Five best Tradie vehicles
They might be tools-of-the-trade but the best of the commercial crop are surprisingly couthRuggedness and room are prerequisites in this utilitarian segment, with offerings that range from utes to medium and large vans.
In both cases, today’s tradies can count on a relatively refined, car-like experience. At least, compared with what was once the class norm.
Platform buddies the Ford Ranger and Mazda BT-50 are a good example. The pair offers safety, equipment and on-road manners that were once unheard of in the light commercial category.
Volkswagen’s Amarok, our reigning Tradie Vehicle of the Year, is an even better example. Urban polish and off-roading potential happily co-exist in this all-rounder which, like the Ford and Mazda twins, is also offered in family-friendly dual-cab form.
Holden’s VF Commodore ute drives like a family sedan because it’s based on one. The Holden, unlike early sedan-derived utes, retains the independent rear suspension and terrific ride and handling of the sedan and Sportwagon.
Unlike the dual-cab utes, the two-seater Holden is no family car, however, the handling ability – and availability of a 6.0-litre V8 SS variant – make it a trayback sports car of sorts.
Ford’s Transit Custom is an icon in its native Britain, and the sheer amount of space it offers is unrivalled in this company.
Renault’s Kangoo Maxi Crew, despite being a ‘maxi’ could be considered a scaled-down, Gallic version of the iconic Transit. While relatively little known in Australia, it has a solid reputation at home in France.
Rather than an agricultural, large-capacity turbo-diesel four-cylinder like most rivals, the Amarok uses a reworked and retuned version of 2.0-litre found in much of the passenger car line-up.
The full-time four-wheel-drive Amarok doesn’t have low-range gearing, instead using its electronic stability control system, with a low first gear and a capable chassis, to deliver off-road talent. Despite doing things differently, we’ve experienced first-hand that the Vee Dub ute has the stuff in the rough.
On the highway, a different side to the Amarok’s character emerges. Here, the VW is quiet and comfortable, both from a seating and a ride-quality point of view. Especially as an eight-speed automatic (but also as a six-speed manual), the Amarok offers brilliant efficiency for a car of its class.
The range runs from the utilitarian steel-wheeled, single-cab, cab chassis and dual-cab chassis TDI340 and 400, in two- and four-wheel-drive variants, up to the well-equipped dual-cab TDI420 Highline and Ultimate, which do fine dual duty as tradie utes and family haulers.
There’s just one engine – a 1968cc in-line four – which is offered in three power and torque levels. The entry-level TDI340, as the name suggests, offers 340Nm, with a 103kW peak. The twin-turbo TDI400 and 420, meanwhile, bring twin turbochargers and extra torque – yep, 400 and 420Nm, respectively, with a 132kW power peak.
The TDI340 and 400 are offered solely as a six-speed manual, while the TDI420 is an eight-speed auto-only proposition.
Read a Volkswagen Amarok review
Car-like qualities separate the Ford Ranger and Mazda BT-50 from class staples such as Toyota’s HiLux, which make them more appealing as a tradesman’s vehicles that will spend more time on the road than in the bush.Meanwhile, fully-featured, high-spec dual-cab variants make it possible for the work ute to double as a family car.
Of course, the refined manners don’t come at any cost to off-road performance. While more refined than most, these utes are firmly of the go-anywhere variety.
This blend of work, family-car and adventure machine abilities might explain the popularity of this once-crude commercial class.
The Ranger line-up opens with a 4x2 and runs via 4x4 utes to the specced-up flagship, dual-cab Wildtrak. The engine options are a 110kW, 375Nm 2.2-litre turbo-diesel four-cylinder or a 147kW, 470Nm 3.2-litre turbo diesel five-cylinder with either six-speed automatic or manual transmissions.
It’s a similar line-up in the Mazda showroom, where single, intermediate freestyle, and dual-cab utes and cab chassis share space in both two- and four-wheel-drive form.
Engines and transmissions are shared with the Ford, as is a class-leading 3500kg braked towing capacity.
In fact, there’s little to split the pair, apart from brand allegiances and the fact the BT-50 is set up with slightly stiffer rear springs than the Ranger, with a focus on on-road handling.
It’s a relatively subtle difference, however, and either of this pair is a fine pick for work, family and play.
Holden Commodore Ute
A Holden ute of the rear-wheel drive, Aussie-built variety is the default mode of tradie transport – y’know, V8 up front, room for the tools and the dog in the tray.
But beyond the VF Commodore, that kind of Holden ute will be no more, which, with the fact the final iteration brings such talent to the tray-back genre, might make it the time to buy one while you can.
Born as the VG in 1990 (based on the VN series sedan and wagon), the Commodore ute has never been better. Where early iterations were stripped-out affairs, today’s ute ranges from surprisingly well-equipped workhorse to tray-backed, two-seater sports car in flagship SS form.
Base model up, the Commo’ ute boasts the same independent rear suspension fine ride and handling of the sedan. The entry-level Evoke and sportier SV6 offer 210kW and 350Nm from a 3.6-litre V6, which does 9.0L/100km on the official combined cycle in both six-speed automatic and manual form.
Upstream, the SS variants bring power, torque and increased thirst courtesy of a 6.0-litre V8 that produces 260KW and 517Nm as an auto and 270kW and 530Nm as a manual.
Considering the tyre-frying, tail-sliding grunt on tap in the SS, SS V and ultimate SS V Redline variants, the increased fuel use – 11.5 to 11.8L/100km, officially – is well worth it.
Our other recommendations have unique strengths – greater cargo volume or off-road capability – but none of them offer anywhere near the fun of a V8 Commodore ute and that makes the home-grown utility-meets-sports coupe the enthusiasts’ pick.
Read a Holden Commodore Ute review
Ford’s Transit Custom is the iconic Blue Oval delivery van reinvented. Trad strengths remain, such as the Transit’s enormous cargo swallowing capacity – the one-tonne Custom van carries items up to 3.4 metres long, two pallets or a payload of 1360kg, while its sub-two-metre unladen height lets it fit into urban spaces where light trucks won’t go.Like the best of the current breed of utes, today’s Transit is a more user-friendly tool of the trade, with six airbags and the brand’s voice controlled SYNC system among other features.
Meanwhile, its 92kW/350Nm 2.2-litre turbo-diesel four-cylinder engine, via a six-speed manual and front-wheel-drive, boasts ADR combined-cycle consumption of just 7.1L/100km (7.3L/100km for the LWB). The auto option offered overseas isn’t available here – yet.
The Transit Custom comes in both short and long wheelbase variants and brings enviable practicality. Neat features include integrated retractable roof racks, a glovebox with A4 hanging file storage and 90- and 180-degree opening rear doors.
On the road, the speed-limiter cruise control and dynamic stability control are handy features, while an optional $1500 City Pack brings a rear camera, an electro-chromatic interior rear-view mirror with camera display and front fog lights.
Suspension is via struts at the front and leaves at the back. In this heavy-cargo-carrying class, leaf-sprung suspension is a necessity rather than a drawback.
Today’s van isn’t underdone in the safety department. Lap/sash seatbelts in all positions might seem like a no brainer, but side and curtain airbags, hill-launch assist, rollover mitigation and trailer sway control were once unheard of, and it wasn’t that long ago…
The Transit Custom is on the money at $37,490 rising $2K for the LWB variant – similar to key rivals but with greater equipment.
Read a Ford Transit Custom review
The likes of Ford’s Ranger and Holden’s Commodore ute – in fact, all five of our recommendations – have an advantage over Renault’s quirky van: their image.But while there’s no doubt it’s blokier to arrive at the worksite in a V8 ute or a 4x4, The Kangoo Maxi Crew is just as capable of doing the job.
From a packaging point of view, the Renault (and the Ford Transit) have the advantage of more cargo capacity with greater security. The Renault swallows four cubic metres in long-wheelbase Maxi Crew spec, which you can lock away securely behind rear barn doors and a pair of sliding side doors.
Yet, unlike a big van or ute, the Kangoo is light to drive, with great efficiency – 7.7 and 8.2L/100km from the petrol (manual and auto) and just 4.7L/100km from the diesel on the official combined cycle. The six-speed manual helps here, compared with a five-speed manual or four-speed auto for petrol variants.
For its greater economy and torque – 240Nm versus the petrol’s 148Nm – the 1.5-litre turbo-diesel Maxi Crew is the pick over the petrol SWB, which offers three cubic metres’ cargo volume. There’s an initial period of lethargy in the oil-burner, but the 1750rpm torque peak provides a payoff worth the wait.
Comfort and convenience features include speed-limiter cruise, hill-start assist and wheel mounted audio controls, while safety kit runs to electronic stability control and four airbags.
Considering the amount of time tradies spend on the road the quintessentially French ride comfort and agreeable handling are a distinct plus, as is the relatively quiet and refined cabin.
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