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If you want a big beefy engine under the bonnet of your dual-cab, it might be now or never.
The federal government’s New Vehicle Efficiency Standard (NVES) has just come into effect and that’s bad news for buyers of burly utes.
NVES penalises car makers $100 per gram of CO2 they emit over a limit, with the threshold lowering dramatically every year to the end of the decade.
This has a few outcomes: carmakers eat the penalties, which is the most likely path initially, or pass it onto the consumer. Another option is they delete the highest polluting engines for small capacity, lower emissions emitting motors to buy a few years before hybrid and electric options become viable.
Most carmakers have committed to diesel power for some time, but in what form is the question.
Isuzu recently debuted a new 2.2-litre turbodiesel engine in the D-Max ute in Thailand, where Australian vehicles are built.
This engine is expected to replace the 3.0-litre unit found in current versions, which would result in a drop in outputs of 20kW and 50Nm to 120kW and 400Nm.
Mazda’s BT-50, which is a twin under the skin of the D-Max, is expected to make a similar move with equal power drops.
GWM is upgrading the engine in its Cannon Ute to a 2.4-litre four-cylinder turbo-diesel that makes 135kW and 480Nm, up from 120kW/400Nm. It is likely to be the most powerful diesel engine to be fitted to the ute before plug-in hybrid power becomes the norm.
Rumours are also swirling that Ford will delete the long standing bi-turbo 154kW/500Nm 2.0-litre diesel engine from its Ranger line-up within the next two years.
This is expected to be replaced with a single turbo motor found in various tunes in the Blue Oval’s commercial vehicle range.
In the current base Ranger it makes 125kW/405Nm, in the new Transit Custom it produces 125kW and 390Nm and 130kW/390Nm in the coming Tourneo people mover.
It isn’t just Australia forcing Ford’s hand, but Europe’s impending Euro 7 emissions targets make the bi-turbo a non-starter.
This motor is also found in the Volkswagen Amarok, which was co-developed with the Ranger. It is likely to follow a similar route to the Ranger.
There is no word on the longevity of the 184kW and 600Nm V6 engine found in the Ranger and Amarok.
The V6 is fitted to more expensive variants, which could pivot to plug-in hybrid power.
Ford is bringing the plug-in hybrid Ranger to Australia next year.
It pairs a 2.3-litre petrol engine with an electric motor and a 11.8kWh battery. Ford hasn’t detailed total outputs but it should be healthy when there is juice in the battery.
If the battery is empty expect to see well above 10L/100km when driving round town.
It can tow up to 3500kg, which is something its main competitor the BYD Shark 6 can’t do.
The Shark 6 combines a 1.5-litre turbocharged four-cylinder petrol and dual electric motors that provide all-wheel drive grip and deliver 321kW and 650Nm.
This is paired with a circa-29.5kWh lithium iron phosphate (LFP) battery. This can be replenished with a max 7kW AC charge or 55kW when hooked up to a DC fast charger.
BYD claims the Shark 6 can be driven up to 100km on pure electric power and drinks 2.0L/100km for a total driving range of 800km. If you have less than 20 per cent battery the engine will drink a claimed 7.9L/100km.
It is also the quickest accelerating ute on sale, zipping from 0-100km/h in 5.7 seconds.
Those stats could be the nail in the coffin for diesel-power top-end dual-cab utes in Australia.
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