24 SA4x4 September 2017 - Safer, Stronger, Smarter · Above right Jacques demonstrating his soft...

24 SA4x4 September 2017

TRAVEL • BOTSWANA BAKKIE DUEL

The SA4x4 tour of the Khwai/Moremi area in July brought together a bunch of the latest

crop of double-cab bakkies for a few days of dust, river-crossings,

and splendid game viewingBy Andrew Middleton

SA4x4 25September 2017


The recipe was simple: bring together a bunch of SA’s top-performing bakkies and put them head to head in an epic

adventure. From the urban sprawl of Johannesburg to deep within the Okavango Delta, these five vehicles would be tested to their limits and beyond. We had a real mix-and-match of vehicles, too, ranging from the ubiquitous Hilux 2.8 to the all-powerful V6 Amarok, and including the handsome 3.2 Ranger, surprising Triton and, of course, the Mazda – which showed up on the back foot, as rear-drive only. This would be an interesting trip with more than a few spills.

The tour got cracking as us members of the support team dragged ourselves from a warm bed in Joburg at 2am, to hit the highway towards Maun in one long slog, via Ellisras, then on to the B140 to Palapye, and the A14 via Serowe, Orapa and Rakops before finally getting our small convoy to Maun as the sun was setting. We Capetonians soon discovered that we aren’t used to the warm bush environment, being more adapted to cold Karoo plains than areas which have the sound of snorting, cavorting hippos at night.

Ours was a diverse group, led by tour operator and team leader Will Jansen. His team included Mike van Dyk, also a tour operator, survival expert, former Toyota customer relations manager and occasional marriage counsellor – a true man for all seasons. Then there was Lorraine Doyle, a ranger and guide trainer with an encyclopaedic knowledge of fauna, flora and the stars, who was able to interpret what we were seeing at many key moments on our Botswana adventure. Jacques Coetzee, a recovery expert and manufacturer of recovery equipment, also brought his quiet strength and sense of humour to the party, and was always there when we needed help with recoveries and punctures: just the sorts of skills you need on an overlanding tour. From SA4x4, we had sales manager Martin Coetzee, Gauteng rep and Botswana enthusiast Anton Willemse in his bright red Hilux (the Fire Truck), and myself.

The first laugh was on my shoulders, as always, as we crossed the border at Martin’s Drift/Groblersbrug. What is it that everyone craves on a long journey? Music? Sure. Aircon? Absolutely; but biltong is a precious gem on a road trip, nearing

oxygen on the importance scale. So, with that in mind, after we had cleared all five vehicles through the usual procedures, I got tucked in at the first shop at the nearest petrol station. I was throwing down my Pula like a lottery winner for my prize – but after a few hundred clicks north and a 10:1 donkey-to-human ratio on the roads, not to mention the slightly off taste to the biltong, the origins of my choice of snack became sorely apparent.

Maun & BeyondIt must be noted that the A14 road leading up to Maun is one of the worst tarred roads I’ve ever come across. More pothole than asphalt, a crusty gravel track would be far superior to this tyre-shredding mess. But Maun itself is worth the trip – a strange and quirky place held up in a time warp. There are very few tourists in the town itself, apart from at the airport, which is reportedly one of the busiest airports in all of Africa due to the frequency of small Cessnas lifting foreign spenders from it on short jaunts above the swamps.

Just north of Maun, the gravel highway leading up towards the Moremi and Savuti game reserves, which would become our

The road leading to Mogotlho Lodge is a test of driver skill, with deep sand and a sump-catching middle-mannetjie.



Top left Not your typical bush lunch. Will of Africa’s catering under the shade of giant mopane trees became one of the many special moments in the Okavango. Top right Will Jansen having a jol in his 200 Series Cruiser. Above Teams stand proudly with their still-clean vehicles. Below left Will instructing everyone about the two potential lines on this water crossing – either deep water, or thick mud around a tree. Below right Will stops us for a quick briefing.


second home, muddies the horizon with a dusty cloud that stretches on forever. As countless Land Cruisers and old Mercedes trucks tear along to set up (and break down) temporary camps, the road has become little better than a motocross track in places. Local officials have tried dumping gravel in the softest spots, but when you’re following a dust cloud, this makes the road into an obstacle course. As we moved further away from Maun, most of the safari vehicles and trucks disappeared into their respective camps − long before we reached our destination at Mogotlho Safari Lodge, about 60km or 1.5 hours’ drive north east.

Take a left, or a right, off the road in this area, and you’d quickly realise that this is no place for sissies. Heavy rains in Angola had caused the Delta to swell to the point of bursting, with water flowing over many of the main tracks; and this was not even the wet season. The only way around these flooded roads was to watch your compass and follow one of the makeshift sand paths that zigzagged their way around deep water or trees felled by elephant. At one point, we had water splashing onto the roof of the Land Cruiser and spraying out of the air-conditioning vents, drenching us inside. Of course, our guide Will Jansen (aka Will of Africa), has been touring these parts for years and knows the Khwai and Moremi/Savuti areas very well; but, even so, due to the constantly changing landscape and unpredictable animals, there’s a surprise around every corner.

Once our guests had arrived, having flown in to Maun from Joburg, we all headed straight out again in the shiny just-washed bakkies on the dusty two-hour bump and judder to Mogotlho camp in the Khwai Conservancy. I had to ask myself why we

Map supplied by MapStudio (Copyright 2015). www.mapstudio.co.za

THE SUSPENSION EXPERTMic van ZylWhen it comes to off-road suspension and ride set-up across the spectrum of 4x4 vehicles on offer, one of the first people you want to speak to is Mic van Zyl, director of Ironman 4x4 Africa. Apart from being a keen photographer who never misses a chance for a visit to the bush, he has also lived and breathed suspension systems for nigh on 30 years. It’s one of the subjects he can talk about with authority. So we were privileged to have his expertise on hand when we did a whip around in each of the bakkies to see how they fared and what could be improved. Check out his comments in the second part of this feature. Mic’s also a dab hand at reversing and bird identification, but as to his skills with a firelighting flint…

had bothered to clean them. Within just a few hours of driving around the Delta, we’d already dragged them through mud up to the axles, causing the wheel-spinning RWD Mazda BT-50 to get a puncture. Surprisingly though, even without an extra diff, the Mazda could do 90% of what the 4x4’s could do; it just had to do it much faster, with a tow rope on call!

Ropes & BoatsDespite our having a good giggle at the expense of our recovery expert, Jacques Coetzee, every time he had to climb into the crocodile- and hippo-infested water to find a recovery point, the trip sailed along smoothly. One really has to take in the surroundings in a moment of silence to appreciate nature in the Okavango – there’s just so much of it!

Elephant road-blocks became a running feature, with herds of the majestic behemoths casually sauntering between the vehicles in our convoy as if we were guests in their back yard. One particular scene of the big ellies submerging themselves in deep water, with hippos watching their hijacked river from its banks, is a memory that’ll never leave me.

On one of our longer game-viewing loops into Moremi and up to Xakanaxa, we changed our conveyance for a much smoother ride − a double-decker cruiser boat. After having spent most of the day rattling around in the 4x4, our backs were happy about this welcome break from the bumping. A boat also gives a different perspective on the swamp, in that instead of looking at it, you become one with it... just don’t fall in. Keep your eyes open and a multitude of animal and bird life, including kingfishers, fish eagles and their scaly prey, becomes apparent at every turn.



Top left Michael van Dyk demonstrates ancient fire-lighting techniques. Top middle Giraffes are a common sight. Top right The fish eagle wake-up call is better than that of any rooster. Above left Elephants showing each other some love. Above right An unlucky German tourist fell off this bridge . Far left There are around 750 000 Burchells zebra in the wild, though the number in the Okavango constantly changes due to migrations. Left A boat ride is always a treat, but on the Okavango it is sensational. Below left An early morning nature walk was refreshing and educational. Here we stand around talking dung. Below right Hippos play in one of the larger pools.


Top left Pulling up for our dinner by the water. Top right Mazda team hooking up the compressor due to a slow leak in one of their tyres. Above left Magnificent morning sunrise. Above right Jacques demonstrating his soft shackles and snatch strap. Below left The 2WD Mazda did fairly well in sand, but mud conquered the ‘Drifter’ very quickly. It proved the point that 4WD has real benefits. Below right A result of the Mazda spinning its wheels in the mud was a puncture. Easily fixed by the team, and a useful demo of bush repair skills.



WHERE WE STAYEDMOGOTLHO SAFARI LODGE

Nestled above the banks of the magnificent Khwai River, Mogotlho offers luxury tented camping in the wilds of the Okavango, with all the comforts of home. The lodge’s wooden balcony and bar/dining-room area offers stunning views over the river, with resident hippo and elephant making frequent appearances over the view of your gin and tonic. Buffalo, lion, cheetah, leopard and wild dogs are also fairly common around these parts, and the expert guides are more than willing to show you around either on foot or in the safari Cruiser. Activities include morning and afternoon game drives, walking safaris, cultural visits to the nearby Mababe village, and private game excursions.

The 13 big permanent Tentco tents that provide your nightly shelter have a hot shower, flushing loo and a big double bed or twin single beds, and views of the river. Children are welcome and the guest total at this eco-friendly solar-powered lodge is set at 26. Rack rates for 2017 are 4020 Pula per person sharing on a three-meals-per-day basis. Kids under 12 are half that.www.mogotlhosafarilodge.co.za

or a flint and paper), an exercise in setting a recovery hitch using the new soft-shackle technique we had been taught, answering a few questions about the bush wisdom we had learned in the previous days, and then doing a tricky reversing route, followed by an exercise for the co-driver – tossing bottles into a canvas bag. It was all in the spirit of fun, and working against the clock. And the team that came out tops? We’re not saying – as one of the top chirpers on the tour had it, “Everyone’s a winner!”

Fortunately no more hippos came for the penultimate event on the Botswana Tour. Games over, we had a quick refresh at the Lodge before heading back to the banks of the Khwai just as the sun was sinking into the horizon. We were reminded who the real residents were, as our roaring central fire and twinkling paraffin lamps were watched by at least 20 of the strange beasts in the river just 100 metres away.

If there’s one place that you visit this year, make sure it’s the Okavango – as someone

on our trip said, “It’s the best place on earth”. That may not be far from the truth.

The final cutDuring the course of our four-day SA4x4 tour of the southern Delta area, we had Mic van Zyl, our guest and suspension expert, drive all the bakkies and give his opinion of their performance in various terrain. What an eye-opener this was. We’ve included his thoughts on each vehicle in the section ahead. Driving five bakkies back-to-back helps tease out their strong and not-so-strong points, and helps to highlight the decisions the engineers made when it came to calibrating suspension and drivetrain settings.

Truth is, all the double-cabs that drove on these sandy roads, rattled through the corrugated sections, and braved hundreds of looming potholes at various speeds, were all highly competent. Gone are the bone-jarring leaf spring packs all round, door seals that let in clouds of dust. No longer do travellers have to put up with wheezy, underpowered engines

To keep the spirit of competition alive on our last day in the Khwai, a quick lesson on recovery was dished out, as well as one on survival techniques; and a competition was set up. Of course, as we were in the Okavango, when we rocked up and scouted the area to make sure that it was safe for our contest, we were quickly escorted out by two angry hippos. Making a wake like a Russian nuclear submarine just below the surface, the hippos charged through the water toward us. Bravely, we all climbed back into our vehicles and retreated to find another spot for the challenges we’d set up.

Teams from each of the vehicles engaged in fire-lighting (using just sticks and a bow,


WILL’S RIG ‘12 Land Cruiser 200 GX Manual

To make his one-vehicle photographic safaris possible, Will needed a rig that was not only large and comfortable for his guests, but reliable and safe too. Will is a Toyota nut and collector of old Land Cruisers, so the 200GX was really the only option when he was considering upgrading from his 105 Series Cruiser. Uniquely, Will owns the only manual GX 200 in the country, thanks to Toyota bringing one in for testing, but never selling them from the dealers.

His rig is kitted with a 42-litre Snomaster fridge (which he reckons is a winner), Ironman Foam cell Pro shock absorbers, a custom-built drawer system from which he manages most of his catering, an Intervolt dual battery system, Rhino 4x4 bumper (which he also rates as a great piece of kit), Front Runner Slimline 2 rack, Onca dual spare wheel carrier and a Gympro door mount for cameras. The Cruiser also has 180 litres of fuel on board, giving it a range of around 1260km at 7km/l when fully loaded off-road - which is necessary on one of his famous 30-day photo safaris.

In some cases, Will needs to carry even more gear than his Cruiser can swallow, and to meet this need he has recently been towing a prototype custom-designed Mobi Lodge Mobi Light trailer. The trailer is truly a work of art and must be seen to understand the workmanship, attention to detail and practical advantages it offers. It’s fitted with 160 litres of water storage (over axle), a compact kitchen, dual-battery system, a drawer stack that takes 10 Wolf packs, another Snomaster fridge, jerry-can holder, and a variety of storage compartments accessed via the fold-down sides which act as tables.

with the thirst of a sailor on shore leave, or rattling gearboxes and primitive 4WD systems with masses of spline-lashing play.

These bakkies were all quiet, powerful, frugal and comfortable. Sure there were some things that an owner with a yen to do major overlanding expeditions would change – like the OEM tyres. Yes, one might want to add armour strategically, and beef up the suspension to take a bigger load than the average that all manufacturers have to settle on to please as many customers as possible. Because with a modest load in the back of each of the vehicles, they certainly were more stable on the gravel sections. But add more of a load, including a canopy and rooftop tent, as many of the private vehicle we encountered had done, then one would need stronger springing to keep the vehicle off the bump stops.

In the end, we didn’t end up with a favourite. The Amarok V6 was a blast, and its clever tech made it great for gobbling up distance safely, but it was let down by a

too-soft ride and too-large tyres. But make no mistake, it handled every water crossing and obstacle with aplomb – except for one where it needed to be 50mm narrower. The Mazda was the 2WD wildcard, but it performed like a champion, and gave us all a chance to practice our recoveries when it just couldn’t make it through a few deep, muddy crossings. It helped us all see that overlanding is about co-operation, helping out, and having a load of fun. It also showed exactly why you need the extra traction that 4WD offers. So to the Triton, which surprised by quietly getting on with everything in a super-chilled way; it did everything the others did in full control and without missing a beat – definitely an under-rated bakkie in our market.

What about the big-guns in the SA market, the Ford Ranger and Toyota Hilux? These bakkies feel very different and have been the subject of loads of shootouts. Both are highly competent, with plenty of R&D money going into keeping them ahead of the tech race.



THE TEAMWill Jansen – Will of AfricaWill Jansen, or ‘Will of Africa’ as he goes by, offers tailor-made holidays and photographic safaris, primarily in sub-Saharan Africa. Will specialises in taking very small groups (1-4) people in his Land Cruiser across terrain that would not be accessible or safe to traverse alone. His methodology is to give customers an extremely unique and personal experience that’s only possible in a small group. Thankfully for us, Will also knows the Delta area of Botswana like the top of his hand, and with a capable team, a safe, entertaining and educational adventure is order of the day. On top of his tours, Will also has a 4x4 training academy specialising in 4x4 and defensive driving for individuals and corporates.www.willofafrica.co.za

Jacques Coetzee – Wild Dog 4x4Jacques hand was useful more than once, and made an example of why 4x4 training is necessary when going overland. Not only does Jacques offer expert recovery training, but he also manufactures and supplies some of the latest recovery tools and accessories in the industry today. An example of this technology would be his soft shackles which completely replace the well-known steel shackle. Benefits of the system include the fact that the synthetic material they are made from is almost twice as strong as a steel of the equivalent diameter, it floats, is far safer than steel and it is flexible, making mounting and removal much easier. Wild Dog makes a wide variety of recovery gear, specialising in synthetic materials as opposed to traditional steel recovery gear. www.wilddog4x4.co.za

Lorraine Doyle – Africa Nature TrainingWith an ardent passion for nature and its workings, Lorraine’s encyclopaedic knowledge of Africa’s wilds spills over to whomever she meets. Her last-night talk on the stars and our place in the solar system was both entertaining and inspirational – something she brings to all her learning experiences Lorraine offers various courses to prospective guides and the general public who want to learn about nature. Courses cater for different skill sets, but no doubt create intense memories and knowledge about conservation and the wilds of Africa that will last a lifetime.www.africanaturetraining.co.za

Michael van Dyk – Bosvark survival, 4x4 training and safarisA master of all trades, Michael’s charismatic nature and quick wit, as well as his vast knowledge of survival techniques, means that he’d be someone you would want by your side come the apocalypse. From advanced survival training and 4x4 recoveries, to making fire with sticks, and from primitive bush cooking to first-aid training, you will get all of this from a Bosvark course. If you’re doing a solo trip up Africa, learning some of these basic and advanced techniques may just save your life. www.bosvarks.co.za

The Ford feels super-solid, the suspension handled things arguably better than the Hilux, and the Sync 3 driver interface is a winner when it comes to commuting convenience, while that raunchy 3.2-litre engine is a pleasure to pilot. The Hilux scores for its very smooth 2.8-litre engine and gearbox combination. It’s by far the winner at the pumps against the Ford, and off-road, it’s gear ratios and programming is calibrated right, helped by a traction control system that never gets out of sorts.

Which should one choose? It would have been great to have compared this crop of five with the Nissan Navara and Isuzu KB, also core double-cab contenders, but then again, our experience in Botswana showed that competence and ability is now far less a factor than the subjectivities of styling and feel. Yes, issues of price, retained value, reliability and dealer network support remain factors in any ownership decision, but when it comes to the quotient of fun, it really boils down to personal choice.

You don’t get a better dinner spot

than this.


Ford Ranger


Since its introduction in 2012, Ford’s Ranger has made a huge dent in Toyota’s bottom line, with the handsome and powerful T6 flying off showroom floors. After the facelift last year, Ford endowed the Ranger with significant interior updates which included their brilliant Sync 3 system, bringing the Ford’s interior to the top of the class. Other handy luxury-car features include adaptive cruise control, rain-sensing wipers, a chilled centre console − and a modern instrument binnacle with two colour screens on either side of the speedometer that can be customised to show what you need.

It’s also massive inside, with plenty of rear legroom for adults and their kit, but perhaps the most obvious feature when you first drive the new Ranger is the electric power steering. Whether or not you’re loaded, in sand or on tarmac, the EPAS can be turned with your fingertips. It also gets heavier as speeds increase, to aid stability, all the while reducing fuel consumption thanks to the lack of hydraulic pump.

A secure ‘thunk’ when closing the door and a generally insulated feel to the build means that the Ford is one of the most

comfortable and refined bakkies around. The recent facelift also saw changes to the 3.2-litre engine, six-speed auto gearbox and suspension – just small tweaks that won’t show up on a spec sheet, but can be felt. Thanks to its being a five-cylinder, the engine emits a pleasant growl on acceleration and never seems stressed, even when at full throttle. Off road, the Ranger also offers a class-leading 800mm wading depth.

Thanks to suspension tweaks, the frankly atrocious Botswana corrugations were covered with ease and comfort, and we never heard a single rattle even after our five days in the bush. Its sheer size means that the Ranger is not the most nimble bakkie of the lot, but it’s stable and comfortable on the highway and fast gravel, and more than happy to tow heavy off-road caravans and trailers. This is a bakkie you’ll want for the long haul, not necessarily just as a weekend plaything. It’s an ideal base to build on for your next overland adventure. www.ford.co.za

Ford Ranger Double Cab 3.2TDCI XLT Auto 4x4



SPECSPRICE R 593 500ENGINE 3199cc 5-cyl turbodieselPOWER 147kW @ 3000rpmTORQUE 470Nm @ 1500-2750rpmTRANSMISSION 6 speed auto0-100KP/H (SECONDS) 10,4FUEL CONSUMPTION (L/100KM) 8,7DIMENSIONS (L/W/H/WB) 5354/1860/1851/3220 GROUND CLEARANCE (MM) 223KERB WEIGHT (KG) 1983TOWING CAPACITY (KG) 3500LOAD CAPACITY 938WARRANTY 4-year/120 000km

Positives:The Ranger has a much-improved dash layout compared to the previous generation. Ergonomics were good. Quite obvious is the new generation Sync 3 media centre with 8-inch screen. (Nothing beats a sorted sound system for entertainment on the long road to your destination). It also offers a very good onboard computer with plenty of info. The immediate impression when driving off, is that the Ranger feels as if it was machined from a solid block of steel. Very solid feel to the drive of the vehicle, compared to the other vehicles. Ride quality was pretty good and the Ranger hardly bottomed out when the terrain got rough − offering a good compromise between control and comfort and erring on the side of controlled firmness. The 3.2-litre 5-cyl motor has plenty of grunt for difficult terrain, and the six-speed auto was perfectly in control. The manual version of this vehicle in our Ironman 4x4 fleet is nowhere near as good. The 800mm wading depth is very important for river crossings. The air intake sits high on the rear part of the front fender, as opposed to inside the fender, (or worse, behind the headlight) as in other pickups. Ground clearance is fair and the XLT model’s 17-inch rims mean a large selection of available off-road tyres can be fitted.

FORDDale & Lisa Reid

MIC’S VIEW: RANGERNegatives:No reach-adjustment on the steering column, coupled with manual adjustment for the seats, means that incremental adjustments of driving position are a tad more difficult to do. It is difficult to move a seat one notch at a time; electronic adjustment allows for much finer adjustment, and driver comfort is paramount for safe travel. Added to this, the seats quickly became uncomfortable, noticeably so when compared to the other trucks in the group.

Accessories:Plenty of aftermarket 4x4 accessories are available for the Ford, including snorkels, bull bars, side steps and side rails, rear tow bars, underbody protection plates and long-range fuel tanks. We have found that the automatic models often do not do well when the suspension is lifted. The two-piece propshaft is prone to pull-away vibration even with a mild lift. This affects about 50% of vehicles, which would indicate a rather large tolerance in the drivetrain manufacture. It can often be remedied with a propshaft spacer, but not always.

Conclusion:A worthy challenger to the Hilux sales crown.


THE BAKKIES

Mazda BT-50


Having been stranded without a 4x4 bakkie because of some unforeseen circumstances at head office, Mazda sent their only option – a 4x2. It must be said that there was much apprehension around the campfire as we tried to figure out what we were going to do, but it all turned out sweetly. A question none of us had known existed was also answered; can you overland in a 4x2? The answer is yes – if you have backup with recovery gear. Loaded with a few hundred litres of spare fuel and anything else heavy that we needed to aid traction, it coped well on sand if the speed was kept up, although anything involving mud needed a dangerously fast run-up, and the recovery gear was used on a number of occasions.

Highlights of the Mazda include the surprisingly punchy 2.2-litre four banger, which, despite a heavy load, proved more than adequate for any of the situations it was faced with – partly thanks to the slick shifting six-speed auto it’s mated to. On the open road, the Mazda is far more refined than its 3.2-litre counterpart, and when it comes to acceleration, is as near as makes no difference to the 3.2.

One must keep in mind that the BT-50 is

based extensively on the Ford T6 platform; so, after the Ford/Mazda split, the BT was left in the dark when it came to some of the upgrades that the Ford has seen. So, what we’ve got here is a re-bodied Ranger T6 pre-facelift – and, while this may seem like a bad thing at first, the T6 platform is an excellent base. The Mazda comes with the best warranty in the business, too, with an almost ridiculous five-year unlimited-kilometre plan, demonstrating Mazda’s faith in their product. The interior, though a little dated, offers all the mod-cons like Bluetooth connectivity and a five-star safety rating (ANCAP). It’s well put together and the suspension proved compliant even when heavily loaded. Thanks to a minor facelift earlier this year, the BT also got new headlights and wheels. On top of all this, the Mazda’s price (when comparing equivalent 4x4 models to 4x4 rivals) is attractive, and some dealers are more than happy to negotiate. Think of the price-saving as an opportunity to kit out your BT, and you’ll have it ready for your next adventure just by using the change you’ve saved on a more expensive alternative.www.mazda.co.za

Mazda BT-50 2.2L DE SLE 4X2



SPECSPRICE R497 700 (4x4 auto 3.2 R555 700) ENGINE 2198cc 4-cyl turbodieselPOWER 110kW @ 3700rpm TORQUE 375Nm @ 1500-2500rpmTRANSMISSION 6 speed auto0-100KP/H (SECONDS) 12,7FUEL CONSUMPTION (L/100KM) 8,1DIMENSIONS (L/W/H/WB) 5373/1850/1804/3220GROUND CLEARANCE (MM) 232KERB WEIGHT (KG) 1944TOWING CAPACITY (KG) 3350LOAD CAPACITY 1144WARRANTY 5-year unlimited km

Positives:Closely related to the Ranger, so a few of the positives apply here, including a very solid feel to the vehicle. The 2.2-litre engine worked well with the six-speed auto gearbox. Mazda has an electric seat for the driver, so finding a good driving position was easier.

Negatives:The media system is very poor and difficult to work compared to the Ranger.

Ride quality was not as good as the Ranger’s. Seats were similarly poor.

Accessories:Has a similar spectrum of accessories available to that of the Ranger. The 2.2 motor does not display the same suspension lift issue as the 3.2.

Conclusion:Overall impression was rather mundane.

MIC’S VIEW: BT-50

MAZDANosipho Manitshana

& Jade Field


Mitsubishi Triton


To be honest, I found the Triton to be perhaps the biggest surprise of the lot, as it proved to be an incredibly adept off-roader. Unlike the Ford or VW, Mitsubishi have gone for the rugged approach with their Triton; it’s not too big, and it’s not quite as luxurious, but it ticks all the boxes and is very pleasant to drive. The Super Select 4WD system is (as always) a brilliant feature, further aiding the slim Triton’s manoeuvrability and stability in tight sections. Diff-lock can also be accessed in high range, which is a nice feature in sand, when you may not want to stop and shift to low.

This is a proper bakkie with proper off-road aspirations that were proven at a bridge which all the other bakkies squeezed to cross. With a 1520mm wide track, the Triton cruised over the narrow wooden bridge where, just the day before, a Cruiser had fallen off and the Amarok had scraped its wheels on either side. Notably, though, a lack of ground clearance (at 205mm under the rear diff) had it dragging a bit, although that may be due in part to the road-biased tyres fitted as standard – an easy fix you’d expect to make on any standard bakkie.

On the inside, the narrow-body Triton is still plenty spacious, even for folk in the rear compartment. It offers a touchscreen infotainment system, leather pews and an electric driver’s seat. On the outside, it’s still noticeably a Mitsubishi, with the curved load bay-to-cab connection, although this safety feature is now far less pronounced than in its predecessor.

With one of the smaller engine capacities at only 2.4 litres, you might consider the Triton to be starting on the back foot, but you’d be wrong. In manual guise, the heavily-boosted mill takes a while to spool before offering great dollops of power, whereas in the auto it works more smoothly. With only five gears to play with, the Triton doesn’t hunt through the box and likes to hold a lower gear − which is great for refinement, and aids in real-world fuel economy where it’ll easily do better than 10l/100km. The combination of good fuel-economy, high load-capacity, extremely good suspension and proven reliability makes the Triton a winner for overland travel, even if not the most luxurious day-to-day.www.mitsubishi-motors.co.za

Mitsubishi Triton 2.4 Di-DC 4X4 5-speed A/T



SPECSPRICE R 559 900ENGINE 2442cc 4-cyl turbodieselPOWER 133kW @ 3500rpmTORQUE 430Nm @ 2500rpmTRANSMISSION 5 speed auto0-100KP/H (SECONDS) 11,8FUEL CONSUMPTION (L/100KM) 7,2DIMENSIONS (L/W/H/WB) 5285/1815/1780/3000GROUND CLEARANCE (MM) 205KERB WEIGHT (KG) 1850TOWING CAPACITY (KG) 1500LOAD CAPACITY 1025WARRANTY 3-year/100 000km

Positives:A much-underestimated truck. Very popular in Thailand and in Australia, less so in South Africa. Has a near-full-house of features inside the cabin, including keyless entry, push-button start, dual-zone climate control, satnav, reverse camera and auto door-locking on pull away, to name a few. Rear-passenger seating also seemed to be the best-in-class due to the unique shape of the rear of the cabin. The 2.4 diesel motor felt very willing and worked fine with the gearbox during my time behind the wheel. The most outstanding feature of the Triton was certainly the stock suspension. There was, in my opinion, a perfect balance between ride-comfort and control. The 4WD system on the Triton allows for the selection of 4WD high range without locking the centre diff, which means that you can select 4WD on hard surfaces where grip may not be as good as it should be. Wet roads and highways are now a lot safer when travelled upon in 4WD with an open centre diff to prevent drivetrain windup. A simple, yet class-leading feature.

MITSUBISHI Bianca Botma &

Shaun Van Staden

MIC’S VIEW: TRITONNegatives:Lack of local production and the exchange-rate count against the Triton, making it too expensive to be a serious challenger to the established players. Some opinion has it that the quality of the dash is not good, but I found it to be more than acceptable. Single turbo has a slight bit of lag and is not as well sorted as the other single-turbo vehicles in the group. Only five ratios for the auto does not compare well with a minimum of six-going-up-to-eight for all other competitors. The Triton bash plate below the engine bay gently bottomed out over severe terrain a couple of times when pushing on a bit, and a mild lift would be high on my list of modifications.

Accessories:Due to the vehicle’s popularity in both Thailand and Australia, a full complement of accessories is also available for the Triton.

Conclusion:I was pleasantly surprised by the improvement over the previous generation Triton. Better pricing may see it climb the sales ladder if more people test-drive it.


Toyota Raider


The ubiquitous Hilux has been around since 1968 – giving Toyota more than enough time to refine the brand into what is today SA’s bestselling bakkie, as well as sometimes the bestselling vehicle overall in South Africa. The Ranger comes close in this regard, but it can’t yet match the fervent brand loyalty that sees Toyota through the toughest times. The latest Hilux iteration is far more accomplished than ever before and offers a level of refinement that perhaps only the Amarok can match. A smooth, punchy 2.8-litre diesel mill offers only 130kW, yet feels far more sprightly than that, partly thanks to one of the smoothest automatic gearboxes in the class. The transmission itself will not let you choose an upshift, but offers ‘logic control’ instead, which decides when to upshift for the best possible fuel economy. On our 1100km drive from JHB to Maun and back, the loaded Hilux managed a scarcely-believable 7.6l/100km (excluding off-road use).

Cover a few thousand clicks on your next trip, and you’ll have all that fuel-saving reward to spend on beer and biltong. Unfortunately, the beer may froth

a bit on the bouncy ride, despite efforts by Toyota to smooth things out. Take it properly off-road, though, and the Hilux will really show off. The extremely good wheel articulation, a 31-degree approach- and a 26-degree departure-angle, as well as a smooth and tractable drivetrain and relatively narrow body, all mean that the Hilux is ‘king of the hill’ off-road, when the going gets tough. Add to that the fact that there’s a Toyota dealer behind every bush, that it has legendary reliability and a loyal fan base, and Toyota, as well as the owners, have themselves a winning combination. www.toyota.co.za

Toyota 2.8 GD-6 4x4 Raider AT



SPECSPRICE R 576 400ENGINE 2755cc 4-cyl turbodieselPOWER 130kW @ 3400rpmTORQUE 450Nm @ 1600-2400rpmTRANSMISSION 6 speed auto0-100KP/H (SECONDS) 10,8FUEL CONSUMPTION (L/100KM) 8,5DIMENSIONS (L/W/H/WB) 5355/1855/1815/3085GROUND CLEARANCE (MM) 225KERB WEIGHT (KG) 1850TOWING CAPACITY (KG) 3500LOAD CAPACITY 810WARRANTY 3-year/100 000km

Positives:Unrivalled reliability coupled with outstanding resale value continues in the latest Hilux. The dash design certainly polarises opinions, and I enjoy the unconventional high tech spin on the layout, especially the media centre. The same can be said for the overall vehicle styling. I like it a lot; many people don’t. The 2.8-litre diesel motor is very quiet, and mated to the six-speed auto, performs exceptionally well. The impression I got was that the motor and gearbox were coping very well with their duties, so I could concentrate on the driving task at hand, especially over taxing terrain. I never noticed the motor or gearbox going about their respective tasks; they’re very unobtrusive. The cabin is also noticeably quieter than the other trucks in this group, matching the Amarok. The steering-wheel adjustment includes both angle- and reach adjustment that make up for the lack of electric seat adjustment.

Negatives:The poorest ride of the trucks in this group by a fair margin. There was very little (if any) pitch and yaw, which would indicate a good relationship between front and rear suspension frequency, but spring and shock rates on especially the rear suspension are unfortunately way off. Toyota’s attempt to improve the ride quality of the new truck over that of the outgoing model includes the fitment of longer rear leaf springs. In itself, this should induce better ride quality for similar rated springs, as is the case with the 79 Series Land Cruiser versus the older 75 Series pickup. The new rear spring is, however, too flat,

with the main stage resting too close to the heavy overload blades. This results in the thick overload blades coming into play far too soon over small undulations, even in an unladen truck. I felt somewhat short-changed by the lack of certain luxuries when compared to “lesser” competitors. At this price level, keyless entry, push button start, satnav, electric seats, LED daytime running lights, HID headlights, dual-zone climate control and at least rear PDC should be available. Interestingly, satnav is available on the 4.0 V6 petrol model, but not on the diesel − which is arguably the more popular model. I cannot think of a rational reason why that would be. Navigation, as well as the aforementioned keyless entry, push-button start and the upmarket LED headlamps, is available on overseas models – but, sadly, not for us.

Accessories:A plethora of gear is available for the Hilux given its global popularity. After the Land Cruiser 70 Series, it is still the preferred vehicle for fleets with aid organisations, armies of both friend and foe, mining companies, and most NGOs.

Conclusion:Of this group of trucks, the Hilux still gets my vote for the one to pick if you are faced with a Cape-to-Cairo trip. The Hilux is a very solid performer when the going gets tough, with the best level of “peace of mind”. Although I am a Toyota fan, and given the fact that I probably will not be taking that Cape to Cairo trip, it is no longer the default choice for me because of its low level of standard equipment and poor ride-quality.

MIC’S VIEW: HILUX

TOYOTAJeanette & Anthony Clifton


Volkswagen Amarok


‘Extreme’ is the name VW have given to their top-spec Amarok, and it’s fitting indeed. This is by far the widest, the most powerful and the most expensive bakkie on the SA market; and if you’ve got the dosh, it offers an extremely competent package. From the minute you climb in to smell high-quality leather, sit on the seats and grab the wheel (both are nearly identical to that of a Golf GTI), the Amarok feels like a class act. It’s not so much any individual part that makes it feel like quality, but the way it’s all put together. From the driver’s seat, it feels like a premium SUV, not a bakkie, and although the suspension is too soft for some of the biggest whoops, on rough gravel to smooth tarmac it simply sails. For those more concerned with loadability, you can spec heavy-duty springs as a no-cost option, lifting capacity from 867kg to 1010kg.

Also, unlike anything else on the market (for now), it is the bomb under the bonnet that makes the beast indecently fast for a bakkie, and by far the best option for towing on the market. Despite this immense turn of speed and pulling ability, it returns impressive fuel consumption when empty

(around 9l/100km in our tests) or when fully loaded and dragging an XT140 trailer and tent to Botswana (12l/100km). Remember that this impressive fuel consumption is available notwithstanding the fact that it has permanent 4WD.

Apart from the permanent 4WD system, and loads of clever design features to aid ride comfort, chassis stiffness and stability, the Amarok also features the only off-road ABS system in its class, which is a massive safety benefit and nearly halves stopping distances on loose surfaces like gravel or sandy roads. It works by reducing the pulse rate of the ABS, letting the wheels build up dirt in front of the tyres to help slow the vehicle down. The off-road mode also heightens the traction control system (which can be turned off) to help wheels find traction in slow, technical sections, aided by either the automatic electronic diff lock, or the manually-selected one. By using the first of its eight gear ratios, the Amarok can replicate proper low-range gearing very well. In my humble opinion, this is not a vehicle designed for the most hard-core of trails, but it excels as a long-distance adventurer. www.vwcommercial.co.za

Amarok 3.0 TDI V6 4MOTION Auto Extreme



SPECSPRICE R 748 600ENGINE 2970cc V6 turbodiesePOWER 165kW @ 2500 - 4500rpm TORQUE 550Nm @ 1500 - 2500TRANSMISSION 8 speed auto0-100KP/H (SECONDS) 8FUEL CONSUMPTION (L/100KM) 7,8DIMENSIONS (L/W/H/WB) 5254/1954/1834/3095GROUND CLEARANCE (MM)

KERB WEIGHT (KG) 2169TOWING CAPACITY (KG) 3500LOAD CAPACITY 867 - 1010kgWARRANTY 3-year/100 000km

Positives:What an engine! What a gearbox! What a ride! There is a distinct difference between this German and the other trucks in this group. Cabin ambience is on another level. As with just about all of VW’s products, there is a certain air of refinement about the Amarok that sets it apart from the rest. The Amarok Extreme edition that I drove was a top-spec model. There was nothing that I could think of that was lacking. The permanent 4WD system is flawless, and, added to this, there is an Off Road mode that features Off Road ABS. Emergency stops on the infamous Botswana gravel roads confirmed the superior stopping power of this double-cab. The ride quality, on especially the difficult gravel roads, was stunning. This is definitely the “if money is no object” choice.

Negatives:The Amarok is more city slicker than hard-core double cab rough-country tourer. In the Moremi rough country, the plush suspension and poor ground clearance had the belly pan bashing down at every opportunity. 20-inch rims (usually standard on this model) are also just not going to work. The vehicle that I drove had been fitted with 18-inch rims for the trip and this was still not suitable, given the work that was required. Airing down 18-inch tyres leaves them more susceptible to damage

than 17s. The lack of rated recovery points also suggests that the intended use of the Amarok does not include too much travelling off the beaten track. At this price level, the scraping of the bushes and branches down the side of the pristine blue paintwork seemed louder than on the other trucks. The Amarok was also too wide to cross a wooden bridge at one of the water crossings, adding to its compromised offroadability.

Accessories:The Amarok does not enjoy a suspension lift that is anything more than around 30mm, especially on the front. Lifting it higher quickly induces front-drive-shaft failures that are very costly. Barring the occasional Ranger, all of the pickups in this group easily accommodate a 50mm suspension lift. This increases clearances as well as approach- and departure angles that are almost mandatory when traversing rough terrain. With only around an inch-and-a-bit of additional ride height at your disposal, fitting a bull bar and winch to the front of an Amarok leaves less ride-height variation to play with. Given the poor ground clearance to start with, it is slightly compromised.

Conclusion:Yes, definitely the “if money was no object” choice (and if rough terrain is not on your radar very often).

MIC’S VIEW: AMAROK

VW AMAROKTarryn & Jason Knight

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