Only slightly less powerful but more affordable than the 2,8, could the 2,4 be the sleeper model in the Fortuner range?
Everyone wants the big dog … die groot kanon … the 2,8 GD-6 4×4. With both the Fortuner and Hilux currently selling faster than Toyota can churn them out its Prospecton plant in Durban, it’s the bigger-displacement diesel in four-wheel-drive guise that’s garnering the vast majority of sales among lifestyle purchasers. And, of these, the automatic transmission is proving the most popular, too.
There’s no doubt the 2,8-litre turbodiesel is an impressive engine (read our test in the April 2016 issue) and we have both praised its abilities – including power output and fuel efficiency – and given it the nod over its rivals. Somewhat overlooked in all the hype around the Hilux/Fortuner double whammy, however, has been the 2,8-litre’s smaller sibling, the 2,4 GD-6 that replaces the 2,5 D-4D from the previous generation’s range.
Badge aside, externally there’s nothing to distinguish this entry-level model from the 2,8-litre and that includes the standard fitment of 17-inch alloys. The Lexus-influenced styling is certainly a departure from the design of the previous generation and it has been well received.
The 2,4 GD-6’s interior is another story, however. Not quite as upmarket as the 2,8-litre’s treatment, it nonetheless features the same basic design with an attractive vertical arrangement. Here, though, there are harder plastics and rubber on top of the dash and door panels, it lacks the top-spec touchscreen infotainment system and fabric (as opposed to leather) covers the seats. These seats were our least favourite part of the car. They’re comfortable, but the centres of the squabs, backrests and headrests are covered in a shiny brown, almost neoprene-like fabric that may be hardwearing, but is too chintzy for our tastes.
On to the key info for this test, then: the drivetrain. Below your left hand is a lever operating one of the better manual gearboxes in this class. The six-speed ‘box feels precise and slick, and, while we have sampled the 2,4 GD-6 six-speed auto (an extra R17 000), it’s the manual that makes the most of that 2,4-litre engine.
On paper, the 2,4’s 110 kW (at 3 400 r/min) and 400 N.m (between 1 600 and 2 000 r/min) might seem a little off the boil up against the 2,8 130 kW/420 N.m, but on the road, the difference feels smaller. Our 0-100 km/h acceleration test indicates it’s only 0,26 seconds slower than the 2,8-litre AT (April 2016) and just 1,35 seconds tardier to 120 km/h. During everyday driving, for towing and off-roading, there is more than enough low-down grunt and it’s only during high-speed overtaking that you will notice the relative lack of power as the torque curve falls away steeply after 2 000 r/min.
As we already mentioned in the 2,8 GD-6 test, while the Fortuner might not offer the refined ride of a unibody SUV, its multilink, coil-spring suspension offers acceptable comfort, and is certainly a improvement on that of the previous generation.
This test did not include serious off-roading, but while driving it over some mildly challenging off-road terrain that included river-sand sections, the 2,4-litre rarely broke a sweat despite carrying three passengers.
Nakajima-san on the 2,4
Heading up the Hilux/Fortuner project is Toyota’s executive chief designer, Hiroki Nakajima. In South Africa recently, we asked him for his take on the 2,4-litre GD-6 engine.
“I believe the 2,4-litre offers a strong enough package for our customers. However, in many southern hemisphere countries, customers view engine displacement as ‘bigger is better’ and, even though we are confident the 2,4-litre is sufficient, that’s why we also decided to make a 2,8-litre.
“Compared with the 2,8, the 2,4’s torque delivery is very similar. Depending on the 2,8’s transmission, it’s either 420 N.m or 450 N.m, versus 400 N.m in the 2,4. The most important thing to look at in these diesel engines is the power offered at low engine revolutions. That is the key technology when compared with our competitors.”
