ATN #418

in 2014, it has struggled to fulfil the
promise of its costly coil-sprung rear
end, providing neither the expected
agility nor comfort. Happily, the
MY21 facelift makes progress, with a
wide and planted feel. It is quite easy
to park, too.
The steering remains numb but
is well-weighted for more positive
handling and roadholding and there
is a newfound plushness to the
suspension rather than the lumpy,
thumpy ride of old. It does not bother
the Ranger, but the Navara is at last
sorted.
This softness counts against
it when towing, though, with a
doughy steering feel and jelly-like
suspension, and significant
sag when loaded. Aftermarket
suspension upgrades would be well
worth considering if you are using
your Navara for heavy-duty work.
Mitsubishi’s Triton is getting on
in years compared to the latest
offerings but the basic recipe still
works okay: consistent competence
with just enough engineering nous to
keep from falling too far behind.
A tight turning circle and light
controls make it relatively agile at
slow speeds and it almost seems
to shrink around the driver at speed,
with confident steering and ample
grip, though it is noisy.
The suspension is proficient
enough at dealing with rougher
roads and the ESC intervenes gently
when required, but the ride can be
quite bouncy. The Triton performs
well when loaded and absorbs most
bumps but the short wheelbase
hampers it when towing, pitching
into a see-saw motion that is
slightly off-putting.
This shorter wheelbase is of
benefit off-road, making the Triton
feel very nimble. It is also packed
with clever features, such as Super
Select, which allows you to run in
high-range 4x4 on bitumen with the
centre differential unlocked.
It takes a few goes to get the 4x4
system to engage but, once it does,
there are various terrain modes for
rock, gravel, mud/snow and sand,
and the combination of a rear diff
lock and traction control means the
Triton is a fairly capable unit.
Isuzu’s D-Max is similarly good
but not great. The rear diff lock
is a huge advantage compared
to the previous generation but
engaging it unfortunately cancels
the traction control. Wheel travel is
decent and the engine is great, with
plenty of low-down torque, and 4x4
engagement is a piece of cake.
Soft suspension might have
hindered the Navara ST-X when
lugging loads but it works a treat
off-road. It is nice and flexible and
the gearing is also sensational,
allowing the Nissan to crawl down
steep slopes at a snail’s pace.
The heavy steering is a letdown,
however, and the 4x4 system
required a few attempts to engage
in low range, but with a couple
of tweaks the Navara would be a
handy off-road performer.
The Ranger is basically a set of
tyres away from excellence. The
two-litre twin-turbo engine is not
quite as good as the older 3.2-litre
five-cylinder off-road, but there
is still plenty of torque and the
10-speed automatic has a gear for
every occasion.
Compliant suspension, excellent
steering and impressive traction
control allows the Ranger to tackle
most off-road obstacles with ease,
though the side steps can catch
on them.
Just as the Ford dominates
on-road, the Toyota is the king
off-road. The HiLux has firmer
suspension and heavier steering
than the Ranger but its trump card is
its traction control, which is nothing
short of amazing.
The second it feels a tyre slip it
sends drive to a wheel that can use
it. Combine this with sensational
gearing, plenty of engine power,
great engine braking and super
slick 4x4 engagement and you have
a brilliantly effective 4x4, even in
stock trim.
From top: Izuzu
D-Max X-Terrain;
Nissan Navara
ST-X; Toyota
HiLux SR5
Opposite top
and bottom:
Ford Ranger
XLT; Mitsubishi
Triton GLS
FULLYLOADED.COM.AU July 2021 ATN 73