4X4 utes in two thousand fifteen and beyond (October 2015)…

Utes on the market NoW

• Toyota Hilux – (Eighteen,479) managed to keep ahead of its competitors, and now with a fresh version out looks set to remain the market leader, at least by sales volume. We have a test here and a tech analysis here. A thick array of combinations of engine/transmission/bod, and some can now tow 3500kg.

• Mitsubishi Triton – (16,741) the only ute out of the major sellers to suggest both low range and all wheel drive, it’s just been updated as the MQ. We have a utter review here, and more on it here and a manual test here.

A note on twins – very often manufacturers co-develop vehicles. In the ute world the Ranger/BT-50 is the prime example, and there have been others. Elsewhere, Subaru and Toyota collaborated on the 86/BRZ. Twins share share common mechanicals for the most part. But that doesn’t mean to say they’re identical apart from a few figure panels, far from it. Pricing, specifications, suspension, interior design, tune and more will separate them more than you might think. In some cases even engines are different.

• Toyota Landcruiser LC70 – (Five,002) the standard Outback ute, the Cruiser was last significantly updated in two thousand seven with a V8, and before that it was about 1960. Solid, reliable, capable, much loved and much outdated. Toyota spent so little money on the last upgrade they didn’t bother make the rear axle as long as the front. Toyota have just announced some basic safety upgrades, particuarly for the single cab. Read more here.

Which one to buy?

Once you have your priorities straight then you can begin to select based on those criteria. It’s not effortless, each of the eight top sellers has inbetween twenty and thirty combinations of trim, drivetrain, engine and cab style to choose from! Consider especially the extracab instead of a dualcab if you’re truly buying the vehicle for two people with an occasional need for more, the lighter weight, cheaper cost and extra bathtub space are always attractive. However, even with many combinations your preferred setup – for example diesel automatic extracab – may be not an option, forcing you into a manual or a dualcab.

Aftermarket accessories and how do I set up for oFFROADING?

All of the Big Eight are well supported for aftermarket accessories. Here’s TJM’s development vehicle, photographed very shortly after it appeared on the market and accomplish with bullbar, sidesteps, snorkel and rear bar.

Every ute is set up uniquely, but here’s some common ute-specific items you need to budget for

• Canopy – most tourers run a canopy in order to create a storage area at the back. Basic canopies are under $3k, higher quality well above and some of those include central locking. Look for “hi-roof” canopies, and one peak is to ensure the side windows are big enough to accept a bag. You can also option slide-back or lift-up window It will be a much larger area compared to a wagon, but you will also need a….
• Dust sealing kit – because no ute tailgate is even remotely dustproof. Aeroklas have one for the Ranger, and there are other options elsewhere. Otherwise, it’s a bit of work with rubber and weather lining!
• Tailgate strut – once you’ve had one you won’t go back.
• Rear bar – the factory towbar is often a bit too low, especially given the ute’s long rear overhang. Look for one that combines a towbar and side protection.
• Storage system – utes have a lot of storage space, but it can be hard to get to. Hence a storage system.

These extras tend to wipe out the cost difference inbetween a wagon and a ute, which as utes improve is becoming smaller. One interesting option is to eliminate the bath and just invest in a service assets, which may be cheaper and most likely more re-sellable later on.

Rear bar – improves depature angle, has a towbar, side protection.

Some ute buying FAQs

Autos are better in every way now, and even kicking off to hammer manuals for engine braking downhill. We’ve got more on this subject on the Triton MQ manual test, but in brief you’d only buy a manual because you love shifting gears yourself, or because you want to save a bit on the purchase cost

Fresh utes – two thousand seventeen and beyond

The 4X4 market – SUVs, Wagons, utes and wutes!

The ute is undoubtedly becoming more and more popular for offroad touring, eating into the market share of the traditional offroad wagon. In turn, the wagon is attempting to stir upmarket and become more city friendly, which embarks to come in the domain of the SUV. The SUVs are attempting to become even more carlike in terms of efficiency and treating.

This leaves a bit of a slot for offroad wagons, but gladfully that slot is being being packed by ‘wutes’. These are wagon developments of the ute, such as the Challenger/Triton, Navara/Pathfinder (previous model Pathie, the current one has gone very soft), the D-Max/MU-X and what is likely to be the king, the Ranger/Everest. The wutes aren’t as refined or capable as the wagons, but they’re cheaper, and more bushable which is much more significant.

So it’s still good news for offroad buyers, just that the market has shifted a little and will most likely proceed to do so.

Pajero, Challenger and Triton. Pajero is the top-end wagon, Triton is the ute and Challenger is the cheaper wagon but no less capable and perhaps more bushable than its more expensive stablemate.

What we truly want in a Four×Four ute

• All wheel drive – utes would be so much better if they weren’t part-time 4WD. Let’s have a nice Torsen centre and a 40/60 front/rear torque split, and low range too. The Triton is on the right lines here.
• Lockable centre diff – so far, after years of testing, I’m yet to find anything better than a nice old fashioned centre lock. This is one feature the AWD Amarok could do with.
• Skid steer – utes have long wheelbases, so in low range have the inwards wheel lock up a bit for a better turning circle. This is pretty much what Toyota have done with their Turn Assist.
• Disc brakes all round – time to ditch those rear drums!
• Coil suspension all round – coils can certainly carry a stream, so let’s use them.
• Long-travel front suspension – most utes are a bit ordinary, a little more ripple would be good
• Disconnecting front and rear swaybars – that’ll free things up nicely offroad
• Independent suspension – you read that right. Better treating, and better ground clearance. And it’s not as if that rear axle rippled very much anyway. Combine that with good traction control and you will hit live-axled cars, especially with the swaybars liberate. Refer to the Discovery four for details.
• 200kw / 700Nm – that should be enough without getting foolish.
• 8 speed auto – that should be enough speeds. And manual shift. Add paddleshifters, but keep them static relative to the wheel so they’re lighter to get to with a utter lock on. Just like Ferrari.
• True 3500kg towing – a decent 3500kg rating which is valid when the ute itself is at GVM. Unlike the Ranger PX! And a 300kg towball mass.
• 1150kg payload – utes are all about payload, and this is about right. Stop creeping the payload down.
• Space in the engine bay – even just a bit for a 2nd battery. Extra for a compressor would be just good
• Effective traction control – some utes like the Ranger have systems that are a bit slow to kick in
• Twin lockers – much as I like traction control, front and rear lockers remain the way to go for rock crawling.
• 2nd row sense – make it a 40/20/40 split, so if you need to lift a seat up to get under it you don’t need to lift everything up. And then you can liquidate one or more of the seats and put a storage box in there instead. A puny fridge in the 2nd row would be sweet.
• HID headlights – much better than halogens
• 150kg roof rating – so we can put stuff up there
• Tailgate – dustproof it and put drainholes in the bathtub. That way when we add a canopy it’s one less job. Oh and put a gas strut on it too, and only one latch to undo (Hilux!)
• Under bathtub storage – most trays come with lockers under the tray, often behind the rear wheels. So how about that as standard, it’d be a excellent place to put contraptions or recovery gear. Tubs are just expensive figure panels anyway.
• Bathtub lighting – how cool would it be to put some LED striplights on the back of the cab? It would be very cool. So do it.
• 100L fuel tank – ute tanks are mostly too puny, especially once you’re towing a decent stream. It’s not as if there’s a lack of space under the figure.

Yes, a big ask. But here’s the thickest one – keep it plain, reliable and sturdy. If a CV snaps, we don’t want to have to find some sort of special device to do the job. The battery should be lightly accessible, not hidden away. Leave handy crevices in the firewall for wiring. This ethos of bushability doesn’t mean we need to ditch the electronics, it just means focusing on real-world reliability and modifiability. This is one reason people are leaving wagons, and we don’t want to see utes go the same way.

Want to know more? Check back on the site for regular 4X4 news and views including roadtests of the latest models. Subscribe to our newsletter for weekly updates.

For our family a ute is the flawless vehicle for long-range camping. Carries everything we need with ease, and it’s close enough to wagon convenience for our needs.

Here’s the reaction to which ute is which:

4X4 utes in two thousand fifteen and beyond (October 2015), Practical Motoring

4X4 utes in two thousand fifteen and beyond (October 2015)…

Utes on the market NoW

• Toyota Hilux – (Legitimate,479) managed to keep ahead of its competitors, and now with a fresh version out looks set to remain the market leader, at least by sales volume. We have a test here and a tech analysis here. A gigantic array of combinations of engine/transmission/figure, and some can now tow 3500kg.

• Mitsubishi Triton – (16,741) the only ute out of the major sellers to suggest both low range and all wheel drive, it’s just been updated as the MQ. We have a total review here, and more on it here and a manual test here.

A note on twins – very often manufacturers co-develop vehicles. In the ute world the Ranger/BT-50 is the prime example, and there have been others. Elsewhere, Subaru and Toyota collaborated on the 86/BRZ. Twins share share common mechanicals for the most part. But that doesn’t mean to say they’re identical apart from a few figure panels, far from it. Pricing, specifications, suspension, interior design, tune and more will separate them more than you might think. In some cases even engines are different.

• Toyota Landcruiser LC70 – (Five,002) the standard Outback ute, the Cruiser was last significantly updated in two thousand seven with a V8, and before that it was about 1960. Solid, reliable, capable, much loved and much outdated. Toyota spent so little money on the last upgrade they didn’t bother make the rear axle as long as the front. Toyota have just announced some basic safety upgrades, particuarly for the single cab. Read more here.

Which one to buy?

Once you have your priorities straight then you can begin to select based on those criteria. It’s not effortless, each of the eight top sellers has inbetween twenty and thirty combinations of trim, drivetrain, engine and cab style to choose from! Consider especially the extracab instead of a dualcab if you’re indeed buying the vehicle for two people with an occasional need for more, the lighter weight, cheaper cost and extra bathtub space are always attractive. However, even with many combinations your preferred setup – for example diesel automatic extracab – may be not an option, forcing you into a manual or a dualcab.

Aftermarket accessories and how do I set up for oFFROADING?

All of the Big Eight are well supported for aftermarket accessories. Here’s TJM’s development vehicle, photographed very shortly after it appeared on the market and accomplish with bullbar, sidesteps, snorkel and rear bar.

Every ute is set up uniquely, but here’s some common ute-specific items you need to budget for

• Canopy – most tourers run a canopy in order to create a storage area at the back. Basic canopies are under $3k, higher quality well above and some of those include central locking. Look for “hi-roof” canopies, and one peak is to ensure the side windows are big enough to accept a bag. You can also option slide-back or lift-up window It will be a much larger area compared to a wagon, but you will also need a….
• Dust sealing kit – because no ute tailgate is even remotely dustproof. Aeroklas have one for the Ranger, and there are other options elsewhere. Otherwise, it’s a bit of work with rubber and weather lining!
• Tailgate strut – once you’ve had one you won’t go back.
• Rear bar – the factory towbar is often a bit too low, especially given the ute’s long rear overhang. Look for one that combines a towbar and side protection.
• Storage system – utes have a lot of storage space, but it can be hard to get to. Hence a storage system.

These extras tend to wipe out the cost difference inbetween a wagon and a ute, which as utes improve is becoming smaller. One interesting option is to liquidate the bathtub and just invest in a service assets, which may be cheaper and most likely more re-sellable later on.

Rear bar – improves depature angle, has a towbar, side protection.

Some ute buying FAQs

Autos are better in every way now, and even commencing to hammer manuals for engine braking downhill. We’ve got more on this subject on the Triton MQ manual test, but in brief you’d only buy a manual because you love shifting gears yourself, or because you want to save a bit on the purchase cost

Fresh utes – two thousand seventeen and beyond

The 4X4 market – SUVs, Wagons, utes and wutes!

The ute is certainly becoming more and more popular for offroad touring, eating into the market share of the traditional offroad wagon. In turn, the wagon is attempting to stir upmarket and become more city friendly, which starts to inject the domain of the SUV. The SUVs are attempting to become even more carlike in terms of efficiency and treating.

This leaves a bit of a fuckhole for offroad wagons, but gladfully that fuckhole is being being packed by ‘wutes’. These are wagon developments of the ute, such as the Challenger/Triton, Navara/Pathfinder (previous model Pathie, the current one has gone very soft), the D-Max/MU-X and what is likely to be the king, the Ranger/Everest. The wutes aren’t as refined or capable as the wagons, but they’re cheaper, and more bushable which is much more significant.

So it’s still good news for offroad buyers, just that the market has shifted a little and will very likely proceed to do so.

Pajero, Challenger and Triton. Pajero is the top-end wagon, Triton is the ute and Challenger is the cheaper wagon but no less capable and perhaps more bushable than its more expensive stablemate.

What we truly want in a Four×Four ute

• All wheel drive – utes would be so much better if they weren’t part-time 4WD. Let’s have a nice Torsen centre and a 40/60 front/rear torque split, and low range too. The Triton is on the right lines here.
• Lockable centre diff – so far, after years of testing, I’m yet to find anything better than a nice old fashioned centre lock. This is one feature the AWD Amarok could do with.
• Skid steer – utes have long wheelbases, so in low range have the inwards wheel lock up a bit for a better turning circle. This is pretty much what Toyota have done with their Turn Assist.
• Disc brakes all round – time to ditch those rear drums!
• Coil suspension all round – coils can certainly carry a explosion, so let’s use them.
• Long-travel front suspension – most utes are a bit ordinary, a little more ripple would be good
• Disconnecting front and rear swaybars – that’ll free things up nicely offroad
• Independent suspension – you read that right. Better treating, and better ground clearance. And it’s not as if that rear axle rippled very much anyway. Combine that with good traction control and you will hammer live-axled cars, especially with the swaybars liberate. Refer to the Discovery four for details.
• 200kw / 700Nm – that should be enough without getting bimbo.
• 8 speed auto – that should be enough speeds. And manual shift. Add paddleshifters, but keep them static relative to the wheel so they’re lighter to get to with a total lock on. Just like Ferrari.
• True 3500kg towing – a decent 3500kg rating which is valid when the ute itself is at GVM. Unlike the Ranger PX! And a 300kg towball mass.
• 1150kg payload – utes are all about payload, and this is about right. Stop creeping the payload down.
• Space in the engine bay – even just a bit for a 2nd battery. Extra for a compressor would be just excellent
• Effective traction control – some utes like the Ranger have systems that are a bit slow to kick in
• Twin lockers – much as I like traction control, front and rear lockers remain the way to go for rock crawling.
• 2nd row sense – make it a 40/20/40 split, so if you need to lift a seat up to get under it you don’t need to lift everything up. And then you can eliminate one or more of the seats and put a storage box in there instead. A petite fridge in the 2nd row would be sweet.
• HID headlights – much better than halogens
• 150kg roof rating – so we can put stuff up there
• Tailgate – dustproof it and put drainholes in the bathtub. That way when we add a canopy it’s one less job. Oh and put a gas strut on it too, and only one latch to undo (Hilux!)
• Under bathtub storage – most trays come with lockers under the tray, often behind the rear wheels. So how about that as standard, it’d be a good place to put contraptions or recovery gear. Tubs are just expensive bod panels anyway.
• Bath lighting – how cool would it be to put some LED striplights on the back of the cab? It would be very cool. So do it.
• 100L fuel tank – ute tanks are mostly too petite, especially once you’re towing a decent fountain. It’s not as if there’s a lack of space under the figure.

Yes, a big ask. But here’s the thickest one – keep it elementary, reliable and sturdy. If a CV snaps, we don’t want to have to find some sort of special device to do the job. The battery should be lightly accessible, not hidden away. Leave handy slots in the firewall for wiring. This ethos of bushability doesn’t mean we need to ditch the electronics, it just means focusing on real-world reliability and modifiability. This is one reason people are leaving wagons, and we don’t want to see utes go the same way.

Want to know more? Check back on the site for regular 4X4 news and views including roadtests of the latest models. Subscribe to our newsletter for weekly updates.

For our family a ute is the flawless vehicle for long-range camping. Carries everything we need with ease, and it’s close enough to wagon convenience for our needs.

Here’s the response to which ute is which:

4X4 utes in two thousand fifteen and beyond (October 2015), Practical Motoring

4X4 utes in two thousand fifteen and beyond (October 2015)…

Utes on the market NoW

• Toyota Hilux – (Legitimate,479) managed to keep ahead of its competitors, and now with a fresh version out looks set to remain the market leader, at least by sales volume. We have a test here and a tech analysis here. A hefty array of combinations of engine/transmission/bod, and some can now tow 3500kg.

• Mitsubishi Triton – (16,741) the only ute out of the major sellers to suggest both low range and all wheel drive, it’s just been updated as the MQ. We have a total review here, and more on it here and a manual test here.

A note on twins – very often manufacturers co-develop vehicles. In the ute world the Ranger/BT-50 is the prime example, and there have been others. Elsewhere, Subaru and Toyota collaborated on the 86/BRZ. Twins share share common mechanicals for the most part. But that doesn’t mean to say they’re identical apart from a few bod panels, far from it. Pricing, specifications, suspension, interior design, tune and more will separate them more than you might think. In some cases even engines are different.

• Toyota Landcruiser LC70 – (Five,002) the standard Outback ute, the Cruiser was last significantly updated in two thousand seven with a V8, and before that it was about 1960. Solid, reliable, capable, much loved and much outdated. Toyota spent so little money on the last upgrade they didn’t bother make the rear axle as long as the front. Toyota have just announced some basic safety upgrades, particuarly for the single cab. Read more here.

Which one to buy?

Once you have your priorities straight then you can embark to select based on those criteria. It’s not effortless, each of the eight top sellers has inbetween twenty and thirty combinations of trim, drivetrain, engine and cab style to choose from! Consider especially the extracab instead of a dualcab if you’re truly buying the vehicle for two people with an occasional need for more, the lighter weight, cheaper cost and extra bath space are always attractive. However, even with many combinations your preferred setup – for example diesel automatic extracab – may be not an option, forcing you into a manual or a dualcab.

Aftermarket accessories and how do I set up for oFFROADING?

All of the Big Eight are well supported for aftermarket accessories. Here’s TJM’s development vehicle, photographed very shortly after it appeared on the market and accomplish with bullbar, sidesteps, snorkel and rear bar.

Every ute is set up uniquely, but here’s some common ute-specific items you need to budget for

• Canopy – most tourers run a canopy in order to create a storage area at the back. Basic canopies are under $3k, higher quality well above and some of those include central locking. Look for “hi-roof” canopies, and one peak is to ensure the side windows are big enough to accept a bag. You can also option slide-back or lift-up window It will be a much larger area compared to a wagon, but you will also need a….
• Dust sealing kit – because no ute tailgate is even remotely dustproof. Aeroklas have one for the Ranger, and there are other options elsewhere. Otherwise, it’s a bit of work with rubber and weather lining!
• Tailgate strut – once you’ve had one you won’t go back.
• Rear bar – the factory towbar is often a bit too low, especially given the ute’s long rear overhang. Look for one that combines a towbar and side protection.
• Storage system – utes have a lot of storage space, but it can be hard to get to. Hence a storage system.

These extras tend to wipe out the cost difference inbetween a wagon and a ute, which as utes improve is becoming smaller. One interesting option is to eliminate the bath and just invest in a service bod, which may be cheaper and most likely more re-sellable later on.

Rear bar – improves depature angle, has a towbar, side protection.

Some ute buying FAQs

Autos are better in every way now, and even beginning to hammer manuals for engine braking downhill. We’ve got more on this subject on the Triton MQ manual test, but in brief you’d only buy a manual because you love shifting gears yourself, or because you want to save a bit on the purchase cost

Fresh utes – two thousand seventeen and beyond

The 4X4 market – SUVs, Wagons, utes and wutes!

The ute is undoubtedly becoming more and more popular for offroad touring, eating into the market share of the traditional offroad wagon. In turn, the wagon is attempting to stir upmarket and become more city friendly, which starts to inject the domain of the SUV. The SUVs are attempting to become even more carlike in terms of efficiency and treating.

This leaves a bit of a fuckhole for offroad wagons, but cheerfully that crevice is being being packed by ‘wutes’. These are wagon developments of the ute, such as the Challenger/Triton, Navara/Pathfinder (previous model Pathie, the current one has gone very soft), the D-Max/MU-X and what is likely to be the king, the Ranger/Everest. The wutes aren’t as refined or capable as the wagons, but they’re cheaper, and more bushable which is much more significant.

So it’s still good news for offroad buyers, just that the market has shifted a little and will most likely proceed to do so.

Pajero, Challenger and Triton. Pajero is the top-end wagon, Triton is the ute and Challenger is the cheaper wagon but no less capable and perhaps more bushable than its more expensive stablemate.

What we indeed want in a Four×Four ute

• All wheel drive – utes would be so much better if they weren’t part-time 4WD. Let’s have a nice Torsen centre and a 40/60 front/rear torque split, and low range too. The Triton is on the right lines here.
• Lockable centre diff – so far, after years of testing, I’m yet to find anything better than a nice old fashioned centre lock. This is one feature the AWD Amarok could do with.
• Skid steer – utes have long wheelbases, so in low range have the inwards wheel lock up a bit for a better turning circle. This is pretty much what Toyota have done with their Turn Assist.
• Disc brakes all round – time to ditch those rear drums!
• Coil suspension all round – coils can certainly carry a geyser, so let’s use them.
• Long-travel front suspension – most utes are a bit ordinary, a little more ripple would be good
• Disconnecting front and rear swaybars – that’ll free things up nicely offroad
• Independent suspension – you read that right. Better treating, and better ground clearance. And it’s not as if that rear axle rippled very much anyway. Combine that with good traction control and you will hit live-axled cars, especially with the swaybars liberate. Refer to the Discovery four for details.
• 200kw / 700Nm – that should be enough without getting foolish.
• 8 speed auto – that should be enough speeds. And manual shift. Add paddleshifters, but keep them static relative to the wheel so they’re lighter to get to with a utter lock on. Just like Ferrari.
• True 3500kg towing – a decent 3500kg rating which is valid when the ute itself is at GVM. Unlike the Ranger PX! And a 300kg towball mass.
• 1150kg payload – utes are all about payload, and this is about right. Stop creeping the payload down.
• Space in the engine bay – even just a bit for a 2nd battery. Extra for a compressor would be just superb
• Effective traction control – some utes like the Ranger have systems that are a bit slow to kick in
• Twin lockers – much as I like traction control, front and rear lockers remain the way to go for rock crawling.
• 2nd row sense – make it a 40/20/40 split, so if you need to lift a seat up to get under it you don’t need to lift everything up. And then you can liquidate one or more of the seats and put a storage box in there instead. A petite fridge in the 2nd row would be sweet.
• HID headlights – much better than halogens
• 150kg roof rating – so we can put stuff up there
• Tailgate – dustproof it and put drainholes in the bath. That way when we add a canopy it’s one less job. Oh and put a gas strut on it too, and only one latch to undo (Hilux!)
• Under bathtub storage – most trays come with lockers under the tray, often behind the rear wheels. So how about that as standard, it’d be a good place to put implements or recovery gear. Tubs are just expensive figure panels anyway.
• Bathtub lighting – how cool would it be to put some LED striplights on the back of the cab? It would be very cool. So do it.
• 100L fuel tank – ute tanks are mostly too petite, especially once you’re towing a decent fountain. It’s not as if there’s a lack of space under the assets.

Yes, a big ask. But here’s the largest one – keep it elementary, reliable and sturdy. If a CV snaps, we don’t want to have to find some sort of special contraption to do the job. The battery should be lightly accessible, not hidden away. Leave handy slots in the firewall for wiring. This ethos of bushability doesn’t mean we need to ditch the electronics, it just means focusing on real-world reliability and modifiability. This is one reason people are leaving wagons, and we don’t want to see utes go the same way.

Want to know more? Check back on the site for regular 4X4 news and views including roadtests of the latest models. Subscribe to our newsletter for weekly updates.

For our family a ute is the ideal vehicle for long-range camping. Carries everything we need with ease, and it’s close enough to wagon convenience for our needs.

Here’s the reaction to which ute is which:

4X4 utes in two thousand fifteen and beyond (October 2015), Practical Motoring

4X4 utes in two thousand fifteen and beyond (October 2015)…

Utes on the market NoW

• Toyota Hilux – (Eighteen,479) managed to keep ahead of its competitors, and now with a fresh version out looks set to remain the market leader, at least by sales volume. We have a test here and a tech analysis here. A gigantic array of combinations of engine/transmission/assets, and some can now tow 3500kg.

• Mitsubishi Triton – (16,741) the only ute out of the major sellers to suggest both low range and all wheel drive, it’s just been updated as the MQ. We have a total review here, and more on it here and a manual test here.

A note on twins – very often manufacturers co-develop vehicles. In the ute world the Ranger/BT-50 is the prime example, and there have been others. Elsewhere, Subaru and Toyota collaborated on the 86/BRZ. Twins share share common mechanicals for the most part. But that doesn’t mean to say they’re identical apart from a few bod panels, far from it. Pricing, specifications, suspension, interior design, tune and more will separate them more than you might think. In some cases even engines are different.

• Toyota Landcruiser LC70 – (Five,002) the standard Outback ute, the Cruiser was last significantly updated in two thousand seven with a V8, and before that it was about 1960. Solid, reliable, capable, much loved and much outdated. Toyota spent so little money on the last upgrade they didn’t bother make the rear axle as long as the front. Toyota have just announced some basic safety upgrades, particuarly for the single cab. Read more here.

Which one to buy?

Once you have your priorities straight then you can begin to select based on those criteria. It’s not effortless, each of the eight top sellers has inbetween twenty and thirty combinations of trim, drivetrain, engine and cab style to choose from! Consider especially the extracab instead of a dualcab if you’re indeed buying the vehicle for two people with an occasional need for more, the lighter weight, cheaper cost and extra bath space are always attractive. However, even with many combinations your preferred setup – for example diesel automatic extracab – may be not an option, forcing you into a manual or a dualcab.

Aftermarket accessories and how do I set up for oFFROADING?

All of the Big Eight are well supported for aftermarket accessories. Here’s TJM’s development vehicle, photographed very shortly after it appeared on the market and finish with bullbar, sidesteps, snorkel and rear bar.

Every ute is set up uniquely, but here’s some common ute-specific items you need to budget for

• Canopy – most tourers run a canopy in order to create a storage area at the back. Basic canopies are under $3k, higher quality well above and some of those include central locking. Look for “hi-roof” canopies, and one peak is to ensure the side windows are big enough to accept a bag. You can also option slide-back or lift-up window It will be a much larger area compared to a wagon, but you will also need a….
• Dust sealing kit – because no ute tailgate is even remotely dustproof. Aeroklas have one for the Ranger, and there are other options elsewhere. Otherwise, it’s a bit of work with rubber and weather lining!
• Tailgate strut – once you’ve had one you won’t go back.
• Rear bar – the factory towbar is often a bit too low, especially given the ute’s long rear overhang. Look for one that combines a towbar and side protection.
• Storage system – utes have a lot of storage space, but it can be hard to get to. Hence a storage system.

These extras tend to wipe out the cost difference inbetween a wagon and a ute, which as utes improve is becoming smaller. One interesting option is to liquidate the bath and just invest in a service bod, which may be cheaper and very likely more re-sellable later on.

Rear bar – improves depature angle, has a towbar, side protection.

Some ute buying FAQs

Autos are better in every way now, and even kicking off to strike manuals for engine braking downhill. We’ve got more on this subject on the Triton MQ manual test, but in brief you’d only buy a manual because you love shifting gears yourself, or because you want to save a bit on the purchase cost

Fresh utes – two thousand seventeen and beyond

The 4X4 market – SUVs, Wagons, utes and wutes!

The ute is undoubtedly becoming more and more popular for offroad touring, eating into the market share of the traditional offroad wagon. In turn, the wagon is attempting to stir upmarket and become more city friendly, which starts to inject the domain of the SUV. The SUVs are attempting to become even more carlike in terms of efficiency and treating.

This leaves a bit of a fuckhole for offroad wagons, but gladfully that fuckhole is being being packed by ‘wutes’. These are wagon developments of the ute, such as the Challenger/Triton, Navara/Pathfinder (previous model Pathie, the current one has gone very soft), the D-Max/MU-X and what is likely to be the king, the Ranger/Everest. The wutes aren’t as refined or capable as the wagons, but they’re cheaper, and more bushable which is much more significant.

So it’s still good news for offroad buyers, just that the market has shifted a little and will most likely proceed to do so.

Pajero, Challenger and Triton. Pajero is the top-end wagon, Triton is the ute and Challenger is the cheaper wagon but no less capable and perhaps more bushable than its more expensive stablemate.

What we indeed want in a Four×Four ute

• All wheel drive – utes would be so much better if they weren’t part-time 4WD. Let’s have a nice Torsen centre and a 40/60 front/rear torque split, and low range too. The Triton is on the right lines here.
• Lockable centre diff – so far, after years of testing, I’m yet to find anything better than a nice old fashioned centre lock. This is one feature the AWD Amarok could do with.
• Skid steer – utes have long wheelbases, so in low range have the inwards wheel lock up a bit for a better turning circle. This is pretty much what Toyota have done with their Turn Assist.
• Disc brakes all round – time to ditch those rear drums!
• Coil suspension all round – coils can certainly carry a geyser, so let’s use them.
• Long-travel front suspension – most utes are a bit ordinary, a little more ripple would be good
• Disconnecting front and rear swaybars – that’ll free things up nicely offroad
• Independent suspension – you read that right. Better treating, and better ground clearance. And it’s not as if that rear axle rippled very much anyway. Combine that with good traction control and you will hammer live-axled cars, especially with the swaybars liberate. Refer to the Discovery four for details.
• 200kw / 700Nm – that should be enough without getting bimbo.
• 8 speed auto – that should be enough speeds. And manual shift. Add paddleshifters, but keep them static relative to the wheel so they’re lighter to get to with a total lock on. Just like Ferrari.
• True 3500kg towing – a decent 3500kg rating which is valid when the ute itself is at GVM. Unlike the Ranger PX! And a 300kg towball mass.
• 1150kg payload – utes are all about payload, and this is about right. Stop creeping the payload down.
• Space in the engine bay – even just a bit for a 2nd battery. Extra for a compressor would be just superb
• Effective traction control – some utes like the Ranger have systems that are a bit slow to kick in
• Twin lockers – much as I like traction control, front and rear lockers remain the way to go for rock crawling.
• 2nd row sense – make it a 40/20/40 split, so if you need to lift a seat up to get under it you don’t need to lift everything up. And then you can eliminate one or more of the seats and put a storage box in there instead. A puny fridge in the 2nd row would be sweet.
• HID headlights – much better than halogens
• 150kg roof rating – so we can put stuff up there
• Tailgate – dustproof it and put drainholes in the bathtub. That way when we add a canopy it’s one less job. Oh and put a gas strut on it too, and only one latch to undo (Hilux!)
• Under bathtub storage – most trays come with lockers under the tray, often behind the rear wheels. So how about that as standard, it’d be a superb place to put devices or recovery gear. Tubs are just expensive assets panels anyway.
• Bath lighting – how cool would it be to put some LED striplights on the back of the cab? It would be very cool. So do it.
• 100L fuel tank – ute tanks are mostly too petite, especially once you’re towing a decent stream. It’s not as if there’s a lack of space under the assets.

Yes, a big ask. But here’s the fattest one – keep it plain, reliable and sturdy. If a CV snaps, we don’t want to have to find some sort of special device to do the job. The battery should be lightly accessible, not hidden away. Leave handy crevices in the firewall for wiring. This ethos of bushability doesn’t mean we need to ditch the electronics, it just means focusing on real-world reliability and modifiability. This is one reason people are leaving wagons, and we don’t want to see utes go the same way.

Want to know more? Check back on the site for regular 4X4 news and views including roadtests of the latest models. Subscribe to our newsletter for weekly updates.

For our family a ute is the flawless vehicle for long-range camping. Carries everything we need with ease, and it’s close enough to wagon convenience for our needs.

Here’s the response to which ute is which:

4X4 utes in two thousand fifteen and beyond (October 2015), Practical Motoring

4X4 utes in two thousand fifteen and beyond (October 2015)…

Utes on the market NoW

• Toyota Hilux – (Legitimate,479) managed to keep ahead of its competitors, and now with a fresh version out looks set to remain the market leader, at least by sales volume. We have a test here and a tech analysis here. A enormous array of combinations of engine/transmission/bod, and some can now tow 3500kg.

• Mitsubishi Triton – (16,741) the only ute out of the major sellers to suggest both low range and all wheel drive, it’s just been updated as the MQ. We have a utter review here, and more on it here and a manual test here.

A note on twins – very often manufacturers co-develop vehicles. In the ute world the Ranger/BT-50 is the prime example, and there have been others. Elsewhere, Subaru and Toyota collaborated on the 86/BRZ. Twins share share common mechanicals for the most part. But that doesn’t mean to say they’re identical apart from a few assets panels, far from it. Pricing, specifications, suspension, interior design, tune and more will separate them more than you might think. In some cases even engines are different.

• Toyota Landcruiser LC70 – (Five,002) the standard Outback ute, the Cruiser was last significantly updated in two thousand seven with a V8, and before that it was about 1960. Solid, reliable, capable, much loved and much outdated. Toyota spent so little money on the last upgrade they didn’t bother make the rear axle as long as the front. Toyota have just announced some basic safety upgrades, particuarly for the single cab. Read more here.

Which one to buy?

Once you have your priorities straight then you can embark to select based on those criteria. It’s not effortless, each of the eight top sellers has inbetween twenty and thirty combinations of trim, drivetrain, engine and cab style to choose from! Consider especially the extracab instead of a dualcab if you’re truly buying the vehicle for two people with an occasional need for more, the lighter weight, cheaper cost and extra bathtub space are always attractive. However, even with many combinations your preferred setup – for example diesel automatic extracab – may be not an option, forcing you into a manual or a dualcab.

Aftermarket accessories and how do I set up for oFFROADING?

All of the Big Eight are well supported for aftermarket accessories. Here’s TJM’s development vehicle, photographed very shortly after it appeared on the market and accomplish with bullbar, sidesteps, snorkel and rear bar.

Every ute is set up uniquely, but here’s some common ute-specific items you need to budget for

• Canopy – most tourers run a canopy in order to create a storage area at the back. Basic canopies are under $3k, higher quality well above and some of those include central locking. Look for “hi-roof” canopies, and one peak is to ensure the side windows are big enough to accept a bag. You can also option slide-back or lift-up window It will be a much larger area compared to a wagon, but you will also need a….
• Dust sealing kit – because no ute tailgate is even remotely dustproof. Aeroklas have one for the Ranger, and there are other options elsewhere. Otherwise, it’s a bit of work with rubber and weather lining!
• Tailgate strut – once you’ve had one you won’t go back.
• Rear bar – the factory towbar is often a bit too low, especially given the ute’s long rear overhang. Look for one that combines a towbar and side protection.
• Storage system – utes have a lot of storage space, but it can be hard to get to. Hence a storage system.

These extras tend to wipe out the cost difference inbetween a wagon and a ute, which as utes improve is becoming smaller. One interesting option is to eliminate the bathtub and just invest in a service bod, which may be cheaper and very likely more re-sellable later on.

Rear bar – improves depature angle, has a towbar, side protection.

Some ute buying FAQs

Autos are better in every way now, and even kicking off to strike manuals for engine braking downhill. We’ve got more on this subject on the Triton MQ manual test, but in brief you’d only buy a manual because you love shifting gears yourself, or because you want to save a bit on the purchase cost

Fresh utes – two thousand seventeen and beyond

The 4X4 market – SUVs, Wagons, utes and wutes!

The ute is undoubtedly becoming more and more popular for offroad touring, eating into the market share of the traditional offroad wagon. In turn, the wagon is attempting to stir upmarket and become more city friendly, which commences to inject the domain of the SUV. The SUVs are attempting to become even more carlike in terms of efficiency and treating.

This leaves a bit of a crevice for offroad wagons, but gladfully that slot is being being packed by ‘wutes’. These are wagon developments of the ute, such as the Challenger/Triton, Navara/Pathfinder (previous model Pathie, the current one has gone very soft), the D-Max/MU-X and what is likely to be the king, the Ranger/Everest. The wutes aren’t as refined or capable as the wagons, but they’re cheaper, and more bushable which is much more significant.

So it’s still good news for offroad buyers, just that the market has shifted a little and will most likely proceed to do so.

Pajero, Challenger and Triton. Pajero is the top-end wagon, Triton is the ute and Challenger is the cheaper wagon but no less capable and perhaps more bushable than its more expensive stablemate.

What we indeed want in a Four×Four ute

• All wheel drive – utes would be so much better if they weren’t part-time 4WD. Let’s have a nice Torsen centre and a 40/60 front/rear torque split, and low range too. The Triton is on the right lines here.
• Lockable centre diff – so far, after years of testing, I’m yet to find anything better than a nice old fashioned centre lock. This is one feature the AWD Amarok could do with.
• Skid steer – utes have long wheelbases, so in low range have the inwards wheel lock up a bit for a better turning circle. This is pretty much what Toyota have done with their Turn Assist.
• Disc brakes all round – time to ditch those rear drums!
• Coil suspension all round – coils can certainly carry a geyser, so let’s use them.
• Long-travel front suspension – most utes are a bit ordinary, a little more ripple would be good
• Disconnecting front and rear swaybars – that’ll free things up nicely offroad
• Independent suspension – you read that right. Better treating, and better ground clearance. And it’s not as if that rear axle rippled very much anyway. Combine that with good traction control and you will hammer live-axled cars, especially with the swaybars liberate. Refer to the Discovery four for details.
• 200kw / 700Nm – that should be enough without getting bimbo.
• 8 speed auto – that should be enough speeds. And manual shift. Add paddleshifters, but keep them static relative to the wheel so they’re lighter to get to with a utter lock on. Just like Ferrari.
• True 3500kg towing – a decent 3500kg rating which is valid when the ute itself is at GVM. Unlike the Ranger PX! And a 300kg towball mass.
• 1150kg payload – utes are all about payload, and this is about right. Stop creeping the payload down.
• Space in the engine bay – even just a bit for a 2nd battery. Extra for a compressor would be just fine
• Effective traction control – some utes like the Ranger have systems that are a bit slow to kick in
• Twin lockers – much as I like traction control, front and rear lockers remain the way to go for rock crawling.
• 2nd row sense – make it a 40/20/40 split, so if you need to lift a seat up to get under it you don’t need to lift everything up. And then you can eliminate one or more of the seats and put a storage box in there instead. A petite fridge in the 2nd row would be sweet.
• HID headlights – much better than halogens
• 150kg roof rating – so we can put stuff up there
• Tailgate – dustproof it and put drainholes in the bathtub. That way when we add a canopy it’s one less job. Oh and put a gas strut on it too, and only one latch to undo (Hilux!)
• Under bath storage – most trays come with lockers under the tray, often behind the rear wheels. So how about that as standard, it’d be a superb place to put contraptions or recovery gear. Tubs are just expensive figure panels anyway.
• Bathtub lighting – how cool would it be to put some LED striplights on the back of the cab? It would be very cool. So do it.
• 100L fuel tank – ute tanks are mostly too puny, especially once you’re towing a decent stream. It’s not as if there’s a lack of space under the figure.

Yes, a big ask. But here’s the largest one – keep it ordinary, reliable and sturdy. If a CV snaps, we don’t want to have to find some sort of special implement to do the job. The battery should be lightly accessible, not hidden away. Leave handy slots in the firewall for wiring. This ethos of bushability doesn’t mean we need to ditch the electronics, it just means focusing on real-world reliability and modifiability. This is one reason people are leaving wagons, and we don’t want to see utes go the same way.

Want to know more? Check back on the site for regular 4X4 news and views including roadtests of the latest models. Subscribe to our newsletter for weekly updates.

For our family a ute is the flawless vehicle for long-range camping. Carries everything we need with ease, and it’s close enough to wagon convenience for our needs.

Here’s the reaction to which ute is which:

4X4 utes in two thousand fifteen and beyond (October 2015), Practical Motoring

4X4 utes in two thousand fifteen and beyond (October 2015)…

Utes on the market NoW

• Toyota Hilux – (Legal,479) managed to keep ahead of its competitors, and now with a fresh version out looks set to remain the market leader, at least by sales volume. We have a test here and a tech analysis here. A large array of combinations of engine/transmission/figure, and some can now tow 3500kg.

• Mitsubishi Triton – (16,741) the only ute out of the major sellers to suggest both low range and all wheel drive, it’s just been updated as the MQ. We have a utter review here, and more on it here and a manual test here.

A note on twins – very often manufacturers co-develop vehicles. In the ute world the Ranger/BT-50 is the prime example, and there have been others. Elsewhere, Subaru and Toyota collaborated on the 86/BRZ. Twins share share common mechanicals for the most part. But that doesn’t mean to say they’re identical apart from a few assets panels, far from it. Pricing, specifications, suspension, interior design, tune and more will separate them more than you might think. In some cases even engines are different.

• Toyota Landcruiser LC70 – (Five,002) the standard Outback ute, the Cruiser was last significantly updated in two thousand seven with a V8, and before that it was about 1960. Solid, reliable, capable, much loved and much outdated. Toyota spent so little money on the last upgrade they didn’t bother make the rear axle as long as the front. Toyota have just announced some basic safety upgrades, particuarly for the single cab. Read more here.

Which one to buy?

Once you have your priorities straight then you can embark to select based on those criteria. It’s not effortless, each of the eight top sellers has inbetween twenty and thirty combinations of trim, drivetrain, engine and cab style to choose from! Consider especially the extracab instead of a dualcab if you’re truly buying the vehicle for two people with an occasional need for more, the lighter weight, cheaper cost and extra bath space are always attractive. However, even with many combinations your preferred setup – for example diesel automatic extracab – may be not an option, forcing you into a manual or a dualcab.

Aftermarket accessories and how do I set up for oFFROADING?

All of the Big Eight are well supported for aftermarket accessories. Here’s TJM’s development vehicle, photographed very shortly after it appeared on the market and finish with bullbar, sidesteps, snorkel and rear bar.

Every ute is set up uniquely, but here’s some common ute-specific items you need to budget for

• Canopy – most tourers run a canopy in order to create a storage area at the back. Basic canopies are under $3k, higher quality well above and some of those include central locking. Look for “hi-roof” canopies, and one peak is to ensure the side windows are big enough to accept a bag. You can also option slide-back or lift-up window It will be a much larger area compared to a wagon, but you will also need a….
• Dust sealing kit – because no ute tailgate is even remotely dustproof. Aeroklas have one for the Ranger, and there are other options elsewhere. Otherwise, it’s a bit of work with rubber and weather lining!
• Tailgate strut – once you’ve had one you won’t go back.
• Rear bar – the factory towbar is often a bit too low, especially given the ute’s long rear overhang. Look for one that combines a towbar and side protection.
• Storage system – utes have a lot of storage space, but it can be hard to get to. Hence a storage system.

These extras tend to wipe out the cost difference inbetween a wagon and a ute, which as utes improve is becoming smaller. One interesting option is to liquidate the bathtub and just invest in a service bod, which may be cheaper and very likely more re-sellable later on.

Rear bar – improves depature angle, has a towbar, side protection.

Some ute buying FAQs

Autos are better in every way now, and even kicking off to hit manuals for engine braking downhill. We’ve got more on this subject on the Triton MQ manual test, but in brief you’d only buy a manual because you love shifting gears yourself, or because you want to save a bit on the purchase cost

Fresh utes – two thousand seventeen and beyond

The 4X4 market – SUVs, Wagons, utes and wutes!

The ute is undoubtedly becoming more and more popular for offroad touring, eating into the market share of the traditional offroad wagon. In turn, the wagon is attempting to stir upmarket and become more city friendly, which embarks to inject the domain of the SUV. The SUVs are attempting to become even more carlike in terms of efficiency and treating.

This leaves a bit of a fuckhole for offroad wagons, but joyfully that fuckhole is being being packed by ‘wutes’. These are wagon developments of the ute, such as the Challenger/Triton, Navara/Pathfinder (previous model Pathie, the current one has gone very soft), the D-Max/MU-X and what is likely to be the king, the Ranger/Everest. The wutes aren’t as refined or capable as the wagons, but they’re cheaper, and more bushable which is much more significant.

So it’s still good news for offroad buyers, just that the market has shifted a little and will very likely proceed to do so.

Pajero, Challenger and Triton. Pajero is the top-end wagon, Triton is the ute and Challenger is the cheaper wagon but no less capable and perhaps more bushable than its more expensive stablemate.

What we truly want in a Four×Four ute

• All wheel drive – utes would be so much better if they weren’t part-time 4WD. Let’s have a nice Torsen centre and a 40/60 front/rear torque split, and low range too. The Triton is on the right lines here.
• Lockable centre diff – so far, after years of testing, I’m yet to find anything better than a nice old fashioned centre lock. This is one feature the AWD Amarok could do with.
• Skid steer – utes have long wheelbases, so in low range have the inwards wheel lock up a bit for a better turning circle. This is pretty much what Toyota have done with their Turn Assist.
• Disc brakes all round – time to ditch those rear drums!
• Coil suspension all round – coils can certainly carry a explosion, so let’s use them.
• Long-travel front suspension – most utes are a bit ordinary, a little more ripple would be good
• Disconnecting front and rear swaybars – that’ll free things up nicely offroad
• Independent suspension – you read that right. Better treating, and better ground clearance. And it’s not as if that rear axle rippled very much anyway. Combine that with good traction control and you will strike live-axled cars, especially with the swaybars liberate. Refer to the Discovery four for details.
• 200kw / 700Nm – that should be enough without getting stupid.
• 8 speed auto – that should be enough speeds. And manual shift. Add paddleshifters, but keep them static relative to the wheel so they’re lighter to get to with a utter lock on. Just like Ferrari.
• True 3500kg towing – a decent 3500kg rating which is valid when the ute itself is at GVM. Unlike the Ranger PX! And a 300kg towball mass.
• 1150kg payload – utes are all about payload, and this is about right. Stop creeping the payload down.
• Space in the engine bay – even just a bit for a 2nd battery. Extra for a compressor would be just good
• Effective traction control – some utes like the Ranger have systems that are a bit slow to kick in
• Twin lockers – much as I like traction control, front and rear lockers remain the way to go for rock crawling.
• 2nd row sense – make it a 40/20/40 split, so if you need to lift a seat up to get under it you don’t need to lift everything up. And then you can eliminate one or more of the seats and put a storage box in there instead. A petite fridge in the 2nd row would be sweet.
• HID headlights – much better than halogens
• 150kg roof rating – so we can put stuff up there
• Tailgate – dustproof it and put drainholes in the bathtub. That way when we add a canopy it’s one less job. Oh and put a gas strut on it too, and only one latch to undo (Hilux!)
• Under bathtub storage – most trays come with lockers under the tray, often behind the rear wheels. So how about that as standard, it’d be a excellent place to put instruments or recovery gear. Tubs are just expensive figure panels anyway.
• Bathtub lighting – how cool would it be to put some LED striplights on the back of the cab? It would be very cool. So do it.
• 100L fuel tank – ute tanks are mostly too petite, especially once you’re towing a decent stream. It’s not as if there’s a lack of space under the bod.

Yes, a big ask. But here’s the fattest one – keep it ordinary, reliable and sturdy. If a CV snaps, we don’t want to have to find some sort of special device to do the job. The battery should be lightly accessible, not hidden away. Leave handy fuckholes in the firewall for wiring. This ethos of bushability doesn’t mean we need to ditch the electronics, it just means focusing on real-world reliability and modifiability. This is one reason people are leaving wagons, and we don’t want to see utes go the same way.

Want to know more? Check back on the site for regular 4X4 news and views including roadtests of the latest models. Subscribe to our newsletter for weekly updates.

For our family a ute is the flawless vehicle for long-range camping. Carries everything we need with ease, and it’s close enough to wagon convenience for our needs.

Here’s the reaction to which ute is which:

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