Ute Reviews

A new Ford Ranger Wildtrak hero model has hit the showrooms.The 4x4 Wildtrak Crew Cab three-litre diesel leads a re-styled Ranger PK line-up that includes seven extra models, more standard equipment and price rises up to $2500.There are no mechanical changes to the Thai-made PK series.The three new 4x4 models are the manual and auto Wildtrak and an XL 3.0-litre TDCi Crew Cab auto.The four new 4x2 models are a 2.5-litre TDCi XL Cre Cab pick-up auto and a Crew cab chassis auto, and the XLT crew cab pick-up in manual and auto.Ford product marketing manager Christine Wagner said the new XLT and Wildtrak were introduced because of the growth in the sector of the market since its launch in early 2007.“Most growth has been in the high-end vehicles because these are dual-purpose vehicles people can use in their trade and their leisure,” she said.“The XLT model has been our best performer.”The PK Ranger, which replaces the PJ model gets a restyled front end, new seat trim and extra features.The front end features a bolder three-bar chrome grille from the F150 truck, a power bulge on the bonnet, reshaped headlights, restyled front bumper, indicators integrated into the body, new XLT alloys and flared rear fenders.Cruise control and side airbags are now standard on the XLT and Wildtrak and optional on the XL.An auxiliary connector for iPod or other MP3 players are standard across the range.Wagner claims there is $3000 worth of extras in the XLT for the extra $1000.The XL price rises $2500 for the 4x2 2.5-litre single cab chassis, $1500 on the pick-up and $400 on the crew cab pick-up.Wagner said the price rise on these base models was due to exchange rate fluctuations and keeping pace with other manufacturers’ pricing.“However, the net affect is less on the cab chassis because the factory option tray was $1540, but it’s now $1000,” she said.The Wildtrak adds 18-inch alloys, a sports bar, box rails, roof rails, aluminium side steps, mirrors with integrated LED indicators and Wildtrak decals.Inside there are alcantara leather seats, steering wheel and gearshift, a premium lighting system and a multi-meter that shows inside and outside temperature, tilt level and compass bearing.Despite the updates, the Ranger cabin appears much the same and Ford has persisted with the ungainly umbrella-stick handbrake while the steering is still only adjustable for height, not reach.Ranger has a jittery ride with no load in the back; more so than the Nissan Navara and less than the Toyota HiLux.On the corrugated unsurfaced roads of the NSW central coast hinterlands, the back end sidestepped and clawed for traction.Slipping the all-wheel-drive model into 4H (high-range four-wheel drive) on the move suddenly tamed the rear end and sharpened turn-in.The Wildtrak model rides better on its 18-inch wheels with more grip and even more responsive turn-in.Engine noise is quite intrusive until you are purring along the highway at low revs, while the lack of double insulation in the doors does not seem to allow any dust to permeate the cabin.    

It was a brave move by Isuzu Ute to launch the newest motor vehicle brand in October last year.But it has competitively priced the D-Max range, undercutting almost all of its competition by thousands of dollars except for the SsangYong and Mahindra variants.Sales are trickling in as buyers slowly become aware of the brand.As of the end of March, Isuzu had sold 576 D-Maxs for the year for a 1.5 per cent share of the market. The company says sales have grown each month since the launch with March sales up 47 per cent on February.The test vehicle was the $38,700 D-Max LS-M 4x4 crew-cab, which improves on the Toyota HiLux SR dual-cab diesel's standard equipment list with ABS, air, cruise control, one-inch-wider wheels, four extra speakers, projector-lens headlights, a roof console and a three-tonne towing capacity.Other goodies include cruise control, wheel arch flares, alloy wheels, leather steering wheel rim and shift knob, electro-luminescent instrument cluster, trip computer and projector headlights and front fog lights.Both the five-speed manual and four-speed automatic transmissions are special low-friction designs to help save fuel and run quietly.Shifting between 2WD to 4WD High Range is done on the fly at speeds of up to 100 km/h with the simple in-dash push button Drive Mode Selection panel.There’s no doubt the D-Max is a workhorse, no flash filly or showjumping stallion.It’s been designed to do the hard yards, whether it’s on a building site or out on the farm.It’s powered by the much-trusted 3.0-litre, turbocharged diesel and the test vehicle was the sensible four-wheel drive dual cab ute.It is practical and offers a variety of functions from family wagon to workhorse to plaything.It rides comfortably and handles reasonably too.The design, inside and out, is clean and tidy. The cabin does not offer quite as much elbow room, nor as many clever storage spots, as more modern Toyota HiLux, Nissan Navara and Mitsubishi Triton models, yet the D-Max has a good driving position with clear instruments and decent ergonomics.There is airconditioning, a six-speaker stereo system and cruise control. Back seat leg and headroom are acceptable but best for smaller people, such as children, on longer trips.Isuzu's diesel does not rev as high as some rivals. Peak power of 120kW comes at 3600rpm and peak torque between 1800rpm and 2800rpm.Highway cruising should realise 8 litres per 100km, stop-and-start work around the town will see that lift to just below 10.The Isuzu is not super-refined but is comfortable and competent as a town and country machine.It comes into its own by carrying fridges and the like, weekend runs to the rubbish tip or highway transport capable of dealing with all types of road conditions.The ride is firm and when unladen the rear end can crash and skip through potholes.It adequately tackled mountains roads, although the steering is a bit ponderous and needed a lot of turning through the twisty bits.My off-road testing was across Black Mountain Rd between Kuranda and Julatten in North Queensland, but I was disappointed.After all the recent rain I was expecting some wet and slippery conditions but apart from some big puddles the journey was uneventful.Not once did I have to engage 4WD with the gutsy turbo-diesel easily climbing up and over a couple of steeper sections of the track.The D-Max was a tidy and clean handler on the gravel sections and even the corrugations failed to upset its progress.The Isuzu is an easy machine to live with around town too and relatively straight forward to park and manoeuvre around city streets.The Isuzu D-max LS-M is a good-value proposition.It might not have as much cabin space or the extra refinement of newer-designed rivals, but the Isuzu is competent, robust and a no-bullshit working light truck.

Where they were once simply workhorses seen on the job site and nowhere else they are now seen more and more in an urban setting hauling things like dirt bikes, jet skis or mountain bikes for their owners' leisure time pursuits.The Ranger has won a following on the basis of its rugged chassis, flexible, fuel-efficient diesel engines and its off-road capability, but that's no longer enough for buyers wanting to use them for personal transport.A ute, or pickup as the rest of the world calls them, has to be tough enough to cut it on the job, but it also has to look good round town.Ford's answer is `Tough Style’, which gives its once `Tough Truck’ a more stylish face in order to appeal to this new and growing generation of ute buyers.In effect it's a facelift of the Ranger released in 2007, with new front and rear styling, and a new highly optioned Wildtrak sports model that's perched atop the range.A bold new laid-back three-bar grille, flanked by air intake nostrils and new wraparound headlamps, and topped by a bulging new bonnet, with a large lower grille opening to feed plenty of air to the turbo intercooler, make for a stylish new face. Down the sides there are new vents on the front guards and mirrors incorporating turn signal repeater lamps, and new clear tail lamp clusters brighten the Ranger's rear.New in the face-lifted Ranger, and to one-tonne utes, are 18-inch alloy wheels and 255/60 R18 rubber that are a signature feature on the Wildtrak.Apart from new trim, an MP3 connector, and cruise on the XLT and Wildtrak the interior is little changed.Safety is enhanced with side airbags now standard across the range in addition to dual front airbags.Mechanically there are also few changes to the Ranger.There are two engines on offer, both flexible and easy driving Duratorq common rail turbo diesels. The smaller 2.5-litre engine boasts peaks of 105 kW at 3500 revs and 330 Nm at 1800 revs, the larger 3.0-litre engine peaks with 115 kW at 3200 revs and 380 Nm at 1800 revs.Both engines are available with a choice of five-speed manual and five-speed auto transmissions, and the 3.0-litre engine is offered in both 4x2 and 4x4 configurations.Four-wheel drive engagement on Rangers with the manual gearbox is manual, but electronic when the auto transmission is fitted. Four-wheel drive high can be selected on the move up to 100 km/h on both manuals and autos.Suspension is a combination of front torsion bars and rear leaf springs across all models, with a blend of front discs and rear drums for retardation.The safety of anti-lock ABS braking, and electronic brakeforce distribution for optimum braking effect are available on the XL base model, but standard on all other models.There's also the choice of 4x2, high riding 4x2 and 4x4 models, with single cab, extended super cab or dual cab body styles, in either cab-chassis or ute configurations.The range opens with the XL base model and includes XLT and the new Wildtrak sports ute.All have a payload of at least 1000 kg and will tow up to 3-tonne (4WD).While the changes are mostly cosmetic the main thrust of the update is the new Wildtrak sports model that seeks to break new ground for Ranger.The Wildtrak is only available as a Dual-cab 4x4 ute, but comes with a raft of features that make it stand out from the crowd.Most notably the Wildtrak rides on 18x7.5-inch alloy wheels with 255/60 R18 tyres, which is a first for Ranger as well as the Japanese-designed ute class.But there's much more to it than big wheels. It starts with the chrome three-bar grille embossed with the Ranger name, and continues down the sides with body-coloured side cladding, aluminium side steps and vibrant Wildtrak graphics, to the climax at the rear with a tailgate also featuring body-coloured cladding.On top there are roof rails, a sportsbar is mounted behind the cab, rails run along the top of the cargo box, and there is a chromed rear step bumper. The package is completed with a lockable roller shutter tonneau providing security and protection.Inside the Wildtrak features Alcantara leather trim, leather steering wheel and gearshift knob, and extra dials atop the dash in a central cluster.On the road recently in Thailand, the updated Ranger showed it had lost none of the smoothness and refinement for which the old model was noted.It rode comfortably and quietly over all sorts of road surfaces, capably handled a testing four-wheel drive course, and both engines showed they had lost none of their impressive easy driving flexibility.

When Subaru launched the Brumby ute it was just another Japanese carmaker trying to build a following in Australia. With a range of small, mostly front-wheel drive cars, there was little to attract buyers away from more established brands like Nissan, Toyota and Mazda so Subaru struggled to survive. Until it made the bold decision to build all-wheel drive vehicles only.Since making the decision to pump its drive through all four wheels Subaru has gone from strength to strength, with the Liberty, Impreza, Outback and Forester all doing great business.While everyone knows about Subaru now there were some who were firmly of the belief that Subarus were something special long before they became trendy. That was particularly so of the all-wheel drive models the company spun off its bread-and-butter front-wheel drive cars.The Brumby was just such a car, a small ute based on the sedan platform, with a remarkable ability to traverse rough terrain with its competent all-wheel drive system. Owners simply fell in love with them and many refused to part with them.MODEL WATCHThe Brumby arrived in Australia in 1978 and quickly established itself as a durable light workhorse, particularly in rural areas where farmers found its 400 kg payload useable, its car-like comfort welcome, and its ability to get over rough and slippery ground unbeatable.Over time the diminutive ute proved itself to be virtually unbreakable. Many were driven and driven, and driven on even further as they refused to buckle under the pressure of a rough life on the land. Even when they’d become too rough for the road, some farmers simply deregistered them and kept driving them around the farm. They were about as reliable as a true-blue cattle dog.Power was from a flat-four cylinder overhead valve engine of 1.8 litres capacity and fed by a single carburettor. Nothing fancy, but neither was its modest 61 kW of peak power, which was delivered at 5200 rpm.Under normal highway use the Brumby’s power was delivered to the front wheels via a four-speed manual gearbox.At 1620 kg it was a relative lightweight, which meant its performance was reasonable, although some owners who spent their time on the black top say they would have liked a little more torque than the 132 Nm it boasted.But the Brumby wasn’t about performance; its appeal was its go-anywhere ability that rivalled that of many heavy duty dedicated four-wheel drives.That ability came through its combination of light weight, increased ground clearance and on-demand four-wheel drive that could be engaged on the run by a lever on the transmission tunnel. Drive would then be sent to the rear wheels.While its ability to get over rough ground was impressive, it was also what brought about the downfall of many Brumbys as drivers pushed them beyond their limits, believing them to be indestructible.The thing that brought them to a halt was their relatively limited ground clearance. By normal standards they had generous ground clearance which allowed them to get over some pretty rough terrain, but overconfident owners who believed they could go anywhere a serious four-wheel drive could go did them some serious underbody damage when they pushed too far and got them hooked up on rocks and other immovable bits of landscape.There was an update in 1984, which can be identified by a honeycomb grille and square headlamps.A Sports model was released in 1986, and that came with twin halo moon roofs, square halogen headlamps, and park lamps in the bumper bar.The Special followed in 1988 with a bull bar, radio cassette, tonneau cover and tow bar.A limited edition Summer model came in 1993, and featured a bull bar, tow bar and radio cassette sound.Today a Brumby makes a great, cheap car for a young driver, or someone with a bush block. It will carry a decent amount of sports or camping gear, or the odd bale of hay, and will get to those remote fishing or surfing spots, or the bottom paddock.IN THE SHOPWith the last Brumby sold in 1994 even the newest will have some pretty serious miles under its belt by now, so any car you might consider buying needs checking thoroughly.As cars get on in age so their owners tend to neglect them. Try to establish a service record to assure yourself the seller has attempted to look after the car.Properly serviced and driven within reasonable limits the Brumby is pretty much bulletproof; it’s when they’re neglected or beaten up that they develop problems.Check the engine oil to make sure it’s been changed regularly. If it’s black and thick it hasn’t been changed in a while, so be suspicious. Listen for rattly engines, and have someone watch for smoke as you drive down the road.It’s also worth checking the gearbox oil and diff oil, if you can, and look for water contamination through worn or damaged seals.The Brumby’s perceived ability to do anything a big four-wheel drive can do led to many owners trying to make it do things that were beyond even its remarkable ability to beat around the bush. Check underneath for damage from rocks and stumps. Check also for damage to drive shaft boots and seals that might have been torn on rocks or downed trees an over-confident owner might have attempted to drive over.Damaged drive shaft boots will most probably mean damaged UV joints through dirt of water entry.Body rust is a problem, particularly if the Brumby has been left out in the weather and neglected. Any vehicle from coastal areas should be checked thoroughly for rust.The bottom line if you want a Brumby is to take your time and look for that pristine car that hasn’t been beaten up. Do that and you’ll have a car that will be reliable for many years to come.LOOK FOR• rusty beaten up bodywork from years of hard work• damaged underbody from beating around the bush• split and damaged drive shafts boots• smokey, rattley engines• modest on-road performance• great for carrying sports gear or small workloads• reasonable comfort in small cab• amazing ability to go bush

Imported one-tonne utes have become the staple of local trades and businesses that want a tough work vehicle that can carry a decent load around the job site, and Holden’s Rodeo is one of the leading models. The Rodeo first showed up on the local landscape in the ’70s when Holden’s utes began to lose favour with tradies. They simply became too expensive compared to the imported utes, which despite being a bit rough and unrefined conquered the market.While local utes have made a comeback in recent times, they’re now more a lifestyle vehicle for people who want a dual purpose daily driving weekend escape car. The imports have mostly stuck with their strength, which is their carrying capacity and their toughness on and off road.Even so the importers have keenly watched the growth in the popularity of the local utes and have also attempted to address the demand for cool vehicles without giving away the advantage they hold in cargo capacity.The all-new RA Rodeo hit the market in 2003. It was bigger, more powerful, better equipped, safer and Holden also claimed it was tougher than ever before.As with all cars looks are important in the ute market and the new Rodeo arrived with a new muscular look that was perfectly appropriate for the segment. All sat high and handsome making it difficult to pick a 2WD from a 4WD model, which ensured all had a rough and tough look on the road.Built on a tough chassis the RA Rodeo boasted substantially increased torsional rigidity, up by as much as 60 per cent, and that equates to better crash protection and a more stable platform for better handling.The RA’s larger external dimensions translated into more space inside the Rodeo’s new cabs, which delivered substantially more leg room, shoulder space and head room than the outgoing model. Wider and higher doors across the range made it generally easier to get in and out, with wider opening doors made it easier to get in and out of crew cabs.Inside, the dash was what you might expect to find in a passenger car, while easy to read graphics on controls and instruments, a new four-spoke steering wheel and upgraded sound systems made the RA feel even more car-likeFor power Holden offered the choice of three engines; a locally developed 2.4-litre single overhead camshaft fuel-injected four-cylinder which produced 94 kW at 4800 revs and 207 Nm at 3200 revs, a 3.5-litre all-alloy double overhead camshaft V6 that boasted peaks of 147 kW at 5400 revs and 280 Nm at 3000 revs, and a 3.0-litre turbocharged four-cylinder diesel which delivered 96 kW at 3800 revs and 294 Nm at 2400 revs.There was a choice of manual or automatic transmissions across the range, and a choice of two or four-wheel drive, the latter with a choice of two-wheel drive, and high and low range four-wheel drive.All models, except for the entry-level DX 2.4-litre two-wheel drive, which had coil front springs, had torsion bars at the front and heavy-duty leaf springs down back.All models had rack-and-pinion steering, and all but the DX base model also had speed sensitive power assistance.There were three models, the DX entry level, the LX and the range topping LT, three body styles, single cab, space cab and crew cab, with a range of two and four-wheel drive variants. In total there were 56 model variants to choose from.As the Rodeo is essentially a work vehicle it’s important to look for signs of damage caused in the day-to-day grind on the job site. Look carefully for dings and scrapes on the body, outside and inside.Check for wear and tear inside from big burly bodies getting in and out. Things like rips and tears in trim, broken plastics on controls often used and sometimes abused.Not surprisingly for a vehicle meant to carry a substantial load the Rodeo’s ride is firm, although it gets better when there’s a load in the back. It also has a large turning circle so allow plenty of room if you’re doing a U-turn.Although it’s noisy the diesel is the pick of the engines. It’s got plenty of get up and go and returns decent fuel consumption. The V6 has even better performance, but it’s a gas-guzzler.If you prefer the V6 it might be wise to consider switching it to dual-fuel to cut running costs. Holden has a dual-fuel system available which is a sequential vapour-injection system that offers equivalent power and performance whether on petrol or gas.Increased chassis rigidity proves a stable platform for responsive handling that increases the ability to avoid a crash, and the Rodeo has side intrusion bars for protection in side impacts.ABS adds another level of crash avoidance on the LT, which also boasts dual front airbags in its list of standard features. Airbags are also optional on the LX models.Hugh Eastwood owns two RA Rodeos, an LX Cab chassis for work and an LT Crew cab for recreation, both with the 3.5-litre V6. The work truck is always fully loaded, but performs very well, he says. The V6 has plenty of power, the gearbox is smooth and easy to use, and the brakes have no problems stopping well over two tonnes. The LT Crew cab has all the same positive characteristics, however he finds the ride is too firm without a load and the gearing is to low for normal road use. Two major drawback with both are the massive turning circle, and very high fuel consumption – 16 L/100 km – whether loaded or not.Steve Hoogen owns a 2004 Rodeo LX Duel-cab 4WD five-speed manual diesel long wheel base tray top and loves it. It does everything he expects of it well, with great fuel consumption – 10 L/100 km – around town and a bit better on freeway. He says he would like another gear for speeds over 80 km/h. It handles and brakes well on the road and is great off road. The ride is good with a little weight in back or four on board, but a bit hard when riding solo and empty.• Strong masculine styling• Roomy interior with larger cabin• Thirsty V6 engine• economical diesel engine top choice• Large turning circle• Hard ride, particularly when empty• Tough work ute with good performance and roomy cabin, but gas guzzling V6 petrol engine.

The original Holden One Tonner was a runaway success so there was good reason for Holden to develop a new generation Commodore-based tray top. The original One Tonner was released with the HQ model in 1971 when it added a whole new dimension to the good old Aussie ute. At the time the traditional Aussie ute, basically a light three-quarter tonne workhorse, was under siege from a new wave of Japanese utes, which could all boast a full one tonne payload.They might have been rough and rugged compared to the car-based ute, but the new imports were competitively priced and got the job done when your priority was work biased. The Holden One Tonner redressed the balance somewhat by offering local tradies a tough-as-nails work ute that could carry a full one-tonne payload with much of the comfort of a passenger car.While it was a huge success there was no holding back the tidal wave that was the Japanese one-tonne utes, even Holden had one in the form of the Rodeo, and the Holden One Tonner was sent to the automotive graveyard in the mid-1980s.The regular Holden ute carried on with a Commodore-based model after a short hiatus, but over time became less of a hard-core worker and more of a dual purpose work and play model. There are those within Holden who call it Australia’s own two-door sports car.But there was always a demand from tradies who wanted a smart looking ute that was still capable of doing a hard day’s work.Holden was in a sentimental mood when it released the new One Tonner based on the VY Commodore ute in 2003. It came in the wake of the new Monaro, which was then proving a hit with the car buying public, and that must have given Holden the confidence to resurrect another of its treasured icons of the past.MODEL WATCHCreating the new One Tonner wasn’t a simple cut and shut job on the Commodore-based Ute. The Holden ute didn’t have a chassis so the engineering team had to design an entirely new chassis frame and graft it to the Ute’s cabin.The new One Tonner was part monocoque and part chassis frame. The frame was bolted on to the back of the cab rather than welded as is the more common practice, but Holden claimed its method of construction was a more robust one.With a wheelbase of 3200 mm the new One Tonner was the longest in its class, and it was wider and higher than its Ute cousin. Importantly it had a payload capacity in excess of one tonne once allowance was made for fuel, passengers and additional equipment like tray bodies and bull bars etc.The One Tonner lent itself to a broad range of body styles to suit the owner’s needs, from aluminium dropside trays to a stylish wooden flat top bed.Up front the cab was the familiar comfortable Ute cabin with all of the Commodore features like cloth-trimmed bucket seats, centre console and power mirrors in the base model, while the ‘S’ model had air-conditioning, power windows, a leather-wrapped steering wheel and alloy wheels.Buyers could choose from the 152 kW 3.8-litre Ecotec V6 with the Aisin 4L60 four-speed auto transmission, or the optional 225 kW 5.7-litre Gen III V8 which was available with the heavy-duty Aisin 4L65 four-speed auto or a six-speed manual gearbox.Underneath the front suspension was the familiar Commodore MacPherson Struts with coil springs and an anti-roll bar, but the rear suspension was an all-new live rear axle with leaf springs, which was rated to carry 1800 kg.A VZ update in 2004 brought the 175 kW Alloytec V6 engine, 10 kW more power for the V8, a six-speed manual transmission for the V6 and upgraded autos, and VZ styling.IN THE SHOPThe One Tonner hasn’t been without its problems, most notably with the rear axle, which has been a constant source of drama for many owners. Gear noise and clunking has been the subject of regular complaints from owners and Holden’s answer has been to replace offending axles. Sometimes it has provided a satisfactory fix, other times it hasn’t.One owner claims to have fixed the problem by increasing the oil capacity of the rear axle by fitting a larger hat available on the aftermarket.In addition there is also the ongoing noise and oil consumption problems of the Gen III V8, so it’s worth checking for oil consumption records for a V8 One Tonner and carefully listening for any light tapping noises coming from the engine at idle or as the throttle is blipped. A check when the engine is cold might be enlightening as well.Otherwise the One Tonner is a fairly robust unit, the economical ECOTEC 3.8-litre V6 stands up well and is probably the better buy if your priority is a workhorse. It’s quite economical with owners reporting fuel consumption numbers in the 10-12 L/100 km range.The new Alloytec V6 is causing some consternation with owners reporting high oil consumption and disappointingly high fuel consumption in the region of 12-14 L/100 km.Look for body damage caused by a hard life on the work site, One Tonners used for work purposes are exposed to a greater chance of accidental damage because they spend their time around moving equipment and carry tools and materials that can damage bodywork.IN A CRASHAll models had a driver’s airbag as standard with the option of a passenger’s airbag.Anti-skid brakes were standard on the ‘S’ model, optional on the base model.OWNERS SAYMark Williams wishes he hadn’t bought VZ One Tonner. It was the 18-year-old chippie’s first car and he reckons it should have been painted lemon yellow instead of the black he ordered. The window tinting bubbled shortly after he took delivery of it, and in less than 22,000 km from new the Alloytec V6 has used oil at an alarming rate, the exhaust has been replaced, the brake rotors have been machined at least twice to fix its squealing brakes which continue to howl, and the auto transmission sometimes slips in first.LOOK FOR• Economical ECOTEC V6 in VY models• high fuel consumption in Alloytec V6• oil consumption and piston rattle in V8s• full one-tonne payload• sporty Commodore looks• car-like comfort• rear axle whine a sign of impending failureTHE BOTTOM LINEGreat idea but the One Tonner has been plagued with problems, particularly the rear axle, and it seems the new Alloytec V6 engine uses excessive oil and fuel.RATING50/100

The Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951 it was a sad day when it disappeared from Holden showrooms with the demise of the WB in 1984. While Holden launched a new Commodore-based VG ute in 1990 it was not the worker of old.Where the traditional Holden ute was a real workhorse with a tough full chassis and useable payload the Commodore ute was a bit of a lightweight softie by comparison. It was based on the long wheelbase Commodore, so there was no chassis, and it had coil springs in the rear instead of leaf springs. The payload of 710 kg was well down on the payload of the old utes, particularly the hugely popular one-tonne chassis-cab.The Commodore-based ute had plenty to live up to given that the series of utes that kicked off with the HQ in 1971 and ran through to the WB in 1984 were tough old trucks that stood up to the abuse of daily life on the work site for years and years.Tradesmen, farmers, small business people were quickly attracted to them for their combination of performance, comfort and ability to carry a real workload, while in recent years they have become a favourite of a new generation looking for a cool escape vehicle for weekend getaways.Those who held the old Holden utes in such high regard thumbed their nose at the Commodore-based ute when it first arrived on the scene and it wasn’t immediately accepted as a real workhorse. It was the ute driven to the work site by the boss, not the workers. It was more likely to carry the lunches than the tools of trade.The VS ute introduced in 1995 was the final evolution of the original Commodore-based ute before the all-new VU model came in 2000. It remained something of a softie in work terms but had gained greater popularity as a sports ute that was a cool daily driver that could carry the sports gear at the weekend.MODEL WATCHThe VS was a facelift, but much refined version of the VR ute which first saw the light of day in 1993.Like its passenger car cousins the VS utes were little different on the outside from their predecessors, most of the changes took place under the skin.The big news was the ECOTEC V6 engine which, while seemingly almost identical to the 3.8-litre V6 it replaced, was almost entirely new being smaller, lighter, smoother and more fuel efficient than its predecessor.Capacity remained at 3.8 litres, but it had a new block, heads, manifolds, and an all-alloy cast sump. The electronics were upgraded with a new computer, as well as a hot-wire air-mass sensor and sequential fuel-injection. It all added up to 17 kW more power, which was now 147 kW at 5200 revs with peak torque of 304 Nm at 3600 revs, but there was also a six per cent improvement in fuel consumption while meeting exhaust emission rules.Transmission choices were a five-speed manual ’box and four-speed electronic auto.A Series II upgrade came in 1996, which can be identified by Series II badges and oval shaped side blinker repeater lights. It also brought a number of small improvements, among which was a new five-speed German Getrag manual gearbox for the V6.Mid-1998 saw a Series III upgrade, identified by Series III badges and clear side blinker repeater lights. There were also a number of interior upgrades, and for the first time there was a 5.0-litre Holden V8 SS model to complement the previous range which was limited to the standard Commodore and S models.A neatly integrated body kit, made up of front bumper and side skirts, distinguished the SS. There was also a polished alloy rear sports bar, 16-inch alloy wheels, fog lamps and SS decals.The SS V8 gave the hottie ute plenty of tail-wagging performance with 168 kW driving the rear wheels through a five-speed manual and a limited-slip diff. ABS and sports suspension helped keep it in line, which was nice when the rear inevitably stepped out under enthusiastic acceleration.Inside there was a leather wrapped sports steering wheel, hand brake and gearshift knob. The seats had SS identification on the seats, and power windows and air-conditioning was standard.The arrival of the SS was a clear indication that the Holden ute had become as much a lifestyle vehicle as it was a hard worker.IN THE SHOPThe Holden ute’s body and chassis are robust and reliable and little trouble is reported from the field.Likewise the V6 engines are generally robust with a number of owners reporting untroubled motoring well above 200,000 km. Look for oil leaks from the rear main crankshaft seal and around the oil pan, and also from the power steering pump.Fuel pumps tend to fail around the 200,000 km mark.One owner was less than happy when his engine had to be replaced because of a worn camshaft at quite low mileage, and he says the telltale noise is back again.Overheating in autos in VS II utes can lead to transmission problems at around 100,000 km. It can’t be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions in problem vehicles. Holden fixed the problem by releasing an oil cooler kit, which can be retro fitted to prevent the problem.Noisy diffs are also a widespread problem. It’s important to use the Holden recommended oil in diffs to prevent a howling rear-end. Diff seals can also be a problem.OWNER’S SAYAlan McKenzie runs a cleaning business in Sale and uses his VS II Commodore S ute as his daily driver, usually with a trailer in tow.He bought it new and has done some 110,000 km in it. He admits he makes it work hard and doesn’t spare it at all, and says he’s happy with it overall despite having the V6 engine replaced due to a worn camshaft after 67,000 km.He’s had no trouble with the manual transmission or diff, and praises its comfort, drivability and handling.Would he buy another one? He says he’d happily have another, but says when he comes to buy his next ute price will be the crucial decider that will determine whether it’s a new Falcon or Commodore ute.LOOK FOR:• cool styling• tail wagging performance• overheating auto trans• howling diff• worn camshafts

Maybe there should be more attention to fuel efficiency than fuel economy. Too many self-righteous bystanders do not understand there is more than one simple answer to consumption and environmental concerns and there may be more than one saviour.Among all this there is the whole of life — from manufacture to scrapping — question of a vehicle to consider; in this case some would suggest an old, refurbished diesel car or truck may be less harmful to the environment than the pollutant cost of building a flash new machine (which would include the mining of fresh materials).And while on sidetracks, how about authorities playing a part?Stop-start traffic harms fuel consumption and new roads cannot always be the answer. Why are new shopping and residential centres automatically granted sets of lights for access, disrupting arterial traffic? Why must be there full, red light stops on pedestrian crossings?Most motor vehicles run cheapest with optimum engine revolutions per minute. Allowing a car to lug costs fuel, as does acceleration and deceleration; smooth driving and traffic flows save fuel.And, okay, hybrid vehicles with a combination of electric and petrol engines save fuel. Yet not necessarily any more than a decent (and most of them are these days) diesel engine.But what happens when there is a family, and holiday luggage, to cart a decent distance?Now it becomes a matter of fuel efficiency versus fuel economy.A hybrid may make sense around town for two (although something like a small European diesel or Hyundai's i30 would make more sense) but when it comes to carrying say four adults and gear in comfort and safety on a long highway drive a larger sedan, even petrol-powered, can be as efficient in overall running costs.(As Audi decided recently there was no point in petrol-electric cars in their range until hybrid technology becomes more efficient; instead the German company will concentrate on lighter cars and even better diesels.) It is, as said in the west, horses for courses and hybrids are, by and large, still the ponies of the business.And all that is a long way into the business of dual-cab utilities, four-wheel drive and two-wheel drive.But with the business in recent seasons of dressing up these dual cabs, extending their appeal with sports bars and alloy wheels and fancy cabins, comes sniping from the footpath.One bloke around here is disgusted by what he terms muscle trucks and cannot see that these machines are more useful than a Commodore or Falcon and, most often with diesel engines, more economical. In other words these dual cab utes, with space for four adults and capacity for a half tonne of sand in the back are among the more efficient — fuel used divided by jobs done — on today's market.Holden's latest effort is the Colorado, a rebadged and revised Rodeo. Top of the pile in this line-up is the four-wheel drive, dual cab LT-R with all manner of goodies from blue-tooth phone connectivity to reversing sensors plus some extra chrome.It’s offered more as a flash family truck but underneath it retains all the tough bits for slogging through mud heaps or crawling up rocky mountains.Driving It is comfortable enough and very competent, if not quite having the ride and handling credentials of some rivals.Now with the petrol V6 and manual transmission the LT-R is supposed to run at 12.6 litres per 100 kilometres but with a deal of Christmas run-arounds and some paddock work this ran out closer to 14 litres per 100 kilometres.Some of the problem could be the V6s lack of meaningful torque at the bottom end. There is supposed to be 313Nm at 2800rpm but it takes a fair boot to get the show on the road; this engine was a little raucous too when pushed through the five-speed transmission yet quiet enough at cruising speeds.Those fuel figures may perturb some but its not far off real road figures for many large V6 sedans (without the same capabilities). And with the Colorado's turbocharged diesel option that should be closer to 10 litres per 100km (the factory claims 8.4 litres per 100km) for mixed duties.So call them muscle trucks if you must but the dual cab utility — petrol or diesel — remain a sensible option when talk turns to fuel efficiency and saving the planet. Holden Colorado LT-R PRICE: $43,990BODY: dual cab utilityENGINE: 3.6 litre petrol V6POWER: 157kW @ 5300rpmTORQUE: 313Nm @ 2800rpmTRANSMISSION: 5-speed manualDIMENSIONS: (mm) 4995 (l), 1553 (w), 175 (h)KERB WEIGHT: 1922kgTOWING: 2500kg 

So far it’s sold pretty much as well as the Rodeo, but it will need to do more than just scrape by when there’s hotter competition for the buyer’s wallet. If it wants to be a frontrunner, it will need to really impress. And it does.DrivetrainsThe LX manual diesel runs on a 3.0 litre, 4.0 cylinder common rail turbo engine that outputs 120kW at 3600rpm and 360Nm at 1800rpm. There is also an optional four speed automatic transmission that reduces torque to 333Nm at 1600rpm.InteriorInside, the LX certainly doesn’t overwhelm the driver with unnecessary features. It’s quite simple but doesn’t skimp on comfort with its soft feel steering wheel, airconditioning, supportive bucket seats and an MP3 compatible stereo system.ExteriorThe new Colorado has brought with it – and improved on – the rugged looks of the Rodeo it replaces.One piece bumper and grille surround with air dam, 16 inch alloys, clear multi-reflector headlamps and body coloured side mirrors are some of the features that have made competitors sit up and take notice.The LX Space Cab Chassis we drove is the only unit with an oiled wooden tray and body coloured side and tail gates, which with the drop sides makes it both practical and good-looking.Payload and TowingThe 1687kg truck has a gross vehicle mass rating of 2900kgs and a three tonne towing capacity.SafetyHolden’s Colorado LX safety package includes driver and front passenger airbags, side impact door beams and front lap/sash retracting seat belts.PricingHolden’s Colorado range starts at $19,490 for the DX 4x2 Single Cab Chassis and tops out at $49,690 for the LT-R 4x4 Crew Cab Pick Up. The LX 4x4 Space Cab Chassis is priced at $41,490.DrivingThe Colorado range is extensive – 16 variants worth – and so caters for many needs and tastes.Our cherry red LX Space Cab Chassis with its oiled wooden tray gets our vote as the most elegant of the lot and probably the most practical with its fold-down alloy sides and tail gate.Inside, the Colorado is clean and simple - just how you want a no-nonsense work ute to be. There’s not much to the dash – just the necessary bits like air con, a decent CD/MP3 player - and its all intuitive and of better than average quality. We found the seats to be comfortable and supportive.The three litre oil burner produced more than enough torque for four hilly trips to the tip with a substantial load each go. Changing gear with the long slender stick was easy and smooth.We didn’t fit in as much off tar practise as we would have hoped but for the few dirt roads we did manage, we found the truck to be capable and comfortable, if a little bouncy – but we liked that, really.With the windows up it was quieter than we expected for a diesel with a little wind noise from the side mirrors at high speed. Tyre noise was negligible. Verdict 7.5/10

If you don't like getting your hands dirty and think utes rank alongside drays as acceptable transport, turn the page now.  For the men still with me, this is a story about an enthusiastic workhorse that won't win the Miss Ute 2008 award yet is both durable and efficient.There's nothing precious about the Mazda BT-50. You could get away with the dual-purpose utility version at weekend social engagements but with the flatbed tested here is strictly business.Up front is a Mazda 3-litre turbo-diesel and at the back is a wood-floored steel tray above cart springs with a five-speed manual box and 4WD system in between.  The engine is one of the better workhorse turbo-diesels around. The power is linear, the torque comes in strong right down near the bottom of the tacho's dial and the fuel economy is reasonable.To be fair, pretty much all ute turbo-diesels are similar. Mazda get an elephant stamp because the four-cylinder unit is relatively quiet.  It'll get about 11.5 litres/100km in the suburbs and a bit of off-roading which is line-ball with its rivals.There's nothing really sophisticated about the BT-50 package and that's one of its strengths.  The suspension is a simple torsion bar and double wishbones up front with leaf springs and a live axle at the back.It's a compromise system - the front is better on road and the back is better off the road - but works well. Surprisingly, the ride is relatively supple and few occupants will complain about harshness.  That is, unless, you are one of the potentially two passengers in the back.The Freestyle is an extended cab model. There's plenty of room behind the front seats for hand luggage, toolkits, eskies and other gear that requires security.  On one occasion, the four foam pads - two bolted to the floor, the other two beneath the rear window - supported my daughter for a short trip.  I believe it wasn't her most comfortable trip and I've gauged that because she hasn't spoken to me since.That simple acknowledgment by Mazda that humans can fit into the rear is extended into the rest of the cabin where austerity rules and its colour is pale grey.  Not that the dashboard and its controls are difficult to master. There's nothing here to test any driver's mental skill but there will be some who'll find working the wheel quite strenuous.As a 4WD, the steering system is the strong yet vague recirculating ball type.  Lock to lock feels about a zillion turns of the wheel. This is exhausting if you're in close confines but, on the bright side, more economical than an expensive gym membership.In the dirt it's as unstoppable as most. The manual change for the two-speed transfer case is a bit archaic compared to some rivals with electric change, but at least it has less chance of breaking.  It can be awkward in tight spots because of the countless steering wheel turns and the poor turning circle.The front suspension's limited wheel travel can make it claw in the air for traction and the only saving grace here is the flexibility of the rear axle and its limited-slip differential.  I was surprised the ground clearance is a rather low 207mm because it didn't ground when crossing some pretty rough tracks.The payload of more than one-tonne enables the BT-50 to be versatile for numerous projects.  Particularly, it endears itself more for those wanting custom canopies - such as electricians, plumbers and other high-income professions - for security and high-weight cargo ability.The Mazda tray fitted to the test vehicle was a well-thought out design that cleverly added a lockable toolbox and potable water tank plus handwash liquid beneath the tray. Try and get that with your poncy Maloo! This is a good unit that obviously suits tradies who need a go-anywhere workhorse. Buy the ute version for broader leisure pursuits and please, keep the rear seats for cargo.MAZDA BT-50 SX FREESTYLE 4WDPrice: $37,020Engine: 3-litre, 4-cyl, turbocharger, intercoolerPower: 115kW @ 3200rpmTorque: 380Nm @ 1800rpm Fuel:Diesel Economy (official): 9.2 litres/100kmEconomy (tested): 11.2 litres/100kmGreenhouse: 243g/km (Corolla: 175g/km)Transmission: 5-speed manual; 2-speed transfer; part-time 4WD