ATN #418

SERVICE
The Ranger Raptor might be our most expensive participant but it also resists depreciation the best, with Glass’ Guide suggesting it will retain 58% of its value after three
years, though that is a figure the HiLux Rugged X matches. Our other two contenders are new enough that resale data does not yet exist, though the 50% estimation for
the BT-50’s D-Max twin provides some clue.
Mazda offers a five-year/unlimited-kilometre warranty as well as roadside assistance for the same period. Capped-price servicing covers the first seven services
at 15,000km intervals, though the pricing varies depending on the exact distance covered – Mazda’s website provides greater detail. Ford likewise offers a five-year/
unlimited-kilometre warranty and its roadside assistance program extends up to seven years as long as the Ranger Raptor is serviced at an official Ford dealership. The
first 12 services are capped in price with work required every 12 months or 15,000km; the first four are $299 and prices increase from there.
Like these two, Toyota has a five-year/unlimited-kilometre warranty, but as long as you stick to the servicing schedule an extra two years of driveline warranty will be
tacked on, for a total of seven years. The first four services are capped at $250 each but are required at intervals of six months or 10,000km. Toyota also charges for its
roadside assistance program, which starts at $89 per year.
Jeep warranties the Gladiator Rubicon for five years/100,000km and offers a roadside assistance program for the same period, though it will extend this by 12 months
each time the vehicle is serviced at an official Jeep dealership. The first five services are capped at $399 and occur at intervals of 12,000km or 12 months.
Added extras
reduce the
Thunder’s
payload
Top: Both Ford
(left) and Mazda
(right) offer a
five-year/
unlimitedkilometre
warranty
Above
clockwise:
Mazda BT-50
Thunder, Ford
Ranger Raptor,
Jeep Gladiator
Rubicon and
Toyota HiLux
Rugged X. The
Thunder came
out best in the
laden test
LOADING AND TOWING
Those added extras reduce the Thunder’s
payload to 887kg but that is still the best
here and, while it sports a full plastic tub
liner, two tie-down points, an LED work light
and electronic hard tonneau, the latter’s
storage cartridge cuts load length from
1,455mm to 1,240mm and prevents the
tailgate closing when our 500kg payload
test pallet is loaded.
The powertrain doesn’t struggle with
the extra weight, though 4.4 seconds from
20–60km/h is the slowest on test, but the
front-end can feel a little nervous. Attach
a trailer, in this case carrying our Turbo
Taxi, and the Thunder takes 7.3 seconds to
accelerate from 20–60km/h. It pulls well,
even with the extra weight, and the steering
does not suffer to the same degree as when
loaded directly.
Both the HiLux Rugged X and Ranger
Raptor are big old beasts, weighing in
2,316kg and 2,342kg respectively. As
such, their payloads are limited to 734kg
and 748kg, which means our 500kg pallet
and a couple of passengers would have
them very close to their allowable gross
vehicle masses.
The Ranger’s tub is well-proportioned
and wider than the category average, while
also including a 12-volt power supply,
spring-loaded tailgate, load area lighting
and spray-in liner with four tie-down points.
It accelerates from 20–60km/h in 4.2
seconds when loaded, the transmission
shifting well under hard acceleration
but struggling to retain its composure in
normal driving.
The Raptor’s lovely ride quality also
vanishes when laden and it suffers from
poor body control. It is a similar story when
towing; its rear end is not designed for
heavy loads and sags significantly when a
trailer is attached, evidenced by its 2,500kg
towing maximum, though it remains
relatively brisk with a 6.7 second result from
20–60km/h.
The Gladiator should not be the first
choice for those who need practicality. Its
tub has heaps of tie-down options (four
fixed, four adjustable), two work lights and
a spray-in tub liner, but the space is on
the shallow side and the gate width is just
1,260mm. A 620kg payload also hampers
it and, while the engine’s grunt shrugs off
the 500kg pallet, taking just 3.4 seconds to
accelerate from 20–60km/h, its relative lack
of torque makes it trickier on the move and
the suspension pitches forward dramatically
over bumps.
A trailer does not faze it either, with a
benchmark 6.3 second 20–60km/h result,
but the gearbox is a handicap, constantly
holding the engine at 5,000rpm rather than
smoothly shifting to the next year. The
live-axle set-up also does not help, requiring
constant steering input on the move. One for
occasional towing duties only.
When it comes to load lugging, the
Toyota is the clear winner from this group.
The tub is about category average with four
tie-down points and a plastic liner, though
a soft-drop tailgate would be nice at this
price point (it is standard on the GWM Ute).
Acceleration is reasonable with a 4.2 second
20–60km/h effort, but out on the road it
feels balanced, the rear barely dipping when
laden. This excellence continues when
towing, with impressive manners both under
acceleration (7.2 seconds from 20–60km/h)
and in corners.
90 ATN July 2021 FULLYLOADED.COM.AU