We are a nation of dual-cab ute drivers. That’s the inescapable conclusion from poring over Australia’s new vehicle sales data. What’s more, we are increasingly enamoured of a brawny ute.

A decade ago, the Toyota HiLux was pipped by the Mazda 3 in the sales charts but it has been the country’s most popular vehicle for the past six years. In 2021, the Isuzu D-Max and Mitsubishi Triton joined the HiLux and Ranger in the top 10.

This year has seen the launch of the new Ranger, with early reports suggesting that the game has changed as a result. And with the Ranger’s bones underpinning the next-generation Volkswagen Amarok, due here in early 2023, the whole ute division could well be in for a thorough shake.

But rather than fall back on any assumptions about the current pecking order, we’ve gathered the current crop of dual-cabs – including those from challenger brands Great Wall, LDV and Ssangyong – and put them into some sort of order.

Is there a true correlation between what you pay and what you get? Which brands are building their reputations and which are leaning on their bank of brand equity?

Last year’s ute showdown majored on off-road ability, but this year we’re keeping things on the bitumen. The vehicles are ranked according to their driving dynamics, tray practicality, interior finish and space, infotainment sophistication, safety, and – in recognition of the fact that many dual-cabs are now bought to perform family duties – the child-friendliness of the rear seats.

Those utes fitted with tow bars and electronic brake controllers were also tested for towing ability – with the help of a Jayco caravan.

And to ensure our giant ute test is as relevant as possible, our team of experts from WhichCar, Wheels and 4X4 Australia was joined by a couple of guest testers: two ute owners who have used these types of vehicles for years, including the job of ferrying their kids and friends around.

JUMP AHEAD

• THE CONTENDERS
• Towing
• On-Road driving
• Payloads & trays
• Family duties
• Safety
• Infotainment & interiors
• Capped price servicing & intervals
• Owners’ view
• CONCLUSION: Final rankings & verdicts

Looking for an off-road section?

This year, we’ve focused on how each of these utes performs as a daily work ute and a daily family hauler, so you won’t find an off-road section.

But, most of the utes here were featured in last year’s massive off-road test, and since there haven’t been any major mechanical changes to that lot, we reckon the results remain valid. Read and watch that test here.

As for the new Ranger, you can find our fresh off-road tests here, including a comparison with the HiLux.

THE CONTENDERS

Alex Inwood

Ford Ranger Sport

$66,690 ($73,208 drive-away*)

The Ranger has just launched in heavily updated T6.2 guise, complete with an overhauled cabin, upgraded interior tech, higher safety levels, and a revised chassis. Here it’s represented with a new 3.0-litre V6 turbo-diesel that joins the line-up from mid-spec XLT grade and above. We’ve chosen the new Sport grade, which sits below only the Wildtrak and Raptor variants.

Ford Ranger XLT

$61,190 ($67,543 drive-away*)

The circa-$60K bracket is one of the most popular price points in the dual-cab segment, and the XLT has been an ever-popular variant in the Ranger line-up. Here it features a carryover 2.0-litre bi-turbo diesel (154kW/500Nm) that is now hooked to a revised 10-speed auto.

Just $3000 separates the four-cylinder and V6 engines if you opt for the same trim level, which is why we’ve chosen to include two Rangers in this test.

GWM Ute Cannon-X

$44,490 ($45,490 drive-away*)

Another contender quickly gaining sales momentum is the GWM Ute. Represented here as the flagship Cannon-X, it carries a sticker price of $44,490 and is bristling with standard gear – such as a 360-degree surround view camera, digital dials, and LED headlights that’s not even available on some of its more established rivals. It’s the least powerful ute on test, mind, due to a single-turbo 2.0-litre diesel with 120kW/400Nm.

Isuzu D-Max LS-U

$59,000 ($66,119 drive-away*)

The D-Max is one of the freshest utes in this test thanks to recent updates following its 2020 launch in second-generation form. It’s powered by Isuzu’s venerable 3.0-litre turbo diesel and is strong on safety and drive-assistance technology. The recent update brought keyless start and other upgrades to the mid-range LS-U on test.

LDV T60 Max Luxe

$43,674 ($41,490 driveaway for ABN holders)

The title of ‘Most affordable ute on test’ goes to the LDV T60 Max Luxe. It retails from as low as $41,568 driveway in manual form and has been heavily updated for 2022 with a striking facelift and a more powerful 160kW/500Nm 2.0-litre twin-turbo diesel. Our tester rolls on the more road-focused Luxe suspension tune, though a more trade-capable Pro set-up is also available.

Mazda BT-50 GT

$57,290 ($66,939 driveaway* for ABN holders)

Twinned with the D-Max, the current-generation BT-50 is also a relative newbie. The GT is also a mid-spec variant in its respective model range and their level of performance – courtesy of a shared drivetrain – is also par for the course in the dual-cab segment thanks to outputs of 140kW/450Nm. Considering the mechanical similarities, there will be an intriguing mini comparison here to suss out the differences between the Mazda and Isuzu.

Mitsubishi Triton GSR

$55,690

Here in top-spec GSR, the Triton is one of the oldest contenders – with an all-new replacement due in 2023. Mitsubishi has treated its ageing workhorse to a minor MY22.5 update, which adds improved infotainment and a 360-degree monitor for the top-spec GSR. That update is rolling into dealers as you read this, though our test vehicle was a pre-update GSR.

Nissan Navara

$58,730 ($65,680 drive-away*)

The Navara is another older ute that has benefitted from a recent refresh. This generation of Navara first went in sale back in 2015 but, towards in late 2021, Nissan gave it a bold new look and added some useful active safety gear. That update also saw the Pro-4X replace the N-Trek at the top of the regular model range and it’s that variant we have on test here. Its 2.3-litre turbo diesel matches the Isuzu/Mazda for both power and torque with 140kW/450Nm.

SsangYong Musso Ultimate XLV

$46,590 drive-away* (as tested)

The South Korean ute has just been updated for MY22 and our range-topping Ultimate XLV includes a 300mm-longer tub and features a multi-link rear end as standard (with leaf springs optional). The $1500 XLV pack increases the Musso’s payload from 790kg to 880kg and bumps the engine’s torque from 400 to 420Nm. Our test vehicle was also fitted with the optional ($3000) Luxury Pack, which adds a host of worthwhile equipment such as dual-zone climate and nappa leather seats with heating.

Toyota HiLux SR5

$58,680 ($66,201 drive-away)

The flagship Rogue doesn’t return until later in 2022, so Australia’s biggest-selling vehicle is represented here by the immensely popular (range-topper-for-now) SR5. Power comes from a 2.8-litre turbo diesel with 150kW and 420Nm. This generation of the HiLux has been around since 2015; will a succession of updates and upgrades be able to overcome its age? (Another minor update for the SR5 is coming in late 2022.)

A few points worth mentioning? All our contenders are turbo diesels, and every ute on test is fitted with an automatic gearbox (which reflects the majority of dual-cab sales). If you prefer to shift cogs yourself, you can opt for a manual in everything except the two Rangers, the LDV T60, and GWM Ute.

The majority also share the same independent front suspension/leaf spring rear set-up. Two exceptions are the Nissan Navara and SssangYong Musso, which both feature coil-sprung multi-link set-ups at the rear.

Safety

Safety ratings are also similar across the board with every contender boasting a 5-star ANCAP rating except for the unrated SsangYong Musso and yet-to-be-tested Rangers.

Towing

Another commonality is a maximum braked towing capacity of 3500kg, although it’s worth noting the Triton is rated to a lower 3100kg and the T60 and Cannon are limited to 3000kg.

Warranty

Most also carry a five-year/unlimited km warranty but there are a few high achievers: Isuzu offers six years (though capped at 150,000km), while GWM and SsangYong bump that up to seven years (unlimited km). Mitsubishi is the king of aftersales support thanks to its 10-year/200,000km offer – providing you service your Triton at a certified dealer.

Who’s not here?

Finally, who’s missing? The most obvious is the Volkswagen Amarok. An all-new model, which shares some commonality with the fresh Ford Ranger, is due to arrive in early 2023 and VW didn’t have any examples of the current dual-cab available to test.

Also absent are the Jeep Gladiator, Toyota LandCruiser 70 Series, Ram 1500 and Chevrolet Silverado. None is a direct rival for the mid-size pick-up class and all are pricier than the circa-$60K price ceiling we’ve applied to this test.

JUMP AROUND

• THE CONTENDERS
• Towing
• On-Road driving
• Payloads & trays
• Family duties
• Safety
• Infotainment & interiors
• Capped price servicing & intervals
• Owners’ view
• CONCLUSION: Final rankings & verdicts

TOWING

Matt Raudonikis

Towing is a huge piece of any ute test, particularly as a factor in helping buyers decide which model will prove safest and most capable for their needs.

No surprises, the towing component of our 2022 Dual-Cab Ute Comparison is a story in its own right – so to keep this main piece a little easier on the eyes and to save your fingers from scrolling fatigue, we’ve broken the tow test out into its own story.

ON-ROAD DRIVING

Cameron Kirby

It’s fair to say car manufacturers hadn’t always paid great attention to how well their dual-cab utes performed on the road.

Yet their ever-increasing usage as family lifestyle vehicles – as well as greater expectations from those who have been forced into them after the axing of car-based Falcon and Commodore utes – has seen a commensurate increase in engineering emphasis.

We should also acknowledge that dual-cab utes are one of the biggest engineering challenges around. How to develop a multi-purpose vehicle that is equipped to carry heavy loads, go off-road, tow up to 3.5 tonnes, take the kids to soccer and ferry the family along tourist roads and freeways in assured comfort?

So, we drove all our contenders back-to-back on an extensive mixture of roads – urban streets, highways, rural roads and loose-surface tracks – to discover how each of our utes performed in the areas of ride comfort, handling, driveability, and performance.

And it’s fair to say that again, there were some emphatic differences.

Most impressive

Two utes absolutely excelled during our road loops, with remarkable suspension damping, confidence-inspiring body control, fantastic steering and cabins that surpass expectations for a dual-cab. They were our Ford Ranger pair.

The XLT four-cylinder and Sport V6 show how the Ranger has moved the segment forward in terms of what we can expect for ride quality and refinement.

Perhaps the biggest compliment we can give the Ranger is that it steers and rides better than many SUVs we’ve driven.

The Ranger feels firm but not harsh – neither crashing nor jolting, instead riding with the poise and purpose of a vehicle utilising much more sophisticated suspension than it actually possesses. Forget the traditional jitteriness and rear-end bounce associated with dual-cabs (and still very much evident throughout our field).

Differing the pair is a slightly softer tune in the XLT that’s more appropriate for daily urban use, while the Sport feels stiffer with a decrease in overall roll when cornering.

Backing up the suspension is a steering calibration that falls straight into the sweet spot in terms of weighting – feeling muscular without being a chore to steer. It communicates front-wheel grip and loads clearly, and is accurate immediately off centre with clean movements lock-to-lock.

Under the bonnets, both the 2.0-litre bi-turbo four-cylinder and 3.0L V6 offer excellent power delivery with wide powerbands, impressive off-the-line thrust and responsive throttles. The 10-speed automatic transmission has also been revised, with the new calibration eliminating our prior criticisms of its applications.

No longer does the auto go searching for the right ratio every time you modulate the throttle, instead shifting quickly, subtly and logically to the appropriate gear.

The inclusion of a 4A (4WD auto) setting on V6 Rangers improves confidence, providing permanent four-wheel drive operation that distributes power exactly as required at all times and eliminates the hassle of having to switch between RWD High (2H) and 4WD High (4H) modes when transitioning from tarmac to dirt and back again.

The Ranger not only had the best electronic stability control system in the group, but one of the best calibrations we’ve experienced regardless of segment. When pushed, the Ranger’s ESC steps in gradually, progressively, and settles the vehicle with a deft touch.

We would put the Ford’s electronic safety net on par with the likes of Porsche’s Porsche Stability Management (PSM) system and BMW M division’s M Dynamic Mode.

While the pair of Rangers streaked away from the class, several utes still impressed during our road testing loops – namely the Mazda BT-50, Isuzu D-Max and SsangYong Musso.

The BT-50 was one of the best utes to drive when it was twinned with the Ranger and nothing has changed now it’s a platform buddy with the D-Max.

A particular highlight is the steering, which is accurate, responsive and nicely weighted. The steering wheel’s proportions also fall into a Goldilocks ‘just right’ size. If we were to be picky, there’s just the slightest whiff of a dead zone off centre.

The brakes offer good pedal feel and are easy to modulate in what were extremely damp and grimy driving conditions during testing.

One improvement for the new BT-50 is a ride that is no longer overly firm.

The engine, which it shares with the D-Max, is the BT-50’s biggest shortcoming, if far from wiping too much shine off what is a well-resolved package.

While overall refinement isn’t ideal, the engine is relatively responsive, with a surge of torque on tap from 2000rpm and remaining in a sweet spot until 3500rpm.

The transmission is for the most part intuitively geared, though it can often feel like it holds onto more revs than you’d like on downhill sections – a knock-on effect of having just six ratios available compared to rivals with eight and 10 gears.

Perhaps unsurprisingly, the Mazda’s mechanical sibling, the D-Max, is also highly commendable for the way it drives.

The main difference is inside the cabins, where the Mazda plays to those dipping a toe in the rugged world of dual-cab utes with an especially car-like interior, while the Isuzu embraces a more utilitarian approach.

Instead of the generous use of leather experienced in the Mazda, for example, the Isuzu offers up practical and durable materials.

You can take most of the notes on the Mazda’s driving experience and transfer them to the Isuzu. Apart from Mazda and Isuzu’s different cabin-presentation philosophies – luxury versus utilitarian – the main dynamic difference between the duo is suspension set-up; the Isuzu is more stiff-legged over bumps and with more of the typical dual-cab patter over urban roads.

Both vehicles impressed us with how they kept road and tyre noise in check, offering some of the best cabin refinement of the assembled contenders.

The surprise package of the group was the SsangYong Musso, which stood out for its engine refinement, interior quality and overall package cohesion.

Our test vehicle was fitted with optional off-road suspension that made the ride stiffer than we may have liked, but the overall damping was still among the best on test.

The Musso’s secret weapon is its engine, which surpasses the Ranger’s for overall refinement. This impressive characteristic is present the moment you fire the Musso into action with a subtle idle that belies the powertrain’s diesel nature. It’s more of the same when moving, with a smooth and wide powerband providing good torque low in the rev range.

Although the Korean ute’s steering is quite light, it is impressively accurate and without a dead zone off centre, making daily use easy.

Honourable mentions

The Nissan Navara Pro-4X is chiefly let down by boomy interior refinement and a lacklustre steering calibration that manages to be too heavy and sluggish at slower speeds and too vague and light at highway speeds.

However, the Navara is redeemed by a strong engine that will spin all the way to 5500rpm without any noticeable tapering of power at the top end. This imbues the dual-cab with a muscular feel and nature that is matched by the Nissan’s roadholding capabilities on loose surfaces.

Another worthy midfield ute was the Mitsubishi Triton. In both trims the Triton’s ride was able to handle slower compressions, riding these kinds of undulations with confidence.

The Triton just struggles with faster suspension movements, where sharp speed bumps and potholes are communicated immediately, often resulting in harsh jostles in the cabin.

Its steering is accurate and naturally, consistently weighted.

The more expensive GSR variant was one of only two dual-cabs on test with paddleshifters (the other being the GWM Cannon-X). It’s a nice novelty in this segment, though using the column-mounted levers is like sending a telegram to the transmission, which takes an age to respond. Overall, the Triton offers good, honest value for money, particularly at the GLX+’s lower price point.

Room for improvement

If you’re shocked to see the Toyota HiLux in this bottom group, some perspective is needed. If an off-roading component had formed part of our testing, the country’s most popular vehicle would have scored much higher – because it’s an area where the HiLux continues to excel. Count excellent towing ability, too.

On-road, the HiLux is far from terrible; it simply feels agricultural when compared to the newer utes – a contrast that is particularly stark next to the 2022 Ranger.

This generation of the Toyota HiLux has been around since 2015 and regular updates – including improvements to the unladen ride – have been able to do only so much.

Its ride is fairly stiff, can be jolting and struggles to settle, yet there’s little proper body control as compensation.

A lack of adequate reach adjustment on the steering column doesn’t help; the driver is forced to choose between squishing their knees against the dash while having their arms comfortable, or reaching for the wheel while their legs bash against the door card and transmission tunnel the moment they turn a corner.

To the Toyota’s credit, its engine, while a bit vocal, is powerful and punchy.

A new generation of HiLux is on the horizon but in the interim, it will be interesting to see what improvements will be delivered by the wider-body Rogue variant coming in late 2022.

In terms of thrust, the LDV T60 is one of the quicker utes in the bunch – and indeed several testers, including guest tester Paul, said they enjoyed its spirited performance.

It’s not instantaneous acceleration, though; significant lag means there can be a frustrating lack of response to throttle inputs.

The steering also communicates nothing you want it to communicate and everything you don’t – every bump, jolt and vertical suspension movement.

On the upside, the LDV has one of the best turning circles of any dual-cab we tested, which is a boon in tighter urban environments.

The GWM Cannon-X’s vague and lifeless steering also disappoints.

Its diesel powertrain feels sluggish and laggy, while the Great Wall’s lane-keep assist was the most intrusive on test (and the most complex to deactivate).

Fuel consumption on test

All vehicles were topped with fuel at the start of our primary drive day, then again upon final fills at the end of the day, with individual odometer readings recorded at beginning and end.

Recorded odometer readings provide distance travelled, while noting the amount of fuel filled at the end of the day allows us to calculate real-world fuel figures from our eleven contenders.

During the drive day, the vehicles are driven as uniformly as possible – with both competitor groups of vehicles returning a narrow split of distances.

From the more affordable class, it was the LDV T60 Max Luxe that returned the most frugal fuel figures, measuring 10.38L/100km – narrowly edging the GWM Cannon Ute X, at 10.39L/100km.

They both travelled an even 204km, with the GWM taking a slightly bigger sip at the bowser upon day’s end, drinking 21.19L compared to the LDV’s 21.15L.

The Triton GLX+ podiums in third, returning 11.0L/100km after drinking 22.55L/100km and travelling 205km. The Ssangyong Musso XLV received a slightly smaller 22.39L fill at the end of the road testing loops, however travelled the least distance at 201km, returning 11.14L/100km.

Stepping up to the more premium class of competitors, sees the Mazda BT-50 GT, Toyota Hilux SR5, Isuzu D-Max LS-U and Nissan Navara Pro-4X return sub>10.0L/100km.

The Mazda BT-50 gets the hyper-miler award, hitting just 9.3L/100km after taking 20.36L and covering 219km. The Hilux follows closely, registering 9.5L/100km, covering slightly less kilometres on the road loops, also drinking slightly less at the end of the day.

The third-placed Isuzu D-Max travelled the same 215km as the Hilux, but took 20.75L as opposed to the Toyota’s 20.42L at the end of the day.

The Nissan Navara Pro-4X also dips under 10.0L/100km, returning 9.83L/100km, covering 217km using 21.33L of petrol.

The Mitsubishi Triton GSR may have travelled the greatest distance, doubling as our camera car for the day – but it didn’t use the most fuel, despite covering the most kilometres. The Triton GSR registered 10.64L/100km, covering 235km with 25.01L of fuel.

The pair of next-gen Ford Rangers returned the highest fuel consumption readings of our test, with the 2.0-litre four-cylinder returning 11.28L/100km, covering 215km with 24.29L. The Ranger Sport with its larger 3.0-litre V6, naturally, was the thirstiest vehicle at day’s end, covering 218km and using 25.66L, returning an ultimate fuel reading of 11.75L/100km.

JUMP AROUND

• THE CONTENDERS
• Towing
• On-Road driving
• Payloads & trays
• Family duties
• Safety
• Infotainment & interiors
• Capped price servicing & intervals
• Owners’ view
• CONCLUSION: Final rankings & verdicts

PAYLOADS & TRAYS

Tristan Tancredi

The T6.2 Ranger may be resetting dual-cab benchmarks with its refined driving dynamics and modern interior, but its class-leading rear end also makes it a compelling proposition.

Most impressive

The fact the Ranger can swallow a Euro pallet (1200mm) between the rear wheelarches shifts it towards the front of the pack, while external tie-down rails and six tie-down points (the most on test) will prevent gear from rattling around on corrugated tracks.

Range-topping Wildtrak models feature an internal rail with adjustable cleats to modulate tie-down locations, similar to the Navara’s Utili-Track, but we didn’t have the top-spec model on test.

The addition of side steps on either side of the tray, to complement the rear step, is another clever and useful inclusion and once in the tray, the spray-in bedliner is kind on your knees.

A spring-loaded and damped tailgate enables it to be opened and closed with one hand, and it was the easiest on test to do so. While novel features like the clamping pockets and a ruler with 10mm increments can transform the tailgate into a workbench, it’s unlikely any tradies will find these features genuinely useful.

Still, it will prove handy to some, and it shows Ford has listened to consumer feedback. There’s also a provision to keep a drink sturdy when the tailgate is lowered, perfect for that roadside cuppa.

The Ranger was also the only vehicle on test that had an included 240-volt power outlet and LED lighting to illuminate the tray. It may seem like a simple thing, but the 240V outlet is something our resident landscaper Luke Paag says he uses all of the time for his trade.

Opt for the XLT bi-turbo and you’ll get a payload capacity of 959kg, compared to 934kg for the Sport V6. All models feature 1233 litres of capacity.

Honourable mentions

At its price point, the Triton GLX+ is the value choice and would make an ideal work/farm ute. Luke Paag even said it’s where he’d put his money if his budget was around $40K.

“If I was buying something for work, whether it’s for landscaping or up at the farm, I’d be buying this Triton in this spec. It’d be the pick for work,” said Paag. “The GLX+ is a much better proposition than the Triton GSR.”

Helping sway the GLX+ into Luke’s corner was its higher payload capacity than the GSR – 945kg versus 901kg – which is just enough to cater for another one of Luke’s lawn mowers.

It’s also the only vehicle to receive colour-coded tie-down points; four in total. And both Tritons were equipped with soft tonneau covers – as was the Navara Pro-4X – which are simple to take off but cumbersome to put back on, but thankfully they do stretch over time.

Speaking of the Navara, the as-mentioned five-channel Utili-Track system is a clever addition that enables you to manually reposition tie-down points within the tub so that all shapes and sizes of stuff can be strapped down. It’s an intuitive system that is simple in its operation.

Another tick for the Navara is that it will take a payload of more than a tonne (1004kg). Plus, the Nav can fit 1134mm between the rear wheelarches.

The Chinese-made GWM Cannon-X is a polarising vehicle, but it must be applauded for its slide-out rear step inspired by the Ford F-150. It’s a highly underrated piece of kit that allows owners to step up into the tray when the tailgate is lowered. Plus, struts in the tailgate make it easy to open and close.

Other Cannon-X features include four tie-down points, a steel sports bar, a square tray that measures 1520mm x 1520mm, and a payload capacity of 1050kg.

Missed the mark

A direct Cannon competitor, the SsangYong Musso is 300mm longer in XLV guise (compared to the standard model) and boasts a spacious tray: 1600mm long, 1570mm wide and 570mm in height.

The lack of a rear step means it can be difficult to access cargo with the tailgate up, but as one of the few utes without a sports bar, storage space is maximised. It comes with four tie-down points all positioned quite low, and a mediocre 880kg payload capacity (the lower ELX trim level ups this to 1020kg in XLV guise courtesy of a leaf-sprung rear end).

Mazda’s BT-50 and its Isuzu D-Max twin were both equipped with hard roller tonneau covers, which are simple in operation and an effective way to keep gear locked away from prying eyes. However, they take up valuable real estate and will be the first thing tossed if you use the tray for adventure or work – which is why you’ll find a bunch on online marketplaces.

Both vehicles only feature two tie-down points towards the rear of the tray, which is the lowest on test and simply not enough. In better news, the BT-50 GT features a 1065kg payload capacity; the D-Max in roughly equivalent LS-U trim as tested here has a 995kg payload.

The HiLux may seem a bit long in the tooth at first glance, and it shows by being the only tub on test without a bedliner as standard. The naked tray was severely scratched and looking rather sad by the end of our week with it, and it’s clearly in need of some form of protection.

It’s an issue that irked landscaper Luke Paag: “I have a standard PXIII XLT Ranger with a tow kit and bedliner, and when you look at the SR5 it doesn’t even have a bedliner on it. You have to pay more for it,” he said. And he’s not wrong.

Still, the HiLux has four tie-down points, 1110mm between the wheelarches and a decent payload capacity edging a tonne at 995kg. The steel sports bar does get in the way when trying to access the tray, though.

Also failing to impress is the LDV T60, with a restrictive payload capacity of just 750kg. The tray is well-sized, though, at 1525mm (L) x 1510mm (W) x 530mm (H) and it features 1131mm between the wheelarches plus four tie-down points.

FAMILY DUTIES

Kat Fisk

Occupying four of the top 10 best-selling vehicle slots for 2022, and ranking highly month-in-month-out, dual-cab utes are fast becoming popular family haulers as much as they are a typical tool of trade.

But should they be? For each of our 11 contenders, we examined how family-friendly they are, looking at space, comfort, safety and how easy it is to fit a child seat.

Now, fitting child seats in dual-cab utes is a very tricky business. The three types of seat we had available here – a rear-facing capsule (for babies up to six/12 months), a convertible (0-4 years old), which can be used front- or rear-facing, and a booster (four to roughly seven) – did not have ISOFIX anchors, instead just using seatbelts and top tether straps to hold them in place.

Before we even got started on our testing, we consulted the good folks over at Baby Bunting about how these vehicles differ from passenger cars and SUVs – because crikey do they ever.

The most obvious way is that they have a tub instead of a boot, which is great for transporting everything you own for a driving holiday but almost useless if you just have the normal daily essentials, such as a pram or shopping bags. Because they just don’t tie down easily, the result is that they get thrown around, bashing up both them and the paintwork.

More importantly, in terms of fitting child seats, the lack of access to a boot to adjust a top tether is a nightmare because it makes the entire process incredibly difficult, frustrating, time-consuming and – in some cases – almost impossible to fit safely for the average person.

At no stage of our testing did any children travel in the seats we fitted, images are for illustration purposes only.

Getting the leverage to pull the strap tight enough is harder in some than others due to factors including the second-row seats’ positioning in relation to the door frame, tight spaces that make it easy for the top tether strap to get twisted when it should be flat, and whether or not the second row is split or comes forward as one.

The only ute in this pack to have a split rear row was the GWM Cannon-X, which divides 60:40 as many cars do, a huge plus because it means that you don’t need to unhook or adjust one child seat to be able to put in or take out another. Then depending on the ute, you’ll find either two or three top tether anchor points – but their location will not always be immediately obvious.

Some, as in the Toyota HiLux and Mazda BT-50, have fabric ‘webbing’ loops above each outboard seat, through which the tether needs to pass to reach a metal hook in the middle. Once you have found them, the rest is pretty straightforward (by ute standards of course; a car would still be much simpler).

The Nissan Navara has three such loops to pass the top tether strap through and no metal fixture at all. While Nissan says this means three child seats can be fitted, Baby Bunting disputes this and would not recommend installing more than two. The only vehicle in our pack to have three metal fixtures was the SsangYong Musso.

Most of the vehicles on test have two metal top tether anchorages hiding behind the second row, requiring the whole backrest to be brought forward to access them, which is a pain in practice. It is worth noting that only the Musso did so using a lever – the rest just had a little fabric strap to yank.

In fact, during testing we had to consult the user manual in three vehicles just to make sure we absolutely had found the right place for the top tether to attach.

Some also have built-in or non-adjustable headrests, so you couldn’t put the top tether strap through or around it if you tried.

The good news though is that all dual-cabs tested here are fitted with ISOFIX anchor points in the second-row seats. However, they can, as with cars, be hard to locate.

Baby Bunting recommends that you always seek professional advice when travelling with children. Making the correct judgments around what is the most appropriate way to protect the most precious of cargo is vital.

To find out more about which types of child seats are available, visit Baby Bunting here.

Most impressive

Our winner for family duties was the HiLux SR5 because, quite simply, getting the child seats in it was the easiest and they felt most secure. It also had the largest amount of space for an adult sitting in the middle between two child seats, a decent amount of room in the door for drinks and toys, and our test vehicle was fitted with easily wipeable optional leather upholstery.

Its only letdowns were a slightly high transmission tunnel that robs some space in the footwell and that those fabric webbing loops could be subject to wear over time since they’re not as robust as metal.

Offering a split rear row was one of the reasons the GWM scored so highly in second – as well as offering lots of space in the doors, USB ports and pockets for rear passengers, and as well as good legroom, while the LDV T60 was just behind it for similar reasons, minus the divided seat.

Mazda and Isuzu’s BT-50 and D-Max twins were capable all-rounders but rear legroom was a little more snug and door space was restricted to just a drink bottle only.

Middle of the pack

The two Rangers sat in the middle of the pack because, although they excel in many other fields and had some handy features like decent space in the door cards, there were a few let-downs, such as a lack of rear legroom (including a high transmission tunnel making things a bit more cramped in the middle), and restricted door space – with the most problematic issue being how awkward it is to fit child seats due to difficult-to-reach top tether anchorages.

It was almost impossible to fit a rear-facing seat for a newborn securely enough without getting a professional to do it each time. Also, the XLT doesn’t get pockets on the front seatbacks and its very basic cloth interior wouldn’t be wipe-down friendly.

Similarly, the Triton pair had a high transmission tunnel with only satisfactory rear legroom, with the front seats needing to come fairly far forward to accommodate rear-facing child seats. The door cards too didn’t offer much space, and again the top tether anchorages were hard to reach.

While the GSR was the better of the two with softer leather seats compared to the basic and cheap-feeling fabric trim of the GLX+, both felt quite uncomfortable to sit on as an adult passenger in the middle of the second row and gave a feeling of being squished when child seats were fitted either side.

Missed the mark

Bringing up the rear was the Navara Pro-4X, in the main because the top tether anchorage system was so user-unfriendly. Room for tightening was poor, awkward adjustment meant the straps got all twisted up and having solely fabric loops made it more likely to wear over time. We also couldn’t get a rear-facing seat in securely enough at all.

It won points for a good door aperture, low transmission tunnel and space in the doors.

An honourable/dishonourable mention has to go to the Musso, which was the only vehicle with three metal top tether anchors, a lever-adjusted back row, a sunroof, large doors that both open wide and fit lots in, and features like heated rear seats, leather upholstery and map pockets on both sides.

But, and it’s a big but, the middle seat comes only with a lap belt, which in our mind felt both unsafe and outdated.

The upshot is that, if we were to buy any of these dual-cabs, we’d opt for an ISOFIX-compatible seat because, if fitted correctly, it offers us peace of mind over having to constantly ensure a seatbelt is tight enough, or to be absolutely sure we’d have it installed by a professional.

The friendly and experienced team at Baby Bunting offers an accredited installation service at all its stores across Australia and New Zealand.

Find out more at babybunting.com.au/car-seat-installation

\

JUMP AROUND

• THE CONTENDERS
• Towing
• On-Road driving
• Payloads & trays
• Family duties
• Safety
• Infotainment & interiors
• Capped price servicing & intervals
• Owners’ view
• CONCLUSION: Final rankings & verdicts

SAFETY

Kat Fisk

It’s just over a decade since the Volkswagen Amarok became the first dual-cab ute to be awarded the full five stars by independent crash test body ANCAP.

The segment has continued to make progress, and the vast majority of the utes carry maximum ANCAP ratings. The new Ford Ranger and SsangYong Musso have not yet been tested.

Safety is such an important consideration of any new vehicle purchase, yet one very often overlooked. Speaking from experience, we know we’ve been guilty of buying a car without looking thoroughly at its equipment list or how it performed in crash testing before parting with our cash.

Here we’ve pitted our 11 utes against each other and done the homework so you don’t have to – assessing factors such as active safety and driver assistance technologies, airbag count, and how well it did in ANCAP tests (as well as when that was).

Most impressive

Taking joint top spot in this test were the two Ford Rangers. Both performed well (having identical safety specifications) with nine airbags (the most of any model on test), three-point lap/sash seatbelts all round, childproof door locks, intelligent adaptive cruise control, blind-spot monitoring with cross-traffic alert and trailer coverage, speed limit recognition, lane-keep assist with road edge detection and driver alert, and pre-collision assist with autonomous emergency braking (AEB).

Both XLT and Sport variants have front and rear parking sensors plus a rear-view camera. A 360-degree camera is optional on the Sport.

It’s worth saying that the new Ranger is yet to receive an ANCAP rating. Clearly, its active and passive safety equipment has been bolstered since the previous model was tested seven years ago (and got five stars back then), so it’s highly likely that the Ranger will get top marks when it is put through the ANCAP process.

The twins-under-the-skin the Isuzu D-Max LS-U and Mazda BT-50 GT both did admirably, sporting eight airbags apiece, a raft of active safety tech and each earning a five-star ANCAP safety rating in 2020.

Honourable mentions

An honourable mention goes to the GWM Cannon-X as it has the most recent five-star ANCAP rating, and also gains the Chinese marque’s full suite of safety systems including AEB, forward collision warning, lane departure warning, lane-keep and lane-change assist, front and rear parking sensors, seven airbags, a 360-degree camera and rear door child locks.

Meanwhile, the Nissan Navara and Toyota HiLux both occupied the middle ground with slightly older ANCAP ratings and seven airbags balanced against healthy spec lists.

The Navara was tested by the safety watchdog in 2015, but its rating applies to vehicles built from December 2020 onwards because a mid-life update was introduced locally in early 2021. The HiLux’s ranking however dates back to 2019.

Missed the mark

Earning last place was the SsangYong Musso XLV. While its equipment list is respectable – featuring lane departure warning, AEB with forward collision warning, six airbags, front and rear parking sensors, driver attention warning, rear-cross traffic alert and blind-spot monitoring – it is unrated entirely by ANCAP and has a lap belt for the middle rear passenger, which seems outdated and unsafe in the modern age.

Only slightly ahead were the Mitsubishi Triton GSR and GLX+ pair. While the GSR receives the Japanese marque’s full kit list, its five-star safety rating goes back to 2015 and even that will expire at the end of this year – leaving one of Australia’s more popular utes unrated until a new model arrives.

Though the GLX+ gets a forward collision mitigation system with pedestrian detection, it misses out on lane departure warning, blind-spot monitoring and rear cross-traffic alert. Both have six airbags – joining the SsangYong and LDV in the lowest number on offer from our array of utes.

The LDV also lost points for its number of airbags, less extensive feature list and 2017 ANCAP test date.

(Child-specific safety analysis, looking at ISOFIX and top tether anchorage availability for each dual-cab is covered separately in the family duties section.)

INFOTAINMENT & INTERIORS

Daniel Gardner

As more and more Australians elect for a dual-cab as their main car or family mover, the technology, comfort, space, ergonomics and function of the cabin become increasingly important.

While all the models here offer four doors and accommodation for up to five, that’s where a lot of the interior similarities end.

For context, our author Daniel is 187cm tall and touchscreens were measured for actual functional area and not just to the outer edges of the frame.

Most impressive

At the top of the pack, the Ford Ranger is a hard act to follow with the best balance of technology in the form of its portrait-oriented Sync4A infotainment touchscreen and large digital instrument cluster, practicality in the form of numerous clever storage options, and overall quality and finish.

It also offers one of the most spacious cabins for front occupants and modern touches such as an electric park brake, which frees up even more space, and the Ranger is one of the only contenders here to offer USB-C charging sockets.

But it’s not perfect. Even budget rivals such as the SsangYong weigh in with stunning levels of equipment and space for prices that save about $20,000 over the Ranger, while the GWM offers initial wow factor with a surprisingly plush interior and more high levels of technology for the cash.

In the case of the SsangYong, it is the only ute here to offer a sunroof, has one of the most cavernous cabins and boasts the fastest infotainment boot-up time, requiring just three seconds from ignition on to fully functional, while the Cannon-X has impressive features such as a class-leading 3D manoeuvring system.

Mazda must take line honours for easily the most car-like cabin with a pleasant two-tone upholstery and particular attention paid to seat design and comfort, plus an elegant and ergonomic steering wheel covered in high-quality leather.

Honourable mentions and pleasant surprises

Despite an inescapable utilitarian bond, some of our fleet attempt to push the boundaries of comfort and sophistication with some innovative features. Nissan’s Navara has a unique rear central window that is electrically operated from the driver’s seat, allowing dog owners to chat with a four-legged friend in the tray, for example.

The D-Max has good amounts of space in all interior areas but feels small on the road with excellent visibility, while the LDV’s central information and entertainment screen is the sharpest and one of the most pleasant to navigate in this group.

We also like the Ranger’s unusual but ergonomic door release handles that allow a more natural hand and arm position when opening the door.

Missed the mark

The sheer plastickyness of the Triton GLX+ and LDV can be forgiven to some degree if they are to be put to hard yakka where durability could be seen as an advantage over the relatively premium feel and comfort of their rivals. Conversely, initial good impressions of the Cannon-X quickly tarnish when too many functional and ergonomic fails emerge.

Other disappointments include the noticeably cramped HiLux second row, as well as its overall dated interior feel, especially when its price is factored in. Woefully slow-to-start infotainment systems dragged the Mazda, Isuzu, Toyota and Mitsubishi further down the tech ratings with between 17 and 21 seconds required from ignition on to fully functional.

Finally, observations such as the LDV’s lack of telescopic steering column adjustment, no realistic place for a phone to live in the Navara and the single-zone climate control of the Triton GLX+ are all examples of omissions that are hard to excuse in today’s modern and competitive market.

JUMP AROUND

• THE CONTENDERS
• Towing
• On-Road driving
• Payloads & trays
• Family duties
• Safety
• Infotainment & interiors
• Capped price servicing & intervals
• Owners’ view
• CONCLUSION: Final rankings & verdicts

CAPPED PRICE SERVICING & INTERVALS

Tristan Tancredi

Before signing on the dotted line for a brand-new car, it’s important to research manufacturer service intervals and capped-price servicing programs when budgeting for your next vehicle.

Some manufacturers offer attractive and extensive capped-price service schemes to incentivise consumers, while other programs are rather limited in what they bring to the table. Here’s what each brand offers.

The Mitsubishi Triton comes with 15,000 km/12-month service intervals and an industry-leading 10-year capped-price servicing scheme, with the first interval priced at $399. Prices then fluctuate between $499 and $999 for the length of the servicing program.

Nissan offers six years of capped-price servicing for its Navara, with service intervals listed at 12 months or 20,000km. Prices for automatic variants start at a fraction over $500 for the first service and max out at $782 on the sixth. Servicing costs for manual models are marginally higher.

D-Max service intervals are listed at 15,000km or 12 months, and seven capped-price services are included for up to seven years or 105,000km. The first paid-for service costs $409 and prices then waver between $319 to $769 for the ensuing intervals.

Mazda BT-50 service intervals are also set at 15,000km or 12 months, with capped-price servicing running for five years or 75,000km. Under this scheme, costs for 3.0-litre BT-50s start at $463 and are slightly cheaper for 1.9-litre variants.

Ford lists service intervals for its new Ranger at every 12 months or 15,000km, whichever comes first. Capped-price servicing of just $329 is eligible for the first four general services, covering up to four years (or 60,000km), for MY22 Ford Rangers.

After a complimentary one-month initial inspection, Toyota offers the shortest service intervals on this list, at 10,000km or every six months, with three years of capped-price servicing at $260 per interval.

The first service for GWM’s Cannon-X is due after just six months or 5000km of ownership. Service intervals are then listed at 10,000km or every 12 months. Capped-price servicing is offered for the first five visits, with service costs ranging from $260 to $360 per visit.

SsangYong offers the most easily deciphered capped-price servicing program, with seven years included at $375 per visit. Service intervals are every 12 months or 15,000km.

Finally, service intervals for the LDV T60 are 12 months or 15,000km, with an initial service required within the first six months or 5000km. No capped-price servicing is offered.

DUAL-CAB UTE OWNERS HAVE THEIR SAY

Our giant team of experienced vehicle testers was complemented with a couple of existing dual-cab ute owners, both of whom are also considering upgrading to a newer model.

Paul Dermatis and Luke Paag live with dual-cab utes every day, using them for both work and lifestyle purposes, giving them an extra perspective on the fit-for-purpose nature of the 11 vehicles

Paul is a construction specialist, and also a petrolhead who’s even built engines in previous years. He can count the legendary Audi B7 RS4 Avant among the cars he’s owned, and they also include a Ford Falcon XR6 ute. Paul’s dual-cab lives up to his passion for performance – it’s a 2008 Toyota HiLux TRD featuring a supercharged V6.

Luke runs a landscaping business in Melbourne, and manages a 300-acre farm up on the way to Bendigo. He started off with a 2010 Ford PK Ranger, followed by a PXII and he’s currently on a Ranger PXIII XLT 3.2L that has clocked 100,000km in three years.

Luke’s Ranger is constantly at work on the farm with a trailer in tow, towing hay, firewood or feed.

CONCLUSION: FINAL RANKINGS & VERDICTS

Jez Spinks

This is the part where we declare the Best Dual Cab Ute of 2022 after all our exhaustive analysis from our vast team of independent testers and guest reviewers.

Of course, we also acknowledge it’s not the role of our Megatests to simply pick one winner, rub our hands, and pat ourselves on the back for a job well done.

Just as there’s a huge breadth of options in the dual-cab ute segment, there’s a wide spectrum of buyers with differing priorities, desires, and budgets.

So, think of our Megatests as more of an expert tour guide that aims to make you feel less giddy when it comes to facing the dizzying array of choices.

What we will say is that we have assessed all 11 vehicles beyond their specification sheets and price tags – rating their value holistically. Because we’re guessing that, if you’re reading this Megatest, you’re not planning to buy your next ute without being fully informed.

So, our ratings have a healthy skew towards the way these utes drive, the way they perform, how they function, and how comfortable they are for everyday lifestyles.

Works-in-progress

China’s challenger brands, Great Wall and LDV, have plenty to offer buyers looking for an affordable brand-new ute packed with goodies.

The Cannon X has a particularly impressive features-to-price ratio, and adds another bonus in the form of a long warranty. And both the Cannon and T60 tick an important ANCAP box with maximum five-star ratings, though GWM has the edge on its safety feature arsenal.

Both our guest ute testers were pleasantly surprised by the amount of kit offered by the cheapest models in the group, as well as how each cabin presented.

The next big steps for Great Wall and LDV – still in their relative infancy as ute builders – include improving cabin ergonomics and developing the engineering side to bring greater polish to the all-round driving experience. Both utes are currently below-average in the areas of ride comfort, steering quality and drivetrain refinement.

Solid performers

Great Wall and LDV can look to Korea if they need inspiration for a well-sorted, well-specced ute that is also well priced. And, of course, we’re not talking about Hyundai and Kia which have yet to enter the segment.

SsangYong has been building utes since the 1990s, yet the latest-generation Musso, facelifted in 2021, is finally an entrant that isn’t entirely forgettable (or curiously styled).

Joining the Navara here as the only other ute to employ rear coil springs for improved on-road handling, the Musso offers impressive rolling refinement, a likeable engine and unexpectedly good steering.

It’s sharply priced and keenly specified in fully brimmed Ultimate XLV form, and only a sub-900kg payload, lap-only centre rear belt and lack of an independent crash-testing score prevented a higher result.

The Musso finds itself in good (middle-of-the-pack) company, ranked alongside segment stalwarts – the Navara, Triton and HiLux.

Although the Navara is at its best in Pro-4X Warrior guise, the regular, non-Premcar-tweaked Pro-4X does plenty right on the road and its tray features a clever tie-down system as well as the ability to carry more than a tonne.

The package just goes a bit awry inside, with a somewhat lacklustre cabin that could be better for storage, rear-seat comfort and noise insulation. The Nissan’s steering was also found to be inconsistent.

Mitsubishi’s Triton is getting on, but it remains a competent all-rounder. The GSR is our pick of the two variants, mainly because this Megatest is skewed towards family lifestyle and the flagship brings more safety tech to the table, better seat comfort and the convenient Super Select 2WD/4WD on-the-fly selector. However, the GLX+ is the better pick for a farm or trade buyer.

The venerable Toyota HiLux rounds of this middling group. Like the Triton, it’s not far off a generational change and a dated cabin, cramped rear seat and vocal engine are some of the key giveaways. The equipment list isn’t particularly generous, either.

Yet the HiLux does functionality expertly, with a kid-friendly rear cabin, useful cabin storage, and a near-one-tonne payload. The seats also rate highly for comfort, and the Toyota’s diesel engine is punchy.

Best of the rest

Double cream is rising to the top here, with the Isuzu D-Max and Mazda BT-50 twins competing for the final podium spot.

While the Isuzu has a slightly longer warranty, its Japanese compatriot edges the contest. The BT-50’s ride is less stiff, its tray can carry an even heavier load, its fuel consumption was the best on test and the Mazda’s interior looks more premium.

A shortage of engine refinement and limited tray practicality were two main downsides for both utes.

The new(er) benchmark

The Ford Ranger, too, will have a twin in early 2023, when the second-generation Volkswagen Amarok arrives.

Until then, at least, Ford’s dual-cab ute is in a class of its own.

Highest prices and highest fuel consumption in this test mean the scorecards aren’t perfect, but beyond that our two Ranger representatives have few downsides.

Across the board, the Ranger serves up an interior that manages to look both tough and sophisticated, presents a slick and intuitive infotainment system, pays plentiful attention to practicality and equipment yet provides the driver and front passenger with particularly good comfort.

Active and passive safety is impressive, and the Ranger’s tray is one of the biggest and most thoughtful in the group.

Sealing the deal is a driving experience that could trick you into believing you’re driving a (well-sorted) large SUV rather than a dual-cab ute. That includes two excellent drivetrain options in the four-cylinder and V6 diesels.

Our testers would be happy with either the XLT four-cylinder or Sport V6, though we think the Ford Ranger sweet spot is somewhere in the middle – an XLT V6 that mixes a good-value features spec with the silky six-cylinder and slick all-wheel-drive system.

Regardless of variant, though, the Ford Ranger is quite the benchmark.

OVERALL SCORES

1. Ford Ranger XLT bi-turbo – 9

2. Ford Ranger Sport V6 – 9

3. Mazda BT-50 GT – 8

4. Isuzu D-Max LS-U – 7.5

5. Nissan Navara Pro-4X – 7

6. Mitsubishi Triton GSR – 7

7. SsangYong Musso XLV Ultimate – 7

8. Toyota HiLux SR5 – 7

9. Mitsubishi Triton GLX+ – 7

10. GWM Cannon-X6.5

11. LDV T60 Max Luxe – 6.5

PAUL & LUKE’S VIEW

RANGER

Paul

It’s comfortable and easy to drive. It really soaks up the bumps; it’s almost car-like in the way it drives. It’s quiet as well. You don’t get that road noise you seem to get with a lot of the others. And it didn’t have any of that jiggly body movement typical of these utes.

I felt like I was driving more of a good-quality SUV than a dual-cab ute. The V6 provides effortless acceleration, though I also quite liked the four-cylinder diesel – it actually likes to rev a bit.

I’m not overly tall, but good headroom inside. For me, it’s under-thigh support that matters most, and it’s okay in here. It feels a bit short, but all of these utes do.

Luke

The obvious positives are ride and refinement. Handling, like the previous generation, is really good. It’s also a big step up with the infotainment and the interior.

The V6 is the pick of the engines: it’s ultra quiet and there’s torque everywhere. I found the 2.0L’s auto wanted to hunt a bit, with fuel economy probably the goal. But, overall, the Ranger is the package – it’s the benchmark.

D-MAX

Paul

My foot tended to roll off the small footrest, so that wasn’t ideal.

The steering felt quite light, but the ratio feels good. I noticed that I needed to be a bit heavier on the throttle compared with the Ranger, as the D-Max’s transmission tends to search for the lower gear, even up a hill.

It doesn’t jar over bumps but can get a bit jiggly and you can hear rattles over rougher surfaces.

It’s a nice cabin to be in. I did find some of the instruments to be blocked by the dash [cover]. They were a bit low for me. Seats are quite forward, feels a touch lower than the Ranger on the legs. And I’m short, so if you had long legs you’d be up here [have no under thigh-support].

Luke

I’m tall, so the driving position feels nice and comfortable – and the layout is okay. The engine has plenty of grunt, but it just seems a bit harsh and a bit gruff. But I have just stepped out of the Ranger!

BT-50

Paul

Straightaway, lovely cabin to be in. The presentation is great. If you just stuck me in here without seeing the exterior, I’d be asking what car am I in? Am I in a CX-9 or something? In that regard, a beautiful cabin. This doesn’t feel like a work ute.

But, again, there’s a rear seat in this class that isn’t great at supporting your under-thigh.

Luke

A bit more refined than the Isuzu D-MAX – a bit quieter and a bit of a nicer ride and a bit less choppy. I’m not sure if that has to do with the spec level, but it just feels a bit tighter, a bit nicer and a bit quieter.

I like the heated seats, the interior is quite plush.

TRITON GLX+/GSR

Paul

Engine-wise it felt okay; the gearbox works quite well with the powertrain. Even on light throttle inputs going uphill, it’ll kick down nicely and work on the torque, so it’s very well-matched in that way.

The GSR’s ride is quite firm. I thought the GLX+ on the smaller (16-inch) wheels was better at absorbing bumps. Going off centre, the Triton’s steering doesn’t seem to turn as sharply as some of the others.

It’s a nice cabin to be in. The instruments are nice and visible. The GSR’s back seats are quite good, too; one of few benches here that nicely support the underside of the thigh. I thought they were better than those in the GLX+.

With the GLX+ you are looking more at a work car rather than a family lifestyle thing compared with the GSR, but I think the GLX+ offers particularly good value for money, for people who are buying on a budget.

Luke

When you bury your foot and start to put the Triton under load, you can feel that lack of [engine] capacity. However, a big pro is the constant 4WD [in 4H] up on that dirt loop, which gives you more confidence. Some of the others felt more tail-happy, whereas the Triton felt quite planted – much like the V6 Ranger (the only other full-time AWD ute in the group).

The long-term liveability of the GLX+ – especially the interior – makes it the best in the $40K group. It also has a better chassis, better feel, and it could probably take a load a bit better, whether I have some weight in the tray or put a trailer on it, it’d probably be the most settled out of all of them.

NAVARA

With the coil-sprung rear suspension, the Navara’s rear end is very car-like – especially when you go through a corner. Unlike many of the utes, there isn’t that slight bouncing effect when you’re not carrying a load. As someone who likes driving, that’s a big sell for me.

There can be some shudder over real rough surfaces, but generally the absorption of bumps is quite good The steering felt a bit funny just off centre, though it’s not a dealbreaker for me.

The cabin’s a nice place to be, I like the instruments, and the seating position is comfortable. And the rear seats are also nice – plenty of foot room and I had full under-thigh support.

The Navara’s cabin seems to focus more on being durable than luxurious, though you have to think that people are going to buy these things and use them for work as well.

Luke

You can definitely feel that twin-turbo – it’s a little bit more linear in its delivery. The engine doesn’t feel as gruff as some of the others. It doesn’t feel as confident on dirt roads due to the steering, as there’s not much feel or feedback going on compared to many of the others.

The Interior is probably the let-down. This is the top-spec and it’s just a cheap cabin.

HILUX

Paul

There’s something in the HiLux’s suspension tune, where it falls into bumps – if not with a bad thud. It’s just a weird feeling, and it’s got that body roll and gets unsettled a bit.

The steering just off-centre… it needs corrections or the vehicle tends to start wandering.

Luke

It has good handling, and the 2.8L feels nice and torquey but it’s quite gruff. It just falls well short of the Ranger.

I have a standard PXIII XLT Ranger with a tow kit and bedliner, and when you look at the SR5+ it doesn’t even have a bedliner on it. You have to pay more for it.

Another example is the 240v power plug in the back of my Ranger for work all the time, and it comes standard.

It feels like the Hilux is now lagging behind most utes in the class.

CANNON

Paul

It has comfortable seats and a nice interior… it’s very well-appointed for a family-lifestyle vehicle.

The Cannon’s steering felt different to the others. Off-centre it started getting a bit heavier, and not in a good feedback sort of way. On the gravel roads, there was also vibration through the steering and a slight shuddering through the body.

I found the engine to be a bit uninspiring, to be honest. It just felt very linear no matter what revs it was at, so that was a bit unexciting.

Luke

For the price point, I’m surprised. You get plenty of kit. And the cabin feels quite big and spacious with my height.

When you lean on the Cannon’s engine a bit, you get that diesel chatter, and there’s a rutted-out section on our loop where it felt a little bit unsettled coming through there.

MUSSO

Paul

Straight off the bat, for a daily driver it needs side steps. Climbing in and out of this thing on a daily basis would become tiring.

But the interior looks pretty fancy for the Musso’s price point and the back seat is good for leg support, so it ticks those boxes.

Cabin noise is good on the move, as well, and the steering was surprisingly good. I just found the ride to be a bit jiggly.

Luke

Totally surprised. The underdog. Good interior, it’s refined, it steers well, brakes well, it’s quiet, and it has quite a perky engine. I was expecting something a bit cheap and nasty, but this has a sunroof, heated seats, really good leather, and heaps of legroom.

I’d get one as a bang-for-your-buck work ute that you turned over every three years, not worried about resale because you’d depreciate that on tax anyway.

T60

Paul

First impressions: no side steps, and there’s no grab rail on the driver’s side to actually pull yourself into the car – they’re two must-haves on a ute, for me.

The rear seats don’t have support under the legs. Other than that, the trimmings are nice; it’s a nice cabin to be in, even if it’s more like a work ute than a family ute.

If you drive the T60 in a sporty way – driving it manually [via the tipshift] – the engine has a nice sweet-spot from about 2500rpm up to 3500rpm. I found it quite enjoyable.

The T60 felt a bit frantic on the country roads; you feel the bumps. The side mirrors are very good but the vision out the back windscreen is just a bit narrow.

Luke

Definitely at the bottom [of the pack]. It has the most predominant diesel chatter of all cars here. It’s quite laggy; really vague, floaty steering; and I’d question the long-term build quality. The driveline just seems to be underpowered.

The interior feels dated. It’s the cheapest vehicle here, but you’d pay the $5K to step up to the next level.

JUMP AROUND

• THE CONTENDERS
• Towing
• On-Road driving
• Payloads & trays
• Family duties
• Safety
• Infotainment & interiors
• Capped price servicing & intervals
• Owners’ view
• CONCLUSION: Final rankings & verdicts

Specs comparison table

NOTE: Table scrolls horizontally