FOR THREE PERSONS
Two burners with a capacity of 4 megawatts each. A ball... no, more correctly - a shell over 40 meters high and with a volume of 25 cubic meters, with a weighty wicker basket for three people, propane tanks, a fan... It seemed, what do pickups have to do with it?
Outside the window it is still dark, the icy-crusted roads of the landfill are pristine - no tire tracks, no other marks of a hectic life. But the aeronauts are already waiting for us, they have their own priorities: the sooner we start, the less the wind, which usually comes with the first rays of the sun, will interfere. One pickup truck is already tied to the ball like a two-ton safety ballast. The candidate is solid, although the oldest compared to the other two Nissan Navara models (2.5 liters, 190 hp). But it immediately turns out that it does not have a rear towing eye ... We figured it out, but, frankly, we did not expect such a set-up from a pickup truck. “Usually we raise the balloon and take off in about fifteen minutes.” I look at the shapeless mountain of fabric and believe with difficulty. But then the fan rumbled, meter-long flames cut through the twilight darkness - it began! In a matter of minutes, the ball took shape and soared into the sky. We watched him go and turned to the other two pickup trucks. The protagonist here, of course, is a brand new Ford Ranger (2.2 liters, 150 hp). Yes, and "Volkswagen-Amarok" (2.0 l, 180 hp) should not be discounted. Indeed, in his asset is not only a new diesel engine with dual supercharging, combined with an 8-speed automatic, but also permanent all-wheel drive with a Torsen self-locking center differential, as well as a suspension reoriented for greater comfort.
Balloonists often use four-wheel drive pickups. True, as a rule, they prefer larger models from the American market, which are not officially sold in Russia. But maybe our "undersized" will do? When such a tiny basket of the crew against the background of a huge ball is loaded into the body of a Nissan, you are convinced that it is not so small! The tailgate slams shut without problems (even the place remains), but putting something else here - say, a bag with a shell - is hardly possible. Movable rails in the body help little, deep scratches remain on the unprotected floor. The impressive "Amarok" with its simply bottomless body compared to the rest (by the way, it is perfectly protected by plastic) suddenly turns out to be out of business. It's not so much about the uncomfortable cover that covers the cargo platform (it was dismantled for the purity of the experiment), but about the stainless steel arcs, one of which rests on the basket, not allowing you to close the board. Maybe Ranger? This one, despite the tuning, is more practical, besides, the floor and sides of it are better protected from scratches than the Nissan. The tailgate was closed, albeit with an interference fit (unlike the same Navara). That's just main problem no machine did. Like it or not, if you need to transport people, a ball, a basket and other personal belongings, you will have to use all three pickups.
RATIONALISM AND FUNCTIONALITY
Examining the rough interiors, you don’t doubt for a second their professional suitability. In each, there are sure to be impressive boxes, a rather big berdanok, huge mugs of mirrors. AT maximum trim levels there are leather seats, dual-zone climate, rear-view cameras, parking sensors and almost indispensable monitors of navigation systems. Nevertheless, you immediately prioritize. We clearly like the Ford Ranger: bright instrument dials, a variety of colors and shades on the front panel - in a word, quite a modern style. The seats are spacious, but with the necessary support and impressive ranges of adjustments, by the way, electric ones. You can immediately see that the Ranger's ergonomics are on top: everything is clear and at hand. You can only complain about the lack of longitudinal adjustment of the steering wheel and the ugly seat heating toggle switches. They were clearly made in a country where this option is not used in principle. A trifle, of course, but it catches the eye in a comfortable and spacious (including for passengers) cabin. The Amarok isn't the best this time around, although Volkswagens usually lead the way when it comes to interiors. It’s as if everything is in place, and they didn’t save on steering wheel adjustments, unlike the Ford. I praise the socket, carefully installed at the top of the front panel - just a dream for those who like to connect additional equipment. But the driver's seat is still inferior to the Ford one, and not in size or range of adjustments, but in body fixation capabilities. From the chair "Amaroka" periodically slide off to the side. And behind, with a clear advantage in width, there is especially nowhere to put your legs. And also visibility. It seems that the Volkswagen has huge mirrors, a well-tuned parking sensors, with which it is even more convenient to moor than with the help of the Ranger video camera (where the image is displayed on the internal rear-view mirror - not The best decision). However, everything to the right of the driver is hidden in a huge dead zone. It takes a long time to get used to this nuance. The age of Nissan can no longer be hidden by updates. Here they attached a modern display screen to its panel, a rear-view camera, but the inexpressive interior of the Navara did not become more attractive from this. And although this simplicity is not particularly annoying, against the backdrop of a bright "Ford" and a cozy "Amarok" japanese pickup passes. Even more disappointing are the flat and slippery seats, the modest ranges of their adjustments, especially the longitudinal ones. The steering wheel can not be put in the correct position, the symbols on the toggle switches and buttons are small. Rear passengers also feel left out: they do not even have a seat, but a bench with a low cushion. And very tight in the knees.
THE ROAD IS LONG
How great it is when, having gone for new experiences, you can move so easily, especially without choosing a path. In the city and on a good road, the Volkswagen impresses with its comfort. Soft, long-stroke suspension, unobtrusively distant rumbling of the motor. Almost "Tuareg", forgive me for such an association. But the brakes are embarrassing, or rather, the long-stroke pedal: it falls out of the general harmony. Well, the eight-speed automatic puzzles with the number of switches - it seems that by pressing the accelerator, you give a command not to the engine, but to the transmission. The situation changes radically, as soon as the road becomes uneven, and the speedometer needle rises to 100 km / h. No, the motor is still great, as is the transmission (and even acoustic comfort). It’s just that in the corners, the Amarok starts to scare with crepes. In fairness, I’ll say: for the road, an all-wheel drive car keeps well even in extreme situations. But the feeling of complete relationship with it disappears. The behavior on undulating irregularities also greatly interferes - as if the springs let the vertical buildup pass, not maintaining the peculiarities of our roads. At the same time, the shock absorbers try to bring down the vibrations, but they also can not cope. The result is a chatterbox with large amplitudes, frankly shaking the soul. It turns out that Volkswagen is only for flat surfaces? Here is the Ranger, after giving the crew a good shake several times, it immediately dots the i's. This pickup informs roughly and in detail about all the small and medium bumps. He is definitely the leader here. But with one optimistic amendment: the worse the road, the better the energy-intensive suspensions work, which perfectly cope with most pits and potholes. Under these conditions, you get tired of shaking noticeably less in it than in a Volkswagen. Not the strongest Ford engine actually turned out to be quite frisky. He ideally finds mutual understanding with a 6-speed automatic, as a result, a two-ton car dashingly tears from its place. Only at high speed - when overtaking, for example, when it seems that there is still a reserve under the pedal - it suddenly turns out: the possibilities have been exhausted. Similar in character and handling. The absence of rolls and the accuracy of reactions are fascinating, instilling confidence in the capabilities of the Ranger. With an increase in speed, especially on bumps in a turn, a pickup truck with the front axle may suddenly jump out of the turn. Therefore, often use sensitive (not like the Volks-Wagen!) brakes - do not bring the situation to a dangerous one. Against the backdrop of rivals, Nissan Navara seems to be unable to decide which side it is on. Excellent engine, powerful and torquey, allowing you to accelerate quickly and smoothly. A logical 5-speed automatic, not puzzled by the feverishness of work. Noisy, however, in the cabin, and “extra” vibrations are noticeable. Even against the backdrop of the Ranger, not to mention the sleek Amarok. Mediocre brakes. Handling isn't as contagious as the Ranger's, but it's calm and dependable. Although on a winding road, the Navara strives to fall out of the turn, requiring ever greater steering angles. Even the smoothness of the Nissan at first seems good: the Navara suspension perfectly swallows small bumps. But here on the large ones an unpleasant buildup appears. In a word, not the best final result. So "Amarok" or "Ranger"? Automatic, permanent four-wheel drive, comfortable suspension characteristics, good isolation from noise and vibration. Even if you don’t like something in particular, then in terms of aggregate, Amarok is still ahead. Moreover, suspension settings are possible. "Ford Ranger" in this test is deservedly second, although in some ways (for example, in the convenience of the rear of the cab) it is preferable. And the price is better. Do not discount the better adaptability of the Ford to bad roads. The Nissan Navara already lacks perfection by today's standards. Suspension settings, brakes, comfort for those sitting in the back - it's time to change all this. To thanks good motor the model again played in full force in the first team.
Initially, pickup trucks were created as compact trucks designed to transport small loads - they were widely used by American farmers and private entrepreneurs. However, in our country they are often bought instead of ordinary all-metal SUVs, guided by - a vivid example of this is the "almost passenger" Volkswagen Amarok. But American companies as long as they remain faithful to traditions, for example, a pickup truck ford ranger has a load capacity exceeding 1.2 tons! Therefore, in order to find out which car is better to buy for personal use - Ranger or Amarok, it is worth comparing the main parameters of pickups.
We carry cargo
It is clear that for the future owner of a pickup truck, not the last place in the characteristics of the car is the size of the cargo compartment. The Ford Ranger, with the most popular two-row cab, has a platform length of 1.4 meters and a height of 0.5 meters. Decent performance though Ford owners often complain about the small width (1.56 meters), as well as excessive loading height - almost 90 centimeters. For agricultural work or transportation of building materials, the Ford Ranger is ideal, but for loading household appliances - with a stretch. In addition, immediately after the board, the Ranger has a high step, which makes it difficult to put loads that are sensitive to shocks and other influences into the body.
In the field of cargo transportation, the Volkswagen pickup truck is not inferior to its traditional American competitor - its body length is 10 centimeters longer and its depth is 2 cm. In addition, the width of the Volkswagen Amarok platform, equal to 1.65 meters, should be especially noted - it helps to carry fairly large loads like modern refrigerators or LCD TVs. The step is almost invisible - thanks in large part to the thick plastic coating on the bottom of the Amarok body - it also protects the metal from corrosion and prevents damage to the load.
If you compare Amarok and Ranger, it may seem that Volkswagen is ideal for the role of a compact truck. However, the Ford Ranger has a payload capacity 1.5 times that of german car- 1.2 tons. Of course, the Volkswagen Amarok can be ordered in a special version of Heavy Duty, but reinforced five-leaf springs, which add 200 kg to the pickup truck, deprive it of the excellent handling that the manufacturer is so proud of. But Volkswagen can tow trailers weighing up to 3.2 tons due to the powerful engine and optimized transmission, while the Ford Ranger can only take 2.5 tons. But the Americans have one more "trump card" - a branded plastic superstructure that makes the body closed, for the Ranger it costs only 90 thousand rubles, while Volkswagen offers it for 150-175 thousand rubles, depending on the material and type of tailgate mechanism.
On the run
Off-road qualities
You can find some sense in buying a pickup truck for urban use, although it is quite difficult to call such an acquisition justified, so it will be a priority. Pickup truck owners have high hopes for the Ford Ranger, as it has been compared to the popular F-150 in the United States, which can overcome very difficult obstacles. However, in the case of the Ranger, the driver will have to beware of deep holes, ruts and stream banks. Mechanical differential locks replaced electronic system that mimics their work. As a result, the Ford Ranger quickly gets bogged down in the mud and cries for help, spinning the posted wheels.
Not too good either - the 2.2-litre diesel drives the Ranger well on flat terrain, but quickly loses its enthusiasm when there is a slight rise. If the Ford pickup is fully loaded, the driver will have to get used to depressing the gas pedal by three-quarters or more, which will inevitably affect fuel consumption. Of course, in model range Ford Ranger is also a car with a 3.2 engine with a power of 200 Horse power, but with it, the fuel consumption of a pickup truck exceeds 15 liters per 100 kilometers. There are no complaints about the automatic transmission - it quickly adapts to the selected driving mode, allowing you to maintain high revs off-road and save fuel when driving on the highway.
But you don’t expect any off-road adventures from the Volkswagen Amarok - with all its appearance, the pickup truck shows that it is designed for high-speed driving on high-quality asphalt. The Amarok's problem is exactly the same as the Ford Ranger's - the lack of mechanical interlocks prevents the driver from driving through particularly difficult stretches of eroded dirt road. However, the engineers who created the Volkswagen Amarok did not make a mistake by installing a Torsen differential in the all-wheel drive transmission. Although it allows for some slippage, the Amarok's transmission adjusts the distribution of torque very quickly - in the end, the same obstacles can be passed "on the move" by adding gas just before a difficult section.
The Volkswagen biturbodiesel has very good traction and does not annoy the driver of a pickup truck with the usual for supercharged engines traction dip on low revs. However, it is still quite difficult to manage it - in this case, it is not the lack of power that interferes, but its excess, which causes the wheels of the Volkswagen Amarok to slip on long climbs with a slippery surface. Therefore, the driver should not wear waders or heavy winter boots - to drive a Volkswagen pickup off-road, you need to feel the pedals perfectly. Eight-speed automatic transmission perfect for heavy machine- she shifts gears a little slower than the "mechanics" and always finds the perfect gear ratio for Amarok.
On asphalt
The impressions of driving a Ford Ranger on a good road are quite expected - in terms of its habits, a pickup truck is very similar to a GAZelle or another light truck. The Ranger bounces high on every bump and shakes the whole body even when going through deep cracks in the pavement, and trying to drive a speed bump at high speed can cause all four wheels to lift off the ground. Handling can be assessed no higher than the "troika" - the car frankly upsets with a slow reaction to turning the steering wheel and large exchange rate fluctuations when driving on a bad road. With a full load, the Ford Ranger goes much better - the truck stops jumping, but the thuds and jerks of the steering wheel do not disappear.
But the 2.2 turbodiesel, which is not enough to lift the Ford Ranger up the hill, when driving in normal mode, impresses with soft reactions - when you quickly press the gas pedal, the car accelerates quickly and without any jerks. Ford's six-speed "automatic" tries to save fuel - when driving evenly, it very quickly shifts into top gear and tries to keep it until the speed drops below 800-1000 rpm. In general, the Ford Ranger leaves a mixed impression - the car allows you to control traction very conveniently, but quickly "shakes the soul" out of the driver and passengers.
| Car model: | ford ranger | Volkswagen Amarok |
| Producing country: | USA (Assembly - Thailand) | Germany |
| body type: | Pickup | Pickup |
| Number of places: | 5 | 5 |
| Number of doors: | 4 | 4 |
| Engine capacity, cu. cm: | 2198 | 1968 |
| Power, l. s./about. min.: | 150/3700 | 180/4000 |
| Maximum speed, km/h: | 175 | 179 |
| Acceleration to 100 km/h, s: | 12,3 | 10,9 |
| Type of drive: | Full | Full |
| Checkpoint: | 6 automatic transmission | 8 automatic transmission |
| Fuel type: | DT | DT |
| Consumption per 100 km: | In the city 11.9 / Out of town 8.0 | In the city 10.1 / Out of town 7.3 |
| Length, mm: | 5359 | 5254 |
| Width, mm: | 1850 | 1944 |
| Height, mm: | 1815 | 1834 |
| Clearance, mm: | 232 | 230 |
| Tire size: | 265/65 R17 | 245/65 R17 |
| Curb weight, kg: | 2048 | 1975 |
| Gross weight, kg: | 3200 | 2820 |
| Fuel tank capacity: | 80 | 80 |
High-quality asphalt is a natural element Volkswagen pickup Amarok - this is felt after the first kilometers traveled. A car with standard three-leaf springs in the rear suspension gently goes through all the bumps, annoying with jumps only after the appearance of especially deep pits and speed bumps. The Amarok's handling can be called ideal for a pickup truck, because unlike other light trucks, it instantly responds to the steering wheel and does not stray from the driver's chosen course. When fully loaded, the Volkswagen Amarok has a tendency to wobble - one feels that the car was created more as a fashion car than to carry heavy loads. If you order a Heavy Duty modification with two additional leaves in the springs, you can experience the same jumps as the Ford Ranger, although the handling will still be much better.
The powerful Volkswagen biturbodiesel makes the driver of a pickup truck think that he is sitting in a large Touareg SUV - the dynamics of the car are so good. Its only drawback is too fast response to pressing the pedal, which makes you drive in a “torn” rhythm with frequent gear changes and jerks. Although this quality of the Volkswagen Amarok helps to confidently stay in the city stream with its frequent rebuilding and sharp overtaking. Automatic transmission initially - only six of its steps are used in the city, the seventh is designed to achieve maximum speed, and the eighth is for uniform movement at speeds above 120 km / h. In general, the Volkswagen Amarok can be called one of the few pickups with the habits of a passenger car - if only we are talking about the Comfort modification with a standard suspension.
Comfort
If we compare the Volkswagen Amarok or the Ford Ranger with each other, then we cannot help but pay attention to the interior space available to the driver and passengers. Despite the fact that the Ford Ranger has remained true to the "cargo" traditions, inside it looks simply excellent - the center console attracts attention with a large LCD display located in a deep rectangular well, as well as a scattering of buttons and complex-shaped deflectors. Workplace The driver of a Ford pickup truck is quite comfortable due to large-scale digitized instruments and a large four-spoke steering wheel. The car can be equipped not only with air conditioning, but also with dual-zone climate control, which significantly increases the value of the Ranger in the eyes of the domestic consumer. In addition, the Ford Ranger offers plenty of storage space for small items:
- Capacity behind the back of the rear sofa;
- Two drawers located under the rear seat cushions;
- Cooled box inside the armrest.
The front seats of an American pickup truck do not impress with particular comfort - it is felt that they were created more likely based on quick boarding and disembarking, which is extremely important for commercial transport. On a long journey, the driver of the Ford Ranger starts to hurt his shoulders and lower back, which is explained by a far from optimal back profile and a high pillow. But there can be no complaints about the back row of Ford pickup seats, since even three construction workers in full gear will fit here. If desired, backpacks can also be placed here, taking advantage of the space in the legs of passengers - it is not necessary to load them into the Ranger body, which is open to all rains and winds.
As already mentioned, the Volkswagen Amarok is similar to SUVs and crossovers of this manufacturer, and the similarity concerns not only behavior on the go, but also interior design. Its interior does not look like the interior of a truck - here you can find such interesting elements as a two-tone upholstery of the front panel or a multimedia system with a large touch screen. Devices are similar to those that are equipped with others Volkswagen models- between the two round dials is a small trip computer display. However, there is nothing to catch the eye - unlike the Ford Ranger, there are no specific design solutions in the Amarok.
The Volkswagen pickup seats are very good, despite the lack of automatic adjustments. An optimal profile supports the driver's back, allowing them to carry a long road without the slightest fatigue, and a low-lying cushion makes landing in the Amarok closer to a passenger one. The rear is a little tighter than in the Ford Ranger - and this applies not only to the distance between the two rows of seats, but also to the width of the cabin. In addition, there is not that abundance of storage space for small items - in addition to the glove box, the driver is offered only a small box inside the armrest. The seats also recline forward, but there is almost no space behind them - Volkswagen owner Amarok can only put a work jacket and boots here, as the distance from the backrests to the rear wall of the double cab is very small.
Truck or car?
If you know what you want from such a specific car as a pickup truck, then you can easily make a choice between the Volkswagen Amarok and the Ford Ranger. For entrepreneurs, farmers, and others looking for a work vehicle, the Ranger is the right choice because it has a large payload and excellent traction control. However, you should not expect comfort from a Ford pickup truck, because it chassis focused more on the transportation of oversized cargo. For a comfortable ride around the city and country roads, it is better to purchase a Volkswagen Amarok. It can play a role, equipped with a powerful turbodiesel engine, a modern all-wheel drive transmission and a comfortable interior with a presentable finish.
The Russian village is dead. Most Russians are convinced of this. Meanwhile, agricultural production is growing, and Russia is becoming an increasingly significant player in the international food market. Pickup truck sales are on the rise. Our trip in four pickup trucks to the Tver region was supposed to answer the question: “Is there life on village?
ford ranger
Previously, there were two Ford Ranger: American and Thai. Since this year, Ford has only had one mid-size pickup, and it's in front of you. In Russia, cars are available with a single and one and a half cab and three engines to choose from: petrol 2.5 (166 hp) and diesel 2.2 and 3.2 (150 and 200 hp). Gearboxes - 5-speed manual transmission for gasoline cars and 6-speed manual transmission and automatic transmission for diesel. All vehicles are all-wheel drive. Our Ranger has a double cab, 6-speed automatic and 2.2 diesel. Prices: from 1,112,000 to 1,541,000 rubles.
Outside and inside
In America, the Ranger has never been a real farm car, it's too small for that - you can't transport a steer on such a bull. But surfers, crossmen and other outdoor enthusiasts across the ocean have always loved mid-size pickups. And the new Ranger does a great job of being the chariot of an adrenaline junkie. Even the long-wheelbase ATV Stels ATV600GT got into the body! Body length - 1549 mm, width - 1560 mm. And how famously the American pickup truck looks - the real star of the beach party - even though it is going to Thailand! But the interior turned out to be too "cartoonish" and not very comfortable. The support for resting the left leg shakes with minimal pressure, and it is installed so inconveniently that it is more comfortable to just keep the foot on the floor. The multimedia system menu is confusing, and the control buttons are inconvenient. But there are a lot of places! You can comfortably sit behind yourself, which is not typical for a mid-size pickup truck. Still, the stock of rear passenger legroom has increased by 5.5 cm.
In move
But the main changes are on the go, because the Ranger has become much more modern and, as a result, more perfect. Thanks to the rack and pinion mechanism, the number of turns of the steering wheel from lock to lock has decreased from four to three, and the steering wheel has finally appeared Feedback. And not just appeared: this handling is now more of a car than a truck. You can even joke around! Moreover, the suspension has become softer, and the feed no longer jumps on bumps like crazy. And on slippery surfaces, ESP gives confidence, which is now put “in the base”.
Only with a load in the back it is better to forget about the dynamics. There are not so many strengths, the turbo lag is large, and the “automatic” is not too quick. As a result, on the way to the village of Verkhnyaya Trinity, which is 280 km from Moscow, I had to carefully think over each overtaking. But the weight of the “quadric” is 350 kg, what will happen with a larger load? In a word, if you carry heavy loads, immediately take the Wildcat version with the top 3.2 engine. But the suspension copes well with weights - there is almost no buildup. The tailgate did not let us down either, despite the fact that rear wheels Stels stood almost on its edge: the board did not lead, and the hinges did not bend. In addition, the Ranger body is equipped with rails with lashing eyes, which allow you to securely secure cargo of almost any size.
Off-road "by geometry" Ranger gets a solid five. The angle of entry and exit is an impressive 28 degrees! The depth of the ford to be overcome is 80 cm! The rest nervously smoke on the sidelines! But everything spoils the lack of a locking rear differential, even as an option. It's good that you can turn on the lowering, and with the regulator near the gearshift lever, forcibly block the center clutch. Keeping this in mind, and at the same time about the "quadric" in the back, we tried to avoid really serious off-road, but the Ranger coped with the slush without problems.
As long as there was an ATV weighing under 350 kg in the back, everything was great. Slightly "stupid" automatic gearbox? Well, after all, we are going with ballast! Steering some vague and sloppy?! So the "muzzle" is unloaded! The intricate logistics of the keys on the built-in radio did not even bother me. We're driving long distances in a truck! Got one radio wave?! Here, rejoice! But they were flowers. When the ATV was removed, the berries jumped, in the literal sense. Slowly, slowly overcoming impassability, I still felt like a jumping devil on a spring, jumping out of the chest. And on a smooth highway, you got the impression that you were not in a car, but at the controls of a light aircraft, which, no, no, and would be thrown to the side by a stream of air. In general, I have a mixed impression of the new Ranger.
Nissan Navara
The Japanese pickup comes to us from Spain exclusively with all-wheel drive and a double cabin, but there are two engines: diesel 2.5 and 3.0. The junior motor is aggregated with a 5-speed manual transmission and a 6-speed automatic transmission, and the power of the flagship engine is transmitted to the wheels through a 7-speed automatic transmission. Navara shares a platform with the Pathfinder SUV, but differs from it in a continuous axle with springs instead of an independent rear suspension. Price range: 1,296,000 - 1,876,000 rubles.
Outside and inside
Navara has always been between "proletarian" mid-size pickups and luxurious and powerful full-size trucks imported from across the ocean by gray dealers. The Spanish "Japanese" has always been more powerful, more luxurious, more prestigious and more expensive than other pickups officially presented on our market. It was Nissan that opened the segment of comfortable pickups suitable for everyday driving of a prosperous middle class representative. Solid appearance, identical to the rather prestigious Pathfinder, rich equipment, spacious salon- in this it is not a shame to drive up to a good restaurant or even a theater. Now, when all the main competitors have gone through an update, the distance between Navara and the rest of the classmates has decreased, but still remained. Nissan is still more expensive and richer. Decent Bose music with a subwoofer, a large touch-screen display, a convenient navigation system, a scattering of buttons on the steering wheel - you won’t immediately say that you are sitting in a pickup truck. Even the interior architecture itself seems to be written off from Infiniti!
The body of the Navara is not the largest in the test, and this is easily explained, because there is plenty of legroom rear passengers the largest in the quartet. Moreover, the upholstery of the driver's seats with reverse side soft, so that even if the legs rest on the chair, then at least they do not hurt. But there are problems with geometry: the back of the sofa is too vertical, and the seat itself is set too low. Landing in the driver's seat personally suits me completely, but the ranges of adjustment are small, and the seat itself is located high enough that it dictates a landing with bent legs. So I fully admit that there are many people who find Nissan uncomfortable.
In move
Even basic nissan engine more powerful than the top-end VW and Toyota engines, so it's no surprise that the empty Navara feels almost like a supercar. It seems that you can even "make" some hot hatches at a traffic light. But the chassis, alas, is already inferior to younger competitors. Nissan is the only car in this test where you can feel the movement rear axle. If you have experience driving frame cars with a rear axle, then there should be no problems, but those who are used to light reactions can be confused by the feed floating above the bridge. At high speeds, you often need to correct the trajectory with the steering wheel, but if you are familiar with Land cruiser or Tahoe, then there will be no problems. But, again, against the backdrop of the Ranger and Amarok, the Japanese pickup truck seems tough.
But the declared load capacity is 800 kg. Just what's the point if the body is the most compact in the quartet: 1511/1560 mm. In width, any "quad" will fit into it, but our Stels were not included in length. But it is most convenient to secure cargo in Nissan thanks to the proprietary C-Channel system, which consists of three rails located on the front and side sides of the body, and lugs that can be moved along these rails. Nissan “softens” with a load, but the smoothness of the competitors is still better. But the powerful engine of the "Japanese" does not seem to notice the load.
However, rigidity does not interfere with handling. Sure, the steering wheel is long enough and the feedback isn't as good as the Amarok or Ranger, but it's still easier and more enjoyable to corner in a Nissan than in a Toyota. The Navara's off-road arsenal makes it a good "rogue": a classic plug-in all-wheel drive with a lowering row and locks of the center and rear axle differentials allows you to confidently cope even with quite serious off-road conditions. In addition, during the recent restyling, the geometric cross-country ability of the car was improved. Approach angle is now 30 degrees (was 29). Congress: up to 24 (22). Inflection: up to 22 (18).
Vakhtang Koltsov, PR manager
A car for those who love comfort and - at the same time - are not afraid of off-road. A modern, fairly comfortable interior with a lot of options, the panel is literally crammed with buttons and levers, the inclusion of downshifts is displayed on the joysticks-twist. And even a foppish Bose speaker system is worth it, although the sound quality is unlikely to be so important for a person who needs a pickup truck for work. However, deep clay puddles on low gears the car accelerates confidently. On the road, the car gives the feeling of riding in a mid-size crossover, and setting it to comfort completely makes you forget that this is a pickup truck.
The most popular pickup truck in Africa and Asia has finally come to Russia, where it immediately became one of the market leaders. The car is sold only with a double cab and all-wheel drive, but there are two engines: diesel 2.5 (144 hp) and 3.0 (171 hp). The first is available exclusively with a 5-speed "mechanics", the second - with an "automatic" with the same number of steps. Prices are in the range between 1,090,000 and 1,605,500 rubles. Our pickup truck is in the top configuration with a three-liter engine.
Outside and inside
You look at the Hilux, look away and… you forget what it looks like. This has not happened with Japanese cars for a long time! You climb into the salon and ... I’m definitely in a modern Japanese car? "Japanese" is true, but there are problems with "modern". Everywhere is hard and cheap plastic, the skin is more like leatherette, the seats are very uncomfortable. So much so that your back starts hurting. The backrest cannot be placed vertically, its profile is unfortunate, lateral support is minimal, and the leather is very slippery. The steering wheel is too low, and its adjustment is not enough. Toyota is the only one in the test to have all-wheel drive controlled by a lever rather than buttons or knobs. Needless to say, the lever trembles like an aspen leaf in the wind?
Another disappointment was the music system. Not only does it sound bad and looks like it was bought at the Mitinsky radio market, it also broke down on the way. At some point, the radio tape recorder stopped playing songs from flash drives and iPods. The sound just disappeared, although the songs were played.
But the back seat is spacious, and the landing is almost no different from it in some midsize SUV. It is spacious and comfortable, because the back of the sofa is not in a pickup style. You can only complain about the low position of the sofa, because of which the knees are too pulled up. But this can cause inconvenience only on a very long journey. The pillow of the back sofa can be raised, a couple of hiding places are hidden under it, but the backrest is fixed rigidly.
In move
The empty Hilux seems to be the toughest car in the test. On the "speed bumps" there is a feeling that the rear suspension does not work at all! But this is only a feeling, because the Japanese pickup truck overcomes gentle bumps unexpectedly softly, practically not inferior to our leader in terms of smoothness, the VW Amarok. True, as soon as a quad bike was registered in the body, Toyota softened so much that its behavior began to resemble a ship: buildup and solid rolls. But if you do not turn the steering wheel sharply, then on a long journey the Hilux is very pleasant. The main thing is that transverse waves of asphalt come across less often on the road, otherwise it can rock you. But, I repeat, on a good road, Toyota is a miracle how good! Regardless of the load, the driver feels the vibrations of the unsprung masses stronger than in other pickups.
But there is not much to say about controllability. On the one hand, the steering wheel is "longer" than the VW and Ford, but still shorter than the Nissan. On the other hand, it is “empty”, and the unfortunate location of the steering wheel itself discourages any desire to be active behind the wheel. The same "gray" and acceleration dynamics. It seems that there are no problems, but no matter how strong impressions from the combination are enough powerful engine and the old "machine" is gone. Overtaking even with a load is much easier than on Ford and VW, but Nissan is not sure.
Off-road, the Toyota driver feels less confident than the “steering” Amarok and Navara, because the rear differential lock is not available even for a surcharge. Moreover, cars with an "automatic" do not even have a self-block! In the Hilux arsenal, there is only a lowered transmission range. On a broken road with a load, you literally have to sneak around, because due to the buildup, the “quad-rick” can damage the glass or sides of the car.
In general, Hilux disappointed with its cargo capabilities. The eyes are located only on the floor of the body, and the loading platform itself is very narrow - not the widest Stels 800D ATV hardly climbed between the arches. Body dimensions: 1547 mm long and 1515 mm wide. 10.5 cm narrower than the Amarok, which even includes a Euro pallet between the arches!
Vakhtang Koltsov, PR manager
Probably, the name Hilux speaks of the “highest luxury”, however, only the silver insert on the dashboard. In all other respects, this is an ordinary car, but this is precisely its charm: it literally exudes confident reliability. Simplicity is not always a minus. In principle, this car resembles a Japanese foreign car of the mid-90s, where everything in the interior was made of one-color gray plastic. A loaded car in its behavior is not much different from an empty one, it does not “goat”, does not force the engine to spin up for acceleration, and even slows down just as well. Irregularities are generally more pleasant to overcome with a load, since then the body, planted on springs, does not jump. The inclusion of all sorts of "lowers" reminded UAZ, where nothing will work without a crunch and creak.
VW Amarok
The German manufacturer offers the largest number of versions of its pickup truck. Three types of transmission: rear-wheel drive, with plug-in and permanent all-wheel drive. Two cab options: single and double. Two transmissions: 6-speed manual and 8-speed automatic. The 2013 model year cars will be equipped with three diesel engines: 122, 140 and 180 hp. with. There are also two versions of the suspension: with three- and five-leaf springs. Our 2012 Amarok has 163 horses under the hood.
Outside and inside
Strict Amarok turns out to be a real dude: chrome-plated roll bars and steps, a beautiful body lid, chocolate inserts on the front panel and doors, chocolate leather seats - beauty! And behind the wheel, you don’t understand at all that you are in a utility truck - the landing is easy! The adjustment ranges are simply huge, and the landing is no different from a passenger car. The interior itself is assembled from blocks that are well known from the brand's passenger models. The rear seats are almost as spacious as in the Nissan, and you don't sit too upright. The interior of the German pickup truck is the most thoughtful in the quartet. There are the most compartments for small things, three sockets at once, two large cup holders, an ashtray into which it is convenient to throw garbage, and the back of the sofa folds down and the pillow rises. Bravo!
Unfortunately, the Amarok that we got was equipped with a body cover, which helps to keep the cargo safe and sound, but does not make it possible to put a quadric into the body, so we were not able to load the VW solidly. Theoretically, there should be no problems with transportation, because the cargo platform of the "German" is the largest. Its dimensions are 1555 mm long and 1620 mm wide. And the ride at the same time will be the most comfortable, because even an empty Amarok is comparable in smoothness to, say, a loaded Nissan Navara.
In move
The feeling that you are in a passenger car, and not in a pickup truck, does not leave in motion either. On the move Amarok is the most comfortable pickup in the test. Even with a completely empty body, “goat” is almost not felt, and the energy intensity of the suspension is such that speed bumps can be overcome if desired. The handling of the VW is also the best in the four. The steering wheel is “short” and informative, and the effort on it is the most natural. Amarok willingly dives into the turn, and no bumps are capable of knocking it off the intended course. The clutch pedal travel turned out to be unexpectedly short for the products of the VAG concern, but the short-stroke manual transmission lever with clear gear shifts was not a surprise.
But not everything is so rosy. Most weakness VW is a motor. Two liters is still too little for a pickup truck. Traction is desperately lacking, the motor starts to drive only after 1500 rpm, but by 2500 it already turns sour. It is often necessary to switch, which tires both the driver and the box. Amarok owners complain about broken synchronizers. Of course, there is a wonderful 8-speed “automatic”, but with it the car loses the reduced transmission range and center differential lock that the “mechanical” car is equipped with. Therefore, the buyer must choose: comfort or patency. If you have chosen a car with "mechanics", and even equipped it with an optional rear differential lock, then the patency becomes simply immense. The only limiters are the geometric cross-country ability and grip properties of standard tires.
Dmitry Kuzmin, columnist editor
In my opinion, the best suspension among all known pickups. The car not only withstands the load, but even with an empty body it holds the road superbly and works out bumps. The Germans “sharpened” their truck not for a brutal “stupid” dump truck, but with an eye for operation purely for “smart” commercial purposes. It turned out: a minimum of emotions, a maximum of modern technological solutions, electronic devices and everyday practicality.
SUMMARY
So, won VW. It is closest to passenger cars, while being very strong off-road, and its cargo platform is larger than the rest. Add here the largest number of modifications and ... VW is not the market leader! Moreover, the backlog from Mitsubishi L200 and Toyota Hilux exceeds 20%. Most likely, the matter is in the absence of the "machine", which appeared in Amarok only recently. The trouble is that all the variety of versions does not allow you to create the perfect pickup truck. Our comfortable version blew the competition apart in ride, but the slightly stiffer Ranger can carry twice as much cargo! The Heavy Duty version makes the VW nearly as tough as the Nissan. “Automatic” is good, but with automatic transmission, the “German” loses its off-road arsenal.
With a noticeable lag, Ford and Nissan took the second or third places. Ford is almost as good as VW, but it is much inferior to it in terms of dynamics and cross-country ability. But only Ford offers a one-and-a-half cab, and the declared load capacity of the Ranger is the highest in the class: more than 1136 kg!
Nissan is a bit old but still good. It is the most dynamic, well-equipped and premium car. And he could fight for the victory, if not for the loss in smoothness. The small body is also frustrating: does it mean that the Navara is a city slicker? And why would he then have the best cross-country ability in the test?
Toyota fell far behind and took last place, but in terms of sales, Hilux is in the lead, how so? By and large, the "Japanese" is seriously frustrating only with its narrow body and outdated interior. Otherwise, a decent average level.
Well, the village ... Poor, devastation, bad roads and at the same time stunning views, kind people and attempts by enthusiasts to breathe into the village economy new life. I would like to believe that the process of positive changes can no longer be stopped.
Text: Automotive Magazine
Both cars boast an automatic transmission that is relevant today in this segment, which was another important reason for the comparative test.
Represented
Sales of the current, fifth, generation Ranger started with us in the fall of 2012. It has grown significantly: in length by 279, in width by 62, and in the base by 220 mm, and, as a result, it literally went beyond the scope of a pickup truck in the European sense and approached overseas standards.
VW Amarok Double Cab Highline 2.0 bitTDI (180 hp) automatic transmission8: 1,670,000 rubles
Amarok, introduced in 2009, is Volkswagen's first independent experience in this class. Invading a new segment for themselves, the Germans immediately made a big car with an eye to the Australian and South American markets rather than the European one. In Russia, this size of pickups is also honored. In 2012, our customers were pleased with the modification with permanent all-wheel drive and an 8-speed automatic transmission, unique in the class.
Looked
In brutality, the Ranger has greatly surpassed its ancestors. Large headlights and a "grill", a metal insert in the front bumper leave no doubt - we have "Yankees" in front of us. The cab has a massive front panel and a wide center console in a deliberately off-road style. Behind without much hesitation can sit three.
Amarok, despite its size, is not without elegance. The headlights, radiator grille and front bumper are also not small, but they show a relationship with the brand's passenger models. The cabin is no less spacious in length and 100 (!) mm wider than the Ranger. The interior also has massive dashboards and a central tunnel. There is more German rigor in design than American scope.
They're alike. Both are pickups, with turbodiesels, automatic boxes gears and five-seat leather interiors. But still they are different. Moreover, they are so different that you can never confuse the Volkswagen Amarok with the Ford Ranger, and vice versa.
Both pickups are Pickup of the Year winners, with only the Amarok taking the title in 2010 and the Ranger two years later. Amarok appeared in 2009, and reached Russia in 2010, and Ranger product in 2012. However, last year the production of VW Amarok moved from Argentina to Germany, and the long-awaited version with automatic gearbox was brought to the market. So both cars are relatively new, and the comparison is quite correct, especially since almost complete parity reigns in prices.
Appearance
You can argue about appearance a lot and for a long time, someone likes the emphatically faceted style of the German, and someone likes the smoothed contours of the American. The Ranger in the most expensive WildTruck configuration simply “screams” about the owner’s well-being: inscriptions on the sidewalls, on the stern, proud nameplates “3.2-6 auto” ... All this leaves no doubt about the “coolness”. The Amarok in the Highline configuration is much more modest, almost nothing betrays its high cost. The visual difference from the cheapest versions are wheel arch extensions and 18-inch wheels. However, both can be ordered as options in any configuration.
Ford has more length (5395 mm vs. 5254 mm) and wheelbase (3220 mm vs. 3095 mm), but Volkswagen wins in width (1940 mm vs. 1850 mm). All in all, the Ranger looks faster and the Amarok looks more solid.
Body
Volkswagen is very proud that the Amarok (1555x1620 mm) has two Euro pallets, while the Ford (1549x1560 mm) has only one. It would seem that the dimensions are very close, but it's all about the distance between the arches.
The Amarok has 1220mm and the Ranger has 1139mm (that's the win in width). The hinged sides can withstand a fairly large load (up to 200 kg). The bodies of two cars are covered with optional covers. Ford has roller shutters, while VW has an optional cover.
Both of these accessories are very expensive. In particular, for the "sliding curtain" Ford ask 65,900 rubles! I'll tell you a little secret - exactly the same roller shutters can be ordered from any seller of plastic windows, and they will cost 15,000 rubles. along with the installation. But these are still flowers. Do you know how much "body-coloured plastic lid, lockable, sealable" costs? 139 300 rubles! There are certainly no censorship words left here.
Open all doors
Inside both pickups, five people are accommodated without any problems ... However, there are nuances. The rear seats in the Amarok are wider, but the backrest is fixed more upright. Ranger pleases with a large supply of space along the length. The backrest slope is close to middle-class cars. There are no special amenities for second-row passengers in both pickups. They are pleased with rather deep pockets in the doors, a 12 V outlet for connecting gadgets, and power windows.
There are no serious complaints about ergonomics in both pickups. But VW does without a coolant temperature gauge, and the leather trim on the steering wheel and Ford selector is rough.
From the driver's seat, the world is perceived differently. It is clear that any driver will be able to accommodate in both cars, but ... VW ergonomics are close to ideal. Checked - in these leather chairs you can easily overcome 800 km a day. However, chairs Ford still it is better. In addition to a successful profile, there is also a full set of electric drives, while in VW everything is manually controlled.
Having won in landing, Ford loses in finishing - the leather on the steering wheel and the automatic transmission selector is rough. And the abundance of metallized plastic on the center console is not for everyone.
Gauges are perfectly readable in both cars, however, VW dispenses with the coolant temperature sensor (not very understandable “saving on matches”), and the blue arrows of Ford instruments look frivolously cartoony.
Both cars were equipped with branded radios with navigation. Navigation with detailed cartography in Russia, but the graphics are not very good. The advantage of Ford's media system is that it reads third-party flash drives with pleasure, while VW cannot.
Flame motor and more
Under the hood, the main differences begin. The driving force behind the Ford is a 3.2-liter inline 5-cylinder turbodiesel that develops 200 hp. at 3000 rpm and 470 Nm at 2750 rpm. Automatic transmission 6-band, with torque converter. There are sports and manual modes. Transfer case with reduction gear and rigidly connected front axle. In general, everything is more or less expected.
But VW - a complete surprise. The power of the twin-aspirated diesel engine was raised from 163 hp. up to 180 hp at 3000 rpm, and the torque shelf remained at the same 400 Nm in a narrow range of 1500-2100 rpm. The use of an 8-speed automatic for a commercial pickup truck is, frankly, a non-trivial solution and is encountered for the first time. According to manufacturers, the additional stages provide a wider range of gear ratios (7.01) compared to traditional automatic transmissions and allows diesel engine work even more efficiently in any mode, providing reduced fuel consumption and good dynamics. In reality, first gear (gear ratio - 4.70: 1) is used only to start off and to overcome serious off-road or towing. The working gears are from the second to the sixth, which is the “direct”, and the seventh (0.84: 1) and eighth (0.67: 1) gears are already increasing. Thanks to this, at 100 km / h in eighth gear, the tachometer shows 1900 rpm.
The automatic transmission is supplied to our market only complete with permanent all-wheel drive and without a reduction gear, which significantly reduces the off-road potential, but contributes to the stability of control on hard surfaces. Permanent four-wheel drive is interesting: asymmetric center differential Torsen defaults to 40% of torque to the front wheels and 60% to the rear. But these settings are not rigid. depending on the real road conditions this ratio can vary from 60/40 to 20/80.
The brakes are ventilated discs in front, and drum brakes in the rear (also design features).
The automatic boxes of both cars are full-fledged, with torque converters, they have sports and manual modes. Ford is equipped with a transfer case with a reduction gear and a hard-wired front axle. Volkswagen has permanent all-wheel drive without a "lower"
Gentlemen, start your engines
As always, any test begins with the exit from a tight Moscow parking lot. And this is where Ford wins. Special thanks for the visibility - it is at a very high level. True, the A-pillars are a bit thick, but in the age of physical inactivity it is even useful to turn your head, everything is not bad with rear visibility - thanks to the large mugs of mirrors with almost no distortion. But the interior mirror with such dimensions becomes an accessory, and the fact that a picture from the rear view camera is displayed on it is a controversial decision. The picture is small, and the camera itself quickly becomes dirty. But, on the other hand, VW does not offer cameras at all.
In the cramped parking lots, you understand that parking sensors are not superfluous at all, especially since with such dimensions, the Ranger is expected to not impress with maneuverability, and the steering wheel has to be turned intensively.
Pouring into the mess of traffic jams, you note the correct operation of the machine, which allows you to both lag in the stream and instantly accelerate. But the city is still crowded, so we break out of the Moscow Ring Road. This is where the potential of a 200-horsepower engine is revealed with might and main. The heavy pickup truck (2,083 kg curb weight) accelerates easily and at any speed. But there are questions about governance. She is “approaching the passenger car”, but only getting closer.
On broken country roads, an empty car, working out the terrain, rumbles with unsprung wheel masses, and the kinematics of the rear suspension (continuous axle) requires constant steering. Cruising speed - 120-130 km / h. Driving faster is tiring, although if you believe the speedometer, then in the conditions of the test site you can accelerate to 190 km / h, but you should not believe it, even the manufacturer himself claims top speed at 175 km/h. So the speedometer is optimistically overestimating by 10-12%.
But off-road, despite the highway winter tires, thanks to the high-torque engine, you can confidently crawl through very serious obstacles and surf the virgin snow.
Oddly enough, the VW Amarok, despite its lower power and torque figures, is not far behind. We start the engine, put the selector in Drive mode - and let's go. The machine smoothly sorts through the ranges, and for the sake of fuel economy, it seeks to switch to higher ones in advance. If you drown the gas pedal "to the floor", jolts begin to be felt when switching "up". A pickup truck flows into the city traffic without problems. Despite immodest dimensions, the car is controlled quite lightly and fits into the chaos of Moscow traffic jams.
On the track impressions are brighter and more positive. For example, you can convert the ACP to sports mode, then the overclocking dynamics will become much better. Two higher gears at permitted speeds up to 110 km / h are not used at all. The maximum speed of 179 km / h is also higher than that of the Ranger. The declared acceleration to 100 km / h differs by an elusive 10.5 s-10.9 s for the Amarok versus 10.4 s for the Ranger.
As for handling, the Amarok and mechanical box was one of the best in the class in this discipline, and the suspension with leaf springs only added stability when driving at high speeds and comfort in normal mode. The Moscow snowfalls helped evaluate the transmission with permanent all-wheel drive.
In reality, the car behaves predictably on almost any surface. True, the stabilization system, when trying to misbehave on ice, pacifies the driver's ardor, "choking" the engine. The comfortable rear suspension with three-leaf springs also has its merit in such a reliable behavior. Even an empty car does not "goat", allowing us to overcome our "directions" with a relatively high average speed.
It is hard to imagine a Russian buyer who will really load a pickup truck "to the fullest". Therefore, such a suspension is the most reasonable choice. But the lack of a downshift is alarming. It is clear that few Amarok owners with automatic transmissions will climb on serious off-road, but in which case ... No, the car copes well with moderate off-road, confidently climbing a slippery slope in first gear in "manual" mode. And there is enough traction in relatively deep snow. Thanks to the “short” first gear and well-tuned electronics, which, when the Off Road button is pressed, effectively imitates differential locks and puts the ABS into “off-road” mode.
It remains to report only fuel consumption. Under the same conditions, Ranger consumes 1.5-2 l / 100 km more. This is to be expected based on engine size.
Of course, it may be objected to me that in the Ford lineup there is a 2.2-liter 150-horsepower version with an automatic, and this would be a more correct comparison, but ... This version is much cheaper and will certainly lose in terms of traction characteristics of VW. So the real choice is between top versions Volkswagen Amarok and Ford Ranger.