Pick-Up & 4x4 Pro May/June 18

PICKUP PRO & 4X4

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LAND CRUISER UTILITY Built for work and coming to Britain: base-spec Cruisers in station wagon and Commercial form

LAND ROVER DEFENDER: Better to refurbish than buy a new truck?

FIRST DRIVE: All-new SsangYong Musso arrives in Britain TESTED: Fiat Fullback Cross, Ford Ranger 2.2 XLT, Polaris Ranger

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4X4 OF THE YEAR AWARDED BY 4X4 MAGAZINE

THE NEW SSANGYONG REXTON A LOT MORE 4x4 FOR YOUR MONEY

3.5 tonne towing capacity†

9 airbags

Selectable 4x4 with low range

9.2” screen with Apple CarPlay & Android Auto

2.2L engine 420Nm torque†

Year Limitless Mileage Warranty

FROM

£28,495*

Fuel consumption figures in mpg. Rexton: Urban 27.1-28.8, Extra Urban 40.3-42.8, Combined 34.0-36.2. CO2 emissions in g/km 218-204. Model featured is a Rexton Ultimate priced at £39,095 including optional

metallic paint priced at £600. *Rexton EX including VAT, delivery charge, Road Fund Licence & first registration charge. †420Nm torque and 3.5 tonne towing capacity on automatic transmission. Prices are correct at the time of going to print, but may be modified or changed at any time.

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ARMOURED+ EDITION

Ford Ranger 3.2 TDCi Wildtrak Double Cab Pick up 4x4 4dr

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PICKUP PRO & 4X4

THE MAGAZINE FOR THE PICK-UP AND 4X4 PROFESSIONAL May/June 2018

THIS MONTH

News 4 6 8 10 11

Toyota Land Cruiser New Commerical model unveiled Isuzu D-Max Yukon Luxe adds appeal to work-speccer Mitsubishi Shogun Sport L200-based wagon is back Pick-up owners’ survey Leisure is the commonest use Gumtree Off-Road Award for Sussex 4x4 specialist

Products 42 24 25 26 28 30 32 34 35 56

Bushtech Sturdy aluminium canopies from South Africa Snugtop Latest high-spec loadspace cover unveiled Land Cruiser 70-Series Ultimate workhorse on sale in UK Rival Protection specialist showcases Hilux accessories Ironman 4x4 Latest kit direct from Australia SuperPro Is this the easiest way to lift your pick-up?

General Grabber Tyres for every eventuality Milner Off-Road Heavy-duty suspension for Navara Pedders Disc brake conversion for current Hilux Rhino Linings A fast-growing spray-on bedliner specialist

Features 12 18 36 40 44 48 50 52 54

SsangYong Musso First drive of the all-new double-cab Fiat Fullback Cross Range-topper has style – and more Ford Ranger Lower-spec 2.2 TDCi makes a case for itself SsangYong Rexton Mid-spec wagon is a real off-roader Land Rover Defender Are old Landies worth refurbishing?

Bollinger B1 Electric off-road ute could come to Britain Isuzu D-Max Blade Range-topping double-cab tested All-Terrain Services Teaching off-roading for 20 years Polaris Latest side-by-side UTVs on test

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NEW VEHICLES

NEW WORK-SPEC LAND CRUISER SET TO BECOME A GAME-CHANGER Legendary off-road engineering now available in no-nonsense Utility spec – with three and five-door Commerical versions also on the way

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oyota’s recently facelifted Land Cruiser is to be brought to the UK in Commercial form. The van-bodied version of the current 150-Series vehicle will be available in short and long-wheelbase variants, with a base-spec equipment level similar to that of the Utility model now being brought to Britain as an entry point into the passenger-carrying Land Cruiser range.

Unveiled officially at the NEC’s Commercial Vehicle Show in April, the Land Cruiser Commercial will carry CVOTR prices of £27,546 for the SWB three-door and £28,509 for the LWB five-door. On the road prices including VAT will be £33,055 and £34,210 respectively.

An equipment list for the Commercial model was at the

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time of writing yet to be released, however Toyota’s pre-launch images show it with roof rails, a mesh cargo guard and the same 17” steel wheels as the Utility. This model in turn marks a dramatic new direction for the Land Cruiser by offering a choice of workorientated vehicles in addition to the usual high-spec models.

While it is shorn of equipment in comparison to the rest of the range, the Utility stops short of being completely stripped out. As well as the roof rails mentioned above, it comes with cruise control, air-conditioning, front fogs, dusk-sensing headlamps, smart entry, push-button start and a six-speaker stereo with CD player, Bluetooth and aux and USB ports.

All passenger-carrying Utility models are five-seaters, whether

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with three or five doors, and this is the only model in the Land Cruiser range to be available with a manual gearbox.

Prices for the Utility are £32,795 (three-door), £34,095 (five-door) and £35,795 (five-door auto).

Thus the vehicle undercuts the current Jeep Wrangler, which is its closest competitor in the present 4x4 market, and costs usefully less than the entry price INEOS Automotive has set as a target for the Grenadier off-roader currently in development.

With Land Rover reportedly preparing to pitch the nextgeneration Defender as a premium product rather than a working vehicle, that leaves the Land Cruiser looking like the most affordable option in the long-term for buyers seeking a true off-road vehicle large enough for typical everyday life. A five-year warranty looks like reinforcing this – and there are many people in the 4x4 world who will argue that a Land Cruiser is the best vehicle you can buy at any price.

British buyers have long been denied the opportunity to choose a basic Land Cruiser, and some are sure to note that the vehicle’s

introduction here comes at a time when the hole left by the end of Defender production is being filled mainly by double-cab pick-ups.

With the Hilux now facing much stiffer competition in that market than it once did, particularly from the Ford Ranger, and traditional off-road station wagons becoming

increasingly expensive, not to mention scarce, even in basic form, the case for a no-nonsense Cruiser is not hard to make.

With the once-buoyant market for 4x4 vans also now short of options, the introduction of the Commercial model looks to a great extent like a return to what

many vehicle buyers will see as the good old days. Nissan struck gold with its Terrano van a decade and a half ago – and in today’s value-conscious market, these cut-price Land Cruisers look like an outstanding option for people wanting a 4x4 with real credibility as a working truck.

Britpart are delighted to now be an approved stockist for the entire ARB range of products in the UK. For nearly 40 years Britpart has been synonymous with parts for Land Rovers and now we are expanding our range of quality aftermarket parts with the introduction of the ARB catalogue for a multitude of 4x4 vehicles.

ARB’s range of products includes Air Lockers & Steps & Side > > Protection Compressors > Tyre Accessories > Camping Equipment > Underbody Protection > Canopies > Drawers > Lights > Linx Old Man Emu > Suspension > Rear Protection Recovery Points & > Equipment > Roof Racks > StealthBar Bumper

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ARB accessories & suspension products for a wide range of manufacturers & models Ford Ranger / Isuzu D-Max / Jeep Cherokee & Grand Cherokee & Jeep Wrangler Land Rover Defender & Land Rover Discovery / Mitsubishi L200 / Nissan Navara & Pathfinder Toyota Hilux / VW Amarok

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NEW VEHICLES

NEW YUKON LUXE ADDS TO D-MAX APPEAL

Special-edition model based on mid-range Extended-Cab model offers extra style and substance for professional users

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suzu has announced a new, limited-edition version of its ever-popular D-Max pick-up.

The Yukon Luxe Extended Cab, which will debut at the CV Show, receives upgrades to its exterior and interior while retaining the ever-credible workhorse capabilities for which the Isuzu’s one-tonner is known.

Pro-Lift Tailgate Assist is a new feature on the Yukon Luxe, and adds ease and yet more practicality to the mix. The system allows users to operate the tailgate using a single finger. Also adding

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an anti-slam function, this reduces the risk of injury – protecting both you and your cargo.

Stylish 18-inch Black Blade Shadow alloys enhance the exterior of the limited-run pick-up.

Non-slip side steps are included, too, keeping you as sure footed as the vehicle itself when getting in and out of it and protecting the lower bodywork’s paint from debris across an array of terrains.

Inside, the seats are finished in red and black leather. The dashboard retains the seven-inch multi-function touchscreen found

in the standard D-Max, alongside a reversing camera and cruise control that all go towards making things that bit more convenient.

The Yukon Luxe is just as capable as any D-Max and shares the same engine as the rest of the family. The 1.9-litre turbo diesel unit produces 161bhp and 266lbf. ft and drives through a six-speed manual transmission, giving the vehicle towing capabilities of up to 3.5 tonnes and a maximum payload of 1126kg. Achieving 40.4mpg combined, the D-Max meets Euro 6 emissions standards without the need for AdBlue – and the Yukon Luxe is no different.

This limited-edition model weighs in at only £1000 more than the standard Yukon Extended Cab D-Max, with prices starting at £22,499 (excluding VAT). Offering a considerable amount of exterior and interior upgrades for a marginal

premium, the Luxe will make its debut at the Isuzu stand at the Commercial Vehicle show.

As with every other new D-Max, the Yukon Luxe comes with a 125,000, five-year warranty plus five-year UK and European roadside assistance. To find out more, visit Isuzu’s website or contact your local dealership.

PICKUP & 4X4 PRO 16/04/2018 10:59

THE AWARD WINNING ISUZU D-MAX

QUITE CLEARLY, IT JUST WORKS

£199

ISUZU D-MAX EIGER FROM ONLY † PER MONTH +20% VAT

INITIAL RENTAL £1,790.91 +VAT

BUSINESS CONTRACT HIRE 23 MONTHLY RENTALS OF £198.99 +VAT. EXCESS MILEAGE CHARGE OF 9.75p PER MILE AND RETURN CONDITIONS APPLY. PROVIDED BY ISUZU CONTRACT HIRE.

CALL 03303 335126 OR VISIT ISUZU.CO.UK TO BOOK A TEST DRIVE #Over 40 MPG figure applies to manual transmission models. MPG figures are official EU test figures for comparative purposes and may not reflect real driving results. Official fuel figures for the Isuzu D-Max range in MPG (l/100km): Urban 30.4 - 38.7 (9.3 - 7.3). Extra Urban 40.9 - 50.4 (6.9 - 5.6).

Combined 36.2 - 45.6 (7.8 - 6.2). CO2 emissions 163 - 205g/km. For full details please contact your local Isuzu dealer or visit isuzu.co.uk †Important Information. Business users only. Rental amounts shown are for an Isuzu Eiger Double Cab Commercial Vehicle On The Road with manual transmission, excluding special paint finish.

Contract based on 8,000 miles per annum, non-maintained. Vehicle must be returned in a good condition to avoid further charges. Provided by Lex Autolease Ltd trading as Isuzu Contract Hire, Heathside Park, Heathside Park Road, Stockport SK3 0RB. Available at participating dealers only. Excludes motability and fleet sales, not available in conjunction with any other offers (including the Work Pack offer) or with BASC or NFU member discounts. Available until 30th June 2018. Finance options available at participating dealers, subject to status. *3.5 tonne towing applies to all 4x4 models. **125,000 miles/5 year (whichever comes first) warranty applies to all new Isuzu D-Max models. Terms and conditions apply. Visit isuzu.co.uk

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13/04/2018 09:38

NEW VEHICLES

MITSUBISHI BRINGS BACK THE SHOGUN SPORT L200-based station wagon returns to Britain after twelve-year absence, but only in high-spec seven-seater form

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itsubishi has brought the Shogun Sport back to Britain. Based on the L200 pick-up, but using a coil-sprung rear axle

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instead of the commercial truck’s leaves, this is at present only being offered as a seven-seater in one of two high-spec models with prices starting at £36,905.

The vehicle is powered by the all-aluminium 2.4-litre diesel engine already in the L200, tuned for 180bhp and 317lbf.ft. An allnew eight-speed auto box comes as standard, as does the familiar Super Select II all-wheel drive system – as previously seen on the full-fat Shogun as well as premium versions of the L200 itself. In addition, the vehicle gets various electronic aids including hill descent control and a dedicated off-road mode.

As well as the flexibility to seat seven, the interior boasts a load space just shy of 1500 litres when the second and third rows of seats are down. Mitsubishi says the vehicle’s styling ‘hints

at its exemplary off-road driving dynamics’, with the raised ground clearance you’d expect of a vehicle based on a pick-up platform.

While its L200 underpinnings carry the promise of work truck credentials, however, the Shogun Sport will be a premium one. All models come with leather, dualzone climate and smartphone connectivity as standard, while the range-topper gets heated seats, autonomous emergency braking, blind spot monitoring and surround-view cameras.

At present, there’s no suggestion that Mitsubishi will offer the vehicle in commercial form. The original Shogun Sport did offer this option, however the company now

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Mitsubishi is not the only Japanese 4x4 manufacturer to create station wagons out of its pick-up trucks. Toyota imported the Hilux-based 4Runner into the UK for a spell in the mid-90s and Nissan has sold several models, most notably the Pathfinder, based on its D22 and D40 one-tonners. Isuzu, too, builds a seven-seat MU-X station wagon based on the current D-Max – and back home, of course, Land Rover built the now-discontinued Defender in pick-up and station-wagon form for the best part of seven decades. Solihull has confirmed that it will do so again when the new model finally arrives – though it’s yet to be seen if this will be a work truck at all.

Despite this, no other 4x4 manufacturers have been willing to talk about planned market launches for their own truck-derived 4x4s. The whole industry uses the same market intelligence, however – meaning that if Mitsubishi can make a business case for the Shogun Sport in the UK, it’s inevitable that others will be evaluating similar moves.

In particular, it would seem logical were Nissan, which since last autumn has owned a controlling stake in Mitsubishi, to bring back the Pathfinder when the all-new model arrives. Based on the current Navara, this would help the company re-establish itself in the market for larger 4x4s.

Toyota’s introduction of new utility-specification models to the Land Cruiser range can be seen as a reponse to the same emerging gap in the UK market. This means the new-generation HiluxNissan is one of several manufacturers with similar products to the based Fortuner is as unlikely as it gets to come to Shogun Sport which aren’t currently brought to the UK. The same market Britain – however it can also be taken as further intelligence applies across the board, however – meaning we could in evidence of 4x4 makers’ willingness to fill this niche future see a return for vehicles like the Navara-based Pathfinder, which was a significant success here last time round with new products. has an Outlander van in its range – and while this is a fundamentally different vehicle, Mitsubishi is unlikely to see enough market potential to be able to make a case for both.

The arrival of the Shogun Sport brings the vehicle back to Britain 12 years after the first model to bear the name was discontinued.

Manufactured from 1996 onwards, the first-generation version gained

the title after originally being sold as the Challenger – however the length of its absence means that the Mk2 model, based on the massively popular fourthgeneration L200, never came here.

The Shogun Sport comes with a five-year, 62,500-mile warranty.

Pricing starts at £36,905 for the entry-level Shogun Sport 3 and climbs to £38,905 for the top-ofthe-range Shogun Sport 4.

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NEWS

SURVEY FINDS PRIMARY UK PICK-UP USE IS FOR LEISURE 4x4at.com poll of 1889 British pick-up owners places leisure use ahead of work, animal carrying and off-road duties

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major survey of pick-up owners has revealed that 47% use their vehicles primarily for leisure purposes.

Conducted by leading accessories supplier 4x4at.com, the survey polled a sizeable 1889 pick-up owners to ask whether they used their trucks mainly for leisure, work, off-road driving or transporting animals.

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‘People choose to buy a pick-up truck for various reasons,’ says 4x4at.com. ‘Maybe they need it to transport goods for work, or so they have a place to put their dogs when out on road trips. Either way, the pick-up truck market in the UK is growing, with more people purchasing them than ever before and more options on the market.’

More vehicles are still arriving in the UK – most recently the

Mercedes-Benz X-Class, with the SsangYong Musso on its way soon and the Renault Alaskan awaiting confirmation after its launch was delayed by worries about the weakness of the pound amid Brexit uncertainty. And the market itself continues to grow – even against the background of a slowdown in the car market as a whole.

‘We discovered that most people use their pick-up for multi-purpose

use,’ says 4x4at.com of the survey’s results. ‘We found that 47% of the people we surveyed use their pick-up truck for primarily leisure related purposes, 22% mainly to transport animals and 23% mainly for work purposes. ’Surprisingly, only 8% of people surveyed said they use their pickup mainly to go off-road driving.’

The results appear to confirm that while pick-up trucks are designed first and foremost as working tools, the suitability of double-cab models for everyday family life makes them ideal dualpurpose vehicles.

‘We can see that the majority of people are using their pick-up truck for leisure purposes,’ continues 4x4at.com, ‘thus proving that a pick-up truck doesn’t have to just be a consideration for people who need the extra space the load bed offers for work purposes – it can be a great alternative to a car.’

Based near Ripon, right next to the A1 in North Yorkshire, 4x4at.com recently celebrated its 25th anniversary. The company stocks a range of accessories suitable for all pickup trucks – ‘whatever the need,’ it says, ‘we have the right accessories for you.’

PICKUP & 4X4 PRO 15/04/2018 22:45

NEWS

AWARD FOR GUMTREE 4X4 RECOGNISES YEARS OF SERVICE TO WORKING LAND ROVER OWNERS

‘Farmer’s friend’ 4x4 specialist honoured in Independent Garage Awards after 37 years maintaining vehicles for Sussex’s rural communities

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ne of Britain’s most respected and longest-running 4x4 specialists has been honoured in Workshop Magazine’s Independent Garage awards. At a ceremony in London, Gumtree 4x4 Ltd of Ditchling, Sussex was Highly Commended in the Specialist Garage of the Year category – recognising the reputation for workmanship and service the company has built up over more than three and a half decades in business.

Managing Director John Bowden started the company 37 years ago, naming it Gumtree Enterprises as he had just been made redundant while his wife was expecting their first baby.

‘I was doing anything and everything to earn a couple of bob,’ he says. ‘I really was up a gum tree!’

Transport and recovery work was a big part of the company’s income at that point, and John also started breaking Land Rovers for spares. His first victim was a Series IIA 2.25 diesel which had been used as a lime spreader: ‘Nowadays,’ he reflects, ‘the PTO and hydraulics would be collectors’ items!’

The first company vehicle was a 1971 Range Rover, which John says was rusty even in 1980 as it had been used to launch power boats.

Next came a Ford D Series crew cab, which John converted into a sleeper before using it to transport cars, plant, machinery and general goods all over Europe.

This was followed by a Land Rover Series III 1-ton, a vehicle

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which is now a big-time rarity.

John fitted it with a 3.0-litre Rover six-pot engine and a standard gearbox to give it some cruising ability, and used it for all kind of recovery and transport work… until its chassis rotted away.

Recovery continues to be part of what the company does even today, but nowadays it’s known primarily as an independent 4x4 and Land Rover specialist.

In particular, while maintaining newer vehicles is always going to be part of the job for any such business, John’s team have retained a particularly strong reputation as farmers’ friends, keeping many an aged Defender and Discovery in working order with their deep knowledge of oldfashioned mechanics. ’This award shows how well our small team of Land Rover specialists look after our many and varied customers,,’ says John.

We deal with every Land Rover product, from nearly new Range Rovers to classic Series Ones, carrying out basic services and major rebuilds and keeping our customers informed and advised as necessary.’ These customers have included owners of tired first-generation Range Rovers who, rather than buying a newer model, have instead spent the money on bringing their existing one back to its best. Seeing the revival of longterm projects such as this is the perfect reward for a technician’s skill and dedication – though the Gumtree team are equally happy keeping newer Land Rovers in tip-top shape, or trying to stave off the inevitable for customers with troublesome Mk1 Freelanders and so on.

A feature of the Gumtree team is that many of them are enthusiasts themselves. Long-time workshop foreman Martin Stapleton used to

be a well known face on the comp safari circuit, and several of his colleagues past and present have built hybrids or restored old Land Rovers in their spare time. Many have been RTV trial regulars, too, as was John himself in the years before the company was started – when he was an early member of the All Wheel Drive Club.

More recently, John has become the driving force behind Rhino Ark in the UK, whose charity off-road events help raise money to protect vulnerable wildlife in Kenya. And the day-to-day business of keeping Land Rovers healthy in and around Sussex keeps him as busy as ever.

‘I would like to pay tribute to the hard work which all my staff have put in,’ he comments. ‘I feel that this is very much their award.’

If you’ve ever been a Gumtree customer, you’ll know how much they deserve it – and that so does John himself.

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FIRST DRIVE

SSANGYONG MUSSO

All-new double-cab based on award-winning Rexton will be a quantum leap forward from the current model when it comes to Britain in July

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sangYong is on a roll.

Buoyed by a steady stream of new, modern products to replace the staid vehicles it relied on for way too long, the Korean 4x4 specialist started this year by celebrating overall success in the internationally recognised 4x4 of the Year awards with the all-new Rexton.

SsangYong is on a roll. Buoyed by a steady stream of new, modern products to replace the staid vehicles it relied on for way too long, the Korean 4x4 specialist started this year with overall success in the internationally recognised 4x4 of the Year awards courtesy of the all-new Rexton.

And now that same vehicle is on its way in pick-up form. Based on the same platform as the Rexton, with the same engine and choice of gearboxes and very similar cabin, the new Musso is a quantum leap forward from the model currently being sold under the same name.

We’ve had an early test, on British roads, of a Korean-spec Musso. Aside from the fact that it’s left-hand drive, the only difference between this and the one coming to Britain is in the details, so this is a good indication of what’s on the way.

Starting in the cabin, the Rexton’s influence is clear. There’s even a strip of leather across the dashboard, complete with contrasting stitching.

Elsewhere, materials remain high-quality by pick-up standards, with soft-touch surfaces on much of the dash and excellent leather seats which managed to be both soft and comfy yet impressively supportive. They put you in a good driving position, too, from which your view all around is particularly fine – even over your shoulder, thanks to a C-post that’s no bigger than it needs to be.

There’s plenty of headroom, too, and enough leg room to let a six-footer drive the vehicle without

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The vehicle seen here is in Korean spec, hence the left-hand drive. The Rexton influence is clear, however, and range-topping models are likely to be among the most extensively kitted vehicles in the pick-up market when they arrive in the UK needing to move his or her seat all the way back. This is handy if there’s another six-footer say behind him, because the seatbacks have no give in them at all

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– but the good news is that aside from the Ford Ranger, we think the Musso probably has the most rear knee room in the double-cab market. Certainly, it’s possible for

two tall adults to ride in tandem without either of them feeling the squeeze, and there’s not a lot of trucks we can say that about.

Headroom is excellent all round, too, as it the view out. A low waistline and high seating position see to that – all-round, few double-cabs can match it for accommodation.

There’s a decent amount of oddment stowage, too, if not anything to get excited about, and overall build quality appears close to that of the Rexton.

As does the equipment you get for your money – we’ll leave the specifics out, as UK models are apt to differ from

this one, but there’ll be a range of three trim levels and at the top, you’ll get a truly premium level of kit. As an indication, the vehicle here had stuff like air-conditioned seats and a heated steering wheel.

It also had 20” polished rims, complete with 255/50R20 tyres, which are pretty much exactly the opposite of what we like to see on pick-ups. But if the Musso range is going to mirror that of the Rexton, this is what top models will come with.

All Rextons sold in the UK come with a plumbed-in power inverter, which we think is a great idea. The Musso driven here didn’t have one, but here’s hoping.

One definite difference to the Rexton is that whereas that vehicle comes with independent rear suspension (except on manual models, which will represent the minority of sales), all Mussos have a live rear axle. This is coil-sprung, which remains a rarity in the pickup market.

You also get a part-time, dualrange transfer case as standard, mated to a choice of six-speed manual or auto gearboxes. This all goes together to make what looks

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on paper like a well sorted vehicle for on and off-road use.

Starting with the latter, we found that the limits were definitely set by the low-profile, road-pattern tyres. No surprise there – but what was very pleasing to note was that when pushed, the rear axle displays excellent articulation, particularly on the bump stroke. A rather low rear bumper, coupled with the inevitable long overhang, means there’s an element of vulnerability back there, but based on the limited amount we were able to do on this early drive the suspension is unusually good at following the terrain.

What the coil springs can’t do is hide the fact that they’re specced to hold up a tonne. Inevitably, this means the suspension is upset

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by all but the smoothest roads – though while there certainly is plenty of thumping, even in sharpedged pot-holes the impacts are never harsh. The body does get jolted around a fair bit at lower speeds on uneven urban roads, but once you get it moving things are a lot more settled. We haven’t yet had the chance to drive the Musso at cruising speeds, but at this stage’s we’d say the results are promising for a composed ride on the motorway.

We haven’t been able to tow with the vehicle yet, but SsangYong advises us that it will be rated to haul 3500kg (3200 with the manual box) while also carrying 1050kg of cargo. At the time of writing, the testing and approval process was still underway, but the company

believes this will give it the highest gross train weight in the market.

It certainly has the brakes for the job, as we found out when a driver in the employ of a very well known courier company lost control of his 7.5-tonner while coming towards us round a corner. And while an unladen test can only tell you so much, the engine does pull strongly – 181bhp is backed up by 295lbf.ft at 1400rpm in manual form, and 310lbf.ft at 1600rpm in autos. It raises its voice when your foot goes right down, but is quiet enough not to cause a disturbance at higher speeds. Again, though, we can’t yet comment on motorway cruising.

What we can say is that from this first, brief look, the Musso does appear to do a good job of taking the good stuff from the Rexton and applying it to the pick-up market. It’s solid, spacious inside and, without rewriting the rules, represents a quantum leap forward from the truck it will replace, vaulting SsangYong from the

bottom of the one-tonne pile to a position in which it can compete on a level footing with the rest of the pack.

It also comes with a five-year, unlimited-mileage warranty, and with running costs mattering so much to most poeple that could go a long way to convincing some buyers. So too could prices which SsangYong says will start at less than £20,000 plus VAT – these are yet to be confirmed, as has the exactly spec of the three-strong UK range, but it’s clear that value for money will continue to be a key part of the proposition.

Weigh all that up against fuel consumption and emissions of 35.8mpg and 211g/km (32.8 and 226 auto), and the likelihood of weaker residuals than betterknown trucks will achieve, and you have a number of questions to ask yourself. By no means are they clear cut, though – and for the first time in the UK pick-up market, Ssangyong certainly does have an answer.

AT A GLANCE Price TBA Fuel consumption 35.8mpg combined (32.8 auto) Emissions 211g/km (226 auto) Payload 1050kg Braked trailer 3200kg (3500 auto) Gross vehicle weight 2880kg Service interval 12 months / 12,500 miles Warranty 60 months / unlimited miles

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Saturday 16th June 2018 The UK Motor Show for the 4x4 and Pick-up Market www.4x4andpickupshow.co.uk

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Whether your interest is personal or professional, this is the 4×4 and pick-up show for you, with dedicated days for both trade and public. Complete show room experience from leading manufacturers and bespoke builders, allowing you to both view and test drive vehicles.

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EXHIBITORS INCLUDE 4X4 MANUFACTURERS | PICK-UP MANUFACTURERS | 4X4 CAR DEALERSHIPS | PICK-UP TRUCK DEALERSHIPS | HARD TOP MANUFACTURERS AND WHOLESALERS | SUSPENSION MANUFACTURERS / WHOLESALERS | SUSPENSION BUSHES | WHEEL MANUFACTURERS AND WHOLESALERS | TYRE MANUFACTURERS AND WHOLESALERS | TOOLS | LIGHTING | UNDERBODY PROTECTION | WINCHES | BRAKES | OFF ROAD EQUIPMENT | TOWING AND TRAILER MANUFACTURERS | ONBOARD STORAGE SOLUTIONS | ROOF RACKS | ROLL CAGES | SEATS AND TRIM UPGRADES | PERFORMANCE EQUIPMENT | SOUND PROOFING | ENGINE OILS AND LUBRICANTS | SERVICING | GARAGE UPGRADES | CUSTOM VEHICLE BUILDERS | OVERLAND EQUIPMENT | COMMERCIAL AND PERSONAL INSURANCE

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ON TEST

FIAT FULLBACK CROSS

Range-topping double-cab is the only vehicle in the one-tonne market to combine full-time four-wheel drive with a locking rear diff

F

iat raised an eyebrow of two in the pick-up world when it decided to launch a badge-engineered version of the Mitsubishi L200. The Fullback could be described as a me-too model – or, more sensibly, as an expedient way of allowing fleet customers to address all their light commercial vehicle needs in one deal. Either way, though, the new Fullback Cross is more than just someone else’s truck with a Fiat badge on it.

Sitting at the top of the Fullback range, the Cross is based on the already well equipped LX model.

This means it has full-time fourwheel drive as standard, along with a 180bhp version of the nowfamiliar 2.4-litre diesel engine.

What it also has is a locking rear differential. This is a feature that typically makes all the difference to a pick-up’s performance off-road; by nature they’re light at the tail, and lift wheels very easily, especially when unladen, and being able to lock the rear diff to prevent drive being lost this way is an important weapon in the driver’s arsenal. Many manufacturers use traction control as an alternative to this – some of these systems work better than others, but in our experience none at all as are effective as the traditional technology.

The L200 is available with a locking rear diff – but only on models with part-time four-wheel drive. Higher-spec models gain the full-time system that’s also used on the Fullback Cross – but lose the locker. This is something that’s been frustrating us since Mitsubishi first launched the full-time system in 2005, so it feels rather as if this new Fullback is a case of Fiat making the L200 into the vehicle we’ve always wished it would be.

To go with the off-road potential this offers, the Cross is lightly ruggedised, if that’s not a contradiction in terms. It gains toughened wheelarches and side steps with a matt black finish, as

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well as a satin-effect skid plate, and its 245/65R17 tyres are wrapped around black alloys.

If prepping vehicles for offroad work is your thing, you’ll immediately write all this off as mere styling, all of which would be unbolted and replaced with proper heavy-duty stuff from the aftermarket the moment you got your hands on it. That would be rather a harsh verdict, all the same, as Fiat is honest about the Cross being pitched as an eye-catching lifestyle truck fit for work and play alike, but there is indeed an element of show-not-go to its spec.

In particular, the design of the six-spoke alloys means their faces are close to being flush with the tyres’ sidewall, which is a recipe for scratches when you’re churning your way through ruts.

Nonetheless, the Fullback Cross proves very competent off-road. Even on standard tyres, it deals well with the sort of wet, sloppy conditions so many will encounter frequently in the course of their day-to-day working lives, following the ground confidently without any sign of wanting to go

sideways. With 317lbf.ft, there’s plenty of torque for slugging away through mud or heaving itself up hills, though with this version of the engine you pay for the higher output by needing to rev it to 2500rpm before it’ll give you all

it’s got – but despite this, it’ll scale very decent climbs at little more than tickover, and the gearing in the six-speed manual box never feels high.

You’d need to put one on more aggressive tyres for the diff-lock

to make an appreciable difference in the very muddiest conditions.

However at crawling speeds over uneven terrain, it comes very clearly into its own. The ground does need to be very rough – much more so than most owners will attempt to tackle in their expensive new trucks – but where two wheels lighten up at once, the locker allows you to keep on taking it gently rather than using extra speed to get through. And that’s good for the vehicle, its passengers, its load and the ground beneath its wheels.

On the road, the Fullback is a fine performer, with a smooth, quiet ride on the motorway which makes it very agreeable indeed. The engine hauls it up to speed without any problem at all and feels as if it has plenty more to give, even when you’re keeping up with the traffic in the fast lane, and with the cruise control set it’ll rumble along all day without skipping a beat. You don’t need to fidget with the steering to keep it in its lane, either.

On A and B-roads, the steering is more than just docile, too. It’s positively engaging, with plenty of feel and response as you chuck it into corners. Of course, there’ll be body roll, but it’s well controlled and doesn’t prevent you from enjoying yourself. As always with off-road vehicles, the trick is to drive with its foibles, not against them – accept it for what it is, and it’s a big, cheerful bundle of laughs.

Ride-wise, poorer road surfaces do set up a bit of fuss at the back, at least when there’s not a load in

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As well as offering the usual 4x2, 4x4 and low range positions, the transfer dial allows you to select four-wheel drive with the centre diff open for use on the road. Some other double-cabs do have this feature – but none of them offer it in combination with a locking rear diff

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there to damp it down, but even when running unladen you can clobber it into an alloy-trasher of a pot-hole without feeling like the world’s coming to an end.

Refinement is perfectly good by general pick-up standards, though the gearchange from the six-speed manual box is a bit mechanical.

Last time we drove a Fullback, we noted that the clutch had an oddly high biting point. No such trouble this time, however – noone who drove it on or off-road had any problem, with not even the Editor managing to stall it.

It’s as easy to drive as you want it to be, with the option of fulltime four-wheel drive adding an extra element of stability in wet conditions – and one which no other pick-up currently offers in combination with a rear locker.

Something else we grumbled about last time we drove a Fullback was its multimedia system, which defeated our every attempt to pair it with an iPhone and struggled to hold on to a DAB signal. This time, no such problem. We’d still like to know who it was that decided digital radio had to be so complicated to operate, but the sound and reception in the Cross were just fine – and having plugged our iPhone in to the USB port, it registered within seconds.

Elsewhere inside, it’s very similar to the LX, with climate control, heated leather seats and so on giving you the full luxury

treatment. The leather feels tough rather than sumptuous – as always, we’d sooner see good fabric than so-so hide – but the seats are perfectly supportive and, having done a lot of miles in the previous Fullback we drove, we know the lack of adjustable lumbar support isn’t to be feared the way it is in some vehicles.

Similarly the dash and floor console, though they’re finished in a hard plastic that strays a little too far into scratchy territory, are extremely well made – there’s almost no creaking from any part of them. It feels tough and rugged rather than luxurious, but all the top-spec kit does add something. It can’t work magic on the amount of space in the back, of course, but so long as you’re not carrying either tall adults or very young children in bulky car seats, there’s enough space there to get by.

One other complaint we’d have about the Cross relates to

its pick-up bed. This is dominated by a model-unique sports-style textured styling bar, which looks extremely cool and, we found from experience, is capable of protecting the cab roof if you’re carrying very long items, but the bed itself is protected by a liner which, tough though it may be, offers precisely nowhere to lash down your load. We had to run ratchet straps around the sports bar itself, which we’re pretty sure is not the idea – for the want of a couple of O-rings, a chunk of practicality that could be there isn’t.

This would be a small mod to make alongside the heavy-duty bumpers and bash plates we’d add to make the most of the Cross’ standard spec, though. In terms of the details, we’d do some of it differently – but when it comes to the big stuff, few double-cab manufacturers have managed to get it closer to perfect than Fiat has with this truck.

AT A GLANCE Base price £26,495 + VAT OTR inc VAT £32,863 Auto extra £1800 Fuel consumption 40.9mpg combined Emissions 186g/km Payload 1045kg Braked trailer 3100kg Gross vehicle weight 2905kg Service interval 12 months / 12,427 miles Warranty 60 months /75,000 miles

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PRODUCTS

BUSHTECH MAKES THE CASE FOR ALUMINIUM TRUCK BED CANOPIES Ultra-strong designs for most makes of pick-up brought to Britain by APB

‘BUILT IN AFRICA TO TAKE ON THE WORLD.’ That’s Bushtech’s proud claim about its aluminium canopies, which are available in the UK to fit a wide range of onetonne pick-ups.

Bushtech’s says its focus is to ‘deliver a superior product to the 4x4, outdoor leisure and commercial sectors, while offering the best customer service and knowledgeable advice for all your

outdoor activity needs.’ Brought to the UK by APB Ltd, the canopies are currently available for the Ford Ranger, Isuzu D-Max, Mitsubishi L200 (late models), Nissan Navara, Toyota Hi-Lux, Volkswagen Amarok and Land Rover Defender 110 and 130 – a pretty broad choice, then.

‘Africa will either make you or break you,’ says Bushtech. ‘For any outdoor enthusiast, Africa makes for the perfect environment to test out a 4x4. That is why Bushtech Aluminium Canopies are designed and manufactured in South Africa – putting our products to the test, to ultimately be the best.

‘As avid overlanding enthusiasts, we understand the importance of having a product you can trust to

work for years to come. After more than 25 years in the 4x4 and motor vehicle industry, we saw a gap in the market to create a one of a kind, customisable aluminium canopy that is easy to use for everyday activities and fully kitted out for overland trips, without compromising space and functionality.’

The company claims a level of strength for its canopies that it says is unbeatable. As if to prove the point, it’s released a rather eye-opening video in which a Land Cruiser on a four-poster is lowered on to one of them – whose flip-up side and end doors all still open perfectly even with this much weight trying to distort the unit.

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So, why go with aluminium rather than the more traditional moulded options? Bushtech has a whole host of reasons…

Strength: • Bushtech Aluminium Canopies are stronger and more durable than their fibreglass counterparts • The roof part of the canopy’s design has been weight tested to 2.5 tonnes, thanks in part to a custom suspension base rubber which has been specifically designed to cope with heavy loads and chassis movement and to dampen vibrations • A strong UV-stabilised, powdercoated frame and doors are standard features on all conopies.

These are more durable than twopack paints and are available in a range of colours • The Bushtech Aluminium Canopy’s doors have a specialised reinforced bracing to prevent flexing, and open on high-quality gas struts • Automotive sealing rubber is placed on the doors rather than the frame – this helps protect them from getting damaged by moments of clumsiness during loading and unloading • The increased strength brings better longevity over that of a fibreglass canopy • A Bushtech Aluminium Canopy is designed for safety and security – it can act as a roll bar if your vehicle

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rolls, keeping the passengers in the cab safer than they would be with a Fibreglass canopy • The weight of a Bushtech Aluminium Canopy is around 70kg Usability: • Practical side doors allow for easier access when unloading and loading your pick-up • The Bushtech Aluminium Canopy is extremely versatile. Its unique subframe design allows for the mounting of false floors, and there’s a wide range of multiple accessories available which clip easily into position • Useful for a variety of applications such as electricians, plumbers and farmers, and for outdoor activities such as camping, off-roading and overlanding • Side cupboards, tables and other storage accessories are added and removed quickly and easily without drilling.

• All accessories can can simply be clipped into place. In minutes, you can go from an empty canopy to a canopy full of all your gear

• Reinforced, slotted roof bars allow users to suspend multiple attachments from the roof of the canopy using a standard M8 bolt • A uniquely designed roof rail is a standard feature on the canopies, facilitating M8 bolt head or standard cargo loop attachments to be used when fitting roof racks, roof top tents and cross bars Water and dust proof: • The Bushtech Aluminium Canopy comes equipped with a pressure equalising vent to neutralise any negative pressure in the rear of the load box, helping to keep dust out • Seamless waterproof and dustproof continuous hinges prevent water and dust from

entering the canopy when the doors are opened As well as the canopies, APB offers a wide range of Bushtech accessories designed to help you get the most from your investment.

These include shelves and cupboards, roof rails, dust guards and jerry can holders.

Prices for these items vary, as they do for the canopies themselves. But they compare well with the other options – which, given Bushtech’s claims for the units’ strength, makes them well worth a look. To do that, visit www.expedition-equipment. com, or call 01299 250174, where APB’s staff will be happy to discuss your requirements.

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PRODUCTS

SNUGTOP LAUNCHES NEW SPORTMAX PRO

Latest updates make flagship pick-up load bay canopy better than ever THE SPORTMAX PRO is Snugtop’s latest product in its specialist field – namely pick-up load bed covers.

This is a top-end bit of kit – or in Snugtop’s own words, ‘an elegant yet practical addition to any truck, blending in with the bodywork and offering more space and security out back.’

One-piece construction means the tops are good and strong, and Snugtop’s state-of-the-art paint system means a perfect match to your vehicle’s factory colour.

Roof rails add further storage, and there’s a host of accessories available to go with them including bike racks and ladder mounts.

The tops are glazed to the sides and back, with an all-glass tailgate

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meaning you retain the best possible level of visibility. The side windows, meanwhile, are of the pop-out variety, and the bed floor is layered with protective neoprene – both good things if you’re one of the many people who used their trucks for carrying animals.

Internal LED lighting might be considered another bonus here, though you don’t need to be trying to fish a wet dog out of the murky depths for this to be another very valuable feature. Yet another is central locking, so you know that if your truck’s secure, so’s the stuff on board.

It all sounds like a hard-top that ticks a lot of boxes, and a significant step up from the model

it replaces in the Snugtop range – which was already a very strong

option. To find out more, pay a visit to www.snugtop.co.uk.

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PRODUCTS

‘WORLD’S BEST 4X4’ COMES TO BRITAIN

Land Cruiser specialist Anglia Vehicles offers RHD 70-Series for UK roads THE TOYOTA LAND CRUISER 70-Series was built to work in conditions that would destroy other vehicles. That is why it’s the 4x4 of choice for the UN, NGOs, mining corporations and military forces around the world – as well as anyone else who needs uncompromising strength, off-road ability and legendary reliability.

But you can’t get it in Britain, can you? Yes you can. Not from a Toyota dealer, but from Stamford-based Anglia Vehicles.

‘Since the demise of the Land Rover Defender,’ says the company, ‘there is nothing available in the UK for those needing a “real” fourwheel drive vehicle. After more than 25 years of supplying Land

Cruiser 70-Series globally, it is our duty to make it available in the UK. These days, the 70-Series comes with a 4.5-litre V8 diesel engine developing 202bhp and 317lbf.ft, helping it tackle the toughest of terrains with ease. ‘Maintenance is very straightforward,’ says Anglia.

Having no ECU means all work can be carried out in the field without special tools or diagnostic equipment. Even tyre changing is a simple DIY operation thanks to the split-rim wheels.’

The Cruisers sold by Anglia will all be left-hand drive, however the company also offers a RHD conversion kit. ‘Thanks to the design of the vehicle,’ it says, ‘this is a straightforward task that

can be safely carried out by any competent workshop.’

All sounding good? ‘The cost of these vehicles, too, will come as a

pleasant surprise!’ says Anglia. And now it all sounds even better. Best of all, a visit to www.angliavehicles. co.uk will get the ball rolling.

THE TOYOTA LAND CRUISER 70 SERIES STRENGTH - RELIABILITY - ABILITY FOR THOSE WHO NEED THE BEST

76 LX 10 5 Door MWB Hardtop

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For further information contact Anglia Vehicles Ltd Tel 01780 757080 Email sales@angliavehicles.co.uk Website www.angliavehicles.co.uk

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PRODUCTS

RIVAL EXPANDS UK PRODUCT RANGE FOR TOYOTA HILUX

Bumpers and roof rack added to existing range of underbody protection plates

RIVAL HAS BECOME KNOWN for its underbody protection products, which it makes for a truly astonishing range of vehicles. But if your off-roader of choice is the current-model Toyota Hilux, the Russian company’s latest range includes a lot more besides.

Let’s start with what we know best. Rival’s underbody armour for the Hilux includes 6mm aluminium plates to protect the engine, transmission and fuel tank. Adding a total of just 48kg to the vehicle’s weight, it’s designed to have a minimal effect on ground clearance and has concealed fittings to avoid damage from the very impacts the plates are designed to take.

Moving both forward and backward, Rival also offers

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bumpers for either end of the Hilux. The front unit is made from 6mm alloy and improves the vehicle’s approach angle as well as being compatible with its airbags and parking sensors. Naturally, it can be used as a winch mount, and it also comes with high-lift brackets as standard.

The rear bumper, meanwhile, is made from 4mm alloy and once again won’t interfere with your parking sensors. As with the front unit, it comes with heavy-duty mounting points, and Rival says both are easy to install as fully replacements for the original items.

In between, Rival also offers heavy-duty side steps made from 63mm steel tube, and the company’s range also includes

lightweight aluminium roof rack and tonneau cover options as well as hydraulic struts for the bonnet and tailgate. And if you’re going for a more discreet look, there’s a hidden winch bracket which sits

in the void behind the standard front bumper.

Plenty of ways to make a good thing better, then. For all the info you need, Rival’s UK importer Xtreme Sales 4x4 is at xs4x4.parts.

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2mm steel; 4mm and 6mm Aluminium underbody protection

Road Legal LED Driving and Fog lights

6 piston front brake upgrades regain braking confidence, thicker pads, no fade, less manitanence

A wheeled jack you can use anywhere

no longer fight your jack over every stone or cable tie a jack you CAN USE outside the garage

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PRODUCTS

NEW SNORKEL JOINS IRONMAN’S L200 RANGE High-end LEDs among the most powerful road-legal driving lights you can buy IRONMAN’S RANGE of off-road accessories for the current Mitsubishi L200 has grown to include this Air-Force snorkel. Designed to protect the engine from water and dust ingress by supplying it with clean, dry air from its raised position, this makes it better and more durable in challenging environments – and, of course, cooler to look at around town.

Made in Australia from first-use lowdensity polyethylene, the snorkel features a 4” ram head with a built-in deflector to prevent it from taking in rainwater.

Ironman says the design was dyno tested for optimum airflow, and that the snorkel’s body has the highest possible UV rating to keep it looking and working like new even when it spends its life in the glare of the Outback sun. Ought not to be a problem in Accrington, then. To find out more, go to www.ironman.co.uk.

New from Ironman: high-quality canvas seat covers for most UK pick-ups OFF-ROAD HOBBYISTS tend to see mud as a trophy. But if your 4x4 is a working tool, you probably hate the stuff with a passion. It’s annoying to drive in, it gets in your truck’s moving parts and grinds away at them, it traps moisture and causes mud and, of course, there’s nothing quite like it for clarting up the inside of your vehicle.

That’s why canvas seat covers are among the best investments you can make.

As with everything in life, you can always take the option of buying a cheap set of one-size-fits-all jobs. But if you really do see this as investment, not a distress purchase, these tailored covers from Ironman are pretty much the gold standard.

Available for the Ford Ranger, Mitsubishi L200 and Shogun Sport, Nissan Patrol and Navara, VW Amarok and Toyota Hi-Lux and Land Cruiser, Ironman’s water and mud resistant seat covers are made from 12oz canvas and incorporate an extra layer of foam to make your seats even more comfortable than they already were.

They’re safety-conscious, too. As well as being non-slip and fire-retardant, each cover is seamed uniquely to suit the vehicle’s side airbags. The rear of the cover has a built-in map pocket, and the canvas itself promises to be long-lived – meaning of course your original seat trim will be, too.

This is good kit. Really good kit.

Which is why a visit to Ironman’s UK agent West Coast Off-Road, at www. westcoast offroad.co.uk, could be the best investment you ever make.

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A DV E RT I S I N G F E AT U R E

SUPERPRO SUSPENSION UPGRADES: RAISING THE STANDARD OFF-ROAD, ON-ROAD; with loads, without loads; towing trailers or carrying passengers; the beauty of a modern pick up is its exceptional versatility. But its ‘one-size fits all’ philosophy can sometimes lead to compromise - and in no area more so than suspension.

Since the company was started over 35 years ago, SuperPro has earned itself a well-deserved reputation for providing high performance upgrades that enhance the operation and efficiency of OE suspension systems, especially when it comes to 4x4s and SUVs. Its prowess when it comes to off-road and utility vehicles is hardly surprising, bearing in mind that the business was established in the home of the Yute, Australia.

Whilst extremely capable in their standard form - whatever the marque - most pick-ups suffer from a series of inherent traits that are so often found in utility vehicles designed to offer a compromise between a commercial truck, 4x4 off roader and an everyday passenger car. These issues are generally suspension related and mainly due to the use of leaf springs at the rear, coupled with a long flatbed load carrying area.

There’s no question that the newer the pick up, the less apparent the idiosyncrasies appear and it’s clear that manufacturers have worked hard in recent times to dial out the issues that are a result of combining a utilitarian workhorse with a well-appointed passenger car. Fitting SuperPro upgrade parts delivers a series of significant benefits and overcomes many issues, such as indifferent

ride quality, passenger comfort and rear end stability - especially when negotiating slippery corners.

Taking into consideration feedback from drivers, information gathered via the motor trade and from its own experience of using these vehicles on a day-to-day basis, SuperPro has designed a series of coordinated upgrades that

improve suspension performance.

These include its market-leading polyurethane bushes, a uniquely designed rear anti-roll bar and an innovative greasable shackle kit.

For further information on all SuperPro products and for a list of stockists please contact SuperPro Europe at www.superproeurope. com, or call +44 (0)1823 690281.

ALSO AVAILABLE: SUPERPRO EASY-LIFT KITS Responding to the ever-increasing demand from owners of pick ups to raise ride-heights, has led SuperPro to produce a range of easy-to-fit lift kits that are specifically designed to work in harmony with each vehicle’s OE suspension system.

Comprising rear leaf-spring lift blocks, extended U-bolts and strut-top spacers, the kits are ideal for owners who use their vehicle for on-road or light off-road duties and want a less intrusive, easily reversible, inexpensive, safe and legal option in order to gain a little more ground clearance whilst, at the same time, retain the feel of the standard suspension but with the look of a ‘lifted’ pick-up.

In the past, bolt-on aftermarket spacer kits have received a certain amount of criticism, some not properly developed and therefore having an adverse effect on handling, braking and potentially, driver control. Understanding these questionable products’ somewhat chequered history, SuperPro has invested a great deal of time and resources in making sure every kit carefully corresponds with each vehicle’s suspension system and geometry. SuperPro easy-lift kit features: • Front and rear rides heights are raised by the same amount. This maintains OE rake and weight distribution and consequently ensures braking performance remains unaffected.

• A maximum suspension travel height is set so that dampers do not bottom out before striking the bump stop.

• Every kit’s lift height is unique to specific model applications, with the associated hardware designed, engineered and thoroughly tested to ensure compatibility with each vehicle.

• Each kit is supplied complete with all required parts as well as comprehensive fitting instructions.

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UPGRADE YOUR PICK-UP WITH SUPERPRO HIGH PERFORMANCE SUSPENSION PRODUCTS Calling on its extensive experience in the 4x4 and SUV markets, SuperPro offers a range of high performance suspension products for the UK’s most popular pick-ups that will enhance handling, comfort, drivability and stability, as well as increase component longevity.

Product

All SuperPro products are designed, developed and tested to ensure they operate in harmony with the manufacturer’s original suspension system and therefore, compliment and improve the vehicle’s inherent characteristics and capabilities - both on and off road.

Benefits

SuperPro bushes & kits Improved operation, more positive steering, greater on-road feel, longevity.

Rear anti-roll bar

More stable and less ’lively' rear-end with improved cornering, especially when carrying loads or towing.

Greasable shackles

More effective and efficient rear spring movement.

Strut top spacers

Increased ride height and reduced harshness.

Easy lift kits

Includes rear leaf-spring lift blocks, extended U-bolts and strut top spacers for an increased ride height and enhanced stance to give a more imposing visual presence.

Applications available for: • Fiat • Ford • Isuzu • Land Rover • Mazda • Mitsubishi • Nissan • Toyota • VW

To find out more about SuperPro’s marketleading range of suspension products and to witness the launch of its innovative new performance programme for pick-ups, visit the SuperPro stand at the 4x4 and Pick-up Show, Stoneleigh Park, 15th & 16th June 2018.

For further information on all SuperPro products and a list of stockists please visit our website or contact SuperPro Europe: Tel: +44 (0)1823 690281 | Fax: +44 (0)1823 698109 | Email: info@superpro.eu.com SuperPro Europe Ltd | Thorngrove Barn | Main Road | Middlezoy | Somerset | TA7 0PD | UK

www.superproeurope.com

A DV E RT I S I N G F E AT U R E

GENERAL: GREAT TY R General Tire has a firm grip on the replacement 4x4 market and is a leader in the sector, as consumers enjoy benefits from what the brand delivers in quality and value for money. The well-known Grabber™ line offers one of the most comprehensive ranges of durable 4x4 products on the market. The range delivers a robust and long-lasting tyre for every application, on and off-road. But don’t just take our word for it! Here are the views of the people that really matter – General’s customers, and the tyre trade that supplies them:

THE DRIVER’S VIEW More than just a tyre man, Paul Boxall, the owner of WG Tyres in Billingshurst, near Horsham in West Sussex, has a wealth of technical prowess from his days in motorsport and performance tuning. Nowadays, he’s enjoying life as a 4x4 driver. ‘After buying and driving my first 4x4, a Mitsubishi L200, I soon realised the mudterrain tyres that had been fitted to the truck were noisy and the vibration through the wheels was terrible.

I decided to change them for something more suitable, so I went for General Grabber AT3s.

‘All I can say is wow! They have completely transformed the way the L200 drives, not only in noise levels but also in overall comfort.

The traction they offer is outstanding on all surfaces, including snow.

I am so impressed by the AT3s that I would now recommend these tyres to my customers.

‘I have been rallying at a national level for many years and been in the motor trade since I left school, I know how tyres work – and these are among the best!’

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A DV E RT I S I N G F E AT U R E

Y RES, GREAT DEALERS THE DEALER’S VIEW Andrew Winn, proprietor of Peter Winn Tyres in Pocklington, Yorkshire, is an experienced tyre retailer. He carries a reputation for his extensive knowledge of 4x4 tyres for both on and off-road use. This is what he has got to say about General Tire: ‘Choosing the correct tyre for your vehicle is always important. There is so much choice within the market place, and at times with so much varying advice it can be confusing.

‘It is important to realise that the tyre is one of the most important components on the car and is responsible for allowing the car to function to its full potential. If you have poor tyres or the wrong tyres fitted, the car’s braking and road-holding capability can be dramatically affected. If you consider the size of the tyre’s contact surface area in relation to the road, you may take fitting the correct tyres more seriously!’

HOW GENERAL TIRE DEFEATED THE BEAST FROM THE EAST ‘Based at the foot of the Yorkshire Wolds,’ says Andrew Winn of Peter Winn Tyres, ‘we are subject to huge variations in weather conditions. Recently, in a matter of hours we had snow drifts of up to eight feet in places, and hard packed snow and icy roads. Although these conditions could be regarded as freakish, using the correct tyres in winter is hugely important.

‘A common misconception is that winter tyres are only useful on snow and ice, which is not the case. Winter or all-season tyres provide increased performance in cold conditions by enabling better road-holding and reducing braking distances.

‘A long-standing friend and customer asked me which tyres he should fit on his 4x4 so he could continue delivering his goods throughout the winter months, as he had issues previously on conventional summer tyres. The obvious choice was to fit a set of General Tire’s Snow Grabber Plus – and after his first journey, my client phoned me to say how delighted he was with them!

‘One of the most surprising characteristics he mentioned was ride quality, and how quiet the tyres were on the road. Having never used a winter product before, he was expecting a lot more road noise. He even suggested that he preferred the ride quality of the winter tyres over standard summer tyres – and this was in October, when the weather conditions were still more favourable to a summer tyre, so it truly did point out the quality of the product. He told me was hugely delighted with how responsive the vehicle was on these tyres, too.

‘More recently, I contacted this customer again to ask his opinion of how the Snow Grabber Plus tyres had performed during the ‘Beast From the East’ and the cold conditions we had experienced before it in December and January. Once again, he said the tyres had proved their worth in both the snow and icy conditions – he pointed out the ability they gave him to manoeuvre past other vehicles, including other 4x4s that could not traverse hills or low-lying icy roads with the ease he was able to drive. This customer is now a convert to General’s Snow Grabber Plus!’

General Tire is available exclusively through the 4SITE 4x4 Tyre national network of more than 250 approved 4x4 tyre specialists. 4SITE has been operating in the 4x4 market for over 30 years and is the largest and only dedicated supplier of 4x4 tyres in the country, stocking premium and high-quality brands such as General Tire. Offering expert and impartial advice, 4SITE’s customer service team together boast more than 120 years of industry experience.

For further technical information and details of your nearest 4x4 specialist and the General Tire product range, visit WWW.4SITE4X4TYRES.CO.UK or telephone 0870 112 9401

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PRODUCTS

UPRATED SUSPENSION FOR CURRENT NAVARA

New kit from Milner Off-Road is aimed at trucks used for heavy-duty work MUCH HAS BEEN SAID about the current Nissan Navara, which when it was launched became the first mainstream pick-up truck in the UK with coil-springs at the back rather than the traditional leaves.

If you believe the mainstream car magazines, this alone was enough to create a magic carpet where previously there were only mediaeval carts; anyone who knows what they’re looking at will be able to tell you that it’s much more complicated than that, but it certaily is the case that the Navara rides with great suppleness both around town and on the motorway.

But do the coil springs work as effectively as leaves when the vehicle is very heavily laden or

towing a trailer approaching its capacity of 3.5 tonnes? If you ask the people at Milner OffRoad, they’ll tell you about the feedback from its customers which has prompted the company to introduce a heavier-duty suspension kit for the vehicle.

This includes upgraded coil springs, along with the heavyduty shock absorbers necessary to control them. Milners says these will maintain the Navara’s rear ride height and steering characteristics under a heavy load, making it far easier, more comfortable and safer to operate.

The company also promises that comfort won’t be compromised when running unladen.

The kit is available directly from Milners, priced £225 plus the

dreaded. To find out more, visit milneroffroad.com.

THE VEHICLE ACCESSORIES SPECIALISTS

TBR, your commercial accessories supplier.

Making your truck work for you!

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Winch mounts Snow ploughs for 4x4 vehicles Dual battery systems Underbody protection plates Custom built drawers And many more useful products.

All of our products are tested for suitability and performance and many come with TUV certification to ensure the best possible quality for your business! Contact us today for your personalised quote.

Email: sales.team@tbruk.com Visit: www.tbruk.com Call: 0800 16 999 47

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PRODUCTS

REAR DISC CONVERSION FOR TOYOTA HILUX Pedders kit replaces standard drums on current model THE TOYOTA HILUX IS, to put it simply, a legendary vehicle.

The current model builds on the reputation of a brand that’s sold more than 16,000,000 units in the fifty years since its launch – but while it’s a brilliant bit of kit at all sorts of levels, it does still have drum brakes on its back axle.

This is mainly okay, but if you’re planning to fit a suspension lift and bigger tyres there’s always the spectre of brake fade lurking in the background. And if you’ve experienced it, you’ll know how very scary it can be.

With Pedders’ new Trakryder disc brake conversion for the current Hilux, that’llBrake be one big thing lessAd Disc Conversion to worry about. This replaces the

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drums with Geomet-coated, slotted brake rotors, which are clamped by kevlar ceramic pads – delivering increased stopping power, better pedal feel and modulation and much easier maintenance.

Pedders says the disc brakes will take longer to go into fade than drums, as they have a wider surface area exposed directly to air. They’re also better at draining off water.

All very well, but does it make a difference? According to independent test results quoted by Pedders, yes. Under braking from 62mph, on average a Hilux with the very good news. The Hilux’s legend conversion stopped 28.5 metres was built first and foremost on sooner than one without. heavy towing and load carrying, You2018 don’t to be running all – and in either of these April - need PRINT.pdf 1 06/04/2018after 16:40 huge tyres for this to sound like situations, the better you can stop,

DISCOVER REAL STOPPING POWER

the better you can do it. The kit is currently priced at £1795.04 delivered, including the VAT – pay a visit to www.pedders.co.uk to find out more.

BRAKE KITS

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PEDDERS TRAKRYDER REAR DISC BRAKE CONVERSION KIT Now available for: Toyota Hilux, Isuzu D-Max and Ford Ranger Features and Benefits: • Increased stopping power over drum brakes • Significantly reduced stopping distances • Brake pedal feel and modulation are improved • The disc brakes are completely self-adjusting • Reduced brake fade on heavily laden vehicles • Kit includes all necessary hardware • Installation video supplied along with fitting instructions • 2 Year 25,000 mile warranty

Specialising in suspension solutions since 1950 For further information go to: www.pedders.co.uk or please contact your local Pedders experts on:

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info@pedders.co.uk 01296 711 044

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ON TEST

FORD RANGER 2.2 XLT

Modestly specced version of the market-leading double-cab is all the truck you need at half the price you’ll pay for some of the alternatives

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ince its introduction in 2012, the current Ford Ranger has been a massive success in the UK. Among private buyers and one-man businesses, that’s down in no small part to the presence of a 3.2-litre engine option at the top of the range.

Among those who modify their vehicles into off-road playthings, expedition wagons or blinged-up street machines, you’d think the 200bhp 3.2 TDCi is the only one to have. But more modest versions of the Ranger come with a 2.2-litre unit, which at 160bhp is hardly a slouch itself.

The smaller engine only costs £800 less, which may be one reason why so many people go the whole hog. The 3.2 is the only with an auto option, too. But the 2.2 is about 20% lighter on fuel, with the improved emissions and lower running costs that brings – and, while the top trim levels are reserved for the bigger engine, those you’re likely to go for if what you want is a good, sensible 4x4 truck to do a shift of work can only be had with the 2.2.

And these lower trim levels are hardly sparse, either. We found out as much thanks to the vehicle in these pictures, a 2.2 TDCi model in XLT spec.

The XLT model represents the second step up on a five-runged ladder, and in double-cab form it lists at £22,595 (£28,005 including VAT). Ford dealers are a famously competitive lot, however, and they know what they must to to get the numbers – the upshot of which is big discounts if you play the game. We’ve seen online brokers quoting almost £5000 off this model, which makes it a pretty commanding proposition – especially as the options you’re likely to want are very reasonably priced too.

Not that you need many. As it is, all Rangers have DAB and Bluetooth, and the XLT adds cruise, air-con and phone connectivity. It

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Inside, the XLT has a utility feel to it without coming across as being sparse. The seat fabric is stout enough to withstand working life and, like every other Ranger, it’s very spacious indeed by double-cab standards. Some of the equipment in this example is from the options list, but a feature of this is that everything on it is very sensibly priced gets alloys, too, and they’re a good, sensible 16” diameter, so there’s no shortage of tyre options if you want to use your truck off-road.

On that subject, one of the options you will want is the Off-Road Pack: this adds a locking rear diff as well as bash guards for the engine, transfer box and fuel tank, and at £300 it’s a no-brainer.

We’d take Ford up on the offer of a plumbed-in 150W power inverter, too, at a princely £60 – not least because this has a threepin socket, not the usual Euro-style job. Good, solid, usable everyday stuff like this is what a truck should be all about – yes, leather and fancy stereos are nice, but it’s great to see a double-cab that brings out what matters at a price that makes sense. So, based on its price and spec alone, we’re off to a good start.

That feeling continues when you step inside the cabin, too.

Many trucks, including higherspec versions of the Ranger, set out to impress you with an array of equipment and fancy looking materials; most manufacturers do also offer more modestly equipped and soberly finished models like the XLT, but few if any manage to carry it off as successfully as Ford.

Sometimes, lower-spec trucks can feel like the poor relation

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that was left behind when their manufacturer set out to conquer the big-money lifestyle ground.

There’s no trace of that here – the cabin looks attractive, not sparse, in its simplicity.

The materials are generally very pleasing, too. It’s all plastic surfaces, but they feel stout and dense, not cheap and brittle, and the upper and even lower dash surfaces almost have a soft-touch element to their finish. Certainly,

that nasty, scratchy feeling you can get from the cheaper kind of hard plastics is totally absent.

Overall build quality is similarly solid, though the floor console is a bit wobbly when manhandled. The seats, meanwhile, are absolutely excellent, with very good base and back support, grippy fabric upholstery and all-round manual controls including adjustable lumbar support. We’d take that over the usual froth of leather and

electric toys any day, especially when it’s done this well.

The seats give you an excellent driving position offering expansive views in all directions, though the fast slope of the windscreen means the A-posts do obscure your view a bit at junctions. One thing the XLT model doesn’t have that we’d have liked to see is reversing sensors; the view over your shoulder is fine, so this isn’t the end of the world, but with a big old loadbay canopy in place it would make things kind of awkward.

The vehicle we drove was coming to the end of its time on Ford’s demo fleet, which may explain why its glovebox door had been knocked slightly out of true.

We’d certainly not be expecting that from a split-new one, at any rate. The space behind it is amply sized, as is the cubby box to your side, and there’s a deep stowage bin at the front of the floor console with a couple of USB outputs in it.

The door pockets are only average, but you’re certainly not short of places to stash your stuff.

You’re also not short of room in the back seats, which are quite simply the best in the pick-up market. The front seat-backs are well sculpted to accommodate a pair of knees, and one six-footer can sit comfortably behind another with neither having to squeeze up.

There’s plenty of headroom in the back, too – whether for carrying work crews or families, the Ranger is as generous with its space in the back as it is up front.

It’s not stingy with power and performance, either. All eyes were

Front seats are extremely comfortable and provide plenty of room. Most impressively, so too do those in the back – rear legroom is a common shortcoming among double-cabs, but the Ranger can accommodate one six-footadult behind another in surprising comfort

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on the 2.2 TDCi engine prior to our test – ask someone from the world of modified off-roaders and you might find yourself wondering it this engine exists at all, such is the popularity of the 3.2, but 160bhp at 3700rpm and 284lbf.ft at 1500rpm is more than enough to be going on with. And, admittedly without a heavy load in the back to drag it down, our XLT proved very lively indeed.

The engine spins with a freedom the figures don’t even start to hint at. With the six-speed manual box providing slick, precise gearchanges, you can whisk it up through the ratios with ease, and with all that torque behind you from down in the guts of the rev range you never need to make it raise its voice – which contributes to what is a genuinely surprising level of refinement at all speeds.

Our test drive with the Ranger included two very length crosscountry stints featuring hours on the motorway and, at either end, fast yomps on quiet, winding B-roads. This combination was perfect for demonstrating how flexible an engine the 2.2 TDCi is.

At a steady, fast cruise, it’s very smooth and settled, allowing you to make undisturbed and thoroughly relaxed progress – something that’s helped by a similarly settled ride quality, the likes of which you barely have a right to hope for from a onetonner. Without having them to

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compare side-by-side, we’d say it rides as well on rear leaf-springs as the Nissan Navara does on coils.

On the fun stuff, once again the engine and suspension combine well. The Ranger steers very pleasingly, too, allowing you to throw it into corners with confidence and pin its weight down with the throttle as the springs load up. As with all pickups, the secret is to work with the body roll rather than spending your time wishing it wasn’t there – get your head around that, and it’ll always be able to put a smile on your face.

Around town, needless to say there’s a bit of lumbering over speed bumps and the sort of jagged, never-ending broken road surfaces that make Britain great. A tonne of sand in the back would calm this down, no doubt, though again you just need to accept it for what it is – certainly, the Ranger doesn’t feel its size around town.

Our test truck was fitted with the optional Off-Road Pack, whose underbody guards afford an element of protection – though for serious work, we’d be looking to the aftermarket for a full set of heavy-duty items. Also included (and again, let’s remind you that this only costs £300) is a locking rear diff, and as is so often the case with one-tonners this transforms what the Ranger can do off-road.

It’s already very capable, but thus equipped it can take on extremely

rough terrain with a sure-footed agility which, once again, totally defies its size. Breakover angle and rear overhang will obviously be issues, as with any truck, but tractability is never in doubt – and, as we mentioned earlier, the XLT’s standard 16” rims lend themselves to being shod with a wide choice of mud-terrain tyres.

The engine is perfectly suited to off-road use, too. It may be the smaller of the options in the Ranger line-up but, don’t forget, it’s the same basic lump that used to power the Land Rover Defender, which is hardly a bad pedigree.

The standard dual-ratio transfer case gives it all the flexibility in the world in low range – for some reason, there’s a hill descent control button on the floor console, but with this hardware to hand there’s simply no reason you should ever need it.

Can the same be said of the 3.2-litre engine? Based on this vehicle, we’d say almost, yes. If

you want to lift your Ranger’s suspension and give it outsize tyres without altering its diff ratios to suit, the extra power would clearly be better at pulling the increased rolling resistance, and for heavy-duty towing we’d certainly expect the bigger engine to be more relaxed. But for dayto-day duties, whether at work or play, the fact is that the 2.2 TDCi is not short of power. Mated to a superb manual gearbox, it suits the vehicle down to the ground.

So too does the equipment you get in XLT trim. It’s not as lavish as they get higher up the range, but in truth this more modest Ranger has everything you need.

For sure, some of the best stuff on the vehicle we tested was straight from the options list – but the prices Ford asks for these items make other manufacturers look downright greedy. As a buying proposition, it’s very commanding indeed – and as a double-cab, it’s world-class.

AT A GLANCE Base price £22,595 + VAT OTR inc VAT £28,005 Fuel consumption 40.4mpg combined Emissions 184g/km Payload 1131kg Braked trailer 3500kg Gross vehicle weight 3270kg Service interval 12 months / 18,641 miles Warranty 36 months / 60,000 miles

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ON TEST

SSANGYONG REXTON ELX Mid-range version of the award-winning SUV is better suited to working life but still packs almost as much luxury as the top model

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ince its arrival in the UK towards the end of last year, much of the attention lavished on the new SsangYong Rexton has focused on the high-spec Ultimate model. This is lavishly equipped both outside and in, with highlights including polished 20” wheels and a quilted Nappa leather interior which looks and feels as good as the treatments you get in vehicles costing two, even three times as much money and offering far less ability in realworld off-road work.

The Rexton is very, very good, and the Ultimate is completely convincing as a premium 4x4 at budget money – so much so that in the wake of the launch, it became the overall winner in the 2018 4x4 of the Year awards. But when we first drove the vehicle, our feeling was that the lower-spec EX and ELX models could turn out to be even better.

As it turned out, this was at least in part down to the Ultimate we drove on the vehicle’s British launch having taken a rather heavy kerbing at the hands of its previous driver, which left one of its wheels badly out of balance and played havoc with its ride and NVH performance. We’ve laid our concerns to rest since then, following an entirely positive test drive of another top-spec example, but at the time our view was that the ELX, which has 18” rims and concomitantly taller sidewalls between it and the road, was the more pleasant vehicle to drive.

Now, we get the chance to decide if that’s true. Since the launch, we’ve spent a week with an Ultimate, and very good indeed it proved to be. Hot on the heels of that experience, would the ELX indeed prove better?

Well, first things first. In the cabin, you don’t get the sumptuous looking quilted leather – but you do still get Nappa, and it feels a lot better than more or less any of the alternatives available

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Cabin remains elegant and well equipped, even in mid-range ELX trim, with nappa leather still standard –you’ll definitely want a set of floor mats and seat covers. Material quality is excellent, and there’s plenty of space in all directions as well as good all-round stowage areas and other amenities such as plumbed-in mains power. Build quality is good, too, with positive switchgear and sturdy construction at this price. The seats themselves are every bit as comfortable, too, though they’re not ventilated and don’t have a memory function as part of their electric adjustment.

Despite a few details like these being absent, the ELX doesn’t feel much like an inferior vehicle to the Ultimate. You have to do without a few high-tech safety aids, as well as a powered tailgate and all-round 3D image monitoring cameras, but it remains a very well equipped cabin – and it’s just as well put together, with barely a creak or groan from anywhere around the dash or floor console.

It’s good and roomy, too, and as well as a good range of places to put your wallet, phone, keys and so on there’s ample room in the second row of seats for one tall adult to sit behind another. Spec the vehicle with a third row and it becomes a usable seven-seater; the rearmost two are only really suitable for younger children, but they could be pressed into service for grown-ups over a short journey – they’re roomier than most.

They fold away flush, too, with a simple but effective adjustable boot floor creating a long, flat cargo bay when they’re dropped

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down. For full cargo-carrying duties, meanwhile, the second row has the sort of fold-and-tumble action you might have thought you’d seen the last of. It might be old-fashioned, but it works to extend the floor still further – and when you add in a large stowage bin in the boot wall, a full-width hidden compartment and, on all

models, a power inverter providing mains electricity through the back of the centre console, you have a very practical all-round work truck and family vehicle.

Talking of work trucks, such things don’t normally come on polished 20” rims. So does the ELX indeed prove to be more credible as a do-it-all motor?

In particularly grotty, sloppy conditions, we’d certainly be happier with a set of 255/60R18s about us than the Ultimate’s 255/50R20s. But on the road, where we noted a significant difference at the launch, this time there was as good as nothing to choose between them. The ELX we drove back then was quiet, smooth

Both rows of seats are spacious enough for tall adults, whoever is sitting in front of or behind you. Even the third row can be pressed into action if required, though it’s clearly intended mainly for kids

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and civilised, and so too was this one – the difference being that as it turns out, the Ultimate only fell short because of the damage it was carrying.

As it is, the ELX is an easy vehicle to drive from your lofty driving position, the 2.2-litre diesel engine hauling ti around commandingly with its 310lbf.ft at 1600rpm. That’s the output in automatic form, which is all we’ve had the chance to try thus far; manual models get 295lbf.ft at 1400rpm, which if anything sounds even stronger.

Something else manual models get is a live rear axle, which sounds a bit weird but ought to be in keeping with these vehicles’ more truck-like character. We’ll have to wait and see what they’re like, and suffice to say we’re optimistic that they’ll prove every but as good in their own way.

For now, in automatic form the ELX is as good to drive as the Ultimate. Not better, as we first felt it would be, but it has the same combination of strength and heft that proper 4x4 fans will appreciate. If tall sidewalls are your thing, it’ll be worth waiting for the lower-spec EX to arrive in the country, as it’ll come bearing 235/70R17s, but for now it’s a case of deciding whether it’s better to spend £32,495 on the ELX or £37,995 on the Ultimate.

That gap shrinks to £3500 if you spec the ELX with an auto box (which the Ultimate has as

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standard). That’s still a good bit of cash – but, given the amount of good stuff you get for it, SsangYong’s dealers shouldn’t have too hard a time selling people up to the full-house model.

Nonetheless. the ELX does a thoroughly convincing job of bridging the gap between work and play, and in truth it’s pretty handy at both. In particular, its tyre size is much better suited to working life – as are its wheels, which we prefer hugely to the polished chrome twenty-inchers you get with the Ultimate.

AT A GLANCE Price (OTR) £32,495 Auto extra £2000 Fuel consumption 34.9mpg combined Emissions 213g/km Kerb weight 2105kg Braked trailer 3500kg Gross vehicle weight 2960kg Service interval 24 months / 20,000 miles Warranty 60 months / unlimited miles The ELX saves you several grand over that version, too. It loses some appealing kit – but if you manage

to resist the allure of quilted leather et al, you’ll find that it doesn’t leave you feeling at all short-changed.

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BUY A NEW TRUCK – OR REFURBISH YOUR OLD DEFENDER?

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ore than two years have now passed since the last Land Rover Defender was built. Its replacement is due to be unveiled later this year, but the company’s refusal to reveal details about it means uncertainty continues to surround whether it will be suitable, of affordable, to use as a working truck.

In truth, the old Defender had already become a premium

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product well before the factory fell silent at the end of January 2016. With a late burst of interest following the announcement that it was soon to be no more, Land Rover was able to sell it at higher prices than ever. By this time, vehicle buyers looking for a downto-earth solution had already started turning en masse to the pick-up market.

But the Defender’s massive popularity among utility and

agricultural users, which fuelled its massive UK sales over any decades, means it continues to be sought-after. Easy to work on and well supplied with affordably prices parts and accessories, the Defender also has the advantage of simplicity. And, of course, the majority from any era are still in use today.

You don’t have to look far, particularly among the farming community, to find people who

would happily buy nothing but Defenders for the rest of time – if only Land Rover had kept making them the way they used to be.

Without the option of doing that any more, an aftermarket industry has grown up specialising in refurbishing older 90s and 110s – the idea being that for less money you would spend on a new pickup, you can get a returned-to-new Defender from the days when they were at their best.

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A nut and bolt rebuild by Academy Motorsport turned this 110 pick-up, which came to the company in a sorry state after a life of hard work in Alpine vineyards, into a vehicle that could be put back to work like a new one. It’s still on its original chassis, bulkhead and engine, though all have been refurbished to an outstanding level – even the battery box was powder-coated Typically, this will mean the Tdi or TD5 era. The former engines are noted for their simplicity and lack of electronics to go wrong, while the latter are preferred for their performance and generally held to be among the most reliable units Land Rover has every produced.

Either way, with one of these engines you’ll be looking at a Defender that’s at least ten years old (the original 200Tdi was introduced in 1989, with the TD5 running through to 2007). Which means that at least some level of refurbishment is sure to warranted, from a general tidy to a full chassisup rebuild.

The chassis itself is likely to be one of the biggest areas to address. Obviously, the way the

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vehicle has been used and looked after will dictate the amount of work that’s necessary, but at least some degree of treatment is sure to be called for. This may be a thorough clean-up and paint, a fresh wax treatment, a deep course of professionally applied preservative or, the gold standard, a whole new galvanised unit.

The latter is certainly warranted if the chassis has been neglected, or it’s already a patchwork of repairs with new areas of rust continually coming through.

It’s a good investment, too – a galvanised chassis should be good for a couple of decades going forward, and that makes it worthwhile whether you’re planning to keep the vehicle

forever or sell it on some way down the line.

Beyond this, major areas to consider are the bulkhead – another prime spot for rust – and drivetrain. Land Rover’s engines can rack up huge mileages if properly looked after, and there are many companies offering rebuild services to give a tired unit a new lease of life. The same can be said of the gearbox, transfer case and axles – with the latter, a popular conversion on early Defenders is to replace the axles with Discovery units, as this is a cheap way of gaining rear disc brakes instead of the drums that were fitted as standard on all but the last few months’ worth of 200Tdi models.

This points up what is one of the great benefits of Defender ownership – and one of the big problems with buying one.

Because it’s so easy and cheap to swap parts around and replace them with items from other Land Rover models, the sky’s the limit when it comes to personalising one into exactly the vehicle you want. But this of course means that when you’re shopping for one, you can’t be entirely sure what you’re getting. The tale is told of a 90 owner who had an insurance claim rejected because he had no idea that some time in its history, its engine had been chipped.

Similarly, it can be very hard to spot whether a vehicle is fitted with its original engine, gearbox,

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A common problem with Defenders is that by the time you get your hands on one, someone else has already done a lashup job on it. This 90 had had a bodged repair to a rusted rear chassis before its owner, who uses it mainly for transporting dogs and getting on to estates for shoots, rebuilt it on a full galvanised chassis transfer case and axles – or indeed whether it’s still on its original chassis. None of these ought to be deal-breakers, but any can point to a hidden history – and potentially one in which the Land Rover you’re looking at has been fitted with stolen parts.

Rather than buying a vehicle to refurbish, however, let’s assume you’ve got an old Defender and you’re thinking of changing it.

There’s no such thing any more as a like-for-like replacement (the nearest things on the new 4x4 market at present are the Jeep Wrangler and, if you can cope

with the lack of interior space, the Suzuki Jimny), so in all probability what you’ll be considering is moving over to a pick-up. Does it make more sense to do this, or to have your Defender refurbished?

Obviously, personal preference and what you do with your vehicle will have a huge bearing on the answer. If you like your old 90 or 110 and would ideally just replace it with a new one, a refurb job is almost certainly on the cards. But there are other considerations to take into account, too.

The big one, at least in the short term, is whether you’ll be able to

do the work yourself. This isn’t just a case of whether you have the skills – many people who aren’t vehicle mechanics by trade have rebuilt Defenders to a very high standard – but whether you can justify the time it will take. If you’re self-employed, saving money by doing your own work may sound very appealing but, if you charge your customers more than a garage will charge you to do the work, you’re better off leaving it to the pros.

This simple piece of logic leaves out the fact that rebuilding your own vehicle gives you deep

knowledge of it which will be useful throughout your time as its owner, and also takes no account of whether you’d see the work as something you’ll enjoy doing in your leisure time. It also ignores the value of knowing for sure what’s happening to your Land Rover – something that’s especially relevant if the company you engage to do the work isn’t a known quantity to you. There are, for example, very high-quality parts for Land Rovers which look exactly the same from the outside as some extremely poor ones.

How do you know for sure which kind have been getting bolted on behind your back while you’ve been away doing your own job?

Even if you do elect to do the work yourself, it’s likely that you’ll have to call in expert help for certain parts of the project.

Refurbishing the engine and gearbox is an obvious one – and so is wiring the vehicle, even though old Land Rovers had some of the simplest electrical systems around.

One look at the wiring loom in a TD5 is likely to fill you with dread, and even in a Tdi there’s a lot of potential for getting it wrong.

Also very, very significant is the question of depreciation. A refurbished vehicle will never be worth what you spend on refurbishing it, even if you do the work yourself – however with the unique way Defenders perform in the used market, over time it will

Here’s a cautionary tale for anyone thinking of getting rid of a much-loved Defender. This 90’s owner sold it once, then spent years regretting it… only to stumble over it in the classifieds one day. Having bought it back, he gave it a full refurb – and says he now knows better than to sell it ever again!

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"For a 90 built to last forever, it’s an awful lot of vehicle for your money" Jack Fielder set up in business straight after leaving college, with the aim of refurbishing Defenders to a ‘better than new’ standard.

‘I’d like to offer an alternative that’s a more practical utility vehicle,’ he says. ‘I’ve worked on plenty of newer trucks, and some of the things you see are unbelievable. So for a similar price or even cheaper, I’d like to offer something that’s going to last forever.

And you’ve got no electronics to break down – on a lot of these newer ones, if one sensor fails you can’t even drive it home.’

The 90 pictured here was one of the first trucks he built, and it won first place in the concours at the 2012 British Indoor 4x4 Show. A 200Tdi, it was built for an agricultural customer who wanted a vehicle that would outlast the TDCi 90s still being built at the time. It was based on a galvanised chassis and bulkhead, with stainless steel fixings used throughout.

‘I’ll provide whatever personalised service people want, to suit their pocket,’ Jack told us. ‘It doesn’t have to be done like this one, where every single item on it has been refurbished or replaced – it could be a similar quality of finish for a lower price. But for any 90 that’s built to last forever, it’s an awful lot of vehicle for your money.’ hold its value better than anything bought from new.

If you were to spend £20,000 on a refurb project, for example, you’d come it of it with a Land Rover which you might expect to fetch £12-15,000 if you were to put it straight on the market. In percentage terms, that’s probably a bit worse than if you were to buy a new pick-up then immediately sell it privately.

Leave it three years, however, and your Land Rover will still be worth more or less the same. The pick-up, however, will by now be worth perhaps a little more than half of what you paid for it.

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By the time it’s ten, the pick-up will in bargain bucket territory, and five years after that it will most likely have been scrapped.

The Land Rover, on the other hand, is likely still to be worth a good chunk of what you spent on refurbishing it – and if you decide to get it refurbished again, its value will go straight back up to the £12-£15,000 bracket.

All this is based on the market in its current position, which many observers have said has been over-inflated since well before the end of production.

Defender values have always been buoyant, however – and, given

that refurbished twenty-year-old examples are capable of selling for more than they cost new today, it doesn’t stretch credibility ever so far that this will still be the case in another twenty years’ time.

It’s often said that the Defender market behaves more like the housing market – there is, quite simply, no other form of car that makes a better investment.

Of course, a refurbished Defender is still an old vehicle, however fresh it might look and smell. Its design is from many decades ago, and it will lack almost all the amenities and safety features you’ll get from a

new vehicle. If you’ve had one in your life for as long as you can remember, however, and it has become indispensable as a working tool, you probably regard it less as a car and more like a member of your family.

Emotion can play a big part in decisions like these, however hard you try to be sensible. Letting your heart completely rule your head would clearly be unwise – but there’s an awful lot of people out there who have regretted doing the opposite. Perhaps the answer is to buy a new pick-up – and, if you can afford it, to keep your old Land Rover too!

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BOLLINGER B1: ELECTRIC COULD BE ON UK SALE IN

American-designed 4x4 work truck • 360bhp from two electric motors • Export sales s

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his all-electric off-road utility vehicle is set to go on sale in the USA during 2019. And it’s not going to be limited to its home nation either – because exports are going to be getting underway the following year.

And the exciting news for drivers in the UK is that the Bollinger B1 is slated for production in RHD form.

The product of a business start-up in New York state, the B1 champions practical performance.

Its boxy shape means it’s unlikely to win any beauty contests, but ought to help keep a lid on costs – while allowing for easy farmer-fixes in real-world operation.

Powered by two electric motors, one up front and one in the rear, the B1 has a 50/50 weight balance.

It was devised to maximise performance and practicality over shorter periods – making it equally capable as a working farm vehicle and an off-road plaything.

The electric motors drive all four wheels, with a total output of 360bhp. This equates to a top speed of 145mph and a 0-60mph time of 4.5 seconds. These are projected figures; Bollinger says it expects, rather than hopes, to achieve them, but there will inevitably be an element of variance from them when the vehicle enters production.

Options include a choice of 60kWh and 100kWh batteries, offering a claimed 120 and 200 miles respectively on a single charge. A full set of 11.75” regenerative vented disc brakes helps here. Even allowing for reality to bite in the real world, this should be more than enough for a hard day’s work.

With a 105” wheelbase and approach, departure and breakover angles of 56, 53 and 33°, as well as 15.5” of ground clearance, the B1 is well proportioned.

Pair these figures with a low centre of gravity, 472lbf.ft of torque and a 12,000lb hydraulic winch as standard equipment, and the B1 looks like an off-roader designed by someone who knows what his customers are looking for.

The same can be said of the axles. Both are independent, however Bollinger claims an impressive 10” of wheel travel – and if that doesn’t keep the 285/70R17 tyres on the ground, front and rear locking diffs mean all four can be kept turning.

The ground clearance figure mentioned above, meanwhile, is achieved by the use of portal boxes housed within all four suspension knuckles.

Also hugely important is the presence of dual-ratio gearboxes in both axles. These provide a massive 400% torque multiplication in low range; in this setting, top speed is 32mph, but with all that torque available from zero rpm (a characteristic of electric motors) the vehicle appears very well set to be a devastating performer in extreme off-road situations.

In Britain, extreme off-road working conditions all too often involve mud and water, and by no means all of the vehicles we’ve seen coming here from drier climates have been particularly well designed to cope with this.

The B1’s designers do, however, seem well aware of the realities that go with all-terrain driving in the real world, as its motors are housed in sealed chambers within the chassis.

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C OFF-ROAD UTILITY N TWO YEARS FROM NOW

sales set to include RHD markets • Possible 2020 on-sale date, priced from £60,000 The B1 has thus far been prototyped in 105” two-door form, however Bollinger has indicated that a 114” four-door model will be added before production begins.

At present, the company quotes a kerb weight of 1768kg for the smaller vehicle – but much of that comes from its batteries, with the all-aluminium chassis itself weighing only 133kg.

Another advantage of the B1’s boxy, basic design is that while it’s presented as a four-seat station wagon, its aluminium body panels are modular – meaning it can easily be converted into a truckcab. In each configuration, the glass panels can be removed.

The B1’s interior is equally minimal, with a design that maximises load space for the greatest possible versatility. Both motors are housed beneath the floor within the structure of the chassis, allowing for a roomy cabin which is useful for both family and working life.

The dash has a 13”x14” pass-through arch beneath it, making it possible to utilise the full length of the B1 for cargo carrying – allowing it to be used for carrying boards up 12 feet in length. With the rear seats removed, the total storage space, including the ‘frunk’ and the centre pass-through, is an astonishing 2690 litres. Any resemblance you thought you had noticed to an old-school Land Rover 90 is likely to have passed by now.

Amenities in the rear include sockets which can be used to run power tools or camping equipment. Compatible with DC fast charging, the batteries can be fully juiced from flat in either seven or twelve hours.

As well as the addition of a longwheelbase model, Bollinger says that by production time, the B1 will be available with a choice of two colours. In addition to the grey in which it has been presented so far, customers will be able to order it in orange.

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No firm schedule has yet been provided for right-hand-drive production. Bollinger says it does have this in its plans for the vehicle – however with more than 10,000 declarations of interest having been registered thus far by prospective customers, the vast majority of whom are in the North American market, it may be some time before the company is ready to start exporting to the UK. At present, Bollinger has not indicated a price for the vehicle – there is a suggestion that this will be dependent on the number of firm orders placed ahead of production. Media sources in the US have speculated on a base price of $60,000, however, which could be expected to translate into a similar number of pounds to put one on the road in the UK. This compares with the £40,000 INEOS has said an average example of its Grenadier is likely to cost.

This conventionally engined 4x4 is due in 2020, shortly after the new-era Land Rover Defender and Jeep Wrangler JL – both of which are expected to sit somewhere in between the two in terms of price.

As this illustrates, the nononsense off-road sector is on track to offer more choices than at any time in the last decade. But the

Without the need to package in a conventional drivetrain, the B1 is able to offer a totally flat floor – as well as a ‘passthrough arch’ in the front bulkhead which allows it to carry full-length cargo era of the cheap, basic 4x4 remains far in the past.

With the sort of prices being talked about for all these newcomers, it’s hard not to see the recently launched work-spec versions of the Toyota Land Cruiser

looking like a compelling option for professional users. Nonetheless, the Bollinger does look like a well thought out work truck – and one whose running costs could go a long way to offsetting the high price tag it’s likely to carry.

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ON TEST

ISUZU D-MAX BLADE

Up at the top of the range, the arrival of a smaller engine has done little to harm Isuzu’s ever-popular double-cab

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an a 1.9-litre engine work in a one-tonner?

That’s the question Isuzu needs to answer if the D-Max is to maintain the huge success it’s achieved, with a 2.5-litre engine, since 2012.

There’s more to the new D-Max than just less cubes, however. Its styling has been freshened up, its cabin has been improved and all models now feature hill start assist and descent control. The front is now more pedestrian-friendly, too.

The D-Max tested here is the range-topping Blade double-cab, complete with auto gearbox. This would cost £28,204 plus VAT; price apart, does the character of a top-spec truck sit comfortably with that of such a small engine?

First impressions are certainly promising. The Blade’s dressedup cabin does feel special; in particular, the plastics feel dense, stout and as if they belong. They’re hard, but they don’t feel cheap.

The infotainment module, on the other hand, doesn’t feel as if it belongs, with a 9” screen that sits proud of the facia and totally dominates the rest of the dash. It does have plenty of power, with

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phone pairing and sat-nav among its functions, though its controls take a bit of learning your way into.

Another feature of the Blaze is its quilted leather seats, which look fantastic and are in the main good and comfortable. The driving position is good, with plenty of adjustment in all directions.

We found ourselves getting achey on long journeys, however.

We’d have expected such upmarket seats to have come with adjustable lumbar support.

Much better is that even with the front seats fully back, the rears can take six-footers. And the rear seat-back folds down to create a totally flat platform when needed for cargo.

With 164bhp and 265lbf.ft, the new engine is a touch higher on power than the old 2.5-litre unit – but down significantly on torque.

This has no apparent bearing on its ability to shift the vehicle, but you do hear it revving considerably more in the process.

The auto box has some bearing on this, requiring what sounds like a good bit of effort to keep it wound up. In particular when the engine is cold, the result is an amount of revs which can verge on the alarming; it does settle down as it warms up, but even then it’s quite vocal.

There’s no shortage of pull, however, at any position in the rev range. Even just stamping lazily on the loud pedal gets a result, though between the relatively

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The infotainment screen in the Blade model sits proud of the dash and totally dominates it, and as a result looks like it’s been added on after the fact. It works well, however. The quilted leather seats look sensational and are in the main comfortable, though we’d have liked to see adjustable lumbar support high engine speed for max torque and the need wind up the gearbox, you need to put in more work than that if you want it to really spring into action.

The box does have a manual over-ride option if you want it, and we found that it’s also very good at keeping you from running away on steep hills. Lift off the throttle and it’ll stay in a low gear to enable compression braking – the result is a mighty gale of noise from under the bonnet, but it works.

Given the constant references we’re making to noise, you could be forgiven for assuming that the D-Max didn’t impress us on the motorway. In fact, the opposite is the case – the engine settles down well at speed. Wind buffeting is there, as is a certain amout of thumping from the road, but you could do a good deal of miles on this engine without life becoming rude.

The D-Max handles perfectly tidily for a double-cab, too. Its steering is free of vices and while body roll is there, it’s controlled and predictable.

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For an entertaining drive in a double-cab, we’d choose a manual every time. However even in automatic form the D-Max can be hustled through corners with enough zest to put a smile on your face and not enough wallowing to wipe it back off again. Its ride quality is perfectly acceptable, too, with no sign of this model’s low-profile tyres letting through any more patter or harshness than you’d expect anyway.

We certainly wouldn’t choose a 255/60R18 for off-road work, all

the same. Less elevated models than this run on 16” rims, so there’s a world of off-road tread patterns for you to choose from – but even in standard form, the D-Max is one of the most agile and tractable trucks there is. We’d like to see a locking rear diff at least on the options list, however, but your main concern is likely to be the smaller engine – which appears to be every bit as good as the old one in low box.

Obviously, the real reason the 1.9 TD is there to bring down emissions, and therefore running costs. A sound, tax-efficient deal has been at the heart of the D-Max’s success since 2012, and we don’t see that changing, even if it’s not quite as refined as before.

What you get here is a handsome truck with plenty of kit, real built-in ability and a price that undercuts many of its similarly equipped rivals. You also get a hefty warranty and decent service intervals – as well as Isuzu’s traditionally solid build quality. The D-Max might not be the most justso truck you can buy – but it ought to last and last.

AT A GLANCE Base price £27,204 + VAT OTR inc VAT £33,539.80 Fuel consumption 40.4mpg combined Emissions 183g/km Payload 1106kg Braked trailer 3500kg Gross vehicle weight 3050kg Service interval 24 months / 12,000 miles Warranty 36 months / 60,000 miles

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TRAINING

ALL-TERRAIN SERVICES With a glorious mountainside classroom, All-Terrain Services is one of Britain’s longest running providers of professional off-road driver training WORDS AND PICTURES: MIKE TROTT

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t was the last Friday in February, traditionally the last day of winter, and the Welsh weather was determined to hold on to it until the bitter end.

Under a grey sky, heavy with rain, and with the early morning sun silhouetting the clouds above the Swansea Valley, the small village of Pontardawe came into view.

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My final destination was All Terrain Services, a company which has long been an accredited member of the British Off Road Driving Association (BORDA). Bob Harris, the company’s founder and owner, personally greeted me at the entrance to the mountainous land that’s been his empire for more than twenty years.

All Terrain Services provides a number of different driving options, from professional off-road training and corporate events to leisure experiences. It also runs a gift voucher scheme, much like the one you probably got your dad on his last birthday.

In terms of training, the company’s BORDA affiliation means that at the end of the course you can walk away with an official off-road qualification to show your employer. Or, for that matter, for your employer to show his insurance company.

‘We cater for all sorts of purposes here,’ Bob explains before we set out on to the site.

‘But we have training to suit everyone, whether that’s for environmentalists, construction workers, utility companies, surveyors… anyone who may use or need to use a 4x4 for work, and

may have to go off-road, can find what they need with us. We’ve even trained military personnel.

‘Depending on their job requirements, some people may have to reach remote locations or simply travel down rough tracks to carry out their work. Either way, we can provide the right training and relevant qualifications.’

Like all BORDA-affiliated companies, the qualifications on offer here run from a basic level through to standard and higher levels. These consist of an educational and theory-based element designed to give you a bit of preparation before you take a truck out and aim it at a cliff, followed by the majority of the training – which involves the hands-on participation of getting used to off-roading.

The courses run from a half-day duration up to a full two days,

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depending on the depth and severity of the off-roading you are being taught. As for me, Bob took me out on the standard-level course for a full day up in the hills, where we were able to take in the scenery as I quizzed the veteran instructor on how he ended up being in the most joyous position of earning a living from passing on the art of off-roading.

‘It started over 25 years ago,’ Bob recalls. ‘I got some work with Vauxhall through a friend of a friend, you know, just doing bits and bobs for them, delivering items or fetching things. At this point, they were just starting to reel off the Frontera and that’s really how I got into off-roading.

‘All Terrain Services spawned from here really. This (Swansea) is our third site and we’ve been based here for about 22 years – it just proved to be a better location.

We do have other locations positioned around the UK, but this is “headquarters,” if you like.

‘I’d say here we have the best training ground. We have the biggest, most naturally varied site, with different terrains and soil types.’

The ‘playground’ did have a mixture of everything, certainly everything one may need as a learner, with different levels to explore and purpose-built obstacles on which pupils can engage with the process of offroading and familiarise themselves with the different scenarios they could face in the real world.

Happily, we were in a very capable machine, an S-reg Land Rover Defender 110 TD5; the other vehicle they keep at headquarters is a Toyota Hi-Lux. The Defender, which is what we took up into the hills, was running BFGoodrich Mud-Terrains (a level of tyre, and in many cases the exact same brand, that’s used by a lot of the organisations whose staff Bob trains). It also had a two-inch lift, with HD springs on the rear to hold up the extra weight of a roof rack and a load of equipment.

But we hadn’t come up there for a plush ride. After the general teaching session was over, Bob showed us up to the highest point on the moors where he allowed us to give the 110 a few more dirty miles… you could feel the old beast’s excitement through the steering, like a pensioner who’s just taken the wrong little blue pill by accident, but we gave

the Defender what it was asking for anyway.

You’d have to feel for it sometimes, though. You can imagine the harshness of the treatment it must be given every now and again, as clumsy new feet try to abuse the poor machine without giving it, or the off-road terrain, the respect it deserves. So what makes a good learner?

‘Essentially, anybody who wants to learn and anybody that has the right attitude is going to be someone I would rather teach,’ says Bob. ‘Someone who actually wants to be there, really. I enjoy instructing a lot, especially if someone goes away and can put it into practical use and I’ve made their life simpler and safer.’

When I asked who makes for a better learner, male or female, Bob came over a bit coy. ‘I couldn’t possibly comment! Except to say the less testosterone, the better…’

Over so many years in one job, especially this job, it’s inevitable that you’ll gather a fair few memories. The places you see and the sheer amount of faces alone is surely enough for a sizeable album.

Any highlights?

‘One of my best memories is working for the MOD,’ Bob recalls with pride. ‘We were sent with the Operational Training Advice Group to Brunei and had to deliver 4x4 training to Ghurkha soldiers before they were deployed to Afghanistan. That definitely gave me a sense of fulfilment.’

Bob is qualified to teach just about any form of driving to just about anyone, with a host of titles including BORDA Specialist Trainer,

Assessor and Verifier. He’s also an Approved Driving Instructor – meaning he could just as easily be trusted with getting your 17-yearold son through his test and on to the road.

It’s fair to say that no-one is going to be that qualified without having a depth of passion for what they do, and for Bob that’s exactly it. ‘This is our passion, the off-roading. That’s why we got into this. The admin and sales and business side of things is just the necessary components needed to make a living.’

When Bob does have a chance to take a break from his business, you can expect to find him down a green lane somewhere with the same amount of wide-eyed curiosity as a meerkat. Not the kind with a Russian accent, either.

‘I used to do the odd trial, but I’m much more interested in green laning these days. I like to explore

and find places I’ve never been.

I was on a holiday with some friends recently and on all three separate days I ended up going down a lane I’d never come across before. That’s the joy of it, that you still find new lanes even after thirty years.’

As for the equipment he uses, Bob has clearly decided what works for him over the years. ‘I love Land Rovers – they are one of the reasons why I am where I am today. But I’m a Toyota man, to be honest. The engineering is just that bit better, and they last.’

Whatever vehicular preference he may have, most of all Bob is a credit to off-roading. Now, having been coached by him personally, I feel glad that such a figure is entrusted with the task of educating the common man about our world. The future off-roaders of South Wales, and beyond, are in safe hands.

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ATV

POLARIS RANGER AND GENERAL 1000EPS

Latest 999cc utilities add power to Polaris’ position in the side-by-side market

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ery cold and tired, but impressed beyond expectations. That was the mood after trying out the new Polaris Ranger XP 1000 and General 1000 EPS Deluxe.

With only a slight dimensional disparity between the two, both are nimble and easily manoeuvrable on small roads. The convoy on Polaris’ launch event on Poland did become stretched when the roads opened up, though, with the General taking only half as long as the Ranger to reach top speed.

Of the two, the Ranger is the vehicle more focused on work, not road speed. It boasts a vastly superior payload figure – by 181kg – and an impressive towing capacity of 1134kg.

Polaris cites 100 user-inspired upgrades to the latest top spec Ranger, and these include a versatile cabin with a double glovebox, more cup holders, redesigned three-seat bench, ready-wired accessory hubs and a digital and analogue display

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cluster. The passenger seat also folds up to offer yet more storage, and a host of accessories mean it can be equipped to do whatever you need it to do.

The revised model has also received a heavy-duty clutch system, sealed bushings and longer-lasting drive belt. A onepiece chassis makes its debut, too, and the options list ensures the Ranger can be customised to perform however you require. The most appealing options in a Polish winter are windows – doors too – and there are options of a winch, snowplough attachments and a choice of tyres.

The General isn’t quite as workfocused. A new entrant into the Polaris Side-by-Side range, this model compromises between the work ethic of the Ranger and the hardcore off-road performance attributes of the Dakar-conquering RZR. This means more power and less storage; it has power steering like the Ranger, but is the first of the Polaris line-up to receive antilock brakes.

Independent rear suspension is standard on both models. The Ranger’s can hold up a payload of 680kg, while the General can carry 599kg

Given their slight differences, both are similar beasts to drive off-road. Starting in the Ranger, if I’m honest I simply floored it. Give most people free rein on a flat bit of land and that’s what they’ll do.

Just like it was on the road, the vehicle’s acceleration was impressive. And so too was its suspension when the terrain got rough. Out of instinct, I thought the pot-holes and sudden dips would have been too much at top speed – but the Ranger just ate the obstacles without second thought.

Even at full whack, uneven tracks were effectively made smooth.

Both vehicles have independent dual-arm front and rear layouts.

Arguably, as impressive as the epic shock damping is the sheer length of suspension travel – and a foot of ground clearance is useful, too.

The main differences between the two are on a practical front rather than a performance basis.

I discovered this when I hit an icy pond way too fast.

Fortunately, the water was only eighteen inches or so deep.

PICKUP & 4X4 PRO 17/04/2018 09:58

Unluckily, my Ranger had nets fitted, not doors. With 4WD engaged and the dash-mounted gear lever in low, it pulled itself out without batting an eyelid. A cold way to learn your lesson, though.

Now wet and keen for more protection from the wind, I traded in the Ranger for the more playfocused General – and its bizarre hinged body panels on either side.

With the extra power, this vehicle’s acceleration is notably sharper.

Before switching to the General, ABS didn’t seem necessary, as on the road the difference had been minimal. But here it shone. On all surfaces, stopping was without drama and much smoother.

In tougher situations, too, the General coped well. I could go into detail about how it saved me from a red face, but let’s just say that unless you’re some kind of off-roading legend, its limits will be way beyond yours.

At every opportunity, I went for the most challenging terrain I could see, searching in vain for a scenario in which either vehicle would throw a tantrum. But time after time, they conquered everything and continued to cart me around, grin and all.

Put side by side, the Ranger and the General are very similar.

After all, they’re supposed to be.

With the haulage capabilities of the Ranger, it’s a more practical ATV, and will be more than adept in working life. Then the General, simply a sportier version, is more geared to playing in the mud. But, to be honest, as driving tools there was little to choose between them.

The General isn’t designed as an outright working vehicle, although a tipping bed and 700kg payload mean it can put in a shift, too.

The bucket seats are much more comfortable than the three-man bench in the Ranger, and don’t forget it is more powerful, too.

It also has the benefit of doors as standard, which is nice because nets don’t keep icy water out. You can get doors for the Ranger, and windscreens for both models as optional extras. You can make both rather refined, too, by glazing the cabin and adding luxuries such as heating and even air-con, but with too many additions both prices will soon soar.

There weren’t any traditional off-roaders on site for comparison purposes, but to be honest an SBS is a different kettle of fish to the likes of the Defender, Wrangler

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or ever Jimny. The latter is about as close as the mainstream 4x4 market comes – but aside from Suzuki, we’re in a climate where prices for new off-roaders are getting increasingly steep. In the real world, a multi-vehicle set-up could be a viable alternative – and with the accessories available, either Polaris could be turned into a magnificent off-road tool, leaving you free to choose whatever you want for day-to-day transport.

It can be argued that there’s more control off-road with the superb visibility both the Ranger and the General offer – just crane your neck and you can see the wheels. They’re also incredibly light, so in theory should skim over most terrain. This would then mean that your daily driver won’t be compromised on the road by knobbly tires and the added

weight of other modifications, as well of course as being given a constant beating at the hands of the terrain.

Be it climbing obstacles, light wading or any other form of offroad action, these two newcomers

from Polaris get the job done very willingly and competently indeed.

Whatever kind of work you do, if you have any reason for putting a SBS in your garage it’s hard to imagine a scenario where they’d let you down.

AT A GLANCE

Ranger 1000 EPS

General 1000 EPS Deluxe

Engine size 999cc 999cc Drivetrain On-demand 4WD On-demand 4WD Output 82bhp/61lbf.ft 99bhp/64lbf.ft Suspension (front/rear) Dual A-arm/ Dual A-arm IRS Dual A-arm/ Dual A-arm IRS Suspension travel (front/rear) 27.9cm/27.9cm 31.1cm/33.5cm Ground clearance 33cm 30.5cm Dimensions (L x W x H) 305x158x196cm 300x158.7x190.5cm Wheelbase 206cm 206cm Payload capacity 680kg 499kg Towing capacity 1134kg N/A Weight 666kg 700kg EPS/ABS Yes/No Yes/Yes Base price £13,339+VAT (£15,673) £23,899+VAT (£28,081)

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17/04/2018 09:58

PRODUCTS

SPRAY-ON PICK-UP BED PROTECTION FROM £499 Rhino Linings’ rapidly growing UK importer promises top-quality results

RHINO LININGS has more than 2000 application centres around the world – including here in the UK, where the company is continuously expanding. With its head office in Nottingham, Rhino Linings’ British arm currently has growing network of applicators – any of whom can treat your personal, commercial or agricultural vehicle to a top-quality spray-on lining.

This can be applied not only on the bed of your pick-up truck, but also on its grille guards, bumpers and rocker panels. Applying a Rhino Lining to your truck offers increased longevity with resistance to corrosion and chemicals and decreases the likelihood of the treated areas becoming scratched.

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robustness, with improved grip on the bed to help prevent cargo from slipping around – as well as impact resistance to stop it from getting damaged. For the driver’s benefit, the lining also deadens noise from vibrations and impacts.

Rhino Linings UK not only has state-of-the-art application facilities, but works with several associated companies that share a background in high-quality protective coatings. These companies include surface protection experts Paintseal Direct in the UK and Europe, Central Lotus car and carbon fibre composite experts and not to mention Rhino Linings USA. The Rhino Linings network continues to grow, and recently announced its first fully authorised Rhino Centre in the UK – Tyntesfield

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