AFTER a few years of slowly eroding sales, the Prado’s star is on the rise again.
The final year of the previous 3.0-litre diesel – 2015 – wasn’t good for Prado, nor was last year, the first full year of sales of the new 2.8 diesel.
This mid-size wagon market is much tougher than it once was, with Prado facing off against the Everest, Trailblazer, MU-X and the slightly smaller Pajero Sport, all new players. Aside from the meteoric rise and fall of the Grand Cherokee, the Prado has only ever battled the now-well-aged Pajero in this market.
No doubt there’s also been a somewhat lukewarm reception to the Prado’s new 2.8-litre diesel, with not everyone happy with the idea of a smaller engine and that there’s no significant power jump over the previous 3.0-litre.
However, in a case of like-the-smaller-engine-or-not, buyers are returning to the Prado most likely for the core ownership values that come with the Toyota brand. Either way, there’s nothing particularly wrong with the 2.8 engine, even if it’s no rocket. It’s certainly quieter, smoother and generally more refined than the previous 3.0-litre, and it’s torquey off idle and happy to rev.
It’s a sweet engine that’s also backed by a smarter and more refined six-speed gearbox, which has two overdrive ratios, whereas the previous five-speed had a single overdrive.
If anything, sixth gear is too tall, and it’s a shame Toyota didn’t see fit to lower the final drive gearing to bring the new sixth back to where the old fifth was and gain a performance benefit everywhere else.
Regardless of the new powertrain, the Prado remains happy in the suburbs, out on the open road, or indeed off-road.
Our preference is for the VX, as it has Toyota’s brilliant KDSS suspension without the unnecessary driver-adjustable suspension add-ons of the top-spec Kakadu.
SALES 2017 (to June): 6686 2016 (to June): 6223 Change: + 6.9%
REPORT CARD* Powertrain: C On-Road: C Off-Road: A Cabin & Equipment: C Towing & Practicality: B Final word: It’s not too exciting to drive, but still does everything well.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
Genuine off-road accessories direct from the showroom make this Custom Mopar Jeep JK Wrangler a beast.
Check out the gallery below for more photos.
In an era where car companies are serving up special-edition models with sticker packs, black wheels and bespoke floor mats, wouldn’t it be nice if some of the kit they fitted actually made your 4×4 better off-road? If the US-market F-150 Raptor is anything to go by, then the rumoured Ford Ranger Raptor has potential to deliver on this front, but there’s little else coming out of new car showrooms with any true factory off-road cred.
Vote for the Jeep JK Wrangler Rubicon to win the 2017 Custom 4×4 of the Year
Jeep’s JK Wrangler Rubicon is without doubt the best showroom-stock off-roader you can buy today. Better than average ground clearance, live axles front and rear, locked diffs front and rear, extra-low gearing, a front swaybar disconnect, and more aftermarket accessories than you could ever fit to just one car – it all combines to make it a killer off-road combo.
Clever car companies like Jeep have the massive aftermarket industry in its sights. It wants some of the millions of dollars enthusiasts are spending on their rigs to customise them to their individual requirements and tastes.
This is in part why manufacturers offer these dress-up option kits – to give buyers something special in their new vehicle.
Trust Jeep to be the company to bring you factory accessories that not only look different, but make your car better off-road. Chrysler/Jeep’s MOPAR brand is a factory accessories business, and the product doesn’t end with seat covers, stickers and fluffy dice. In the USA, MOPAR will offer you long-arm suspension kits with up to four inches of lift, heavy duty Dana crate axles, rock rails, front and rear bars, winches, and beadlock wheels – hell, you can even buy a Hemi V8 crate engine ready to install. Things aren’t so liberal here in Australia, but the local arm of Jeep does offer a limited range of MOPAR products, and some of them will make your Jeep better off-road.
With such an enormous range of Jeep gear available from the aftermarket, why would you want to buy the MOPAR stuff which might seem a bit tame in comparison to some of the wild gear that’s out there? Being the factory brand, MOPAR accessories are factory backed, so if you get it fitted by your Jeep dealer it will be covered under your Jeep warranty. If you have any problems with it down the track, you just need to take it back to your Jeep dealer and it should be covered – and fitment won’t affect your new vehicle warranty, either.
The MOPAR gear available in Australia is also designed to be legal on your Jeep. You won’t find those four-inch lifts or beadlocks in the local catalogue, but there is still some great gear to improve your ride while keeping it on the right side of authorities.
To showcase some of the MOPAR kit available here, Jeep Australia kitted up this 2017 JKU Rubicon with a swag of it. It’s no monster truck like some of the Wrangler customs you’ll find on these pages, but it’s a sensible build using the factory offerings. Tick all of these accessories individually and you’ll be adding more than $15K to the price of your new Wrangler, however, some of them can be packaged up to reduce the cost and, of course, you don’t need all of them.
THE BEST BITS
Aside from the leather seats and dress-up parts, the gear that really grabbed our attention on this car was the Fox Racing shocks with two-inch lift, and the 285/70-17 LT tyres. Basic suspension and tyre upgrades will make your 4×4 better off-road, and no other car manufacturer in Australia will offer this stuff.
Fox Racing shocks are top-shelf, and the brand can be found beneath leading Dakar, Baja and Finke off-road racing trucks. The shocks used here are a far cry from those massive bypass racing units, but they’re far better than any OE shock absorber. They are bolt-in replacements for the OE Jeep shocks and work wonders to better control the Wrangler over rough terrain. When driving a stock Wrangler on corrugated gravel roads, you can feel the weight of the live axles oscillating under the chassis as the stock shocks struggle to control the unsprung weight. The Fox shocks do a much better job of this, delivering a more controlled and relaxed drive at speed over rough and corrugated ground.
When you’re spending hours behind the wheel in tough conditions, the improved ride and handling from quality shocks can’t be over valued, as they make driving safer and more relaxed. Also, it will be more reliable and less prone to failure under tough conditions.
The 50mm-taller coil springs work with the taller 285/70 tyres to give added ground clearance, which came in handy on the deeply rutted tracks we drove on. The Valera-branded tyres feature a very conservative all-terrain pattern, as expected for a factory offering where quiet tyres matter. They didn’t cope so well with the heavy mud and clay we encountered on our day out – front and rear diff locks will only get you so far when the tyres have no grip on the ground.
Further helping with ground clearance are front and rear MOPAR bumpers. These aren’t the big, heavy duty, outback-style bars like many Aussie tourers will have, but they improve approach and departure angles. And, being steel, they are more durable than the plastic OE bars. Plus, they look a whole lot better and give you somewhere to mount extra lights. Tubular side steps protect the bodywork from damage; although, they are big and protrude out a long way to muddy your jeans. Instead, to protect the sills, we prefer the Rubicon’s solid yet slimmer factory rock rails.
The auxiliary lighting uses quality Hella halogen lights mounted on a bar affixed to the windscreen surround. You could just as easily mount LED lights or an LED bar up on it. We also like that the bar protects the A-pillars from tree damage, something we’ve previously suffered from in a Wrangler when driving through close scrub.
THE BEST GETS BETTER
Better suspension, tyres and ground clearance go a long way to making a good thing better, in terms of the Wrangler. As we said, the Rubicon is the best showroom off-road vehicle you can buy. Having the ability to make these simple improvements using factory-backed accessories from quality suppliers would be reassuring for many enthusiasts who are unsure about which way to turn in the aftermarket maze. If only our local regulations would allow us some of the real good stuff from the MOPAR catalogue!
PARTS LIST
Front off-road bar: $2963.54
Rear off-road bar: $1814.36
Licence plate compliance kit: $299.72
Black grille: $651.11
Tubular side steps: $748.84
Windscreen-mount light bar: $536.11
Off-road lights: $636.95
Two-inch lift (Fox Racing shocks): $3964.60
Satin black tail light guard kit: $273.58
Tow bar: $531.78
Leather kit: $1687.50
17-inch Black Ops wheels: $1976.56
Tyre-pressure sensors: $476.36
285/70R-17 LT Valera all-terrain tyres: $1060
Authentic Jeep badge: $29.12
Roof Rack kit: $266.96
TOTAL: $15,280.15
HOLDEN’S Colorado spluttered along in both sales and the way it drove when it first arrived in 2012.
Over the next couple of years, Holden tweaked it here and there and then finally pulled it completely apart and put it back together again for the 2017 model year.
Whether it’s due more to this rebirth or Holden’s aggressive advertising push, Colorado sales have soared in 2017 compared to 2016 and have recorded the biggest percentage gain within Australia’s top ten 4x4s.
While Colorado sales are still around half of those of Ranger and Hilux, it has just about closed the gap to the stagnating Triton and may well take over third spot in the 4×4 ranks by year’s end.
The MY17 changes run to moving the engine’s balance shafts, a new torque convertor for the six-speed auto, recalibrated suspension, electric power steering, adding sound deadening, changing the engine and body mounts, a thicker windscreen, and new window seals, roof mouldings and mirror mounts.
On road, the Colorado is more refined to the point where the gap to the Ranger has been closed.
It also steers, rides and handles far better than before. And while the VM Motori 2.8-litre four-cylinder diesel revs harder than the 3.2-litre five of the Ford Ranger (or Mazda BT-50), it gives nothing away in outright performance and does a very good job towing its maximum rating of 3500kg.
One notable highlight is the Colorado’s auto ’box, which is the best in this class save for the eight-speed used with both V6 and four-cylinder engines in the Amarok range.
Not so good is the Colorado’s off-road performance. It’s still a robust and capable off-road ute, but it doesn’t have the extra yard of off-road ability offered by the Ford Ranger, Toyota Hilux and Volkswagen Amarok, all of which comfortably lead the rest of the field.
SALES 2017 (to June): 7423 2016 (to June): 6095 Change: + 21.8%
REPORT CARD* Powertrain: B On-Road: B Off-Road: C Cabin & Equipment: C Towing & Practicality: B Final word: The Colorado is finally the ute it should have been from the start.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
Spring is upon us, so Ron and Viv have handpicked a selection of must-see events and activities taking place around Australia this September.
MOLLY’S BASH (NT)
MOLLY’S Bash at Old Andado Station has been rescheduled for September 9 and 10. This is the major fundraiser for the year, with plans to fund a solar bore and other projects to keep this iconic and historic property running; so please support it by attending. If you can’t make it, check out Old Andado Station another time and see how the pioneers coped without many of the things we now take for granted. It’s a great spot to camp. For more info: www.oldandado.com.au
BANGEMAIL GOLDFIELDS TRAILS (WA)
Established in 1896 as the Eurana Hotel, it was renamed the Bangemall Inn in 1910 and, up until recently, offered accommodation and camping. Now you can stop here to read the info sign and take in the ambience of the place, but that is about all, as the main buildings are a private residence. A few modern maps show that much of this area (including the pastoral leases of Cobra, Mt Phillip and Dalgety Downs) have been taken over by the state government and are managed by the WA Department of Parks and Wildlife (DPaW). Due to this, a couple of 4WD tracks across the properties have been established for travellers to enjoy – you need to register and get a map and details with the camp host, at Mt Augustus.
2017 MILDURA MUSIC FESTIVAL (VIC)
The 2017 Mildura Country Music Festival will be held from Friday September 29 to Sunday October 8. The major difference between the other Australian country music festivals and the annual Mildura Country Music Festival is that Mildura has Australia’s biggest showcase of independent entertainers. The 10-day event will be held at various locations around the city. For more details, visit: www.milduracountrymusic.com.au
TRUNDLE BUSH TUCKER DAY (NSW)
The event will be held on Saturday, September 2. Entry into the event includes cooking competition entries, cooking demos, bush-tucker taste testing, whip cracker and sheep shearing demos, kids’ corner activities, and live entertainment throughout the day and evening. Camping is available at Trundle Showground and bookings are essential: www.trundlebushtuckerday.com
JOINING OF THE RAILS (SA)
The centenary of the joining of the Trans-Australian Railway Line will see a number of events happening in South Australia and Port Augusta. Among them will be the unveiling of the new monument at Ooldea in western SA, where the two lines met 100 years ago. The Australian Rail Track Corporation has built steel replicas of the 1967 monument (the 50-year anniversary) from the original plans, and these will be unveiled at the centenary which will take place on Tuesday October 17 at 1.45pm. For more info: www.rdawep.org.au/trans-australian-railway-centenary. If you want to attend and camp, contact Bob Ramsay at: [email protected]
SATINWOOD (QLD)
Satinwood, a farm that breeds Brahman cross cattle, is 6km from the town of Kenilworth, situated inland from the Sunshine Coast and bordering the Mapleton State Forest. Camping is available for caravans, camping trailers and tents. Flush septic toilets, power and drinking water are all on site if required. All bookings are to be made in advance. Please visit: www.youcamp.com/view/satinwood-kenilworth
WILD RIDES IN THE NORTH-WEST (NSW)
The annual Tibooburra Gymkhana, Bikehana and Rodeo will be held over the October long weekend from September 29 to October 1. There will be lots of action and fun, with plenty to see and do in and around the town. It’s well worth checking out. For accommodation and camping options, please visit: www.outbacknsw.com.au/tibooburra.html
MITSUBISHI’S Triton ute is holding steady at number three on the 4×4 sales charts.
So steady, in fact, 2017 sales almost mirror 2016, the first full year of sales for this latest, fifth-generation Triton.
However, if things stay this way, the Triton is in danger of being knocked out of the third place it has held for a few years now by the quickly rising Holden Colorado.
Sales of this latest Triton are also well behind those of the last-generation Triton when it was in run-out mode back in 2015, but with the Pajero Sport joining Triton in the top-ten best sellers, it’s unlikely Mitsubishi, or its dealers, are complaining too much.
The Triton stands out among the current crop of 4×4 utes in a number of ways. One reason is the full-time 4×4 of GLS and Exceed models, thanks to Mitsubishi’s ‘Super Select’ system.
Full-time 4×4 adds greatly to the Triton’s functionality, driveability and safety under most driving conditions, and it stands the Triton apart from all of its competitors bar the Volkswagen Amarok. Super Select also has a 2WD mode, so it’s different again from a conventional full-time system.
Unfortunately, Super Select doesn’t make the Triton a gun off-road ute, but that’s all to do with its modest suspension travel and ground clearance and nothing to do with the Super Select system.
The Triton is also a small ute by class standards in cabin size, payloads and towing capacity. The fact that most of the tray of the dual-cab models overhangs the rear axle is also a negative when it comes to carrying or towing heavy loads; although, the 2.4-litre diesel holds up its end even if the chassis layout isn’t ideal.
One positive here is that the Triton is more manoeuvrable than the others in its class, thanks to its relatively short wheelbase. It also has sporty feel to the way it steers and handles, thanks in part to being lighter than most competitors.
SALES 2017(to June): 7661 2016 (to June): 7571 Change: + 1.2%
REPORT CARD* Powertrain: C On-Road: B Off-Road: D Cabin & Equipment: C Towing & Practicality: D Final word: Value package, but not as big or as capable as others.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
MORE: Mitsubishi Triton Range Review MORE: Mitsubishi Triton Specs, Range & Price
This can be a challenging trip and, after the recent rains in Central Australia causing the Finke River to flow, the route can be tricky.
Part 5: Finke River and Boggy Hole
I remember our first trip here when we were plagued by near quicksand conditions with numerous vehicles being bogged and some mammoth recovery operations.
It pays to find out the latest info. Before you head down the Finke to Boggy Hole, check out Palm Valley which is one of the natural highlights of this region. To access the Valley and the camping area you’ll need 4WD.
Then you’ll have to backtrack to the bitumen to pick up the Finke River 4WD route, which first follows Ellery Creek before meeting the Finke at The Junction. From here the route crosses the normally sandy bed of the Finke a number of times before coming to Boggy Hole.
Nearby and close to the camping area are some low ruins of the 1889 police camp that was established here. This is the scene of one of the most shameful episodes in the settlement of Central Australia when a mounted constable, William Willshire, and his four native constables were based here to help control cattle killing by the local Aboriginal people.
Willshire was implicated in a number of killings and was later charged with murder – the first policeman to be so charged in Australian history; he was controversially acquitted. The great waterhole found at Boggy Hole is a beauty and always hosts a number of pelicans, ducks, water hens and a host of other birds.
Other animals wander into here to take advantage of the long stretch of water and the green feed that often blankets the fringing banks. The route south from Boggy Hole again skirts along the edge of the Finke and crosses it a few times before passing through the James Range, then reaching Running Waters and a series of stock yards.
From here, the route swings west and then south before striking east towards Watarrka National Park and the Stuart Highway.
More info: https://nt.gov.au/leisure/parks-reserves/find-a-park-to-visit/finke-gorge-national-park
IN 2016, the Hilux was Australia’s best-selling new car overall, the first time ever a commercial vehicle has held that honour in this country.
At the same time, the Hilux marked 12 years as Australia’s best-selling 4×4.
However, it’s a new story this year. Despite Hilux 4×4 sales continuing to climb (up nearly 10 per cent year-on-year), the rate of growth is declining, and the Hilux has been knocked off pole position by the hard-charging Ford Ranger.
For better or worse, Toyota decided to downsize from a 3.0-litre diesel to a 2.8-litre in this latest Hilux, and while this new engine is notably quieter, more refined and more economical than the Ranger’s 3.2 five, it falls short in grunt.
Pedal to the metal, it’s initially more responsive than the old 3.0-litre, but gives much more when fully stretched, as sweet as it is and regardless of how hard it tries. At least the new six-speed auto is a nicer proposition than the previous five-speed, even if it’s over-geared in sixth for most highway driving, especially on undulating roads.
There’s little to complain about when off-road, thanks to the best-in-class wheel travel at the rear and an extremely effective traction control system. Up-spec Hilux models also have a driver-switched rear locker, but it doesn’t enhance matters as it cancels the traction across both axles.
The Hilux’s cabin isn’t as big as most others in the class, but it does offer tilt-and-reach steering adjustment, while the high quality interior fit-and-finish is mirrored in the Hilux’s ‘well-built’ feel – something that should bode well in terms of longevity and durability, both attributes synonymous with the Toyota brand.
Buyers looking for something unique in the ute class also have the option of a petrol engine – a smooth 4.0-litre V6 – although, perhaps not for long given the lack of buyer interest in petrol utes.
SALES 2017 (to June): 13,202 2016 (to June): 12,099 Change: +9.1%
REPORT CARD* Powertrain: C On-Road: C Off-Road: A Cabin & Equipment: B Towing & Practicality: B Final word: Toyota could and should have done more with the Hilux.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
THE standard Haval H9 is a touch underdone in the suspension department, so at first glance the prototype Ironman 4×4 50mm lift kit seems like a promising step towards making the H9 a better tourer.
To give this suspension a work-out, Haval took us to Darwin, where we drove the prototype suspension H9 on a 300km loop through Litchfield National Park. On the blacktop out of Darwin, the H9’s suspension felt firm with a slight patter on the smoother road surfaces – you could tell straight off this wasn’t the standard, soft suspension.
Steering seemed much more precise on the straights and corners – it will never be a patch on high-end SUVs like the BMW X5, but it’s a confidence-inspiring set-up. Heading towards LNP’s Wangi Falls, we got to experience the new suspension on some pretty rough dirt, with wash-outs and corrugations aplenty.
Here you could see that Ironman 4×4 did its homework, as the suspension kept the H9 composed over some pretty nasty terrain. Live axles and corrugations don’t tend to go well together – especially if the suspension isn’t properly set up – and axle hop is the typical response, with some degree of steering correction required to counter it.
The H9’s live rear axle didn’t resort to a pogo dance; instead, it appeared to stay pretty-much planted, the suspension simply absorbing the washboard surface. When hitting a series of washouts at about 80km/h, the H9’s body simply dipped down on its springs and recovered, settling without any ongoing bounce.
The spring rates and shock-valving seem spot-on. We were just three-up with not a lot of gear, so without much in the way of payload on board we can’t comment on how the set-up performs fully loaded for a trip. Haval will announce if it’s going ahead with the Ironman 4×4 kit (it would be a dealer-fit option) in coming months.
The company is also in talks with Ironman 4×4 about developing other off-road gear, such as a bullbar. While only a taste-test, this drive confirmed the prototype suspension improves the H9’s steering and ride-handling.
We can only hope the kit gets the go-ahead to appear on the H9’s options list.
THE 2001 GU Patrol I’ve owned since new is a capable rig I still enjoy driving every day.
Sure, the 3.0-litre diesel engine has a less than perfect reputation, but mine has been faithful, taking me on countless off-road journeys throughout the past 16 years.
I’ve always had all-rounder all-terrain tyres on my 4x4s, but have often weighed up the pros and cons of changing to a more aggressive tyre.
Sure, muddies are great for playing off-road on wet and sloppy trails, but how will they serve me on my daily drive? Will the road noise be too much? Will they handle Melbourne’s greasy roads after a downpour?
It was a trip to the mud of Mount Matlock where the old all-terrains struggled, so I began seriously thinking about a change. Given I’d spend most of my time off road in the Victorian High Country, I decided it to consider something more aggressive. Enter the Bridgestone Dueler M/T 674.
These tyres have been a pleasant surprise, and they’re certainly more of an all-rounder than I expected. On the black top, grip was a real improvement over the old boots. The Dueler 674s feel safe and secure, and the road noise is fairly unobtrusive and nothing like I had feared.
My wife also agreed that on-road handling felt better than the older tyres, and they were much quieter than expected. The M/T 674s cut their teeth up in Victoria’s High Country around Dargo, crawling up hills and across rivers. There were no concerns and they made for satisfying touring on the High Country’s toughest tracks.
A weekend spent on the scaly tracks and river crossings up at a favourite Huggett’s Crossing in Avon-Mount Hedrick Scenic Reserve gave them another once over. Then the time came for a boys’ trip with kids to Hattah-Kulkyne National Park, testing them out on the sandy tracks of the Mallee. In every case, they came through without any issues.
With its aggressive design, Bridgestone’s Dueler M/T 674 meets the demands of tough off-road driving – even through the heaviest of mud.
The Bridgestone tyres have been designed using 3D technology to deliver superior off-road performance and durability. They also offer improved wear for better mileage, an advanced rubber compound to improve cut and chip resistance, and excellent braking performance.
Other key features include improved grooves and buttress design for better grip in heavy mud; 3D shoulder lugs for durability, traction and handling; and a redesigned tyre footprint for improved wear balance.
THERE’S a new bully in the 4×4 sales playground.
As of this year, the Ford Ranger has taken over from the Toyota Hilux as Australia’s most popular 4×4, which means, for the first time in decades, the tables have turned and Australia’s most popular 4×4 isn’t a Toyota.
While Toyota isn’t bleeding too much right now – as the Hilux still outsells the Ranger when you include 4×2 variants – the Ranger’s star is rising. Sales of Ranger 4×4 to the end of May 2017 verses end of May 2016 increased at twice the rate of the Hilux, and the recent demise of the Falcon ute can only enhance sales of the Ranger 4×2.
In the bigger picture, Toyota still looks comfortable in the 4×4 market, with the Prado and Land Cruiser 200 joining the Hilux in the top-10 best sellers.
And, in a market still dominated by utes – with Triton, Colorado, Navara, D-MAX and BT-50 also in the top 10 – there are now three wagons in the mix thanks to the rise of Mitsubishi’s Pajero Sport.
So, how do they stack up when Principal Stronach hands out the mid-year report cards?
Here we look at the top five: Ford Ranger, Toyota Hilux, Mitsubishi Triton, Holden Colorado and Toyota Prado.
#1 FORD RANGER
THERE’S somewhat of a sad irony in the Ranger taking over as Australia’s best-selling 4×4, as the Ranger is effectively Australian designed and developed, yet the Australian car-building industry is in the process of closing down. In fact, Ford has already stopped building cars in Australia, though it will keep a local design and development facility going into the future.
The Ranger is currently not only the best-selling 4×4 in Australia, but it’s also close to out-stripping the Hilux as Australia’s best-selling new car – and by year’s end, it should be just that.
The Ranger deserves the success it’s having, as it’s an excellent ute in any role it’s asked to perform.
Much of its ability at doing everything well comes from the grunt and flexibility of its 3.2-litre five-cylinder diesel. This unique engine is the basis of the Ranger’s strong performance and class-leading towing and load-carrying ability. If you want to tow 3500kg or haul a 1000kg payload, this is the ute you want.
The Ranger won’t disappoint off-road, with excellent wheel travel and generous ground clearance. A tweak to the 4×4 system in the Ranger’s 2015 mid-life refresh means the rear diff lock, which is standard on all Ranger 4x4s, doesn’t cancel the electronic traction control across the front axle when activated, as was the case before the 2015 upgrade and with most utes the Ranger competes against.
If towing or off-roading isn’t your thing, then the Ranger is an engaging and enjoyable on-road drive, especially out on the highways and byways. The Ranger then backs up this good-at-everything disposition with a big, spacious and comfortable cabin.
While there’s no reach adjustment for the steering wheel, it still offers a great driving position. Another positive is that the combined front and rear legroom of the notably long cabin is also as good as it gets in its class.
SALES 2017 (to June): 14,114 2016 (to June): 11,789 Change: +19.7%
REPORT CARD* Powertrain: B On-Road: B Off-Road: A Cabin & Equipment: A Towing & Practicality: A Final word: Proof that a good big ute will always beat a good small ute.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.