Towing

Volkswagen has upgraded its Amarok utility with the addition of a single cab and automatic transmission options, together with increased power. All features that are sure to expand the appeal of this popular vehicle to trade buyers.TECHNOLOGYVolkswagen Australia launched the first auto Amarok this week, opting not to use VW's own DSG transmission in favour of the eight-speed ZF torque converter box much more suited to off-road work than the harsher dual clutch transmission. The ZF option adds $3000 to the bottom line over the six speed manual variants. At the same time Volkswagen launched a single cab range to bolster Amarok's dual cab, launched 18 months ago. All models are powered by 2.0-litre turbo-diesel or petrol engines with varying power and torque outputs.Until now Amarok only came with a six-speed manual shifter, limiting sales for the non-workhorse or sports/leisure buyers. An eight-speed auto is a first for the segment, eclipsing the new Mazda BT50/Ford Ranger duo that offers a six speed auto. The new transmission adds to Amarok's braked towing ability with auto models able to haul 3000 kg, a figure that now applies across the range.The ZF transmission has a crawler first gear, enabling it to rock hop like a traditional 4WD, tow heavy loads, as well as climb steep inclines – while eighth gear is an overdrive. This allows the 2.0-litre turbo-diesel to saunter along at 1800 rpm while cruising at 110 km/h giving excellent fuel consumption.Even before the addition of the ZF auto transmission Amarok was the most refined of all the dual cabs, including the new – and highly capable – Ford Ranger/ Mazda BT50 duo. The option of the transmission and associated off-road technology takes Amarok to a new level, more SUV-like, and also has technical implications for the so-called soft-roaders with small four-cylinder engines.At the same time Volkswagen upped both power and torque in the 2.0-litre bi-turbo-charged four cylinder engine from 120 kW to 132 kW. Torque for the auto shifter leaps to 420 Nm, while the manual variant remains at 400 Nm. Fuel consumption drops to 7.6 litres/100km.Volkswagen uses the same 2.0 litre high-torque engines found in the Amarok dual cab range, the TSI300, TDI340 and TDI400. (These figures relate to torque output). Buyers can choose between rear wheel drive or 4MOTION AWD with low range in the TDI400 only. All have a six speed manual shifter. Recognising the workhorse role that single cab utes play Volkswagen offer a standard electronic differential lock plus on 4MOTION models a standard mechanical diff lock on the rear diff, while a rear diff lock is a $790 option on 2WD models.DESIGNThe new single cab Amarok range completes the Amarok stable in Australia. The single cab utilises the same vehicle length and wheelbase as the dual cab Amarok, but the tray bed is 2205 mm long – 650 mm longer than the dual cab - and wide enough to load pallets. The tray can take two pallets loaded sideways and still has 60 centimetres spare length.The load gap between the arches is 1.22 metres. The all-up total area is 3.57 cubic metres while there are six load-lashing rings fitted as standard. A Volkswagen Australia designed tray sells for around $2100 fully fitted by VW dealerships. There's also enough space behind the seats to store small luggage, lap tops etc.TOWINGThe single cab has a heavy duty suspension able to carry a payload of between 1174 kg and 1394 kg depending on the model. Towing is rated at 3000 kg with 300 kg of downball weight. Across the Amarok range stability control and brake assist are standard.DRIVINGThe transmission has three modes, drive, sport and manual and is connected to Volkswagen's proven 4Motion AWD system. In manual AWD Amarok models the low-range transfer case remains for the 4Motion system.The addition of an eight-speed ZF transmission to the Volkswagen Amarok utility could revolutionise modern thinking when it comes to commercial workhorse/recreational vehicles. Without the benefit of a heavy and costly transfer case with low range options, the new automatic Amarok made a mockery of the steep hill climbs – even without the assistance of the standard rear differential lock. The Amarok off-road package includes a button that activates hill descent assist. This is also clever technology that allows the driver to select the hill assist speed required for the descent. We set the speed in various situations between as little as 3 km/h up to 30 km/h, just by feathering the brake pedal. It is a brilliant system for crawling down the steepest of inclines.VALUEAfter three days of putting the Amarok auto through the ringer there is only one conclusion: Volkswagen's auto Amarok changes the goal posts for the commercial and recreational/sports utility segment.

My 2007 Ford Territory seems to have a weakness in the rear left side wheel bearing, which we have had replaced three times in three years. We do pull a 19-foot dual-axle caravan that weighs 2 tonnes fully loaded and wonder whether this is the cause, but we only do about 4000 km yearly pulling van. Is this a common complaint in the Territory?

I read with interest about gearbox overheating problems in Toyota utes and wonder if this also applies to the latest Prado with the same D4-D engine. I towed a 20-foot caravan to Qld and back over a period of three months with my 2010 Prado GX. Whilst going up the Adelaide Hills the gearbox overheat warning light came on much to my consternation, however as we were nearly to the top we carried on and once over it went off. There were no serious hills to negotiate until we came to the horrendous climb on the road between Batemans Bay and Canberra in NSW. The light came on again and I was forced to stop four times in some fairly precarious places to let the gearbox cool down. When we finally made Canberra we went straight to the Toyota dealer who advised that they knew about the problem and it was fixed by a re-programming of the gearbox computer. We had no further problems for the rest of the trip, but I must admit to being a bit skeptical about the computer fix and would like to know if any other complaints of this nature have surfaced. As we are considering another trip would it be prudent to put an oil-cooler on the gearbox. I hasten to add the loaded weight of the van was 2350 kg and under the 2500 kg limit Toyota advertised. Apart from this glitch, the vehicle performed brilliantly.

Holden has given its Colorado a Brazilian for 2013, with the vehicle emerging bigger, tougher and more sophisticated than before - and a lot better-looking too.Carefully designed to tread the fine balance between weekday workhorse and weekend warrior, it  claims class-leading towing and serious 4WD capabilities with spacious cabins and lots of safety and comfort features.The new macho-faced Colorado was designed in Brazil, is built in Thailand and has undergone 2.5million km of development in five continents.Colorado comes in three body styles: singe cab, space cab and crew cab, four spec levels in DX, LX, LT and LTZ, two and four-wheel drive and power  is by a new Duramax 2.5-litre turbo-diesel in the base DX single cab and a 2.8-litre turbodiesel in the rest.The 2.5-litre unit delivers 110kW and 350Nm while the 2.8-litre produces a lusty 132kW and 470nm. The motor is built at GM's new facility in Thailand and has the sophistication of common-rail injection and a variable geometry turbo. All Colorados are diesel-powered, all can handle a one-tonne payload and the 2.8-litre models have a towing capacity of 3.5tonnes. Transmission is a five-speed manual or an optional six-speed auto.Fuel economy is pretty impressive too: the 4x2 DX 2.5 returns 7.9litres/100km and we had no trouble bettering the claimed 9.0 in a top-of-the-Wozza LTZ 4x2 auto on a 200km run in country Queensland, with the computer indicating 8.5litres/100km.All models get ABS with EBD and stability control, twin front and full-length curtain airbags, aircon, aux power outlets, Bluetooth and iPod connectivity. LTZ has projector headlights, fog lights, an alloy sports bar, power seats, an eight-speaker audio system, 17inch alloys and leather and chrome highlights.The dash has twin glove boxes in its vast black plastic surface, with instruments in a neat binnacle. Seating and visibility are plus factors.These vehicles are frequently a family's one and only, and GM has opted to retain the basic leaf spring set-up at the back to handle loads. The front has an independent suspension with double wishbones and coils, and the compromise made our stint in a DX pretty firm compared to the luxurious LTZ, but the difference appears due to the extra weight of the LTZ.The 2.8-litre motor puts out 10 per cent more power and 40per cent more torque than the earlier 3.0-litre and it gives the vehicle good, smooth performance. The auto gearbox is a honey. Best too for offroad work.

Led by an engineering and design team based in Brazil (made up of representatives from GM's empire, including Australia) and built in Thailand, the all-new Holden Colorado will be sold in more than 60 markets.Already the third best-selling model in the Holden portfolio, the Colorado has racked up 1500 orders before going on-sale this week. With pricing from $26,990 to $51,990 covering three body styles, four trim levels and 14 different models there's a Colorado to suit just about everyone. And while many of its competitors offer the choice of both a petrol and diesel engine, Holden has opted to offer the choice of two diesels.Against the established players, the all-new Holden Colorado represents decent value. It will extend its capped price servicing to Colorado - that is: $295 per service for the first three years. At the launch, we spent the bulk of our time in the range-topping dual-cab LTZ ($49,990) which looks properly tough.It gets, as standard, things like 17-inch alloys (and a full-size spare), alloy sports bar and side steps, eight-way adjustable driver's seat, Bluetooth and iPod connectivity (as does every model), alarm, air-con and a multi-function steering wheel. No sat-nav to be had though.With more than 90 per cent of all four-wheel drive LCVs sold with a diesel engine, the petrol option won't be missed. Instead, there's the choice of either a 2.5-litre four-cylinder turbo-diesel making 110kW/350Nm at 2000rpm or a 2.8-litre four good for 132kW/440-470Nm.Bolted onto the back is the choice of either a five-speed manual or a six-speed automatic transmission. Fuel consumption ranges from 7.8-9.0L/100km for the 4x2 range and 8.1-9.1L/100km for the 4x4 range, and that's average rather than class-leading.What is class-leading, though, is the 3500kg braked towing capacity across the 2.8-litre turbo-diesel range. The 2.5-litre turbo-diesel-toting Colorado has a 3000kg braked towing capacity. And, impressively, every model in the line-up has a one-tonne payload. The four-wheel drive system is an electronic shift-on the fly arrangement (you can shift from 4x2 to 4x4 high-range at up to 112km/h) with a two-speed transfer case.The first vehicle to be designed at GM's design studio in Sao Paulo, the high-riding dual-cab looks every bit as attractive, nay, tough and muscular in the metal as it does in pictures. Climb inside and you're met with a stylish looking interior that's dominated by the cool-looking HVAC dial, it's just a shame that, even in the top-spec LTZ, the plastics are cheap looking and both hard and scratchy to the touch.There's plenty of room in the front and, despite the absence of reach adjustment on the steering it's a cinch to get comfortable behind the wheel. In the back, there's decent head, shoulder and legroom (which has been increased over its predecessor). As far as the tray's concerned, in the pick-up, it measures 1.48m x1.53m (wise) which is pretty good, but the four tie-down points don't seem to have been particularly well located and there's no lip on the tray.Holden is confident of good crash safety score. There are airbags for the driver and passenger as well as full-length curtain airbags for front and back seat passengers, stability and traction controls are standard, as is ABS with electronic brakeforce distribution, there are three child-seat anchor points across the back, as well as remote keyless entry, engine immobiliser and an alarm.Despite a healthy 470Nm from just off idle at 2000rpm, the Colorado doesn't feel particularly sharp off the line. This is probably due to the six-speed automatic (from the same family as the Commodore's transmission) which seems clumsy. Indeed, on part throttle, or in slow corners, the Colorado lurches from all to nothing and back again. It's better through faster corners.It doesn't deliver on Holden's claims for SUV-like ride and handling. It's soft at the front and hard at the back (thanks to the cart-sprung bum) and so tends to skip on bumps and have the traction control working over time in tighter corners, or on dirt. And this skittishness, in two-wheel drive mode at least, is exacerbated by the ponderous steering and the spongy brake pedal.Take the Colorado off-road and you won't be disappointed. If anything, it feels better in the rough stuff than around town. The ride settles down, and there's plenty of engine braking when you manually select a gear. But, we'll have a better handle on the Colorado once we've had it in the office and put it across our own test roads.

I bought a 2009 PK Ford Ranger XLT 4WD auto to replace a Ford AU11 ute to tow a horse float weighing 900 kg and two horses weighing a maximum of 1000 kg. Up until the Ranger's 30,000 km service I was very happy with the vehicle, it had power up the hills to my property and I could comfortably do 95 k/h up the steepest hills towing just under two tonnes. I did a trip three days before the service without a problem, but three days after the service I did the same trip with the same load and couldn't reach 70 km/h up the hills! In fact the Ranger was totally gutless and wouldn't even kickback a gear. The Ford dealer couldn't find anything wrong and couldn't understand why there was allegedly such a difference in performance after the service. The problem has been addressed a couple of times now by the dealer with only marginal improvement. With the latest adjustments I noticed a big increase in general torque around town, not towing anything, but on any road with a hill it's embarrassing. I've been using my husband's 2011 Toyota Hilux SR5 4WD for towing for the past two months and it is far superior to the Ranger with plenty of power when you need it. Go figure?

When I asked about turning off the overdrive in my new Kia Sorento when pulling a trailer I was informed I couldn't, that I should use the sport shift. This would be like driving a truck as going up and down hills a gear change would be required. Previously I had a Mazda Tribute where you pressed a button and overdrive was locked out and the auto did the rest. What's the go?

Holden’s all-new Colorado, just launched onto the international market, will come to Australia within the next few months.Unlike some vehicles which are spruiked as being ‘all-new’ when they are really just upgrades, there no doubt about the claim in Colorado’s case. Whereas the first generation Holden Colorado – and its Rodeo predecessor – was built by Holden’s former General Motors affiliate, Isuzu, the new model comes from the biggest name in the GM stable, Chevrolet.While Chevrolet is based in the USA the new Colorado is very much a world car having been designed and developed by groups in Thailand and Brazil. Subsequent development work, including 2.5 million kilometres of road testing, took place in eight other countries, including Australia.The final product is being built at factories in Brazil and Thailand, with Australian-specced models being sourced from Thailand. The new pickup will be sold in over 60 countries as the Chevrolet Colorado with Australia the only country in the world where it will be rebadged.Interestingly, some of the first Thai-built Colorados virtually went straight from the production line and into action to assist in flood relief operations in southern Thailand late last year. To ensure that Ford/Mazda with their Ranger and BT-50 and don’t steal a march on them, Holden has taken the unusual step of releasing prices well in advance of the vehicle’s release.Chev fans will instantly recognise the company’s characteristic billet grille at the front of the Colorado. The only change to the Chevrolet that we’ve just driven at the vehicle’s international launch in Thailand is badging with the circular Holden lion emblem replacing the iconic Chevrolet bow-tie badge.We’ve yet to see how the Holden badge is placed but we understand it will be embedded within the horizontal bar that splits the two segment of the grille. While some of the most recent ute models have chosen to go with softer, smoother lines, GM has stuck with a more chiselled look that gives Colorado a tough, pragmatic appearance that’s likely to appeal to the pickup purist.After steadily dwindling demand for petrol-powered utilities (just seven per cent in the past twelve months) Holden is now offering nothing but diesel engines in the new Colorado. The two diesels engines are all-new Duramax four-cylinder common-rail units with capacities of 2.5 and 2.8 litres, both are built at the GM Thailand factory at Rayong in southern Thailand.The smaller engine generates 110 kW of power and 350 Nm of torque while the 2.8-litre gets 132 kW and 440 Nm (manual) or 470 Nm (automatic). Transmission options are five-speed manual and six-speed automatic.We were able to test both engines when we joined journalists from 15 countries at the Colorado’s international launch at Chiang Rai in Thailand. Mid-sized pickups are hugely popular in Thailand we saw huge numbers of them on the roads, often with large loads in the cargo tray, including many passengers.Part of the two-day drive program covered around 25 kilometres of steep, narrow tracks, many badly rutted by the torrential rains that hit Thailand last year. So difficult were the conditions that the segment took nearly two hours to traverse. All 24 of the 4WD Colorados that started the course emerged from the torture test unscathed.We were able to test each engine both on the rugged middle section and on the bitumen segments on either side. The chassis is reassuringly strong with good ground clearance and the Colorado didn’t scrape the ground at any stage. Towing capacity with the 2.5-litre engine is 3000 kg with the 2.8-litre able to pull 3500 kg.The 2012 Holden Colorado will be offered with a large number of choices between cab-chassis and utility bodies; 2WD and 4WD; single-cab, extended-cab and dual-cab; four specification levels (DX, LX, LT and LTZ) as well as the aforementioned engine and transmissions.Payload will range from 1.0 to 1.4 tonnes depending upon model. Chevrolet has adopted the marketing slogan of “Haul Anything and Go Anywhere” for the new Colorado and, based on our test, it’s not an unreasonable claim.Safety equipment in Australian imports will include front passenger and side airbags, ABS brakes with electronic brakeforce distribution, brake assist and cornering brake control, electronic stability program and traction control.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering  would you buy one?Mazda's goofy looking, all new singing and dancing ute. The XTR sits between the XT and GT models and this one has the six-speed manual. It and the Ford Ranger are twins under the skin.Prices start at $32,590 plus on-roads. This one is $48,810. The optional six-speed auto adds $2000 to the price.The Ford Ranger springs to mind. Same mechanicals but better looking. Then there's the Toyota Hilux, Nissan Navara and Mitsubishi Triton not to mention VW's more expensive Amarok.The range kicks off with a 2.2-litre diesel, but this one gets a big 3.2-litre five cylinder diesel that kicks out 147kW of power and 470Nm of torque from a low 1750 revs. No mention of a petrol model.Rated at 8.9 litres/100km (auto gets 9.2) We clocked up 500km at a rate of 8.8 litres/100km just taking it easy.Pretty zippy for such a big bus. The short shifting manual is ideal for getting through the gears in a hurry but, with narrow gates, it's easy to muff the change if you're not paying attention. Hills require little effort, even in top gear.Gets 2.5 out of five stars from the Govt's Green Vehicle Guide (Prius sets the benchmark with 5). Produces 235g/km of C02. All variants with side airbags (which includes this one) score a maximum five stars for safety which means it could double as a means of family transport.Relatively. The suspension is truck hard and jiggly on all but the smoothest roads, but you have to expect this from a ute (especially an off road one).Fun. That's the important thing. At close to 2.1 tonnes, almost 5.4 metres in length and more than 1.8 metres wide, it's a big truck and takes up a lot of driveway. All grades come with cruise control, Bluetooth, power windows and mirrors, airconditioning, and a whole suite of safety technologies. XTR models add 17-inch alloys, front fog lamps, dual-zone climate control, leather gear shift knob and steering wheel, satellite navigation and chrome trim.Apart from the goofy styling there's not much to complain about. With an 80-litre tank it has a range approaching 900km, has a 1.1 tonne payload capacity and can tow 3.3 tonnes. Ground clearance is 237mm but is compromised by the side steps.

Mazda is still playing cover-up on its BT50 ute. The softer styling of the new model, most notably the smiling car-like front, has been masked to give it a harder edge and more of a tough-truck look.Almost every promotional shot of the BT50 shows it with a confronting bull bar and bulging spotlights.The face mask on the test car looked bizarre with its winged Edna Everage style cat's eye glasses and night piercing eyes. Without the facial surgery, styling marries a passenger vehicle front with the tub of a ute. Clearly some like it, some don't.The pointed nose, bulging wheel arches and wrap-around tail lights are overtly sporty and bear a striking resemblance to other Mazda models. Add the "zoom-zoom'' catch-cry and it's clear Mazda is gunning for what it calls the "active lifestyle'' market as well as the workhorse business.The new BT50 is a quantum leap over its predecessor. It is more powerful, more refined, safer, more capable, better equipped, nicer to drive and is longer, wider and taller with a larger interior and a higher payload.Under the skin it is the same as its non-identical twin the Ford Ranger. If you could drive blindfolded you would not pick one from the other. Mechanically they are identical right down to the gear ratios.Unlike Ford, which offers an entry-level petrol model, Mazda's engines are diesel only - a 2.2-litre four cylinder and 3.2-litre five cylinder. The 3.2-litre diesel in the XTR on test produced a class-leading 147kW and 470Nm, or 37kW and 95Nm more than the 2.2 and 42kW and 140Nm more than the previous 2.5-litre diesel.Combined fuel use is 8.4 litres/100km, the same as that averaged by the test ute in outer urban and country running, including an off-road loop. The dual cabs and freestyle cabs are on sale now but, like Ford, the single cabs have been delayed yet again due to the floods in Thailand. Pricing is similar to the Ranger, although there are few direct comparisons because models and equipment vary.There are three trim levels - XT, XTR and GT. All models come with front and curtain airbags and all but the single cab get side airbags. Other standard features include stability and cruise control, traction and trailer sway control, Bluetooth, airconditioning and anti-skid brakes with electronic brake force distribution.The XTR adds 17-inch alloy wheels, dual-zone climate control, satellite navigation, and a leather gear shift knob and steering wheel, while the GT adds leather seats, auto lights and wipers, and an auto dimming mirror. Pricing is similar to the Ranger, although there are few direct comparisons as models and equipment vary.Off road, the BT50 has the grunt, traction, clearance and wheel travel to cope with anything a driver might do. And hill-descent control works in neutral albeit at the expense of extra brake wear. The suspension compromise between a decent ride and disciplined handling is impressive.Mazda says it has gone for a firmer, sportier suspension than the Ranger, but it is hard to pick. Inside, the cabin is long and wide with generous head, leg and hip room, quality trim and a host of storage bins. The dash is clear, logical and intuitive and the main dials are easy to read.Large rear doors on the crew cab open wide and give easy access to the well-padded seats, which have a decent rake on the backrest.