REVIEW | Kia Tasman shows there’s substance behind the quirky styling

Story audio is generated using AI

Kia’s audacious Tasman double cab faces a potentially tough task to break into an old boys club ruled by market leaders Hilux, Ranger and D-Max, not to mention challenging the sales numbers of up-and-coming Chinese players such as GWM, Foton and JAC.

For starters, the Korean bakkie’s oddball styling may be a little too audacious for some. Kia deliberately avoided the paint-by-numbers bakkie formula and wanted the Tasman to stand out in a segment where most vehicles look similar. Job done, for better or worse.

While boxy designs are all the rage these days, the Tasman adds layers of oddity to the theme. It looks almost like a Lego toy come to life with its oversized black wheel-arch cladding, and vertical LED headlights integrated into the front fenders instead of placed conventionally within the grille area.

Story audio is generated using AI With its 23″ wheels, heavily tinted windows and generally menacing presence, this SUV looks like it would slot effortlessly into a blue light convoy. The Range Rover Sport fits below the full-size Range Rover in the brand’s hierarchy but radiates a similarly alpha personality. Turning 20 this year and in its third generation, the Range Rover Sport is a performance-focused alternative that is slightly smaller, more driver-orientated and more affordable, and has a somewhat more youthful aesthetic. It potentially has the same off-road capability too, with trail-friendly tyres fitted. It has all the necessary gear for off-roading, including height-adjustable air suspension, all-wheel drive, a 900mm water-fording depth and modes for various types of terrain. A Range Rover Sport won’t necessarily be spending as much time in the bush as its more adventure-focused Defender cousin. The Range Rover Sport lineup comprises several petrol and diesel models, and on test is the range-topping diesel derivative, the D350 Dynamic HSE, which offers powerful yet frugal performance with a full house of luxuries. More affordable means this vehicle costs R2.6m compared with a similarly specced full-size Range Rover D350 HSE, which goes for R3.5m. The price includes a five-year/100,000km warranty and maintenance plan At a snip under 5m in length, the Range Rover Sport is a big piece of hardware with a commensurately spacious interior and a generous 647l boot that swallows a lot of luggage, expanding to 1491l with seats folded, and that’s with a full-size spare wheel. The cabin has stretch-out legroom with luxurious finishes and a raft of premium features, including electric adjustment for the front and rear seats, heated and cooled front seats with massaging, and most of the expected touch-operated niceties. The high-spec HSE grade also includes a fridge between the front seats, an electrically adjustable steering column, a head-up display, adaptive cruise control, a sliding panoramic sunroof and an electrically deployable towbar, among others. Digital LED headlights with image projection are part of the deal too, as is a high-end 3D surround sound system. There were a number of fitted options on the tester, including the striking Velocity blue paint (R154,100), the black exterior pack (R29,100) and the 23″ alloys (R30,300). The car’s standard footwear is 22″ tyres, and those planning off-road escapades (or simply to manage all the potholes on the road) can opt for more sensible 20″ ones. Potholes and bumps expose the cushioning limitations of the low-profile tyres. There’s a price to pay for putting looks first Physical buttons are in short supply in the vehicle’s digitised and minimalist interior, which includes a 13.7″ digital instrument panel instead of analogue dials. A large 13.1″ Pivi Pro touchscreen provides a generally user-friendly infotainment experience, and there are quick-access icons for the most important functions. Surprisingly, Android Auto isn’t wireless as is becoming the auto industry norm and I had to plug in my Android phone for it to operate. The inline 3.0l turbo diesel engine is a hearty performer with outputs of 258kW and 700Nm. It’s punchy off the mark, without any meaningful turbo lag, and is acoustically appealing too, with a surprisingly sporty roar for a diesel. All that torque is available from just 1,500rpm, providing a smooth spread of power across the rev range, and the eight-speed automatic transmission manages gear shifts swiftly. The factory-claimed 5.9-second 0-100km/h acceleration figure seemed achievable by the way the big SUV bolted off the mark. It is frugal too, with the tester averaging 8.5l/100km in an urban-freeway mix, a noteworthy achievement given the vehicle’s substantial 2.4-tonne mass and full-time all-wheel drive. The refined SUV has a plush ride on its air suspension. It glides with impressive smoothness over regular roads with undulations, though potholes and bumps expose the cushioning limitations of the low-profile tyres. There’s a price to pay for putting looks first. Overall, the handling is acceptable and the grip is good, though the vehicle’s heft is exposed when trying to tackle tight corners fast. Under that imposing image, the Range Rover Sport D350 delivers a blend of luxury, fuel economy and lusty, acoustically satisfying performance in varying terrain. Range Rover Sport vs rivals Range Rover Sport 3.0D D350 Dynamic HSE: 258kW/700Nm, R2,606,600; Mercedes-Benz GLE 450d 4Matic AMG Line: 285kW750Nm, R2,071,022 Lexus LX 500d Overtrail: 225kW/700Nm, R2,681,500 Business Day

Whatever the jury says on the unconventional styling, Kia’s first foray into the leisure double cab market has produced a solid-feeling, refined bakkie with good comfort and impressive all-terrain capability.

The tester is the Tasman X-Pro 4x4, flagship of a range of six models that all share the same 2.2l turbodiesel engine but are available in different grades, and 4x2 and 4x4 options.

The X-Pro is priced at R999,995 for the standard model and R1,004,999 for the Colour Coded variant, which has key exterior elements finished in body colour. All models come with a six-year/90,000km service plan and a five-year/unlimited kilometre warranty.

The range-topping X-Pro has a stronger focus on off-road capability and premium features than the Tasman SX middle model.

It has additional safety tech such as a tyre pressure monitoring system, adaptive cruise control, lane-keeping assist, forward collision avoidance, blind-spot monitoring and a 360º camera system. The lane-keeping system feels too aggressive at times but is easily disabled by a switch on the steering wheel.

Earlier this month Ford launched the mildly updated Ranger, which included the addition of a 2.3 EcoBoost derivative. Until this arrived, fans of petrol power had to spring for the brutish 3.0 V6 twin-turbocharged Raptor, which is a totally different class of double cab vs lesser grades in the range. Volkswagen, which uses the Ranger’s homework almost verbatim, has an equivalent derivative in the form of the 2.3 TSI. We tested the model soon after our interaction with the blue oval product. From the get-go, you might already know that the Amarok has the upper hand in drivetrain layout because it has the 4Motion all-wheel drive system, while the Ford is exclusively sold as a 4x2. The German marque also includes a five-year/100,000km maintenance plan as standard. However — and this is a big one — the Ford versions undercut the Amarok 2.3 TSI considerably, to the point where you could add a maintenance plan and still come away with a saving vs if you were to buy the Volkswagen. The warranty is of a five-year/150,000km duration, besting the four-year/120,000km offered by Ford. The Amarok 2.3 TSI is sold only in PanAmericana double cab trim and costs R1,099,000. The Ranger in Sport double cab guise goes for R839,600; the Wildtrak trim costs R899,000. Buyers can also have the 2.3 EcoBoost motor in the extended cab variant, which is priced at R735,000. So it really depends on your application — and whether you are willing to pay for the bragging rights of driving the lesser-spotted Volkswagen equivalent of the bakkie. Regular readers will recall that we have spent plenty of time testing examples of the current Ranger and Amarok, running various derivatives of both in our long-term garage. There are finer details that set them apart. On the outside, the styling executions are most obvious. Compared with the flat, square fascia of the Ford, Volkswagen has deployed a more aerodynamic frontal look that tries to stay in line with its passenger vehicles range. The rears are both typically upright, but the Amarok has a different lighting signature, with boomerang-shaped clusters that look as if they were carved into the tailgate. PanAmericana is a trim line that sits one tier below the high-tier Aventura. It is set apart by a silver grille and bumper embellishments, blacked-out alloys (18″; 20″ optional), a rear sports hoop and distinctive PanAmericana livery. While the cabin of the Ranger — and the Sport in particular — is not what one would describe as lacking, Volkswagen has tried to create a more sophisticated ambience. The PanAmericana has softer, leather-like dashboard and door panel trimmings, metallic decorative inlays and orange stitching. The thread on our unit’s driver-side bolster seemed to be coming apart, but that was about the only issue we could find in terms of quality. Note that the look and “feel” of the central infotainment and instrument cluster are also different to the Ford’s. So is the steering wheel, which uses the template found in Volkswagen’s passenger cars. On the connectivity front, the Ranger benefits from the FordPass smartphone application, enabling remote starting, pre-configuration of climate control and the perk of being able to book a service. Volkswagen does not offer an equivalent system. While the Ranger Sport 2.3 EcoBoost uses the upright gear lever design, the shifter in the Amarok 2.3 TSI is of the balled-up fist type design previously found only in the 10-speed Ranger models. Again, the little details set them apart, but given the fanatacism reserved for bakkies in South Africa, enthusiasts are likely to make these distinctions. What was much less obvious to discern between the 2.3 Amarok and Ranger experiences was sprinting ability. If you were to line them up and strap a VBOX to both, the 0-100km/h sprint times would probably be identical. Like the Ford, the Volkswagen feels rapid with the turbocharged-petrol four-cylinder engine. Its quietness in comparison to the 2.0l diesel counterparts makes for a more refined cabin, while the responsiveness off the mark takes drivers in premium sedans by surprise. Output is 222kW/452Nm linked to a 10-speed automatic. At the launch of the Ranger, our consumption ranged between 13l/100km and 15l/100km. The route involved a slow trek up Swartberg Pass near George and, as is typical on a launch event, heavier-footed progress on secluded roads. But in the real world, the 2.3l motor demonstrates a more frugal potential — 11.7l/100km was what our Amarok indicated after the week of driving in the usual urban and freeway cycle. Pitched as an upmarket leisure double cab, there are no glaring omissions from a features perspective. Safety is good — seven airbags as standard, plus assistance functions such as lane-keeping assist, a surround-view camera and adaptive cruise control. These 2.3l iterations of both bakkies are unique in the double cab market, being the only turbocharged-petrol options available. The Ranger’s execution in Sport guise offers superior value with its lower sticker price — so unless you really need the all-wheel drive requirement, it would be the one to have between the two. TimesLIVE

The X-Pro has a business-class cabin with niceties such as a heated steering wheel, artificial leather upholstery, electrically adjustable front seats with heating and ventilation, ambient lighting and a rear centre armrest. The audio system is an eight-speaker Harman Kardon setup with an external amplifier.

From a stylistic point of view, the cabin is not as eccentric as the outside but channels some of the quirkiness with block-patterned artificial leather seat upholstery and hexagonal air vents. The passenger quarters blend modern digitisation with old-school physical controls, the latter including premium-feeling knurled metal switches.

Story audio is generated using AI It’s hard not to spare a thought for Land Rover in these times. What with some Chinese brands having centred their entire approaches on imitating and cost-optimising various hallmarks of the British marque, from its recognisable styling elements, to cabin layout. Mind you, the British brand does have an official tie-up with Chery in the Chinese market, under the Chery-JLR banner. Either way, it was nice to be reminded last week what an actual, full-size Land Rover felt like, when the Discovery Gemini arrived in our test garage. By now the fifth generation Discovery, launched in 2017, needs no introduction. But perhaps some may have forgotten that it is still part of the line-up; since the Defender appears to have become the go-to for family-minded buyers in want of a large SUV that balances off-road prowess and a strong level of refinement. The Range Rover Sport also seems to eclipse the Discovery in popularity. Could be that the tall posture and upright rear is much too ungainly for South Africa’s image-conscious buyers. And then there is the matter of that asymmetrical tailgate, a misguided nod to the original Discovery, that sparked a great deal of controversy when the model was launched. Anyway, from inside the cabin, this is less concerning. Land Rover models have a distinctive feel that is both commanding but cosy, thanks to high-perched seats, a straight and unobtrusive fascia, thick door sills, armrests and a steering wheel with a wide girth. Firing-up the Discovery, a familiar tone breathes into life, that of the 3.0l in-line-six turbocharged-diesel. Obviously not at the cutting-edge in a world of all-electric and plug-in hybrid contenders, but a proven form of propulsion with enjoyable characteristics. It does incorporate a 48-volt mild hybrid system, so it is not totally devoid of progression in the powertrain department. Here’s a fun fact. This special Gemini edition was named in honour of the rugged 2.5l Tdi motor from the original 1989 Discovery, which had the codename Gemini. The shove delivered by the 257kW/700Nm unit is enough to hustle this 2,367kg mammoth along in as little as 6.3 seconds. This is quicker than a Volkswagen Polo GTI at 6.7 seconds. But the Land Rover is far more relaxing than the energetic pace of a B-segment hatchback. Its size and heft, coupled with the upmarket trimmings of the well-insulated cabin, could be likened to commuting from A-to-B in your lounge. Transmission is dealt with by an eight-speed automatic. Consumption after the week of driving was a reasonable 10.8l/100km. With a length of 4,956mm, height of 1,888mm and width of 2,220mm, it really stretches out an average parking bay. The maximum ground clearance of 283mm puts occupants at eye level with some medium commercial vehicles. Hard-core overlanders may have bemoaned the departure from the body-on-frame architecture deployed previously. But the improvements in dynamics and comforts afforded by the current model’s unibody construction is aligned well with its repositioning as a more sophisticated type of machine. Be in no doubt that the Discovery can still hold its own over untamed South African terrain. Armed with air suspension, four-wheel drive, a centre differential-lock (rear optional) and a full suite of off-road displays to take the guesswork out of things, it makes progress over tough surfaces effortless. Families will appreciate how just about every convenience was thought of. The second and third seating rows can be reconfigured without breaking a sweat as all seats are electrically operated. Even the third row has seat heating. One thing that was a struggle though was removing the luggage cover to get the third row up. Its latches were so firmly locked into place and would not budge. If there are any Discovery owners reading this, feel free to share the hack for easy detachment of the bar. With the third row up, luggage space is 258l, on the larger side of what you would usually find with a seven-seater of this kind. That opens up to a sizable 1,231l with the third row folded or 2,500l with the second and third rows flat. There are no missing items in the features inventory, with the Gemini packing everything from a refrigerated console, to a 360º camera system and Land Rover’s excellent Pivi Pro interface. We have praised the system before for its crisp display and simple layout. Other perks of the Gemini include special colours (like our Sedona Red tester which looked more on the brown side), a contrasting black roof, 21-inch alloys (our car had optional 22-inchers in gloss black) and unique badging. It costs R2,038,800, which represents a premium over the standard car costing R1,824,700. A five-year/100,000km warranty and maintenance plan is bundled in across the range. TimesLIVE

The all-digital instrument panel is integrated with the infotainment screen. The system is relatively user-friendly once you get the hang of it and comes with wireless Android Auto and Apple Carplay. Devices are charged with a wireless charging tray and multiple USB Type-C ports.

With a length of more than 5.4m the Tasman offers good passenger room for four to five adults, and cabin oddments space is generous with two cubbyholes and a lidded binnacle between the front seats.

Standard exterior features include side steps, a load box bed liner and puddle lamps integrated into the side mirrors.

Across the range, all Tasman variants are powered by Kia’s 2.2l four-cylinder turbodiesel engine. Paired with an eight-speed automatic transmission and offering four drive modes, the unit is the same one that powers the Kia Carnival MPV and delivers 154kW and 440Nm.

It is a punchy, free-revving engine with good fuel economy. At Gauteng altitude there is some initial turbo lag in a standing start, but once in its power band the four-cylinder engine delivers satisfying poke. It cruises easily and has eager overtaking acceleration, and it is a refined diesel unit that avoids sounding agricultural.

Wind noise is well muted too, and quieter than we expected given the boxy shape and the optional roof rack fitted.

Meet the Volvo ES90 that’s tested here in range-topping Ultra trim. Three trims in total are on sale, including the entry-level Core and mid-tier Plus. There was a time when the appearance of a Volvo sedan and others was normal, but not so in these days of the SUV. The Swedish brand is not only going against the grain by introducing a sedan inside a burgeoning SUV craze but it’s also creating a conundrum by launching it as an electric-only range. The ES90 also doesn’t follow the sedan or limousine traditions to a tee. It’s a four-door sedan with a slightly curved roof and a tailgate that Volvo classifies as a fastback. It’s also got an adjustable ride height. Hallmark Volvo styling cues include the bluff rear end and wide hips, and it’s a stunner in white. The set of active LED headlights and DRLs is typical of the brand’s full-electric range. The first of many things it expresses is the length. Whether you need a 5m-long sedan that’s not a limousine like the BMW 7 Series, Mercedes-Benz S-Class or Audi A8 is subjective, but it translates as ample legroom for all, especially in the back. Inside, it subscribes to modern Volvo minimalism, leaving vast amounts of air, and is not styled or furnished as a luxury limo, as all the tech and features are hidden inside the main display menus. What you get is a sleek and spacious car with all the segment expectations of zone climate control, heated seats and steering wheel, and wireless smartphone connectivity. The electric seats and steering afford a comfy perch for safe commanding of the stretched sedan, but threading it inside shopping centre parking bays was tricky at times, even though it’s equipped with front and rear cameras. Powering the entire ES90 range is a single electric motor for a rear-wheel-drive configuration. All models output 245kW and 480Nm. The 2.9-tonne weight dulls the performance, but though the ES90 is not as lively as some sports electric alternatives, it has a respectable 6.6 second 0-100km/h sprint and a 180km/h top speed. It’s on the move, where the ES90 makes it very clear what it’s all about. It’s a gentleman’s cruiser, the combination of its heft and size plus the noiseless drivetrain playing an active role in this regard. The damping that irons out surface imperfections is right up there with the best, and it has all the ingredients needed for drives to the golf course. The 446l boot that expands to 1,427l with the rear seats folded suffices for yours and a mate’s clubs. Safety is a Volvo byword, and the ES90 has no shortcomings here. It’s equipped with the latest and some of the best driver assistance systems, such as lane-keeping assist. The economy is excellent. When fully charged, the 92kWh battery promises more than 700km, but it yielded a more realistic 450km of purely urban miles. It’s also not a 4x4, but you can press a digital button that’s labelled off-road that raises the suspension should you have a need. When it comes to rivals, the BMW i4 M60 is a close match, but it’s much more powerful. The R1,795,000 price of the Volvo is also near-identical to the petrol-powered Audi S7 Sportback, perhaps the latter German’s conventional powertrain having the edge in range anxiety and exhaust histrionics. Thing is, the Volvo ES90 doesn’t easily compare with anything on the market in terms of style and practicality, yet it’s pricier and lower performing than both the mentioned fastback rivals. It’s a subjective buy. The price includes a five-year/100,000km maintenance and warranty plan, an eight-year battery warranty, and five years of unlimited roadside assistance. Also included is a home wallbox, two years of free public charging and 10GB of Vodacom data per month for three years. ES90 vs rivals BMW i4 M60: 442kW/795Nm — R1,750,000; Audi S7 TFSI Sportback quattro: 331kW/600Nm — R1,785,900; Volvo ES90 Single Motor Ultra: 245kW/480Nm — R1,795,000. Business Day

The Tasman follows the traditional bakkie playbook of being built on a robust ladder-frame chassis with independent front suspension and rear leaf springs. It has one of the more comfortable rides in the one-tonne bakkie segment, partially due to the optionally-fitted high-profile all-terrain tyres. Even when unladen, it handles bumps and corrugations without an overly jiggly ride.

The 2.3-tonne vehicle is easy to thread through busy urban streets, with light steering and good visibility, but its size makes parking a challenge even with the aid of cameras.

As a workhorse, the Tasman makes the grade with its 1,000kg payload and 3.5-tonne braked towing capacity.

The large bakkie averaged a commendably frugal 9.2l/100km average in an urban/freeway mix and some off-roading, and the 80l fuel tank provides a generous range.

Performance is quoted as a 185km/h top speed and 0-100km/h in 10.4 seconds, and we achieved one-tenth quicker than the latter figure when testing the vehicle with a Vbox at Gerotek.

The Tasman tackled Gerotek’s off-road trail with ease, getting through axle twisters and slippery dongas without breaking a sweat thanks to its generous 252mm ground clearance and good traction, with selectable modes for 2WD, auto 4WD, 4WD and low range.

The Tasman X-Pro’s adventure driving ability is enhanced by an electronic locking rear differential and an X-Trek off-road low-speed cruise control, which manages the throttle and braking over rough terrain so the driver can focus on steering. The 360° camera system shows hidden obstacles on the onboard monitor.

VERDICT

The Tasman dares to be different in a sea of lookalike bakkies. That is likely to make it a niche choice in the segment, and it is no bargain when you can get a more powerful V6 Ford Ranger for similar money. But iconoclasts who like the Tasman’s outlandish image will find substance and good capability under the striking shell.

Story audio is generated using AI Toyota’s executives are probably the only ones of all the Japanese brands who sleep without interruption these days. The rest are all figuring out how to maintain a competitive advantage over the growing influx of Chinese rivals at play. Nissan recently sold its long-standing Rosslyn plant operations to Chery, while importers like Honda and Subaru somehow get by on dwindling sales volumes. Add Mitsubishi to that list too. Not that these brands lack competent products — but it is tough for them to match Chinese pricing and proliferation of standard equipment that was once limited to higher-end models. Then there is the case of variety afforded. But where brands like Mitsubishi do have an upper-hand is in the area of proven reliability and well-established aftersales standards. It often likes to tout that as many as 65% of customers still choose to service their vehicles at the main dealer even after the warranty and service plan have expired. Among Mitsubishi faithfuls, it seems to be a case of, “if you know, then you know.” Late last year we spent time with the Outlander Sport, a compact crossover with expressive styling and decent road manners. Building on that basic recipe is the Destinator, which has a longer wheelbase, beefier looks and seating for seven. That name sounds like it would be better used for an action film starring Jason Statham. You can almost hear the sound of explosions and fists meeting flesh on hearing “Destinator”; seemingly a mash-up of “destination” and “terminator” — my inference, not Mitsubishi’s official line. The brand has not axed its older medium-sized seven-seater, the Xpander, which remains part of the line-up from R365,995. The Destinator costs upwards of R489,990 for the GLS and R569,990 for the top-shelf Exceed grade. We tested the latter. Warranty is of a five-year/unlimited mileage duration; the service plan is limited to five years or 75,000km. Mitsubishi categorises the Destinator as a sport-utility vehicle, and at the price band, similar seven-seat rivals include: the Changan CS75 Pro (from R449,900); Jetour X70 (from R454,900); and Mahindra Scorpio-N (from R489,999). The former two offer all the typical Chinese vehicle trappings (screen-intensive cabins, soft-touch veneers and Eurocentric imitation styling). The Indian Mahindra’s ace is a tough ladder-frame chassis, plus a torque-rich diesel, which will appeal to buyers with off-road ambitions and towing applications in mind. But there are also seven-seater rivals classed in the crossover category, like the Hyundai Alcazar (from R499,900) and Kia Carens (from R399,995). These are both shorter and have lower ground clearances than the Mitsubishi. The Destinator is a road-biased creature with front-wheel drive, though its 214mm ground clearance should be fine for light gravel. Having spent a great deal of time with the Outlander Sport, my biggest criticism related to the normally aspirated 1.5l, which made quite a din when pressed. Like the Outlander Sport, the Destinator uses a continuously variable transmission (CVT); but thankfully the 1.5l motor is turbocharged. That makes a big difference on paper (120kW/250Nm versus 77kW/141Nm) and in the real world, where the extra grunt hustles the 1,500kg Mitsubishi with conviction. With the Outlander Sport, you find yourself driving with the right pedal flattened to hold pace through changing elevations. The boost of the Destinator means easier progress and crucially, a quieter experience, since the engine is not constantly screaming. There are various driving modes, including options labelled Gravel and Mud, but there was no reason to deviate from the default Normal. The vehicle had 2,527km on its odometer, and the long-term fuel economy read 8.6l/100km. “Could be better,” was my initial thought, but referenced against the lighter, less powerful Outlander Sport (7.2l/100km as tested); this is not a terribly big jump for a car that does have added heft and fuelling requirements associated with a turbocharger. The Changan CS75 Pro we tested in February, which also has a turbocharged 1.5l unit, returned 8.8l/100km. Now onto what the Destinator is all about: space. This is a substantial vehicle from the outside, measuring a length of 4,680mm; a height of 1,780mm and width of 1,840mm. A note on the luggage compartment capacity. Two sets of figures were provided by Mitsubishi. One set is calculated on the premise that the owner is loading the vehicle up to the top of the seat-back; the second set factors in loading to the headlining. With the third row of seats erected, boot space is limited to 141l (185l to the headlining); which is fine for about four grocery bags abreast. That third row is best for small children and their short legs. A grumpy teenager of medium height seemed to struggle with legroom when relegated to the back. The middle row is more spacious, with fore and aft sliding seat adjustment. Boot space with the third row folded is 494l (or 844l to the headlining). With both the second and third rows folded, 819l is offered, or as much as 1,668l if you were to load the vehicle up to the headlining. From the driver’s seat, the Destinator offers most of what is required — acceptable infotainment, a camera system, a virtual cluster, climate control, a sunroof as well as a handy air-conditioned centre console. But it lacks the niceties of certain Chinese picks. The Changan CS75 wowed with heated seats, for instance. However, the perception of durability is stronger in the Mitsubishi. Although the Destinator may not have premium-aspiring soft-touch trimmings, it does feel properly screwed together, in that typically Mitsubishi way. The Exceed gives you blind-spot warning and rear cross traffic alert; both grades have six airbags as standard. It scored five stars when it was tested by ASEAN NCAP. For buyers needing additional space, the Destinator is a well-rounded product backed by the proven credentials of an established legacy brand.

Kia Tasman vs key rivals

• Nissan Navara 2.5 DDTi double cab Pro-4X 4x4 Warrior, 140kW/450Nm — R924,000;
• Isuzu D-Max 3.0TD double cab V-Cross 4x4, 140kW/450Nm — R948,930;
• Mitsubishi Triton 2.4 DI-D Bi-Turbo double cab 4x4, 150kW/470Nm — R959,990;
• Kia Tasman 2.2D double cab X-Pro 4x4 colour-coded, 154kW/440Nm — R1,004,999;
• Ford Ranger 3.0TD V6 double cab Wildtrak 4WD, 184kW/600Nm — R1,070,000;
• VW Amarok 3.0 TDI V6 double cab Dark Label 4Motion, 184kW/600Nm — R1,111,500.

Business Day