Buying used: Top five safe and affordable dual-cab 4x4 utes

The car in the garage of many Australian families 50 years ago was likely to have four doors, a boot and six cylinders that gobbled lots of leaded petrol. Back then utilities were used by farmers and builders and they were almost useless for family transport. Times change, and so too do tax laws.

Once Fringe Benefits Tax arrived in the late 1980s, tax was paid on the private use component of business vehicles. If you had a single-cab utility, truck or van, then FBT didn’t apply at all but for dual-cabs it was a bit ambiguous.

During the 1990s, the back seat of most dual-cabs was a tortuous place for passengers, especially young ones, so company reps mostly chose a station wagon and paid the extra few bucks a week in FBT.

But then in the 2000s car-makers started building dual-cabs with back seats that weren’t near-upright and brick-hard, and installed creature comforts like electric windows all-round, air-conditioners brawny enough to funnel chilled air into the rear of the cab and even rear-mounted power outlets to charge electronic equipment – now known as ‘devices’.

Perhaps most importantly, ute-makers began fitting all of the safety features expected in cars of the day, including anti-lock braking systems (ABS), electronic stability control (ESC) and airbags for all occupants.

Creative accountants discovered ways that legally avoided some or all FBT, but many tradies and families bought dual-cabs even without tax benefits.

These were often diesel-powered, making them suitable for towing and long Outback treks, and able to survive the typical term of ownership without much going wrong. Properly maintained, a turbo-diesel dual-cab could cost less to run than a big-engined car or wagon.

At the start of this century, the towing capacity of most dual-cabs on the market was around 2500kg. Today the benchmark is 3500kg and interiors are very car-like, but still allow enough space behind the cabin for almost all the stuff a family might need to take the boat ‘up the coast’ for a long weekend.

You currently (in early 2023) should be able to buy any of the following vehicles in good condition with 15-20,000km per year for $40,000 or less. In some cases, a lot less.

Mazda BT-50 XTR

Mazda’s UR-series version of the previous-generation PX Ford Ranger released in 2011 makes the cut here, but its Ford donor model doesn’t because it’s more expensive.

Minor differences in packaging might take a while to spot but the big difference is the Mazda BT-50 inclusion of a rear-facing camera on XTR and GT versions, available from the model upgrade in September 2015.

The shape of the Mazda nose changed as well, making it more aggressive and less polarising, albeit a nightmare for your plasti-weld operator if the front bumper needs repair.

Towing capacity with the 3.2-litre five-cylinder turbo-diesel is a full 3500kg (with a braked trailer) and the updated model came with Trailer Sway Control, while GT versions added heated leather-faced seats and a sunroof.

Research or buy a Mazda BT-50 here

Nissan Navara Titanium

Titanium versions of the previous Navara D40 were released for the final time in mid-2014 and, because they’ve based on the top-selling ST variant, incorporate our essential safety features and a lot more besides.

The well-shaped front seats have electric adjustment, there’s a soft tonneau cover and side steps, the 17-inch alloy wheels are attractive and although the spare is steel there’s decent rear legroom in the rear.

Powering the Nissan Navara is a 2.5-litre turbo-diesel that’s smaller than some rivals but still pumps out 140kW of power and 450Nm of torque. The standard transmission is a six-speed manual, alongside an optional five-speed Sports automatic.

Like most of its competitors of the day, the D40 Navara was pretty basic fare underneath with coil springs up front and semi-elliptic leaf springs and drum brakes at the rear.

Research or buy a Nissan Navara here

Volkswagen Amarok Highline

Volkswagen was late to the family-friendly ute market but made gains quickly. The 2.0-litre turbo-diesel in versions built over 2015-17 offered 132kW and 450Nm, matching the output from Toyota’s 3.0-litre engine of the day.

Transmission is an eight-speed automatic with enough gears to negate the lack of low-range and make the Amarok quicker to 100km/h than most in its class. The VW loses out a little on towing with a 3000kg limit, but will carry 990kg in a tray designed to take a standard-sized pallet.

Highline additions include dual-zone air-con, six-speaker sound, 18-inch alloy wheels, a sports bar and both side and rear steps.

Research or buy a VW Amarok here

Toyota HiLux SR5

Market leadership for absolutely ever means there are plenty of Toyota HiLux vehicles below our price cap. To save time, we suggest starting with the flagship SR5 Double Cab version of the current HiLux launched in 2015.

If you are the adventurous type who doesn’t spend every day slogging through traffic, try for a five-speed dual-range manual because they get great raps from owners who take them bush or to the beach.

The interior isn’t quite as flash as some rivals, but the back seat is fine for up to three adults – for a while – and does come with lap/sash belts for everyone.

Research or buy a Toyota HiLux here

Holden Colorado LTZ

Holden’s RG-series Colorado is a Thai-sourced dual-cab with plenty of features but not much in the way of retained value.

Buyers with some cash to splash will likely find a leather-trimmed Z71 with lowish kilometres at or below our price ceiling of $40,000, while those with closer to the entry point of $20K still able to access an LTZ.

The final Holden Colorado is a well-equipped carry-all for families or trade users, with enough gadgets and comfort to keep everyone happy and plenty of grunt (147kW/440Nm) to haul the permitted 3500kg of braked trailer.

Automatics and manuals both have six ratios, but the manual uses slightly less than 8L/100km while the auto officially averages 8.7L/100km.

Research or buy a Holden Colorado here

The utes we’ve chosen here relatively new – 10 years old or less – but not so pricey that family or business buyers will be saddled with big debts in uncertain economic times. They’re also relatively economical, well equipped and offer reasonable comfort levels for all occupants.

They also offer decent towing capacity and incorporate a couple of safety features that we regard as essential in this type of vehicle: stability control and a reversing camera.

Engine type: Every one of our chosen dual-cabs is a diesel, which may not as kind environmentally as a smaller hybrid SUV, but those vehicles won’t carry or tow as much, or go as far off-road.

Be wary of problems with the diesel particulate filter (DPF) which can clog and generate all kinds of errant engine behaviour. This can be a particular problem with utes that do the majority of their running at low speeds and around the suburbs.

Space and features: All of our choices offer plentiful interior space, decent dynamics and sufficient standard features. And all of them are 4WD, although models do come in 4x2 configurations and they will be less expensive.

Age and price: Bit of a juggling act here, because it is still a competitive segment where well-maintained, low-kilometre vehicles bring more money than they did three years ago.

However, we didn’t want to see people struggling with an older, ostensibly cheap vehicle that could be in the repair shop every few months to replace something that has worn out or failed.

The majority will sell in good condition for around $30,000 and some will be even less expensive. When heading for the bottom of the guided price range, you might be looking at something ready to hit the 200,000km distance limit that is also lacking some features found in a dearer version. You pays your money and makes your selection.

Safety and stability: A problem with big, heavy and fairly tall vehicles is stability, especially when are used for towing. A heavy trailer can get a wobble going and pretty quickly the tail is wagging the dog and the dog is rolling over for a pat.

We therefore only considered vehicles with electronic stability control, which was fitted to all new vehicles sold in Australia from 2012. Trailer stability control is useful too, but not available in many utes of this age. Remember when driving in soft sand or mud to disable the ESC until you are back on solid ground.

The other feature we see as essential in vehicles of this size with minimal rear vision is a reversing camera. Some popular models immediately excluded themselves from contention because the camera was only available as an option or not at all and therefore has to be retro-fitted.

All of our selections scored at least a four-star Australasian New Car Assessment Programme (ANCAP) safety rating. In fact, of the five selected, all but one (the Nissan Navara) achieved a maximum five-star score.

History: Before lifting the bonnet or looking underneath, open the glovebox or ask the vendor for the service books. These documents will paint a detailed picture of the vehicle’s service history including any problems that may have arisen.

Body: Underbody rust and impact damage are the major concerns with utes that double as work trucks and off-road fun-buggies. Check the underside including floorpans and sills, then the tray interior for dents and scrapes where rust can take a hold.

Mechanicals: The typical buyer can't do much here, except identify an engine that looks or sounds unhealthy and find a better one. If a diesel starts without too much clattering, doesn't blow clouds of black smoke from its exhaust or have serious oil leaks, the next move is to send it for a professional pre-purchase inspection.

Parts and service: Do some homework at the service counter of the brand's local dealership or a specialist repair shop. The staff there will generally be open about what can go wrong with particular models, whether parts are freely available and the cost of typical repair work.