Ute Reviews

While both the One Tonner Cross 6 and the Crewman Cross 6 get the smaller 175kW V6 engine (as opposed to the 190kW engine in the AWD Adventra), the lighter One Tonner doesn't suffer.Mated to the four-speed auto, it's a little doughy on the open roads but low-speed torque and pull are under your feet when you need them.The Crewman suffers from the extra 300 kilos and getting up to speed on a highway meant flat-to-the-boards acceleration.At Darlington Park circuit in Queensland, both utilities were used as demonstration models for towing and departure and ramp-angle tests.The One Tonner handled the track well. Only slight scrapes were heard over a 45-degree triangular pitched incline and up the mountainous track, which also had a wash-out area at the top.It felt comfortable and in control, even in the rutted areas, where the AWD could be heard working hard after the previous bunch of drivers had made the going slippery.The Crewman Cross 6, however, struggled. On the incline test it scrubbed and scraped under its extra weight and laboured noticeably up the mountainous track.This exercise also showed up a design fault in the Crewman – it's larger air intake had taken in a fair bit of mud, causing the engine to start to overheat during the runs.Holden put it down to the excess mud and the "load" it was taking up the hill but none of the four One Tonners showed signs of stress.The back seat in the Crewman has only gone back slightly, so putting in your mates is still not a kind option. However, a more flexible leather insert does make it a bit easier on the back.The Crewman towed the caravan quite well up a gravel road but when on a rutted section, where low speed was required, the foot was once again flat to the boards.Both were comfortable on the drive section.The One Tonner was a little bouncy on the highway (with an empty tray) but as soon as it hit the dirt it wasn't as noticeable.The Crewman was comfortable both on and off the black stuff, its extra weight helping it to ride and sit better on the open road than the One Tonner.Once again, it only struggled when attempting a low-speed water crossing or needing to slow to manage a deep rut.The One Tonner test car was equipped with both a driver and passenger airbag.The passenger airbag is only an option because, and this is concerning, Holden has found most motorists would prefer to spend the $475 – the price of the second airbag – on a six-stack CD system instead of on protecting their passenger. Go figure.The question was asked why the One Tonner wasn't offered in a V8. The answer was that Holden didn't feel there'd be sufficient demand. While it would be a nice option, it's not a necessity, as the V6 handles itself nicely and has good manners off the beaten track. The AWD system gives both the One Tonners a lot more versatility without too much extra strain on the hip pocket.Would you buy the new One Tonner? We'd like to know. Simply fill in the form below and we'll publish the best entries in The Daily Telegraph and on Carsguide.com.au.  

Add a turbo diesel engine and 4WD and you have probably the ultimate workmate that will carry you and all your stuff to the ends of the earth – well almost.The current model has been around for donkey's ages with progressive upgrades keeping it fresh. It's available in numerous body configurations including a handy Freestyle body with rear hinged "suicide" doors giving access to the rear "emergency" fold down seats.Mazda recently introduced drive away pricing for the B-Series, this one, the DX Freestyle diesel manual goes for a not insignificant $38,935. But hey, it all comes off the tax.Intercooled four cylinder diesel has plenty of performance, particularly strong mid-range, good on fuel.First gear is way, way low and runs out of puff after just a squirt from a standstill. Low range is lower again.Cruises happily at the speed limit, doesn't button off uphill even with a load on board.  Engine is relatively smooth but makes a din – turn the (impressive) radio up.DX misses out on electric mirrors, remote central locking, has no air bags – unforgivable in a vehicle at this price.Ride is firm, bucks around on rough road unladen. Settles down with a few hundred kilos on board.Tray is decent size even with the "four" door body.Off road ability enhanced with chunky tread tyres, low range 4WD, has manual free wheeling hubs – just like the old days.Plenty of ground clearance, limited slip rear diff. This thing goes anywhere – with a load and potentially four aboard.Hate the under dash, pull out hand brake. Optional ute tray mat should be standard ute liner.Turning circle is smaller than earlier models, now acceptable.Like warranty choice, 2/unlimited or 3/100,000km. You choose.Cabin is utilitarian, plenty of hard plastic, bit of style around instruments, aircon works a treat.Not convinced about Freestyle doors, bit of a pain to use, front has to be open etc.

But in the early 1980s, family responsibilities and a house renovation dictated a more pedestrian utility.So I ended up driving around in a Datsun 1500 ute. Its long wheelbase meant I could fit in a kitchen door without opening the tailgate.As the family grew, the ute was replaced by a Datsun Twin-Cab in the late-1980s in which we clocked up 250,000km.Now I've got a 1974 Land Rover Series III long-wheelbase ute I bought for a couple of grand but have to spend a ridiculous $800 a year registering.The reason I persist? It's a do-all vehicle that can take rubbish to the dump, pick up a tonne of driveway gravel, transport one of my broken-down motorcycles or bounce its way up a bush track.The reason I don't own a current-model ute? I spend far too much money on motorcycles. If I didn't, I'd certainly consider a Holden Crewman S V6. Utes fit the lifestyle of an increasing number of Australians and Holden sells about 50,000 light commercial vehicles a year (including Rodeos).About half are Utes, with the leaders being single-cab versions, followed by the Crewman and One Tonner.You don't have to be a tradesman to own one. The attraction is car-like comfort and the versatility to fit heavy, bulky items in the back without wrestling with awkward doors. Until you've owned a ute, you can never appreciate how useful they are.Holden has had good service out of its Ute range and has repaid customer loyalty with recent refinements and a VZ styling update. Chief among them is the installation of the all-new, high-performance Alloytec V6 engine.You can still get the 5.7-litre pushrod V8 grunter but there is more than a touch of sophistication about the V6.Displacing 3.6 litres, it has twin overhead cams and four valves per cylinder. The powerplant is lighter than the V8 SS and revs cleanly and quickly to its peak power output of 175kW at 6000rpm. The Crewman S pumps out 320Nm of torque at 2400rpm, so it is still a great tow car. It can also carry more weight than the V8. While power output figures are down, the S is about 60kg, or a passenger's weight, lighter and that V6 is one sweet unit.Also on the upgrade list is an all-new six-speed manual gearbox and a revised four-speed automatic.The Crewman S on test had the auto. I liked the way you could plant the right foot in Drive mode and it would hold the gear to the redline without hunting through the box.A good test of the auto came when I found myself boxed in a car park with a locked vehicle behind me. About 10 minutes of twisting and turning had me free and grateful I wasn't in the manual version. The manoeuvring also brought home the shortcomings of such a long wheelbase (3200mm). You really are compromised in turning angles and have to adopt a different style of driving.The view out the back is limited as well, with the height of the load area making the rear window feel more like a slot.But on the road, the Crewman S drives just like a car. A new anti-sway bar and some front-suspension tuning gives a supple ride with little body roll.Some squeaking from the leaf-spring rear end reminds you this is a ute.Many passenger cars would struggle to replicate the cabin quietness and lack of tyre noise that the Crewman S displays. And that free-revving V6 does not intrude but still sounds strong.Power windows front and rear, full electronic instrumentation (including trip computer), cruise control and power steering make this a great interstate cruiser. Except for the rear seats. With very straight backs, they are probably suitable for children or adults only on a short trip.Overall, I really liked the Crewman S but it wasn't perfect. To give it the sort of practicality I seek in utes, I'd like the paint in the cargo area to be more durable and the tiedown points stronger (for motorcycles).A twin exhaust system would finish off the rear-end styling better.

It is the Courier's first V6, producing a handy 154kW at 5250rpm to best the next one-tonne rival, Holden Rodeo's at 147kW. (Be aware there is an all-new Toyota HiLux not far down the track; its new V6 may up those odds again.)This fresh drive for the one-tonne ute market comes from the increasing number of buyers looking for a dual-purpose machine – workmate through the week, family truck with spunk on the weekend.The Australian ute market was up 13 per cent last year and Ford reckon this six-cylinder pickup market will top 20,000 this year.So there are eight V6 Courier utes in two and four-wheel drive joining a range of more than 30 Courier models for 2005.All the two-wheel drive V6s are crew cabs; the four-wheel drives are crew cabs plus a super cab in base trim.To ensure these four-litre V6 models do not pass unnoticed in the paddock, Ford have jacked them all up 20mm.This gives the two-wheel-drive Couriers the road stance of a four-wheel drive, a little more ground clearance plus a little more aggression to the style.Ford folk recognise that buyers in this segment, especially those looking for a dual-purpose machine, can do with a little style. Whether the worker appreciates that raised cabin and tray remains to be seen.And furthering the cause of sophistication, the automatic transmission for this V6 is a five-speed, as found in the Ford Explorer.Prices for the Courier V6s start at $30,990 and run to $43,190.There is a small price premium over Holden's Rodeo, but all the Ford V6s have airconditioning, more power and the five-speed automatic option at no cost over the five-speed manual gearbox.Ford's V6 runs two overhead camshafts and a variable induction system. The engine is built in Germany and sent to South Africa where it is married to a Thai-built body and then shipped to Australia.All V6 models have wheel arch flares, bigger on the XLT than the GL. XLTs arrive with 15-inch alloy wheels and all V6 models score an 80-litre fuel tank plus extra body colour choice.Four-wheel drive on-the-fly is now available on automatic models.Inside is much as before. The Courier range was refreshed late last year with some trim changes plus new stereo systems.The V6 models pick up airconditioning plus an airconditioning-cooled centre console box. There is still little room for the left foot in a tight driver's footwell but the interior is comfortable and convenient, if not as well-finished as some rivals.Up front the V6 is smooth and peaceable. Maximum torque of 323Nm arrives at 3000rpm, the motor sounds better as it works toward the 5500rpm red line and the automatic transmission smothers some of the V6's urgency.The motor, while tidy enough in front of the five-speed auto, is best appreciated with the five-speed manual (although some manual boxes at the V6 launch were a touch baulky in the shift quality.)Certainly the four-litre V6 shifts the Couriers along without concern at keeping up with the traffic.The ride comfort up front is quite acceptable, unladen V6 utes will jump the back and spin rear wheels if provoked.A quick run over good and bad bitumen, good and bad gravel shows the Courier V6 a quick point-to-point machine. Unloaded there is a deal of power slipping and sliding on the gravel, the steering is a little light and refinement levels not quite up to the Falcon ute. Yet no doubt the V6 Couriers, with this power and price, will have appeal among those dual purpose buyers. It looks the part and plays the part.Towing capacity is 1800kg and payloads around 1100kg.The new V6s join the existing four-cylinder, 2.6 litre petrol and 2.5 litre turbo diesel engines in the Courier range, a line-up which saw a 15 per cent lift through 2004 for the best year for Couriers since their introduction here in the 1970s.Mazda's V6 utes arrive around August or September.

Plucking the V6 engine from the Explorer is the key to a plan that Ford hopes will power the latest Courier to the head of the pack.Coming off the back of record Courier sales, which climbed 15 per cent last year, Ford is aiming to win a greater share of the dual-use ute market with the repowered PH.At the heart of the upgrade is the short-stroke 4.0-litre single-overhead camshaft V6 engine lifted out of the Explorer, and which now pumps out 154kW of power and 323Nm of torque.In combination with new five-speed auto or five-speed manual transmissions, the V6 delivers steady performance, but appears better suited to the auto transmission than to the manual.Ford has increased the Courier's fuel tank to 80 litres, up 10 litres from the models fitted with the smaller engines.Ford engineers also retuned the front shock absorbers for improved ride quality and body control over rough roads, and appear to have achieved their objective.Inside, it's a little easier to pick which model you're driving because the switch on the centre console enables you to switch from two-wheel-drive to high or low-ratio four-wheel-drive on the run.Electronically activated automatic front hubs means four-wheel-drive can be selected without getting out of the vehicle.The V6 Courier is available in eight models – four with rear-wheel-drive and another four with four-wheel-drive – and from the outside it's hard to pick them because of their similar ride height.Ford's view is appearances matter and a high-rider truck looks tougher than one of a more normal height, so the two-wheel-drive version has been jacked up to the same ride height as its all-wheel-drive brother.The high-ride suspension is a development of the old Courier's four-cylinder four-wheel-drive set-up, which has been raised 20mm in the V6 models for a more aggressive look and increased clearance.Ford is offering two cab styles, Super Cab and Crew Cab, and two specification levels, GL and XLT.Included in the features are airconditioning, CD player, carpets, remote central locking and a cooler box in the centre console with an aircon vent to keep its contents cool.To have the power of Ford's new V6, you'll have to hand over at least $30,990, which will see you driving either a manual or auto two-wheel-drive GL Crew Cab pickup. But if you're prepared to spend $43,190, you can have all that comes with the range-topping four-wheel-drive XLT Crew Cab auto.Add another $2400 for the safety of anti-skid brakes and dual airbags, which come as a pack.THE days of tedious imported one-tonners are over. The 154kW Courier does the job, and the V6 engine delivers power and torque without any obvious peaks.The ute powers away from rest with impressive zip in automatic form, and shifts smoothly as the speed rises.Progress isn't as smooth or as quick in the five-speed manual V6.The gearing seems a little too tall, and the engine seems to labour.The shift, which is awkward and clunky, is set a little too far back for comfort.The retuned front shocks appear to do the trick because the ride is comfortable and controlled on rough roads, though the ride felt "soggy" on smoother sealed roads.Overall, the handling was benign, predictable and safe, but not terribly responsive.When turned into a corner at normal highway speeds, it seemed determined to run wide and required a correction to bring it back on track.There's ample room for a full crew of adults in comfortable seats, and the aircon, which is standard, ensures comfort once unimaginable in one of these vehicles.

The S model driven goes for $32,120 plus tray, plus on roads.But on the road, it lacks the get up and go, the launch-feel of the older engine. It sounds breathless and driving up long hills on the highway unladen necessitiates a downshift or two. Off the mark acceleration is OK. Like the new look, one tonner has more presence on the road, feels like you're in a sedan, looks like one from the front.Handling is sharp with precise steering, great brakes, firm suspension and grippy tyres.Annoying petrol smell in close proximity to vehicle.Fuel economy can be as good as 10.5-litres/100km – unladen. Rises sharply when driven hard, with aircon on or when laden.Has huge payload – 1300kg but wonder if it's capable of actually coping with this much.Aircon is still a $2250 option on base model. Should be standard across the range.Well equipped with power windows, cruise control as standard, S gets alloys, aircon and other stuff, decent audio, chunky wheel with audio controls.Tray fitted was huge – move house in a couple of trips.Interior comfort levels high for a workhorse. Plenty of fore/aft seat movement, comfy multi adjustable seats and roomy cabin.Driving position is good, pedals light, gearshift slick.Manual transmission is close ratio but top cog is too high for engine.Towing rate up by 30 per cent on old model.Annoying rumble from rear end at highway speeds on test vehicle.Chassis feels solid, minimal flex over driveways, massive girders under the tray.

The new powerplant is Courier's first V6 engine, borrowed from the US light truck, Ranger, and similar to the the 4.0-litre engine in Explorer.It easily outguns Holden Rodeo's 3.5-litre V6.Courier underwent a major facelift in early 1999 when the panels were upgraded to give a similar appearance to Ford's F-Series.In June 2000 Ford replaced the manual front hubs on 4WD models with auto-locking hubs activated by a button on the dash.The new engine brings Courier into line with most of the other manufacturers that offer V6 petrol engines in their light commercial trucks and 4WDs.The new V6 Courier will be sold alongside existing four cylinder models starting this month.It is available in both 2WD and 4WD across Super Cab and Crew Cab body styles and in GL and XLT specification levels.Recommended pricing starts at $30,990 for both the manual and automatic versions of the 2WD Crew Cab up to $43,190 for the top of the range auto 4WD XLT Crew Cab.While the new engine is the highlight of the new model, it is not the only improvement.There's now a new two-speaker, single slot CD player with AM/FM radio on all GL and XL models, while the XLT models pick up the new audio system interface to go with the existing four speaker, six disc CD player.XL and XLT models receive a new double lid centre console with integrated arm rest as part of the PH model upgrade, while XL and XLT Pick-up models gain a remote fuel-lid opener.All Crew Cabs now get a triple cup holder for second row passengers.There are more storage pockets throughout the cabin.Outside there are minor changes to the styling with a new design for the rear combination lamps, new side indicators and clear lenses, new decals and upgraded wheels on all XLT models.It was disappointing that Ford did not take the opportunity to also upgrade the antiquated system of engaging 4WD.Ford says that the 4WD system can be engaged "on the fly" which is only partly true.In order to engage 4WD the hubs must be locked in and that can only happen if you stop the car, put it in neutral, push the brake, and then hit the hub locking button, oddly named RFW.Then, with the locking light showing, you can move between two wheel drive and four wheel drive, unless you disengage the hubs, which can be done on the fly.While the hubs can be left locked, this increases fuel consumption.The new engine gives the Courier an edge in power over competitors, Mitsubishi Triton, Toyota HiLux and Holden Rodeo.It also comes at a time of booming sales in the light commercial market, particularly the V6 segment.The German-built 4.0 litre SOHC V6 produces 154 kW of power at 5250 rpm and 323 Nm of torque at 3000 rpm.With the new engine comes two new transmissions, a five speed manual and the option of a five speed automatic on Crew Cab models.Ford says the five speed manual is a heavy duty box.It's a long throw transmission that is a little notchy, but not out of place in this type of vehicle.The auto is a smooth transmission well matched to the engine.In our testing of the vehicle we found NVH levels high in acceleration mode but more than acceptable when cruising speed was reached.Ford has raised the ride height by 20mm to facilitate the V6 engine, giving the V6 model greater ground clearance than the four cylinder Courier models, and elevating the driving height to give improved road views.Front dampers have been re-calibrated for improved ride quality and body control over rough or uneven terrain."The introduction of V6 Courier will raise the stakes in the ultra competitive light truck market," said Damon Paull, Courier Brand Marketing Manager.Courier V6 builds on the established reputation of the brand and now has an engine with class-leading power and torque and an optional five speed auto transmission," he said.In 2004 Courier 2WD sales were up 18.2 per cent over 2003 while Courier 4WD were up 11.9 per cent.

Fast forward to 2004 and that figure is more than 42,000. Utes become easier to drive, better equipped and are now benefiting from better design cues.Spurring on the trend are the likes of the Falcon and Commodore-based ute ranges, which really are like driving a car, albeit a long car, but with the practicality of being able to hold heaps of stuff at the back and with engine choices that provide plenty of grunt for towing.Holden upgraded its light commercial range in August – the main changes including the new-generation Alloytec V6 engines, increased V8 power, a new six-speed V6 manual transmission, bigger towing capacity for the V6, standard cruise control across the range and an upgraded braking package.A manual One Tonner V6 had a short stay in the garage before a One Tonner V8 S automatic landed.The One Tonner S had a bit more of an extended stay, its practicality tested under all sort of extremes for more than three weeks.The V8 S is the top of the tree in the One Tonner range as SS trim and equipment levels are not offered.That is, according to a Holden Spokesman, because there has been no demand.The four-speed automatic box is mated to the 5.7-litre Gen III engine that produces 235kW of power at 5600rpm and 460Nm of torque at 4000rpm.As a test drive the One Tonner was put through its paces, called upon to do many of the tasks it would be required as a tradesman's utility.Empty, the One Tonner can be a little light in the rear, add some weight and the better it sits. The box shifts smoothly, except under harsh acceleration.When driving the One Tonner it does not feel like you are driving a ute, in fact, it is surprisingly quiet on the road.The power steering on the test car shuddered when turned at low speed, mainly manoeuvring in and out of car spots.The V8 One Tonner came with the wooden tray, a tray that was found to be not quite as practical as the aluminium-bottomed tray that came with the V6. Tools and equipment slid around more on the wooden tray than with the steel tray and despite only 15,000km on the clock, the wood had already started to splinter.Shod with commercial tyres, rather than the grippier roadgoing variety, meant a little extra care in the wet. Stopping was not an issue in the rain but turning under minimal acceleration saw the tail step out.With a reno job being being done in the back yard, the One Tonner carried pavers, sand, brick saws and all sorts of equipment. The weight only helped its stability on the road.Throughout the test the average fuel economy fluctuated between 14L and 16L per 100km with no highway driving.Stepping inside the V8 S there is no vinyl floor and no bench seats but power windows are standard.The bucket seats are comfortable, supportive and are electronically adjustable in four ways, but the covering material on the driver's seat had already lost its shape. The cabin has useable space behind the front seats and a reasonable number of stowage pockets.The One Tonner comes standard with other niceties such as cruise control, power steering, a height and reach-adjustable steering wheel, power mirrors, electronic rear de-mister, trip computer and mobile phone power socket in the centre console.The windows can still be closed after the key is taken out of the ignition (for a limited time) and the One Tonner has the safety feature where only the driver's door is opened when the remote button is first pressed.Concerned as to why the One Tonner seemed overly difficult to park it was a relief to find it is actually 5.4m in length.Vision is best using the side mirrors. The absence of a lockable fuel cap was unusual.

That makes the dual cab Ssangyong Musso Sports 4WD a multi-mode vehicle, something that can be used for work and play across a broad spectrum of applications.A 2WD version is also available.It's basically the Ssangyong Musso wagon with the rear roof section hived off and a bulkhead fixed behind the rear seats.The formula is so simple its surprising other manufacturers haven't used it but the donor vehicle needs a ladder chassis.The Musso Sports, as sold here, is powered by an 88kW, five cylinder, 2.9-litre, Mercedes-Benz licensed turbo diesel engine hooked up to a five speed manual or optional four speed automatic transmission.Prices start at $26,990.The 4WD model offers selectable 4WD with high range 2WD and low and high range 4WD at the flick of a button on the dash.The Musso 4WD wagon was around for ages and was replaced earlier this year by the more stylish Rexton wagon complete with an engine upgrade to the Benz 2.7-litre five cylinder turbo diesel.But there was obviously some life left in the Musso and it is now available at tempting price and sales are ticking over.The 4WD auto in this review goes for $31,990, two grand less for the manual.All versions have a limited slip rear differential for added grip.Central locking, power windows, full size spare tyre, a driver's air bag, electric exterior mirrors are numbered among the Sport's features. The audio is a radio/cassette player.This handy vehicle will take the family on a trip, carry plenty in the deep ute tray and can comfortably go off road, properly off road that is.It's from the 4WD old school with a ladder chassis, a feature that would be viewed favourably by many potential buyers.Musso Sports has adequate performace around town and on the highway with excellent fuel economy easy to attain. The ride is fairly firm reflecting the Sport's working heritage. The front suspension for example is by torsion bars just like most one tonne utes.But the rear is a coil spring, five link setup with a rigid differential.If you are content to roll along at a reasonable clip, the Sport will not disappoint and you'll only have to visit the servo once in a while with around 9.0l/100km economy on tap.It rides high and has quite a step up into the cab.The interior has a fairly generic look but is comfortable and the controls are easy to use.A range of options is available including ABS, side steps, alloy wheels, woodgrain dash and leather.

But while such beasts still rule the roost on the work site, utes – especially high-performance variants – now have a much wider appeal.So, with the much-anticipated LS2 engine under the bonnet, the Z-series HSV Maloo is set to be a sought-after vehicle.The Maloo can happily handle any job that is thrown at it and with the power and torque under the bonnet, sports seats and air conditioning it does so with style and comfort.Apart from the 6.0-litre engine, the VZ Maloo has had a number of changes.It adds 19-inch alloy wheels with 245/35 ZR19 tyres, traction control and multi-link independent rear suspension.At start-up the engine sound is noticeably quieter, the burble deeper and throatier and with a hint of roughness on idle.Once the wheels are turning the tone becomes a lot louder as it resonates throughout the cabin.The engine is smoother and more refined than the Gen III and the flatter torque curve equates to even more grunt underfoot and increased torque under 3000rpm.Maximum power (297kW at 6000rpm) and torque (530Nm at 4400rpm) is achieved using premium unleaded juice and although HSV says the engine will happily operate on normal unleaded (albeit with a slight reduction in figures) it was not tested.The Tremec six-speed M12 manual box is an improvement on the old one. Shifts are shorter and tighter, and changes require little effort.The heavy-duty Corvette C6 clutch is heavy under foot but, surprisingly, using it in traffic is not overly laborious.The Maloo R8 tested had a Bosch 8 ABS system with electronic brake-force distribution and four-piston, cross-drilled brakes.The pedal is firm underfoot and the improved package is noticeable, especially when braking hard.The Maloo is the first Holden ute to get traction control. The configuration of previous utes precluded the installation of the system, but the changes required for the new engine gave engineers the chance to get it in.The multi-link rear suspension gives the Maloo a different feel on the road, which – combined with the 19-inch wheels – adds to stability, helps reduce roll oversteer and improves turn-in feel.The bigger wheels and rubber increase the ute's stability and sure-footedness.The Maloo's tray is quite large. The previously oversized wheel arches have been trimmed to allow better use of the space.The lockable tonneau cover keeps tools safe and secure and the protective lining inside helps stop damage from wayward ones.The Maloo's sports styling is more aggressive than the previous model and in traffic on the M2 received a few comments.With the drivetrain modifications it is not surprising the interior didn't get much of an upgrade. The full-leather trim and leather seat inserts do enhance the look but the dashboard highlight and centre console stack with twin-gauge HSV binnacle do little to dispel the "Commodore with frills" feeling.On the test car the seat adjuster and part of the door trim fell off and the windows squealed when opened and closed.The Maloo is priced from $54,250 for the base model and $61,450 for the R8. This means it has increased only slightly in price ($750) from the previous models, despite the all-new drivetrain and mechanical upgrades.The Maloo R8 will be as popular on the work site as it is at the office.