TRAIL BLAZERS
These tough utes will take you off the beaten track in style — for a price
Aussies are paying top dollar for tough, go-anywhere utes. Many are bought for their promise of adventure and buyers are paying more than they would for a luxury sedan or SUV. Jeep is the latest maker to enter the top end of the 4WD ute market with its ready-for-battle Gladiator.
On this test it goes head to head with its most natural rival, the Ford Ranger Raptor and Volkswagen’s grunty Amarok V6. FORD RANGER RAPTOR
The Raptor is no ordinary Ranger, with massive tyres bolted on to a bulging body. Underneath, a major transformation prepares it for life as a desert racer.
Rather than rugged leaf springs, the Raptor gets coils all around, part of a suspension retune that includes Fox shock absorbers and an extra 150mm between the left and right wheels.
It transforms the Ranger, giving it a more settled on-road feel, the tail less prone to bucking. Superb control makes it a winner over big hits; there’s barely a speed hump you’ll have to slow for. Nicely weighted steering completes the improved driving package.
It’s a shame there’s no steering wheel reach adjustment, a rare oversight in an otherwise spacious, comfortable cabin with class-leading rear space.
Only in the wet is the Raptor a backward step from the standard Ranger, chunky BF Goodrich tyres slip-sliding disconcertingly on bitumen.
The nuggety tread pattern means dirt road grip is more convincing. Those taller tyres and higher ride height also make it more formidable off-road. The Raptor is not only immensely capable in more technical challenges but bounds beautifully along craggy tracks.
Under the bonnet is the Ranger’s newer 2.0litre four-cylinder twin-turbo diesel linked to a slick 10-speed automatic with closely matched ratios. Fuel use is only average at 8.2 litres per 100km.
The Raptor is generously appointed, helping justify its $86,000 price tag. Power-operated and heated front seats are supportive, while blue stitching injects pizzazz. Active noise cancelling keeps things quiet.
A 230V power outlet in the rear and another in the tray add to great connectivity that includes three USB outlets (one near the interior mirror to power dashcams). FordPass provides basic vehicle information to a smartphone app and allows remote locking and starting.
While blind-spot warning and adaptive cruise are missing, it gets traffic sign recognition and auto emergency braking.
JEEP GLADIATOR RUBICON
The Gladiator shares its DNA with the Wrangler, hence the retro styling and removable roof panels, windscreen and doors.
The Rubicon model tested here forgoes some luxuries such as leather and heated seats for mud terrain tyres and additional off-road hardware — for $83,175.
Smart key entry, dual-zone ventilation and cameras front and rear are included. There’s also auto braking and blind-spot warning, although no rear airbags.
The Gladiator eschews independent front suspension for the better articulation of a live axle, all part of the off-road focus.
Aggressive approach and departure angles make tackling rocks and ridges easier. It adds a locking front differential to the locking rear diff in the Ford and VW, further aiding traction in extreme situations.
You can even disconnect the front stabiliser at low speeds, helping the wheels to stay in contact with terra firma, although a narrow rampover angle means it’s more likely to scrape its underside over steep pinches. The capability comes with compromises. Steering responses are leisurely, in part because of the knobbly BF Goodrich tyres.
They squirm around on bitumen and have below-par wet weather grip while delivering a rumbling vibration at walking pace and a hum on the highway.
In Rubicon trim the Gladiator gets Fox shocks for terrific control over large bumps, although the suspension lacks the compliance of the Raptor. The Gladiator gets a 3.6-litre petrol V6 instead of the preferred diesel option in its rivals. Power peaks at 209kW, but you need to rev it hard, while the lack of torque means down-changes are often needed through the eight-speed auto.
VOLKSWAGEN AMAROK V6 ULTIMATE 580
If the Raptor is a hardened boxer and the Gladiator a muscly weightlifter then the Amarok V6 is the gentleman in a tailored suit.
The Amarok’s 3.0-litre twin turbo diesel trounces the others for grunt, mustering 580Nm, hence its nomenclature.
And while it’s outclassed by the Jeep for power, the 190kW can be boosted in cooler conditions to about 200kW for short boosts.
There’s never a shortage of easily accessible punch, the V6 pulling hard from low speeds and
making light work of hills. Well chosen gear ratios cement its hearty acceleration.
The 7.3L/100km fuel claim is impressive, too. And while it’s the only one of this trio with leaf springs at the rear, it does a stellar job dynamically by ute standards.
Lower profile 20-inch wheels may be more susceptible to damage off-road, but they deliver benefits on-road. Sharper steering and noticeably better cornering grip make the Amarok the clear pick on the bitumen.
The Amarok also boasts the best payload (836kg) and towing ability (3.5 tonnes), although if you’re towing the maximum you can only carry 263kg, including humans and luggage.
Rear legroom is also tight, although the wide tray can accommodate a pallet.
The Amarok arrived in 2011 so it’s showing its age. It looks dated inside, there’s no push-button start and the centre screen is small, although you do get leather, electrically adjustable seats for the $79,335 asking price. Safety is underdone at this price; there’s no emergency braking or blind-spot warning and no rear airbags.
And don’t get too adventurous. While the permanent four-wheel driving system is a winner, the Amarok is lower to the ground and lacks low-range gearing. Those gleaming side
steps scrape easily, too, and the road-focused tyres send more shocks into the cabin.
VERDICT
The Jeep is the most adept off-road while oozing retro cool. But no rear airbags and ordinary manners on the bitumen count against it. The Amarok is much better to drive on the bitumen and has the heartiest engine but it lacks rear airbags and modern active safety gear, plus it’s showing its age. That hands victory to the Raptor, which improves the Ranger’s on-road behaviour and off-road nous in a comfortable body that lacks little for equipment.