2003 Ford F250 Reviews

So, you’re heading on a road trip! What fun, but also… kind of a headache if you don’t have the right vehicle.

The second-hand 4WD market in Australia is a busy one, we are spoilt for choice.Among this confusion of potential next cars for you are a few duds/lemons/write-offs but there are also a fair number of good value-for-money buys to be found.Here are our top five used 4WDs, including a big V8 wagon, a retro champion, and one or two picks which might even get me even more hate mail.For the purpose of this yarn, we’ve mostly only considered vehicles manufactured in the past decade – those that have benefited from recent advancements in driver-assist and safety technology.Is your 4x4 on the list?As always, tell us what else you think should make the cut in the comments below.Much-loved by 4WD die-hards, the distinctively blocky 80 Series ’Cruiser achieved legendary status years ago.The naturally-aspirated 1HZ diesel is a top choice – many have been turbocharged – and the 1FZ-FE, 4.5-litre, in-line petrol engine, introduced in early 1993, has proven durable.The four basic 80 Series range encompasses: FJ80R - petrol 3F engine; HZJ80R - diesel 1HZ engine; HDJ80R - turbo-diesel 1HD-T engine; and FZJ80R - twin-cam petrol engine. There are ample white ones around, with a smattering of hotted-up matte black versions as well.The best used 80 Series buys are in the base-model area. ‘Standard’ 80s came with the 75 Series driveline, using a part-time 4WD system and a choice of the 3F petrol engine or 1HZ, naturally-aspirated diesel. The 3F gave way to the 1FZ-FE fuel-injected twin-cam in late 1992.Most standard models are diesels, but those that have the petrol engine use a carburetted version, which is a much more flexible unit than the fuel-injected 3F-E used in the GXL and VX models.You'll find some 80s with still-working factory-fitted cruise control and a few with aftermarket jobs onboard.You'll also find plenty of 80s geared up for bush driving, with a bullbar, snorkel, bash plate (offering solid underbody protection), as well as rated recovery points, and any number of other accessories including mud-ready floor mats.Automatic transmission models had a torque converter and viscous coupling centre differential; both of which did much to damp out any engine torque curve ‘wobbles’, along with the considerable driveline lash which was another unpleasant side effect of Toyota's full-time 4WD system.The full-time 4WD RV, GXL and VX models are better balanced on loose or slippery roads, but have more driveline backlash than the part-timer and need a front bearing repack more often, because the front axle is driving all the time.The automatic models (like the vehicle pictured) are nicer to drive than the manuals, but the auto sump is vulnerable to copping knocks from rocks on bush tracks and needs additional bash-plate protection.Factory-fitted front and rear differential locks were optional from 1993.The standard Japanese Grandtrek tyres were terrible on slippery tracks and vulnerable to damage, but the working vehicle models, with part-time 4WD, skinny tyres and firmer coils handled well on and off road.Suspension upgrades – aftermarket lift kits etc – have always been popular 80 additions for improved off-road driving.Towing capacity was 2500kg on the 90-95 models, then increased to 3500kg on the 80 Series after that. Tow-ready 80 Series had a tow bar.(Note: the 80 Series pictured in this yarn – is a 1996 GXL with a 24-valve 6-cylinder 1HD-FT turbo-diesel engine and automatic transmission. It has a 270-litre fuel tank – a long-range fuel tank set-up – and a 30-litre water tank. The standard version had a 90-litre fuel tank and a 45-litre fuel tank.)The diesels need their camshaft drive belts replaced at 100,000 kilometres and both have expensive oil and fuel filters.The 1FZ-FE, 4.5-litre, in-line petrol engine, introduced in early 1993, was as durable as Toyota promised it would be, but servicing costs are elevated by high filter prices.Engines converted to run on LPG seem to live without any drama, but Toyota actively discouraged the practice.Gearbox problems included a pre-1993 major issue which was a crunching, vibrating manual gearbox – it was bad enough to cause Toyota to change its advertising message, dropping the reference to “vibration-free". In 1992 a redesigned manual transmission cured most gearbox complaints.Minor problems with early 80s include a clutch accumulator which leaked and can be best repaired by replacing it with the later model unit.Automatic transmission problems are infrequent as far as we know.The turbo-diesel suffered from big-end problems that were fixed only by service outlets that had access to a full range of over- and under-sized bearing shells. (If you’re buying a factory turbo-diesel 80 Series with the 1HD-T engine make sure the bottom end has been professionally rebuilt.)Toyota continued to support the turbo-diesel, finally replacing the 1HD-T with the properly engineered 24-valve 1HD-FT in March 1995, along with a facelift and revised interior.If the 80 has any aftermarket gear on it, as always check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle history report.Prices range from around $20,000 to $60,000, depending on how well the vehicle has been maintained and just how obsessed a LandCruiser fan you are. Prices do not include on-road costs.(Note: Some years ago I commissioned a mate of mine, 4WDing legend Allan Whiting, to write a yarn about the 80 Series for this website – Allan’s work has been used as the basis for this entry.)Australian automotive engineering company Premcar was given free rein to transform the Patrol into something better, as part of Nissan Australia’s Warrior program, and this is the result.The Patrol Warrior is bigger, wider and taller than the Ti spec Patrol on which it’s based and it has upgraded Aussie-tuned suspension, a Warrior-specific wheel-and-tyre package, a bi-modal exhaust system, tough-as-nails underbody protection, a 48kg increase in payload over the Ti (to 736kg), among many other enhancements.The Nissan Patrol Warrior is an eight-seat 4WD wagon with more than $15,000 worth of crucial conversion work, engineering upgrades and fitment of adventure-ready accessories brought onboard to turn the Patrol into a Warrior.The Warrior has the Patrol line-up’s 5.6-litre V8 petrol engine – producing 298kW at 5800rpm and 560Nm at 4000rpm – and a seven-speed automatic transmission.It has full-time four-wheel drive with high- and low-range modes.At its Patrol heart the Warrior has all the solid reliable four-wheel drive mechanicals, plenty of torque over a wide rev range and a rear diff lock.Warrior-specific suspension modifications include Warrior-tuned 'Hydraulic Body Motion Control' suspension (front and rear), front Warrior red springs, rear Warrior multi-rate red springs, Warrior rear bump-stop, a bash-plate and more.The Warrior wheel-and-tyre package is the Yokohama Geolandar 15 All Terrain tyres (295/70R18) on 18 x 9 J cast-aluminium Patrol Warrior black machined-face alloy wheels. These tyres are bigger and offer more grip, so they provide the Warrior with plenty of traction on terrain where a standard Patrol may struggle.There's more ground clearance in the Warrior (323mm, +50mm over the Ti), so approach (40 degrees) and departure angles (23.3 degrees) are an improvement over the standard Patrol.Ramp-over angle is not listed, neither is wading depth but I reckon the latter is about 700mm.The Patrol is a well-respected towing platform and the Warrior’s towing capacities remain as 750kg (unbraked) and 3500kg (braked).The Warrior's GVM (gross vehicle mass) at 3620kg is 120kg more than the Ti Patrol’s.Chances are the Warrior hasn’t been used for any four-wheel driving beyond well-maintained bush tracks but, just in case, when checking out the vehicle in person, make sure you look under the vehicle to check if it hasn’t copped any serious knocks, bumps or scuffs to the undercarriage or side steps – that may be an indication of other more serious damage that is not visible. If you’re in Queensland, where beach-driving is much more accessible than it is elsewhere, check for rust, sand or salt spray residue.Don’t buy a V8-powered vehicle if you baulk at big fuel bills. The Nissan Patrol Warrior has an official fuel consumption figure of 14.4L/100km (on a combined cycle).On a recent test, I recorded 23.2L/100km but I did a lot of high- and low-range 4WDing.The Patrol has a 140L fuel tank capacity, so, using our on-test consumption figure you could reasonably expect a full-tank driving range of about 603km.If the Warrior has any other aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from approximately $95,000 to $120,000. Prices do not include on-road costs.The Sport is available as a 4WD wagon with a 3.0-litre turbo-diesel V6 engine or as a rear-wheel drive wagon with Ford’s 2.0-litre four-cylinder bi-turbo – both have a 10-speed automatic transmission. (Pictured is a Sport with the V6 engine and selectable 4WD with auto mode.)It has a 3.0-litre turbo-diesel V6 (producing 184kW at 3250rpm and 600Nm from 1750rpm-2250rpm) and a 10-speed automatic transmission.It has a 4WD system with selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be used on high-traction surfaces.It also has a locking rear diff.The Everest has selectable drive modes including Normal, Eco, Tow Haul, Slippery, and for off-roading: Mud/Ruts, and Sand, which adjust engine outputs, throttle, transmission, braking, traction and stability controls to best suit the driving conditions.This Everest is a very impressive off-roader: the engine is torquey, with plenty of its 600Nm on top across a wide rev range.The 10-speed auto transmission is clever – most of the previous-gen’s scrambling between ratios has been ironed out.The Everest has a listed length of 4914mm (with a 2900mm wheelbase), a width of 2015mm, and a height of 1837mm. It has a turning circle of 11.8m and an official kerb weight is 2457kg. So this is not a small wagon.And its dimensions prevent the Everest from being an absolute off-road beast. It feels low – even though official ground clearance is listed as 226mm – and its underbelly feels vulnerable.Approach angle is 30.2 degrees, departure angle is 25 degrees, and ramp break-over is 21.9 degrees, but remember that if you fit a towbar to the rear that will impact the Everest’s departure angle. Wading depth is 800mm.Another thing: the brake pedals feel spongy – taking a long time between initial foot pressure to actually 'biting', and then the brakes – discs all round – quite abruptly clamp into action.Official fuel consumption for the Everest V6 is 8.5L/100km on a combined cycle; on my test I recorded 15.7L/100km.The Everest has a 80-litre tank, so, going by the above figures, you will have a touring distance (spent mostly in low-range 4WD) of about 510km.Ford has offered the Everest with choice of three ARB Builds – Family Adventurer, Tourer, and Serious Off-roader. Each one includes a specific set of aftermarket accessories (covering protection, suspension, lighting and more) and were fitted, at the new owner’s request, prior to collection.The builds are covered by Ford’s five-year/unlimited km warranty.However, if the Sport you’re considering has any one of those builds onboard, make sure you check the vehicle thoroughly for any damage and, of course, order a vehicle history report. Chances are this vehicle may have never been used off-road – or it may have been subject to a terrible barrage of 4WDing-related punishment. It’s up to you to check.As standard, the Sport came with 20-inch alloy wheels with Goodyear Wrangler Territory HTs (255/55R20) – not ideal for off-roading. Ford was offering offer 18-inch black alloys on All-Terrain tyres as a no-cost option at time of purchase, but if the second-hand Sport you’re considering to buy is shod with other, more off-road-appropriate tyres and is on 18-, 17-inch or even 16-inch rims, then make sure you check for damage – slight or otherwise – on the front and rear bumper, side steps, underbody, everywhere because this vehicle may have been used for more serious off-roading than merely well-maintained bush tracks.There is some uncertainty as to how well the Everest’s transmission holds up under the sustained pressure of heavy towing.Also, I have been privy to negative chatter – online and around campfires – about Ford’s after-sales service.A niggle: the e-Shifter in 4WD Everests is an annoying toggle/rocker-switch.As always, if the vehicle has any other aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from $67,000 to $87,000. Prices do not include on-road costs.It looks like a block of wood on wheels but the LandCruiser Troop Carrier’s 4WD heritage is undisputed and its status as a solid bush-tourer is further enhanced by Toyota's reputation for reliability – whether justified or not.The Troopie's popularity remains heavily reliant on its bush cred – but it has that rep for a reason: this is a go-anywhere country work truck or remote-area touring vehicle.It offers its owner very little comfort, driver-assist technology or mod cons – you’ve been warned – but the Troopie does deliver no-nonsense, no-compromise off-road capability.The 2019 Troopie is available in an entry-level two-seater WorkMate spec or top-spec five-seat GXL (pictured).It has a 4.5-litre turbo-diesel V8 engine – producing 151kW at 3400rpm and 430Nm at 1200-3200rpm – and that is matched to a five-speed manual gearbox.It has a part-time 4WD system with high and low range and front and rear diff locks as standard.The GXL Troopie gets 16-inch steel wheels, rather than alloys.It's a very basic interior, sure, but it's a durable and supremely functional cabin with plenty of hard-wearing surfaces, cloth and plastic.Don't go looking for Apple CarPlay or Android Auto – it's not here, unless a previous owner has dropped it in as an aftermarket system.The tall and boxy Troopie is 5220mm long (with a 2980mm wheelbase), 1790mm wide and 2115mm high. It weighs 2325kg.The Troopie is more than a tad unwieldy in any cityscape, a bit awkward to manoeuvre on suburban streets but, of course, much better when you get it out in the bush.Driver position is high and commanding, visibility is great all-round and that V8 offers up plenty of responsiveness when you make demands of it.Steering is vague, it exhibits pronounced body-roll on sharper corners, and the brake pedal action is spongy. However, if you forgive it those characteristics, and more, which I am, then you're in for an enjoyable drive.It's a bit more relaxed on an open road – when you can nudge into its tall fifth gear and get going – although its block-like shape tends to catch high winds and the wash from passing big rigs as a yacht's sail would.It’s a very capable 4WD. It's tall and square (so is easy to fill with camping gear, work equipment, your kids and dogs), it has a tough interior, and it has a robust drivetrain and 4WD system.The Troopie – with its live axles, coils at the front and leaf springs at the rear – will never feel like a sports car. It's noisy and no matter how refined Toyota claims to have made the V8 and its five-speed manual gearbox, it will always feel gruff and agricultural – and cough up more wind-rush roar over the big wing mirrors – compared to everything else.The Troopie's low-range gearing is so very low that it's able to crawl up the steepest of driveable inclines with no difficulty – even those criss-crossed by deep ruts. Generally, 4WD Low first gear is enough to get the Troopie up anything.With a wading depth of 700mm and 235mm ground clearance, enough to clear most submerged obstacles, this Toyota was never fazed during any water crossings. It has a snorkel as standard.Its standard 16-inch skinny tyres – Bridgestone Dueler A/Ts (225/95R16) – aren't ideal for bush-touring so get rid of those for some you'd be more likely to find all over the place.Towing capacity is 750kg (unbraked) and 3500kg (braked). It has a 975kg payload, a GVM of 3330kg and a GCM of 6800kg.Claimed fuel consumption is 10.7L/100km (combined). On my most recent test I recorded 11.1L/100km. It has a 180-litre tank, so, going by the above figure, you could reasonably expect a touring distance of about 1620km from a full tank.Note, the TroopCarrier does not have an ANCAP safety rating because it has not been tested.Even though it is a natural born off-roader, its bulk sometimes works against: the long wheelbase can prove to be a burden through deeply rutted hills or inclines/declines lumpy with sharply angled rocks or pitted by steep-sided potholes.Check thoroughly for damage to the underbody, and front, sides and rear.As always, if the vehicle has any aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from $75,000 To $83,000 – another case of “Toyota tax”. Prices do not include on-road costs.The top-spec seven-seat GSR is a solid value-for-money all-rounder and a very capable off-road vehicle.The Pajero Sport has a 2.4-litre, four-cylinder, turbo-diesel engine, which produces 133kW at 3500rpm and 430Nm at 2500rpm, and it has an eight-speed automatic transmission.This is not a dynamic combination, but although it is sluggish, the Pajero Sport is reasonable on-road and it’s very nimble off-road.The GSR has Mitsubishi’s Super Select II 4WD system and a rear diff lock. One of the advantages of Super Select II 4WD is that fact you’re able to drive this vehicle in ‘4H' (4WD high range) without any risk of transmission wind-up because the centre diff is not locked. This factor adds an extra element of safety and sure-footedness to your driving experience.The GSR has a button-operated off-road mode system – with Gravel, Mud/Snow, Sand or Rock settings, each of which tweaks engine output, transmission settings and traction control to best suit the terrain – and hill descent control.The GSR has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD). Each of these modes adjusts engine output, transmission settings and traction control to best suit the terrain.The Pajero Sport is 4825 millimetres long with a 2800mm wheelbase. It is 1815mm wide, 1835mm high and it has a listed kerb weight of 2125kg.In terms of packability, the cabin is quite narrow compared to many of its rivals and there are plenty of other SUVs and 4WD wagons around that offer more room inside for people, gear and dogs – but overall this is a functional space, even if it feels a bit dated.As standard it’s riding on Toyo Open Country A32 all-terrain tyres (265/60R18 110H) but it would perform even better with more aggressive rubber.Wheel travel is okay, ground clearance (218mm) is reasonable, although you still have to mind your driving line through rough terrain and be mindful of approach (30 degrees), departure (24.2) and ramp-over (23.1) angles. Wading depth is listed as 700mm.Official fuel consumption for the Pajero Sport GSR is 8.0L/100km on a combined cycle.Its real-world fuel figure on this test, from pump to pump, was 9.6L/100km.The Pajero Sport has a 68-litre tank, so, with that sort of fuel-consumption figure, you can reasonably expect a driving range of approximately 680km from a full tank, but that’s after having already factored in a safe-distance buffer of 30km.The Pajero Sport is noteworthy because it is covered by a 10-year/200,000 kilometre new car warranty, (whichever occurs first and when all scheduled services are completed at a Mitsubishi dealership), 10 years of capped price servicing, and four years of roadside assistance, provided the previous owner has stuck to the conditions of said warranty.Chances are the Pajero Sport hasn’t been used for anything more challenging than rain-slick bitumen, well-maintained bush tracks in national parks, or gravel back roads but, just in case, when checking out the vehicle in person, make sure you look under the vehicle to check that it hasn’t sustained any damage to the underbody or side steps – that may be an indication of other more serious damage that is not visible. If you’re in Queensland, where beach-driving is a right not a privilege, check for rust, sand or salt spray residue.As always, if it has any aftermarket gear on it, make sure that gear hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give it a thorough going-over, and get a vehicle-history report.Prices range from $42,000 through to $70,000, depending on the grade. Prices do not include on-road costs.

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Seven reasons why the Ford Focus is one of the Blue Oval's most respected models ever - and one reason why it's time to say goodbye.

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News this week broke that Standards Australia have begun a push to have our parking spaces enlarged to better fit the giant, mostly American vehicles now crowding our roads.

The saga of the Toyota LandCruiser Prado’s unorthodox boot may have resulted in one less rival. Ford has ruled out a Ford Everest PHEV indicating the packaging compromises seen on the Prado’s seven-seat boot has played a major part.Despite the obvious connection between the SUV and its new Ranger plug-in hybrid, Ford is focused on not compromising practicality in its SUV, with Toyota forced to install a drawer in the boot of the Prado due to the mild-hybrid system underneath the rear end of the vehicle.The problem Ford faces is the introduction of the New Vehicle Efficiency Standard (NVES), which requires it to cut average CO2 emissions. This will be challenging as the approximately 90 per cent of total Ford sales are the Ranger and Everest, which naturally produce more emissions than smaller, petrol or hybrid vehicles. Ford has already ditched the Everest 4x2 models, as they are classified as a ‘passenger car’, while the 4x4 models are ‘commercial vehicles’ and therefore have a higher emissions target. Seemingly, then, an Everest PHEV would be a logical option to try and cut emissions, but Ford doesn’t want to face the same feedback the Prado has garnered.The Everest and Ranger are based on the same underpinnings and share engine options, but Ford Australia has admitted some key differences make an Everest PHEV nearly impossible. Obvious differences are the rear packaging and suspension between the seven-seat SUV and dual-cab ute. Seeming the Everest’s more complex rear suspension gets in the way of the PHEV batteries, but there are multiple factors.“ Yeah, so there's a lot of considerations that go into future power packs and cycle plans, as you can imagine,” explained Ford Australia marketing chief, Ambrose Henderson. “One of them's about who's taking the program globally, the plant it's coming from, what the business case looks like ultimately.”While not naming the Prado, Henderson made it clear that Ford’s ‘no compromises’ approach to the practicality and capability of the Everest is a major factor in the decision to not push ahead with an Everest PHEV.“For us as an Australian market and what we look for and what we're pushing the globe for is products that deliver for the customer’s needs. And as we talked about… we will not compromise on the key things that our customers are seeking. Some others have gone and started doing some things in this space and they've taken significant compromises to the package of the car. And when we look at our car and we look at the customer research and what we need to deliver. We don't think that that delivers for Australian customers where they need the space in the car, they need the power and torque. They want the full 4x4 and they wanna be able to tow, and right now that package and the technology that's available doesn't support that.“So, number one, before you pass go, we need to deliver what customers want. And that's our absolute guiding line. So that's how we approach it.”

The New Vehicle Efficiency Standard (NVES) applies to new cars sold in the Australian market and is aimed at keeping Australia on track to achieve net zero emissions by 2050, so said the Federal Government.NVES rules came into effect on January 1 this year but the accumulation of units and penalties won’t start until July 1 this year.Carmarkers are already rethinking their line-ups in order to meet the NVES guidelines, with Ford ditching some of its 4x2 variants of the Everest and Isuzu rumoured to be deleting some 4x2 variants from its MU-X range.The upcoming Kia Tasman will have a 2.2-litre four-cylinder turbo-diesel engine and the likelihood Isuzu and Mazda will replace any of their 3.0-litre ute offerings with a smaller 2.2-litre unit to save on emissions and avoid any NVES-related strife, are we about to say “hoo-roo” to V6 utes?Read on.They may not elicit the same heart-thumping excitement as a V6 or V8, smaller engines have for a long time now proven their worth in utes. They’re refined, fuel efficient, and produce more than adequate amounts of power and torque to be able to haul a load, tow a caravan, horse float or power boat, and go off-road.Throw in impressive high- and low-range gearing, seamless driver-assist tech, a well-calibrated traction control system, and diff locks, and utes with small engines onboard, rather than being outgunned by V6s, are setting the gold standard for effectiveness in tough environments and being able to meet strict new emissions laws.Utes with smaller engines have been around for donkey’s years, but the new-ish wave of them – including the Isuzu D-Max’s 2.2-litre four-cylinder turbo-diesel (120kW/400Nm) and the Toyota HiLux’s 2.8-litre four-cylinder turbo-diesel (150kW/500Nm) with mild-hybrid technology – look poised to ensure V6 utes are consigned to the history books.The new Isuzu engine is 10kW/50Nm better then the brand’s 1.9-litre engine (110kW/350Nm) but 20kW/50Nm down on the 3.0-litre unit it is set to replace – no big deal though because those lesser power and torque aren’t deal-breakers for most. Besides, its 120kW/400Nm outputs match those of the GWM Ute (120kW/400Nm) and put it right in the mix with the Jac T9 (120kW/410Nm) and KGM Ssangyong Musso (133kW/400-420Nm).The HiLux’s 2.8-litre set-up doesn’t seem to have hampered its appeal with fans of Australian utes, certainly not in terms of sales.What’s more, the much-loved LandCruiser 79 Series benefits from its 2.8L four-cylinder turbo-diesel engine (150kW/500Nm), which produces plenty of low-down torque. Add in a 44:1 crawl ratio and, depending on the spec, front and rear diff locks, and this 79 is near-unstoppable off-road.Don’t forget the even newer wave of utes either.Beyond its polarising looks, the Kia Tasman already has tongues a-wagging – not the least because of its 2.2-litre four-cylinder turbo-diesel engine (154kW and 441Nm), that’s equivalent to the Ford Ranger’s 2.0-litre bi-turbo (154kW/500Nm) in terms of power but 59Nm of torque less.Word is the Tasman will be able to tow the ute industry standard of 3500kg (braked) and will likely have a payload of 1000kg or over, depending on the variant. So, nothing to sniff at there.The Tasman is due to be launched in Australia later this year and is tipped to be, if not a game-changer, a ute that will help move the crowd forward into a hopefully less-polluted future.And how about hybrids?The BYD Shark 6 plug-in hybrid ute – a first for Australia – has a 1.5-litre four-cylinder turbo petrol engine with dual electric motors: a 170kW/310Nm front motor and a 150kW/340Nm rear motor (total: 320kW/650Nm).This BYD ute has a claimed driving range of 100km (electric only), and about 850km (hybrid).The Shark has a listed payload of 850kg and braked towing capacity of 2500kg. It doesn’t have the 1000kg payload or 3500kg market-standard towing capacity of non-hybrid utes, but it can still take on a weighty load and clock up big distances before it needs to be refuelled/recharged.In terms of robustness over time, it’s largely unproven as yet – because it hasn’t been on the market long enough for anyone to make an informed judgement. On paper at least, the Shark 6 has plenty of potential to give the ute realm a healthy nudge into the future as part of a new wave of utes equipped with smaller engines, hybrid systems and new technologies aimed at improving performance and efficiencies and reducing emissions.

Utes have been up there with the most popular vehicles bought by Australians for years, but sales have dropped significantly in 2025 signalling a huge change in buyer behaviour.