18 www.bakkieandcar.com november/december 2017

best bakkie 2018

A rapidly developing market makes for the most exciting

Bakkie of the Year for a while

state of flux

i m a g e s : m i c h e l e l u p i n i

Best Bakkie 2018 - the finalists From left to right:Mazda BT-50 3.2L Double Cab 4x4 H/R SLE autoFord Ranger 3.2 Fx4 Double Cab 4x4 autoNissan Navara 2.3D DC 4x4 LE autoFiat Fullback 2.4 Double Cab SX 4x4 autoVolkswagen Amarok 3.0 V6 TDI Hiline Plus 4Motion autoMitsubishi Triton 2.4 Di-D DC 4x2 auto Toyota Hilux 2.8 GD-6 DC Black Edition 4x4 auto

it’s that time of the year again and as 2018 approaches, Bak-kie & Car magazine as always performs one of its essential annual duties as we decide

which of these bakkies released during the past twelve months is the best of all and by the end of it all, there will be just one – Best Bakkie 2018.

Last year it was all about down-sizing as we considered a group of smaller capacity pick-ups that did the same jobs that we expected far bigger, but dirtier bakkies to perform just a few years ago.

That trend continues to an extent, but this year it’s not the whole story, with the arrival of a bruising 3-litre turbodiesel and a tweaked up 5-pot among this year’s cream of the crop, so let’s

see what gives – will it be an even sharper downsized pickup or a top end truck that tips the scales most in or favour this year.

Best Bakkie’s simple rules have not changed at all in the fifteen years of the competition – the bakkies must have been launched in the past 12 months since the last Best Bakkie with only one model variant allowed per brand. From there we gathered all of those vehicles together, headed out to evaluated each bakkie in the finest detail as recorded over the pages anon.

So let’s see which of these seven 2018 finalists emerges as Bakkie & Car magazine’s 15th Best Bakkie – hedge your bets, read on and enjoy – this one should be quite a ride! – Michele Lupini

That downsizing trend continues to an extent, but this year it’s not the whole story, with the arrival of a few bruising new pickups to the market”“

Best Bakkie Roll of honouR2004: Toyota Hilux 3.0 KZ-TE Raider 4x2 DC

2005: Isuzu KB300 TDI DC 4x4

2006: Volkswagen T5 Transporter 2.5 TDI 128 DC

2007: Nissan Navara 2.5 DCI 4x4 DC

2008: Ford Ranger 3.0 TDCI SuperCab Hi-Trail XLT

2009: Chevrolet Lumina SS Ute

2010: Nissan Navara 2.5 DCI XE 4x4 King Cab

2011: Volkswagen Amarok 2.0 BiTDI 4Motion DC Highline

2012: Ford Ranger 3.2 Wildtrak DC 4x2

2013: Foton Tunland 2.8 DC 4x4 Lux

2014: Toyota Land Cruiser 79 Double Cab 4.5 V8 D

2015: GWM Steed 6 DC 2.0 VGT 4x2 Xcape

2016: VW Amarok 2.0BiTDI HiLine DC 4x2 Automatic

2017: Toyota Hilux 2.4GD-6 SRX DC 4x4

20 www.bakkieandcar.com november/december 2017 www.bakkieandcar.com july/august 2017 21

f i a t f u l l b a c k 2 , 4 l 4 x 4 d c a u t o m a t i c

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This fullback has secretly slipped onto the market without anyone noticing

kissing cousin

Just as we were about to start with our static tests, came a bit of a surprise. You may wonder why the Fullback is here consider-

ing it was already new a year ago and thus also in last year’s contest, but this is a quite significant new model that secretly slipped onto the market and not yet even prop-erly announced.

So what’s the difference from before?

Well you may remember that Fullback always utilised the older Mitsubishi 131kW 400Nm 2.5-litre turbodiesel, while kissing cousin Triton had the benefit of the lat-est and far more refined 133kW 430Nm 2.4 litre, but now the flag-

ship Fullback also packs that new mill – and albeit at this stage only in 4x4 automatic incarnation, it sells for considerably less than the equivalent Mitsubishi too…

The major difference in perform-ance comes via the all-new next-generation Mitsubishi aluminium block four-cylinder turbo-diesel engine with its combination of a fast-spooling turbocharger and unusually low compression ratio of 15.5:1 for responsive torque at low engine speeds. As with the its kissing cousin, the all-aluminium cylinder block with reinforced steel piston sleeves weighs 30kg less than before. An integrated common-rail direct injection system further adds to the smaller engine’s throttle responses for a purposeful driving experience.

Road holding and ride are excel-lent via the shortened wheelbase, revised stabiliser bars, stiffer front springs and stiffer rubber body mountings on toughened ladder frame chassis - body lean is also re-duced. Further handling gains are also attributable to the new and more direct Hydraulic Power Steer-ing system and the tightening of the cornering radius for improved off-road use.

And it’s not all about improved engine outputs for the simple reason that also included is driver and passenger airbags and a range of safety systems such as Load-sensing Valve, Electric Brakeforce Distribution, Anti-lock Braking and Electronic Stability Programme with Hill Assist for better uphill

pull-offs, bi-xenon headlights and rear view camera among some others.

Latest improvements also include a spacious and sound-proofed stylish interior with reduced vibration and noise, supportive seats, optimised driving position and leather upholstery, matching dashboard styling and automatic dual zone air condition-ing, which all add to its carlike comforts. Add to that a smart infotainment system and you have enough to make your ride pleasur-able and pleasing.

Being an LX version it sports a host of other top of the range extras such as Easy Select 4x4, cruise control, touring suspension, chrome accents and body coloured

bumper, chrome bezel to xenon lights, electric windows, automatic air conditioning, 17” alloy wheels, rear view camera and Isofix child restraint system.

The Easy Select 4WD setup allows for tough off-road driving conditions by simply rotating the diff knob to send maximum torque to each wheel via the 5-speed automatic gearbox.

The exterior has a nice mix of curvature and sharp crease lines. The design is aerodynamic and lamps are wraparound which adds to the style of the Fullback.

As with the Triton, maximum towing capacity seems a stumbling block, which at 1500kg is again under half of that of some rivals on test here. – Mario Lupini

Slipping secretly onto the South African market

“

fiat fullback2.4l 4x4 DC Automatic 88RateD

specificationsEngine: 2442cc turbodieselPower: 133kW @ 3500rpmTorque: 430Nm @ 2500rpmPower to Weight: 83kW/tonneSpecific Power: 53kW/litreDrive: 5-speed automatic 4x4Payload: 968kgMax Towing Capacity: 1500kgRoaD testeD: 0-60km/h 4.52sec0-100km/h: 10.13sec 0-120km/h 13.81 sec400m: 17.1 sec @ 134km/h80-120km/h: 7.04 secclaiMeD:Fuel: 7.8l/100kmCO2: 207g/kmList Price: R499 900

This ford Ranger fx4 has it all

the ever-decreasing gap between the top end of the bakkie genre and the family car has reached levels never antici-

pated in the automotive world. The double cab in fact has become the main means of transport and work for a multitude of families.

On top of that the double cab offers a span of wider uses that cars will never attain and this latest top-specification Ford Ranger 3.2 Fx4 Double Cab 4x4 automatic well illustrates this – as they say, ‘it has it all’.

The Fx4 fills a unique space in the Ranger line-up in a vehicle that has been personalised as part of Ford’s standard manufacturing

process, but introduces an entirely new level of exclusivity and appeal.

The result of demand for acces-sorising and customising while maintaining the fine capabilities of the XLT model, Fx4 incorporates several distinctive styling changes including attractive black finishes for the radiator grille, fog lamp bezels, exterior mirrors, roof rails, as well as the door and tailgate handles.

Add 17” alloy wheels in an eye-catching Panther Black finish as on the side steps, rear bumper and special Fx4 tubular sports bar located in the load bay – the latter protected by a bedliner. Unique Fx4 decals are affixed to the sides and rear tailgate.

The Fx4 is available in Frozen White, Moondust Silver, Sea Grey and Panther Black. The limited-edition Ranger Fx4 is only available with 4x4 drive with the test vehicle fitted with the automatic transmis-sion option.

Fx4’s most significant advances perhaps come via connectivity via a latest-generation SYNC3 with Navigation infotainment system incorporating all the benefits introduced last year with the ad-dition of a comprehensive suite of integrated navigation functions ac-cessible via the 8” touch screen and a wide range of voice commands.

Fx4 packs Ford’s muscular 3.2-litre Duratorq TDCi five-cylinder turbod-iesel that has earned an impressive reputation for overall performance and turning a gratifying, slick-chang-ing six-speed auto box.

However, while Fx4’s 10.4-sec-ond zero to 100km/h sprint proved reasonable it’s fractionally slower than the quicker and smaller latest-generation downsized Mitsubishi Triton, Fiat Fullback and Nissan Navara rivals here, among several other bakkies out there too.

A true Ranger standout remains its carlike handling for what is an extreme off-road vehicle with an off-road suspension set-up that is not that rigid or stiff either. Attack-ing bends at speed and throwing it into them proved a pleasure, though steering feel was a tad stiff.

Naturally throttle response from the able 3.2 engine is quick from almost anywhere in the rev range. In fact, the low revving ‘torquey’ nature masks the true capabilities, with the slick-changing 6-speed auto box maximising torque output use.

The Fx4 moniker is derived from the Ford F-Series pick-up in the USA and the bakkie is based on the 3.2-litre XLT Double Cab 4x4 with an array of styling enhancements. An attractive contender, but is Ranger’s real age starting to show?

- Mario Lupini

“

f o r d r a n g e r 3 . 2 f x 4 d o u b l e c a b 4 x 4 a u t o m a t i c

specceD to the MoonTrick Ranger still delivers a strong all-round performance

ford Ranger3.2 Fx4 Double Cab 4x4 Ato 80RateD

specificationsEngine: 3198cc turbodieselPower: 147kW @ 3000rpmTorque: 470Nm @ 1500-2758rpmPower to Weight: 69kW/tonneSpecific Power: 46kW/litreDrive: 6-speed auto 4x4Payload: 1100kgMax Towing Capacity: 3500kgRoaD testeD: 0-60km/h 4.97 sec0-100km/h: 10.92 sec0-120km/h 15.52 sec400m: 17.7 sec @ 127km/h80-120km/h: 8.01secclaiMeD:Fuel: 8.5l/100CO2: 186g/kmList Price: R608 900

“

“best bakkie 2018: finalists

List Price R499 900

List Price R608 900

“22 www.bakkieandcar.com november/december 2017

m a z d a b t- 5 0 3 . 2 l d o u b l e c a b 4 x 4 s l e a u t o m a t i c

The Mazda BT-50 series seems in a bracket of its own with its carlike looks

MazDa's twist

the Kodo-designed Mazda BT-50 was introduced to the South African market in 2012 as an ‘Active Lifestyle

Vehicle’ with carlike styling that somewhat distances it from true workhorse bakkie styling. Mazda chose not to chase business users but to rather appeal to a broader range of buyers including families and weekend users.

Mazda’s Kodo design ethos is a depiction of potential energy in stationary forms, the inspiration be-ing the stance of a powerful animal waiting to pounce – something the brand even further enhanced when it introduced this refreshed Kodo look earlier in the year.

BT-50 continues to deliver fine driving performance combined with a sportier and more powerful presence than before thanks to its refreshed styling and new look, along with redesigned side steps, rear combination lamps and fresh 17” alloy wheels.

BT-50’s interior has been refined too, with a quality feel together with the addition of Bluetooth, Steering Wheel Switches and Cruise Control from the SLX model, while this SLE version also includes new features such as a rear-view camera, auto-dimming mirror and electric driver seat adjustment.

This is also Mazda’s first new bakkie since the brand split from Ford in 2013, until when the BT-50 played a lesser role in the manufacture in its local produc-tion alongside Ranger in Silverton. Now imported, due to Ford Ranger exports taking up all of former partner Ford needing all of its pro-duction capacity for export, Mazda BT-50 production has been shifted out of SA and Mazda’s bakkie range is now produced in Thailand.

Still the same bakkie at heart, its powerful Ford based 147kW 470Nm 5-cylinder 3.2-litre tur-bodiesel is mated with a 6-speed automatic ‘box. With an impressive power to weight ratio, its results compare well with its chosen rivals here – a factor that is especially evident at low revs where throttle response and acceleration from the torquey 3.2-litre engine are concerned.

BT-50 also offers carlike road

holding. When cornering ener-getically all you need do is hit the brake pedal hard; line up for the bend; toss it energetically towards the apex and floor the accelerator. There is not much lean either.

Handling and ride on un-tarred roads was satisfying with bumps and road imperfections handled comparatively well. In fact, the suspension layout has not changed compared to the previous model. Steering feel is good with easy manoeuvrability.

A slight downside was when cruising the slick-changing auto ‘box tended to change down to fifth and back to sixth at the slight-est touch of the foot.

BT-50 comes in seven exte-rior colour choices in True Red,

Aluminium Metallic, Cool White, Jet Black, Deep Crystal Blue, Titanium Flash and Blue Reflex and brings a new Mazda Care plan that now includes a 3-year unlimited kilometre factory warranty, 3-year service plan and 3-year roadside assistance. A customer service guarantee on pre-arranged repairs is also included.

The Mazda BT-50 series seems in a bracket of its own with its carlike looks. However, when combined with good engine performance, impressive 6-speed auto ‘box and great road holding it certainly exemplifies characteristics of a topflight SUV, even if it is now in essence six years old, but does that really matter at the Mazda’s bargain price? – Mario Lupini

Mazda BT-50 brings car style to the bakkie world

“

Mazda Bt-503.2l Double Cab 4x4 SLE Automatic 81RateD

specificationsEngine: 3198cc turbodiesel Power: 147kW @ 3000rpmTorque: 470Nm @ 1750-2500rpmPower to Weight: 71kW/tonneSpecific Power: 46kW/litreDrive: 6-speed automatic 4x4Payload: 1040kgMax Towing Capacity: 3500kgRoaD testeD: 0-60km/h 4.93 sec0-100km/h: 10.75 sec0-120km/h 15.43 sec400m: 17.5sec @ 128km/h80-120km/h: 8.18 secclaiMeD:Fuel: 8.4l/100kmCO2: 182g/kmList Price: R555 700

“

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Triton delivers more from less at aprice to bring a tear to its rivals'eyes

the Mitsubishi Triton 2.4DI-D Double Cab 4x2 is part of the transforma-tion over the last five years or so to a new

generation of smaller turbodiesel engines that are in the process of replacing larger performance and engine outputs to match power units of between 2.8 and 3.2 litres.

The major difference in per-formance comes via an all-new next-generation aluminium block four-cylinder turbo-diesel engine with an ideal combination of a fast-spooling turbocharger and unusually low 15.5:1 compression ratio, all of which comes together to aid responsive torque at low engine speeds. In fact, it feels more

like a 400cc larger engine, than the 400cc smaller unit it is.

Featuring an all-aluminium cylinder block with reinforced steel piston sleeves for durability Mit-subishi’s 2.4 weighs 30kg less than before. An integrated common-rail direct injection system further adds to the smaller engine’s throt-tle responses for a purposeful driving experience.

Another feature of this free-revving engine is how it delivers considerably more power with less vibration via the new engine setup and latest mounting points on the chassis. Power and torque outputs are 133kW at 3500rpm and 430Nm at a low 2500rpm. Another highlight of this comparatively small engine is that it ranks in second position in our schedule in power to weight terms at 78kW per tonne and leads the in fuel consumption at 7.2l/100km on the combined cycle.

Road manners are also improved over its predecessor via revised stabiliser bars, stiffer front springs and stiffer rubber body mountings on the ladder frame chassis.

Further handling gains are also attributable to the new Hydraulic Power Steering system that is more direct at 3.8 turns lock-to-lock compared to 4.3 before and the tightening the cornering radius to 5.9 metres for better off-road use. In fact, in overall terms, Triton handles far better than before in every respect.

Any downsides? A good ques-tion, the answer being one only and that comes down to towing

capacity – something a double-cab bakkie workhorse should bring in some abundance, but Triton is only rated to pull a 1500kg trailer – around half of that of its rivals here. However, we believe that should be improved upon sometime soon.

Mitsubishi is certainly continu-ing to transform the Triton into a genuine Sport Utility Truck for owners and future buyers. In fact, 185 key areas were improved rang-ing from deepening and reinforc-ing the loading bay, revising the shape of the bonnet for aerody-namic efficiency and refining the driving position for improved in-vehicle visibility and comfort.

Looks have been improved, too, via the bold grille and wrap-around headlights that flow smoothly into a deep shoulder-line connecting to the new taillights and curved tailgate. Also, the integrated brake light on the tailgate can’t be obscured now as those on cab-mounted versions.

However, central to the design theme is ‘athleticism’, which is strongly evident on the exterior design of the new Triton bakkie range. All considered, this bakkie delivers significantly more from quite a bit less, let alone at a price that is set to bring a tear to most of its rivals’ eyes. – Mario Lupini

“

m i t s u b i s h i t r i t o n 2 . 4 d i - d d o u b l e c a b 4 x 2

tRiathlon tRitonA 2.4 that gives just as good as any 3-litre turbodiesel

Mitsubishi triton2.4DI-D Double Cab 4x2 88RateD

specificationsEngine: 2442cc turbodiesel Power: 133kW @ 3500rpmTorque: 430Nm @ 2500rpmPower to Weight: 78kW/tonneSpecific Power: 55kW/litreDrive: 5-speed automatic RWDPayload: 1030kgMax Towing Capacity: 1500kgRoaD testeD: 0-60km/h 4.52sec0-100km/h: 10.03sec 0-120km/h 13.66 sec400m: 17.0 sec @ 134km/h80-120km/h: 6.82 secclaiMeD:Fuel: 7.7l/100kmCO2: 203g/kmList Price: R499 900

“best bakkie 2018: finalists

List Price R499 900

List Price R555 700

24 www.bakkieandcar.com november/december 2017

n i s s a n n a v a r a 2 . 3 d d o u b l e c a b l e 4 x 4 a u t o m a t i c

Navara proves performance and efficiency can coexist in a dowsized engine

a fine Balance

nissan’s Navara 2.3D Double Cab LE 4x4 auto is another bakkie to feature a downsized engine

that none-the-less delivers top per-formance. It’s just three tenths of a second slower than the ultra-quick new benchmark Triton 2.4DI-D from 0 to 100km/h.

The Nissan Navara d23 engine, like the Triton’s, highlights how power, acceleration and fuel ef-ficiency can coexist and thrive in a downsized engine. Featuring an advanced twin-turbo diesel set-up with a broad torque curve, the biturbo setup gets things moving via a small turbo at lower engine speeds, with the larger one deliver-

ing more linear and constant power for longer, later on.

This not only ensures top performance, but class-leading fuel efficiency too, all further assisted by low friction compo-nents, reduced mass, wide range gear transmission and enhanced aerodynamics.

Generating more power and torque than the Triton with fuel savings of up to 27% on the old Navara, the new twin-turbo diesel engine with 7-speed automatic transmission delivers in every respect, while the Nissan’s 7-speed auto transmission ensures a fine balance between acceleration and fuel economy, not to mention power for overtaking and effort-less cruising.

It’s good off-road too, with an impressive 33-degree approach angle, 27.9-degree departure angle and all components well tucked under the frame for increased ground clearance of 226mm, for ease of use in bush or concrete jungle, the Navara effort-lessly takes on almost any drivable terrain. Boasting a full-length, fully boxed ladder frame, further assists and proves the Navara’s qualities of being among the tougher bak-kies around on- and off-road. The ladder frame is manufactured with super-high-tensile-strength steel in strategic areas to enhanced structural rigidity. Stronger than conventional steel increased overall torsional stiffness is guar-anteed.

Navara’s shift-on-the-fly 4x4

System offers easy driving mode selection at the turn of a knob and allows for shifting from 2WD to 4H at speeds of up to 100km/h. 4WD High is ideal for light off-road work, with 4WD Low allowing for serious off-road work in sand, snow or deep mud. When on the highway, the 2WD layout keeps matters more economical.

Despite the fact that the Nissan has a 7-speed auto box with tradi-tional low range it seems to have little advantage over the Triton when performance results are compared – remembering that the Triton is also 152cc larger.

The Navara has a refined feel on the road, but it is a little jarry on rutted or less than ideal surfaces, perhaps due to its coil spring setup

at the rear instead of leaf springs. In payload capacity terms, Navara’s ton-plus load capacity runs the Ranger’s 1100kg pretty close, but the Nissan does offer a shared best-in-class 3500kg braked tow-ing capacity.

Navara’s cabin is smart with the similar attraction value to the Triton and perhaps sporting a little less spec, though the Nissan’s driving position feels a little less adjustable.

The new downsized turbodiesel brigade is proving a wake-up call for the larger old-school in-line 4- and 5-cylinder rivals, even though the up-to-date and more powerful VW Amarok 3.0 V6 TDI certainly has its own upsized allure.

- Mario Lupini

Refined Navara moves bakkie game forward

“

nissan navara2.3D Double Cab LE 4x4 Automatic 85RateD

specificationsEngine: 2298cc turbo-diesel I4 Power: 140W @ 3750rpmTorque: 450Nm @ 1500-2500rpmPower to Weight: 74kW/tonneSpecific Power: 61kW/litreDrive: 7-speed auto 4x4Payload: 1010kgMax Towing Capacity: 3500kg RoaD testeD: 0-60km/h 4.6sec0-100km/h: 10.54 sec0-120km/h 13.98 sec400m: 17.2 sec @ 129km/h80-120km/h: 7.97 secclaiMeD:Fuel: 8.4l/100km/hCO2: 186g/km List Price: R587 900

“

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The Toyota Hilux is an icon in the world of bakkies

the Toyota Hilux is an icon in the world of bakkies – the number of variants over the years too many to remem-

ber, not to mention that the list continues to grow. Enter the Hilux 2.8GD-6 Double Cab Raider Black Limited Edition 4x4. Somewhat of a tongue twister, right!

Don’t get too excited as it’s just a Raider version with dollied-up extras, the word ‘Limited’ indicat-ing just 1000 models would go on sale. And don't get too excited about the ‘Black’ either. It’s not some sinister acronym for a super radical bakkie but one with some black highlight features to accen-tuate its Limited nature.

Those features include a gloss black grille, black bumper insert, colour coded fender extenders, colour coded mirrors, 18-inch al-loy wheels, gloss black roof, black styling bar and tonneau cover among some others. Naturally there are also black leather seats, including an electrically adjust-able one with white contrast stitching and faux carbon fibre inlays. And don’t forget the black badges on the front doors and tailgate, all of which extras add a R27 000 premium over the regu-lar models they are based on.

Toyota has offered a high number of variants to the Hilux that just entail varying high-lights. The reason? Why fix what isn’t broken – or do anything that could unsettle a magical bakkie product that outsells all others?

Another feature of the Black, is Toyota SA only produced the range in three colours- Glacier White, Chromium Silver and Graphite Grey – allegedly the most popular Hilux hues anyway,

At the price of R585 300 this Black Edition competes rather well with its rivals here. Powered by the latest 2.8 GD-6 diesel en-gine delivering 420Nm at 1400-2600rpm via a 6-speed manual transmission torque, is available from the lowest revs among its rivals and extremely useful when overtaking or towing.

The 2.8GD-6 is however outgunned by the downsized Triton 2.4DI-D and Navara 2.3D

in both power to weight and specific power output terms, but somehow claws back via its larger cubic capacity and stays with the game against them. However the Amarok’s new 3-litre V6 indicates the superiority in performance over the rest, with just fuel con-sumption a downside.

Handling and ride are good and somewhat better than its predecessor, which proved rather rigid and hard, but steering feel is instead positive and quick.

The cabin is also a lot quieter now without much engine and other noise apparent.

Cabin treatment and techno

features tops the contrast-stitched black leather interior and carbon fibre panels adding class to the interior. Some of the standard fare that appears on the Raider Black menu include full-colour touch screen with reverse camera, 4.2” TFT multi-information display screen, Blue-tooth, cruise control, automatic climate control, steering wheel controls, electronic 4×4 switch-gear, Hill Assist and Downhill As-sist Control, auto lights and a full suite of safety kit ranging from seven airbags to VSC and A-TRAC among some others.

- Mario Lupini

“

t o y o t a h i l u x 2 . 8 g d - 6 d c r a i d e r 4 x 4 b l a c k

the Bakkie iconLimited issue bestseller dollied up with cool extras

toyota hilux2.8GD-6 Double Cab Black Ltd Ed 82RateD

specificationsEngine: 2755cc turbodiesel 14Power: 130kW @ 3400rpmTorque: 420Nm @ 1400-2600rpmPower to Weight: 62kW/tonneSpecific Power: 47kW/litreDrive: 6-speed man 4x4Payload: 850kgMax Towing Capacity: 3500kgRoaD testeD: 0-60km/h 4.57 sec0-100km/h: 10.71 sec0-120km/h 14.32 sec400m: 17.6sec @ 129km/hclaiMeD:80-120km/h: 7.94secFuel: 7.6l/100kmCO2: 199g/kmList Price: R585 300

“best bakkie 2018: finalists

List Price R587 900

List Price R585 300

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v o l k s w a g e n a m a r o k 3 . 0 v 6 t d i d c h i g h l i n e p l u s 4 m o t i o n

on the road Amarok V6 is quite and sophisticated, more of a top-end SuV than a bakkie

supeRBakkie!

v6 bakkies are nothing new on the South Afri-can market, but the lat-est VW Amarok 3.0 V6 TDI Highline 4Motion

will certainly re-instil interest in the 3-litre segment. More interestingly it’s a diesel engine, a segment of the world market that for various reasons is seemingly under scru-tiny at present.

The star of the show is however that new 3-litre V6 turbodiesel engine, the only six-cylinder diesel engine in the segment. The top-of-the-range engine develops 165kW and 550Nm to its standard eight-speed automatic gearbox.

Naturally the real highlight of

the V6 is its impressive respective power-to-weight and specific power ratios of 81kW per tonne and 55kW per litre. What’s more its sprint to 100km/h in 7.66sec that compares and betters many top SUV results – never mind hot hatches too.

From the outside the Amarok distinguishes itself from the previous model via redesigned front bumper and radiator grille incorporating front fog lights, new alloy wheels and a third brake light with LED technology. Horizontal lines dominate the front with clean-looking angled folds and edges.

Out on the road it’s quiet and sophisticated, more like a top-end SUV than a bakkie, well combining the SUV culture with bakkie flex-ibility in a vehicle that well merges one vehicle into two.

Talking about V6 engines, the Amarok TDI V6 will have a rival in the near future when the Mer-cedes-Benz adds a V6 turbodiesel to the X-Class - with the future of larger and more powerful diesel bakkies seemingly now taking a new turn.

The V6 naturally carries Am-arok’s robust, angular looks while on the inside it features an interior depicting what it really is – a tough workhorse double cab with reso-lute intent. New features included in the all-new interior is the latest in-car infotainment system as well as additional safety and technol-ogy elements.

Inside the cabin the changes

are more prominent with the all-new dashboard design including Volkswagen’s modular infotain-ment system with touchscreen radio, App-Connect, Bluetooth and USB interface.

A comprehensive list of safety equipment comes as standard including four airbags, Electronic Stabilisation Programme and Volkswagen’s award-winning Automatic Post-Collision Brak-ing System, which can reduce the possibility and severity of a secondary accident in the event of a collision.

Our only reservation remains whether a V6 diesel will stay popu-lar – the concept is not new and has failed before, but VW informed

us the V6 was sold out and it had upped orders to satisfy demand. That said, both VW dealers we called had stock on the floor and extremely eager to sell one to us.

That is perhaps down to the price – Amarok is still a bakkie and you can buy a hell of a lot of car or SUV for the R730 900 you need to part with for a 3.0 V6 TDI Highline 4Motion. However, for a buyer seeking a workhorse with performance of an SUV and tough looks, the Amarok V6 should more than satisfy.

The acid test however remains how well they sell and most sig-nificntly how well this one retains its value – for that we need to just wait and see… – Mario Lupini

But just how many want a bakkie with an identity crisis?

“

Volkswagen Amarok3.0 V6 TDI DC Highline Plus 4Motion 84RateD

specificationsEngine: 2970cc turbo-diesel V6Power: 165kW @ 3000-4500rpmTorque: 550Nm @ 1400-1750rpmPower to Weight: 81kW/tonneSpecific Power: 55kW/litreDrive: 8-speed auto 4MotionPayload: 867kgMax Towing Capacity: 3300kgRoaD testeD: 0-60km/h 3.45 sec0-100km/h: 7.66 sec0-120km/h 10.15 sec400m: 15.2 sec @ 141km/h80-120km/h: 5.48 secclaiMeD:Fuel: 9.9l/100kmCO2: 219g/kmList Price: R730 900

“List Price R730 900

the four bakkies in our picture are the four vehicles on the podium. Why four you may ask? Well that will become clearer over the page, but the

biggest job in Best Bakkie every year has to be the elimination and chop, we must chop, so here goes.

Three bakkies must go in order to leave us with the podium and to be hon-est, that’s turned out to be the easier bit – one of Best Bakkie’s major considera-tions is novelty, so unless there are no all-new bakkies in the competition, a special edition or a facelift isn’t quite go-ing to cut it, so alphabetically the three to go are:

The Ford Ranger 3.2 Fx4 is basically the same bakkie that won our 2012 Best Bakkie – yes it was facelifted a couple of

years ago and this is a special edition of that bakkie – it’s cool, interestingly quite special, but nothing groundbreaking or new, so it must go.

The Mazda BT-50 is also the coninu-ation of a 2012 original that has earned a facelift quite late in its life – it’s still a brilliant bakkie – especially at the price and should not be ignored, but in this new company, it’s an easy cull.

The Toyota Hilux is our outgoing Best Bakkie in 2.4 GD-6 incarnation and all the Black Edition brings to market is just that – black bits and cool wheels. Once again that does not mean Hilux is not a great bakkie – one tenth of the new car buyers in the country can’t be wrong, month after month. And there will be another refreshed Hilux out shortly after you read this anyway.

AND THEN THERE WERE

fouR

RunneRs up...So, we drill down to the podium and in third place, we find the Volkswagen Amarok 3.0 V6 TDI. In many ways, Volksie’s bruiser is the best bakkie here, but certain of those same virtues come back to bite it on its ankle.

We’d like to believe as much as Volkswa-gen does, that there is a thriving market for a R700K-plus über bakkie out there and it seems that Mercedes-Benz agrees. Even if it turns out not to be quite the best seller, it’s great that it’s there and right now it is probably the King of Bakkies.

But how relevant is this vehicle to the real bakkie market? Never mind that it flies in the face of downsizing – an aspect that its double Best Bakkie kid brother Amarok 2.0 BiTDI brought to the bakkie market anyway.

So close, but no cigar – the Amarok V6 TDI has to stand besides a trio of bakkies that followed it’s downsized sibling’s footsteps to stand on the taller steps of our podium.

Which brings us to second place, where Nissan’s all-new Navara stands. The new Navara only comes in three variants of a 2.3-litre 4x4 model – two manuals and this flagship automatic. Handsome, powerful and certainly quick enough, economical and very well equipped, we’d have pre-ferred the choice of at least a 4x2 variant in manual and auto incarnations, but for now, this is what we have. Not everyone wants a 4x4 – it's heavier, tardier and uses more fuel to turn all the extra hardware and carry the extra weight.

Navara also fidgets more on the road, more so off it and we have our theories as to why – yes that is indeed splitting hairs, but it’s something we had to do to call this one. Have a look at it and if the Navara tickles your fancy more than what’s over the page, then take the Nissan – it’s a damn good bakkie all-round.

Now turn the page to meet Best Bakkie 2018… - Michele Lupini

Getting down to the business end of Best Bakkie 2018

best bakkie 2018: Podium

www.bakkieandcar.com november/december 2017 27

best bakkie 2018: winners

Triton and Fullback twins deliver and then some

DouBle TRouBlE It’s the same bakkie

at heart and where one was a touch off, the other squared it off on another front, so we feel that it's only fair to split the laurels this year.

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surprised? Well so are we. We pondered long and hard how to split these two, but in the end, we felt it was best that the Fiat Fullback 2.4 Double

Cab SX 4x4 and Mitsubishi Triton 2.4 Di-D DC 4x2 Automatic (note that’s in alphabetical order!) shared the spoils and there are a few good reasons for that, but for now let’s consider their respective strengths.

Firstly, both bakkies perform better than any other diesel double cab bakkie we have ever tested – the 4x2 Mitsubishi being slightly quicker by virtue of it lack-ing the additional hardware and being lighter than its Italian 4x4 cousin.

Then they are less expensive than the norm – and this is perhaps the main reason where the Fiat came back to share the top step for the first time ever this year – it is perhaps the best priced bakkie pound-for-pound on the South African market right now.

Both bakkies also ride and handle perhaps better than any of the others and there’s very good reason for that – and their relative performance too. See, these are the lightest bakkies out there – by some 50kg versus the next best Nissan, but by well over 100kg and in some cases over 300kg lighter than certain rivals here.

That is also what makes these two downsized bakkies (and the Nissan) able to destroy their full sized rivals and more so, those bakkies’ downsized siblings that merely had a smaller engine plonked into the same old lardy chassis and expected to do the whole job.

It may have been cool to just re-engine to downsize a year ago, but the game

has moved on and our top three this year prove that proper engineering from end-to end is what really makes downsizing work, so hats off the Mitsubishi, Fiat and Nissan for showing the clear way forward in bakkie dynamics needs to come from both lighter kerb weight and smaller, but far more efficient engines.

If there is any downside in Triton or Fullback, that’s their less than adequate braked towing capacity – albeit not enough of a deficit to take away an other-wise most deserved victory.

For the rest there really isn’t much to choose between the seven Best Bakkie 2018 finalists – all deliver a high level of comfort, specification and gadgetry, all go well and all offer a fair balance of performance, power and economy.

But these two once again go a little further in several vital areas and they also seem a tad more spacious, their driver’s chairs are more adjustable and they seem just a tiny bit more ergonomically friendly.

The only thing we could not achieve was to split these two – the Mitsubishi seemed to open a slight gap over a few general considerations – packing in extra gadgets like push button starting and fold-away mirrors and a bit of extra garnishing, roll bars and the like, but then the Fiat came back in price.

We deliberated long and hard, but it’s the same bakkie at heart and where one was a touch off the other squared it off on another front, so we feel that it is only fair to split the laurels this year.

Good on you Mitsubishi and Fiat – you certainly have shown the Best Bakkie way forward over the last year. Bravo!

– Michele Lupini

28 www.bakkieandcar.com november/december 2017