Is there any demand for it? Should it be diesel or petrol? Two-wheel drive only, or 4×4? A quick glance at the latest price guide shows that only two
manufacturers think they have the answer. And another has already admitted it got it wrong…
Nissan claims its automatic V6 Hardbody is the only self-shifting 4×4 double-cab on the local market. Erm… yes, but it wasn’t the first of the current generation – Colt/Mitsubishi offered an automatic V6 Rodeo 4×4 (tested in June 2001) for a number of years, but discontinued it mid-2002. However, Nissan is adamant that there is enough demand to warrant such a vehicle. The only other automatic double-cab available is Isuzu’s turbodiesel KB300, offered only in two-wheel
drive mode.
The REF401A four-speed transmission fitted to the Hardbody has been used in several overseas models, most notably the Pathfinder and Xterra. For the Hardbody it gets altered gear ratios and a different final drive. The gearbox (with lock-up in third and fourth gears) offers two modes – Power and Auto – that manage shift points, response characteristics and control of the torque converter. The driver can switch modes with a facia-mounted button.
In general use the shifts are impressively smooth, especially in this double-cab context, but some testers would have liked quicker ‘kickdown’ to make better use of the impressive powerplant. For use in the latest Hardbody, Nissan’s lusty three-litre V6 motor has been stretched to 3,3-litres with the aim of improving low-rev torque delivery.
The VG33E engine produces 125 kW at 4 800 r/min and 265 N.m of torque at 3 600 r/min. It’s a meaty sounding engine, and scary too, because it sounds like it is glugging fuel down a very wide pipe at an alarming rate. And as our fuel index figure of 15,72 litres/100 km illustrates, the V6 indeed has quite a big appetite for unleaded. Performance figures are actually remarkably similar to those of the discontinued Rodeo. Top speed is 172 km/h, and the zero to 100 km/h dash takes 12,95 seconds, which is exactly what Nissan claims for this vehicle.
Forget about the autobox for a moment and you’re left with a vehicle that has been an enormous success for Nissan. Since the introduction of the facelifted model early last year, sales have shot up dramatically. It’s easy to see why.
Although not everyone on the test team was bowled over by the macho looks, they did agree that there isn’t a more butch-looking double-cab available locally. And the last thing you want when you buy a double-cab is something that looks ‘girly’.
With its high stance, aggressive chrome grille, bull bar, smart headlights and attractive roof rack, it looks just about ready for tackling the Paris-Dakar rally raid, which, of course, is what it was doing in January this year, albeit in heavily modified form. Inside, the lavishly equipped cabin is far removed from your typical old LCV interior. The layout is simple and clear, with more than a hint of Terrano II in the overall design.
Generally ergonomics are good, although the switches for the gearbox’s mode selector function and the foglights are hidden by the steering wheel. Besides the cubby, additional storage space is provided by two compartments on the facia, a large lidded box between the seats with two drink holders and pockets in the front doors. The sporty front bucket seats provide good lateral support, but are perhaps a little too heavily bolstered for wider frames. Our tallest tester could have done with more fore/aft adjustment.
With the front seats moved back far enough to facilitate a comfortable driving position, rear legroom became restricted, a problem typical of this type of vehicle and no worse than most of its competitors. At R315 154, you rightly
expect a decent standard specification level. Generally speaking, the Hardbody doesn’t disappoint.
It offers power steering, height-adjustable steering wheel, power windows all-round, electrically adjusted rear-view mirrors, Blaupunkt radio/CD player, air-conditioner, ABS brakes and dual front airbags. (On our test unit, the radio/CD player would annoyingly cut out completely for a second or two when something was put into the compartment directly below it.)
Off-roaders may look macho, but they rarely see gravel, so they need to drive comfortably in town, where they spend most time. The underpinnings of the Hardbody were left mostly ‘as is’ during the facelift “ independent double wishbones with torsion bar springing at the front and a live axle with leaf springs at the back. At lower speeds the ride feels a trifle too unsettled but smoothes out significantly the faster you go. However, bumps are not soaked up especially well.
General stability is good and steering feel, for a big double-cab such as this, is actually among the class best. The Hardbody is well equipped for the occasional off-road sortie. The driver can switch between rear-wheel drive and 4H on the move at speeds of up to 40 km/h via the auxiliary selector lever alongside the gearshift, but selecting 4L for extreme off-roading conditions requires the vehicle to be stationary.
Front hubs lock automatically when four-wheel drive is selected and additional traction is provided by a rear differential lock activated by a knob on the centre console. With its generous 220 mm ground clearance and good approach (28 degrees), departure (27 degrees) and break-over (155 degrees) angles, together with good wheel travel, and a low-range transfer box, the Hardbody is one of the more useful off-roader performers in this segment. It must be said, however, that in most circumstances a manual gearbox would work better, especially if you’re a dedicated off-road enthusiast.
But for less experienced drivers the gentle torque delivery of an automatic could be an advantage. The inherent ‘slip’ of an automatic transmission makes throttle control easier and tends to limit wheelspin. The Hardbody automatic was much more impressive in our simulated emergency braking routine (clocking an average time of 3,3 seconds) than the three-litre turbodiesel variant tested in May 2002.
However, pedal feel was not rated highly – the pedal needing an almighty shove before the desired retardation was achieved. A gravity sensor measures the deceleration of the vehicle and interacts with the ABS control unit to ensure that the anti-lock system does not interfere
with braking during low speed off-road manoeuvres.
