Jayco Swan vs Kia Tasman

What's the difference?

The Jayco Swan Outback is a nice solid camper, packed with features and suited for most trips away.

Sure, it's not the roomiest or flashiest camper around and – you've been warned – it is definitely not up to hard-core 4WDing, but it does come from a company responsible for sharply priced units with plenty of flexibility regarding optional add-ons so that counts for a lot.

Ute buyers prepared to look beyond the Tasman’s polarising appearance will discover a competent all-rounder. It has its faults like any ute but boasts high standards of engineering, build quality, interior design and performance that make it a worthy new competitor in this space.

Correct me if you reckon I'm wrong, but no camper-trailer from any company will ever be in the running for a 'Gorgeous Temporary Home' award. But that's part of this camper's appeal; it's highly practical and functional, not pretty and useless.

The forward bed is to the left as you step inside; the rear bed is to the right. Its kitchen is in front and to the right of the door as you enter the camper.

Interior height is a standard 2070mm and inside is spacious, but tempers will likely fray if all four adults and two kids are standing or sitting around inside at the same time. Hope for no rain.

The interior includes a four-burner stove, Dometic 95-litre fridge (Touring models get the 90-litre fridge), stainless-steel sink, dinette seat, table, club lounge, and the two beds plus the dinette-convertible bed.

If you can't find some places in which to stow away your gear in this Outback, then you're not looking hard enough.

The 'Ezi glide' pull-out drawers include room enough for your large pots, cutlery, kitchen gear and numerous other bits and pieces.

Interior lighting includes overhead LEDs for the dining/entertainment area and reading lights for the beds. There’s a fan for the beds.

With its 2126kg kerb weight and 3250kg GVM, our test vehicle has a mighty 1124kg payload rating which is the largest available in the Tasman fleet. And up to 100kg of that can be carried on the roof.

Like its 4x4 siblings, the 4x2 model is rated to tow up to 3500kg of braked trailer but with its 6200kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be capped at 574kg (a reduction of 550kg) to avoid exceeding the GCM.

Although few (if any) owners would need to tow 3500kg, it’s important to be aware of these numbers if you did to avoid overloading. Even so, almost 600kg of payload would still allow for a crew of five and their gear when towing the maximum trailer weight, so this is a useful set of numbers for many working roles.

Internally the load tub is 1573mm long, 1600mm wide and 543mm deep with a load volume exceeding 1.3 cubic metres. And with 1186mm between the rear wheel-housings, it can carry either Aussie or Euro pallets.

The tailgate can be opened remotely and its hinges provide opening/closing assistance. There’s no standard tub-liner but it comes with four load-anchorage points positioned at around mid-height.

There’s ample cabin space for the driver and front passenger plus storage including a bottle-holder and bin in each door, a single glovebox and a centre console with a large open tray at the front with USB-C ports, two cupholders in the centre and a large box at the back with an internal 12v socket and padded lid which doubles as a comfy elbow rest.

Rear cabin access is enhanced by doors that open to almost 90 degrees and Kia claims the rear bench seat offers best-in-class legroom, headroom and shoulder-room. Even so, it would still be a shoulder squeeze for three big Aussies (like all dual cabs short of a full-size US pick-up) so a limit of two would be preferable for long trips.

Rear storage includes a bottle holder and bin in each door plus pockets on the front seat backrests and a slender pocket on the rear of the console ideal for storing phones. A couple of USB ports would be handy here too, but we are talking base-grade.

There’s also no fold-down centre armrest at this level but the bench seat's 60:40-split base cushions can swing up and be stored vertically if more internal cargo space is required, or to access a full-width bin that can store heaps of stuff away from prying eyes.

Jayco campers are easy to tow and the Swan Outback is no different. It towed steady and stable – no worries – behind our long-termer 2019 2.0-litre four-cylinder bi-turbo Ford Everest 4WD (157kW/500Nm).

We did decent stretches of highway, country back-road and gravel track, deeply rutted in places, with no strife.

The extra length (305mm) over its top-tier stablemates – Hawk and Eagle – was hardly noticeable and only took a little adjustment and increased vigilance when turning in between trees on pinched bush tracks.

With a 130kg towball weight, it feels marginally livelier than Hawk (145kg) and Eagle (150kg), but nothing drastic – again, as long as the driver pays attention there's no issue.

Visibility back along both sides and over the top is good without need for towing mirrors.

The single-axle Swan Outback has a hot dip galvanised 'Endurance' chassis on Jayco’s 'JTech' coil-spring suspension with a little extra ground clearance over road-focussed Touring models. (Note: Jayco’s Outback models are made for dirt tracks and gravel roads, not 4WD-only tracks. They are not built for hard-core off-roading.)

There’s no cabin side-steps but large handles on the A and B pillars assist climbing aboard. People of most shapes and sizes can find a comfortable driving position given its supportive seating, large left footrest and height/reach-adjustable steering wheel featuring a flat top to optimise forward vision and a flat base to provide ample torso room.

It exudes solidity in its engineering and build quality along with excellent steering feel, handling and braking. It also has energetic acceleration and all-round performance.

We trialled the sequential manual-shifting and selectable drive modes but spent most of our test in the ‘Normal’ default setting as it provides the best compromise. It’s also a low-stressed highway cruiser requiring only 1600rpm to maintain 100km/h and little more for 110km/h.

The unladen ride quality is firm, as you’d expect given its big payload rating, but it’s more supple than some other 4x2 one-tonners we’ve tested without loads.

To test its GVM rating we forklifted 890kg into the load tub, which combined with our crew of two equalled a total payload of 1070kg which was only about 50kg below its legal limit.

Under this weight, the large bump-stop rubbers fitted to the rear leaf-springs engaged with the chassis rails above them very early in compression, which eliminated the hard thuds experienced with traditional designs that ‘bottom-out’ over large bumps and through dips.

The Tasman proved to be a competent heavy load-hauler in ‘Normal’ drive mode, maintaining its hearty performance and sure-footed handling with more than one tonne on board.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, self-shifting down to third gear to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was equally strong until the engine reached 4000rpm on overrun (no redline is displayed) and promptly shifted up a gear.

These engine-protection protocols are increasingly common in light-commercial vehicles (both utes and vans) but can spring a surprise when you’re ‘leaning’ on the engine to restrain its payload during steep descents and it suddenly shifts up a gear and starts running away from you. Even so, the Tasman’s four disc brakes easily maintained the posted 60km/h speed limit for the remainder of the descent.

Overall, we struggled to find fault in the driving experience apart from one baffling oversight in cabin design, given the steering wheel’s rim blocks the driver’s view of the climate control screen located between the instrument and multimedia screens.

This is distracting for drivers, given climate control settings are among the most-adjusted cabin functions. Hopefully this will be corrected in future upgrades.