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Vehicle Tests > 4WD Comparison - Forced Labour
4WD Comparison - Forced Labour
Issue: September 2008
Words by Fraser Stronach Photos by Phil Cooper
Cast a $40,000 net out into the world of diesel dual-cab utes and you come up with an interesting catch, but which is tastiest?
Diesel dual-cab utes are about as 'do-it-all' as you get in the diverse world of 4WDs. Family transport, or work, or 4WD recreation, there's nothing that a dual-cab can't do. And, as far as diesel dual cabs are concerned we have long acknowledged that Toyota's D-4D Hilux is the best there is. Trouble is, it's also the most expensive.
So what are the pickings like further down the food chain? Under a $40,000 (recommended retail price) for instance? That cuts out the Hilux, Nissan's D40 Navara and what was the Holden Rodeo but is now called the Holden Colorado.
But the $40,000 rrp ceiling sees Nissan's D22 Navara (in generous ST-R spec), the Ford Ranger/Mazda BT-50 twins and the Mitsubishi Triton (all in base spec) squeeze in, while the Indian Mahindra Pik-Up and the newly released Ssangyong Sports Tradie waltz in with sub $30,000 price tags.
This diverse collection of utes was always going to make for an interesting comparison test and so it panned out. In fact, far more interesting, and telling, than most of us thought. So here, in alphabetical order, they are...
Ford Ranger XL 3.0TDCi ($37,990)
The Ford Ranger, as the Courier was before it, is essentially a Mazda, and sold here as both the Mazda BT-50 and the Ford Ranger. In simple terms the Ranger is an old(ish) ute but with a beaut new turbo diesel engine.
The 115kW/380Nm 2953cc engine is in fact the highlight of the Ranger package, so good in fact that it's arguably even better then the D-4D that powers Toyota's Hilux. In this company only the Triton's can match it for power and performance, but in doing so the bigger Mitsubishi engine is harsh and noisy where the Ford is generally quiet and refined.
Our experience with the Ranger was marred somewhat by our test-vehicle being an auto and not the requested manual as per the other four utes here. The five-speed auto isn't bad but it isn't the slickest or sharpest auto either, as betrayed by relative ADR fuel figures, 9.2 litres/100km for the manual as against 10.5 litres/100km for the auto. Not surprisingly our test figure of 11.9 litres/100km was the worst of our five utes but we suspect a manual Ranger would have turned out as one of the more frugal of the five contenders.
As good as the engine is, the Ranger's on-road driving pleasure is diluted by a chassis that isn't as sharp in the steering or as cohesive in its front to rear suspension match as it could be. It certainly feels like an old generation vehicle in comparison to the Mitsubishi or even the Ssangyong. And no ABS, not even as an option on this XL model.
Better news offroad where the Ranger has good clearance and quality Michelin A/T tyres to help make up for its modest wheel travel and low-range reduction. Comparing manual to manual it's still has the shallowest low-low here (by a smidge from the Nissan and the Mitsubishi) but the rotary dial transfer control makes for easy and quick 4WD engagement on the run.
Further evidence that the Ranger isn't a latest generation platform is a cabin that feels cramped and won't successfully seat three adults across the back seat, and that old-hat umbrella handbrake... At least driver and passenger airbags are standard and the front seats comfortable enough.
The Ranger does however rank well in practical matters. It has the best towing capacity, the best payload and, along with the Mahindra, the biggest tray, so there's no way that it can be ruled out of the equation.
Mahindra Pik-Up 2.5 CRDe ($29,990)
There was a time when Mahindra was the source of much amusement in the Overlander office, but that was long ago. This new Pik-Up is an entirely different matter ... and a serious contender.
Being serious starts with its $29,990 price tag and extends all the way to a vehicle that is convincing in the way it is designed, built, and performs.
Very much the odd man out in this comparo, the Pik-Up feels more like a truck than a ute; and we say this in a positive manner. Compared to the other four contenders it has a big, roomy and upright cabin that makes a far better go at accommodating five adults although like all of the other contenders here the rear seat has a centre lap-only belt.
Like any good truck should have, the Mahindra also has a commanding driving position so you can see where you are going. No matter if you are on a farm, on a work site, or on a trail, you are least likely to put a wheel 'wrong' in the Mahindra than any of the other vehicles here.
Other Mahindra practicalities include the highest GVM here and while its 1000kg payload is slightly behind the Ford and the Nissan, the Mahindra feels like its chassis balance and attitude would be less upset by a full one-tonne payload than any of the others.
The Pik-Up is also pretty handy offroad with excellent clearance, deep low-range gearing and chunky dual-purpose tyres. More wheel travel at the rear would make it a winner offroad.
The Mahindra's star fades however on the road where its modest 79kW/247Nm from 2.5 litres has to do battle with what is the heaviest vehicle here. In urban conditions, the Pik-Up's relatively short gearing compensates for the lack of power but out on the highway the reality of its power to weight shortcomings are all too evident. Add in the extra aerodynamic drag that the tall cabin no doubt creates and you have a clear performance tail ender. Still, for all that the Pik-Up doesn't get along too badly and still betted the auto Ranger for fuel efficiency with its 11.4 litres/100km test consumption. At 80 litres it has the biggest fuel tank.
Not enhancing the highway-driving experience is vague steering (although it's probably no worst than the Navara, or even the Ford) and a slightly top-heavy feeling through the corners compared to the others. Clunky gearbox too.
More negatives come with regards safety as the Mahindra is the only vehicle here without driver and passenger airbags. No ABS either, even as an option. But for all that there's still plenty to like about the Pik-Up.
Mitsubishi Triton GXL ($39,990)
The Triton is a new-age ute and, in this company, it feels it. But its also the most expensive contender here, yet is it arguably the poorest in terms of equipment. And the engine, while recently revised, is starting to show its age.
The engine in question is Mitsubishi's long-serving 3.2-litre Di-D, now with common-rail injection (to meet the now mandatory Euro 4 emissions standards) and good for a claimed 118kW/343Nm. It's the biggest engine here and, along with the Ford, the most athletic performer. What is less pleasing is that it lacks the refinement and polish of the Ford or the Ssangyong's engines, or even that of the Nissan. In some ways it isn't even as refined as the Mahindra's modest offering.
But it does get on with the job with excellent flexibility off idle and a strong mid-range. It also has the second-best ADR fuel figure, a statistic backed up by a second place in our fuel consumption testing.
The real appeal of Triton lies however with the fact that it's a modern platform evidenced by the way it feels on the road, especially its steering and suspension performance. Compared to its immediate competition here, the Ford and Nissan, it feels tight and precise, where they feel vague and loose.
This modernity carries over to a cabin that while sparsely appointed (it's the only one with vinyl flooring rather than carpets) has a modern, ergonomically sound feel. It's still not as big and as airy as the Mahindra but it's the only one of the three Japanese utes here with a back seat big enough for three adults. On the safety front, driver and passenger airbags are standard while ABS is optional.
Obvious cost cutting comes in the form of road-pattern tyres that have the lowest speed rating of any on offer here, including the all-terrain tyres on the Ford, Nissan and Mahindra. The tyres feel poor on the road as well and are the prime reason why the Triton, as standard, isn't too flash off the road either.
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In terms of practicalities, the Triton also doesn't fare all that well with the equal lowest towing capacity, the second-lowest payload and only a mid-sized tray. Good thing then that it has so much driver appeal.
Nissan Navara D22 ST-R ($38,490)
With a new 98kW/304Nm 2.5-litre engine, this is the ute that came back from the dead. Well, not quite but the pervious iteration of the D22 (with the 110kW/314Nm 3.0-litre engine) can't live in today's world where Euro 4 emission standards apply. With the help of a detuned version of the engine that powers Nissan's newer, flasher and slightly bigger D40 ute, the D22 lives on to serve as a budget offering.
But budget price doesn't mean budget appointments. In fact far from it as the Navara is the best equipped here by a good margin. For starters it's the only one with alloy wheels and ABS as standard. It also comes with quality Bridgestone Dueller A/T tyres and driver and passenger airbags as standard.
But it's not all good news. The engine, while a modern design, isn't a great performer and only manages to better the Mahindra amongst this lot. Not particularly flexible off the bottom end it then also runs out of puff in the top end, which means that you have to row it along with the gearbox to keep it where it does its best work. It's also not exceptional on fuel, nor is it particularly refined or quiet.
But the engine is still better than the rest of the package, which is well and truly showing its age. It's the only vehicle here with the old-school combination of torsion-bar front suspension and ball and nut steering. On the road this makes for vague steering and loose handing, along with the Mahindra the worse dynamic experience here.
This old school feel is carried over to a cramped, small cabin whose floor feels to high, yet the driving position is too low, especially for offroad excursions. The back seat is also the most cramped and likewise the tray is the smallest of the five.
Some redemption comes in the form of a one-tonne-plus payload and a 2800kg towing capacity, the second-best here. Driving position aside, the Navara is also relatively handy off road with generous clearance, good wheel travel for this class of vehicle and the previously mentioned A/T tyres.
Ssangyong Sports Dual Cab Tradie ($27,990)
Like the Mahindra, the Tradie doesn't fit into the pattern determined by the three Japanese utes. For starters it has a two-litre engine and it also the only vehicle that uses coils rather than leaf springs on its rear live axle.
The Tradie is essentially a Ssangyong Sports Dual Cab that's turned workhorse and in the process has lost its alloy wheels, ABS brakes and colour options - it's only available in white.
You would think that in this company the two-litre engine would be a drawback, especially given the Tradie is heavier than the Nissan and the Ford, but this 105kW/310Nm engine is a class act in this company with the sort of technology that you would find in a modern European turbo diesel. In fact, in terms of specific power and torque outputs, the Tradie's engine has only recently been bettered by the latest generation oilers from BMW, Mercedes-Benz and the like.
On the road the Ssangyong is clearly a better performer than Mahindra or the Nissan and really gives nothing away to the 50 percent bigger engines of the Ford and the Mitsubishi. And it's also the most economical. Our testing saw it as sneak under 10.0 litres/100km, the only one to do so, while its ADR figure is a thrifty 8.1 litres/100km, some 11 percent more economical than the next best, the Mitsubishi.
There's something else unique about the Ssangyong in this company. It doesn't really feel like a ute, or a truck for that matter. More like a 4WD wagon with a tray. Put that down to the Tradie's coil, rather than leaf-sprung rear axle.
Along with its sweet engine, the all-coil chassis helps the Tradie achieve the best overall refinement although there are still some glitches in the suspension calibration that takes some of the gloss off the Ssangyong's otherwise impressive on-road demeanour.
While it's a little short of ground clearance and is handicapped by road-pattern tyres, the Tradie is still handy offroad thanks to its deep low-range gearing (the best here) and the generous travel from its coil-sprung live axle.
The Tradie's cabin scores well in terms of rear-seat space (the second best here) and is the only vehicle with three rear-seat headrests. Up front it's reasonably comfortable as well although there's a few ergonomic issues like the handbrake, the lack of a driver's footrest and the positioning of the centre console that need to be addressed. Dual airbags are standard.
On the work front the Tradie suffers a little with the equal lowest tow rating and the lightest payload.
Sum-up
We have drawn an artificial ($40,000) line in the sand and have come up with a trio of made-in-Thailand Japanese vehicles, one South Korean vehicle and one from India. Each can claim to be the best at something.
The mainstream players, Ford, Nissan and Mitsubishi, have the obvious advantages that come with being ... well ... mainstream players. With any of these there you can be more confident about service and parts back-up, and resale values.
Of the three Japanese utes the Nissan offers high equipment levels and good offroad ability but fails to impress otherwise. The Ford has a great engine and good payload and towing numbers but it's let down by a dated platform. The Mitsubishi is arguably the best overall package of the three but its engine is showing its age in terms of refinement even though it's still a strong and economical performer. Of the Japanese contenders it's certainly the most convincing overall.
But there's another argument here. Our $40,000 cut-off price is artificial and if you are going to pay $39,990 for the Triton there's a convincing argument for paying a little extra for the base-model Hilux, Navara D40 or Colorado diesel dual-cabs.
On the other hand, if you are indeed looking for budget ute, and this is the purpose of this little exercise, then both the Ssangyong and the Mahindra come well into contention.
Of course the big question here is one of service and spares back-up and re-sale value. While it's impossible to predict the future, Ssangyong, after an up and down start in Australia, seems to be finding its legs with far better products and broader acceptance. Mahindra too, while relatively unknown in Australia, is becoming a real force internationally and there's no reason to believe that the Indian manufacturer won't be around for the long haul provided the local distributor remains committed to the product.
While there's a huge price differential between the Ssangyong and the Mahindra on one hand and the three Japanese utes on the other hand, this price difference isn't reflected in the way the vehicles perform. Both the Tradie and the Pik-Up, in their own distinctive ways stand up in this company and have no apologies to make. Of the two, the Tradie is the best work and play ute while the Pik-Up is the best work/farm ute. In their own ways, both are the winners here.
Up-Spec Sports
While we've chosen the newest and cheapest model in the SsangYong Sports dual cab range with the $27,990 Tradie, both the mid and top-spec models also come in under our $40K cap.
The mid-spec Sports at $31,990 adds 16-inch alloy wheels and a choice of colours while the top-spec SPR at $39,990 gets 18-inch alloys, climate control, auto dimming rear view mirror, rain sensing wipers, power front seats, leather steering wheel amoung a host of extras.
Words by Fraser Stronach Photos by Phil Cooper
Cast a $40,000 net out into the world of diesel dual-cab utes and you come up with an interesting catch, but which is tastiest?
Diesel dual-cab utes are about as 'do-it-all' as you get in the diverse world of 4WDs. Family transport, or work, or 4WD recreation, there's nothing that a dual-cab can't do. And, as far as diesel dual cabs are concerned we have long acknowledged that Toyota's D-4D Hilux is the best there is. Trouble is, it's also the most expensive.
So what are the pickings like further down the food chain? Under a $40,000 (recommended retail price) for instance? That cuts out the Hilux, Nissan's D40 Navara and what was the Holden Rodeo but is now called the Holden Colorado.
But the $40,000 rrp ceiling sees Nissan's D22 Navara (in generous ST-R spec), the Ford Ranger/Mazda BT-50 twins and the Mitsubishi Triton (all in base spec) squeeze in, while the Indian Mahindra Pik-Up and the newly released Ssangyong Sports Tradie waltz in with sub $30,000 price tags.
This diverse collection of utes was always going to make for an interesting comparison test and so it panned out. In fact, far more interesting, and telling, than most of us thought. So here, in alphabetical order, they are...
Ford Ranger XL 3.0TDCi ($37,990)
The Ford Ranger, as the Courier was before it, is essentially a Mazda, and sold here as both the Mazda BT-50 and the Ford Ranger. In simple terms the Ranger is an old(ish) ute but with a beaut new turbo diesel engine.
The 115kW/380Nm 2953cc engine is in fact the highlight of the Ranger package, so good in fact that it's arguably even better then the D-4D that powers Toyota's Hilux. In this company only the Triton's can match it for power and performance, but in doing so the bigger Mitsubishi engine is harsh and noisy where the Ford is generally quiet and refined.
Our experience with the Ranger was marred somewhat by our test-vehicle being an auto and not the requested manual as per the other four utes here. The five-speed auto isn't bad but it isn't the slickest or sharpest auto either, as betrayed by relative ADR fuel figures, 9.2 litres/100km for the manual as against 10.5 litres/100km for the auto. Not surprisingly our test figure of 11.9 litres/100km was the worst of our five utes but we suspect a manual Ranger would have turned out as one of the more frugal of the five contenders.
As good as the engine is, the Ranger's on-road driving pleasure is diluted by a chassis that isn't as sharp in the steering or as cohesive in its front to rear suspension match as it could be. It certainly feels like an old generation vehicle in comparison to the Mitsubishi or even the Ssangyong. And no ABS, not even as an option on this XL model.
Better news offroad where the Ranger has good clearance and quality Michelin A/T tyres to help make up for its modest wheel travel and low-range reduction. Comparing manual to manual it's still has the shallowest low-low here (by a smidge from the Nissan and the Mitsubishi) but the rotary dial transfer control makes for easy and quick 4WD engagement on the run.
Further evidence that the Ranger isn't a latest generation platform is a cabin that feels cramped and won't successfully seat three adults across the back seat, and that old-hat umbrella handbrake... At least driver and passenger airbags are standard and the front seats comfortable enough.
The Ranger does however rank well in practical matters. It has the best towing capacity, the best payload and, along with the Mahindra, the biggest tray, so there's no way that it can be ruled out of the equation.
Mahindra Pik-Up 2.5 CRDe ($29,990)
There was a time when Mahindra was the source of much amusement in the Overlander office, but that was long ago. This new Pik-Up is an entirely different matter ... and a serious contender.
Being serious starts with its $29,990 price tag and extends all the way to a vehicle that is convincing in the way it is designed, built, and performs.
Very much the odd man out in this comparo, the Pik-Up feels more like a truck than a ute; and we say this in a positive manner. Compared to the other four contenders it has a big, roomy and upright cabin that makes a far better go at accommodating five adults although like all of the other contenders here the rear seat has a centre lap-only belt.
Like any good truck should have, the Mahindra also has a commanding driving position so you can see where you are going. No matter if you are on a farm, on a work site, or on a trail, you are least likely to put a wheel 'wrong' in the Mahindra than any of the other vehicles here.
Other Mahindra practicalities include the highest GVM here and while its 1000kg payload is slightly behind the Ford and the Nissan, the Mahindra feels like its chassis balance and attitude would be less upset by a full one-tonne payload than any of the others.
The Pik-Up is also pretty handy offroad with excellent clearance, deep low-range gearing and chunky dual-purpose tyres. More wheel travel at the rear would make it a winner offroad.
The Mahindra's star fades however on the road where its modest 79kW/247Nm from 2.5 litres has to do battle with what is the heaviest vehicle here. In urban conditions, the Pik-Up's relatively short gearing compensates for the lack of power but out on the highway the reality of its power to weight shortcomings are all too evident. Add in the extra aerodynamic drag that the tall cabin no doubt creates and you have a clear performance tail ender. Still, for all that the Pik-Up doesn't get along too badly and still betted the auto Ranger for fuel efficiency with its 11.4 litres/100km test consumption. At 80 litres it has the biggest fuel tank.
Not enhancing the highway-driving experience is vague steering (although it's probably no worst than the Navara, or even the Ford) and a slightly top-heavy feeling through the corners compared to the others. Clunky gearbox too.
More negatives come with regards safety as the Mahindra is the only vehicle here without driver and passenger airbags. No ABS either, even as an option. But for all that there's still plenty to like about the Pik-Up.
Mitsubishi Triton GXL ($39,990)
The Triton is a new-age ute and, in this company, it feels it. But its also the most expensive contender here, yet is it arguably the poorest in terms of equipment. And the engine, while recently revised, is starting to show its age.
The engine in question is Mitsubishi's long-serving 3.2-litre Di-D, now with common-rail injection (to meet the now mandatory Euro 4 emissions standards) and good for a claimed 118kW/343Nm. It's the biggest engine here and, along with the Ford, the most athletic performer. What is less pleasing is that it lacks the refinement and polish of the Ford or the Ssangyong's engines, or even that of the Nissan. In some ways it isn't even as refined as the Mahindra's modest offering.
But it does get on with the job with excellent flexibility off idle and a strong mid-range. It also has the second-best ADR fuel figure, a statistic backed up by a second place in our fuel consumption testing.
The real appeal of Triton lies however with the fact that it's a modern platform evidenced by the way it feels on the road, especially its steering and suspension performance. Compared to its immediate competition here, the Ford and Nissan, it feels tight and precise, where they feel vague and loose.
This modernity carries over to a cabin that while sparsely appointed (it's the only one with vinyl flooring rather than carpets) has a modern, ergonomically sound feel. It's still not as big and as airy as the Mahindra but it's the only one of the three Japanese utes here with a back seat big enough for three adults. On the safety front, driver and passenger airbags are standard while ABS is optional.
Obvious cost cutting comes in the form of road-pattern tyres that have the lowest speed rating of any on offer here, including the all-terrain tyres on the Ford, Nissan and Mahindra. The tyres feel poor on the road as well and are the prime reason why the Triton, as standard, isn't too flash off the road either.
read on below advertisement
In terms of practicalities, the Triton also doesn't fare all that well with the equal lowest towing capacity, the second-lowest payload and only a mid-sized tray. Good thing then that it has so much driver appeal.
Nissan Navara D22 ST-R ($38,490)
With a new 98kW/304Nm 2.5-litre engine, this is the ute that came back from the dead. Well, not quite but the pervious iteration of the D22 (with the 110kW/314Nm 3.0-litre engine) can't live in today's world where Euro 4 emission standards apply. With the help of a detuned version of the engine that powers Nissan's newer, flasher and slightly bigger D40 ute, the D22 lives on to serve as a budget offering.
But budget price doesn't mean budget appointments. In fact far from it as the Navara is the best equipped here by a good margin. For starters it's the only one with alloy wheels and ABS as standard. It also comes with quality Bridgestone Dueller A/T tyres and driver and passenger airbags as standard.
But it's not all good news. The engine, while a modern design, isn't a great performer and only manages to better the Mahindra amongst this lot. Not particularly flexible off the bottom end it then also runs out of puff in the top end, which means that you have to row it along with the gearbox to keep it where it does its best work. It's also not exceptional on fuel, nor is it particularly refined or quiet.
But the engine is still better than the rest of the package, which is well and truly showing its age. It's the only vehicle here with the old-school combination of torsion-bar front suspension and ball and nut steering. On the road this makes for vague steering and loose handing, along with the Mahindra the worse dynamic experience here.
This old school feel is carried over to a cramped, small cabin whose floor feels to high, yet the driving position is too low, especially for offroad excursions. The back seat is also the most cramped and likewise the tray is the smallest of the five.
Some redemption comes in the form of a one-tonne-plus payload and a 2800kg towing capacity, the second-best here. Driving position aside, the Navara is also relatively handy off road with generous clearance, good wheel travel for this class of vehicle and the previously mentioned A/T tyres.
Ssangyong Sports Dual Cab Tradie ($27,990)
Like the Mahindra, the Tradie doesn't fit into the pattern determined by the three Japanese utes. For starters it has a two-litre engine and it also the only vehicle that uses coils rather than leaf springs on its rear live axle.
The Tradie is essentially a Ssangyong Sports Dual Cab that's turned workhorse and in the process has lost its alloy wheels, ABS brakes and colour options - it's only available in white.
You would think that in this company the two-litre engine would be a drawback, especially given the Tradie is heavier than the Nissan and the Ford, but this 105kW/310Nm engine is a class act in this company with the sort of technology that you would find in a modern European turbo diesel. In fact, in terms of specific power and torque outputs, the Tradie's engine has only recently been bettered by the latest generation oilers from BMW, Mercedes-Benz and the like.
On the road the Ssangyong is clearly a better performer than Mahindra or the Nissan and really gives nothing away to the 50 percent bigger engines of the Ford and the Mitsubishi. And it's also the most economical. Our testing saw it as sneak under 10.0 litres/100km, the only one to do so, while its ADR figure is a thrifty 8.1 litres/100km, some 11 percent more economical than the next best, the Mitsubishi.
There's something else unique about the Ssangyong in this company. It doesn't really feel like a ute, or a truck for that matter. More like a 4WD wagon with a tray. Put that down to the Tradie's coil, rather than leaf-sprung rear axle.
Along with its sweet engine, the all-coil chassis helps the Tradie achieve the best overall refinement although there are still some glitches in the suspension calibration that takes some of the gloss off the Ssangyong's otherwise impressive on-road demeanour.
While it's a little short of ground clearance and is handicapped by road-pattern tyres, the Tradie is still handy offroad thanks to its deep low-range gearing (the best here) and the generous travel from its coil-sprung live axle.
The Tradie's cabin scores well in terms of rear-seat space (the second best here) and is the only vehicle with three rear-seat headrests. Up front it's reasonably comfortable as well although there's a few ergonomic issues like the handbrake, the lack of a driver's footrest and the positioning of the centre console that need to be addressed. Dual airbags are standard.
On the work front the Tradie suffers a little with the equal lowest tow rating and the lightest payload.
Sum-up
We have drawn an artificial ($40,000) line in the sand and have come up with a trio of made-in-Thailand Japanese vehicles, one South Korean vehicle and one from India. Each can claim to be the best at something.
The mainstream players, Ford, Nissan and Mitsubishi, have the obvious advantages that come with being ... well ... mainstream players. With any of these there you can be more confident about service and parts back-up, and resale values.
Of the three Japanese utes the Nissan offers high equipment levels and good offroad ability but fails to impress otherwise. The Ford has a great engine and good payload and towing numbers but it's let down by a dated platform. The Mitsubishi is arguably the best overall package of the three but its engine is showing its age in terms of refinement even though it's still a strong and economical performer. Of the Japanese contenders it's certainly the most convincing overall.
But there's another argument here. Our $40,000 cut-off price is artificial and if you are going to pay $39,990 for the Triton there's a convincing argument for paying a little extra for the base-model Hilux, Navara D40 or Colorado diesel dual-cabs.
On the other hand, if you are indeed looking for budget ute, and this is the purpose of this little exercise, then both the Ssangyong and the Mahindra come well into contention.
Of course the big question here is one of service and spares back-up and re-sale value. While it's impossible to predict the future, Ssangyong, after an up and down start in Australia, seems to be finding its legs with far better products and broader acceptance. Mahindra too, while relatively unknown in Australia, is becoming a real force internationally and there's no reason to believe that the Indian manufacturer won't be around for the long haul provided the local distributor remains committed to the product.
While there's a huge price differential between the Ssangyong and the Mahindra on one hand and the three Japanese utes on the other hand, this price difference isn't reflected in the way the vehicles perform. Both the Tradie and the Pik-Up, in their own distinctive ways stand up in this company and have no apologies to make. Of the two, the Tradie is the best work and play ute while the Pik-Up is the best work/farm ute. In their own ways, both are the winners here.
Up-Spec Sports
While we've chosen the newest and cheapest model in the SsangYong Sports dual cab range with the $27,990 Tradie, both the mid and top-spec models also come in under our $40K cap.
The mid-spec Sports at $31,990 adds 16-inch alloy wheels and a choice of colours while the top-spec SPR at $39,990 gets 18-inch alloys, climate control, auto dimming rear view mirror, rain sensing wipers, power front seats, leather steering wheel amoung a host of extras.
