SA Road Tests

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This is the home of automobile road tests in South Africa. I drive South African cars, SUVs and LCVs under real-world South African conditions. Most, but not all, the vehicles driven are world cars as well, so what you read here possibly applies to the models you get where you live.

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Same but different: 2018 Fiat Fullback 2.4 diesel 4x4 dual cab automatic

Transformation

Posted: 20 May 2018

The numbers
Price: R559 000
Engine: Mitsubishi 4N15, 2442 cc, DOHC 16-valve, four cylinder turbodiesel
Power: 133 kW at 3500 rpm
Torque: 430 Nm at 2500 rpm
Zero to 100 km/h: 10.6 seconds
Maximum speed: 177 km/h
Real life fuel consumption: About 9.5 l/100 km
Tank: 75 litres
Load: 950 kg
Tare: 1850 kg
GVM: 2880 kg
GCM: 5885 kg
Towing ability (braked): Up to 3000 kg
Off-road specs.
Ground clearance: 205 mm
Approach/departure/ breakover angles: 28/22/25 degrees
Wading depth: 500 mm
Warranty: 3 years / 100 000 km
Service plan: 5 years / 100 000 km

At first sight our test vehicle, a top-of-range Fiat Fullback 2.4 turbodiesel, double cab 4x4 automatic, is identical (apart from the grille) to its similarly equipped Mitsubishi Triton counterpart. There are a few differences however. Fullback doesn’t have a push-button starter, dual channel air conditioning, auto-dipping rearview mirror or shift paddles. Side steps aren't standard either but some would say that’s good, because they can inhibit off-road capability.

The range is different too. While Tritons come only with the 2.4-litre Di-D engine and in dual cab format, Fullback offers single- and dual-cabs, 4x2 and 4x4 drive trains and a choice of four engines. These comprise a 2.4-litre petrol motor delivering 97 kW, a pair of 2.5 diesels putting out 100- and 131 kilowatts respectively and our test pickup’s 2.4 diesel that makes 133 kW and 430 Nm. It’s a newer power plant than the 2.5, with different power and torque delivery characteristics.

Our wrap-up remark on a 4x2 Triton with manual transmission, that we drove a year ago, was that power delivery is somewhat peaky so it might not make an enjoyable off-roader. The five-speed auto ‘box changes that. Not only does it switch ratios smoothly, kick down easily and never show signs of distress, but it seems to “flatten” the rate of torque delivery as well. Whatever the reason, it transforms the machine.

The Super-Select ll, part-time, 4x4 system fitted to our test car uses a viscous coupling unit and a centre differential to direct power toward the front wheels when those at the back start losing traction. A selector on the central console offers four driving modes; 2H, 4H, 4HLc and 4LLc. Lc means “locked centre diff” and keeps torque delivery at a fixed one-third front, two-thirds rear split. You would use 4HLc for added traction on sandy, snowy or loosely surfaced roads. 4LLc adds low range gearing when maximum effort is needed.

What about axle twisters, you ask? There is a separate button to engage rear difflock and it’s on the lower dash, left of the USB socket. It works only when the centre differential has been locked, so forget about 2High-plus-difflock or any other esoteric combination. It’s there for real work. That theme continues with practically sized 245/65 R17, multipurpose tyres on alloy rims.

After making easy going of the intermediate-level forestry trail, we took it out along our favourite dirt roads through Midlands farming country. The first section specialises in washboard surfaces that were smoothed out comfortably. Medium-firm “touring” suspension, fitted to double-cabs (single-cab workhorses have heavy duty underpinnings), soaked up bumps and ripples without complaint.

It was the second section that caused some discomfort. Small, embedded stones set up short, sharp oscillations that resulted in some skittishness like we encountered while driving a Fortuner a while back. The problem can be cured, if you travel this kind of road often, with after-market dampers that react more quickly.

So what’s it like as a family vehicle and occasional load carrier? Put simply, it’s a no-nonsense pickup that doesn’t overwhelm you with fancy kit. The tailgate doesn’t lock; it drops to a load height of 825 mm and is supported by check straps. Bin size is effectively 1.5 metres squared and 500 mm deep. It’s fitted with six lashing rings on the inside. Space between wheel arches is 1080 mm.

The back seat area offers enough head- and knee space for adults, three full belts and head restraints, cup holders in a drop-down armrest, fair storage in the form of seatback pockets and bottle bins in the doors, passenger grab handles, and a central dome light to complement the one in front. There are no supplementary vents or HVAC controls.

The no-nonsense theme continues with a simple five-speed gearshift that includes manual override; straightforward controls for the single-channel, automatic air conditioner; a monochrome, blue and white touchscreen without too many electronic gadgets and a conventional parking brake sited for RHD. A nice touch, seldom found in pickups, is that the steering wheel adjusts for reach as well as height.

Other pleasant surprises, for drivers who hate being micromanaged, are that one can start the thing without having to step on the foot brake first and there is no strident alarm to “remind” you to put on your seat belt. (We know. We always do it. There’s no need to nag.) Its turning circle is tighter, at 11.8 metres, than those on most competitors too. For example Navara does it in 12.4, Ranger and KB take 12.7 and Hilux needs 12.8 metres.

Supporting its five-star ANCAP rating are reinforced body construction, two airbags, ABS brakes with EBD and EBA, hill start, ISOFix anchors with top tethers, active stability and traction control, rear view camera and automatic door locks.

Can we recommend it? Tough question; we like it for its no-nonsense competence but its price is slightly north of those of equivalent Rangers and KBs – into Hilux and Amarok territory in fact. It could be a hard sell unless you’re a rugged individualist who prefers to walk his or her own path without following the herd. It’s also easier to park than the others so that’s worth something too.

Test unit from FCASA press fleet


Running boards and bin bars are optional

What We Do

This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.

Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads as well.

I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material.

If ever I place an article that doesn't cover most things, it's probably because I have dealt with a very similar vehicle already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.

Hope you like what you see, because there are no commercial interests at work here. There are no advertisers and no “editorial policy” rules. I add bylines to acknowledge sponsored launch functions and the manufacturers or dealerships that provide the test vehicles.  And, as quite a few readers have found, I answer every serious enquiry from my home email address, with my phone numbers attached, so you can see I do actually exist.

Comments or questions?
Want to ask a question, comment or just tell me you completely disagree with what I say? If you want advice or have a genuine concern, I will be happy to hear from you. All I ask is that you write something in the subject line so I know which vehicle you're talking about.