ON-ROAD RIDE AND HANDLING

THE Ute’s chassis is a world apart from the Steed. Gone is the latter’s torsion bar front suspension and hydraulically assisted recirculating-ball steering. In its place the Ute has far more sophisticated double-wishbone coilspring front suspension and electric power steering. A live axle and leaf springs are, of course, retained at the rear, as are disc brakes, an unusual feature in this class.

Unladen, the Ute’s ride is firm as you would expect, but the general handling is tidy enough even on bumpier roads. The damping seems well-sorted, and likewise the suspension’s front-to-rear match is good.

The electric power steering means that little steering effort is needed at parking speeds, but at highway speeds the steering is too heavy and notably devoid of feel. Like the throttle, you get used to it, but it’s not something you learn to love.

More positive is the on-demand 4x4 system, which means drive to all four wheels is engaged when needed. Presumably it’s the same or similar made-under-licence Borg Warner system used in the Steed and likewise similar to that used in the Ford Everest. It does its best work on wet bitumen or on roads that alternate between sealed and unsealed, and it's a significant step up from the relatively primitive parttime 4x4 systems used in most of the mainstream popular utes. It provides ‘Normal’, ‘Sport’ and ‘Eco’ driving modes via a rotary dial located on the centre console.

In what is becoming a now recurring theme in new cars thus equipped, some of the high-tech safety aids are more annoying than helpful. In particular, the active lane-keeping assistance can at times try to counter your steering input without good reason. Winding country roads are a particular problem. You can go into a readily accessible menu to switch off the lane keeping, but it defaults to the on position every time you switch the ignition off and then on again.