Instead of asking a mirror which is the fastest bakkie of them all, we got rally and race legend Hannes Grobler to race nine bakkies around a 400m rally track. This… is #fastbakkie.
Below are the results, ranked from slowest to fastest, along with Hannes Grobler’s impressions of each bakkie. Right at the bottom is more information on our methodolgy and how we got to racing nine stock standard double cab bakkies.
9. JMC Vigus 2.4TDCi 4WD SLX 00:49:39s
Engine 2 402cc, four-cylinder turbodiesel
Power 88kW @ 3 800r/min
Torque 290Nm @ 1 600r/min
Gearbox Five-speed manual
4WD Part-time (2H, 4H and 4LOW)
Price R375 990
Comments
Despite being the least powerful on paper in this test, the grunt – and especially the torque at lower revs – was impressive. The suspension was less inspiring, and the tail especially bounced around a lot, resulting in a loss of momentum. The leather driver seat was quite slippery – I had to wedge myself against the door to ensure I didn’t slide around. With an upgraded suspension it should fare even better in #fastbakkie. – Hannes Grobler.
8. Isuzu KB300D-Teq 4×4 LX 00:49:02s
Engine 2 999cc, four-cylinder turbodiesel
Power 130kW @ 3 600r/min
Torque 380Nm @ 1 800r/min
Gearbox Five-speed manual
4WD Part-time (2H, 4H and 4LOW)
Price R549 800
Comments
The first run was with the traction and stability control system activated, and the ‘we’re going to have an accident!’ electronic intervention saw the power taps closed in the places you didn’t want them to be closed. Once deactivated, the Isuzu went much better. The suspension, brakes and gearbox worked really well, and the KB felt very composed. The engine is not particularly fond of higher revs. I reckon this engine will probably last 500 000km, but speed and revs are not really its forte. – Hannes Grobler.
7. Mazda BT-50 3.2 4×4 AT 00:48:78s
Engine 3 198cc, five-cylinder turbodiesel
Power 147kW @ 3 000r/min
Torque 470Nm @ 1 750r/min
Gearbox Six-speed auto
4WD Part-time (2H, 4H and 4LOW)
Price R555 700
Comments
It has a lot of grunt lower down in the rev range. It blasts off the line, and it really gathers speed quickly. Although the engine doesn’t like higher revs so much, there’s just so much low-end lugging power available, it doesn’t matter much. The suspension, and specifically the leaf springs at the rear, were not as impressive. The ‘bak’ bounced around a lot, which meant a loss of momentum and, ultimately, speed. For the rest, a great performer. – Hannes Grobler.
6. Mitsubishi Triton 2.4Di-D 4×4 00:48:75s
Engine 2 477cc, four-cylinder turbodiesel
Power 133kW @ 3 500r/min
Torque 430Nm @ 2 500r/min
Gearbox Six-speed manual
4WD Super Select 4WD part-time (2H, 4H, 4HLc and 4LLc)
Price R539 900
Comments
Turbo lag seemed to be inevitable if you consider the new Triton’s 430Nm of torque that peaks only at 2 500r/min. But on the track, there wasn’t much lag at all; instead the vehicle sprinted really well, and accelerated well out of the slower corners. The suspension was very impressive, soaking up the rough sections very well. This test was not about comfort, but I must say, the Triton’s cabin was really impressive in its insulation and upmarket feel. – Hannes Grobler.
5. Nissan Navara 2.3D 4×4 00:48:71s
Engine 2 298cc, four-cylinder twin-turbo diesel
Power 140kW @ 3 750r/min
Torque 450Nm @ 1 500r/min
Gearbox Six-speed manual
4WD Part-time (2H, 4H and 4LOW)
Price Not available
Comments
With its twin turbochargers and 140kW, I had high expectations for the new Navara. There was slightly less grunt at lower revs than I expected, but generally it did very well in the engine department. Ditto with the suspension. Its only undoing was the stability control system. Even though we switched if off and it allowed some leeway, at the extreme limits it still cut off the power, braking sliding wheels. This is great for keeping drivers safe, but less ideal in a speed test. Without the computer’s intervention, the Nissan would have set a faster time. – Hannes Grobler.
4. Foton Tunland 2.8TDI 4×4 00:48:62s
Engine 2 780cc, four-cylinder turbodiesel
Power 120kW @ 3 600r/min
Torque 360Nm @ 1 800r/min
Gearbox Five-speed manual
4WD Part-time (2H, 4H and 4LOW)
Price R409 995
Comments
The engine is strong all the way through the rev range, even though the outputs are not on the same level as many of the mainstream bakkies. The gearbox is a bit vague in its shift action. The suspension is pretty good, too, and it soaked up the rough sections surprisingly well. The Tunland’s biggest asset in this test proved to be its standard limited slip differential for the rear axle. This certainly enhanced the grip – and a really impressive time was the result. – Hannes Grobler.
3. Toyota Hilux 2.8GD-6 Raider 4×4 00:48:57s
Engine 2 755cc, four-cylinder turbodiesel
Power 130kW @ 3 400r/min
Torque 450Nm @ 1 600r/min
Gearbox Six-speed manual
4WD Part-time (2H, 4H and 4LOW
Price R554 600
Comments
With the ‘Power’ function activated, the Hilux felt very strong (Power mode adjusts the electronics to provide more sporty throttle response, but there is no actual power increase – Ed). The heaps of torque was on the money, from just above 1 000r/min, and the engine revved freely, too. The Hilux, as a complete package, worked very well, from the suspension, the brakes, the steering feedback, the engine and the slick gearbox. Ultimately it felt faster than the time it recorded. – Hannes Grobler.
2. Ford Ranger 3.2TDCi 4×4 AT 00:48:25s
Engine 3 198cc, five-cylinder turbodiesel
Power 147kW @ 3 000r/min
Torque 470Nm @ 1 750r/min
Gearbox Six-speed auto
4WD Part-time (2H, 4H and 4LOW)
Price R577 900
Comments
The pulling power from low revs was really impressive. The big difference between the Ranger and the Mazda was the rear suspension… the Ford’s set-up is more pliant, absorbing the bumps better. That ensured the rear wheels had better contact with the surface, which resulted in more pace. It’s a pity it was the automatic version (99% of Ranger 3.2TDCi’s are sold with the automatic gearbox, so getting hold of a manual was nigh impossible – Ed), but I could also use the left-foot braking method more liberally. Overall, it was a very impressive performance package. – Hannes Grobler
1. VW Amarok 2.0BiTDI 4Motion 00:48:09s
Engine 1 968cc, four-cylinder turbodiesel
Power 132kW @ 4 000r/min
Torque 400Nm @ 1 500r/min
Gearbox Six-speed manual
4WD Part-time (2H, 4H and 4LOW)
Price R562 700
Comments
The Volkswagen’s two-litre engine was the smallest in this test, but of all the engines, it was also the closest to a petrol. With that, I mean the way it revs; reaching 4 500r/min without running out of steam. But there’s plenty of low-down grunt, too. The suspension and handling were top drawer. But there was also the VW’s off-road function. This feature allows the ABS to lock up more on gravel, ensuring shorter stopping distances (on gravel at least – Ed). That advantage was just enough to pip the Ranger to the line. – Hannes Grobler.
What makes for a fast bakkie?
“It’s not one single thing, but rather a combination of several. If you have a bakkie with plenty of power but the brakes and suspension are not up to scratch, the bakkie may be fast in a straight line, but in the corners and over the rough stuff, it will lose time. “A vehicle with average power output but great handling and braking can match the big-power vehicle on a track. Suspension plays a huge role in transferring whatever power there is to the surface in the most efficient way. “Another factor is engine tractability. In other words, how the engine and drivetrain respond when you stomp on the accelerator.
This is especially important coming out of slow corners. An engine with lots of turbo lag will take a moment to start boosting, while another mill, with less lag, will respond immediately. “And there’s also the gearbox issue. A manual gearbox should be marginally quicker around a tight track like this because the driver has absolute control over the gearbox ratio. In an automatic, there may be some tiny delays in selecting the correct gear, depending on gearbox to gearbox. “Tyres play a pivotal role, too. Some of these bakkies are sold with more chunky all-terrain tyres, while some have more road-biased products. Grip levels vary greatly between the different products, so tyres have a big influence on a test like this.” – Hannes Grobler.
Summary
Surprised? We were. For once we thought it would be a straightforward Ford-Mazda-Nissan podium. But it was not to be. There were simply too many other factors that had an influence on the outcome of #fastbakkie. But let’s quickly recap from position nine. The Chinese Vigus surprised Hannes with its torque, but he wasn’t so crazy about the suspension set-up. The Isuzu’s engine didn’t like to rev much, and a relatively narrow power band resulted in the second slowest time. The facelifted Mazda BT-50’s rear suspension also didn’t tickle Hannes’ fancy, the Mazda’s tail bouncing too much.
The Triton was impressive, especially inside the cabin, but in the end it couldn’t quite match the faster bakkies for pace. The twin-turbo Navara, not launched when we did this test, would have been plenty faster if its electronics did not intervene when it thought the Nissan was about to meet its maker in an accident. The Foton surprised Hannes again… with plenty of power and that limited slip diff it slayed a few giants in this test. The Hilux did as you’d expect it would: very well. But it couldn’t match the Ford and the Volksie. Would a Ranger with a manual gearbox have been marginally faster? Possibly, yes. Which adds all the more reason for a possible rematch and the addition of few newcomers in the bakkie segment, later in the year.
The Veedub, the bakkie with the smallest engine in this test, also proved to be the fastest around our track. That was quite a turn-up for the books, and it may change later this year when we host round two of #fastbakkie. But for now, the Amarok is the fastest bakkie of them all.
Overall results
9. JMC Vigus 2.4TDi 4×4 00:49:39s
8. Isuzu KB300 D-Teq 4×4 00:49:02s
7. Mazda BT50 3.2TDCi 4×4 AT 00:48:78s
6. Mitsubishi Triton 2.4TDi 4×4 00:48:75s
5. Nissan Navara 2.3D 4×4 00:48:71s
4. Foton Tunland 2.8TDI 4×4 00:48:62s
3. Toyota Hilux 2.8GD-6 Raider 4×4 00:48:57s
2. Ford Ranger 3.2TDCi 4×4 AT 00:48:25s
1. VW Amarok 2.0TDI 4Motion 00:48:09s
How it all began
Late in 2016, we took the first #fastbakkie steps when Chinese brand Foton supplied us with a Tunland, to set some kind of bakkie time or speed record, to get the ball rolling. We needed to set a target and Foton was brave enough to offer a Tunland 2.8TDI so we could fiddle with it some, and hand it over to a racing legend called Hannes Grobler. We used a relatively flat track at the Gerotek Vehicle Testing facility west of Pretoria, and we added an Old Man Emu suspension and more grippy all-terrain tyres. Hannes, not surprisingly, set a blistering time. Next we had to get all the other bakkie brands to take a bite of the ‘target carrot’. And soon it was clear that we had saddled up a logistical challenge of gigantic proportions. To get around 10 bakkies fitted with an aftermarket suspension and tyres, and then to restore them to standard after the test, would have been, as we found out, a near impossible task.
So we simplified #fastbakkie: we secured a section of the flat rally track at the ADA Training and Outdoor Centre near Hartbeespoort Dam, and we stuck to stock-standard bakkies. With only a couple of jumps (if you drive like Hannes Grobler) along the way, the 400 metre-rally stage suited the stock suspension and tyre set-ups of the double cabs. Somehow we got all the major players there. Toyota, Ford, Mazda, Nissan, Mitsubishi, Isuzu, Volkswagen, JMC and, of course, Foton. We even secured a new Fiat Fullback, but unfortunately the only unit that was available had been fitted with every Mopar accessory in the catalogue as well as bigger BFGoodrich all-terrain tyres, which meant it was no longer standard and not eligible for #fastbakkie. The Mazda also proved a tricky logistics affair. Launched to the media only a week before #fastbakkie, and with all the BT-50s involved in intensive dealer training, the folks at Mazda South Africa made a plan and we got hold of a unit for three hours to include it here.
Ford also requires a tip of the hat. With all its fleet vehicles otherwise preoccupied, they sourced a Ranger 3.2TDCi from a staff member’s husband. Nissan South Africa made a plan, too: the Navara you see on these pages came from the first batch to roll out of the Rosslyn factory, just four days before #fastbakkie. So the unit was checked, mileage was added and it rocked up at the ADA Training and Outdoor centre.
The methodology
This is quite straightforward: our expert driver Hannes Grobler had to pilot each bakkie around the same 400-metre rally track. The track features fast and slow corners, sand, the ADA skidpan and even a section of fesh fesh (very fine sand that seems to explode when you hit it at speed). All the vehicles were driven in 4WD, with any and all traction and stability systems switched off (as far as possible). An independent timekeeper from ADA recorded the lap times. Hannes obviously knows about such matters, so when he said he’ll take a time and that he won’t be able to improve on it, you know that time is as fast as that bakkie can go around that track. Sometimes, as in the case of the Mitsubishi Triton, he had three goes, instead of two.
That’s because the Triton’s unique party trick, the Super Select 4×4 system, allows for 4WD with an open centre differential (60:40 split between the rear and front axles) and 4WD with a locked centre differential (50:50 split). Interestingly, the Mitsubishi proved half-a-second faster in the 50:50 split than the 60:40 one. So, this test is all about a lap time, and how the stock-standard bakkies, driven in the same state as you’ll find them on new vehicle showroom floors, coped with being manhandled by racing legend Hannes. In this test we didn’t bother about interior appointment, service plans, safety features, 17- or 18-inch rims, quality, longevity, nor anything else, really. The only thing that mattered was how fast they went around our 400m rally track.
Older, but far from colder
Hannes Grobler, the former South African rally and off-road champion, Dakar rally competitor, circuit racing ace, and all-round gentleman may no longer be a spring chicken, but he’s lost none of the blistering speed and consistency that earned him such legendary status in Southern Africa. Hannes manages the 4×4 Mega World Zambesi branch in Pretoria, so if you need any (no nonsense) 4×4 accessory advice, contact Hannes at Tel: 012 548 2371 or mail [email protected].
Photography: GG van Rooyen, Deon van der Walt and Robb Pritchard