Ute Reviews

In the automotive world, it is the ute that has enjoyed the sort of change Clinton's people were so famous for. It is a shame they never met ... I'm pretty sure Governor Clinton, at least, would have loved it.The ute in general — and the Holden Ute in particular — has garnered a mystic and a respectability far beyond anything its original designers could have imagined.From a utilitarian workhorse the ute has grown to be regarded as the tradie's sports car ... and more.In some ways, it is looked upon as representative of all things Aussie.A hard worker that likes to play just as hard yet scrubs up well enough to hold its place in any society. The truth lies somewhere in the middle ground.Increasingly, sales of utes are skewed towards the upper end of the model range. With a range of colour and comfort features at which a 1960s “chippie” would have turned up his nose, the modern ute is much more statement than work tool.Holden's latest VE range Ute is by far the most sophisticated the company has put on the road.There remains a little bit of “rough” about it so the boys can still knock back a schooner without feeling the urge to ask for a shandy.But by and large, the upper echelon of this range — the SV6 and the SS — are sportscars with really big boots.The cabin interior has been refreshed and revised to answer the storage questions that have long been asked of Holden.Access to the rear of the seats has been eased by the standard fit of a flip-down seat release that opens the 245-litre storage area.The jack and wheel brace sit neatly tucked away behind the driver but its functionality — particularly the winder — is open to question.Clever in theory, the practical application of removing the tyre from its retaining wire requires not only determination but a change of clothes.The illustrations in the owner's manual bear little resemblance to the actual positioning of the tyre necessary to release it from its retaining catch. The best solution would be to increase the length of the cable by enough to allow the spare to move further out from under the tray.Back to the positives, and the heavy-duty moulded cargo liner standard on all models is a winner — as are the improved tie-downs.In line with the acknowledgement that the utes are, after all, designed for work, they will carry full-size spares as standard across the range.Across the range, twin airbags are standard and Holden is working on a way to install curtain bags ... but it should be noted that is still some way off. Features on the top-of-the-range SS V include 19-inch alloy wheels, projector headlamps, Bluetooth phone connectivity, a 150W premium audio system, dual-zone electronic climate control, a sports interior, hero colour-keyed instrument panel and cluster, centre-console sports gauges, large, colour-screen multi-function display, full map satellite navigation availability, leather-faced seat trim and leather-wrap steering wheel.Not really the sort of environment you'd expect in a work truck.It is much more car than truck and that fits right in with the rest of the Ute's characteristics.The SS and SS V are powered by Holden's 6.0-litre Gen IV V8 with 270kW and 530Nm. The SV6 gets the 3.6-litre 60-degree V powerplant with 195kW and 340Nm — and, in truth, the smaller option suffers little for it. The Utes ride on fully independent suspension which saves the rear-end from the skittish behaviour of its forebears but pays a penalty in load capacity. The SS-V is certified for only a little over 600kg in the tray.The manners are further aided by the electronic stability program which comes standard. It is the first time such a system integrating traction control, anti-lock braking, electronic brake assist and electronic brakeforce distribution has been made a standard feature on an Australian-made ute.Driving the Holden Ute is a hoot. The general balance of the car is a credit to the engineers, with a nice neutral feel aided in no small part by a 50:50 weight distribution — something not easily achieved in a load-carrier.Inside the cabin it is easy to forget that this is not a Commodore. It is a little more coarse but the ride quality is good and the space is what you would expect from what is essentially the front half of a VE sedan interior.But it's not all light and brightness.The instrumentation can be difficult to read at a glance, although the central digital speed readout is a tremendous idea.However, the most disturbing fault is the lack of vision out the rear — and the rear-three-quarter blind spots.

It speaks volumes for the HSV brand image and appeal that it can sell $125million worth of merchandise; clothes and caps, not cars; in its 20 years of existence. The company also sold about 4700 cars annually in recent years and is riding a wave of 12 consecutive record sales months.HSV managing director Scott Grant says business boomed on the back the VE/WM-based E-Series; “We've had 12 very strong months with the sedan range and we think the Maloo will add yet another strong pillar to our sales potential.”The Maloo R8 has strong appeal if the reaction of primary school children at the fence is any indication; and we were just idling by. The VE-based range has the Clayton factory punching out 30 cars a day. It was about six a day when the company started 20 years ago and the Maloo R8 won't make life any less busy for the HSV staff.The ute is the company's second-biggest seller behind the Clubsport sedan and the new model has the visual appeal to keep its numbers healthy. The new Maloo R8 has a sleeker profile using a broader “HSV Performance sail plane” on the B-pillar which, combined with the HSV hard tonneau, gives the ute a coupe-like look.The tonneau operates like a big boot for a two-door sports car, the new SMC tailgate locking mechanism can be remotely operated from the key fob. The Maloo R8 has a different tailgate to the VE Ute, with HSV claiming a 10-15 per cent weight saving in the new version, made from sheet-moulded polyester-resin compound.It also gets an extended tail-light motif that looks more like decals and a little under-done.The side-skirts have an extra vent that HSV says is inspired by the Walkinshaw Commodore but also looks a little Lamborghini-esque. Apart from the odd tail-light set-up, the rear end gets quad exhausts within a diffuser.Under the skin the Maloo R8 has stiffer spring rates over the R8 and GTS sedan models; 40 per cent at the front and 50 per cent at the rear; but retains the same brake package.There's plenty of gear ramming home the message this is anything but a tradie's ute, a chunky leather-wrapped sports steering wheel with audio and cruise control switchgear, trip computer, Bluetooth phone connection, alloy-faced pedals and a leather-wrapped gear shift.The hard tonneau restricts rear vision, so the rear parking sensors are a must-have for parallel parking and general safety. The Maloo R8 also gets automatic headlights, HSV sports instrument cluster, an upgraded Blaupunkt 6CD MP3-compatible five-speaker sound system, suede/cloth-trimmed sports seats (with leather option), dual-zone climate control and only dual front airbags, no side airbags.The engine is the now-familiar 6.0-litre alloy V8, offering 307kW and 550Nm of torque with either a six-speed manual or automatic transmission (a $2000 option).The automatic has had a makeover to get rid of the awkward Sport button; the lever flicks left for Sport mode. The manual change is also accessed on the left but the new Sport mode, complete with downshift throttle blip, does a more than adequate job. The rear wheels have a limited-slip differential and stability control (which can be switched off).HSV says the ute offers identical performance; 0-100km/h in five seconds and a top speed limited to 250km/h, but that's only half the story.The Holden VE Ute has plenty of rear-end grip and HSV have built upon that excellent base.The HSV suspension tweaks don't include the sedan's Magnetic Ride Control; chief engineer John Clark would have liked to put it on but says the cost was a large chunk of money.“Some of the hardware would have carried over, the front would have, but the rear dampers would have been different, so then the calibration to do it all adds up to an extra cost,” he says.The tauter springs do detract from the ride quality somewhat; some compliance remains; but body control and grip (thanks in part to a bigger rear tyre) in the corners puts many passenger cars to shame.One disappointment is the change from the VE Ute's easy-to-use seat-flip lever to a system that is more difficult to reach and harder to use.At a tickle under $60,000, the Maloo R8 is a couple of grand cheaper than its predecessor and offers serious performance but only time will tell if the HSV badge, the extra gear and some extra grunt is worth the $13,000 jump from an SSV.

The arrival of the Holden VE utility brings more style to an icon brand.At $100 million, it cost one tenth of the budget needed to develop the often lauded VE sedan of last year.The ute is now more than ever a sports coupe, with refinement, road-holding, handling and a blissful ride allowing it to stand head and shoulders above any Holden ute before it.Indeed there are claims that this is too good to be a working vehicle used to lug trade equipment, all manner of tools, et al.That can be at odds with some of the boffins at Holden who curtly reply: “What do people want us to make? Something which is rough, agricultural and rides poorly?”The point is that now, in VE land more than ever before, the ute is in fact more of a sports coupe than a sports coupe itself and that should be taken as one gigantic compliment.It is equally at home as a weekend warrior or a weekday workhorse.Getting down to the nitty-gritty, the VE Ute has exceptional ride quality and body control and like the sedan it gains Electronic Stability Control,which is a massive tick in the safety race.Another massive leap forward is the increase in space behind the seats, which has now tripled to 245 litres.In effect the compromise is a shortened tray but the amount of useable space in the tub (which now comes with a liner) remains the same.The independent multi-link cover spring layout is taken from the Statesman, which differs from the Ford equivalent which runs leaf springs.There are pluses and minuses with both set-ups, the Holden rides better but the Ford can cope with a heavier payload.The VE Ute line-up comes with a complexity of choice in that there are two Omega base models to choose with different V6 engine tunes.The six-speed manual runs the higher rated 195kW V6 while the four-speed auto uses the 180kW version and both cost $30,990.From here the range steps up to the SV6 with the manual, using the same 6-speed Aisin box as the Omega costing $35,990 while the six-speed automatic SV6 is $1000 more.The booming manual SS is $39,990 (auto $41,990) while the range-topping SS V runs at $44,990 for the manual and $2000 more for the auto.It essentially mirrors the sedan range in standard equipment although some differences are no side airbag offerings and Bluetooth compatibility starts as standard on the SS.Styling-wise the utes have a more integrated look than any carrying the Holden badge before, with the chunky El Camino-styled B-pillars making the VE blend in.In this sense it is smoother, and nothing like where a cabin is simply chopped where the sedan stops and the ute's tray starts.The number plates fit into the tailgate and not the bumper and the clean look of the rear is helped by hidden tailgate hinges and wraparound taillights.Extensive use of high strength steel for body stiffening has contributed to kerb weights rising up to 150kg.Out on the road the Omega entry models are a revelation, though the four-speed automatic is still dated and sloppy.Sure, it has been reprogrammed and doesn't lunge in and out of gear as it did in the past, but its days are up.Jump into the six-speed manual and you will instantly feel more kick and enthusiasm, a totally different character which of course has a lot to do with the upgraded engine.However, the Japanese-sourced gearbox is reasonably well-gated but, more importantly, the clutch-feel is lighter and has a sweeter take-up point.In these base cars where much of the sedan elements are carried over, the cabin is tranquil; the lid has been kept on road and tyre noise.Considering Holden has done such a fine job on ride and handling there is all the more reason to be disappointed with the undermining performance characteristics of the four-speed.The argument of building to a cost is a bit of a cop-out and there simply is no reason why the buyer should not have the choice of a more-state-of-the-art auto box.Still, aside from lack of side airbags on the safety front, the four-speed auto is the weakest link in this VE Ute family.The SS auto is the supreme athlete of the range. It sounds, feels and goes hard.The mapping of the ESC has been modified from the sedan range and is a little intrusive but it does the job for which it is meant to and that is to keep a driver from losing control.Switch it off on the gravel and the SS remains quite tractable on freshly graded roads. Once the rear starts to stray it remains all quite controllable under a measured throttle. It all tucks back in at a dab of the brake pedal.This 6-litre monster comes with the sinister soundtrack that it deserves once the revs reach mid-range. It is an excitement machine that is fast, flashy and fun but which is practical to boot.There are varying load capacities for the range. The Omega auto can cope with 775kg, the most of the family. The least is the SS V, with its 19-inch, low profile shoes restricting any load to just over 500kg.Finally the final word on fuel, according to factory figures, is that it ranges from 11.3/11.4l/100km (Omega auto/manual) to 14/14.5l/100km (SS and SSV).The SV6 manual consumes 11.4l/100km with the automatic version using 11.6l/100km.VE Utes will be in showrooms from next week.

The Pik-Up ute is the Indian company's first crack at the Aussie market; it may be flawed but between you and me, it's not that bad.Our test vehicle was the top of the range 4x4 dual cab ute priced from $29,990. That's $3000 less than its nearest competitor, SsangYong's Actyon Sports and $8000 clear of its cheapest Japanese rival, that is if you don't count Musso which is in the final stages of run-out.But, for a clearer picture, you really need to study the specification and equipment lists for both vehicles.The Pik-Up comes with a three-year, 100,000km warranty and 24-hour roadside assistance for the first 12 months. Like all of Mahindra's utes (4x2 and single cab versions are also available) the Pik-Up is powered by a four-cylinder 2.5-litre common rail, intercooled turbo diesel.It's an in-house design developed in conjunction with Austrian powertrain engineers AVL. The diesel delivers 79kW of power and 247Nm of torque from a low 1800rpm and meets Euro IV emission standards.Fuel economy from the 80-litre tank is rated at 9.9 litres/100km. The engine is mated to a five-speed manual transmission, however auto is not available.The Pik-Up is targeted at the lower end of the market: farmers, tradies and the like who want a low-cost vehicle they can run into the ground.The all-important tub on the back is a good-sized one, measuring 1489mm long, 1520mm wide and 550mm deep (measured inside). With independent front suspension and leaf springs under the back, it's capable of carrying a one-tonne payload and has a braked trailer rating of 2500kg.The Pik-Up features a part-time four-wheel drive system and cannot be driven on dry bitumen with four-wheel drive engaged.A limited-slip rear diff is standard. For slippery surfaces four-wheel drive can be engaged on the fly via a rotary knob located between the front seats, with auto-locking front front hubs. Although we found the transmission in our test vehicle notchy at times, the Pik-Up is reasonably easy to drive, provided you don't try to hurry things along.Keeping up with the traffic is no problem and it cruises easily on the motorway at 110km/h. Having said that, the ute's turning circle is terrible and we note it is fitted with rear drums, as well as missing out on anti-lock brakes. It also misses out on airbags and the centre rear passenger is relegated to lap-style seatbelt.Although the vehicle is fitted with power windows, the exterior mirrors must be adjusted manually (we'd gladly swap one for the other).Off-road, the Pik-Up is blessed with 210mm of ground clearance and a very low, 'crawler' first gear.Suffice to say it navigated our favourite fire trail without too much trouble, limited mainly by a lack of traction from the tyres.We'd rate it as a medium-duty four-wheel drive. As for reliability, only time will tell.Standard gear includes air, keyless entry and a Kenwood sound system with USB and SD card ports. Side steps, front and rear 12-volt power outlets and an alarm are also fitted, but alloys are extra. A full-size spare is under the rear.

It's still practical and a hard worker, but the jobs have changed.

Step into the cabin of Toyota's latest LandCruiser and it's like opening the door to a time machine: the latest 70 series is a serious workhorse and its maker doesn't apologise for its utilitarian design.There's plenty of 1980s-looking plastic, old-fashioned dials and controls and painted metal, and although there are some comforts (a CD player with MP3 capability and air conditioning), there aren't air bags or anti-lock brakes.The wagon's big appeal is its toughness and go-anywhere ability. It also showcases Toyota's spanking new turbo diesel V8. It's a real gem with plenty of grunt and, thankfully, doesn't have the penalty of excessively high fuel thirst.Its mechanicals are from the “tried and trusted school of engineering” rigid live axles, manual hubs to engage the front wheels, manual mirrors, high-rise snorkel for deep creek crossings and leaf springs for the rear suspension — terrific for loads but body jarring when unladen. In short, it feels bullet-proof.The new old-looking Cruiser was launched in Australia in March and so far has won widespread acclaim from testers. That has flowed on to strong customer interest, with Hobart dealer CoOp Motors reporting about 20 outstanding orders, which won't be filled until August because of demand. Most of those orders are from farmers and tradies for the ute-chassis version, although this latest Cruiser comes in three variants with a choice of two specification grades (Workmate and GLX).The cab-chassis and stretched 11-seat Troop Carrier carry over but Toyota has added a five-seat wagon to fill the gap left by the discontinued entry-level 100 series wagon; it's ideal for farming families or logging contractors who need to get a crew of three or four to bush sites.The difference between the no-nonsense Workmate and the plusher GLX is the latter gets cloth instead of vinyl trim, more chrome, front door armrests, bigger wheel flares, power-operated radio aerial, alloy wheels, carpet, power windows, fog lamps and central locking.The built-like-a-block styling (Toyota says it expresses strength) looks unchanged but everything is new from the A-pillar forward. The Cruiser's footprint is wider than before to improve handling and ride.Prices start at $53,990 for the Workmate cab-chassis and wagon, which is up 2.8 per cent on the old six-cylinder models. Troopy prices start at $59,990, while the dearest model is the GLX version of the Troop Carrier at $61,490.If you want air conditioning it's $2640 more for all models; dif locks, worth considering, add $2735. If you don't need the rear seats in the Troopy Workmate, the price drops by $1100 and you can choose not to have the secondary fuel tank on the Workmate to save again.The new 4.5-litre clean-burning, common-rail V8 diesel with turbocharging and intercooler is used across the range. It has 430Nm of torque available from 1200rpm to 3200rpm, making it wonderfully flexible. Power is a modest 151kW at 3400rpm. This engine, with even more grunt, will be used in the coming 200 series Cruiser. On the road You'd think a big boxy, diesel-powered off-roader with big-tread tyres would be a pig of a thing on the highway but it's far from it, although the 'Cruiser would be even better if it had an overdrive sixth gear instead of the five-speed manual box for more relaxed cruising.As it is, it pulls 2200rpm at 110km/h, with bucketloads of torque in reserve when needed. Expect some understeer and body roll, which come with the design. The recirculating ball and nut steering is well weighted and makes the wagon easy to drive, although there is occasional kickback through the wheel at crawling speeds when it comes to tackling the rough stuff.Point it up steep hills and it takes it all in its stride without a whimper, its ability limited by the tyre's tread pattern. Steep downhill runs can be a bit tricky if you don't have dif locks engaged.The cabin is surprisingly comfortable but the sometimes odd, scattergun approach to the layout of controls takes time to get familiar with, and the audio system sounds awful.The big surprise was fuel consumption. You'd expect a big, heavy wagon to cost an arm and a leg (perhaps both legs) to keep on the road but Toyota claims an average of 11.5 to 11.9L/100km, depending on the model. That gives it a theoretical range of about 1500km on dual tanks. I couldn't match that but certainly a fuel return of under 13L/100km is easily achievable for normal city and highway use. Off-road, however, is another story. 

It's the sort of gamble a pure numbers man would dismiss out of hand, but Michael Tynan is made of more adventurous stuff. "I am glad our financial controller is not here to hear this, but I reckon we have put in about $5 million" Tynan, head of the family-run Tynan Motors and TMI Pacific, said this week at the launch of the Indian-manufactured Mahindra Pik-Up.The bet is that TMI can convince enough buyers that the one-tonner from the Sub-Continent is a good fit in the Aussie landscape. The pay-off is a footprint in the highly-competitive Australian new car market and a place in industry folklore.There may even be a dollar or two in it."It's not a spur-of-the-moment thing," Tynan says. "It has been talked about, tested, prodded and poked for a couple of years now."Rob (Lowe, a Tynan Group executive) was on a private trip heading for Kenya and I asked him to drop in to Mahindra and take a look at the cars."He called and told me I had better get over there as these things were pretty good and there could be an opportunity for us ... and it went from there."The culmination of the program - and the first test of whether the gamble is likely to pay off — was the launch this week of four Pik-Up derivatives, a single and dual cab in both 2x4 and 4x4. Cab-chassis models with the option of any rear configuration are expected to be available within months.With a three-year, 100,000km warranty and 12 months' roadside assist - and starting at $23,990 for the single cab 4x2 through to $29,990 for the dual-cab 4x4 - the Pik-Up is certainly priced to grab attention.But don't call it cheap."We knew what we were getting ... we did not want a pretty vehicle, and we wanted it not to be the cheapest," Tynan says."That's somewhere you don't want to go" but we wanted it to be the best value and the most reliable.""We have had Pik-Ups in Australia for some time with farmers and other rural people."Essentially we just told them to take the cars away and do with them whatever they would do normally - basically, go away and break them - 12,000km later they came back with a few dog and kangaroo marks but nothing else. Not a hint of a problem and nothing fell off."It is that ruggedness, the apparent acceptance of the utes by those who use them hardest, and the competitive price, that TMI hopes can overcome a disastrous previous visit by Mahindra to the Australian market. Of that foray, Mahindra automotive sector president Dr Pawan Goenka concedes: “That was a mistake."The timing was wrong and we were not well informed about the market."This time is very different. We have done our homework and, with our partners TMI, considered carefully the market we are going into. We are well aware that in selling our products outside India the perceptions people may have is about the quality."With that in mind we — and most other Indian companies — have concentrated on the quality of our product, both in the engineering and production."Dr Goenka says although the Pik-Up is rated a one-tonner for Australia the car is actually engineered for an Indian tonne. "They are loaded until the suspension almost touches the ground, at least two tonnes," he says. The Pik-Up shares many of its components with India's most popular SUV, the Scorpio. The commonality ends only at the B-pillar, with some changes to the floor pan to accommodate the load tray and the use of a leaf-spring rear suspension.The power plant is a 2.5-litre commonrail turbo diesel with a modest 79kW@3800rpm and a narrow peak torque band of 247Nm between 1800-2200rpm.In the domestic market, the engine is a 2.6-litre unit but the stroke has been shortened to keep it under 2.5-litres for export markets, particularly Europe.Drive is through a clunky five-speed manual — a six-speed DSI-developed automatic will be available early next year.Standard across the range is power steering, limited-slip differentials, steel side steps, foglights and, on the 4x4 variants, automatic locking hubs and electric-shift 4x4 activation for the two-speed Borg-Warner transfer case.It features a 1:1 high-range ratio and a 1:2.48 low-range with sufficient ground clearance to make it a useful off-roader.The electric shift function is on-the-fly from 2WD to 4WD high, but requires stopping to go to low range and back and then back to 2WD - including the need to reverse a metre or two to disengage the hubs. The Mahindra Pik-Up is not going to win any beauty contests. Its look could best be described as functional industrial - if a little dated.The high, square-cab design means plenty of headroom front and rear but the cabin is narrow with minimal shoulder room. Interior trim is from the school of inoffensive cloth, mid-range plastics and a carbon-fibre print for the centre console.Standard features include air-conditioning, power windows, remote central locking, a Kenwood AM/FM/CD/MP3 sound system that has USB and SD card ports, an alarm, immobiliser, tilt-adjustable steering wheel, driver's footrest, front/rear window demisters and front/rear 12-volt outlets.What is missing, at least until September, are airbags and an ABS system for the disc/drum brakes. However, the seats are firm and a little too flat but not uncomfortable.Noise, vibration and harshness levels are surprisingly good and the build quality, at least from the two cars we drove, worthy of comment. Broken fire trails, steep inclines and rutted rocky sections produced not a single rattle or squeak in an unladen truck.The engine drives better than raw figures suggest. The narrow torque spread calls for some concentration if you don't want to slam up and down the gears, but it managed difficult sections without undue fuss.Throttle actuation isn't precise but that's an advantage in low-range on broken ground. TMI hopes to sell 600 Pik-Ups this year from 15 NSW outlets before going nationwide.

It weighs in around the same as the Toyota HiLux and Nissan Navara, it gives the others a little edge in the power stakes and there's less torque than the Navara. Yet the Mitsubishi is that touch more eager to get going.Maybe it's the in-your-face style, maybe it's the very 21st-century interior which contribute to this sporting edge. Whatever, this is a most encouraging ute and no slouch down the tracks or through the traffic.So fair warning to that marauding Mini — the Triton is not slow and traffic gaps are filled just as quick (if not quicker) than an over-driven, redline-screaming little compact may manage.There are a number of motorists out there who do not appreciate how far this type of machine has come. The new dual cabs are quick, quiet, comfortable and very versatile.And for vehicles with load-carrying leaf springs out the back, these handle quite well.The Mitsubishi Triton is the most striking of the all-new trio. Style is an objective business but the Triton is unashamed new age, inside and out, taking cues from the company's all-conquering Dakar machines.How that Cinderella coach-style looks in 10 years will be another matter and, like the other pair of all-new dual cab styles with HiLux and Navara, the Triton looks a little undertyred in profile. It also look quite gawky in base model trim without all the flash bits.The dashboard style is likewise sharp and new, plenty of blue backing for instruments. In the top-of-the-tree GLX-R and GLS there is also trip computer and information centre with altitude and temperature numbers, compass and barometer.Both top trucks score an electrically operated rear cabin window; both have hard tonneau covers so it's a bit hard to make full use of the facility.The Triton GLS has leather upholstery which accentuates the flatness of the seats; there are power adjustments for the driver's seat and there's a Bluetooth phone connection.It is a comfortable, easy-to-use interior with dual airbags, airconditioning and electric windows and mirrors. Missing from the GLS Triton cabin, over say the rival Navara ST-X, are cruise control, interior light over the rear seat and a six-stack CD player.While the three back seats all have lap-sash belts there isn't the fold-back facility of the Nissan, the centre headrest obstructs rear vision and there are not as many grab handles.Comparisons with the Navara are natural enough — these two arguably are the main contenders for family-workhorse ute honours right now.The diesel Triton wins out with a bigger payload, loses out with smaller tray and less towing capacity to the Nissan. The GLS and GLX-R arrive with the lockable lid over the tray. This is a bit fiddly at times and may restrict carrying capacity if there's a bargain antique found on a country run; on the flipside a lockable lid stops thieves and dust getting into the tray.On this run with the Triton, it was just behind the Nissan on fuel consumption, returning 10.4 litres/100km compared with the Navara's 9.8 litres/100km.A deal of that comes from throwing the Triton around. It may not steer and grip any better than the Nissan (like the Navara, the Triton runs on road-biased tyres) and maybe there's a bit more fore-aft pitch to the ride but that keen 118kW engine encourages the Triton driver to press on that little bit harder.The Triton also holds maybe a couple of extra revs at cruising speeds where the Navara's extra (sixth) transmission ratio, plus cruise control, may save a little more fuel.On the highways and byways the Triton is a handy tourer.It settles into a nice, quiet and comfortable gait yet, with help from 347Nm of torque, the Mitsi is already ready to go again and go hard.The steering's turn-in is quick and positive, the front end rarely gets flustered and the back well-behaved until it hits corrugations on a dirt track. In the main the Triton, with slightly shorter wheelbase and narrower track, feels that bit more nimble, easier to throw around, than the Navara. In turn, the Nissan offers a modicum more grip and balance on the bitumen.On these top Mitsubishi models there's ABS brakes (discs up front, drums at the rear) plus electronic brake distribution. This does help pull the ute up quick and sure.The turning circle, once the bane of all Tritons, is much reduced, helpful in both suburbs and scrub. The diesel engine also lugs quite well and that's also handy in town or country.This time around there was little chance to do any semi-serious off-road work; Mitsubishi has a fair track record in this department and so there is little reason to doubt the Triton will get as far as a family of adventurers would want.The Triton is a welcome entry in the four-wheel-drive dual cab market. It offers sporting style and substance and is a real alternative to the D40 Nissan Navara as the pick of this new breed that offer wagon comforts up front and workhorse ability out back.Bruce McMahon owns a diesel Nissan NavaraMITSUBISHI TRITON DUAL CAB GLS$49,990ENGINE, TRANSMISSION ****Excellent dieselHANDLING ***ConfidentECONOMY ****10.4 litres per 100kmSAFETY ***Dual airbagsTech SpecsSTYLE: 5-seat, 4-door uteENGINE: 3.2 litre, turbocharged dieselPOWER: 118kW @ 3200rpmTORQUE: 347Nm @ 2000rpmTRANSMISSION: five-speed manualDIMENSIONS (MM): 5174 L, 1800 W,1780 H, 3000 Wheelbase, track:1520 front, 1515 rearGROUND CLEARANCE: 205 (unladen)KERB WEIGHT: 1920kgTURNING CIRCLE: 11.8mTYRES: 245/70 R16FUEL TANK: 75 litresECONOMY: 10.4 litres per 100kmTOWING: 2300kgVerdict FOR: sporting style and dynamicsAGAINST: hard seats, no cruise control

It has its fair share of old fashions — outside, inside and underneath.There's that square-jawed body style, a bit like a tourist jeepney bus to Penang. There's a most workmanlike, straight-lined interior. There's manual free-wheeling hubs up front and leaf springs out the back.But the LandCruiser's 70 Series wagon will sell on substantial substance.Anyhow, the style argument should be secondary for a go-anywhere, any-weather machine. Jeep's four-door Wrangler wagon has a no-nonsense body and the forthcoming Hummer H3 also harks back to the days when four-wheel drives were serious machines for (mostly) serious adventurers.This is the first wagon variant of the 70 Series for Australia; until now the range was limited to cab/chassis ute and Troop Carrier. As with that pair, this four-door version is a workhorse first, recreational machine second. Part of its job is to replace the discontinued base LandCruiser 100 Series wagon.This four-door 70 Series starts at $53,990 for the Workmate and there's a fancier GXL at $57,490. Utes start at $53,990 and the Troop Carrier at $59,990.(Airconditioning is a $2640 option, the only other option is differential locks.)The five-seater LC76 wagon sits on a 2730mm wheelbase, compared with 2980mm for the LC78 Troop Carrier and 3180mm for the LC79 cab/chassis. All run a standard four-wheel-drive system with two-speed transfer case working through the two rigid, live axles, a five-speed manual gearbox, recirculating ball and nut steering plus 16-inch wheels.Best of the deal is the engine used across the range — a 4.5-litre, turbocharged and intercooled diesel V8.Modern turbocharged diesels are great engines, quieter and more flexible than ever.The appeal is tripled with a V8. Not only is there that deep rumbling sound, there is extra torque for all sorts of jobs, city or country.Here this common rail diesel motor produces 430Nm of torque from 1200 to 3200rpm, enough to rattle recalcitrant stumps. Power is 151Kw at 3400rpm.Toyota reckon this engine allows for marginally better fuel consumption (and fewer emissions) than the two outgoing straight six-cylinder diesels, naturally aspirated or turbocharged.Fitting the V8 has helped dictate changes to the 70 Series machines' style, all-new from the windscreen forward. The LandCruisers' track is wider so there's a new bonnet, new front guards, headlights, grille and bumper plus a wide bonnet bulge for air to the intercooler.There is also a standard snorkel and on GXL models, along with some chrome touches, there's a little fancy guard flaring to accommodate the wider alloy wheels on GXL versions.Changes inside are limited to a CD player with MP3 capability for all models and repositioning of the airconditioner blower. Otherwise this is pretty much back-to-the-future with traditional dashboard, instruments and controls that date back a decade or so. It is old school but, as usual with Toyota, bolted down right and tight.There are no airbags but GXLs score carpet, remote locking and power windows. There is also decent accommodation with good headroom throughout and a full-size rear luggage compartment; the spare wheel sits on the outside of the bigger of two barn doors at the rear.So there are no real surprises climbing up into a GXL 70 Series wagon.Maybe the seat's a bit high for taller drivers and maybe the gearshift here on this one was a bit notchy, maybe the stereo speakers are a bit tinny but for the most this is all familiar Toyota territory.That V8 fires up with a polite throb, sounds like it means business from the outset with a mini-Kenworth attitude. With all that torque arriving pretty early (and peak power not far behind) a driver can run through the five gearbox ratios smartly, with care not to have the rear tyres protesting from a too-smart take-off.For the V8 does not need a big dose of revs to keep moving and can sound a little perturbed when run hard through to the 4500rpm redline.Better to short-shift and let all that torque do the work. This is handy around the town, down the highway and out in the scrub for once rolling, the diesel is quite flexible.Over a mixed week of work, from suburbs to scrub, the 70 Series wagon returned just over 12 litres for 100 kilometres.In the bush the Cruiser's engine and gearing gives the driver a tonne of confidence — whether facing a steep, scrabbling climb, walking over creek boulders or pointed down a steep descent. (This one had front and rear differential locks, a $2735 option, but given this wagon's innate off-road abilities those locks would be for real serious work.)This is a machine which inspires confidence, a go-anywhere machine that will tackle the worst of terrain without concerns about body panel or personal damage.Good ground clearance, excellent engine and transmission, square body corners and basic, easy-to-understand controls mean a driver can get on with the job of driving without wondering about the worth of fancy electronic aids.There are compromises. Back on the road the Toyota 70 Series wagon is not as sweet as fancier SUVs. The ride height accentuates a bit of body roll and understeer, the rear leaf springs are not as smooth riding as a 100 Series set-up.It is more trucklike than carlike. But that's the trade-off for a four-wheel-drive wagon that delivers no-nonsense four-wheel-drive ability — with the bonus of that smart V8 diesel.The 70 Series wagon will not appeal to many of the new crowd of SUV buyers. For the traditionalists and those really needing to get places, this LandCruiser has substantial appeal.

These days the 70 is something of a dinosaur, but it has a loyal following among buyers who prefer simplicity to sophistication.Toyota makes rare changes to the hard-working 70 Series, which is one of the most enduring models on the motoring landscape.This year, change was forced by new emission rules.It prompted other changes, most importantly a new V8 turbo-diesel engine. It also got an MP3-compatible CD sound system and better power steering.Toyota says the job of re-engineering the front end to be compatible with airbags was too big and expensive to justify considering the limited market for the 70 Series, which dates to the 1970s.Toyota Australia reportedly fought hard with head office to have the 70 updated -- Australia is one of the few countries that persists with it. The arguments were obviously effective because Toyota has shoehorned a new 4.5-litre V8 common-rail turbo-diesel into the front of the 70 Series to bring it into line with the latest emission rules.As the V8 is wider than the outgoing six, it meant a rework of the front end and a new look.The new engine is Euro 4 compliant, has double overhead camshafts, four valves a cylinder, and a variable nozzle turbocharger with an air-to-air intercooler. It puts out 151kW at 3400 revs and has a remarkably flat torque curve that peaks with 430Nm at 1200 revs and holds it until 3200 revs.That's almost 24 per cent more power and a touch more than 13 per cent more torque than the outgoing turbo-diesel six. Even better, Toyota says fuel consumption is better.A five-speed manual overdrive gearbox processes the extra grunt, sending it through a two-speed transfer box to either the rear wheels or, when selected, all four. Front hubs are manually set, there is a limited-slip rear diff as standard, and optional front and rear diff locks can be added for better off-road traction.The power steering has more assistance at low speed. The interior looks much as it always has, but there's been some work done to make it more habitable.Toyota has expanded the range to eight models and a new four-door wagon replaces the entry-level, live-axle 100 Series.In addition to the new wagon there are the familiar 70 Series cab-chassis and two-door Troop Carrier body styles, with Workmate, GX and GXL specification levels.On the road, the 70 Series drives like it belongs in four-wheel-drive country. It gets the job done and feels safe and secure, but its on-road manners are dulled by its bias towards the bush.The ride is comfortable enough over smooth surfaces. Off road, it is in its element, there's plenty of wheel articulation and, with low-ratio four-wheel drive and optional diff locks if needed, there are few places it couldn't go.After mechanical reliability, towing is the most valued attribute of the 70 Series, according to Toyota research, which finds that more than 70 per cent of owners will make use of its 3500kg towing capacity at least once a month.To drive a piece of history you will pay $53,490, which gets you aboard an entry-level Workmate cab-chassis, but for the range-topping Troop Carrier GXL you will have to stump up $61,490.