2025 Kia Tasman ute review
On any forum, video or article talking about the car, it's the first thing people mention.
It's been described as a Lego car, a Ram bought from Temu, a Korean Mahindra, and a half-eaten cabbage.
But like every parent of an ugly baby, Kia doesn't see the problem.
'Road presence will dilute the angst surrounding how it looks,' Australian chief executive Damien Meredith said at the launch press conference.
They'd better hope so. Kia has big ambitions for the Tasman, they want it to be the fourth best-selling ute in Australia, behind the Ford Ranger, Toyota Hilux, and the Isuzu D-Max.
To pull that off, they'll need to sell around 20,000 units and outperform the BYD's critically acclaimed plug-in hybrid ute, the Shark.
It's a big ask for a car that's late to the game, entering a crowded market, and made by a brand better known for family-friendly SUVs.
To succeed, Kia need to quickly build credibility as a maker of rugged, blokey vehicles. That's why their ads are packed with sporting legends pretending to be tradies.
Kia are also heavily promoting the Tasman's origin story: that it's a ute designed specifically for Australian roads and drivers.
But in reality, the Australian team didn't have total free range. The original name of 'Tanami' was scuppered in Korea, and the controversial final design, I'm told, was a captain's call from inside the head office.
Internal politics and smashed-crab aesthetics aside, the Tasman is a reasonably competitive, somewhat unimaginative car that stands up to its rivals. There are 10 Tasman variants coming into the market, starting with a paired-down 2x4 single cab chassis. At the top of the line is the 4x4 X-Pro, which is $75,000 before on-road costs. If you're considering any trail driving, this is Kia's most-compelling option.
The Tasman is a big car – marginally wider, taller and longer than its Ranger and Hilux rivals, giving it considerable presence on the road. But it's a different story under the bonnet. All variants are powered by a 2.2-litre four-cylinder turbo-diesel engine. That's fairly modest, especially compared to the larger V6 options offered by the likes of Ford and Volkswagen.
To Kia's credit, the Tasman doesn't feel particularly underpowered on the road. With an empty tray, it was responsive and comfortable, with enough guts to easily overtake slower cars. While the Tasman was smooth on the highway, it is worth noting the ride was noticeably harder at slower speeds.
But the X-Pro really shines when it gets off the tarmac. The top-of-the-line Tasman has a full suite of off-road technology, including ground view cameras, terrain options, low-range modes, rear diff-lock, and an 'X-Trek' setting which crawls the car at a slow, constant speed in both drive and reverse.
It's the traction control which sets this car apart, though. Even an inexperienced off-roader will have a good chance of managing hostile conditions, thanks to technology which does a lot of the thinking for you. But how many owners are actually going take the Tasman off road? Only about 15-20 per cent, according to Kia's market research.
But, for the people who are more likely to use their utes for shopping trips and school runs, the Tasman is well-suited there, too.
The cabin is impressively quiet and comfortable. In the X-Pro, the seats are supportive, heated, and offer generous recline in both the front and rear rows. It also has the kinds of features you'd expect to see in a family sedan, including a large infotainment screen, sunroof, wireless charging dual climate zones, and a heated steering wheel.
The back row particularly stands out for its design and ride quality.
It feels much more like a regular passenger vehicle than most dual-cab utes on the market. But this car doesn't answer the fundamental question of whether Australia needs, or can support, another pretty-good diesel ute. It's hard to shake the feeling that the Tasman would have been a hit three or four years ago, but now it might be too little, too late.
It's lucky the Tasman does well off-road, because it's facing a big uphill battle.
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The Advertiser
4 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.
The Advertiser
4 hours ago
- The Advertiser
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:
News.com.au
6 hours ago
- News.com.au
Triple Eight young gun Broc Feeney closes in on title-boosting Sprint Cup win
Triple Eight's series frontrunner Broc Feeney has vowed to continue his attack on track as he closes in on a title-boosting Sprint Cup win to fuel his pursuit of a Bathurst 1000 and Supercars championship double this year. The week after locking in his future at the powerhouse team until the end of 2029, Feeney can give his 2025 championship ambitions a shot in the arm by securing Supercars' new Sprint Cup crown at Ipswich this weekend. The championship leader at the end of the final event of the Sprint Cup at Queensland Raceway will gain automatic entry to the Supercars' new-look finals series, which kicks off with the Gold Coast 500 in late October. The Sprint Cup winner will also earn 25 bonus points for the start of the finals series – with the same on offer for the winner of the Enduro Cup – which could prove critical in the three round play-offs. Feeney holds a 220-point lead in the Supercars championship standings over his teammate and defending champion Will Brown after a hot run of form in the past four rounds, which has seen him surge into favouritism for the 2025 crown. But the in-form Feeney said he would not be taking a conservative approach to defend his championship advantage, vowing to go all-out chasing the bonus points. 'We have done a really good job since Tasmania to get to the (championship) lead, but then to also pull a big margin,' Feeney said. 'It's to celebrate good consistency, but it certainly doesn't mean that we're going to take it easy and conserve that lead, I want to go and try and win three races again this weekend. 'What I am more excited about is the bonus points that come with that. Hopefully we can wrap that (Sprint Cup) up for this weekend and get the 25 bonus points for the play-offs. 'The last four or five (rounds) have been really good so hopefully we can keep that going for here and the chance to get three more victories.' Feeney already has 10 race wins to his name in 2025 – seven more than the next best, who are on three – Ford rivals Cam Waters and Matt Payne. Since the round in Taupo in New Zealand, Feeney has won nine of the 12 races on offer. The 22-year-old has also proved to be the qualifying benchmark with 10 poles for the season so far – also seven clear of Waters and Brodie Kostecki. 'The whole year I have felt very competitive and a lot better than I did last year,' Feeney said. 'Even (in the opening round in) Sydney, Cam was an anomaly, but take him out and we still had quite a big margin to the rest of the field. 'Grand Prix we got four poles and didn't really convert that well, so I feel like we were close for the first few rounds. But I think we learned a few things in New Zealand which has probably headed us down a bit of a direction with the car that I really like.' Feeney will again team with his Triple Eight boss and seven-time series champion Jamie Whincup for the enduros, which start at Tailem Bend next month. After finishing runner-up in the championship and at Mount Panorama last year, Feeney has his sights on both crowns this season. 'My favourite time of year is the enduros, so I'm so lucky to pair up with Jamie once again and I always look forward to these races,' Feeney said. 'I want to win the Enduro Cup to get 25 extra bonus points as well, but overall I want to win Bathurst. 'I feel like the last couple of years we have just come up short so I'm looking forward to a real solid running at Tailem Bend and ironing out any little issues that we have and try and go for the big one.' Triple Eight last week announced a three-year contract extension for Feeney and Brown, 18 months ahead of their current deals expiring, to lock in their long-term futures with the team. 'It was a no-brainer for me,' Feeney said. 'Obviously there is the change going on with us going to Ford and there are a couple of questions from the outside, but there was never a real doubt within my camp. 'Hopefully I can get a championship this year, that's certainly what we're aiming for. But to have another four years now on my contract from next year onwards, four more chances to go at it, well five including this year, it's exciting. 'I want to be with the best team and put myself in the best position to fight for a championship every year.'
