Mitsubishi Triton 2.4 Di-DC Double Cab facelifted

What’s in a face?

Take the facelifted Triton. The nose has changed. So, new face. You either love it, or hate it.

Otherwise there is much to love about the Triton, with a nose job.

Mitsbishi Triton T2.4L DI-DC A/T 4X4

At the very least a car’s face tells us something of the intentions or plan for the car. It it a puppy dog or a bulldog?

Mitsubishi claims “The new face incorporates the new-generation “Dynamic Shield” front design concept. The high hood line and beefier-looking headlights located higher up give the new model a more powerful and imposing frontal appearance.” Moving on…

The Triton has their MIVEC DOHC Intercooled Turbo Diesel with Common Rail Direct Injection producing 133kW@3500rpm and 430Nm@2500rpm using a new 6-speed A/T box.

Mitsubishi claims 8.3L/100km for the Combined Cycle.  I got 9.8L/100km.

The other big news is the new 6-Speed Automatic Transmission with Intelligent Shift Control, delivering the optimum balance of engine power, fuel economy and interior quietness with smooth acceleration at low engine revolutions. The latest version Super Select II 4WD system has an Off-road Mode available on the automatic transmission derivatives. The Off-road mode has GRAVEL, MUD/SNOW, SAND and ROCK (in 4LLc only) settings for improved traction on different road surfaces. This system is possibly the best there is. If you get into trouble you also have a rear diff lock. Triton is rated to tow a braked trailer of 3100kg.

The 4H drive mode distributes torque in a 40:60 ratio between the front and rear wheels via a Torsen limited-slip device for safer on-road driving in slippery conditions such as gravel and wet roads.

Mitsubishi’s unique Super Select II 4WD system offers four different drive modes for improved driver control and passenger safety. The 4H drive mode distributes torque in a 40:60 ratio between the front and rear wheels for safer on-road driving in slippery conditions i.e. dirt, gravel and wet roads. 4HLc (4WD High range with CD locked) distributes torque equally between the front and rear wheels for improved traction on sand, dirt and slippery surfaces like snow. 4LLc (4WD Low range with CD locked) provides greater torque for extreme off-road conditions.

I personally like the interior and the way the Triton just works, design wise (let’s leave the nose out of it) and technically.
“The new Triton is engineered to be tough and looks the part,” says Nic Campbell, General Manager of Mitsubishi Motors South Africa. “We are confident that the upgraded version will build on the popularity of the original Triton and the 40 years of development of this iconic pick-up.”

From the gear selector to the brakes, the steering – all the elements have been honed to be spot on. A more pleasant bakkie to drive will be hard to find.

The Triton has no less than 15 active safety and driver assistance systems, too numerous to mention. Suffice to say it’s got everything you want.

A high-quality look is created with soft pad materials and stitching on the floor console, armrests and parking brake. Functions include tilt and telescopic adjustable steering column with multi-function leather steering wheel with audio and cruise control, to dual-zone automatic air-conditioning and chromatic rear-view mirror.

The electrically adjustable driver’s seat allows you to get comfortable behind the wheel. The other seats are all comfortable and there is adequate legroom at the back.

Also look at the Isuzu D-Max, Mazda BT-50, Nissan Navarra, Toyota HiLux, GWM Steed and Ford Ranger.

The 2.4L DI-DC M/T 4×2 costs R509 995, 2.4L DI-DC A/T 4×2 – R529 995
2.4L DI-DC M/T 4×4 – R569 995 and 2.4L DI-DC A/T 4×4 – R589 995.

Triton is covered by a warranty of 3 years or 100 000km and a 5-year / 90 000 km Service Plan.

The manufacturer’s warranty is for 3 years / 100 000 km. Road Side Assistance is for 5 years with  unlimited mileage. The service plan is for 5 years or 90 000 km. Service Intervals: Every 10 000 km.

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Haval H9 reviewed

Be prepared to be surprised with the new big SUV from Haval.

Haval H9 2.0 Petrol 4WD Luxury

The H9 2.0 Petrol 4WD Luxury from Haval breaks new ground in our market. It is an apparently tough offroad capable, luxury seven-seater, real SUV with all the bells and whistles you could wish for. Let’s say it immediately. The H9 is by far the best Chinese vehicle I have ever driven. If it had a Toyota or Hyundai badge it would already be selling hundreds of units a month possibly. It really is that good. Watch this space.

I predict that in five years Haval will have the brand recognition and cachet which Hyundai so richly deserves and enjoys now. Already the H9 outperforms the Sant Fe in some areas, bearing in mind that the new big one from Hyundai has moved upmarket and grown a bit in size.

Competition for the Haval H9 is divided into two camps. Those with real 4×4 capability and softroaders.

Haval H9

The real offroaders include the Suzuki Grand Vitara, Jeep Grand Cherokee, Toyota Prado and Fortuner, Ford Everest, Mitsubishi Pajero Sport and Isuzu mu-X.

Softroaders will include the Kia Sorento, Toyota Rav4, Discovery Sport, Nissan X-trail, VW Tiguan Allspace, Peugeot 3008 and Volvo XC60 AWD.

Looking at the list you can see that the competition is stiff in this segment, so value-for-money will be key.

Viewed from a little distance the H9 looks a bit like a cross between a Land Cruiser and a Patrol, so it looks the part, but it is technically more like a Fortuner. It is a big car but not out of proportion, more fit for purpose.

Haval H9 2.0 Petrol 4WD Luxury interior

Inside the Haval is impressive. The leather front seats offer both heating and cooling and are electrically adjustable, the driver’s eight ways. It is easy to set up a really comfortable driving position. The dash is well equipped and laid out, with an eight-inch touchscreen with satnav, personalisable LCD instrument cluster, three-way climate control and a good sound system. The drive mode controls are on the tunnel between the seats. It has a long list of standard features in both the luxury as well as safety departments. All-in-all an impressive cabin with high perceived quality levels.

You may wonder, can a Chinese brand deliver high quality? Well, Haval is part of GWM which sells a million vehicles a year and their Steed bakkies have been holding up well locally without many complaints from owners. They have around 35 dealers in place already and the list is growing rapidly. In the Cape they have dealers in Malmesbury, Claremont, Goodwood and Cape Gate.

The H9 only comes with a 2.0 L direct-injection turbo-petrol engine delivering 180kW and 350Nm through an eight-speed ZF gearbox and a 4×4 system with eight modes. Borgwarner provides the transfer case, Eaton the limited-slip differential and Bosch the electronic stability control system. Pretty big names backing the off-road performance. It is a pity they do not offer a turbo-diesel variant.

Haval H9

Expect fuel consumption of just under 12 L/100km unless you are off-road when all bets are off. The car is relaxing to drive due partly to the good driving position but also the good marriage between the drivetrain and engine. The H9 will make a Grand Tourer, especially if you are going to the game parks and wilder areas. On highway she just steams along happily at the legal limit.

Safety is taken care of by a full complement of active and passive safety systems.

If value-for-money is important to you, the H9 should be on your shopping list if you require real off-road capability.

For peace of mind the H9 comes with a five year or 100 000 warranty. The five-year or 60 000 service plan and a long and complete list of features is included in the R599 900 list price.

Originally published in AutoSold.

Ford Everest 3.2 TDCi Limited 4×4 6AT

Ford Everest 3.2 TDCi Limited 4×4 6AT

The beast from big blue. Revisited

Ford Everest Ltd

Ford Everest Ltd

The model we tested has huge 20″ tyres which may slightly inhibit you in rough terrain. I drove it on soft sand and on a muddy Helderberg 4×4 trail and experienced some slipping on the steep wet sections due to the highway orientated tyres and the, in my opinion, too low profile tyres. But I could go anywhere and with the right tyres, effortlessly.

The engine is the same one as in the bakkie and pushes out 147kW of power and 470Nm of torque. The terrain management system lets you shift-on-the-fly to maximise traction and stability. With 225mm ground clearance, 800mm wading depth, low range and the electronic locking rear differential, going anywhere is just the push of a button away. The system automatically transfers torque between the front and rear wheels with the most grip to provide maximum traction on and off-road.

Ford Everest Interior

Ford have put in Pull-Drift Compensation technology which measures the driver’s steering input, adapts to changing road conditions and helps compensate for slight directional shifts caused by factors such as crowned road surfaces or steady crosswinds. This together with the Watt’s linkage suspension and a silky smooth gearbox makes for an extremely competent ride. Much better than the bakkie, especially on fast gravel roads.

To get a better picture of this slightly bigger car I got my wife to drive it a bit. Here is what Danita has to say:
When I first set eyes on this vehicle I was quite intimidated by its bulk, so my immediate response was a bit on the negative side. I have made up my mind that this was a perfect example of the car that I would NEVER buy.
I nevertheless looked forward to a morning drive on sand, followed by a bit of 4×4.
We started to take pictures and the monster turned out to be quite handsome…beautiful lines and well designed. It stood there…a good height from the ground…proud and ready to please. The word “capable” is such an understatement!
Sooo…I decided to be bold and take it through it’s paces on the Helderberg 4×4 trail, come hell or high water. Well, during the past week it really was hell and high water, which made it….challenging for me and the beast.
I change my tune…I really stand in awe of the sheer power, willingness and capability of this lovely vehicle. It is such a pleasure to drive and not for one moment did I feel scared or in a panic…this was an adrenaline dream!

Ford claims 8.2L/100km but I was getting 10.8, so with its 80 litre tank it has a range of about 750km. Not bad for a vehicle of this size and with this power. It is rated to tow up to 3 tons braked and 750 kg unbraked.

The SUV is loaded with adaptive cruise control with collision warning, pre-collision detect, active park assist and a blind spot information system, not to speak of the automated lights and wipers. Its all top class stuff.

The car has front seat warmers, and seats which fold flat right to the front seat, which would make a great bed in lion country. Something you can’t do in the Fortuner with its silly fold-up third row seats.
Ford’s SYNC® 2 infotainment system has active noise cancellation, Bluetooth and all the goodies you would want in such a system.
Oh, there’s a 230 volt inverter too.

The Everest as tested is R698 900. The moon roof is an extra R10 360. The base model costs R459 900. The top model starts at R706 900.  For both models the warranty is 4yr / 120 000km and comes with a 5yr / 100 000km service plan.

Ford Everest Ltd

Ford Everest Ltd

The Ford Everest and Toyota Fortuner are  very different. In town and on the road the Everest completely outboxes the Fortuner, but meets its match off-road. I think the Everest takes it.
Also look at the Fortuner, Mitsubishi Pajero Sport, Suzuki Grand Vitara, Jeep Cherokee, Kia Sorent and Hyundai Sante Fe (the latter two not offering low range).

 

Ford-Everest-Ltd-nose

Mitsubishi Pajero 3.2-litre 16-valve DI-DC review

Mitsubishi Pajero 3.2-litre 16-valve DI-DC

The evergreen “Pagy” has been with us a long time, winning the Dakar 12 times along the way. The fourth generation Pajero was launched in 2006, but is more of a revision of the third generation which was launched in 1999. It is tough, robust and can really go anywhere.

Mitsubishi Pajero SWB

The Pajero comes in two sizes. The first one we are reviewing is the smaller Short Wheel Base version with two doors. This makes it very wieldy, but access and the view from the back seats is an issue. The boot space is tiny. Think of it as the true successor of the WWII jeep. Just much more capable, better equipped and luxurious.

In 2015 the Pajero was updated with a new front fascia with a revised grille, LED daytime running lights and a new spare tyre cover as well as infotainment system. A thorough facelift which brought it up to date.

Pajero LWB leg-room is generous

The highlight of Pajero is the Super Select 4WD system, which means you can leave the Pajero in 4WD mode all the time if you wish. Activating the Pajero’s high-range four-wheel drive leaves the differential open so that the car can be driven on all surfaces. You can also select only the rear wheels, locked 4×4 high range or low range. The rear differential can be manually locked at the push of a button.

With 235mm of ground clearance, a 700mm wading depth, 36.6/25 degree approach/departure angles, and wheels with excellent articulation you get a virtually unstoppable machine. The front end features independent suspension with a double-wishbone coil spring and stabiliser bar. The rear features independent suspension with a multi-link coil spring arrangement with stabiliser bar.

You’d need to be doing something silly to get into trouble with the Pajero off-road, such is the system’s competence.

Pajero interior

The Pajero remains a favourite with caravanners and boaters with its 3000kg tow rating (with electric brakes, 750 kg unbraked), which is more than enough to tow a fair-sized van or boat for weekends away.

The interior is just right and is fully equipped. The dash has been upgraded and now offers a cluster above the infotainment system with a dot matrix display that incorporates the trip computer and four-wheel drive information. The speedometer and tachometer cluster features drivetrain information, along with the vehicle’s vital running status.

This Pajero is great for cruising and brilliant in sand, over rocks, whatever you throw it at.

For  R689 900 you get the car and a 5 year 100 000 km maintenance plan as well as a 3 year 100 000 km warranty. But:

Mitsubishi holiday promotion here.

Mitsubishi Pajero LWB

The normal or Long Wheel Base 4 door version is such a pleasure to go on tour with. You can throw anything at it, and it will just simply shrug it off. It is slightly old school, but in the best possible way.

The ground clearance is also 235mm, and the rest of the specs just like the SWB model.

The lights have been updated and it now has rear parking camera and sensors. The infotainment system has been brought up to date with inter alia Bluetooth and Handsfree Voice Control integrated into the Pajero’s multi-function steering wheel.

Mitsubishi Pajero LWB facelifted rear

I think the LWB  model is the one to get.

A completely new Pajero is expected later in 2018.

Get the latest prices here.

See review off-road in 2015.

Bass Lake 4×4 training

Bass Lake 4×4 training

Bass Lake 4x4 driver training

Bass Lake 4×4 driver training

04:45 N2 to Cape Town International.

What am I doing at this time on this road?

09:45 Boma, Bass Lake with coffee in hand. Jimny’s waiting outside. Ahh, now I know why.

Keep two wheels on the ground

Keep two wheels on the ground

Alan Pepper is a good instructor, but he is an even better story teller.

He has fairly strongly held views on matters off-road which I for the most part agree with. He gave us some really good advice and a solid theoretical grounding in 4×4 principles.

Then he let us loose on the very varied training ground, always on hand to show, to explain, to guide.

Alan has a fleet of 3 manual Jimnys and an automatic Grand Vitare.

We took turns getting the basics right and learning to read the road before lunch. That Malva pudding alone is worth the trip to Bass Lake.

After lunch the ten of us tackled the more adventurous section.  There are one or two inclines which I would have been inclined to avoid on my own. Not with Alan around. What a day.

One piece of good advice: “Drive the back wheels”.

Ooops. Getting it.

Ooops. Getting it.

Kyleigh Smith, Suzuki Auto SA’s PR Co-ordinator did a great job behind the scenes. Thank you Suzuki.

Speaking of which. Those Jimnys are great vehicles. Simple, solid engineering. The right stuff.

Ranger 3.2 TDCi Double Cab XLT AT 4×4

Ranger 3.2 TDCi Double Cab XLT AT 4×4

Ranger 3.2 TDCi Double Cab XLT AT 4×4

We tested this bakkie before in 2.2 and 3.2 guise but I have to say this facelifted version is even better. Ford has really pulled out all the stops to improve an already good vehicle. The interior sets the standard for the bakkie sector.

You can move effortlessly between 2WD and 4WD high mode or low mode with what Ford calls Shift-on-the-fly. It waltzes over any obstacle effortlessly.

I really like the e-Locking Rear Differential, ESP braking system and the clever underseat storage.
The big turbo diesel puts out a massive 470 @ 1500 – 2750 and achieves a claimed 8.6L/100km. I got just over 10L/100km.

It is a pleasure to drive on and off-road. It has the power. To do almost anything… a bakkie should.

There are a number of trim and equipment levels to choose from

Base – Fleet workhorses: manual windows, vinyl flooring, no ABS or air-con
XL – Mid-level: ABS, ESC, radio with bluetooth, electric windows
XL plus – Heavy duty: like XL but adds 4×4, dual batteries, expanded wiring harness, 17” wheels and AT tyres
XLS – With instrument panel incorporatingSYNC® with a CD player and Bluetooth.
XLT – With even more goodies for the leisure market, and dual colour 4.2-inch TFT screen.
Wildtrak – Top of the range is our equivalent to the Raptor in the bigger US Ford bakkies.

The Ford Ranger and Toyota HiLux are somewhat different but they are equals. One does some things better than the other and vice versa.

I personally prefer the Ranger above the HiLux.

The bakkie as tested costs R570 900

Ford Ranger XLT TDCi 3.2 Auto

Ford Ranger XLT TDCi 3.2 Auto

Toyota HiLux 2.8 GD-6 4×4 Raider review

Toyota HiLux 2.8 GD-6 4×4 Raider

HiLux is dead, long live HiLux. The king of the bakkie world is back with a bang.

Toyota HiLux 2.8

Toyota HiLux 2.8

The latest HiLux is a big improvement over the previous model in almost every way, but especially in the important aspects like ride quality, handling and fuel consumption.

My wife, Danita, was impressed by how much better the ride is of the new HiLux. She says it does not feel like a truck anymore. She could even see over the bonnet.

“What I really liked was the smoothness of going from wet muddy conditions onto gravel, thick sand and the brutal climbing power in very windy conditions on the slippery slopes of the mountains above Kleinmond! I really like it’s versatility … a stylish loyal workhorse clad in an elegant suit.  I felt safe inside,  protected by the powerful engine and strong body. I have never been quite so relaxed during a 4×4 trip in challenging weather conditions!”

HiLux_2.8-dashVisibility is good for a double cab. The whole aspect of handling and control has been taken to a new level and is now much easier and you feel more in control. Although it is substantially bigger it doesn’t feel clumsy or vague to drive.

HiLux is selling very well, so it must be ticking the right boxes. I thought the Toyota engineers have done a good job of refining what was in its day a highly competent bakkie.

The new Hilux is available in four grades, from workhorse to Raider with SRX in the middle. There is also a specialist SR spec for the mining industry. In total there are 23 models.

Drive Mode Select (Eco and Sport) with iMT

The gearbox is really good. Toyota is using an intelligent Manual Transmission (iMT) on top models.  iMT effectively incorporates rev-matching technology on both up- and downshifts, to provide a smooth drive as well as assisting drivers with smooth take-offs.

Using the 4WD change-over switch, the driver can select between 2WD, 4WD and 4WD with low range. The system allows the driver to switch between 2WD and 4WD ‘High’ on the fly, up to speeds of 50 km/h

HiLux_2.8-rear

 

 

 

 

 

 

 

 

 

 

The Active Traction Control system (A-TRC) found in the Land Cruiser family of vehicles is now also fitted to top HiLux models. A-TRC uses a combination of engine torque control and brake pressure modulation to provide maximum traction under most conditions.

Toyota claims 7.1 litres per 100 km. I got just over 8L/100km, making this bakkie light on fuel.  The 2.8 diesel delivers 130 kW and  420Nm from 1600 to 2400 rpm. The 2.8 GD-6 4×4 models allow a solid 3.5 tons of towing capability.

The eighth-generation HiLux, Toyota says is fit-for-purpose. After a week at the wheel that is my overriding impression. They know how to build bakkies having sold HiLuxes since 1969.

Little nitpick niggles

The rear bumper sticks out quite a bit from the body and may snag things especially in the veld butHiLux_2.8-nose also add wind resistance.

The rear legroom is still tight and not as good as the competition.

The infotainment screen and instrumentation is much better than the previous model but has not quite caught up to the Ranger and KB.

The bakkie we tested cost R529 900.

Pricing is as follows: Single cab:  From R228 900 to R 435 900
Xtra cab: From R333 900 to R470 900
Double cab: From R 377 900 to R593 900

There is a 5 year or 90 000 kilometre service plan. The standard factory warranty provides cover for 3 years or 100 000 km, but you can extend it to 6 years or 200 000km for R7 200.

Bear in mind four new bakkies are coming to market in 2016/17. They are the new Mitsubishi Triton and Nissan Navarra as well as the launch of the FIAT Fullback and Mercedes bakkie.

The Ford Ranger and Isuzu KB series are formidable competition. VW Amarok will catch up when it gets its facelift and new engines soon.

Also have a look at the two Steed ranges from GWM. You may just be very surprised.