Ute Reviews

Just when you were ready for the big upchange, the gearbox would select neutral.Didn't matter which gear you were in or what gear you wanted, you generally got nothing.That happened so regularly that the gearlever became grossly deformed from constant stomping with my booted right foot.The Holden Commodore six-speed manual could never be accused of selecting neutral at the most inopportune time.But it did share a certain passion for frustration with the Bultaco.That came in the form of needing a heavy hand to drag through the gate. It actually became tiresome to use all the six ratios, even more so given sixth was so tall it was good only above 100km/h.Not so the new gearbox. Holden has responded to some negative comments about the old transmission by slipping in a box with a better spread of ratios, bigger and more progressive clutch, and – for the commercial vehicle range – a lower diff ratio.All this adds up to a more spirited lunge off the mark, a clutch that doesn't replicate the firmness of a 1960s Leyland truck, and a more positive feel to the lever.Which all makes driving easier and, for the tradesman who gets into a Commodore ute, less stressful.Holden's VZ ute range includes the four-door Crewman, the One Tonner and cab-chassis variants. All get the new 3.6-litre quad-cam V6 engine, or optional Gen III V8, with the six-speed box as standard. Lazy bones can opt for a revised version of the old four-speed auto.From a technical perspective, it's a pretty sophisticated engine for a light commercial vehicle.It's also healthy with 175kW – up from the previous 3.8-litre V6's 152kW – and a gutsy 320Nm of torque.That gives it enough grunt to tow up to 1600kg – depending on the tow pack fitted – which is up 30 per cent on the 1200kg maximum of the old ute.But though the engine makes all the right noises underfoot, its technological transformation and smaller capacity hasn't made a lot of difference at the petrol bowser.The 13.5-litre/100km average on this test wasn't too bad considering it was driven only in the suburbs but it was used to haul a modest load only once – garden rubbish – so it was hardly under duress.But at least I was comfortable.From the B-pillar forward, this is an all-Commodore sedan, meaning a comfy cabin with an interior that looks a lot more inviting that utes of old.The price includes airconditioning, dual airbags and ABS – which come as a package for $3780 – to add to the goodies, including brake assist and electronic brakeforce distribution.These are all fantastic safety items and Holden is applauded for incorporating them into what ostensibly is a work hack.Almost wants to make you go out and get dirty for a living.

The diesel ST-R accounts for three quarters of Navara sales and ranks number three in the wider 4WD world behind the market leading Toyota Hilux and Holden's new Rodeo.The five-seat dual cab utility comes with all the trimmings including alloys, fender flares, side steps and a chunky rollover bar.It's priced from $43,490 – more than double the cost of the entry level model. The ST-R is a big sucker at just over five metres long, 1.8 metres wide and stands 1.7 metres tall, with a turning circle of 12 metres.Engine is a 3.0-litre turbo diesel that produces 110kW of power at 3400rpm and 314Nm of torque at 2000rpm. It's a less powerful version of the 3.0-litre diesel in the Patrol, minus the intercooler.Fuel tank capacity is 75 litres and while economy is generally good don't expect the fantastic range of the larger 4WD wagons with their huge fuel tanks.Transmission is five-speed manual only, with a low range set of gears and limited slip rear diff. Lack of an auto could be an issue – you only get an auto with the 2.4-litre petrol model.Brakes are a combination of front discs and rear drums, with no ABS option. They are adequate in a vehicle that is not generally driven quickly but certainly not as good as a full set of discs.Suspension is double wishbones up front and leaf spring down the back. The rear setup is good for load but not so good for handling.ST-R gets 16x7 inch alloys with big 265/70 series rubber.Navara is a traditional style 4WD with lots of jiggle and body roll from a suspension designed to cope with the rigours of off road driving. Try before you buy because the ride will not be to everyone's taste, especially if you are used to a car.The diesel engine is generally smooth and relatively quiet, providing plenty of low to mid range oomph, with easy gear changes – but it is no sports car.Ground clearance is 215mm, but in utilities it is the longer tail that becomes more of an issue. Because the distance between the rear wheels and end of the vehicle is rather long, it is not difficult to put the tail to ground in step down manoeuvres.Load space is an almost square 1395mm and the Navara can carry a full tonne, with a load capacity rated at 1025kg.Towing capacity is a maximum of three tonnes with trailer brakes fitted.The interior looks a little dated, especially the 70s style air conditioning controls – but they work well enough.In a top of the range vehicle such as this we would like to see keyless entry instead of the driver's door operated central locking.Black mark for the lack of a three-point seat belt for the centre rear passenger. A driver's airbag is standard but protecting your passenger will cost extra.Airconditioning is standard as is a CD player with two speakers.

Briefly, I was paid to drive a truck. I think anyone who has driven a small truck for city deliveries may not consider it an ideal long-term career.However, I didn't then have a career and possibly the most interesting aspect of the job at that time was that the truck was a diesel. Which brings me to the delicacies of punting diesels.Most people may think it's like a petrol-engined vehicle – more revs, more power.They're all wrong, of course, which was amplified when I recently drove a surprisingly sophisticated 4WD Nissan Navara through some deserted sandhills near Lancelin and unusually dry gravel tracks around Mundaring.Both zones are at either end of the offroad sphere. One is harsh, dry, hot and virtually tractionless and the other is steep, shaded, rutted and close to a pub. Immediately you realise that the Navara ST-R dual cab 4WD is hard-core material.In the sand it shows superb bottom-end grunt helped by a low-range gearbox and the sensibility of deflating its 16-inch tyres.Up in the Hills overlooking Perth, the dry gravel-clay soil indicates slippery terrain compounded by rocky outcrops that really show up a 4WD's undercarriage.It's easy to see that the Navara ST-R dual-cab ute has a commercial parentage, though it's not a vehicle that I would instantly dismiss as being utilitarian.The proof of the pudding is in driving down a major road, where within minutes you remarkably become one of a dozen ST-R drivers. For good reason, the dual-cab design indicates self-employed tradesmen also have a weekend family getaway machine.In the Navara's case, this compromise works well. The ute gets up and boogies in the dirt and is a surprisingly compliant on-road commuter. The fact that it accommodates the dichotomy of rubbish and valuables in the rear tray places this vehicle very much in the multi-purpose category.The Navara's 3-litre four-cylinder engine is shared with the Patrol – but doesn't quite feel the same with another body – and the turbocharger and intercooler make for a powerful combination of economy and performance.Though the spec sheet shows a modest 110kW of power, this smallish engine whacks out so much torque that the driver has problems keeping up with the five gear changes.Above all this, the ST-R is remarkably civilised. Though from a performance perspective the power was well accepted, it was the quietness that impressed everyone else in the cabin.The 4WD segment is controlled by a lever on the floor – just like the old days &150; and you need to remember to physically get out of the cab and engage the freewheeling hubs. The Navara's interior is up to the mark and even the equipment level is very good. Buyers pay extra for airbags but airconditioning is included, as is a CD player.The fact that so many are seen on the road pretty much confirms what this story is all about – this is a pretty impressive package..

THE Ford Falcon BA Ute has become one of Australia's most popular vehicles, and for good reason. The Falcon Ute is the seventh biggest selling model of any vehicle, partly because it's available in a wide variety of models, to suit farmers, tradespeople, builders, recreational users and, in the XR versions, it doubles as an eye-catching two-door performance car.It comes in cab-chassis form with one-tonne payload ability as well as the "style side" integrated body.And Falcon BA Ute has a choice of five engines. They start with the Barra 182 being a four-litre straight six with 182kW power and 380Nm torque.The LP gas-only version of that, called E-Gas, gives 156kW and 375Nm.The sporty XR6 ute can be ordered with the turbo-charged engine giving 240kW and 375Nm. Then there's the $5000 V8 option, the single overhead camshaft three-valves per cylinder of 5.4 litres providing 220kW and 470Nm.The ultimate in sports performance is the XR8 with its Boss 260 V8 double overhead camshaft, four-valve unit of 5.4 litres - 260kW and a muscle-bound 500Nm of pulling power.However, as is the case with all sporty utes wearing low-slung sports suspension and low-profile tyres on tall wheels, payload ability shrinks.The XR8 (as tested) has a payload of just 500kg (still enough for many recreational users). But in basic XL and popular XLS trim, the cab-chassis and style side can each take well over one tonne when fitted with the heavy-duty suspension if not already standard. The king here is the XLS cab chassis at 1280kg payload.The good ol' live rear axle and its leaf springs are retained, Ford saying that this is better for load carrying. But it's been retuned for a better ride, the standard utes getting larger shock absorbers.Brakes are improved, too. The electronic brake-force distribution (EBD) uses the ABS system to detect if there is any rear-wheel lockup approaching and to adjust brake pressure.Driver and passenger are well looked after in the Falcon Ute. It has the benefits of the BA Falcon sedan in front-end and cabin protection, dual-stage airbags and a much improved fascia. A central large LCD panel shows clear information.Steering wheel controls cover audio and, where fitted, cruise control. Headlights are controlled by a stalk switch.Five-speed manual is standard and automatics are at extra cost, the latter having adjustable pedal positioning which, combined with the adjustable steering wheel and the electrically powered adjustable driver's seat, allows almost a custom fitting for any driver.There's reasonable storage space behind the seats unless the seats are shoved right back. The ute tray is 182cm long and 114cm between wheel arches when a tray liner is fitted.The XR8 with the Boss 260 engine and manual gearbox averaged 13.4 litres/100km petrol use on test. At 110km/h, it needs just 2000rpm in fifth.Falcon Ute prices start at $25,850 for the XL cab-chassis to the $40,925 for the highly equipped XR8. 

THE Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951, and it was a sad day when it disappeared from showrooms with the demise of the WB in 1984.Holden launched a new Commodore-based VG ute in 1990, but it was not the worker of old.  Where the traditional Holden ute was a real workhorse with a tough full chassis and useable payload, the Commodore ute was a bit of a lightweight softie by comparison.It was based on the long-wheelbase Commodore, so there was no chassis, and it had coil springs in the rear instead of leafs. The payload of 710kg was well down on the payload of the old utes, particularly the one-tonne chassis-cab.The Commodore-based ute had plenty to live up to, given that the series of utes that kicked off with the HQ in 1971 and ran through to the WB in 1984 were tough old trucks that stood up to the abuse of daily life on the work site for years.Tradesmen and farmers were quickly attracted to them for their combination of performance, comfort and ability to carry a real workload, while in recent years they have become a favourite of a new generation looking for a cool vehicle for weekend getaways.Those who held the old Holden utes in such high regard thumbed their nose at the Commodore-based ute when it first arrived and it wasn't immediately accepted as a real workhorse.  It was the ute driven to the work site by the boss, not the workers.It was more likely to carry the lunches rather than the tools of trade.  The VS ute introduced in 1995 was the final evolution of the original Commodore-based ute before the all-new VU model came in 2000.It remained something of a softie in work terms, but had gained greater popularity as a sports ute which was a cool daily driver that could carry the sports gear at the weekend.THE VS was a facelift, but it was a much refined version of the VR ute which first saw the light of day in 1993.  Like its passenger car cousins, the VS utes were little different on the outside from their predecessors. Most of the changes took place under the skin.The big news was the ECOTEC V6 engine which, while seemingly identical to the 3.8-litre V6 it replaced, was almost entirely new: smaller, lighter, smoother and more fuel-efficient than its predecessor.  Capacity remained at 3.8-litres, but it had a new block, heads, manifolds and an all-alloy cast sump.The electronics were upgraded with a new computer, as well as a hot-wire air-mass sensor and sequential fuel-injection.  It all added up to 17kW more power, which was now 147kW at 5200 revs with peak torque of 304Nm at 3600 revs. But there was also a 6 per cent improvement in fuel consumption, while meeting exhaust emission rules.  Transmission choices were a five-speed manual box and four-speed electronic auto.A Series II upgrade in 1996 can be identified by Series II badges and oval-shaped side blinker repeater lights. It also brought a number of small improvements, including a new five-speed German Getrag manual gearbox for the V6.  Mid-1998 saw a Series III upgrade, identified by Series III badges and clear side blinker repeater lights.There were also a number of interior upgrades, and for the first time there was a 5.0-litre Holden V8 SS model to complement the previous range which was limited to the standard Commodore and S models.  The SS was distinguished by a neatly integrated body kit made up of front bumper and side skirts.  There was also a polished alloy rear sports bar, 16-inch alloy wheels, fog lamps and SS decals.The SS V8 gave the hottie ute plenty of tail-wagging performance with 168kW driving the rear wheels through a five-speed manual and a limited-slip diff.  ABS and sports suspension helped keep it in line, which was nice when the rear inevitably stepped out under enthusiastic acceleration.Inside there was leather wrapping on the sports steering wheel, hand brake and gearshift knob.  The seats had SS identification, there were power windows and airconditioning was standard.The arrival of the SS was a clear indication that the Holden ute had become as much a lifestyle vehicle as it was a hard worker.EARLY VS utes will now have upwards of 200,000km showing on the odometer, which should be enough to have potential owners approaching them with caution.  1995 VS utes start at $9000, with a premium of $800 for the auto, while the S model starts at $10,500 in manual form and $11,200 with the auto.2000 Series III models run as high as $15,700 for the base six-cylinder manual ute -- add another $1000 for the auto. S models will cost as much as $18,000 in manual form with a similar premium for the auto trans, and the SS will run to $22,500.THE Holden ute's body and chassis are robust and reliable, and little trouble is reported from the field.  Likewise the V6 engines are generally robust with a number of owners reporting untroubled motoring well above 200,000km.Look for oil leaks from the rear main crankshaft seal and around the oil pan, and also from the power steering pump.  Fuel pumps tend to fail around the 200,000km mark.  One owner was less than happy when his engine had to be replaced because of a worn camshaft at quite low mileage, and he says the telltale noise is back again. Overheating in autos in VS II utes can lead to transmission problems at around 100,000km.  It can't be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions.  Holden fixed the problem by releasing an oil cooler kit which can be retro-fitted.Noisy diffs are also a widespread problem. It's important to use the Holden-recommended oil in diffs to avoid a howling rear-end. Diff seals can also be a problem.

So popular did the one-tonner become that thousands are still used by tradesmen today almost 20 years after Holden stopped making them.Ford acknowledged the one-tonner's enduring popularity when it released an AU ute in 1999 with a full chassis and one-tonne capacity.Its runaway success prompted Holden to build a new Commodore-based one-tonne ute, which was unveiled at the Melbourne Motor Show last week.There were utes well before Ford built the one that is generally acknowledged as the first in 1934, but those that preceded Ford's unique multi-purpose worker were rather crude and uncomfortable vehicles.Ford's coupe utility, as it was called, brought the comforts of a sedan, on which it was based, to the workplace and created a vehicle that had everything a sedan offered in 1934 with the capacity to carry tools or goods to and from the work site.But the problem with most of the utes Holden and Ford built was that they were restricted in their ability to carry a serious payload.That was until Holden came up with the one-tonner as part of the HQ range in 1971.The main difference was that the one-tonner had a full chassis that was heavily reinforced to carry the payload.An added advantage was that, with the full chassis, it could be fitted with a multitude of tray bodies which could be configured to a specific need.It was a runaway success with tradesmen, small business operators and farmers alike.The traditional Aussie ute had become a real workhorse capable of doing some serious business.It was also popular as a recreation vehicle, one that could be readily fitted with a camper body, or carry a wide range of things from offroad bikes to power skis.Model watchThe HQ one-tonner was a new, and unexpected, model. It's partial chassis was an ideal base which Holden could extend to full length and make into a rugged frame capable of surviving the rigours of a rough and tough working life.Power was from a choice of six and eight-cylinder engines. The base six was a 173 cubic inch (2.8-litre) unit, and there was a 202 cubic inch (3.3-litre) version available as well.Best known as the red motor, the overhead-valve pushrod six dated back to 1963 when it was introduced in the EH.It had been progressively improved through the years, and in 1971 it put out 88kW in 173 form and 101kW in 202 guise.Fed by a single Bendix-Stromberg carburettor, the Holden red motor was a simple design which was more renowned for its low-down pulling power than its ability to perform at high speed.For more punch Holden offered a choice of V8 engines. There was the 253 cubic inch (4.2-litre) engine with a single dual-throat Bendix carburettor which was tuned for economy, and the 308 (5.0-litre) which boasted a four-barrel Rochester carburettor and plenty of punch.Gearboxes ranged from a three-speed column-shift manual, through four-speed floorshift and three-speed column-shift autos.There were a number of facelifts before the WB one-tonner was dropped in 1985, but Holden retained the same formula right through to the end.The main changes were the introduction of the first generation of emission engines in 1976 and radial tuned suspension in 1977.The emission controls had a huge impact, robbing the engines of performance and fuel economy. RTS, which came with the HZ, made the one tonner more rewarding to drive, with worthwhile improvements in handling.Market valueThe one-tonner has reached an age where trade values are a little unreliable, mainly because the vehicles vary so widely in condition.The values given here are a guide to where you should be starting, but a one-tonner that has been thoroughly rebuilt and is in top condition will be worth much more than an original old stager that's on its last legs, even though they might have left the assembly line at the same time.Early HQ one-tonners can be found for between $1000 to $2300, but be wary of the cheapies.Later WBs are more popular, and because they are newer will have more life left in them. Expect stickers between $3000 and $5200.In the shopWith the youngest Holden cab-chassis now almost 20 years old, any vehicle still on the road is likely to have been through a number of rebuilds.Many have had power transplants with six-cylinder engines being dumped in favour of V8s, and basic body panels have often been swapped for panels from upmarket models like the Premier and Statesman so be prepared for anything and everything, and don't be surprised by what you might find.The old Holden red motors were quite rugged, but any that have survived up to 30 years of constant use will be nearing their use-by date.Look for blow-by caused by worn rings, low compression, worn bearings, worn camshafts and valve lifters, cracked heads, valve recession (particularly if it has been running on LPG), oil leaks, and a warped exhaust manifold.The original fibre camshaft timing gear was prone to stripping, but later engines had an alloy one.Blue motors were introduced with the WB in 1980, restoring much of the performance and fuel efficiency lost with the dreadful ADR 27A engines of 1976, but the French-built Varajet 2-bbl carburettor was troublesome.On V8s look for worn camshaft lobes, particularly on the rear cylinders, warped intake manifolds, coolant leakage due to warped cylinder heads, cracked exhaust manifolds, valve recession, and rear main seal oil leaks.The 253 cubic inch V8 was much improved when fitted with the Rochester Quadrajet four-barrel when the blue XT5 motor was launched in 1980.In some quarters it was regarded as smoother and more responsive than the larger 308 V8.While the driveline components are quite likely to have been replaced over the years, it's unlikely the chassis has ever been changed, and the one-tonner chassis was prone to cracking in a number of areas.Be particularly careful when checking around the rear mounting brackets for the front suspension lower control arm as these were known to crack.Look for slack in the steering which could indicate worn steering, and suspension bushes which might need replacing.Rust can be expected in any car this old, but check the bottom of the doors and the front guards, the floor pan, firewall and around the windscreen and rear window where the mounting flanges could have been corroded away.Also be watchful for illegal and unsafe modifications that have been made by incompetent and dodgy backyard mechanics.Ripper stripper: The original fibre camshaft timing gear on the red motor was prone to stripping, but later engines like the one originally fitted in this WB had alloy onesJuice Mixer: The French-built Varajet 2-bbl carburettor on the WB was troublesome.Fly by wire: Look for slack in the steering which could indicate worn steering and suspension bushes which might need replacing.Spot the gap: The one-tonner chassis was prone to cracking in a number of areas, particularly around the rear mounts for the front suspension lower control arm.Spring-loaded: Check the mounting brackets for the rear suspension.Air cooled: Rust in body panels can be a problem. Run a magnet over the bottom of the doors and front guards.Rivals Toyota HiLux (1985) $1200-$3000Mazda B2000 (1985) $1000-$2100Holden Rodeo (1985) $1300-$2800Ford Courier (1985) $1300-$3200

The battle for the bush has taken a twist. It's a city twist, as more sports trucks find their way into suburban driveways. The move to utes with attitude is a global shift, just like the boom in four-wheel drives. But this change has a home-grown angle with the Falcon and Commodore, both tribal Aussie brands that have working-class heroes.Both have basic workhorses and flat-out two-door sporties with the SS and XR extremes. No wonder they're becoming more popular with people who want a dual-purpose work-and-play mobile. The rivals have done a good job splitting the scene -- Holden's emphasis is car-like fun, Ford's is truck-like strength.Ford has topped the sales charts for a while with its utes, and the XRs in particular, but now Holden is hitting back with a Commodore-based contender that threatens to unseat the Falcon. The arrival of the VU means there is finally a pair of up-to-date, head-to-head rivals -- and a couple of cracking cars.Ford and Holden both dragged the development of their workhorses to concentrate on the sedans. Ford let the EL-based machine run forever and Holden relied on a VS ute until January, but they're finally into the 21st century.The most obvious change for the new Holden ute is the body, which includes everything from a modern dashboard and more cabin space to a bigger suspension footprint and better steering. It's a huge move forward from the old VS, without the VT step between, although Holden decided against going for a full 'one-tonner' tray on the back. It has boosted the carrying capacity to 830kg, up by 18 per cent, but the move to independent rear suspension and a more glamorous position has left the heavy work to the Falcon.The tail-end work includes a snappy new tonneau design and tie-down hitches inside the reinforced galvanised bay, with a body-coloured hard tonneau and cargo liner on the options list. The petrol tank is also bigger at 70 litres, and Holden says the leg-head-shoulder measurements are all boosted, with longer seat travel. The range copies the Commodore sedan and starts at the basic V6 manual ute for $23,330 and moves up to the automatic SS V8 at $36,490. But there isn't as much between, just the S with a choice of six-pack or V8.Standard equipment is pretty good for a worker, as the ordinary ute picks up a driver's airbag, CD sound and a six-function trip computer. The S also comes with a limited-slip differential and alloy wheels, electric windows, multi-adjustable driver's seat and audio controls on the wheel. The SS gets all the extras, including sports suspension, anti-skid brakes and 17-inch alloys.DRIVINGThe new Commodore ute is the most enjoyable workhorse I've driven. The S-pack test car drove almost the same as a Commodore sedan and had enough carrying capacity for some toys and weekend work on a two-hectare spread.Its deadly Ford rival is a little tougher and feels as if it would be better for the long run, but doesn't drive as well. Holden is sending all its press test utes into action with around 200kg of ballast in the back, which, it says, simulates the sort of load they would normally carry. But people will drive them empty and you don't see other companies loading people movers with seven children to show how the vehicle would feel. It's a surprise from Holden, which is usually fearless and committed, to try and tip the balance in its ute's favour.But, back to the road... The V6 test car came with the manual five-speed shift. The engine is so torquey it works best with an auto, and the gasping top end is no reward for pushing the pedal to the floor. But it gets along fairly briskly and has no trouble with a couple of heavy loads in the back end. Towing might be a job for the V8, but otherwise the V6, with 152kW and 305Nm against the 157/357 of the Falcon, is good enough for the job.The biggest surprise in the Holden ute was its ride and handling. The independent rear suspension gives it great bite, helped by the limited-slip differential, and the cornering balance is surprisingly neutral. It bounces a bit, as you'd expect, with firm springs, but is really good fun to drive. It doesn't get nasty, or wag its tail without extreme provoking, and has a noticeable edge over the Falcon as a driver's ute.The cabin is comfy and roomy, although not as big as the Falcon, with a useful cargo net below the rear window and a driver's seat that has electric adjustment for height and tilt. It's also easy to park, has great headlights, and looks as if it would stand up to a fair bit of owner abuse.Using the tray back is easy. It has excellent protection with the standard tonneau, and the tie-down eyes are a good idea for people who carry anything from jetskis and motorcycles to furniture. It also has plenty of potential for customising work to suit tradespeople's needs. More worrying, the test ute had a couple of obvious problems. There was a nasty "klonk'' in the front end, right under the driver's feet, and a variety of thumps and bangs from the driveline, the most obvious a real thump from the differential. Those are the things that make you wonder about choosing the Holden for the long haul. They would be enough to make me take a closer look at the Falcon.But for driving enjoyment and people who are choosing a ute for the choices it provides, the Commodore is a winner. It you want a sports ute, the Commodore is the first choice. But if you want a workhorse with a fun side, the Falcon is probably the better bet.HOLDEN S-PACK UTEPrice: $27,690 as testedEngine: 3.8-litre V6 with fuel injectionPower: 152kW/5200revs Torque: 305Nm/3600revsTransmission: five-speed manual (or four auto), rear-wheel driveBody: two-door utilityDimensions: length 5049mm, width 1845mm, height 1462mm, wheelbase 2939mm, tracks 1569/1587mm front/rearWeight: 1484kgFuel tank: 70 litresFuel consumption: average on test 13.4 litres/100kmSteering: power-assisted rack-and-pinionSuspension: fully independent with front MacPherson struts and rear semi-trailing arms and coil springsBrakes: four-wheel discs, ABS optionalWheels: 7x16 alloy Tyres: 225x55R16Warranty: 3 years/100,00kmRIVALSCommodore ute (from $23,330) 4 starsFalcon ute (from $23,930) 4 starsToyota HiLux (from $18,170) 3 starsMazda Bravo (from $18,585) 3 stars

Owners of one-tonne trucks spend their working week carting the pigs to market, lugging bricks to a building site or taking themselves and their tools to the next job.  But these hard-working business people also want their vehicles to provide the space, comfort and flexibility of a family car at the weekends.That's where the Mazda Bravo Plus comes into its own. Its dual cab set-up offers five-seat accommodation for workmates during the week and, outside business hours, for the family.  A heap of gear can also be thrown into the double-wall cargo box which has ribbed floor and sides, a double-skin tailgate, and a color-coded fibreglass back canopy.Added comfort is provided by standard air-conditioning, while this model is also distinguished by a polished alloy bull bar.  Under the bonnet is Mazda's 12-valve 2.6-litre four-cylinder engine which offers good performance around town or on the highway.A 4x4 selector with high and low ranges gives owners the flexibility of getting to the most inaccesible work places or taking the family to a secluded camp.  But the Bravo Plus being tested also had another special feature: Mazda's factory-backed dual-fuel option.Dual fuelA simple flick of a switch on the dash allows you to drive the vehicle on unleaded petrol or liquid petroleum gas (LPG).  Not only does this give Bravo owners the potential to save on operating costs by using the cheaper fuel, it also doubles the vehicle's travelling range.  The system, which can be fitted to any petrol Bravo model, was developed by Mazda and LPG specialists ApolloGas Products and is available from any Mazda dealer.A conversion will cost between $1600 and $2000, and is covered by Mazda's two-year/unlimited km commercial-vehicle warranty.  The gas storage tank is mounted in the rear bed of the Bravo pickup, leaving the spare tyre under the frame for easy access.The Bravo starts up with petrol to ensure smooth operation and automatically changes to gas after 1.5 seconds.  The fuel gauge gives the appropriate reading for whichever fuel is being used.  Electric lock-offs shut down the fuel flow in the event of a crash and the LPG operation is connected to the engine's management system.City range on LPG is about 300km while you will get another 300km from the 56-litre petrol tank, giving a useful combined range of 600km.  There is no noticeable difference in performance between petrol and gas.  While this vehicle looks and feels like a truck, it has comforts aimed at the family.Inside, the large windows add to the feeling of spaciousness, while the vehicle height gives a great view of the traffic ahead.  Gauges and warning lights are large and easy to read, and parking is made easier with power steering.  As well as the standard air-conditioning, the Bravo Plus has a four-speed heater/demister.Unfortunately, the benefit of a rear demister in the cab can be lost by the lack of demisting on the windows in the canopy.  A design flaw is the extremely tight space between the cab and the canopy which makes the windows difficult to clean, although I believe this will be partly remedied soon.The two-piece tailgate is a bit fiddly, needing a key and turn of the handle to open the top half.  The ride is remarkably smooth and comfortable for this type of vehicle, using a double wishbone independent front suspension and leaf springs at the back.  A limited-slip rear differential and free-wheeling front hubs are standard.MAZDA BRAVO PLUSEngine: In-line 12-valve overhead-camshaft 2.6-litre electronically fuel-injected four-cylinder.  This four sounds like a six and does the job with ease.Power: 92kW/4600rpm. Torque: 205Nm/3500rpm.  These figures are for petrol, but power loss is negligible with LPG.Transmission: Five-speed manual.Seating: Five adults.Fuel consumption: 300km range from the gas and about the same from the petrol.  Range is effectively doubled by having both the 85-litre gas tank and 56-litre petrol tank.Suspension: Front - independent double wishbones with torsion bars and double-acting shock absorbers. Rear - left spring with double-acting shock absorbers.  Feels and behaves more like a car than a truck.Steering: Power-assisted ball and nut.  Turning circle is big at 12.7m.Brakes: Front - Ventilated discs. Rear - drums.  No worries with stopping.Wheels: 6JX16 steel. Tyres: 205 16C - 8PR.Inclines: Approach 40.5 degrees. Departure 25.5 degrees.Warranty: 2 years/unlimited km.  The warranty also covers the LPG conversion.

The first signs that the XR6 ute is anything but ordinary are the four round headlights, 38cm alloy wheels shod with 205/65 Michelin tyres and flesh colored front bumper.

According to Ford's public relations person, it's the Falcon XR ute and, after driving one at high speed around Ford's proving ground test track, there was only one conclusion.