2019 Best Dual-Cab 4WD Ute: Off-road

Whether it's getting about a work site, maintaining remote mining or energy infrastructure, heading bush for the weekend or taking the family on an extended outback holiday, off-road ability is high on the priority list for many four-wheel drive dual-cab 4WD ute customers.

By definition, if you’re buying a four-wheel drive double-cab you’ve bought into this discussion.

To assess our 10 contenders, we headed to our regular off-road proving ground – a disused quarry on Melbourne's outskirts – to subject each vehicle to a series of test loops within the quarry itself and through the surrounding bush.

Each vehicle was driven by experienced off-roaders over a route that took in several steep climbs and descents – some with a hard-packed surface and lots of loose rock, others deeply rutted, dusty and sandy. In addition we traversed broken sections of track and shorter climbs to test ground clearance, axle articulation, and approach, ramp-over and departure angles.

Each dual-cab 4WD ute was then scored over seven different criteria: clearance/articulation/water fording; off-road geometry; driveline; electronic driver assistance aids; engine performance; underbody protection; and visibility/cameras/noise suppression.

The vehicles weren't loaded for the off-road component of this review and so each displayed a firmer ride than would be the case for a ute packed full of gear or towing an off-road camper or caravan.

Read our detailed summary of each ute's payload ability here.

This off-road test was conducted in hot and dry conditions, with temperatures pushing into the high 30s. Thus each vehicle's claimed wading depth wasn't put to test as the water crossings were bone dry!

The majority of these vehicles came fitted with standard highway tyres, and even those fitted with all-terrain rubber (Toyota HiLux, Nissan Navara and Mazda BT-50) were sporting fairly conservative tread patterns.

Most came with 18-inch alloys, while the Mazda had 17s and the Volkswagen Amarok and SsangYong Musso had 20s.

Of course, tyre pressures play a vital role when it comes to off-road performance. Our advice? Carry a good-quality tyre deflator/pressure gauge and air compressor.

Actual pressures will vary depending on the load being carried and the terrain, but as a general rule of thumb we drop pressures to 25-28psi for travel on dirt roads, and go down from there as dictated by the level of available traction.

Remember, the lower you go (and on hot, loose sand this might be as low as 12psi) the more traction you'll have, but the greater the risk of staking a sidewall or rolling a tyre off a bead when cornering.

And don't forget to re-inflate to the appropriate pressure when you're back on the bitumen – running off-road pressures on sealed roads at highway speeds will cause excessive heat build-up, risking a tyre failure.

In horsepower-mad Australia, bigger is usually viewed as better but that's not necessarily the case in an off-road setting. Here it's low-revving torque that can win the day when plugging away up a steep climb or ploughing through a bog hole.

Of course, it's our 3.0-litre V6-engined contenders that trump the opposition in terms of output, at 190kW/580Nm for the Volkswagen Amarok (and up to 200kW for 10sec on overboost) and 190kW/550Nm for the Mercedes-Benz X-Class.

From there it's a step down to the 157kW/500Nm Ford Ranger, tested here in 2.0-litre four-cylinder Bi-Turbo diesel form, while at the bottom of the group is the Isuzu D-MAX – proof in itself that there's much more to this off-road caper than outright mumbo.

The Isuzu has long been praised for its low-revving and under-stressed powerplant, which is well suited to off-road work. And not far off it is the 130kW/450Nm Toyota HiLux, which is still Australia's top-selling ute. Both are powered by four-cylinder turbo-diesels, which get the job done for seven out of the 10 assembled rigs on test. The other non-V6 exception is the 3.2-litre five-cylinder Mazda BT-50.

Output counts for little, however, if a ute's basic geometry limits its off-road prowess. Here it's the Nissan Navara that stands out, having the best approach and departure angles of the bunch.

The Isuzu and the Toyota aren't far behind in terms of approach angles, at 30 degrees apiece, but the more road-oriented Toyota HiLux Rogue (more road oriented, at least, than its Rugged and Rugged X siblings), has the lowest departure angle of the bunch, at 20 degrees.

And while the official specs sheets say one thing, getting underneath each vehicle with a tape measure revealed another. The tale of the tape found the Mitsubishi Triton, Toyota HiLux and Nissan Navara to have the highest clearance under their rear diffs and under their side steps.

The Volkswagen and Mercedes-Benz fell at the other end of the scale. While the SsangYong Musso didn’t have side steps at all, it was limited somewhat by its tow bar, which was around 100mm lower than those of its rivals.

The Ford and Mazda are out in front for their 800mm claimed wading depth, and it's the SsangYong at the bottom with 350mm – although the SsangYong website suggests calling a dealer for further clarification!

Each manufacturer puts forward its ute's driveline as being suitable for off-road driving, but each one's approach is a little different, as is the level of complementary electronic assistance.

The Mitsubishi's Super Select II system is a highlight in this category, boasting a combination of high and low-range gearing plus the choice of an open or locked centre differential, in addition to an open or locked rear diff. And then there’s a choice of four off-road modes (gravel/mud or snow, sand and rock).

All but one of these dual-cab vehicles are equipped with a dual-range transfer case, with the wide-ratio eight-speed auto-equipped Volkswagen opting for an 'Intelligent Off-Road' mode rather than true high and low-range gearing. The VW also uses a range of electronic smarts to direct drive to the most appropriate wheels for maximum traction.

The Isuzu, SsangYong and Holden are the only ones to miss out on a locking rear differential, although the Colorado does have a helical limited-slip diff to aid traction in tricky going. All of our contenders have switchable traction control and most have hill descent control and a hill holder, the exception being the Nissan (which has no HDC).

Most of these vehicles adopt the traditional ute suspension and brake set-up, namely a front coil/shock set-up and rear leaf-spring arrangement, with front brake discs and rear drums.

Going against the grain in this respect is the Mercedes-Benz (coils/shocks and disc brakes at all four corners), and the Nissan and SsangYong (coils/shocks front and rear).

The SsangYong also scores four-wheel disc brakes, as does the Volkswagen.

Ranking this lot for off-road ability is like scrutinising every runner in the finals for the 100m sprint at the Olympics – they may all cross the lines with different times, but there's very little separating them and even the rear guard are still very capable.

As we witnessed in the bush, straight off the factory floor each of these utes will scrabble up a steep slope, handle the odd big hit and traverse broken ground, all while cocooning their occupants in relative comfort.

However, after driving each, subtle differences emerge – and it's Ford's Ranger that stands out as the best off-roader.

While our judges appreciated the effortless performance afforded by the Ranger Wildtrak's Bi-Turbo's powerplant and slick 10-speed auto, in an off-road setting the Ford simply felt the most well-rounded and integrated package.

The Ranger offers scintillating performance off-road and while it falls mid-pack for its geometry and ground clearance, its refined suspension and electronically assisted steering made it a delight to thread through tight bush tracks and over challenging terrain.

Switching range or engaging the rear diff lock is fast and easy, it shares top billing with the Mazda for wading depth, and underbody protection is comprehensive.

Of course, if off-roading is your priority, then you'll be tempted to up the ante to the Ford Ranger Raptor, but as a true all-rounder the Wildtrak Bi-Turbo also delivers impressive off-road credentials.

The Mitsubishi Triton does keep the Ranger honest and has always presented as a solid off-roader, with the Triton GLS Premium reviewed here carrying on the tradition.

Other than the Mercedes-Benz, it's the only vehicle here to offer a locking centre diff in addition to a locking rear diff, and with its multi-mode off-road smarts, excellent ground clearance, tight turning circle and good underbody protection, it's well up for some rough stuff – and for a relatively modest outlay.

Next best is Volkswagen's Amarok which, despite not having the best clearance nor a dual-range transfer case, has a combination of sheer grunt and sophisticated electronics that saw it lap up our off-road course.

While the VW Amarok V6 may attract buyers more for its toy-hauling attributes, its 4MOTION permanent all-wheel drive system really works well.

Just behind the Volkswagen comes its European counterpart, the Mercedes-Benz X-Class, which like the Mitsubishi has locking centre and rear diffs.

The Benz offers a wonderfully refined ride over broken terrain and certainly has no shortage of torque, and its throttle lag seems less pronounced in an off-road setting. Ground clearance isn't abundant and nor is underbody protection, but the X-Class is a willing companion on the dirt that blends ability with refinement and sophistication.

The Holden and Toyota shared equal fifth on our off-road leaderboard, with each vehicle displaying complete proficiency without any dazzling individual strengths. Despite the Toyota Rogue being kitted out more for urban duty, it's still a solid off-road option, with good clearance, sturdy side steps and good underbody protection. That said, its firm suspension damping delivered one of the harsher rides here.

Next came the Isuzu with its lazy but torquey powerplant. Its lack of a locking rear diff may dissuade some but it's a capable off-roader nonetheless. It's also a basic, noisy, no-frills machine, but it's that simplicity – and its lower price point – that will continue to attract buyers.

That leaves the Nissan, Mazda and SsangYong to fill the remaining slots, in that order.

All three are entirely capable in the bush, but the Nissan and the Mazda are getting on a bit these days and they both lack some of the 'sparkle' offered by more recent rivals. They're also both quite noisy in the cab.

The SsangYong might be bringing up the rear in this review, but don't for a second think that this means it was disappointment off-road. It might have the lowest sticker price, but the Musso pleasantly surprised with its perky turbo-diesel, smooth-shifting Aisin auto and front-facing camera.

On the flipside, the Musso was marked down for its lack of underbody protection, low wading depth and lack of a rear diff lock. And we note that even with traction control switched off, the electronics still seemed to hamper traction on the more extreme obstacles it tackled.

An overarching theme to come out of this off-road test, and indeed the broader comparison, is that these days there's a dual-cab ute to suit a wide spread of tastes and budgets.

That said, our judges were unanimous in voting the Ford Ranger Wildtrak Bi-Turbo as the best option here for all-round off-road ability.

If you plan on tackling plenty of creeks or rivers, there are a wide range of manufacturer fording depth claims made across our fleet of 10 dual-cabs -- from 350 to 800mm. If your usage will put these claims to the test, it will pay to fit your vehicle with a snorkel (so water doesn't enter the engine) and to use a water crossing bra (to prevent water from adversely affecting radiator fans, pulley drive belts, etc).

In a similar vein, it can be beneficial to investigate the extension of diff, gearbox and transfer case breathers – standard breathers are generally positioned quite low and can be prone to blockage or water ingress.

Best Dual-Cab 4WD Ute: The Verdict

Ford Ranger Wildtrak Bi-Turbo off-road specs
Driveline: Dual-range transfer case with locking rear diff
Off-road driver aids: Hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 215mm
Clearance under side steps (as tested): 310mm
Approach angle: 29 degrees
Rampover angle: 25 degrees
Departure angle: 21 degrees
Wading depth: 800mm
Fuel capacity: 80 litres

Holden Colorado Z71 off-road specs
Driveline: Dual-range transfer case with helical limited slip rear diff
Off-road driver aids: Hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 210mm
Clearance under side steps (as tested): 310mm
Approach angle: 28 degrees
Rampover angle: 22 degrees
Departure angle: 22 degrees
Wading depth: 600mm
Fuel capacity: 76 litres

Isuzu D-MAX LS-Terrain off-road specs
Driveline: Dual-range transfer case
Off-road driver aids: Hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 220mm
Clearance under side steps (as tested): 300mm
Approach angle: 30 degrees
Rampover angle: 22 degrees
Departure angle: 23 degrees
Wading depth: 600mm
Fuel capacity: 76 litres

Mazda BT-50 GT off-road specs
Driveline: Dual-range transfer case with locking rear diff
Off-road driver aids: Hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 215mm
Clearance under side steps (as tested): 310mm
Approach angle: 28 degrees
Rampover angle: 25 degrees
Departure angle: 26 degrees
Wading depth: 800mm
Fuel capacity: 80 litres

Mercedes-Benz X 350d POWER off-road specs
Driveline: Dual-range transfer case with locking rear diff and 4MATIC permanent all-wheel drive
Off-road driver aids: Off-road mode, hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 210mm
Clearance under side steps (as tested): 302mm
Approach angle: 30 degrees
Rampover angle: 22 degrees
Departure angle: 25 degrees
Wading depth: 600mm
Fuel capacity: 80 litres

Nissan Navara ST Black Edition off-road specs
Driveline: Dual-range transfer case with locking rear diff
Off-road driver aids: Hill holder, switchable traction control
Clearance under rear diff (as tested): 225mm
Clearance under side steps (as tested): 330mm
Approach angle: 33 degrees
Rampover angle: 25 degrees
Departure angle: 28 degrees
Wading depth: 600mm
Fuel capacity: 80 litres

Mitsubishi Triton GLS Premium off-road specs
Driveline: Dual range transfer case with locking centre and rear diffs
Off-road driver aids: Multiple off-road modes, hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 225mm
Clearance under side steps (as tested): 350mm
Approach angle: 28 degrees
Rampover angle: 25 degrees
Departure angle: 23 degrees
Wading depth: 500mm
Fuel capacity: 75 litres

Toyota HiLux Rogue off-road specs
Driveline: Dual-range transfer case with locking rear diff
Off-road driver aids: Hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 225mm
Clearance under side steps (as tested): 345mm
Approach angle: 30 degrees
Rampover angle: 39 degrees
Departure angle: 20 degrees
Wading depth: 700mm
Fuel capacity: 80 litres

SsangYong Musso Ultimate off-road specs
Driveline: Dual-range transfer case
Off-road driver aids: Hill descent control, switchable traction control
Clearance under rear diff (as tested): 215mm
Clearance under side steps (as tested): N/A
Approach angle: 23 degrees
Rampover angle: 23 degrees
Departure angle: 23 degrees
Wading depth: 350mm
Fuel capacity: 75 litres

Volkswagen Amarok TDI 580 Ultimate off-road specs
Driveline: 4MOTION permanent all-wheel drive
Off-road driver aids: Intelligent Off-Road mode, hill descent control, hill holder, switchable traction control
Clearance under rear diff (as tested): 212mm
Clearance under side steps (as tested): 265mm
Approach angle: 28 degrees
Rampover angle: 23 degrees
Departure angle: 24 degrees
Wading depth: 500mm
Fuel capacity: 80 litres

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