Tradie

The Toyota HiLux Rugged X is the current flagship, and the off-road version of the ninth-gen range.Taking aim at the Ford Ranger Wildtrak, it starts from $71,990 (all prices are before on-road costs), and is a 4x4 automatic only.Based on the SR5 specification, Rugged X equipment levels are adequate if not generous.They include LED lighting, 12.3-inch instrumentation display, a 12.3-inch central touchscreen, wireless Apple CarPlay/Android Auto, DAB+ digital radio, sat-nav, keyless entry and push-button start, heated seats and steering wheel, dual-zone climate control, bolstered front seats, a surround-view monitor, voice command, smartphone charger, USB-C ports front and back, rear-seat armrests, privacy glass, and electric park brake and 18-inch alloy wheels.In line with its adventure-seeking attitude, the Rugged X also features a 300-watt inverter, side steps, a locking tailgate, tyre-pressure monitors, damped tailgate on pick-up, side-step entry into the tub, four-wheel disc brakes, standard towbar, multi-terrain monitor, an emergency driving stop system that safely stops the vehicle if the driver becomes incapacitated, connected services for emergency callouts, eight airbags where possible including a front-centre airbag, and Advanced Driver Assist Systems (ADAS) technologies like AEB, rear cross-traffic alert and blind-spot warning.Only the Rugged X gets a unique front-end treatment, boasting a hoop-less bullbar with bash plate and LED light bar, as well as a bedliner, unique sports bar, special decals and a towing trailer wiring harness.  Toyota’s venerable (1GD-FTV) 2.8-litre common-rail twin-cam four-cylinder turbo-diesel engine lives over the front axle, giving 150kW of power and 500Nm. The transmission is a six-speed auto.Additionally, there’s 48-volt mild-hybrid assistance, courtesy of an 8.5kW/65Nm electric motor generator and small lithium-ion battery combo, for smoother and faster stop/start performance, while also helping to cut fuel consumption.The 0-100km/h sprint-time is about 11 seconds while top speed is 176km/h.The 4x4 set-up is a part-time system with high- and low-ratio off-road gearing, a rear differential lock, downhill-assist control and multi-terrain mode. Note that all 4x4s bring 3500kg of braked trailer towing capacity.Finally, the official combined-average fuel consumption figure is 7.6L/100km for the auto (equalling 201g/km of CO2 emissions). Over 1000km between refills of the 80-litre fuel tank is possible.

The Kia Tasman has made its mark.In the slow-burn lead-up to the launch of Kia’s new ute there were doubters, haters and those who were simply nonplussed about the whole thing.It didn’t help that Kia’s ad campaign – which tapped into Australia’s love of sporting icons and starred the likes of Ash Barty, Dylan Alcott, Steve Waugh and numerous others – left a lot of Aussies feeling decidedly unexcited about the launch of the new ute.But surely UFC world featherweight champion Alex Volkanovski, who featured in the ad, didn’t back a dud, did he? Of course, he didn’t.The Kia Tasman is a body-on-frame 4WD with a ladder chassis, rear diff lock (mechanical in all 4WD Tasmans, except the top-spec which has an electronic rear diff lock) and off-road drive modes. It has the latest-generation all-aluminium Smartstream 2.2-litre four-cylinder turbo-diesel engine – producing 154kW at 3800rpm and 440Nm from 1750-2750rpm – and that’s paired with an eight-speed automatic transmission. It’s not a hardcore 4WD as is, but the Tasman has ample appeal as a daily driver and that’s ultimately far more important than its 4WD capabilities.In terms of engine and transmission, useable power and torque output, effective driver-assist technology and overall off-road performance, the Tasman is very impressive.Kia may have experienced a slower-than-hoped start to sales of its ute but the Tasman is an intriguing entry in the dual-cab ute market: it’s a premium utility vehicle and at the very top of the class in terms of refinement, comfort and all-around driveability. Attention to detail is impressive, build quality is great, and everything inside and outside of the cabin looks and feels premium.Sure, it could do with more power and torque but it performs ably with what it has. This is an impressive all-round package – functional, comfortable and capable – and it’s a decent 4WD for light-to-moderate off-road touring straight out of the dealership.It can actually tackle reasonable-use off-road scenarios without compromising any of its day-to-day useability and, as such, it’s a strong indication of just what future 4x4s should be like.But to enhance its off-road potential even more, you’ll either opt for some of Kia’s genuine accessories or you’ll tap into the lively Australian off-road aftermarket industry.Kia’s genuine accessories range from tailored rubber floor mats, roadside assist kit and matt black bonnet protector through to a roof rack packing kit, towball-mounted three-bike carrier and electric roller shutter cover.So, why is the Tasman so well suited to an ongoing positive collaboration with our 4WD aftermarket industry? Well, it’s ripe for enhancement, that’s why.For one, Tasman owners can cover up the front end that so many naysayers and style masters have been complaining about – apparently they’re not at all keen on the Tasman’s wide-set headlights. According to those same people, the Tasman either has a ‘face’ only a mother could love, or a ‘face’ that is inherently punchable.Easily fixed. Throw on a bullbar (maybe a Summit MKII from ARB, which doesn’t affect the driver-assist safety systems), a UHF antenna mount, front recovery points and an LED light bar to disguise the nose, as well as, a bit further back, a snorkel (for those pesky creek crossings).And the good news there’s a whole lot more where that came from as top-notch Aussie aftermarket companies such as ARB have led the charge here with a full range of accessories for the Tasman, designed and engineered to make the Kia ute even better off-road than it is as standard.Start off with essential gear such as that aforementioned snorkel and a set of aggressive all-terrain tyres.The Taman’s standard suspension – double wishbone and coil springs upfront, live axle and leaf springs at the rear – is a traditional ute set-up made for heavy loads, but it’s better tuned for a softer, more compliant ride, even unladen, on all surfaces.But it can always be improved: get some aftermarket suspension, a new leaf pack tuned to suit your load-carrying requirements wouldn’t go astray, and a GVM (gross vehicle mass) upgrade while you’re at it.In terms of off-road angles the Tasman does well, especially the X-Pro with approach (32.2 ), ramp-over (25.8), and departure (26.2) angles that are better than standard, especially for a ute with a long wheelbase. It has 252mm of ground clearance and a listed wading depth of 800mm, which is plenty on both counts. However, under-vehicle protection is crucial to shield the vehicle’s vital components (think control arms, sump, transfer case and more) from damaging rock strikes while you steer your Tasman through challenging terrain on your way to Adventure Town! … or at least Bundaberg.For touring and storage, the aftermarket can provide the Tasman with an alloy canopy over the tub to keep your camping gear or work tools secure from thieves and protected from the elements if the weather turns ugly.That same canopy may have a spare wheel carrier at the rear if you so desire and a foldaway ladder so you can access your roof-top tent or whatever camping gear you have stowed away up top on the cargo platform atop the canopy.If your Tasman doesn’t come out of the factory equipped with side steps – as is the case with the top-shelf X-Pro variant – you can treat yourself to some of those (replete with anti-slip tread plates) and also get a set of sturdy side rails to protect the ute’s wheel arches and panels from damage while rock-crawling.Don’t forget to include all-important vehicle-recovery gear onboard, including soft shackles, snatch strap, vehicle recovery tracks and more.There’s plenty of work you can do on – and accessories you can add to – the Tasman (or any 4WD for the matter) via Australia’s aftermarket industry, so crack open your wallet and go for it.

Whether BYD wants to confirm its existence or not, the Chinese carmaker has clearly been working on a smaller, more lifestyle-oriented dual-cab ute to sit under the Shark 6 plug-in hybrid (PHEV) ute.

Billed as the luxury version of the long-lived Japanese ute series out of Thailand, the Toyota HiLux Rogue 4x4 consequently is aimed at lifestyle-orientated buyers rather than those wanting a workhorse.

Available as a variant since the late 1970s, the Toyota HiLux SR5 4x4 is the mid-grade model in the ninth-gen ute line-up, and the least-expensive for consumers seeking a lifestyle-orientated ute rather than just a hard-working workhorse.With no 4x2s on the horizon, three SR5 Double cab 4x4 models have landed from launch, kicking off with the pick-up manual from $63,990 (all prices are before on-road costs), Cab-chassis 48V auto from $64,490 and Double Cab pick-up 48V auto from $65,990.Unlike the Workmate and SR, the SR5 forsakes the workhorse heavy-duty suspension for a HiLux series-first soft suspension tune specifically developed to address ongoing criticism of noise, vibration and harshness in older versions. That said, braked trailer towing capacity remains at 3500kg.The target market is likely to lap that up, along with the SR5’s fancier LED lighting, 12.3-inch instrumentation display, privacy glass, electric park brake, heated seats and steering wheel, dual-zone climate control, four-wheel disc brakes, 18-inch alloys, standard towbar, multi-terrain monitor and emergency driving stop system that safely stops the vehicle if the driver becomes incapacitated. There’s also a 'Premium Pack' that adds powered seats, leather trim and premium audio.Of course, the SR5 also scores the usual items like keyless entry and push-button start, bolstered front seats, a surround-view monitor, voice command, smartphone charger, four USB-C ports, rear-seat armrests, a 300-watt inverter, side steps, a locking tailgate, tyre-pressure monitors, a 12.3-inch central touchscreen, wireless Apple CarPlay/Android Auto, DAB+ digital radio, sat-nav, damped tailgate on pick-up, side-step entry into the tub, connected services for emergency callouts, up to eight airbags where possible including a front-centre airbag, and Advanced Driver Assist Systems (ADAS) technologies like AEB, rear cross-traffic alert and blind-spot warning.Under the bonnet is Toyota’s (1GD-FTV) 2.8-litre common-rail twin-cam four-cylinder turbo-diesel engine, delivering 150kW of power, and either 420Nm of torque in the six-speed manual version or 500Nm in the six-speed automatic.SR5 48V autos use Toyota’s 48-volt mild-hybrid assistance, courtesy of an 8.5kW/65Nm electric motor generator and small lithium-ion battery combo, for smoother and faster stop/start performance, while also helping to cut fuel consumption.The 0-100km/h sprint-time is about 11 seconds while top speed is 176km/h.The 4x4 set-up is a part-time system with high- and low-ratio off-road gearing, a rear differential lock, downhill-assist control and multi-terrain mode. Note that across the whole HiLux range, 4x2s have a 2900kg braked trailer towing capacity with 4x4s at 3500kg.Finally, the SR5’s official combined-average fuel consumption figures are 7.1 litres per 100km (for a carbon dioxide rating of 187g/km) for the manual and 7.4L/100km for the auto (equalling 196g/km of CO2 emissions). Over 1000km between refills of the 80-litre fuel tank is possible.

Toyota will be breaking new ground with the upcoming HiLux battery electric vehicle (BEV in Toyota-speak).Due on sale by about March, with pricing and specification details to be revealed sooner, it will be the first-ever proper body-on-frame EV ute with all-wheel drive in Australian motoring history, with twin electric motors providing all-wheel drive.This is a shock move for a company that has been criticised for dragging its heels on the EV front in other areas of the market, waiting until the start of 2024 to release its first such vehicle in the bZ4X. For the record, the discontinued LDV eT60 released here in 2022 was rear-wheel-drive-only, while the new KGM Musso EV is of SUV-based monocoque construction.Additionally, while essentially an extensive top-and-tail facelift of the previous-generation HiLux, the BEV joins its diesel stablemates in having its front and rear ends designed in Melbourne for the rest of the world.A project led by Toyota in Thailand, where the HiLux range has been manufactured for more than 20 years, there has also been plenty of Australian input to ensure that the electric ute can perform to expectations within the parameters of its EV powertrain.This includes extensive hot-weather testing and dust-sealing effectiveness, as well as air-conditioning performance.However, the HiLux BEV will only have a (provisional) 2000kg braked towing capacity for Australia (in Europe it’s 1600kg), against its diesel 4x4 sibling’s 3500kg, whilst payload is also down, to just 715kg.As such, Toyota admits its first electric ute will be a niche vehicle, starting off with very modest sales and aimed at specific organisations and individuals who do not need a vehicle capable of long-distance driving.“We are not going in with any massive volume expectations,” admitted Toyota Motor Company Australia (TMCA) Vice President Sales, Marketing and Franchise Operations, Sean Hanley.“Its existence is not contingent of selling thousands. It's a different approach. Does that mean that it won't exist in a year or two? No, not at all.”Australian-market technical details are yet to be confirmed, but in Europe and elsewhere, the HiLux BEV is fitted with a 59.2 kWh lithium-ion battery pack and relying on a 144kW electric motor on each axle (making 205Nm and 268Nm of torque respectively), for AWD.Range is just 240km (WLTP) as a result of its modest battery pack, though the company claims that fast charging is the priority, as its buyer base seeks “to minimise vehicle down-time” – 10-80 per cent in about half an hour using a 150kW DC charger and 10-100 per cent in 6.5 hours with an AC charger.Toyota Australia is only quoting the more-lenient NEDC range figure at this stage, which is 315km.Unlike the HiLux diesel, the BEV switches from a part-time 4WD system to a full-time AWD set-up, with a multi-terrain system offering Rock, Sand, Mud, Dirt and Moguls modes. Toyota claims it matches the others with a 700mm wading depth, 29-degree approach and 25-degree departure angles and 218mm of ground clearance.The BEV can achieve the same strength and capability of its diesel counterpart, but it also has limitations due to it being electrified, according to Toyota Australia Senior Manager for Vehicle Evaluation and Regulations Ray Munday.“The program has been quite a challenge for all the design and engineering side,” he revealed. “As part of the multi-pathway, not every car can do every job, which is why we’re going down that road. Not every car can drive a very long way, for example.”As a result, Toyota expects a very specific group will gravitate to HiLux BEV initially, who have already weighed up the pros and cons of going full EV.“There is a very strong element within HiLux sales in places like mine sites, construction sites, airports,” Munday added.“Where there is not long-distance driving, but they’re still driving areas where they have to be super-reliable… durability in extreme heat and in extreme dust.“It’s still a capable product, but where a park ranger may drive for hours and hours – this isn’t what this is about.”Toyota is also looking at the bigger picture, anticipating a growing demand for EV utes over time – and it wants to be ready and waiting for them to emerge.“I don't expect (HiLux BEV) is going to return big volume or dollars,” Hanley said.“But, in 10 years, when battery technology's evolved, solid states up and running and plus whatever else there is… someone's going to sit back and go, ‘my goodness, I'm glad (Toyota) launched that BEV in 2026, to outer Australia, because here we are. Look how many thousands we're selling now’.“The reality is, those who get the timing right and take customer on the journey will get will be the winner.You see, in the end, I'm always a great believer that customers will drive the pace of change, not car companies, and not governments. Governments will influence and car companies will influence, but the practical change point will be determined by the end user.“And that's a very, very important aspect of this that gets left in the ether out there.”

The Toyota HiLux SR is the one-up-from-base model in the ninth-gen ute line-up.

The Toyota HiAce has long reigned as the king of mid-sized commercial vans, but are recent upgrades enough to ensure it remains on the throne?

Ford has rejigged its electric vehicle (EV) strategy as it moves to prioritise hybrid technology for its larger models.

A new report from suggests Honda is considering opening the doors to exporting its US-built Ridgeline ute to Japan.Despite being a good fit for markets like Australia, the Ridgeline ute has remained a North American exclusive model since its original launch in 2005.The news out of Japan is Honda is considering importing the Ridgeline from the US to Japan as part of an effort to reduce its trade deficit and appease the current US administration.According to Nikkei Asia, the Ministry of Land, Infrastructure, Transport, and Tourism is considering an exemption to current safety rules in place in the Japanese market which makes importing US-built models prohibitive, triggering Honda to consider which models would be appropriate to import.The Ridgeline is one option, but the brand is also considering the Passport large SUV (which sits above the CR-V in the brand’s international line-up), as well as vehicles from Honda’s North American Acura luxury arm.It is said a new process is being considered which will allow vehicle approval with only a document review rather than a round of physical evaluations, which in the past have made it difficult to comply imported vehicles to JapanHonda is joining Nissan and Toyota in considering importing US-built vehicles to the Japanese market, although whether this will include re-engineering to right-hand drive (as is usually required in Japan) remains to be seen.If this is the case, it would obviously be beneficial to off-set the cost of this re-engineering process to consider other right-hand drive export markets like Australia and countries in South East Asia.Built in Honda’s North American plants in Canada and the US, the brand has always considered the Ridgeline ute cost prohibitive to import to Australia (despite the brand toying briefly with importing its original SUV sister vehicle, the MDX large SUV from 2003 - 2006).Back in 2020, Honda’s Australian boss at the time, Stephen Collins, told CarsGuide the Ridgeline was strongly requested by Honda dealers and the public, but required multiple elements to make sense for the Australian market.For the Ridgeline to be competitive, he said, it would require a diesel powertrain, as well as an upgraded payload and towing capacity. The current version is only offered with a 3.5-litre V6 engine (210kW/355Nm), and offers a payload and towing capacity of up to 700kg or 2300kg respectively.Unlike the rest of Honda’s Australian range, which use either a continuously variable automatic transmission or a hybrid transaxle, the Ridgeline employs a ZF nine-speed torque converter automatic.While it is size-comparable to a dual-cab, it rides on a monocoque rather than a ladder frame, has an all-wheel drive system rather than a solid axle 4x4 system, and features coil sprung suspension rather than heavy-duty leaf springs.Another factor to consider is the current second-generation Ridgeline’s age. Debuting back in 2017, the current version is now eight years old, although received a significant facelift in 2024 with more cabin tech and standard equipment like re-tuned suspension and standard all-terrain tyres.Pricing may also place the Ridgeline into a niche space for Aussie buyers. Currently the ute costs the equivalent of A$61,000 in the American market, which would likely be hiked significantly to cover shipping and conversion costs for right-hand drive destinations.On the other hand, the Ridgeline’s shared platform with the large Pilot and Passport SUVs may also open up potential cost-reductions for wider export.Honda in Australia has had a decent year, up 9.1 per cent, although this is off a low base. Its range of cars, which is now limited to the Civic hatch and Accord sedan, as well as the HR-V, ZR-V and CR-V SUVs is down to a footprint of just 14,194 units a year. This makes Honda equivalent in sales to Lexus, LDV, and even now Suzuki, which has taken a large hit this year (-27.4 per cent) as Chinese rivals move into its budget-friendly space.