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THE 4WDER’S2013

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Seven utes, seven real

4WDers – one winner!

WORDS BY STEVE COLLINS, PHOTOGRAPHY BY BRETT SHEARER BROUGHT TO YOU BY:


Here at 4WD Action, we have a knack for convincing car companies to hand over the keys to their

latest releases, often before their dealers get a chance to see them. Now, when it comes to testing, we know our readers (that’s you!), 4WD enthusiasts in your own right, want to know how far a 4WD can be pushed off-road.

While other mags cruise alongside cotton farms taking notes about the fancy leather interior, we push off-road testing to the extreme. The difference is we test them like a real 4WDer would use them. We camp in the bush and live out of the 4WD, while others book into fancy accommodation and sip expensive chardonnay.

Now, for this year’s 2013 Ute

Of The Year, we could’ve taken a bunch of the industry’s fi nest to the middle of the outback, but that real seat-of-your-pants feel would’ve been lost in confusing political jargon. So, we got to thinking and came up with the perfect answer. Why not take you guys, real 4WDers, along to say exactly how it is? No industry nonsense, no hiding behind alliances or brand names. Just plain-old honest feedback. So that’s what we did. We rounded up seven utes, seven real 4WDers and headed into the scrub.

Don’t suppose we have to tell you how much fun we had? You know what the best part is, though? You can join us in the passenger seat. Just buckle in, sit back and check out all the action from the test.

JUDGING CRITERIA

As 4WDers, we look for a unique set of features in a 4WD. The old ANCAP safety rating’s a good indication of how well it’s built, and anyone can compare a specs sheet, but we wanted to see how they performed off-road.

We broke the off-road performance portion of the judging down into fi ve categories and scored each based on how they performed off-road. We then compared and scored fuel economy (as tested), purchase price, running costs per year (comprehensive insurance and servicing) and payload to determine the fi nal outcome.

Full points were awarded to the best performers in each category, while the runners up scored their points depending on how far behind the top position they had come - much like split timing in a rally.

THE CONTENDERS

In selecting the seven dual cabs, we asked ourselves one question. What would any 4WDer who’s looking for a work truck, daily driver, weekend warrior or long-distance tourer want to spend their cash on? Let’s say the budget is $60,000, after all, not everyone is on a politician’s salary.

What this meant was that if we thought a manufacturer was charging too much for a certain model, it would miss the cut. To compare oranges with oranges, all utes tested had turbo-diesel engines and autos where possible, except for the BT-50 that was a manual. Turns out Mazda didn’t have an auto in stock. Suppose, if you walked in off the street you could be faced with the same dilemma with any manufacturer anyway – so we pressed on.dilemma with any manufacturer anyway – so we pressed on.

YEP, WE POINTED $350,000 WORTH OF UTES

AT THE FIRST OFF-ROAD TRACK WE COULD FIND!

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COOPER DISCOVERER A/T3S

CONTROLLING THE VARIABLESWhen it comes to 4WDing, a good quality set of tyres is arguably the most important purchase you’ll ever make. Think about it, your tyres are the only thing that keeps you in contact with the ground, and without them, your engine, brakes and even lockers are useless. Now, considering we were putting these utes head-to-head, it only made sense to throw on a set of control tyres.

For the testing we were planning, we knew the factory highway-terrains wouldn’t cut it and so we ordered replacements. That’s when we got in touch with our mates over at Cooper Tires, who sorted us out with seven sets of Cooper Discoverer A/T3s.

Being a light truck all-terrain tyre, the A/T3s are designed for 70% road and sand, and 30% for dirt and mud. Their super-tensile steel belt offers higher impact strength and puncture resistance. Adding to the A/T3’s ruggedness is its unique silica compound, which is engineered to resist cuts and chips over rocky terrain. Cooper claims the new increased cord strength carcass makes it 33% stronger which means less damage and a higher load carrying capacity. Not hard to see why we went with these tyres. And we’re glad we did too because after days of tackling harsh terrain, not one of the 28 tyres got a puncture.

OFF-ROAD PERFORMANCE A vehicle’s off-road capability is what truly makes or breaks it as at 4WD. It might have fancy gadgets and a 4WD badge, but if it doesn’t perform in the bush, what good is it?

For that reason we scrutinised each ute’s low-range ability. Things such as ground clearance, the location of vital components like the alternator and air intake – where are they located, are they prone to damage? Are the off-road angles generous? How much wheel travel did the suspension offer? Did the manufacturer fi t traction aids, and did they actually work?

TOURING ABILITYBecause Australia’s over 7.5 million square kilometres in size, there’s no point owning the biggest, baddest 4WD in the country if it’s a pain to drive long distance. That’s why we’re judging each ute on long-distance touring ability. That means, seeing how it handles long stretches on dirt roads, what the noise levels are like and how useable it is in terms of liveability, storage, payload and towing capacity.

MECHANICALSIt’s not how big it is, it’s how you use it hey? We wanted to see how much punch each engine offered, how the gearbox used that power, and if they were working together to get it to the ground. Being a 4WD, we were looking for low-down power delivery – does it come in nice and low in the rev range? Is it smooth, or laggy? And is it economical? But, that’s not all. We also wanted to test how the brakes, steering and suspension perform both at speed and over undulating obstacles.

PRACTICALITYConsidering we’re going to crown the ‘Ute Of The Year’, we needed to know how useful each one was as a real utility vehicle. Practical-ity, useability and brute strength are what scored well here. After all, what good’s a ute if you can’t load it up, slam the tailgate and hit the tracks?

Things like tie-down points, tub dimensions and power outlets were all given a closer inspection, and truth be told, you’ll be surprised at the differences.

ABILITY TO MODIFYWhether it’s for performance reasons, or you simply want to stand out from the crowd, we all like to modify our 4WDs. Given how much manufacturers cram into 4WDs today, there’s often little room to move when it comes to fi tted aftermarket gear. So, we want to see how each ute stacked up in terms of modifi ability. Is there enough space in the engine bay to fi t a second battery? Or room under the guards for bigger tyres? Was a suspension lift feasible, or did it require an engineering degree?

No one was going anywhere

without a snag in their belly!

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JEREME LINDSELLAs it turns out, Jereme’s an experi-enced hand behind the wheel. There’s rarely a weekend that goes by where he’s not camping or 4WDing up the mountains near his home in Coffs Harbour. He works as a surveyor during the day, which means he actually gets paid to go 4WDing every day.

Jereme’s daily is a 2007 ML Triton fi tted with a rear locker, a truck-load of barwork, winch, 2in lift and 33in BFG muddies. Suppose you need a capable truck like his Triton if you’re going to help with rescue efforts during times of crisis like Jereme does.

STEVE ‘ROSIE’ ROSENSTRAUSS Gee, three Steves on one trip – thisis going to get confusing! Now, don’t hold this against him. Steve ‘Rosie’ Rosenstrauss’s a taxation adviser by day, but it’s what he does in his spare time that makes him more than qualifi ed to be a judge. ‘Rosie’s’ the treasurer of the Nissan Patrol 4WD Club of NSW and ACT. He’s seen more modifi ed 4WDs, led more convoys through the outback, and done more for the 4WD community than most of us.

STEVE ‘ZAMO’ ZAMMITTruth be told, Steve ‘Zamo’ Zammit’s a bit of a keen fi sho. And of course, to get to the best fi shing spots, you need to know how to handle a 4WD.

These days he runs a scaffolding business, but in a past life he used to work for Mazda, so you could say he knows a thing or two about tradie’s utes. ‘Zamo’ has been to every part of this country, from Cape York to Alice Springs, down to Yalata and up to Broome – all in his 4WD on the hunt for that next big fi sh.

THE TEST ROUTE

To truly score these utes, we needed to test them in the real world. What’s the point in testing them empty if the second you get it home you’re going to load it up with camping gear and head bush, right? To simulate a family of fi ve with all of their camping gear, or a tradie who needs to carry a tray-load of tools to a job site each day, we loaded each one up to their respective GVMs by strapping barrels of water into the trays.

We needed a variety of terrains to really put these trucks through their paces, and what better than a region that offers sand, mud, ruts, rocks, steep terrain and corrugations to boot? We high-tailed it north out of Sydney, topped up the fuel tanks and hit reset on the utes’ odometers. Starting off with sand, we pointed the utes towards Blacksmiths Beach, north of Lake Macquarie. Here we’d see how each truck, fully loaded, handled arguably the softest sand on the NSW coast.

Next up, we made our way west to the Watagans National Park. The red cedar forests are littered with a bunch of white-knuckle fi re trails, so over the following days we tackled nearly every terrain imaginable. If you want to gauge how tough this place is for yourself, just throw the DVD from issue 173 into the DVD player and watch Roothy, Shauno and the crew tackle one of the toughest tracks this side of Coffs Harbour.

THE JUDGING PANEL

STEVE COLLINSI reckon Editor Brenno must’ve had a hot date down at the bowlo or something, because one arvo he throws me seven sets of keys. “Round up some honest 4WDers and put these utes through their paces,” he says. “Come back and tell me which one’s the best.” It was sort of like winning Lotto, only seven times better!

Maybe he thought ’cause I’m a Nissan owner, I know when I’m looking at a good thing? Whatever it was, I knew I needed truly experi-enced 4WDers to help test ’em, that is, without breaking ’em.

We didn’t just pick people at random. We specifically chose six other expert 4WDers who themselves knew what a good dual cab ute is made of. As you run down the page each judge either currently owns a ute, is looking to buy one, wants to upgrade their old one or drives one on a daily basis for work, so we knew they were more than qualified. There was only one thing left to do. Yep, we pointed $350,000 worth of utes at the first off-road track we could find!

JEREREMEME LLININDSDSELELLL

CHRISTIAN BITZNow, Christian’s a quiet sorta bloke. He sits back, takes it all in and makes a calculated decision. He’s in the market for a new ute himself, which means he’s looking for value for money. Working as a landscaper, Christian knows what he’s looking for in a good tradie’s ute.

STEVE ‘ROS EIE’’ ROROSESENSNSTRTRAUAUSSSSSS

NATHAN GIBBSTalk about a bloke that’s down for the cause. What Nathan lacks in mechanical know-how, he makes up for in life experience. He practically lives out of his swag and wasn’t about to pass up the opportunity to share his love for the bush with the rest of us.

Nathan drives a tough-as-nails space-cab HiLux, and boy can he handle himself in a 4WD. By day Nathan’s an arborist, so his ’Lux comes in handy lugging around all of his tree-lopping equipment.

Nlu

ALAN COLLEYThere’s only one way to sum Alan up. He’s a keen bushie who’s not afraid to give anything a go. Alan’s a telecommunica-tions techie, which means he practically lives out of his 2011 Mazda BT-50. Allan and his son have done a fair bit in the way of touring and he was keen as mustard to get behind the wheel. When he told us he’d clocked up over 35 years of 4WD experience, we knew he was the right bloke for the job.

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102-110 UTE OF THE YEAR.indd 0106 13/03/13 3:52 PM

When it comes to the Amarok, you’ve got to forget everything you know about a conventional 4WD. It has all the features of a rugged off-road-er, like a military-grade front bash protection plate, traction control and a rear diff lock, but off-road it’s missing something – a traditional low-range gearbox.

Before we go any further, we need to make one thing clear – the Amarok we tested was the 4Motion (AWD) model. And while this Vee-dub does have a selectable ‘off-road’ mode and a super-low fi rst gear, once loaded up it was lacking a little, particularly in the sand.

Once you get used to the Euro engineering and get over the fact there’s no ‘low-range’ you start to notice all the standout points. Like the fact the pint-sized 2.0L engine delivers a bucketload of power. In fact, it has more power and torque than both the 3.0L D-MAX and HiLux. Same goes for the payload. Yeah, we were surprised too! You will need to budget for a snorkel, though, as the air intake is positioned just above the radiator and will swallow a gulp of water given the chance.

Touring wise – it’s comfortable to drive, the suspension works and there’s plenty of room under the hood for a second battery and air compressor (again, due to the small engine). If you plan on capitalising

on the 1014kg payload, you might need to look at the tie-down points as they’re not in the most practical position, and there’s no headboard. But otherwise, it’s as capable a tourer as any.

The D40 Navara’s been around for a while (approaching eight years), but in that time it has undergone a pretty hefty transformation. Sporting a brand-new 3.0L V6 common-rail diesel and seven-speed auto, the D40 is jam-packed full of grunt. Unfortunately, not much has been done about the low-slung transfer case, however. All you’ve got to do is remember back to the 2008 UOTY, where Roothy cracked the housing while driving over a rock.

There is a noticeable advantage in the pulling power over any other ute we tested, but sadly the D40 is let down by the auto. On the sand, it’s forever shifting between gears, and it’s much the same on loose rocky tracks too, although less noticeable.

When it comes to touring ability – the Navara is hard to beat. It offers plenty of storage options inside and a versatile tie-down track system in the tray. The interior’s a little dated, but quite comfortable and practical. The dual-zone climate control means all occupants can tailor their air-con to suit. And like any good tourer, the Navara requires no special tools to work on – even the radiator cap is a standard metal twist-lock type.

NISSAN NAVARAST-X dual cab auto

CLEARANCESGROUND CLEARANCE: 228mmAPPROACH: 30°DEPARTURE: 24°RAMP-OVER: n/a°

CLEARANCESGROUND CLEARANCE: 192mmAPPROACH: 28°DEPARTURE: 23.6°RAMP-OVER: 21.4°

“The Navara seems to sit lower

than the other utes. The seats

are comfortable and offer

adequate side support. The

engine is no doubt the standout

feature. However, being a V6 it

leaves little room in the engine

bay for fi tting aftermarket

accessories.” – Nathan

RUNDOWN

ENGINE3.0L V6 intercooled turbo-diesel, DOHC, 170kW@3750rpm and 550Nm@1750rpm

TRANSMISSION7–speed automatic with manual mode

4WD SYSTEMTransfer case – dual range 4WD with electric 4WD selection

DIFFERENTIALSMechanical limited-slip differential

FUEL TANK80L

BRAKESFRONT: ventilated discsREAR: drum

TYRES255/65R17 tyres with 17x7in alloy wheels

TOWING (BRAKED)3000kg

LIST PRICE$57,290*As tested

RUNDOWN

ENGINE2.0L, 4-cylinder, 16-valve DOHC, bi-turbochargers, common-rail direct injection, 132kW@4000rpm and 420Nm@1750rpm

TRANSMISSION8-speed automatic

4WD SYSTEM4MOTION – permanent

DIFFERENTIALSMechanical rear differential lock

FUEL TANK80L

BRAKESFRONT: 303mm ventilated discREAR: 292mm drum brake

TYRES245/70 R16 111T, steel 16x6.5in wheels


MAX WADING DEPTH500mm


CLEARANCES

n SCORECARDOFF-ROAD PERFORMANCE: 9.3/10TOURING ABILITY: 9.2/10MECHANICALS: 8.9/10PRACTICALITY: 10/10ABILITY TO MODIFY: 8.4/10FUEL ECONOMY: 8.4/10PAYLOAD: 8.7/10RUNNING COSTS: 4.8/10VALUE FOR MONEY: 15.2/20TOTAL: 83/100

CLEARANCES

m SCORECARDOFF-ROAD PERFORMANCE: 8.3/10TOURING ABILITY: 9.9/10MECHANICALS: 7.8/10PRACTICALITY: 9.4/10ABILITY TO MODIFY: 7.5/10FUEL ECONOMY: 8.5/10PAYLOAD: 9.3/10RUNNING COSTS: 7.7/10VALUE FOR MONEY: 18.9/20TOTAL: 87.4/100

VW AMAROK Trendline TDI420 4MOTION dual cab auto

W AMAROK

VERDICT: LOWEST PURCHASE PRICE

p

VERDICT:

BEST TRADIE’S TRUCK

RUNNING COSTS PER YEAR

$ 1760.79

PAYLOAD: 1014KG

UUUUUU NNNNNNNNNNNNN NININININININGGGGGG COCOCOCOCOCOCOSTSTSTSTSTSTSTSSSSSSSS PEPEPEPEPEPEPEPERRRRRRRR YEYEYEYEYEYEYEYEARARARARARARARARRURURURURURURRRRR

FULLY LOADED FUEL FIGURES

21.74L/100KM

“T“The Navara seems to sit lower


$ 2184.13

PAYLOAD: 950KG

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21.90L/100KM

7thPLACE!

6thPLACE!

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CLEARANCESGROUND CLEARANCE: 215mmAPPROACH: 30°DEPARTURE: 23°RAMP-OVER: n/a°

RUNDOWN

ENGINE3.0L, 4-cylinder, 16-valve DOHC, common-rail, 126kW@3600rpm and 343Nm@1400rpm


4WD SYSTEMPart-time 4WD system, selectable H4 or L4 , electronic traction control

DIFFERENTIALS4X4 differential gear ratio – 3.727 front and rear

FUEL TANK76L

BRAKESFRONT: disc 297x25mmREAR: drum

TYRES265/65 R17 on 17x7.5in alloys



CLEARANCES

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SCORECARDOFF-ROAD PERFORMANCE: 9.4/10TOURING ABILITY: 8.7/10MECHANICALS: 9.6/10PRACTICALITY: 9/10ABILITY TO MODIFY: 9.6/10FUEL ECONOMY: 9.4/10PAYLOAD: 7.7/10RUNNING COSTS: 10/10VALUE FOR MONEY: 18.6/20TOTAL: 92/100

The long-time class leader HiLux is now the oldest in its category. The HiLux is previous generation compared to the rest of the utes in its class, with it now being some eight years since its last (mechanical) redesign. Sure, the D-4D is a pearler of an engine, but buying what is now the oldest new ute on the market may be hard to swallow for a new vehicle purchaser.

With that said, the common consensus among the judges is that the HiLux is the quiet achiever. It doesn’t excel at anything, but it will do everything with ease. What it lacks in diff locks, it makes up for with suspension travel. The HiLux walked straight up sections of track where others had spun wheels.

Now, how does it stack up in terms of touring ability? Well, it’d be hard to beat from a simplistic point of view. Toyota hasn’t overcompli-cated any aspect of the HiLux, which means everything falls to hand from the comfortable driving position, and should something fail on the tracks, you can still swap parts out using basic hand tools. In the back you get the most usable tie-down points out of all seven utes. While there are only four and they don’t slide like the Navara, they are large, strong and well-positioned.

TOYOTA HILUXDouble cab turbo-diesel SR5 auto


$ 1432.30

PAYLOAD: 835KG

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19.95/100KM

5thPLACE!

“Something every one of us

noticed about the HiLux is that

it just got in and did what it

had to do. It’s the real quiet

achiever. This is the type of

4WD you just know will be

there at the end.” – Steve

Obviously coming from the same stable as Ford’s infamous F-Series utilities, we had high expectations of the Ranger. But, did it deliver? In short – yes it did, but like anything, there are a few things you’ll need to come to terms with before laying down a deposit on one.

The fi rst thing that’ll grab your attention is the ‘pin you back in your seat’ performance of the hefty 3.2L diesel engine. It really was a standout performer, and went about its business unfazed by the tonne of water strapped in the tray. All this power does come at a price, though, clocking up the highest fuel usage of all utes tested.

The Ranger ticks a lot of boxes touring-wise. It offers ample storage, six rear tie-down points, a 12V power outlet in the tray, a spacious and comfortable interior, sharp steering and a sure-footed ride.

Now for those shortcomings. The front lower control arms are exposed, more so than others, and will get hung up on rocks quite easily. While it does afford class leading towing capabilities, the factory towbar is quite bulky and sits low. And fi nally, it’s all put together with torxs bolts – not bad in itself, but you might have to budget for a new set of tools if you want to service it yourself.

FORD RANGER XLT double cab turbo-diesel auto

CLEARANCESGROUND CLEARANCE: 228mmAPPROACH: 29°DEPARTURE: 20°RAMP-OVER: 24°

RUNDOWN

ENGINE3.2L 5-cylinder turbocharged direct-injection common-rail diesel, 147kW@3000rpm and 470Nm@1500–2750rpm

TRANSMISSION6–speed auto

4WD SYSTEMPart-time

DIFFERENTIALSRear: LRD locking rear differential

FUEL TANK80L

BRAKESFRONT: Ventilated discREAR: Drum

TYRES265/65R17 on 17x8in rims



FUEL ECONOMY (CLAIMED)9.2L/100km

LIST PRICE$53,390*As tested$*


$ 1511.57

PAYLOAD: 1041KG

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FULLY LOADED FUEL FIGURES23.56L/100KM

4thPLACE!

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SCORECARDOFF-ROAD PERFORMANCE: 9.9/10TOURING ABILITY: 10/10

MECHANICALS: 9.6/10PRACTICALITY: 9.7/10ABILITY TO MODIFY: 8.4/10FUEL ECONOMY: 7.5/10PAYLOAD: 9.6/10RUNNING COSTS: 9.4/10VALUE FOR MONEY: 18.8/20

TOTAL: 93/100

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6SCORECARD

SEE IT LIVE!See the words come out of Jereme’s mouth about what he thought of the Ford Ranger. Just scan the code or head to www.4wdaction.com.au/uotyresults.

TOYOTA HILU

VERDICT:

MOST BUSH-READY

VERDICT:

MOST TOWING POTENTIAL

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There’s no doubt the BT-50 is adventurous and in a lot of ways similar to the Ranger. As soon as you hit the dirt, it becomes even more predictable and very easy to control. We weren’t scoring it any differently because it was a manual, but it’s still worth noting that it shifts faultlessly and smoothly, and manages different loads well (it’ll crawl comfortably uphill in second-low all day). The factory rear diff lock, hill decent control and EBD all work well together off-road, particularly down rocky descents. The rear diff lock engages surpris-ingly quickly too.

In the sand the BT-50 offers plenty of grunt and a broad gear selection, making it very easy to drive. Vision from the driver’s seat is a little restricted, which makes it hard to see when tackling technical sections of track. That said, the factory diff means you don’t have to be as selective when picking your lines.

MAZDA BT-50 Dual cab utility XT manual

CLEARANCESGROUND CLEARANCE: 232mmAPPROACH: 27.6°DEPARTURE: 27.1°RAMP-OVER: 24.4°

RUNDOWN

ENGINE3.2L in-line 5-cylinder, 20-valve DOHC, intercooled turbo-diesel, 147kW@3000rpm and 470Nm@1750–2500rpm


4WD SYSTEMElectronically controlled, shift-on-the-fl y transfer case

DIFFERENTIALSLocking rear differential (LRD)

FUEL TANK80L

BRAKESFRONT: 302mm ventilated discREAR: 295mm drum

TYRES255/70R16


MAX WADING DEPTH 800mm


CLEARANCES

m


$ 1622.06

PAYLOAD: 1139KG

URUNNNNININGG COCOSTSTSTSSS PEPEPERRR YEYEYEARARARRR


20.13L/100KM

2ndPLACE!

H SEE IT LIVE!Want to see what Steve ‘Zamo’

Zammit thinks of the BT-50?

Just scan the code or head to

www.4wdaction.com.au/uotyresults


RUNDOWN

ENGINE2.8L 4-cylinder Duramax turbo-dieseldirect common-rail injection, 132kW@3800rpm and 470Nm@2000rpm (auto)


4WD SYSTEMElectronic shift-on-the-fl y; 2-speed transfer case

DIFFERENTIALSRear LSD

FUEL TANK76L

BRAKESFRONT: 300mm ventilated discREAR DRUM: 295 drum

TYRESLTZ: 255/65R17 tyres, 17in alloy wheels




isc

SCORECARDOFF-ROAD PERFORMANCE: 9.3/10TOURING ABILITY: 9.2/10MECHANICALS: 9.4/10PRACTICALITY: 8.5/10ABILITY TO MODIFY: 8.5/10FUEL ECONOMY: 9.6/10PAYLOAD: 9.6/10RUNNING COSTS: 9.5/10VALUE FOR MONEY: 20/20

TOTAL: 93.6/100

To get into a Colorado, you’re looking at $49,990, which puts it in second place price-wise after the Amarok. That price positioning makes it an attractive buy in anyone’s book.

We’re big fans of the engine, and while the transmission is a little slushy, it’s an overall tough package. It’s also good to see the engine and front diff are well-protected, but like a lot of full-length utes, the transfer case is exposed. In particular the shifter solenoid, so fi tting a belly-pan bash plate would be worthwhile.

The Colorado has a shorter top A-arm within the front suspension set-up. Couple that with generous-sized guards and there’s no doubt you’ll be able to fi t big rubber without the need for spacers – a big plus when it comes time for a new set of wheels.

All in all, with a bit of barwork, a suspension lift and bigger rubber, you’ve got a truck that’ll keep up with the competition off-road. It’s also worth noting that the Colorado’s traction control system actually works off-road!

HOLDEN COLORADO LTZ Crew Cab turbo-diesel auto


$ 1498.71

PAYLOAD: 1047KG

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19.71L/100KM

3rdPLACE!

“The Colorado’s very easy to

drive. It’s sure-footed and offers

plenty of ground clearance. The

rear end is soft, so if you plan on

carrying this sort of weight all

the time, you’ll need to upgrade

it.” – Allan

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SCORECARDOFF-ROAD PERFORMANCE: 10/10TOURING ABILITY: 8.1/10MECHANICALS: 9.8/10PRACTICALITY: 9.3/10ABILITY TO MODIFY: 8.8/10FUEL ECONOMY: 9.3/10PAYLOAD: 10/10RUNNING COSTS: 8.7/10VALUE FOR MONEY: 19.8/20TOTAL: 93.8/100

HOLDEN COLOR

VERDICT:

BEST VALUE FOR MONEY

VERDICT:

BEST LOW-RANGE PERFORMANCE

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RUNDOWN

ENGINE3.0L, 4-cylinder turbo-diesel, 16-valve DOHC, 130kW@3600rpm and 380Nm@1800-2800rpm (auto)

TRANSMISSION5-speed tri-mode automatic with Adaptive Grade Logic, overdrive top gear and lock-up torque converter

4WD SYSTEMConsole-mounted ‘shift-on-the-fly’4H selection at up to 100km/h. Ultra-low 40:1 manual fi rst gear low-range with stall-saver for idle speed crawl and max engine-braking on steep descent. With hill-ascent and descent control

DIFFERENTIALSNot required with ESC and TCS

FUEL TANK76L

BRAKESFRONT: 300mm ventilated discs with two-pot calipersREAR: 295mm diameterABS with EBD/ Brake Assist, ESC and TCS

TYRES255/65 R17 on 17x7in alloys


LIST PRICE$51,700 *As tested

REAL-WORLD RESULTS

Truth be told, you’d be happy with any one of these utes. No longer are utes uncomfortable, agricultural workhorses. These days they’re capable of taking on daily driving duties, they’ll get you to the toughest tracks on a weekend, or take you to remote parts of the country in comfort and without breaking a sweat. You can see the results for yourself – the numbers are that close it really is splitting hairs. But, when it comes down to it, you need to know you’re getting value for money.

The D-MAX deserves the crown, offering unsurpassed off-road ability, top-tier load carrying capacity, a comfortable ride, truck-loads of power – all the while returning the most economical fuel fi gures of all seven utes. It’s so in tune with a 4WDer’s lifestyle, we’d be surprised if the chief engineer over at Isuzu didn’t drive to work in low-range.

The Ranger, Colorado and BT-50 are also formidable fourbies. They’ve got what it takes to last in harsh environments, like steel bashplates, a proven driveline, and suspension that just works. You wouldn’t think twice about taking one of these into the bush on your next off-road adventure.

And while the HiLux, Amarok and Navara didn’t score as many points, you wouldn’t complain if you had one parked in your driveway. They really are bloody good trucks. You just might need to budget for a few mods, such as a decent set of tyres like the Coopers we ran, or in the case of the Euro-spec utes – a new set of tools, before heading off-road.


$ 1933.58

PAYLOAD: 1010KG

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18.90L/100KM

“They were all good for dirt

roads, but the D-MAX just

pipped the others at the post.

Not for being a star, but for

doing everything in a

no-nonsense manner. It is

truly built for the Aussie

bush.” – ‘Rosie’

ISUZU D-MAXLS-Terrain Crew Ute auto

1stPLACE!

The D-MAX has come a long way in recent years, and although it shares a number of components with the Colorado, the engine and gearbox package is enough to clearly separate them. It’s the little things like three separate v-section drive belts, no exposed ECU in the engine bay, the alternator’s up high, and the transfer is protected by the cross-member, which make it a pure-bred 4WD.

Build quality is fl awless, even after the off-road sections there were no new creaks or groans from the interior. Visibility from the driver’s seat is unbeaten, though the top of the range LS-Terrain we tested has noticeably fi rmer seats than the others. Suppose, this is ideal for any full-fi gured bloke, but anyone with an average build may have to invest

in some sheepskin seat covers. All in all, the D-MAX would be

quite happy turning up to work on a Monday morning, but you just know it’s begging to be put in low-range!

CLEARANCENCESS

y’

r ySCORECARD

OFF-ROAD PERFORMANCE: 10/10TOURING ABILITY: 9.4/10MECHANICALS: 10/10PRACTICALITY: 9.3/10ABILITY TO MODIFY: 10/10FUEL ECONOMY: 10/10PAYLOAD: 9.3/10RUNNING COSTS: 6.5/10VALUE FOR MONEY: 19.6/20TOTAL: 94.0/100

VERDICT:

MOST ECONOMICAL

MAX PVERDICT:

BEST OVERALL

CONTACTS

COOPER TIRESPH: 1300 COOPER

W: WWW.COOPERTIRES.COM.AU

SEE ALL THE ACTION FROM THE TEST!Want to see how the utes performed on the tracks? Head to www.4wdaction.com.au/uotyresults to see how the judges scored each vehicle, where they’d put their money, and for a whole bunch of videos and high-res images from the test!

2013

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102-110 ute of the year.indd

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