of the established brands, there's the V240, which comes in two and four-wheel drive variants.The V240 is of a later generation of dual-cab utes than the SA220 and sits more comfortably alongside the current models from the mainstream ute brands. It too follows Hull's tried-and-true formula of affordable pricing with a host of standard features. The 4x2 is priced at $23,990 while the 4x4 is stickered at $26,990.Styling and fit-out Both models are neatly styled and comfortably fit into the local ute landscape. The build quality, while not quite at the level of the main Thai-built players in the market, is quite good with a decent paint finish and good panel fit. Being an older generation ute the interior plastics of the SA220 are hard and lack the subtlety of those in later models, but they all fit together quite well.Surprisingly for a model at this end of the market the seat facings are trimmed in leather, but Hull said it was cheaper to leave the leather in than it was to delete it at the factory, so SA220 buyers will enjoy the luxury of hide.They also get to enjoy standard air-conditioning, four-speaker CD sound with MP3 compatibility, power windows and mirrors, cup holders and a centre console. Unfortunately they don't have the protection of airbags in the event of a crash.Driving the SA220 The SA220 gets its power from a 2.2-litre four-cylinder engine putting out a modest 78 kW at 4600 revs and 190 Nm at 2400-2800 revs. It's no fireball and lacks mid-range grunt, but from a brief drive it appears it is able to hold its own in traffic or out of the highway. Ateco claims the SA220 will return a combined average of 10.8 L/100 km. A five-speed manual gearbox is the only option available and it's a decent unit with a smooth, if rather long-throw, shift.Underneath the SA220 is built on a conventional ladder chassis with the familiar combination of torsion bar front suspension and solid rear axle on elliptic leaf springs. It rides comfortably with little of the firmness that characterises most one-tonne utes.The standard power steering is well weighted while still giving the driver a good feel of the road. A combination of front ventilated discs and rear drums provide the braking power, but unfortunately ABS antilock braking is not available. With a payload of 855 kg and a towing capacity of 1800 kg the SA220 is ready made for work.Driving the V240 Stepping from the SA220 to the V240 is a journey in time from one generation to the next. While the SA220 has been in production in China for a number of years the V240 is a relative newcomer and much more refined as a result.The interior has a softer, more modern feel with better quality plastics than those in the SA220, and the fit and finish is of a higher quality. As with the SA220 the V240 comes with a long list of standard features, including air-conditioning, six-speaker CD sound, leather trimmed seats, cup holders, centre console, power windows and mirrors, but no airbags or ABS braking.The power comes from a 2.4-litre four-cylinder engine that puts out 100 kW at 5250 revs and 200 Nm at 2500-3000 revs. When compared to the older, smaller engine in the SA220 there's a substantial jump in power, but the torque only increases by a modest 10 Nm and it too suffers from mid-range sluggishness. It's quite spritely off the line and when wound up rolls along nicely on the highway, but it struggles a little when asked to accelerate in the mid-range. Hull said he expects to have a diesel engine available in the coming months and that should improve the mid-range performance when it arrives.Like the SA220 the only gearbox option is a five-speed manual, but in the case of the V240 there is the choice of two or four-wheel drive. Four-wheel drive is part-time with high and low range with a two-speed transfer case, and is selected by pushing a button on the dash.Underneath there's a ladder chassis with torsion bar front suspension and elliptic leaf springs at the rear, with a combination of front discs and rear drums. On the road it rides more firmly than does the SA220, but it isn't in any way uncomfortable. The payload of the V240 is 1000 kg and the towing capacity is 2250 kg.Warranty and dealer network All three models in the Great Wall ute range have a warranty of three years or 100,000 km, there's 24-hour roadside assistance for the warranty period, and Ateco will provide a free loan vehicle if a Great Wall ute is off the road for repairs for more than 48 hours.At the time of launch Ateco has appointed more than 40 dealers to handle the Great Wall utes in all major centres, and Hull anticipates more will be appointed in the coming months.

You don't drive a truck because you appreciate fine handling, responsive engines and the G-force chest crushes on acceleration. You drive a truck because someone pays you too. But it doesn't need to be a chore and for owner-drivers, there are clever trucks that will help you improve the business' bottom line. Which is where Kia comes in. After the demise — permanent, I believe — of the Pregio one-tonne van, Kia has been left with a single imported commercial vehicle.The Kia K2900 replaces the K2700 with more than 50 per cent more power, better comfort and a greater load-carrying ability. Sadly, it's still a truck and any resemblance to a passenger car is in your dreams.Driving a small truck is no fun when they are empty because they buck like a branded steer. They are also very short on safety. But to improve the ride quality, put a tonne of load in the back and it’s plain sailing.So when the financial advisor at home decided on a back garden upgrade, the Kia took aboard 1.2 tonnes of crushed quartz. Later this was transferred, incrementally, to my arms, shoulders and back. But that's now a medical issue.The K2900 — the K is for Kia (d'oh!) and the 2900 represents the capacity of the four-cylinder, common-rail turbo-diesel engine — is pure function and any aesthetics is purely accidental.It is keenly priced at $30,490 — including a steel tray — which is practically irresistible to a tradie on a budget.Platform and drivetrainAnd it does an excellent job. The rear deck is 3.11m long and 1.63m wide. At 761mm from the ground, the low deck also makes it a relatively easy to shovel off sand or load hardware. The low deck height is attributable to underslung chassis rails and small-diameter rear wheels — in this case, the dual 12-inch rears compare with the 15-inch front wheels and, for this reason, one of each tyre is carried as a spare.The four-cylinder engine is related to the previous 2.7-litre mill though is significantly upgraded to produce more power. This engine is also an option for the Grand Carnival people mover.There's only one transmission in the K2900 and it's a five-speed manual that turns a long prop shaft to the rear wheels. Conventional technology means a live rear axle with leaf springs and that produces the unnerving ability for an unladen rear end to hop and buck at any road surface irregularity.Put some weight in the rear and the truck rides like a quality mid-size car. That's good news for the driver and up to two passengers who live in a forward cab cell with typical bare-bones features. The seating position is quite good and I never suffered any aches from driving. The turning circle is brilliant despite the truck's 5m-plus length and visibility is excellent.EquipmentThere are electric windows and a CD player, but there's no airbags, no ESC and no ABS — though the front brakes are discs. But there is some handy stuff. The centre seat has a fold-down back that becomes a flat workspace for documents.It's a pure form of transport and with its claimed 10.6 litres/100km and the five-year, 130,000km warranty it makes sense for a bloke who needs an affordable worker.KIA K2900 Trayback Price: from $30,490Engine: 2.9-litre, 4-cyl, common-rail turbo-dieselPower: 92kW @ 3800rpmTorque: 245Nm @ 1500-3250rpm0-100km/h: todayEconomy (official): 10.2 litres/100km, 10.9 litres/100kmEmissions: 272g/km (Corolla: 175g/km)Verdict: 80/100 for doing exactly what it's designed to do.