The Ford Ranger has secured the Wheels Best Ute of 2023 accolade, continuing its fine form since winning our dual-cab megatest last year.

The Ranger took the mid-size 4×4 ute segment to another level in 2022 when it launched in latest-generation, T6 form.

And that class isn’t without some impressive models, such as the Isuzu D-Max and Mazda BT-50 twins.

Such is the irregularity of all-new models in the dual-cab segment, there were limited challenges in 2023 to the Ford’s crown.

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Toyota delivered a new variant – the latest HiLux Rogue with a significantly altered chassis and suspension that improves on-road performance. That was followed by a GR Sport flagship that is so fresh that our first review of it published the same day as our Best Utes content.

But while the HiLux platform remains strong and dependable, the Toyota – around since 2015 in this generation – is simply getting too long in the tooth to keep up with the latest offerings.

Similarly, we’ve seen a new flagship model from Mitsubishi with the Triton Xtreme, while local engineering firm Premcar created a more affordable version of its Navara Pro4X Warrior for Nissan.

Which all led to just a single, all-new ute that had a realistic chance of establishing a new benchmark – or at least matching it.

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The second-generation Volkswagen Amarok arrived this year with great expectations – as a vehicle sharing its platform and powertrains with the Ford.

While the Amarok alone offers a 2.3-litre turbo petrol that’s highly distinctive in the market (if only in the flagship Aventura), it otherwise shares 2.0-litre four-cylinder and 3.0-litre V6 diesel engines with the Ranger.

And it’s the bigger engine with 10-speed auto transmission combo that – in terms of performance, towing, and refinement – is a world ahead of the four-cylinder diesels found elsewhere in the class.

Another advantage these two leading utes have over their competition is the transfer case that offers full-time four-wheel drive as well as 2WD, and 4×4 high and low range. Full-time 4WD allows you to drive with all four wheels powered on any road surface which is something you can do in a part-time, locked 4×4 setting. It is a benefit when traveling on roads that vary from sealed to gravel and in wet conditions where traction is limited.

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Only the Mitsubishi Triton on some of its higher specification models offers the full-time 4WD function. There are differences on road (and off), however.

The Ford Ranger generally has a superior ride on both the bitumen and the rough stuff.

VW has equipped its higher-grade Amaroks, including the PanAmericana and Aventura, with a ‘Dynamic’ suspension set-up. The calibration is extra-firm, resulting in a less comfortable ride on both gravel and poor quality sealed roads where more exaggerated head toss was evident.

The Aventura – ironically considering its bigger, 21-inch wheels – rides more plushly than the 18-inch-wheeled PanAmericana, and, while not perfect on poorer surfaces, wins a rare comfort victory over the equivalent Ranger, the (20-inch-wheeled) Platinum.

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Both the US-brand and German-brand utes deliver the most compentent and stable handling in the class, but our testers prefer the Ranger’s steering for its extra weighting and connection.

Volkswagen went to great lengths to differentiate the Amarok from the Ranger and give it its own character and feel and there are differences in the model specification and levels of equipment.

Although there are inevitable commonalities inside the respective utes, the Amarok uses softer touch points on the window sills, dash and steering wheel on more models, which give them a more premium feel inside. VW also employs the larger available 12-inch infotainment touchscreen in more models than the Ranger line-up.

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However, the Ford’s ergonomics are notably better.

Where VW chose to move the cabin temperature and auto stop-start buttons to within the Amarok’s touchscreen, the Ranger employs physical temperature dials and separate console buttons for a more intuitive and less distracting approach.

And for an exterior advantage, one small but practical design element that falls in the favour of the Ranger is the little step on the rear corners of the cargo beg to make stepping up to load the ute easier.

Our 2023 Best Utes comparison series reveals there are other utes to consider depending on your needs.

• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

Although the Amarok Life pipped the Ranger XLS in our Under $60K battle, the Volkswagen ute has been edged out by the equivalent Ranger more often than not in our comparison tests this year.

The Ranger shines particularly brightly above the $60K price point with its Sport, XLT, Wildtrak, Wildtrak X, Platinum and Raptor variants.It’s no coincidence the Ford Ranger scores more category wins – four – than any other ute.The Raptor performance variant is virtually a default winner owing to a lack of worthy direct competitors, yet the Ranger flagship also contributes to a line-up that is unrivalled for its breadth of choice and capability.

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Living costs are soaring, so it’s more important than ever to make every dollar count when buying a dual-cab ute.

Happily, Australia’s most popular segment is bursting with fresh, budget-focused contenders that promise to save you money.

Utes like the Mahindra Pik-Up, Ssangyong Musso, GWM Cannon and LDV T60 Max don’t only offer attractive drive-away deals that undercut the established players (sometimes by as much as $15K!), but they’re also decently equipped, have roomy cabins, and are powered by gutsy diesel engines.

But do they actually represent good value? Or is their low purchase price undermined by expensive ownership costs that actually make them just as costly as a Toyota HiLux or Ford Ranger?

• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

To measure their value, we dusted off our trusty calculator and generated a u2018three-year ownership figureu2019 for each of the segmentu2019s key players.

Our goal was to look beyond purchase price and to provide a better indication of how much each ute will actually cost you once it’s sitting in your driveway. Insurance premiums, servicing costs, fuel bills and resale were all taken into account. And as you can see, the results are eyeopening…

For example, the $38,500 Mahindra Pik-Up – one of the cheapest 4X4 dual-cabs you can buy – is actually one of the most expensive to own and replace.

Why? Heavy depreciation (you’ll lose a whopping $18,749 over three years), high servicing costs, and heavy fuel use (the latter stinging you around $600 more per-year compared to rivals).

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A Nissan Navara SL takes the wooden spoon, however, as the priciest dual-cab ute to own over a three-year period – owing to poor resale and high servicing bills.

The GWM Cannon and LDV T60 are surprisingly expensive to insure, which takes some of the shine off their sharp drive-away pricing.

After three years you’ll pay $1300 more to insure an LDV T60 Max Pro compared to an Isuzu D-MAX, which is basically a premium for an entire extra year.

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Breaking it down

Our full results are in the table below, and we’ve highlighted the three best-value utes.

But first, an explanation about how we calculated our ownership figures.

We focused on the cheapest 4X4 dual-cab variant for each contender, and used drive-away pricing for utes delivered in Sydney, with no options fitted.

Resale percentages, which are the single largest cost of ute ownership and calculate how much of the original purchase price remains after three years, were gathered from Redbook, while insurance premiums were quoted for a 35-year-old male living in inner Sydney with a clean driving record.

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Fuel bills were calculated based on each contender’s combined economy figure and the assumption that owners will drive 12,100km per year – the Aussie average, according to the Australian Bureau of Statistics. Diesel was $2.00 per litre in our calculations.

These figures are a guide only, of course. While they’re based on historical data and official manufacturer figures, they will change depending on where you live, how far you drive, and other market forces, like the swings in used-car values we saw during COVID.

But if value is a high priority, here are three top picks to consider…

JUMP AHEAD

• Isuzu D-MAX SX
• Ssangyong Musso ELX
• Ford Ranger XL
• Ownership
• Specifications

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Isuzu D-MAX SX

If you’re looking for the 4X4 dual-cab that will cost you the least over a three-year period, the D-MAX is the one.

Excellent resale, frugal fuel bills, and the lowest insurance premiums of all our contenders are the secret to the D-MAX’s inherent value, with these low ownership costs helping to offset a higher-than-average purchase price.

For maximum bang for your buck, it’s the entry-level SX crew cab 1.9L that’s kindest to your hip pocket, but opting for the more powerful 3.0L turbo diesel doesn’t actually bring a huge financial penalty.

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The SX 3.0-litre will cost you only $430 more to run over three years (higher fuel bills account for most of that), which further underscores the D-MAX’s inherent value.

As you can see from our table below, the 3.0L D-MAX actually slots into second place for overall.

The D-MAX has long carried a hard-won reputation for reliability and dependability – but as our figures show, you can now add value to that list, too.

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Ssangyong Musso ELX

Proof that outright value can also translate into low ownerships costs.

The sharply priced Ssangyong Musso isn’t only the pick of the budget-focused utes (it’s $2200 and $3200 less expensive than the LDV T60 and GWM Cannon over three years) but it’s only $600 behind our overall winner, the Isuzu D-MAX.

You could even argue that makes the Musso ELX the better-value pick thanks to its lower purchase price – and it’s not only outright value that sits in the Musso’s favour.

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The Musso offers a generous 7-year / unlimited warranty (the D-MAX gets six) and it’s also decent to drive thanks to impressive cabin refinement, a gutsy 2.2L turbo diesel and surprisingly engaging steering.

As for downsides? At this price, the ELX is a six-speed manual (the auto is $2000 more), whereas the Isuzu SX comes with an automatic as standard.

The Musso’s 800kg payload is also lower than the segment average and unlike most dual-cabs, it doesn’t carry an official safety rating from ANCAP. The ELX model grade also loses some of the active safety gear on higher-spec models, like blind-spot monitoring and rear-cross traffic alert.

Ownership table

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Ford Ranger XL

Like the D-MAX, the Ranger’s high-ish purchase price means it immediately screams value for buyers on a budget.

At $56,174 once you factor in on-road costs, the entry-level Ranger 2.0 XL sits at the upper end for buying it outright – but its value credentials are bolstered by superb resale, cheap servicing costs and respectably low fuel consumption and insurance premiums.

Even better news is that the Ranger is the segment leader for cabin quality, refinement and driving dynamics. It’s a regular comparison-test winner and it trounced its rivals in our recent dual-cab ute megatest, so it’s nice to know you’ll be buying a quality product. Value and quality? That’s an ideal combo.

Ownership table

Ownership

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Specifications

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Dual-cab utes remain hot property in 2023, with the Toyota HiLux and Ford Ranger continuing to dominate the top of the charts for new-vehicles sales.

The problem is that the best versions of these models are found above $60,000.

That’s not cheap by any stretch, while most ute manufacturers seem to be spending most effort on higher-spec variants that can bring wider profit margins.

Thankfully, there are a handful of jewels still to be found below $50,000 – and we’ve shortlisted three of the best options: Triton, Navara and Musso.

Honourable mentions go to the LDV T60 and GWM Cannon, which offer premium features for a great price. However, the three vehicles listed below nudge them out when combining both quality and value in equal measure.

• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

JUMP AHEAD

• Ssangyong Musso Ultimate XLV
• Mitsubishi Triton GLX+
• Nissan Navara SL

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Ssangyong Musso Ultimate XLV

Packed with creature comforts belying its price point, the top-spec Musso XLV impresses both on- and off-road.

If there’s ever been a ute that surpasses expectations more than the Musso, we’d like to hear about it. Granted, expectations may be low, but feedback is consistently positive once people exit the driver’s seat of the Korean-born dual-cab.

A real perk of the Musso is its cavernous cabin and well-appointed interior. The seats are wide, supportive and accommodating, and there are plentiful storage bins and sizable drink holders. The infotainment system is modern and speedy, and its user interface is intuitive and easy to navigate.

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A noticeable negative, and it’s a bit of an oversight, is the use of a lap belt for the rear middle seat. It’s just something not seen these days. To that point, it’s worth noting the Musso is currently unrated by ANCAP.

An obvious compromise of its spacious interior is that it translates to a big exterior, with the Musso quite large compared with its contemporaries. Its extra 300mm length in XLV guise can make navigating steep off-road climbs quite difficult.

Still, it drives really well on bitumen, and the 2.2-litre engine is impressively refined for a vehicle at this price point. Steering is well dialled in, which makes the Musso a very practical vehicle for daily duties. Coil-sprung suspension front and rear provides a balanced on- and off-road demeanour.

The inclusion of a Tyre Pressure Monitoring System (TPMS) as standard is also a big tick.

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In top-spec XLV guise, the Musso’s payload jumps from 790kg to a usable 880kg, and its 133kW/420Nm 2.2-litre diesel is mated to a six-speed automatic. It has a towing capacity of 3500kg.

A Luxury Pack is available for an additional $3000 (still keeping it below $50K). This adds more premium equipment such as Nappa leather seating and dual-zone climate control.

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Mitsubishi Triton GLX+

This versatile fan-favourite is equally adept at work and adventure duties. Its exceptional value in GLX+ trim makes it hard to ignore.

Look at the best-selling 4×4 vehicles in Australia over the past few years and you’ll notice there’s one that consistently lurks behind the heavy-hitting HiLux and Ranger on the sales charts – and there’s good reason for that. The Triton not only offers exceptional value for money, but it’s equally capable on and off road.

In GLX+ trim, the Triton sits comfortably beneath the $50,000 mark with a $48,990 drive-away price. For that coin, consumers receive a hard-working all-rounder.

There are obvious compromises in certain areas, and none more so than inside the cabin, where cost-cutting measures can be noticeable.

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Unlike other budget vehicles – think Musso, Cannon and T60 – which feature more premium features as standard, the utilitarian cabin in the Triton GLX+ has cloth seats, plenty of plastic and thrifty-looking trims, single-zone air-conditioning, and a small 7.0-inch touchscreen housing a dated infotainment system.

Despite these flaws, the Triton is nimble and direct to drive on- and off-road, thanks to its smaller stature (in the dual-cab class) and settled suspension (leaf springs at the rear and coils up front).

Unlike more premium models in the Triton stable, the GLX+ uses the more rudimentary – but easy to use – Easy Select 4WD system instead of the more advanced Super Select II 4×4 system.

All Tritons are powered by a long-serving 133kW/430Nm 2.4-litre turbo-diesel four-cylinder diesel, mated to a six-speed automatic in the GLX+.

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You’ll save close to $10K opting for the GLX+ instead of the GSR, and we reckon that’s great value.

A decent payload of 945kg makes it a solid base to form a custom work ute and/or adventure vehicle, and there’s a tonne of aftermarket accessories to suit. However, you’ll have to wait for the next-gen Triton for a 3500kg towing capacity, as the current model is limited to 3100kg. It’s due in January 2024.

There are more premium Triton dual-cabs in Mitsubishi showrooms (GLS and GSR), which offer a more luxurious interior, Mitsubishi’s Super Select II 4×4 system, and added safety features. But you’ll save close to $10K opting for the GLX+ instead of the GSR, and we reckon that’s great value.

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Nissan Navara SL

Entry-level Navara SL sneaks into the sub-$50K category

The Navara line-up received a refresh toward the end of 2021, which gave it a more purposeful stance and bolder style.

As the base model Navara, the SL misses out on plenty of equipment introduced with the ST. This includes carpet flooring, a leather-bound steering wheel and gearshift knob, chrome interior details, a stainless steel sportsbar, black side steps, a suite of advanced safety tech, and more sporty 17-inch alloy wheels.

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A strong suit of the Navara is its twin-turbo 140kW/450Nm 2.3L bi-turbo diesel engine

Upgrade again to the Premcar-fettled SL Warrior and owners are treated to a 40mm suspension lift, a front bash plate, bullbar with integrated light bar, fender flares, all-weather floor mats, a tub liner, 100kg GVM upgrade, and Cooper Discoverer all-terrain tyres.

However, sacrificing this equipment does save you quite a bit of coin when signing on the dotted line – about $5000 (ST) and $10,000 (SL Warrior).

A strong suit of the Navara is its twin-turbo 140kW/450Nm 2.3L bi-turbo diesel engine, which runs through a seven-speed automatic transmission. The capable engine is paired with dynamic and well-weighted on-road characteristics, with the Navara’s road-handling an impressive attribute.

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The Navara comes with a generous payload – 987kg in SL auto trim – which makes it an ideal vehicle for work or play customisation. That there’s also a smorgasbord of aftermarket accessories available is a bonus.

The utilitarian cabin does feel a bit old – and we’ll have to wait until 2025 for a new model – but it gets an 8.0-inch touchscreen (bigger than the Triton) that is well mapped out and intuitive to use, and it features Android Auto and Apple CarPlay (albeit wired rather than wireless).

The low and flat seating position does take a bit of getting used to, but it gets better with time. There’s plenty of USB ports and copious storage pockets, and the drink holders will swallow larger bottles.

There are more capable off-roaders in the Navara line-up, but the base model SL is the only model that sits beneath the $50K cut-off for this segment.

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THE WINNER: Mitsubishi Triton

If you’re willing to forego a few creature comforts, the Triton’s smooth- and rough-terrain abilities make it a compromise worth making.

A decent 4WD system in conjunction with well-tuned suspension and a rear diff lock as standard makes it very capable off-road, and a huge range of aftermarket accessories makes it a great base from which to create the ultimate work or adventure rig.

Add in its unbeatable 10-year warranty (and mind the conditions) and you can’t do better in the sub $50K dual-cab ute category.

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The mighty dual-cab 4×4 ute has become a must-have for tradies in Australia, serving as a workhorse and daily driver, and taking you further into the bush or onto the beach.

Gone are the days of two-wheel-drive utes, with cult classics like the HSV Maloo once signifying the pinnacle of success on a jobsite. A dual-cab 4×4, with plenty of aftermarket goodies fitted, is now the sign you’re doing just fine.

Dual-cab ute cabins are also as refined as their passenger-car relatives these days, without sacrificing their utilitarian purpose. No longer must tradesfolk settle for bench seats, bland interiors and hard plastics everywhere.

• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

Then there is the growing range of larger, more expensive American pick-ups available Down Under, with brutish offerings from RAM, Chevrolet and soon Ford and Toyota.

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But here we’re looking exclusively at the best midsize 4×4 utes under $65,000. Because, let’s be honest, they are a winning formula and perfectly suited to our trade needs in Australia.

It’s no accident that three of the five utes we evaluated here also occupy the top 10 best-seller list for 2023 (so far). In fact, one sits at the very top of the Australian sales ladder, and has for quite some time.

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What makes a good tradie ute?

This guide explores value, durability, carrying capacity, safety and features.

Of course, tradies love to put their own touch on their work rig – and when they basically live in their utes, who can blame them? To that end, we’ve made sure the top five utes all have solid aftermarket support.

JUMP AHEAD

• ? Ford Ranger XLT
• ? Isuzu D-Max LS-U
• ? Nissan Navara SL Warrior
• ? Toyota Hilux SR5
• Mitsubishi Triton GSR
• Specifications

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Ford Ranger XLT

The latest generation Ford Ranger, released in 2022, is the smartest ute on the list with advanced off-road and towing tech, class-leading active safety and serious levels of refinement.

It’s also the only Aussie ute on the list because, while assembled in Thailand, it was designed and engineered by Ford Australia for our unique conditions.

The option we think represents the best tradie value is the mid-range XLT dual-cab, with the 2.0-litre bi-turbo engine, coming in at $61,990 before on-road costs.

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Despite its small displacement the 2.0-litre engine produces 154kW/500Nm and backed by a 10-speed automatic transmission, it is surprisingly peppy.

An official fuel rating of 7.6l/100km isn’t too far from reality, with our testing returning figures between 8-9l/100km from the peppy 2.0-litre engine.

The XLT can be optioned with the more powerful V6 diesel, but at nearly $4,000 more for the extra cylinders we would recommend the four-pot unless you plan to tow regularly.

On the topic of towing, the full Ranger line-up (excluding the Raptor) will pull 3500kg, and payload for the XLT is a healthy 1005kg.

The XLT offers a premium cabin and technology offering, featuring LED headlights and daytime runners, adaptive cruise with ‘stop & go’ functionality, lane centering, active park assist and smart keyless entry.

The latest generation Ranger scored a full five-star ANCAP safety rating, with nine airbags onboard and Ford’s suite of safety features on stand-by.

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Ford offers a five-year / unlimited-kilometre warranty for all Ranger models, and services come up every 15,000km or 12 months. Capped-price servicing keeps the first four services at or below $329.

For those wanting to trick up their new Ranger, the good news is that Ford joined forces with ARB to offer an impressive range of dealer-fit accessories. Of course, aftermarket support outside of Ford and ARB is also strong, with near endless accessory options out there.

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Isuzu D-Max LS-U

Isuzu’s latest generation D-Max has the largest engine on our list, an impressive array of standard safety technology, and a compelling price tag of $59,000 before on-road costs.

The 3.0-litre turbo-diesel engine is a variation of the same unit that’s been powering the D-Max since its Australian debut back in 2008, famed for its rugged reliability and tuneability.

Power comes in at 140kW/450Nm with the choice of a six-speed manual or automatic to transfer it to the wheels, but the beauty of this under-stressed engine is its wide truck-like torque spread.

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Our reason for suggesting the mid-spec LS-U is that the X-Terrain above it gets additions like a sports bar, which most tradies will remove to fit a canopy, and the extra money is better spent on aftermarket upgrades.

Inside, the LS-U has a 9.0-inch infotainment screen, comfortable premium cloth seats, and a mix of soft and hard interior materials that offer a classy touch without sacrificing durability.

The D-Max scores a full five-star safety rating and eight airbags, as well as Isuzu’s full suite of advanced safety features including autonomous emergency braking, adaptive cruise, lane keep assist, forward collision warning, misacceleration mitigation, driver attention assist and automatic high-beam control.

On the road, steering is fantastic, braking is predictable and power delivery is stout. However, unloaded, the D-Max is jarring with its stiff rear leaf setup performing best with some weight in the tray.

The D-Max has a maximum braked towing capacity of 3500kg and payload of 995kg. If you want to be able to put a tonne or more in the styleside tub, you’ll need to shop down to an LS-M or base SX model.

Claimed fuel use is 8.0L/100km, but owners can expect that number to hover between 8.5-9l/100km depending on how much highway work is done. We typically averaged just over 9L/100km when testing the D-Max during mixed use.

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Isuzu offers a six-year / 150,000km warranty on all D-Max models, and services come around every 15,000km or 12 months. Capped-price servicing is offered for seven years or 105,000km, with the cost per visit coming in at between $409 and $769.

The D-Max has strong aftermarket support for everything from lift kits to canopies – but if you do increase the ride height by more than 40mm, look into fitting aftermarket upper control arms at the same time.

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Nissan Navara SL Warrior

The Navara is a strong contender, sitting on the lower end of the power stakes but offering strong value in off-road-focused models that don’t scream out for further customisation.

Powered by a 2.3-litre twin-turbocharged diesel engine, producing 140kW/450Nm, the Navara is no slouch, but it lacks the torque of gruntier options like the Ranger and HiLux.

Nissan claims fuel use figures of 7.9L/100km and it is an economical unit even when pushed, but delivered closer to 9L/100km during testing.

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This is the only option on the list with a multi-link coil-sprung rear end, resulting in a plush unladen ride compared to the others on the list. It undoubtedly handles better around town than its leaf-sprung competition, but is still stiff. It’s a ute, after all.

Since scoring a facelift in 2021, the NP300 Navara range has grown to include two Premcar-fettled off-road models. What’s unique about Nissan’s approach to its hardcore models, is that while one is of course a range-topper, the other is actually an entry-level SL model.

For that reason the SL Warrior is our pick of the Navara bunch for tradies, coming in at $60,500 plus on-road costs but with items like a lift kit and better rubber already ticked off the to-do list.

Not only does it offer serious value with a wider track, beefy bash plate, suspension lift, bullbar with built-in lightbar, towbar and larger all-terrain tyres from factory, it also scores a GVM upgrade. So the SL Warrior will happily carry 1081kg, tipping it over the tonne – good news for trade buyers.

It will also tow 3500kg, and having a 30mm wider track and 30mm longer wheelbase than a stock SL, it should in theory tow better too.

While the SL Warrior scores an impressive list of off-road gear, the interior and technology offering are fairly basic. Cloth seats and vinyl floors may deter some, but for hardworking tradies, this wipe-down interior will wear well. An 8.0-inch infotainment screen sits front and centre, with the usual Apple CarPlay and Android Auto (both wired), but that’s about it.

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Safety in the base SL models is pared back too, with no lane-departure warning, blind-spot monitoring or surround-view camera system.

It does feature autonomous emergency braking, forward-collision warning, driver-fatigue warning and seven airbags.

While it scored five stars back in 2015, the Navara’s score expired in December 2022.

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Nissan offers a five-year, unlimited-kilometre warranty with complimentary roadside assist.

Services come around every 20,000km, or one year, with capped-price servicing across the range. Service costs, for the first six visits, range from around $500 up to $782.

While aftermarket support is strong, the SL Warrior is fairly sorted out of the box, saving you time and money.

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Toyota HiLux SR5

The undisputed king of the dual-cab utes, at least in terms of overall popularity, is the Toyota HiLux – the Milwaukee of the ute world. It also happens to be the top-selling car in Australia, period.

The ‘can’t kill ‘em’ reputation the HiLux earned across the last 50 years has stuck (even through widespread DPF issues), making it an easy go-to and a tradie favourite.

Our pick is the SR5, which sits around the middle of the recently expanded HiLux range, priced at $58,680 before on-road costs.

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The HiLux is powered by a 2.8-litre turbo-diesel engine producing 150kW/500Nm, backed by a six-speed automatic or manual transmission, sipping a claimed 7.9L/100km. It’s one of the most frugal engines listed here, confirmed during real-world testing.

Being a high-spec model, it gets leather seats, 8.0-inch screen, and piano-finish black trim that feels premium, if a little dated.

The safety technology includes autonomous emergency braking, lane departure alert, adaptive cruise control, surround-view cameras and road sign assist. The HiLux has seven airbags and it scored a full five-star ANCAP safety rating in 2019.

The SR5 has a braked towing capacity of 3500kg, but its payload is under a tonne at 940kg. Fitting an alloy tray will of course claw back some payload.

Toyota offers a five-year, unlimited-kilometre warranty for its HiLux range and will extend it to seven years if vehicles are serviced within its dealer network.

The HiLux will, however, need to be serviced every 10,000kms or six months, which is more frequently than the others listed here. Services will set owners back an average of $290, or $1740 across the first three years.

Being by far the most popular dual-cab ute in Australia for so many years, aftermarket support is fantastic. Every off-the-shelf part you can imagine is available for the HiLux.

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Mitsubishi Triton GSR

The Triton is the bargain of the bunch, with the top-spec GSR coming in at just $55,690 plus on-road costs. However, a new model has already been revealed and is due down-under in early 2024.

Don’t let the incoming model deter you from the current range just yet, though, because it’ll almost certainly cost you much more of your hard-earned cash to get into a next-gen Triton.

The current GSR model features a 2.4-litre turbo-diesel producing 133kW/430Nm, paired with either a six-speed manual or automatic transmission. Mitsubishi claims fuel use of 8.6L/100km which is about right, if not a little optimistic.

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Braked towing potential is down on the other utes here, with the Triton topping out at 3100kg, and its payload is also on the lower end at 901kg.

A relatively modern interior features a 7.0-inch infotainment screen with smartphone connectivity, leather seats with heating and electric adjustment, keyless entry and push-button start.

The Triton GSR gets a comprehensive suite of safety technology with features like forward-collision mitigation, pedestrian detection, lane-departure warning, blind-spot monitoring. The Triton scored a five-star ANCAP rating back in 2015, but its score expired in December 2022. The Triton also has just six airbags – down on safety compared with the other options on the list.

The current-generation Triton has solid aftermarket support with myriad bullbars, lift kits, canopies and other accessories available.

If you plan on waiting for the new model, Mitsubishi and TJM have already developed 46 aftermarket products for the incoming range.

Mitsubishi offers a generous ten-year / 200,000km warranty for Triton models, provided all servicing is done at an authorised dealership.

Services come around every 15,000km or 12 months, and pricing is capped at around $600 per year for the first 10 years or 150,000km.

Sure, it’s down on power, payload and a little dated in its design, but this is the cheapest ute on our list – despite being a top-spec model.

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SCORING

Specifications

While it would be nice to have one of the flashiest, highest-spec new utes in the garage, they’re not always within a buyer’s budget.

We’ve covered the cheapest end of the dual-cab segment with our Best Ute Under $50K category, but what are the leading options in the midway $50K-$60K bracket?

Fully laden flagship models from challenger brands such as GWM, LDV and SsangYong have yet to climb above the $50,000 RRP mark (so we don’t include here GWM’s XSR that is $52,990 drive-away with on-road charges added).

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Fortunately, there’s no shortage of good offerings from the more established brands in the segment. There are both LS-M and LS-U variants of the Isuzu D-Max in the mix, the closely related Mazda BT-50 has the XTR mid-range model, and Nissan has the Pro-4X Navara.

You’ll also find SR versions of the Toyota HiLux in this bracket, though Toyota’s perennially popular dual-cab doesn’t get serious with a good list of standard features until the SR5 which just creeps over $60,000.

While the models above can be worth checking out, it’s the two newest models on the market that reign supreme: the Ford Ranger and Volkswagen Amarok.

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The two models were co-developed and share a lot of their core engineering. They’re also closely matched when it comes to price.

The Amarok Life starts at $56,990 plus ORCs while the Ranger XLS starts at $54,730 plus ORCs.

Both models are 4×4 dual-cabs powered by the same 154kW/500Nm bi-turbo 2.0-litre diesel engine.

An Amarok Core costs $52,990 but comes with a single-turbo diesel with lower outputs – 125kW and 405Nm – and fewer features.

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You can also option the bi-turbo engine in the cheaper Ranger XL but the XLS gets you lighter alloy wheels for a more premium look and the interior has better finishes including carpeted floors.

They both deliver unrivalled levels of safety, refinement and performance at this price point.

Both utes have a 5-star ANCAP safety rating and standard safety equipment includes:

The key point to both of these utes is that although they’re lower-specification models, they don’t feel like it when you slip inside and drive or ride in them.

They also share contemporary cabins that include 10-inch infotainment touchscreens and standard air-conditioning.

The Amarok Life, however, more than justifies its slightly higher price tag when standard-gear lists are compared.

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Exterior advantages for the Volkswagen include 17-inch alloy wheels vs the Ranger’s 16s, LED headlights and fog lights where the Ford uses halogens, and only the Amarok has rear privacy glass. One plus for the Ford is that it has front parking sensors not just rear sensors.

Inside, the Ranger XLS can’t match the Amarok Life’s leather-covered steering wheel and gear lever, auto-dimming rear-view mirror, and wireless phone charging. Tyre-pressure monitoring is also only available on the German (South African-built) ute.

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LED headlights offer a huge improvement to driveability and safety at night, and having them in a ute at this level is a credit to Volkswagen. In fact, they are standard fit right across the new Amarok range.

As for tyre pressures, unless you are one of those rare folk who check at least weekly, we say a TPMS system is essential equipment. As the name suggests, they alert the driver to a drop in tyre pressure or sudden deflation, which could save your life by ensuring the optimal operation of the vehicle’s driver assistance safety systems.

• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

In XLS trim, the Ranger struggles against the Amarok Life for equipment.

The new Ranger and Amarok siblings are very similar vehicles, as you would expect, and they each represent the latest generation of mid-size utes in Australia.

It’s no shock that they’re not easy to separate.

The Ranger is at its best above $60,000, from XLT spec upwards, and (narrowly) wins most battles against the equivalent Amarok at higher trim levels. In XLS trim, however, it struggles against the Amarok Life for equipment.

This is no better illustrated by the fact that, to match all the Life’s features in the Ranger, you’d even need to bypass the XLT model for the Sport that’s priced from $64,990.

When those features include genuinely useful driver aids like LED headlights and tyre-pressure monitoring, and modern conveniences such as wireless phone charging, that makes the Volkswagen Amarok Life the clear winner of our Best Ute Under $60K category

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SCORING

For several good reasons, mid-size 4×4 dual-cab utes are the go-to vehicle for thousands of Australians who like to tow.

Most of them offer a 3500kg braked towing rating. Their relatively long wheelbases are good for stability when towing. And they are more affordable than the big 4×4 wagons that also offer that 3500kg capacity, such as LandCruiser, Patrol and Land Rovers.

We’re spoiled for choice, too. With some of Australia’s biggest-selling vehicles in this 4×4 dual-cab ute category, manufacturers are falling over themselves to get product into the market for eager buyers.

This gives buyers options from lower-priced single-cabs in the $30,000 range right up to the heavily equipped sports utes such as the Ranger Raptor or more premium-focused variants such as the Volkswagen Amarok Aventura.

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It’s been a year since the Ford Ranger hit the market and, when we tested it against its peers, it was the best of the pack by a long shot.

We scored the Ranger V6 as the best mid-size 4×4 for towing and the four-cylinder bi-turbo as second best. There was a lot of daylight between second and third places.

In the 12 months since that testing the only real news in the segment has been the launch of the second-generation Volkswagen Amarok. While you could think of the new Amarok as a Ranger in a German suit (or lederhosen!) because it shares its platform and drivetrains with the standard-setting Ford, it wouldn’t be right to pick the best towing rig without lining them up and testing them back-to-back.

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Non-identical twins

Volkswagen took the Ranger’s T6 light-truck chassis, 3.0-litre V6 diesel engine and 10-speed automatic transmission, and fitted it with a flash new suit of panels that give it a distinctly VW look and feel.

It delivered a similar job inside where the Amarok – tested here in $75,990 PanAmericana guise – gets softer feel touch-points, a bigger infotainment touchscreen than the $67,690 Ranger Sport as tested, and unique switch gear and controls.

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The V6 Ranger and Amarok have a rated towing capacity of 3500kg and the GCM is a healthy 6400kg so they are class-leading in that regard.

They both have inbuilt electric brake controllers and share their clever towing tech that includes customising the electronic driver’s aids to the size of your trailer, having a trailer light check feature, and a handy towing checklist for anyone for whom this discipline isn’t second nature.

To put them to the test we borrowed a Jayco Silverline Club caravan from the team at Page Brothers Jayco RVs and Caravans in Moorabbin. The dual axle van weighs in at 2700kg with approximately 170kg down on the tow ball. It’s a fairly typical example of the size and type of caravan you see being hauled behind utes all over Australia, so it suited our test perfectly.

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The Jayco van comes with its own electronic stability control that works in unison with the ESC and trailer sway control of both of these utes.

The engine outputs of the V6 in the Ranger and Amarok are 184kW and 600Nm, making them the most powerful in the class.

With this sort of grunt they both pulled the big caravan with ease, while the long wheelbase and size of the utes provided a stable platform. It terms of towing, you really couldn’t set the Amarok and Ranger apart; they do the job equally as well.

There’s an important distinction between the driving experiences when not towing, however.

Underneath, Volkswagen has used its own suspension calibration with firmer springs and shocks. The consequence is that the PanAmericana has a poorer ride than the Ranger both on and off road, with a tendency to rock passengers around in the cabin on less-than-smooth surfaces.

VERDICT

Although both utes are matched for excellent towing ability, the result isn’t a draw.

The Ford Ranger’s better ergonomics and superior ride comfort on and off road give the Blue Oval ute our nod here.

Where once the ute was a mere workhorse for trades and farms, the modern dual cab ute is now often called upon to cart about our precious ones – so safety and comfort have become significant factors.

Manufacturers have, thankfully, put plenty of effort into making utes safer, while also making the cabins of dual-cab utes more car-like than ever before.

In this Best Family Utes category comparison, we look at the best dual-cabs out there for parents.

JUMP AHEAD

• ? Toyota HiLux
• ? Mazda BT-50
• ? Isuzu D-MAX
• 4️⃣ Ford Ranger (equal 4th)
• 4️⃣ Volkswagen Amarok (equal 4th)
• 6️⃣ GWM Ute Cannon
• 7️⃣ Mitsubishi Triton

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• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

In days before ISOFIX came to the category, fitting baby seats in any ute was wrench-hurlingly frustrating – but even now, Australia being Australia, it’s still not as easy as it should be. Why? The peculiar requirement in Australian Design Rules for the fitment of a top tether.

It’s a very belt n’ braces regulation, and one that is a hangover from the days when cars were built locally.

When baby seats were mounted solely via seatbelts routed through their base, the top tether could theoretically add stability to a poorly tensioned installation. The robust lock-in ISOFIX system that leans into the strength of the vehicle’s chassis, though, doesn’t need it; in fact, it couldn’t make the requirement for a top tether any more redundant if it tried.

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Space for baby seats and adults alike – three across!

As with most utes, adding a baby seat to the HiLux requires a bit of fiddling to access the top strap – but once it’s in place, the broad rear bench can also easily accommodate two full-size baby seats, along with the potential for a third, non-tethered booster seat.

The centre seat is sufficiently broad enough, too, that an adult can ride shotgun with the nappy bandits.

There are no USB charging points (that’s the HiLux showing its age), but the adjustable rear vents blow frosty or toasty air on demand for living cargo of any persuasion. Opting for a HiLux with PU leather upholstery will also help eradicate all manner of sins with a mere wipe, too.

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The seats themselves are comfortable and supportive. And, while rear occupants do sit quite upright, there’s plenty of headroom, toe room and shoulder room.

HiLux gets a big tick, too, for the flip-down hook on the back of the front seat to hang that bag of pad thai and kung pow chicken from.

Storage in the doors and in the centre console is adequate, but the rock-hard plastic (rather than a rubber insert) of the small trays and the two cup-holders makes a constant companion of rattling bits-and-pieces when off-roading.

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The HiLux is our Family Duties winner because, quite simply, it’s the most user-friendly and accommodating when it came to installing and securing our child seats.

It also has the widest space for an adult sitting between two child seats, and a decent amount of room in the door for drinks and toys – and who doesn’t love easily wipeable (albeit optional) leather upholstery?

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=? Mazda BT-50

Second place shared with D-Max

The twin of the Isuzu D-MAX, the Mazda BT-50 brings a classier visage to the notion of the rugged ute.

Putting a baby seat into the Mazda BT-50 is a relatively easy process, firstly because the door opens nice and wide. The tether strap which usually attaches to the seat back threads through a cloth eyelet under the outboard headrest and onto a steel tether point behind the centre headrest.

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There’s room enough in the back for the baby seat without forcing the front seat passenger to slide their seat far forward, too.

On the subject of keeping the family safe, the BT-50 also has an impressive arsenal of safety kit, including the usual array of airbags, a reversing camera, autonomous emergency braking (AEB), electronic stability control, blind-spot monitoring, emergency lane keeping and lane departure warning, rear cross-traffic alert and a speed assist system.

It’s a safety suite that, along with its occupant protection capabilities in a crash, is enough to earn the BT-50 the full five-star ANCAP rating.

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=? Isuzu D-MAX

Second place shared with BT-50

Given that the D-MAX and BT-50 are twins under the skin, the same bouquets and brickbats around rear seat space can be fairly levelled at both cars.

The rear doors don’t open as wide as some other utes, which could make loading people and things a little trickier. And, as with many dual-cab utes, rear legroom isn’t particularly generous, and second-row headroom is a touch limited.

Toe space is ample, though, and the bench itself is relatively deep, if a touch short under-thigh. The seatbacks also offer decent if not class-leading recline.

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Second-row passengers are well looked after with a USB socket, door holders that will take up to 1.5L bottles, and great visibility even for smaller occupants.

Cupholders feature in the centre armrest, and seatbacks include pouches and takeaway hooks.

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= 4️⃣ Ford Ranger

Fourth place shared with Amarok

The HiLux’s arch enemy, the Ranger, sits in the middle of the pack because, although it excels in many other fields and had some handy features like decent space in the door cards, there are a few let-downs.

They include a lack of rear legroom (including a high transmission tunnel that makes things a bit more cramped in the middle), and restricted door space.

The most problematic issue, though, is how awkward it is to fit child seats due to the difficult-to-reach top tether anchorages. It was almost impossible to fit a rear-facing seat for a newborn securely enough without seeking professional help.

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Another of our criticisms of this generation of Ranger is that its rear seat is on the squashy side for its class, though passenger room isn’t an issue.

Despite the difficulty of mounting it, a rear-facing baby seat fits easily and a fully grown adult can fit behind the driver without feeling overly compromised for knee room.

The more affordable XLT doesn’t get pockets on the front seatbacks and its very basic cloth interior isn’t wipe-down friendly.

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= 4️⃣ Volkswagen Amarok

Fourth place shared with Ranger

The all-new, second-gen Volkswagen Amarok was co-developed with the Ford Ranger and it’s all the better for it, especially when it comes to family duties. You now score side curtain airbags as standard, for example, which remedies one of the original Amarok’s biggest weaknesses.

And even though sharing its underpinnings with Ranger means outright passenger room is average rather than excellent, any existing Amarok owners will notice a huge improvement.

VW has injected an additional 175mm into the second-gen Amarok’s wheelbase and most of the extra space is felt in the rear pews. Six footers can easily sit behind one another and VW has done a fantastic job with the mix of materials which lends the Amarok’s cabin a premium, yet still hardwearing, feel.

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Like Ranger, fitting a child seat is fiddly and there are no rear USB ports. The rear plastics also take a sharp step backwards and are noticeably harder. Rear passengers do score dedicated air vents, though, and the Amarok’s rear bench is marginally comfier than Ranger thanks to more pronounced bolstering on the backrest.

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6️⃣ GWM Ute Cannon

The GWM Ute Cannon is one of the leading proponents in the Chinese-sourced light-duty dual-cab space, and as such its performance for the modern family is critical.

Reports from our back seat riders confirm there’s plenty of space across the rear bench of the GWM, and the Cannon LS tested includes a 220-volt socket as well as a single USB point and rear vents.

The rear windows are a little bit smaller than those on, say, the Ranger or BT-50, which does restrict a bit of light into the rear end, but it’s only a matter of degrees.

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It’s also possible to add two ISOFIX baby seats to the outside seats, but you will have to fish around the rear side of the seat to find the centre seatbelt sash.

It’s an unusual two-buckle design, which will probably preclude the use of even a booster seat for the centre seat.

Offering a split rear row was one of the reasons the GWM scored well with judges, as well as offering lots of space in the doors, USB ports and pockets for rear passengers, and as well as good legroom.

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7️⃣ Mitsubishi Triton

The Triton – which is set to be updated in early 2024 – has a high transmission tunnel with only satisfactory rear legroom, with the front seats needing to be pushed forward to accommodate rear-facing child seats.

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The rear door cards too don’t offer much space, and again the top tether anchorages are hard to reach.

While the models with softer leather seats are favourable compared to the basic and cheap-feeling fabric trim of the base models, both felt quite uncomfortable to sit on as an adult passenger in the middle of the second row and give a feeling of being squashed when child seats are fitted either side.

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Speaking to Polestar 3 design lead Nahum Escobedo at the large SUV’s Australian unveiling, it became clear the company doesn’t care much for trends, fads or gimmicks. So while Chinese company Geely may own Polestar’s majority shareholder, Volvo, the brand’s ethos remains decidedly Scandinavian.

One battle for the design team was balancing aero efficiency with visual presence. To give the Polestar 3 a high bonnet line without rounding its edges, Escobedo and his team came up with a novel nose wing to keep the visual balance of an SUV without resorting to overly rounded edges for efficiency – something Esobedo is not a fan of.

“A lot of details around Polestar 3 like the wings and the SmartZone at the front where we cluster all the sensors and cameras, we have them because they have a function. Nothing is there by accident or as a styling exercise”, Escobedo explained.

If you really want that sort of entertainment, you know, you go to Vegas, or you go to a nightclub maybe? I don’t know. But not in our cars!

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That begged the question: what are Nahum’s design pet peeves?

“One of them is the roundness of cars that are becoming almost potato-shaped, or like a Jelly Bean because that’s perfect for aerodynamics. Obviously, we want to do something different”, he replied.

Nahum didn’t name brands, but it’s not hard to look at the landscape and see what he’s talking about. Plenty of brands including Tesla, BYD, and the Mercedes’ EQ range seem to be falling into the aero-is-everything design trap. You could also accuse them of being guilty of Escobedo’s next peeve.

“Another trend you’re starting to see quite often is with interiors and exteriors – especially the interior – you have the option of any colour you want from the palette of lights.

“There are so many lights everywhere that I feel like I’m in a mini-Vegas! So many buttons, so many lights: this is purple, this is green, this is orange.

“The same thing is happening with exteriors, a lot of designs have started to integrate welcome lights, please walk lines etc. and these things will eventually become this sort of Christmas lights on the street.

“At least in our brand, when you see our cars you will see the dual blades, you’ll see the brake lights, and you will not be disturbed by all these lights going around the car, because at the end of the day we want these vehicles to be for the driver to experience and enjoy the drive. If you really want that sort of entertainment, you know, you go to Vegas, or you go to a nightclub maybe? I don’t know. But not in our cars!” Said an impassioned Escobedo.

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The last point, again, speaks to flashiness that some might describe as chintz or over-advertising. Whatever you call it, it doesn’t match Polestar’s Scandinavian ethos.

“We take a lot of pride and spend hours and hours trying to make sure that our cars look a certain way so that when you look at them you say ‘that’s a Polestar’ because of the way it’s designed, not because it has an emblem the size of a wheel.

“That’s part of the Scandinavian design philosophy. If you go to a furniture store, you will be able to detect which chair comes from Scandinavia – the same thing with our cars. The emblem is integrated, it has a function – it is our brand – but when you look at the design you know it’s a Polestar, not because of the humongous label”, Escobedo laughed.

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It’s all in good fun, of course, and there are plenty of reasons why manufacturers may prefer a more rounded look for a vehicle, use a big badge, and examples of tasteful integrations of interior lighting exist.

As a new brand, though, it’s important for Polestar to define itself and not follow flash-in-the-pan trends. As the first purely Polestar-developed vehicle, the 3 is about setting the standard.

To speak put it in Nahum’s words: “This is our definition of what a luxury SUV should be nowadays. I always tell people that the Polestar 3 is not a people mover, it’s also for the driver; an SUV for the driver that also happens to be a luxury SUV as well.”

Volvo Cars will cease producing diesel-powered models globally by early next year as it prepares to be an all-electric brand by 2030.

The automaker announced the move at the Climate Week NYC event after it decided to stop developing new combustion engines last year.

While diesel vehicles typically consume less fuel than petrol equivalents, a litre of diesel contains more carbon than unleaded. They also produce a greater amount of harmful NO_x emissions than petrol engines.

Diesel exhaust fumes have been classed as a group 1 carcinogen – the highest level – observed to exacerbate health conditions such as asthma, and have been attributed to causing more deaths than road accidents.

Electric powertrains are our future, and superior to combustion engines

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Volvo Cars, which was acquired by Chinese brand Geely in 2010 from Ford, aims to be carbon neutral by 2040.

Chief executive Jim Rowan said Volvo has completely committed its research and development into pure electric vehicles with no more money to be invested in ICE powertrains.

“Electric powertrains are our future, and superior to combustion engines: they generate less noise, less vibration, less servicing costs for our customers and zero tailpipe emissions,” Rowan said.

“We’re fully focused on creating a broad portfolio of premium, fully electric cars that deliver on everything our customers expect from a Volvo – and are a key part of our response to climate change.”

March 2, 2021: Volvo to go fully electric by 2030

Volvo is the latest carmaker to commit to going fully electric by 2030, with a completely new family of electric cars that will only be available for sale online.

The Swedish carmaker has given itself nine years to phase out vehicles in its global portfolio with internal combustion engines, including hybrids.

Its transition towards becoming a fully electric carmaker is part of its ambitious climate plan, which seeks to consistently reduce the life cycle carbon footprint per car through ‘concrete action’.

In making this decision, Volvo is taking a punt that EV-friendly government legislation across its markets and rapid expansion of accessible high-quality charging infrastructure, will accelerate consumer acceptance of battery electric vehicles (BEVs).

Its thinking was also inspired by strong demand for its electrified vehicles in recent years and a belief that the market for internal combustion engine (ICE) cars is a shrinking one.

“There is no long-term future for cars with an internal combustion engine,” said chief technology officer Henrik Green.

“We are firmly committed to becoming an electric-only carmaker and the transition should happen by 2030. It will allow us to meet the expectations of our customers and be a part of the solution when it comes to fighting climate change.”

Volvo’s transition to an all-electric range will see BEVs account for 50 percent of its sales by 2025, with the rest hybrids.

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By then the range will include five new models across passenger car and SUV segments, as teased in the above image.

The move towards full electrification comes together with an increased focus on online sales and a more complete, attractive and transparent consumer offer under the name Care by Volvo.

All fully electric models will be available online only at preset prices for either purchase or subscription in conjunction with its dealer networks around the world.

Lex Kerssemakers, Volvo’s head of global commercial operations explained the company’s future will be defined by three pillars: electric, online and growth.

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“We want to offer our customers peace of mind and a care-free way of having a Volvo, by taking away complexity while getting and driving the car. Simplification and convenience are key to everything we do.”

The Chinese-owned Volvo launched its first fully electric car, the XC40 Recharge in 2020 and is about to pull the covers off its second BEV, a new model in the 40 Series.

Having had a Corolla ZR myself for almost 2 years, I’m confident in saying it’s the car I’d be happy to return to.

In 2021 Toyota reached the incredible milestone of 50 million Corollas sold globally.

Since arriving in Australia in the 60s the Toyota Corolla has been a household name in the Australian automotive market for decades and is one of the world’s best-selling vehicles!

With the 2024 Corolla, Toyota continues the Corolla’s storied lineage with sporty aesthetics and modern tech.

Let’s dive into the top of the range ZR and what you’ll get.

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Pricing and features

The Toyota Corolla comes in two body styles: the more budget-friendly five-door hatchback and the pricier sedan. Spec is more or less identical with a few outliers.

Positioned as the most premium variant in the Corolla lineup, the ZR brings a lot to the table. At $39,100 before on-road costs, the top-spec hatch is a humble and easy to jump into car. Its athletic stance, accentuated by sharp lines and unique alloy wheels, promises a dynamic drive.

The interior echoes the sporty theme with a driver-centric cockpit, quality materials, and touches of elegance. The infotainment system, while straightforward, offers essential connectivity options like wireless Apple CarPlay and wired Android Auto.

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The Corolla range from 2024 is available in only a 1.8L hybrid version.

The 1.8-litre engine with the ever-popular hybrid technology produces 103kW and 142Nm.

Fuel economy is something to boast about with hybrid variants using only 4.0L/100km (3.9L for Sedan) on a combined cycle.

The sedan is offered in the same three grades as the hatch – Ascent Sport, SX and ZR– with ZR topping off at $40,260 before on-roads.

The entry-level Corolla comes standard with plenty of spec, including:

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The range-topping ZR adds plenty of luxury spec, such as:

You may consider stepping down into the mid-range SX which incorporates some of the above spec.

The option of a two-tone black roof is available for most colours in the ZR hatch and two seat trims – red and black leather accented.

Safety

The entire Corolla range is covered by a 5-star ANCAP rating from 2018.

In the ZR you’ll get additional safety listed above such as rear cross traffic alert, blind-spot monitor, safe exit assist and parking sensors.

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Key rivals

The small hatch and sedan segment has its share of worthy contenders, including:

• Hyundai i30
• Mazda 3
• Kia Cerato
• Volkswagen Golf
• Honda Civic

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Should I put it on my shortlist?

The 2024 Toyota Corolla ZR is an edgy take on a trusted classic. It offers a harmonious blend of sportiness, reliability, and modern features.

For those seeking a car that’s both fun and dependable, the Corolla is a good contender that deserves a spot on your list. I mean, it’s one of the worlds best selling cars ever, and one I enjoyed driving everyday because it never used more that 4.8L/100km.

As is the case with most Toyota vehicles, we’re in favour of the economical hybrid powertrain however removing the petrol variant means this is almost a 45k car. If you aren’t restricted to a budget the ZR has all the creature comforts you’ll very quickly be happy you chose.