Outback Ute Comparison: Ford Ranger Wildtrak v Mercedes-Benz X250d Power v HSV SportsCat+ v Nissan Navara ST-X v Toyota HiLux Rugged X v Volkswagen Amarok V6 Ultimate
Expensive utes are big business, none moreso than Mercedes-Benz’s X-Class.
We get an inkling of that before we leave Adelaide, a sales assistant launching out of his shop to pore over the 2018 darling of a booming segment.
“What’s it like,” he asks, excitedly.
His interest is echoed throughout our 5000km journey, which began in the southern capital before heading north into the South Australian outback.
Sure, we had six utes in convoy, but from country towns to outback stations it was the Mercedes-Benz turning heads.
The lure of a luxury brand in a market segment that has embraced more features and more refinement is intense.
But this drive is not just about the first luxury ute.
We’ve also brought along some old favourites, including the top-selling Toyota Hilux, now in flagship Rugged X form, as well as the latest Nissan Navara, the car with which the X-Class shares so much
From Ford is the Ranger and Volkswagen the Amarok.
Plus, there’s a new brand in HSV, which has run its engineering talent over the ageing body of a Holden Colorado for more driving excitement.
Our trip begins in Adelaide before heading north into the Flinders Ranges and beyond for a week-long outback adventure.
Ford Ranger Wildtrak
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It may be fresh from a win in our Commercial Car of the Year awards, but the Ranger ought not get too cocky.
Outback touring is a different discipline, one where comfort is paramount, reliability crucial and a blend of on- and off-road competency imperative.
What is currently the top of the Ranger pile (until the imminent arrival of the Raptor) represents solid value. For $61,790 you get a stylish look that incorporates an aluminium roller cover for the tray and 18-inch alloys. The radar cruise control is a nice touch for the procession of caravans we encounter heading north, many lugged by Rangers.
There’s also Apple CarPlay and Android Auto, which provide good connectivity via the 8.0-inch touchscreen, something nicely presented, along with other major controls. The recently announced five-year warranty also adds another two years’ peace of mind.
The biggest oversight is the lack of push button start (it’s key in the ignition for the Ranger) and no reach adjustment to the steering, the latter partially saved by the otherwise great seating position and seats.
While many will limit an outback cruiser to two people, a brief ride in the back seat cements the Ranger as a pleasant place to be, even for adults.
While the interesting seat material (with only partial leather) and faux dash stitching livens things up inside, elsewhere the Wildtrak is old school.
Like the 3.2-litre five-cylinder turbo-diesel, which lacks little for grunt but gives you an aural accompaniment that can be draining as the odo ticks over.
It’s far from offensive, but the Ranger’s engine lacks refinement, something that permeates the cabin at any speed.
That’s a shame, because from city manoeuvres to high speed overtaking it’s an endearing drivetrain, with predictable throttle response and an intuitive six-speed auto.
And, while it’s thirsty on paper, our real world figures showed it was closest to its official figure of all our contenders, drinking 12.2 litres per 100km in a mix of conditions, including plenty of off-road.
Rolling on to gravel for the first time is a reminder of what makes the Ranger such a popular device.
While there’s a firmness that makes its suspension good for towing and hauling, its taut enough to resist decent washouts, one particularly sharp dry creek bed testing its limits.
Yet there’s a suppleness on rough roads that makes it an easy companion, the body beautifully controlled on big undulations.
The extensive development and testing carried out on local roads has clearly paid off for the Ranger.
Our route included some side tracks with challenging spurts, the sort of thing that require careful wheel placement and decent traction; it nails that with its part-time four-wheel drive system and a locking rear differential.
After more than 1000km of dirt the Ranger’s manners weren’t wearing thin.
And popping back on to the bitumen reaffirmed its solid all-round appeal.
The Ranger doesn’t excel in any one area, but nor does it fall flat.
Ford Ranger Wildtrak
Price: $61,790 (plus options and on-road costs)
Engine: 3.2-litre five-cylinder turbo diesel
Power: 147kW at 3000rpm
Torque: 470Nm at 1750-2500rpm
Transmission: 6-speed auto, 4WD
Fuel use: 8.9L/100km
HSV Colorado SportsCat+
The SportsCat means business. You get that as you walk up to it, its chunky off-road rubber and towering ride height evoking some tough truck thinking.
That it wears an HSV badge on its redesigned Holden Colorado nose reinforces how much the market has changed; HSV is known for fast V8s, not go-anywhere utes.
Delve deeper, though, and there’s some solid HSV engineering nous lurking beneath its chunky shape, one topped off with a bulging bonnet.
Peer in through the blackened 18-inch front wheels and there are red calipers, indicative of the AP Racing brake system (on the front, at least; out back are inferior drums so common on utes) that is part of the SportsCat+ pack.
From the moment you roll out of the driveway it’s clear the SportsCat is a very different, er, cat.
The firm, reassuring brake pedal feel is beaten only by the firm ride.
It’s matched by a reassuring response through corners, the more aggressive tuning helping sharpen the Colorado’s responses. The fitment of a stabiliser bar on the rear suspension further keeps things from leaning too much.
But even small bumps are transmitted faithfully into the cabin, jarring through the optional SupaShock suspension that incorporates external oil canisters under the bonnet. The ride is not an issue on the vast, well-made freeways heading north, even working well to cope with big undulations, giving the impression it will rise to the occasion of a load on board.
But once the road surface breaks down there’s a brittle feel to the way it deals with bumps, the jiggling testing patience as the white lines flick by.
That sentiment is amplified once the SportsCat hits the gravel.
On the one hand, it’s beautifully controlled, and on chewed-up gravel roads that have you easing off the accelerator of garden variety dual-cabs, there’s confidence with the SportsCat to build pace, its toughened ride simply brushing things aside.
Chunky Cooper off-road tyres also deflect sharp rocks with the sort of confidence that suggests punctures will be rare (we didn’t get one in almost 5000km).
But corrugations translate to trouble, the stiff legs pattering harshly over the top. It’s not a pleasant place to be after even a few kays; many hundreds becomes punishing.
It seems the car – or parts of it – agreed. The bolts on the plastic cover on one of the “sail planes” worked their way loose, prompting us to remove it altogether.
Later, we broke the brackets that hold the hard tonneau in place, the constant jumping and jiggling taking their toll on the HSV-specific setup. It turns out our pre-production car had early components, the brackets for production vehicles equipped with an extra bolt on either side to resist working loose.
Elsewhere, the SportsCat is pure Colorado, right down to its 2.8-litre four-cylinder turbo diesel.
That’s no bad thing, the brief turbo lag overcome by a class-leading 500Nm rush of torque that makes for hearty acceleration.
There’s nothing particularly refined about the way it goes about its business, the trademark gruffness ever present once you call on more performance.
But the six-speed auto leans nicely on the bulging torque, making for effortless progress.
Off-road, the SportsCat shines and disappoints, depending on what you’re tackling.
The additional clearance brought about by those chunky tyres is great, but it’s the only ute here without a locking rear diff, leaving challenging climbs to rely on the traction control. A sandy creek bed showed that traction control isn’t as sharp as, say, the one in Toyota’s Hilux, often allowing too much wheelspin, by which time any traction has been dug in to.
And, while HSV has gone to the trouble of painting two flashy tow hooks red up front, there’s not even a recovery point at the rear. So, if you’re going to get bogged (who plans for that!?), make sure there’s someone up front to drag you out.
Inside, the Colorado genes take their toll.
Anything forward of the spacious rear seats tends to disappoint, especially the driving position.
HSV has bolstered its own seats, but they’re not as sumptuous as the Benz’s or supportive as the Ford’s, teaming with the lack of reach adjustment to the steering to make for a less than ideal pew.
The SportsCat makes up marks at camp, though. Under its flashy hard tray cover are LED lights that illuminate the tray like daylight.
Even lowering the tailgate utilises a gas strut that makes for a controlled descent rather than the thump of others.
It’s a shame the handle to unlatch it clogs up with dust, ultimately making it a two-person job to shake and loosen things to simply access the rear.
All of which speaks to the twin personalities of HSV’s first off-road ute.
HSV Colorado SportsCat+
Price: $68,990 (plus options and on-road costs)
Engine: 2.8-litre four-cylinder turbo diesel
Power: 147kW at 3600rpm
Torque: 500Nm at 2000rpm
Transmission: 6-speed auto, 4WD
Fuel use: 8.7L/100km
Mercedes-Benz X250d Power
Brand counts for plenty once you’re spending upwards of $50k on a new car.
But even Mercedes-Benz knows that’s only the start for its first workhorse ute, the X-Class.
It’s also got to rough it with the big boys on tow capacity, off-road intention and how much it can carry.
Fortunately, those boxes are ticked with the X-Class, our efforts focused on drilling down into the infiltrator into mainstream territory.
A few kilometres after the trademark Benz analogue speedo ticks past 80km/h you’re well aware of where Mercedes-Benz has directed its efforts for its first workhorse ute.
While it shares many underbody components and its four-cylinder engine with the Nissan Navara (it’s built in the same factory) it’s noticeably quieter, setting a new benchmark for the class. Engine noise is nicely subdued, as is some of the roar that emanates from tyres at speed.
Put that down to additional sound deadening, which combines with the broader cabin (the X-Class is 66mm wider than a Navara) to make for a heavier machine, by almost 200kg.
Inside, circular air vents and faux wood trim create a clean, elegant environment, the snug, comfortable front seats setting off what is a welcoming driving position, topped off by a suitably chunky steering wheel that reinforces this car is about a lot more than the three-pointed star badge in the centre.
It’s a shame the steering wheel doesn’t extend, only adjustable up and down. Storage space is light-on, too, cupholders the most useful hidey hole for phones and other gadgets.
It’s an oversight for a ute, which by definition is about functionality.
Elsewhere, though, the X is up to the outback challenge.
There’s solid pull from the 450Nm that arrives at just 1500rpm, but it’s relaxed acceleration that results; not a major issue out here, although there are times we notice we’re working it harder than the Nissan with an identical engine.
Blame that on those kilos. The X’s weight – almost 2.2 tonnes – dulls the already modest performance of the 2.3-litre twin-turbo diesel.
That also means fuel use isn’t as sharp as the Nissan, but at 12.0L/100km on our trip it’s using less than its other rivals.
The trip computer is optimistically suggesting we’ll get well over 600km from a tank, an impressive achievement.
Saving a few dollars along the way is a win considering how much it costs to park an X-Class in your driveway.
Our top-of-the-line Pure is $64,500. Even then, you have to pay extra for real leather and the sports bar, the sorts of things rivals include at this money.
That said, the X-Class does lead the class when it comes to active safety gear, incorporating autonomous emergency braking (AEB) for the first time on these sorts of vehicles.
It’s less useful for most of our outback adventure but is handy for country roads and towns. Considering the hardware is there, it’s a shame it doesn’t incorporate active cruise control.
One of the many options that added almost $10k to the price were 19-inch wheels, the largest of any on this test.
That’s not ideal for off-road work, in part because they have a lower profile, something that makes them susceptible to punctures.
That said, they worked well, albeit adding some initial sharpness to the ride, something otherwise nicely composed courtesy of coil spring suspension at either end.
Load it up, though, and the X-Class is far less convincing, its tail squatting noticeably and the body control that is otherwise good degrading.
Blame it on those rear coils, which aren’t as resilient to big weights as the leaf springs on most rivals.
Pulling into our campsite also highlights another issue that comes down to experience. The handle to release the tailgate clogged with dust, making it sticky to the point where it was difficult to open.
At least there’s a light in the tray, something that nicely illuminates whatever it is you have to fish out.
It’s clever thinking, and indicative of a ute that gets plenty right – at a price.
Mercedes-Benz X250d Power
Price: $64,500 (plus options and on-road costs)
Engine: 2.3-litre four-cylinder turbo diesel
Power: 140kW at 3750rpm
Torque: 450Nm at 1500-2500rpm
Transmission: 7-speed auto, 4WD
Fuel use: 7.9L/100km
Nissan Navara ST-X
It’s taken a few goes to get the Navara right, but it’s finally getting there with this latest update, which was ushered in early in 2018.
Key to the changes were the addition of dual-pitch springs in the rear, which are wound differently at either end of the spring. It’s the latest attempt to get the coil spring rear setup (all but the X-Class use leafs) working with - and without - a load.
The softer half of the springs provides decent compliance in regular, light-load driving.
It works well on the endless country roads that snake north, still absorbing bumps nicely once the road turns to dirt.
That said, the more you load it up the more you notice the shortcomings, the tail drooping and the rear struggling to contain big weights.
With our relatively light loads, though, it’s working fine.
Nissan may have sharpened the steering for more predictable and progressive response, but it’s still very light, the lack of feel taking the edge off its relaxed cruising. Its biggest benefit is manoeuvring on trails or at camp.
The 2.3-litre twin-turbo engine doesn’t punch particularly hard, with 140kW. But its relaxed and accessible 450Nm of torque builds pace cleanly, helped by the relatively lightweight body (it’s the only one that sneaks in under two tonnes).
As with the Merc, the seven-speed auto is occasionally too eager to drop down a gear or two, but it otherwise delivers a useful spread of ratios that make the most of the engine.
But it’s the frugal fuel use that defines the Nissan engine. As well as having the lowest official fuel figure, at 7.0L/100km, the Navara used the least across our journey, consistently eking more kays from its 80-litre tank; our figures showed consumption of 11.3L/100km.
That’s the start of a solid value equation that follows through to the initial price.
Our top-of-the-range ST-X starts at $54,490, which includes 18-inch alloys, side steps, dual-zone ventilation and sat-nav incorporated on a 7.0-inch touchscreen. There’s also a small sliding window incorporated in the rear windscreen, allowing for easy access to the tray.
The rear air vents are a rare bonus in the dual-cab category, although a lower seat base would be appreciated if you’re planning on carrying adults in the rear.
Ours also had a sunroof and leather seats, the latter incorporating electric adjustment and heating for $1500.
It’s presented in a very car-like cabin, one that offers up a plethora of storage options, something we put to full use on this trip.
It’s a shame the steering wheel rim is quite thin, combining with the lack of reach adjustment to compromise things slightly.
Then again, it’s a well specified, efficient vehicle that handled the punishment dished out without fuss.
Nissan Navara ST-X
Price: $54,490 (plus options and on-road costs)
Engine: 2.3-litre four-cylinder turbo diesel
Power: 140kW at 3750rpm
Torque: 450Nm at 1500-2500rpm
Transmission: 7-speed auto, 4WD
Fuel use: 7.0L/100km
Toyota Hilux Rugged X
It was our first night drive that reinforced the thought that’s gone into the latest addition to the Hilux range, the Rugged X.
Eyes peeled for wildlife, the broad light bar and spotlights built into the steel bulbar that changes the front-end look throws a bright, broad beam a long way down the road.
It’s light years (sorry) ahead of its rivals when it comes to illumination and made the Hilux the weapon of choice once the sun fell over the horizon.
Those lights also perfectly sum up the Rugged X – more gear for remote regions.
The Hilux is the longest running and most popular ute on the Australian market, but it has come under pressure in recent years. More brands, more models and a switch to more highly specified variants that’s been pounced on by the Ford Ranger.
Hence the trio of newcomers to the Hilux family to expand its reach, one that has the Rugged X at its pinnacle.
Stickers and a snorkel shout its loud-and-proud intentions, but the engineering efforts delve deeper.
Stronger underbody protection is the start and there’s dual tow hooks front and rear.
The Hilux also gets a unique half bulbar up front, the solid steel accounting for a decent chunk of the 207kg added to the weight of an SR5.
Inside, the Rugged X is similar to SR5, from the leather seats to the frustrating 7.0-inch touchscreen infotainment system that isn’t as easy to operate on the fly as one with traditional buttons and dials.
Sure, there’s decent storage compartments, but the cabin is narrower than its rivals, indicative of the smaller overall vehicle.
On the road, though, the Hilux is a familiar piece of kit. Alloy wheels have been downsized to 17 inches, wrapped in all-terrain tyres that are better set for punishment.
It’d be even better if the Hilux matched the Ranger, X-Class and SportsCat in providing tyre pressure sensors, something that can warn of slow leaks before they destroy a tyre.
Still, the Hilux behaves similarly to an SR5, with front suspension beefed up to cope with the extra kilos.
That’s a good thing. There’s nothing remarkable about how it goes about its business, although it deals well with big thumps as though they’re suburban speed humps.
It repeats the feat with a load on board – but be careful how much you pile in. Because the car is heavier, the payload has been reduced to 748kg – hundreds of kilograms less than its contenders.
Considering that includes occupants, their luggage and fuel, it means families will have to pack carefully.
The weight also does nothing to the engine, which we’ve previously noted is stout but unexciting.
There’s a healthy 450Nm and it kicks in nice and low in the rev range, the six-speed auto adept at plucking a ratio to exploit that.
But there’s only 130kW, so it never feels particularly brisk.
Worse, the weight hurts fuel consumption noticeably. While claimed fuel use is mid-pack among these contenders, real world usage is far less impressive; the Rugged X was the thirstiest on our adventure, slurping 12.9L/100km.
With identical 80-litre tanks all round, that meant the Hilux was always the first car needing a drink, sometimes falling short of 500km between fills.
Of course, it’s reliability and durability that are key to the Hilux’s appeal.
But that reputation copped a hit on this 5000km round-trip.
We had some niggling quality issues, such as an instrument cluster that dropped, making it difficult to see some lights within the cluster. And the foot steps on one of the rock rails – the solid steel side steps that fend off blows with Mother Nature – was persistently working loose.
But it was the electrical gremlins in the engine that caused the biggest concern. It’s the second of these 2.8-litre engines that we’ve experienced the same problem with. On four occasions warning lights flickered on to alert of various safety systems no longer working.
It also reduced turbo boost, in turn significantly dropping acceleration, making the car difficult to drive. The only solution was to stop, disconnect the battery and reconnect it … before waiting for all the warnings to happen again.
It left a sour taste for an otherwise accomplished car marketed as unbreakable.
Toyota Hilux Rugged X
Price: $63,690 (plus options and on-road costs)
Engine: 2.8-litre four-cylinder turbo diesel
Power: 130kW at 3400rpm
Torque: 450Nm at 1600-2400rpm
Transmission: 6-speed auto, 4WD
Fuel use: 7.9L/100km
Volkswagen Amarok Core Plus
The arrival of the V6 version late in 2016 significantly dropped the interest levels in the Amarok four-cylinder.
But not long after we hit the road we wonder whether it’s being unfairly overlooked by some.
After all, the four-cylinder Amaroks are more affordable, our top-of-the-range Core Plus undercutting its rivals with its $50,990 price tag. Even with the Alcantara heated seats and sat-nav thrown in it’s the most affordable car we’re piloting.
Standard kit includes Apple CarPlay and Android Auto, as well as 17-inch alloy wheels.
There aren’t many notable exclusions, with the exception of rear airbags. Others are less of an issue; single-zone climate control and no rear air vents.
Yet there’s space aplenty, the Amarok’s wide cabin allowing more space between occupants – and better accommodating three bums across its back seat. It’s a shame the rear seat is quite upright.
That’s in contrast to the front of the cabin, which has excellent pews that work beautifully over long distances.
There’s storage aplenty, too, with well thought-out nooks and crevices for the full assortment of gadgets. There’s not the same elegance to the plastics and dash finishes as the latest Volkswagen passenger cars, but its formal and functional design does the job nicely.
In the tray, there’s a few extra millimetres of width that allow it to carry a pallet.
The tow capacity is reduced to 3000kg, down half a tonne on all but the Hilux (3200kg).
No concerns with performance, though.
Sure, the 132kW of power from the 2.0-litre twin-turbo four-cylinder is towards the thin end of the dual-cab scale, as is the 420Nm of torque.
But it’s bolstered by an intelligent eight-speed auto, the most of any in its class.
As we learn cruising at 110km/h on South Australia’s country roads there’s no problem holding that speed up hills or punching on when overtaking.
The transmission has sensibly spaced ratios that make the most of the engine’s outputs.
And real world fuel consumption is mid-pack, at 12.3L/100km.
Where the Amarok showcases its strength is once we hit the gravel.
It’s the only car in its class with a permanent four-wheel drive system, so you’re always driving all four wheels.
No stopping or slowing to engage four-wheel drive; the Amarok is ready to rumble without having to think about it.
That’s nothing to be overlooked out here. The nature of outback roads means you can regularly be transitioning from bitumen to gravel; on bitumen the Amarok is the only one here that can drive in four-wheel drive.
Those wanting to get really serious – we’re talking challenging rock-hopping or steep ascents/descents – may rue the lack of low range gearing, something common on off-roaders.
But the reality is the Amarok will do most of what most people want from it without fuss – and for our outback challenge it dealt with everything we threw at it.
That is does that with excellent on- and off-road manners reinforces its all-round appeal.
Even over washouts and corrugations the body is settled and predictable, dealing with things competently while ensuring the driver is well informed of its intentions.
There’s also some unexpected thoughtfulness, such as the light that illuminates the tray at night.
It helps cement the Amarok as an excellent all-rounder, albeit one with the occasional oversight.
Volkswagen Amarok Core Plus
Price: $50,990 (plus options and on-road costs)
Engine: 2.0-litre four-cylinder turbo diesel
Power: 132kW at 4000rpm
Torque: 420Nm at 1750rpm
Transmission: 8-speed automatic, AWD
Fuel use: 8.5L/100km
CONCLUSION
There’s a division between the top and bottom of the ute class.
Tailing the field are the SportsCat, X-Class and Navara.
Each has redeeming attributes, some no doubt enough to sway people to them.
The SportsCat is the most dynamic to drive, launching at corners and sitting proudly over all terrain.
But its ride suffers and it comes at a big price, with plenty of the Holden presentation. We’ve since tested a SportsCat without the optional SupaShock suspension and would certainly recommend saving your money.
The Navara and X-Class struggle with a load on board, but otherwise cope nicely with less in the cabin.
Where the Navara brings genuine value and a thoughtful cabin, the X-Class fights back with superior refinement and class-leading safety gear. But there’s a price premium associated with the badge.
At the pointy end is the Hilux, Ranger and Amarok.
The Amarok is one of the best to drive on- and off-road, its well sorted suspension working well on bitumen or chopped-up dirt.
It’s a class act, albeit let down by the lack of rear airbags and an engine that’s OK rather than sparkling.
The Hilux Rugged X makes a compelling case for those wanting to challenge their off-roader. And the additional equipment is beautifully tailored for off-road touring.
But it has a smaller cabin and a lower payload. The issues we experienced also didn’t help its cause.
Which leaves the Ranger, a car that doesn’t excel in any one area but never falls flat.
Sure, its ageing engine is grumbly and loud, but its spacious cabin, excellent driving manners and solid value make it an outback winner. A winner at Commercial Car of the Year and a winner in the bush.