ClashTitans - Mitsubishi Motors

ClashTitansof the

FORD RANGER 3,2 TDCi XLT 4x4 AUTO vs. ISUZU KB 300 D-TEQ LX 4x4 AUTO vs.

MAZDA BT-50 3,2 SLE 4x4 AUTO vs. MITSUBISHI TRITON 2,4 Di-D 4x4 AUTO vs. NISSAN NAVARA 2,3 dCi LE 4x4 AT vs.

TOYOTA HILUX 2,8 GD-6 RAIDER 4x4 AUTO vs. VOLKSWAGEN AMAROK 2,0 BiTDI 4MOTION HIGHLINE AT

DC SHOOTOUT.indd 48 2017/04/04 1:47 PM

HP450

Typewritten Text

Car, 1 May 2017, pg 48. Mitsubishi

IT’S been a long wait but, � nally, the gang’s all here. Represent-atives from all the major players in the ever-popular leisure-oriented double-cab bakkie market gathered to stake their claim as

the best lifestyle pickup. If most of the contenders seem familiar, it’s because, well, this isn’t a segment in which signi� cant change happens too often. And yet, now,

four years since our last big bakkie test, the competition includes two new entrants, a number of recently revised players and, of course, two seasoned competitors who continue to tussle for bragging rights at the top of the monthly sales charts.

Each featuring a turbodiesel, all-wheel drivetrain and automatic transmission, the competition here includes the new Nissan Navara and Mitsubishi Triton, the evergreen Isuzu KB, the Mazda BT-50 and Ford Ranger “twins”, the legendary Toyota Hilux and, of course, the winner of our 2013 shootout, the Volkswagen Amarok.

The go-to bakkie guy

Even if it were not for his invaluable off-roading experience and expertise, we’d still welcome Hannes Grobler back to any one of our shootouts just to hear more of his captivating stories of adventures both on and off the of� cial route guides of past South African and Dakar rally stages.

Always approachable, Hannes is a legend on both the national rallying and off-road racing scene, and now lends his expert opinion to 4x4 Mega World Zambezi in Pretoria.

THERE'S FRESH BLOOD IN THE WATER AND THE BIG GUNS ARE CIRCLING. WHERE DO THE NEW NISSAN NAVARA AND MITSUBISHI TRITON FIT INTO THE LEISURE DOUBLE-CAB PECKING ORDER?


NEWEST � rst. The D23-generation Navara arrives in South Africa on the back of positive international reviews and notable awards.

Forty-one millimetres shorter than the outgoing D40 that did duty here from 2005, the new Navara is well proportioned to take on the oversized bakkies, its 3 150 mm-long wheelbase beaten only by those of the Ranger and recently facelifted BT-50 (they, of course, share underpinnings). Keen to lend its newest double cab every advantage in the leisure-bakkie driving stakes, Nissan has introduced coil-sprung dampers to the rear suspension, where all the others here remain supported by a traditional leaf-sprung arrangement.

To further enhance overall comfort, much of the Navara’s interior mimics the layouts found in other Nissan products, including the popular X-Trail, already found in our market. That said, while all the plastics remain � rm to the touch, there’s a neat SUV-like fa-miliarity to the switches and functions. While rake-and-reach adjustment has been included on the steering column, we would have appreciated an even greater range of movement, some taller testers remaining slightly compromised in terms of their driving positions. Among the neat touches

included at the rear of the new Navara are climate-control-linked air vents, as well as a small, electric-ally operated back window.

“I LIKE THE LOOKS, REFINEMENT AND DRIVETRAIN ON THE NEW NAVARA; IT’S JUST THAT THE SUSPENSION SEEMS A LITTLE ON THE FIRM SIDE OVER GRAVEL. IT RODE AS THOUGH ITS TYRE PRESSURES WERE SITTING AT 3,5 BAR WHICH, OF COURSE, THEY WEREN’T.”

1 Navara’s cabin layout mimics those find in other Nissan products, including X-Trail. 2 Nissan SA has specifically tuned the Navara’s coil-sprung rear suspension for local conditions. 3 The only double cab here to o� er ventilation to rear passengers. 4 A 50 mm shorter wheelbase and tighter 12,4-metre turning circle compared with old Navara.

NAVARA

Packaging

4

2 3

What Hannes said

1

PRICE

R597 900

TORQUE (N.m/r/min)

450/1 500-2 500

POWER (kW/r/min)

140/3 750


WHERE the previous-gener-ation Triton was the � rst vehicle in this segment to offer an electric aft window, the new, � fth-generation offering

does away with this function. Indeed, while Mitsubishi has successfully bulked up the new Triton compared with the somewhat softer outgoing model, it retains many of the � rst model’s distinct styling cues, including the sweeping rear door line which, in turn, compromises comfort in these rear seats. Thankfully, despite being the smallest offering here in terms of exterior dimensions, overall levels of comfort up front are among the best, and are aided signi� cantly by a wide array of adjustments offered on both the seats and steering column. Adding further appeal to the cabin is a generous weave of carpeting, as well as soft-touch plastics on areas likely to make contact with skin. A surprising oversight on the Triton is the absence of a locking function on the tailgate, as well as side and curtain airbags.

1 Triton uses its relatively short wheelbase and impressive axle articulation to good e� ect once o� -road. 2 Comprehensively specced cabin includes a welcome wide range of steering-column adjustment. 3 Rear passenger leg- and headroom acceptable rather than generous. 4 Longer leaf springs at the rear of the new Triton aid overall comfort.

TRITON

1

“THE TRITON, PARTICULARLY IN TERMS OF ITS REFINED ENGINE AND AXLE ARTICULATION, PLEASANTLY SURPRISED ME.”

3

4

2

What Hannes said

PRICE

R559 900

TORQUE (N.m/r/min)

430/2 500

POWER (kW/r/min)

133/3 500


1 The 3,2-litre, five-cylinder engine adds punch to the Ranger package. 2 Bold styling seems to have found favour with South Africans. 3 Rear-passenger comfort is the best of this group. 4 Ranger is one of the most capable off-road double cabs in the market. 5 Impressive Sync3 infotainment system now includes satellite navigation.

0NE of the surprises this group test threw up was the marked difference in both character and perceived quality between vehicles that,

by all accounts, should be very similar: the Ranger and BT-50. Despite making better use of the shared exterior dimensions to offer more interior space, particularly at the rear, it’s the more recently revised Mazda that feels a generation older than the Ranger when comparing their levels of standard equipment and the sense of solidity from the driver’s seat. While much of this feeling can be credited to the superior plastics and finishes in the Ford, as well as the inclusion of the company’s impressive Sync3 infotainment system (which now includes satellite navigation), you would be hard-pressed to say that the Ranger and the BT-50 share

so much DNA. As one tester noted, it’s as though the Ford was devel-oped for South Africa, where the Mazda is more generic.

RANGER

4

1 2

5

3

PRICE

R588 900

TORQUE (N.m/r/min)

470/1 500-2 750

POWER (kW/r/min)

147/3 000


1 Redesigned grille formed part of a recent faceli� aimed at broadening the BT-50’s appeal. 2 Mazda’s infotainment system is rendered outdated by the touchscreen examples o� ered in all the other bakkies. 3 Standard leather upholstery on SLE models covers comfortable seats.

3

“PERHAPS IT’S AS A RESULT OF THE TYRES OR THE STEERING, BUT THE BT-50 FELT LOOSER THAN THE RANGER WHILE DRIVING ON THE GRAVEL SECTION. IT’S A NICE ENGINE, ALTHOUGH IT CAN LACK A LITTLE TORQUE LOW DOWN.”

What Hannes said

1

2It’s as though the Ford was developed for SA; the Mazda feels more generic

BT-50

PRICE

R555 700

TORQUE (N.m/r/min)

470/1 �750-2 500

POWER (kW/r/min)

147/3 000


SOME AR E BETTER AT XPLORING THAN OTHERS

OVERTAKING ACCELERATION

(seconds)

40-60 km/h (s)

60-80 km/h (s)

80-100 km/h (s)

100-120 km/h (s)

TOTAL TIME (s)

1 TRITON

3,28

4,92

7,34

11,60

27,14

2 NAVARA

3,45

4,36

7,41

12,23

27,45

3 RANGER

3,69

4,61

7,38

12,70

28,38

4 BT-50

3,79

5,01

8,04

14,64

31,47

5AMAROK

3,63

5,15

8,02

15,22

32,01

6KB

3,91

6,19

9,40

20,44

39,94

7HILUX

4,21

6,82

10,61

19,58

41,22

As it’s conceivable the leisure bakkie buyer will occasional tow with their vehicle, we decided to use a Jurgens Safari Xplorer caravan (R329 000) to test the pulling power of each. The Xplorer is of the go-anywhere variety, and therefore weighs a hefty 1 420 kg empty because of the added structural strengthening. We hooked up our Racelogic’s VBOX equip-ment and tested the in-gear acceleration of each combination from 40 to 120 km/h in both directions to compensate for prevailing wind conditions. The Triton surprised all by coming fi rst in the test thanks to its excellent power-to-weight ratio, but it’s unfortunately rated for only 1 500 kg braked capacity, which rules out this Xplorer when it’s fully loaded. The Navara just edged out the Ranger and BT-50, while the quick-shifting eight-speed auto transmission kept the Amarok in contention. Bringing up the rear was the KB and Hilux, which were most affected by the added load and, in the Toyota’s case, the notion of slip from its auto transmission was doing it no favours. As an aside, it was interesting to note only the Ranger, BT-50 and

KB have a towbar as standard. For this feature, the others charge between R4 500 (Amarok) and R7 980 (Hilux). Thanks to Jurgens South Africa for supplying the Safari Xplorer caravan. For more info, visit campworld.co.za

The towing test


http://campworld.co.za

4

3

1

2

LIGHTLY facelifted last year, the KB is the oldest member of this club and, although the spec list of this top-of-the-range

300 D-TEQ LX model matches the modern features found in its newer rivals, it’s dif� cult, especially when stepping out of the likes of the Navara and Triton, not to notice the � rmness of the plastics used, nor the simplicity of the switchgear. While some will argue for the sense of ruggedness and proven reliability such a stalwart brings to the party, a quick comparison of NVH levels at start-up alone shows the ageing KB to be the least re� ned (see page 100).

1 Sixth-generation Isuzu KB was faceli� ed in 2016. 2 Standard General Grabber tyres help to make light work of o -road challenges. 3 Despite its age, the KB still o ers one of the most comfortable rear-passenger compartments in this segment. 4 While standard specification is good, some plastics are decidedly low-rent.

KB

“THE ISUZU KB IS THE WORKHORSE OF THIS GROUP. IT’S THE OLD FAITHFUL AND STILL VERY CAPABLE AND PROVEN IN TERMS OF RELIABILITY, BUT JUST A BIT NOISY BY COMPARISON THESE DAYS.”

What Hannes said

PRICE

R563 500

TORQUE (N.m/r/min)

380/1 800-2 800

POWER (kW/r/min)

130/3 600


IF there is an overtly South African bakkie in this mix, it’s the Hilux. For so long a favourite among farmers and families, the Hilux’s

reputation for reliability and build quality alone adds so much weight behind its cause. The Toyota hasn’t had things its own way of late, though, and the pesky presence of the Ranger has added a healthy level of spice to both the summit of the overall monthly sales charts and the braai chatter. For long the default choice, in this leisure-based comparison, the Hilux will need more than a strong reputa-tion to impress.

That said, it’s dif� cult not to be bowled over by the solid perceived build quality, simplicity of design, com-prehensive standard speci� cation and hard-but-not-too-hard plastics used throughout the newest Hilux’s cabin. For good measure, but not to over-complicate matters, the back window still offers an old-fashioned, manually operated sliding panel.

HILUX

1 Seventh-generation Hilux builds on 50 years of heritage. 2 Solid build quality and impressive o� -road prowess are hallmarks of the Hilux’s success. 3 More upright rear-seating position compared with some of the others here. 4 Hilux ambled the o� -road obstacles. 5 Comfortable cabin, although the touchscreen picks up annoying re� ections.

“IN TERMS OF OFF-ROAD ABILITY, I’D SAY THE HILUX TIED FOR BEST PERFORMANCE WITH THE RANGER. TOGETHER WITH THE AMAROK, THEY’RE MY THREE FAVOURITES.”

What Hannes said

5

3 4

1

2

PRICE

R573 500

TORQUE (N.m/r/min)

450/1 600

POWER (kW/r/min)

130/3 400


Features checklistFORD RANGER

3,2 TDCi XLT 4x4 ATNISSAN NAVARA 2,3 dCi LE 4x4 AT

ISUZU KB300 D-TEQ LX 4x4 AT

MAZDA BT-50 3,2 SLE 4x4 AT

MITSUBISHI TRITON 2,4 Di-D

4x4 AUTO

TOYOTA HILUX 2,8 GD-6 RAIDER 4x4 AT

VW AMAROK 2,0 BiTDI 4MOTION

HIGHLINE AT

front/side/curtain/knee

dual-zone climate

radio/CD/MP3/aux-in/Bluetooth/voice control

standard

manual incl. height

front

inside/outside

standard

standard

outer rear

auto

rear with camera

standard

rake

standard

standard

no

partial leather

all-electric

standard


dual-zone climate

radio/CD/MP3/aux-in/USB/Bluetooth

standard

manual incl. height

front

inside/outside

standard

standard

outer rear

auto

rear with camera

standard

rake + reach

standard

standard

no

cloth (leather opt)

all-electric

no

front/side/curtain

climate control

radio/CD/MP3/aux-in/USB/Bluetooth

standard

manual incl. height

front

inside

no

standard

outer rear

auto

standard with camera

standard

rake

standard

standard

no

leather

all-electric

no

front/side/curtain

dual-zone climate


standard

electric incl. height

front

inside

standard

standard

outer rear

manual


no

rake

standard

standard

no

leather

all-electric

standard

front

dual-zone climate

radio/CD/MP3/aux-in

no

electric incl. height

front + rear

inside

no

standard

outer rear

auto


optional

rake + reach

standard

standard

no

leather

all-electric

no


climate control

radio/CD/MP3/USB/aux-in

standard

manual incl. height

front

inside

standard

standard

outer rear

manual

camera only

no

rake + reach

standard

standard

no

cloth

all-electric

no

front/side

dual-zone climate


standard

manual incl. height

front + rear

inside

no

no

outer rear

auto

optional

optional

rake + reach

standard

standard

no

cloth (leather opt)

all-electric

no

AIRBAGS

AIR-CON

AUDIO SYSTEM

CRUISE CONTROL

DRIVER SEAT ADJUST

FOGLAMPS

TIE HOOKS INSIDE/OUTSIDE LOADBOX

HEADLAMPS AUTO-ON

REAR DIFF LOCK

ISOFIX ANCHORAGES

MIRROR DIM (INT)

PARK ASSIST

SAT-NAV

STEERING ADJUST

STEERING AUDIO CONTROLS

TRIP COMPUTER

TYRE SENSORS

UPHOLSTERY

WINDOWS

WIPERS AUTO-ON


1

IF the Hilux is proven in terms of rugged reliability, it must surely frustrate Volkswagen South Africa that the hardcore jury appears to

still be out on whether the Amarok makes the grade. While the imminent arrival of a V6-powered version may help this cause, it’s dif� cult to fault the way the 2,0-litre BiTDI-operated models conduct themselves, especially from a leisure point of view. Although this Amarok is the soon-to-be-discontinued Ultimate variant, we assessed the Highline model in the context of the test. Only the former’s standard 19-inch alloy wheels (compared with 17-inch items on the latter) on lower-pro� le tyres could potentially in� uence the outcome of this comparative.

As with previous tests involving the Amarok, it’s notable just how much more space, particularly up front, the VW boasts compared with the others. Add this to enviable levels of perceived interior build quality and overall com-fort (enhanced further on the facelifted model, which we drove in the April 2017 issue) and it’s the Amarok that im-mediately feels the most closely related to an SUV compared with its rivals here.

While all of the double cabs featured offer Iso� x anchorage points on their outer-rear passenger seats, it remains disappointing, particularly considering its leisure-vehicle slant, that the Amarok does not offer curtain airbags that stretch through to the rear bench.

AMAROK

1 Amarok impressed in sand despite the fitment of road tyres. 2 Well-insulated cabin will get a sweeping visual update from next month. 3 Its 3 095 mm is middle of the pack, yet the interior feels spacious. 4 One of only two contenders here not to o� er curtain airbags. 5 Larger-than-standard 19-inch wheels had li le impact on comfort, nor o� -road capability.

2

4 53

“IN TERMS OF COMFORT, THE AMAROK IS LIKE AN SUV, BUT IT CAN ALSO GO ANYWHERE DESPITE THE LACK OF LOW-RANGE.”

What Hannes said

PRICE

R587 400

TORQUE (N.m/r/min)

420/1 750

POWER (kW/r/min)

132/4 000


IF public demand has played a role in Volkswagen launching a V6-powered Amarok, it

certainly hasn’t been a result of any notable shortcomings from its feisty 2,0-litre BiTDI offering. In fact, many of the other brands would have been paying careful attention to public sentiment surrounding this smaller-capacity engine option before deciding on their own way forward.

For the time being, Nissan will not bring in a V6-powered ver-sion of its Navara to South Africa. Instead, a new twin-turbocharged 2,3-litre diesel engine mated with

Powertrainseither a six-speed manual or seven-speed automatic transmis-sion does duty. Boasting 140 kW and 450 N.m of torque, it’s an impressively re� ned unit that showed no signs of strain throughout our test procedure, proving one of the strongest performers while towing (see The towing test on page 54).

The most impressive power-train when it came to towing and, likewise, one of the best in terms of everyday use was the 2,4 Di-D turbodiesel � tted to the Triton. While this 133 kW/430 N.m engine offers welcome levels of re� nement and ef� ciency (8,4 L/100 km on our fuel route), its relationship with the slick and accurate � ve-speed automatic transmission really adds a com-pelling element to the general appeal of the new Triton.

Where the Mitsubishi’s ‘box im-pressed, the Hilux’s unit showed surprising signs of slip under load. This sensation was highlighted

during our acceleration runs, where the auto model was nearly a second slower to 100 km/h from standstill than the manual Hilux we tested last year, despite an additional 30 N.m than the 420 N.m six-speed manual option. This transmission’s shortcoming was again highlighted during our towing test.

While there were no real surprises dished up by the proven workhorse that is the KB’s 130 kW/380 N.m 3,0-litre turbodiesel (and relatively slick � ve-speed ‘box), we were once again � ummoxed by the notable differences be-tween the versions of the 3,2-litre � ve-cylinder engine � tted to the BT-50 and Ranger. Although equally re� ned in both applica-tions (with matching performance and ef� ciency � gures), an optimal gearing setup in the Ford helps the Ranger’s transmission to be more decisive on the open road, also improving its towing capa-bilities accordingly.

The new Triton surprised me most, while the durable and reliable KB is now showing its ageWilhelm Lutjeharms

Each has a distinctive character, but the Amarok’s all-round abilities take itSteve Smith

Having sampled the Navara on UK roads, I’m surprised to find its ride that much firmer in SAIan McLaren

I would be happy to live with any of these well-designed vehicles, from the solid KB to the luxurious AmarokPeter Palm


THE winner of 2013’s bakkie shootout, back then the Amarok represented the benchmark in

terms of on-road dynamics and SUV-like levels of comfort. And, even carrying a potential handicap of larger wheels on this Ultimate model, the Volkswagen again reminded testers just how accomplished it is at soaking up open-road miles, even when asphalt gave way to gravel. One of the highlights of the Amarok package, the eight-speed automatic transmission simply gets on with the job at hand no matter what the conditions demand.

Others that impressed on the

opening day’s driving were the two newcomers, the Triton and Navara. While much has been written about Nissan’s decision to drop leaf springs at the rear in favour of coils, it has to be said that, driven back to back with some of the more accomplished leaf-sprung contenders here, the supposed advantages of this new setup proved absent. Low-speed road imperfections are ironed out well, but once up to speed, you’d be hard pressed to notice a difference in the impressive ride qualities of the Triton and Navara. If anything, the Nissan’s dampers can be softened slightly.

Noteworthy is the work Mit-subishi has carried out in making the cabin of the Triton one of the most impressively insulated in the business. The Nissan comes close to matching the best in class in this regard, although we did note some intrusive tyre noise on coarse tar.

By contrast, every loose stone and twig pulled up by the Isuzu’s

General Grabber tyres can be heard making their way around the KB’s wheelarches. Combine this with one of the oldest and least re� ned (although no less enthusiastic) drivetrains in this segment and, like it of love it, the KB300 driving experience is an altogether more agricultural one.

Where we’ve covered the driving dynamics of the Ranger and Hilux before (March 2016), their different approaches were again spotlighted over the course of this test. Where the Ford and the Mazda feel more substantial (i.e. heavier) than the Hilux, the Toyota counters by being lighter on its feet, and therefore more nimble round town. The down-side to this setup is that it also feels twitchier, almost unable to get its rear axle to settle on the open road. As one tester noted, the Toyota struggles to � nd a compromise between function-ing as a proven, rock-solid work-horse, and being attuned to more forgiving leisure use.


AND, yet, on gravel, the Hilux is one of the most surefooted and con� dence-inspiring double cabs in the market;

it’s a timely reminder of what 50 years of local knowledge can achieve when tackling the rough stuff.

Shifted on the � y into all-wheel drive, the Toyota, although exhibit-ing the � rm ride characteristics experienced on tar, managed to soak up the gravel sections of our test route, bettered on the day only by the superbly composed and quieter Amarok, riding as it does in permanent all-wheel drive.

Perhaps the biggest surprise once tarmac made way for gravel was the Navara. Here, the unyield-ing damper settings chosen by Nissan SA for our market (no doubt to accommodate heavy loads) struggled to settle into a rhythm over broken surfaces, making the driving experience

On gravelsomewhat more challenging than it should have been. While it would be interesting to complete the same exercise on a make of tyre other than the supplied Toyos, the chosen compromise in damper settings to cater for the varied challenges of the South African market does appear to be just that: a compromise.

Where the previous-generation Triton remains underrated as a competent cross-country tourer, the new model gains improved gravel-driving prowess thanks to a revised rear suspension (with longer leaf springs) and the incor-poration of a new Super Select all-wheel-drive system that enables the driver to shift from RWD-only into either a variable all-wheel mode or locked 40:60-split, front to rear. Once again, the Triton’s impressive levels of NVH suppres-sion came to the fore on gravel and, combined with a composed ride (even on the smallest wheel-base of this group), the bakkie left a positive impression on the test team.

If the Ranger feels substantial on road, it’s even more surprising away from tar. Admirably planted in a straight line, the bakkie’s combination of a well-weighted

electric power-steering system and loads of torque offered by its 3,2-litre engine make it both precise (and playful if the mood takes) and capable of powering through any situation.

Besides the fact that the Ranger has the more insulated cabin of the two, the BT-50’s � rmer suspension setup can make it feel just a little lighter and less

surefooted at times. Otherwise, in terms of power delivery, it’s as impressive as its cousin.

Never one to shy away from the rough stuff, the Isuzu’s General Grabber rubber, although detrimental to NVH levels, worked in conjunction with the KB’s long-proven suspension settings to make light (but noisy) work of the gravel section.

Where the Navara struggled to settle into a rhythm, the Amarok

was superbly composed


THERE are few better ways to uncover a vehicle’s shortcomings and class-leading positives than

when it’s stacked up against its peers in identical situations. Where each of these double-cab bakkies has attributes that should please their owners when driven in isolation, our job on the day was to see where one supersedes another based on a set of criteria that best encompasses a leisure-based 4x4 bakkie with an automatic transmission.

To the � nal reckoning, then. There’s a certain charm and cha-risma to the Isuzu that endears it to many. However, despite that recent update, there’s no escap-ing the fact that it can be a chore to pilot on the open road. Wheth-er Isuzu will like it or not that we label the KB an “old faithful”, there’s honesty (and proven ruggedness) to the KB range that its owners will appreciate. But it exits � rst … loudly.

If Ford has proven one thing with its Ranger range, it’s that Off-road

EVER a downside of manufactur-ers attempting to make their leisure-oriented double cabs

“look the part”, the running boards � tted to these bakkies are the � rst hindrance to true off-roading potential. Ironically, our Triton test unit arrived sans such items after another publication left them too damaged to retain.

Not otherwise inclined to remove standard-� tment items for the purpose of testing, we headed into the picturesque

Honingklip Farm 4x4 course with an air of caution so as not to damage any of these (pricey) vehicles.

With six double cabs locked into low-range and the Amarok merely placed into off-road mode, the train of bakkies slowly but surely navigated all obstacles in its way. Where the Triton relished the fact that runner boards didn’t hinder its break-over angle, Hannes Grobler commented on how re� ned and capable its engine felt, and he noted, too, its impressive suspension articula-tion. That said, the Navara, while we were careful not to damage its pre-launch-� tted runner boards, easily followed the Triton.

Where the KB’s heavy-duty tyres once again proved their worth, the Amarok, here

wearing 19-inch road-biased tyres and a full complement of chrome cladding, stubbornly kept pace. Indeed, it was only on particularly steep and bro-ken surfaces where the absence of low-range meant the VW needed a bit more throttle input to follow the others as they crawled under engine load.

Just as we experienced on gravel, the Hilux relished the op-portunity to show off its off-road pedigree, tackling every obstacle with con� dence-inspiring tenacity. Similarly, despite its larger dimensions that make it feel slightly ungainly when compared with the Toyota, the Ranger proved just as unstop-pable off the beaten track. Once again, the more compliant ride of the Ford gave it a slight ad-vantage off-road next to the BT-50; not that the Mazda backed down from any challenge on the day, mind.

Without de� ating any tyres, it was again the KB’s rubber that helped it make light work of the sand section of the off-road course. By contrast, it was somewhat surprising to see the Navara, and its Toyo Open Coun-try items, lose momentum as quickly as it did. Despite this, no double cab was left behind when it came time to leave the sand.


South Africans want to drive bakkies that look the part. Even without the obligatory extra kit that many plaster onto their Rangers, it’s the styling, � rst, that has made people want to experience the Ford. Is that perhaps why the mechanically identical BT-50 lags so far be-hind in terms of sales? Not ones to focus on styling, however, we remain frustrated that the Mazda, while being so closely related to the Ranger, also seems so far removed when it comes to interior treatment, speci� cation and ride quality. It’s the next to fall.

So much has been writ-ten about the highly antici-pated new Navara that we were perhaps expecting too much. There are certainly lots of posi-tives, including great perceived build quality, excellent drive-train re� nement and generous standard speci� cation, but once the road surface changed and that “trick” suspension setup began showing signs of imper-fection in � nding an optimal balance between comfort and load-bearing ability, its expected advantage over the already very accomplished bakkie market began to wane. As the Nissan exits in � fth, it’s interest-ing to ponder what Mercedes-Benz and Renault will do

with these underpinnings on their forthcoming X-Class and Alaskan.

As the Navara’s suspension struggles with compromise, so too does the Toyota Hilux’s in this speci� cation. Adept at the rough stuff and likely still the only one here that we’d con� dently point north towards Cairo, there’s no escaping that it has its shortcomings in every-day leisure use. For one thing, its ride is generally too � rm. Compliant over gravel, yes, but compared with the three vehicles that place higher than it in this test, unforgiving on the school run. Also disappoint-ing – and this is something we didn’t expect – was the rela-tively poor performance of the six-speed automatic transmis-sion. Where other boxes hunted for a moment before choosing a gear, the Hilux’s unit constantly showed signs of slip under load, especially on our acceleration runs and during towing.

Ever the nemesis to the Hilux, the � ve-time CAR Top 12 Best Buys-winning Ranger impressed the entire team throughout our two days of testing by being good at eve-rything. The low-key (blame the test unit’s white paint � nish, and absence of optional nudge bar and a non-factory-� t

Raptor kit) Ranger XLT proved both comfortable and capable throughout the test, its Sync3 entertainment system the new benchmark. If there is a negative, it’s that the 3,2-litre engine lacks a little punch low down and that it has the poten-tial to be thirsty.

Perhaps our positive experi-ence with the Triton-based Fiat Fullback ought to have prepared us better, but there was a genuine element of

tively compact dimensions. Indeed, only its open-to-all tailgate and relatively low braked-towing capacity may cause uncertainty.

Less than a month after as-sisting us with the 2013 bakkie shootout, Hannes bought an Amarok, such was his ap-preciation for the VW’s ability to keep pace with its arguably more rugged rivals while of-fering higher levels of comfort than many SUVs of the time.

Our job on the day was to see where one vehicle supersedes

another based on 4x4 leisure-bakkie criteria

surprise from all who exited the Mitsubishi every time the convoy stopped, be it on road, gravel or perched on a moun-tainside. Even Hannes Grobler, on returning from his drives in the Triton, proclaimed it to be the dark horse of the group.

It has an impressively re� ned drivetrain, including an intuitive automatic transmis-sion, an accomplished ride on all surfaces, near class-leading levels of NVH insulation and a welcome nimbleness round town to complement its rela-

Four years later, and with the imminent arrival of a big brother V6 and a comprehen-sive visual facelift (the under-pinnings remain untouched) to complement the 2,0 TDI and BiTDI range, the Ama-rok remains the one vehicle every member of the test team wanted to drive home once the testing was completed. It’s victorious once again.

Thanks to Honingklip Farm Brewery and Restaurant (www.honingklip.co.za) for giving us free reign of its 4x4 track.


http://www.honingklip.co.za

ENGINE CylindersFuel supply

Cubic capacity

ENGINE OUTPUT

Max power ISO (kW)Power peak/Red line (r/min)Max torque (N.m)Torque peak (r/min)

TRANSMISSIONTypeDrive wheelsDriver aids

WHEELS AND TYRES

Tyre makeTyre sizeSpare – type and location

BRAKESFrontRearHydraulics

STEERINGTypeLock to lockTurning circle diameter

SUSPENSIONFront

Rear

CAPACITIESHomologated tow rating (braked/unbraked)Payload

WARRANTY AND SERVICE INTERVALS

PARTS PRICES (incl. VAT)

*Prices as recommended by

manufacturer

Oil filterAir filterLeft-front headlampWindscreenBrake pads (front set)Cambelt/chain (incl. tensioner)Rear tyreTotal parts basket

MAXIMUM SPEED (km/h) Manufacturer’s figure

Speedo calibrationTrue speed

ACCELERATION (seconds) 0-60

0-800-1000-1200-140

OVERTAKING ACCELERATION

(seconds) 40-60 (with caravan)60-80 (with caravan)80-100 (with caravan)100-120 (with caravan)120-140

FUEL CONSUMPTION Manufacturer’s figure

CAR fuel indexFuel routeEstimated tank rangeTaxable CO2 rating

BRAKING TEST (from 100 km/h) Ave. of 10 stops on good

surface/rating

PERFORMANCE FACTORS Power/mass (W/kg)

Power/litre (kW/litre)Torque/litre (N.m/litre)Engine speed at true 120 km/h in top gear (r/min)

SPECIFICATIONS

TEST RESULTS

2 229 kg 4/5 80,0 L

FORD RANGER R588 900

five, inline, longitudinalelectronic common-rail direct injection, turbocharged, intercooled, diesel3 198 cm3

1473 000/4 9004701 500-2 750 six-speed automaticrear, selectable 4x4ESC (Electronic Stability Control) Continental Cross Contact265/65 R17full-size steel, under body 302 mm ventilated discs295 mm drumsABS with EBD rack and pinion, electric power assist3,2 turns12,7 m independent , double wishbone, coil springs, anti-roll barlive axle, leaf springs

3 500/750 kg938 kg 4-year/120 000 km warranty5-year/100 000 km service planService every 20 000 km R156,18R637,15R4 033,32R4 614,72R2 429,56R1 784,60R2 380,00R16 035,53

179 limited60 80 100 12057 77 97 117 4,867,6311,6517,1124,84 AT2,2 (3,69)2,73 (4,61)4,04 (7,38)5,19 (12,70)7,29 9,00 litres/100 km10,80 litres/100 km9,40 litres/100 km741 km236 g/km

3,23/average 6646147

2 174

1 988 kg 4/5 75,0 L

MITSUBISHI TRITON R559 900

four, inline, longitudinalelectronic common-rail direct injection, turbocharged, intercooled, diesel2 442 cm3

1333 500/4 4004302 500 five-speed automaticrear, selectable 4x4ESC (Electronic Stability Control) Yokohama Geolander245/65 R17full-size alloy, under body 294 mm ventilated discs295 mm drumsABS with EBD rack and pinion, hydraulic power assist3,8 turns11,8 m independent , double wishbone, coil springs, anti-roll barlive axle, leaf springs


17860 80 100 12056 75 94 113 4,397,2810,8615,4322,87 AT1,97 (3,28)2,80 (4,92)3,53 (7,34)4,49 (11,60)7,33 7,30 litres/100 km8,80 litres/100 km8,40 litres/100 km852 km207 g/km

3,21/average 6754176

2 550

2 118 kg 4/5 80,0 L

TOYOTA HILUX R573 500


1303 400/4 4004501 600 six-speed automaticrear, selectable 4x4ESC (Electronic Stability Control) Bridgestone Dueler AT265/65 R17full-size alloy, under body 319 mm ventilated discs295 mm drumsABS with EBD and EBA rack and pinion, hydraulic power assist3,3 turns12,8 m independent , double wishbone, coil springs, anti-roll barlive axle, leaf springs



3,40/poor 6147163

1 916

2 148 kg 4/5 80,0 L

VOLKSWAGON AMAROK R587 400


1324 000/5 0004201 750 eight-speed automaticallESC (Electronic Stability Control), hill start Pirelli Scorpion Verde255/55 R19full-size alloy, under body 303 mm ventilated discs292 mm drumsABS with EBD and EBA rack and pinion, hydraulic power assist2,9 turns13,0 m independent , double wishbone, coil springs, anti-roll barlive axle, leaf springs



3,20/average 6167213

2 130

What you need to know

1 2 3 4


DIMENSIONS

Hip:

1,8

m a

dult

3,03 m2

831/

884

903

666

1 851

mm

839

mm

3 220 mm5 354 mm

56% 44%

1 550 mm

LOAD BOXWIDTH 1 560 mmHEIGHT 530 mm

26° 162° 22°

WIDTH (EXCL. MIRRORS): 1 860 mm TRACK (FRONT/REAR): 1 560/1 560 mm WADING DEPTH 800 mmWHEELARCHES: 1 100 mm GROUND CLEARANCE (FRONT AXLE/MIDDLE/REAR AXLE): 237/325/217 mm

79/100

3,11 m2

883/

925

821

660

1 865

mm

866

mm

3 150 mm5 255 mm

56% 44%

1 510 mm


33° 157° 28°

WIDTH (EXCL. MIRRORS): 1 850 mm TRACK (FRONT/REAR): 1 570/1 570 mm WADING DEPTH 450 mmWHEELARCHES: 866 mm GROUND CLEARANCE (FRONT AXLE/MIDDLE/REAR AXLE): 259/309/229 mm

77/100

3,00 m2

811/

865

893

664

1 790

mm

875

mm

3 095 mm5 310 mm

55% 45%

1 520 mm


30° 158° 23°


75/100

76/100

830/

887

899

662

1 821

mm

844

mm

3 220 mm5 365 mm

56% 44%

1 550 mm


32° 157° 23°


3,03 m2

2,88 m2

846/

910

850

658

1 780

mm

866

mm

3 000 mm5 285 mm

56% 44%

1 550 mm


28° 155° 22°


80/100

79/100

821/

906

893

635

1 815

mm

882

mm

3 085 mm5 335 mm

57% 43%

1 560 mm


31° 156° 26°

WIDTH (EXCL. MIRRORS): 1 855 mm TRACK (FRONT/REAR): 1 535/1 550 mm WADING DEPTH 800 mmWHEELARCHES: 1 100 mm GROUND CLEARANCE (FRONT AXLE/MIDDLE/REAR AXLE):225/300/230 mm

3,07 m2

3,23 m2

870/

861

867

635

1 834

mm

810

mm

3 095 mm5 254 mm

54% 46%

1 543 mm


28° 160° 24°


82/100

2 121 kg 4/5 80,0 L

NISSAN NAVARA R597 900


1403 750/4 5004501 500-2 500 seven-speed automaticrear, selectable 4x4ESC (Electronic Stability Control) Toyo Open Country255/60 R18full-size alloy, under body 296 mm ventilated discs270 mm drumsABS with EBD rack and pinion, electric power assist 3,8 turns12,4 m independent, double wishbone, coil springs, anti-roll barlive axle, coil springs

3 500/750 kg961 kg 6-year/150 000 km warranty3-year/90 000 km service planService every 15 000 km R153,07R356,39R11 394,30R3 186,30R1 704,30R2 028,06 R2 135,00R20 957,42

n/a60 80 100 12056 75 94 113 5,167,7111,5816,5224,42 AT2,16 (3,45)2,57 (4,36)3,67 (7,41) 4,65 (12,23)7,44 7,00 litres/100 km8,40 litres/100 km8,30 litres/100 km952,38 km186 g/km

3,43/poor 6661196

2 223

2 154 kg 4/5 80,0 L

ISUZU KB R563 500


1303 600/4 4003801 800-2 800 five-speed automaticrear, selectable 4x4ESC (Electronic Stability Control) General Grabber A/T255/60 R18full-size alloy, under body 300 mm ventilated discs295 mm drumsABS with EBD and EBA rack and pinion, hydraulic power assist 3,8 turns12,7 m independent, double wishbone, coil springs, anti-roll bar live axle, leaf springs

3 500/750 kg1 021 kg 5-year/120 000 km warranty5-year/90 000 km service planService every 15 000 km R266,00R427,33R3 991,00R5 660,00R1 451,00R2 003,00R2 337,00R16 135,33


3,11/good 6043127

2 293

2 194 kg 4/5 80,0 L

MAZDA BT-50 R555 700

five, inline, longitudinalelectronic common-rail direct injection, turbocharged, intercooled, diesel3 198 cm3

1473 000/4 9004701 750-2 500 six-speed automaticrear, selectable 4x4ESC (Electronic Stability Control) Dunlop Grandtrek265/65 R17full-size steel, under body 302 mm ventilated discs295 drumsABS with EBD rack and pinion, hydraulic power assist3,2 turns12,7 m independent, double wishbone, coil springs, anti-roll barlive axle, leaf springs

3 500/750 kg1 237 kg 3-year/unlimited km warranty3-year/unlimited km service planService every 15 000 km R422,84R549,43R4 158,59R5 592,45R1 445,15R5 886,07R1 709,00R19 763,53


3,45/poor 6746147

2 174

5 6 7


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