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121 Event Calendar
from Cove magazine
PICK-UP YOUR GAME
What happened to the humble Aussie ‘ute’?
WORDS CHRIS NIXON
THE AMERICANISATION OF AUSTRALIAN language has reached the motoring world.
Utes are now pick-ups, according to the marketers, and in sync with the switch to an American description the vehicles themselves have transformed from carbased carry-alls and light commercials into behemoths that loom over ordinary traffic.
Biggest of all pick-ups are the American-built vehicles that have landed in Australia in the recent past.
As the Ford Ranger and Toyota HiLux are the most popular new vehicles here, the Americans are kings of the road back home.
The RAM has led the charge in Australia, built by the Chrysler group and converted to right-hand drive by a Melbourne company that has its origins in the nowdefunct Holden Special Vehicles operation.
Produced in sufficient numbers to stock dealerships around the country, it’s the most visible of the Yankee trucks.
The latest RAM 1500 model is daunting in its size, so the first thing a prospective buyer must consider is whether it will fit in the driveway or garage.
It’s 5.9 metres long, 2.5 metres wide and 2.0 metres high … and it weighs 2.75 tonnes.
Owners of big caravans, car trailers, boats and horse floats choose it because it is rated to tow 4.5 tonnes, a useful one tonne more than the usual utes/pick-ups and heavy SUVs.
‘Basic’ RAMs suited for farm or trade work are available from $79,950 (recommended retail, plus onroads), but we’re driving the all-new, top-of-the-line 1500 Limited crew-cab, priced at $139,950.
It sounds pricey until you check the most expensive new Toyota LandCruiser 300 Series model (around $137,000) and then review the specifications.
It’s not possible here to compare the RAM and Toyota item-by-item, but let’s say the RAM shopper might be impressed.
This pick-up is specced like a Cadillac with a tray-back.
With the Limited’s huge 22-inch wheels, entry to the RAM cabin requires a climb.
Thankfully, full-length steps drop down as the door is opened and make the ascent easy.
It’s vast and luxurious inside, as you might expect in an American vehicle.
The leather front seats are like armchairs, there’s every imaginable comfort and convenience feature and a sense of being high above the other traffic.
It’s practical too, with enough bins and lockers to stow a Confederate armoury.
Out back, the cargo tub is 1.7 metres long.
The tailgate looks as big as a single bed, but it’s power-assisted and there’s a drop-down step if you need to climb in.
A hard tonneau folds back in three sections and there’s a clever barrier that can be locked in at any point across the load bed to stop cargo sliding around.
The so-called RamBox features 210-litre lidded, lockable bins on each side of the cargo tub.
Accessible from the side of the vehicle, they provide convenient storage for smaller items without having to go into the main cargo area.
You get the picture with this vehicle: useful features everywhere.
Other items that capture interest include: adjustablereach pedals, 360-degree cameras, a Harmon Kardon audio system, self-parking, tyre pressure monitors, a wireless phone charging pad, LED lighting of the cargo bed, a 230 Volt AC power output and automatic grille shutters to control airflow and engine temperature.
The list of standard items is simply enormous.
The only thing I couldn’t find listed was any airbags for the rear passenger compartment, a disappointing omission.
Driving the RAM 1500 is surprisingly easy, although one is never able to forget completely the amount of road space it occupies.
Parking requires planning to find big-enough spots and high-enough ceilings.
Under the bonnet is Chrysler’s petrol Hemi V8 engine.
It’s 5.7 litres and pumps out 291 kiloWatts of power and 556 Newtonmetres of torque, delivered through an eight-speed, dual-range automatic gearbox to fulltime all-wheel drive.
Under a light throttle the engine can shut down four cylinders and run on the remaining four and there’s an auxiliary 48-Volt hybrid system that enables automatic engine start/stop, short-burst extra power and braking energy regeneration.
These features help hold petrol consumption on the official test down to 12.2 litres per 100 kms, although real-world driving is likely to be thirstier.
Suspension is by airbags instead of springs.
These can raise or lower the body height and ensure a comfortable ride on choppy roads.
I was sceptical at first about the merit of such a big vehicle, but it’s a case of horses for courses.
For massive towing power, off-road ability and superb comfort on long trips, not much else fits the bill and especially not for the price.
Pick-ups are now the new utes.
FROM TOYOTA WITH LOVE
Mr Toyoda … the man behind the make.
IT’S TRUE THAT most cars are basically all the same these days.
Any driver should be able to master almost any make or model within a few kilometres.
So what makes the difference between like and dislike?
It’s primarily, experience: how the car feels to drive and what it’s like to own. I n this we expect distinction from expensive makes, but what about the mass-produced, socalled whitegoods-on-wheels?
Perhaps no brand epitomises rolling whitegoods more than Toyota, the ultimate family workhorse, but it’s this company more than any rival that is focused on making ownership meaningful and aspirational. Yes, Toyota.
Toyotas are renowned for reliability and durability.
Few drivers would covet one for sheer pleasure, however, but that’s changing fast, from the top of the company down.
The revolution is being led vigorously by Toyota’s 65-year-old President Akio Toyoda, great-grandson of the company founder.
He’s a car nut, a capable race and rally driver, and convinced that making enjoyable vehicles is key to business success. WORDS CHRIS NIXON
So now Toyota competes in some of the biggest motorsport competitions, including the World Rally Championship, World Sportscar Endurance Championship, American NASCAR and the legendary 24 Hours of Le Mans.
With typical Japanese courtesy and humility, after every successful event Mr Toyoda personally thanks the drivers and teams and re-states the aim to improve everyday Toyotas through the challenges of motorsport.
Toyota also uses racing success to highlight its trio of sporty road cars that ordinary drivers can own, the GR86 and Supra coupes and GR Yaris hatchback.
Mr Toyoda involved himself in developing all three.
The 86 and Yaris are popular with amateur competitors in Australia.
Racing-led marketing is a common strategy with premium brands, especially Porsche, but no high-volume mainstream maker has tackled it as comprehensively as Toyota.
The halo effect of Toyota’s ‘hero’ models enhances the entire model range too, so unsurprisingly it’s Australia’s most popular vehicle make and delivery waits for some models are up to two years.
The company communicates with depositholders to assure them their car is coming.
But as buyers lose patience and used-Toyota demand soars, is it possible we’ll see here an innovation soon to be offered in Britain: the factory-refurbished Toyota?
Far from getting a cosmetic detail and a dealership 20-point mechanical check before resale, selected Brit Toyotas will go back to the factory to double or even treble their lifecycles.
That’s a great show of faith in its product.
Even more important than keeping more Toyotas on British roads, the company’s aim is to extend the relationship with its customers.
Younger family generations become the next Toyota owners.
And so Toyota completes the circle of its relationship with customers and cements its position as the number one car maker in the world – 10.5 million sales in 2021 – and Australia.
It’s a fascinating story that starts with the car nut behind the wheel and his (modified) name on the badge, Akio Toyoda.
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