Mitsubishi’s L200 has reigned supreme over the Pick-Up pack here for a long time. Paying scant regard to the sensibilities of suburbia’s ‘Green Gospellers’ and ‘Khmer Vert’ militants, it set the pace in taking the working 4x4 light truck into (higher margin) retail and “lifestyle” territory.
Warrior and Animal initially, Warrior and Barbarian now, these take 80% of sales over the (increasingly differentiated) more workaday ‘4Work’ & ‘4Life’ models. Current series L200 dates from 1996 but the “go-for-it” styled version arrived in 2006 with a “re-fresh”, some useful revisions and up-grades last year.
Warrior and Animal initially, Warrior and Barbarian now, these take 80% of sales over the (increasingly differentiated) more workaday ‘4Work’ & ‘4Life’ models. Current series L200 dates from 1996 but the “go-for-it” styled version arrived in 2006 with a “re-fresh”, some useful revisions and up-grades last year.
So, what is going on? Pick-Ups are classed as Light Commercial Vehicles, but since retail (private or similar) sales are such a feature now, how do they stack up against the car market? Contrary to “popular belief” UK car registrations peaked in 2004 at 2.579m units – well before the 2008-2009 “crash”.
The 2009 total was 1.994m with a slight recovery to 2.031m in 2010. Half year figures for 2011 are 1.030m but the SMMT predicts a final year total of 1.93m - slightly worse than 2009 but incentive schemes came to an end last year.
Year to date, Pick-Up sales are up 38.4% (to 15,585 from 2010’s 11,264) – the general LCV trend has been fairly positive (post-downturn, van registrations climbed back steadily for 17 months but dipped in July).
Historically, pick-ups peaked in 2006 at 40,103 but by 2009 they were down to 18.870 with a slight rally in 2010 to 19,508. First half results for 2011 were 14,196 with July taking the figure to 15,585 so that 38.4% seems sustainable. High point for Mitsubishi was 2003 when it took 45.5% of the sector. Leading still with 23.9% for 2009, it stayed at No.1 for 2010 with 6,418 registrations.
However, by the end of April this year, Nissan’s Navara had nudged ahead with Toyota HiLux, Isuzu Rodeo and Ford Ranger at 3, 4 and 5. But SMMT figures for the first half of this year show that Mitsubishi got back on top with 8,036 units, Nissan 2nd (7,896), Toyota 3rd (6,632), Isuzu 4th (2,724) and Ford 5th (2,630).
The 2009 total was 1.994m with a slight recovery to 2.031m in 2010. Half year figures for 2011 are 1.030m but the SMMT predicts a final year total of 1.93m - slightly worse than 2009 but incentive schemes came to an end last year.
Year to date, Pick-Up sales are up 38.4% (to 15,585 from 2010’s 11,264) – the general LCV trend has been fairly positive (post-downturn, van registrations climbed back steadily for 17 months but dipped in July).
Historically, pick-ups peaked in 2006 at 40,103 but by 2009 they were down to 18.870 with a slight rally in 2010 to 19,508. First half results for 2011 were 14,196 with July taking the figure to 15,585 so that 38.4% seems sustainable. High point for Mitsubishi was 2003 when it took 45.5% of the sector. Leading still with 23.9% for 2009, it stayed at No.1 for 2010 with 6,418 registrations.
However, by the end of April this year, Nissan’s Navara had nudged ahead with Toyota HiLux, Isuzu Rodeo and Ford Ranger at 3, 4 and 5. But SMMT figures for the first half of this year show that Mitsubishi got back on top with 8,036 units, Nissan 2nd (7,896), Toyota 3rd (6,632), Isuzu 4th (2,724) and Ford 5th (2,630).
Isuzu’s sales growth has outperformed the market quite impressively this year and it does well to compete so strongly in the ‘premier league’. Importer and distributor International Motors is a private company but the franchise here is a 100% pick-up outfit and a “full time focus” on this sector seems to be paying off.
Main sellers are Rodeo Denver/Denver Max and 2.5 Turbo Diesel. Single (4x2 only) and Double cab models are on offer as is the larger 3.0 litre TD engine which has been a long-term favourite for those who want power and torque.
Latest variant, Denver Max Plus adds much of the kit found on the top of the range Denver Max LE but without the body-coloured hard top and locking tail-gate for the load bay, for example. A new model joins the range next year.
And new models can’t come too soon for many here as anxious marketing eyes are turned towards Volkswagen’s first serious foray into this part of the market. (The VW Taro, an adopted Toyota made little impact some years ago.)
“Car-like comfort and refinement” is a much-overworked phrase here. But VW’s new Amarok gets very close. There are two 4x4 variants: ‘4MOTION Selectable’ - 4x2 rear wheel drive on-road with 4x4 or low-ratio 4x4 for off-road work and ‘4MOTION Permanent’ all-wheel 4x4 with drive directed wheel by wheel for grip.
Main sellers are Rodeo Denver/Denver Max and 2.5 Turbo Diesel. Single (4x2 only) and Double cab models are on offer as is the larger 3.0 litre TD engine which has been a long-term favourite for those who want power and torque.
Latest variant, Denver Max Plus adds much of the kit found on the top of the range Denver Max LE but without the body-coloured hard top and locking tail-gate for the load bay, for example. A new model joins the range next year.
And new models can’t come too soon for many here as anxious marketing eyes are turned towards Volkswagen’s first serious foray into this part of the market. (The VW Taro, an adopted Toyota made little impact some years ago.)
“Car-like comfort and refinement” is a much-overworked phrase here. But VW’s new Amarok gets very close. There are two 4x4 variants: ‘4MOTION Selectable’ - 4x2 rear wheel drive on-road with 4x4 or low-ratio 4x4 for off-road work and ‘4MOTION Permanent’ all-wheel 4x4 with drive directed wheel by wheel for grip.
The latter is high-ratio only and is clearly pitched at the retail market since its payload is 750kg compared to 1,064kg-1,119kg of the Selectable 4x4 models. It’s braked trailer weight limit, however, at 2,800kg is higher (2,690kg otherwise). Cargo area for all versions is big at 2.5m2 and can take a Euro pallet sideways.
The 2.0 litre TDI VW Group engine (much modified for these vehicles) comes in two power outputs: 122 PS or 163 PS but both have six speed gearboxes and all vehicles a full Electronic Stability Programme as standard. Startline, Trendline and Highline are the model range names with asking prices (OTR but excluding VAT) between £17,830 to £22,410. It went on sale in May but securing sufficient supply from the VW Argentina factory, apparently, has been a problem.
That might be a breathing space for others. The one advantage Mitsubishi still has with its Super-Slect 4x4 system (Warrior and Barbarian) is that, apart from 4x2 normal driving, it offers high ratio four wheel drive on or off-road together with a low ratio transfer box. Nonetheless, it and the other main players will be bracing themselves for a shake-up in the Top 5 pecking order for pick-ups.
Thanks to the SMMT for access to and use of much of the statistical information above.
By Huw Thomas
First published in Welsh Farmer
The 2.0 litre TDI VW Group engine (much modified for these vehicles) comes in two power outputs: 122 PS or 163 PS but both have six speed gearboxes and all vehicles a full Electronic Stability Programme as standard. Startline, Trendline and Highline are the model range names with asking prices (OTR but excluding VAT) between £17,830 to £22,410. It went on sale in May but securing sufficient supply from the VW Argentina factory, apparently, has been a problem.
That might be a breathing space for others. The one advantage Mitsubishi still has with its Super-Slect 4x4 system (Warrior and Barbarian) is that, apart from 4x2 normal driving, it offers high ratio four wheel drive on or off-road together with a low ratio transfer box. Nonetheless, it and the other main players will be bracing themselves for a shake-up in the Top 5 pecking order for pick-ups.
Thanks to the SMMT for access to and use of much of the statistical information above.
By Huw Thomas
First published in Welsh Farmer
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