Great Wall Steed Review 2017

Great Wall has been ute's top-selling vehicle brand in China for nearly two decades, so it's no surprise that the company is expanding its global presence in the Australian XNUMXWD double cab market. 

What its diesel Steed may lack in performance and overall sophistication compared to its main competitors, it balances out with huge savings on the purchase price. And this is the choice of the Chinese - the price against the quality.

Great Wall Steed 2017: (4X4)
Safety Rating	-
engine's type	2.0 L turbo
fuel type	Diesel
Fuel efficiency	9l / 100km
Landing	5 Places
Price from	$9,300

Does it represent good value for money? What functions does it have? 8/10

Only available with double cab, five-speed or six-speed manual transmissions, and 4x2 petrol, 4x2 diesel, and 4x4 diesel transmissions. It's also only available in one well-equipped class, so every Steed customer gets a burger with the lot. Even a Chinese burger.

Our test vehicle was the diesel 4×4 six-speed manual, which, at only $30,990, presents a compelling value-for-money comparison for those wanting a brand new ute who don’t have big dollars to spend. For example, the cheapest Ford Ranger dual cab 4×4 is the XL with 2.2 litre diesel and six-speed manual at $45,090, and the cheapest Toyota Hilux equivalent is the hose-me-out Workmate 2.4 diesel with six-speed manual at $43,990. 

Each Steed buyer receives a burger along with the lot. Even a Chinese burger.

The specification for the only Steed model also includes many features and amenities you won't find on competing entry-level models that cost 30 percent more. There are plenty of chrome body parts, including roof racks, a stainless steel sports bar and door sills, side steps, trunk liner, 16-inch alloy wheels with 235/70R16 tires, and a full-size leather-trimmed spare. including steering wheel and shift knob, heated front seats with six-way adjustable power driver's seat, power folding outside mirrors with defoggers and indicators, tire pressure monitoring and six-speaker touchscreen audio system, steering wheel controls and multiple connections including Bluetooth, to name a few. A hitch, trunk lid and sat nav with rearview camera are optional.

There is an impressive list of standard inclusions for one model.

Is there anything interesting about its design? 6/10

The horse is deceptively large. Compared to the 4x4 double cab Ford Ranger, it is 235mm longer, 50mm narrower and 40mm lower, and its ladder frame chassis has a 3200mm wheelbase, just 20mm shorter. Like the Ranger, it has a double-wishbone front suspension and a leaf-sprung live rear axle, but rear disc brakes where the Ford has drum brakes. 

16-inch alloy wheels are also standard.

Off-road performance includes 171mm ground clearance, 25-degree approach angle, 21-degree exit angle, and 18-degree approach angle, all of which are far from best in class. In addition, it has a large turning radius - 14.5 m (compared to Ranger - 12.7 m and Hilux - 11.8 m).

It has a relatively thin body profile when viewed from the side, resulting in a relatively low floor-to-roof height that is reminiscent of past models. This means shallower footwells and higher knee/upper thigh angles that concentrate more weight at the base of the spine, reducing comfort on long rides. 

The rear end seats are cramped, especially for tall adults, with limited head and leg room. For those who sit in the center back, there is even less headroom. And since the front doors are significantly longer than the rear doors (like the Amarok), the B-pillar positioned closer to the C-pillar makes it difficult to “walk” to the rear seat, especially for those with large shoes.

The rear seats are cramped and have limited head and legroom.

The overall fit of the panel is acceptable, but certain areas of trim, such as the crooked stitching on the dashboard right in front of the driver, affect the perception of quality. 

What are the main characteristics of the engine and transmission? 6/10

The GW4D20B is a Euro 5-compliant 2.0-litre turbocharged common-rail four-cylinder diesel that delivers 110kW at 4000rpm and a relatively small 310Nm serving of torque between 1800-2800rpm.

The 2.0-litre four cylinder diesel delivers 110kW/310Nm.

Only a six-speed manual transmission is available, so the automatic option will greatly expand Steed's showroom appeal. The 4×4 transmission uses a Borg Warner electronically controlled dual-range transfer case in the dash, and there is no locking rear differential.

How much fuel does it consume? 8/10

Great Wall claims an overall figure of 9.0 l/100 km, and at the end of our test, the gauge read 9.5. This was close to our own figures based on "real" trip odometer and fuel tank readings of 10.34, or about the segment average.  

Based on these figures, its 70-liter fuel tank should provide a range of about 680 km.

Будьте в курсе carsweekly guide newsletter

How practical is the interior space? 6/10

The Steed’s 1900kg kerb weight is relatively light for its size and with a 2920kg GVM it’s a genuine ‘one tonner’ with a maximum payload of 1020kg. It’s also rated to tow only 2000kg of braked trailer, but with a GCM of 4920kg it can carry its maximum payload while doing it, which is a practical compromise.

The fully lined cargo bed is 1545mm long, 1460mm wide and 480mm deep. Like most dual-cab utes there’s not enough width between the wheel arches to carry a standard Aussie pallet, but it has four sturdy and well-positioned anchorage points for securing loads.

The fully lined loading platform is 1545mm long, 1460mm wide and 480mm deep.

Cabin-storage options include a bottle holder and upper/lower storage pockets in each front door, a single glovebox, centre console with open storage cubby at the front, two cup holders in the centre and a box with padded lid at the rear that doubles as an armrest. To the right of the driver’s head there’s also a roof-mounted sunglasses holder with a spring-loaded lid, but it’s too shallow to be able to close the lid with a pair of Oakleys inside.

Rear-seat passengers are overlooked when it comes to storage, as there are only thin pockets in the back of each front seat, and there are no bottle holders or storage pockets in the doors. And there's also no fold-down center armrest, which would be useful to offer at least two cup holders when there are only two passengers in the back seat.

What is it like to drive? 6/10

There is a pleasant leather smell when you open the door, but the driving position is made worse by the high floor height and relatively shallow legroom. For taller riders, the knees are close to the steering wheel, even in the highest position, which can sometimes interfere with cornering and comfort. Ergonomically, it's not.

The left footrest is well placed, but the vertical section of the console next to it has an awkward, sharp-radius edge where the upper calf and knee rest against it. And on the right side, the power window control panel in front of the door handle also has a rather hard edge where the right foot rests against it. Softer edges with a larger radius on both sides will significantly increase rider comfort.

The power steering is too light and remains indefinitely linear regardless of speed. The transmission is also too low and requires excessive wheel rotation compared to steering response, which is often required given its large turning radius and resulting number of multi-point turns.

The lack of a low-torque 2.0-litre turbodiesel is really noticeable below 1500rpm as it falls off a cliff with what appears to be zero turbo. The gearshift feel is also a bit harsh, and the shift knob itself has an annoying vibration in fifth and sixth gears.

We loaded 830kg into the cargo bed, which with a 100kg rider equaled a payload of 930kg, about 90kg short of its 1020kg maximum payload.

Rideability when empty is acceptable if the rear end is a bit stiff on bumps, which is not uncommon with leaf-spring driven rear axles rated for over a tonne load. We loaded 830kg into the cargo bed, which with a 100kg rider equaled a payload of 930kg, about 90kg short of its 1020kg maximum payload. 

Under this load, the rear springs compress by 51mm and the front end rises by 17mm, leaving ample spring capacity. Ride quality is also markedly improved, with minimal deterioration in handling and braking response. While maintaining high revs (and thus turbocharging), it handled stop-and-go traffic reasonably well. 

However, the Steed definitely felt at home at highway speeds. In top gear with cruise control engaged, it purred comfortably within the engine's maximum torque range, hitting just 2000 rpm at 100 km/h and 2100 rpm at 110 km/h. Engine, wind and tire noise was unexpectedly low, allowing for normal conversations. 

The tire pressure monitor displayed in the driver information strip works well (mandatory in the US and EU) and adds confidence, but the info menu should also include a digital speed display. A constant display of cruise control speed settings would also be nice.

Considering its little torque and the fact it had about a ton on its back, the Steed handled our given climb quite well (albeit with my right foot on the floor), pushing up a 13 percent 2.0k grade over 60km. /h in third gear at 2400 rpm.

Warranty and safety rating

Basic Warranty

3 years / 100,000 km


guarantee

What safety equipment is installed? What is the safety rating? 6/10

There is no ANCAP rating for this Great Wall yet, but the 4x2 variant tested in 2016 only got two out of five stars, which is terrible. However, this one is equipped with dual front airbags, front side and full-size side airbags, a three-point seat belt for the center rear passenger (but no head restraint), ISOFIX child seat attachment points on the two outer rear seats. seating positions and an upper cable for the center seat. 

Active safety features include Bosch electronic stability control with traction control, brake assist and hill start assist, but no AEB. There are also rear parking sensors, but a rear view camera is optional (and should be standard).

How much does it cost to own? What kind of guarantee is provided? 6/10

Three-year/100,000 5,000 km warranty and three-year roadside assistance. Service intervals and recommended (no price cap) service costs start at six months/395km ($12), then 15,000 months/563km ($24), 30,000 months/731km ($36) and 45,000 months / 765 km (XNUMX USD).

Verdict

On face value the Great Wall Steed 4×4 looks like a bargain, with its eye-poppingly low price, one-tonne payload rating and long list of standard features, particularly when compared to entry-level dual cabs offered by the segment leaders. However, those competitors more than make up for that lack of bling with superior all-round safety, performance, comfort, refinement and resale value. So for buyers more concerned about purchase price and creature comforts than any of its shortcomings – and there are quite a few — the Steed 4×4’s value for money equation is about right. In other words, it needs to be this cheap to get buyers in.

Is Great Wall Steed a bargain, or is the low price what it's really worth?