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FORD RANGER RAPTOR Dramatic new super-truck confirmed for the UK
MERCEDES X-CLASS: Range-topping luxury truck gets V6 power TESTED: Ford Ranger 3.2, Toyota Land Cruiser Invincible, VW Amarok 163 USED NAVARA: Pros, cons and a guide to picking up a bargain D40
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Contents Oct.indd 2
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PICKUP PRO & 4X4
THE MAGAZINE FOR THE PICK-UP AND 4X4 PROFESSIONAL October
THIS MONTH
2018
News 4 6 7 7 8
Ford Ranger Raptor Super-truck confirmed for UK X-Class V6 Ultimate power for range-topping Merc D-Max Utah Luxe Yet another addition to Isuzu’s range Land Cruiser Commercial Off-road van hits the road Suzuki KingQuad Updated for 2019 model year
Products 40 42 44 45 46 30 32 34
Rhino Linings Ultra-tough spray-on bedliners Eibach Suspension upgrades for the Merc X-Class Pedders Tough suspension for various pick-ups Dynamat Adding hush to your vehicle Gearmate New canopies from the UK specialist SuperPro The proof is in the pudding! Ironman Tow bars that will pull 3500kg Nightsearcher Serious torches for heavy-duty use
Features 10 18 24 30 34 52 54
Ford Ranger Is the 3.2 Wildtrak the best of the bunch? Toyota Land Cruiser High-spec version is a true truck VW Amarok Here at last in work-spec off-road form Shogun Sport First drive of the L200-based wagon Used: Navara D40 Shopping for Nissan’s big old beast Whitecliff 4x4 A training centre with a difference Classic double-cab Lovingly converted Series IIA Landy
‘Whichever model you choose, it’s just a very, very competent vehicle…’
AND IT’S FREE TO SUBSCRIBE!
Pickup and 4x4 Pro is published every second month – and it’s completely free. To get every issue sent direct to your door, all you have to do is ask… PICKUP & 4X4 PRO Contents Oct.indd 3
OCTOBER 2018
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NEWS
FIRST RANGER RAPTOR COMING TO EUROPE
Ford’s first ever Ranger Raptor is confirmed for Europe • 2.0-litre twin-turbo diesel • On sale mid-2019 • Pricing TBA
F
ord has confirmed that the first ever Ranger Raptor will be coming to Europe next year – and we can hardly wait. The Ranger only seems to be growing in popularity – for both commercial and private owners – and now Ford have taken the step to put a truck into production that many Ranger owners have spent hours in the workshop working towards themselves. Ford’s original Raptor, based on the F-150, is too big to have a significant presence in Europe. But it seems the growth of the Ranger has led the way for a mega-truck
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better suited to squeeze on to roads on this side of the Atlantic. Power comes from a 210bhp, 2.0-litre bi-turbo diesel EcoBlue unit with 368lbf.ft to boot that will only come paired to Ford’s new 10-speed automatic gearbox which it shares with its big sibling. The Raptor’s chassis has been strengthened with low-alloy steel. Fox shock absorbers have been fitted that feature position sensitive damping which offers higher damping forces when off-road but soften up for comfort and better handling on tarmac. Aluminium control arms support these at the front, whilst the rear setup is a
PICKUP & 4X4 PRO 24/08/2018 20:47
NEWS new and bespoke coil-over system that minimises lateral movement. Brakes are 332mm ventilated discs that are 32mm wide at the front and 24mm at the back. Rubber comes in the form of BFGoodrich All-Terrains – in 285/70 R17 guise. The tyres adorn 17-inch alloys and are custom made for the Ranger Raptor in these dimensions. An F-150 Raptor-inspired grille adorns the nose and flared composite wheel arches allow for further suspension travel and larger tyres. Underbody protection is made of 2.3mmthick high-strength steel – as are the Ranger’s engine and transfer case undershields. Rockdeflecting side-steps and a new front bumper further prepare the Ranger for more spirited off-road rough and tumble. The Raptor’s interior features all of the features and tech available in the standard Ranger. Ford’s Sync3 infotainment system is fitted, and there are also safety features – stability control, roll mitigation, trailer sway control, hill start assist, hill descent and load adaptive control. Seating in the Raptor has been modified to cope with the demands of highperformance off-road driving, with dual-firmness cushioning and suede-effect textiles to afford passengers more posterior grip.
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The Raptor does get added driving modes. These include the expected candidates: Normal will emphasise comfort and fuel efficiency; Sport favours more aggressive on-road driving; Grass/Gravel/Snow modifies responsivenes of throttle and steering to cope on slippier surfaces; Mud/Sand works for traction over loose and maleable surfaces; and Rock mode is set up for rock crawling at low speeds. Most interesting, though, is Baja mode – tailored for, you guessed it, dune bashing. An essential driving mode for any British owner, we’re sure you’ll agree. During testing, Ford engineers pushed the engine to the limit, running the unit in tough conditions for extended periods of time. The high and low-pressure turbos got a blasting of 200 continuous hours. The Gamescom trade fair in Germany was used to reveal Ford’s new super truck, and it has been confirmed that the baby Raptor will feature in the popular Forza Horizon 4 video game. Let’s face it, we all want one. Badly. But annoyingly, we’ll have to wait until the middle of next year before the Ranger Raptor even goes on sale – and we don’t yet know if it will be classified as a commercial truck or not. We can but hope…
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NEWS
MERC GIVES X-CLASS A V6 Available to order now • Top-spec trucks only • Pricing from £38,350
T
he much talked about X-Class V6 has now been announced, available only in high-spec trim and triggering a reshuffle to the X-Class line-up. The V6 X 350d comes with 4MATIC all-wheel drive out of the box and has selectable drive modes and a seven-notch automatic transmission. Available exclusively with the range-topping Power trim, the 350d wears painted bumpers and has chromed simulated underguards, a chrome rear bumper with integrated step and chrome trimming around the fog lights and along the shoulders of the truck, plus 18-inch six-twinspoke light weight alloys. There’s keyless entry and pushbutton start, and the interior is what you’d expect from a Merc range-topper. The seats are Artico leather with Dinamica microfibre
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accents in the upholstery, and the steering wheel is leather, too. The dashboard is leather coated and the cabin features aluminium detailing, too. Mercedes’ latest infotainment features in the dash with DAB radio, bluetooth connection and nav, with the rotary controller and touchpad at the bottom of the centre console. The permanent 4WD features three different settings that include 4MAT automatic, 4H highrange and – most importantly – 4L low-range settings. Dynamic Select transmission management helps customise the vehicle’s response to the driver and includes Eco, Comfort, Sport, Off-Road and Manual driving modes. The headline of this piece is that there are three litres of V6 under the bonnet that produce 254bhp and 406lbf.ft. The lightweight design features a single-stage turbo and cylinder liner coating –
which is also used in F1. But you knew that, of course… The V6 X 350d is on sale now, with prices starting at £38,350
before you add the VAT. First deliveries of the new range-topper are expected to come in November this year.
PICKUP & 4X4 PRO 24/08/2018 20:48
NEWS
NEW D-MAX UTAH LUXE
Isuzu releases new double-cab that’s both suited and work booted
I
suzu has revealed a new variant of the D-Max double cab in the form of the Utah Deluxe. The run of 75 trucks will be available with both manual and automatic gearboxes and will receive a raft of enhancements on the base spec double cab.
Diamond cut 18-inch alloy wheels fill the wheel arches, whilst there’s also a new front bumper guard and bonnet protector that enhance the visual appeal. Around the back you’ll also find pro-lift tailgate assistance installed, which reduces the weight
The Toyota Land Cruiser Commercial is now hitting UK roads as deliveries have begun. Available in SWB three-door form or LWB five-door, the Land Cruiser van shares the same exterior dimensions as its passenger counterpart, but features more load space rather than rear seating.
Respective load spaces tally in at 1,574 and 2,216-litres. Payloads are up, too, with figures of 593kg and 756kg and both versions can tow up to 3.0-tonnes. Pricing for the Land Cruiser Commercial kicks off at £27,546 on the road for the SWB and £28,509 for the LWB truck.
of opening and closing the tailgate by 95%. It also receives interior carpet mats. Pricing for the Utah Luxe begins at £26,159 before you add the tax for the manual double cab, and the prices rise by £1,000
The Nissan Navara will now be produced in Argentina, following a growth in global demand for the award-winning vehicle. The move means that Navara pick-ups – known as the Frontier in South America – that are destined for the 38 markets across South America, will now be made at Alliance partner
PICKUP & 4X4 PRO Oct18_News.indd 7
for the automatic transmission. These prices also mean that the upgrades on the standard Utah double cabs come at a cost of just £1,000, too. For more details contact your nearest Isuzu dealership.
Renault’s Santa Isabel plant based in Cordoba. The Navara, across all of the nameplate variations, is manufactured in five separate factories globally, and this play comes as part of a plan that targets an increase in light-commercial vehicle sales of 40% come 2022.
OCTOBER 2018
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NEWS
SUZUKI KINGQUAD UPDATE FOR 2019 MODEL YEAR
S
uzuki’s KingQuad has been updated for the 2019 model year, with styling changes, engine tweaks, upgraded suspension, more usability and three new models: the KingQuad 750, KingQuad 500XP and the KingQuad 500X. The 750 model features a 722cc 4-stroke single cylinder unit, whilst both 500 models utilise a 493cc variant, with XP models getting power-steering and 500X versions going without. Modifications to the engine have seen a smoother and stronger unit that – in conjunction with a reinforced chassis – provides a new, higher towing capacity of 600kg. The KingQuad also has a receiver-type trailer hitch mount. New gas-charged front and rear shocks bring more control and
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comfort – which is never a bad thing – to the fully independent suspension set-up, which works with a more involved power steering module, that has a 30% higher output compared to its predecessor, to make the 2019 KingQuad easier and more enjoyable to ride over all terrains. Practicality has been improved, too, with a new storage system at the rear, a 2.8-litre compartment to the right-side and a 4.0-litre cubby on the rear-left side. A new, headlight has been added on the handlebars to improve visibility when the sunlight fades, and the electric have been updated, too. The multi-function LCD screen now features a handy service reminder that flashes up when it’s time for your Kingquad to go for its check-up. When having the service, Suzuki says the new styling
also makes key servicing areas easier to access, so you can be confident in the examination you are receiving.
Prices for the range will begin at £8,879 including VAT, but release date and full range pricing are yet to be confirmed.
PICKUP & 4X4 PRO 24/08/2018 20:48
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ON TEST
FORD RANGER 3.2 TDCI WILDTRAK
A lower-spec Ranger was the best pick-up we drove last year. So you’d think that the top-specer with the big engine should be even better, right?
I
t takes a lot to shake up the car market to the extent that an anonymous also-ran can launch itself to the undisputed pole position in its sector. But that’s pretty much what the Ford Ranger has done since the T6 model first came out. To be fair to the previous Ranger, it wasn’t an also ran. But with the Mitsubishi L200, Toyota Hilux and Nissan Navara of the time all providing massively strong competition, Ford struggled to make an impact beyond the highvolume fleet markets. Nowadays, the L200, Hilux and especially the Navara are far better than the models that went before. In each case, though, you’d talk about them in terms of evolutionary change. The Ranger, on the other hand, continues to ride the crest of a wave that was unleashed when a revolutionary new model arrived in 2012. It’s hard to believe that this model, which was facelifted a couple of years ago, is already getting close to the point where it’s due for replacement. That’s how fresh it still feels. And its popularity continues to endure, thanks to an impressively wide range of virtues – among which, the availability of a 3.2-litre engine developing 200bhp is one of the most notable. That’s the model we have here, in the latest version of the rangetopping Wildtrak trim. As regular readers might recall, a 2.2 XLT example of the same truck got us waxing lyrical about it being all the truck you need, so logic dictates that this more elevated model should be even better. Enough to justify the extra money? That’s the big question. The Ranger you see here would cost you £27,945 plus VAT, which is exactly £4500 more than the award-winning 2.2 XLT. Not too big a jump, you might feel, and you do
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The Wildtrak model comes with plenty of kit, and its trademark orange seats certainly stand out from the crowd. There’s orange stitching to the leather cladding the upper dash, too, which adds a touch of class – though the carbon effect trim around the media screen is altogether less convincing. We weren’t taken by the sheer number of buttons on the steering wheel, many of which do we know not what, but something that makes the Ranger an absolutely nailed-on favourite in the double-cab market is the exceptional amount of space in both rows of seats. It’s the only one-tonner in which one six-foot adult can sit behind another and both will be genuinely comfortable
get a good amount of extra kit for your money, but does the Ranger need anything extra at all on top of what that model gives you? The first answer is that if you upgrade to the Limited model with the same 2.2 TDCi engine, you’ll pay £26,095 plus VAT – that’s £2650 more than the XLT. The extra money buys leather seats with heating and electric adjustment, dual-zone climate, a bigger media screen, a sports bar for the pick-up bed, a refrigerated cubby box and various trim and styling details on
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top. This model also brings in the option of an auto box. Carry on all the way to Wildtrak spec and the bigger engine comes as standard. In addition, you get a slew of interior and exterior styling bits, a soft-touch dash top, unique seats with technical fabric trim and exclusive 18” alloy wheels. If the Limited model is about adding kit, the Wildtrak concerns itself more with being seen. Needless to say, the prices quoted above are simply what it will say in the windscreen. Ford
dealers don’t tend to be backwards about cutting deals to seal a sale, and you don’t need to look very hard to be offered very significant discounts – we’ve seen online brokers quoting more than £5000 off the model tested here.
CABIN AND PRACTICALITY In lower-spec form, the Ranger’s cabin is attractive in its uncluttered simplicity. Here, it has the same pleasing layout, but with more
equipment and fancier looking materials. These are led by the trim on the upper dash, which looks like dark leather with contrasting orange stitching; Ford describes it as soft-touch, and it certainly is softer than the wipe-clean plastics featured in most pick-up interiors, but it’s still not what you’d call plush. It’s pretty to look at, though – as is the 8” media screen, even if the carbon-effect trim surrounding it is more likely to make you cringe. The leather theme continues on
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Lower-spec Rangers get 16” rims, which is great as it makes for a wider choice of replacement tyre options if you want to use your vehicle off-road. The Wildtrak comes on smart looking 18” alloys as standard, with 265/60R18 rubber – still high-enough profile not to wreck the way it rides
the seats’ side bolsters. though the main trim is a tough orange fabric. This isn’t the very grippiest of its kind, but we didn’t feel ourselves sliding around in hard corners or off-road side slopes, so evidently it does its job. It’s quite showy, though, and once again not as plush as some trucks’ fabrics. The seats themselves are pretty good, with plenty of support in the base and back. We found ourselves calling on the adjustable lumbar support quite early, however – leading us to speculate that perhaps the simpler perches in the XLT, from which we emerged feeling fresh after a couple of monster journeys, are actually better. As with all Rangers, anyway, the seats give you an excellent driving position offering expansive views in all directions. This includes over your shoulder; obviously, a large load-bay canopy could mess that up, but this model does score over
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its cheaper kin by providing a reversing camera. There’s plenty of room in the back, too, with generous knee room and well sculpted front seat-backs meaning this is the only double-cab on the UK market in which one tall adult can sit behind another in genuine comfort. Headroom is excellent, too, and the seat back and base alike can be folded to provide a variety of options for carrying large items within the cab. With the rear seat base tilted up, indeed, a pair of deep stowage bins are revealed which could be useful for hiding things like tablets away from prying eyes. Elsewhere, everyday oddment stowage is taken care of by a good big cubby and deep bin in the floor console, as well as decent sized door pockets and a useful glovebox. Much of this is common to all Rangers, of course. Something we noticed in the Wildtrak, though,
was its extra controls – not just because they were there, but because they weren’t always particularly well laid out or clearly labelled. The multi-function steering wheel, for example, has an ‘OK’ button on either side of it, complete with four arrows pointing in all directions, but neither has anything to suggest what it’s actually for. Yes, of course, you read the handbook and you learn about your new truck. But whatever the opposite of intuitive might be, that’s what it is. The dual-zone air-con controls,
too, are located rather a long way down, in front of the gearstick, and there’s enough complexity to them for you to have to take your eyes from the road to figure them out. The air-con itself is excellent, though, and kept us cool and relaxed on one of those strengthsappingly hot days we had in July. Whether the more basic air-con in a lower spec model wouldn’t have done as good a job, we don’t know. But the XLT we tested six months or so ago had Ford’s Sync3 media system as an option, and the straightforward ease of using
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it contrasted somewhat with the bewilderment we felt while pressing all those buttons on the steering wheel without getting anything to happen.
DRIVING There are two big differences between this 3.2-litre Ranger and the 2.2 XLT. One is the obvious, which is that is has a 3.2-litre diesel engine instead of a 2.2. The other is that it’s on 18” rims and
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265/60R18 tyres, rather than 16” jobs and 225/70R16s. To start at the beginning, the engine does pull strongly. More so than the 2.2-litre unit, though? Well, yes, probably, though one suspects the difference will only really become apparent when pulling or carrying a heavy load. 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, and the upshot is 0-62 times of 11.8 and 10.9 seconds. A victory for the vehicle tested here, then, but hardly an overwhelming one. To us, the 3.2 TDCi driven here felt tighter than the 2.2, whose revvier nature makes it more entertaining on B-roads – but no less civilised on the motorway. Every Ranger we’ve driven has been an excellent cruiser, with a smooth drivetrain that draws the sting from long-distance journeys. Around town, the 3.2-litre unit is as strong as an ox, allowing you to stay in a higher gear for more of the time without it starting to labour. It’s not noticeably more brisk, as the slender difference in sprint times would suggest, but it makes a little less work of getting about.
There’s emphasis on ‘a little’, though. Both engines are very, very good in everything they do, with the 3.2 perhaps better suited to doughty hard work while the 2.2 is easier to have fun with. The margins are very fine, though – on the subject of which, the bigger unit only accounts for an extra £800 plus VAT on the Ranger’s list price. You’ll probably get that back come sell-on time, too, which might make it a bit of a no-brainer – unless you either prefer the way the 2.2 drives (as we do), want the no-nonsense trim of a lower-spec model or, no small thing, baulk at efficiency figures of 33.6mpg and 221g/km when you could spend less to get a return of 40.4mpg and 184g/km instead. There’s not a lot of difference between the XLT and Wildtrak in terms of their ride, handling and refinement, either. To repeat, both are good and smooth on the motorway, and both can be chucked about with verve on the open road. The Wildtrak is perhaps a touch fussier on poor surfaces, but there’s precious little in it, and in terms of handling there’s a kind of gung-ho nature to the way the vehicle’s body rolls in fast corners
PICKUP & 4X4 PRO 24/08/2018 20:32
Some manufacturers crank up the profit margins by overcharging crudely on options, but Ford is very reasonable with the price it puts on some very desirable kit. A three-pin mains inverter adds only £60 plus VAT to the total, and an off-road pack including heavy-duty bash plates plus a locking rear diff comes in at just £300 that means the XLT’s taller rubber actually suits it quite well. It’s not what a sportscar afficionado would identify as handling in the traditional sense, but if you’re used to putting your foot down in pickups it’ll please you no end. Fact is, there’s very little to criticise about any aspect of the way the Ranger drives. If we were being picky, we’d point to a bit of engine, wind and especially road noise on the motorway, with the Wildtrak’s lower-profile tyres perhaps adding a little to the latter. But really it’s just very, very competent all round whichever model you choose.
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VERDICT Our five-star opinion of the 2.2 TDCi Ranger was well earned, and with the 3.2 it’s just as good. To us it’s not a blatantly superior vehicle, though, and the extra equipment in the Wildtrak model leaves us largely unmoved, so on a personal level we wouldn’t spend the extra money. The vast proportion of Rangers sold to private owners, small businesses and user-choosers are high-spec 3.2s, however, so we’re happy to accept that the decision simply boils down to personal
taste. We do seem to find more to criticise towards the top of the range, though – but what it comes down to at the end of the day is this – whichever Ranger you go for,
you’ll get the best pick-up currently available in the UK.
AT A GLANCE Base price £27,945 + VAT OTR inc VAT £34,435 Fuel consumption 33.6mpg combined Emissions 221g/km Payload 1011kg Braked trailer 3500kg Kerb weight 2189kg Gross vehicle weight 3200kg Service interval 12 months / 18,641 miles Warranty 36 months / 60,000 miles
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ON TEST
TOYOTA LAND CRUISER INVINCIBLE
Fresh from a facelift, the high-spec version of Toyota’s world-leading off-road vehicle mixes urbane luxury with the old-school engineering of a real truck
S
ince the facelifted version of the Land Cruiser came to Britain at the start of this year, all our attention has been focused on the new base-spec Utility model – a vehicle which answers a question British off-roaders have been asking of Toyota for around a quarter of a century. At long last, UK buyers can get a vehicle carrying the world’s favourite offroad nameplate in a form specced with off-road work in mind. It might not be the all-conquering 79-Series, which remains available here solely as a specialist import, but it’s a huge step forward from the days when Toyota GB seemed to be looking down its nose at people who wanted the Land Cruiser to be a proper truck. We’ll be reviewing a Land Cruiser Utility in the near future. But lest anyone forget, this is still a vehicle that’s been presented to generations of British buyers as a premium purchase – and while the new lower-spec version ought to light a fire under its sales figures (especially with the Land Rover Defender long gone and the forthcoming new Jeep Wrangler set to start from at least ten grand more), Toyota’s banker is still what we have here – the full-house Invincible model, tested with an OTR price of £54,655. This has been at or near the top of the Land Cruiser range since before even the current 150-Series model was introduced in 2009. Revisions have been modest in the time that’s passed since then, and this latest facelift once again concerns itself primarily with details. To be fair, there’s nothing much that needs changing at a deep-down level, but Toyota has worked hard to put together a convincing case for saying this new version is significantly better both on an off-road.
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The cabin’s layout and trimming don’t feel sumptuous in the way some premium SUVs’ do, but the kit list is exhaustive and, no small thing, build quality is absolutely world-class. So too is the driving position in a seat from which you get the classic high-command view ahead of a traditonal off-road truck. This alone is as good a safety feature as it’s possible for a vehicle to have, though the Land Cruiser has now been augmented with more modern high-tech stuff in this area than ever before – including a genuinely useful set of camera-based composite image screens which help you position it both on and off-road
So what’s changed? There’s a new-look body, whose bonnet and wings are shaped for better visibility when off-roading (the bonnet dips down to let you see over it more easily, while the wings have higher edge points to mark the vehicle’s extremities). Inside, the dash has been revised around a bigger media screen and the already extensive list of comforts has grown to include automatic climate control, ventilation for the front seats and heating for the rears.
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There’s a stronger range of safety features, too. The model tested here gains adaptive cruise control, lane-departure alert, automatic main beam, blind spot monitoring, rear cross-traffic alert and a pre-collision system with autonomous braking. Of course, a really good, commanding view of the road ahead is the best safety feature a vehicle can have, and the Cruiser certainly delivers there too, but the more the merrier. Whether that phrase can also be applied to the number of inches in
the wheels is open to debate. The Invincible gets an extra one, at any rate, with 265/55R19s replacing the 60-profile 18-inchers on the old model.
CABIN AND PRACTICALITY Even in Invincible form, the Land Cruiser doesn’t flatter you the way a similarly priced premium soft-roader would. Its cabin may be full of leather and premium equipment, but the workaday
nature of its underlying design can’t be hidden – and hurrah for that, you might well say. Material quality in general is less than sumptuous, and the overall design of the dashboard puts function ahead of form. Most of all, though, it’s supremely well made. A test we do is to push, pull, prod and wobble everything around the cabin, in search of creaks and groans and stuff that’s going to start rattling in the future. There are some very expensive 4x4s on the market which,
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The latest Invincible spec list includes 265/55R19 tyres instead of the 265/60R18s on the previous model. The move to a shallower sidewall hasn’t made any appreciable difference to ride quality, though you’d still be drawn to the Utility model’s 17” fitment for off-road work behind their fancy facias, prove remarkably suspect under this treatment: the Land Cruiser came out with the best score of anything we’ve ever tested. It also delivers an excellent driving position – the kind which makes you feel as if you rule the world. Visibility is exceptional, giving you a feeling of massive confidence as you drive. There’s a similarly massive amount of space in which to get comfortable, though we’d have liked the seats to have a bit more lateral support. In the back, the sliding second row has just enough knee room for one pair of tall adults to sit behind another; headroom here is excellent, as is the view out. The third row, which is standard issue by the time you get this far up the range, is made up of two individual seats which both fold flush into the floor. These are definitely only for kids, and small ones at that unless the second row is slid some way forward, but it would be possible to configure
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the vehicle to carry four adults and three children without anyone having to suffer cruelly. For cargo-carrying duties, the second row drops nearflat with an easy one-shot action, leaving just a very small step in the floor which is well shaped to let loads slide up and over it. The boot space is quite long but very wide and high, giving the Land Cruiser an impressive volume that’s extremely usably shaped and accessed through a big, wide tailgate aperture. There’s a pretty high lip to load over. however. Obviously, the new equipment makes the cabin more comfortable than ever. We found the multimedia system quite hard to get to grips with, however – plugging an iPhone into a USB socket and listening to music on it really doesn’t need to be a process that makes you give up and listen
to the radio instead, but with no time to read the handbook prior to a long journey that’s what happened to us.
DRIVING The Land Cruiser is a truck-like 4x4 in a world of car-like SUVs – look no further than its live rear axle for evidence of this. It rides remarkably well, however, soaking up small imperfections and taking the harshness out of sharp pot holes rather than trying to make the bumps disappear altogether. The move to 19” tyres doesn’t compromise this, thankfully.
Nor does it make the vehicle noticeably sharper to handle, on the other hand – though to be fair, it was already better in this area than you’ve any right to expect, with body control that’s pretty remarkable given its height and weight. We found its steering a little heavy on initial turn-in and quite light thereafter, but what really strikes you is how composed it is when you’re pushing it. Cruising on the motorway, meanwhile, is a breeze, with no need to be constantly adjusting the steering wheel and very little noise; the engine is quite vocal on the way up (an auto
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box is standard on this model), but at speed it settles down to a nice, quiet rumble with just the occasional muted thump from the back to remind you that you’re driving a proper off-roader. Again, the lower-profile tyres haven’t added any fussiness compared to the old model. Mated to the aforementioned six-speed auto ‘box, the 2.8 D-4D engine pulls relentlessly for as long as you want to keep your foot down. The feeling isn’t one of
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electrifying speed, but what it lacks in instant urge it more than makes up for with mid-range torque – this is one of those vehicles in which you start off thinking it’s making heavy weather of getting you moving, then suddenly you look at the speedo and realise where all that effort has actually gone. We’d expect it hardly to be slowed at all by a trailer, too – though its towing limit is 3000kg rather than 3500, which will be an instant dealbreaker to many of the people who
would otherwise have considered a lower-spec one as a replacement for their ageing Defenders. That’s a shame because with a proper chassis, low-range gears and a live rear axle, the Cruiser has what most of us recognise as the right stuff to do just that. Toyota has probably sold more proper off-road vehicles than anyone else over the last half a century or so, and it certainly knows what it’s doing here – the result being that the Land Cruiser makes it just amazingly easy, and very comfortable indeed, to cover rough terrain. In Invincible form, the vehicle has adaptive shocks. These are primarily there to aid on-road handling, but they also respond to off-road use by allowing the wheels
to follow the terrain with the minimum of interference. The suspension, which features adaptive anti-roll bars, also comes into play here by freeing them off to aid articulation. So too do the rear air springs; when low box is engaged, the valve between these remains open to let the axle move as freely as possible. In addition even to all this, in Invincible form the Land Cruiser comes with an extraordinary range of high-tech driver aids. The lower facia houses an enormous rotary dial for setting the speed of the crawl control system, and even something as basic as high and low box is operated by a huge toggle switch rather than the traditional transfer lever. There are buttons for the centre and rear diff locks, for raising the height of the air suspension and for choosing a drive mode from the multi-terrain select menu – allowing you to trim the vehicle for tackling sand, rocks, mud, snow and so on. Something else that happens when you go into low box is that the media screen near the top of the centre stack becomes a forward-view monitor. This is handy as it shows you what’s
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New frontal styling is part of every facelift any vehicle has ever had, but seldom has it claimed to have been designed with easier driving in mind. The Land Cruiser’s bonnet has been reshaped for a better view over its leading lip, however, and the front edges are more prominent to aid the driver in placing the vehicle’s extremities directly in front of the bonnet, and in combination with a graphic showing you where your front wheels are pointing it’s the next best thing to having a spotter. You could of course strip all this away and the Land Cruiser would remain one of the very best off-roaders there is. It follows the ground, and maintains traction, with exceptional poise, and it’s set up to tackle extreme work the way few other modern vehicles can. Thus we find it exasperating without end that the Utility model does without the locking rear diff the Invincible gets. However much the high-tech features work for
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their living (and they do), as far as we’re concerned that one item would be worth more than all of them put together.
VERDICT The Land Cruiser is a traditional off-road truck at heart, built to prosper and survive in the world’s harshest terrains and environments. Toyota has a long history of turning such vehicles into incredibly highly specced luxury 4x4s, however, and the Invincible is the latest example of that. It was already a truly magnificent machine whose combination of
old-style engineering and new technology was by far the most convincing we’ve experienced, and with this new facelift it’s that bit better than ever. If it’s the new
Utility model that really excites you, the Invincible won’t change that – but whichever Cruiser you buy, you’re getting a bona fide off-road legend… and a truck for life.
AT A GLANCE Price (OTR) £52,855 Fuel consumption 38.1mpg combined Emissions 194g/km Cargo capacity 640-1270 litres Braked trailer 3000kg Kerb weight 2130kg Service interval 12 months / 9321 miles Warranty 60 months / 93,206 miles
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ON TEST
VOLKSWAGEN AMAROK HIGHLINE V6 MANUAL
The Volkswagen pick-up is a popular choice in Britain, for good reason, too, but now it has a manual, is it a better bet still?
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he new Amarok was a solid contender in the pick-up market seemingly straight from launch. Volkswagen have updated the plethora of specifications on numerous occasions since and there are arguments to be made that the one we’re testing here is the most exciting. One of the areas that has had the largest number of options thrown at it is the engine bay, and ours is filled with the least powerful of the four options – the 163bhp 3.0-litre V6. It also isn’t the most exciting trim level, being as the entry engine is only on offer with basic Trendline, which is comfortable enough in its defence. The transmission is our trump card here. It seems like ages ago when we first heard that a manual was coming to the Amarok, and we’ve finally got our hands on one. A lot of commercial customers, we’re sure, have been hoping for a stick in the VW double-cab for a while, but does it improve the Amarok package or is it just yet another option? Well, in this package it is most certainly the most likely workaday truck to roll out of Wolfsburg anytime soon. There are no doubt people who will respond to that statement by insisting you need to take VW up on the offer of any of their more powerful engines, but you know what? We wouldn’t because the engine was the most impressive aspect of our test truck. All of the 160-odd horses were keen enough to make up for being light in numbers, and they had more than enough help from the ever-vocal turbo. When it came to overtaking there was plenty of poke and in low-box the limited offroad trails the baby V6 encountered during our stewardship were nothing of an issue.
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ON TEST
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‘What really stuck out was how nippy the truck felt’
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But what really stuck out was how nippy the truck felt. Yes, it isn’t a term you generally use to describe the acceleration of a pick-up but it genuinely was nippy beyond its figures. In-gear acceleration saw a moment of lag as is mandatory for a unit fitted kitted out with a turbo, but that was it. And it worked incredibly well with the manual transmission. The six-speed ‘box was nicely ratio’d to
offer comfort in both manoeuvres and when you worked your way up and the low-box off-road was just so. The throw is long without being vague and had a mechanical precision that is both incredibly easy and not at all boring. Changes were satisfying and – no small matter – the gearknob itself was pleasingly ergonomic. For a truck the Amarok remains well planted on-road, this in part
thanks to the permanent 4WD on our model, and the suspension is typically VW – just very, very good at everything. On tarmac it is comfortable and as supple as it can be without the back-end getting floaty when un-laden. Take it off-road and bumps, ruts and undulating terrains are all taken in its stride. By no means is the ride faultless on any surface, but you’ll be very hard pressed to have something to complain about –
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ON TEST
The ‘box is smooth and clean and a pleasure to use – definitely worth the wait and suited to life on the yard, tools or whatever…
you’ll only come across that when you’re taking a portion of the blame yourself. In the driver’s seat you’re afforded a wonderful driving position and a perfectly good view of the road ahead. Without a canopy on this vehicle, we could see it behind us, too. The seat itself is comfortable and unassuming, and all of the controls are light – particularly the steering. It does get weightier at higher speeds and proves just as flexible as the impressive gearbox.
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For an entry level model, the Trendline does have a nice amount of kit – there’s nothing missing that you’d cry out for on a commute for the majority of the year. Heated seating and steering wheel elements would certainly be nice during the winter months, but there was nothing else you’d add to the truck if you planned to use it as a workhorse. Which is exactly what most in this spec will likely be. With a base price of £24,150 it’s a steal for an Amarok – for
any truck, really. Yes, there are a few foibles here and there. For instance, the rear seats are still cramped. The floormats were quite an oily rubber which meant they were slippery. The odd, yet discreet, carboneffect pleather trim around the edge of the seats is unnecessary but also unoffensive. Although, once you notice it you won’t ever be able to climb in and not notice it. But are any of these valid reason not to buy this truck? The short answer is no. A lack of rear leg-room will be the most annoying, especially if you want a truck that looks good when taking your youngest to rugby practice. But if the primary purpose of your Amarok is going to be lugging hay around a field, or transporting timber across the country or carry every tool you own all at once, then it becomes completely irrelevant. Weigh everything up – the attractive price, the strong performance and the sense of purpose – and to be honest,
‘The throw is long without being vague and has a mechanical precision that is both incredibly easy and not at all boring’ we’re really struggling to see where you can go wrong with this combination of specs.
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AT A GLANCE Base price £24,510 + VAT OTR inc VAT £30,455 Fuel consumption 32.5mpg combined Emissions 228g/km Payload 1073kg Braked trailer 3000kg Gross vehicle weight 3200kg Service interval 24 months / 24,855 miles Warranty 36 months /100,000 miles The engine is probably the star of this story in all honesty, despite the shiny new manual gearbox. Tucked into the door pocket of our test truck was a spec list that read the 258 V6 – ours obviously
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the 163 variant. But before we fully checked the rest of the spec list, we didn’t question that it had the weakest in the range rather than the most brutish. It’s an absolute gem of a unit. And it works
seamlessly with the manual, too. The pair are a joy to work through. There’s a mechanical precision to the gear-change that combines with the ample torque shortly after depressing the right-hand pedal that just puts a smile on your face. If you’re looking for a pick-up to get stuck in when it needs to, but is simultaneously civilised, fun and can accommodate the whole
family in relative comfort, this is the most versatile Amarok. For less than 25-grand – VAT excluded – the entry model is a fantastic choice and, if you’ll excuse the cliché, is a proper people’s truck. We’ve been saying since launch that a manual and low-range will make the Amarok even better, and even though we hardly used the low ‘box, we’re certain it is.
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ON TEST
MITSUBISHI SHOGUN SPORT
Returning to the UK after a 12-year hiaitus, the L200-based Shogun Sport means you can once again buy a pick-up truck with a station wagon body
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he Shogun Sport is not an entirely new name to the UK. But it might as well be. The previous model, which was based on the Mk3 L200, went out of production in 2006 – and now, having skipped a generation, we have a new one based on the current Mk5 version of Mitsubishi’s double-cab. Being based on a pick-up truck, the Sport can present itself as a hardy, practical and off-roadcapable SUV in a market full of softroaders. In other words, the sort of vehicle that people whose 4x4s work for a living might actually want to buy. In this way, it’s like the Shogun. And, just like the Shogun, it feels really purposeful. Power comes from the 2.4-litre turbo-diesel engine that’s already familiar from the L200, developing 179bhp and 317lbf.ft. Being built on a ladder chassis, the Sport weighs in at more than two tonnes, so it isn’t quick off the line by any means. But in classic pick-up style, when you’ve got it in 2WD mode you can certainly get its tail to kick out on loose surfaces. Out on the road, the Sport has a comfortable yet firm ride, with controlled body roll, although on the winding lanes of the Cotswolds the seven-seater did feel rather on the large side. The driver is afforded a princely vantage point, however, and visibility is good. Steering is a tad heavy, but not intrusively so. It just serves as a reminder that deep down, the Shogun Sport is a proper truck. This it might be, however, but on top it’s available in just two spec levels, both of them high. They’re called 3 and 4, which we can’t see causing any confusion at all, and both get leather seats on all three rows – the third of which is actually habitable. Piano black plastics cover much of the cabin and,
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contrary to the vogue in modern interiors, almost everything is operated by actual buttons. A smooth, sleek centre console flows into a padded armrest between the front seats, which looks smart. The armrest is hinged to provide access to the cubby box, which is where the USB ports live, and there’s a convenient shelf in here to provide a resting place for your mobile phone while it’s plugged in, but overall oddment stowage is adequate rather than expansive. There are small pockets on either side of the console, but it’s not as practical as it is pretty.
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Above it all is a seven-inch touchscreen, and the infotainment system gives access to vehicular information but, bizarrely, there’s no satellite navigation – unless you utilise the Apple CarPlay or Android Auto capability to get it from your phone. This isn’t such a stress as both functions work well – but, really, no sat-nav in a brand-new high-spec SUV? What if you don’t have any mobile data? You expect us to read a map that’s been printed on paper? Being big, you’d expect the Shogun Sport to be practical. You’d be correct. The boot measures 131
litres with all seven seats upright, but flatten the back row and that grows to 502 litres. There’s a towing capacity of 3100kg for a braked trailer, the roof boasts a load capacity of 80kg and the payload for the boot sits at a handy 600kg. The eight-speed automatic gearbox, which is standard across the range, offers plenty of lowdown revs to get the Sport up and running and is then smooth and faultless at cruise – you’re up in sixth gear doing 40mph before you know it. Paddles behind the wheel override the automatic selection if you want them to, which is
convenient once you venture beyond tarmac. Equipped with Mitsubishi’s Super Select II 4WD system, the Shogun Sport offers you the choice of running in two or fourwheel drive on the road. Off-road, meanwhile, you can lock the centre diff then, when the going requires it, drop into low range – and when things get really gnarly, you can enhance traction further by locking the rear diff too. Let loose in the Shogun Sport, we were directed to a quarry where an off-road course had been cultivated around the routes taken by busy lorries. It certainly highlighted the vehicle’s truck-bred expertise – and delivered a new perspective on its strengths. Throughout the course, every aspect of the Sport’s off-road credibility was questioned – and each time it answered confidently. In simple 4x4 mode, the vehicle’s traction control did its job well, calmly pulling us up twisting tracks, and with the centre diff locked it was able to crawl down steep hills with Hill Descent Control taking the strain. By the time you’re tackling this kind of terrain, of course, you should already be in low box if you’ve got it available. Not that it always does what it’s meant to when mated to an automatic primary, but the Shogun Sport’s engine braking in low is very
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effective. It feels like it’s holding back a couple of tonnes, yes, but it doesn’t ever feel like it might fail to do so. There are various off-road drive modes available for specific terrain types, but you don’t actually need to activate them for the Shogun Sport to cover the ground confidently. Crawling over rocks, it felt assured and steady-footed, and it was capable of climbing gradients much too steep to walk up without breaking a sweat. Its wading depth of 700mm meant the lake we plunged into was easily crossed – while providing amusement on the 360-degree camera, too. It was here, tackling the challenges in the quarry, that the vehicle really came to life. Something else the off-roading managed to prove was the inherent strength of the Sport’s truck-derived ladder-frame design. We got it balanced with the rear passenger’s side wheel drooped and airborne, putting as much twisting force through its body as possible – and in this position its rear doors opened and closed without any problem and no sign of even a creak. Most pick-up manufacturers do make vehicles like the Shogun Sport, but not many have ever brought them to the UK. A bit of an oddity, when you consider that the previous model was hugely popular, as was the grey-imported version of Toyota’s Hilux Surf.
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Clearly, demand does exist for vehicles like this – and with Land Rover no longer building the Defender, that demand is likely to be even greater than it was when the previous Sport was on sale. This modern version is not being positioned as a utility vehicle, however. Standard equipment on the Shogun Sport 3 includes 18” alloys, leather seats, LED head and tail lights, dual-zone climate control, reversing camera and locking rear diff, and it costs from £37,775 on the road.
Move up to the Shogun Sport 4, and you add headlamp washers, heated front seats, adaptive cruise control, 360-degree camera and an upgraded sound system, as well as Blind Spot Warning and Forward Collision Mitigation. Price-wise, you pay from £39,775 OTR. This looks like a pretty decent sum of money, but compared to some of its more road-biased competitors the Shogun Sport actually looks like decent value. Nonetheless, we’d have liked to see some less extravagantly specced
and priced models in the range for the sort of buyers who’ll want the vehicle for the off-road ability it undoubtedly has. Despite this, the Shogun Sport is an interesting addition to the SUV market. It’s much more truck-like than its rivals on the road, which might not appeal to the typical soccer mom, but it really earns its stripes in the rough and tumble. Instead of massive sophistication, it gives you practicality and robustness – and a hugely impressive performance off-road.
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BUYING USED
NISSAN NAVARA D40: 2005-2016
The third-generation Nissan Navara was a pace-setting pick-up when it first came to market. Its solid performance and SUV features could make it a solid used buy, if you’re clever about it…
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he Navara raised the bar several notches when it arrived in 2005. Today, the D40 represents an appealing used truck proposition – providing you keep your wits about you. Back then, the new D40 was praised for its uncompromising styling and distinctly American image, and with it at one stage holding the title of Europe’s most popular pick-up, it just goes to show that even
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BUYING USED these utilitarian workhorses can light a fire under their sales with an appealing posture. Underneath the stern exterior, the Navara utilised a version of the old Pathfinder platform, which was no bad thing. However, while old-school Nissan trucks had always been primarily about function over form, the Navara of 2005 started to migrate towards the pick-up attitudes we see everywhere in 2018.
INTERIOR
The Navara’s interior was distinctly the most car-like at the time – by a country mile. You’re beautifully enveloped in an excellent driving position, and a neat, rational dashboard layout features an array of switchgear that traces back to the Murano (remember that thing) and the spirited 350Z. As for the seats, some may find them a little wide in the base,
meaning you don’t get as much lateral support as you might want, but during cruising they’re excellent, whether you’re up front or in the back. That extends to the rear-seat legroom, too, while there’s good practicality within arm’s reach, provided by the large central storage unit and numerous drinks holders. The D40’s interior is nothing spectacular in terms of its design, with its image fairly average and unexciting, but there’s little here to neither offend nor disappoint. From 2005 to 2010, the Aventura version sat at the helm in terms of Navara trim levels, before the name was dropped and the Outlaw derivative took over as the range-topping machine, which also coincided with the introduction of the 3.0-litre V6 turbodiesel option – more on that unit later… The Aventura models offer the best bang for buck because of how much kit you get for your money. And if you’re going to buy used, you may as well get a vehicle that is suitably stocked with toys, eh? What’s reassuring for those looking at an old Navara, though, is that the Aventura featured standard equipment that rivals didn’t even offer as options at the time. These included cruise control, side airbags and electrically adjustable seats. Those side airbags may have been an option, but the rest of the Navara’s safety kit was all standard, with ABS/EBD and twin front airbags welcome extras. Within a couple of years, other features could be found on the Navara, such as Bluetooth, heated seats and satellite navigation. You really could have your cake and eat it. Plus, the whole package was woven together using good materials, so the Navara still feels like a quality product today, and you have gizmos that rival much newer machines. One other final piece of kit that you may want to bear in mind on the D40 is that it carries a limitedslip differential in the rear axle. This has the potential to make it more controllable when you’re fighting a light and wayward back end on a drizzly Tuesday afternoon, though it’s not as effective off-road as the locking rear diff that was standard in mainland Europe.
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BUYING USED
DRIVING
When it comes to how the D40 Navara is on the move, it may seem strange to start with the facelift version of the truck, however, there is a reason for doing so. We mentioned that a Renaultderived 3.0-litre V6 turbodiesel was introduced in 2010, but while this engine offered a sizeable power hike over the 2.5-litre four-pot – delivering 230hp rather than the four-cylinder’s 190hp (once revised in 2010) – this was only available with an automatic transmission. And that was rubbish. It’s also worth noting that there’s no shame in opting for the 2.5-litre
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diesel, because it was always an exceptional motor. In its original pre-facelift spec, Nissan’s 2488cc common-rail engine produced 171hp and 297lb/ft at 2000rpm, making it comfortably stronger than any of its rivals at the time. Even with Mitsubishi and Isuzu both offering upgrade chips, their trucks were still no match for the power of the Nissan. The Navara was a heavier truck than its enemies, though, so often that power was needed in order to keep it ahead of the pack. Now performance isn’t necessarily something you’ll prioritise on a pick-up, but for the record, the
Navara was able to stoke up a 0-62 time of 11.4 seconds. But the crucial piece of information you need here is that the 2.5 unit was available with the six-speed manual ‘box and is a much better companion for the diesel engine. You need all six gears, too, just to keep rowing its bulk along, as the engine likes plenty of revs to keep it sweet. The Nissan doesn’t joggle around much at the back, but you feel its weight more from the front – possibly not surprising, given that its double wishbones have a fair amount of mass to contend with. This doesn’t prevent the Navara from putting on an excellent display in the handling stakes, though. Regardless of all that mass, it can be positioned in corners with absolute confidence – it’s a pleasure to steer and to drive. This is certainly the case on smooth tarmac, although when it comes to broken surfaces it soon starts to become unsettled.
RELIABILITY
This is the section that you really need to pay attention to as a
used buyer. As with any older vehicle, there are potential pitfalls and issues that you may need to swerve and/or alleviate with potential ownership. If you’ve followed pick-ups for a number of years, you’ll more than likely be aware of the rust issue that affected the Navara between 2005 and 2008. Nissan even publicly admitted the issue in 2017 – as you would when there have been numerous reports of your trucks snapping in half. This stems from corrosion on the chassis, which when left neglected can lead to the Navara’s platform developing cracks and resulting in a complete chassis snap if not resolved. Nissan did attempt to restore customer confidence by bringing in an inspection schedule across the country (something owners will have received paperwork about when it was carried out), but if you’re going to view a Navara be sure to check out the chassis, or have someone do it for you if you’re not confident in your own abilities here. That’s the main problem you can encounter with the Navara,
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BUYING USED but unfortunately there are a few more besides. The timing chain has also been in the headlines, after it emerged that they can expand and fail. Paying for a replacement engine isn’t something you’ll want to budget for, so most garages will recommend making sure the chain has been changed every 60,000 miles. Seeing as the 2.5 dCi is the engine to go for, you should know that your service intervals are every 12,000 miles or 12 months – whichever comes first. This engine does suffer from issues with the turbo’s solenoid valves and the high pressure fuel rail. A full service history is always useful for giving you peace of mind that the vehicle has been well maintained, and any additional receipts of work can aid your sanity further. One of the other problems on the Navara is regarding the bearings and its halfshafts. These are an area which can suffer on any 4x4, particularly with heavy offroad use, and should they break and need attending to, you’ll be looking at a bill of around £200. With its heavy kerb weight, the Navara is also rather quick to get through bearing hubs on the front and also its anti-roll bar links. Parts aren’t particularly expensive for the Navara, so running costs can be considered
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reasonable. A new pair of brake pads fitted on the front should cost no more than approximately £130, for example. Prices for the second-generation Navara now make it a very intriguing prospect for those looking at acquiring a used pick-up. Nissan’s D40 was an outstanding performer when it arrived in 2005 and has continued to be one of the big hitters in the field ever since.
VERDICT
An Aventura Double-Cab could provide everything you want and more, especially with the powerful 2.5-litre dCi motor and six-speed manual gearbox at your disposal. However, as with any used purchase, be smart – make
sure you check the vehicle out thoroughly and have as much of its history as possible. And be aware of that dreaded chassis. Keep to an 2009 truck or newer, and you could have a brilliant preowned companion, whether it’s for business or pleasure.
THE FIGURES Price (low milage) £8,000 Price (high milage) £3,000 Fuel consumption 30.7mpg combined Emissions 245g/km Payload 1073kg Braked trailer 3000kg
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T A E R G H S I T I R W B O H S R E V O R LAND Ston NAEC
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TWO S L L A H F O S L STAL
THE END OF SEASON SHOW THAT’S GUARANTEED NOT TO BE RAINED OFF COVENTRY
A45
A4114 Burton Green Baighton
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A4177
National Agricultural and Exhibition Centre, Warwickshire, CV8 2LG
Bubbenhall Kenilworth
Blackworth
M40
Hunningham
A46 Royal Leamington Sa
M40
All the best Land Rover kit, parts and merchandise. Special show offers and exclusive deals. Find our exhibitor list online at
www.greatbritish lr
M40
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ow e at
Join our Facebook page for all the latest news about the show
www.facebook.com/gblandrovershow
Great British Land Rover Show
Sunday 25th November 2018, 10am to 4pm
Buy your tickets in advance and be entered into our prize draw to win over £1000 worth of prizes including this Traxxas TRX4 Defender worth £499!
➤ BFGoodrich Land Rover Walkway ➤ 2.4m off-road course to check out with your own vehicle in association with the AWDC ➤ Live Land Rover Workshop ➤ Land Rover only parking areas + further features to be announced...
TICKET PRICES: £12.50 on the door £7.50 in advance (save £5 per person!) OFF-ROAD COURSE TICKETS £10 in advance, £15 on the day (limited availability) See website for more details and to buy tickets! Under 14s go free Order online or call
01283 553243
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27/07/2018 20:47 24/08/2018 22:31
PRODUCTS
SPRAY-ON BED LINING AS TOUGH AS A RHINO
Protect your bed from rust and keep your cargo safe with versatile lining IF YOU PLAN ON PUTTING YOUR TRUCK TO WORK , then you need to make sure that it’s ready – especially the load bed – and with a Rhino Linings spray liner your truck will certainly be prepared. When their unique polymer formula is sprayed at high pressure, an even coating is formed that follows the exact shape of the bed’s original design. This result means that unlike many bolt-on alternatives the space sacrificed for the protection is miniscule – many trays lose unnecessarily large amounts of space, around the wheel arches in particular. This also doesn’t allow water between the bed and the lining, therefore
eliminating any rust from the equation. Liner trays can be found cheaply, but they are removed you’re likely to find a rusted surface beneath it – which can’t be undone. A spray-on liner from Rhino would stop the rust situation from getting any worse, but it is infinitely more logical to get a liner sprayed in the first place! Due to the method Rhino use to apply their lining, a grippy, grainy finish is achieved. This offers grip to both cargo and underfoot if necessary. Five layers of around 1mm are typically applied and they dry with a smart, wipe-clean finish in seconds. Whilst the method is simple, Rhino go to extra lengths for a factory finish with their bed-liners. The body panels are covered up and the edges of the application area are marked out using unique tape. The liner is then sprayed methodically over the target area. Once all of the layers have been sprayed and set, the protective coverings and tape is removed. Being as spray isn’t an exact science, the plastic has set beyond the tape, but this is where the special tape comes into play. At its outer edge, the tape has wire that, when pulled, cuts away any excess
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and leaves the edge of the liner sharp and precise. Once applied, the lining doesn’t just protect the truck, but its cargo, too. As well as helping items move about the bed less, the surface of the liner is kinder than the standard covering and absorbs impact and isn’t abrasive – it also offers chemical resistance, too. Driving a loaded truck equipped with a Rhino Linings spray liner is more comfortable, too. Not only do you have peace of mind that your cargo is safe in the hands of a leading bed-liner, but the ride is
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PRODUCTS
significantly quieter without the rattles and vibrations from behind the cab. Rhino’s spray liner is as versatile as it is effective. It can be applied to much more than just standard truck beds. If you’ve a canopy on your pick-up, the Rhino process remains unchanged. If you want to protect certain body panels for offroad driving, Rhino will spray your wheel arches, grilles and bumpers too – as they often do. Side steps are often coated as well, improving grip for passengers alongside protecting the steps. If you drive a
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station wagon and want the load space to be protected, then the lining will do exactly the same job. The product is just as effective outside of working vehicles. The Rhino Linings spray liner is the ideal covering for a workshop floor, and has also been applied to roofing of motorhomes and highend horseboxes. Initially an American product, Rhino Linings’ spray on bed-liner has been trusted by some of the world’s largest organisations, including armed forces and vehicle manufacturers. The product has
been fine-tuned over the years, and Rhino has grown continually during that period. At their headquarters in Nottingham, Rhino Linings UK have a background in the high-quality, market leading protection, and work closely with associated companies Paintseal Direct and Central Lotus, to offer top-quality paintwork protection and carbon composite expertise. In the UK, Rhino are expanding their reach, with a new and fully authorised Rhino centre, Tyntesfield Coach Works Ltd, they now have
dependable coverage in the Bristol area. If you’re interested in becoming a Rhino Linings dealer, or applicator, you can find apply via their website – www.rhinolinings.co.uk. To arrange a spray lining for your truck, workshop or personal vehicle, whatever you want, don’t hesitate to contact Rhino Linings by calling 01283 703777 or send an e-mail to info@rhino-linings. co.uk. You can trust their professional staff will help you and – most importantly – their bed-liner will too.
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PRODUCTS
EIBACH LIFT KIT ADDS MORE X-CLASS BRAWN
Eibach’s suspension works often go low and sleek. This is a little different… THE EIBACH NAME IS SYNONYMOUS WITH SUSPENSION. The brand has a reputation for lowering suspension, and work with a wide spectrum of companies that you may not know about – and that are close to many people’s hearts. Think of Polaris. Think of Twisted, Alive Tuning, Urban Automotive, Devon 4x4 to name but a few, and not to go forgetting all of their work with armoured Land Cruisers. The in-house engineers at Eibach UK know what they are doing and have a portfolio that shows it. So, we know they make bespoke, extreme suspension – but their own aftermarket range has been quietly expanding over the past couple of years. Their Pro-Lift Performance kits, developed for the modern-day SUV and pick-up, is designed to empower the ability of an allterrain working vehicle, whilst still retaining the
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ride quality and luxury feel that has come to be expected by drivers of today. As more and more people are starting use pick-ups for more general, day-to-day use rather than as an old workhorse wagon of old, a new generation of lifestyle pickups have hit the market to fit the niche, with the latest of these being the new Mercedes X-Class. The first truck from an explicitly premium manufacturer, the X-Class is targeting the top end of the pick-up market with its smart, high quality finish. The load and towing capabilities still remain, thanks to the Navara underpinnings, but the focus is now on bringing more comfort and style to the truck as owners demand more from their vehicle. As this fast-growing market gathers pace, Eibach have been quick to respond in creating
their Pro-Lift Performance kit to give improved usability to new boy on the block. Increasing the chassis clearance by 30mm all round for the X-Class, the Eibach Pro-Lift kit improves off-road handling, giving this premium pick-up true workability. An added bonus of the 30mm all-round lift is the improved driving position, which in turn gives better visibility. Made from the same grade of Silicon Chrome Vanadium Steel as all Eibach spring products – including those made for Formula 1 – this kit is perfect for those who are also just wanting to create an individual look. You can trust the Pro-Lift Performance kit, as it is fully TUV approved and comes with 5 years warranty. The lift kit is available for £310.64 before VAT. Contact sales@eibach.co.uk for more details.
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NEW VEHICLES PRODUCTS
NO BULL OFF-ROAD SUSPENSION UPGRADE Pedders’s TrakRyder eXtreme Adjustable Coilovers are ready for anything PEDDERS ARE GOOD AT SUSPENSIONS – that’s just what they do. And now the Aussie company has released a new, extreme product for customers who relish driving off of the beaten track. Padders’ new TrakRyder eXtreme Adjustable Coilover is a mouthful to say, but the equipment was designed to provide the leading suspension kit for the serious offroader. Both the ride and handling can be tailored to the driver’s preferences at the click of a button, offering both a smooth ride on the roads and off-road poise.
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At the front, the adjustable coilovers are made from topquality components. The design features a highly efficient 54mm bore inverted monotube design, height adjustable front assembly, an incorporated bump stop to protect against bottoming out and a 20mm hard chrome piston rod ensures a smooth stroke. The competition coil springs are made from premium alloy steel, the rebound damping is adjustable and the alloy mounts feature spherical bearings and seals. A marginally different set-up at the back incorporates many
similar features included at the front. Both front and back feature the same remote canister, that allows maximum oil capacity and enhances the efficiency of the suspension cooling. The back has similar mounts and also features adjustable rebound damping – bump stop is also fitted at the back. They feature the same 20mm chrome piston rod, 54mm inverted monotube, and spherical bearing mounts, too. The main difference is that the front features adjustable coilovers, whereas the rear shock absorbers are adjustable. In the UK the TrakRyder eXtreme Adjustable Coilover kit is available for the Jeep JK Wrangler and also to fit the Toyota Hilux and Isuzu trucks. As always the Pedders experts are always on-hand to offer their expertise. Like all other Pedders products, the TrakRyder eXtreme coilovers come with a two year warranty like all genuine Pedders products, plus free next-day delivery when ordered online.
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XTREMELY QUIET
PRODUCTS
Soundproofing for extreme trucks raises the bar for lowering decibels DYNAMAT XTREME means even rugged, outdoor vehicles can enjoy interior peace and comfort. the highest efficiency energy conversion sound deadener available. Road noise can be an irritation to truck drivers. Similarly, interior noise can prevent them from fully appreciating their stereo system. This is because sheet metal in vehicles resonates, creating noise, but with Xtreme installed the noise becomes silent energy through a process called ‘vibro-acoustic energy conversion’. This leads to a quieter and more comfortable drive when compared to untreated metal or poor quality OEM matting. Installed on a Defender, live at the ‘4x4 & Pick-up Show’, the Dynamat Xtreme sound damping applied to the vehicle helped to prevent unwanted vibration and resonance. A full covering was applied wherever possible to the Land Ad Brake Disc Conversion Rover Defender 110, which was
-
to your vehicle. Attempting to supplied by 20 /10 Engineering. deaden noise through inefficient The vehicle’s interior was removed ‘mass-loading’ will only mask and cleaned to allow the installers the issue by changing the pitch access to the panels, and 1.5 of resonance, not removing as mega packs of Xtreme was cut to Dynamat Xtreme does. size and applied live at the show, The simple ‘peel & stick’ solution demonstrating to attendees just is easy to apply because the how quick and easy the product is butyl rubber and heavy to apply. aluminium will stretch and Customers wishing to apply contour better than any Dynamat Xtreme to their own other product comparable vehicles will find the product product, without tearing. incredibly easy to install. Made It conforms easily to from a thin, super-sticky butyl all surfaces without any rubber which is bonded to need for special surface an aluminium alloy skin, it is preparation, leaving no formulated with Dynamat’s odour or dripping material. patented Vector™ Chemistry, Xtreme is so efficient you making Dynamat Xtreme the most get remarkable results using effective sound control material on upwards of 30% coverage the market. centrally on a panel. Optimised to deliver maximum performance using the thinnest And Dynamat’s thermal material possible, Xtreme provides barrier solution – Dynaliner dramatic reduction1results also help to maintain April 2018noise - PRINT.pdf 06/04/2018– can 16:40 without adding excess weight an even temperature inside
DISCOVER REAL STOPPING POWER
the vehicle to further enhance driver comfort. A mere half an inch of Dynaliner combined with Dynamat Xtreme saves 100°F in thermal transfer. To find out more about Dynamat’s full range of products, visit dynamateurope.com
BRAKE KITS
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PEDDERS TRAKRYDER REAR DISC BRAKE CONVERSION KIT Now available for: Toyota Hilux, Isuzu D-Max and Ford Ranger Features and Benefits: • Increased stopping power over drum brakes • Significantly reduced stopping distances • Brake pedal feel and modulation are improved • The disc brakes are completely self-adjusting • Reduced brake fade on heavily laden vehicles • Kit includes all necessary hardware • Installation video supplied along with fitting instructions • 2 Year 25,000 mile warranty
Specialising in suspension solutions since 1950 For further information go to: www.pedders.co.uk or please contact your local Pedders experts on:
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info@pedders.co.uk 01296 711 044
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NEW VEHICLES PRODUCTS
HARDTOPS WITH OEM FEEL FROM GEARMATE
Gearmate’s range of hardtops offer enormous strength, effortless style and reassuring security – under one roof GEARMATE are a British brand that have carved a name for themselves thanks to their top-quality storage systems and drawers – not to mention their iconic Gearslide – and as a result they have become synonymous with pick-up organisation. To complement their range of storage, they’ve now come up with a range of three extremely practical hardtops that are designed to help you in getting the most of your truck in both professional and leisure use – just the same as their drawers. There are a trio of options within the range, each matching different tastes and filling unique requirements. Solid, metallic
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gullwing sides open from the bottom up, offering both a practical and eye-catching method of access to the truck bed. Sliding windows provide a simpler and lighter option for the truck-bed whilst the solid-sided hardtop offers a no-nonsense covering for the back of your truck. Every one of Gearmate’s hardtops provide an elegant combination of functionality and style, with security and protection for the truck-bed and cargo. Central locking is a standard feature on the rear and gullwing doors of all of Gearmate’s hardtops, only adding to the factory feel and meaning access – and security – are simple and effortlessly easy.
Pick-ups are tough and hardworking, but everyone needs a little hand every once in a while. When it comes to winter you and your truck will appreciate the heated rear windscreen that is standard across all of Gearmate’s hardtop range. With safety in mind, the engineers over at Gearmate have also developed a rear brake light and worked it into the hardtop’s design, sitting above the rear window. Another of the features that make the Gearmate range feel like an OEm fitting, is the neat touch of interior lighting across the line-up of canopies. Turning on when the rear of the bed is opened, the lights, believe it or not, make it
significantly easier to locate items in the truck-bed – especially those without windows along the sides. Roof rails are also installed as standard fittings, so with a Gearmate hardtop on the back your truck is as ready for a day at work as it is for a family holiday stacked with bikes, canoes and of course a roof box for those who insist on packing the proverbial kitchen sink. The full range of hardtops – whatever the style – are available in UV resistant, OEM colours that ensure a smart, factory finish that will stand the test of time and a life of outdoor work. Designed to work in unison with Germate’s trademark repertoire
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NEW PRODUCTS VEHICLES
of drawer systems, Gearslides and accessories, combining a hardtop with a storage system would promise to give any truck driver a pick-up truck that can cope with – or at least carry – everything it could ever need to. The hardtops are available for most major pick-ups sold here in the UK, and to further the OEM feel of the product they can be painted in a wide selection of manufacturer colours, all of which are UV
resistant so will look fantastic for years to come. Gearmate’s hardtop range begins with prices of £1320 before you add the VAT, and the company is happy to offer discounted bundles for customers purchasing at the same time as a drawer or storage system. For more details on their hardtops, and the entirety of their range, visit www.gearmate. co.uk, where you’re sure to find everything you could need.
THE TOYOTA LAND CRUISER 70 SERIES
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STRENGTH - RELIABILITY - ABILITY FOR THOSE WHO NEED THE BEST
76 LX 10 5 Door MWB Hardtop
79 Single Cab Pickup
79 Double Cab Pickup
78 “Troopy” 3 door LWB Hardtop
For further information contact Anglia Vehicles Ltd Tel 01780 757080 Email sales@angliavehicles.co.uk Website www.angliavehicles.co.uk
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Super
NEW VEHICLES PRODUCTS
SUPERPRO: PRACTICING WHAT THEY PREACH SuperPro’s suspension upgrade packages for pick-ups really work. And here’s why… SUSPENSION SPECIALISTS SUPERPRO are adamant there’s no better way of proving that its products do what they claim they’ll do than by fitting and testing them themselves. One such example of this philosophy is the 2013 Isuzu D-Max pick up that’s used on a daily basis by the company’s UK sales manager Robert Hayward. The vehicle had covered 22000 miles when it arrived at SuperPro Europe’s Somerset-based offices at a time when, together with the Australia operation, a comprehensive suspension upgrade package was being developed for the Isuzu. Whilst an excellent vehicle in its own right, the D-Max bore some of the handling traits that are inherent in pick ups due to the leaf-spring suspension and a lightweight back-end.
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To overcome the issues this design creates, such as indifferent ride quality, passenger comfort, coupled with rear end stability and lateral grip, SuperPro has developed a programme of upgrade parts. This includes an innovative greasable shackle kit, uprated rear leaf springs, the addition of an anti-roll bar, dampers for the rear and coil-over struts for the front suspension, together with of course, a full complement of SuperPro polyurethane bushes. In the four years the company has owned it, the Isuzu has covered a grand total of 150,000 miles, with Robert responsible for clocking up nearly all of them as he visits customers and attends events around the UK. “When I first started driving the D-Max it didn’t have the SuperPro
upgrades fitted. I did about 10,000 miles before it was updated with the whole package and it transformed the car. The first thing you notice is the ride quality and it meant that normal day-to-day driving was a far more pleasant experience. In fact, the best way of describing it is that it now feels more like an SUV than a pick-up. “Another key benefit is the stability the vehicle has now, with less sway and bounce at the rear and a far more precise feel to the steering, especially when turning in. There’s also less harshness, which is a factor that some people don’t believe about fitting polyurethane bushes in place of the OE rubber ones. While other makes may cause a harsher ride, that’s certainly not the case with SuperPro. It means the whole package delivers an overall improvement, which makes
such a big difference when driving long distances.” Even with its six-figure mileage on the clock, the Isuzu was used by SuperPro at the recent Pick-up and 4x4 Show at Stonleigh Park to demonstrate the effectiveness of its upgrade parts and suspension performance packages. It would be fair to say that even the harshest of critics were impressed, with fleet buyers and conversion specialists commenting that the vehicle’s overall handling and ride was vastly improved over that of the original on asphalt, concrete, gravel and rough off-road surfaces. Robert also says that over the four years and 120,000+ miles he’s covered with the SuperPro kit fitted, he’s not experienced any drop off in feel and performance from the suspension. Here’s to the next 120,000 miles!
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ADJUSTABLE SUSPENSION ARMS FOR PICK-UPS To overcome and compensate for alignment issues caused by a change in ride-heights, fitting alternative suspension components or excessive wear, SuperPro offers a range of adjustable upper front control arms for pick-ups. They enable more accurate wheel alignment and give increased clearance and articulation between the arm and the strut when the suspension is at full ‘droop’.
The arms feature a ball joint that can be adjusted in-situ that allows for various degrees of caster and camber alignment. With the arms pre-fitted with SuperPro bushes, suspension performance and longevity are also enhanced. Further caster and camber adjustment is possible by fitting SuperPro’s alignment correction bushes to other locations on the vehicle.
SUPERPRO ADJUSTABLE UPPER FRONT CONTROL ARM APPLICATIONS Vehicle Ford Ranger PX / Mazda BT-50 (2011-2015) Ford Ranger PXII / Mazda BT-50 (2015-on) Mitsubishi L200 ML / MN (2006-2016) Mitsubishi L200 MQ (2015-on) Nissan Navara D40 (2005-2014-on) Nissan Navara NP300 (2015-on) Toyota Hi-Lux KUN26 / GGN25 (2005-2015) Toyota Hi-Lux KUN26 / GGN25 (2005-2015) Toyota Hi-Lux KUN26 / GGN25 (2005-2015) Toyota Hi-Lux GGN / GUN (2015-on)
Adjustment Adjustable ball joint gives +/- 2° of camber & 0 to +4 caster Adjustable ball joint gives +/- 2° of camber & 0 to +4 caster 2" lift correction gives approx +2° caster & +1.5 camber. Fixed settings 2" lift correction gives approx +2° caster & +1.5 camber. Fixed settings Adjustable ball joint allows for optimum settings up to 2" lift 0 to +3° caster Adjustable ball joint allows for optimum settings up to 2" lift 0 to +3° caster Adjustable ball joint allows for optimum settings up to 2" lift +/-3° camber & +4° caster Standard alignment: with camber bolts, heavy duty ball joints & SuperPro bushes With camber bolts, heavy duty ball joints & offset SuperPro bushes for up to 0.6° camber adjustment Adjustable ball joint allows for optimum settings up to 2" lift +/-3° camber & +4° caster
Part No. TRC560 TRC560 TRC500 TRC500 TRC540 TRC540 TRC470 TRC471 TRC472 TRC470
BENEFITS OF FITTING SUPERPRO CONTROL ARMS Increased articulation - ideal for off-road use Camber and caster adjustment Increased clearance between spring and control arm at full ‘droop’ Reduced tyre wear Fitted with durable and long-lasting SuperPro bushes No modifications required to OE suspension
For further information on all SuperPro products and a list of stockists please visit our website or contact SuperPro Europe:
Tel: +44 (0)1823 690281 | Fax: +44 (0)1823 698109 | Email: info@superpro.eu.com SuperPro Europe Ltd | Thorngrove Barn | Main Road | Middlezoy | Somerset | TA7 0PD | UK
www.superproeurope.com
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NEW VEHICLES PRODUCTS
3,500KG AUSSIE TOW BARS FOR UK TRUCKS
Extreme Australian hardware specialist Ironman 4x4’s bar protects your truck whilst retaining high tow-rating PICK-UP TRUCKS may have become more and more fashionable in recent times, however there are still plenty of people who use them for their first primary intended purpose. Australian outfit Ironman 4x4 are well aware of this, and as such their products are practical, strong and as ready to get stuck in as any willing trucker. Their Rear Protection Tow Bar, optimized for most trucks on sale in Britain, embodies this. Made from 4mm of steel, the tow bar features side protection for the bumpers and wings, high-lift jack points and fitting for an Anderson plug mount. On all designs except that of the Hilux, the protection bars are coupled with stylish side tubing that provides protection for the vulnerable rear sills and sides of the tub as well as re-enforcing the bar. Built into the tow bar are rear tow points, as well as two high lift jack points that allow for the safe and stable application of high lift
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jacks on either side of the vehicle. Also included is a 50mm tow ball and tongue. The integrated hitch receiver is rated for a towing capacity of 3500kg – providing that that of the truck is, too – and there is a plug and play wiring loom available to hook up to the vehicle, ensuring simple no cut installation for seamless compatibility. Space to install a 7-pin flat trailer plug is also incorporated into the bar to securely connect trailers and vans, and there is also a plate available to fit onto the tow bar for those who wish to use it as an access step to the truck bed. The Isuzu D-Max, Nissan NP300 Navara, new Toyota Hilux and Mitsubishi L200 Rear Protection Tow Bars are now in stock, simply contact West Coast Off-Road, the UK distributor for Ironman 4x4 products.
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PRODUCTS
NIGHTSEARCHER: A TORCH FOR EVERY JOB
There are some things that everybody just needs. A good watch. A solid pair of walking boots, or a proper winter coat. Another is a reliable torch – especially if you’re working outdoors. In which case, NightSearcher has got your back
EXPLORER-1000 – THE TORCH THAT’S GETTING A GRIP ON YOUR LIGHTING NEEDS! The Explorer-1000 has an output of 1000 lumens, funnily enough, all of which can be centred into a 600-metre spot beam. Adaptable to any situation you might reasonably think of, the Explorer boasts no less than six light settings for its array of CREE LEDs (100%, 60%, 30%, 5%, Strobe and SOS). There are two methods of control for this extremely nifty expedition torch. One is a handy tactical switch on its tail, while the other is on its main body – which, this being a proper bit of kit, is made of Type III anodised steel. Specially designed to give you all the grip you need, the handle of the torch is textured. And to help you keep firmly on top of the power situation there is a through
switch which toggles through the battery status indicator. The lithium-ion battery in the Exlporer is a 3.7-volt 2600m Ah number, and when fully charged it can offer up a maximum of fifty hours, which sounds comfortably huge.
It will take in the order of six hours to charge from fully flat to its full capacity. The Explorer is an ideal lightweight companion, tipping the scales at just 216g and is IPX7 waterproof rated and is impact-proof from heights of a metreand-a-half.
MAGNUM-3500 – THE MOST POWERFUL RECHARGEABLE TORCH IN THE NIGHTSEARCHER RANGE NightSearcher’s most powerful rechargeable torch is the Magnum-3500. This – sticking to naming convention – has a whopping output of 3,500 lumens, and at 470g is a bit of a brute. The added lumens culminate in a longer range of 700-metres in a wide beam, and NightSearcher added another light mode for the extra 100-metres of range (there is zero fact in this statement). The Magnum’s seven modes adopt totally different ratios to the Explorer, and go from 100% down to 30% before stopping at 15%, 5% and a super-dim 0.2% – it then also has the Strobe and SOS settings. The bigger, 5000mAh Lithium-Ion power source takes the same six hours to charge from flat but takes significantly longer to run down,
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offering a huge 290-hours of light at its peak. Secure grip is also designed into the Magnum, which too features a through switch battery indicator at the end of the handle. Its capacity and power output make the Magnum a better choice for those who have regular use for a torch.
Both the Magnum-3500 and Explorer-1000 NightSearcher offerings come with a USB mains charger as standard have an optional vehicle charger. To find your local NightSearcher stockists, visit nightsearcher.com.
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TRAINING
WHITECLIFF 4X4
Located in the Forest of Dean, Whitecliff 4x4 is one of Britain's most scenic off-road centres. And the staff there are determined that whether you're a beginner or pro-level pupil, you'll come away with a smile on your face WORDS AND PICTURES: MIKE TROTT
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hitecliff Quarry is a training centre worth visiting. Imagine a big, versatile off-road course; place it in the centre of an old quarry with limestone cliffs towering around the surrounding edges, and an almost amphitheatre-like effect is created. It’s quite the backdrop; something that catches your eye on more than one occasion as you negotiate the site. To get to this off-roading opera house, you’ll have to make your way to the Forest of Dean area in Gloucestershire. Whitecliff Quarry is just a short hop from Coleford or, for an extra bit of reference, six miles east of Monmouth. Before you’re let loose on the course, however, you’ll have
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stopped by the classroom and met the two people responsible for this off-roading oasis. Geraldine Hooper is Whitecliff's owner. And you can put any preconceived sexist notions right where they belong, which is to say in the bin. ‘I trained as a mechanic with Volkswagen and Audi with a five-year apprenticeship,’ she says. An apprenticeship with the world’s biggest car group, eh? I bet that’ll knock some blokes down a peg or two. It’s safe to say: you’re always in good hands at Whitecliff. The other person you’re likely to bump into around the site is Bryn Charles. ‘He’s my right-hand man… or at least he would be, if I wasn’t left-handed,’ jokes Geraldine. Between the two of them they run the whole operation, but it
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wasn’t always like this. Originally the company was set up in 1997 by three other people. ‘It was sort of a hobby job for them initially,’ continues Geraldine ‘I joined as an assistant in 1999 and eventually took redundancy from my previous job as the business grew. I’d still got the kids at the time, but they were very flexible and it worked for both parties.’ After a few years, the chance came up for Geraldine to take over and now she owns 100% of the business. Left-hand man Bryn has been involved for the last nine or ten years and is now working full-time alongside Geraldine. Interestingly, however, customers don’t always get the Whitecliff rankings in the correct order… ‘Sometimes if Bryn has been out instructing one of the groups, they’ll come back and I’ll be in the classroom and I do get treated like the tea girl occasionally,’ smiles Geraldine. Luckily, they’re both fairly laid back; plus, on account of the way they handle the work and the agreement Geraldine has with the neighbouring landowners, it's a winning set-up all round. Like many off-road centres these days, Whitecliff doesn’t just run training courses. Corporate events, stag and hen parties and gift voucher experiences are all part of the services on offer. But should you wish to do a training course, you’ll find the usual BORDA assessments here, from the basic ticket through to the higher level. ‘Bryn does most of the gift experience driving, while we split the instructing between the two of us,’ says Geraldine. ‘He also does the majority of the leg work for me to be honest. He’ll be making sure the vehicles are all in good working order and maintaining the site while I’m doing the bookings, accounts and admin side of things.’ The pair also have quite a fleet to run, with seven vehicles on the books including a couple of first-generation Discovery and Defender 90s. There’s even a Range Rover Classic thrown into the mix. I end up in a lot of Defenders on days like these, so naturally I ask if we can take the 200Tdi Classic out for our time on the site. Geraldine does try and encourage people to bring their own vehicle if they can, though – which of course means she’s seeing more and more pickups these days. ‘If you have to use a 4x4 for work, it’s unlikely you’ll be using a
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Disco or Range Rover Classic these days,’ she says. ‘We get a lot of the South West St John’s Ambulance Service up here and they run Pathfinders, Discovery 3s and Ford Rangers. The systems they use will obviously be a lot different to some of the vehicles we run, so it helps if they can bring theirs up here and we can teach them how to operate the equipment they will actually use day-in and day-out.’ There’s an interesting view on the Discovery 3, however. ‘Its capability is superb,’ Geraldine tells me. ‘For us, though, we don’t really want to go to the Td5 and newer because it costs so much more in terms of maintenance.’ Sounds similar to just about every other Land Rover enthusiast you’ll come across, then, even if these days a lot of them would say ‘Puma’ instead of ‘Td5’. There’s probably a reason for that, too. Geraldine’s love of off-roading isn’t just teaching people how to be better at it, or how to off-road in the first place. No, this lady has many a competitive bone in her body, which is displayed on a regular basis – not least around Whitecliff itself, where various canes have been used to mark out sections of the course. As we manoeuvre around, it feels like we’re actually taking part in an RTV; some of the tighter sections are as real as it gets, especially in a Range Rover Classic. ‘I used to race cars off-road but it got very expensive, so I started trialling instead. I was just a passenger to begin with but soon got fed up of that and started driving myself.’ Whitecliff’s Off-Road course isn’t just about sections which resemble RTVs, either. Geraldine has just about everything organised into sections – and suitably named, too. Alongside the usual ‘slide slopes’ and ‘rutted section’, there’s also a slope called the ‘screamer…’ She won’t divulge why it’s called this, but there are no visible graves lurking around the periphery of the slope, which can only be a good sign… Not only is the landscape lovingly christened, the vehicles are too. The blue Disco 1 is called Hamish and the green Disco is known as Clonker. ‘From the moment we got it, there was this loud clonking noise, so naturally he became Clonker.’ The window has been opened by Bryn during our chat and
Geraldine begins to tell me about the terrain and how it differs round the quarry from season to season. ‘It gets ever so dry in the summer. It makes the ground pretty hard, but at the same time we’ve never had to close for rain or bad weather really. We had to close once for some really bad snow, but how often does that happen? Other BORDA members would kill for my site, I’m sure.’ As we tour the site, Geraldine shows me the small lake at the bottom of the quarry – which, when casting an eye over it for the first time, seems pretty tame. But then again, it would be after the summer we’ve just had. ‘Take a look at these pictures,’ says Geraldine, whipping out her phone out and waving it in front of me. The Range Rover we’re sitting at this point in is near the water’s edge – but if the water were as high as it was in the photo on Geraldine’s phone, I’d need a snorkel kit of my own, let alone one for the vehicle. ‘That was back in the winter after some really bad rain – it was unbelievable.’ I am assured that the site remained useable, though, even during the worst of the floods. The advantage of being in a quarry means it’s almost tiered, so there are plenty of levels above the lake at which to experience off-roading. ‘August is a bit of a quiet month for us,’ admits Geraldine. ‘But as soon as it reaches 1 October it
goes mad! The bad weather starts coming in and all the companies start to worry and everyone who uses a 4x4 for work starts signing up for various courses. ‘I think we’ll be changing the tyres for this winter as well. At the moment we have Diamonds fitted on to most of the vehicles, but as they wear out I think we’ll switch to less aggressive tyres. You just don’t need them when you’re training people – you want to illustrate the levels of grip, not what cliffs you can drive up.’ That’s an interesting approach, and a not uncommon one among instructors whose pupils will need to use relatively standard vehicles in the course of their work. Learning about the ultimate terrain an aggressively shod vehicle can tackle is all very well, but if you’re going to put your new skills into practice aboard a fully laden double-cab on MTs, as so many will, it’s only going to fill you with false confidence. Which is all very worthy, even if it doesn’t make for a form of training that’ll fool you into thinking you’re cutting loose on a playday. There’s time enough for that – and you can rest assured Geraldine appreciates how much fun off-roading can be. As she puts it: ‘Once we get up on to the site with the customers and see them going away with a smile, that’s our day off.’ We’d imagine she has a lot of those.
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A DOUBLE-CAB WITH A DIFFERENCE
Land Rover never made a double-cab version of the Series IIA. But as always, if Solihull doesn't do it – someone else will!
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hen it comes to Land Rovers, you’d think Solihull had the whole workhorse thing covered. The company produced basic machines that were unrivalled off-road – and would gradually destroy themselves upon it. But keeping Series Land Rovers to the fields and farms they were intended for meant you were keeping them to the brief. These vehicles came in various body styles. Or at least they did after Land Rover thought it best not to have people driving around
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with their heads as an impact zone, should the vehicle roll. There have been Land Rovers with short wheelbases and long wheelbases (and even extra-long wheelbases). There have been station wagons, pick-ups, hardtops and soft-tops… whatever kind of top you needed, really. But it took Land Rover until the 1980s to mass-produce anything with a double-cab body, and that was only in the form of the hulking great 127. With the Td5 era, however, the Defender 110 Double-Cab started to become a common sight. And
this body style survived through both phases of the Puma era. No doubt the future Defender, whatever it might turn out to be, will be available in double-cab form too. But what happens if you wish you’d had a double-cab body for your Series IIA? After all, there are plenty of people still using 'classic' Landies as work trucks on their farms or estates. The beauty (or lunacy) among these people is that there is always someone willing to question the original template; someone believing that they can improve on the manufacturer’s
own interpretation. And, well, because the cliché goes that these vehicles are just big Meccano sets, changing a few bits around and making your own ideal Landy, it’s child’s play. Take Paloma, for example. Nice, isn’t she? She wasn’t born like this, though, because surgery has been necessary to get her to look like this. Imagine a Hollywood actress from yesteryear who is trying to get ready for one final blockbuster: a little stretch here, some inflating of the rear end and finally a bit of a makeover to get the whole package looking more youthful.
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The signs of surgery are definitely there – it’s body mods Land Rover style, not anything you’d expect to see in a custom car line-up. All part of the charm, you could say – however elegant she might look from a distance, get up close and this is a proper farmer-spec working vehicle For Paloma, it has worked well. For some celebrities, it’s a more unfortunate tale/tail ending. Adam Norton, proprietor of Norton Automotive, discovered this A-lister and has revealed to us some of the details behind Paloma’s early career. ‘Paloma started her life just as a bog-standard 109” Pick-Up and was used by her first owner from 1967 to 2006,’ Adam tells me. As a 109” Pick-Up, Paloma was used to hard graft and getting her hands dirty; her first keeper used her on a smallholding and registered her as an agricultural vehicle. If there is one thing that can make a Land Rover particularly desirable, it’s when the word ‘smallholding’ is present. Often, when Land Rovers have only been subjected to light work on small parcels of land, their mileage can
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be minimal. In Paloma’s case, the clock currently only reads 10,000 miles, and Adam says he has been assured that the figure is absolutely genuine. In a way, it would be unlikely for a lady to have undertaken anything drastically labourintensive back then, so maybe Paloma has looked after herself all these years. She has a number of assets after all. Her golden heart can also be identified as a 2.25-litre petrol motor, so there’s sweetness on the inside as well as the out. The manual four-speed gearbox and its long stick reach out to a sixseater layout with elephant hide upholstery and even a working Smiths heater. All this is lying within a Bronze Green exterior and topped off with a Limestone roof. But she has brawn to match the beauty, this girl. She’s solid,
carrying a chassis and bulkhead in remarkably good order. ‘In 2006, the nephew of the first owner became Paloma’s keeper and that was when the work was done, between 2006 and 2007,’ explains Adam. ‘He must have used a station wagon vehicle as a donor to get Paloma into this state. That’s the thing with Land Rovers – if there isn’t the exact specification of vehicle available, you just build it yourself!’ Following her relationship with the nephew, Paloma found a new suitor in early 2016 who carried out a light mechanical overhaul on her, including a full service, fitting new brakes, a new exhaust, and installing new clutch cylinders and new propshaft. ‘I bought her from the third owner after the gentleman had brought her back up to a good
roadworthy condition,’ says Adam. It’s not hard to see why Paloma caught his eye. And now she has caught mine too. The Td5 Double Cabs have always looked a little more brutish and playful to my eye. But seeing a Series Land Rover in double cab form throws up a different persona. Series Land Rovers by their very nature are not as beefy as Defenders and Paloma is a daintier soul altogether. I’ve been lucky enough myself to spend some quality time with Paloma, even if it was only brief. But I can confirm that she does ride very well. Her heart runs sweetly and she carries her form beautifully. She is the sort of Land Rover you’d take home to your mother. Only I can’t… because she’s been sold and moved on to her next suitor. Drat.
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03/07/2017 24/08/2018 17:08 22:42
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.
bilstein.com Untitled-1 1
21/08/2018 15:44
QUITE CLEARLY, IT JUST WORKS
£199
ISUZU D-MAX EIGER FROM ONLY † PER MONTH +20% VAT
INITIAL RENTAL £1,790.91 +VAT
BUSINESS CONTRACT HIRE 23 MONTHLY RENTALS OF £198.99 +VAT. EXCESS MILEAGE CHARGE OF 9.75p PER MILE AND RETURN CONDITIONS APPLY. PROVIDED BY ISUZU CONTRACT HIRE.
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 †Important Information. Business users only. Rental amounts shown are for an Isuzu Eiger Double Cab Commercial Vehicle On The Road with manual transmission, excluding special paint finish. Contract based on 8,000 miles per annum, non-maintained. Vehicle must be returned in a good condition to avoid further charges. Provided by Lex Autolease Ltd trading as Isuzu Contract Hire, Heathside Park, Heathside Park Road, Stockport SK3 0RB. Excludes motability and fleet sales, not available in conjunction with any other offers (including the Work Pack offer) or with BASC or NFU member discounts. Available until 30th June 2018. Finance options available at participating dealers only, subject to status. *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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OFFICIAL PARTNER
29/03/2018 14:51