Ute Reviews

All because I'd spent some time getting dirty on construction sites.I admit that was years ago. I know that because it suddenly dawned on me that the type of person who is driving a ute today is definitely not the same type of person, and in some cases, not remotely of the same species, as in the 1970s.A ute was driven by a toughie. Now, it could be a petite mother, a grandad on his way to the hardware store, a student travelling to school or, on the odd occasions, a clean-cut tradesman.Utes have also gone the way of their owners.No longer rough and ready, they're smooth, car-like and, well, a bit soft.Toyota has made utes since 1967 and has certainly gone from the tough to the functional look.The inside of the latest Hilux is all Camry. It is a car with a tray in the back. But it's not quite soft.I'm not 100 per cent sold on the look of the new Hilux, and the ute has had a price rise that appears out of step with its hungry rivals.Externally, the styling is subjectively brash. It boasts high side sheet metal which dwarfs the wheels, and a front borrowed from a monstrous Dodge Ram 4WD out of a Midwest US town.But all that hides a more sophisticated chassis than its predecessor.A new front suspension has done wonders for the car's, er, that should read ute's, handling and straight-line stability.My error came from driving the latest Hilux SR5 4WD dual-cab out of town. Forget what you're driving and you'd swear this was a car.It holds its line smoothly through the corners, brakes solidly and sits on the road with very little need for the driver to constantly correct the steering.It is just as responsive in the dirt. The 4WD system is a Plain Jane part-time arrangement, though it has manual freewheeling hubs.Engagement is from a second floor-mounted lever, which isbecoming passe compared with some other companies that use a dashboard-mounted switch to electronically engage 4WD Low.However, it could be argued that the Hilux's manual system is more reliable and just as quick.The four-litre V6 is an awfully strong mill with heaps of power.Combined with a leaf-sprung rear suspension and live axle, the off-road ability is excellent.Toyota is renowned for quality engineering at a premium price. By comparison with its rivals, it doesn't offer the same level of features, so you pay more for less, but get it back again when you sell.The dual-cab is versatile and perfect for the weekly worker and weekend family man.Heavens, this could almost be good as a tradie's car. All you need is a dog and a can of Passiona.

Other cars are getting out of my way and the second glances and nods of approval are unbelievable, even embarrassing.I think the girls like the bright blue paint job – very similar to Ford's XR6. But the boys, too, give it the thumbs up.Yes, unabashed approval. Even the guys on the SeaLink ferry to Kangaroo Island had to ask "What's she like?" as we manoeuvred the Hilux with ease into a tight spot.I had to admit that "she" wasn't mine but that didn't stop the questions and admiring glances.And I learned a lot that I hadn't yet discovered such as the longer wheelbase and deeper tray that this model boasts. That was according to two more blokes standing by my window unashamedly sizing up the SR5 and discussing "her" assets.But what's with the female tag? Toyota's SR5 4x4 extra cab is all beefy bloke – and it's not just another ute. It's a big, chunky, weekday workhorse that transforms very nicely into weekend playboy packed with a four-litre, V6 petrol engine, five-speed manual transmission and 4WD options.Dirt roads, puddles and potholes? No probs. Sandy slopes weaving around bushes to secluded beach houses? Easy. Winding roads in pelting rain? Bring 'em on.How about long stretches of highway with hundreds of kangaroos and wallabies? Not even a big red could dent our enthusiasm – or the Hilux. And it tried very hard, leaping out from the bushes and slamming into the passenger door.Thankfully, he jumped off leaving only a bit of fur.Although this big boy is tough on the outside, inside he's soft, comfortable (in the front seats) and stylishly simple – perfect for no-nonsense drivers and techno-phobes alike who enjoy such gadgets as flashy-looking instrumentation with CD stackers, but who just want to turn them on and then not worry about the details.Space-wise, there's room to party in the front with plenty of head and leg room. The back "extra cab" section though, is minimalist to say the least. It's really meant for expensive tools and the odd person – you need to be odd to be comfortable. The seat is unforgivingly upright and there's not a great deal of padding or room to move.Unfortunately, with no loads to move, I didn't need to use the ute part of the Hilux and without weight in the back, the ride is quite bumpy.LOVE IT LEAVE ITToyota Hilux 4x4 SR5$45,290LOVE ITThe attention and RESPECT. Flash dash that lets you keep an eye on average fuel consumption. Very sensible handles inside the front doors, good for height-challenged drivers and passengers.LEAVE ITCould do with two more doors (and they are available) – shifting seats to load and unload gear from the back seats is awkward. Cup holder blocks air vent.

This is the first time a six cylinder Hilux 2WD has been offered and the new 4.0-litre petrol V6 ( from Prado) is an absolute cracker.It's offered in a variety of models in five speed manual or five speed auto and puts down startling performance for what is essentially a tough-as-teak workhorse.The 2WD, single cab, SR manual is, for want of a better term, the performance front runner offering incredible acceleration for a Hilux backed up with super strong torque. Though not in the same league as something from HSV or FPV, this long bed tonne-toter won't be found lacking in the legs department.That's because there's a hearty 175kW of power and about 350Nm of torque percolating out of the high tech engine. It's a noisy beast but what's that matter when you're hauling a big load.The manual stick shift is long but the mechanism is typically Toyota "rifle bolt" in action. Gearing is bang on for the weight and size of the truck, its intended purpose and how the engine delivers power. But getting all that grunt to the ground is at times problematic, especially in wet weather.Fuel consumption is commendably low given what's provided and the tank holds a handy 76 litres.As you'd expect the ride is firm even with coils at the front and the brakes are strong.That's because this little worker can carry a whopping 1320kg payload.We never came close to that (despite trying) and 500kg in the long tray barely dents performance, smooths the ride though.At this level, there are the necessities inside the cabin but aircon is extra and the middle seat has a lap only seat belt.The cab is comfy and driving the beast is not onerous.Just a last word about the styling: big head, slab sided, enough said.

And speaking of dust, for those who want to create billowing clouds of the muck in between building sites, look no further than the Tornado ute.After a delayed start to life, the Tornado has gathered pace, being launched in May at the relaunch of its sedan brother, the F6 Typhoon.The clutch was stuffed on the Typhoon because of an errant 50c washer which rendered the spin-cycle-assisted straight six a lame duck before it got warm.But the problem has been solved at considerable expense and manpower; some 7300 hours of exhaustive testing and engineering has seen to that.At 270kW the Tornado is a dream drive and feels every bit as rapid and sinewy as a 290kW Boss V8.There is no shortage of thrust once the turbo comes on song and the 550Nm of torque gives this powerplant elasticity.It is responsive on demand in any of the six gears in the Tremec T56 manual. There is no automatic option so the manual has to be liveable and it is.Don't bother about trying to find the traction button. This is blanked out but the Tornado offers reasonable grip.That is in the dry but in the wet it can become a handful with rear wheels spinning and the tail wagging.On the road where there are lumps and bumps, the rear can become unsettled, skipping over surface imperfections.It is not as tied down in the rear, running a live axle and sitting on ancient leaf springs compared with the control blade IRS suspension of the Typhoon.This test car was fitted with the superior Brembo brake package which is an expensive option at almost $6000.But they really do feel as strong and responsive as competition brakes.Fuel mileage depends on how it is treated. Crank up the turbo, keep the revs high and drive it like you stole it and it will drink pretty quickly. On the first 200km of this test the Tornado was consuming about 13.5litres/100km and that was without any really serious driving.It finished the week at a touch under 13 with a lot of highway work and sixth gear helping the figures towards the end.The Tornado is a bit of a magnet for attracting attention. And sometimes it has a rather dubious effect on people like the youngsters in their work utes who turn feral at the sight of the Tornado.As with the Typhoon, the one thing which is underwhelming is the turbo whine and wastegate chatter.Great for Jap import freaks but it still lacks the buzz you get from a deep, deep, ruffled and raucous V8 soundtrack.Still, kilogram-for-kilogram the Tornado rips the heart out of any performance coupe from Europe.And that is the bottom line isn't it?The Tornado will be "utetopia" to many in the ute-mad crowd out there.

Although slightly slab-sided from the rear three-quarter view, the chromed sports roll bar and side-steps (which seem a little vulnerable to damage in off-road scenarios) give it a macho look.It's no shrinking violet – now 5255mm long, 1835mm wide, 1805mm tall and sitting on a 3085mm wheelbase, the seventh-generation Hilux also boasts 215mm of ground clearance.A five-speed manual gearbox directs drive to a fairly conventional part-time 4WD system, although the driver has a bit of a stretch to engage the front wheels.The first downpour on dusty, oily roads meant the system needed to be employed before any dirt tracks were sought, as the loadless leaf-sprung rear end moved like a pendulum. The specs sheet lists a rear limited-slip diff as standard but the amount of spinning from the rear wheels in wet conditions suggests it has its work cut out.Without a load in the rear, the leaf springs don't provide the greatest ride quality, but under a bit of load it improves, getting closer to relatively civilised front-end suspension and steering behaviour.The front end is now held up by a new coil-spring double-wishbone front suspension system, with a ball-joint mounted stabiliser bar.Combined with the new power-assisted rack and pinion steering, pointing the Hilux around suburban streets or open road corners is a smoother operation.Getting the Hilux a little bit dirty showed there's plenty of scope for rock-hopping and slithering with confidence in muddy conditions. The road-biased tyres might have some limitations but the suspension and steering allow the driver to easily negotiate tricky tracks without too much concern.It's a comfortable cabin in which to work, with the dicky seats providing the option for two extra occupants, but strictly for short journies.Instrumentation looks more like the dials from a luxury Lexus than something for a workhorse.For something that purports to workhorse tendencies, the SR5 Hilux extra-cab copes well with daily duties without giving occupants a stiff neck or a sore back.SMALL TORQUEPower gamesTHE four-litre V6 petrol engine generates 175kW of power and 343Nm of torque in the Hilux, down slightly on the output it produces when powering the Prado wagon. The 24-valve DOHC V6 is tuned to run on normal ULP and lays claim to a fuel consumption of 13.1 litres/100km. The four-litre motor is expected to account for more than 40 per cent of Hilux sales.Fancy featuresAMONG the features list for the top-spec Hilux are 15in alloy wheels, dual airbags, body-coloured front bumper and grille, a chromed sports bar and rear bumper, chrome door handles, power windows and mirrors, anti-lock brakes and body-coloured wheel arch flares. The workhorse also gets airconditioning and in-dash CD sound system.Record runTHE Hilux 4x4 rocketed to the top of its market segment with a May record of 1501 sales, beating its previous best of 1461, set in 1984.

We put the F6 Typhoon turbo sedan up against the latest from Holden Special Vehicles, the Dealer Team Spec Clubsport, and it won.Not by much, but it was our choice for our work in our world.Now we have driven the F6 Tornado ute and it, too, is a winner.It's the sort of ute that will be great for play-after-work use, or for people who have discovered that two-door traymobiles are actually the sports cars of the 21st century.The Tornado is very quick, surprisingly composed, and better in some ways than the Falcon GT at the top of the FPV tree.How? It has only two seats and the rear suspension is old-fashioned, but its combination of easy cruising with full-on fun is easier to live with than the GT V8's hard-edged charge.In many ways, the latest developments from FPV mirror the XR situation at Ford.That should be obvious, because Prodrive Engineering does the hot car work at both levels and the compare-and-contrast gear in the F6 and GT line-ups works in much the same way as the turbo XR6 against the V8-powered XR8s.With the F6 Tornado, we began our week-long trial with memories of clutch trouble that parked the F6 cars for three months.A silly little washer caused a series of clutch failures and led to significant re-engineering work that delayed development, sales and deliveries of the cars.FPV says that is all done and gone now, and that it has sold 160 Typhoon sedans and delivered 19 Tornado utes in the first two weeks since the newcomer moved into showrooms.The ute is an all-points performance vehicle, with 270kW engine, limited-slip differential, performance brakes, 18-inch alloy wheels, sports-tuned suspension and even seat trim that matches the egg-crate look in the grille.The most popular option on the $51,950 Tornado is the Brembo brake package, which really grabs but adds $5950 to the price.The heart of the Tornado is the F6 — it's for Forced Six — engine, which steps well up from a regulation XR6 inline turbo.Boost pressure is lifted 50 per cent and the result is the 270kW and 550 Nm in a flat line from 2000-4250 revs.FPV says the torque output is the best for any locally made motor.The gearbox is the latest six-speed Tremec T56 manual. The pack also includes a 100-watt CD sound system, electric windows, twin airbags and airconditioning.There is a body kit, a plaque with FPV build number, sports seats with suede-style trim and FPV inserts in the instruments.It's a good deal for the dollars, though the basic Tornado gets only a soft tonneau cover.ON THE ROADIT IS easy to get going with the F6 Tornado. And the going is easy, right up to when you want to really get going.That's the best thing about the FPV ute. It's not full-on all the time. It can be surprisingly relaxed if you are easing down the highway or hauling a dirt bike in the tray.The seats are great, especially the fabric, and the sound system has six speakers.It is the most car-like ute we have driven, even with leaf springs in the rear. FPV has done a great job tuning the set-up. It's not just a hunker-down job with no refinement.It is nicely compliant and gives good grip, with a slight front-end push in most corners, though sometimes the car gets a bouncy hop happening over broken surfaces or if you push hard through a bump.The styling of the Tornado is predictable and successful. The best thing is the huge silver intercooler in the nose. It is just the sort of brag you need to go up against a Subaru STI or a Lancer Evo. The look has been snitched from the Japanese hooters.The front spoiler, though, is a bit vulnerable and the F6 really needs a hard cover to finish off the back end.FPV says the carrying capacity is the same as the XR ute at 543kg, a load limited by the grippy low-profile Dunlops.The turbocharged six always feels strong. There is real push from as little as 2000 revs and it surges from 4000 before turning manic about 6000.It comes from the combination of big-six capacity and a classy turbo.But it can be a handful in the wet. There is no traction control and you have to take it easy to prevent the back end starting to wave. A bit of a slide can be fun when you're on a fun run, but not on the way to work.We hate the standard Falcon steering wheel in the F6. It deserves better. The extra dials look silly, particularly with no calibration on the turbo boost gauge, and the starter button is hard to use and a piece of frippery.But the headlamps are excellent, the ute is easy to park, and it will carry a load without getting upset or fussed.THE BOTTOM LINEA seriously quick car, but you can also lope along in it without stress, a combination reflected in our fuel consumption of 12.3litres/100km. There are some small glitches, and we hate the standard Falcon steering wheel, but it's a sports-car drive with working-class roots.

But with a lick of extra paint, some fancy wheels, nice little "sports" grille and other add-ons, there is life left in today's ute.Triton sales are running OK despite the attention of a few new machines — including the latest Toyota HiLux and Holden's Rodeo — in this part of the motoring world.This is a busy and profitable segment of the light ute business and makes up around 17 per cent of the total market.It is still growing, helped by new one-tonner models, Ford and Holden's passenger car-derived machinery which have been running hard this decade plus a strong economy.All the tradies need a work ute, others need an auto fashion accessory.Set to arrive this year is an all-new Navara, sitting on a reworked chassis borrowed from Nissan's big North American-only Titan utes.But the Triton soldiers on. Among the workers it's not all about the latest style and accessories, more about a reliable workmate at a comfortable price.Star of the Mitsubishi Triton show right now is the GLX-R, a dressed-up, four-wheel drive dual cab with thoughtful extras.For among the ute growth areas is this dual cab, four-wheel-drive business. In particular this mob has seen growing interest in those top-of-the-tree, electric windows and the lot utes, the dressed-up to party, four-door machines.Nissan's ST-R has helped show the way here, attracting big interest across the country with a few cosmetics.The Triton GLX-R Double Cab looks like a neat custom job, matches the Nissan in the style stakes. There are the body-coloured front and rear bumpers, the body-coloured flares, chrome sports bar out back and chrome nudge bar up front.It sits on 16-inch alloys, there are side steps, a soft tonneau cover with GLX-R logo and a black mesh grille.It is subtle with just a hint of muscle.And for a machine that's getting on there is still a bit of mature muscle in this GLX-R, this one fitted with 2.8-litre, turbocharged diesel engine.It is a faithful, honest power package with 92kW at 4000rpm and 294Nm of torque at 2000rpm, good for paddock-crawling and rock hopping.The diesel GLX-R arrives with only the five-speed manual transmission. (There is a four-speed automatic option available on the petrol V6.)The diesel with manual is a fine compromise for work and play. It arrives with the grunt and the gear.It is an easy machine around town where that load of torque can cover a lazy shift.And everyone sits a little high, good for visibility in traffic and car parks, not so great for taller folks' headroom in the back seat.For all the 5.1 metres, the GLX-R is OK around the town although that turning circle (12.8m) necessitates some patience in tight car parks.Ride quality is OK for a leaf spring-loaded rear end.There are the big bumps over speed humps but by and large the Triton Double Cab is not as jumping jittery at the back end as the all-new Toyota HiLux.It's an independent front end with wishbones and coils.With the GLX-R's meaty 265/70R 16 rubber it steers and turns in OK for a big, old ute.Inside is plain and simple but there's airconditioning and stereo sound and electric windows but no electric mirrors?The seats have a fancy looking trim but some of the rest of the cabin, especially around the dash, is showing signs of old fit and finish standards.Little trucks such as the new HiLux and Rodeo show how today's plastics look far better than yesterday's.Maybe there's a need to upgrade the speakers, there's just the two for the AM/FM radio and CD player.And if looking at this Triton as the machine for heading scrub for long, long drives — and why not? — a pair of upmarket seats for the front might be the go.The pair here are fine and quite fancy, it's just for longer hauls it would be more comfortable (and therefore safer) to have more support.At the end of the day, here's a good-looking ute with ability in the scrub and not that much trouble around the town.It cruises fine, will cart a 971kg payload, including two or three children across the back seat and arrives with a reasonable price tag at $38,990.The turning circle needs attention and the cabin shows signs of a 10-year-old design but this is not a bad package for a variety of jobs from long country treks to worksites to camping up the beach.

I had a pre-release model on test some time ago when a woman swung her head in the car while it was parked at a shopping centre and asked if they were on the market yet.I explained why I had one and she wanted to know everything about it, saying her husband and she were keen on one so he could use it for work, then they could use it on the weekend to tow a boat.But she was disappointed to hear it only came in a V8.Now it comes with the new Alloytec V6 engine as well as Holden's Cross Trac AWD system, so if that woman at the shopping centre is reading this, it's time to check out the new Crewman Cross 6.This should be the perfect choice for people who need a ute for work, a weekender for backing the boat down a slippery ramp and carrying the occasional rear passenger.I say "occasional" because my rear passengers were complaining after an hour because of the bolt-upright back seat.That's the compromise for having a two-row cabin with a rear tray.And that rear tray won't quite get a chook chaser in unless you point it corner to corner and even then the rear wheel hangs out a bit requiring you to leave the tailgate part-way open.Since you can't drive around with the tailgate down, you would need to catch it somehow.Still, the rear tray is easily accessed with a quick-fit soft cover and can hold up to 785kg, which is almost four chook chasers — not that you could fit them.For that many, you would need to tow a trailer.Towing capacity is 2100kg for V6, which is 400kg short of the V8 automatic Crewman.The V6 is certainly up to the task of hauling that amount of gear around with its 320Nm of torque, but it does want revs to accelerate for overtaking manoeuvres, while the transmission feels a little unrefined and notchy.The AWD system is a 62-38 split which means it gets more drive in the back wheels, but it is still difficult to do any circle work unless the ground is really slippery.If that's your gig, then get the standard Crewman.This version is great when the going gets tough, slippery or hilly.It has high grip levels in any conditions.Point it up a slope with no run-up and it just knuckles down and hauls with minimum slip.Coming down isn't so easy without a downhill descent control, but it will hold ok in first gear.Once you get out of the rough stuff and into the urban jungle, the Cross 6 will certainly gain some admiring glances. But it also might get a few sniggers as you try to park it.Parking is a real chore as it's almost as long as a HiLux, it has heavy steering at low speeds and it sticks out of car parking bays. It almost won't fit in my garage.On the highways or the byways, the ride is good. It's firm without being a kidney basher and with a bit of load it is even better.This is a unique vehicle. There is no other four-door, four/five-seater traditional-styled ute with all-wheel-drive.

But we needed a big car for a big job – an outback adventure to Leigh Creek and beyond.We had to have something with grunt (at least thought we did) to tackle the outback roads; a car that could make the distance and keep us in relative comfort but one that could go the extra mile if the going got tough.And what a champion the Triton was – like going in to battle with a gladiator by your side. It's a big, beefy beast with a three-litre V6 engine under the bonnet.(An intercooled turbocharged 2.8-litre diesel is also available and mention of this to the bush blokes had them all grunting approval.)As it was, the few dirt roads we tackled weren't so bad but the Triton made mincemeat of the odd corrugation and danced over floodway dips. We didn't even need the 4WD option.And it makes you feel safe – the chunky design, big bull-bar and sitting up high with a good view of the road. The Triton is built to carry loads – a week-day workhorse perfect for tradesmen. But in our case it was loaded with luggage instead of a commercial cargo.On or off the road, the Triton handles well, although without a heavy load in the back, the ride is pretty bumpy.But bounce is not all bad. It just made for a few laughs along the way.Inside the Triton is just as butch as the gun-metal grey exterior.The black sporty colour scheme looks great and there are just enough compartments to get by. But would you believe they were filled with bits for all the blokes on board.On the comfort side, the Triton is not bad. Front seats are firm but comfortable and adjustable. The back seats are a different story with just one position – upright – so you need a few pillows to get you through a day's driving.One major complaint: the Triton, a titan on the road, has two of the wussiest cup holders I've ever seen and they are in the worst spot.Pull out a thin panel on the dash and out they pop. But if you actually use them, all those important things you need on a long trip like airconditioning controls, the radio and CD, even the clock, are blocked.Go over a bump or put the brakes on hard and you could end up with goo all over the instrument panel.Where's a bloke supposed to put his iced coffee?Triton GLX-R, three-litre V6 petrol, five-speed manualTRUSTY steed. The bouncy ride was better than taking a roller coaster at Dreamworld.MISSED cruise control.No cup holders in back.Soaked up petrol like a sponge.Tackling dirt roads means dust gets into everything in the back.

Delayed for almost four months after clutch problems were found in the sibling F6 Typhoon sedan, the Tornado's performance is well beyond a sports ute - and many sports cars.Typhoon sales were stopped in December while Tornado production was put on hold for almost four months.It was five months that FPV would like to forget.With the F6 program back on track FPV's managing director David Flint is again upbeat about the cars that run the highest torque output of any Australian production engine."It offers an unparalleled driving experience and bang for your buck," he said at the Tornado launch.FPV is coy about acceleration figures but the 0-100kmh dash whips by in under six turbo- loaded seconds.Given the well documented problems with the Typhoon clutch, FPV decided to re-launch the F6 Typhoon at the same time as the new Tornado, both now with an upgraded clutch and modified engine management system.While the sedan's suspension is simply sublime the ute is still a ute, albeit about as good as it gets in a vehicle that is shunted around by a prodigious 550 Nm of torque.The F6 Tornado becomes the entry level vehicle to FPV high performance vehicles.Like Typhoon the Tornado features the new close ratio Tremec T56 six speed manual trans- mission and will set you back $51,590 before delivery and statutory charges.FPV believes the F6 Tornado, like the Typhoon, will appeal to those already familiar with turbo charged cars _ young people with a techno leaning, as distinct to the traditional V8 buyers.Tornado is easily identified as a sibling to Typhoon.It has the same exterior design cues. Inside the cabin the F6 Tornado has sports seats with suede like bolsters, Technic fabric trim, silver stitching and FPV logos embroidered in the head rests.The F6 270 engine delivers 270kW of power at 5250 rpm and its peak torque is delivered at just 2000 rpm.The good news is that torque remains constant through to 4250 rpm. This means the car is suburban friendly in third or fourth gear where it can be driven almost like an auto.The F6 270 Turbo is based on the turbo intercooled 4.0 litre six engine from the Falcon XR 6 Turbo.Modifications to the engine have resulted in a 50 per cent boost in peak turbo pressure.Tornado has a limited slip differential, FPV tuned double wishbone front suspension, sports rear end and 245/40 ZR 18 Dunlop SP9000 tyres.It was in some ways unfortunate that FPV chose to relaunch Typhoon with Tornado.The Typhoon's suspension is simply so good that it would embarrass many quality cars, let alone a ute member from its own stable.Surprisingly Tornado is heavier than Ty- phoon as it is built on Ford's ute platform. It also has a longer wheelbase than the sedan.These changes add up to a vehicle with quite a different feel to the sedan, the ride is bumpier to start with, but the handling is extraordinarily good. Tornado has a high performance braking package.In addition a Brembo brake package is available at a premium of $5950.