Considered by many as the quintessential Adventure SUV, the Fortuner is about as strong a used buying proposition as you can get in this segment. Charlen Raymond details the things to look out for when shopping in the used market and lists two rivals for comparison.
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The first generation of the Hilux-based Fortuner SUV made its debut in 2006, after being announced in 2004. It rocked the market with its unique approach to leisure mobility, making the Fortuner an instant hit among buyers. Since then, it established itself as the segment leader and South Africa’s favourite and most popular SUV.
Because of its Hilux underpinnings, the Fortuner is driven by the same engines and gearboxes found in its popular pick-up brother. Between 2006 and 2011, only two engines powered the Fortuner range: the 3.0-litre D-4D four-cylinder diesel engine offered 120 kW and 343 N.m, while the 4.0-litre V6 petrol growled with 175 kW and 376 N.m. Both of these engines were available with a choice of five-speed manual or five-speed automatic transmission, along with 4×2 and 4×4 drivetrain configurations.
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In 2011, Toyota expanded the engine lineup to include a 2.5-litre D-4D, which developed 106 kW and 343 N.m. Although the automatic transmission mated to this engine only had four gears, it still managed to return a respectable-for-the-time average fuel consumption figure of around 9.0 L/100 km. In 2016, with the arrival of the second-generation Fortuner, engine options were revisited. The lineup now comprised 2.4-litre (110 kW/400 N.m) and 2.8-litre (150 kW/500 N.m) turbodiesel engines, as well as two petrol options – a 2.7-litre four-cylinder and a 4.0-litre V6 – but both have been removed from today’s lineup. Six-speed manual and automatic transmissions, in 4×4 and 4×2 configurations, were offered.
Much like the Hilux with which it shares much of its ladder frame chassis, the Fortuner’s ride tended to err on the bouncier side on-road, but it minor suspension revisions meant it rode with greater composure. As is often the case with ladder-frame vehicles, the ride improved notably when fully loaded and there was little to question in terms of mechanical sturdiness.
The Fortuner’s 4×4 derivatives feature a full-time 4WD system that is equipped with low-range and a lockable Torsen Limited Slip Centre Differential (LSD). The 4×2 variants can also tackle mild off-roading thanks to a rear differential lock that improved traction on loose surfaces. Both the 4×4 and 4×2 models featured a heavy-duty suspension setup comprising a double wishbone, high-mount set-up up front, and a four-link, lateral control rod system at the rear.
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Ground clearance for the first-gen Fortuner is rated at 220 mm, while the second-generation offers a loftier 279 mm. The wading depth for both generations is a very respectable 700 mm.
The first-generation Fortuners were prone to some handling instability at higher speeds on loose surfaces, with reports of some cars rolling on gravel. A number of countermeasures were ushered in with the first facelift in 2009. These included a move to 17-inch tyres from the original 16-inchers, and Electronic Stability Control (ESC) to improve handling characteristics on loose surfaces. These measures were carried over to the second-generation models, which didn’t appear to be affected by stability issues.
In 2014, Toyota recalled Fortuners owing to a fault with the spiral cables. These cables play a role in the driver’s airbag deploying, so be sure to comb through your potential purchase’s service and maintenance history to ensure this matter was addressed. A good deal of the Fortuner’s success can be attributed to its practical packaging. It can easily seat five occupants, and there are two additional folding seats in the luggage compartment. The positioning of these seats against the boot’s sidewalls is not to everyone’s liking and can compromises the loading load capacity. Many owners have opted to remove these seats altogether, but we’re hoping the next-generation Fortuner will feature a more considered third-row seating arrangement.
Prior to the second-generation Fortuner’s arrival in 2016, the first-gen was sold with one of two interior colour finishes. For most of its production (2006 – 2014), a cream/beige colour adorned the cabin. But for this generation’s final two years, Toyota switched to a less stain-prone black trim. A Chamois colour for the interior was also added for the second generation.
Isuzu mu-X
Much like the Fortuner, Isuzu’s mu-X is also based on a rugged pickup stablemate in the respected D-Max, making it a good alternative to the Fortuner. Like the D-Max, it is also built locally in the Eastern Cape and is fitted with a choice of dependable turbodiesel engines.
The first generation was offered with a choice of 2.5-litre (100 kW/320 N.m) and 3.0-litre (130 kW/380 N.m) turbodiesel engines. Updates later in this model’s lifecycle saw the 3.0-litre’s torque output climb to 430 N.m. In 2021, the second-generation model arrived, bringing with it a new 1.9-litre turbodiesel engine (110 kW/350 N.m) to supplement the 3.0-litre unit (140 kW/450 N.m). Both 4×4 and 4×2 configurations are on offer, with six-speed transmissions channelling power to the road.
As an adventure SUV that’s often pressed into service off-road and as a towing vehicle, the mu-X is bound to encounter wear and tear-related issues, especially with regards to suspension. Some owners also noted some gearbox shudder, but this problem is normally addressed with a software update or fluid change. The DPF (Diesel Particulate Filter) should also be attended to regularly to avoid clogging, especially with cars operating in dusty or sandy conditions.
Thanks to its local production, parts are, for the most part, readily available, making maintenance more straightforward and affordable than some rivals. The mu-X is a cost-effective option on the used-car market, without sacrificing comfort in both urban and rugged conditions.
Mitsubishi Pajero Sport
In South Africa, the Mitsubishi Pajero Sport is often seen as the ‘afterthought’ to the Fortuner, Ford Everest, and mu-X. Yet, despite not being as popular, the Pajero Sport remains a strong adventure SUV proposition, thanks to its Triton-based underpinnings.
A choice of engines was available throughout its lifespan, including diesel engines and a 3.5-litre V6 petrol. Since 2017, with the third-generation’s local arrival, only the Triton-shared 2.4-litre turbodiesel is on offer, with 133 kW/430 N.m on tap. An eight-speed automatic transmission is linked with the automaker’s Super Select 4WD system.
While the number of derivatives decreased in recent years, consumers had ample choice with earlier models. The features included in the top-level trim models include leather upholstery, a premium sound system, satellite navigation, a sunroof, and the automaker’s Advanced Driver Assistance Systems (ADAS).
Buyers keen on acquiring a used Pajero Sport should know that the automatic transmission can be a weak point if proper fluid maintenance and servicing has been skipped. Engines are generally robust but, again, careful maintenance and fluid changes are crucial to prevent more common maladies such as smoking or injector failures.
