MUD LARKS FOUR BY FOUR
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Four light 4x4s — from Japan, West Germany and Romania — do battle, on and off the road. Does our own (still) Land Rover have anything to fear?
• The one sector of the commercial vehicles market to have grown against the trend of the recent recession has been light 4 x 4s. Sales grew 6.2 per cent last year to over 13,500 vehicles: in February this year they grew by 10 per cent, while truck and artic sales dropped 17 per cent.
This growth is not at the workhorse end of the market (dominated by Land Rover with 49.7 per cent of all 4 x 4 sales). but at the light pick-up end, where the use is more often recreational than commercial. That part of the market is growing past 50 per cent, and it is dominated by imported vehicles from countries such as Japan, Spain, Germany and Romania.
• THE LINE-UP
We have always included a Land Rover in previous group tests: this time, we have tried four vehicles which are better seen as conventional pick-ups with enhanced traction than as dedicated 4 x 4s.
The Toyota Hi-Lux has been steadily carving out a sizeable niche in the UK pick-up market since it was introduced over 10 years ago. The current 4x4 range, which comprises the 65kW (87hp) two-litre petrol, and the 2.5-litre 55kW (74hp) diesel models, has been around since mid-1984, when Toyota gave the Hi-Lux a new body and interior.
Both 4x4 Hi-Lux models are fitted with a five-speed gearbox, and have manuallyoperated free-wheeling front hubs as standard for fuel economy in two-wheel drive. Like Bedford's KB, the Hi-Lux has a box section chassis with a separatelymounted pick-up load bed.
Our test model — the 1,998cc petrol pick-up, provides a useful 905kg payload and an impressive 216mm ground clearance — thanks to its large 6Jx16 wheels and 205 SR16 radials. The petrol I ii-Lux's peak torque of 157Nm (116 lbft) at 2,600rpm, is virtually identical to the diesel version's 156Nm (115 lbft), although this is delivered at a more practical 2,200rpm.
Bedford has offered a four-wheel-drive version of its Japanese-built pick-up since 1982 and has made steady, if not spectacular, progress with it. Like Toyota, it offers a choice of petrol or diesel power units, although the KBD41's modestly-rated 34kW (46hp) two-litre Isuzu diesel is noticeably under-powered compared with its 59kW (79hp) 1,600cc petrol equivalent.
Inside, the 4x4 KB only differs from its 4x2 counterpart by having a floor-mounted gearchange — in place of the normal column shift — and the extra transfer case lever. Its payload is also slightly lower, with the diesel KBD41 just missing a full one-tonne payload with its 975kg maximum cargo load.
Both KB41 models have a five-speed gearbox and automatic free-wheeling front hubs as standard.
Dacia has recently made minor changes to the interior of its Romanianbuilt 4x4 Duster line-up, which includes two commercial variants — a pick-up and a hard top.
All Dacia 4x4 models have a 1.4-litre petrol engine taken from the now defunct Renault 12 range which turns in a modest 48kW (65hp). Likewise, its four-speed gearbox is also an old Renault design, although its axles and transfer case are Dacia originated. Dacia's competitive pricing — based on cheaper labour and components — have helped it win sales, particularly among farmers. In the 22 months since Dacias have been coming to Britain, about 600 Dusters have been imported.
Its 375kg payload, excluding driver, is the lowest of all the vehicles in our test.
Like the Hi-Lux it has manuallyoperated free-wheeling front hubs. As yet there is no diesel engine option, but importer Dacia Concessionaires is currently evaluating two diesel units.
Last is the newest model in our line-up — the Volkswagen Transporter Syncro. As yet the Syncro, which was introduced into the UK only two months ago, is available only with the 57kW (78hr 1.9-litre Boxer petrol engine, although a turbo-diesel option will shortly arrive.
Instead of a conventional two-speed transfer case, the Syncro uses an unusual viscous coupling to feed power through to the front axle. Under normal road conditions all the power goes to the rear wheels. Off the road, when the rear wheels lose traction, the viscous coupling feeds power through to the front wheels giving the Syncro true four-wheel drive. Front and rear differential locks and revised coil springs complete the Syncro's off-road specification. In addition to the Transporter's conventional four-speed on-road gearbox ratios there is also a deep crawler first gear for cross-country work. The Syncro package can be fitted to Transporter vans or, as in the case of our test model, a pick-up. Even with the heavier Syncro driveline, it still offers a 960kg payload and, more importantly, the same-size floor area as the conventional Transporter pick-up.
• ON THE ROAD
As most of the light commercial
vehicles CM tests are low-mileage demonstrators which are barely run-in, it soon became obvious that our Toyota HiLux, which had 14,000km (9,000 miles) on the clock had been given a pretty hard work-out during earlier tests
Its 3Y petrol engine sounded more like a diesel, clattering throughout the rev range. Previous abuse also showed up in its acceleration and overall performance, with the laden Hi-Lux taking a long time to get up to maximum speed along the motorway.
Nevertheless it still managed to return a better than expected 12.21it/100km (23.1mpg) in two-wheel drive.
Steering, however, was less impressive. The Hi-Lux's variable ratio recirculating ball steering required a lot of muscle when manoeuvring at speeds below 48km/h (30mph) — even in twowheel drive. The large 205 SR16 radials hardly helped.
Although the steering is fairly precise in two-wheel drive, in 4x4 on the road it exhibits bad understeer and tends to wander — particularly at high speeds.
Not surprisingly the KBD41 (the only diesel in our group), turned in the best fuel consumption, both off and on the road. Few operators will complain about its 4x2 fuel return of 8.21 lit/1001un (34.3mpg) which is better than most onetonne diesel panel vans.
The KB's 34kW (46hp) two-litre lsuzu engine will not set the world on fire with its acceleration, but it pulls extremely well in third gear in high range 4x2. The 0.90:1 overdrive fifth gear allows easy cruising along the motorway.
Noise levels in the cab are noticeably higher than our other test vehicles.
Handling round twisting country lanes i: impressive and always predictable. If pushed into a corner too fast, the laden KB's tail-end tends to wag a little, but thii is never alarming.
Motorway dashes are not the Dacia Duster's forte. Its high revving petrol engine develops a maximum output of 48.5kW (65hp) at 5,250rpm. It has to be worked hard and with frequent changes oi gear to give the Duster even moderate on-road performance.
Fuel consumption (it takes four-star petrol) in 4x2 is equally unimpressive when running laden on motorways and Aroads. We recorded 12. 7lit/100km (22.25mpg).
Ride and handling, by contrast, is when
le Duster scores well. Independent coil Jspension at the front and leaf springs on live rear axle and telescopic shock psorhers all round, give the vehicle a ....asonably smooth and well-damped ride rithout the pitching and jolting often ssociated with short-wheelbase off-road ehicles when used on the road. Neither otis the Duster roll appreciably when ornering laden.
The steering of our test vehicle was uite acceptable, although a minor endency to run wide on bends was etectable.
The gearchange, although notchy rid fairly heavy, is reasonably precise. be transfer box, which can only be peratecl when the vehicle is stationary, ikes some wrestling to shift.
The brakes (discs front, drums rear) re less than reassuring. They lack feel, equire heavy pressure to operate and, n our vehicle at least, could fade under ustained braking. The handbrake was lien less efficient. It barely held the vehicle on moderately steep hills, and on one severe part of our off-road test it failed to hold it at all when it was necessary to switch from high to low ratio.
Driving off from the kerb, the steering of the Volkswagen Transporter Syncro seems heavy, but once the vehicle is on the move is light enough. At speed on the motorway it is susceptible to cross winds.
Although the Syncro's four-wheel drive is always in action, the amount of power transmitted to the front wheels via the viscous coupling automatically varies according to road conditions.
Nevertheless, under normal conditions there is little to distinguish it from the conventional model.
Its 1.9-litre four-cylinder petrol engine rated at 58kW (78hp) at 4,600rpm needs to be driven hard through the gears to gain only a modest performance. Fuel consumption is twice as high in second and 1.5 times as much in third as it is in top gear, which on the level will pull down to about 40km/h (25mph) and up to a
maximum speed of 114km/h (71mph).
It was not possible to differentiate between two and four-wheel-drive fuel consumptions, but the overall onioff road figure returned was 16.98 liti100km (16.63mpg).
• OFF THE ROAD
Compared with our other contenders the Hi-Lux has by far the harshest ride offroad, even fully laden. At times over rutted ground it became necessary to slow down to a walking pace to continue in comfort. It also tends to pitch noticeably over humps.
Where the Hi-Lux scores is with its excellent ground clearance — 216mm under the rear differential — which allows it to pull through deep muddy tracks without any problems.
With maximum torque developed at 2,600rpin, engine revs must be kept well up, even on low-speed work. However, with low range engaged, the laden Toyota
des loose, gravelled 33 per cent (1 in zradients with ease. With a bit more ver or lower down torque it would e managed in high range.
KBD41 could not match the Ili-Lux ground clearance — it bottomed out on steep test hump — but this did not p it on deeply rutted sections. Where diesel KB excells is with us excellent ling power, particularly in second and TI gear in low-range 4x4.
Vith its maximum torque of 99Nm (73 ) delivered at a lower engine speed of 00rpm the KB really digs itself out of ddy hollows without the need to rev engine frantically — unlike the Hi le combination of front torsion bar and r leaf springs provides a good off-road allowing the driver to maintain fairly speeds on partly-made-up roads bout being bounced about too much. ..ight steering makes manoeuvring the off-road easy enough, although a fair Dunt of road shock is transmitted ough the steering column which could with better damping.
f ride and handling are the Dacia ster's strongest suit on the road, the le applies on rough tracks. The pension absorbs bumps and potholes ndeed, it is off the road that the ster is in its element. Traction is good nud and it has little problem coping with !ere gradients, even when loose sand I gravel impede progress.
.round clearance of 225inm makes the ster a fair wader through deep puddles I (combined with a wheelbase of 2.4m) ood scaler of sharp ridges, where the ger wheelbase Japanese 4x4 pick-ups )ur test grounded.
klthough the Transporter's suspension vel is increased by 20mm, the arance below the axles remains at Imm, as for the standard Transporter, ich over rutted tracks can be a definite advantage. However, independent ;pension front and rear helps to give a cl ride.
Using the lowest ratio, indicated by a G the gear lever, the pick-up climbed steepest loose-surfaced gradient we ald find (about 1 in 3), but iere the front diff-lock Is engaged, allowing zero rnpensation, the steering comes very heavy.
CAB COMFORT
ie the KHD41, the Hia has the ubiquitous nch seat — a feature no ubt influenced by the nerican market. It conunodates a crew of tee only at a squeeze and ecludes individual seat justment. Two separate d individually adjustable ats would be far better. Our biggest criticism of Ili-Lux's seating is that )ffers little support — particularly in the back squab. The lowerframe cross bar is insufficiently padded and presses straight into the driver's back.
Instrumentation in the Hi-Lux is straightforward as is the control layout, with the exception of the umbrella handbrake which has an indistinct action. The gearbox has a notchy feel to it and there is a noticeable gap between second and third. Interior noise levels are also rather high at top speeds.
The low seat, together with the high instrument binnacle and long bonnet, make it difficult to judge forward overhang. The Hi-Lux's thick B-posts also make the driver rely heavily on the wing mirrors when reversing.
Heating and ventilation is adequate in cold wet weather.
Like the Hi-Lux, the KB has a high degree of plastic and vinyl trim in its driving compartment — in this case a bright blue colour, which is not the best for an off-road vehicle.
The vinyl-covered floor is easy to hose clean, although the plastic strip securing the floor covering to the door aperture catches the dirt when sweeping it out.
In cold wet weather the KB's heating and ventilation is certainly powerful, even if it takes a while to strike a good balance with the controls.
It is in the passenger compartment where the Duster most obviously shows its eastern European origins. The seats and door liners are covered in coarse grain leather-effect PVC which is not particularly pleasant and, on the door inserts at least, sags and billows untidily. Additionally, the seats are very soft and spongy, although they provide sufficient support.
Firm cloth-covered seats help make the Transporter Syncro's ride comfortable on and off-road. It is easy to slide in behind the wheel, but the door (typically VW), has an excellent seal making it difficult to close unless the window is first opened.
The seat seems low in relation to the facia, but it has good adjustment for both leg length and back rake. Instrumentation is easily viewed through the large steering wheel. Brown trim panels in the doors matches neither the back facia or practical black full-width floor covering.
• DRIVELINE
With its good ground clearance, the Toyota's driveline is kept well clear of any nasty knocks. The exhaust is routed above the axles and there is a strong crossmember running underneath the transfer case affording it good protection.
Access to the 3Y engine is fairly good — especially to the oil filter — although the coil and battery seem a little vulnerable to spray. The well shrouded spark plugs are, however, better protected.
Switching to four-wheel-drive is simple enough although unlike the KB pick-up, the Hi-Lux driver must get out of lhe cab to engage the manually-operated freewheeling front hubs.
Access to the Bedford's indirectinjection lsuzu engine is good, with the fuel filter, pump and injectors all within easy reach. Fuses are tucked well out of the way of any spray and the tortuous air inlet trunking should stop any water being drawn into the engine.
Free-wheeling front hubs lock automatically when switching from two to four-wheel-drive which saves the driver a trip out into the mud to change them. The shift from two-wheel-drive high range to four-wheel-drive high range, can also be done on the move.
Routine maintenance checks under the bonnet of the Dacia should present no problem. Most service points are fairly ._ accessible around the longitudinallymounted engine. The coil and distributor are mounted high in the engine compartment and out of the way of any water which might splash up.
'The air intake, though, looks more vulnerable. It has a short vent pipe facing forwards and which is opened for summer running. Should the driver hit a large puddle at too high a speed, it looks as though it might draw in water.
Access to the engine of the Transporter Syncro is via a rear body panel. Daily service checks, such as oil and water, are simply enough, but attention to more serious problems involves removing a plate in the load platform above. This might prove inconvenient if the vehicle is loaded.
Transporter Syncro vehicles enjoy the advantages of first-year free recovery and are among the first commercial vehicles in the world to require a first service at 32,000km (20,000 miles).
I BODYWORK
le Toyota Hi-Lux's pick-up body, like e engine, showed signs of previous use with the dented, single-skin sideails making a good case for an inner ling to keep load damage to a minimum. he top rail was also badly scratched and arting to rust and would have benefited DM a wooden strip on top.
Simple overcentre catches retain the ilgate, which has restraining chains that in be unhooked allowing it to drop down a full 180 degrees. Like the KB edford, the Ili-Lux has a ladder rack and )pc hooks as standard.
The 2,190inni long pick-up bed provides enty of load space.
The Bedford KBD41's separate chassis id pick-up bed design is much like the i-Lux's, but more robust. A stout sump lard in front of the engine and a crossember underneath the transfer case -ovide plenty of protection off the road. Its lower mounted body may not give ie best clearance, but it does give a ore comfortable loading height of lOrnm.
Although the loadspace and payload of Le Duster are fairly modest, it is free of )stnictions such as intruding heelarches. The sturdy solid half-height ad restraint looks as though it could hold tything rammed against it. Access is isy through a split tailgate.
The standard of the metallic paintwork on our vehicle was quite acceptable. The underside similarly seemed reasonably well protected, with a sturdy sump guard and anti-corrosion treatment which carries a five-year guarantee.
The underbody and parts of the Syncro's running gear are covered by stone guard panels at the front and rear.
The Transporter Syncro is about I40kg heavier than its two-wheel-drive counterpart, reducing the payload to 960kg. The steel dropside body offers a floor area of 4.7m2 supplemented by a 1m2 underfloor locker capacity.
The worst aspect of the rear-engined VW pick-up is its loading height — 1,010min. As an aid to access, however, VW fits a small pull-out step on the tailgate.
• SUMMARY If you are looking for a vehicle with equally good on and off-road capabilities, you will have to accept compromises in both departments. The hest all-rounder in our group is Bedford's KBD41. It rides well on the road, steers well and its diesel engine provides plenty of torque to pull it out of trouble when the going is soft. On top of all that it can carry a payload of nearly a tonne — the best in the group.
The Toyota Hi-Lux gives plenty of ground clearance for rough terrain, but its harsh ride, heavy steering and indifferent road manners reduce its appeal at motorway speeds.
Good ride, on and off the road, is probably the Dacia Duster's strongest suit. Its performance on the open road is less inspiring, as is its finish. Its payload is also modest.
Off-road, its high ground clearance and short wheelbase enable it to reach parts which the others cannot reach, but in these conditions a diesel engine option would be an advantage.
Its low price will attract some buyers, although its price advantage may not be sufficient for it to increase its market share.
Another questionmark hanging over the Dacia must be its durability. With only 600 of them in this country and none of them more than two years old, it has yet to prove itself here as a long-term prospect.
Durability of VW's, however, is seldom called into question. The Transporter Syncro certainly should not suffer any problems in this area, but as an off-road vehicle it is more limited than the other three contestants. Its price, too — nearly 10,000 before VAT — will make many operators question whether they need the technical sophistication which it offers.