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WE NAME OUR DOUBLE-CAB OF 2019 IN OUR COMPREHENSIVE AWARDS ISSUE
FEBRUARY 2019 FEB cover IP.indd 1
www.4x4andpickuppro.co.uk 08/01/2019 10:35
All Seasons. All Conditions. All Terrains.
Davanti has spent years developing this All-Terrain tyre, applying the latest design and manufacturing innovation to develop a tyre as comfortable in the desert, on the road, in the pasture or up in the mountains. From extreme heat to major rainfall, Terratoura masters all conditions. Terratoura is a high performance All-Terrain tyre. Its innovative tread pattern provides exceptional traction across all environments.
FOR MORE INFORMATION PLEASE
ASE VISIT WWW.DAVANTI-TYRES.COM
When nowhere is off-limits, you need a tyre with real bite that doesn’t compromise on ride comfort and reliability. You need Terratoura. Davanti has spent years developing this All-Terrain tyre, applying the latest design and manufacturing innovation to develop a tyre as comfortable on the road, in the dust bowl or up in the mountains. Terratoura is a high performance All-Terrain tyre. Its innovative tread pattern provides exceptional traction across all environments, making it ideal for drivers who need both on and off-road performance. The robust design means only the most extreme off-roading will push the tyres to their limits, whilst its enhanced compound provides predictable handling in wet and dry on-road conditions. The Terratoura also boasts the Three-Peak Mountain Snowflake (3PMSF) certification, a symbol of winter excellence which means its performance in snow and ice has met stringent, industry-wide conditions
Beating Rough Terrain & Tough Competition in Independent Tests Wet Braking
Leading Rival
115
110
Davanti Terratoura
105
100
Dry Steering
Wet Handling
95
90
Terratoura is designed to be effective both on and off road. At IDIADA in Spain we were able to challenge Terratoura in the toughest road conditions imaginable. From hot, dusty, dry handling to torrential rain and standing water, nothing fazed it.
85
Dry Stability
APPLUS+ IDIADA
Dry Braking
Unit
Premium B
Premium A
Mid Range
Davanti
Stability
Rating
94%
87%
100%
98%
Steering
Rating
102%
95%
100%
100%
Braking (100-0 km/h)
Metres
50.20
43.20
42.20
42.46
Braking Asphalt (80-0 km/h)
Metres
39.60
38.80
36.40
34.50
DRY
WET Handling Objective
Seconds
88.10
84.60
82.70
80.44
Handling Subjective
Rating
90%
88%
100%
109%
Circle
Seconds
14.10
13.70
13.10
13.27
92.6%
92.9%
100%
102.7%
4th
3rd
2nd
1st
Weighted Summary Overall
Ice Stability
Leading Rival
115
Snow Handling
110
Ice Steering
Davanti Terratoura
105
100
Snow Acceleration
95
Ice Braking
90
85
Snow Braking ABS
Ice Acceleration
Snow Steering
Ice Handling Laptime Snow Stability
This frozen proving ground inside the Arctic Circle is where Terratoura earned its 3PMSF certification. The harsh winter of Finland enabled us to push Terratoura to the extreme in ice and snow to ensure it could conquer the most severe sub-zero conditions.
Test World Oy
Unit
Mid Range
Premium A
Premium B
Davanti
ICE Stability
Rating
100%
110%
107%
111%
Steering
Rating
100%
114%
106%
112%
Braking (20-5 km/h)
Metres
26.92
27.4
25.62
24.24
Acceleration (5-20 km/h)
Seconds
6.25
6.50
5.99
5.43
ICE Handling Lap Time
Seconds
119.27
113.40
109.78
108.29
SNOW Stability
Rating
100%
106.6%
113.7%
113.3%
Steering
Rating
100%
102.1%
107.7%
110.5%
Braking (20-5 km/h)
Metres
26.20
28.40
20.31
23.69
Acceleration (5-40 km/h)
Seconds
4.45
5.00
3.36
3.78
SNOW Handling Lap Time
Seconds
68.95
66.30
65.09
63.54
100%
101.8%
111.9%
112.1%
4th
3rd
2nd
1st
Weighted Summary Overall
Sand Traction
Leading Rival
110
Davanti Terratoura
105
100
Jungle Handling
Grass Traction
95
The UK’s own testing ground at Millbrook offered Terratoura the chance to prove itself in rugged wilderness and agricultural applications. From jungle trails to sandy hills, wet grass paddocks and extreme uneven terrain, Terratoura outperformed its rivals on every type of terrain.
90
85
Gravel Braking
Stability
Steering
Millbrook
Unit
Premium B
Premium A
Mid Range
Davanti
Traction Distance
Metres
69.79
69.20
72.45
71.09
Traction Time
Seconds
12.97
11.50
12.11
10.75
Stability
Rating
104%
99%
100%
107%
Steering
Rating
99%
97%
100%
102%
Gravel Braking Distance
Metres
19.19
19.75
19.85
19.03
Grass Traction Distance
Metres
29.90
30.22
28.45
26.87
Off-Road Handling Circuit
Seconds
SAND
OFF-ROAD
Weighted Summary Overall
Unique Enhanced Tread Compound • Durability • Endurance • Excellent grip in cold and wet conditions • Class-leading longevity. Size Range: 15” - 17”
31.46
31.27
32.85
29.83
98.0%
99.8%
100%
105.6%
4th
3rd
2nd
1st
Carcass Construction • Reinforced polyester cords for higher load capability • Two wide steel belts for harmonic load distribution & even tread wear • Additional nylon layers for improved shock resistance. Speed Ratings: S, T, H
Three Peak Mountain Snowflake • Earned through rigorous cold-weather testing • Tyres are snow-rated, giving them winter tyre classification throughout Europe • Enhanced control in snow and ice. Number of Sizes: 10
FOR MORE INFORMATION PLEASE CONTACT INFO@DAVANTI-TYRES.COM
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FEBRUARY 2019
Contents Feb IN PROGRESS.indd 2
PICKUP & 4X4 PRO 07/01/2019 19:18
PICKUPPRO
& 4X4
THE MAGAZINE FOR THE PICK-UP AND 4X4 PROFESSIONAL
THIS MONTH FEBRUARY 2019
Tel: 01283 553243 Email: enquiries@assignmentmedia.co.uk Web: www.pickupand4x4pro.co.uk Facebook: www.facebook.com/ pickupand4x4pro Instagram: @pickup4x4pro Editorial Supervisor Alan Kidd Editor George Dove Art Editor Samantha D’Souza
News 4 5 6
Contributors Mike Trott, Paul Looe, Dan Fenn
Isuzu D-Max New Utah V-Cross model revealed Suzuki Jimuy Compact off-roader residuals predicted Jeep Gladiarot In-depth look at the forthcoming truck
Group Advertising Manager Ian Argent Tel: 01283 553242 Advertising Manager Colin Ashworth Tel: 01283 553244
Products 40 42 44 45 45 46 48
Bushtech South African canopies imported by APB Airride Keep in control of your suspension setup Davanti New Terratoura tyres ready for everything Forge Motorsport Race-spec silicon hosing for Landies Speedliner Portective liner is a truck bed’s best friend Pedders Rear disc brakes for Isuzu D-Max Bilstein The importance of fitting the right dampers
Advertising Sales Manager Peter Topley Tel: 01283 553245 Advertising and Exhibition Sales Executive Abigail Cooper Tel: 01283 553246
Features 8 22 32 36 38
Publisher and Head of Marketing Sarah Lowe Email: sarah.lowe@assignmentmedia.co.uk To subscribe to Pickup & 4x4 Pro for FREE: just fill in the form on page 2.
Pick-up of the Year We name our truck of 2019 Suzuki Jimny Extensive test of the hottest new 4x4 Used: Ranger Still life in the olf Ford yet Land Rover Defender A 110 that’s ready for the cold Yorkshire Outdoors Advanced driver training for all
AWARDS ISSUE
PICKUPPRO & 4X4
PICK-UP OF THE YEAR AWARDS 2019
PICKUP & 4X4 PRO Contents Feb IN PROGRESS.indd 3
Distributed by Marketforce; www.marketforce. co.uk Every effort is made to ensure the contents of Pickup & 4x4 Pro are accurate, but Assignment Media accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these. When responding to any advert in Pickup & 4x4 Pro, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for loss or damage incurred from responding to adverts Where a photo credit includes the note ‘CC BY 2.0’ or similar, the image is made available under that Creative Commons licence: details at www. creativecommons.org Pickup & 4x4 Pro is published by Assignment Media Ltd, Repton House G11, Bretby Business Park, Ashby Road, Bretby, Derbyshire DE15 0YZ
© Assignment Media Ltd, 2018
07/01/2019 19:18
NEWS
ISUZU REVEAL V-CROSS
New version of the updated D-Max adds style to workaday DNA of the double cab, as well as extra kit for little more that Utah models
I
suzu have announced the D-Max Utah V-Cross special edition of the newly revitalised pick-up.
4 FEBRUARY 2019 4pp news Feb .indd 4
Based on the high-spec Utah double-cab, the run of 100 V-Cross models come with some additional features to make it stand
out from the rest of the range. On the outside, there is a front splitter complete with some rather dashing red detailing. The V-Cross also has unique alloys – 12-spokers in a diamond black finish. The touchscreen on the dash acts as a portal for the front camera, which allows the driver to see obstacles immediately before the truck that would usually be in their blind spot. When switching between first gear (or drive in automatic trucks) and reverse, the display changes from camera to camera to match the direction of travel. A convenient extra that is most welcome when it comes to parking the likes of a double-cab.
In the upper glovebox hides another perk of the special edition truck – the wireless charger. The rubberised charging pad powers compatible mobile phones without the necessity of a charging cable, meaning you can always stay connected in your Isuzu. Pricing for the D-Max Utah V-Cross begins at £26,199 for commercial vehicles on the road, and adding an automatic gearbox adds a further £1,000 onto the bill. Not a bad price, for a mere £500 over standard Utah models. The limited edition is available to order now with first models arriving in dealerships in January of 2019.
PICKUP & 4X4 PRO 07/01/2019 19:19
NEWS
VALUE IN THE LONG RUN
Experts have predicted that the new Jimny will hold it’s value as well and the most exotic things on the market
I
f you haven’t heard already, there’s a new Suzuki Jimny in town. And it’s a wonderful machine. In fact, we could just use these next few sentences to praise the little Japster for its cute and quirky styling, its offroad prowess, functional cabin and a driving that experience that guarantees a smile. Sorry, got carried away there… What we’re really here to talk
PICKUP & 4X4 PRO 4pp news Feb .indd 5
about is that (unsurprisingly) the latest Jimny has been given a very fanciful forecast in terms of its residual values, thanks to specialists CAP Automotive. Using their traditional method of studying the vehicle’s first three years and 60,000 miles, their recent January 2019 Gold Book revealed that a top-spec Jimny SZ5 should hold onto 52% of its value. Or, if you take into account
the lower mileage forecast that falls in line with the usual trend of Jimny ownership – in this case 36,000 miles over the three years – owners can look at a Suzuki record-breaking 61% retention on its starting value. The Jimny has been a revelation since its launch and part of that is down to its value for money. The base SZ4 trim gives you four-wheel-drive capabilities with
its high and low range transfer box, plus you’ll have Bluetooth, cruise control and air con to keep you comfortable, but the one you want is the SZ5, which adds navigation, heated seats, alloys and LED headlights. It’s small wonder this car is predicted to fair so well in the residual stakes, because few cars offer this much capability at such an affordable price.
FEBRUARY 2019
5
07/01/2019 19:20
NEWS
WHY THE JEEP GLADIATOR WILL CHANGE THE UK
Jeep’s long-awaited Wrangler-based pick-up is set to bring much more to the UK one-tonne market than it’s street appeal. Here’s why…W
T
he Jeep Gladiator is set to bring new levels of off-road ability to the pick-up sector when it arrives in Europe in 2020. Based on a stretched version of the Wrangler JL – itself brand new to the British 4x4 market – the company’s first pick-up in a quarter of a century goes on sale in America this coming spring – and promises to bring features like all-round beam axles and even open-air motoring to the normally conservative one-tonne sector. Whether the Gladiator will actually be a one-tonner remains to be confirmed, as the US model is quoted as having a payload of 726kg and towing limit of 3470kg. These figures are likely to be re-assessed for the UK, however, allowing it to be classed as a commercial vehicle – and to tow the legal limit of 3500kg. Making space for a pick-up bed
6
FEBRUARY 2019
4pp news Feb .indd 6
measuring some five feet in length is a chassis that’s 31” longer than that of the four-door Wrangler and 19.4” longer in the wheelbase. The design retains the lightweight strategy Jeep introduced on the JL; the chassis and pick-up bed are made from steel, however as much as possible of the vehicle’s bodywork uses aluminium. A much longer wheelbase cannot help but be more vulnerable off-road, however underbody components such as the transmission, fuel tank and gearbox sump are protected by heavy-duty skid plates as standard. Jeep is adamant that the Gladiator will mimic the Wrangler’s immense all-terrain capability, with long suspension travel permitted by five-link front and rear suspension designs using full-width panhard rods. The front set-up is lifted from the Wrangler, however the rear,
which uses two upper and two lower steel trailing links, is unique to the Gladiator. The combination of suspension height and body design yields approach and departure angles of 43.6 and 26 degrees respectively, as well as a 30” wading depth. The huge length of the wheelbase means breakover angle is limited to 20.3 degrees, however ground clearance of 11.1” means the Gladiator is still a true highmobility vehicle. As if to emphasise this fact, the Gladiator will join the Wrangler in being available in Rubicon form. This spec package already turns the Wrangler into the most capable turn-key off-roader on the market, and with deeper gearing, longer suspension travel and locking front and rear diffs it promises to create the most agile and tractable pick-up Britain has ever seen.
Rubicon models also gain rock rails to further protect their bodywork and pick-up beds from ground contact, as well as a steel rear bumper as standard. A typically enormous options list includes a front winch bumper with removable ends, similar to the one already offered on the Wrangler. All models ride on Dana 4x4 axles front and rear and have high and low range gearing as standard. As well as the Rubicon, the Gladiator is available in the US in Sport and Overland forms; these come with what Jeep calls ‘full-time torque management,’ though they can also be optioned with a limited-slip rear differential if you don’t feel it’s going to be full-time enough. Turning the wheels, at least on US models, is a choice of 3.6-litre V6 petrol and 3.0-litre V6 diesel engines. The former is also available in the Wrangler, though not in the UK market, which
PICKUP & 4X4 PRO 07/01/2019 19:20
NEWS
suggests that the Gladiator will be offered exclusively with the 260bhp, 442lbf.ft diesel unit – a version of which has served for several years in the Ram pick-up. Figures for fuel economy are yet to be released, however the Ram returns 27mpg; Jeep’s updates are sure to improve this, but the result is unlikely to be far away from the low-30s achieved by the similarly sized engine in the Volkswagen Amarok. The diesel engine is mated exclusively to an eight-speed auto box with two overdrive ratios up top. A version of the unit that’s standard across the entire Wrangler range in the UK market, this is modified to deal with the higher torque output from the V6 oil-burner; Jeep promises ‘a responsive driving experience, whether commuting during the week or rock-crawling or hauling cargo on the weekend.’ A deep first gear allows the box to get moving smoothly when towing a heavy load, and in Rubicon models it helps deliver a crawl ratio of 77.2:1
PICKUP & 4X4 PRO 4pp news Feb .indd 7
in low range – more than making up for the gearing effect of the 33” tyres that come as standard with this model. All Wranglers are designed with modification in mind, and Jeep says the Gladiator’s standard spare wheel holder (which locates it under the pick-up bed behind the rear axle) is capable of accommodating a tyre size of up to 35”. Up top, in true Jeep style, the doors can be removed and the windscreen dropped forward onto the bonnet, while a soft-top option allows for full or partial open-air motoring – an entirely unique feature in the pick-up segment. A choice of hard-tops is also available, with lift-out panels again allowing the cabin to be opened up. Inside, the cabin is predictably similar to that of the Wrangler, at least up front. The rear seats, however, are exclusive to the Gladiator, and Jeep says they offer greater legroom than any of the vehicle’s rivals. The seats can also be folded flat to create a load platform, and also to access
a lockable stowage area behind them. The squabs, meanwhile, are rear-hinged for access to a large under-seat oddment area – and this can also be occupied by an optional full-width lockable stowage chest with two doors and up to five compartments. These features add a level of practicality that promises to mimic the Gladiator’s off-road potential by going well beyond what’s normally found in the double-cab sector. Like the Wrangler, it also offers a wide variety of modern infotainment options – and Rubicon models come with a frontfacing off-road camera showing the ground in the blind spot immediately in front of the vehicle. With North American sales starting soon, the Gladiator is all set to become an instant hit for Jeep – which expects to sell more than 100,000 of the vehicles in the first year alone. As always, the rest of the world will inevitably come second to such vast numbers, however right-hand drive production is scheduled to start at
the same time as the diesel engine is introduced – by which time the initial rush of demand should have calmed down. Nonetheless, don’t expect the Gladiator to be cheap. Jeep boss Sergio Marchionne said as much during an interview at the 2018 Detroit show – like the Wrangler, it will be deliberately positioned in the market as an expensive, premium vehicle. Prices are yet to be announced, even for the USA, but most forecasters there expect it to cost about the same as the fourdoor Wrangler. Given the specialised nature of the vehicle, we’d expect this to mean that by the time it goes on sale here, you’ll unlikely get much meaningful change out of £50,000. Assuming it does qualify as a commercial vehicle, there’ll be a hefty slew of VAT to claim back from that – however it’s clear that while the Gladiator will bring new levels of both character and off-road ability to the double-cab market, it will also go right to the top in terms of cost.
FEBRUARY 2019
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07/01/2019 19:20
2019 PICK-UP OF THE YEAR
I
t’s been a big year for the pick-up market, with mainstream interest seemingly reaching feverpitch. Most models have been updated, replaced or enhanced with outside help as all of the manufacturers fight for supremacy in the field. Based on an entire year of nonstop evaluation, we’ve assessed every model currently available in Blighty, allowing us to bring to you a full cross-section of the contenders and a decision with real merit. During the course of the rundown to the victor, you’ll find overviews of each double-cab on sale in the UK, followed by a conclusion in which we name the winner of the Pick-Up
PUOTY 2019.indd 8
of the Year award for 2019. The arrival of the new SsangYong Musso and Mercedes-Benz X-Class are the obvious big changes this last year, bookending the market with even hotter competition. Volkswagen has top and tailed the Amarok range with a long-awaited manual gearbox and what is easily the fastest pick-up in the UK, plus both of Nissan and Toyota have joined Isuzu in offering vehicles modified into more focussed offroaders in conjunction with Arctic Trucks. The competition has been fierce, to put it mildly. We’re going to name a winner, obviously, but we’re going to give a nod to some that will be better suited for more specific needs and oblique or desires from a truck.
07/01/2019 19:22
FIAT FULLBACK Tested: 2.4 180 LX, 2.4 180 Cross
B
ased on the Mitsubishi L200, the Fullback is available in the UK in a small range containing just three models. It still offers plenty of variety, however, with two versions of the 2.4-litre diesel engine and the choice of parttime or full-time four-wheel drive. The entry-level SX is a work truck at heart with the lowerpowered engine and part-time transmission. However, go to the higher-spec LX model and you’ll get leather, multimedia, DAB and sat-nav chucked in. The range-topping Cross model takes the LX spec and adds various styling accessories to it. It does also gain a locking rear diff, which is very worthwhile if you have tricky work away from
tarmac, but it’s a shame you have to pay for all the glitz to get it fitted on. We’ve driven an LX and a Cross from the following model year. Both had ostensibly the same multimedia systems, but the former refused to be paired to an iPhone then struggled to hold on to a DAB signal, whereas the latter worked perfectly. Operating the digital radio is a study in unnecessary complexity, all the same. Given that it’s now possible to spend more than fifty grand on a pick-up, perhaps it shouldn’t be any surprise that even the Cross, which retails at £26,595 plus the VAT, can’t quite shake its utilitarian image. It’s tough enough, but top-spec versions of the L200 tend to demonstrate that Mitsubishi has more know-
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£21,995-£26,595 178bhp 317lbf.ft 40.9mpg (combined) 110mph 10.4 seconds 3,100kg 1,045kg 1,520mm 1,470mm
how when it comes to polishing up a truck. The seats are pretty basic in their finish and design, for example, though to be fair they’re more than comfortable enough for long stints behind the wheel. Legroom seems to be better in the back than the L200 offers, too. As we see it, the Fullback is a smooth and quiet motorway cruiser. Even at real-world speeds, it feels as if it has plenty in reserve, and while a certain amount of patter can come through the back axle when running unladen it doesn’t get uncouth – even over bigger bumps. We can’t comment on the lowerpowered SX model, or on the auto gearbox, but have no reason to fear either (not least because the auto is identical to that in the L200, which performs just fine). The 2.4 180, at any rate, pulls strongly in gear and responds well to being revved, though the gearbox in one of the Fullbacks didn’t feel as slick as the other. Like the L200, it handles better than you might expect, with enough body control but not too much to spoil the fun. There’s plenty of grip even in 2wd mode, with the option of full-time
four-wheel drive on SX and Cross models adding reassurance when the heavens open. Once low box is engaged, the Fullback becomes a torquey, surefooted way of covering ground. The rear springs don’t ever really settle over rough, bumpy everyday tracks, but traction is excellent even without a rear locker. The SX has one, the LX has traction control instead and the Cross has both. Fiat admits that the Cross’ spec is designed to create a good-looking truck that’s also ready for work, rather than a full-house off-roader. Nonetheless, so long as you take it for what it is, they’ve got the spec pretty much spot-on – the tough arches and under-guards are made for scuffs, not rocks, but it’s very tractable and its tyres aren’t stupidly low-profile. With its unique range of kit, the Cross has probably the most appeal to private buyers. Inevitably, a comparable L200 will be cheaper, unless there are economies of scale to be made by sticking with one brand for your fleet needs. All the same, Fiat has done an excellent job of speccing the Fullback to offer something different to the rest of the pick-up market.
FEBRUARY 2019
PUOTY 2019.indd 9
9
07/01/2019 19:23
FORD RANGER Tested: 2.2 XLT, 3.2 Wildtrak
O
nce a mismatch in the pick-up market, the Ranger has risen to the top since the current model arrived in 2012. It’s the truck of choice for thousands of work users and enthusiasts alike, and if we were a publication running these awards a year ago, it probably would’ve won the overall gong. Comfortably. There’s more to the Ranger’s success than just a high level of off-road ability, however. It’s by far the most popular choice among people who would once have gone straight to the Land Rover Defender, but it has also claimed sales from across the pick-up market. As a work tool, it ticks every box – while coming at a very modest price. That price has gone up sharply – by almost a grand pre-VAT, since last year. But this doesn’t seem to have put people off a jot. There are various reasons for the Ranger’s popularity. One very big one is that people who like pickups tend to like big engines. As progress continues to drive sizes downward, the fact that you can still get the Ranger with a 3.2-litre unit gives it a lot of appeal. This engine develops 200bhp in
10
FEBRUARY 2019
PUOTY 2019.indd 10
standard form. It can be chipped for a lot more, but even as it comes out of the showroom the Ranger is pretty commanding to drive. Enough to be worth trading up from the 2.2? Probably only if you spend most of your life towing trailers of carrying heavy loads, actually – not because the 3.2 is bad, but the transverse – because the 2.2 is so good. To illustrate this, outputs of 160bhp at 3700rpm and 284lbf.ft at 1500rpm for the smaller engine play 200bhp at 3000rpm and 347lbf.ft at 1500rpm for the 3.2, with kerb weights of 2050kg and 2189kg respectively. The upshot of these figures is 0-62 times of 11.8 and 10.9 seconds – so that’s a victory for the 3.2, but hardly an overwhelming one. The 2.2 TDCi unit is remarkably smooth and refined, too, as well as dishing out all the power you need when running unladen. It’s mainly available on lowerspec models, however – there’s only trim level on which you can choose your engine, in fact, and here the upgrade only adds £800 to the price. A no-brainer? No, again because the 2.2 is so good. But also, the smaller engine returns 40.4mpg
and 184g/km – against which 33.6mpg and 221g/km look rather ugly. Either way, the amount of space in the Ranger’s cabin bears out the sheer size of its body. The seats are excellent, too, with plenty of support and lumbar adjust from low down in the range – some trucks don’t even offer this on top models. In the rear, there’s enough space for one six-footer to sit behind another on a long journey – putting the Ranger firmly in the lead as a family truck. The whole cabin feels roomy and well made – and while its styling is too simple to feel like that of a fancy SUV, it’s carried off using good quality materials. There are more premium trucks, but the Ranger is as convincing as any.
Whichever engine you go for, it comes with a traditional part-time four-wheel drive system. Even so, there’s never any lack of grip on the road – we pushed the Ranger hard on cold, wet surfaces and instead of any waywardness, it came back at us with positive steering, agile handling and tremendous sure-footedness. It’s a refined cruiser, too, with little noise and only a background level of vibration through the rear axle. And for an absolutely bargainous £300 plus VAT, you can put a locking diff in that axle – as well as getting bash guards for the engine, transfer case and fuel tank. As this illustrates, the Ranger has value on its side. Even the price hike hasn’t changed that – t’s a lot of truck for your money.
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£20,345-£27,945 160/200bhp 236/357lbf.ft 40.4/33.6mpg (combined) 109mph 11.8/10.9 seconds 3,500kg 1,033/1,269kg 1,525mm 1,549mm
07/01/2019 19:23
ISUZU D-MAX
Tested: Utility, Huntsman, Blade auto, AT35 auto
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he D-Max is Isuzu’s only vehicle in the UK. As a result, the company is able to concentrate on presenting it imaginatively, with the result that it offers perhaps the widest and most interesting model range in the market. Isuzu was the first manufacturer to sign up with Arctic Trucks, for example, and the AT35 remains a flagship vehicle in the D-Max range. But if you value work-truck practicality and usable off-road talent over the admittedly intoxicating road presence of 35” tyres, the highlight of the range is surely the Huntsman – an option pack which turns the mid-range Utah model into a ready-to-go support truck for sport shooters and countrymen in general,
complete with rear canopy and high-quality drawer system as well as optional lifted suspension, underbody protection and, you may be pleased to learn, a complete deletion of chrome detailing from around the vehicle’s bodywork. The suspension available in the Huntsman pack is a +2” Pedders system which can also be ordered as an OE accessory through any Isuzu dealer. It’s an excellent solution if you need to use your truck properly – not as extreme as the AT35, for sure, but a fraction of the price and, with narrower tyres and standard-width arches, arguably more suitable to British conditions. Whichever D-Max you choose, it comes with a 1.9-litre diesel engine which, despite its modest
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£18,004-£37,200 164bhp 265lbf.ft 40.4mpg (combined) 112mph 3,500kg 1,099-1,196kg 1,485mm 1,530mm
size, shifts the vehicle perfectly capably. It does make a good bit of noise in the process, however, especially when mated to an automatic box. People who like pick-ups like big engines. They’re still buying the D-Max. though, even with the smallest unit on the market, which says something, and the vehicle is still rated to pull 3500kg. But in truth, the 1.9 is better suited to Utility models than to the lavishly specced versions at the top of the D-Max range. But that’s not to say that it tarnished the more lavish ones a drop. On the road, nonetheless, it’s more alert than the size of the engine would have you expect, with plenty of pull throughout the rev range. It’s quieter on a cruise than it is around town, too. On A and B-roads, the D-Max steers and handles tidily without any of the bouncing or wallowing you still fear when trying to hustle a pick-up around corners. In particular, while we’d always choose a manual for this kind of work, it’s more fun in auto form than most of its rivals. Inside, there’s the familiar hard plastics on the dash – though they feel strong and tough, not
cheap. Top models come with an array of equipment; the Blade has a 9” media screen, for example, though this sticks up far enough to obscure access to the tray behind it on the dash top. The Blaze also has quilted leather trim, which looks fantastic, but we find the seats in lowerspec models more comfortable on long journeys. Either way, even with the front seats fully back, the rear bench can still take a couple of sixfooters. Headroom isn’t great, but overall the only vehicle with better rear accommodation is the Ford Ranger. The rear seats fold flat to create a loading platform, too, which comes in handy. Off-road, the D-Max is agile and sure-footed, and the Pedders and AT35 options add ground clearance. You can’t even get a rear diff lock as an option, however, but the D-Max makes do for the most part. That doesn’t prevent the D-Max from being a tough, honest truck. It’s at its best with the toys and leather left alone – but few manufacturers do a better job than Isuzu of demonstrating that bells and whistles aren’t the way to get the best from a pick-up.
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MERCEDES-BENZ X-CLASS Tested: 250d Pure, 250d Power
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e’ve driven two versions of the X-Class since it came to market a year ago – but neither of them is on the current model list. The 250d Pure we drove was a specially built demo truck with a manual gearbox and a more powerful version of the 2.3-litre diesel engine which otherwise only comes with an auto. We also drove the same engine in range-topping Power spec – but this combination has already been discontinued, since the new 3.0-litre V6 unit that’s known in Mercedes parlance as the 350d took exclusivity of the trim. Merc was the first totally new name in the pick-up market for a long time when the X-Class was launched, and the company makes a big deal of the fact that it’s the only truck from a premium brand. While this may be true, however, the truck itself is based on the Nissan Navara, many elements of whose design and engineering migrate across to its more expensive sibling. And expensive is the word. The X-Class range starts at £27,310
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plus VAT and tops out with the new 350d Power at £38,350. That’s only a few options away from busting the £50k barrier if you don’t get your VAT back. Does it do enough to justify its price tag? Not close. That’s not to say this is a bad vehicle – far from it, it inherits the Navara’s many qualities – but is it the truck Mercedes would have built had it carried the project through from scratch? We don’t think so. For starters, we’re sure Merc would have benchmarked the Ford Ranger for cabin space. Inheriting the Navara’s qualities is all well and good, but the X-Class inherits that vehicle’s cramped rear leg and head room, too. The cabin doesn’t quite feel like Mercedes’ usual impeccable solidity, either, though material quality and switchgear alike are good. Its styling has just enough to resemble Merc’s SUVs, though we’re talking visual cues rather than overall appeal. The seats are extremely comfortable whichever model you choose and the media system is as excellent as you’d expect – but
it comes with a screen that sticks up and out of the dash rather than being integrated into it. That’s another area in which we doubt Mercedes would have compromised had it been developing its own truck – though it’s doubly odd as the Navara comes with a screen that’s tidily incorporated into its own dash. On the road, the X-Class rides and handles as a truck should. It’s a bit fussy at the back, especially on the lower-profile tyres of the higher spec model, but this is only really noticeable at lower speeds. It handles well on open roads, and on the motorway it settles down to a quiet and comfortable cruise. The coil-sprung back axle
comes into its own off-road, too, allowing the X-Class to follow the ground with impressive compliance. You can get it with a rear diff lock, too, and thus equipped there’s not a lot of places it won’t be able to reach. We could, however, be talking about the Navara here. Which is by far and away the biggest problem with this truck. Again, the X-Class isn’t bad. It takes a rock-solid foundation and builds on it. But the problem is that it’s not special, certainly not in the way its premium badging demands. This is a good truck that is at its most convincing in lower-spec – which quells its claims for premium status. Either way, at this money merely being good is not enough.
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£27,310-£38,350 163/190/258bhp 297/332/406lbf.ft 37.2/35.8mpg (combined) 106/109mph 3,500kg 1,066/1,087kg 1,587mm 1,560mm
07/01/2019 19:23
MITSUBISHI L200 Tested: Barbarian, Barbarian auto
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itsubishi invented the lifestyle pick-up sector in the UK with a previous version of the L200. History counts for little if you don’t learn from it, though – and in terms of the breadth and depth of their offering, it’s difficult not to feel that other manufacturers have picked up a baton Mitsubishi has dropped somewhere along the way. This doesn’t change the fact that the current L200 is a very good truck. And Mitsubishi’s UK importer has certainly started to try and add some individuality at the top of the range with the eye-catching drama of its new SVP models. These are created by Mitsubishi’s Special Vehicle Projects department, which
sounds a little too much like Land Rover’s SVO operation to be a coincidence. Whereas that arm of the JLR enterprise concerns itself with deep-down engineering changes, however, SVP appears to create special vehicles mainly by adding bolt-on accessories. As a result, the smart money continues to go to the Warrior and Barbarian models, which have long been at the heart of the L200’s lifestyle appeal. And even though they’re fairly conservative by the standards of some other pick-ups, there’s little about them to criticise. This is especially the case now the L200 has had its towing limit uprated to 3,500kg. This time last year, that figure was 400kg lower, which effectively ruled it out of the running for a good number of
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£19,200-£30,105 151/178bhp 280/317lbf.ft 40.4mpg (combined) 112mph 3,500kg 1,099-1,196kg 1,485mm 1,530mm
customers in the heartland of the pick-up market. Not that you have to go to the top of the range to get a good deal from Mitsubishi. Every L200 offers alloys, cruise, air-con, Bluetooth and USB as standard. Given that the cheapest doublecab model only costs £21,600 before VAT, that puts it near the forefront of the market on value for money alone. There’s another big difference between the entry-level 4Life model and the rest of the range. This is that it comes with basic part-time four-wheel drive, whereas its more expensive brethren have a full-time system backed up by traction control. What they don’t have is a locking rear diff. This isn’t available in combination with fulltime 4wd, so only the 4Life has it. At least it’s standard here; if you have off-roading in mind, it makes this the most appealing model in the range. You do have to make do with a down-tuned version of the 2.4-litre engine, however. This has 151bhp and 280lbf.ft, compared to 178bhp and 317lbf. ft for the rest of the range. Top torque comes in 1000rpm lower,
however, so you might not feel too short-changed, Many head straight for the top, anyway, where the Barbarian feels like a truck with added kit rather than a full-on SUV. The dash plastics are hard, for example, and the seats’ leather feels tough rather than supple – though their styling is inarguably superb. We would have liked the seats to have adjustable lumber support, too. You can get one six-footer behind another, but those in the rear seats will be pinched, and their heads will be pressed into the ceiling. On the road, the engine is strong and smooth, with a quiet delivery making it a refined truck in which to go about. This is matched by a good, smooth ride which doesn’t come at the expense of handling – in fact, the L200 is one of the most enjoyable trucks to throw around, with plenty of grip in corners. What this perhaps illustrates is that while other manufacturers might be bolder with their trucks, Mitsubishi has nailed the most important selling point of all – a really sound product. The L200 does its job very well, and at a price that ensures it will stay firmly in the mainstream.
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NISSAN NAVARA
Tested: Tekna, Tekna auto, Off-Roader AT32
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or a spell, the Navara could claim to be the only credible truck in the UK with a coilsprung back axle. The arrival of the new SsangYong Musso has put a stop to that, as has the Mercedes X-Class – so now instead, the Navara can claim to be the truck Mercedes chose to rework, rebadge and sell as one of its own. That’s not a bad accolade, and it has helped Nissan to win back the trust of pick-up buyers put off by all those tales of old D40 models with breaking chassis. This Navara is a whole new kettle of fish, and as a result it’s a huge step up from that vehicle. Not all Navaras have the coiled rear axle, however. Up to Acenta grade, you get a traditional set of cart springs – as well as a 163bhp version of the 2.3-litre diesel engine. From Acenta+ upwards, power goes up to 190bhp to go with the more sophisticated multi-link suspension. Of course, whatever shape the springs are they still have to hold up a tonne or control a 3500kg trailer. There’s a school of thought that says leaves do this better; either way, while the Navara is
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impressively supple and well damped at the back, the coil springs alone are worth it but fall short of doing magic. On poor roads, the Navara feels steady on its feet, though on occasion we had the back getting loose on us in faster corners. Driving it back to back with the Mitsubishi L200 shows it to be a smoother and quieter vessel, with less body movement when the ground tries to throw it from side to side – but not by a great distance, to be honest. Where it really excels, however, is on the motorway. Here, the Navara cruises with a smoothness we’ve never previously experienced in a pick-up; it’s quiet, planted and very stable, making this a totally effective vehicle in which to cover a lot of miles. Off-road, the multi-link system is good and supple – but once again, you don’t find yourself in awe at how much more advanced it is than the leaf-sprung alternatives. It’s good, and maybe better, but not to a huge degree. You can get a rear diff lock on any model, but only as a £500 option. Something that’s new to the Navara range this year, however, is the Off-Roader AT32 model. This
is built for Nissan by Arctic Trucks, whose mods make room for the 32” tyres that give it its name. Toyota and Isuzu also sell models built by Arctic Trucks, though both use the company’s AT35 conversion – meaning much bigger tyres, wider arches and of course a higher price. To us, the AT32 is better suited to British off-road conditions, which favour narrow tyres, narrow trucks and enough ground clearance rather than loads for the sake of it. The Off-Roader AT32 also has a front diff-lock on the options list, which costs a small fortune but gives it a truly unique level of real-world off-road ability. Inside, the Navara feels convincing from the moment you get aboard, with a properly integrated media screen within
a dash which, despite being fashioned in hard plastics, is pleasingly stylish to look at. The front seats are excellent, but the rear is poor. A tallish adult sitting in the back will have their head pressed into the roof lining, especially if you’ve got the optional sunroof fitted, and knee room is also at a premium if the person in front of you is on the taller side, too. The Navara’s coil springs are less than a revolution but more than a gimmick. They help create what’s arguably the most SUV-like truck on the market, and for off-roading they help make the AT32 a leader in its field. What once seemed like a steep range of prices has now come to look pretty generous next to other manufacturers’, too, with all things considered.
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£20,821-£32,779 163/190bhp 297/332lbf.ft 44.1mpg (combined) 114mph 10.8 seconds 3,500kg 1,047/1,052kg 1,578mm 1,560mm
07/01/2019 19:23
SSANGYONG MUSSO Tested: EX, Saracen, Saracen auto
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sangYong believes the new Musso, which went on sale at the start of last August, could come to account for more than 50% of its entire UK business. That says a lot about the vehicle – whose platform, drivetrain and cabin are shared with the excellent Rexton SUV. The Musso is available in three spec levels, all of them powered by a 2.2-litre turbo diesel-engine producing 181bhp and 295lbf.ft – and all are well-equipped. Even the entry-level EX model, which lists at £19,995 plus VAT, gives you essential luxuries including air-con, 17” alloys, DAB, Bluetooth, electric windows and auto headlamps and wipers. Next up, the Rebel costs £22,495 and adds 18” alloys, faux-leather
seats, heated wheel, heated and cooled front seats and an 8” media system including Apple CarPlay, Android Auto and a rearview camera. At the top of the range, the Saracen costs £24,995 and gives you nappa leather, power adjusted front seats, heated rear seats, cruise control and a 9.2” sat-nav system. Plus, all Mussos come with a seven-year, 150-000-mile warranty. They’ll tow 3500kg, at least with the optional auto box – the manual will only haul 3,200kg, so it’s an aberration that the EX, which is as close as you’ll get to farmer-spec, doesn’t come in auto form. Inside, the cabin will take you by surprise if your expectations of SsangYong are rooted in the past. Material quality is good, and so is build – the dash is solid
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£1,995-£24,995 181bhp 295lbf.ft 35.8mpg (combined) 121mph 3,200/3,500kg 1,050kg 1,300mm 1,500mm
and creak-free, and there’s an impressive array of soft-touch materials as well as controls which are well laid out and very satisfying in operation. The seats are well shaped, with plenty of support, and stowage throughout the front of the cabin is good. Knee room is a little cramped behind a tall driver, however, but travelling in the back is still less of a chore than in many double-cabs. You do need to get used to the clutch on manual models, as it bites pretty sharply, but while it’s not a dynamic revelation it doesn’t do anything to disgrace itself. The same can be said of its coil-sprung rear suspension, which is a little bumpy when running unladen, even by pick-up standards. SsangYong says it’s working on a solution, which when ready will be offered as a retro-fit on early vehicles. The engine pulls hard throughout its rev range, only raising its voice if you leave it too late to change gear on the way up. Once settled at a fast cruise, it’s nicely subdued – though wind noise does take over at this sort of speed. Off-road, that back axle can articulate extremely well, and
there doesn’t appear to be any lack of traction available. One thing you can’t get on the Musso, however, is a locking rear diff, and as always with double-cabs we could see this causing problems when running unladen over uneven ground. Nonetheless, this is a vehicle with real potential. SsangYong has targeted agriculture, construction trades and outdoor professionals as the three big markets in which the Musso will compete – and with that stunning warranty to go with its low purchase price, the Musso certainly has what it takes to be noticed. Residual values are still a worry, all the same. SsangYong GB says it’s working on these, however the main thing standing it the Musso’s way is going to be the mainstream unfamiliarity. There’s still a perception barrier for SsangYong to knock down. To put it another way, badge snobbery stands in its way. But the only way to change that is to make better products – and that’s exactly what the new Musso is. The old one was just a cheap truck: this time, it’s a good truck at a cheap price. But the real headline isn’t about price, but that it’s a very good truck.
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TOYOTA HILUX
Tested: Active, Invincible auto, Invincible X auto
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ixteen million Hilux owners can’t, as they say, be wrong. That’s how many of them Toyota sold in the vehicle’s first half-century, and the current model suggests that the company has every intention of protecting what is one of its crown jewels for just as long into the future, too. In its chassis and body alike, this is the physically strongest Hilux yet. Which is saying something, because strength is perhaps the main thing the vehicle has become famous for. Despite this, Toyota set out to make this Hilux more SUV-like than previous examples. As with the rest of the pick-up market, most UK sales volume goes to top-spec models – and that’s where you have to buy if you want equipment like leather, sat-nav and parking sensors to be part of the package. Even then, there are more convincingly SUV-like onetonners on the market. Build quality throughout the Hilux’s cabin is outstanding, and few trucks do a better job of reassuring you that they’ll still be hanging together after five years of abuse on construction
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sites, but in terms of design there are places where it feels as if it’s straining for effect. We’re not fans of multimedia screens that have been stuck on to the dashboard rather than integrated into it, for example. That’s what you get from the Hilux, and it looks like something from the aftermarket. Toyota is by no means alone in doing this, but there are plenty of other manufacturers who prove that it doesn’t have to be that way. Whether you go to the top of the range or keep it real with the work-spec Active model, the seats are excellent and give a very fine driving position. Those in the back are a little short on knee room, however, if you’re trying to carry a full crew of six-footers. Going back to the rangetopping Invincible X model, something else you get is an auto box. This doesn’t do the engine any favours; the 2.4 D-4D unit, which is standard across the range, delivers 150bhp and 295lbf.ft, the latter from 1600rpm, and it’s willing enough – but when asked to keep an auto box would up on top of everything else, it becomes sluggish towards the top end. That’s why we
preferred the base-spec Active model, whose manual unit has a pleasing mechanical simplicity to it that makes it enjoyable to use. The engine is quite refined the rest of the time, however, with a smoothness that belies the speed you’re able to build up without kicking up a fuss. The Hilux has a 3500kg towing weight these days, and we’d expect it to live up to that very handsomely. Off-road, a low-spec model is definitely the one you want, as 225/70R17 tyres are far better suited to this work than the 265/65R18s you get higher up the range. All models have a locking rear diff as standard, however, so there’s no such thing as a Hilux that can’t hack it. If that’s really what you want a Hilux to do, on the other hand
(or you just want to make a statement on the road), Toyota has in this last year added an AT35 model. Built by Arctic Trucks, this is optimised for off-roading and gains a vast increase in ride height – albeit with the side effect of having a much wider vehicle with big, fat tyres. Like the rest of the Hilux range, this model is free of handling vices and rides well by pick-up standards. We’d always prefer the 2.4 D-4D engine with a manual box, though. As ever, the Hilux is a rock-solid choice. There are areas in which it has rivals which do things better, but it has build quality on its side and isn’t bad at anything, really. It’s safe to say that Toyota is building on its reputation, not just trading on it.
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£19,270-£30,262 148bhp 295lbf.ft 40.4mpg (combined) 106mph 13.2 seconds 3,500kg 1,045kg 1,525mm 1,645mm
07/01/2019 19:23
VOLKSWAGEN AMAROK Tested: 163 Trendline, 224 Highline, 258 Highline
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ince receiving a major facelift two years ago, the Amarok has taken time to grow into this new skin. That’s because the full range of engine and gearbox options took an age to come – but they’re here now with great effect. Volkswagen is frank about always having positioned the Amarok at the premium end of the pick-up market, and the 3.0 V6 TDI engine that came with the aforementioned facelift certainly suits that. It’s available in no less than four power outputs. The new six-speed manual box is available with the lower two of these, which put out 163 and 204bhp, and entry-level Trendline trim. As you move up the range, Highline and top-spec Dark Label trims come in, along with 224 and
258bhp engine outputs. These higher-powered units are offered only in automatic form, though, which has pros and cons. The eight-speed unit is a very smooth one, and it’s mated as standard to a full-time four-wheel drive system, but what you don’t get on these models is low box. This has been a major stumbling block for the Amarok since the 3.0 V6 TDI arrived, but the good news is that manual models do get a proper dual-range transfer case. This transforms it into an off-road vehicle you can actually use; auto models are very agile, but in tight terrain they need to be driven with your foot constantly on the brakes, which isn’t ideal. The Amarok is also available with a locking rear diff, whose £300 price tag is more modest
AT A GLANCE Price Range(minus VAT) Max power Max torque Fuel consumption Top speed 0-62mph Braked trailer Payload Bed length Bed width
£24,510-£34,325 163/204/224/258bhp 332/369/406/428lbf.ft 32.5-34.9mpg (combined) 110-127mph 7.4-9.8 seconds 3,000/3,100kg 1,114kg 1,555mm 1,620mm
than that of the vehicle itself, and with this in place it’ll deliver serious off-road ability. What it won’t deliver is a serious towing weight. Manual models are limited to 3000kg, with auto adding another 100kg on top of that. This seems like a ridiculous aberration, given the importance placed on towing by so many pick-up buyers, especially given the strength and power the Amarok has to offer. That’s a big criticism, but it’s one of the few we’ve got of the Amarok now it offers low range – so it’s a real shame that it’s such a biggie. Rear-seat accommodation isn’t as spacious as the Ford Ranger’s, but it’s better than you get in the Merc X-Class – and the seats in Trendline models seem better shaped to accommodate a passenger’s knees, too. The Amarok feels premium like no other pick-up can honestly match. It’s very well put together using good materials and excellent switchgear, and the multimedia screen is an integral part of the dashboard layout. The conservative but classy cabin design for which VW is known is perfectly suited to it and gladly present. On the road, you’d expect there
to be a lot of difference between the various engines in the range. And for sure, the 258bhp model absolutely flies – open it up on the way down a sliproad and by the time you join the motorway, you’ll be the fastest thing around. It’s superbly smooth and refined while doing this, too – so beggars belief all-round. But don’t expect even the 163 to be slow. Its 332lbf.ft of torque is delivered from a mere 1250rpm, and the result is a huge flexibility of strength which makes it both easy and satisfying to drive. All Amaroks ride well, too, with no apparent differences based on the height of their tyres. There must be situations where models with fulltime four-wheel drive can hold on when manual models can’t, but in even the most searching everyday use we’d challenge you to find one. The way it drives is as premium as the way it feels. Thus, the Amarok justifies its price, in a way some other topend pick-ups struggle to manage. It sits between the X-Class and the rest of the market in terms of price – and while does make it more expensive than a lot of very good rivals, we’d say it’s got the balance pretty much bob-on.
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PICK-UP OF THE YEAR:
ISUZU D-MAX
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suzu have a solid model structure that centres around one truck that remains mechanically identical – barring occasional help from specialists like Arctic Trucks and Pedders – and the fact that said truck supports such a wide range of spec variations and provides practical suitability for many different requirements is well worth commemorating. The D-Max isn’t helped by its
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small engine, whose refinement lets it down. But it still has plenty of grunt, and it’s used to good effect – whatever guise the truck comes in. The AT35 gets the headlines, but in Utility and Utah Huntsman Plus form the D-Max is an almost perfectly focused pick-up. The Utah V-Cross adds an edge of class without trying to hide the workhorse DNA with falsehood and glitzy trinkets. Plus, it’s notably kinder on the bank balance than
direct competition in similar forms. The Huntsman option pack turns a mid-range D-Max Utah model into a vehicle with most of the equipment you need for everyday off-road work or play. A utility top and drawer system give it a winning level of practicality straight out of the box, and it’s well protected both underneath and in the cabin from real-world threats, like tree stumps and muddy or oily boots. Upgrading to Huntsman Plus spec
adds an excellent suspension lift, making the vehicle more capable than ever. It’s not cheap, but for the range of kit you get it shows that Isuzu knows its customers inside out, and it isn’t poor value, either. The D-Max is utilitarian at its core and doesn’t try to disguise it, which is charming and endearing, yet it is still perfectly civilised regardless. And that is why we comfortably chose it as our Pick-up of the Year for 2019.
07/01/2019 19:24
HONOURABLE MENTIONS THE CIVILISED ONE: VOLKSWAGEN AMAROK The new models that have arrived in the last year have propelled the Amarok up the pick-up class. At last, you can get it with the manual gearbox and dual-range transfer case that make the most of its outstanding agility off-road – while at the top of the range, the most powerful version of its glorious 3.0 V6 TDI engine makes it by far the fastest pick-up around. The manual arrived and brought the price range down with it. These both make it much more appealing to a wider market, in terms of price and capability, but the worst towing weight in the class simply rules it out in many cases. But that is the only blot on its record, and if your truck will spend lots of time on the road, the Amarok is the best in that regard bar none.
THE CUSTOMISABLE ONE: FORD RANGER As with many Fords of all shapes and sizes, the Ranger is well catered for on the aftermarket. Whether that’s chipping either of the engine options, getting it kitted out for more off-road work or adding any manner of bodywork or styling upgrades, you’ll have a positively tough decision. This, in part, is why it is so popular with coachbuilders and modders alike, with many owners replicating the F150 Raptor with their Rangers. Whilst Ford are doing this themselves, it won’t be able to cut it as a CV, whereas this Ranger out the box, is as good an all-rounder as you’ll get. Plus, it’s a handsome brute out of the box, although if you want to bling it up a bit or make it your own, it can easily become a machine that looks as mean as it is useful.
THE NO-NONSENSE ONE: SSANGYONG MUSSO We expected the new Musso to be a quantum leap forward from the less-than inspiring old model, and that’s exactly what it is. Sitting on the framework of the very capable Rexton, which itself was new this time last year, puts it on the front foot from the kick-off, and as a result it has arguably the most SUV-like cabin in the business. It’s also a resolute work truck, with carrying and towing capacities talking the talk, plus it comes with an industry-leading 7-year, 150,000mile warranty. Its price is not as far below the others as it used to be, and depreciation will continue to be a concern until public perception catches up, but the Musso is still an unassailable amount of quality truck for the price.
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W I N N E R
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THE AWARD WINNING ISUZU D-MAX
QUITE CLEARLY, IT JUST WORKS
CALL 03303 335126 OR VISIT ISUZU.CO.UK TO BOOK A TEST DRIVE #Over 40 MPG figure applies to manual transmission models. MPG figures are official EU test figures for comparative purposes and may not reflect real driving results. Official fuel figures for the Isuzu D-Max range in MPG (l/100km): Urban 30.4 - 38.7 (9.3 - 7.3). Extra Urban 40.9 - 50.4 (6.9 - 5.6). Combined 36.2 - 45.6 (7.8 - 6.2). CO2 emissions 163 - 205g/km. For full details please contact your local Isuzu dealer or visit isuzu.co.uk *3.5 tonne towing applies to all 4x4 models. **125,000 miles/5 year (whichever comes first) warranty applies to all new Isuzu D-Max models. Terms and conditions apply. Visit isuzu.co.uk
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ON TEST
SUZUKI JIMNY SZ5
We put the hotly anticipated dinky off-roader to the test, and fully fall for it. WORDS AND PICTURES: ALAN KIDD
T
The new Jimny has created quite a buzz since it was revealed – we’ve certainly given it plenty of page time – but now we’ve lived with one for a week we know it rather well. It’s infectious and unerringly endearing, and thusly we spent a lot of time in it. So here’s what it’s really like. We’ll start with the bad things about it. Don’t blink, though – this bit will be over faster than you can say ‘I want one’. First, the paint finish is terrible. It looks fine from the outside, but under the bonnet it fades off to the point where, by the time you get to the bulkhead, you’re looking at pure body-in-white. There’s overspray in places, too. If this weren’t a new car, we’d have had ringer alarms sounding loud and clear. It’s one of the very few areas in which you can see that they’d done it on the cheap. Secondly, the seats could do with more support under your shoulders. They’re okay, but that would make them better. The fabric in which they’re trimmed doesn’t feel very long-lasting, either. Third, the pedals are positioned a bit oddly, with a huge gap between the clutch and brake and a tiny one between the brake and throttle – which in turn is right up against the wall of the footwell. This is presumably so you can brace the side of your foot while being bounced around by the terrain, but it means that until you get used to it, you can find yourself pressing the wrong pedal. But you’ll want to drive it that much that you’ll soon get to grips with it. Fourth? There is no fourth. It’s not what you’d call a comprehensive list of black marks. Not much of a case there, at any rate, for any of the seemingly infinite people who’ve been raving about the Jimny on social media since they first saw a picture of it to lose interest in it. And boy, have they been raving.
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ON TEST
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We’ve seen the odd grumpy retort from people who think they’re clever because they remember a thing called the Suzuki LJ, and the Jimny looks a bit like a modern copy of it, but it’s overwhelming: we all want one. Even the journalists on the press launch all wanted one. And most of Japan wants one, too, with a waiting list which, based on early production volumes, at one point was four years. What’s the formula behind this extraordinary popularity? The Jimny’s looks have a great deal to do with it, of course – but so, we think, is the fact that Suzuki hasn’t tried to fix what wasn’t broke. It still has a ladder chassis, beam axles at both ends and a part-time transfer case that’s operated by a lever – not a button. It’s still a wholeheartedly mechanical 4x4 – and it still comes at a price that makes every one of its rivals look like a cloud floating in the sky. The entry-level SZ4 model costs £15,499, while the SZ5 is £17,999 or £18,999 with an auto box. It’s difficult to call the Jimny a lot of car for your money – because there’s not a lot of it. But it’s definitely a lot of off-road ability for your money. And there’s an absolute shedload of charm.
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CABIN AND PRACTICALITY
For such a compromised dayto-day vehicle to achieve such immense popularity speaks volumes for its ability to make people’s hearts rule their heads. Either that or it’s not really as compromised as you’d expect. It’s certainly not as cramped as you’d think, especially if you’re going on what the old Jimny
was like. It’s not stretch-outand-burp spacious, but two big blokes can sit in the front without any awkward personal space issues cropping up. It’s definitely roomier than a Defender, which isn’t exactly difficult but is impressive given the dimensions of the Suzuki. The view from the driver’s seat is good, with a nice, high position that gives you as commanding a view as is possible from such
a small truck. You don’t tower over traffic the way you do in a Land Cruiser, but you certainly don’t feel invisible either. As aforementioned, the seat itself isn’t as supportive as we’d like, but it’s not a backache special and having done seven hours in it in the course of a single day, we wouldn’t hesitate to do it again. The dashboard is made from hard plastics, which is more appropriate than cheap. And
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they certainly don’t feel cheap, either – it’s all stout and dense, with solid build throughout and good, chunky controls. There’s a smallish media screen which is mounted in a console protruding out from the upper facia, making it look acceptably like it’s meant to be there; it’s not the best of its kind for the clarity of its graphics and interface alike, but it does the job smartly enough and lets you connect your phone through Apple CarPlay and so on. We should add that the media system is standard only on the SZ5 model. So too, among other goodies, are alloys, LED headlights, climate control and heated front seats, all of which add up to a pretty well loaded Jimny. Even the SZ4, however, gives you air-con, cruise control, DAB radio, Bluetooth connectivity and front fog lamps. Which is a lot more than any version of the old Jimny could muster. This model doesn’t offer the option of an auto box, however, and it has a restricted range of paint colours, but we can certainly imagine Suzuki devotees
seeing it as the one to go for. In fact, one of Britain’s best-known devotees has done just that, and you’ll see the results in these pages a few issues down the line. Getting back to the cabin, the rear seats are predictably short on leg room. There are double-cabs with less, but don’t expect to get comfortable unless you’re either enviably young or enviably petite. For cargo carrying, the boot
space behind the rear seats is eye-openingly small. There’s a lift-up panel for access to a couple of bins beneath the floor, but you still needn’t expect to get much in there – an average visit to the supermarket, or enough recovery gear to get you out of most situations off-road, but even then you’ll have to load carefully to avoid either crushing your eggs or getting a snatch block on your toe when you open the back door. Talking of the back door, when it opens it reveals a really big, square aperture posing almost no obstructions to getting bulky items on board. And when the back seats are folded down, they leave a flat floor with a hard, smooth surface which means the Jimny is actually quite a spectacular proposition as a miniature van. It’s a bit all-ornothing, but if you’re in a position where you can run it as a twoseater plus cargo space the space behind you is very usable indeed. To this end, it may be worth noting that an aftermarket van conversion is due to become available in the first quarter of 2019 – and that you’ll be able to claim your VAT back on it and/or run it as a commercial vehicle for income tax purposes. Watch this space, as they say…
DRIVING
If you believe some of the stuff that’s been said about the Jimny by the mainstream motoring press, you’d be forgiven for thinking it’s like driving an old Series II Land Rover on the road. We’ve become used to disagreeing
with others in the motoring media when it comes to off-road vehicles, and this is no different. Around town, the Jimny is not slow. Its engine revs away happily, and its transmission whines in a sound-deadening-is-for-sissies kind of a way, but while there’s no great shove of torque it’ll still pick up its skirts without the need for any extravagant downshifts. When you do need to change gear, the box is light and precise. Naturally, it doesn’t glide around like a Range Rover. You hear the drivetrain and you feel the bumps, but you don’t need to get upset about it. The suspension draws the sting, even if the body’s being jostled around; it’s uncouth, maybe, but absolutely not loutish. It’s fun to steer, too, with the feeling of a direct mechanical connection to the ground. People who’d sooner be driving a hot hatch might point to a lack of feedback, but there’s certainly no shortage of feel – and once you’re used to it, you can chuck it around corners with complete confidence. This translates into a performance on A and B-roads that’s lively, vigorous and full of fun. No, it’s not fast, and when there’s a mobile chicane to get past you need a lot of road and at least one cog drop to wind it up for a heroic overtake, but the good news is that makes 50mph absolutely hilarious. Just as it romps around joyously in town, it leans from side to side in fast corners with the sort of seat-ofyour-pants verve it is very difficult to experience without breaking the law.
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Being part-time four-wheel drive, you could lose the tail end if you really give it death, but that doesn’t compromise its chuckability one bit – even on wet roads. It has been slagged off for lacking grip at the ragged edge, but we’d gently suggest that it’s on beam axles and high-profile tyres for a reason. Guess what? If you try to drive it like a racer it won’t be happy. Guess what else? If you try to drive it like a racer you are wildly missing the point. On the motorway, we expected it to be breathless, unstable and deafening. It’s none of those things. For sure, the engine is spinning away by the time you reach a real-world cruising speed (by which we mean a bit more than a slavishly obedient 70), and there will be times where you wish for a sixth gear, but even then it’s entirely possible to have a normal conversation. You’re not shouting, not straining to hear or be heard,
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and we say that after seven continuous hours on board. You don’t need to be making constant adjustments to the steering, either, and while the ride isn’t silky smooth it’s certainly not harsh. With the cruise control set and the stereo doing its thing (it’s adequate, but won’t blow your windows out), you could drive all day with no concerns.
OFF-ROAD
The foregoing should be reassuring to everyone who fancies a Jimny because it’s a cool car. But the point is that it’s made for off-road use – and we’ve found that even on standard tyres, its ability to keep going in really nasty conditions is exceptional. We’re not talking about bottomless mud, which is just a test of your tread pattern; this was in a quarry with firm ground hidden beneath a top two or three inches of saturated clay mud.
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ON TEST In these conditions, which are typical in Britain, you want tyres about you that are lean – and the 195/80R15s that come as standard are just that. With its light weight and foursquare stance, the Jimny is easy to place on the ground. Its small proportions mean it tends not to fall into ruts created by Land Rovers, too, which is good news as clearance beneath the axles isn’t huge. What’s really noticeable, though, is just how tractable it is – not just at romping up hills with your foot to the floor, but at keeping moving, often at a snail’s pace, over ground which seems completely devoid of friction. We’d like it if Suzuki were to put a locker in the rear axle, however. At times, when approaching the limits of articulation, we found that it would start spinning opposite wheels a little early, we’d guess as a result of its light weight. Those limits are about where you’d expect; the beam axles have enough travel to pass muster, though the real benefit they bring is in how easy they’ll make it to fit
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a suspension lift. With the bigger tyres this will allow, we’d imagine you’ll use low first more or less exclusively off-road. As it is, the Jimny’s gearing is perhaps a trace on the high side; we were able to use second for general tooling about without it feeling over-geared, but hill descent control is fitted as standard and we can imagine it being pressed into service.
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Certainly, if you’re an old hand at the Suzuki game, you’ll know all about Rock Lobster transfer box conversions, which allow for a much deeper range of ratios in low box, and we don’t see the new model doing anything to put an end to demand for these. Even as standard, however, you’ll be able to reach a lot of places in a Jimny. With nothing more radical than a set of mud-terrains, it will
perform remarkably well offroad – we can picture it providing an excellent form of personal transport for people working in the estates or agricultural sectors (which Suzuki says is exactly what it’s built for), and if you want to wipe the floor with all comers in an FVT trial there could be no better vehicle to turn up in. This is a seriously agile, amazingly tractable and very manoeuvrable
vehicle whose out-of-the-box abilities are sky-high and whose potential is almost limitless.
VERDICT
The new Jimny is every bit as good as it looks. And it looks amazing. It’s well made, generously equipped and more practical than you’d give it credit for – and it’s an absolutely castiron prospect as an everyday
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drive, just so long as you get what it’s about. It should go without saying that it’s in its element off-road – and it really is. But that doesn’t come at the expense of on-road manners the way people seem to assume it does. What’s most remarkable about the new Jimny is that it’s not just good in the areas in which it’s built to specialise – it’s a sound performer in almost every way,
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and one which absolutely deserves the star treatment it’s being given by Britain’s 4x4 fans. If you’re in the market for a new workhorse, and rather than needing to haul and tow huge masses you need to get yourself and a boot’s worth of gear to somewhere hard to reach – there is no reason to look elsewhere. Choosing a one-tonne pick-up in that situation is taking a gun to a knife fight.
AT A GLANCE Base price £14,129 + VAT Price as tested (OTR) £17,999 Fuel economy 45.6 mpg (combined) Emissions 154g/km Cargo space (seats up) 85 litres Cargo space (seats down) 830 litres Gross vehicle weight 1,435kg Warranty 36 months /60,000 miles
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EXHIBITORS INCLUDE 4X4 MANUFACTURERS | PICK-UP MANUFACTURERS | 4X4 CAR DEALERSHIPS | PICK-UP TRUCK DEALERSHIPS | HARD TOP MANUFACTURERS AND WHOLESALERS | SUSPENSION MANUFACTURERS / WHOLESALERS | SUSPENSION BUSHES | WHEEL MANUFACTURERS AND WHOLESALERS | TYRE MANUFACTURERS AND WHOLESALERS | TOOLS | LIGHTING | UNDERBODY PROTECTION | WINCHES | BRAKES | OFF ROAD EQUIPMENT | TOWING AND TRAILER MANUFACTURERS | ONBOARD STORAGE SOLUTIONS | ROOF RACKS | ROLL CAGES | SEATS AND TRIM UPGRADES | PERFORMANCE EQUIPMENT | SOUND PROOFING | ENGINE OILS AND LUBRICANTS | SERVICING | GARAGE UPGRADES | CUSTOM VEHICLE BUILDERS | OVERLAND EQUIPMENT | COMMERCIAL AND PERSONAL INSURANCE
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BUYING USED
FORD RANGER: 1999-2006 Marginally more accommodating than it’s Japanese cousin, Ford’s debut in the European pick-up market wasn’t the most civilised truck in the field, but they can still offer plenty as a secondhand workhorse WORDS: GEORGE DOVE, PICTURES: STEVE TAYLOR
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W
hen it came along a fraction before the new millennium, the Ford Ranger was seen as a haphazard attempt at joining a growing market for the lifestyle pick-up. However, it simply takes a closer look and what you’ve actually got is a truck that is set up to put in a shift – happily. Dig beneath the surface and the Ranger was a blue-collar working vehicle that had luxury trims not comprehensive enough to hide its true identity. It came into fruition as a joint project with Mazda that also spurned the B-Series trucks (see this section of the November 2018 issue), with the Ranger coming out of the deal as the better furnished and higher spec’d trucks on the same platform – which means there are many more Fords on the used market than there are Mazdas. They won’t be quite as well represented as the contemporary Mitsubishi L200, but nonetheless you shall not be left wanting in terms of choice.
INTERIOR
The interior in the Ranger was more upmarket than the Mazda counterpart, hence it being, however relevantly, banded into the lifestyle bracket. As with buying any used doublecab, the Ranger will likely have been used, at least in part, as a workmate of a builder or farmer – probably as a family run around,
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too. This means it may well have taken a battering of sorts, so when looking at a second-hand Ranger, be sure to keep an eye out for signs of misuse. There will be examples out there that have been cared for more than adequately, though, so don’t be afraid to turn down an otherwise commendable truck if you aren’t sold on the state of the interior. One way the Ranger hasn’t aged too well is the quality of the interior trim. Whilst it was tough and hardbearing, that doesn’t necessarily mean that it will stand the test of time. Ensure that you keep tabs on the rigidity of some of the fitments, as they may come loose. On the B-pillar, the plastic sheaths around the exit for the front seatbelts, has been known to come away from its mounts. If they do this, they’ll flap around near the front headrests, obscure peripheral vision and perhaps even hit the driver in the head. Centrally on the dashboard, the soft-touch plastic is particularly prone to marking. Something that if it has been used commercially will have had plenty of opportunity to get marked by mucky work boots and tools et al. The texture of the plastics can be difficult to scrub stains out of, and scratches and scuffs are nigh on impossible to rectify. Now this one may be annoying to those on the road a fair bit. The front cup holders in this generation Ranger are small. They do hold cups, but your generic service station coffee – whichever tribe you’re aligned to – is likely to be a rather snug fit at best. Look out for coffee stains on the carpet and dash, but more importantly
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milk – as if that gets old no air freshener will do a good enough job at covering it up. But, should you grab yourself a smart and well-tacked example, the design isn’t all that bad – albeit a heavy-handed reference to the red-neck image it had gained. Having said that, once you look past the statement of the design, you see a sturdy interior with well positioned and good to use switchgear. Leather or cloth seats are comfortable and supportive – at least they were when brand spank – which goes a long way in utilitarian machinery.
DRIVING
The first Ranger to come over to Europe wasn’t the most enjoyable of trucks to drive in comparison to its contemporaries. For driver and passenger alike. The rear leaf springs are equipped to carry a hefty 1-tonne payload, and when unladen this can result in a rough ride. But like many trucks the handling and ride improve when loaded. Not ideal, but if you store a bag of cement mix (other weighty stalwarts are available) in the truck bed you’ll go a long way to offsetting the bouncy rear for the day-to-day pottering about. The 2.5-litre turbo diesel power source provides 107bhp and believe it or not it isn’t a speed machine. Its figures are comparable to others in its class from the same era, and when it comes to cruising comfortably the Ranger is competitive when judged beside its rivals. There are a few genuinely sour points when it comes to living with a Ranger of this ilk, but depending on your outlook they could be
either major or minor. Firstly, the rear bumper protrudes a fair few inches from the tailgate, which can make parking difficult and tricky – it may well take numerous adjustments to fit the truck into a spot. However, if you think this may be an issue, you can rectify it with the parking sensors that come with the Thunder model, and you’ll be getting much more kit with this top speccer, too. Another issue on the road is the gearbox. It’s designed for towing, so if this is what you need the truck for then great. But if it isn’t, then you may grow tired of the short ratios between gears. As a family bus this makes it less comfortable, but if you’re going to be pulling a caravan, horsebox etc then it could be absolutely ideal. The fuel economy isn’t brilliant, but nor is it shocking. On a mixed run you can expect to average figures in the low-thirties, with digits dropping into the twenties for stop-start traffic and possibly into the teens when towing.
RELIABILITY
The Ranger doesn’t have a reputation for being unreliable, and if you do have issues, being a Ford, spare and replacement parts shouldn’t be tasking to source out at all. However, unlike most Blue Oval vehicles, the Ranger doesn’t come with the added bonus of having competitively cheap replacement parts, with the truck’s prices on a par with more expensive Japanese counterparts Servicing could be an irritant however, with the intervals set at 6,000 miles or every twelve months. Compare this to almost double the distance between oil changes and almost triple between services of a similar era Hilux and you’ll start to feel like the local garage is your second home.
VERDICT
With all things considered, the old Ford Rangers are fantastic value. They aren’t the best outright used trucks you can buy from this
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time period, but it is competitive in all aspects and proved popular – meaning there are loads of options on the used marketplace. Many examples on offer are top-spec Thunder models, too, so you’ll likely be able to find a more comfortable version that suits your needs and budget. There’s not too much difference in price between an example with 130k on the clock in comparison to one
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with 80-odd, and there appears to be no major premium for one with full or part service historyIf you are looking for a truck that has solid working credentials and aren’t too bothered about the on-road habits, then you should have little hesitation in picking one up. Even if it’s going to double as a family wagon, higher spec XLT or Thunder trims will make things less work-focused.
THE FIGURES Target price (high mileage) £4,000 Target price (low mileage) £7,000 Fuel consumption 32.8/34.9mpg (combined) Power 134/175bhp Torque 231lbf.ft @ 2,000rpm Payload 1,000kg Braked trailer 2,700kg
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SPECIAL REQUIREMENTS Paul Stokes has always liked things a little different, and his Land Rover most is certainly different… WORDS AND PICTURES: MIKE TROTT NOT FAR FROM where I live, I recently saw an unusual Defender parked up outside a garden centre that also has a number of other businesses based on site. Among these is a pet store – a place where I bought my first and only rabbit to date. This is irrelevant information. But what is relevant is another business called Garden Village Welding. It’s this business that links us to the strange Defender I saw, but also to the man who connects the two entities. His name is Paul Stokes and he’s a steel fabricator. That means he’s one of those guys who can look at a Defender and instantly feel at home, knowing that he can probably maintain, repair and customise the vehicle single-handedly using the expertise from his daily trade. Paul works on all sorts of projects – some stuff you wouldn’t be surprised by and some
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stuff you would. It’s clear that fabricators get all sorts of requests coming through their door. Carrying out repairs and other jobs on cars is nothing extraordinary for Paul, but when it comes to playing with a full-size, working snowplough, you can understand why he becomes a little more enthusiastic. ‘I’m not just into Land Rovers,’ explains Paul, ‘I love vehicles that are a bit out of the ordinary. This has a self-confidence about it.’ Being bright yellow means it can’t afford to be shy. The vibrant paintwork isn’t necessarily what first catches your eye, though. At the front, reminiscent of a screenshot taken straight from a TRANSFORMERS film, a large structure juts out from the standard Defender grille, with flashing lights and some promise of action. It’s another bright frame – only this time an orange snowplough.
The backstory that accompanies the vehicle goes like this. Originally, this Defender was the property of Wiltshire County Council. This is a 2006 late-Td5 model that has now covered 151,000 miles and you already know how many of those miles will have been spent. Pushing snow at the one end is just half of the duties this Land Rover will have been assigned to.
On the back, there’s a tipper with suitable loadspace to carry grit and other materials needed to clear the highways of Britain. ‘The conversion was done by Brit-Tipp, a real specialist in commercial body conversions,’ says Paul. ‘We’ve done some work to the vehicle ourselves since it arrived, with the subframe being shot blasted along with the wheels. The tank had to
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come off so we could spray the tray and we’ve used a two pack polyurethane primer from Black Country Paints – they know what they’re doing over there. ‘That’s what I love about this machine: it’s stuff that you can get into and you can get at all the components. It all bolts together and if it doesn’t unbolt, you just get an angle grinder out!’ If you were once a young lad stepping out of the house on a cold, snowy morning in Wiltshire and were greeted with this snowplough slowly passing by as you attempted to head to school, your heart rate will have definitely been affected. The lights alone are enough to get you jumping up and down like you’ve just woken up on your seventh birthday. There are two full sets of headlights, safety beacons and custom lights that have now been added to the rear crossmember and LED blinkers just so you’re dazzled for that bit longer. This is exactly the type of thing people go on about when
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they say, ‘big boys’ toys’. ‘It’s got that whole man-powertool-thing about it – it even has it’s own start procedure!’ laughs Paul. ‘This Defender, like all of them, they almost ask you to look after them. In this I’ll drive 30 seconds and then it’ll beep or make some sort of noise just to let you know it’s happy!’ No wonder owners past and present end up getting attached – they have a personality, something more modern cars can lack. Could you ever imagine calling a Defender clinical? Ha! The only clinical thing about it is when it’s being used as an ambulance! Get this for a story… ‘I grew up in a house where we had Land Rovers,’ Paul reminisces while the snowplough’s beacons intermittently flood his face with light. ‘I remember one particular time from when I was younger when there was one Land Rover wedged under a pile of manure, it still worked but the windscreen and front end was about the only part of it you could make out! It
just goes to show you can bury one in 20-year-old manure and it will still work,’ chuckles Paul. That’s what Paul loves about these machines. No, not when they’re covered in manure, but the sheer tenacity of them and the fact they will refuse to give up, even if you have. Why do you think Wiltshire
County Council turned to the Defender to help with keeping their roads open, even in the harshest of winters? When things aren’t looking great, it’s vehicles like these, with hard-work at their core, that can really make a difference. Especially if we have another late snowy onslaught like last year…
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TRAINING
YORKSHIRE OUTDOORS
Intuitive training from experienced and qualified staff for individuals and teams alike
YOU MAY REMEMBER that we ran a piece on the off-road driver training offered by the experienced team at Yorkshire Outdoors and were massively impressed by not only their facilities but the delivery of their off-road crash course. If you remember the article, you’ll agree that crash course isn’t really the right term to use, but the session we undertook was the entry course offered by the Thirsk-based outfit. But there’s much more that they can teach you – much more indeed. ‘The basic training is really just an intro into off-roading,’ says Vince Murray, who takes the lead on Yorkshire Outdoors’ focussed training. ‘It’s teaching about general awareness, a bit on the technology involved and covering basic obstacles.’ The philosophy behind this is that the drivers will not only be experiencing driving off-piste but understanding it, too – all the while being monitored by Vince, who gauges the pupil’s confidence and competency so he can tailor the tuition to them. And this is important. ‘One of the key things to learn is
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that you have to work out whether A the vehicle can do it, and B if you can do it,’ explains Vince. ‘This is something that you learn through practice and understanding that I try to pass on.’ From an introductory blast, the training offered by Yorkshire Outdoors runs on through four levels – a lasting a day longer than the last – giving more time for the instructor’s expertise to be absorbed and put into practice out on the wonderful course, whilst the pupil receives an in-house qualification upon successful completion. Levels one to four will see the pupils undergo increasingly difficult and technically demanding exercises, where they have to apply the data they have absorbed. This starts out with climbing the ups and downs of the terrain offered by Yorkshire Outdoors, whilst coming to grips with how to use the tricky terrain to remain stable and safe. Add in another day and much of the same in practice but adding in how to identify and avoid troublesome ground whilst being briefed on the
issues of night driving and adverse weather conditions. ‘The first two days are very similar,’ explains Vince. ‘What is key is that you become more used to it and more natural, which is only a good thing. Every time I take someone out there I become a better instructor, and each time you drive off-road you become a better off-road driver.’ ‘The Level 3 Advanced Qualification is much more in depth, as pupils are more comfortable by this point. This course is aimed more at companies and professionals who need, rather than want, to drive off-road. So here we cover every aspect of cross-country driving, which involves not just the truck itself but winching and recovery techniques and how to handle yourself with a trailer attached. We also cover vehicle maintenance and safety inspections.’ As many of these courses will be undertaken by those working in forestry or agriculture, the package offered by Yorkshire Outdoors also includes a refresher course for drivers, redeemable at six or
twelve months – whenever their company’s safety policy mandates. But if that still isn’t enough, the fourth and final stage offered by Vince includes another full day onsite, recapping and really locking in everything you’ve learned – plus an additional half-day spent training a new driver to gain full instructor status. ‘Once someone has completed the Level 4 training the idea is that I’ve taught them everything I know,’ states Vince. ‘They won’t be as experienced, obviously, but they’ve had full LANTRA approved training and they’re well set to start building that experience.’ For companies that require widespread training for multiple colleagues, the team at Yorkshire Outdoors also offer Large Group Training. Be it for a large fleet of servicers or required for a full team before securing an all-important contract, they are equipped with a fleet of knowledgeable and experienced training staff. But for those of you who are already schooled in the art of off-road driving, the recreational activities offered at Yorkshire Outdoors pose an ideal company day out. Aside from their Land Rover Defender and Jeep Wrangler – which you can take for a spin – they also offer the chance to get down and dirty on Segways or quad bikes and also try your hand at clay pigeon shooting and archery. ‘We aim to offer an excellent experience, whatever service the customer wants,’ shares Richard Fawcett, founder and Managing Director of Yorkshire Outdoors. ‘Whether it’s a corporate booking or a stag do. All of our customers are just as important to us at three in the afternoon as they are at nine in the morning.’ So you can rest assured, that whether you pay them a visit to learn or to let loose, you’re in safe, capable and welcoming hands at Yorkshire Outdoors.
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PRODUCTS
TECH STRAIGHT FROM THE BUSH Bushtech canopies to fit UK’s best trucks ‘BUILT IN AFRICA TO TAKE ON THE WORLD.’ That’s Bushtech’s proud claim about its aluminium canopies, which are available in the UK to fit a wide range of onetonne pick-ups. Bushtech says its focus is to ‘deliver a superior product to the 4x4, outdoor leisure and commercial sectors, while offering the best customer service and knowledgeable advice for all your outdoor activity needs.’ Brought to the UK by APB Trading Ltd, the canopies are currently available for all of the mainstream players in the UK market, including the Isuzu D-Max, our freshly crowned Pickup of the Year! ‘Africa will either make you or break you,’ says Bushtech. ‘For any outdoor enthusiast, Africa makes for the perfect environment to test out a 4x4. That is why Bushtech Aluminium Canopies are designed and manufactured in South Africa – putting our products to the test, to ultimately be the best. ‘As avid overlanding enthusiasts, we understand the importance of having a product that you can trust to work for years to come. After more than 25 years in the 4x4 and motor vehicle industry, we
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saw a niche in the market to create a one of a kind, customisable aluminium canopy that is easy to use for those everyday activities and fully kitted out for overland trips, without compromising space and functionality.’ The company states a level of strength for its canopies that it says is unbeatable. As if to prove the point, it’s released a rather eyeopening video in which a Land Cruiser on a four-poster is lowered on to one of them – whose flip-up side and end doors all still open perfectly even with this much weight trying to distort the unit. So, why go with aluminium rather than the more traditional moulded options? Bushtech has a whole host of reasons… Strength: • Bushtech Aluminium Canopies are stronger and more durable than their fibreglass counterparts • The roof part of the canopy’s design has been weight tested to 2.5 tonnes, thanks in part to a custom suspension base rubber which has been specifically designed to cope with heavy loads and chassis movement and to dampen vibrations
• A strong UV-stabilised, powdercoated frame and doors are standard features on all conopies. These are more durable than twopack paints and are available in a range of colours • The Bushtech Aluminium Canopy’s doors have a specialised reinforced bracing to prevent flexing, and open on high-quality gas struts • Automotive sealing rubber is placed on the doors rather than the frame – this helps protect them from getting damaged by moments of clumsiness during loading and unloading • The increased strength brings better longevity over that of a fibreglass canopy • A Bushtech Aluminium Canopy is designed for safety and security – it can act as a roll bar if your vehicle rolls, keeping the passengers in the cab safer than they would be with a Fibreglass canopy • The weight of a Bushtech Aluminium Canopy is around 70kg Usability: • Practical side doors allow for easier access when unloading and loading your pick-up
• The Bushtech Aluminium Canopy is extremely versatile. Its unique subframe design allows for the mounting of false floors, and there’s a wide range of multiple accessories available which clip easily into position • Useful for a variety of applications, including those working as electricians, plumbers and farmers, plus outdoor activities such as offroading and overlanding • Side cupboards, tables and other storage accessories are added and removed quickly and easily without drilling. • All accessories can can simply be clipped into place. In minutes, you can go from an empty canopy to a canopy full of all your gear • Reinforced, slotted roof bars allow users to suspend multiple attachments from the roof of the canopy using a standard M8 bolt • A uniquely designed roof rail is a standard feature on the canopies, facilitating M8 bolt head or standard cargo loop attachments to be used when fitting roof racks, roof top tents and cross bars Water and dust proof: • The Bushtech Aluminium Canopy comes equipped with a pressure equalising vent to neutralise any negative pressure in the rear of the load box, helping to keep dust out • Seamless waterproof and dustproof continuous hinges prevent water and dust from entering the canopy when the doors are opened As well as the canopies, APB offers a wide range of Bushtech accessories that are sure to make your truck even better. These include shelves and cupboards, roof rails, dust guards and jerry can holders. Prices for these items vary, as they do for the canopies themselves. But they compare well with the other options – which, given Bushtech’s claims of the units’ strength, makes them more than worth a look. To do that, visit www.expedition-equipment.com, or call 01299 250174, where APB’s staff will be happy to discuss your specific requirements.
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SELF CONTROL
Airride puts your suspension setup under your management Air suspension is something that can add another dimension to a truck and if this is something you’ve done to your truck, or are thinking of doing, it may be worth brushing up on air management and exactly what it is. Air management is, essentially, the way you control your air suspension system. There are several different management options to choose from, but what you’ll get from each and every one of them is the ability to control your suspension setup. There are four main management options available for pick-ups. The first and most basic form of management is a Schrader valve kit. This acts like a standard tyre valve and can be used to inflate your air bags at either a petrol station or local garage. With a Schrader valve kit, your air isn’t being generated on board with a compressor, so you need to make sure you regularly top up your bags manually to maintain performance and protect your
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truck and its suspension. The second option is a manual paddle control system. With this, you control the air using two or four different paddles depending on whether you have air bags on just the rear or both axles, filling or emptying the bags to move the ride up or down. These kits do include a compressor, so you don’t need to fill up the air bags yourself. A solenoid system works in the same way as manual paddle control, but it works more quickly and takes up less space on your dashboard. It will, however, take up more space in the boot or under the bonnet. Solenoid systems are also easier to install than the manual paddle system, plus they’re electrical which gives you the option to use an electric remote, rather than just the paddles. Last – but by no means least – is the digital computer controller. Not only is this the easiest option to install, it also has up to five programmable pre-sets, which will allow you to instantly alter
your ride height depending on the load. These systems can also automatically adjust your height according to the road conditions. If you have a kit that is compatible, which many are, you can also manage the air levels of your suspension using a corresponding mobile phone app. The computer system is perfect if you need to alter your height on the move and is also great for custom-built pickups that you’d want to slam for shows but raise for normal driving with one touch. Air management is available with a load-support kit – two bags fitted to the rear in addition to your original springs – or with a full-air kit which consists of two or four bags and no supporting springs. If you have a load-support kit, air management can help with loading the vehicle by lifting or lowering its height, and it can adjust the pressure in the bags so your ride height remains consistent regardless of load. Also, if you were looking to attach a
trailer, the ability to pump your bags with a little more air would also offer a more comfortable, stable and safer ride. If your pick-up or 4x4 ever ventures off-road your air management can really come into its own. Because of the computer system’s ability to automatically adjust your height, any unexpected bumps will be ironed out and be much less of an ordeal. It won’t quite be like driving on tarmac, obviously, but it will certainly help. Air management can be fitted to any vehicle and is great if you already have air suspension and are looking to get that bit more performance from your truck. A system with management functionality always guarantees you the best suspension at any time. It gives you the ability to optimise your air for your current load and needs, meaning you always get the smoothest, safest ride possible with your air suspension setup.
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PRODUCTS
COVERED ON ALL FRONTS Davanti launches its first all-terrain tyre – your ideal partner for any surface
Tyres on agricultural vehicles face higher demands than many other sets of rubber. They need to be able to put power down to maximise pulling strength in the pasture but without causing excess damage to the ground. They’re also required to handle rocky hillside terrain where flocks roam, offer predictable control on extremely wet grassy or muddy terrain and be a safe, comfortable on-road tyre when you need to make tracks on the open road. This is exactly what Davanti’s first all-terrain tyre, Terratoura, has set out to offer. In extreme testing across Europe, Terratoura has been pushed to the limits by Davanti engineers. Powerful, progressive bite and grip that delivers reliable traction in adverse conditions is coupled with low noise and exceptional ride comfort for an AT tyre that is a true all-rounder. Immediately joining the elite club of AT tyres carrying the Three Peak Mountain Snowflake accreditation mark, Terratoura can legally run
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all year round in most countries across Europe, eliminating the need to switch to winter tyres. ‘Our aim was to create an allterrain tyre which would establish itself as the dependable, hardworking, great value option for pick-ups used in agricultural work,’ said Davanti Product Manager Gary Cross. ‘All-terrain is a very specialist market and we have always been respectful of the need to ensure that anything we offer the sector needs to do more than we could ever imagine. ‘AT tyres are the backbone of agriculture across the world and are applied in any number of extreme situations so if you create one, it needs to deliver the goods time and again, whatever is asked of it. ‘With Terratoura, we’ve delivered that in a product which offers premium performance without a premium cost.’ Allowing the Terratoura to achieve such impressive results are the host of technical features
engineered into the design of the tread. The five-rib pattern is designed to excel both on and off the road, along with grip and performance in all conditions. A pair of longitudinal grooves run
the circumference of the tyre, which deal with water expulsion and help grip in the wet, whilst the wide shoulder grooves do the same for loose surfaces, such as sand, gravel and dust. The compound of the rubber is tailored to provide durability to cope with the rigors of offroad driving, whilst the 3-Peak Mountain Snowflake certification means you can count on it in those cold conditions. Support bars in the tread design offer an assured performance on the road and also keep road noise down, and the main carcass of the tyre is optimised for off-road usage, with reinforced polyester cords improving load capacity and also making it tougher and more resistant to damage. Two steel belts offer more reliable and balanced load distribution and avoid uneven tread wear. The Terratoura has been available in the UK since September, and is ideal for allround working vehicles. For more information on the first all-terrain tyre from Davanti, visit their website, www.davanti-tyres.com, and find your nearest stockiest and full sizing information.
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PRODUCTS
FORGING A DEAL
Siliconhoses.com is the place for your Land Rover’s new piping Siliconhoses.com, the highperformance hose division of Forge Motorsport, has slashed prices on many of its Land Rover Defender and Discovery engine hoses. Made from high grade silicon polymer and reinforced by a high-strength polyester fabric, the high-performance hoses have an operational temperature range
of -40 degrees to 180 degrees, which should cover even the most temperamental of Land Rovers with a comfortable margin. As the firm looks to rationalise its range of off-road products, to make way for a number of exciting new ranges, these hoses have taken on end of line status and are, therefore, on sale – at dramatically
reduced prices. As usual in these instances, once they’re gone, they’re gone! The range available covers mainly the 300 and TDi models, but there are several others on sale, in blue, red and black, for those that would rather keep things with a more factory appearance.
The Siliconhoses.com site also shows each part under its equivalent OEM part number, so locating the correct part for your pride and joy should be easy and quick – as well as better value and performance than ever! Prices start from just £4.04 + VAT – but be quick!
LAYING IT ON THICK Why Speedliner’s protective coating should be on your pick-up Speedliner Europe introduced their unique spray liner Speedliner Euro HS back in 2011. As well as offering more strength, toughness and durability, the HS spray liner also has a significantly quicker drying and curing process than previous compounds. The new spray liner has proved popular and has helped the network grow, as Speedliner has continued supplying it to an everincreasing number of dealers and applicators in the UK, Europe and across the globe. Speedliner Euro HS provides a thick and especially tough, hard rubber-polymer coating. There is no loss of load space with the spray-on liner which will protect
the truck’s load bed from rust and corrosion and, being a highly resistant polymer it wont crack on you or warp over time. The liner’s textured finish provides a practical and grippy anti-slip surface for load carrying that is also very simply washable. A selection of unique aesthetic finishes are available as well, with customers able to request unique colours should one of the twenty five options already available not fit the bill. If you’re looking for protection for your load space, whether it be for a pick-up or a 4x4, then don’t waste any more time and head over to www.speedlinereuro.com for full details.
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FROM DRUMS TO DISCS Pedders bring the stopping power you need for your truck The Isuzu D-Max is celebrated stalwart of the modern pick-up market. It’s forged a spot for itself as a capable workhorse and developed a distinguished standing amongst the one-tonne elite. But while there is no denying how good a D-Max is, whether that be on-road, off-road, working as a truck – there is always room for improvement, right? Now, call us old-fashioned, but surely drum brakes, as used as standard on the D-Max, are the sort of technology that is more akin to the wagon pulled by an ox?
Don’t get this wrong, drum brakes will probably be able to do the job you’ve asked them to. However, when you start talking about lifting your vehicle and adding more rubber to the wheel arches, you don’t want to get caught out by fading brakes. Pedders don’t want you to be caught out either, so to keep things safe and stably retarding as they should, the company has revealed its newest Trakryder disc brake conversion, suitably adjusted and fine-tuned for the recently crowned Pick-up of the Year by yours truly – the Isuzu D-Max. The transfiguration swaps out the old drums and brings in Geomet-coated and slotted brake rotors, which are then held betwixt Kevlar ceramic pads. The main improvements are superior feedback from the brake pedal and noticeable improvements in stopping power, plus the disc brakes are much easier to maintain. The benefits over drums come from the fact that the discs offer a far larger surface area subjected to air, and Pedders also declare the
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discs are better at draining water than the more rudimental drums. Crucially, you don’t have to run massive tyres and have a colossal suspension lift to reap the joys of this conversion. Workhorses need to be able to lug heavy loads and tow substantial equipment at times, and with extra weight on board you’ll need extra stopping power, too. It’s just common sense. This is a conversion well worth doing and you’ll find more info, along with pricing and the full range for other trucks, too, at their webiste: www.pedders.co.uk.
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Ford Ranger Big Brake Kit - UK - PRINT.pdf
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BIG BRAKING PERFORMANCE!
WITH PEDDERS TRAKRYDER EXTREME BRAKE KITS BRAKE KITS
ADJUSTABLE 4X4 SUSPENSION
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Stainless steel abutments.
For the discerning driver who is particular about how eXtreme Brake Kit. The braking results are staggering with the inclusion of a larger 6 pot caliper design, high tech TrakRyder eXtreme kevlar ceramic pads mated with a 10 slot dimpled and geomet coated larger diameter rotor. Bigger braking surface means bigger stopping power. With the fitment of the all new Pedders TrakRyder eXtreme brake kit, independent Australian Engineering tests reflected an average improvement in braking distance by up to 14%.
Features: • Stainless steel braided hoses. • 10 slot and dimpled TrakRyder geomet coated rotors 14”/356mm diameter (OE 11.85”/301mm). • TrakRyder eXtreme Kevlar Ceramic low dust brake pads. • TrakRyder eXtreme 6 pot design caliper brackets and bolts. • 6 Pot, 2 piece aluminium forged calipers. • High grade alloy steel brake pad insulators. • Stainless steel pistons.
Specialising in Suspension solutions since 1950 For further information go to www.pedders.co.uk or please contact your local Pedders experts.
01296 711 044 info@pedders.co.uk
* Independent Australian engineering test results proved that at 100kmh the TrakRyder eXtreme Brake Kit system upgrade stopped on average 11m sooner than original distances are reduced by 21%. This kit is suited for 18” wheels or larger. Further details available in store and on our website. Suits Ford Ranger PX & PXII Models.
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PRODUCTS
FIT FOR PURPOSE
The Importance Of Correct Damper Fitment To Off-Roaders It’s common knowledge throughout the off-road game that if you want to get the best from your vehicle, the right choice of dampers is absolutely crucial. For most of us, however, the primary concern is just how much travel they’ve got. But there’s more to it than just being able to match the extra height of your new springs. When the terrain closes in, your shocks’ performance starts to matter more and more – and, no small matter, staying in control is a pretty big deal when you’re relying on a vehicle with lifted suspension and outsize tyres to get you home safely afterwards, too. In the world of suspension, Bilstein is a name you’re sure to have encountered – if not necessarily from the world of off-roading. But the German company has been a world leader in damping technology for more than half a century, and during that time it has come to offer an array of options for
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most popular off-road vehicles – so it’s well placed to offer advice on what really matters once your quest for extra inches is at an end. ‘One of the most important considerations when choosing uprated suspension for an off-road vehicle is where you plan on using it,’ says Bilstein. ‘Articulation really is key. It’s essential to ensure that the wheel (and therefore the tyre, your only source of traction) remains in contact with the ground as much as possible, and your choice of damper plays a huge role in this. ‘Too soft and the damper will “bottom out” when placed under compression (the “bump” stroke), leading to a loss of control. Too firm, and the damper won’t deal effectively with smaller bumps. ‘The flip-side of the above is “rebound,” the term used when discussing the rate of damper extension when no longer under full load. This is dictated by the relationship between the damper and the spring and as such is harder to
fine tune. The ideal set-up is the one that’s best able to control the release of built-up energy created by the initial “bump” stroke. This release of energy needs to be done in such a way so as to not impact the relationship between the tyre and the wheel.’ In most applications, Bilstein’s dampers have a monotube construction. This, the company says, makes them perfectly suited to work in the most hostile of conditions by allowing the nitrogen inside them to be placed under direct, even pressure at all times. This greatly reduces cavitation, the term for the separation (foaming) of gas and oil molecules when placed under load. Cavitation results in a marked drop-off in damper performance, leading to a loss of suspension articulation and, in due course, a loss of traction. Bilstein says its monotube dampers are also able to dissipate heat faster than twin-tube designs, thanks to there being no barrier between the pressure tube and the atmosphere. And then there’s the aforementioned journey home. This is where you might be expecting Bilstein’s long-running reputation as a motorsport supplier to come into its own, and the company isn’t going to disabuse you of that notion. ‘Our engineering team goes to staggering lengths to ensure that all our dampers are every bit as suited to the hustle and bustle of the public highway as they are to the rigours of off-road competition,’ it says. The company promises a comprehensive range of fitments, too, including the subtly uprated B8 range of OEM-style dampers. It has applications for most popular makes and models, including the Land Rover Defender, Discovery and Range Rover and smaller vehicles like the Suzuki Jimny and Vitara, as well as a wide range of one-tonne pick-ups and double-cabs. Want to find out more? Head for www.bilstein.de. or call the UK office on the following number: 0116 247 8930.
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FOR THE OFFROAD.
BILSTEIN B8 5100. A higher level of performance: The ideal shock absorber when you need more clearance and ultimate traction. Thanks to its longer design, the BILSTEIN B8 5100 perfectly fi ts lifting kits for SUVs and light trucks. Enjoy the perfect BILSTEIN driving experience, even off the road.
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Davanti has spent years developing this AllTerrain tyre, applying the latest design and manufacturing innovation to develop a tyre as comfortable on the road, on the construction site, in the fields or up in the mountains.
TO FIND YOUR LOCAL DAVANTI DEALER, PLEASE VISIT DAVANTI-TYRES.COM