Ute Reviews

For tradies wanting bragging rights of king of the utes at the building site, or campers or fishers who want a quick, powerful 4WD ute to get along the dirt tracks and the highway blacktop, this thing is the answer.It looks like a dressed-up Toyota HiLux crew-cab ute.Which is what it is. But much more: it has the extra muscle to go with the hot-rod looks. Yet it remains a dinkum 4WD, complete with low-range transfer 'box. It's called the TRD HiLux, the initials meaning Toyota Racing Development, an arm of Toyota Australia that takes a popular vehicle and enhances it with engineering and aesthetic improvements.Now, there's not much wrong with the HiLux 4WD to start with when it comes to a dual-cab ute. The TRD version is for people who want to do it faster — and they get some extra equipment and nicer interior thrown in as well as the stronger brakes you'd expect of a high performance model of a 2810kg vehicle.The V6 four-litre petrol engine has twin camshafts per cylinder bank and an Eaton supercharger bolted on, with intercooler. Power rises 28 per cent to a V8-like 225kW at 5400rpm and torque is up 20 per cent to a meaty 453Nm at 3400rpm.But there's so much torque available from low down in the rev range that, left in two (rear) wheel drive, a prod of the throttle on a loose-surface corner will easily break traction of the 265/65 tyres (on 17in alloy wheels) and have the back sliding out.This means dirt roads, offroad or even wet bitumen. It can be fun but also it needs to be treated with care. There's no ESP nor traction control.Official fuel consumption rating is 12.9 litres/100km. Put the foot down and it hoses through premium unleaded. Yet, take it easy, drive quietly and you can easily return better than that figure. TRD HiLux comes with a five-speed automatic that has paddleshifts — out of character in a 4WD ute but great all the same.A separate floor lever is used for on-the-fly changes between 2WD and 4WD in the 4000SL version and for low range.TRD HiLux comes with twin front airbags, ABS brakes, airconditioning, cruise control, power windows, remote central locking, Bilstein shock absorbers, 17in alloy wheels, bigger brakes and calipers, body kit of over-fender flares, sidesteps, front bumper and mesh radiator grille, plus sports bars and leather-wrapped steering wheel and shift lever. The 4000S is $59,990.THE 4000SL at $64,990 adds automatic disconnecting front differential (to allow changes between 2WD and 4WD up to 100km/h), leather seats, six-stack CD, smooth-sided rear deck and TRD carpet mats.DRIVINGWe drove the TRD 4000SL HiLux and noted it cruised at 1900rpm at 110km/h. Keep speeds low and use the throttle gently and it can return 8.7 litres/100km.We thought the steering ratio was too light for a sporty. The wheel is adjustable for height but not for reach.Some of the original HiLux plastic trim is out of place in a $65k vehicle. The seats offer good support.Remember this though: it is a 2.9-tonne high-performance vehicle — with leaf springs and drum brakes at the rear. Yet it works well. It's no Lotus on twisting bitumen but can be hussled better than other 4WD dual-cab utes and has good grunt for overtaking.

The Australian ute has long been a mate to a diverse collection of characters. From farmers to tradesfolk, delivery firms to families, the concept of a sedan-like cabin with working tray out back has offered a range of services and transport needs across the country.Among owners there has always been a number who bestowed extra love on the ute, well back to the scrub-running days of HD Holdens with aftermarket mag wheels, four-on-the-floor gearbox shifts and triple SU carburettors added to the milieu. These were sports machines for many, extensions of the drivers' fantasies.So along the way the manufacturers saw the sense in building special utes, playhorse as much as workhorse machines.The current crop of these spirited chariots include Holden and Falcon V8 machines, some with extra-special attention to detail.And among these cheerleaders is the FG version of the XR8, a machine of some merit. Style changes over its predecessor may be subtle but are most effective (especially in freddo-green). The new Ford ute has some nice muscle to the metal.The cabin is all Ford XR with sports seats and sophisticated dash stacked with the best of today's conveniences — from decent six-stacker CD player to traction control switch. There is as well a host of steering wheel controls to consider.Visibility to the sides and out back — here with roll bar and spoiler on the optional tonneau cover — is not great. The other quibble is a steering wheel that needs more height adjustment to allow more room between seat and the bottom of the wheel.These are details left behind as 290kW fires up with a little rock 'n' roll rumble through the seats as the V8 sits impatient at idle.The ute jumps and scrabbles off the line. Maybe Ford's turbocharged XR6 utes provide more performance but the controlled fire and fury of a big V8 is hard to beat. It ran here through the six-speed sequential auto transmission to highway speeds with fluency.There was always, at any road speed, enough power and torque on hand to fill traffic gaps.And there was always enough grunt to have the rear swing out for that old-fashioned fun before traction control intervened.There are some road and mechanical noises filtering through to the cabin, reminders that behind the driver is a load-carrying tray sitting on leaf springs.There is, too, some bump-thump and very firm ride when the XR8 is sitting on the optional 19-inch wheels.But the steering is sharp and the rear well-behaved, the XR perhaps more easily balanced on the throttle than the coil-spring Holden SS.Only when thrown (and quick steering allows this) into a tight, slowish corner does the front of the Ford kneel a little more than expected.So on to the faster, flowing turns, snug down in the sports seats, music from the mechanicals and exhaust as the driver works up and down the gearbox.The Falcon XR8 is a fine machine for a little fun, just as it is, with a 540kg payload, for work.It does not have the refinement or the ultimate ability of an XR8 sedan but it does have a deal of style and versatility.

THEY'RE called “Tuppies” - tradie urban professionals - and they are buying utes in record numbers.In fact, the Toyota HiLux has been the top-selling vehicle in Queensland over the past year and was the top seller in Australia in April.And it's easy to see why. They are versatile vehicles that fit work, family and lifestyle needs.During the week they ferry kids to school, carry tools to work sites, bring home everything from groceries to furniture, and on the weekend they are packed with the family and their bikes, surfboards, camping gear and hitting the great outdoors.Here, the four-wheel-drive capacity of most of these vehicles extends the versatility even further.So we decided to take the three most popular dual-cab four-wheel-drive utilities as far from their comfort zones as possible.Far from the clutter and rush of city life.Far, even, from the usual recreation sites on the beaches and the coastal countryside.Out beyond cultivated crops, traffic lights, fences, livestock.Out into the Simpson Desert, one of Australia's last great destinations for adventurers.The line-up naturally included the HiLux, plus the Nissan Navara and Mitsubishi Triton, all turbo diesels and autos, except for the HiLux.We packed them to the rafters with two people per vehicle, a host of camping gear and provisions, a trail bike each, plus seven 20-litre jerry cans full of back-up diesel and unleaded petrol for the desolate journey ahead.It was an expensive payload, not just for the bikes and gear, but for the fuel with diesel prices ranging from about $1.76 a litre in Brisbane to over $2 at Birdsville.The cast and crew on the trip included: 4WD touring expert Brad McCarthy; Craig Lowndes's race engineer, Jeromy Moore; and mechanic and owner of two Ultratune stores, Shane Plumridge.And this is what we found:TRAYS: This is the pivotal point of these vehicles; their ability to haul your gear.On paper, the HiLux was the longest and widest, but in the real world of packing awkward-shaped equipment such as generators, bikes, jerry cans and camping gear, it is the practical space that matters, not statistics.That made the versatile Navara the clear winner with its numerous movable tie-down points which could be placed in any position and the low and small wheel arches which meant the effective load area was bigger and more usable.The HiLux and the Triton had only four fixed tie-down points and the Triton struggled to fit a bike with the tailgate strapped half open.HANDLING: Around town and without a load these things jiggle about a fair bit.They all bounced around and lost traction easily, particularly in the wet. These vehicles really should come with traction and stability control as standard.The worst was the HiLux, while the Triton was the easiest to lock under brakes.Navara and Triton had the best ride with little or no load and felt at ease in the 'burbs.It was a totally different story with a load and serious piece of track underneath the wheels.Suddenly the jiggly HiLux was smooth and controllable, while the Triton tended to wallow, pitch and roll around.Moore said the Navara felt “nervous” in the steering, but I found it and the Triton more precise than the rather vague feel of the HiLux.Despite them all having fairly equal load weights, only the Navara bottomed out.If you spent the price difference between it and the HiLux on springs and shocks, you could equal the HiLux handling.ENGINES: The Triton has the largest capacity engine, but the least amount of power.But with a diesel engine, it is the torque that does the talking and all vehicles acquitted themselves well when presented with the ultimate obstacle to torque: a big sandy hill.And the biggest and sandiest of them all is Big Red, over 50m of steep, red sand which lies about 40km west of Birdsville and marks the start of the Simpson Desert.As McCarthy said: “All three vehicles waltzed up Big Red like it was a speed bump.”The only one to baulk at the hill was the HiLux on one occasion but only because the driver chose the wrong gear and had to quickly try to manually change his selection half way up; always a recipe for losing momentum which is critical in the war against sand.Auto transmissions really are the way to go in the sand.While these diesels are not smooth and quiet like most modern car diesels, they were not obnoxiously loud. The best performance on noise, vibration and harshness is the Navara, while the HiLux and Triton are not far behind.FUEL ECONOMY: Even though the HiLux had the advantage in the fuel economy stakes because of the manual box, it was no better than the HiLux which has the biggest capacity engine.Both recorded about 10 litres per 100km on the two-wheel-drive trot out to Birdsville with full loads.Despite all vehicles loping along at around 2000rpm at 100km/h the Navara chewed the most fuel at 12L/100km.Although we couldn't accurately test economy in the sand where we were refuelling from jerry cans, we predicted that the slow going in low-range four-wheel drive raised consumption by as much as 20 per cent with no real advantages for the manual.BUILD: They have to make them tough to take the beating they get from tradies, but we were surprised by the ease of the trays to scuff up and buckle from the loads, even though they were tied down.The HiLux and Navara are well protected underneath, but the Triton had a couple of exposed wires on the drive actuator which Plumridge said looked vulnerable.His assessment proved correct when a wire was torn loose on the return journey. While it didn't effect drive operation, it left the display confused.Running bush mechanic repairs with superglue and the refill from a Bic pen proved helpful.McCarthy expressed surprise at the Triton's underbelly vulnerability “considering Mitsubishi's Dakar heritage”.Bulldust and the fine sand of the Simpson Desert was largely kept out of the vehicles, except for when you opened the door. However the Triton and Navara had minor leakages around the doors.Wading through shallow water and bog holes after recent rains proved no problems for any of the vehicles.None used a drop of oil, despite a long haul in low-range across the endless Simpson Desert dunes.We cleaned the air filters on a couple of occasions, glad to see they had all worked very well.ACCOMMODATION: Even though these vehicles are made for blokes and therefore don't include a vanity mirror on the driver's side, passengers are well looked after in modern utes.There are few features missing and the modern adventurer can only wonder how tough it was for the pioneers with their camels and lack of aircon.Still, each could do with reach-adjustable steering wheels, audio controls on the steering wheel and 12 volt outputs in the tray, although they have two each inside.What we liked was the Navara's cruise control, spacious interior and folding back seat, the Triton's comprehensive on-board computer, and the HiLux's simple compass, its 10 cupholders and Bluetooth capability.Goldilocks would find the Navara seats too hard, the HiLux seats too soft and the Triton seats just right. But none had good lateral support.VERDICT: The Triton is the cheapest and feels the nicest inside, the tamest in the concrete jungle and the best on fuel economy without sacrificing power and torque.Despite being a city slicker at heart, it still managed to rocket up Big Red and had few qualms about any of the terrain where we took it.Suspension and vulnerability underneath are its weak points, but these could be rectified with a bash plate and stronger springs and shocks.The Navara is a very capable machine in any environment, but is let down by its suspension and economy.We like the rugged macho style inside and out, especially the well-thought-out tray with its clever tie-down points.Spend a few thousand on suspension and it could be a winner.However, the HiLux comes out on top, despite its price (this auto version costs another $2000).It feels robust, well-equipped and drives well with a heavy load.McCarthy admits he is a Toyota fan, but said the HiLux confirmed it: “The HiLux really did feel "unbreakable" in the desert conditions.“The HiLux felt like it could easily take all 1100 of the Simpson's dunes in its stride and come out unscathed and eager for more. It really did feel bulletproof.“I must admit the Triton and Navara coped pretty well too … but I felt I had to be a quite a bit gentler with them.”You also have to pay some attention to the outback locals who seem to favour Toyota.On the drive from Miles to Quilpie, we passed 79 cars, 57 Toyota SUVs, 40 trucks, 21 Nissan SUVs, 12 vans, 10 Ford SUVs and nine Mitsubishi SUVs.West of Quilpie it's almost entirely Toyota. Toyota HiLux Double Cab SR5PRICE: $50,430ENGINE: 3.0-litre EDI twin-cam turbo-dieselPOWER: 120kW @ 3400rpmTORQUE: 343Nm @ 1400-3200rpmTRANSMISSION: 5-speed manual ($2000 for 4-speed auto)DIMENSIONS (mm): 5255 (l), 1835 (w), 1810 (h), 3085 (wheelbase), 210 (clearance)TRACK: 1540mmAngles : 30_ approach, 23_ departureTRAY (mm): 1520 (l), 1515 (w), 450 (h)KERB WEIGHT: 1815-1865kgTOWING: 750kg (unbraked), 2250kg (braked)FUEL: 76-litre tankECONOMY: 10L/100km (highway and fully loaded) Nissan Navara D40 Dual Cab STXPRICE: $47,990ENGINE: 2.5-litre intercooled turbo dieselPOWER: 126kW @ 4000rpmTORQUE: 403Nm @ 2000rpmTRANSMISSION: 5-speed autoDIMENSIONS (mm): 5220 (l), 1850 (w), 1779 (h), 3200 (wheelbase), 217 (clearance)TRACK: 1570mmANGLES: 29_ approach, 22_ departureTRAY (mm): 1511 (l), 1560 (w), 457 (h)KERB WEIGHT: 1995kgTOWING: 750kg (unbraked), 3000kg (braked)FUEL: 80-litre tankECONOMY: 12.1L/100km (highway and fully loaded) Mitsubishi Triton GLX-R Dual CabPRICE: $47,490ENGINE: 3.2-litre DOHC, 4-cylinder, 16-valve, intercooled turbo dieselPOWER: 118kW @ 3800rpmTORQUE: 343Nm @ 2000rpmTRANSMISSION: 4-speed autoDIMENSIONS (mm): 5174 (l), 1800 (w), 1760 (h), 3000 (wheelbase), 205 (clearance)TRACK: 1520mm (front), 1515mm (rear)ANGLES: 33_ approach, 29_ departure, 27_ breakoverTRAY (mm): 1325 (l), 1470 (w), 405 (h)KERB WEIGHT: 1965kgTOWING: 750kg (unbraked), 2500kg (braked)FUEL: 75-litre tankECONOMY: 10L/100km (highway and fully loaded)The Courier Mail 

But when your target market is scattered from wheat fields to forests, mining camps to beaches, it's smart to get it out there first.Nissan took barely any time in sending a cab-chassis version of its Patrol out to its working market when it replaced its engine with the latest common-rail diesel technology.The more efficient engine — in terms of economy and clean exhaust — meets the latest tailpipe emission rules.The 3-litre turbo-diesel engine — basically the same as the old unit except with the new intake system — is also claimed to be more responsive and quieter.It also allowed Nissan to increase the towing capacity of the cab-chassis to 3200kg from 2500kg.While that's all a bonus, the cleaner engine comes with virtually no power or torque improvement.It's still 118kW and 380Nm of torque, delivered at the same engine speed.That's a bit disappointing given many rivals have made decent power and torque increases by adopting a common-rail — basically a single high-pressure intake manifold — system to their engines.The Patrol cab-chassis on test was the ST version fitted with a Nissan factory alloy tray.This is one up from the base model and, for a vehicle that's going to get a really tough life, it's pretty well equipped.Standard is two airbags. I'll just mention here that the Patrol's major rival has no airbags. In fact, there's not even an option of airbags. Think about that before you buy.The Patrol also gets a CD player, airconditioning and electric windows but not mirrors. ON THE ROADThere's not a lot of room in the cab with its two buckets seats.It is possible to squeeze thin items behind the seats but I'm talking pizza boxes here.A pleasant surprise is the supple ride — even when unladen — and the quiet diesel manners when cruising.The five-speed manual gearbox is a bit of a clunker that would feel more at home in an old Kenworth, but works well with the diesel. The gearchange contrasts with a light clutch action.Acceleration is brisk, as is overtaking when you keep in the 2000-3000rpm band.Most off-road driving can be done with the engine ticking over at just above idle.The transfer case is manual and has a stubborn shift to engage 4WD High and 4WD Low. The Patrol runs normally in 2WD.Manual freewheeling hubs are a trick for new players and, in my case, old players with a fading memory.I finally figured out that the soft sand course was becoming non-negotiable because I hadn't twisted the front hubs to the lock position. D'oh!This thing is tough and feels unburstable. Part of that comes from the live axle front suspension which, while archaic, is rugged.It rides on the road with more confidence than the model of a couple of years ago, but is down on the list compared with some 4WDs with independent front ends.Regardless, this is a good thing. I think the standard airbags are a huge plus and the CD player just makes those country kilometres just tick by.Prices start at $49,790 for the leaf-spring DX model. Add $390 if you prefer coil springs at the back. The ST here with coil springs costs from $52,890 though the tester added a bull bar, side skirts and tow hook and the alloy tray.specs NISSAN PATROL CAB-CHASSIS ST COILPrice: $52,890Engine: 3-litre, 4-cyl, turbocharger, intercoolerPower: 118kW @ 3200-3400rpmTorque: 380Nm @ 2000-2400rpmFuel: DieselFuel tank: 175 litresEconomy (official): 12.5 litres/100kmEconomy (tested): 13 litres/100kmTowing (max): 3200kg 

The general feeling last year was that this time the jig was up for Korea, which would be forced to step aside for Mahindra to become importer of the cheapest 4x4s and SUVs.But today Mahindra still remains largely unknown in Australia, and their Scorpion SUV is yet to reach our shores. However they can claim to produce the cheapest ute available here – the Pik-Up.VARIANTS AND DRIVETRAINS The Pik-Up is available in two single cab and two dual cab variants, one of which was our test car. All models are powered by a four cylinder 2.5-litre turbo-diesel engine that develops what on paper seems to be a minuscule 79kW at 3800rpm but an adequate 247Nm of torque at 1800-2200rpm, which gets to the wheels via a five-speed manual transmission.For offroad versions, there is an automatic locking system for the front hubs, a genuine dual range transfer car, with part-time four-wheel drive and the ability to switch to high-four `on the fly’.WORK CAPACITY With a one tonne payload for the 1489 x 1520 x 550 cargo box and a 2.5 tonne towing capacity, the Pik-Up competes well with more expensive vehicles in its class.EXTERIOR For a car this size – at over five metres long and nearly two metres high and wide – it has a distinct lack of gentle angles, making look even bigger than it is (if that’s at all possible) and giving it a harsh, boxy, somewhat ungainly appearance. But the cargo tray is large and deep, and promises to cope with large amounts of either weekday tools or weekend toys.INTERIOR The interior styling is basic and mostly dark greys, with the main styling feature two large almond-eye shaped vents that might have fallen off an alien costume in the Bollywood wardrobe department. There’s no real sense of style, and it’s no surprise they left interior shots out of the brochure.But the front seats are supportive and there’s sufficient room in the back for two medium-sized adults to sit comfortably without fear of giving the driver or passenger an impromptu Swedish massage.There’s also quite a bit of storage space scattered around – cupholders, door bins and the like – although the centre arrangement doesn’t allow for a lidded bin that can become an armrest.But the main lack is that the steering is tilt-change only, which made finding the right driving position difficult without the benefit of reach adjustment on the column.EQUIPMENTThe standard list includes all the usual powered bits, plus alarm, immobiliser, foglights, delayed shut-off headlights and side steps.The audio system is CD/MP3 compatible with USB and SD card ports and an ipod jack. It also comes with a remote control which may initially satisfy a desire for novelty in an otherwise plain vehicle, but will probably soon get lost and/or become the catalyst of endless bickering among the kids.LIVING WITH IT Pincott says In urban areas, the Mahindra’s size turns you into a far more careful driver. You become very aware of how close you are to walls, bollards and other cars when parking or in multiple lanes.But this size also makes for a lot of usable interior room, and a startlingly high roof that the agents pointed out would easily accommodate an Akubra-hatted head. And that kind of feature will probably be one of the main keys to Mahindra sales here. Sure, you can use it around town for leisure or household chores. But it’s natural habitat is the worksite and the farm.The load area is massive, which will be attractive to anybody who has to lug a large amount of tools or cargo – and at the same time you could easily picture a jetski, motocrosser or family of bicycles in there.The fit-out is utilitarian, and there’s no point in pretending that the surfaces are prestige materials. But it’s well equipped, and touches like the USB interface and remote control are not only novel but can add to the safety factor by keeping the driver’s hands on the wheel when the family is on board.The diesel engine sounds very agricultural, especially at idle, but there was no lack of effort to push the ute around – albeit we didn’t get the chance to load it up. The shift action on the long throw gear lever is likewise unsophisticated. But at the end of the day, this is a light commercial vehicle rather than a passenger car. And one that is priced and equipped to attract the market.VERDICT: 7.4/10Wigley says The Pik-Up has good visibility for its size and feels like a substantial car for the money. There are no noticeable rattles but road noise is a little loud coming in through the cabin floor from the tyres. The side mirrors also catch the wind and on the freeway, it becomes difficult to hold a conversation without repeating yourself.The engine won’t get you around at speed but it will do the job sufficiently without you having to want for too much more.Although the gear changes were generally easy and smooth, we did have a few crunches dropping down to third. The long gear stick gave the car a rural quality – like driving the tractor at grandads farm – but in a good way.Steering was responsive and true but on the odd occasion, the front wheels yelped on take off from an incline, and tended to bleat if cornering too fast.Generally though, the drive was a pleasant surprise – smooth, responsive and comfortable.The Pik-Up doesn’t pin its hopes of success on styling. But the positive you take from that is a quiet confidence that the important stuff — the engine, the ride and handling, the payload and towing capability — that really should matter in a car like this, is a bargain for the outlay.For a basic workhorse utility, it competes respectably with other vehicles in its class and it’s cheap. It doesn’t need to be attractive but it certainly wouldn’t hurt.VERDICT: 6.9/10Halligan says It was hard to miss the Mahindra’s bulk in the car park. My initial impression — utilitarian and spacious. It reminded me of a G-Class Benz from many years ago, before they became trendy and moved upmarket. Navigating my way out of the car park, which admittedly is more of a rabbit warren than most, I thought I was going to take out a few fire sprinklers. This thing is tall.I had to take two bites at the exit ramp, proving that the steering lock is not overly generous but then again I suspect no worse than any of its competitors.I’ve often wondered why the hell anyone would want to drive a 4wd in the city — or the burbs for that matter. A run in the high and wide Mahindra revealed one of the attractions is that you can look down at others, giving you a wonderful — but false — sense of security.The diesel accelerates well, torque seems good and it tracks well. It a 4 door, 4WD tradies’ ute and I’m driving it the same way I drive everything else, as if it’s a sportscar. It’s coping OK.Accelerating showed it’s amazing what you can get out of 79kw. The ute feels fine and if my mind starts to wander I have to make a concerted effort to keep my speed down.There’s not a great deal of wind rush even with the window down, but quite a bit coming from the heating system. But then again, this thing is basically a truck.It’s comfortable enough, and the seats didn’t give me a hard time although — again trucklike — it has me sitting much more upright than I like to be.My wife likes 4WDs because she feels safe in them. I feel the opposite. More room to hit your head with more time for your head to accelerate before it touches anything — and less effort in design from the engineers.Overall, the Pik-Up is competent, nothing bad to report except a little understeer on fast curves and the tail is a little prone to move out when taking a tight intersection turn too quickly. But this was more to do with my driving outside of the normal envelope of the vehicle.It fits its purpose well, but that purpose is specific. It’s a tradies’ work vehicle that can be used on occasions to transport the family around locally.I wouldn’t buy one however for the same reason I wouldn’t buy a Hi-Lux, Navarra, Patrol, Landcruiser, I don’t feel safe in them and I worry about how much damage they can inflict on others.But if you are in the market for a workhorse I would definitely put it on your research list.VERDICT: 7.1/10 

All eight cylinders are firing hard at Holden Special Vehicles and the punch will only get strong with the arrival of V-Series cars with an LS3 V8 under the bonnet.

Ford will find out within weeks whether its bold strategy to sell the FG Falcon sedan to a more female-slanted market will prove a success.

That's despite sitting slap-bang in the middle of the nation's knife-edge economy, diminishing disposable income, plummeting large car sales and soaring petrol prices.Last year it sold 5222 cars, up 42 per cent on the previous year — and a long way north of the 421 sales it made 20 years ago, in its first year of trading.HSV managing director Scott Grant says his company was bucking the big-car sales spiral.“Our customer order book is very strong,” he said. “There's a two-and-a-half month waiting list for some of our models.“WA, for example, is extremely strong because of trades and mining booms. We could sell another 100 Maloos a month in WA.“We can sustain a volume of 4000 to4500 units a year for the next three to five years. That's a great position to be in.”The average age of an HSV buyer is 38. But within that figure is specific groupings. Grange owners average in the low 40s and Astra (yes, there's still the VXR) buyers are in the low 30s.HSV's buyer profile is changing from buyers who primarily desired the big-bore engines to more professional customers getting out of European sports sedans: “About 20 per cent of our sales are `conquests' to buyers trading in Audis and BMWs.”Grant makes HSV's position a clear distinction from Holden.“We are a stand-alone unit. We are for customers who want a premium product and that's not discounting Holden, it's just to show that we have very different customers. The VE is an outstanding platform.”And to appease its customers, there's a new model with a numerically bigger boot badge.HSV last week launched a significant running change to its range, slotting in the Chevrolet Corvette's hot 317kW 6.2-litre LS3 V8 to justify the distinctive “317” boot badges.The engine goes into the E-Series models — ClubSport R8, GTS, Senator Signature and Maloo R8 — and the stretched WM Grange. Technically, the LS3 gets a bigger 103.25mm bore — yet retains the outgoing engine's 92mm stroke — for 317kW at 6000rpm and 550Nm of torque at 4600rpm.Valve lift is higher, exhaust ports are wider, and intake valves jump to 55mm diameter from the LS2's 50.8mm. There are new cylinder heads and, probably more significant, a stronger engine block that puts more meat around the bores.Gearboxes have also been revised, with the six-speed Cadillac auto getting partial lock-up in the top three cogs and a quicker sequential change.Play with the auto box and you'll discover neat features, such as subtle engine run-on when down-changing to keep it on the boil when cornering.The auto gets a standard oil cooler that improves fuel economy by allowing the box to change up at lower revs.HSV engineering manager Joel Stoddart says the LS3 changes up at lower revs than the LS2. “That improves economy and comfort when driving gently,” he says. “Overall the new engine offers better driveability thanks to improved torque and power.”The MRC adjustable suspension remains on selected models without change, though there is a ride and visual enhancement in the form of new 20-inch Pentagon alloy wheels.These are standard with the performance pack on the Maloo R8 and GTS, and a $2500 option on the rest of the fleet.HSV adds new colours to the 2008 palette, including Sting (red), which teases buyers into making a statement and the more restrained Karma (grey).Buyers wanting to turn their car up to “loud” can go red paint with 20-inch Pentagon alloys and red-painted brake calipers.“These buyers want to show off their car,” says HSV sales and marketing manager Darren Bowler.“To them, it's the number on the boot; a case of “mine is bigger than yours'. That's part of the reason why there's a bigger number each model.“The VS was 195kW; now we have 317kW. Buyers want badges.”However, not all get them. Grange and Senator owners will smugly make do with having all the numbers but no flagrant display. Even the brake calipers are silver.At the top of the tacho, around 6500rpm, the latest LS3 engine sounds like a muted V8 Supercar. The exhaust note is a guttural roar yet it's delivered with a clean and fuss-free spin, like the engine has found its sweet spot.HSV doesn't make a song and dance about the new sound on the street. But it makes delightful background music to what's happening under the right foot.Where the LS2 could sometimes bog down at low speeds, the LS3 is confident. It's an easier engine to drive and that's helped by a smoother clutch action and slightly better shift changes on the six-speed manual. I say slightly because it still needs a firm hand, and demands you follow every angle of the shift pattern's bends.But the package feels immensely strong. You can be an absolute bastard to the box and the engine and it'll just cop it without complaint.The auto loses no points in acceleration — the same 100km/h sprint time of 4.96 seconds as the manual — but gains heaps in driver ease. The sequential change is crisp and quick and the availability of six cogs puts any four-speed light years behind.Tickle the accelerator and there's that 550Nm of torque raising its head. It makes driving the manual an easier experience but its immediacy is more pronounced with the automatic transmission. Steering is firm yet nicely weighted — more appreciated at cruising speeds — and is razor-sharp for fast corners and impromptu lane changes.The MPC adjustable suspension — standard on the GTS, Senator and Grange — is a two-stage affair giving a firm, sporty ride for fast corners and track work, and a surprisingly compliant and quiet ride for suburbia.It makes a substantial difference to the turn-in for the big cars and doesn't hurt the kidneys unless the bitumen is especially irregular.Seat comfort and cabin room are first class, naturally borrowing from its VE Commodore donor.It makes the most of the grunt but, surprisingly, keeps its rear wheels incontact with the bitumen — most ofthe time — because of its weighty rear fibreglass deck cover and sticky big wheels.The Maloo even feels perkier than the sedans, though that's more attributable to the mileage on the odo.

Don't look for a Ford badge on the new FG-based FPV range - the high-performance arm of Ford Australia is reinforcing its own identity with the introduction of its FG Falcon based sedan and ute range.

It comes only as an automatic and loses nothing because of it.It looks distinctive, yet not overblown.It is tastefully executed and the five bold colours in the palette suit the nature of this vehicle.Side-steps are standard and needed to make a graceful entry or exit.Once inside, the seats are as comfortable as any Toyota, though the same can be said of the ambience.It's a Toyota, and a TRD logo and some red stitching fails to reflect the $9500 premium on the SR5 model.But then the right foot kicks it in.The Eaton supercharger cranks in immediately, so from idle this thing starts whistling and whining and moving.Acceleration feels more leisurely than the 7.2-second sprint time, mainly because the engine will run only past 5000 revs before telling the auto box to up-shift.Despite the extra 50kg — it's now 1850kg plus occupants, fuel and anything in the tray — it tracks positively through the corners.There is, however, some initial lag at turn-in.Once you get used to that, the vehicle can be flung into bends with a flat stance that belies the Hilux's high centre of gravity.Off the road, the TRD has all the four-wheel-drive competency of the regular HiLux.The suppleness of the suspension hasn't been destroyed by TRD engineers, so it's as comfortable as a standard model over rocks. But, like the standard model with automatic transmission, there's precious little engine braking on downhill slopes.Thankfully, the TRD has bigger discs and calipers up front, yet oddly retains drums at the rear.Ground clearance is only a bit down on the standard model.TRD lowered the body height but fitted bigger-diameter tyres, so this one's as good in the dirt as the SR5.