Ute

The rough stuffThe GWM Cannon XSR is aimed at buyers wanting a more hardcore off-road specification than other models in the range, as can be seen by the generous terrain-taming standard equipment that’s unique to this model.That includes sturdy steel bumpers front and rear, extra underbody protection and an engine snorkel which significantly raises its wading depth, given the air intake has ascended to the top of the windscreen.[read-more-default-title]GWM Ute 2024 review: Cannon-XSR long-term | Part 1GWM Cannon 2024 review: XRS long-term | Part 2GWM Ute tray dimensions and tub sizeProminent composite wheel arch extensions provide bodywork protection and shroud the XSR’s purposeful wheel and tyre combination, comprising 18-inch alloys with excellent 265/65R18 Cooper Discovery all-terrain tyres.The most significant change from a technical viewpoint is adoption of more traditional part-time, dual-range 4x4 in preference to the full-time system shared by other Cannon models.With the turn of a console dial, the driver can select 2H (two wheel-drive high-range), 4H (four wheel-drive high-range), 4L (four wheel-drive low-range) plus three specific modes ('Snow', 'Mud' or 'Sand') to optimise performance in those conditions.Shifting to 4H activates a handy forward-looking camera view, with visual guidelines to assist with wheel placement. Shifting to 4L introduces a split-screen showing both sides of the XSR, which can be handy in avoiding scrapes and dents along the flanks from protruding rocks or branches on narrow tracks.An off-road thermal management mode can also be selected (more aggressive and noisier settings of fans and pumps) which optimises cooling to keep a lid on drivetrain temperatures during sustained off-road use on hot days and particularly at low speeds with minimal airflow.Console buttons can engage more off-road driving smarts including ‘Crawl’ mode. This works like low-speed cruise control in 4L, to provide a steady pre-set speed over rugged terrain without accelerator pedal input.Another button engages ‘Turn Assist by Braking’ in 4L, which works like a farm tractor by applying braking to the inside rear wheel to reduce the vehicle’s turning radius.This advanced feature can assist when tight 180-degree turning is required off-road, particularly on low-grip surfaces where the front tyres can struggle to find sufficient traction.And if that’s not enough standard off-road tech for you, the XSR is also armed with front and rear differential locks which can also be engaged by console buttons.In simple terms, a locking differential overrides the ‘differential’ effect by locking the left and right driveshafts together so that they work like a single shaft connecting the two wheels on a common axle.This not only provides an ideal 50/50 distribution of drive to each wheel. It also ensures that if one wheel’s traction is compromised, the other wheel continues to put its share of drive to the ground to keep the vehicle moving forward.As a result, the overall traction available from a locked diff is vastly superior to a standard 'open' diff or limited-slip type. If fitted to front and rear axles, a 4x4’s off-road ability is effectively doubled.So, for these devices to be included as standard equipment emphasises the XSR’s value for money, given that diff-locks are often extra-cost options on rivals.We conducted a brief off-road test and found that all selected settings worked as intended, with prompt shifting between the various modes backed by useful on-screen info.The various camera angles on the touchscreen were most handy in places, particularly the front camera on steep inclines when the driver’s view is largely obscured by the bonnet. This allows accuracy of front wheel placement which in some situations is not possible without a camera.Overall, it feels like a competent off-roader that's well equipped with all-terrain technology that could be equally appreciated by novice and experienced off-roaders.During our third and final month with the XSR we added another 559km, which consisted of our usual mix of city and suburban travel plus some off-road driving featured in this review.The dash display was claiming average combined consumption of 10.9L/100km when we stopped for our last tank of diesel. This was almost identical to our own figure of 10.6 calculated from fuel bowser and tripmeter readings, proving the consistent accuracy of the XSR’s onboard calculations during our time with the vehicle.Acquired: January 2024Distance travelled this month: 559kmOdometer: 5702kmAverage fuel consumption (at pump): 10.6L/100kmAverage fuel consumption (at pump) after 3 months: 10.7L/100km

The new Toyota LandCruiser 79 Series is a modern-ish update of the immensely popular ute workhorse because you can choose one with a 2.8L four-cylinder turbo-diesel engine and six-speed automatic transmission.Don’t worry, the 4.5-litre turbo-diesel V8 and five-speed manual gearbox combination is still available across the range* but the introduction of a four-cylinder into the line-up is the big news.* Except in the Troopie which is only available with the four-cylinder engine and six-speed auto.[read-more-default-title]You're too late for a Toyota LandCruiser V8: Even order holders now uncertain to secure 70 Series V8 as NVES "puts those cars into question big time"Toyota's $162m V8 LandCruiser problem: Why the end of the V8 diesel LandCruiser 70 Series could end up costing a fortuneToyota's mini monster! LandCruiser FJ name secured for Australia as RAV4 Hybrid-powered Suzuki Jimny rival prepares for launchSo, what’s all the fuss about? Well, the four-cylinder engine yields more torque and better fuel efficiency than the V8, and overall the new 79 Series package is supposedly more refined and comfortable with more driver-assist safety tech than the previous generation.So, is the new four-cylinder 79 better than the V8-powered version? Read on.

For some strange reason, the Isuzu D-Max isn't often mentioned on the list of Australia's most popular vehicles.You hear all about the Ford Ranger and the Toyota HiLux, of course. And you hear about the Toyota RAV4 Hybrid, the Tesla Model Y and a handful of others, too.But let's give the D-Max its flowers. Last year, it was Australia's third best-selling vehicle, shifting more than 31,000 units in 2023. And it moved another 7947 vehicles over the first three months of 2024. That makes it a proper sales behemoth.[read-more-default-title]Isuzu Australia weighs in on incoming emissions standards as some of the most popular diesel utes feel the crunch: 'Vehicle brands that cannot increase vehicle pricing to cover the penalties may be left with no option but to exit the Australian market'Mazda BT-50 dropped from South African market! But will the Isuzu D-Max twin and Ford Ranger rival stick around in Australia?Isuzu D-Max EV revealed! And it's coming to Australia, beating Toyota HiLux and Ford Ranger to market with a fully electric ute!So far, it's the only ute that's been able to maintain touching distance to the Ranger and HiLux, and the brand has some pretty big sales ambitions for the model for this year and beyond.I tell you all of this as a way to say that this updated 2024 model is a Very Big Deal, not just for the brand, but for the legions of ute fans across the country.What's fresh? There's a new look, better safety kit, a new permanent trim level, new off-road capability and a better cabin experience.Is that enough to keep it in the hunt with the best-selling utes in the country? Let's go find out.