Pick-up & 4x4 Pro September 2018

PICKUP PRO & 4X4

FREE! THE MAGAZINE FOR THE PICK-UP AND 4X4 PROFESSIONAL

NEW JEEP WRANGLER Will the new JL be the model that finally breaks Jeep into the market for working trucks?

SSANGYONG MUSSO: High-value double-cab arrives in UK-spec form NEW SUZUKI JIMNY: First details of the first new model in 20 years TESTED: Isuzu D-Max Utility, Merc X-Class Pure, new Shogun Sport

MARKET LEADING SPRAYED-ON BEDLINER AND EXTERNAL PAINT AND FABRIC PROTECTOR

01283 703777 | rhino-linings.co.uk | paintsealdirect.com SEPTEMBER 2018 P4P Sep Cover WITH SARAH.indd 1

www.4x4andpickuppro.co.uk 01/08/2018 11:58

THE NEW MUSSO TOUGH ENOUGH TO HAVE A 7-YEAR WARRANTY

Over 1 tonne payload

Selectable 4x4 with low range

3.5 tonne towing capacity†

9.2” touchscreen

FROM

£19,995

EX VAT*

Fuel consumption figures in mpg. Musso: Urban 25.9-29.1, Extra Urban 39.2-40.9, Combined 32.8-35.8. CO2 emissions in g/km 226-211. *Musso EX including delivery charge, road licence & first registration charge. Model shown is not SsangYong UK specification and shows metallic paint priced at £430 ex VAT. 3.5 tonne towing capacity only with automatic transmission. Warranty covers 7 years or 150,000 miles. Prices are correct at the time of going to print but may be modified or changed at any time.

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02/07/2018 16:51

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.

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PICKUP & 4X4 PRO Contents September.indd 3

SEPTEMBER 2018

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SEPTEMBER 2018

Contents September.indd 2

PICKUP & 4X4 PRO 31/07/2018 14:10

PICKUP PRO & 4X4

THE MAGAZINE FOR THE PICK-UP AND 4X4 PROFESSIONAL September 2018

THIS MONTH

News 4 6 7 8

Suzuki Jimny Details on the first new model in 20 years Can-Am Updates across SxS and ATV ranges for 2019 Mercedes X-Class Online special truck announced Yamaha New SxS announced plus whole range updates

Products 40 42 44 46 48 49 50 51 52 53 56

Explore Off-Road Driver training from off-road experts Ironman 4x4 Road legal TUV suspension for one-tonners SuperPro Adjustable control arms for most trucks Bushtech Super tough canopies from South Africa Rival Russian bash plates and accessories for Amarok SnugTop Range-topping canopy is even better BFGoodrich The latest and greatest A/T now in the UK Pedders Suspension kit is unsung hero on loaded D-Max Anglia Vehicles Legendary Land Cruisiers in the UK Speedliner Leading bedliner used by RNLI Rhino Linings Spray-on protection for your working truck

Features 10 14 16 22 30 36

SsangYong Musso Korean pick-up is back with a bang Dacia Duster The new Duster is quite the charmer Mercedes X-Class Lower-spec truck – honest and better?

4x4 & Pick-Up Show Debut show starts a new era!

Jeep Wrangler Can the legend now be a work truck?

Isuzu D-Max Entry model still holds its own

Pickup and 4x4 Pro is now published each and every month – subscribe and get it FREE to your door. Nothing has changed, there’s just more of it!

Tel: 01283 553243 Email: enquiries@assignmentmedia.co.uk Web: pickupand4x4pro.co.uk Facebook: www.facebook.com/ pickupand4x4pro Editorial Supervisor Alan Kidd Deputy Editor George Dove Art Editor Samantha D’Souza Contributors Mike Trott, Dan Fenn, Vic Peel

Group Advertising Manager Ian Argent Tel: 01283 553242 Advertising Manager Colin Ashworth Tel: 01283 553244 Advertising Sales Manager Peter Topley Tel: 01283 553245 Publisher and Head of Marketing Sarah Kidd Email: sarah.kidd@assignmentmedia.co.uk Subscribing to Pickup and 4x4 Pro is FREE: just return the form on page 5.

Every effort is made to ensure the contents of Pickup and 4x4 Pro are accurate, but Assignment Media accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these. When responding to any advert in Pickup and 4x4 Pro, you should make appropriate enquiries before sending money or entering into a contract. The publishers will not be liable for loss or damage incurred from responding to adverts Pickup and 4x4 Pro is published by Assignment Media Ltd, Repton House G11, Bretby Business Park, Ashby Road, Bretby, Derbyshire DE15 0YZ ISSN 2516-8894

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NOW MONTLHY STILL FREE PICKUP & 4X4 PRO Contents September.indd 3

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NEW VEHICLES

FIRST PICTURES OF NEW JIMNY REVEALED AHEAD OF GLOBAL UNVEILING

All-new version of Suzuki’s small off-roader • Ladder chassis, beam axles, dualrange gears • 1.5-litre petrol engine has 101bhp and 95lbf.ft • Prices TBA

S

uzuki has shown the first official pictures of its new Jimny off-roader, ahead of a launch programme due to get underway over the next month or so.

The diminutive off-roader is sometimes seen as more of a toy than a serious proposition for off-road work. However, while its towing weight has never been able to match those of the larger vehicles typically used by professionals in the construction and agricultural sectors, it has

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found favour as a form of all-terrain personal transport whose high mobility and low running costs can make it a viable alternative to a side-by-side ATV. And that’s not set to change with the new model, which remains as much of an off-roader as ever. Indeed, Suzuki had made a repeated point in its early communications about the vehicle of describing it as being ‘engineered for professionals.’

The new Jimny’s design has a retro feel to it that harks back

to that of the tiny LJ, which flew the flag for Suzuki as a 4x4 maker in the days before even the old SJ was introduced. Its styling is not there to fool you, however – because at a time when niche models in the 4x4 market are moving back towards delivering real ability rather than merely looking the part, the Jimny is following suit by sticking with the architecture that served Suzuki so well through previous generations.

The current Jimny, which was launched in the UK a staggering

twenty years ago, was the successor to the SJ413 Samurai – the vehicle which, along with the original Vitara, cemented Suzuki’s reputation for building small but rugged 4x4s with sensational off-road ability. During that time, it has changed very little, with the the move to a more modern 1.3-litre petrol engine a couple of years into production the biggest update in the whole of its history. Although a diesel unit was available in the rest of Europe, this was never introduced to the UK.

PICKUP & 4X4 PRO 30/07/2018 10:17

This will remain the case with the new model – whose introduction comes at a time when Suzuki has recently become one of the first manufacturers to turn its back on diesel altogether. Power will come from a 1.5-litre petrol engine producing 101bhp and 95lbf.ft, which is 15% lighter than the old 1.3. With the entire vehicle weighing it at little more than a tonne, it should have plenty in reserve to haul itself about both on and off-road, even when laden.

The engine is mated as standard to a five-speed manual gearbox,

PICKUP & 4X4 PRO News.indd 5

with a four-speed auto available as an option. In each case, drive is sent to all four wheels through a part-time system with high and low ratio transfer gears.

Rather than an electronic dial, the transfer box remains operated by a traditional lever on the transmission tunnel – helping keep the Jimny as simple and therefore reliable as possible (and giving you somewhere to hang your curry on the way home).

Under the skin, the Jimny sticks with a ladder-frame chassis and live beam axles with three-link

suspension front and rear. The chassis has been strengthened considerably compared to the old model, with three new crossmembers giving it a great deal more torsional rigidity than the old model.

In standard form, the vehicle offers approach, breakover and departure angles of 37, 28 and 49 degrees respectively. It also gains a traction control system which will apply the brakes in crossaxle situations to send torque to where it will be most useful. The aftermarket will have limited-slip

and fully locking diffs available before much time has passed, however for most real-world working situations this will be enough to get users where they need to be.

In terms of modern technology, the new Jimny features autonomous emergency braking, lane departure warning, weaving alert, high-beam assist and road sign recognition. These features will not necessarily be standard on all models in the UK, however European consumers tend to demand the most highly-specced versions of any car – and that’s no different even in the case of an offroader like the Jimny.

The European media (ourselves included) will get their hands on left-hand-drive Jimnys in midSeptember, with the vehicle’s public debut due at the Paris show a few weeks later. Timings are yet to be finalised for a UK market launch, however initial imports are scheduled to be on the road

by November, with the order book opening at around the same time.

Prices are at present still to be confirmed. However the Jimny has always inhabited its own corner of the market, starting at the sort of money G-Wagen and Discovery owners are apt to spend on options these days. The current model starts at £12,999 on the road – and while the new one can be expected to cost somewhat more, it should look better value than ever given the two-decade leap forward in technology it promises to represent.

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NEW VEHICLES

WIDE RANGE OF UPDATES TO CAN-AM MODEL RANGE

C

an-Am has announced updates to its ATV and SxS line-ups for the 2019 model year. The refreshed range, which meets new EU regulations, is the company’s widest yet.

Both the Outlander and Renegade 4x4 ATVs feature a

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completely new suspension set-up, along with styling tweaks for the new year. Outlander and Renegade 1000R variants feature the same 91hp Rotax V-Twin engine – the most powerful available in the ATV sector. They also come with a new intelligent Throttle Control (iTC) system which offers various driving

modes, allowing the delivery of power to be customised to each rider’s preference.

A new Outlander 450 model also joins the line-up. This too complies with the new EU regulations, and is available with and without ABS. On the side-by-side, erm, side of things, the 2019 Traxter X mr now

comes with a lockable rear diff.

This model also prioritises ground clearance and suspension travel to cope with the rougher situations it may find itself in. The sportier Maverick and Maverick Max X now feature a Smart-Lok fully lockable on-the-fly front diff with electronically manned automatic modes for maximum traction on all surfaces. Maverick models also feature high-torque tri-mode power steering. There have also been adjustments to improve comfort in the new models, too.

Other newcomers include a HD5 no-frills spec Traxter plus four new models across the Maverick Trail and Sport families. And for vehicles not limited to 60km/h, Can-Am’s new Brake and Traction Control system offers traction in the toughest riding conditions. For wider information on the CanAm off-road range in the UK, visit uk.brp.com.

PICKUP & 4X4 PRO 30/07/2018 10:19

NE

E CLE

SPECI L EDI I N X CL SS IS IL LE NLINE NLY Edition model builds on range-topping Power trim Priced from

A

limited-edition version of the X-Class is currently available through Mercedes-Benz Vans online. Called the Edition 1, it builds on the range-topping Power trim to offer electric seats, automatic climate control and keyless start – as well as the normally optional Winter Package, which gives you heated seats and washer jets.

Only available online, the Edition 1 has three financing options – Agility personal contract plan, Personal Contract Hire and Business Contract Hire. Each includes flexible mileage and deposit contributions, enabling

customers to find a payment structure to suits their own needs. Once ordered, the truck can be collected from a local Mercedes-Benz Vans dealership or delivered to the billing address.

‘We constantly look for ways to diversify and grow our business for ever-changing customer needs, which is what this innovative online platform hopes to achieve,’ said Steve Bridge,

Managing Director of MercedesBenz Vans UK. The Edition 1 starts at £41,165 excluding VAT, or

,

£49,703 on the road – to find out more, pay a visit to www.mercedesbenz.co.uk/vans.

Ford Ranger is Britain’s most sought-after vehicle as pick-ups and 4x4s dominate desirability survey

A survey by online used vehicle sales portal CarGurus has found that 4x4s are overwhelmingly the most popular vehicles in Britain – with demand for pick-up trucks in particular leading the way.

CarGurus carried out the research by setting parameters for desirability and applying them to data for the number of times its users had searched for every make and model of car and van on the market. And four out of the top ten were pick-ups.

Heading the list in first place overall is the Ford Ranger, with the Range Rover and Audi Q7 mak-

PICKUP & 4X4 PRO News.indd 7

ing up the rest of the top three. The Land Rover Discovery polled fourth, ahead of the Porsche 911 – the only ‘car’ in the top ten.

Next come the Toyota Hilux and Nissan Navara, followed by the Volvo XC90 and BMW X5, with the list being rounded off by Mitsubishi’s L200.

The number of vehicles actually sold was not part of the survey, meaning it gauged popular-

ity based on window shopping as opposed to completed deals. However, this is still a relevant barometer of where interest lies in the market – and given the number of people who look online for dream cars they have no intention of actually buying, it could be argued that this makes the result look even more impressive for the Ranger and its fellow trucks.

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A G

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NEW VEHICLES

UPDATES AND NEW MODELS IN YAMAHA ATV RANGE

Y

amaha has expanded its side-by-side ATV range with the addition of the new Wolverine X2 SE. In addition to a new 850cc twin-cylinder engine, this has a more compact chassis than before – making for greater agility, whether you’re using it for work or play..

Yamaha says the new engine is so refined that the driver and passenger can hold a normal conversation on board, without having to shout. In addition to this, inter-lock seatbelt tensioners keep you safely in your bucket seats over all terrain, and the fully enclosed cab provides protection from noise and flying objects alike – not to mention the weather.

The engine is mated to Yamaha’s Ultramatic auto CVT

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transmission, which offers selectable two and four-wheel drive modes – in the latter of which, the axle differentials can be locked to deliver the maximum possible degree of traction. The system includes high and lowratio gear ranges, and Yamaha says its inherent engine braking function will contribute to safe progress over the most technical off-road terrain.

Underneath, custom 26” Maxxis ATV tyres wrap around 12” cast aluminium wheels. Other features include a tilting cargo bed, with a load capacity of 272kg, and a towing capacity of 908kg – making it ideal for camping and fishing trips as well as hard work on estates and in forests.

The 2019 Wolverine X2 comes with a two-year manufacturer

warranty and prices kick off at £16,849 plus VAT in the UK. For

more info, head to Yamaha-motor. eu/uk.

Yamaha has been busy making updates across the rest of its off-road range, too. The YXZ1000R SS SE has received a refresh, as have the Grizzly 700 EPS SE and Kodiak 700 EPS SE quads

PICKUP & 4X4 PRO 31/07/2018 12:15

Join our Facebook page for all the latest news about the show

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ON TEST

SSANGYONG MUSSO

Based on the Rexton SUV, the new one-tonner from the Korean 4x4 specialist is a quantum leap forward compared to the old model of the same name

S

sangYong has been in the pick-up market for a long time. But the new Musso very much represents a fresh start for the company, and a clean break from the woefully outdated old model of the same name.

So much so that the company’s UK importer believes this new double-cab could come to account for more than 50% of its entire business. That says a great deal about the double-cab market, but also about the vehicle itself – whose platform, drivetrain and cabin are shared with the excellent Rexton SUV that’s our current 4x4 of the Year.

It may have the character of an SUV, however, but the Musso promises the engineering of a true work truck. One simple indication of this comes from its payload and towing weight. At 1095kg and 3500kg respectively (obviously there’s a bit of variance between individual models), these are par for the course – but, SsangYong says, what makes the Musso different to most pick-ups is that it’s rated to run at both limits simultaneously. Depending on your age, and what you’re doing with it, you might need a towing ticket and a tacho in the cab – but when it comes to the vehicle itself, you won’t be breaking the law by hauling a maxed-out trailer while running at gross vehicle weight.

Fitting a tonne into the Musso’s load bed might be easier said than done, however, as it’s rather short – 1300mm as compared to 1485mm for, to pluck out a competitor at random, the Isuzu D-Max. It’ll still take a Euro pallet, however, and SsangYong has plans to offer more – from the end of this year, the range will grow to include a longwheelbase model whose load bed will be extended by 400mm.

The Musso is available in three spec levels, all of them powered by a 2.2-litre turbo-diesel engine producing 181bhp and 295lbf.ft.

The entry-level EX model, which

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lists at £19,995 plus VAT, gives you essentials like air-con, 17” alloys, DAB, Bluetooth, electric windows and auto headlamps and wipers – but as always, there are premium versions available to satisfy the lifestyle market that’s driven the boom in double-cab sales.

Next up, the Rebel model costs £22,495 and adds 18” alloys, faux-leather seats, heated wheel, heated and cooled front seats and an 8” media system including Apple CarPlay, Android Auto and a

rear-view camera. Move to the top of the range, and the Saracen costs £24,995 and gives you 18” black alloys, nappa leather, powered front seats, heated rear seats, cruise control, 9.2” sat-nav, cruise control and a variety of brightwork around the trim.

There’s also a launch model, the Rhino, which for £28,495 gives you an auto box, 20” black alloys, General Grabber all-terrains and black details in place of the shiny stuff – as well as the satisfaction

that comes with knowing your truck is one of only 100 like it.

In addition to all this, during the first phase of the vehicle’s life an initial batch of Saracen models is going to be fitted with 20” chrome rims. You can decide for yourself whether these are stylish or ghastly (there’s not a lot of middle ground in this), but future stock will be specced with an altogether more suitable 18” fitment on everyday alloys. These big alloys will also be wrapped in

PICKUP & 4X4 PRO 26/07/2018 17:31

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Based on the award-winning Rexton SUV, the Musso has one of the most car-like interiors you ll find in any pick-up E uipment and build uality alike are extremely good, the front is very spacious and the rear is roomy enough to take averagely sized adults in comfort Grabber AT3s, however, which is a tidy bonus.

All our experience of the Musso so far has been in the Saracen, however we’ve had a look around the other models too and none of them feel sparse. Indeed, even the entry-level version has a leathertrimmed feature panel across its dashboard, which comes straight from the Rexton.

So too does a cabin design that will take you by surprise if your expectations of SsangYong are

rooted in the past. Material quality is good, and so is build – the dash is solid and creak-free, and there’s an impressive array of soft-touch materials as well as controls which are well laid out and very satisfying in operation.

The seats are well shaped, with plenty of support, and give you a good view in all directions – including over your shoulder, which is so often a problem area.

The Saracen model includes a reversing camera to make life

even easier here, which is good news if you’re planning to fit one of the canopies that will become available soon after the Musso’s on-sale date at the start of August.

Stowage throughout the front cabin is good, with a big glovebox and cubby and wide, deep door pockets, as well as a tray on top of the dash. It’s every bit as well thought out as the Rexton, and the impression it gives you is just as good. The Saracen’s media screen, for example, is both big and

extremely crisp, and it’s integrated into the dash, not plonked on to it like an afterthought.

In the back, knee room is a little cramped behind a tall driver, so fitting one six-footer behind another requires a bit of give and take. It’s achievable, though, and headroom is fine, so travelling in the back is much less of a chore than in most double-cabs.

‘Chore’ is a good word for more or less everything about the old Musso, but driving this one is no problem. You do need to get used to the clutch on manual models, as it bites pretty sharply, but while it’s not a dynamic revelation it doesn’t do anything to disgrace itself.

SsangYong in the UK says it’s still working on the final suspension settings for the vehicle, however, having had an ongoing dialogue with the authorities about the subject. Principally, it says it wants to improve ride quality at the back, which is indeed a little bumpier than most other pick-ups’, however it’s by no means disastrous even as it stands. Interestingly, though, we took the chance to drive both laden and unladen examples – and while 700kg distributed evenly around the load bed certainly damped out the unruliness from the back axle (which, incidentally, is coil-sprung), we felt that there was more coming back from the

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front wheels with this extra weight at the far end. As was said more than once during the launch, ye cannae change the laws of physics.

The engine pulls well throughout the whole of its rev range, only raising its voice to a slightly strained bark if, to put it bluntly, you leave it too late to change gear on the way up. Once settled at a fast cruise, it’s nice and settled – though wind noise takes over at this sort of speed, with plenty of rustle from around the A-posts and door mirrors and buffeting from behind the cab. That’s in a vehicle without any sort of canopy or load bed cover, which you’d imagine will help smooth that out.

Off-road, we were only able to glean a certain amount from a test route which, while plenty long and clearly representative of the sort of stuff a typical Musso will do in its day-to-day life, gave us no chance at all to explore its real abilities.

We know from past experience of a non-UK model that its back axle will articulate extremely well when asked, and there doesn’t appear to be any lack of traction available, but this was on baked-dry ground that hardly put the suspension to work at all.

One thing you can’t get on the Musso is a locking rear diff, and

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as always with double-cabs we could see this causing problems when running unladen over very uneven ground. It may be that the aftermarket will come up with a solution, especially as SsangYong is currently in the process of relaunching into the Australian market, however with the limited volumes it sells this is uncertain.

The same can be said of other accessories such as snorkels, winch mounts, heavy-duty bumpers and underbody protection. All are commonly available for the more mainstream pick-up brands now, but the aftermarket will need to see potential in the Musso if buyers are not to be left in the sort of position that once faced more or less everyone in the UK who wanted to go off-road in anything other than a Land Rover.

That would be a shame, as this is a vehicle with real potential as an off-roader. SsangYong knows where the real sales volume will come from, however, having targeted agriculture, construction trades and outdoor professionals as the three big markets in which the Musso will compete.

With a 7-year, 150,000-mile warranty to go with its low price, the Musso clearly does have what it takes to compete, too. Residual

values are still a concern, though the company says it’s working on these, but the main thing it its way is going to be unfamiliarity.

SsangYong calls this ‘the allround pick-up’. You might argue

that the point of every pick-up is that it’s an all-rounder – but, from its SUV-like interior to its unique hard-working abilities, the Musso does bring something new and different to the one-tonne market.

AT A GLANCE Price (Saracen manual) OTR inc VAT Fuel consumption Emissions Payload Braked trailer Gross vehicle weight Warranty

£24,995 + VAT £29,995 35.8mpg combined 211g/km 1095kg 3200kg (3500kg auto) 3205kg 84 months / 150,000 miles

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ON TEST

DACIA DUSTER

For on and off-road personal transport, the second-generation version of Dacia’s budget 4x4 has plenty of ability – at a temptingly low price

D

acia has come a long way in a short amount of time. The company has carved out a niche for itself in the budget market – led by the UK’s most affordable SUV, the Duster.

This is Europe’s second bestselling C-segment SUV, so it’s not exactly any wonder that it’s become such a common sight on the road. So what we’re looking at here is a very significant vehicle.

Dacia was keen not to be too radical with its reimagining of the Duster’s styling. But although it does look similar to the previous model, this is no mere makeover – the new Duster is just that, an all new model.

Despite its familiar styling, not one single panel is carried over from the old model. They’ve done a good job of smartening the Duster’s exterior – the new version looks altogether more muscular, while retaining its identity.

The simplicity of the brand is clear inside, though. You have everything you need and nothing more. The new dashboard and facia are pleasingly uncluttered, with the focal point being a 7” touchscreen multimedia system that comes as standard on the highest two trim levels, Comfort and Prestige.

It’s a typical black interior, which should help it to age gracefully, while the seating has been improved thanks to new height-adjustment options. There could still be more support under your thighs, though.

Look more closely around the cabin, however, and you can start to see how Dacia manages to keep its asking prices so low. The Duster is still a long way from being a byword for luxury, and there is an air of cheapness about the cabin, but you can’t argue when you consider its pricing.

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You can get behind the wheel of a new Duster for just £9995, albeit one that is basic even by Dacia’s standards and only possessing two-wheel drive. Nevertheless, you could go all-in for the 4x4 Prestige model and even then, you’ll only need to part with £16,395. By the standards of today’s new car market, you’ll find that down the back of the sofa.

And for your sofa change, you now get rather a lot. Climate control, keyless entry, a rear-view camera and even electric power steering – you can fill your boots with the new Duster. There’s even fancy tech like blind spot detectors, although no lane departure and autonomous braking as of yet.

What about driving, then? Well, the 4x4 variant only comes with the 1.6-litre SCe 115 petrol motor, which loves to rev but is rather slow. Thrashing an engine can be fun, but less so when you’re doing it out of necessity.

Thankfully, a turbocharged TCe 130 engine is expected to arrive in March next year, which should help provide some welcome mid-range.

The lack of diesel, however, may count against it if you’re looking for a cheap farmyard runabout.

The 4x4 Duster also uses a sixspeed manual gearbox than than the alternative five-speed unit, helping to lower the drone on motorways. Shifting gears requires

quite a relaxed approach but is certainly no chore, while the lighter steering will prove useful around town. The only place the Duster does start to feel out of its depth is on faster roads, where tyre noise, ride quality and that lack of power all become exposed.

But there is another place a Duster will turn into its stomping ground. Off-road, it is a capable and formidable machine with short overhangs, all-new Hill Descent Control and a deep first gear ratio.

The rotary 4x4 dial will be familiar to Nissan owners, which is a useful reminder of the fact that beneath the skin, you’ve got that company’s engineering on your side when you buy a Dacia.

Yes, articulation is limited and low range is absent. But traction is there in abundance – if the work you need to do doesn’t require epic ground clearance, the Duster will probably do it as well as something costing three times as much.

What it won’t do is tow the way a full-scale 4x4 can. In 4x4 form, the Duster is limited to 1500kg, which for most people who haul trailers for work just won’t be enough.

For simple personal transport on and off-tarmac, however, there’s a great deal to recommend the new Duster. It was already a good vehicle, this, and now it’s better.

It’s still as honest as ever – and, crucially, still as easy on the wallet.

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ON TEST

MERCEDES X250 D PURE

The self-proclaimed premium pick-up left us asking some questions when we drove it in range-topping form. How does the entry-level model measure up?

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uch of the buzz surrounding the arrival of the Mercedes-Benz X-Class in the double-cab market has come from the fact that it’s the first such vehicle to come from a premium manufacturer.

But Mercedes has always been more than that – as well as the eye-catching performance and luxury cars the company is famous for making, it’s also an extremely prolific player in the commercial vehicle market – just one that’s never had a one-tonne pick-up in its range before.

The vehicle tested here is an X-Class from the utility end of the range, in base-spec Pure form.

This means steel rims, cloth seats and simple air-con instead of dual-zone climate, all of which are things that appeal to a good many off-roading types.

What we’ve got on test is not, however, an everyday example of the X-Class. The current range includes two versions of the same 2.3-litre diesel engine, with outputs of 163 and 190bhp; the former comes exclusively with a manual box, whereas the latter is only to be found on Merc’s price list mated to an automatic. But when our tester arrived, we found that it was powered by the 190bhp unit – along with a manual box.

Mercedes explained to us that some customers want the more powerful engine but don’t want it with the bells and whistles of an auto box. Hence this particular vehicle, which is classed as a special build. Not that mating the manual gearbox to what Mercedes calls the 250 d engine is anything new – Nissan has been doing it for ages in the Navara.

We mention this because, in case you’ve been living on the moon, the X-Class is based on the Navara’s chassis and drivetrain.

Merc is keen to stress that the vehicle’s design was re-engineered from scratch, but there are plenty of similarities between them.

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As tested, the cabin manages to combine a strong supply of premium kit with an air of utilitarian simplicity. The trim materials are quite basic but they feel rugged and it’s not long before you get used to the Pure model’s van-like image. The front seats are the place to be, though – headroom in the rear is extremely poor, to the point where a six-footer’s eyes will actually be above the top of the side window next to him

While no manufacturer likes to admit to badge-engineering someone else’s work, at any rate, if you’re going to do it the Navara is a pretty good place to start. It’s set apart from the rest of the doublecab A-listers by the fact that it’s coil-sprung at the rear – and while this is by no means a magic wand for ride and dynamics, it presents its own set of opportunities for settling the uncivilised back ends for which trucks are known.

Despite all the hype about Mercedes’s premium credentials,

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then, the X-Class is a commercial vehicle from one of the best established commercial vehicle makers there is. And what we have here is not so much a premium pick-up as one which reminds you that Mercedes has plenty of form when it comes to building work trucks.

What we don’t have is a truck whose price reflects its entry-level status. The base-spec Pure model costs £29,310 plus VAT in 250 d auto form; with a manual box, this one should cost around a grand or

so less but, being a special order, we wouldn’t count on it.

CABIN AND PRACTICALITY

The X-Class feels good inside, even though the model tested here is as utilitarian as they come.

Its dash is shaped from hard plastics, but they feel dense, stout and tough. Longevity is unlikely to be an issue, though there was enough creaking from behind the dash to suggest that the odd trim

rattle might surface some way down the line.

The trademark bank of air-con vents mounted on the main dash panel could be wobbled up and down, too. But the floor console is absolutely rock solid in its mounting to the chassis – and wherever your fingers roam, the switchgear has a fine, positive feel to it.

The seats are trimmed in a no-nonsense fabric that feels as if it will last forever, and they’re well shaped to keep you in place

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Entry-level Pure models are designed for work rather than play. To this end, they come with 255/65R17 tyres on heavy-duty steel rims, and their bumpers have a simple black plastic finish he lack of alloys and body-coloured bumpers definitely gives the X-Class a utilitarian image, which plenty of people will see as a good thing

under hard cornering or side-slope action. We did a lot of miles in our X-Class, and after a few hours we’d have welcomed the adjustable lumbar support that comes with higher spec models, but even without this they’re well above average for the pick-up market.

Oddment stowage is less than generous, though, with a rather small cubby and glovebox backed up only by an average set of door pockets. It’ll do, but in a vehicle designed to be your self-propelled workplace there’s very little about it to get excited about.

The same can’t be said of the X-Class’ kit list, which even in this base-spec form is extremely good.

Highlights include Bluetooth and DAB, reversing camera, air-con, cruise control and LED loadbay lighting. In particular, the safety equipment is absolutely top-class – every safety item you get on the range-topper is also included in this model.

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That means all the airbags plus autonomous emergency braking, lane-keeping assist, traffic sign recognition, ESP, hill-start assist and so on. Great kudos to Mercedes for not treating buyers of lower-spec vehicles like secondclass citizens the way so many car manufacturers still do.

You might not feel quite so valued if you find yourself travelling in the rear seats, though. With the front seat fully back (which it needs to be to accommodate a six-foot driver), another tall adult can just about squeeze in behind it – but squeeze is the word. The front seats are soft-backed and sculpted to accommodate your knees, but you’re pressed against them rather than just touching – once again, it’ll do, but in this area the Ford Ranger continues to wipe the floor with the rest of the market.

What won’t really do is the headroom in the back, or rather

the lack of it. Again, if you’re a six-footer you’ll feel like you’re being pressed into the headlining rather than just brushing it. Your eye line will also be above the top of the window next to you, too, which is saying something. The C-post is well behind your head, however, so for smaller adults (and children, to be real about it) the accommodation in the back is just fine.

Another useful practicality point is that the base of the rear bench folds up against the seat backs to create a big space for

carrying cargo that can’t be left in the pick-up bed. In this position it can swallow a surprisingly big load, which is useful if you want to park for more than thirty seconds without the load in question dissolving in the rain or being transformed into stolen goods.

Does it feel premium? Yes and no. Those vents are a Merc signature, and they do put you in mind of the company’s extremely nice SUVs. So too do the rotary controller and mouse-style click button which operate the media system and which, in our view, is

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head and shoulders above most touch-screen solutions.

The system itself comes as standard with pre-wiring for a sat-nav upgrade, which had been optioned in our test vehicle. It’s a very good system – and, given that this is one of the few extras you can rely on to help you sell a vehicle on again when it’s time to change, we wouldn’t hesitate to recommend it.

We’d be happier if the tabletstyle media screen was mounted in

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the dash rather than on it, though.

Merc is by no means the only manufacturer to do this, but to us it always looks just a little bit too much like an aftermarket bolt-on.

The screen has a very large border to it, too, so the actual image area is quite small given the size of the unit itself.

DRIVING As mentioned above, the 190bhp version of the 2.3-litre engine

normally comes with a sevenspeed automatic box as standard.

Here, however, we have it with a six-speed manual – which in our opinion is pretty much ideally suited to the engine.

We’ve also driven an X-Class with the same engine mated to the everyday auto, and while it’s perfectly fine there’s an element of labouring under acceleration which is completely absent here.

The engine pulls like a train as you hustle it through the gears, but really there’s no need to do that – there’s so much in-gear pull available that you can take your time over shifting ratios and gather all the speed you need without ever having to hurry.

Even so, it can be a bit loud at times on the way up the box, with the occasional

gust of over-run noise as you open the clutch. The engine’s strength is apparent at all times, though – and at motorway speeds, it settles to a smooth, quiet cruise which is definitely in keeping with the premium status the X-Class claims for itself. Its ride smoothes itself out, too, not quite getting to SUV territory but calming right down from the inevitable jolts and shudders you get on all but the flattest surfaces.

Yes, they are inevitable, even with coil springs. And at lower speeds, whether around town or on A or B-roads, ride quality isn’t quite so smooth. Those coils still need to be able to hold up a tonne – which means that when they’re not having to, they’re a tonne too keen for the weight of the unladen vehicle. The inevitable result is a fussy, jiggly ride over urban bumps and corrugations in general, which is no problem at all if you understand pick-ups and are used to them but will come as a rude shock if you somehow think that putting a three-pointed star on the front of a Nissan Navara will make it ride like an S-Class.

As it is, the X-Class steers predictably, grips well under hard

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Banks of circular air-con vents provide a visual link to Mercedes’ SUVs A similar COMAND multimedia system can be specced, too, with an excellent rotary dial and mouse-style controller in the centre console. The screen itself is mounted on the dash rather than in it, however, and has rather a small image area for the amount of glass cornering and doesn’t loll around all over the place when you throw it from side to side. There’s only so much you can do with the springs in a pick-up, but even on the 255/65R17 tyres that are standard on this model there’s little sign of waywardness in its body control.

Those tyres make this the best X-Class to use off-road, at least in standard spec. If it were our money, we’d be raiding the options list to the tune of £715 plus VAT to add a locking rear diff and +20mm lifted suspension, but as it was supplied our X-Class was totally sure-footed in ruts and over rough

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ground. Before it was launched, Mercedes exhibited a concept model on Simex-pattern tyres, and while that’s a bit extreme you could certainly picture it being completely at home with a set of Mud-Terrains wrapped around its steel rims.

VERDICT Forget the stuff about it being a premium pick-up. The X-Class is more than just that – and while it does come with a whole lot of kit, that would count for nothing if the underpinnings weren’t sound. It

appeals to us in this low-spec form as being a very good example of what a no-nonsense truck should be – though Merc’s pricing means that whatever else it is, it ain’t basic. If you are in the market for one of these, anyway, we highly

recommend this combination of engine and gearbox. You might have to order it specially, but more fool Mercedes for putting its customers through that for what in our view is the X-Class in its most appealing form.

AT A GLANCE Figures for X220 d Pure model Base price OTR inc VAT Fuel consumption Emissions Payload Braked trailer Kerb weight Gross vehicle weight Service interval Warranty

£27,310 + VAT £34,157 37.2mpg combined 200g/km 1087kg 3500kg 2213kg 3300kg 24 months / 18,461 miles 24 months / unlimited miles

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STONELEIGH EVENT GIVES C AND T ER OWN MOTOR SHOW

The inaugural 4x4 & Pick-Up Show took over the NAEC at Stoneleigh Park on 15-16 June, giving both trade and public visitors the opportunity to surround themselves with the best vehicles there are. The show brought manufacturers and custom workshops, plus a world of accessories from tyres, performance and styling upgrades and trailers to soundproofing and truck-bed storage solutions.

Test drives were also a feature of the show, with Isuzu and Subaru utilising Stoneleigh’s impressive off-road course along with a road route that was also used by Ford, SuperPro and Deranged.

With a range of vehicle manufacturers represented at the show, as well as so many A-list names from throughout the rest of the 4x4 business, the turnout represented a huge vote of confidence in this first ever motor show for the 4x4 industry. In turn, the organisers would like to offer a massive vote of thanks to all those who made it such a success – in particular headline sponsors Terrafirma and show partners Isuzu, Subaru and BFGoodrich, without whom it could never have become such a stellar event!

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Headline sponsors erraďŹ rma s stand showcased the company s E parts and their accessories for Land overs and llMakes x s ever-increasing range of products for Jeeps From suspension upgrades to door handle protectors, they had it all In addition to this, erraďŹ rma is developing its own range of products for the pick-up truck market ensuring its expertise will continue to spread across ever sector of off-roading and utility vehicles Left: Front unner displayed a range of adventure e uipment including the roof racks and tents for which the company is famous Left, below: Ford angers were massively popular at the show, but D s subtly enhanced examples of Ford s smash-git double-cab stood out from the crowd Showcasing its own designs alongside pick-ups for clients, the Warwickshire-based workshop caught more than a few people s eye with its arsenal of angers as well as an extremely tidy Nissan Navara

Left: Fresh from Europe, Pick-Up Design turned up with some eye-catching styling accessories showing their individualistic vision for the oyota Hilux, Nissan Navara and, pictured here W marok ight: earmate s ritish-made canopies and truck-bed accessories are right at the top of the market t Stoneleigh, they were on display with the help of a olkswagen marok, an Isuzu D-Max and a Mitsubishi L200

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Greeting visitors as they entered the show halls was a line-up of extremely special vehicles including not one but two stunning Hiluxes built by Arctic Trucks. These took their place alongside a Ford EcoSport, a smart Range Rover Classic restored by Twenty-Ten Engineering and, seen here, an RNLI Land Rover 110 and the stunning Ford F100 from Deranged Vehicles Left: One of the many superbly presented Ford Rangers at the show was exhibited by Lazer Lamps, a company whose LED lighting is recognised as being among the best in the market Below: One look at the Hobsons stand and if you didn’t already get why some people will never stop using their Defenders, it would soon become clear…

Right: Tuff Trek showed off the strength and depth of its off-road and adventure equipment at the show, with everything from bed-organisers, hydraulic jacks and its signature tents and awnings. But the highlight of its stand?

That would have to be a Mercedes X-Class fitted with an Alu-Cab Khaya Camper – an adventure wagon par excellence!

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Show partner BFGoodrich’s tyres were very well spread across the show and not just on the company’s own stand, either. BFG showcased its range of off-road tyres, giving many show visitors their first look at the all-new KM Mud- errain whose cutting-edge technologies make it tougher, more tractable and better at climbing than ever before

rctic rucks was at the show in force, with its conversions to the Isuzu D-Max, oyota Hilux and Nissan Navara n undoubted star of the show, however, was a vehicle the company built a decade ago one of the two Hiluxes which were driven to the North Pole by the team from op ear ur own stand also featured a Hilux with the rctic rucks treatment which we were very unhappy about having to give back afterwards

bove: Ironman x is a leading manufacturer of off-road products in its home country of ustralia which bodes very well for how its kit will fare in the UK Sure enough, the only Ironman customers we’ve ever met have been happy ones Westway Nissan has dealerships around the country, and it did a truly brilliant job of representing the brand it was on the company s stand that we saw an Navara in the esh

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It felt as if there were literally millions of D-Maxes at the show. They were obviously on the Isuzu stand, but were also popular with the aftermarket for showcase all sorts of products est of all, there was a eet of D-Maxes demonstrating their skills outside on test drives, not to mention in their natural habitat – the off-road course

Left: Proving that rugged performance and street appeal can go hand in hand, Deranged Vehicles did what they do best. With test drives and a host of pick-ups on their stand, plus that stunning F100 on the entrance line-up, the company s definitely made its presence felt here was even a live reveal of a customer’s bespoke Ranger, complete with a stunning chrome-finish wrap Below: XS 4x4 carries an enormous range of products from some of the world’s leading manufacturers. Whether it’s wheels, bumpers, suspension, protection or almost anything else, if you see a top-quality accessorised pick-up it probably has at least some XS kit on it

Not only did SuperPro display the extent of its product range on its stand, it also offered test drives in an Isuzu D-Max to demonstrate the effect its suspension bushes can have on a double-cab’s ride and handling

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Subaru’s new XV was out in force, as were the Forester and Outback – both in their pop-up showroom and outside on the test drive and the bespoke off-road course. With safety, reliability and capability all core values for the brand, Subaru made the show, to quote, Better Where It Matters – and until you’ve seen what the company’s 4x4s can do off-road, you’d never believe how good they are in the mud

bove: Soundproofing specialist Dynamat displayed its expertise by installing its product on a Defender live at the show Right: 4Site 4x4 Tyres showed up with a mouthwatering array of rubber solutions for pick-ups and 4x4 of every shape, size and intent, including the legendary General Grabber and, for hardcore off-roaders, Insa Turbo’s range of top-quality retreads Below: Fifth-wheel camping trailers are still quite rare in the UK, but they’ve long been enormously popular in America. UK importer Niche Marketing is looking to bring the magic over here – and with the relentless growth of the pick-up market, you wouldn’t bet against them to succeed

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SsangYong is currently in the process of launching back into the pick-up market with the all-new Musso which we were among the ďŹ rst in the UK to drive, albeit in Korean-spec form Show-goers were given an early look at what s set to become one of the best-value trucks on the market and of course SsangYong was also showing the brilliant exton, 4x4 magazine s reigning x of he Year Left: he newest x show meets the oldest x brand Jeepey has timed its rise perfectly to coincide with that of Jeep itself in the UK With the Land over Defender gone, the Wrangler has become a red-hot property and those built by Jeepey s modding arm, Storm Jeeps, are among the hottest of the lot Below left: Australian suspension expert Pedders has become one of the most respected names in the x market its springs and shocks are even used as original e uipment on the Isuzu D-Max, which is a vote of conďŹ dence from the very top Below: High Beam Solutions specialises in LED lighting and conversion kits, and the brands it carries makes it a bit of a one-stop shop for anybody looking to enlighten their vehicle

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The Ranger has come from nowhere to dominate the current pick-up market, and it was a measure of the show’s standing that Ford was represented officially at Stoneleigh he company also exhibited its EcoSport, Edge and Kuga SU s, as well as running test drives around the showground

bove left: P rading showed off its extensive range of Land over parts and accessories, as well as one of the country s best-honed repertoires of top- uality adventure and camping e uipment bove: enter railers displayed one of the coolest camping rigs you ll ever see behind a x Left: llybacks and Pick-Up ents showed off what they re best at, with a range of products designed to get more from your truck whether it s for work or play elow: Davanti used the show to give a public debut to the brand new erratoura, it s first venture into the all-terrain market

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ON TEST

JEEP WRANGLER

All new model has plenty of the right stuff to be a work truck – but comes to the UK with a reputation as more of a big boy’s toy. Does it have what it takes to plug the gap left by the departure of the Land Rover Defender?

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he Jeep Wrangler has been in the UK for more than a quarter of a century now, and the new JL model is the fourth to come here during that time. It’s a far cry from the original model, which was so basic it was converted to righthand drive on the quayside after being shipped here. This is the big one. The off-road world has been waiting for a long time for the new Jeep Wrangler.

Right-hand drive production has stood in the Wrangler’s way right up until the present day, too, with supply of the outgoing JK model a source of real frustration to would-be customers. But Jeep has promised that come September, when the JL goes on sale here, these issues will have been ironed out and the supply lines will be flowing smoothly.

Demand for the old Wrangler came to outstrip supply in the last few years for one obvious reason – the end of Land Rover Defender production. As the months go by and Land Rover continues to offer no clues as to the suitability of the next Defender for genuine day-to-day off-road work, more and more people are abandoning it altogether as a prospective purchase and looking at the alternatives – among which the Wrangler is very clearly one of the A-list options.

The new Wrangler remains a traditional off-road machine in every way, with a ladder-frame chassis, live beam axles and a separate two-speed transfer box controlled by a manual lever.

Despite this, it’s a lot lighter than before – and while it looks similar to the old one it’s different in a whole host of ways.

Under the bonnet, for example, you’ll now find a choice of 2.2-litre diesel and 2.0-litre petrol engines.

Both are turbocharged, and both are mated exclusively to an eight-

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The Wrangler’s cabin will look familiar if you know the old model, but it’s a massive leap forward in terms of quality and style.

It feels like that of a truly modern truck, combining SUV elements with the high driving position of a genuine off-road heavyweight. Sport and Sahara models look slick and classy, while the Rubicon adds more than a touch of eye candy with its body-coloured dash panel

speed auto box – there’s no longer going to be such a thing as a manual Wrangler.

A major improvement over the old model, however, is that the transfer case will allow you to run in four-wheel drive on the road.

The new Selec-Trac unit has two 4H positions, with and without a locked centre diff, in addition to the usual 2H and 4L options .

If your working truck also doubles as an extreme off-road toy, you’ll also be pleased to

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hear that Jeep has at long last introduced a diesel version of the Rubicon model. This is the Wrangler in hardcore form, with deeper low-range transfer gears, rock rails, heavy-duty Dana 44 axles, locking front and rear diffs and a disconnecting front anti-roll bar to aid articulation. All of this is factory-standard equipment – so if you’re into the age-old farming pastime of RTV trials and you fancy being able to tell your grandkids you were once the

British champion at something, it’s going to be ideal for you.

In the previous Wrangler, the Rubicon was only ever available with a big petrol engine. People were forever crying out for a diesel option; Jeep did offer this in LHD markets, but in the UK we’ve had to wait for it until now.

The Rubicon takes its place in a model line-up encompassing four spec levels and two wheelbases in addition to the choice of engines.

For ‘everyday’ Wrangler buyers,

there’ll be the familiar Sport and Sahara trim lines, augmented on the latter by an optional Overland styling pack. This is aimed at image-conscious buyers who want to make it as luxurious as possible – the equivalent of the bling-spec pick-ups everyone seems to love.

We drove a variety of models on the launch, starting with a Sahara Overland – whose interior was enough to make it obvious that Jeep has raised its game with the Wrangler. The dash design

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The Rubicon model is enhanced from the factory with heavy-duty axles, deeper low-range gearing, rock rails, locking from and rear diffs and a front anti-roll bar which can be disconnected from the cabin. This is the stuff of extreme off-road ability, and the vehicle was totally untroubled by everything Jeep’s people gave us to point it at on the launch – though if they did a version with nothing more exotic than a 3500kg towing weight, the majority of customers looking for a work truck would be happier with that

is extremely good – it’s still as upright as ever, but the materials and styling are very appealing and the layout of the dials and controls, with a sizeable media screen dominating the upper part of the facia, does a fine job of making you feel in charge.

So too does a traditionally upright seating position, which gives you a suitably towering view of the road ahead. You have to crane to see the front corners, as the sweeping curve of the bonnet obscures your view of

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the wheelarches, but visibility is otherwise excellent. The seats are comfortable, too, though in typical Wrangler style there’s very little room between them and the door next to you, so adjusting your position won’t be the easiest of tasks if you have big hands.

We can’t yet comment on space in the rear seats, however the three-door model is very short on luggage room while the five-door has lots. No change there, then.

But there is a change on the road, and it’s a change for the

better. The previous Wrangler was pretty truck-like here, but the new model rides with what is, by the standards of a traditional off-road machine, remarkable composure.

The launch took place in Austria, in an area where the roads appear to be almost completely lacking in imperfections. So the Wrangler will still have something to prove back on the scrappy surfaces of Britain.

But the Overland and Rubicon models alike glided along with no sign of harshness or vibrations – and in the latter case, that was on

mud-terrain tyres, too. Certainly, it’s miles ahead of any Defender we’ve ever driven.

Handling is never going to be a strong point for an true off-road machine, but the advent of fulltime four-wheel drive means a new level of grip on the road. Previous Wranglers have been tail-happy customers in the wet, which can be pretty hilarious but doesn’t fill you with confidence when you’re trying not to hold up traffic on the open road; with this model, once you’re used to the way it steers

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The upright centre stack is a Jeep signature and, once you ve figured out where everything is, it s as convenient to use as it is cool to look at ll models come with an auto box as standard, along with a transfer case that s operated by a proper old-style lever

you’ll be able to chuck it around the lanes to your heart’s content.

To aid you in this, the 2.2-litre diesel engine pulls pretty well. It’s the only one we’ve driven thus far; it doles out 200bhp and 332lbf.ft, the latter from 2000rpm, so there’s

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no shortage of get up and go, and it feels strong throughout without ever raising its voice enough to disturb the peace. On that subject, even at a reasonably fast cruise on the autobahn we were able to hold a normal conversation without any

ulduly intrusive wind or road noise to get in the way.

At present, projected economy figures with the diesel engine are in the 35-38mpg bracket, with emissions ranging from 195209g/km. We’re yet to hear what the petrol unit returns, however it’s usefully more powerful with 272bhp at 5250rpm. Torque is down a little on the diesel at 295lbf.ft at 3000rpm, however, so we know which one most people will go for.

Whichever engine you choose, however a major disappointment for an overwhelming number of working 4x4 drivers will be the Wrangler’s rated towing limit.

The three-door can pull up to 1495kg, with the five-door taking this up to 2495kg. Farmers will have stopped reading here.

It’s not obvious why this is, when the previous five-door model was able to pull 3500kg when it first came to Britain. But it reinforces the common perception of the Wrangler, which Jeep itself admits to sharing, as a big boy’s toy rather than a working tool.

Bearing this in mind, first impressions continue to be of a

Wrangler that’s still every inch a Wrangler – but far better inside and far, far better on the road.

Which, literally, leads us to the main event.

The off-roading we were given the opportunity to do on the launch was basically a combination of Cat A forest tracks and green roads whose surfaces were at times moderately rutted or pock-marked with exposed tree roots. It certainly wasn’t bountiful in its traction but, had our Rubicon’s mud-terrains failed to take it at a stroll, something would have been badly wrong.

There were no rocks of any kind, though, nor anything to require using the vehicle’s diff-locks. Aside from a few moderate axle-twisters, moreover, the suspension was never put to a meaningful test.

To put it another way, the Rubicon was totally untroubled by what was a fair indication of the off-roading it might be asked to do on a fairly gentle green lane run.

As it should be. Certainly, there was nothing to suggest that a day’s work on the farm, or around a construction site, should pose it any problems. We were surprised

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that Jeep didn’t ask it to break a sweat for Europe’s press, but we weren’t surprised by how easily it coped with what it was given.

One thing the experience did prove is that the standard automatic gearbox performs admirably on steep terrain.

Knocked into low first, it behaved exactly as a manual would, holding the vehicle at a controlled crawl;

the Wrangler doesn’t have hill descent control, and this box demonstrated that even with an auto, fancy electronics like that shouldn’t be necessary.

To some extent, the Wrangler has nothing to prove here. The JK was brilliant off-road and we always knew the JL would be too.

It’s on the road that it needed a great leap forward, and thus far that’s what it looks to have done.

Sadly, something else that is looking to have made a great leap forward is what the Wrangler will cost. UK specs and prices are some way from being finalised, however a Jeep spokesman told us that the entry-level three-door Sport model is going to cost €48,000 in Italy.

Translate that into sterling, and it suggests that we’ll be paying from somewhere in the mid-£40k region when the vehicle goes on sale here. At the very best, it’s looking

like at least a 10% hike over the outgoing model – and by the time you get up to the five-door Rubicon, we’re expecting it to be into the fifties.

So that’s something like two and a half times more expensive than the old JK model was when it was launched in 2007, which shows a certain amount of confidence on Jeep’s part. Given the enormous demand there was for the JK, it’s a confidence that’s probably justified – but we’d imagine there are plenty of people reading this who’ve been ready and waiting for Jeep to convince them not to order that Ranger after all, but who are looking up their local Ford dealer even as we speak.

Price alone is not so likely to drive people back into the waiting arms of Land Rover, because we’d be astonished if the new Defender is any less expensive. But combine

the Wrangler’s big ticket with its low towing weight, and we’d imagine Britain’s pick-up importers raised a loud cheer when they first heard the news.

High prices never stopped Jeep from selling all the Wranglers it can bring in before, however. And now the Wrangler is looking a great deal better than ever, and more suitable as an all-round everyday car, they’re easier to justify. It’s a lot of money – but you’ll get an awful lot of off-road ability for it.

You get a true off-road icon, too – even if it is one whose image is that of a big boy’s toy. We’ll slate the new Defender if it can’t tow 3500kg, however, and so it’s only fair to say that for most people looking at the Wrangler as a work truck, that’s going to be a dealbreaker. Which is a shame, because that apart, it’s looking like the best truck Jeep has ever made.

Left: Jeep as a company is definitely in touch with what its heritage is worth he spec plate in the new Wrangler looks wonderfully authentic, though mainly it s there to drive home the vehicle s image elow: he Wrangler looks a lot less like a toy and more like a work truck in five-door hardtop form You could well imagine it in a setting like this, hauling a triple-axle trailer loaded with hay except that the trailer in uestion is only allowed to weigh 2 kg max

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ON TE T

D-MA

TLT

Base-spec double-cab is the entry point to a range that climbs much higher – but is ideal if you just want a truck to work for its living

I

suzu has done a pretty aggressive job of grabbing itself a piece of the pick-up action with the D-Max. The company offers plenty of premium options – indeed, it was the first in the UK to offer a version built by Arctic Trucks, and it doesn’t come much more premium than that.

But its strategy of targeting the rural market means the base-spec Utility model has a particularly important role to play in the D-Max range.

Priced at £19,604 plus VAT (£24,430 inclusive on the road) in double-cab form, this version of the D-Max comes out punching in terms of value for money.

Predictably, it’s not over-burdened with luxuries, however you do get air-conditioning and all-round electric windows, as well as the full set of safety items. Hill descent control is included, too, even if it ought to be completely redundant on a vehicle with low range and a manual gearbox.

Inside, the seats are trimmed in a tough, grippy fabric that feels like it ought to wear well, even with a similarly heavy-duty set of overalls being launched on and off of it several times a day. The owner of said overalls will most likely invest in a set of waterproof covers, at any rate, as they’re likely to be covered in a toxic blend of wet substances most of the time.

The same is sure to apply to your boots, only more so, which is why the D-Max Utility comes with vinyl floor mats rather than carpets. They’re not as wonderfully all-enveloping as the optional mat set you get with the Huntsman model (tested in last month’s issue), but they mean you can hose it out after a dirty session in the fields without having to worry about whether the mushrooms that appear in your footwells the following morning are edible.

The dash panels are predictably plain and simple, moulded from hard plastics that won’t win any design awards but also won’t

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RO 30/07/2018 12:23

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The D-Max’s interior is pretty plain in Utility form, but it’s resolutely practical – and very well thought out, with a double glovebox and dash-top tray among an excellent range of stowage options. Front and rear seat accommodation is among the best in the pickup market – the D-Max one of the few trucks in which one six-footer can sit comfortably behind another object to being wiped down with a wet cloth. The whole of the facia is laid out with the sort of basic simplicity that comes from there not being many toys to operate – it’s been a long time since we drove something whose steering wheel didn’t have any controls on it for the stereo, nav, phone, ejector seat and so on, but we survived to tell the tale.

The floor console is a tough, solid job with a decent sized cubby box in it, ahead of which you’ll find a lever-operated handbrake and a big, chunky dial to operate

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the transfer case. This is a little vulnerable to getting knocked inadvertently, which could lead to you setting off in four-wheel drive or even low range after lobbing a load of shopping on to the passenger’s seat, but you’ll probably agree that that’s a detail.

More important is an excellent range of stowage options which, in addition to that cubby, includes a superb double glovebox, good door pockets, a dash-top bin and a hidden tray under your seat.

Talking of seats, these are supportive but not enveloping.

You might not choose this model for an eight-hour stint on the motorway, nor an exhausting session on your favourite B-road, but for the sort of work you want from a vehicle in the real world it’s right on the money. They’re comfortably squidgy around town, too, and the view you get in all directions, including over your shoulders, is excellent.

So too, by the standards of the pick-up market in general, is accommodation in the rear seats.

Legroom and headroom alike are among the best you’ll get – it’s still

not as good as riding in the back of a large SUV, and nor can it match the perennially outstanding Ford Ranger, but we’ve long since found the D-Max to be the best of the rest and this one, despite being in low-spec form, is no different.

Aside from the obvious lack of toys, indeed, about the only tell-tale sign of this being a basic model was that the engine seemed to us to be louder than in more

PICKUP & 4X4 PRO 30/07/2018 12:24

expensive versions. That’s not something to be dismissed, as the 1.9-litre unit powering all versions of the D-Max is hardly famed for being quiet in the first place; in the sort of conditions for which a person buys a utility pick-up, it shouldn’t be of any concern, but if what you’re really after is a lifestyle truck for long motorway runs and all-round family duties, line it up alongside the seats as reasons to be cautious.

Aside from that, this D-Max drives no differently to its more elevated brethren. The engine definitely does its best work without being revved, and the manual box is well judged to let you keep it at the top of its torque curve – though changing gear does require quite a slow, deliberate action.

One thing we particularly like about this version of the

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D-Max is that it comes on 16” steel rims, as opposed to the 17” jobs which are now the norm for base-spec pick-ups. These are shod with 245/60R16 Dunlop Grandtreks, which stand about 29.5” tall – enough for most, but we’d be tempted to shell out for the Pedders suspension kit Isuzu offers as an accessory in order to make room for 265/75R16s. Even then, you’re only talking about an extra inch under the diffs, but who among us can say they couldn’t do with an extra inch?

There’s no appreciable impact on the truck’s ride from its higherprofile tyres, nor on its handling.

In each case, it’s still a D-Max, with just that bit more noise than the premium versions if you ask it to put in a shift on the motorway.

That, however, would be a simple case of bad vehicle choice.

If you want a lifestyle D-Max and

try to save a few quid by plumping for a Utility model, you’re making a false economy. Choose it for the

right reasons, though, and this is a trustworthy tool of work that’s absolutely fit for purpose.

AT A GLANCE Price OTR inc VAT Fuel consumption Emissions Payload Braked trailer Gross vehicle weight Warranty

£19,604 + VAT £24,430 40.4mpg combined 183g/km 1106kg 3500kg 3050kg 60 months / 125,000 miles

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TRA N NG

E

LORE O

-ROAD

Jim Johnson of Explore Off-Road is a dyed-in-the-wool Land Rover man.

But whatever you drive, the skills he'll teach you will see you right WORDS AND PICTURES: MIKE TROTT

S

ituated a few minutes from the M6 in Cheshire, Explore Off-Road is a member of the British Off-Road Driving Association (BORDA) and provides different types of training depending on the needs of the customer. So whether you’re the HS manager for a utility company or a private punter who’s been given a voucher for your birthday, the company’s proprietor Jim Johnson will know what you’re after.

Jim is a one-man band, and a modest one for sure. He runs everything himself, dealing with the admin and delivering training and instruction while also maintaining both the vehicles he uses and the ground he uses them on. You could say he’s a typical offroader, really – a jack of all trades who’ll turn his hand to anything.

It may be just a few minutes from the M6, but what you find upon arrival is a mini slice of heaven for off-roaders, both novice

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and pro alike. The training site consists of 35 acres of undulating scenery; initially, it looks fairly tame, but like many things there is more to it than meets the eye.

The further you Explore OffRoad (pardon the pun), the more you learn that there is plenty of challenging terrain to get to grips with. You could understand a beginner being a little intimidated by some corners of the training ground, with some very steep gradients and other potentially hazardous areas to overcome, but that’s what learning is all about. And within the site there’s enough diversity of terrain to get comfortable with most situations you’re likely to encounter while still needing a decent bit of competence from your 4x4.

‘I started the business in September 2001 because I like off-roading,’ Jim says. ‘It’s a passion and I like my Land Rovers.’ This becomes quite obvious the more time you spend with him.

PICKUP & 4X4 PRO 30/07/2018 12:29

‘I had the land, so I just had to get permission to convert its purpose to what it is now. I enjoy teaching people, particularly if they share my passion – I sometimes see it as me imparting my passion upon them.’

So which Landies does the landlord prefer? Well, he has a couple of 110 Double-Cabs and a Discovery 2. He doesn’t have a 90 because he feels they’re a little too small, particularly for training purposes where he says the 110’s extra seating comes in handy. But of the vehicles he does own, it’s worth pointing out they all have Td5 power plants, simply because it’s an engine Jim has a fair bit of affection for.

‘I prefer a Station Wagon, but I like the Defender 110 in general.

Especially with a Td5 engine, as they have that little extra power. Some people say they’re too hard to work on, but I think that’s nonsense. I do all my own mechanical work and I’ve got the diagnostic equipment needed for the Td5. I enjoy getting under the bonnet, and the way I see it is if you’re on top of the maintenance then you shouldn’t have any breakdowns.’ You don’t get that kind of wisdom everywhere.

Whether or not you agree about the Td5, there’s no denying Jim takes a lot of pride in his vehicles – which says something when he lets beginners dip their toe in the water using them. That’s because even his training vehicle, the blue 110 you see in these pictures, is a very competent off-road machine, and it certainly adds a personal touch to the training.

It may look fairly standard, but this 2002 110 Td5 Double-Cab is no weakling. If you delve behind some of the visual clues like the Safari Snorkel, steering guard and Simex-pattern tyres, you’ll find it has Ashcroft halfshafts in the rear axle, strengthened steering rods, dislocation cones, QT diff guards and +2” suspension.

The ‘training’ vehicle has also had an Allisport remap, which partially explains why it can conquer every inch of the 35 acres Jim has to offer. You could argue that being taught in such a capable machine might stop you from appreciating the skill in off-road driving, because the truck can just do it all for you, but so long as the instructor understands this he should be able to take it into account.

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Put another way, if you try to learn by jumping in with your mate in his challenge truck and laying into the craziest terrain it can tackle, you’ll still not know much about how to use a standard Hilux on a farm. If you get a BORDAaccredited pro to do the job, you’ll come away with a set of skills you can use whatever you’re driving.

And as we trundled and sometimes sprung across the training site, it became very clear that the basic elements are not lost on Jim. Not only does he provide a personal training experience, but also a very laid back one, which can only be a compliment when so many people find themselves getting stressed or nervous in a driving ‘test’ or ‘lesson’ type of situation. We even discussed technology, music and iPhones as we tackled the course together.

Not your average instructor, then.

‘The key to off-roading is trust,’ says Jim. ‘Having faith and knowing the capabilities of the vehicle. If you do this then you shouldn’t end up in a mess. I run the business single-handedly, but by doing this I can make sure that the training is being delivered to a high standard and at a consistent level.

‘Any activity is dangerous, so it’s important to make people aware in order to reduce the risk of accidents. Education is important as it teaches us how to go about things properly.’

Training is what Explore OffRoad is there for, whether in 4x4s or ATVs. You can take your own vehicle along for some specific tuition in driving it, too, and of course you can obtain the qualifications you need while having a bit of fun in the process.

Jim also runs a pay and play site

at Silverdale, which is six miles away from the training site near Keele. A mixture of woodland and spoil, with some very tough terrain indeed, the site covers 53 acres and hosts an event on the third Sunday of every month. Highly recommended if you like it rough, but be warned that the terrain there can be damaging.

For now, though, we’ll head back to the nursery slopes. ‘Though training is our priority,’ explains Jim, ‘we do a lot of experience days too. Although there is still an element of training involved, we like to give customers an enjoyable experience. We’ve done the odd corporate event and even have stag and hen do gatherings, where we’ll arrange blindfold driving or even courses with archery or target shooting. I like to make sure that everyone leaves with a smile on their face.’ Who said that learning couldn’t be fun?

So, besides having a thing for Td5 engines and putting a smile on people’s faces – which is certainly no bad thing – what else does Jim like to do for fun on four wheels?

‘Competition stuff doesn’t interest me,’ he says. ‘Some guys spend loads doing winch challenges and other events and they’re breaking stuff all the time. I’m more into exploring and overlanding. I’d like to do the Pyrenees at some point, but it’s finding the time and money. A nice long holiday would be good, maybe Spain. It would have to be in a Defender though, it would feel more rugged!’

And why Land Rovers? After all, his clients could own anything – and whether you’re a fleet manager or a sole trader, these days the vehicles you use almost certainly don’t have green ovals

on their bonnets. ‘It’s the heritage that appeals to me,’ explains Jim. The simplicity, ruggedness and adaptability of the things, the fact that they’re British and you can buy so many different parts for them, which are relatively cheap and widely available.’

Jim’s a man who likes his Land Rovers, and he’s clearly well suited to the job he has. What puts you so much at ease while he’s teaching you is the fact that really, he’s just an enthusiast like the rest of us, happily showing people what the great joys of off-roading are. Unlike your mate in the challenge truck, though, he delivers it all in a safe environment and teaches you how to drive the right way – giving you skills that will work whatever vehicle you happen to find yourself piloting across whatever terrain.

‘We did this one experience day before,’ Jim recalls, ‘and asked a woman why she wanted to do off-roading. It turned out she’d been given the experience day as a birthday present and didn’t actually want to do it! But you know, by the end of the day she was absolutely beaming.’

The guy certainly has a unique style of instructing. It’s like being taken out on a driving lesson by your big brother, with a lot of smiles along the way – but when it comes to the stuff that matters, he’ll make sure you’re in safe hands and that you’ll have learnt from it all by the end of the day.

Most instructors will tell you that people learn better when they’re having fun. Well, having fun is dead easy when Jim’s your instructor. Which must mean that if you want to learn well, Explore OffRoad is an easy place to do it.

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PRODUCTS

TUV APPROVAL FOR IRONMAN SUSPENSION Road-legal status guaranteed for kits to suit most one-tonne pick-ups IRONMAN 4X4 HAS GAINED formal approval for a range of suspension kits designed to fit almost every pick-up truck currently on the market. The Australian off-road specialist says it is the first aftermarket suspension company to be given approval by Germany’s TÜV Nord and Federal Motor Transport Authority (KBA) for these products.

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Ironman, which is imported to the UK by West Coast Off-Road Centre, spent more than 18 months on meeting the German organisations’ testing standards.

Having done so, it now says that the certification covering these products provides conformity with all national and international road laws – meaning they can be legally installed on road-going vehicles wherever you live.

That’s no small matter as Ironman’s kits are sold in more than 160 countries worldwide and used as original equipment by a number of manufacturers.

Ironman’s lift kits typically add 40-45mm (around 1.5”) of suspension height. Unlike many suspension manufacturers, the company offers an extremely wide range of options, giving customers a choice of comfort, performance and constant-load springs and gas,

foam cell and foam cell pro shocks.

In addition to one-tonne pickups, the kits are also available for the current 150-Series Toyota Land Cruiser, which is the model currently offered by Toyota’s official UK importer. The full applications list is shown in the panel on this page – for further information, go to www.ironman4x4.com, or visit West Coast Off-Road Centre at www.westcoastoffroad.co.uk.

APPLICATIONS LIST • Toyota Hilux • Toyota Landcruiser 150 • Isuzu D-Max • Mitsubishi L200 • Nissan Navara NP300 • Ford Ranger • VW Amarok • Mercedes X-Class • Fiat Fullback • Renault Alaskan

PICKUP & 4X4 PRO 30/07/2018 12:31

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Since 1958

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16/4/18 4:09 pm

PRODUCTS

SUPERPRO ARMS GIVE SUSPENSION CONTOL

Adjustable upper front control arms for Ranger, L200, Navara, Hilux and BT-50 PICK-UPS ARE UNDOUBTEDLY the most versatile vehicles in the world. They are used for a huge range of purposes, from day-to-day on-road commuting and transport to tough off-road load carrying.

Manufacturers aim to develop a truck that will be able to cope with whatever situations may be thrown at it, but this will always include compromise. But each truck is used differently, and SuperPro’s suspension products are designed to help you get the most out of your pickup and make it fitter for purpose.

In recent issues we’ve been detailing SuperPro’s roll-out of its suspension performance programme for pick-ups. This includes a range of upgrade components that not only increase the effectiveness, efficiency and operation of a vehicle’s suspension, but provide greater longevity, improved handling and, in some cases, aesthetical enhancement too. We’ve shone a light on their easy lift kits, greasable leaf spring shackles and rear anti-roll bars. This month’s product from

APPLICATIONS LIST • Ford Ranger PX/ Mazda BT-50 • Ford Ranger PXII/Mazda BT-50 • Mitsubishi L200 ML/MN • Mitsubishi L200 MQ • Navara D40 • Nissan Navara NP300 • Toyota Hilux KUN26/GGN25 • Toyota Hilux GGN/GUN

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SuperPro’s ever-increasing range of upgrade parts for pick-ups are its innovative adjustable upper front control arms.

To overcome and compensate for alignment issues due to a change in ride-height, fitting alternative suspension components, or changes caused by excessive wear, SuperPro’s adjustable upper front control arms allow for more accurate wheel alignment and give increased clearance and articulation between the arm and the strut when the suspension is at full droop.

The arms feature a ball joint that can be adjusted after fitting the arms to the vehicle. This allows various degrees of caster and camber to be dialed in so the suspension geometry can be corrected in line with manufacturer settings. The benefits of being able to achieve this accuracy includes reduced tyre wear, increased grip and the correct level of steering performance.

The arms are supplied pre-fitted with market-leading SuperPro polyurethane bushes. Consequently, suspension performance and component longevity are enhanced. If further caster and camber adjustment is required, this can be achieved by fitting a set of SuperPro’s alignment correction

bushes to other locations on the vehicle. Their offset centres, combined with the adjustment of the ball joints, provide owners with the ability to correct most caster and camber issues.

SuperPro points out that when changing ride heights, depending on the design and capabilities of the standard suspension components, vehicles should not be lifted more than 50mm. Over this height, other factors such as the length of brake lines, the angle of the driveshafts and the centre of gravity must be taken into account.

SuperPro adjustable upper front control arms are manufactured with high quality steel. They are designed to directly replace the OE standard items and therefore installation is a straightforward and simple procedure.

Applications are available for the UK’s most popular pick-ups manufactured by: Fiat, Ford, Mazda, Mitsubishi, Nissan and Toyota.

For further information on all SuperPro products and for a list of stockists, you can contact SuperPro Europe by calling 01823 690281, e-mailing info@superproeurope. com or visiting their website – superproeurope.com.

PICKUP & 4X4 PRO 30/07/2018 12:33

 

               

                   

            

          

        

   

  



          

ROD CT

ER- TRENGT ROM TEC CANO E

Heavy-duty African-built aluminium truck tops imported to Britain by APB

BUSHTECH’S ALUMINIUM CANOPIES, which the company says are ‘built in Africa to take on the world,’ are available in the UK to fit a wide range of pickups. The company 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.’

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.

‘Africa will either make you or break you,’ says Bushtech. ‘As avid overlanding enthusiasts ourselves, 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 for a one-of-a-kind, customisable aluminium canopy that is easy to use for everyday activities and

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fully kitted out for overland trips, without compromising on 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.

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 UVstabilised, powder-coated frame and doors are standard features on all canopies, and the doors have a reinforced bracing to prevent flexing. Despite weighing only 70kg, Bushtech says the canopy can also act as a roll bar, providing an element of safety if your vehicle goes over and shrugging off tree

hits on tight off-road trails without sustaining the damage you’d expect a moulded unit to suffer.

Another kind of strength comes in the units’ ability to keep dust and water where they belong.

The canopies are equipped with a pressure equalising vent to neutralise any negative pressure in the rear of the load box, helping to

keep dust out, and the door hinges are seamless and continuous – preventing water and dust from entering when they are opened.

As well as being built to cope with Africa, Bushtech’s canopies are designed to do whatever you want of them, whether that means installing false floors or mounting up a roof tent. APB has a wide range of tables, side cupboard and other accessories available which clip easily into position, allowing you to instal and remove items quickly and without the need for any drilling. Perfect for use by electricians, plumbers and farmers as well as for outdoor activities such as camping, off-roading and overlanding. ‘In minutes,’ says Bushtech, ‘you can go from an empty canopy to a canopy full of all your gear.’

As well as the canopies, APB offers a wide range of Bushtech accessories including 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 on the market. Check them out at www.expeditionequipment.com.

PICKUP

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PRODUCTS

XS 4X4 IMPORT RIVAL ADD-ON OR AMARO

Russian Rival bash plates and accessories available in the UK for VW truck XS 4X4 IS NOW OFFERING a new range of Rival protection equipment for the Volkswagen Amarok. This includes front are rear bumpers and side steps as well as a roof rack and hidden winch mount.

The Russian company, which specialises in fabricated items, has long been known for the extraordinarily wide range of underbody bash plates it makes.

This includes existing fitments for the Amarok – which are fully compatible with its heavy-duty front bumper.

The bumper weighs 46kg with LEDs installed and is fully certified for compatibility with the Amarok’s airbag system. It can be used to mount winches with a capacity of up to 12,000lb, and even includes a number plate holder allowing access to the winch.

If you don’t want to go the whole hog, however, Rival’s hidden winch bracket keeps the vehicle’s frontal appearance as standard as possible while still allowing you to mount a winch of up to 11,000lb. Made from 6mm steel, it adds 14.3kg to the front of the vehicle.

At the back, the rear bumper weighs 36kg with LEDs and

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provides the same level of heavyduty protection as the front unit.

It’s not designed to carry a winch, however – though it can be used with a 50mm towball, with a maximum trailer weight of 2500kg and nose weight of 100kg.

In between, the new side steps are made from 63.5mm steel tube with a 1.5mm wall. The steps weigh 40kg, with their fittings adding another 64kg, which says something about how solid they ought to be once fully bolted up.

Pleasingly, the new roof rack is a lot lighter at 15.6kg. Obviously, this isn’t an accessory you’ll be looking to throw in with the others unless your work or play requirements point you in that direction, but if you need to carry stuff up top it has plenty of strength and capacity without being bulky or unduly prone to getting battered by trees.

Rival kit is getting ever-more popular in the UK, and as the list of applications gets ever longer that’s not looking likely to slow down. To see what the company can do for you, whether you own an Amarok or not, pay a visit to xs4x4.parts.

PICKUP & 4X4 PRO 31/07/2018 11:54

PRODUCTS

NE RANGE-TO NG SNUGTOP CANOPY

Latest updates make agship pick-up load bay canopy better than ever THE SPORTMAX PRO sits at the top of Snugtop’s specialist

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range of pick-up load bed covers.

In Snugtop’s own words, it’s ‘an

elegant yet practical addition to any truck, blending in with the bodywork and offering more space and security out back.’ Basically, it’s the business.

Constructed as a single piece, the tops are reliably strong, and Snugtop’s state-of-the-art paint system means it will perfectly match every truck’s factory colour.

Further storage is added with the roof rails, and the plethora of accessories for them include bike racks and ladder mounts.

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

Meanwhile, the side windows pop out and a protective neoprene layer covers the bed floor –

which are both great additions if your truck bed is ever used for transporting animals.

The LED lighting might again be useful here, although it is LED lighting, so when isn’t that useful?

Cnetral locking adds not only security but peace of mind, too, so you know that if your truck’s secure, so’s all of the gear in it.

The result is a fantastic hardtop on all fronts, that betters the on that it replaces in the Snugtop range – which was a very wise choice in the first place. To satisfy any remaining curiosities about the Sportmax Pro check out www. snugtop.co.uk.

SEPTEMBER 2018

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NEW VEHICLES PRODUCTS

ONCE, TWICE, THREE T ME AN A T Third BFGoodrich all-terrain come to the UK MUD-TERRAINS COME AND MUD-TERRAINS GO, but for almost four decades BFGoodrich has been the name behind the Mud-Terrain. And now the company has launched its new Mud-Terrain T/A KM3 – the thirdgeneration version of a tyre which has become a ‘Hoover’ brand in the world of off-roading.

With the arrival of the KM3, BFG says it has ‘introduced technologies that further improve climbing, traction and toughness in the mud and over rock.’ The company promises a five percent overall improvement in traction on soft ground compared to the old KM2, thanks to ‘mud-phobic’ bars on the tyre’s shoulders which aid self-cleaning by ejecting compacted material.

They’re aided in this by the tyre’s ‘Terrain-Attack’ tread pattern, whose large blocks are designed to grip on to hard ground, or bite into softer surfaces, whatever the approach angle. BFG says the tyre’s compound makes it eight percent more

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effective than the KM2 over rocks, with a ‘Linear Flex Zone’ designed to wrap around hard surfaces when running at low pressures.

Performance over muddy and rocky surfaces alike is aided by notches in the tyre’s shoulders, which flow down into a ‘TractionArmor Sidewall Sculpture’ whose reinforced structure helps prevent damage to the most vulnerable part of the carcase. The sidewalls themselves are now an astonishing 27% tougher than the previous model’s, thanks to BFG’s CoreGard Max technology – as used on its Baja T/A KR3 desert-racing tyres – which helps prevent splitting or puncturing, with increased thickness to protect the ‘critical sidewall failure zone.’

BFGoodrich says the KM3 ‘was designed to conquer the toughest off-road challenges with extreme sidewall protection, pinch shock resistance and chipand-tear resistance on gravel.’ But just as importantly, it also offers ‘solid street performance and acceptable on-road noise levels for the drives to and from the trail.’

‘The KM3 tyre is designed for extreme toughness and traction and is essential equipment for serious off-road enthusiasts,’ says BFG general manager Harold Phillips. ‘Whether simply driving for off-road fun, or the extreme capability to access outdoor activities, this tyre was made to take drivers anywhere they want to go.’

The KM3 is currently in the middle of a phased launch which will ultimately see a total of 42 sizes available, 21 of them new,

by January 2019. Not all will be available in the UK, however at the time of writing there are ten listed on the company’s UK website. To stay abreast of developments, the website in question is waiting for you at www. bfgoodrich.co.uk.

PICKUP & 4X4 PRO 31/07/2018 11:55

D-MA NE

PRODUCTS

N TMAN T EDDER

Pedders’ suspension kit on the tricked out double-cab disguises the lift and preserves factory ride quality

Brake Disc Conversion Ad - April 2018 - PRINT.pdf

1

WE DROVE THE D-MAX HUNTSMAN in the last issue and we were more than impressed with it.

One of the most impressive things about it was the way it handled. It didn’t feel like a pickup that had been lifted and had drawers fitted in the truck-bed.

Before getting behind the wheel, we were expecting a big change in the handling dynamics.

But the Huntsman surprised us in a very, very positive way.

Lifting a vehicle by and inchand-a-half without damaging the character of the ride and handling really takes some doing. Truth be told, if there was a difference it was too subtle for us to 06/04/2018there 16:40 pinpoint it.

DISCOVER REAL STOPPING POWER

This wasn’t the first time we’ve driven a truck with Pedders suspension. A while back we ran an old Land Cruiser fitted with Pedders suspension, and we hold it in the highest regard.

Once again, it performs admirably on the Huntsman. The vehicle’s weight – which has been added to – is well controlled over sharp bumps and broken surfaces.

You can even chuck the truck around in the corners without feeling as if it’s going to get messy.

So, what has happened here is that with the Huntsman, Isuzu offer a truck that lets pick-up drivers have their cake and eat it – all thanks to the magic of the Pedders suspension.

BRAKE KITS

C

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CM

MY

CY

CMY

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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

SEPTEMBER 2018

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NEW VEHICLES 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 survive in the harshest conditions that would destroy other vehicles. It

makes sense, then that it’s the 4x4 of choice for the UN, NGOs, mining corporations and military forces around the globe – plus

anyone else in the market for uncompromising strength, off-road ability and reliability that is the stuff of legend.

It doesn’t come to Britain, does it? Yes. Not from a Toyota dealer, but from Stamford-based Anglia Vehicles.

‘There is nothing available in the UK for those needing a “real” four-wheel drive vehicle,’ says the company. ‘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

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 52

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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.’

Land Cruisers sold by Anglia are left-hand drive, however they also offer 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.’

‘The cost of these vehicles, too, will come as a pleasant surprise!’ says Anglia.

Even better. Get the wheels in motion by visiting www. angliavehicles.co.uk.

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

PICKUP & 4X4 PRO 31/07/2018 12:10

SP Y N SPECIALISTS

NEWPRODUCTS VEHICLES

Speedliner Europe offer pick-up bed protection for all needs with their range of expert spray-on linings

SPEEDLINER® EUROPE INTRODUCED THEIR UNIQUE SPRAY LINER – Speedliner Euro HS® back in 2011. As well as offering more strength, toughness and durability, the HS spray liner also has a significantly quicker drying and curing process than other compounds.

This new spray-liner has proved popular and has helped the network grow, as Speedliner® has continued supplying it to an ever increasing number of dealers and applicators in the UK, Europe and across the world.

Speedliner Euro HS® provides a thick and especially tough, hard rubberpolymer coating. There is no loss of load space with the spray-on liner which will protect the truck’s load bed from rust and corrosion and, being a highly resistant polymer it won’tt crack on you or warp over time.

The bed-liner’s textured finish provides a practical and grippy anti-slip surface for load carrying that is also very easily washable. A selection of unique aesthetic finishes are also available, with customers able to request unique colours should one of the twenty five options already available not fit the bill.

Aside from the Speedliner Euro HS®, Speedliner Europe Ltd. also offers their Speedliner Euro HC® (Hygiene Coat) option. This spray-on liner is the first and only long life, active anti-bacterial, anti-microbial spray liner Quarter Page Truckbed AD 2016.indd 1 13/01/2016 coating available for vehicles of all types in the UK and Europe, offering 21st Century vehicle hygiene control.

Tyres cheap. Not cheap tyres!!

Speedliner Euro HC® is very often requested for applications to pickup trucks that may carry police, security services and other high value specialist working dogs. This is as well as for many other specialist animal services, where the liner gives the carrier vehicles an extra level of hygiene protection and bacterial cross contamination prevention – not to mention peace of mind.

In testament to the quality of the Speedliner products, a batch of Mitsubishi L200s driven by the RNLI utilised the Speedliner’s truckbed protection. To help the truck cope with the demands of life on the beach, the Speedliner Euro HS® was selected to protect against rust and corrosion that coastal conditions can encourage. The 11-strong fleet at PerranporthBeach in Cornwall put their truck-beds to the test, with daily life including the carrying of equipment and lifeguards across the beach.

On average in the summer, each truck will launch watercraft into the water five or six times a week which could destroy the underbelly – not with the Speedliner Euro HS® liner, though!

Speedliner Euro HS® is now applied by over 130 authorised dealers M a in s u p p lie r o f and applicators across the continent. This list is one that includes many a n d a ll m a jo r 4 x 4 t y r e s specialist vehicle companies that range from bespoke coachbuilding companies, specialist conversion experts and numerous automotive bodyshops all over the UK. Specialist vehicle suppliers to the Ministry of Defence have chosen Speedliner products, – as well as health service trusts, utility services and countless local authorities.

Groundcare • Car • ATV • Tubes • Mobile Tyre Fitting If you need protection for your loadspace, whether that’s on a pick-up Puncture Equipment & Repairs • Four Wheel Alignment or 4x4, then what are you waiting for? Visit Speedliner Europe’s website to find out more about how their spray-on bed liners can not only protect, Durrants Farm, Rushlake Green, Heathfield, East Sussex TN21 9QB but improve your vehicle and its loadspace.

Workshop: 01435 830664 Mobile: 07710 372672

RLG Tyres

10:22

OFFICIAL STOCKIST

Email: chris@rlgtyres.co.uk

www.rlgtyres.co.uk

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SEPTEMBER 2018

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PRODUCTS

PROTECT AND REFINE O R C ED

Rhino Lining’s spray-on liner preserves, protects and improves your truck-bed RHINO LININGS has a network of over 2000 authorised global application centres – including here in the UK, where the company is continuously expanding. With its head office in Nottingham, Rhino Linings’ British arm is a growing network of applicators itself – all of whom can apply a top-quality spray-on lining to your vehicle, be it personal, commercial or agricultural.

The Rhino lining is just suitable for your truck’s bed, it can also protect its grille guards, bumpers and rocker panels. Once applied, a Rhino lining offers your truck increased longevity with increased

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resistance to corrosion and chemicals and decreases the likelihood of the treated areas becoming scuffed and scratched..

A truck-bed with a Rhino lining isn’t only tough it is more refined, too, offering a grippier surface to stop cargo sliding around and is impact resistant decreasing the liklihood of damaging it in transit.

For the driver’s benefit, the lining also deadens noise from vibrations and impacts out on the road.

Rhino Linings UK has stateof-the-art application facilities and also 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 Coach Works Ltd covers all Rhino Linings work in the Bristol region.

As the lining is so diverse, Rhino is growing continually on a global scale too, with more applicators and distributors offering specialised formulations,

comprehensive system package and practical experience alongside professional support than ever before. Drivers from all sectors are entrusting Rhino Linings to protect both their pride and joy, their play thing and their trusty workhorse.

The lining costs £499 plus VAT – a price which includes all of the preparation work on your vehicle before the full application takes place. Whether you are a driver thinking about protecting your vehicle or a you feel that joining Rhino Lining’s thriving UK network is the next step for your business, everything you need to know is at www.rhino-linings.co.uk.

PICKUP & 4X4 PRO 31/07/2018 12:21

It doesn’t matter when – or where.

Earn the title ‘Driver Enough’ when you drive on our tyres. #DriverEnough BFGoodrich.co.uk

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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