Next-generation Toyota Supra could spawn Lexus and Mazda coupes
According to Best Car, Toyota is preparing a new 2.0-litre four-cylinder petrol engine. This mill in naturally aspirated form will be paired with a six-speed manual transmission for the third-generation GR86, which is expected to debut in 2026.
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Following on from this, possibly in 2027, will be sixth-generation Supra, which will have a hybrid drivetrain with a turbocharged version of the 2.0-litre engine. Power will be sent to the rear wheels via either an eight- or 10-speed automatic transmission with a built-in electric motor.
Like the current Supra, the new model will be strictly a two-seat affair. The related Lexus coupe will, however, have 2+2 seating for a dash of extra practicality, and to provide an extra point of difference. The Lexus might also be offered as a convertible.
With production of the RC set to conclude in November, and the aging LC believed to have no direct successor, this new Lexus coupe is being referred to internally as 'LC+RC Integrated Sports'.
It's unclear what the new coupe will be christened, but Lexus may revive the SC nameplate or go with something new. If it does decide to resurrect the SC name, it would follow in the footsteps of the original SC (above), which was based on the contemporary 'A80' Supra (below).
The two cars even shared their base engines: a 3.0-litre naturally-aspirated straight six. They did however diverge for high power variants, with the Supra featuring a twin-turbo six, and the SC borrowing the 4.0-litre V8 from the LS sedan.
Toyota is investigating whether it can shoehorn Mazda's straight-six engine into the new Supra's rear-wheel drive platform. If it can cram the six-pot from the CX-60, CX-70, CX-80 and CX-90 SUVs into the engine bay, the Japanese magazine believes there's a chance of a Mazda-badged variant.
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2025 Toyota HiAce LWB review
Toyota HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from: HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from: HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from: HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from:
The Advertiser
10 hours ago
- The Advertiser
Why this ugly new ute is a real threat to Ranger and HiLux
After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please. After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please. After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please. After years of rumours, hype and celebrity-heavy marketing, the Kia Tasman ute is finally here. Named after the Tasman Sea and built with the Australian market front of mind, Kia wants the Tasman to be a top-five best-selling ute Down Under, where it's set to compete head-on with some of the nation's top-selling models in the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton, to name a few. Like its rivals, the foundations of the Tasman are simple and proven - a turbo-diesel engine mated to an automatic transmission that sends power to all four wheels of a dual-cab four-door ute (for now) based on a ladder frame. What's not so conventional, however, is the design of the Tasman. And, boy, haven't we heard about it. Last year's global reveal unleashed a tidal wave of criticism about the appearance of Kia's debut ute, and that tsunami has yet to subside. Kia responded by doubling down on its star-studded ad campaign, recruiting some of the biggest names in Australian sport (plus Spanish tennis champ Rafael Nadal) to divert attention. But now, with the Tasman officially in showrooms, it's time to shift our focus back to the most important vehicle that Kia has ever launched in Australia. From concept development to durability testing, Kia's local arm has been at the forefront of the Tasman project. If the Tasman succeeds, Kia will forever look upon Australia fondly and likely offer a seat at the table when it comes to future product development. Strong sales would also help to increase Kia's overall market share - a key goal for the Korean manufacturer - and potentially make it a top-two auto brand in Australia behind Toyota. So, there's a lot on the line. With that in mind, Kia invited us to Bathurst in NSW for two jam-packed days of driving, both on- and off-road, to get a sense of where this fresh entrant sits in the ute hierarchy. We sampled the mid-spec SX, the semi-premium X-Line and the rugged X-Pro flagship. This review mostly focuses on the latter. The Tasman is more expensive than key rivals at the bottom of the range, but it tops out at a competitive $77,990 drive-away - on par with the D-Max Blade and less than the V6 Ranger Wildtrak and HiLux GR Sport. Kia may have overdone it with the exterior styling of the Tasman, but the interior is the Korean manufacturer at its forward-thinking best. The cabin is spacious, user-friendly and thoroughly modern, with a long list of tech and features that puts many segment mainstays to shame. At the centre of it all is Kia's connected car navigation cockpit - a panoramic screen housing dual 12.3-inch displays, plus a digital climate control hub. All three are standard across the Tasman range - that's right, there's no punishment for buying the entry-level version. The centre infotainment display is brimming with functionality, most of which is actually useful on a daily basis. That includes wireless smartphone mirroring, native satellite navigation from SX up, a detailed off-road display for the X-Pro, and extra mod cons such as connected services and voice control. As you'd expect from a brand-new model, the graphics are sharp and there's enough processing power to keep up with busy swiping and tapping. Likewise, the digital instrument display is clear and well-organised. Unfortunately, the same can't be said of the narrow climate panel - it's obstructed by the steering wheel while driving, and although there's the option to expand it to the infotainment screen, that could be considered the solution to a problem of Kia's own creation. Missing altogether is a head-up display, a nice-to-have that's present in the BYD Shark 6 and GWM Cannon Alpha. Another slight letdown is the standard sound system, which makes your tunes sound a bit muddy, especially at higher volumes. That's remedied by buying the X-Pro with its upgraded set of Harmon Kardon speakers. The dash layout is intuitive, demonstrating that Kia understands the needs of Australian ute buyers. That's also made clear by the inclusion of clever storage solutions. The cabin is not only roomy - the X-Pro is longer, wider and taller than a Ranger Wildtrak - but it's also laden with nooks and cubbies. The door bins and glovebox are on the shallow side, but that's offset by the presence of an extra compartment above the glovebox. And while the centre console mightn't appear special, the lid is unique in that it folds forwards to create a flat table suitable for in-car work stints. That also exposes a bin with decent space and a 12V power outlet. Two USB-C outlets can be found under the centre stack, and the X-Pro adds dual wireless charging pads. The X-Pro has quilted leatherette seats that are heated and ventilated, and fully power-adjustable, of course. Even the entry-level cloth seats are fit for purpose, packing plenty of cushioning and lateral support, as well as a soft headrest that wraps around your skull. Stepping up to the X-Pro also brings a heated leatherette steering wheel. Courtesy of its sheer size, the Tasman is spacious enough to seat five adults in comfort, so it's bound to be the pick for a worksite carpool. Leg- and headroom are in ample supply unless you're topping six-five, and the door panels feature padding at shoulder height - another thoughtful touch. While the S and SX grades make a lot of sense for tradies hunting a new workhorse, the X-Pro is a standout option in the new wave of "lifestyle" utes. Family buyers will be drawn to the amenities in the second row, from flexible zip-up map pockets to an expansive storage container hidden under the rear bench. In case that's not enough room for your bits and bobs, additional storage pouches are built into the door cards, seat backs and rear bench itself. Mobile device charging is taken care of by two USB-C outlets and a 240V socket. There's also a centre armrest with chunky cupholders and a couple of air vents, although some sort of lighting wouldn't go astray. Interior creature comforts are nice to have, but tub capacity is a non-negotiable for most ute buyers. That makes the new Tasman an even more compelling proposition, as it can haul around more stuff than most. The tub measures 1512mm long, 1572mm wide and 540mm deep - dimensions that dwarf the Ranger Wildtrak, D-Max Blade and Cannon Alpha PHEV. But while the X-Pro offers tons of usable space, the tub isn't necessarily revolutionary. For example, it doesn't boast the same exportable power capability as plug-in hybrid competitors - base models go without power outlets in the tub, while the SX+, X-Line and X-Pro gain a single 400W connection. Just one powertrain is currently offered across the range, a 2.2-litre four-cylinder turbo-diesel. However, Kia is keeping a close eye on the performance of electrified utes such as the BYD Shark 6, GWM Cannon Alpha PHEV, and Ford Ranger PHEV in the local market, with a view to offering similar tech in the Tasman. Don't expect a Tasman PHEV in the immediate future, though. It's unlikely to arrive until 2027 at the earliest, according to senior Kia product manager Roland Rivero. We won't be getting the 2.5-litre four-cylinder turbocharged petrol engine available in Korean models, either. The drive program for the Tasman launch was a dead giveaway that Kia is supremely confident in its first ute, and that confidence isn't unfounded. Over two days of driving we were exposed to some of the roughest country roads I've ever experienced, as well as a challenging off-road course and some urban driving in the town of Bathurst. All up, the perfect test of a ute that will be expected to handle everything that Aussie buyers can throw at it. On sealed surfaces, the Tasman is a refined take on a traditional formula - turbo-diesel power, four-wheel drive, and rear leaf springs. All variants house a 2.2-litre four-cylinder turbo-diesel engine that pumps out 154kW of power and 440Nm of torque, outputs that are a little underwhelming by modern standards. Indeed, the Tasman feels noticeably under-gunned compared to something like a V6 Ranger (184kW/600Nm) or top-spec HiLux (165kW/550Nm), not to mention the PHEVs. In particular, the Tasman's torque deficit is felt while towing, overtaking and climbing steep inclines, all situations in which you're left wanting for extra pulling power. It's a shame because the powertrain is otherwise quite refined and agreeable. Power delivery is smooth, and the eight-speed automatic transmission shifts intuitively to keep you in the torque band and maximise efficiency. The X-Line and X-Pro feature paddle shifters for enhanced transmission control when towing. The engine also impresses with its quietness and refinement. It doesn't produce the clatter we've come to expect from diesel dual-cabs, a pleasant surprise I'm chalking down to effective sound insulation and firewall damping. As such, the driving experience is less agricultural than that of a four-cylinder Ranger, HiLux or D-Max, even if the Tasman doesn't feel as muscular. Electrified utes are that bit quieter, again. That sense of smoothness is echoed in the suspension tune, which benefits from heavy Australian Tasman's ride is firm but controlled, even on unfriendly stretches of country road. It may feel a bit fidgety in town, transmitting small imperfections through the chassis, but the Tasman is a pleasure to sit in at higher speeds. The primary ride is excellent - there's no float or bounce from the rear end over undulating tarmac, even with an empty tray. Secondary elements impress, too - potholes and ruts are dispatched with surprisingly little fuss, especially considering the poor state of the roads we encountered. We seldom experienced crash landings or teeth-rattling vibrations, outcomes that would've been inevitable in lesser utes. Given how planted the Tasman feels, it's hardly surprising that it handles well for an un-sporty dual-cab, too. The X-Pro we drove felt reassuringly confident through corners for such a large vehicle, with solid body control and little roll. While the Tasman is well-sorted through the twisty stuff, it's no driver's car. The steering is doughy on centre, with artificial weighting that makes the vehicle feel more cumbersome than it is. The rack lightens up at lower speeds, but the Tasman still feels less manoeuvrable than a Ranger. Indeed, the Tasman's enlarged dimensions are noticeable in urban driving - parking poses a challenge, especially in variants without surround-view cameras or parking assist. That said, slim body pillars and a large rear window ensure decent outward visibility. The Tasman may be a mid-size ute, but it's a properly big one. That size is less of an issue on the highway, where the Tasman doesn't feel out of place. It cruises comfortably at 100km/h and remains relatively quiet, insulating the driver from unwanted road noise. We had the opportunity to tow a 2240kg camper trailer around the outskirts of Bathurst, and the Tasman showed itself to be an adequate if not outstanding tow vehicle. Engine and braking performance clearly suffered, but the Tasman was still able to scale hills and get up to highway speeds effectively, and it didn't feel particularly strained at 80-100km/h. However, you should expect to spend more time at the pump, as fuel consumption spiked to 16.6 litres per 100km across the 20-minute loop. With weight at the rear, the ride feels settled, and you can program trailer specifications into the dedicated towing infotainment display. As for off-road capability, our impressions of the Tasman are incomplete. We were only given the chance to experience the X-Pro - the most expensive variant in the range. It's an accomplished off-roader with the requisite hardware and software to thrive in Australian environments. I'd consider myself a beginner when it comes to off-roading, but the Tasman's clever traction control system made for a trustworthy ally, distributing power where needed despite my heavy-handed inputs. I'd go as far as to say the X-Pro is just about idiot-proof in an off-road setting. With 252mm of ground clearance, it sits higher than most rivals, and didn't bottom out in some butt-clenching moments. The X-Pro offers a dedicated off-road display within the infotainment system that includes surround-view cameras with an underbody view, as well as vehicle health and positioning data. As with the wider Kia Australia lineup, the Tasman is covered by a seven-year, unlimited-kilometre warranty. Additionally, owners can access up to eight years of free roadside assistance, while service pricing is capped for seven years. It's a generous ownership program by current standards, although Tasman owners may be caught off guard by maintenance costs that top most mainstream utes. Regular four-wheel drive Tasman variants cost an average of $466 per year to service over the first three years, more than both the Ranger ($379/year) and HiLux ($305/year). That average annual cost balloons to $585/year over seven years, whereas BYD charges $471 per year to service a Shark 6 over the same period. If your eyes agree with the polarising styling, and mine don't, the Tasman is up there with the best turbo-diesel utes currently on sale in Australia. The powertrain may be a little old-school, and it's definitely crying out for an extra helping of grunt, but the 2.2-litre lump is far from inadequate. The strength of the Tasman's ride and handling more than make up for its torque deficit. The X-Pro handles towing and off-roading with aplomb - two important considerations for Aussie buyers. The practical, modern interior is another selling point. It's hard to find the combination of a clever layout, quality materials and suitable screens in this segment, especially when you consider most utes from legacy brands are based on platforms that are several years, if not a decade, old. I wouldn't call the Tasman overpriced, either. For an all-new ute that's well-equipped across the range, it's priced competitively against rivals, particularly at the upper end. The X-Pro takes the fight right up to Ford's Ranger Wildtrak, and represents better buying than a HiLux GR Sport or D-Max Blade. Does that mean the Tasman has been worth the wait? One hundred per cent. And there's the distinct possibility that Kia will rectify its few flaws as part of future updates. A punchy and efficient electrified Tasman with a new face? Yes please.
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10 hours ago
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2025 Isuzu D-Max and MU-X to gain new 2.2-litre turbo-diesel next month
It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from: It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from: It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from: It's official: the Isuzu D-Max and MU-X will be available with the Japanese brand's new turbocharged 2.2-litre four-cylinder diesel engine from late September, as confirmed by a media launch invite we received from Isuzu Ute Australia (IUA) today. As in Thailand, where both vehicles are produced for Australia, CarExpert understands the larger and higher-output turbo-diesel will replace the unloved 1.9-litre oil-burner as the entry-level engine in IUA's two diesel-powered models. And we expect the new 2.2-litre engine, which is claimed to consume about 10 per cent less fuel than the 1.9-litre engine it replaces, will soon also power entry-level versions of the D-Max's twin, the Mazda BT-50. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great deal. Above: Thai-market D-Max 2.2. While Isuzu's big-bore 3.0-litre turbo-diesel will continue to be the flagship engine for the popular D-Max ute and MU-X large SUV (and the BT-50 ute) lineups, the new 2.2-litre engine will play a key role in reducing IUA's and Mazda Australia's exposure to emissions-related penalties under the New Vehicle Efficiency Standard (NVES). Given its higher outputs and improved efficiency, it's also likely to be more popular than the 1.9-litre engine, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024. We understand the 1.9-litre engine has attracted fewer than 100 sales annually in the D-Max, which was Australia's third most popular 4×4 ute in 2024 – behind only the Ford Ranger and Toyota HiLux – with more than 24,000 sales. Above: Thai-market MU-X 2.2. First revealed in November 2024, Isuzu's new 2.2-litre diesel was listed by IUA as one of a range of powertrains options it could employ to lower its fleet-average CO2 emissions. These include the battery-electric D-Max EV, which could top $100,000 based on UK pricing and is therefore expected to be a low-volume vehicle. At the other end of the scale, IUA is working on a hardcore Walkinshaw-developed Blade version of the MU-X, to join the D-Max Blade. Isuzu's new '2.2 Ddi Maxforce' engine (codenamed RZ4F) is based on and replaces the 1.9-litre RZ4E engine, which produces just 110kW of power and 350Nm of torque. Above: Thai-market D-Max 2.2. The new engine develops 120kW at 3600rpm and 400Nm over 1600-2400rpm, and is mated to an eight-speed automatic transmission (rather than a six-speed unit as per the 1.9- and 3.0-litre diesels), which Isuzu says brings improved performance and fuel economy. That's only 20kW and 50Nm less than the 140kW/450Nm '4J' 3.0-litre diesel that has long powered the D-Max and MU-X, and which will eventually be replaced by the new 2.2. A mild-hybrid (MHEV) version of the 1.9-litre, revealed earlier last year, will remain on sale in Thailand in a single rear-wheel drive pickup variant. This produces an identical 110kW and 350Nm to the regular 1.9-litre. It's unclear at this stage if the 2.2-litre (pictured above) will eventually gain a mild-hybrid system. While Isuzu hasn't published fuel consumption figures, it says fuel economy has been improved by up to 10 per cent over the outgoing 1.9-litre. According to Australian figures, D-Max variants with the 1.9-litre use between 6.7 and 7.0L/100km. The new 2.2-litre stacks up better against the entry-level four-cylinder turbo-diesels in the Ranger and HiLux. The base HiLux Workmate's 2.4-litre engine produces 110kW and 400Nm, while the Ranger's single-turbo 2.0-litre engine makes 125kW and 405Nm, and both of them are matched with a six-speed (rather than eight-speed) auto. MORE: Explore the Isuzu D-Max showroom MORE: Explore the Isuzu MU-X showroom Content originally sourced from:
