Wrestling a two-tonne turbo-diesel twin-cab around a racetrack is even tougher than you might think
The SuperUte category stirred a few emotions when it arrived as a Supercars support category in 2018, replacing the thumping and erratic V8 Utes after Holden and Ford ended production of their homegrown hay-haulers.
But although it has attracted smaller fields, the SuperUtes category has been just as thrilling to watch, racing bumper to bumper and door to door (and even sometimes upside-down on tracks from down Mount Panorama to Winton.
The production version of these dual-cab utes are also some of the hottest sellers in Australia right now. In fact the Toyota HiLux and Ford Ranger have been the nation’s two most popular new vehicles for the past two years.
Last year we drove Aaron Cameron’s Bushranger Racing Mazda BT-50, but there’s been a few changes to the category since then in a bid to bring more parity to the growing field of turbo-diesel utes.
So when the opportunity came up to spend some time with Ross Stone Racing and driver Tom Alexander at Norwell Motorplex in the Caltex Delo Isuzu D-MAX SuperUte, we jumped at it.
So what’s changed?
Evolution affects us all and the SuperUte category is no different. There are now seven manufacturers with utes homologated for the series and for its second season the category has introduced a number of running updates to improve parity between the rear-drive crew-cab models.
They include a new wheel and tyre package comprising 20×9.5-inch Hussla wheels that save 6kg per corner and low-profile Yokohama R-spec tyres that are grippier, quieter and more motorsport-focussed than the Advans they replace.
Earlier this year control Supashock front dampers were introduced, as were rear-end suspension modifications that required each team to reposition the rear frame, lowering ride heights across the field. Ross Stone said the Caltex Delo D-MAX dropped almost 100mm.
The updates not only aim at increasing parity throughout the field, but reducing the centre of gravity to make the utes look a little racier.
Also new for the 2019 SuperUtes season was the introduction of side-exit exhaust outlets, mainly for aesthetic reasons but also to produce more noise.
What hasn’t changed?
Aside from the aforementioned updates, the SuperUtes continue the rear-wheel drive, turbo-diesel four-door dual-cab formula they pioneered in their maiden season.
Engines and exhaust manifolds must remain original, but teams can modify the turbo, inlet manifold, intercooler, radiator, sump and exhaust.
A minimum 1800kg weight is enforced, along with Motec ECU monitors, FIA-mandated seat, safety harness and window net, a Motec data-logger, Tilton pedal box with bias adjustment and Brembo brakes (six-piston up front, four at the rear).
Craig Stead Engineering also supplies a Tremec 6060 manual gearbox (with control ratios) and an Xtreme Outback 230mm twin-plate ceramic clutch kit to each entrant. Additionally, each SuperUte must use a control tailshaft and 9.0-inch Ford differential with Detroit locker.
In the driver’s seat
Inside the D-MAX SuperUte, things feel familiar yet foreign at the same time. Of course you’re cocooned by the safety of a roll cage and most of the dashboard is still intact, but an array of switches, buttons and other gadgets remind me this is no regular dual-cab – this big boy means business.
Falling well short of Tom’s 184cm, we made do by packing jumpers and rags behind my back so I could stretch my limbs just enough to be able to mash the pedals and reach the steering wheel.
With Tom strapped into the passenger seat beside me, visor down to block the sun (or hide the fear in his eyes) I was ready for him to guide me around Norwell’s twisty 2km circuit. He tells me which buttons to press and switches to flick to get the 3.0-litre oil tanker going, and before I know it we’re bunny-hopping out of the pits.
The short-throw H-pattern gear selector took me by surprise, as did the realisation there was no brake booster. Stabbing the brake pedal hard enough proved difficult, and wrestling the SuperUte around this tight and twisty circuit soon made me wonder how Tom had been doing this almost non-stop all day.
It was apparent within the first few laps just how taily these utes are and I think the amount of time I spent sideways was pretty relative to how often I was in control. This SuperUte gig is way harder than it looks.
By the end of the third lap, I’d pushed too hard into turn one and spun my first SuperUte. Not only is the rear-end light and easy to slide, when the turbo boost kicks in all 700Nm of available torque it’s difficult not to get all crossed up.
Tom tells me the SuperUte is easier to drive than it used to be, thanks to the grippier new Yokohama tyres, which also produce less tyre squeal, and there’s no doubt the D-MAX turns well. I didn’t expect this two-tonne beast to go exactly where I pointed the steering wheel, but it did.
The front-end has a lot more grip than I anticipated, but after steering into corners easily the back-end starts to slide before you know it and you’re battling with throttle inputs to keep it under control.
That’s partly due to the stiff chassis set-up, which produces surprisingly little body roll, so concentration levels need to be high to get the D-MAX through each corner without sliding the rear-end too wide on the way out.
There’s no doubt that stringing the perfect line through every corner lap after lap in close company would be both exhausting and rewarding, but it’s testament to the hours that’ve gone in to turning these workhorse utes into the purpose-built track machines they’ve become.
What have we learned?
While SuperUtes are nowhere near as quick as the V8 Utes were (they’re still around five seconds slower around Queensland Raceway but closing), they’re not out to be a direct replacement.
Instead, what the SuperUte category offers is a relatively accessible series for both seasoned racers and up-and-comers, based around the most popular new vehicles today in one of the world’s biggest pick-up markets.
Youngsters can not only put on a spectacular show in front of national audience, but hone their skills and learn the racecraft they’ll require to move on to the Dunlop Super2 Series or beyond.
What our time at Norwell highlighted was the complexity of mastering a SuperUte. Getting behind the wheel of one for the first time is both daunting and challenging, but lots of fun and very rewarding.
And considering the relatively low admission price of the series (just under $100K buys you a fully-fledged SuperUte) the dollars:fun ratio is pretty sweet.
How much does a Caltex Delo Isuzu D-MAX SuperUte cost? Price: Vehicle cost plus $60,000 race kit and installation Engine: 3.0-litre four-cylinder turbo-diesel Outputs: 253kW/700Nm Engine mods: Turbo, inlet manifold, intercooler, radiator, sump, exhaust, Xtreme Outback 230mm twin-plate ceramic clutch, Motec ECU Suspension: Rear sub-frame and four coil-over SupaShocks Brakes: Brembo six-piston front and four-piston rear calipers, Brembo discs, Tilton pedal box and master-cylinder with brake-bias adjuster Wheels/tyres: 20-inch/Yokohama R-spec tyres
Safety: Bespoke CAMS rollcage, FIA seat/harness
Keyword: Driving the Isuzu D-MAX SuperUte