The lion’s share
There’s definitely something French about the Peugeot Landtrek – it has many impressive traits… and, unfortunately, a number that disappoint.
If, like me, you’re old enough to remember the Peugeot 404 – especially the bakkie version – you may well agree that it was a lovely vehicle with a reputation for reliability and comfort.
Peugeot has a complicated history in South Africa, and Landtrek is the first bakkie of this French vehicle manufacturer in almost 40 years. We wrote in the previous issue of Drive & Camp about its Chinese origins – there it’s the Changan Kaicene F70.
That article was our first impression. In this issue, we drive it where we want, the way we want to.
Inside and out
The Landtrek is bigger than it appears in photos. It’s indeed wider (1 963 mm) and higher (1 897 mm) than South Africa’s top-selling bakkies, the Toyota Hilux and Ford Ranger, though 24 mm shorter than the retiring Ford Ranger and 80 mm shorter than GWM’s P-series, another competitor from China.
Its sturdy bodywork is reminiscent of the first-generation Volkswagen Amarok, and the grille follows the design of other modern Peugeots. The tarpaulin over the boot (standard equipment) seals tightly, but it’s not burglar-proof, and the load bin’s tailgate allows in so much dust that it’s actually better to drive on a dirt road without the cover if you don’t want a layer of dust on your luggage.
Inside, the Peugeot Landtrek is sleek and more modern than most of its competitors. The 10-inch touchscreen uses four cameras in the bodywork to
create a three-dimensional image – an element that’s especially useful in a parking garage, but the image is slightly distorted and of dubious advantage when on technical 4x4 terrain.
The electrically adjustable leather seats are comfy, and the switches on the centre console are stylish. That shiny silver panel around the gear stick is a problem, however, as sometimes the reflected sunlight is so hectic, you have to block it with your hand. So keep your sunglasses within reach.
Then there are the French quirks. Like the starter button that sits to the left of the steering wheel rather than the right – and out of sight of the driver, too. You have to feel for it. Another strange phenomenon is the fuel light that goes on while you still have 130 km to go – we think it’s a bit early to start asking for diesel. And that odd plastic cover under the hood that hides almost all the mechanics. So you can’t see how many pistons the engine has or whether it uses diesel or petrol. What’s more, it doesn’t even boast a Peugeot emblem!
But there are elements we really like. The storage space under the back seat for tools, for starters, and the programmable touchscreen whose look and colour you can change to your liking.
How does it drive?
We were enormously impressed by the 1,9 ℓ engine. We had to take care with the accelerator pedal as the rear wheels spin easily if you step on it just a little too much. That was particularly pronounced on the dirt roads where wheels sometimes spin unnecessarily. You get used to it, though, and we prefer too much torque rather than too little.
This small-capacity engine does have its shortcomings. At 100 km/h, the Landtrek doesn’t inspire confidence that it will easily and safely overtake a slow lorry on a mountain pass.
The suspension provides a comfortable ride and the view to
the outside is good with almost no blind spots. The bonnet is really wide – it feels even bigger than a Ford Ranger – and you have to be pretty accurate to park inside the stripes of a parking space. That 3D image on the touchscreen really helps here.
The competitors
In terms of load capacity, the Peugeot Landtrek is the winner with 1 015 kg, compared to the Ranger’s 913 kg, Hilux’s 805 kg, and the GWM P Series’ 650 kg.
The Landtrek and P-series both get a five-year/100 000 km guarantee, while the Ranger gives you one year less peace of mind and the Hilux is guaranteed for only three years. The Hilux and Ranger can theoretically tow 3 500 kg, compared to the Landtrek’s 3 000 kg and the P-Series’ 2 250 kg.
The Ranger has a 10-speed automatic transmission, the P-Series an eight-speed, and the other two have six gears each. When it comes to power, the Ranger gives the knockout blow with 132 kW; the P-series itself is not too shabby at 120, and the Landtrek and Hilux each deliver 110 kW.
The Ranger is also the forerunner in terms of torque (420 Nm) over the 400 Nm of the P-Series and Hilux. The Landtrek comes in last with 350 Nm, but in reality it certainly doesn’t feel weak. The P-Series is the cheapest and the Ranger the most expensive – their prices differ by more than R100 000.
Conclusion
A passerby wanted to know if Peugeot’s Landtrek was as good as the old 404 bakkie. He maintained the 404 was the Mercedes-Benz of bakkies at the time. We were able to confirm that the Landtrek’s ride quality is excellent, significantly better than, for example, the Mazda BT-50 we recently drove, and also better than a Toyota Hilux, but not quite as comfortable as a Volkswagen Amarok.
The Peugeot 404 bakkie, station wagon, and car were legends in their day, but the Landtrek is technologically light years ahead
The Peugeot 404 bakkie, station wagon, and car were legends in their day, but the Landtrek is technologically light years ahead. We did, however, express doubt whether people in 40 years’ time would feel the same nostalgia for the Landtrek as the 404. The man nodded his head in agreement.
The Peugeot Landtrek is a lovely vehicle, but the Ford Ranger and Toyota Hilux feel more “genuine” and the P-Series comes with a great price.