Australian 4WD & SUV Buyers Guide - February 2014

THE AUSTRALIAN 4WD, SUV & UTE ENCYCLOPAEDIA
4WD&SUV
AUSTRALIAN
BUYERS GUIDE
V
TESTED & RATED
80 NEW
SUVS, 4WDS
& UTES
RANGE
ROVER
SPORT
NEW
HIGH SOCIETY. FROM $102,800

,800
HOLDEN TRAX
NISSAN PATHFINDER
PLUS
JEEP GRAND CHEROKEE

H
HOLDEN
PORSCHE MACAN
FORD ECOSPORT
COLORADO
C
COONGIE LAKES, SA
BRISBANE BY 4WD
AVIDA SAPPHIRE
ALL TORQUE. FROM $34,990

A
TOYOTA PRADO
BMW X5
CARAVANS
ISUZU MU-X
TOUGH AS. FROM $40,500
No. 23
AUS $8.95*
NZ $9.95
(Both incl. GST)
MITSUBISHI TRITON
AUSTRALIAS BEST VALUE 4X4 UTE
EXCLUSIVE: REDBOOK TRADE-IN VALUES
Accept nothing less.

As Australasias leading independent vehicle safety
advocate, ANCAP provides consumers with transparent
advice on vehicle safety through its safety rating program.
ANCAP recommends 5 star rated vehicles.
Seat Belt
Reminders
Frontal Offset
Test
Side Impact
Test
Pole
Test
(out of 16)
(out of 16)
(out of 2)
Audi Q3 from 2012
15.15
16.00
Acceptable
Good
35.15
Fiat Freemont from 2013
12.15
16.00
Marginal
---
32.15
Ford Kuga from 2013
15.33
16.00
Acceptable
Good
36.33
Ford Territory from 2011
12.57
16.00
Acceptable
---
32.57
8.00
16.00
---
---
---
24.00
Holden Colorado 4x4 Crew Cab from 2012
15.09
16.00
Acceptable
Good
35.09
Holden Colorado 7 SUV from 2012
15.09
16.00
Acceptable
Good
35.09
Holden Trax from 2013
15.18
16.00
Acceptable
Acceptable
35.18
Honda CR-V from 2012
14.91
16.00
Marginal
Good
35.91
Hyundai Santa Fe from 2012
15.63
16.00
Marginal
Good
35.63
Inniti FX from 2012
12.50
16.00
Marginal
Good
33.50
Isuzu D-Max 4x4 Crew Cab from 2012
10.48
16.00
Marginal
---
30.48
Jeep Compass from 2012
11.21
16.00
Poor
---
29.21
Make / Model
Foton Tunland 4x4 Dual Cab from 2012
Pedestrian
Protection Rating
Whiplash
Rating
(out of 3)
Overall Score
(out of 37)
Jeep Wrangler Sport 2 door from 2012
10.51
16.00
---
Poor
---
27.51
Kia Sorento from 2013
13.25
15.96
Marginal
---
33.21
Land Rover Range Rover from 2013
15.19
16.00
Acceptable
Good
36.19
6.60
16.00
---
Poor
---
22.60
Mahindra XUV500 from 2012
10.00
16.00
---
Marginal
Good
26.00
Mazda CX-5 from 2012
14.10
16.00
Acceptable
Good
35.10
Mitsubishi Outlander from 2012
15.58
16.00
Acceptable
Good
35.58
Mitsubishi Pajero from April 2013
13.41
16.00
Poor
---
33.41
Nissan Navara D40 4x4 Dual Cab from 2012
10.50
16.00
---
Marginal
Poor
27.50
Subaru Forester from 2013
14.64
16.00
Acceptable
Good
35.64
Toyota Hilux from 2013
12.86
16.00
Poor
---
32.86
Toyota Landcruiser 200 Series from 2013
13.09
16.00
Marginal
Marginal
33.09
Toyota RAV4 from 2013
13.56
16.00
Acceptable
Good
34.56
Mahindra Pik-Up 4x4 Dual Cab from 2012
SUVs and 4x4 utilities rated

by ANCAP from January 2012
ANCAP
Safety Rating
+++++
To view the full list of vehicles rated by ANCAP visit ancap.com.au
AT-980
ZIG-ZAG GROOVE
improved off-road traction
enhanced self-cleaning
ROBUST BODY PLY
excellent puncture
resistance
protection against
bruising
long lasting tyre life
AT-700 BRAVO
3D TREAD BLOCKS
additional tread stiffness
improved wear pattern
higher stability
and steering
MULTI-PITCH
TREAD PATTERN
minimises road noise
excellent off-road
performance
DUAL STAGE
TREAD DESIGN
more bite with less weight
extra steering control
enhances self-cleaning
MT-764 BIGHORN
Australias
4WD
Survival
Tyres
SQUARE TREAD
CONTOUR DESIGN
superior road contact
improved handling
in all conditions
increased heavy
load capacity
AT-700 BRAVO
MT-764 BIGHORN
AT-980
MULTI-STAGE
SHOULDER DESIGN
reduces highway noise
added shoulder strength
for uneven surfaces
stone eliminators
MT-764
6on4
cross-section
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Jointless spiral-wound cap ply

Double steel-belted construction
3-ply high tensile carcass
on specied sizes
VISIT
maxxistyres.com.au
to see our current promotional offers
2014 Nissan X-Trail
30
BMW X5
Welcome to Australian
4WD & SUV Buyers Guide.
112
Range Rover Sport
Time again for our annual

SUV&4WD of the Year awards,
so lets get straight to the
2013 winners.
CONTENTS
Mazdas CX5, tested on page

78, takes the Compact SUV of
the Year award.
ON THE WAY
LIVE THE LIFE
6 NISSAN X-TRAIL
12 GEAR AND GADGETS
Nissans compact SUV has grown

for 2014 and picked up a sevenseater option as well.
This issue, weve got a 4WD

Tours Around Brisbane guide,
the Hungry Campers Cookbook,
Narva LED lights, Avidas new
caravan range and a very groovy
tent that Honda has made to go
camping with its CRV.
Kias Sorento, tested on page

62, again takes the Family SUV
of the Year gong.
Audis Q5, page 22, wins
Luxury SUV of the Year. Its the
complete SUV package.
In the off-road 4X4 of the Year
class, suitability for Australian
conditions is what counts, so
Toyotas 200 Series 4.5-litre
turbodiesel LandCruiser, page
134, is impossible to go past.
Toughness and reliability are
also paramount when picking
Ute of the Year, which again
goes to the Isuzu D-Max, tested
on page 54.
I hope you enjoy the magazine,
and that it helps you to choose
the 4WD, SUV or ute that works
best for you. Your comments
are always welcome. Email me
at info@4wdmag.com.au.
Bill McKinnon,
Editor
4 | AUSTRALIAN 4WD BUYERS GUIDE
7 PORSCHE MACAN
Porsches mid-size SUV is an
Audi Q5 with a different suit,
which will also feature Porsches
signature sports-avoured
dynamics plus a smokin top-ofthe-range twin-turbopetrol V6.
14
Coongie Lakes
10 SUZUKI S-CROSS
8 FORD EDGE/EVEREST
As Ford Australia prepares to kill
the Territory in 2016, its showing
a couple of likely replacements,
including the 4x4 Everest, which
is basically a Ranger wagon.
This small SUV was launched

just as we went to press, so we
havent yet driven it. On paper it
looks pretty ordinary value and in
need of a proper engine.
9 BENTLEYS BOMBER
11 MITSUBISHI
OUTLANDER HYBRID
Stand by for a bunch of SUVs

from the upper echelons of
luxury car brands, including this
as yet un-named behemoth from
Bentley, with a 423kW, 6.0-litre,
12-cylinder turbopetrol engine.
Wonder if it has Eco mode?
This should be a good thing. You

can charge it at home and the
battery gives you a 60-kilometre
range. Use the petrol engine as
well and you can travel more
than 800 kilometres using as
little as 1.6L/100km.
14 COONGIE LAKES
Coongie Lakes, located 100
kilometres north-west of
Innamincka in north-eastern
South Australia, can be difcult
to get to, but the rewards are
great because its one of
the most beautiful, unique
places to camp anywhere in
outback Australia.
TEST INDEX
20 Audi Q3; 22 Audi Q5 24 Audi Q7
26 BMW X1; 28 BMW X3
30 BMW X5; 32 BMW X6
33 Falcon ute; 34 Ford Ecosport
35 Ford Kuga; 36 Ford Ranger
38 Ford Territory
40 Holden Captiva Series II
42 Holden Colorado
44 Holden Colorado7
45 Holden Trax; 46 Holden VF ute
48 Honda CRV; 50 Hyundai ix35
52 Hyundai Santa Fe
53 Inniti FX
54 Isuzu D-Max; 56 Isuzu MU-X
58 Jeep Grand Cherokee
60 Jeep Wrangler
62 Kia Sorento
64 Kia Sportage
66 Land Rover Defender
68 Land Rover Discovery
70 Land Rover Freelander 2
72 Lexus LX570; 74 Lexus RX
76 Mazda BT50
78 Mazda CX5 80 Mazda CX9
81 Mercedes-Benz G Class
82 Mercedes-Benz GL Class
84 Mercedes-Benz M Class
86 Mini Countryman
87 Mitsubishi ASX
88 Mitsubishi Challenger
90 Mitsubishi Outlander
92 Mitsubishi Pajero
94 Mitsubishi Triton
96 Nissan Juke; 97 Nissan Dualis
98 Nissan X-Trail
99 Nissan Murano
100 Nissan Navara D40
102 Nissan Pathnder
104 Nissan GU Patrol
106 Nissan Y62 Patrol
108 Peugeot 4008
109 Porsche Cayenne
110 Range Rover Evoque
112 Range Rover Sport
114 Range Rover
116 Skoda Yeti
117 Subaru XV
118 Subaru Forester
120 Subaru Outback
122 Suzuki Grand Vitara
124 Toyota HiLux
126 Toyota FJ Cruiser
127 Toyota Kluger
128 Toyota LandCruiser Prado
130 Toyota RAV4
132 Toyota 70 Series Cruiser
134 Toyota 200 Series Cruiser
136 Volkswagen Amarok
138 VW Passat Alltrack
139 VW Tiguan; 140 VW Touareg
142 Volvo XC60
144 Volvo XC90; 146 Volvo XC70
SYMBOLS
S c
In our tests on the following pages, we have used symbols to give

you a quick indication of the strengths of each vehicle and star
ratings to indicate in more detail how each stacks up in its class.
Heres what the symbols and stars mean:
Our piggybank indicates a 4WD

or SUV that we think represents
good value for money against
the others in its class. It may not
necessarily be the cheapest, but
taking into account factors like
standard equipment, safety, the way
it drives, resale values and quality,
it shapes up as a good deal.
This is an internationally
recognised symbol for
environmentally-friendly
products and weve used it to
indicate cars that score at least
four stars out of ve in the
Federal Governments Green
Vehicle Guide. If you want to nd
out how the ratings are achieved,
go to www.greenvehicleguide.
A capital S indicates a vehicle gov.au. The fuel consumption
that scores ve stars out of ve
and CO2 emissions gures we list
for occupant protection in NCAP
for each vehicle are also from
crash tests and has stability
the Green Vehicle Guide, and
control plus six airbags (including are derived from the Australian
curtain airbags) as standard or
Standard ADR81/02 test.
as reasonably priced options. You
can get full details for individual
This symbol indicates a
models, including child protection wagon that is equipped with the
ratings for some vehicles, at
necessary hardware to go offwww.ancap.com.au
road. The basic feature it has to
have to qualify for this symbol is
If youre after a safe,
a dual-range transfer case.
practical wagon to carry the kids,
look for this symbol. Weve limited
A trophy indicates a 4WD or
its use to vehicles that have an
SUV that, all things considered, is
NCAP score of at least four stars
at or near the top of its class. Its
out of ve and have six airbags plus important to note that we dont
stability control as standard or
test vehicles against some perfect
as affordable options. Weve also
theoretical model. Features that
taken into account the placement
are important in big 4WDs, such as
of child-restraint anchor points, a
fuel range, for example, are less
versatile, spacious load area and
important in, say, the compact SUV
other parent-friendly features
class, where buyers are looking
such as plenty of storage.
for car-like dynamics.
4WD&SUV
AUSTRALIAN
BUYER'S GUIDE
EDITOR
Bill McKinnon
DESIGNER
Katharine McKinnon
COPY EDITOR
Michelle Segal
ASSOCIATE PUBLISHER
Martin White
ADVERTISING ENQUIRIES
George Moussaoumai (02) 9887 0347
gmoussaoumai@universalmagazines.
com.au
CHAIRMAN/CEO
Prema Perera
PUBLISHER
Janice Williams
CHIEF FINANCIAL OFFICER
Vicky Mahadeva
ASSOCIATE PUBLISHER
Emma Perera
ASSOCIATE PUBLISHER
Karen Day
CIRCULATION DIRECTOR
Mark Darton
CREATIVE DIRECTOR
Kate Podger
EDITORIAL PRODUCTION MANAGER
Karina Piddington
PRINT PRODUCTION MANAGER
Lillian Ohanessian
PREPRESS MANAGER
Ivan Fitz-Gerald
SUBSCRIPTIONS MANAGER
Chelsea Peters
Circulation enquiries to our Sydney head office
(02) 9805 0399.
56
Isuzu MU-X
PRICES
Prices are supplied by manufacturers
and do not include on-road charges,
which vary from state to state. Note
that advertised prices must now
include all on-road costs.
Manufacturers change prices
regularly and in some cases
this will have occurred after our
publication deadline.
Check current prices and deals at
www.carsales.com.au. Redbook future
values in each test are average
wholesale prices after three
years/60,000km and ve years/
100,000km for a vehicle in average
condition. Go to www.redbook.com.au
for a valuation on your 4WD or SUV.
102
Nissan Pathnder
STARS
The star rating for safety is from
Australian or European NCAP crash
tests and the Green Vehicle Guide stars
are as per the vehicles rating in the
Green Vehicle Guide itself.
Other star ratings, including the
overall star rating, reect how the
vehicle rates against others in its class.
Australian 4WD & SUV Buyers Guide No.23 is published

by Universal Magazines, Unit 5, 6-8 Byfield Street,
North Ryde, 2113. Phone: (02) 9805 0399, Fax: (02)
9805 0714. Melbourne office, Level 1, 150 Albert Road,
South Melbourne Vic 3205. Phone: (03) 9694 6444,
Fax: (03) 9699 7890. Printed in Singapore by Times
Printers www.timesprinters.com, distributed by Network
Services, Sydney.
This book is copyright. Apart from any fair dealing for the
purpose of private study, research, criticism or review as
permitted under the Copyright Act, no part may be
reproduced by any process without written permission.
Enquiries should be addressed to the publishers. The
publishers believe all the information supplied in this
book to be correct at the time of printing. They are not,
however, in a position to make a guarantee to this effect
and accept no liability in the event of any information
proving inaccurate. Prices, addresses and phone
numbers were, after investigation and to the best of our
knowledge and belief, up to date at the time of printing,
but the shifting sands of time may change them in some
cases. It is not possible for the publishers to ensure that
advertisements which appear in this publication comply
with the Trade Practices Act, 1974. The responsibility
must therefore be on the person, company or advertising
agency submitting the advertisements for publication.
While every endeavour has been made to ensure
complete accuracy, the publishers cannot be held
responsible for any errors or omissions.
Please pass on or recycle this magazine.
* Recommended retail price

ISSN 1836-1137
Copyright Universal Magazines MMXIV
ACN 003 026 944
www.universalmagazines.com.au
We are a member of
AUSTRALIAN
AUSTRALIAN
4WD 4WD
& SUV
BUYERS
BUYERSGUIDE
GUIDE| |55
4WD&SUV DIARY
NISSAN X-TRAIL
N
issans 2014 X-Trail,

due here mid-year,
is an all-new model
which aims to retain
the current X-Trails rugged,
practical character in a sleeker,
more stylish and efcient wagon.
It will be available as a frontwheel drive, or on-demand allwheel drive in high range only
presently. A seven-seater option
will be offered as well.
Nissans not talking engines
yet, but expect a big lift in
renement and efciency
from four-cylinder petrol

and turbodiesel powerplants,
matched with Nissans favoured
CVT transmission.
Auto and Lock modes will
be available on all-wheel-drive
models, the latter allowing a xed
50:50 torque split for low-speed,
low-grip surfaces.
Nissan claims its new Active
Ride Control system can read
the road surface ahead and
automatically adjust the dampers
to their optimum setting to deal
with whatever it sees. Mercedes
introduced this technology on the

2014 S Class sedan.
A longer wheelbase on the
2014 X-Trail has liberated
more rear-seat legroom; wideopening doors improve access,
especially for parents putting
kids into restraints.
Nissans Connect in-car
infotainment system, with a
seven-inch touchscreen and
smartphone connectivity, plus
Google-integrated navigation, will
also be available.
The current model has the
most spacious, versatile load
6 | AUSTRALIAN 4WD & SUV BUYERS GUIDE
area in the class. The 2014

X-Trail features a single or splitlevel boot, easily congured as
you wish, plus a power tailgate.
It looks like the current models
reversible, hard-surface load
oor and handy slide-out drawers
have disappeared though, which
is a shame.
Prices wont change much
from the current model, so expect
start money of $28,000 or so for
the base front-wheel-drive petrol
model, rising to the mid-$40K
mark for the top-of-the-range
all-wheel-drive turbodiesel.
4WD&SUV DIARY
PORSCHE
MACAN
P
orsches mid-size SUV,

the Macan, arrives in
June, initially with three
variants. The Macan
name comes from the Bahasa
Indonesia word for tiger.
The 3.0-litre V6 turbodiesel
Macan S costs $84,900, the
3.0-litre V6 twin-turbopetrol S
is $87,200 and the 3.6-litre V6
twin-turbopetrol Macan Turbo
is $122,900.
Both 3.0-litre engines are
also available in the Audi Q5,
which shares many components
and architecture with the
Macan. The 3.6-litre twinturbopetrol engine is brand new
and exclusive to Porsche.
Macan uses all-wheel
drive in high range only with
an electronically controlled
multiplate clutch to distribute
torque between axles.
Porsches seven-speed twinclutch automated manual
PDK transmission is standard.
Torque vectoring plus an
electronically controlled rear
differential lock are also
included in Porsches PTV Plus

drive distribution system.
produces 190kW of power and
580Nm of torque, which drives
it from rest to 100km/h in a very
respectable 6.3 seconds. The
250kW/460Nm 3.0-litre twinturbopetrol V6 S hits the mark in
5.4 seconds and the 294kW/550Nm
3.6-litre turbopetrol Macan Turbo
clips it in just 4.8 seconds, making it
one of the fastest SUVs on the road.
Average fuel consumption
gures are 6.3L/100km (S
turbodiesel), 9.0L/100km (S
turbopetrol) and 9.2L/100km
(3.6 Turbo).
Suspension is largely
aluminium, multilink with
wishbones at both ends, with
optional air suspension also
available. Powerful six-piston
brake calipers are tted at
the front.
Macan S gets 18-inch alloys
with 235/60 (front) and 255/55
(rear) tyres; Macan Turbo has
19-inch wheels with 235/55 and
255/50 rubber.
.
AUSTRALIAN 4WD & SUV BUYERS GUIDE | 7
4WD&SUV DIARY
FORD EDGE & EVEREST

F
ords decision to cease

Australian manufacturing
operations in 2016 means
the end of all Falconbased models, including the
Falcon ute and the Territory.
Territorys replacement,
shown in concept form at the
2013 Los Angeles Auto Show,
will be the Edge, Fords new
mid-size SUV, due here in 2016.
Edge, pictured below, will
feature a raft of sophisticated
technologies in production form,

including sensor-based driver
assistance systems as a precursor
to the day when cars become
fully autonomous. These include
automatic parking, from inside or
outside the vehicle, allowing you
to park or get out of a tight spot
using a remote control.
Radar cruise control,
lane keeping and automatic
emergency braking will also
feature on the Edge.
Fords efcient, frugal Ecoboost

engines, including the 177kW
2.0-litre used in the Falcon, will
be tted to Edge, with automatic
stop/start and active grille
shutters, as introduced by BMW.
These open and close to control
airow, keeping the engine at its
correct operating temperature
for maximum thermal and
aerodynamic efciency.
Fords other upcoming wagon
has much more of an Australian
connection. The Everest concept,

pictured above, is based on
the Ranger, designed and
engineered by Ford Australia
and due for production in
Thailand, probably in 2015.
Everest will be available with
seven seats. We can also expect
to see the Rangers 3.2-litre vecylinder turbodiesel, rear or allwheel drivetrains and independent
rear suspension in place of the
Rangers live axle.
4WD&SUV DIARY
BENTLEY
BOMBER
B
entley has announced

that it will begin
production of its new
SUV in 2016. It will be
based on the EXP 9F concept,
pictured here and rst shown at
the Beijing Motor Show in 2012.
Bentley says it will be the most
luxurious and powerful SUV in
the world. The production version
will need to be a lot less ugly if
they are going to sell any, though.
Based on the same Volkswagen
architecture that underpins big
Audi and Porsche SUVs, Bentleys
bomber will also use Continental
engines, including the 373kW

4.0-litre V8 and the 423kW
6.0-litre W12, with an eight-speed
automatic transmission.
As a token concession to ecoconsciousness, a 3.0-litre V6
plug-in hybrid drivetrain, as used
in the Porsche Panamera, may
also be available.
The interior shouldnt change
too much from the concept
pictured. It carries all of the
traditional Bentley design
cues knee-deep shag pile,
sparkling chrome, leather
from very pampered cows and
highly polished, awless timber

veneers. The oormats are made
from silk and wool. Olde worlde
bulls eye vents, analogue bezels
and dials are matched with hightech TFT instruments.
At the rear, the lower section
of the tailgate can be used as
a seat or picnic table. Picnic
hampers are stowed neatly
on either side of the boot. An
awning extends over the tailgate

to keep you dry while youre
choong into the caviar and
Krug; two umbrellas t into
stowage compartments in the
rear luggage area for when the
rain clouds sweep in. These
compartments are heated for
rapid drying of wet umbrellas.
Jeeves, bring the Bentley around
would you? Theres a good chap
4WD&SUV DIARY
SUZUKI
S-CROSS
S
uzukis new compact

SUV, the S-Cross, was
launched just as we went
to press. It replaces the
SX4, however it seems overpriced
and on paper at least it looks
underpowered as well.
S-Cross is available with one
engine only at this stage, an 86kW
1.6-litre naturally aspirated petrol,

with either a ve-speed manual or
CVT automatic transmission.
This power output is lower
than most rivals as is the 1.6s
feeble torque quota of just
156Nm, produced at a high
4400rpm. So while the all-wheeldrive S-Cross is relatively light,
at 1125kg its going to struggle

to deliver decent performance.
The base GL front-wheeldrive manual is $22,990;
the CVT adds $2500. GLX
specication, with the CVT as
standard, costs $29,990 as a
front-wheel drive or $32,990
with all-wheel drive.
The all-wheel-drive GLX
Prestige, with the CVT as
standard, is $34,990.
Although its a larger wagon
than the SX4, S-Cross is claimed
to be 100kg lighter.
Its high-range-only all-wheeldrive system has four selectable
modes: Auto, Sport, Snow and
Lock. Drive goes to the front
wheels in most situations.

Standard equipment includes
seven airbags, 16-inch alloy
wheels and Bluetooth with
audio streaming; GLX adds
17-inch wheels, dual-zone air,
touchscreen infotainment/
navigation, a camera and rearparking sensors, while the
Prestige also includes leather
and a full-length sunroof with
two sliding glass panels.
Compare the S-Crosss
pricing, performance and
specication with rivals such as
the Holden Trax, Mitsubishi ASX
and Nissan Dualis and youll be
much more inclined to buy one
of those instead.
4WD&SUV DIARY
MITSUBISHI
OUTLANDER HYBRID
M
itsubishi will
introduce the
long-awaited, and
occasionally troubleprone, plug-in hybrid version of
its Outlander SUV to Australia
within a few months.
Its full title is the Outlander
PHEV (plug-in hybrid electric
vehicle) and although prices
are yet to be set, it should be
competitive with top-spec versions

of Outlander and its rivals, so
expect a mid $50K sticker.
Drive comes from electricity
and/or a 2.0-litre petrol engine,
which operates with an electric
motor at each end of the car.
Electrical energy is stored in
a 12kWh lithium-ion battery
located under the passenger
compartment.
Three drive modes are

available. Pure Electric uses
just the battery and the motors
for a range of around 60km.
Series Mode has the petrol
engine working as a generator,
producing electricity thats
stored in the battery and used by
the electric motors which drive
the car. Parallel Mode uses the
petrol engine to drive the front
wheels, supplemented by the
electric motors when you need a
bit of extra grunt.
Using the petrol engine

in Series or Parallel Mode,
Outlanders range is up to 880km
according to Mitsubishi and its
combined fuel consumption can
be as low as 1.6 litres per 100km.
As its name implies, the
Outlander PHEV can be recharged
at home. It takes about four hours.
In other respects, theres
no compromise to Outlanders
ability or practicality, though
there is no seven-seat option
available in the PHEV.
4WD&SUV LIVE THE LIFE

HUNGRY
CAMPERS
COOKBOOK
NARVA LED
LIGHTS
ustralian-owned
automotive and
electric products
manufacturer
Narva has released a range
of new LED driving light
bars and worklights for
tment to 4WDs and SUVs.
LED lights consume a
fraction of the power of
conventional halogen or
uorescent lights and
provide a bright, even
spread of white light, so
they are ideal for touring rigs
and camping.
Narvas LED driving bars
feature aluminium housings
and polycarbonate lenses. They
are fully waterproof and can
be installed on bullbars, nudge
bars and roof racks.
The LED bars are claimed to
provide 50,000 hours of life and
are warranted for ve years.
They are available in sizes
ranging from 256mm (with 3900
lumen) to 967mm (with 17,600

lumen), priced from $359-$1220.
The Narva 9-33-volt LED work
lamp can also be tted to a roof
rack. Its low 0.8A current draw
makes it ideal for camping use
with 12-volt batteries and no
wiring needs to be upgraded.
Mounting hardware is stainless
steel and the fully sealed
lamp also carries a ve-year
warranty. Price is $79.85.
Go to www.narva.com.au for
more details and stockists.
ired of
burnt
bangers
and baked
beans? Run out
of ideas to make
pasta interesting?
You need a copy
of Katy Holders
Hungry Campers
Cookbook on your
next trip.
UK-born Holder,
who has been food
director for Family
Circle magazine
and currently
writes food for
marie claire and
Feast magazines,
has travelled
and camped all
over the world,
personally road-testing the
80 recipes in the book on her
family, which includes two boys.
All recipes use fresh, healthy
ingredients and minimal cooking
equipment. They range from
one-pot dishes such as lamb
shoulder with white beans and
tomato sauce to barbecues,
salads (chargrilled corn, tomato
HONDA CAMPING TENT
he original Honda CRV,

way back in 1997, came
with a groovy little picnic
table. Now Honda has
gone a step further with its
latest CRV, offering this cleverly
designed tent as an accessory for
its popular SUV.
Priced at $548, the tent sleeps
up to six people (who are very
close friends, presumably)
and can be integrated with the

CRVs tailgate for all-weather
access and protection, or used
as a stand-alone tent. It has two
doors, three mesh windows and
an extendable y.
Why dont more SUV and 4WD
manufacturers do this?
Go to www.crv.honda.com.au
for more information or contact
your Honda dealer.
and radicchio sounds good) and

meals that the kids can help
prepare. Breads and desserts
are also included.
Hungry Campers Cookbook is
published by Explore Australia,
priced at $29.95 in paperback or
$14.95 as an ebook.
Go to www.exploreaustralia.
net.au/Bookshop to order
a copy.

AVIDA CARAVANS
vida is an Australian-owned
company, established in
1965. Its Australias largest
motorhome manufacturer at its
Emu Plains, NSW, factory and has now
branched out into caravans.
Avidas Sapphire Tourer caravans
range in size from 178 to 237, with
tare weights from 1752kg-2198kg.
They feature a 150mm x 50mm main
frame, 100mm x 50mm A frame and a
Duragal steel chassis.
Sapphire Multi-Terrain models
come in the same lengths, with heavyduty features such as a 150mm x
50mm A-frame, AL-KO off-road brake
magnets, 245/75-16 off-road tyres,
checker plate protection, water tank
guards and a VC DO35 off-road coupling.
Synthetic body panels are strong,

light and durable, while the roof, walls
and oor feature robust one-piece
breglass panels and thick, sandwich
construction. A metal sheet
laminated underoor offers protection
from road debris.
Suspension options on Tourer
include AL-KO leaf springs or
independent suspension. All Terrain
offers leaf springs with dampers,
or Cruisemaster XT independent
suspension, also with dampers.
Avida Sapphire caravans are backed
by a two-year warranty, ve-year
structural warranty and two-year
emergency roadside assistance.
Go to www.avidarv.com.au for
more information.
BRISSIE
BY 4WD
n her new book 4WD Treks Close to Brisbane,

Brisbane-based four-wheel-drive enthusiast
and photojournalist Danielle Lancaster features
25 drives ranging from leisurely day trips along
beaches, through rainforest and over mountains to
longer overnight trips and some that provide a more
challenging off-road experience.
There are detailed touring route maps and
comprehensive driving instructions with waypoints,
essential contact information, camping and picnic
areas and things to see.
All waypoint les for each trek are also available
for download to your GPS receiver in the standard
GPX format.
Treks are rated Easy, Medium or Difcult, with only a
few requiring a fair-dinkum 4x4 with low-range gearing
and all the rest. Most are suitable for any SUV with
reasonable clearance and high-range-only all-wheel
drive. Lookouts, picnic and camping areas and walking
tracks along each route are also detailed.
Easy drives include Bribie Island, the Scenic Rim,
Blackall Ranges and the Granite Belt. Medium treks
include Moreton Island, 75 Mile Beach on Fraser
Island and Cooloolas coloured sands, while those
looking for the real 4WD hard-yakka drives can have
a go at the Keyhole Track near Dunwich, Glasshouse
Mountains and Sundown National Park.
4WD Treks Close to Brisbane is published by Boiling
Billy Publications and costs $39.95. Go to www.
boilingbilly.net.au for details and to order a copy.
NATURAL
HIGH
Coongie Lakes in north-eastern South Australia
can be difcult to get to, but as Bill McKinnon
discovered, its one of the most beautiful places
to camp anywhere in outback Australia. Photos
by Lee Atkinson

The waters of Coongie Lakes rarely dry out,
even in quite extreme drought periods
The water view suite
lanning a trip to
outback Australia is a
contradiction in terms.
Sure, you can plan all you
like, with every detail nailed down,
every possibility accounted for and
your trip timetable nalised with
exquisitely organised, down-tothe-minute precision.
Then, just when all seems to
be going to your perfect plan,
it rains. And you have to make
a brand-new plan because as
any off-the-bitumen traveller
knows, when it rains in the
outback, as a rule you aint
going nowhere for a while.
We have been trying to get to
Coongie Lakes National Park,
one of Australias few nearpermanent, pristine desert lake
systems on Cooper Creek in

South Australias arid north-east,
for several years. We were twice
thwarted by rains in northern
NSW, preventing access via
Tibooburra. We were defeated
by a deluge on our attempt to
head north to the Strzelecki
Track from Arkaroola in South
Australia. Once we didnt even
leave home because the whole
place was cut off, which it has
been for much of the past few
years, especially in 2012.
Coongie is on the Cooper
oodplain, 100km north-west
of Innamincka. Theres only one
access track so when theres
low-lying water about, which is
always the case after any decent
fall, the track is closed. >

The track around the lake isnt difcult, but a
4WD or SUV with all-wheel drive is required
In 2013, however, the entire

outback at least on the eastern
side of the continent dried out
and much of it, as I write, has
shrivelled into drought. Thats
bad news for many people and
A very healthy dingo
I sincerely hope its raining

buckets right now, because
we have at last made it to our
appointment at Coongie Lakes.
Theres lots of dirt to cover
from whichever direction you
come, and a visit to Coongie can

be worked in nicely so the plan
says if youre also having a look
around Corner Country, Birdsville,
the Flinders or Lake Eyre.
You can reach Innamincka
from the south via the Strzelecki
Track in South Australia. The
Strzelecki is now a wide, wellmade and -maintained dirt road
thanks to the endless convoy of
heavy vehicles that use it to ship
supplies and equipment to the oil
and gas elds around Innamincka.
Queenslanders can reach
Innamincka from the east, via
Thargomindah on the Adventure
Way, a similarly high-standard
dirt road that also services
the gas and oil elds around
Noccundra. Theres free camping
at Noccundra, on the banks of the
Wilson River, just across the road
from the historic Noccundra Pub.
The easiest access routes from

NSW and Victoria are via Bourke
or Broken Hill to Tibooburra. The
420km track from Bourke, via
Wanaaring, can be pretty rough
and rugged if it hasnt seen a
grader for a while.
Its worth spending a night
or two in Tibburra because
theres no other outback town
quite like it. Theres a clean,
well-organised caravan park
in town, called The Granites
because of the many huge
granite or outcrops around the
area, and a picturesque camping
ground a few kilometres out at
Dead Horse Gully.
Its 350km from Tibooburra to
Innamincka via Sturt National
Park and Cameron Corner,
where the NSW, Queensland and
SA borders meet, or 310km via
the Warri Gate and Nappa Merrie

This page, from right: dingo footprint; Parrot
Pea ower; the best way to see the lake;
Yellow-Billed Spoonbill
station, where the famous Burke

and Wills Dig Tree is located.
You can pick up fuel and
supplies at Innamincka, plus the
necessary permits.
Although the track to Coongie
Lakes is frequently closed after
rain, its not at all difcult in dry
conditions and any 4WD or SUV
can tackle it. The same goes for
caravans and trailers, although
when you reach the lakes
themselves your camping options
are limited if youre in a vehicle
without high clearance, low range
and/or youre towing a large van
not designed for outback travel.
One of the main reasons

Coongie Lakes is so perfectly
natural and undisturbed is
that quite a few activities and
practices are not permitted.
This includes campres, shing
and motorised boats.
However, you can do all
these things, and enjoy some
beautiful river red gum and
coolabah-shaded campsites
which do have access for SUVs
and caravans, along the banks
of Cooper Creek, just outside the
park boundary, about 20km from
the lakes. There are campsites
on the Cooper near the
Kudriemitchie Outstation and a

campground at Scrubby Creek.
In the park itself, SUVs and
caravans can also camp on the
Cooper, right adjacent to the
lakes, though shielded from
them by dunes. Toilets are also
provided here.
However, the true magic
of Coongie Lakes is best
experienced if you take the
right turn, just before this
campground, marked 4WD Only
and head up the face of a big red
dune. When you reach the top,
youll look out on one of the most
stunning outback sights in the >

No power boats or jet skis allowed. Bliss.
different, close-up and personal

perspective of life on the lake.
After several attempts to reach
it, Coongie Lakes was without
doubt worth the effort. It seems
strange that a place can be so
captivating when theres actually
not a lot you can do there, but
after a day or two you begin
to realise thats actually why
Coongie is so special. It does not
exist for our benet. It belongs
to the birds, the animals and its
Aboriginal custodians. We are
privileged observers.
We will return as soon as
possible. Well, thats the plan,
anyway.
country, a seemingly incongruous

but impossibly gorgeous vista of
a wide, tranquil lake surrounded
by high dunes and, if you arrive
late in the afternoon, hundreds
of birds, including swans, ducks,
pelicans and spoonbills, plus the
ever-present predators such as
kites and eagles, all going about
their evening rituals in perfect
peace. Water rats, turtles and
red kangaroos are common, and
in the dead of night you can also
hear the dingoes howl.
Coongie is a World Heritagelisted RAMSAR wetland, home to
24 rare species and a breeding
ground for 55. Up to 70,000 birds
have been observed at one time.
The 4WD track runs around
the southern shore of Coongie
Lake and although there are no
formally-laid-out campsites,
youll see side tracks which lead
you to sites on the lake shore, or
on the top of a few dunes, from
which you have a sensational

view over the lake.
And thats really what a visit to
Coongie is all about, watching a
unique natural ecosystem at work.
Most of the bird and animal action
takes place early and late in the
day, and such are the numbers and
variety involved that even if youre
not a fanatical bird person, you will
be delighted by what you see. Take
a powerful pair of binoculars and a
comfortable chair.
During the day, you can walk
around the lake shore, with an
occasional detour to the top of a
dune for yet another breathtaking
view. You cant make it around the
lake in a day; the 4WD track, which
isnt difcult apart from a couple of
short, steep climbs up dune faces,
terminates after 10km or so.
Swimming is allowed, as is
kayaking, and if youre fortunate
enough to have one of these
you will be able to get a very
If youre visiting a few parks in outback South Australia, including

the Simpson or Lake Eyre, a Desert Parks Pass is the go. It costs
$150 per vehicle and is valid for 12 months. It also includes an
informative guidebook. Go to http://www.environment.sa.gov.au/
parks for details and to purchase a pass.
If youre just camping at Coongie Lakes for a few nights, you can
instead buy a day/camping permit which costs $10 plus $18 per
vehicle per night camping. This is available from the Innamincka
Trading Post or the pub.
You can check road and track conditions on the SA Desert Parks
toll-free hotline. Call 1800 816 078.
WE BUILD BRIDGES FOR THEM

Our cars are more than just cars, and with more cars
than anywhere else, weve got just the one for you.
AUDI Q3
FROM $47,500
Audis Q3 SUV offers quattro all wheel drive across the range and frugal, responsive
engines, however its pretty pricey, while on the road and in its interior packaging it isnt
quite as well sorted as BMWs X1, the Mazda CX5 or Land Rover Freelander 2.
HOW MUCH?
The Q3 range, available
exclusively with quattro allwheel drive and the seven-speed
S-Tronic automated manual
transmission, opens with the
103kW, 2.0-litre turbodiesel TDI,
at $47,500.
The high-performance
2.0-turbodiesel, with 130kW of
power, as tested, is $55,000.
Base petrol model is the
125kW, 2.0-litre turbopetrol TFSi,
priced at $49,450.
The 155kW 2.0-litre TFSi is
$56,500. Arriving now is the
range topping RS Q3, pictured,

Audis rst SUV to wear the high
performance RS badge, priced
at $81,900. It runs the same
2.5-litre ve-cylinder turbopetrol
engine as the TT RS sports car,
with 228kW of power and 420Nm
of torque.

Green Vehicle Guide

Performance
Handling
Quality and reliability
Comfort and renement

Value for money
Overall
NUTS AND BOLTS
STARS
Safety
The Q3 is made in Spain.

It shares basic architecture,
running gear and mechanicals
with the VW Tiguan and
Skoda Yeti.
The base 2.0-litre common
rail turbodiesel produces
103kW of power at 4200rpm
and 320Nm of torque from
17502500rpm.
The high-performance version
produces 130kW at 4200rpm and
380Nm from 17502500rpm.
The base 2.0-litre directinjection turbopetrol produces
125kW at 4300rpm and 280Nm
from 17004200rpm.
produces 155kW from 4300
6000rpm and 300Nm from
18004900rpm.
All models feature automatic
stop/start, plus an part-time
alternator to improve fuel

efciency.
The seven-speed S-Tronic
transmission has D and S (for
Sport) modes; steering wheel
paddles are optional.
Quattro drive goes mostly to
the front wheels; if they begin
to struggle for traction, some
drive is sent to the rears. An
electronic diff lock can brake
individual wheels if they begin
to slip.
Suspension is MacPherson
struts front/multilink rear.
Steering is electromechanical.
Brakes are discs. Stability

control is standard.
The 130kW 2.0-litre TDi
quattro runs 17-inch alloys
with 235/55 tyres.
It weighs 1585kg.
The fuel tank holds 64 litres.
Maximum towing weight
is 2000kg.
HOW DOES IT GO?

The numbers suggest that youre
not that much better off if you
choose the more powerful version
of the 2.0-litre turbodiesel,
particularly in real-world driving.
It has a sizable power
advantage, but this is at pretty

high revs, where you rarely go in
a turbodiesel. Its 60Nm torque
advantage (380Nm vs 320Nm)
can be felt more readily, as the
engine moves from idle into the
midrange where it performs very
strongly and smoothly.
It gets along with the easy
gait of a bigger engine, and the
S-Tronic transmission, as is
usually the case, seems to be
a smoother, more integrated
t with the diesel than it is with
some petrol engines, especially
in its engagement from rest.
S mode sharpens pedal
response and gives you a busier
shift map.
The stop/start system is far
from seamless or smooth and
occasionally slow to restart. You
can turn it off if it bugs you.
A note of caution: Audis are
expensive to service and their
engines, plus the S-Tronic
transmission, have had
problems, including excessive
oil consumption, damage caused
by the use of regular (91 octane)
unleaded and erratic shifting.
DOES IT HANDLE, STEER

AND STOP?
The suspension is tuned for
secure roadholding and control
on rough roads, theres ample
grip courtesy of quattro and
quality tyres and while the Q3
looks like it should be top-heavy,
body roll is minimal. The ride on
the base models 17-inch wheels
and tall 235/55 rubber is rm and
compliant.
Adaptive dampers are optional
but unnecessary. I also drove a
Q3 with the S-Line option, which
includes 19-inch alloys and
255/40 tyres. This made the ride
fussy and harsh and on rough
roads also caused some body and
steering rack shake.
The electric steering, which
Audi has got spot-on in some
other models, doesnt quite
work here. Its overassisted,
offers no road feel, has a vague,
disconnected character and
is prone to constant, annoying
kickback on rough surfaces.
Brake performance is OK in
normal driving, however the
pedal is high and some fade is
evident under hard, repeated use.
AT THE PUMP
The 103kW 2.0TDi is one of

the most fuel-efcient SUVs
on the market. It averages
5.2L/100km on the highway,
6.8L/100km in town CO2
emissions are 152gkm.
The 130kW 2.0TDi quattro
averages 5.3L/100km,
7.0L/100km and 156gkm.
The 125kW 2.0TFSi S-Tronic
quattro averages 6.4L/100km,
10.2L/100km and 179gkm on 95
octane premium.
The 155kW 2.0TFSi manual
quattro also averages
6.4L/100km, 10.2L/100km and
179gkm on 95 octane premium.
THE INSIDE STORY

The interiors t, nish and
material quality are markedly
superior to the X1.
The drivers seat is comfortable
and the cushion is generously
padded and supportive, but
theres not much backrest
bolstering and neither is there
any adjustable lumbar support.
You sit high, with clear vision
around the car; however, a rear
camera, which every SUV should
have, is a $1350 option. Theres
plenty of drivers seat and
steering wheel adjustment.
The dash features Audis brightly
lit, clearly legible instruments and

the MMI media interface, here with
the optional navigation system and
a pop-up screen.
Moving around the MMI system,
with the rotary cursor knob here
in a vertical position on the dash
rather than on the at centre
console between the front seats,
is counterintuitive, particularly
compared with BMWs now
thoroughly sorted and very
user-friendly iDrive equivalent.
Audis navigation is also slow and
inaccurate on occasion, which can
make for a few fraught monents.
You have to purchase a
factory cable to connect your
iPod and I have tested some
Audis and VWs in which it
doesnt work. Bluetooth with
audio streaming is standard.
Storage includes a chilled
glovebox, small centre console
box and large door bins.
The back seat has a rm,
at, comfortable cushion that
suits child restraints; two
conventional anchors on the
seat back, plus two sets of Isox
mounts are provided.
Legroom is pretty good for a
small SUV and most adults will
be able to travel comfortably.
Theres no fold-down centre
armrest, or front seat back
pockets for storage. All you get are
a couple of small door bins. A 12volt outlet and vents are provided.
IN THE BOOT
The Q3s coupe-like rear
styling compromises boot
volume, so although the oor
is reasonably large, you cant
carry that much stuff. There
are two bag hooks and a solid,
integrated load cover. The 60/40
split rear seat folds down to a
oor thats not at.
WHATS STANDARD?
The base 103TDi includes

stability control, six airbags,
17-inch alloy wheels, rear
parking sensors, rain-sensing
wipers, automatic headlights,
dual-zone air, Bluetooth with
audio streaming, fake and real
leather upholstery.
Warranty: Three years/
unlimited kilometres
Redbook future values: 3yr:
56%; 5yr: 43%.
THINGS WE LIKE
Beautiful, high quality interior
All four engines are excellent in
performance and economy
One of the better-handling SUVs on
the road
Comfortable ride on standard
wheels/tyres
THINGS YOU MIGHT NOT LIKE

Expensive
Overassisted steering
Steering kickback on rough roads
Stop/start can be a bit clunky
Weak, fade-prone brakes
High servicing costs and some
reliability issues
compare with ...

BMW X1, Ford Kuga, Mazda CX5,
Range Rover Evoque
Dont risk buying

a used car with
finance owing
AUDI Q5
FROM $62,200
LUXURY
SUV
OF THE
YEAR
Audis Q5 leads the mid-size luxury SUV class and is a beautifully designed and executed
family wagon. Its spacious, rened, comfortable and efcient. The 2.0-litre TFSi
turbopetrol and TDi turbodiesel models are also excellent value for money.
HOW MUCH?
The 2.0 TDi turbodiesel quattro
opens the Q5 range at $62,200.
The 2.0 TFSi turbopetrol quattro
is $63,200. The 3.0 supercharged
V6 TFSi petrol quattro is $74,100,
and the 3.0 V6 TDi turbodiesel
quattro is $75,500.
The 3.0-litre twin-turbodiesel
SQ5 is $98,400.
NUTS AND BOLTS

The Q5 is built in Germany.

STARS
Safety
Green Vehicle Guide

Performance
Handling
Value for money

Overall
The 2.0-litre TFSi directinjection turbocharged

four-cylinder engine produces
165kW of power from 4500
6250rpm and 350Nm of torque
from 15004500rpm.
The 2.0 turbodiesel produces
from 17502500rpm.
The 3.0 supercharged V6 directinjection petrol engine produces
200kW from 4780-6500rpm and
400Nm from 21504780rpm.
The 3.0 V6 turbodiesel produces
180kW from 40004500rpm and
580Nm from 17502500rpm.
Diesel models are tted with
a seven-speed twin-clutch
automated manual S-tronic
gearbox, which apportions
drive in a 40/60, front/rear
split under normal conditions.
Petrol models and the SQ5
have an eight-speed automatic.
Automatic engine stop/start is
standard.
Suspension is multilink front/
trapezoidal link rear.
Steering is electromechanical
with speed dependent
assistance.

Drive Select can also modify

the steering weight, engine
performance and transmission
shift mapping for Efciency,
Comfort, Auto, Dynamic or
Individual modes. Adaptive
dampers are optional.
2.0-litre models have 18-inch
wheels; 3.0-litre models have
19-inch wheels.
The Q5 weighs 17401865kg.
It will tow up to 2000kg.
Fuel capacity is 75 litres.
HOW DOES IT GO?

The 2.0-litre TFSi petrol
engine uses direct injection
and turbocharging to extract
remarkable performance for
its size. It pulls smoothly and
willingly across a wide rev
range, its cause helped in large
measure by the efcient, closeratio, eight-speed transmission.
The 3.0 V6 TDi is a superb
engine, with V8-like stomp and
eight-hole injectors for a smooth,
S
As usual with Audi, quality is
outstanding and all the controls
work with a smooth, sure touch.
The drivers seat has plenty
of travel, but the steering
wheel could use longer reach
adjustment to complement it.
The back seat, adjustable
across 100mm, is spacious and
comfortable, in part because
the lack of steering-wheel reach
restricts front-seat travel.
The cushion is rm and at
and the backrest is shaped for
two. Side and curtain airbags are
tted for rear seat passengers.
IN THE BOOT
quiet, responsive character.
It drives the Q5 to 100km/h
in just 6.5 seconds, which
compares pretty favourably with
the 3.0-litre supercharged TFSi
petrols 5.9 seconds. Especially
when you factor in the number of
times youll have to ll up.
That said, the 200kW
supercharged petrol V6 is a
cracker, with that immediate,
urgent response that
characterises a supercharged
engine. Its also extremely smooth
and quiet, with no discernible
supercharger whine at all.
The high-performance SQ5
3.0-litre V6 twin turbodiesel,
which I havent yet driven,
produces 230kW, 650Nm and hits
100km/h in just 5.1 seconds.
The seven-speed can be
left in Drive, Sport mode or
shifted manually.
However, in city trafc, shifts
can be erratic and clumsy,
certainly more so than in a
conventional automatic.
No such problems with the
eight-speed auto thats tted to
the petrol engines.
Its so smooth and efcient
you dont even feel it working.
Note that in some Q5s,
and other VW Group models,
the 2.0 TFSi petrol engine
has suffered excessive oil
consumption problems, which
Audi now says have been
xed, while the seven-speed
S-Tronic transmission has also
had issues with its electronic
control unit in some cars, again
requiring a x under warranty.
These problems would be
hideously expensive to rectify if
the vehicle was out of warranty.
AT THE PUMP
The 2.0 TFSi uses 6.9L/100km

highway, 9.6L/100km city and
produces 184gkm of C02.
The 3.0 supercharged V6 TFSi
uses 6.9L/100km, 11.4L/100km
and produces 199gkm.
95 octane premium is
recommended for the
petrol models.
The 2.0 TDi uses 5.4L/
100km, 6.8L/100km and
produces 154gkm.
The 3.0 V6TDi uses 6.0L/
100km, 7.1L/100km and
produces 169gkm.

AND STOP?
The Q5s suspension was revised
in late 2013 to offer a smoother
ride, but in standard form its also
an excellent handler. The optional
adaptive dampers arent really
necessary, and if you t bigger
wheels all you will do is stuff up
the ride/handling compromise

that Audis engineers have so
successfully nessed and which
works a treat on our patchy local
road surfaces.
You notice the lighter front
end in the 2.0 TFSi, and at high
speed this variant is particularly
well balanced, but all of the
Q5s sit on the road with great
authority and poise, yet are quite
agile in corners.
They are also extremely quiet.
Engine, wind and tyre noise are
among the lowest in any SUV that
I have driven.
The steering in Auto mode is
light and direct while Dynamic
mode on the Drive Select system
adds weight. The brakes are ne.
You can t plenty of gear in

the Q5 and a power tailgate is
standard on all models.
The oor can be extended to
an almost at 1.6 metres using
the rear seat backs 40/20/40
split, and if you want to carry
really long objects you can also
order the optional at-folding
front passenger seat.
A useless space-saver spare
is under the oor. A full-size
spare will t, but the oor would
be raised.
WHATS STANDARD?
THE INSIDE STORY

The Q5 has an attractive, efcient
cockpit-style dash layout, similar
in design to the A4, that has
everything within easy reach.
The 2.0 TFSi and 2.0 TDi

include stability control, eight
airbags, a mix of real and fake
leather upholstery, Bluetooth,
front and rear parking sensors,
power tailgate and tri-zone air.
The 3.0 V6 TFSi and 3.0 V6 TDi
include real leather, 19-inch
alloys, camera and navigation.
unlimited kilometres.
Redbook future values (2.0
TFSi): 3yr: 57%; 5yr: 45%.
THINGS WE LIKE
Base models are well-priced
Powerful, efcient drivetrains
Excellent ride/handling compromise
Spacious cabin
Audi quality

No rear camera in 2.0-litre models
Servicing costs and potential
reliability issues
Space-saver spare
S-tronic isnt that happy in trafc
Steering wheel could use more
reach adjustment
compare with ...

BMW X3, Land Rover Freelander 2,
Volvo XC60
AUDI Q7
FROM $90,500
Audis seven-seater Q7 is the oldest wagon in this class, but its still a versatile, spacious
alternative to the Mercedes GL Class and BMWs X5, at substantially lower prices as
well. The 3.0-litre V6 turbodiesel/eight-speed automatic is the pick of the Q7 lineup.
HOW MUCH?
The 3.0 V6 TDi is $90,500, the 3.0
V6 TFSi is $95,700 and the 4.2 V8
TDi is $129,300.
NUTS AND BOLTS

The Q7 is made in Slovakia.

The body is of unitary
construction.
The 3.0-litre V6 TDi produces
STARS
Safety (Euro NCAP)
Green Vehicle Guide
Performance
Handling

Value for money
Overall

17502750rpm.
The 3.0-litre V6 TFSi (which
uses a supercharger), produces
from 29005300rpm.
The 4.2-litre V8 TDi produces
from 17502750rpm.
The eight-speed sequential
automatic transmission puts
power to the ground via Audis
Quattro high-range all-wheeldrive system, which uses a
40/60 front rear torque split (up
to 65 front or 85 rear) via a selflocking centre differential.
Independent double wishbone
suspension is tted.
Air suspension (V8 TDi) can be
set to Automatic, Comfort or
Sport. Clearance ranges from
165mm (at 120km/h or above)
to 240mm in off-road mode.
The front brakes have sixpiston calipers.
3.0 V6 TDi wheels are 18-inch,
with 235/60 tyres. 3.0 TFSi runs
255/55 tyres.

The 3.0 V6 TDi weighs 2325kg.

The Q7 can tow up to 3200kg.
HOW DOES IT GO?

Audi offers its supercharged
3.0-litre petrol engine in the Q7 as
the base petrol powerplant, but
even though its numbers and its
performance are impressive

and superior to BMWs 3.0-litre
straight-six turbopetrol in the X5
its the 3.0-litre turbodiesel that
still stands up in the Q7 range
as the best value/performance/
economy proposition.
Its performance, and especially
its fuel efciency, have been
greatly improved with the

introduction of the eight-speed
Fuel consumption has been
reduced by nearly 20 per cent
compared with the previous model,
which used a six-speed auto.
Given the size and weight of
the Q7, the fuel gures returned
by the 3.0-litre turbodiesel are
truly amazing.
And, as I found when testing
the Q7, the ofcial gures are
actually achievable.
The TDi also hits 100km/h in
just 7.9 seconds, so its hardly
hanging around. The 3.0 TFSi is
one second quicker, but thats of
far less relevance than the TDis
outstanding fuel efciency, and
its ability to pull from idle with
the greatest of ease.
The TDi also features
automatic stop/start, which
switches the engine off when
you come to a standstill, then
immediately restarts it when you
release the brake pedal.
Some auto stop/start systems
can be pretty clunky, but
Audi has done a great job to
integrate it with the drivetrain
management electronics and it
works almost seamlessly with
the eight-speed auto.
recommended for the 3.0
V6 TFSi.

AND STOP?
The Q7 feels bulky and heavy
when pushed. In tighter bends,
its a boat compared with
BMWs X5.
That said, the conventionally
suspended Q7s (both V6 models)
deliver a much more comfortable
ride than the BMW, not least
because they have conventional
tyres instead of runats.
Handling is safe and
secure, though on bumps and
undulations the body moves
around a bit and theres plenty of
understeer in tighter bends.
The air suspension (a $5900
option on V6s), when set to
Comfort, gives you a smooth,
supple ride around town.
Switched to Automatic
or Sport, it provides more
disciplined body control and, on
Sport, a noticeable improvement
in composure at speed.
The steering is light and not
too direct. Assistance is reduced
as speeds rise. The brakes are
powerful and progressive.
THE INSIDE STORY

AT THE PUMP
The 3.0-litre V6 TFSi averages

(highway; city; CO2) are
8.5L/100km;14.4L/100km;
249gkm.
The 3.0-litre V6 TDi averages
6.7L/100km; 9.7L/100km and
205gkm.
The 4.2-litre TDi averages
7.6L/100km;12.0L/100km
and 242gkm.
The drivers seat is shaped and

supportive for big, well-padded
people, so those less portly may
nd inadequate side support.
Still, theres plenty of
travel and reach/height
adjustment for the wheel.
White-on-black instruments
are clear and easy to read.
Audis cursor/screen system
for controlling air, navigation,
audio and air-suspension settings

is easier to use than most.
Middle-seat legroom is
generous but the centre position
is considerably less comfortable
than the two outboard ones.
The seat is shaped for two
so the ve-seater tag, in
reality, applies only to the
number of belts provided.
The two back seats are easy
to raise and lower (the head
restraints can stay in place) and
tolerable for average-sized adults
on short trips. They are much
more spacious than the optional
back seats in the X5. Childrestraint anchors are located
on all seat backs.
input, Bluetooth, dual-zone

automatic air-conditioning and
leather upholstery.
adds a power tailgate,
adjustable air suspension,
tow hitch, xenon headlights,
DVD navigation and gear shift
paddles on the steering wheel.
Redbook future values (3.0 TDi):
3yr: 54%; 5yr: 40%.
THINGS WE LIKE
Good value, especially the 3.0 TDi
Rened automatic
Acres of space inside
Well equipped
Audi quality
IN THE BOOT
The single-piece tailgate is

hinged at the roof. In seven-seat
mode, you still have more than
half a metre of oor to ll.
In ve-seat mode, theres
ample oor space and load
area, though the angled back
window cuts into volume and
the oor is quite high.
With the middle row also
folded (or any individual 40:20:40
section) you have more than two
metres of oor length.
The load area also features two
rails, with an adjustable telescopic
rod and strap for bracing and
restraining large objects, plus a
load cover and partition net.

Push it and it can get messy

Middle seat in row two is cramped
Absurd options prices
High load oor
Parking it in a shopping centre is a
terrifying experience for everyone in
the vicinity
compare with ...

BMW X5, Mercedes-Benz M and GL
Class, Volvo XC90
The easiest
place to nd
your next car
WHATS STANDARD?
Both Q7 V6 models have seven

seats, stability control, eight
airbags, front and rear parking
assistance, a rear-view
camera, Data Dot security,
a space-saver spare, USB
BMW X1
FROM $46,300
BMWS X1 is a great drive and the best-handling SUV in the business. In the compact
luxury SUV class, it also offers a relatively spacious, comfortable, practical interior,
while its four-cylinder turbocharged engines are powerful, responsive and frugal.
HOW MUCH?
The X1 range opens with the
2.0-litre turbodiesel/six-speed
manual sDrive (which in BMW
parlance denotes rear-wheel
drive) 18d, priced at $46,300. It
costs $48,993 with the eightspeed automatic.
The 2.0-litre turbopetrol
manual sDrive20i is $48,300; the
automatic is $50,993.
The same 2.0d turbodiesel
engine/transmission combinations
with more power and all-wheel
drive xDrive in BMW-speak

cost $56,300 and $58,993
respectively in the xDrive20d.
xDrive28i, again with more
power than its 20i counterpart, is
$59,600, or $63,100 for the auto.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide
(sDrive20i auto
Performance
Handling

Value for money

Overall
The X1 is built in Germany.

Its based on superseded Three
Series architecture and has the
same wheelbase as the E91
Three Series Touring wagon.
The sDrive20is 2.0
turbopetrol engine produces
135kW of power from 50006250rpm and 270Nm of torque
from 1250-4500rpm.
The sDrive18ds 2.0 turbodiesel
320Nm from 17502500rpm.
The xDrive20d 2.0-litre
turbodiesel produces 135kW
at 4000rpm and 380Nm from
17502750rpm.
The xDrive28is 2.0 turbopetrol
produces 180kW from 50006500rpm and 350Nm from
12504800rpm.
BMWs xDrive all-wheel-drive
system can distribute drive
between the front and rear

wheels on an immediate,
continuous basis, depending
on changing levels of grip and
other factors.
Hill-descent control is included
on xDrive models.
Manuals and automatics have
automatic stop/start.
All models also have brake
energy regeneration, which has
the generator running off the
engine only when coasting or
braking, so it does not require
fuel to produce electricity. Other

fuel-saving measures include
on-demand operation of oil and
fuel pumps, plus the airconditioning compressor.
strut front/multilink
independent rear.
Wheels are 17-inch alloys, with
225/50 runat tyres on sDrive
models and 18-inch alloys with
225/45 tyres on xDrive models.
Weight is light by SUV standards:
1485kg (20i) to 1600kg (20d).
S
Maximum towing weight for all

models is 1800kg.
HOW DOES IT GO?

Ive driven all of these engines
in different BMW models, and
in the X1, the high-performance
180kW 2.0-litre turbopetrol in the
xDrive 28i and the 130kW 2.0-litre
turbodiesel in the xDrive 20d.
In such a small, light SUV, and
with eight ratios at its disposal,
the 28i is a rocket. It takes only 6.1
seconds to reach 100km/h, and its
performance is as strong at the
bottom end as it is up top, with
maximum torque kicking in at just
1250rpm. Its not the most tuneful
engine in the world, though.
The 135kW version in the
sDrive 20i is no slouch either,
taking 7.4 seconds to reach
100km/h. It works just ne in
the bigger, heavier X3. Given the
considerable price difference,
and the questionable value of allwheel drive if you dont intend to
go off the bitumen, the sDrive20i
is arguably the pick of the X1s in
terms of value for money.
The 20d xDrive automatic
takes 8.1 seconds to reach
100km/h, according to BMW,
which is pretty good by
diesel standards. It has an
exceptionally strong, broad
midrange and goes very hard
indeed for a diesel. The 18d
takes 9.6 seconds.
The two diesels provide a
different style of performance,
but again, its the X1s light
weight that shows off any engine
to advantage. Even the 105kW
sDrive18d produces strong,
accessible performance, and with

extremely low fuel consumption.
The eight-speed automatic
is a box worth ticking. Its fast,
accurate, seamless and more
fuel-efcient than the manual.
If youre a purist, youll nd that
the six-speed manual has a light
and beautifully precise action.
AT THE PUMP
The sDrive18d auto averages

4.7L/100km on the highway
and 5.6L/100km in the city. CO2
The sDrive 20i auto averages
5.3L/100km, 8.8L/100km and
160gkm, on 95 octane premium.
The xDrive 20d auto averages
5.1L/100km, 6.1L/100km and
143gkm.
The xDrive28i auto averages
6.2L/100km, 9.3L/100km
and 171gkm.

AND STOP?
The X1 is the best-handling
SUV on the road. The body is
exceptionally rigid. It has that
characteristic BMW poise and
balance and the conventional
hydraulic steering (on all models
bar the sDrive 20i, which has
electric steering) is outstanding
in precision, feedback and
consistency. Its heavier around
town and when parking, though,
than the electric-assist steering
system tted to the X3.
On dirt, the xDrive system
delivers great grip and traction.
Beyond well-made dirt roads,
though, the X1 has no off-road
pretensions at all.
The ride on poor surfaces is

rm, controlled and surprisingly
absorbent, even on the 28is 18inch wheels/low-prole runat
tyres tted to the launch cars.
The 17-inch/50 aspect ratio
wheels/tyres package on the 20i
and 18d would further improve
ride comfort.
The brakes are excellent in
power, feel and progression.
THE INSIDE STORY

The original X1 didnt quite
have the premium feel and quality
materials expected of BMW. The
3 Series sedan has also been
criticised on the same basis.
So BMW updated the cabin
in 2013, with higher-grade trim
around the dash and more
chrome highlights. A camera
is still optional, though, while
Bluetooth does not extend to
audio streaming.
The popular M Sport option
package, including (real) leatherwrapped sports seats and stiffer
suspension which the X1 doesnt
need so you can delete it from the
package costs $6700$7900.
BMWs Sports drivers seat
is one of the best around, with
rm, comfortable padding,
an extendable cushion and
adjustable side bolsters.
The driving position is almost
pure car; theres no sensation of
sitting up high, as in most SUVs.
If a tall driver likes to stretch
the legs and recline the backrest
in the X1, back-seat passengers
will nd that legroom gets tight.
Four average-sized adults can
travel comfortably, though. Three
restraint anchors are on the back

of the seat.
IN THE BOOT
The X1s boot is quite large by
class standards.
The rear-seat back folds down
in any 40/20/40 combination for
an almost at oor of nearly
1.7 metres, so you can carry
two people in the back and long
objects in the centre.
Theres no spare because the
tyres are runats.
WHATS STANDARD?
Six airbags, stability control,

17-inch alloy wheels, cruise
control, rear-parking sensors,
USB, Bluetooth, leatherwrapped steering wheel and roof
rails. xDrive models add 18-inch
alloys, chrome line exterior
bling, a sports steering wheel
and auto dimming rear mirror.
Redbook future values (20i
S-drive): 3yr: 54%; 5yr: 44%.
THINGS WE LIKE
Excellent value for money
All four engines are strong, rened
and deliver great fuel economy
The best-handling SUV on the road
Well-sorted ride

No spare
No camera
Fake leather upholstery. Horrible
compare with ...

Audi Q3, Ford Kuga, Mazda CX5,
Range Rover Evoque, VW Tiguan
BMW X3
FROM $59,000
BMWs X3 is sized just right if you have a couple of young kids and dont need the extra
space or seven seat option in the larger X5. Its main rival is Audis Q5. Model for model the
two are very closely priced and similarly equipped, but the Audi wins. Just.
HOW MUCH?
The X3 line-up opens with
the 2.0-litre turbopetrol fourcylinder xDrive20i at $59,000. The
2.0-litre turbodiesel four-cylinder
XDrive20d is $63,100.
As is often the case with BMW,
these base models are the pick
of the range as far as value for
money is concerned.
The 2.0-litre turbopetrol is
also tted to the XDrive28i,
priced at $73,000.
The 3.0-litre straight six
turbodiesel xDrive30d is $76,500.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall
All models have an eight-speed

automatic as standard.
NUTS AND BOLTS

The X3 is made in the USA.

The 2.0-litre turbopetrol in the
20i produces 135kW of power at
from 12504500rpm.
The 2.0-litre turbodiesel in the
20d produces 135kW of power

at 4000rpm and 380Nm of
torque from 17502750rpm.
The 2.0-litre turbopetrol in
the 28i produces 180kW at
1250-4800rpm.
30d produces 190kW at 4000rpm
and 560Nm from 20002750rpm.
The eight-speed automatic sends

drive to both axles, with the front/
rear torque split electronically
controlled, and linked to the
stability-control system to
counter any understeer or
oversteer in corners.
Automatic stop/start can
be switched off and is
complemented by other fuel-
S
BMW claims 0100km/h
acceleration times of 8.6
seconds for the 20i, 6.7 seconds
for the 28i, 8.5 seconds for
the 20d and 6.2 seconds for
the 30d. So both turbodiesels
are actually quicker than their
turbopetrol counterparts.
AT THE PUMP
The 20d averages 5.3L/100km

on the highway, 6.1L/100 in town
and produces 147gkm of CO2.
The 20i averages 6.7L/100km on
the highway, 8.9L/100 in town
and produces 175gkm of CO2,
on 95 octane premium.
The 28i also averages
6.7L/100km, 8.9L/100km and
175gkm.
The 30d averages 5.6L/100km,
6.8L/100km and CO2 emissions
are 159gkm.

AND STOP?

saving technologies including

brake energy regeneration,
electric power steering and
low rolling-resistance tyres
on the 20d.
Suspension is MacPherson strut
front/multilink rear. Adaptive
dampers, linked to the drivetrain/
stability control and steering
systems via selectable modes,
are available as an option.
Brakes feature an automatic
limited slip differential
function (ADB-X) and hilldescent control.
The 20i/20d run 17-inch alloys
with 225/60 runat tyres. The 28i
and 30d run 18s with 245/40s.
Weight is 1725kg (20d) to
1800kg (30d).
The X3 will tow up to 2000kg.
HOW DOES IT GO?

I tested the xDrive20i with the
135kW 2.0-litre turbopetrol/eightspeed automatic.
Its a combination that works
surprisingly well in the X3 given
its weight.
While the 135kW of power is
useful, its the accessibility of every
one of those 270Nm, from just
1250rpm, that gives the X3 such
tractable, responsive performance
for a four-cylinder petrol model.

The eight-speed auto is just as
signicant because it keeps the
engine working at peak efciency,
hence its remarkable fuel gures.
The only major problem in
the 20i was the very abrupt,
intrusive automatic stop/start
system. Each time the engine
restarted, the entire car seemed
to jump a couple of centimetres
on the suspension. Its the most
agricultural stop/start system
Ive experienced.
Ive driven the 180kW 2.0-litre
turbopetrol in the 328i sedan,
where its a bit of a weapon. Here,
its nearly two seconds quicker
to 100km/h, yet, as you can see
from the fuel numbers, there is no
consumption penalty whatsoever.
I have also driven the 2.0-litre
turbodiesel/eight-speed auto
combination in the X1 and 520d
Touring wagon, where its an
exceptionally rened, relaxed,
efcient drivetrain, particularly
the way the eight-speed box
was able to pick the right gear
at the right time and with
impeccable smoothness.
All models now have three
drivetrain modes: Eco Pro (code
for slow, but easy on juice),
Comfort and Sport.
The X3 has always been a great

handler and this model is, too.
The overall mid-size SUV handling
contest is a close-run thing with
Audis Q5 and the Range Rover
Evoque so it really comes down
to how each feels to you. Off the
bitumen, though, the Evoque is
in a class of its own, while the Q5
strikes a much better balance
than the X3 between handling
ability and ride comfort.
BMW has got the X3s electric
power steering right. Its light,
precise and consistent in feel.
A major demerit is BMWs
persistence with runat tyres. They
are expensive, almost impossible
to replace if youre outside a
capital city and, worst of all, they
make the X3s ride dreadfully
harsh, especially around town.
In day-to-day driving, you wont
get any tangible benet from
ticking the adjustable dampers,
variable ratio steering and
dynamic control options boxes.
The X3s handling and steering in
standard trim are just ne.
As for the M Sports package
option, if you want to completely
destroy any semblance of ride
comfort, go ahead.
Its a shame theres no
Normal tyres plus a real spare
option. That would certainly be
worth having.
THE INSIDE STORY

BMWs dash layout, including
the latest version of iDrive, is
beautifully styled and, after 10
years or so of trying to get it right,

very easy and intuitive to use.
The sports seat option is usually
worth taking on a BMW. The test
cars standard seat had a short,
slightly saggy cushion and an
inadequately bolstered backrest.
Fake leather upholstery is
standard on the 20i/20d; you get
real cow on the 28i/30d.
Rear-seat space is OK for most
people and the at cushion and
backrest offer good support for
child restraints. Legroom is also
comparable with the X5.
IN THE BOOT
BMW claims the largest load area
in the class, but theres nothing
in it between the X3 and Audis Q5
when it comes to capacity.
The boot is a large, versatile
space (though considerably
smaller than the X5), with a
low oor thats easy to load
and extendable in a 40/20/40
conguration.
A mesh barrier, adjustable
securing lugs, a net, 12-volt outlet
and two bag hooks are provided.
WHATS STANDARD?
The 20i/20d include six airbags,

stability control, fake leather
upholstery, 18-inch alloys, tyre
pressure indicator, front and
rear parking sensors, power
tailgate, rear-view camera, USB
port, iPod integration, Bluetooth,
navigation and dual-zone air.
The 28i/30d add leather,
upgraded navigation, smartphone
connectivity, Bluetooth with
voice control and audio
streaming, bi-xenon headlights
and a top view camera.
Redbook future values: (20i) 3yr:
55%; 5yr: 41%.
THINGS WE LIKE
Good value, especially the 20i/20d
Frugal four-cylinder engines
Spacious, versatile interior
Great handling for an SUV
Well equipped

The automatic stop/start system in
the 20i restarts with a jump and a
lurch every time.
Runat tyres murder ride comfort
Adults sit a bit knees-up in the back
compare with ...

Audi Q5, Lexus RX350, RangeRover
Evoque, Volvo XC60
BMW X5
FROM $82,900
The third generation of the worlds top-selling luxury wagon, BMWs F15 X5 offers a
four cylinder turbodiesel, more equipment, stronger performance and improved fuel
efciency. It also maintains the X5s reputation as the gun drive in big SUVs.
HOW MUCH?
The rear-wheel drive X5
sDrive25d four-cylinder
turbodiesel costs $82,900; the
all-wheel drive xDrive25d is
priced at $87,900.
The 3.0-litre xDrive30d
turbodiesel costs $99,900, the
35i turbopetrol is $106,900, the
40d Sport twin turbodiesel is
$115,900 and the 4.4-litre twin
turbopetrol V8 50i is $133,900.
The top of the range (for now)
xDrive M50d, with a 3.0-litre
STARS
triple turbodiesel, is priced at

$147,900. Expect to see more M
Performance and M variants later
in 2014.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The X5 is made in the USA.

The 2.0-litre four cylinder
turbodiesel in the 25d produces
from 15002500rpm.
The 30ds 3.0-litre turbodiesel
straight-six produces 190kW of
power at 4000rpm and 560Nm
of torque from 1500-3000rpm.
Its twin-turbo counterpart in the
40d Sport produces 230kW at
4400rpm and 630Nm from 15002000rpm.
The 3.0-litre straight-six petrol
engine in the 35i uses a single
twin-scroll turbo. It produces
from 12005000rpm.
The 4.4-litre twin-turbo petrol
V8 in the 50i Sport produces
from 20004500rpm.
The 3.0-litre triple-turbodiesel
six in the M50d produces 280kW
20003000rpm.
All X5s come with an eight-
speed automatic transmission.

BMWs xDrive all-wheel-drive
system provides full-time 4WD
in high range only. It normally
provides a 40/60 split to the
front and rear, but can vary
this to 100 percent at either
end if necessary depending on
surface conditions.
Front suspension uses double
wishbones while the rear is
four-link independent. An antiroll system is optional.
Runat tyres are supplemented
with tyre-pressure monitoring

and a temporary spare (which
you lose if you take the sevenseat option).
Kerb weight ranges from
20702265kg.
The X5 will tow up to 2700kg
(25d) or 3500kg (other models.)
Fuel tank capacity is 75 litres
(25d) or 85 litres (other models).
HOW DOES IT GO?

At the time of writing, BMW
had not yet received its rst
S
BMWs iDrive system is
unbeatable for ease of use, clarity
and the depth of its functionality.
It features a huge tablet-style
screen and internet connectivity
via your smartphone.
Theres plenty of leg room in
the 40/20/40 rear bench, which
is shaped for two and luxuriously
comfortable.
The optional two rear seats fold
out of the oor. The seats are too
small and leg room is too tight
for anyone bar small children.
IN THE BOOT
deliveries of the 25d base model,

however given its considerable
price advantage over the 3.0-litre
petrol and turbodiesel sixes, and
what will certainly be outstanding
fuel efciency, you would want
to test drive the four before
committing to a six. The rearwheel drive variant in particular
should be most attractive as a
drive and a deal.
In day-to-day driving, the
single turbo 3.0d works
beautifully and with a claimed
time of 6.9 seconds from
0-100km/h its hardly a slug
either. That said, the sheer
strength and relentless pulling
power of the twin turbo 40d
engine is immediately noticeable.
It hits 100km/h in 5.9 seconds,
which is more than half a
second quicker than the 3.0-litre
turbopetrol 35i.
As for the triple-turbodiesel
M50d, well, words dont really
do it justice. It feels, sounds and
goes like a V8 musclecar engine,
however it uses about half as
much fuel. The 0-100km/h trip
takes 5.3 seconds.
BMWs signature 3.0-litre
turbopetrol six in the 35i is a
smooth, exible engine however
when you experience the
performance and efciency of
the X5s turbodiesel offerings,
both it and the 4.4-litre twinturbopetrol V8 in the 50i dont
quite add up. That said, BMWs
4.4-litre V8 is wonderfully
smooth and responsive right
across the rev range. It needs
more of a note, though, because
it sounds tame compared with
the M50d. The 50i reaches
100km/h in 5.0 seconds.
AT THE PUMP
The sDrive 25d averages

and 6.8L/100 km in the city.
CO2 emissions are 152gkm.
The xDrive 25d averages
5.4L/100km; 7.0L/100km city;
157gkm.
The 3.0d averages 5.7L/100km
on the highway and
7.0L/100 km in the city. CO2
emissions are 162gkm. The
40d averages 5.8L/100km
highway; 7.1L/100km city;
164gkm. The triple-turbodiesel
M50d averages 6.2L/100km,
The 3.0 turbo petrol six in the
35i uses 6.9L/100km highway;
11.2L/100km city and has CO2
emissions of 197gkm. The
4.4-litre twin-turbo V8 in the 50i
returns 8.3L/100km highway;
14.1L/100km city and CO2
emissions of 244gkm.

AND STOP?
The X5 is remarkably agile
and very stable for a two tonne
wagon, but like its rivals it relies

on an array of sensors feeding
the stability control system to
control its hefty mass and keep
the laws of physics from turning
things very ugly very quickly when
you push it in tight corners.
Whether you stick with the
standard, non-adjustable
suspension, or choose the
optional adaptive Comfort,
Dynamic, Professional or M
suspension upgrades, the X5 is
very enjoyable to drive. However
the steerings lack of feel and
feedback are disappointing.
On the F15, BMW has
attempted to improve ride
comfort without detracting from
the X5s dynamic ability. This is
difcult with runat tyres, which
produce a relatively harsh ride,
compared with conventional
tyres, in town and on rough
country roads.
THE INSIDE STORY

The X5 features BMWs typically
sleek, slimline dash and a rm,
long-travel drivers seat.
Theres ample oor space,

extendable to nearly 1.9 metres.
A pair of tracks with four sliding
lugs, a load cover with roll-out
protective mesh barrier and
12-volt outlet are tted, while the
top half of the horizontally-split
tailgate is power operated.
WHATS STANDARD?
X5 30d and 35i models

include six airbags, stability
control, active front seat
head restraints, 19-inch
alloy wheels, a space saver
spare, head-up display,
lane departure and collision
warning, 360 degree cameras,
Data Dot security, roof rails,
leather upholstery, front
and rear parking sensors,
navigation, Bluetooth phone/
audio, USB port and bi-xenon
headlights.
Redbook future values (30d):
3yr: 54%; 5yr: 40%.
THINGS WE LIKE
Outstanding turbodiesel performance
and economy
Outstanding dynamics
Works well as a ve-seater, with
heaps of load space
Beautiful interior and plenty of space

Optional back seats are expensive and
useless for people with legs
Remote control steering
You wouldnt leave town without a
real spare
Round-town and rough road ride can
be sharp on runats
Curtain airbags dont extend to the
last row of seats
compare with ...

Mercedes M/GL Class, Porsche
Cayenne, Range Rover Sport
BMW X6 FROM $111,045
Leg room is adequate for

most adults and theres also
plenty of storage.
The boot is similarly shaped
to a mid-size sedan and will not
swallow big, bulky items like
most SUVs.
It will if you ip down the
60/40 split-fold rear-seat
backs, but even so its overall
capacity isnt in the same
league as the squared-off back
end on the X5.
THINGS WE LIKE
Turbodiesel performance
and economy
Loaded with gear
DPC makes the X6 feel like a big reardrive sports sedan
Great seats
Excellent t and nish quality
MWs X6 is a favourite target

of the anti-4WD brigade.
Theres just something about it
that seems to enrage them. Of
course to others this is a good
reason to buy one...
The X6 xDrive30d, with
a 180kW 3.0-litre single
turbodiesel, is $111,045. The
xDrive35i, with the 225kW
3.0-litre straight-six turbopetrol
model, costs $121,145.
The xDrive40d, with the 225kW
3.0-litre twin turbodiesel, is
$127,545 and the xDrive50i, with a
300kW 4.4-litre twin-turbo petrol
V8, is $150,545.
The 280kW 3.0-litre triple
turbodiesel xDrive M50d is
$157,145 and the 408kW 4.4-litre
V8 X6 M Coupe is $191,045.
An eight-speed automatic
transmission is standard in all
variants except the X6 M Coupe
which has a six-speed.
The 3.0 litre straight six
twin-scroll turbo is beautifully
rened, as potent and tractable
STARS
Safety
Not yet tested
Green Vehicle Guide
(35i)
Performance
Handling
Value for money

Overall
as many V8s and, given the

performance it delivers, not too
savage on fuel. It pulls easily
across a wide rev range, with the
best saved for the 55007000rpm
zone, where it absolutely ies.
I drove the X6 M Coupe at
Phillip Island, and can conrm
that it is a genuine 4.7 seconds
to 100km/h machine, which is
absolutely incredible for a wagon
of this size and weight.
Similarly, at 5.3 seconds to
100km/h, the 3.0-litre triple-turbo
M50d is the fastest diesel SUV in
the world. However if you want
sheer, unadulterated horsepower,
the X6 M Coupe is the absolute
business. Only Porsches Cayenne
Turbo S, with 405kW and a
claimed 0-100km/h time of just
4.5 seconds, can touch it.
Like the X5, the X6 is right at the
top of the two tonne SUV handling
ladder. Only a Porsche Cayenne
will stay with it on a tight road.
If anything, the X6 is even
better than the X5 because it has
a slightly lower centre of gravity

and rmer suspension.
Steering is quite heavy and
remote at low speeds, but
from 60km/h or so on is more
precise, communicative and
appropriately weighted.
Some people love BMWs
optional variable ratio Active
Steering while others hate it, but it
does certainly make the X6 easier
to manoeuvre in tight spaces.
The brakes are powerful,
progressive and controllable
on all surfaces and, on the
standard wheels and tyres, the
ride is acceptably compliant
and comfortable.
BMWs Sports drivers seat
is standard in the X6. Its
BMWs best seat rm, very
comfortable and supportive, with
an extendable cushion that longlegged drivers will appreciate.
Rear-seat headroom is
obviously tighter than in the X5
but still ne for occupants up to
185cm or so.

Big bum look is an acquired taste
Dirty looks from SUV haters
Should have a real spare
Small load capacity for such a big car
SPEX (X6 40d)

Made in the USA

3.0-litre twin-turbodiesel straight-six/
six-speed sequential automatic/allwheel drive
225kW of power at 4400rpm/600Nm of
torque from 1500-2500rpm
0-100km/h in 6.5 seconds (claimed)
Warranty: Three years/unlimited
kilometres
6.8L/100km highway; 8.8L/100km city.
CO2 emissions are 198gkm
Standard: Six airbags, stability control,
swivelling bi-xenon headlights,
Data Dot security, 19-inch alloys,
automatic high/low beam, tyre
pressure monitoring, front and rear
parking sensors, rear camera, sixstack CD changer, USB/audio plug-in,
automatic dual-zone air, navigation
with TV and voice activation, Bluetooth,
leather upholstery
Redbook future values:
3yr: 55%; 5yr: 40%

compare with ...

Porsche Cayenne, Mercedes M Class,
Range Rover Sport
Value your car

quick & easy
online now
FORD FALCON UTE FROM $27,590
optional on ute and Styleside Box

plus XR6 cab-chassis.
With an automatic transmission
plus the optional heavy-duty
towpack and load-levelling kit, all
Falcon utes can tow up to 2300kg.
The standard towpack is rated
to 1600kg but manuals can pull
only 1200kg.
Come 2016, the Falcon ute
will cease to exist, along with the
Falcon sedan and the Territory.
In fact, if sales continue on
their current trajectory they may
not last until then, so if you want
a Falcon ute, which will in years
to come be a collectable, then
it's probably a good idea to get
one sooner rather than later. If
you want a V8 Falcon ute, you'll
denitely need to act sooner,
because Ford is killing the FPV
brand this year and the V8 Falcon
ute will then be history.
THINGS WE LIKE
ith the FGII Falcon update,

many features were also
shared with the ute.
These include the restyled front
end, new alloy wheels and the
eight-inch colour touch screen,
optional on base models and
standard on XR6 and XR6 Turbo.
Head/thorax airbags in both
front seats are standard.
If you want to add a factory tray
or your own custom version to
suit your business, the base cab
chassis FG ute with the 195kW
4.0-litre six and a six-speed
manual starts at $27,590. The
six-speed auto is $28,590.
Most base and XR6 models are
also available with a six-speed
column-shift auto and a threeperson bench. Styleside Box
tub variants add $400.
Air is a $2300 option on base
cab chassis and utes.

Its included in the XR6, which
is priced at $34,890 and $35,190
for the cab chassis and Styleside
Box respectively, where the sixspeed auto is a $1000 option.
Fords liquid propane injection
system, called EcoLPi, is also
available on base and XR6 cabchassis and Styleside Box models.
It carries a $2500 price
premium over the petrol engine,
but with 198kW of power the
same as the petrol donk, running
on 95 octane you now suffer no
performance penalty with gas.
The cold starting dramas
have also been resolved, so
with a $2000 rebate from the
Feds and gas still about half the
price of petrol, it looks like a
pretty good deal.
The six-speed automatic is
standard on EcoLPi models.

The XR6 Turbo is available
only with the Styleside Box
body. Its 270kW 4.0-litre turbo
is matched with a standard sixspeed manual at $39,190, or a
six-speed automatic at $41,190.
FPVs gun F6 Turbo ute, with
310kW of power, is $55,990.
FPV also offers a locallydeveloped supercharged version
of the 5.0-litre Coyote V8 engine
with 315kW of power and 545Nm
of torque in its GS ute, at $52,990.
FG still uses a two-piece side
body structure and leaf springs
on the rear to maintain its
payload advantage over Holden.
One-tonne suspension is
tted to base ute and cabchassis models, which can carry
up to 1280kg.
One-tonne suspension is also
Falcon six grunt, mate

One tonne plus payload availability
Comfortable and quiet
The gas deal adds up

Looks like a bit of a dunger
Leaf-spring rear end gets pretty lively
on rough roads
Tonneau clip system might wear
SPEX (4.0 auto ute)

Made in Australia
4.0-litre straight-six petrol/ve-speed
auto/rear-wheel drive
torque at 3250rpm
0100km/h in 7.2 seconds
Warranty: Three years/100,000km
8.4L/100km highway;14.8L/100km city;
91 octane. CO2 emissions are 255gkm
Standard: Four airbags, stability
control, CD player, Bluetooth, iPod
integration, cruise control
Redbook future values: 3yr: 43%;
5yr: 30%
compare with ...
STARS
Holden Commodore ute
Safety
Green Vehicle Guide
Performance
Handling
Dont risk buying

a used car thats
been stolen

Value for money

Overall
FORD ECOSPORT FROM $20,790
he compact SUV class isnt

new Hondas 1999 HR-V is
considered a pioneer but in the
last 12 months or so it has taken
off with a boatload of new models.
All of them from the Ford
EcoSport to the Holden Trax,
Peugeot 2008, Nissan Juke and
Suzuki S-Cross spring from
their respective Fiesta, Barina, 208,
Micra and Swift hatchback siblings.
The Ford EcoSport kicks off
from $20,790 for the 1.5-litre
petrol Ambiente manual, which
makes this model the cheapest
in the class. Other variants
include the mid-range Trend
(from $22,290) and range-topping
Titanium (from $25,290).
Like others in this class, the
front-wheel-drive EcoSport has
no off-road pretensions, though
it should be pretty handy on most
dirt roads with 200mm of ground
clearance (allowing a 550mm
wading depth) and 4x4-style
tailgate-mounted full-size spare.
Two petrol engines are available:
Fords high-tech 1.0-litre three-
cylinder EcoBoost turbo, delivering

92kW of power at 6000rpm and
190Nm of torque between 1400
and 4500rpm, and a 1.5-litre
four-cylinder naturally aspirated
Duratec unit with 82kW at 6300rpm
and 140Nm at 4400rpm.
Belying its tiny capacity, and
famously compact enough to
sit within an A4-sized piece of
paper, the sophisticated, rened
1.0-litre turbo is an International
Engine of the Year winner.
Paired only to a slick-shifting
ve-speed manual (an auto is
at least a year away), it provides
spirited step-off acceleration,
backed up by a wide spread of
torque for excellent response
when required.
In contrast, the 1.5-litre engine
is lethargic, particularly as tested
with Fords six-speed dual-clutch
Powershift auto, which adds $2000
to Ambiente and Trend 1.5-litre
and is standard on Titanium.
Slow off the mark and noisy when
pushed, it is best suited to city or
urban-only driving environments.
Avoid the bigger engine

anyway, because the 1.0-litre
better exploits the tight,
agile and controllable Fiesta
chassis, offering crisp steering,
reassuring roadholding and a
comfortable ride.
It also averages around
0.8L/100km less fuel than the
1.5-litre engine.
Engineered in Brazil and built
in India, the EcoSport boasts a
deceptively spacious ve-seater
interior, thanks in part to a wellshaped rear bench designed to
take three (skinny) adults.
Fiesta owners will recognise
the fussy, button-splattered
dash, which features clear
dials, excellent ventilation,
and a phalanx of controls as
part of Fords standard SYNC
voice-controlled infotainment
system, incorporating Bluetooth
telephony and audio streaming.
Perched up high, the driver
enjoys excellent forward vision,
though there is no reversing
camera available, while closer
scrutiny will reveal some rough

nishes and cheapo plastics.
Worth noting, too, is the fact that
the EcoSport scored only four
stars in EuroNCAP crash tests.
Any new 2014 model should
really score ve stars.
That back-door-mounted
spare has allowed the engineers
to provide a low, at oor with
useful cargo space, easily
extended (with the rear seat
folded and tumbled forward) in
two-seater wagon mode.
The Ford EcoSport is the
drivers choice in this class,
underpinned by value pricing,
excellent packaging and in
the award-winning 1.0-litre
EcoBoost engines case
outstanding fuel efciency.
Put the Ford Ecosport on your
shortlist. If you have never test
driven a car with such a small
engine before, youll be amazed
at how good it is.
By Byron Mathioudakis
THINGS WE LIKE
Value pricing
1.0-litre turbo power, economy and
renement
Best-in-class handling
Roomy interior
Full-size spare

Listless, noisy 1.5-litre

Both engines need premium unleaded
No auto option yet with 1.0-litre
Cheap dash plastics and some
rough edges
No reversing camera
Some road noise on coarse bitumen
SPEX (Titanium 1.0-litre

EcoBoost)

STARS

Safety
Green Vehicle Guide

Performance
Handling


Value for money

Overall
Made in India
1.0-litre three-cylinder turbo petrol/
ve-speed manual/front-wheel drive
92kW of power at 6000rpm, 190Nm of
5.1L/100km highway; 6.7L/1000km
city; 95 octane premium; CO
emissions are 131g/km
Standard: Seven airbags, stability
control, voice-activated Bluetooth with
audio streaming, 15-inch steel wheels;
Trend adds 16-inch alloy wheels, cruise
control, glovebox cooler; Titanium
adds roof rails, leather upholstery,
automatic air, auto-dimming rearview mirror, automatic wipers and
headlights and rear parking sensors
Redbook future values: Not yet
established
compare with ...

Holden Trax, Peugeot 2008, Nissan
Juke, Suzuki S-Cross
FORD KUGA FROM $27,990
ords Kuga range opens

with the 110kW 1.6-litre
turbopetrol/six-speed manual/
front-wheel-drive Ambiente,
priced at $27,990.
All-wheel-drive models
begin with the 134kW 1.6-litre
turbopetrol Ambiente, with a sixspeed automatic, at $31,490.
Trend specication includes
the same drivetrain, at
$36,240, plus a 120kW 2.0-litre
turbodiesel/six-speed dual-clutch
automated manual, at $39,240.
Top-of-the-range Titanium
is available with the same
drivetrains, priced at $44,740
and $47,740.
Kuga brings a European design
and drive to a segment dominated
by Japanese and Korean brands.
Its certainly different.
The 1.6-litre turbopetrol engine,
in both 110kW and 134kW tunes,
likes a few revs before it delivers
the goods. Both versions produces
the same 240Nm of torque, so
neither is particularly strong or
responsive below 3000rpm or so.

The base front-wheel-drive model
has lightness on its side and
the engine itself is smooth and
reasonably willing once you get it
working properly. The 1.6 runs OK
on regular unleaded; premium is
recommended.
The six-speed automatic is
rened and responsive in Sport
mode; manual shift paddles on
the wheel would be more useful
than the clumsy rocker switch
on the lever.
The 2.0-litre turbodiesel is a
much stronger engine across
the lower end of the rev range,
smooth and quiet by fourcylinder oiler standards. Mazdas
2.2 in the CX5 is the standout
turbodiesel in this class.
The Kuga is at the front end of
the class as far as dynamic ability
is concerned, especially in tighter
corners, where balance and body
control are excellent. The ride may
be too rm and sharp for some,
especially on Titaniums 19-inch
wheels and low-prole tyres.

The smaller wheels/taller rubber
on Trend and Ambiente absorb
bumps better, however occupants
can still be jostled around on
a rough road. Kuga has no offroad pretensions whatsoever,
as evidenced by the ABS brakes,
which are hopeless on dirt.
The out there interior is one
of the last and most extreme
examples of Fords Kinetic
design. It looks like yesterday
already and the control layout
isnt particularly intuitive. All
models feature in-car connectivity
with voice control and automatic
000 contact in a crash, via a
compatible, paired smartphone.
You sit low, tightly wrapped in
a twin cockpit-style cabin. Some
will love this pseudo-sporty
driving position; others will feel
it compromises vision around
the car. The fact that a camera
is standard only on Titanium
further compromises the Kugas
suitability and safety credentials
as a kid carrier. Supportive, wellbolstered drivers seats on all

models are the most comfortable
youll nd in a small SUV.
A $2650 Technology Pack
on Trend and Titanium adds
automatic low-speed braking,
blind spot information, lane
keeping and other safety
features inherited from Fords
tenure of Volvo.
Titaniums tailgate can be
opened and closed by icking your
foot under the rear bumper
handy when youve got two-and-ahalf armfuls of kids and shopping.
The back seat is narrow and
shaped for two, with reasonable
legroom. The boot is at the
smaller end of the class.
Kuga is one of the more
engaging drives in this class and
in Titanium specication, with the
Technology Pack, its good value,
however in base and mid spec
trim its not so attractive, coming
up short on kid-friendly features
such as comfort, value, safety
and space, especially against the
two front runners, Mazdas CX5
and the Subaru Forester.
THINGS WE LIKE
One of the best-handling SUVs
Comfortable, supportive drivers seat
Power tailgate on Titanium
Torquey, rened diesel
Titanium is loaded

SPEX (1.6 Trend auto)

STARS
Safety

Green Vehicle Guide

Performance
Handling
No camera on Ambiente or Trend

Overly rm ride
Dated, tizzy dash design
Smallish boot and narrow back seat
Pricey
Made in Spain
1.6L four-cylinder turbopetrol/sixspeed automatic/all-wheel drive
134kW of power at 5700rpm/ 240Nm of
0-100km/h N/A
city: 95 octane premium; CO
emissions are 186gkm
control, 18-inch alloys, SYNC incar connectivity with voice control,
Bluetooth, digital radio, emergency
000 assistance, sports seats with
leather inserts, dual-zone air,
automatic headlights and wipers
Redbook future values: (Trend) 3yr:
52%; 5yr: 43%

Value for money

Overall
compare with ...

BMW X1, Mazda CX5, Subaru
Forester, Toyota RAV4
FORD RANGER
FROM $38,390
Who needs an F150? The Australian designed and engineered Ford Ranger is one
tough truck. Its 3.2-litre ve-cylinder turbodiesel/six-speed automatic drivetrain
delivers grunt unlimited and top spec XLT and Wildtrak are also loaded with gear.
HOW MUCH?
The Ranger 4x4 line-up opens
with the 2.2-litre four-cylinder
turbodiesel XL six-speed manual
single cab-chassis at $38,390.
The 3.2-litre ve-cylinder
turbodiesel XL manual cabchassis is $40,890.
Double cab-chassis models
start with the 2.2-litre XL
manual at $43,890.
Single-cab pickups start with
the 3.2-litre Super XL manual
at $44,390.
Double-cab pick-ups include
the 2.2 XL at $43,890, the 3.2XL
at $46,390, the XLS at $48,090,
the XLT at $53,390 and the

Wildtrak at $57,390.
A six-speed automatic adds
$2000 to all models except XL 2.2
cab-chassis, 3.2 XL Super pickup and Super cab-chassis.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide

Performance
Handling
Value for money

Overall
The Ranger is built in Thailand.

The 2.2-litre four-cylinder
turbodiesel produces 110kW of
of torque from 15002500rpm.
The 3.2-litre ve-cylinder
15002750rpm.
The six-speed automatic has
Normal and Performance
modes plus specic low-range
mapping for throttle response.
Construction is body on steelframe chassis.
The Super cab model features
two rear-hinged access panels
that mate with the conventional
front doors. You have to have
the front doors open to also
open the rear doors.
The 4x4 drivetrain features
high- and low-range capability,
with an electronically
controlled transfer case.
A traction-control system
operates on each wheel to

control spin and apportion

engine torque to the wheel(s)
with greatest traction.
An electronically controlled
locking rear differential is
also standard on XLS, XLT and
Wildtrak models.
Suspension is double wishbone
front/live axle leaf spring rear.
Steering is rack-and-pinion.
Brakes are discs front/drums
rear. ABS and stability control
are standard.
XL uses 16-inch steel wheels.
XLT has 17-inch alloys with
265/65 tyres. Wildtrak has 18s
with 265/60 tyres. All tyres are
silica compound low-rolling
resistance.

Kerb weights/max payloads

range from 1762kg/1438kg
(XL 2.2 cab-chassis) to
2200kg/1000kg (Wildtrak 3.2).
Maximum fording depth is
a class-leading 800mm and
clearance is 232mm.
Fuel tank capacity is 80 litres.
Maximum towing weight in 4x4
models is 3500kg. Maximum
GCM is 5950kg.
HOW DOES IT GO?

Ford only had the 3.2-litre vecylinder turbodiesel available for
us to drive at the launch.
However, Ive driven the
2.2-litre four-cylinder in Land
Rovers Freelander and the
Rear-seat legroom is
generous, partly because frontseat travel is limited. The seat
is rm, comfortable, and the
backrest angle isnt too upright,
as it is on some one-tonners.
Six airbags are provided in
double-cab models and the
Ranger is the rst one-tonner
with a ve-star ANCAP rating, so
you can carry your family around
with much greater condence
than in any rival.
IN THE BOOT
Peugeot 4007, and its worth

your while giving the 2.2 a try
because with 375Nm of torque
its hardly underdone in the
grunt department. Its also
impressively smooth in those
vehicles and costs considerably
less than the 3.2-litre equivalent
in the Ranger model line-up.
On the demerit side, it actually
uses more fuel than the 3.2
in most automatic variants,
presumably because it has
to work harder to shift the
Rangers hefty mass.
Its also difcult to argue with
the 3.2s 470Nm of torque from
just 1500rpm. When they coined
the expression pulls like a
train, this engine was the one
they had in mind. In one-tonner
ute territory, its beaten only by
the Nissan Navara STXs 3.0-litre
V6, which produces 550Nm, but
is available only in the top spec
model at a silly $60,990.
The Ford donk has an olde
worlde tractor engine feel to it.
Its not particularly quiet and
while it hauls from the basement
with ridiculous ease, its not
particularly responsive past
3000rpm either, never feeling like
theres 147kW worth of power
underfoot. Still, thats not the
point. Torque is what counts, and
this thing has more than enough.
The manual has a typically
slow action, but theres some
engine aring when you lift
off the accelerator, which can
be annoying.
The automatic is terric, with
smooth, timely shifts. The fact
that the engine has grunt in
spades allows it to hang onto the
higher gears, avoid hunting and
maximise fuel economy.
AT THE PUMP
The 2.2-litre double cab

XL automatic averages
12.1L/100km in town and
produces 251gkm of CO2.
The 3.2-litre double-cab
XL automatic averages

AND STOP?
The Ranger is a b-i-g truck and
there is no disguising that fact. It
breaks no new ground in chassis
engineering either, with the same
basic, heavy-duty, load-carrying
underpinnings as most of its rivals.
However, within that context
its dynamics are pretty good.
The suspension is relatively rm
so theres reasonable control
over body movement, it doesnt
roll excessively into corners, the
steering is precise and tactile, and
ride comfort is much improved
over the previous model.
I gave it a try with 750kg of
ballast in the back and found that
the handling was unaffected. The
ride actually improved.
Braking performance is also
better than most in this class, but
thats not saying much. Fade will
be an issue in some situations.
Off-road, Ranger has the
compliance and clearance
to tackle just about anything
condently and comfortably.
Its built like a tank so it should
be able to cop some serious
punishment. High clearance
and useful underbody protection
add to its off-road credentials,
while the rear suspension is
sufciently robust to cope with a
heavy trailer. Trailer sway control

is integrated into the stability
control system. A front pintle
hook is rated to 6000kg.
Ford claims the Rangers tub

(in the double-cab models) is
the deepest in the class. The
double-cabs tub is 1.54 metres
long and a smidgin wider, so
these dimensions are also at
the larger end of the class.
It has a 12-volt outlet, load
lugs and, on the Wildtrak, a
lockable sliding cover.
THE INSIDE STORY

Theres reasonable space up
front for most drivers, however
some will want more seat travel
and a reach-adjustable steering
wheel to go with it.
You sit very high, with a forward
view compromised in tighter
corners by thick front pillars. The
fact that you cant see the end
of the bonnet at all also makes
extreme off-road manoeuvring
a bit of an adventure.
The drivers seat is sized
and shaped for big blokes. Its
comfortable and supportive,
albeit with wide backrest
angle increments.
The dash is functional and
chunky, with big, clear fonts and
large buttons for old blokes, and
some old-tech design as well,
such as odometer reset buttons
on the instrument panel.
Theres also plenty of clever,
modern features too, including
Bluetooth with voice control, USB
connectivity, reverse-parking
sensors, perimeter and puddle
lighting, auto wipers and, in the
Wildtrak, a photochromatic rearview mirror with an integrated
reversing camera that includes
a centre line indicator for easy
trailer hook-up.
There are more than 20
storage locations, including
1.5-litre bottle holders, useful
bins under the back seat, a
lockable glovebox that will take
a full-size laptop, and a splitcentre console box with a big
lower section thats cooled.
WHATS STANDARD?
XL double-cab includes stability

control, six airbags, 16-inch
steel wheels, Bluetooth with
voice control, USB connectivity
and cruise control.
XLT adds 17-inch alloys, a
locking rear diff, rain-sensing
wipers, dual-zone air, rearparking sensors, a tub bedliner
with 12-volt outlet, chilled centre
console box and tinted glass.
Wildtrak adds 18-inch alloys,
navigation, rear camera,
leather/cloth upholstery and
heated front seats.
Warranty: Three years /
100,000km.
Redbook future values: (XLT
double cab 3.2 auto): 3yr: 58%;
5yr: 46%.
THINGS WE LIKE
Five-star ANCAP
Super-torquey 3.2 turbodiesel works
nicely with six-speed auto
Loaded with practical features
Excellent ride/handling compromise
Serious off-road ability
Big tub

Limited drivers seat travel and no
steering wheel reach adjustment
Front pillars and high, long bonnet
compromise forward vision
Engine aring on manual gear
changes
There are quieter diesels around too
compare with ...

Holden Colorado, Isuzu DMax, Mazda
BT50, VW Amarok
FORD TERRITORY
FROM $39,990
There are plenty of lower-priced seven-seater SUV rivals around now, but the Ford
Territory is still the best of them all to drive, by a long way. Pick of the range are the
2.7-litre turbodiesel, rear-wheel drive models, in TS or Titanium specication.
HOW MUCH?
SZ Territory prices start at
$39,990 for the 4.0-litre petrol
TX with rear-wheel drive. The
mid-spec TS is $46,990 and the
Titanium is $54,990.
A six-speed automatic is
standard across the range.
All-wheel drive is not available
with the petrol engine.
The 2.7 V6 turbodiesel rearwheel drive is available in the same
STARS
model variants, priced at $3250

more than the petrol equivalent.
Its also available with the
all-wheel drivetrain, which adds
another $5000.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling
Value for money

Overall

The Territory is built on a

modied BF Falcon platform.
The 4.0-litre straight six
produces 195kW of power at
at 3250rpm.
The 2.7 V6 turbodiesel produces
140kW at 4000rpm and 440Nm at
1900rpm. Drive is split 50:50 but
can be varied depending upon
the grip available at each end.
Suspension is independent,
with a four-link layout at the
front and a trailing arm Control
Blade IRS at the rear.
Steering is electrically assisted
to improve fuel efciency.
The Bosch 9 stability control
system includes roll-over
mitigation.
The base model TX RWD 2.7 V6
weighs 2021kg.
Rear-wheel-drive models will

tow up to 2300kg.
The all-wheel-drive
turbodiesel will tow up to
2700kg when tted with a
genuine Ford heavy-duty tow
pack with load-levelling kit.
However, Ford advises that
occupants and/or luggage
may need to be restricted.
HOW DOES IT GO?

The Territorys 2.7-litre V6,
developed in 2004 with Peugeot/
Citron, has since been
superseded in Europe by a more
powerful, fuel-efcient, lowemission 3.0-litre unit.
So its hand-me-down
engineering rather than premium
technology, as evidenced by
S
relatively low outputs for its
capacity, and a Green Vehicle
Guide rating of only two-and-ahalf stars out of ve.
The fact that Ford wants an
extra $3250 for it over the petrol
engine is a bit rich.
Lazy off the line, due to a
relatively inefcient torque
convertor, the 2.7 is, however,
beautifully rened and one of
the smoothest, quietest diesels
Ive tested.
It operates with a relaxed,
easy gait that accentuates the
Territorys formidable longdistance capability, and on a long
open-road run the test car, a rearwheel-drive TS, averaged around
eight litres per 100 kilometres.
The 4.0-litre petrol Territory
offers much stronger acceleration
right across the range, especially
off the line, and its certainly not
lacking in torque, either.
Ford tted a revised cylinder
head and recalibrated the
engines control mapping,
to signicantly improve fuel
efciency. It will still hoover
through the unleaded in town, but
on the open road will now return
single-gure consumption.
The six-speed transmission
has shift programming that
either maximises fuel efciency
(in D) or performance (in S) and
it can also be used manually. Its
efcient and unobtrusive.
Theres no point in spending an
extra $5000 on the turbodiesel allwheel drive over rear-wheel drive
unless you tow regularly and/or
spend a lot of time on unsealed or
other low-grip surfaces.
AT THE PUMP
The 4.0 petrol Territory

averages 8.0L/100km on the
highway, 15.0L/100km in town
The 2.7 V6 turbodiesel RWD
highway (AWD: 7.2), 11.3L/100km
in town (AWD: 11.6) and produces
217gkm of CO2 (AWD: 232).
95 octane premium is used to
achieve performance and fuel
gures, but 91 octane is ne to
use in the petrol engine and youll
hardly notice the difference.
roads and its stable and secure

on rough surfaces.
Its also very quiet, with none
of the bump and thump you get
on many SUVs.
A Toyota Kluger or Hyundai
Santa Fe will be upside-down
in a ditch if they try to keep up
with the Territory.
The electric power steering
is light and precise. The turning
circle is tight, so shopping centre
manoeuvres are no problem.
THE INSIDE STORY

The dash is based on the FG
Falcon, but with a new touchscreen system in TS and
Titanium for audio, Bluetooth
and navigation. Multiple devices
can be paired to the system and
streaming is standard.
The drivers seat padding in
the test car had already become
saggy and unsupportive after
only 7000 kilometres.
There is heaps of head and
legroom in the comfortable
middle seat, which is positioned
higher than the fronts.
The third row folds at into the
load oor, and theres a bit of
ddling around involved in raising
or lowering it.
The curtain airbags still dont
extend to the back seat, which
is incomprehensible.
A full-sized spare on a steel

wheel is mounted under the rear.
WHATS STANDARD?

AND STOP?
The Territory is one of the best
handling SUVs at any price. Its
ride/handling compromise is
spot-on for Australias open
IN THE BOOT
The roof-hinged tailgate can be
opened as a whole or the window
only. The cargo area is large,
with a square oor thats low
and easy to load.
The TX gets ve seats, seven

airbags, stability control,
reverse parking sensors, USB
port and 17-inch alloys.
TS adds two rear seats, 18-inch
alloys, a reversing camera,
touch-screen audio/Bluetooth,
automatic air- conditioning and
upgraded audio.
Titanium adds Alpine rear-seat
DVD entertainment system,
leather and navigation.
100,000km.
Redbook future values (TS RWD
2.7V6): 3yr: 47%; 5yr: 33%.
THINGS WE LIKE
A brilliant family wagon, and good value
for money compared with imports
Secure handling and a comfortable ride
Petrol power, turbodiesel torque
renement and economy
Sharp pricing on RWD models

$5000 for AWD and $3250 for diesel is
having a bit of a lend
Fords quality and reliability can be
patchy, and the drivers seat isnt
made to last
Curtain airbags dont extend to row
three seats
compare with ...

Kia Sorento, Hyundai Santa Fe,
Toyota Kluger
HOLDEN CAPTIVA
FROM $27,990
If youre after a seven-seater SUV at a low price, Holdens Captiva is an honest,

practical, well-equipped family wagon. The 2.4-litre petrol and 2.2-litre turbodiesel are
useful engines, the interior is spacious and versatile, and it ticks the right safety boxes.
HOW MUCH?
The Holden Captiva range opens
with the front-wheel-drive
2.4-litre petrol/six-speed manual
Captiva 5 (as in ve seats), LT at
$27,990. The 2.2-litre turbodiesel,
six-speed auto Captiva 5 LT
is $33,990. LTZ automatics,
with the same engines, are
$32,990/$36,990.
The base Captiva 7 SX, with the
same 2.4-litre petrol drivetrain,
STARS
Safety
Green Vehicle Guide
is $32,490; with the 2.2-litre

turbodiesel, its $35,490.
The all-wheel-drive Captiva 7
CX, with the 2.2 turbodiesel, is
$39,490; with the same 3.0-litre
V6 petrol engine used in the
Commodore Evoke, its $38,490.
Both of these drivetrains
are also offered in the Captiva
7 LX, priced at $42,490 and
$43,490 respectively.
A six-speed manual is standard
on Captiva 5 2.4 petrol; a sixspeed auto adds $2000. Its
standard on all Captiva 7 models.
Unless you plan to leave the
bitumen on a regular basis,
theres little point in paying extra
for all-wheel drive.
Performance
Handling
NUTS AND BOLTS



Value for money
Overall
The Captiva Series II is made

in South Korea.
The direct-injection 3.0-litre V6
at 5800rpm. It is E85-compatible.
The 2.2-litre, four-cylinder
turbodiesel produces 135kW at
3800rpm and 400Nm at 2000rpm.

The 2.4-litre petrol engine in

the base 2WD model produces
at 4600rpm.
Both petrol engines will run on
E85 ethanol fuel.
In the Captiva 7, the six-speed
auto sends power to the front
wheels in most conditions;
some torque can be sent, via
an electrohydraulic centre
differential, to the rear wheels if
the fronts start to slip.
strut front/independent fourlink rear, with self-levelling to
compensate for a full load.
Brakes are ventilated discs with
stability control, hill-descent
control and hill-start assist.
The Captiva weighs 17321852kg.
The 2.4-litre Captiva 7 will tow
up to 1500kg. The diesel will
tow 1700kg and the 3.0V6 petrol
up to 2000kg.
On the Captiva7 SX, 17-inch
wheels are tted with 235/60
tyres; on CX, 18-inch wheels
are tted with 235/55 tyres
and on LX, 19s are shod with
235/50 tyres. A temporary steel

spare is provided.
HOW DOES IT GO?

The Captivas two petrol engines
are able to shift its fairly hefty
mass around the suburbs without
drama, but neither is overloaded
with torque, the number-one
ingredient in any SUV powerplant.
The six-speed automatic helps
get the best out of both engines,
but they still struggle at times
with the Captivas weight.
The 2.4 litre is probably the pick
of the petrol engines. Its torque is
more accessible than the 3.0-litre
V6, and it will use a lot less fuel.
As it does in the Commodore,
the 3.0-litre V6 works pretty hard
around town and in hilly country,
so fuel economy isnt great. In the
real world, loaded up with kids
and gear, youll go close to 20
litres per 100 kilometres around
town in the 3.0-litre V6.
The 4.0-litre six in the Ford
Territory is much stronger and
fuel economy will be comparable.
S
The 2.2-litre turbodiesel is
another story. It delivers strong,
rened pulling power across the
rev range, works a treat with the
six-speed automatic, and is easily
the pick of the Captiva engines.
When you factor in fuel economy,
even with the price advantage for
91-octane petrol, its a no-brainer.
AT THE PUMP
The 2.4-litre in the Captiva 5

automatic averages 6.9L/100km
on the highway, 12.0L/100km in
town and produces 209gkm of
CO2. 91 octane is recommended.
The 3.0-litre V6 auto Captiva
7 CX averages 8.2L/100km,
13.5L/100km and 241gkm.
The 2.2-litre turbodiesel
auto Captiva 7 CX averages
6.8L/100km, 10.4L/100km and
214gkm.

AND STOP?
The Captivas suspension is quite
rm by mid-size SUV standards,
so although its quite tall it
doesnt lean too much in corners,
understeer at moderate speeds is

minimal, and overall handling
is surprisingly good. Roadholding
stays secure on all surfaces.
The steering is just on the right
side of indirectness for a tall,
relatively narrow SUV, yet it avoids
the rubbery vagueness common
in the class. The Captivas ride
is also rmer than most SUVs,
however its acceptably compliant
and comfortable on the SXs 17inch wheels, and tolerable on the
CXs 18s.
On the top-spec LX, though,
with 19-inch alloy wheels and
lower-prole tyres, its terrible.
Youre pitched, bounced and
jostled in your seat, and on a
lumpy country road it wont be
long before everyone on board
starts feeling nauseous.
The Territory is absolutely
luxurious in comparison, and it
handles much better too.
THE INSIDE STORY

Captivas interior isnt style central
but it is functional and easy enough
to live with in most respects.
Fit and nish quality still

arent wonderful, though, with
several chirps, squeaks and
sizzles on the test cars, and a
distinctly downmarket feel to the
interior in the base models.
The dash layout is reasonably
simple, with clear instruments,
an uncluttered centre console
and a high-mounted display
screen. The centre speaker on
top of the dash can reect quite
badly on the windscreen when
the sun hits it at the right angle.
Theres an endless supply
of convenient storage close at
hand, including an extra bin on
SX and CX, which is lled on LX
by the navigation screen.
USB input and iPod connectivity
are standard on Captiva 7, as are
rear-parking sensors.
The rmly padded drivers
seat cushion is at and
the backrest has minimal
bolstering. Theres enough
travel and height adjustment for
tall drivers; the wheel is also
reach-adjustable.
Captivas second- and thirdrow seats are well designed.
The middle row is a at, low,
rm bench, with an adjustable
backrest.
Legroom is sufcient for most
adults. Its split 60/40, with
three restraint anchors on the
back of the seats.
The middle row easily tumbles
forward for access to the two
individual back seats, which fold
up from the oor.
Its all done with one lever in a
completely effortless operation
and is a much more user-friendly
arrangement than the Territory.
The back stalls are more
spacious, supportive and
comfortable than most rivals
and quite suitable for kids up
to teenagers.
There are no ventilation outlets
at this end of the car, though.
IN THE BOOT
The roof-hinged tailgate also
has a separate opening window.
With all seats in use, youll
t a few school bags or some
shopping in the boot.
In ve-seater models, extra
storage is provided in large bins
under the oor.
All rear seats can be folded
forward for a long at oor.
WHATS STANDARD?
Captiva 5 includes six airbags,

stability control, hill-start
assist, front and rear parkassist, six-stack CD player,
17-inch alloy wheels.
CX adds 18-inch alloys,
automatic air, Bluetooth and
self-levelling rear suspension.
LX includes 19-inch alloys,
touch-screen navigation,
leather-faced seat upholstery/
steering wheel, poweradjustable, heated drivers
seat, front-parking sensors
and a rear camera.
100,000km.
Redbook future values: (Captiva
7 2.2 SX) 3yr: 53%; 5yr: 42%.
THINGS WE LIKE
Value for money
Strong performance from 2.2-litre
turbodiesel
Efcient, versatile interior packaging
makes it a practical, easy-to-live-with
kid carrier
Stability control and curtain airbags
standard

Nausea-inducing ride on the LX
Petrol V6 lacks torque and will chew
juice in town
A few squeaks and rattles in the cabin
compare with ...

Ford Territory, Hyundai Santa Fe,
Kia Sorento, Mitsubishi Outlander
HOLDEN COLORADO
FROM $34,990
Holdens Colorado 4x4 gets a serious overhaul for 2014 to improve its appeal. Holden
has added its smartphone-friendly My Link infotainment system, an upgraded 2.8-litre
turbodiesel, six-speed manual gearbox, front side airbags and trailer sway control.
HOW MUCH?
Colorado 4x4 prices are generally
several thousand dollars lower
than its Hilux, Ranger, BT50,
Navara D40 and Amarok rivals.
The 2.8-litre turbodiesel 4x4
range opens with the DX single
cab-chassis, with a six-speed
manual, at $34,990.
STARS
Safety
(single/space cab: 4 stars)
Green Vehicle Guide
Performance
The 4x4 Space cab-chassis

LX is $40,490; the LTZ Space
cab pickup is $47,490. Space
cabs have front-opening rear
access doors and two jump
seats in the back.
The Crew cab-chassis LX is
$42,990, Crew cab pickups, as
tested, start at $44,490 for the
LX; the LT is $45,490 and the
top-of-the-range LTZ is $49,990.
The six-speed auto adds $2200
to all Colorado Space cab and
crew cab models.
NUTS AND BOLTS

Handling

Value for money
Overall
The Colorado is made in

Thailand.
It uses a steel ladder frame
body on chassis construction,
and as with the previous model
is the same chassis as the
Isuzu D-Max.
All 4x4 models use a VM
Motori 2.8-litre four-cylinder
turbodiesel, with 147kW of
power at 3800rpm.
Six-speed manual models have

440Nm of torque from 16002800rpm; six-speed autos have
500Nm from 2000-2200rpm.
Drive on dry surfaces goes to the
rear wheels; 4WD high range
can be engaged electronically,
on loose surfaces. A low-range
transfer case is tted, along with
a limited-slip rear differential.

There is no locking rear
differential available.
Stability control is standard,
supplemented by hill start
assist, hill descent control and
trailer sway control.
Suspension is double wishbone
front/leaf springs rear, with the

axle mounted under the springs.

The brakes are discs front/
drums rear.
Steering is hydraulically
assisted rack and pinion.
Ground clearance is 210mm.
Kerb weights range from
1769kg-2121kg.
Holden claims that the 2.8
Colorado will tow up to 3500kg,
and that every model has
payload capability of at least
one tonne, with some variants
up to 1.4 tonnes.
Gross Combined Mass is 6000kg.
HOW DOES IT GO?

The long-stroke 2.8 is a sweet
engine, with outstanding
bottom-end and midrange
pulling power, a relatively
rened character and strong
acceleration when required.
Its smoother than Fords vecylinder 3.2 in the Ranger (and
the Mazda BT50), in part due to
balance shafts being tted, but
it pulls with a similarly gentle,
effortless quality on a light throttle.
The ve-speed manual is OK,
but the six-speed automatic is
worth the extra $2200. Its busy,
smooth and efcient, keeping the
2.8 working at its optimum level
and maximising fuel-efciency.
You can use it in manual mode,
but on test I had no cause to go
for the lever, other than in low
range, off road, and even then it
wasnt really necessary.
In low range the transmission
remains smooth and quiet, while
the accelerator is easy and gentle
to modulate. Low-range rst gear
will get you safely down just about
any incline; lowrange second will
do the same if youre going up.
However, the absence of a locking
rear diff is a disadvantage; most
rivals have one.
A steel bash plate protects
the sump, but the transfer case
and the electric motor selector
assembly on it are vulnerable to
damage. Two tow hooks are tted
at the front.
Holdens claimed 3500kg
towing capacity is the highest
in the class, however its worth
noting that theres no legislated
standard for measuring how
much weight any vehicle can
safely and reliably tow. The
recommended weight limit is up
to the manufacturer to determine.
So while manufacturers run
internal tests to establish this
limit, what happens in the real

world can be very different.
There have been many reports
of one-tonner owners (across
most brands) having to replace
clutches, which are not covered
under warranty, or overheated
automatics, when they claim to
have been towing considerably
less than a manufacturers
recommended maximum weight.
What really counts in any towing
calculation is Gross Combined
Mass. On Colorado, its 6000kg.
That includes everything. So if
you have a 3500kg-laden trailer
and the vehicle itself weighs
2000kg, you have only 500kg of
accessories, people, gear, fuel
and all the rest to play with.
AT THE PUMP
The LTZ Crew Cab 4x4 manual

and produces 216gkm of CO.
The LTZ auto averages
7.6L/100km, 11.9L/100km and
245gkm.

AND STOP?
This Colorado has rmer, bettercontrolled suspension than its
predecessor, so on bitumen is
a tidier handler, taking corners
with a relatively at attitude and
exhibiting vastly superior control
over body movement.
On rough roads the
suspension is generally
absorbent, though on the cabchassis models the ride is pretty
fussy and you feel every blip on
the road surface coming through
the back end.
Roadholding isnt quite as

secure as Ranger and neither is
the ride as comfortable.
The steering is excellent for
the one-tonner class. Admittedly,
thats not saying much, but
the Colorados steering is
communicative, reasonably precise
and unaffected by kickback.
The brakes are quite powerful
and theres good pedal feel.
Rear seat space is generous,

particularly legroom, though
as in most one-tonners you do
sit slightly knees up, the seat
is at and the backrest upright.
Storage here includes small
door bins, a small compartment
under one side of the seat and
pockets on both front seat
backs. A 12-volt outlet is also
provided, plus three childrestraint anchor points.
THE INSIDE STORY

The Colorados cabin is spacious
and comfortable. All models
have Holdens seven-inch touchscreen MyLink infotainment
system, to which you can pair
your smartphone to do the
usual stuff such as making
and answering calls and audio
streaming, using Siri Eyes Free
if you have it, but also to access
embedded music, news and
navigation apps.
Rear-parking sensors and a
camera are also standard on
most models except the base DX.
The drivers seat is very
rm, with power adjustment
and decent support in the LTZ,
which has better bolstering
on the seat. You sit high, with
plenty of travel, but you cant
use some of it because there
is no complementary steering
wheel reach adjustment, so tall
blokes may nd themselves
cramped for legroom.
Theres ample storage around
the front of the cabin, including
two gloveboxes and a dashtop box, a basic, usable set of
controls, two 12-volt outlets in
the dash and simple instruments
with crowded increments.
IN THE BOOT
The dual cabs tub isnt quite as
big as the Rangers or Amaroks,
and unlike the Ranger XLT/BT50
GT theres no standard tub liner
or 12-volt outlet.
The tailgate is quite light. The
standard tonneau cover was
extremely difcult to secure to
the tub on a cool day.
WHATS STANDARD
All 4x4 pickups, LX and above,

have stability control, six
airbags, Bluetooth, MyLink
touch screen infotainment,
rear camera, rear parking
sensors, an alarm and cruise
control. LX has 16-inch steel
wheels with 245/70 tyres; LT
has 16-inch alloys.
LTZ has 17-inch alloys with
255/65 tyres, with an alloy
spare, power-adjustable
drivers seat, side steps, alloy
tub bar, soft tonneau cover,
chrome trim, automatic air.
Capped-price servicing is also
available.
100,000km.
Redbook future values: (LTZ
auto) 3yr: 53%; 5yr: 41%.
THINGS WE LIKE
Cheaper than most rivals, with great
drive-away deals often advertised
Smooth, strong 2.8 works well with
six-speed automatic
Tidy handling and accurate steering
Spacious, comfortable cabin
Capped-price servicing

Ride can be fussy and jiggly

Reliability is yet to be proven
No reach-adjustable steering wheel
No locking rear diff
You would be a brave man to tow 3.5
tonnes, especially up (or down) a
few hills on a regular basis
compare with ...

Ford Ranger, Isuzu D-Max, Mazda
BT50, Nissan Navara D40
HOLDEN COLORADO 7 FROM $46,990
oldens Colorado7 is a sevenseater wagon built on the

Colorado one-tonner chassis,
so compared with an SUV it
has design and engineering
limitations. However, when it
comes to off-road and towing, its
a class above.
The same vehicle, with a
different engine, is available as the
Isuzu MU-X, tested on page 56.
The Colorado7 LT costs
$46,990; the LT-Z, with the
same mechanicals and more
equipment, is $50,490.
As in the one-tonner, the
2.8-litre engine, a VM Motori
design, produces easy, strong
performance with outstanding
pulling power from idle and a
low-revving character which
ideally suits a towing, cruising
or off-road brief.
Theres some vibration in the
wagon, and engine noise levels in
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall
the cabin are also high compared

with an SUV.
The suspension is rm, so
theres relatively little body roll
compared with, say, a Prado GXL,
and the ve-link, coil-spring rear
end is more stable and compliant
than the leaf-sprung one-tonner,
though the Colorado7 can still get
a bit tail happy on corrugations.
Off road, theres plenty of
clearance (219-231mm), good
approach, departure and ramp
over angles and steel bash
plates under the engine and
transmission. Body movement is
well controlled on ruts and bumps.
Trailer sway control is standard.
The driver faces a dash thats
almost identical to the ute, so its
nothing fancy. The ddly circular
switch arrangement is a case of
form over function. Holdens My
Link infotainment system, with a
range of embedded news, music
and navigation apps you access
via your smartphone, is standard.
In the LT-Z tested, the leatherupholstered drivers seat is

comfortable and reasonably
supportive, with a long cushion
and plenty of travel.
However, tall drivers are forced
to endure quite cramped legroom
because the steering wheel is not
adjustable for reach.
Tradie trucks like Colorado
have oodles of storage,
which carries over here. Two
gloveboxes, a dash-top box,
centre console box and front-seat
cushion pockets are provided.
The body-on-frame design
dictates a high oor, so its a bit
of a climb into the elevated rowtwo seat. Side steps are standard.
Once there, its great for kids
as theyre not hemmed in by
high window sills, and because
the driver cant use much of
the seat travel, legroom is also
generous for adults.
Roof vents and air-conditioning
controls are provided for row-two
S
seats; roof vents are also provided
for row three. This is accessed by a
simple, effortless tumble function
on both sides of the 60/40 splitfold row-two seat, allowing a clear
space for kids to climb in and out.
The individual row-two seats
unfold easily from the oor and
are spacious and comfortable by
back stalls standards.
The two back seats sit on, not
in, the load oor, so if youre
putting a heavy object in the back
you have to heave it up a long
way and it sits precariously on
the seat backs. Theres also a big
ledge between the seats and the
tailgate. The load cover clips in
here, but you cant put much on it
without risk of damage.
In extended oor conguration
the oor is angled and very high
at the front.
If you can live without the back
seats, they are easily removed by
undoing a few bolts. This would
leave you with a huge load space.
THINGS WE LIKE
Well priced for a serious off-road
wagon
Torquey turbodiesel works nicely with
six-speed automatic
Spacious, comfortable and safe
Will tow effortlessly too

Seats on load oor arrangement
doesnt work
The ride isnt supple
Engine noise
Feeble brakes
SPEX (LTZ)
The Colorado7 is made in Thailand
2.8-litre four-cylinder turbodiesel/sixspeed automatic/four-wheel drive
0-100km/h N/A
city; CO emissions are 243gkm; fuel
capacity is 76 litres
Weight is 2170-2205kg
Max towing weight: 3000kg
Standard: LT includes six airbags,
stability control, xed-price servicing
for three years/60,000km, a rear
camera, rear-parking sensors, 16-inch
alloy wheels, adjustable headlights,
Bluetooth, USB connectivity, side
steps, rear air-conditioning, row two
and three roof vents and a load cover
LT-Z adds leather, 18-inch alloys,
LED tail lights, power-folding side
mirrors plus extra body coloured
and chrome trim
5yr: 44%
compare with ...

Isuzu MU-X, Mitsubishi Challenger
and Pajero, Toyota Prado
HOLDEN TRAX FROM $23,490
oldens Trax is a small

SUV based on the Barina
hatchback. Its only available
as a front-wheel drive, so think
of it as an interesting take
on the compact hatch with an
SUVs easy access and high,
comfortable seating position.
The base LS ve-speed
manual is $23,490, the six-speed
auto LS is $25,690 and the topspec LTZ auto is $27,990.
All models are powered by
GMs 1.8-litre, four-cylinder petrol
engine, which also does service in
the Cruze. Its an ageing slugger,
but in this application its pretty
good, offering reasonable midrange pulling power (assisted by
quite short gearing), good fuel
economy on regular unleaded and
greater renement than expected.
The ve-speed manual has a
light, acceptably precise action and
in fth at 100km/h the 1.8 is pulling
STARS
Safety
Green Vehicle Guide
Performance
Handling
3000rpm, so even here you can

get useful acceleration when you
need it. The six-speed automatic
does the job smoothly enough,
with a wider ratio spread for more
economical top-gear cruising.
Holdens chassis engineers
have given the Trax the
treatment and for a short,
tall box it handles predictably
and condently, with a secure
feel on the road. Body roll is
minimal and quality Continental
tyres are sticky and quiet. The
ride is rm and on the LTZs
18-inch alloys/55-aspect ratio
rubber it could become harsh
on rough NSW and Queensland
roads. The 16-inch alloys with
70-aspect ratio tyres on LS
are a far more comfortable,
absorbent combination.
The steering is feather light
and lifeless, with little on-centre
feel. Brakes are OK, though
the brake/clutch pedals in the

manual are very close together.
The driver faces a Barinastyle dash, enlivened by crisp,
attractive graphics on the MyLink
infotainment system touch
screen. Theres ample driving
position adjustability, but like the
Commodore, the A pillars do block
some of your forward/side vision in
corners, especially right-handers.
A rear camera and parking
sensors are standard.
Holdens MyLink system
offers Siri Eyes Free mode for
compatible devices like the
iPhone, plus supported apps such
as Pandora and Stitcher, which
now features a dedicated Holden
sports radio station.
You can also download a new
satellite navigation app called
BringGo to your phone and pair
it to MyLink. It gives you a fullfeatured touch-screen navigation
system, with Google Places

search and 3D maps that you can
take anywhere for a fraction of
the price you would usually pay
for a dedicated in-car system.
Theres plenty of handy storage,
including two gloveboxes, several
smaller nooks and crannies, big
door bins and a tray under the
front passengers seat in the LTZ.
The drivers seat is supportive
and comfortable, as is the rear
bench, which has two Isox
mounts plus conventional childrestraint anchors.
The boots not huge volume
with all seats in use is slightly less
than a Golf but its practical
enough, with a 60/40 rear-seat
extension, four bag hooks and
a no-cost option full-size spare
that will t under the oor. A 240volt electrical socket, with power
supplied by an on-board inverter,
is unique to this class and allows
you to power or recharge items
like cameras or laptops.
As an alternative to the
conventional small hatch, the Trax
is worth a look. Its a practical,
economical car that would be
pretty easy to live with.
THINGS WE LIKE
Big practicality in a small package
Comfortable seats
Reasonable performance and
fuel economy
Tidy handling
MyLink features and connectivity

Ride could be a bit rugged on 18-inchwheel LTZ model
Front pillars block some vision
Remote-control steering
Feels a bit low-rent Daewoo in
the cabin
SPEX (LS auto)

Made in South Korea
1.8-litre four-cylinder petrol/sixspeed automatic/front-wheel drive
torque at 3800rpm
0-100km/h N/A
city; 91 octane; CO2 emissions are
179gkm
Standard: Six airbags, stability
control, hill start assist, 16-inch alloy
wheels, rear camera and parking
sensors, MyLink, Bluetooth, leatherwrapped steering wheel
5yr: 38%

Value for money

Overall
compare with ...

Mitsubishi ASX, Nissan Dualis,
Subaru XV, Skoda Yeti, VW Tiguan
HOLDEN VF UTE
FROM $32,990
Holden and HSV utes will disappear in 2017 when production of the Commodore ceases.
Holden has recently been selling the SS 6.0-litre V8 ute for just $39,990 drive away.
Thats a steal for a guaranteed future classic, so buy two and put one in the pool room.
HOW MUCH?
VF ute prices start at $32,990
for the 3.6-litre V6/six-speed
automatic.
The 3.6-litre SV6 six-speed
manual is also $32,990. SS is
$38,990, SS-V is $42,490 and
SS-V Redline is $48,490.
STARS
(SV6/SS)
The auto adds $2200 to

these prices.
HSVs Maloo, with a 6.2-litre
V8, costs $58,990/$60,990; the R8
costs $68,290/$70,290.
NUTS AND BOLTS

Safety
Green Vehicle Guide
(SV6)
(V8s)
Performance
Handling
Value for money
Overall
The VF ute is made in

Australia.
At the front end, it inherits most
of the improvements made
to the VF Commodore sedan,
including a more efcient
energy-absorbing structure
for better crash protection, an
aluminium bonnet, improved
aerodynamics, electric power
steering, stiffer mounts for the
brake hardware on the rewall
and a retuned booster. A solar
ray windscreen blocks out 99.5
per cent of UV radiation.
Safety upgrades also include
four-way adjustable head
restraints plus pelvis protection
extensions in the front-seat side
airbags. Holden claims youll now
walk away with no injuries at all

from a 50km/h side impact in VF.
The rear of the passenger
compartment and the tub
remain as per VE.
The base-model ute and SV6 gets
a direct-injection 3.6-litre V6, with
350Nm at 2900rpm.
SS and SSV 6.0-litre V8 six-
speed manuals produce

at 4400rpm.
The Maloos 6.2-litre LS3 V8
produces 317kW at 6000rpm
and 550Nm at 4600rpm. In the
R8, its 325kW and 550Nm.
Partial cylinder deactivation,
which Holden calls Active
Fuel Management (AFM), is

tted to 6.0-litre V8 six-speed

automatics, with four cylinders
being shut down under light
engine loads as a fuel-saving
measure. Power is reduced to
260kW and torque to 517Nm,
both at the same revs.
V6 and 6.0 V8 engines will run on
E85 fuel; HSVs 6.2 V8 will not.
Suspension layout is as per VF
sedan multilink struts front/
four-link rear with specic
FE2 tuning to suit the utes
load carrying brief.
Redline includes Holdens
sportiest FE3 tune, plus forged
19-inch alloy wheels with
245/40 front and 275/35 rear
performance tyres. SSV also has
19-inch alloys with 245/40. SV6
and SS have 18-inch alloys with
245/45 tyres, all Bridgestones.
Electric steering is offered in
Touring tune in the base ute,
Sports in SV6, SS and SSV
and Sports with a switchable
Competitive mode in Redline.
Brakes are discs with ABS and
stability control, updated to
include Trailer Sway control.
Redline adds Brembo brakes.
The VF ute weighs 1656-1753kg.
Maximum towing weight is
1600kg.
HOW HOES IT GO?

The SV6S direct-injection 3.6
V6 doesnt have the stumppulling grunt of the Falcons
4.0-litre straight six, but its
potent, rened and responsive,
increasingly so as revs rise.
The six-speed manual is a
quicker, lighter shifter than the
Tremec box in V8 models, but
both are full of big, industrial
strength gears so it still pays to
take your time, push the lever
deliberately into each gate and
use the clutch with nesse.
The six-speed auto (also a
different transmission to the
one used with the V8) also works
a treat in manual mode, giving
you a revs to road speed blip on
downshifts, and holding your
chosen gear, come what may.
The V8 has torque and power
everywhere and is completely
unaffected by a load. However
the 6.2 in the Maloo is noticeably
more responsive across the rev
range, with better breathing
at the top end and a beautiful
sound.
It will cover the 0100km/h as
quickly as a good sports car, in
the mid ve-seconds range.

GMs six-speed auto is also a
much smoother shifter than the
original box rst installed in VE.
Hopefully it will be more reliable.
AT THE PUMP
The 3.6-litre SV6 auto

highway and 12.2L/100km
in town, on 91 octane. CO
The 6.0-litre V8 SS auto
highway and 17.0L/100km in
town, also on 91 octane. CO

AND STOP?
Given that VF ute will be the last
fully designed and engineered
Holden ute made in this country,
its worth reecting on the fact
that it is, without a doubt, the
best-handling vehicle of its
type anywhere in the world. No
other ute, pickup, one-tonner
or whatever will see the Holden
for dust when the corners start.
Many sports cars wont either.
The SV6/SS/SS-V utes, and
the Maloo, are sportier, betterbalanced handlers than the
equivalent sedans. They have
rmer suspension at the back
to suit a load-carrying brief and
are lighter overall, so theres
less body roll and better balance
through corners with minimal
rear-end squat and understeer
when driving out under hard
acceleration.
Electric power steering offers
precision and responsiveness,
plus good feedback.
Even on the Maloo, the ride is
rm, comfortable and compliant
while the brakes are progressive
and powerful with good pedal
feel. The Brembos on the Redline
are superb.
streaming capability.
A rear camera, electric
parking brake, dual-zone air,
parking sensors at both ends
and automatic parking are
standard. All models apart from
the base ute also get blind spot
alert and reverse trafc alert.
You can also automatically
start models tted with the
automatic transmission using
the remote. So the cabin can
be warming up or cooling down
before you get in.
Sports seats in SV6 and SS
are luxuriously comfortable and
supportive, however the seat
backrest angle adjustment lever
feels pretty imsy.
The cabin is trimmed in
Holdens signature black with red
and a bit of chrome bling.
Behind the seats is 300
400mm of space and a deep well
located in the oor. A couple of
netted bins are recessed under
the tray, while netted document
pockets are also provided.
THE INSIDE STORY
IN THE BOOT
Holden has used many Cruze

design elements and parts for
VFs dash and controls, rich
materials on the dash plus an
eight-inch colour touch-screen
infotainment system designed
to work with your smartphone.
It includes internet radio,
embedded Pandora and
Stitcher radio apps, voice
control (including Siri Eyes
Free for iPhone and iPad) for
call, radio, navigation and audio
functions, Bluetooth and app-
The tub is unchanged from

VE II. The tonneau cover uses
the same snap-lock plastic
securing strip as previously.
Pull tags are triple-stitched.
On dirt, a lot of dust gets past
the tonneau cover into the tray.
WHATS STANDARD?
VF ute includes six airbags,

stability control, dual-zone
air, automatic parking, rear
camera, front and rear parking
sensors, hill start assist, My
Link infotainment system,

Bluetooth, remote starting (auto
only) and 16-inch steel wheels
with 225/50 tyres.
SV6 and SS add sports body kit,
18-inch alloys, sports seats, blind
spot alert, LED daytime running
lights and a tonneau cover.
SS-V adds 19-inch alloys,
leather, colour driver info
display, navigation and DVD.
Redline adds Brembo brakes,
head-up display, forward
collision alert and lane
departure warning.
Maloo includes adjustable
performance modes, HSV seats,
20-inch alloys with 255/35 front
and 275/35 rear tyres. R8 adds
a bi-model high ow exhaust.
100,000km.
Redbook future values (SS-V
Redline): 3yr: 60%; 5yr: 51%.
THINGS WE LIKE
Great value and strong resales on V8s
Sweet, soulful V8 engines
The best-handling ute in the world
The safest ute in the world
The best-looking ute in the world
Comfortable seats
Worksburger infotainment system

Space-saver spare
Backrest angle adjuster is cheap
and nasty
Reliability baggage, which on form
could be troublesome
compare with ...

Ford Falcon ute
HONDA CRV
FROM $27,490
In this competitive, popular class, Hondas CRV struggles against the Holden Captiva,
Subaru Forester and Mazda CX5. Its 2.4-litre petrol/ve-speed auto is off the pace,
however the new 2.2-litre turbodiesel variant should be more competitive.
HOW MUCH?
The CRV range starts with the
2.0-litre six-speed manual frontwheel-drive VTi, at $27,490. The
ve-speed automatic is $29,790
and the VTi Navi is $31,790.
The 2.4-litre, ve-speed
automatic, all-wheel-drive VTi is
$32,790, the VTi-S is $36,290 and
the VTi-L, as tested, is $42,290.
NUTS AND BOLTS

The CRV is made in Thailand.

The 2.0-litre petrol engine
produces 114kW of power
STARS
Safety
Green Vehicle Guide

Performance
Handling

Value for money
Overall

torque at 4300rpm.
produces 110kW and 350Nm.
Its also matched with sixspeed manual/ve-speed auto
transmissions, plus all-wheel
drive, and averages 5.8L/100km
and 151gkm of carbon dioxide
emissions. The CRV diesel
was due for release as we
went to press.
In all-wheel-drive models, drive
goes to the front wheels, with
the rear wheels coming into
play only if the front wheels
start to lose traction.
strut front/multilink rear.
stability control.
All models except VTi-L have
17-inch alloy wheels with
225/65 tyres. VTi-L has 18inch alloys with 225/60 tyres.
A full-size spare on an alloy
wheel is standard.
CRV weighs 1460-1580kg.
It will tow up to 1500kg, however
max towball weight is 100kg.
HOW DOES IT GO?

I havent driven the 2.0-litre
petrol model but its numbers
suggest it will really struggle,
especially with the automatic.
The 2.4-litre is one of the most
powerful engines in this class, but
as is often the case with Honda
engines, it doesnt feel like its got
as much power as the specication
says it has. This is probably
because the full 140kW kicks in
only at 7000rpm, where the engine
is screaming its head off.
If the concept of torque is

foreign to you, youre probably
not going to get an understanding
of it here either.
Econ mode slows things
right down and the automatic is
reluctant to budge from the higher
gears. Normal and Sport modes
are better, with a more responsive
accelerator, a busier transmission
and reasonable progress.
However, compared with the
six-speed automatic and CVT
transmissions on rivals such
S
as Subaru Forester, Mitsubishi
Outlander and Mazda CX5, plus
the availability of automatic
stop/start and other 2013
technologies, the CRVs engine
and transmission are old,
inefcient and unrened.
The 2.2-litre diesel is a more
contemporary engine and
certainly more frugal, so by any
measure it will probably be the
engine to have in the CRV.
AT THE PUMP
The 2.0-litre automatic

in town, on 91 octane. CO

The 2.4-litre automatic
averages 8.7L/100km and
12.0L/100km, also on 91 octane.
CO emissions are 201gkm.

AND STOP?
The CRVs suspension strikes a
fair balance between handling
and ride. The formers cause is
helped on the VTi-L by 18-inch
alloys with wide, sticky Dunlop
Sport Maxx premium road tyres.
These give the CRV great grip
in corners and help to rein in its
inherent understeer.
Theres moderate body roll but
its well controlled, and the CRV
covers rough roads in a stable,
secure manner. It can bounce
a little on big bumps, especially
with a full load on board.
The light, sharp
electromechanical power
steering is quite vague at freeway
speeds, and a touch wandery.
When cornering, though, its
accurate and free from kickback.
The ride can be rm and dgety
around town; on the open road,
though, its ne and impacts are
effectively isolated from the body.
Brakes are average.
THE INSIDE STORY

In the VTi-L tested, I actually
thought I was climbing into a
base-specication CRV, not
the top-of-the-line variant,
and certainly not a car with a
$40K-plus pricetag.
Although theres nothing
wrong with the way its screwed
together, dull, hard grey plastic
everywhere and a boring
industrial-grade design create a
cheap and nasty impression.
A big central speedo
dominates the compact
instrument pod. Theres a trip

computer display in the speedo
itself; another screen on top of
the dash displays fuel numbers,
clock and audio status.
A third touch screen accesses
audio menus, Bluetooth and
navigation, which features clear,
bright Garmin-style graphics.
Storage includes a small
centre console box with 12V
and USB outlets (the latter
requiring a factory cable) inside,
a covered cupholder/storage bin
in front of that, and door bins
with twin bottleholders. The
owners manual takes up most
of the glovebox space.
Theres lots of drivers seat
travel and ample wheel reach
adjustment as well. A camera is
standard, plus seat belt indicators
for all back seat positions.
The drivers seat is
supportive and comfortable.
The top-spec chair has heating,
leather and power adjustment,
with the cushion adjustable for
height and angle.
CRV has one of the most
spacious back seats in this
class. Legroom isnt an issue,
even for tall adults, while
access is great due to sideopening doors and a low oor.
The at bench and adjustable
backrest angle suit the
placement of child restraints,
however the two top tether
points are in the roof.
Air vents, front-seat back
pockets and bottle holders in
the doors are also provided,
along with a convex mirror in the
drivers sunglasses holder that
allows you to check on the kids
from the drivers seat.
IN THE BOOT
Like the back seat, CRV scores
big points here. The low oor is
very easy to load and also creates
a big overall load space.
Levers release either side of
the 60/40 split-fold rear seat,
which then folds neatly to create
an extended, but not quite at,
oor of 1.8 metres.
Bag hooks, a load cover and a
small net are provided.
WHATS STANDARD?
VTi has six airbags, stability

control, 17-inch alloys,
camera, Bluetooth, USB and
alarm and roof rails.
VTi-S adds automatic
headlights, dual-zone air,
navigation, rear parking sensors

and a leather-wrapped wheel.
VTi-L adds active cornering
headlights, sunroof, smart
key entry and starting, poweradjustable heated drivers
seat, leather upholstery,
front parking sensors, and all
windows up or down with a key
fob button. A driver assist option
package includes lane keeping,
automatic braking to help
prevent you rear-ending another
car and adaptive cruise control.
100,000km.
Redbook future values: (VTiL) 3yr: 54%; 5yr: 44%.
THINGS WE LIKE
Spacious, practical, comfortable
interior
Tidy handling, especially on
rough roads
Good ride comfort here too
Full-size spare

Engine/transmission is old technology
and feels like it
Downmarket dash design and materials
Child-restraint tethers in the roof
Rides a bit jiggly around town
compare with ...

Holden Captiva, Mazda CX5,
Mitsubishi Outlander, Nissan X-Trail,
Subaru Forester, Toyota RAV4
HYUNDAI IX35
FROM $26,990
Hyundai has updated the ix35 for 2014 with direct injection petrol engines and yet
another claimed x for its substandard suspension. Hyundais long warranty, excellent
reliability and low running costs remain its most attractive features.
HOW MUCH?
The ix35 2.0-litre petrol
front-wheel-drive Active costs
$26,990 with a six-speed
manual or $29,190 with a sixspeed automatic. Elite auto is
$33,090.
Elite 2.0-litre turbodiesel allwheel drive auto is $38,090. Elite
2.4-litre petrol all-wheel drive
STARS
auto is $35,490.
Highlander all-wheel-drive 2.4
petrol auto is $38,090 and the
turbodiesel auto is $40,490.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The ix35 is made in South Korea.

It uses a unitary construction
body and under the skin it is
basically the same car as its
Kia Sportage stablemate. Kia is
owned by Hyundai.
The front-wheel drive ix35 uses
a 2.0-litre direct injection petrol
engine with 122kW of power at
at 4000rpm.
The 2.0-litre turbodiesel R engine
392Nm from 18002500rpm.
The ix35s all-wheel-drive system
is electronically controlled, ondemand, high-range only, with
a lockable centre differential
producing a xed 50/50 split in
low-traction conditions.
strut front/multilink rear, tuned
for local road conditions.
Steering is electrically assisted,
while the disc brakes have ABS.
Stability control is also standard.
Wheels are 17-inch steel on

Active and 17-inch alloy on
Elite, both with 225/60 tyres.
Highlander has 18-inch alloys
with 225/55 tyres. A full-size
spare is standard.
S

Weights range from 1470kg

(Active manual) to 1706kg
(Highlander auto).
Towing capacity is 1600kg.
Capped price servicing is
available.
HOW DOES IT GO?

I havent driven the direct
injection 2.0-litre petrol engine
introduced to the base ix35 in
late 2013, however its numbers
are only marginally up on its port
injection predecessor, which
lacked the torque required to shift
this sort of weight, a problem that
couldnt be entirely compensated
for by the efciencies of six ratios
in the automatic.
Left in Drive, it hunted up and
down the ratios on all but at
ground, looking for torque that
wasnt there.
However peak torque revs
have dropped by 400rpm with the
direct injection engine, so the
auto should have more luck in its
search for the sweet spot.
The 2.4-litre petrol, also direct
injection, works well in the
bigger, heavier Santa Fe, and
with 240Nm of torque it should do
the job easily here.
Neither petrol engine is
particularly fuel efcient,
however both use 91 octane.
The 2.0-litre turbodiesel,
also used in the Kia Sportage,
is a smaller version of the
outstanding 2.2-litre engine also
used in the larger Santa Fe (and
Kia Sorento). It shifts the ix35
effortlessly and theres no need
to move the lever out of D.
However, its worth noting
that the 2.0-litre turbodiesels
fuel economy is nothing special
compared with similar 2.0-litre
engines in Subarus Forester
and VW Tiguan.
Around town it actually uses
more fuel than the 2.2-litre
turbodiesel in the much heavier
Santa Fe.
AT THE PUMP

The 2.0-litre petrol Active

on the highway, 11.2L/100km
in town and produces CO2
The 2.4-litre petrol Elite
auto averages 7.4L/100km,
13.7L/100km and 233gkm.
91 octane is recommended.
The 2.0-litre turbodiesel Elite

AND STOP?
The all-wheel-drive models
are signicantly better than the
base Active and worth the extra
spend if youre going to be using
the ix35 for anything other than
running around the suburbs.
Under power, the front-wheeldrive Active wanders a little, as
the steering suffers from mild
torque steer.
It doesnt sit on the road with
the same security or condence
as the all-wheel-drive versions
either, and on choppy surfaces it
can be loose and harsh.
Hyundai has had a couple of
goes at xing the ix35s mediocre
ride/handling compromise since
its launch in 2010. I havent
driven the latest version, but
its progressive rate dampers
are similar to those on the Kia
Sportage. New front subframe
bushes are also claimed to
lessen impact harshness and
vibration.
The factory also claims to have
improved the previous models
imprecise electric steering
with a quicker ratio and faster
processor.
The ix35 takes too much time
and effort to pull up from highway
speeds. The brakes need more
initial bite and outright power.
THE INSIDE STORY

Like Hyundais uidic
sculpture exterior styling,
the dash design can seem a
bit hysterical at rst, but the
control layout is actually easy to
use and pretty efcient.
Fit, nish and materials quality
is as good as any from Japan, and
Hyundais warranty coverage is
better.
Hyundais mechanical
reliability record is also excellent.
Touch screen audio is
standard, as is Bluetooth with
audio streaming.
The fairly basic, unsupportive
drivers seat has plenty of travel,
and the wheel is rake- and
reach-adjustable.
The back seat offers easy
access, a at cushion, reclining
backrest and plenty of space.
Its 130cm wide so you can put
three kids in there.
Door bins, nets and bottle
holders are provided, but the
centre seat belt spools out of the
roof, which is a bit of a hassle if
youre trying to secure a child.
IN THE BOOT
Boot space, accessed via a
roof-hinged tailgate, is also
reasonably generous, with a wide
oor and the ability to extend it
to around 1.7 metres using the
60/40 split-fold rear seats.
A small side bin, 12-volt outlet,
hooks and net lugs and a load
cover are provided.
WHATS STANDARD?
Active includes six airbags,

stability control, 17-inch steel
wheels, an alarm, cruise
control, Bluetooth with audio
streaming, auxiliary and USB
inputs and a power-adjustable
drivers seat.
Elite adds 17-inch alloys,
automatic headlights, roof
rails, leather/cloth
upholstery, navigation with
SUNA trafc updates, a
camera, rear storage net and
sun visor extensions.
Highlander adds full leather,

18-inch alloys and a sunroof.
Warranty: Five years/unlimited
kilometres.
Redbook future values (Elite 2.0
TD auto): 3yr: 55%; 5yr: 45%.
THINGS WE LIKE
2.0-litre turbodiesel/six-speed auto
works well
Reasonable value for money
Excellent quality and reliability
Long warranty

Base model Active lacks torque and
might struggle
The styling is an acquired taste,
especially when you compare it with
Kias rakish, clean Sportage
Inconvenient centre rear
seatbelt operation
Brakes lack power
compare with ...

Kia Sportage, Nissan Dualis, Subaru
XV, Skoda Yeti, VW Tiguan
HYUNDAI SANTA FE FROM $37,990
he Hyundai Santa Fe features

seven seats in all models.
The 2013 lineup opens with
the front-wheel-drive 141kW
2.4-litre direct-injection
four-cylinder petrol/six-speed
manual Active at $37,990. The
six-speed auto is $40,490.
The 145kW 2.2-litre
turbodiesel/six-speed manual
Active is $40,990. A six-speed
auto adds $2500.
The Elite 2.2 turbodiesel
automatic is $47,490 and the
Highlander is $51,490.
The 2.2 turbodiesel produces
class-leading numbers for its
size: 145kW of power at 3800rpm
and 436Nm from 1800-2500rpm,
or 421Nm with the manual.
The same engine is also used
in the Santa Fes twin under
the skin, the Kia Sorento. Its
numbers are far superior to any
Japanese rival. Toyotas 3.0-litre

turbodiesel in the LandCruiser
Prado, for example, produces
less power, less torque, and
uses more fuel.
Its also a stronger performer
across most of the rev range,
and much more fuel-efcient,
than the 2.7-litre V6 turbodiesel
in the Ford Territory.
The Hyundai pulls easily from
low revs, is exceptionally smooth
and strong in the midrange and
pulls hard across the top end to
well past 4500rpm, almost like a
sporty 2.0-litre petrol engine.
The manuals action is ne
and the gearing is appropriate,
but the automatic is a more
efcient match with the engine
and you can just relax and let it
do the work.
In base Active specication,
its certainly worth spending
the extra $2000 for the auto.

Hyundai claims the suspension
has been tuned for Australian
road conditions, but if this is the
case the engineers who tuned
it were driving on some atypical
Australian roads, ie, smooth ones.
The Santa Fe does pack some
very sophisticated chassis
technology, including torque
vectoring and steering assistance
in the stability control system.
The Santa Fe has no serious
vices and handling is passable
for a family truck, but it feels
like a not-quite-there attempt to
replicate the Mercedes M Class.
Body control isnt great,
theres a lot of roll at the rear
and the plot gets rather oaty
and unsettled on bumpy roads.
Its not tuned with the same
nesse and handling bias as the
Kia Sorento, which is a much
more composed, condent

handler at speed.
The Completely and Utterly
Useless Tech Award of the Year
also goes to Hyundai for its
three-mode selectable electric
steering, which, on any setting,
has no road feel whatsoever.
Unfortunately, the Sorento is
saddled with the same system.
The cabin is bright, open,
spacious and very well nished.
The middle row is split 60/40
and has plenty of legroom.
Its wide enough for three on
short trips and three restraint
anchors are on the back.
The two individual row-three
seats, which form the load oor
when not required, are easily
raised into position, but the second
row folding system is clumsy and
rear-seat access is difcult.
In ve-seat mode the oor is
long, low and easy to load via the
roof-hinged tailgate.
wheel is included, as is cappedprice servicing for three years.
THINGS WE LIKE
The 2.2 turbodiesel is the best engine
in this class
Plenty of space
Loaded with equipment
Excellent quality
Long warranty

Lots of body roll in corners and it gets
unsettled on a rough road
Difcult access to the back seats
Kia Sorento is more stylish and
handles better
SPEX (Elite auto)

STARS
Safety (Euro NCAP)

Green Vehicle Guide

Performance
Handling
Value for money

Overall

Made in South Korea

2.2-litre four-cylinder turbodiesel/sixspeed manual/six-speed automatic/
on-demand all-wheel drive
0-100km/h in 10 seconds
kilometres
5.9L/100km highway; 9.6L/100km city;
Max towing weight: 2500kg (auto)
Standard: Stability control, seven
airbags, active front-head restraints,
18-inch alloys, Bluetooth with audio
streaming, USB, rear camera, rear
park assist, leather-wrapped wheel,
chilled glovebox, touch-screen
navigation with SUNA trafc updates
5yr: 43%
compare with ...

Ford Territory, Holden Captiva,
Kia Sorento, Nissan Pathnder
INFINITI FX FROM $76,400
nniti returned to Australia

in 2012 with the M sedan and
the FX SUV, but it has failed to
re so big price cuts have been
the order of the day.
FX is still positioned at the
premium end of the SUV market,
but prices were again axed, by
up to $10,000, in mid 2013 in an
attempt to improve sales, which
have been abysmal.
FX prices, like those of the
Lexus RX, are still far too close
to the three big German SUVs:
Audis Q7, BMWs X5 and the
Mercedes ML, to warrant a
serious comparison.
The FX range opens with the
FX37, at $76,400. This model runs
the same 235kW/360Nm
3.7-litre V6 petrol engine as parent
brand Nissans 370Z sports car, in
a different state of tune.
The FX30d, at $78,400, uses a
Renault-sourced 175kW/550Nm
STARS
Safety
Green Vehicle Guide
Performance
Handling
3.0-litre V6 turbodiesel.
Both models are also offered
in S specication, at $83,400
and $84,500 respectively, and S
Premium, at $86,400 and $88,400.
The FX range-topper is a
beast: the 287kW/500Nm 5.0-litre
V8 FX50S, at $104,900. You could
almost call it a bargain, given
that a German wagon with V8
power cant be had for under
$120,000.
The FX is a bigger wagon than
the Lexus RX, and all models
have permanent all-wheel drive,
in high range only, plus a sevenspeed automatic transmission.
If youre looking for the best
combination of real-world, usable
performance and fuel-efciency,
the V6 turbodiesel would be the
pick of the drivetrains. Its not the
smoothest turbodiesel in the world,
though, and its also a pretty noisy
device. Against the Germa-brand
diesels, Nissans effort sounds and

feels like a truck engine.
The V8 has undeniable,
if illogical, appeal. Nissan
knows how to do a serious
performance engine and the
5.0-litre is exactly that.
The fact its naturally aspirated
means you have to give it a few
revs to get it on song, but once
there it goes hard and smooth
like a good V8 should, and sounds
beautiful. It works seamlessly with
the seven-speed transmission.
Handling is tidy. The
adjustable suspension (standard
on FX50; optional on the V6s)
is rm, so body control is
disciplined and theres relatively
little roll in corners.
Sure, the FX always feels big
and heavy, but its not unwieldy
like some similar-sized SUVs.
It sits on huge, lightweight 21inch Enkei alloy wheels, shod
S
with 265/45 tyres, so theres no
shortage of grip.
Steering is conventional
hydraulic, with rear-wheel
steering as well on the V8. Its
precise and surprisingly tactile.
The cabin and dash
feel dated, with fussy,
uncoordinated styling thats
in complete contrast to the
sleek, efcient design of the big
German-brand SUV interiors.
Theres plenty of space,
though, and comfortable seating.
Useful standard features
on all models include a power
tailgate, Bose audio and four
12- volt power outlets.
Given that Inniti is yet to
establish itself, and that shortmedium-term resale values are
likely to be soft, prices for the FX
are too high.
Sure, its well equipped and
competent, but if youre hoping
to take it up to the Audi Q7/BMW
X5/Mercedes M Class, you have
to offer something pretty special.
The FX doesnt.
THINGS WE LIKE
Tough, chunky styling
V8s a honey, and fast
Competent dynamics for a big SUV
Plenty of space
Power tailgate

Overpriced
Uncertain resale values
Huge thirst and high CO2 emissions
At the price, most of the options
should be standard.
The Inniti brand has failed here
once. Second time lucky?
SPEX (FX50S)
Made in Japan
5.0-litre V8 petrol/seven-speed
automatic/all-wheel drive
torque at 4400rpm
city; 98 octane premium; CO2
Warranty: Four years/100,000km
Standard: Stability control, six airbags,
leather upholstery, 21-inch alloy
wheels, adaptive, bi-xenon headlights,
power tailgate, navigation, 10g music
storage, adaptive suspension, surround
cameras, radar cruise with collision
warning, lane departure warning
5yr: 35%

Value for money

Overall
compare with ...

Audi Q7, BMW X5, Lexus RX,
Mercedes M Class
NEW CAR BUYER | 53
ISUZU D-MAX
FROM $33,400
4X4
UTE
OF THE
YEAR
Its a close thing between the Ford Ranger and Isuzu D-Max for top 4x4 ute honours, but
D-Max wins on the basis of bulletproof reliability from its 3.0-litre turbodiesel, a classleading ve-years/130,000km warranty plus great-value deals on 4x4 crew cab models.
HOW MUCH?
D-Max 4x4 models start at
$33,400 for the single-cabchassis EX ve-speed manual.
Space cab-chassis base model
is the SX, at $39,100. Crew cabchassis SX is $41,300.
Crew cab ute starts at
$42,000 for the SX; space cab
ute LS-U is $43,700; crew cab
LS-U is $45,500.
A ve-speed auto adds $2200
to all models bar EX.
Top-of-the-range, tested
here, is the LS-Terrain crew cab
ute, at $49,500, or $51,700 for

the automatic. Isuzu regularly
advertises drive-away deals
at lower prices than these, so
go to www.carsales.com.au
for details.

Safety
Performance
Handling
Value for money

Overall
NUTS AND BOLTS
STARS
Green Vehicle Guide
The D-Max is made in Thailand.

As with the previous model, bodyand chassis-wise its the same
truck as Holdens Colorado.
However, while Isuzu still uses
its own 3.0-litre turbodiesel
four- and ve-speed manual
and automatic transmissions,
Holden has now changed to a VM
Motori 2.8-litre turbodiesel, with
ve-speed manual and six-speed
automatic transmissions.
Isuzus 3.0-litre turbodiesel
four cylinder produces 130kW
of power at 3600rpm and
380Nm of torque from 18003000rpm (1800-2800rpm in
automatic variants).
Isuzu ve-speed manual and
Aisin ve-speed automatic
transmissions send drive to
the rear or all wheels, with
selectable 4x4 operation in
high and low range.

Hill ascent and descent control
are tted.
A steel frame chassis, double
wishbone front and live axle/
leaf spring rear suspension,
with gas-charged dampers
at both ends, and disc front/
drum rear brakes are tted.
assisted, engine-speed
sensitive, rack and pinion.
4x4 models have 16-inch
wheels with 245/70 AT tyres;
LS-U has 17-inch alloys with

255/65 HT tyres. A full-size

spare is standard.
Ground clearance is 225-235mm.
Kerb weight for LS-U is
1940kg. GVM is 2950kg. GCM
is 5950kg and all 4x4 models
have a maximum towing weight
of 3000kg.
HOW DOES IT GO?

Isuzu is a truck manufacturer
so thats exactly the style of
performance you get with its
3.0-litre turbodiesel.
S
Its power and torque numbers
are now at the lower end of the
4x4 one-tonner class, but by any
measure the Isuzu engine is a
good one. Its got a lazy, gentle
but unstoppable character and its
performance is quite deceptive.
Theres some vibration and
a gravelly diesel note under
acceleration. Once up to
cruising speed, its smooth,
quiet and economical.
The ve-speed automatic
takes a more relaxed approach
to proceedings than the busy sixspeed boxes in some rivals, but the
3.0-litre has the grunt to pull very
low revs in the higher gears. At
80km/h, its doing 1400rpm in fth.
In low range, the torque is
multiplied to great effect and
the engine will drive the D-Max
up a pretty fearsome slope with
ease. The hill holder and descent
control are useful here, but its a
shame no locking diff is available;
thus equipped, the D-Max would
be the complete off-road package.
Hooking the claimed maximum
three-tonnes towing weight to the
towbar is doable, but as with any of
these supposed maximum weight
claims, you wouldnt want to do it
very often or for very far. But the
D-Max is as tough as they come
and Im unaware of any towinginduced cooling system or dual
mass ywheel/clutch issues with
it, whereas rivals such as Nissans
Navara and the Mazda BT50/Ford
Ranger have had the occasional
problem reported by owners.
AT THE PUMP
The LS-T crew cab manual

highway, 10.6L/100km in town,
and produces CO emissions
of 220gkm.
The automatic averages
7.0L/100km, 10.0L/100km
and 214gkm.

AND STOP?
It cracks me up when
manufacturers try to spin onetonner chassis engineering as
sophisticated and different.
They are all basically the same.
Simple, cheap, live-axle, leafspring suspension is used at the
back because its been the best
setup for carrying heavy loads
since man rst stood on two legs.
The steering is extremely indirect
to suit the vehicles high centre
of gravity, so it doesnt tip over
the instant you turn the wheel.

Isuzu calls the D-Max chassis
i-Grip. Thats short for Isuzu
Gravity Response Intelligent
Platform. The man who came up
with that has one of the worlds
great creative minds, but his
grammar needs work.
Ride and handling have been
improved on this model, were
told, with wait for it FlexRide suspension. Thank God it
doesnt ex too much.
It gets better. Apparently the
D-Max was tested for advanced
renement in Pininfarinas
wind tunnel in Italy, where
Ferrari and Maserati do their
aerodynamic engineering. It has
a record-low coefcient of drag
for a one-tonner only 0.47!
Thats roughly similar to the
pyramids of Egypt.
The D-Max handles, brakes
and steers like any other onetonner, and its suspension is
designed to work best with a
couple of hundred kilograms in
the back. If you take it easy, its
ne. If you dont, its terrifying.
The ride is rm, absorbent and
comfortable. Big hits dont worry it.
Off-road in rough, low-range
terrain, the D-Max doesnt
bounce and jump around
either, and the standard rear
suspension is also sufciently
robust to cope with towing,
with a maximum download on
the towball of 300kg. Cabchassis models have rmer rear
suspension than utes.
are both pretty rm, though the

D-Max seemed slightly softer
than the Colorado.
D-Max LS Terrain gets a
Clarion navigation/audio system,
with a touchscreen, off-road
destinations, speed camera
warnings, reversing camera,
clear graphics and a userfriendly interface.
However, its an aftermarket
tment, so unlike the lowerspec models, LS Terrain has no
volume or Bluetooth controls on
the steering wheel, which is a
major pain in the neck.
So is the fact that there is
no reach adjustment for the
steering wheel, which will make
some tall drivers feel rather
Theres storage everywhere,
including two gloveboxes and a
lidded compartment on top of the
dash. Two 12-volt outlets are also
provided in the dash.
Back-seat passengers sit
slightly knees-up, with plenty
of legroom, a at cushion and
upright backrest.
THE INSIDE STORY
WHATS STANDARD?
D-Max and Colorado are similar

inside, as expected, but at topspec level you get more gear in
the D-Max. The drivers seats
IN THE BOOT
As per Colorado here, with a
smaller tub than BT50, Ranger
and Amarok, but also with easier
loading, especially reaching over
the side, which can be almost
impossible in those utes. Theres
no 12-volt outlet or tub liner tted.
On cab-chassis, a factory alloy
tray adds 100kg or so; a steel
tray adds 200kg.
LS-U also has trip computer,

side steps, chrome bling, roofmounted speakers and 17-inch
alloys; LS-Terrain adds leather
upholstery, roof rails, poweradjustable drivers seat, Clarion
touch screen audio/navigation
and a reversing camera.
100,000km.
57%; 5yr: 48%.
THINGS WE LIKE
The best reliability record in the class
Tractable, economical 3.0-litre
turbodiesel
Decent handling and a comfortable
controlled ride
Good value, especially at regular
driveaway price sales
Plenty of cabin space and many
storage options

No steering wheel reach adjustment
No steering wheel audio/Bluetooth
controls on LS Terrain
No rear diff lock available
compare with ...

Holden Colorado, Ford Ranger,
Toyota Hi Lux
The latest new

car deals &
special offers
SX includes stability control,

six airbags, Bluetooth, iPod
connectivity, 16-inch steel
wheels and cruise control.
ISUZU MU-X
FROM $40,500
Isuzus MU-X wagon is a twin to Holdens Colorado 7, the only major differences being
engines and transmissions. MU-X is based on the Colorado/D-Max ute and is a tough,
albeit slightly rough, family-sized seven-seater with genuine go-anywhere ability.
HOW MUCH?
All MU-X variants run a 130kW
3.0-litre four-cylinder turbodiesel
with ve-speed manual or
automatic transmissions.
The range opens with the
rear-wheel-drive LS-M auto, at
$40,500; the LS-U auto is $42,000.
4x4 models, all with a dualrange transfer case and
selectable rear or four-wheel
drive, start at $45,600 for the
LS-M manual; the auto is $47,800.
LS-U specication costs
$47,100/$49,300 and the top-ofthe-range LS-T auto, as tested,
is $53,500.
STARS
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling


Value for money
Overall
The MU-X is made in Thailand.

It uses the same body-onladder chassis construction
as the D-Max ute, however
the wheelbase is shortened
by 250mm, the utes rear leaf
springs are replaced by coils, and
discs replace drums at the rear.
Isuzus bulletproof 3.0-litre
four-cylinder turbodiesel
from 1800-2800rpm.
The ve-speed Aisin
automatic has adaptive
mapping and a manual shift
function using the lever.
A dual-range transfer case
permits rear-wheel-drive
operation on bitumen and
4WD operation is high or low
range on unsealed surfaces.
2WD High/4WD High can be
selected at speeds up
to 100km/h.
Hill descent and ascent control
are standard.
A steel-frame chassis, doublewishbone front, ve-link
live-axle rear suspension with
gas-charged dampers and disc
brakes are standard.
assisted rack and pinion.

LS-M has 16-inch alloy wheels

with 254/70 all-terrain tyres;
LS-U and LS-T have 17-inch
alloys with 255/65 highway
tyres. A full-size spare on an
alloy wheel is standard.
Weight is 1900-2060kg.
3000kg with a 300kg towball
download.
GVM on 4x4 models is 2750kg;
GCM is 5750.
HOW DOES IT GO?

The 3.0-litre four cylinder
turbodiesel is also used in the
D-Max ute, tested on page 54.
Its attractions are proven

reliability and an easy, gentle
delivery that allows it to chug
along effortlessly most of the
time using very few revs. In
fact, you can drive it around
all day and rarely see the high
side of 2000rpm. In fth gear
in the automatic, at 100km/h,
its turning over at 1800rpm,
which is precisely where peak
torque kicks in, so top gear
responsiveness is pretty good.
That said, this engine is at the
lower end of the output scales
for power and torque, and its
absolutely slaughtered on both
counts by the VM Motori 2.8-litre
in the Colorado 7, tested on page
S
44. That engine now produces
500Nm of torque, which is what
really counts here, and is a
much stronger performer in any
situation, especially when towing,
than the Isuzu engine.
Acceleration in the MU-X is
very leisurely no matter how
deeply you press the accelerator,
and theres quite a lot of vibration
too, although with only 2700km
on it the test cars engine wasnt
even close to being run in and
with 5000-plus kilometres on the
clock would probably be much
smoother, as it is once you have
reached your cruising speed.
The test engines low
kilometres may also have
contributed to excessive
highway fuel consumption
of 11.2L/100km on test. The
3.0-litre is usually much more
frugal than that.
Five ratios are enough for
an engine of this type and in
most situations the automatics
shifts are smooth and timely.
It goes for the higher gears
almost immediately, however
on climbs and descents it will
hold an intermediate ratio to
improve performance or engine
braking. The only issue is a bit of
a thump when the cruise control
is disengaged by placing your foot
gently on the brake pedal.
Low range allows the engine
to easily haul the MU-X through
most terrain, however its lowrange ratio of 2.482 is taller than
that in the Colorado, which also
has a six-speed auto.
AT THE PUMP
The MU-X 4x4 manual uses

produces CO emissions
of 221gkm.
7.1L/100km, 10.7L/100km
and 223gkm.

AND STOP?
Dynamics are par for the course
on a wagon of this type. Which is
a polite way of saying that were
dealing with a primitive, onetonner-based chassis, which is
about as far from sporty handling
territory as its possible to get.
That said, MU-X is also a heavyduty off-roader so it has a breadth
of go-anywhere ability that no SUV
can match. Its not as intimidating
to drive and park as the super-
size wagons either; from the

drivers seat, it feels smaller than
it is, in part because vision around
the car is clear. A tight turning
circle is another attraction.
Off-road, theres a useful
230mm of clearance and solid
bash plates protecting the
underbody. A locking rear diff
option would be nice.
The suspension is quite rm
and control over body movement
is reasonable. Add the wagons
shorter wheelbase and coilsprung rear and its a more agile
device than the D-Max ute. Its
also more stable, especially at
the rear where the MU-X isnt
as jumpy on corrugations, and
its rear discs contribute to more
powerful braking than the disc/
drum setup on the ute.
The steering has a modicum
of feel and precision; theres
also a trace of shake at times
on rough roads.
The ride is rm but not too
truck like, with acceptable
comfort and compliance on rough
roads. The MU-X doesnt roll or
oat excessively like some 4WDs,
such as Toyotas Prado GXL.
THE INSIDE STORY

The dash is as per the D-Max, so
the top-spec LS-T presents more
like a $30,000 ute than a $50,000
wagon. Fit, nish and materials
are at the rough, el-cheapo end
of the scale, especially the partleather upholstery which has
the sheen and texture of plastic,
however to Isuzus credit the
cabin stayed squeak- and rattlefree on test.
A at, unsupportive drivers
seat has lots of travel, however
the wheel isnt reach-adjustable,
so tall drivers will be cramped.
Like the ute, you get plenty of
storage: two gloveboxes, a dash-
top box and a centre console box.

The LS-Ts touchscreen
infotainment system, which
includes navigation, has icons
that are too small and crowded
to easily hit with your nger,
so eyes off the road time
is excessive. Theres also an
incredibly silly Ecology display,
complete with a lovely tree
image, that tells you how nice
youre being to the environment.
Its a con. This engine is old tech
and only Euro4 compliant; the
Colorados 2.8 is Euro5; the Isuzu
engine also scores only 2.5/5 in
the Green Vehicle Guide.
When you push the accelerator,
the Ecology display give you a
Caution: Throttle message. So if
youre going to do your bit for the
planet, you must drive the MU-X
without using the accelerator.
The middle seat is high,
comfortable and has reasonable
legroom. Kids will love it because
they can see out easily. Theyll also
love the roof-mounted DVD screen;
the DVD itself goes in the head unit
on the dash and theres a remote
but no wireless headphones, so
everybody has to listen to whatever
the kids are watching.
Kids in the two fold-up
back stalls will also be happy,
because these seats have more
legroom and easier access
than most, the latter via an easy
tumble-fold action for either side
of the 60/40-split middle seat.
The curtain airbags extend to the
back seats and roof-mounted
vents are provided for rows two
and three, with a rear air fanspeed control in LS-T.
IN THE BOOT
Isuzu has overcome the
Colorado 7s problem of a huge
step in the boot oor in ve-seat
conguration by tting a bin
between the folded row-three

seats and the tailgate, which at
least makes the full-length oor
at. Its still a clumsy, inefcient
design though, because the
oor is very high and angled,
which compromises ease of
loading and safety.
Theres a 12-volt outlet and a
imsy, ddly load cover.
WHATS STANDARD?
LS-U includes six airbags,

stability control, alarm, Bluetooth,
micro USB, rear-parking sensors.
LS-T adds 17-inch alloys,
Bluetooth audio streaming,
touch-screen infotainment with
navigation with trafc updates,
rear-seat DVD screen/remote
control, USB port, reversing
camera, leather-faced seats
and roof rails.
Warranty: Five years /
130,000km.
Redbook future values: Not
yet established.
THINGS WE LIKE
Spacious seven-seater cabin with lots
of storage
Reliable, tractable 3.0-litre
turbodiesel
Genuine off-road ability
Long warranty
Easy to drive for a big wagon

Colorado7 has 120Nm more torque, a
six-speed auto and its LX specication
is much more generous than Isuzus
equivalent MU-X LS-U
Rear camera not standard on LS-U
Feels poverty pack inside, even topspec LS-T
No reach adjustment for the wheel
Everybody has to listen to the kids
DVD in LS-T
High, angled boot oor
compare with ...

Holden Colorado7,
Mitsubishi Pajero
JEEP GRAND CHEROKEE
The 2014 Grand Cherokee range gets an eight-speed auto and a rear-wheel-drive base
model. If youre after a luxurious, ve-seater 4x4, the Laredo 3.0-litre V6 turbodiesel is
unbeatable value. If youre after a classy V8 muscletruck, the wicked SRT-8 is a steal.
HOW MUCH?
The Grand Cherokee Laredo
3.6-litre V6 petrol, offered with
rear-wheel drive as a base
model, is $43,000.
The 3.6-litre V6 Laredo 4x4 is
$46,000. The Limited is $56,000
and the Overland is $66,000.
The Limited 5.7-litre V8 is
$61,000; the Overland is $71,000.
Laredo is $51,000, the Limited
is $61,000 and the Overland is

$71,000.
The 6.4-litre Hemi V8 SRT-8
monster is $77,000.
An eight-speed automatic is
standard in all models.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide
Performance
(3.0T/D; SRT-8:
Handling

Value for money

Overall
The Grand Cherokee is made in

the USA.
The WK body is unitary
construction. Chrysler claims
its stiffer than the BMW X5.
It is also used in the current
Mercedes-Benz M Class, as it
was developed during parent
Chryslers time under Daimler
ownership. The brand has
since been sold and is now
controlled by Fiat.
The Laredos 3.6-litre V6
Pentastar petrol engine produces
347Nm of torque at 4300rpm.
The 5.7-litre V8, with 260kW
at 5150rpm and 520Nm at
4250rpm, has automatic
switching to four cylinders
under light loads to save fuel.
The 3.0-litre Fiat-engineered
V6 turbodiesel produces 177kW

18002800rpm.
The ferocious 6.4-litre Hemi
V8 in the SRT-8 produces
344kW at 6250 rpm and
624Nm at 4100rpm. SRT-8
also has a high-range-only
all-wheel drivetrain.
Selec-Terrain, available with
the dual-range Quadra-Trac
II and Quadra-Drive II dualrange drivetrains, is a pushbutton traction control system,
similar to the one used in the
Land Rover Discovery, that coordinates the drivetrain, brakes
and suspension to maximise
traction on different surfaces,
including rocks (in low range
only), snow and sand/mud.
Hill-start assist and descent
control are both also part of
the system.
with a rear multilink
arrangement replacing the
previous models live axle.
Optional air suspension has
ve different manually and

automatically adjustable height

settings, from extreme offroad (approximately 287mm
clearance) to high-speed Aero
(approximately 187mm).
Safety features include stability
control with trailer sway control,
seven airbags and active frontseat head restraints.
Brakes have twin-piston front
calipers and ABS.
Fuel tank capacity is 93.5 litres.
The Laredo V6 4x4 petrol
weighs 2084kg and will tow
up to 2812kg. The 3.0-litre
V6 turbodiesel (2267kg) and
V8 Limited/Overland models
(2302kg/2329kg) will tow up to
3500kg. The SRT8 (2289kg) will
pull up to 2949kg.
HOW DOES IT GO?

The Pentastar V6 doesnt have
a lot of punch below 3000rpm
and it lacks the effortless,
economical grunt of a 3.0-litre
turbodiesel engine. You wouldnt
pick it for towing.
When you put your foot down
FROM $43,000
IN THE BOOT
The long oor is easily extended
in a 60/40 split to a at 1.8m. A
temporary spare on a steel wheel
is underneath.
WHATS STANDARD?
to overtake, the eight-speed

kicks back to a middle ratio to
tap the engines sweet zone,
which starts at around 3500rpm
and runs to 6500rpm. Here, it
runs very smoothly and strongly.
However, the 3.0-litre
V6 turbodiesel mounts an
unarguable case in the Grand
Cherokee.
Its extremely powerful,
pulls from idle with complete
ease and the eight-speed
helps it to return outstanding
fuel efciency.
If you have always lusted after
a Mercedes ML63 AMG, you
should have a drive of the SRT8 because youll get a similar
performance package plus more
than $100,000 change. That V8 is
a beautiful thing and very quick,
driving the SRT-8 to 100km/h
in 5.3 seconds. Given the
performance on offer, the SRT-8
is an absolute bargain.
AT THE PUMP
The Laredo 3.6-litre V6 petrol

and produces CO2 emissions
of 244gkm.
The Laredo 3.0-litre V6
turbodiesel averages 6.5L/100km
The Limited V8 averages
9.2L/100km, 19.6L/100km and
304gkm. The SRT8 averages
10.1L/100km, 20.7L/100km
and 327gkm.
91 octane is recommended for
the V6; 95 octane for the V8s.

AND STOP?
The Grand Cherokee is not up there
in the on-road handling stakes
with BMWs X5, but then again the
BMW wont take you anywhere
interesting off-road either.
The air suspension and 20-inch
alloy wheel-equipped Overlands
ride is characteristically rm, but
well controlled and compliant
on smoother roads. Theres a
trace of steering shake on rough
surfaces, and the ride may be a
touch hard for some.
The Laredo, with conventional
suspension, 18-inch wheels and
slightly higher aspect ratio tyres,
is not only the best-value model,
its also the best one to drive on
patchy local roads because its
more comfortable and you lose
virtually no handling ability.
Off-road, though, the Grand
Cherokees relatively short
travel, rm suspension, in either
standard or air-assisted form,
can see it get pretty jostly and
uncomfortable in the cabin.
It also restricts the Jeeps
ability to tackle deep ruts and
ledges where long suspension
travel is required.
The brakes are up to the
task, with good pedal feel and
progression.
THE INSIDE STORY

The stylish, well organised
dash features an easy-to-use
touch-screen Bluetooth/media/
navigation system with voice
activation and clear graphics.
Attractive TFT instruments
feature a huge digital speedo to
help keep you on the right side
of the law.
The deep dash cowl and low
seating position mean you cant
see the bonnet and the front end
feels like its 10km away. The
thick front pillars also block a lot
of your forward vision.
Threading the Grand Cherokee
down a tight, twisting off-road
track could be a bit fraught
because it will be hard to see the
ground immediately in front of you.
A rear camera with dynamic
grid lines is standard; collision
warning and radar cruise are also
available on Overland and SRT-8.
Rear-seat legroom is ne
for most people, though tall
adults sit slightly knees up and
it can get a little tight with a tall
driver up front.
The 60/40 split-fold seat is
similarly rm, the backrest angle
is adjustable and you get vents,
front-seat back nets and bottle
holders in the doors.
The seat is only 130cm wide,
so three adults in the back will be
pretty friendly.
There are three child restraint
anchors located on the back of
the rear seat.
Laredo includes stability control,

seven airbags, dual-zone air,
bi-xenon headlights, Bluetooth,
USB, heated front seats, alarm,
roof rails and a camera.
Limited includes leather
upholstery, front and rear
parking sensors, power tailgate,
navigation and Alpine sound.
Overland adds a dual-pane
sunroof, air suspension, cooled
front seats, adaptive cruise,
collision mitigation and blind
spot monitoring.
100,000km.
Redbook future values (Laredo
3.0TD): 3yr: 51%; 5yr: 38%.
THINGS WE LIKE
Great value for money and high resale
values
SRT-8 is a steal when you compare
with an ML63 AMG
Competent on-road handling, with
useful off-road ability
Rened, torque-laden turbodiesel
Spacious, comfortable interior

Limited and Overland have a pretty
rm ride. The temporary spare is also
ridiculous on a 4x4
Thick front pillars restrict vision and
you cant see the bonnet
Jeeps quality and reliability record
isnt wonderful
Limited suspension travel compromises off-road ability
compare with ...

Land Rover Discovery, Mitsubishi
Pajero, Toyota LandCruiser Prado
JEEP WRANGLER
FROM $32,500
Jeeps Wrangler is well priced for a machine that, in its extreme Rubicon iterations, can
take you as far off road as you want to go. Just dont expect any of the niceties of modern
4x4s, such as comfort, handling, renement, quality or space efciency. Man up instead.
HOW MUCH?
The Sport 3.6 V6 petrol twodoor softop costs $32,500 and
the Sport 2.8 four-cylinder CRD
turbodiesel is $38,500.
The 3.6 V6 Overland hardtop is
$42,500; the Rubicon is $43,000.
Unlimited four-door Sport
softop 3.6 V6 and 2.8 CRD cost
$36,500 and $42,500 respectively.
The 3.6 V6 Unlimited Overland
hardtop is $47,000, as is the
Unlimited Rubicon softop.
STARS
STARS
Safety
Not yet tested
Green Vehicle Guide
(3.6 V6)
Performance
(on road)
(off road)
(2.8 CRD)
Handling
(on road)
(off-road)

Value for money
Overall
(on-road)
(off-road)
A six-speed manual gearbox

is standard.
A ve-speed automatic is
standard on Overland, adds
$2000 to other 3.6 V6 variants,
and $1000 to 2.8 CRD models.
NUTS AND BOLTS

The Wrangler is built on a

separate steel chassis in
short and long wheelbase
(Unlimited) congurations.
Its made in the USA.
The 3.6-litre V6 petrol engine

at 4300rpm.
turbodiesel is a VM Motori

engine that produces 147kW at

3600rpm and 410Nm between
2200 and 2600 revs when
matched with the manual
gearbox, and 460Nm at the
same revs with the auto.
Wrangler comes with a
six-speed manual gearbox
as standard. The manual
turbodiesel also has stop/start,
which improves fuel efciency.
The Command-Trac 4WD
system is part-time, with shift
on the y as well as high and
low ranges, the latter using a
2.72:1 reduction ratio. Neutral
allows you to at tow the Jeep.
Rubicon has the Rock-Trak
two-speed transfer case, with
a 4:1 reduction ratio, front and
rear locking differentials and
Goodyear 225/75 all-terrain tyres.
Suspension at both ends is live
axle coil spring/ve-link.
Steering is recirculating ball.
Four-wheel disc ABS brakes,
stability and traction control are
tted. Rubicon axles are heavyduty Dana 44 units, and the
stabiliser bars can be decoupled.
All models get 17-inch alloy
wheels with 245/75 tyres.
The Wrangler weighs
17412173kg.
on 2.8 CRD Sport and 70 litres
on 3.6 V6 Sport. Its 85 litres
on Unlimited.
The two-door Sport models
will tow up to 1000kg and the
Unlimited will tow 2300kg.
HOW DOES IT GO?

Both engines have good low-down
performance yet are reasonably
happy to rev, especially the

3.6-litre V6 petrol, which I havent
driven in the Wrangler but have
tested in the Grand Cherokee.
The turbodiesel is tractable,
responsive and acceptably rened.
The manual gearbox is on the
slow and clunky side but works
well enough, and theres no doubt
which gear you are selecting.
The automatic transmission is
reasonably smooth and seamless.
It works more harmoniously
with the diesel than with the
petrol engine. As you can see
from the fuel gures below,
the 3.6 V6 petrol/automatic
transmission Wranglers are
still pretty thirsty beasts.
AT THE PUMP

The 3.6 V6 automatic Sport

averages 8.8L/100km on
the highway, 15.6L/100km
The 2.8 turbodiesel auto
Sport averages 7.7L/100km,
10.2L/100km and emits
227gkm of CO2.

AND STOP?
Keep in mind that this is a
serious off-road vehicle and you
can forgive the rather vague
steering, relatively harsh ride
and persistent understeer if you
push moderately hard.
If youre only buying one of
these Jeeps for the macho image
they provide, but expect Lexustype smoothness and renement,
you are on the wrong track.
Both vehicles offer the

opportunity to explore areas
that are out of reach to the vast
majority of alleged 4WD vehicles.
Jeeps tough Wrangler can
tackle narrow bush tracks, rocky
outcrops and wet and dry, soft
sand in an exemplary manner.
An optional off-road pack,
which includes an electronically
controlled rear diff lock, 3.73
reduction ratio and an electronic
front sway bar decouple device,
gives it even more ability in
mountain goat territory.
The short wheelbase Sport
model would be our vehicle of
choice in rugged conditions, while
the longer wheelbase on the
four-door Wrangler Unlimited
provides a more comfortable
ride on bitumen.
surrounding landscape. There is

a substantial, well-padded roll
cage to protect occupants.
The drivers seat is a good size
but on the at side and really not
all that supportive.
The steering column only
adjusts for tilt but its not too
hard to nd a comfortable
driving position.
Ergonomics are good, with no
real stretch required to reach any
of the controls.
Vision outwards is good
thanks to the near-vertical
windscreen and well-sited pillars.
Theres good in-cabin storage
space and the large centre
console has a lockable lid.
Getting in and out of the back
seat isnt too difcult despite
the narrow opening the rear
doors provide.
Legroom is tight.
IN THE BOOT
The boot is average in volume
for this class and simple to load
thanks to its square shape,
relatively low oor and tall roof.
The rear glass is hinged up
separately and can be left open
while travelling.
The tailgate opens sideways
and is hinged on the wrong (left)
side for Australia.
WHATS STANDARD?
THE INSIDE STORY

The shape looks (and is) boxy
and uncompromising. It also
looks like there should be plenty
of room inside, but thats not the
case. Space efciency is poor.
Wrangler is available with the
choice of soft and hard tops, the
latter in three separate sections.
Removal of either top is a fully
manual operation no pushbuttons here so give yourself
plenty of time to put the top back
on again if you see rain clouds in
the distance; its not the simplest
of operations.
For real open-air motoring
it is relatively easy to pull off
the doors and fold down the
windscreen. Then you get
a buggy-style platform that
really makes you one with the
The Sport includes stability

control, two airbags, airconditioning, cruise control,
a leather-wrapped steering
wheel, tyre-pressure
monitoring, bash plates and a
single CD player.
100,000km.
Redbook future values
(Unlimited Sport softop 2.8DT
man.): 3yr: 54%; 5yr: 44%.
THINGS WE LIKE
Looks like it means business
Unique off-road ability with open-top
body style
Low-down grunt from both engines
Rubicon really will go anywhere

Vague steering and awful handling
Below-average build quality, a
similarly patchy reliability record and
a very cramped, uncomfortable cabin
Side-hinged tailgate
compare with ...

Land Rover Defender, Toyota 70
Series LandCruiser
KIA SORENTO
FROM $38,490
FAMILY
SUV
OF THE
YEAR
Kias Sorento backs up again to take our Family SUV of the Year award for the second
year running. Its a well-sorted, well-built, generously equipped wagon at very
attractive prices. The 3.5-litre V6 petrol and 2.2-litre turbodiesel start below $40,000.
HOW MUCH?
The base front-wheel-drive
3.5-litre V6 petrol/six-speed auto
Si is $38,490. The SLi is $40,990.
The all-wheel-drive 2.2-litre
turbodiesel Si is $39,990 with
a six-speed manual or, as
tested, $41,990 with the auto.
SLi specication has the auto as
standard, at $44,490, while the
Platinum is $50,790.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide

Performance
Handling
Value for money

Overall
The Sorento is made in

South Korea.
It uses the same unitary
construction chassis and running
gear as the Hyundai Santa Fe.
The engines are also from
Hyundai, with the 2.2-litre R
turbodiesel also available in
the Santa Fe.
at 5000rpm.
The 2.2-litre R-family
turbodiesel was developed
at Hyundai/Kias European
engineering centre in Germany.
It produces a best in class
(by four-cylinder turbodiesel
standards) 145kW at 3800rpm
and 436Nm from 1800rpm
(421Nm with the manual).
Drive and sequential manual
shift modes.
Drive goes to the front wheels
under normal conditions,
but up to 50 per cent can be
sent to the rears. The centre

differential can be locked for
a xed 50/50 split at speeds
below 40km/h to help traction
in difcult conditions.
Hill-descent control is
also tted.
front/independent multilink rear.
Steering is electromechanical
rack-and-pinion, with three
selectable weightings.
Brakes use ventilated front
discs. ABS and stability control
are included. Stability control
can be switched off.
Wheels are 17-inch alloys with
235/65 tyres on Si, 18s with

235/60 tyres on SLi and 19s

with 235/55 tyres on Platinum.
wheel is standard.
The 2.2 turbodiesel Sorento
weighs 19261960kg.
The Sorento 2.2 turbodiesel/
automatic and the 3.5 V6 petrol
automatic will tow up to
2000kg. The 2.2 turbodiesel
manual will tow up to 2500kg.
Capped-price servicing is
available.
HOW DOES IT GO?

goes hard and pulls strongly and
smoothly right across the rev
range. Its certainly a match for the
Territorys 4.0-litre and Klugers
3.5 litre, and at the prices being
asked youre getting a lot of bang
for your bucks with the 3.5 V6 Si.
Kias 2.2-litre turbodiesel has
been engineered to compete in
the European market and its
power and torque numbers are
exceptional for an engine of this
size, and comparable with the best
from European manufacturers
such as Mercedes-Benz.
Its a ne engine, pulling
smoothly and easily from idle
with minimal lag and easy,
effortless strength.
It drives the Sorento to
100km/h in 10 seconds, which
isnt bad for a four-cylinder
engine shifting nearly two tonnes.
It ticks over at 1750rpm at
100km/h in sixth on the highway.
The six-speed automatic
is a happy match with the
engine. Its shift programming
and gearing complement the
diesels characteristics, shifts
themselves are smooth, its not
overly busy and you get quick
kickdown when you want it.
Manual mode is rarely needed.
AT THE PUMP
The 3.5 V6 petrol auto

town, running on 91 octane.
The 2.2 turbodiesel manual
The 2.2 turbodiesel/auto

AND STOP?
Kias Australian suspension
tuning guru, Graeme Gambold,
has delivered the best-handling
SUV in the class. OK, the Sorento
is not an X5, but its closer than
anything else youll nd at this
price, including the softer (and
more comfortable) Territory, the
too-soft Santa Fe and the Kluger,
which handles like a boat.
Sorentos suspension is on
the rm side, as it has to be
when two tonnes are involved.
Theres excellent control over
body movement, safe, secure
roadholding on rough surfaces,
and the Sorento gets around most
corners without feeling too topheavy or pushing the front end
wide, as is often the case in this
class of vehicle.
The trade-off is a fussy lowspeed ride, especially on the
Platinums 19-inch wheels. The
SLis 18s, on 60 aspect ratio
rubber, are the best compromise.
Unfortunately, Sorento also gets
Santa Fes adjustable electric
power steering. This overassisted
system requires you to trust that
the front wheels are actually
attached to the other end of
the steering gear, because its
difcult to feel anything through
the steering wheel.
The brakes are adequate.
THE INSIDE STORY
IN THE BOOT
The European theme continues

in the Sorentos cabin, too, which
takes many cues from VW/Audi
including simple white on darkgrey graphics, classy serrated
knobs, textured materials
(including a grippy, leatherwrapped wheel) and clean,
formal styling. Thats not a bad
thing, because VW/Audi cabins
are pretty good.
The dash is logical and
efcient, with classy illuminated
instrument clusters, a big
audio/navigation display screen
on Platinum and high-quality,
soft-touch trim.
Hands-free Bluetooth phone
and media streaming and full
iPod connectivity, all controlled
by buttons on the steering wheel,
are standard and theres more
than enough drink bottle and
oddment storage, including a
huge centre console bin.
Tall drivers will push the front
seat fully back, in which case
row-two legroom is adequate
rather than generous, and
adults sit slightly knees-up.
The backrest angle is adjustable,
you get three restraint anchors
and proper head restraints,
and the seat is wide enough for
three kids. B-pillar vents and
good storage are other kid- (and
parent-) friendly inclusions.
The two individual row-three
seats are ne as occasional and/
or short-distance seats for kids up
to teen age, but adults will have
their knees up around their ears.
Access can be tricky because
before you can tumble fold the
60/40-split row two to let the
kids in the back, you also have to
push the front seats well forward
beforehand, which can be tedious.
The side-curtain airbags do not
extend to the third row.
In ve-seater mode theres a

low, wide oor with plenty of
overall space.
The row-two backrests easily
fold forward and lock into place
for an extended, at oor of more
than 1.8 metres.
A load cover is included, along
with a small storage bin (in part
occupied by the jack) under the
oor. No 12-volt outlet is provided
but there are two up front.
WHATS STANDARD?
Si includes six airbags, stability

control, Bluetooth and audio
streaming, iPod connectivity,
dual-zone air, leather-wrapped
wheel and 17-inch alloys.
SLi includes 18-inch alloys, a
camera, leather upholstery, roof
rails and a fan for row three.
Platinum also gets a big
sunroof, side window blinds,
heated and cooled front seats,
navigation and tinted rear glass.
kilometres.
Redbook future values (Si 2.2DT
auto): 3yr: 56%; 5yr: 46%.
THINGS WE LIKE
One of the best diesels on the market
Good value and strong resale values
Well-built and nished
Long warranty
Class-leading handling

Low-speed ride can be a touch choppy

Rear-seat access is tricky
Steering is totally devoid of feel
Side airbags dont extend to the third
row of seats
compare with ...

Ford Territory, Holden Captiva,
Hyundai Santa Fe, Toyota Kluger
KIA SPORTAGE
FROM $25,490
Kias Sportage Series II differs little from the original apart from the fact that its made
in Slovakia rather than South Korea. Sales are strong, because while the Sportage has
plenty of competition its also good value for money and a stylish compact SUV.
HOW MUCH?
The Sportage range is similar in
price, mechanical specication
and equipment to the Hyundai
ix35. Both are variations on the
same vehicle.
It opens with the 2.0-litre fourcylinder petrol front-wheel-drive
Si, at $25,490 with a ve-speed
manual or $27,490 with a sixspeed auto. The all-wheel-drive
2.0-litre six-speed auto SLi is
STARS
$31,990; the 2.0-litre turbodiesel

six-speed auto SLi is $35,490.
The 2.0-litre/six-speed auto
Platinum is $36,490, while the
2.0-litre turbodiesel/six-speed auto
Platinum, tested here, is $39,990.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling
Value for money

Overall
The Sportage is made in

Slovakia.
at 4600rpm.
The front-wheel-drive model
has ve-speed manual or sixspeed automatic transmissions.
The SLi runs the 2.0-litre petrol
engine or a 2.0-litre turbodiesel,
which produces 135kW at
18002500rpm.
A six-speed auto is standard, as
is all-wheel drive.
Top-of-the-range Platinum
offers the same drivetrain
choices as SLi.
The all-wheel-drive system is
electronically controlled, ondemand, high range only. You
can lock the centre differential

if traction becomes marginal.
Hill-start assist and downhillbraking control are also provided.
strut front/multilink rear,
with extensive Australian
engineering input to calibrate
springs, dampers and sway
bars to suit our rough local
roads. In the end, we got the

Sportage with a European
suspension specication and
steering rack.
Steering is electro-hydraulic,
while the disc brakes have ABS.
Stability control is also standard.
Wheels are 17-inch alloy on
Si/ SLi, with 225/60 tyres.
Platinum has 18-inch alloys
S
with 225/55 tyres. A full-size

spare is standard.
(Si manual) to 1609kg
(Platinum).Towing capacity is
1600kg (automatics) or 2000kg
(Si manual).
HOW DOES IT GO?

The 2.0-litre turbodiesels
performance is deceptive. It
always seems to be chugging
along easily, with no noticeable
turbo lag or surge and a
remarkably relaxed character.
It almost feels like a French
turbodiesel in this regard.
When you put your foot
down, however, it really gets
up and goes, with strong
rolling acceleration that makes
overtaking too easy.
Around town, it will slug
away all day at under 2000rpm.
Theres a bit of vibration, but
no more than any other fourcylinder turbodiesel.
Its worth noting, though, that
fuel efciency isnt quite as good
as comparable engines from
BMW, Subaru and VW.
In fact, this engines larger
2.2-litre cousin, used in the
mid-size Sorento, returns lower
consumption in town according
to Australian standard tests.
The six-speed is a good thing,
but a slightly more aggressive
Sport mode might work better
than the occasionally lazy
(especially on downshifts)
mapping here. Still, you can
always use manual mode.
petrol model. This engine has
been replaced in the Hyundai
ix35 by a more responsive,
efcient direct-injection unit,
so expect it to be replaced here
too in the near future.
AT THE PUMP
The 2.0 turbodiesel automatic

town, with C02 emissions of
189gkm.
The 2.0 petrol automatic, with
front-wheel drive, averages
7.1L/100km, 11.8L/100km and
210gkm, on 91 octane.

AND STOP?
You can tell straight away that
somebody who knows what
they are doing has calibrated
the suspension on the Sportage

because body control, compliance
and stability are markedly superior
to the loose, harsh, nervous
quality that usually characterises
a Korean car driven at speed on an
Australian country road.
Although the Sportage feels
more taut and controlled than the
ix35, its not without its faults.
The steering is too light and
uncommunicative, the front-torear torque split isnt the most
seamless in the world (theres
also a fair bit of torque steer
before the back wheels get some
drive), and the brakes lack bite
and power.
Given the high torque output of
the turbodiesel, a slight rear-drive
bias, as per BMWs X1, would
better suit the Sportage and give it
more neutral, responsive handling
in tighter corners.
THE INSIDE STORY

Interior space is, obviously,
comparable with the ix35, which
means Sportage is tighter than a
Forester but has reasonable back
seat and boot space.
You face a much more stylish
dash layout than in the Hyundai.
Permanently illuminated
instruments, in white with darkgrey graphics, are very easy
to read.
Wands and switches work with
a tactile, quality feel, and the
piano-black high-gloss trim in
the Platinum looks good.
Your iPod lives in the centre
console box, out of sight, and can
be operated from the steering
wheel or audio head unit.
You need a factory cable
for full compatibility. Two 12-
volt outlets are provided, but

Bluetooth is a notable omission
from the equipment list.
A sunnies holder, extendable
sun visors and big door bins are
useful features.
The Platinums seats have
leather faces and supposedly
matching vinyl on the sides and
backs, but the colours and textures
dont match, so it looks awful.
The drivers seat is
comfortable, but the backrest
is only lightly bolstered so
cornering support isnt great.
Some tall drivers will want
more seat travel; rake and reach
adjustment are provided for the
steering wheel.
Thick front pillars and a
forest of old-style protruding
head restraints on the back seat
restrict your vision at times,
and you have no idea where the
front end of the car is because
you cant see the bonnet at all,
but the rear camera integrated
in the centre rear-view mirror is
a brilliant idea.
Back-seat space is
reasonable, verging on tight if
there are a couple of big blokes
in the front seats. The seat itself
is shaped for two, comfortable
and well padded.
Storage includes front-seat
back nets and bottle-sized door
bins. There are three childrestraint anchors on the back of
the seat, while the roof-mounted
centre seat belt is a pain if youre
putting kids in the car several
times each day.
IN THE BOOT
The oor is quite high and can be
extended in a 60/40 conguration.
Extended length is a not-quite-at

1.7 metres, which is pretty good
for a compact SUV.
Theres a net, load cover, hooks
and lugs, plus a full-size spare on
an alloy wheel.
WHATS STANDARD?
The Si includes six airbags,

stability control, active frontseat head restraints, 17-inch
alloys, Bluetooth connectivity
and a USB input.
SLi adds a rear camera,
automatic headlights, roof
rails, trip computer, leatherwrapped steering wheel and
dual-zone air.
Platinum adds 18-inch alloys,
rear-parking sensors, leather
upholstery, sunroof, tinted
glass, rain-sensing wipers and
a six-stack CD.
kilometres.
Redbook future values: (Platinum
2.0T/D) 3yr: 57%; 5yr: 44%.
THINGS WE LIKE
Easy urge from 2.0 turbodiesel/
six-speed auto
Tidy handling and ride
Platinum is loaded
Camera in rear-view mirror is a
great idea

You can see where the leather
upholstery ends and the vinyl starts
Weak brakes
Fuel numbers arent great compared
with rival engines
compare with ...

Hyundai ix35, Mazda CX5, Subaru XV,
VW Tiguan
LAND ROVER DEFENDER
Land Rovers Defender should by rights have disappeared 20 years ago, but its a good
thing it didnt. Sure, its primitive, uncomfortable and temperamental, but every drive is
an adventure and its a wonderful off-road machine. In 2015 an all-new model is due.
HOW MUCH?
The Defender range opens with
the short-wheelbase 90 wagon at
$42,800. The 110 wagon is priced
at $47,500.
A 110 single-cab pickup is
$48,790, the 110 hardtop is $44,230
and the 110 crew cab is $47,230.
The 130 cab-chassis is $48,790,
the 130 crew cab-chassis is
$52,790 and the 130 crew cab
pickup is $54,290.
STARS
NUTS AND BOLTS

Safety
Not yet tested
Green Vehicle Guide
Performance
Handling


Value for money
Overall
The Defenders body-onchassis design with coil-spring

suspension is the same in
essence as the rst 110 wagon
introduced in 1983.
All Defenders are powered
by a Ford-developed 2.2-litre
turbodiesel engine, a different
one to that used in Freelander.
It produces 90kW of power at
at 2000rpm.
Drive goes to all four wheels
via a six-speed manual
transmission and a dualrange, full-time 4WD transfer
case with driver-selectable
centre differential lock for
low and high range.
Suspension is coil-spring
live axles front and rear with
recirculating-ball steering.
Brakes are discs on both
models and with ABS on the
90/110 wagon.
The 90 and 110 have 16-inch
wheels with 235/85R16 tyres
tted; the 130 has 16-inch steel
rims with 7.50R16 tubed tyres.

The Defender weighs 2041kg

as a 110 wagon or 2120kg as a
130 dual cab.
Service intervals are every
10,000km or six months.
HOW DOES IT GO?

I tested the 2.2-litre turbodiesel in
the short-wheelbase Defender 90.
Its power and torque numbers

are the same as the 2.4-litre
engine it replaced in 2011, but
the 2.2-litre feels more energetic
and responsive. OK, so reaching
100km/h from rest still takes
about three weeks, and its top
speed is, ahem, just 145km/h,
but hey, thats still 35km/h faster
than youre allowed to drive on
any Australian road.
FROM $42,800
four luggage tie-down points but
no 12-volt accessory sockets.
The oor is narrow because
the wheel arches intrude.
The 110 wagon has a 1.1-metre
long oor; in the 90, you have
nearly 1.5 metres of oor length,
but unfortunately you cannot
easily remove the two back seats.
WHATS STANDARD?
Its in the sweet spot at 90100km/h where sixth has it

turning over at 2000rpm, which is
fairly busy by current standards.
Fuel efciency is poor and you
can easily empty the tank inside
400 kilometres.
I hooked up a 1.2-tonne camper
trailer to the Defender and as you
would expect it was completely
unaffected, pulling it with ease
even up a very steep, long hill.
Handling was also ne; the
Defenders extremely robust
suspension is made for this
sort of stuff
The Defenders six-speed
manual gearshift is light and
positive ... for a truck box.
AT THE PUMP
The Defender 90 averages

produce C02 emissions
of 266gkm.

AND STOP?
The Defender is as old-school
traditional 4WD as you can get,
and nothing highlights this more
than its on-road dynamics. Its
steering has play on-centre,
does not provide much road feel
when turned and the chassis
does not respond quickly to
steering input.
You sit high up in the Defender
and body roll, while not excessive,
is accentuated.
The tyres do not provide
much grip on sealed surfaces.
This is a vehicle that requires a
conservative approach to corners.
The ride in the short wheelbase
90 is lumpy and jarring at times,
because the heavy-duty

suspension has minimal
compliance in response to small
irregularities in the road.
Its strong chassis and hard
suspension are a boon on very
rough roads and bush tracks,
though, where the Defender will
cope with bumps and potholes
that would damage other vehicles.
Brake feel is poor and you need to
get hard on the pedal to achieve
moderately effective performance.
THE INSIDE STORY

Getting into the Defender serves
as another reminder of how 4WDs
used to be and tall drivers will nd
the Defender very squeezy indeed.
The main controls and
instruments are simple and clear
to use and the centre stack places
sound system and ventilation
controls within easy reach. There
are no USB or Aux jacks in the
Defender, so you have use those
quaint old things called CDs. Its
pretty pointless anyway because
the cabin is noisier than any other
4WD you will ever drive.
Its as though theres no
sound-deadening material (or
very little) under the cabin or
in the wheel arches, so as well
as lots of engine and drivetrain
noise, any stones icked up by
the tyres hit the vehicle with an
alarming cracking sound.
The drivers seat offers only
basic adjustments and while
its reasonably comfortable, it
has insufcient travel, so taller
blokes will be very cramped.
The driver is not provided with
a left footrest either and you sit
with your right elbow jammed
against the door.
As you may have already

guessed, driving a Defender
a long way can become rather
uncomfortable.
The 90 has two individual rear
seats, which are the same as
the optional third-row seats in
the 110 wagon.
In the 110, the rear seat is a
three-person bench split 60/40.
Because the Defender is
classied as a light goods
vehicle (NA) under the
Australian Design Rules, it does
not require the tting of child
seat anchorage points.
Land Rover says local
approved child seat-tting
stations can install them.
The 110 wagons optional third
row costs an extra $2000.
The two third-row seats (and
the rear seats in the 90) each fold
down from their stored position
on the cargo area sidewall, an
old-fashioned approach that
impedes on cargo space.
Despite this, the Defender
110s third-row seating is one
of the most comfortable and
spacious of its type, because
each seat is a full-size item and
is high off the oor.
Leg, shoulder and foot room
are all good, but headroom is
poor for tall adults. There are no
storage bins or cup holders in the
back, but the side windows slide
open for ventilation and there is
adequate storage space behind
and between the seats.
Air-conditioning, central
locking, power front windows,
single CD player, two cup
holders, the hood bows and
canopy are standard on the
130 Crew Cab.
The 90 and 110 wagons also
have ABS brakes, 16-inch
alloy wheels, traction control,
headlight level adjustment and
a rear window wiper.
100,000km.
Redbook future values (110
wagon): 3yr: 48%; 5yr: 37%.
THINGS WE LIKE
Legendary off-road ability
Strong mid-range torque
Will take a lot of punishment
Third-row seating comfort and space
Youll never get booked for speeding

Mediocre dynamics and relatively
poor fuel efciency for a diesel
1950s ergonomics
What safety features?
Hard ride
Buy a good set of spanners
IN THE BOOT
The Defenders cargo area is
accessed by a narrow, light,
swing-out one-piece door and
presents a at cargo oor with
compare with ...

Jeep Wrangler, Nissan Patrol,
Toyota 70 Series LandCruiser
AUSTRALIAN
USTRALIAN 4WD & SUV BUYERS GUIDE | 67
LAND ROVER DISCOVERY
Discovery has been updated for 2014, with the new model (pictured above) on its way.
The 4 badge is gone, the 5.0-litre petrol V8 is replaced by a supercharged 3.0-litre V6
and theres now a high-range-only option, which at this stage isnt coming to Australia.
HOW MUCH?
The current Discovery 4 range

opens with the 3.0 TDV6 at
$68,900. The 3.0 SDV6 SE is
$84,600 and the HSE is $95,900.
The 5.0 V8 petrol HSE costs
$129,900. These prices will
change when the 2014 update
arrives, so go to www.carsales.
com.au for details.
NUTS AND BOLTS

The Discovery is made

in England.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money
(TDV6:
Overall
)
It uses separate body-onframe architecture.

The 3.0-litre TDV6 twin
of torque at 2000rpm.
The 3.0-litre SDV6 engine,
which uses exactly the same
mechanicals and differs only
in its software, is tuned for
at 2000rpm. The two turbos
work both in parallel and
sequentially.
The 5.0-litre direct-injection
petrol V8 produces 276kW at
The 5.0-litre petrol engine is
matched with a ZF six-speed
Diesels are matched with a ZF
eight-speed automatic.
The new 3.0-litre supercharged
V6, which replaces the 5.0-litre
for 2014, is the same engine
used in several Jaguars. It
and 450Nm from 35005000rpm. Its also matched with
the eight-speed.
Drive goes to four wheels, in
high or low range, via an
electronically controlled
centre differential.
Air suspension, standard on
all models, features adjustable
ride height from 185310mm.
It is fully independent with
cross-linked air springs to
maximise wheel articulation
and automatic load levelling.
Terrain Response, also
standard on all models, has
ve programs: general driving,
mud and ruts, grass/gravel/
snow, sand and rock crawl.

Each is selected with a rotary
knob on the centre console. It
then automatically coordinates
the engine/transmission
management, air suspension,
stability, hill-descent and
traction control and centre/
rear differentials for optimum
performance in the context of
the chosen setting.
Trailer-stability assist monitors
trailer stability and can adjust
FROM $68,900

engine output and braking to

correct trailer sway.
A surround camera system,
standard on HSE and optional
on other variants, has ve
cameras around the vehicle
to assist with off-roading in
tight, rough terrain, parking,
manoeuvring and towing.
Brakes use twin-piston oating
calipers at the front, with the
360mm (front) and 350mm
(rear) ventilated discs.
Discovery 4 weighs 25832700kg.
Towing weight is up to 3500kg
and ball weight is up to 350kg.
The TDV6, SDV6 SE and HSE
have 19-inch wheels with 255/55
tyres, while the 5.0 V8 has 20inch alloys with 255/50 tyres.
HOW DOES IT GO?

I drove the 183kW 3.0-litre V6
turbodiesel in the previous Range
Rover Sport, where it took just 9.0
seconds to reach 100km/h, so it
will have no problem shifting the
Discovery at a similar rate.
The pick of the engines, certainly
on a value-for-money basis given
the attractive entry price, is the
base-model 155kW TDV6.
Its still got more than 500Nm
of torque, which is 95 percent of
the issue when youre looking
at a 2.6-2.7-tonne wagon, and it
has no shortage of easy, strong
idle to 4000rpm grunt, with
excellent fuel efciency too.
This is in part due to the
adoption of the eight-speed
automatic, which operates
smoothly and efciently, with a
tall top gear for optimum fuel
economy on the open road.
Sure, acceleration is pretty
leisurely, but were not exactly
in sports car power to weight
territory here, and the Disco
never struggles.
Off-road, in low range, the
3.0-litre turbodiesel drives the
Discovery easily and smoothly up
very steep slopes, and there is
never any need to use a lot of revs.
Just stick it in D, select the right
Terrain Response program for the
conditions, and away you go.
AT THE PUMP
The TDV6 averages 7.8L/100km

on the highway, 9.7L/100km in
town, and produces 224gkm of
CO2 emissions.
The SDV6 averages 8.1L/100km,
The 5.0-litre V8 averages

10.7L/100km, 19.8L/100km
and 328gkm.

AND STOP?
The cross-linked air suspension
provides excellent control over
body roll so when cornering, the
Discovery is more disciplined
and secure than it has a right to
be, given its heavy weight.
As far as on- and off-road
dynamics are concerned, no
other heavyweight 4x4 comes
close to the Discovery, except
the Range Rover.
Although the Goodyear
Wranglers on the base TDV6 are
dual-purpose tyres, their grip on
bitumen is pretty good and theyre
as quiet as a pure road tyre.
The steering is light, accurate
and nicely weighted in the
straight ahead position and when
turning.
Ride comfort is excellent.
Certainly, the ride is rm, a
characteristic of air spring
suspension systems, but the
55-aspect ratio tyres and long
suspension travel absorb road
imperfections well.
Off-road,Terrain Response
is unbeatable. It takes the fear
factor out of tackling difcult
terrain by coordinating all
the vehicles systems to do
precisely whats required
for smooth progress on
each surface. Adjustable air
suspension will give you up
to 310mm of clearance, but
it would be useful if the offroad height setting could be
maintained in low range at
50km/h instead of 40km/h.
THE INSIDE STORY
IN THE BOOT
The driving position is high and

mighty and the seat is a rm,
supportive throne.
Tall drivers will use all of the
seat travel.
The second row in the SE/HSE
has three individual seats (the
ve-seater TDV6 rear seat is split
60/40) and the middle seat is only
slightly narrower than the two
outboard seats, so its actually
quite comfortable for an adult.
Row three (standard in all
models except the base TDV6,
where its a $2500 option) is two
seats, again with more space
than most (including a proper
footwell), which fold at and form
the load oor when not required.
Raising and lowering them
requires two hands and a visit
to both a rear side door and the
load area.
It would be difcult for kids
to do and theres some risk
of ngers being caught in
the complex mechanism.
In ve-seat mode, theres a

1.1-metre-long oor and nearly
one metre from oor to roof. Each
of the row-two seats folds forward
and lowers to form a 2.0-metre
extended oor. A full-size spare is
mounted externally under the rear.
WHATS STANDARD?
Discovery TDV6 includes six

airbags, stability control, air
suspension, ve seats, 19-inch
alloy wheels, rear- parking
sensors, Bluetooth, touch-screen
audio, rain-sensing wipers, towball receiver with wiring socket
and an alarm.
SE specication includes leather,
bi-xenon headlights, Harman
Kardon audio and two rear seats.
Top of the range HSE also
includes rear air, navigation,
digital radio and TV.
100,000km.
SDV6 SE): 3yr: 58%; 5yr: 45%.
THINGS WE LIKE
Superb off-road ability
Tidy, comfortable on-road ride/
handling compromise as well
The 3.0 turbodiesel is a great engine
Heaps of load space

Land Rovers reliability record is
not good
$1800 for metallic paint? $3600 for
Premium metallic? Ripoff
Row two and three seats take some
time and effort to raise and lower
compare with ...

Jeep Grand Cherokee, Toyota
LandCruiser Prado, VW Touareg
LAND ROVER FREELANDER 2
If you like to go off the beaten track and dont want a big, heavy wagon, the Land Rover
Freelander 2 has much to offer. Its good value against German brand rivals such as
BMWs X3 and Audis Q5 and has a depth of ability in difcult conditions that they dont.
HOW MUCH?
The 110kW 2.2-litre turbodiesel/
six-speed manual Freelander
2 TD4 costs $42,300. The sixspeed auto is $44,600.
The Freelander TD4 SE auto is
$54,100.
The 140kW 2.2 turbodiesel
auto SD4 SE is $56,600, while
the HSE is $64,500 and the HSE
Luxury is $68,400.
The 177kW 2.0-litre

turbopetrol/six-speed auto
Freelander Si4 SE is $55,600.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
Freelander 2 is made in England.

The 2.0-litre GTDi four-cylinder
turbopetrol engine produces
turbodiesel engine produces
at 1750rpm. In the SD4, it
The base manual TD4
automatically turns off the engine
when you come to a stop and
select neutral. It automatically
restarts the engine as soon as
you depress the clutch.
The Aisin Warner six-speed
auto features normal, sport and
manual shift modes. There is no
dual-range transfer case.
Most of the drive goes to the front
wheels under normal conditions
but it can also be sent to the
rears, as required, via an electro

hydraulic Haldex centre coupling.
Terrain Response is adapted
from the Discovery. It
automatically coordinates
engine, transmission, centre
coupling and stability-control
systems to provide optimum
traction across four programs:

general driving, grass/gravel/

snow, mud and ruts and sand,
selected with buttons.
The body is unitary construction.
MacPherson strut front,
multilink struts rear.
Fording depth is 50mm.
FROM $42,300

Most models have 235/65 17

tyres; HSE models have 235/60
18 tyres. A full-size spare on an
alloy wheel is standard.
The TD4 weighs 1785kg.
The Freelander can tow up
to 2000kg.
HOW DOES IT GO?

turbopetrol/six-speed auto
drivetrain works nicely in Evoque,
where I tested it, and if you prefer
the responsiveness and power
of petrol, youll like this engine,
which drives the Freelander to
100km/h in 8.8 seconds.
The 2.2 TD4 turbodiesel is
considerably slower in outright
acceleration than the petrol
engine (11.2 seconds to 100km/h
in the auto) but with 420Nm
of torque from just 1750rpm it
still shifts the relatively heavy
Freelander without effort. It will
tick over all day at just above idle,
returning great economy.
I towed a one-tonne camper
trailer on a trip around western
NSW in the TD4 manual, and it
did the job with surprising ease. It
also returned 910 litres per 100
kilometres, an amazingly frugal
result in the towing context.
The 140kW version in the SD4
produces more power at the
top end but it also produces exactly
the same torque as the TD4 engine
at the same revs, so in most dayto-day driving there will be very
little difference between the two.
Terrain Response almost makes

four-wheel driving too easy.
While the absence of lowrange, limited axle articulation
and road-oriented tyres will
ultimately stop you, Freelander
will go much further into rude
country than most high-rangeonly soft-roaders and is as good
as any 4WD when it comes to
staying mobile on slippery, steep
or sandy surfaces.
It has relatively high ground
clearance (220mm), 500mm
of fording ability, a solid steel
bashplate protects the engine
and transmission, and it has a
full-size spare on an alloy wheel.
BMWs X3, Audis Q5 and the
Volvo XC60 have none of these
features.
AT THE PUMP
The 2.0 turbopetrol averages

and 13.5L/100km in town, on
95 octane premium, with CO2
The TD4 and SD4 2.2-litre
turbodiesel automatics
both average 5.8L/100km,
The TD4 manual with stop/
start averages 5.6L/100km,

AND STOP?
The Freelander isnt quite as
agile, controlled or nely balanced
through a set of tight bends as
an Audi Q5 or a BMW X3, but it is
solid and condent at speed, aided

by better-than-average grip from
its Goodyear Wrangler tyres. The
steering is precise and tactile.
No matter how rough the
surface, Freelander deals
efciently with it, absorbing hits
before they reach the cabin. Ride
comfort on our poorly surfaced
roads is vastly superior to the
BMW, Audi and Volvo.
The TD4s brakes were ne
and easily coped with the onetonne (braked) trailer.
THE INSIDE STORY

Freelanders dash and control
layout has been glammed-up
for 2013, taking its cues from
the Evoque. Fit and nish are
rst class.
The generously padded
supportive drivers seat is good
for a 1000km day.
Theres plenty of travel and a
height/reach-adjustable wheel,
but some drivers will want more
legroom in the short footwell.
An electric parking brake is
tted, but unfortunately there is
no rear camera on the base TD4.
Storage options include
a shuttered bin in the dash,
door bins that can hold big
water bottles, and audio/cruise
controls on the wheel.
The 60/40 split-fold back
seat is very comfortable, with
sufcient legroom for most
adults, a supportive cushion and
good storage facilities.
At 130cm across, its as wide
as some larger wagons. Three

restraint anchors are on the back.
IN THE BOOT
The boot oor is quite short and
high to accommodate the fullsize spare, but overall volume is
reasonable.
The oor is easily extended
to a at 1.53 metres without
compromising front-seat travel.
Two shopping bag hooks and
a load cover are provided, but no
roof lugs for a protective barrier.
WHATS STANDARD?
SE specication includes stability

control, seven airbags, leather
upholstery, power-adjustable
drivers seat, Bluetooth, USB
port, camera with parking and
tow hitch guidelines, dual-zone
automatic air, rain-sensing
wipers and 17-inch alloy wheels.
100,000km.
Redbook future values (SD4
SE): 3yr: 55%; 5yr: 40%.
THINGS WE LIKE
Smooth, frugal turbodiesels

Secure handling on- and off-road
TD4 is good value for money
Comfortable seats
Well-equipped, including a fullsized spare

No camera on TD4
Land Rover is still behind current
quality and reliability standards
Short load oor
Slightly cramped legroom for a
tall driver
compare with ...

Audi Q5, BMW X3, Volvo XC60
LEXUS LX 570
FROM $140,045
If youre after a super-sized, luxurious 4x4 petrol V8, the Lexus LX 570 is now well
beaten by Nissans Y62 Patrol. Both will cost you big time at the pump. Try Toyotas 200
Series Cruiser Sahara 4.5-litre twin-turbo diesel V8 as an alternative.
HOW MUCH?
The LX 570 costs $140,400
NUTS AND BOLTS

The eight-seater LX 570 is a

rebadged Toyota 200 Series
LandCruiser. It uses a separate
heavy-duty steel-frame chassis.
Its 5.7-litre all-alloy, longstroke V8 produces 270kW
of power 42kW more than
the 4.6-litre engine in the
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
Value for money
Overall
LandCruiser at 5600rpm, and

530Nm of torque 91Nm more
than the 4.6 at 3200rpm.
It sends power to all four
wheels via a six-speed
sequential automatic gearbox, a
two-speed transfer case and a
Torsen centre differential.
Suspension is independent
double-wishbone front, ve-link
live-axle rear.
Ride height and damping
rates at each wheel can be
automatically or manually
adjusted by a combination of
hydraulic and gas assistance.
Six different ride heights are
available. Normal ground
clearance is 225mm.
Sport, Normal and Comfort
suspension settings adjust
damping force, body roll, vehicle
attitude and ride comfort. Thats
the theory, anyway.
Stability control, adaptive ABS
and crawl control, a feet-off
system which will automatically
idle the LX across extreme
terrain, are standard. Off-road
ability is enhanced with the
Landcruisers Multi-Terrain
system, which has ve different
drive modes to suit different
surfaces, plus Turn Assist,
which applies the brakes to an
inside wheel to help you turn
the LX in tight spots.
Twenty-inch alloy wheels are
shod with 285/50 tyres.
The LX weighs 2750kg. It will
tow up to 3500kg.
Its fuel tank holds 138 litres.
HOW DOES IT GO?

Given that its shifting more
than 2.7 tonnes, the 5.7-litre V8
does pretty well to get the LX to
100km/h in nine seconds.
However, why Lexus doesnt
also offer the Cruisers 4.5-litre
V8 turbodiesel is a mystery.
Still, once you get the LX
rolling, the 5.7 shines. Overtaking
performance is excellent, as
is low-speed tractability in low
range, and when using the crawl

control feature although this
does seem superuous; you can
easily drive the LX more smoothly
over the same terrain without the
noise and grabby action of the
ABS brakes, if you leave it off.
We hooked up an 1100kg
Jayco camper to the LX and
the V8 hardly noticed it. The
smooth-shifting, six-speed auto
maintained its renement and
shift timing, but on some steep
climbs the manual shifting
feature was useful to keep the V8
running in the mid-range and for
holding third on steep descents.
AT THE PUMP
G
Australian standard test

averages are 11.7L/100km on
the highway and 20.1L/100km
in town. With the Jayco on the
back, highway consumption
rose to around 1921L/100km.
recommended, but other
grades are acceptable.
C02 emissions are 350gkm.

AND STOP?
Compared with luxury rivals like
the Range Rover and Mercedes GL,
the LX is a ponderous, uncertain
handler from the old 4WD school.
So you proceed with caution
in the LX. Particular care is
required on bumpy roads, which
can cause instability at the rear
end, typical of live rear-axle
suspensions. The stability control
at times can be too slow to arrest
this and you can nd yourself
battling to keep the back end
from going sideways if it hits the
right series of bumps or potholes.
Theres lots of tyre sidewall
ex though the Dunlop
GrandTreks grip reasonably
well and body roll, only slightly
ameliorated by selecting Sport
mode, and everything seems to
be happening a long way from
where youre sitting. The steering
is appropriately indirect and light.
On any suspension setting, ride
comfort is luxurious.
Off-road, the LXs longer-travel
suspension, the locking centre
diff and an array of traction aids
make the LX very competent, no
matter what the terrain.
Handling actually improves
with a trailer, particularly stability
and roadholding at the rear.
The self-levelling suspension
and adjustable damping come into
their own when towing, and the

LX is untroubled by a heavy load.
Theres no need to t a separate
towbar; the rear frame member is
shaped to accept a hitch directly.
The brakes are just adequate;
adding a trailer requires
markedly more pedal effort for
the same power.
THE INSIDE STORY

You sit in a big, leather-wrapped
armchair thats lightly bolstered
and generously padded. Its poweradjustable in every direction, you
can raise the front of the cushion
for added thigh support and power
lumbar adjustment is excellent.
Although the dash is vast in
size and contains a multitude of
switches and buttons, everything is
clearly marked and within reach.
Permanently illuminated main
instruments ank four ancillary
gauges, the touch screen is easy
to navigate and theres adequate
storage (including a large chilled
centre-console box), though the
door bins wont take larger bottles.
Vision is clear around the car,
aided by big side mirrors and three
cameras: front and rear, each with
a wide view, and a passenger-side
camera which looks down from
the passengers side rear mirror
and is handy when parking as it
gives you a full-length view of the
side of the LX and the gap between
it and the kerb.
Other useful features include
radar cruise control (which you
can also use in Normal mode),
a power tailgate, keyless entry
and starting, voice and touch
control for Bluetooth and fourzone air with would you
believe? 28 outlets.
The middle row is positioned
quite low, so you sit slightly
knees-up on a rather
unsupportive cushion. Poweradjustable travel is provided.
Kids will love the DVD system,
which has a big screen that folds
down from the roof, a remotecontrol housed in the fold-down
centre section of the seat, three
wireless headphones, plus jacks to
plug game consoles, music players
or video devices into the system.
Each row-three seat folds
down (or up) from the side at the
push of a button, although you
have to manually raise or lower
the backrest. Access is easy via
a double-folding 60/40-split row
two and there is more space and
comfort than most rear seats.
IN THE BOOT
The fact that the two back
seats stow against the side of the
load area does restrict its width,
but its still more than ample. That
said, compared with more modern
designs that have the third row
folding into the load oor, it is a
cumbersome arrangement.
The single-piece, roof-hinged
power tailgate replaces the 200
Series horizontally-split item. The
load oor can be extended to 1.52
metres by tumble-folding one or
both sides of the row-two seats,
but the old-world strap to secure
it in place, and the fact that it
takes up a lot of space in itself,
is less space efcient than most
designs today.
WHATS STANDARD?
G
The LX570 includes stability

control, 10 airbags, four-zone
air, sunroof, Bluetooth,
navigation, swivelling, selflevelling headlights, leather, a
rear-seat DVD system and four
surround cameras.
The $16,000 option pack adds
radar cruise, pre-collision
G
G
safety, cooled front seats,

paddle shifters, fake tree trim
and rear-seat heaters.
Warranty: Four years/100,000km.
50%; 5yr: 36%.
THINGS WE LIKE
Unashamedly excessive
Quality and customer service are
Lexus hallmarks
Loaded with gear
Will go further off-road than most
luxury 4WDs
Adaptive suspension works well
for towing

Handling can become unstable on
rough surfaces
Fuel bills
Second-row seat isnt the most
comfortable around
Its not worth an extra $20,000 over
the LandCruiser Sahara
Crying out for the 4.5 V8
turbodiesel option
compare with ...

Mercedes G/GL Class, Nissan Patrol,
Range Rover Sport
LEXUS RX
FROM $69,045
The Lexus RX offers petrol and hybrid drivetrains, but no diesel option. Its off the pace
against Audis Q5, BMWs X3 and the VW Touareg, but it delivers on Lexus brand values
of rst-class quality, reliability, customer service and a smooth, rened drive.
HOW MUCH?
The RX 270 is $69,045. The RX
350 Luxury is $77,045, the F Sport
is $85,045 and the Sports Luxury,
tested here, is $93,545.
The RX 450h hybrid is priced
at $82,900, $89,900 and
$100,900 respectively for the
same model grades.
NUTS AND BOLTS

G
G
The RX is made in Japan.

The RX 270s 2.7-litre fourcylinder petrol engine produces
STARS
Safety
Not yet tested
Green Vehicle Guide
(RX 450h: Five stars)
Performance
Handling
Value for money
Overall

The RX 350s 3.5-litre V6 petrol
engine produces 204kW of power
at 6200rpm and 346Nm of torque
at 4700rpm, with 90 per cent of
that available from 2300rpm.
A six-speed sequential
automatic is standard.
The RX 450h uses a 3.5-litre

V6 Atkinson cycle engine, with
183kW and 317Nm. Its hybrid
drivetrain comprises a CVT
transmission, three electric
motors/generators and a nickel
metal hydrive battery.
front/double wishbone rear.
Steering uses electric speedsensitive power assistance.

Brakes have twin-piston
front calipers.
The RX 270 and RX 350 Luxury
run 18-inch alloys with 235/60
Bridgestone tyres; other
models have 19-inch alloys
with 235/55 tyres.
G
G
A space-saver spare is
standard, but a full-size spare
can be tted, which also
involves raising the boot oor
so it can t.
The RX 350 weighs 1975
2085kg; the RX 450h weighs
21152205kg.
HOW DOES IT GO?

I havent yet driven the RX 270,
however colleagues report that
it struggles to provide decent
performance in a vehicle of this
weight and is also thirsty as a
result. The RX 270s front-wheel
drive dynamics are apparently
nothing special either.
So it sounds like you can do a
lot better elsewhere for around
$70,000. Id suggest comparing
the RX 270 with the Audi Q5, VW
Touareg and the much cheaper
but no less impressive Land
Rover Freelander. This sort of
money will also get you into the
base Discovery4 TDV6.
In most situations the 3.5litre petrol V6s performance
is adequate and its a rened
cruising engine.
Its also pretty thirsty and
premium is recommended, which
seems strange when the same
engine in the Toyota Kluger and
Aurion runs on regular unleaded.
The six-speeder is smooth
enough, but its adaptive
programming isnt as quick or
accurate to synch with different
driving styles as it should be.
The RX 450h is an exceptionally
smooth, torquey drivetrain,
with outstanding renement
and efciency, especially in city
driving, where you get the full
efciency gain of a hybrid system.
Note that the Green Vehicle
Guide star rating is for the RX
350; the RX 450h scores the
maximum ve stars.
AT THE PUMP
G
The RX 270 uses 7.6L/100km on

the highway and 9.7L/100km in
town, on regular unleaded. CO2
The RX 350 uses 10.8L/100km
on the highway and 14.6L/100km
in town, on 95 octane premium.
The RX 450h uses 6.1L/100km
on the highway and
6.6L/100km in town. 95 octane
premium is recommended.
It produces 150gkm of CO2.

AND STOP?
The Lexus was once one of
the better handlers in luxury
SUV territory, but its now been
pushed backwards by more
agile, athletic newer models like
BMWs X3 and Audis Q5.
Much less-expensive SUVs like
the Ford Territory and the Kia
Sorento are just as capable, if not
better handlers than the RX.
The body is strong and solid
and stability on rough surfaces
is ne. Its an enthusiastic
understeerer, but tyre grip is
reasonable and the stability
control system doesnt
intervene too early.
The F Sport has rmer
suspension than other models
and superior control over
body movement.
The steering itself is accurate,
though lacking in feedback. The
wheel diameter is excessive.
The ride is smooth and
comfortable in most conditions,
but when the road turns rough and
choppy it can deteriorate markedly
and become quite harsh and noisy.
The RX is underbraked for a
two-tonne wagon. The brakes
need more initial bite and more
overall power.
THE INSIDE STORY

Lexus puts together a awless
cabin when it comes to t and
nish and compared with German
rivals its also loaded.
The party trick is a weird
take on BMWs iDrive, with a
trackball-type controller that you
move with the palm of your hand
to place the cursor on the various
menus such as navigation, air,
audio and Bluetooth with audio
streaming and voice activation.
Digital radio is also standard.
Some drivers will use all of the
front-seat travel, but otherwise
the driving position is ne, with a
standard rear camera and large
side mirrors all contributing to
clear vision around the car.
Rear-seat occupants sit on a
low, at cushion, a bit knees-up
but with adequate leg room.
The seat is split 40/20/40 and
three child-restraint anchors are
on the back.
IN THE BOOT
Most of the RXs ve-seater rivals
have bigger boots. Floor space
is OK but the raked coupe-style
rear end kills volume.
You can ip the rear-seat

backs forward in a 60/40 split
using a handy lever on either side
of the load area, which gives you
up to 1.8 metres of oor.
WHATS STANDARD?
G
The RX 270 and RX 350 get

stability control, 10 airbags,
leather-faced seat upholstery,
18-inch alloys, navigation with
SUNA trafc alerts, Bluetooth
with audio streaming and voice
activation, power-operated
tailgate and metallic paint.
F Sport adds 19-inch alloys,
black perforated leather, paddle
shifters and radar cruise.
Sports Luxury also includes a
leather/timber-rimmed wheel,
timber dash trim, Analine leather
upholstery, adaptive headlights,
Mark Levinson audio, side
camera, heated and cooled front
seats and a head-up display.
Warranty: Four years /

100,000km.
Redbook future values (RX 350
Luxury): 3yr: 60%; 5yr: 43%.
.
.
THINGS WE LIKE
Lexus quality and reliability
The best customer service in
the business
Strong resale values
Hybrid drivetrain really works in
the city, where fuel consumption is
comparable with a (very) small car
The power tailgate

Rivals such as Audis Q5, BMWs
X3, Volvos XC60 and Land Rovers
Freelander are much better value. All
three of these give you more engine
options, including diesels as well
Mediocre handling and braking
Small boot
compare with ...

Audi Q5, BMW X3, VW Touareg
MAZDA BT50
FROM $36,810
If you can live with its out there styling, Mazdas BT50 has plenty to recommend it. A
twin under the skin with Fords Ranger, the Mazda is slightly cheaper, model for model,
and has rmer suspension. The 3.2-litre XTR dual-cab is the value pick in the lineup.
HOW MUCH?
The BT50 44 range, powered
exclusively by a 3.2-litre, vecylinder turbodiesel, opens
with the single-cab chassis XT
six-speed manual (with no auto
option) at $36,810.
The Freestyle XT cab chassis,
in manual only with a rearhinged back door arrangement,
STARS
is $40,740 and the Dual Cab XT,

also manual only, is $42,740.
Pickup bodies include XT
Dual Cab at $44,240, XTR
Freestyle at $46,890, XTR Dual
Cab (as tested) at $48,890, and
the top-of-the-range GT Dual
Cab at $51,140.
A six-speed automatic is a
$2000 option on pickups.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall
The Mazda BT50 is made in

Thailand in the same plant as
Fords Ranger.
Its a conventional body on a
steel-frame chassis design.
The 3.2-litre, ve-cylinder
17502500rpm.
A 110kW/375Nm 2.2-litre
four-cylinder turbodiesel is
also available but only in BT50
42 variants. Ford offers this
engine on base XL singlecab chassis, XL double-cab
chassis and XL double-cab

pickup 44 Ranger models.
Normal and Performance modes,
plus adaptive programming and
manual shifting.
The 44 drivetrain has a dualrange transfer case, plus
electronically controlled shift
on-the-y capability between 2H
and 4H. An electronic locking
rear differential is standard on
all 44 models; Ford offers it

only on XLT and Wildtrak Ranger.
Four-wheel drive is not suitable
for use on hard, dry surfaces.
Stability control is standard.
The system also includes hillstart assist, hill-descent control
and trailer-sway control.
double wishbone front/live
axle rear.

Brakes are discs front/

drums rear.
XT models run on 16-inch steel
wheels with 255/70 tyres. XTR
and GT have 17s with 265/65
tyres. Spares are steel.
to 2112kg
All variants have a one-tonneplus payload, ranging from
1343kg in the Freestyle Cab
Chassis to 1088kg in the GT
Automatic.
Ground clearance (unladen) is
232237mm.
HOW DOES IT GO?

Just like the Ranger, obviously,
which means shed-loads of torque
from idle, with the full 470Nm
available from just 1500rpm.
Its a bit agricultural, though,
given the fact that its a brand
new engine. Theres a gravelly
feel and note to it at idle, under
acceleration and when grinding
along in trafc.
Its completely effortless and
theres absolutely no point in
revving it hard. It pulls the higher
gears easily, so you can get great
economy if you drive it with a light
right foot. Once you get up to
cruising speed it loafs along. Sixth
in the manual is tall, for economy,
so you need to be doing 90km/h
or so to get it working properly.
At 100km/h in sixth, the engine
is ticking over at 2000rpm.
The 3.2 is also a great towing
engine, though you would be
pushing your luck hooking up the
claimed 3500kg maximum weight
and expecting it to pull that.
I suspect the dual mass ywheel
and clutch mightnt last too long,
and dont forget that if youre
towing, youll probably have a ght

on your hands getting it xed under
warranty, while the cooling system
would also struggle on climbs.
It pulled one-and-a-bit tonnes
without any problem at all,
averaging about 12L/100km.
The six-speed manual is an
old-world truck box with a slow,
light action.
AT THE PUMP
The 3.2 manual averages
7.4L/100km on the highway and
11.5L/100km in town, with CO2
7.8L/100km, 11.8L/100km
and 246gkm.

AND STOP?
The Mazda has been criticised
for having suspension thats
too hard, giving it a harsh,
uncomfortable ride and causing
it to bounce and jump around on
bumps, especially at low speed in
full-on off-road 4WD mode.
Sure, its a bit rmer than the

Ranger, but I found the Mazdas
suspension tuning to be pretty well
suited to its brief. Its a one-tonner
after all, so handling and ride both
improve with a few hundred kilos
in the back, while the robust rear
end also suits towing.
The back shocks did fade pretty
quickly though, with only one-anda-bit tonnes of trailer to cope with.
The Mazda doesnt get kicked
around at the rear as much as
more softly suspended onetonners and while its a big, boofy
truck, its dynamics are close to
the front of the class up there
with VWs Amarok, the Ranger
and Nissans Navara D40 ST-X.
The steering is less rubbery
and remote than usual for a onetonner and the brakes are (also
as usual) underdone when you
have a load or a trailer involved.
most aftermarket units and too

far away to be easily read.
You have to take your eyes off
the road for ages to operate
the system.
Similarly, you have to reach
forward, around the steering
wheel to the instrument panel to
scroll through the trip computer.
The drivers seat is comfortable
enough but a bit saggy, and has
only basic adjustments. Theres
ample storage, including a splitlevel centre console box where
the USB and Aux jacks live.
A comfortable back seat has
the best legroom in the class and
you can t three blokes in there
without a ght breaking out, on
short journeys at least. Theres
a 12-volt outlet, door bins and
front-seat back pockets, so it
works as a kid-carrier too.
IN THE BOOT
THE INSIDE STORY
The interior is a more stylish,
contemporary design than
the Ranger, but for some
bizarre reason Mazda and Ford
still dont provide a properly
adjustable driving position.
You sit lower to the oor in the
Mazda with no reach adjustment
for the steering wheel, so you
cant use much seat travel.
As a result, vision around the
BT50 is compromised. Its a big
beast and you have no idea where
its extremities are. Its worth
ticking the rear camera option,
which makes parking easy and
also makes it a snap to reverse
up to a trailer. The big side
mirrors are great in trafc.
The dash layout features a tiny
navigation/audio screen (on XTR
and GT) which is half the size of
As with the Ranger, the claim is

class-leading tub capacity. Its
a deep tub, 1.54 metres long on
double cabs and 1.85 metres
on the Freestyle cab. Theres
no bedliner or 12-volt outlet as
standard; Ranger XLT has both.
WHATS STANDARD?
All models have stability

control, cruise control,
Bluetooth and air.
XTR double-cab includes six
airbags, 17-inch alloys, dualzone air and navigation.
GT adds automatic headlights,
power drivers seat, autodimming rear mirror, rainsensing wipers and leather.
100,000km.
Redbook future values: (XTR
auto) 3yr: 59%; 5yr: 49%.
THINGS WE LIKE
Lazy, super torquey 3.2
Tidy dynamics for a one-tonner
Generous rear seat space
Big tub
Capable off-road

No reach adjustment for the wheel
Fiddly navigation and trip
computer controls
3500kg towing? Reliably?
The front-end stylings an
acquired taste
compare with ...

Ford Ranger, Holden Colorado,
Isuzu D-Max, Toyota HiLux
MAZDA CX-5
FROM $27,880
COMPACT
SUV
OF THE
YEAR
If youre after a family wagon thats small enough to be easy to drive yet has sufcient
space to carry all the usual paraphernalia, the CX5 gets a tick against just about any
important criteria you can list. Its the leader in this compact SUV class by quite a way.
HOW MUCH?
The 2.0-litre petrol CX-5 range
opens with the Maxx frontwheel-drive/six-speed manual
at $27,880. A six-speed auto
adds $2000 and is standard on
all other models. The 2.0 Maxx
Sport is $33,620.
The 2.5-litre petrol all-wheeldrive Maxx is $32,880, Maxx Sport
is $36,620, the Grand Touring is
$44,180 and Akera is $46,570.
The 2.2-litre turbodiesel AWD
Maxx Sport is $39,470. The Grand
Touring, tested here, is $47,030

and Akera is $49,420.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The Mazda CX-5 is made

in Japan.
The CX-5s SkyActiv-G 2.0-litre
naturally aspirated directinjection petrol engine uses
a high compression ratio, by
petrol engine standards, of 13:1
as the basis for maximising fuel
efciency and performance.
But both are signicantly
compromised by the fact that
this is lower than the European
models 14:1, so the 2.0-litre
can run on our 91 octane
regular unleaded fuel.
It produces 114kW at 6000rpm
The 2.5-litre petrol engine,
shared with the Mazda 6,
The SkyActiv-D 2.2-litre
turbodiesel has a very low
compression ratio for a diesel
of just 14:1. This allows for
the tting of lighter internal
components, which reduces
inertia, friction and improves

efciency, while also giving it

exceptionally smooth, quiet
running characteristics.
It produces 129kW at 4500rpm
All drivetrains feature
Steering is electromechanically assisted.
Petrol models have 17-inch
alloys with 225/65 tyres. The
turbodiesels have 19-inch alloys
with 225/55 tyres.
1687kg.
The CX-5 will tow up to 1800kg.
HOW DOES IT GO?

Mazdas 2.0-litre naturally
aspirated petrol engine returns
some of the lowest fuel numbers
in the class, achieved on regular
unleaded rather than premium,
as with other fuel misers such
as the VW Tiguan.
However, this economy is
also achieved at the expense of
performance. It really struggles at
times, especially on hills, because
it has relatively little useful torque

available at accessible revs
and the six-speed automatic is
resolutely programmed to go for
the high, fuel-saving ratios at every
opportunity. It also resists kicking
down to the point where you have
to sink the pedal into the oor.
Its entirely appropriate that it
doesnt use much fuel. Neither
does walking.
Its certainly worth the extra
spend on the 2.5-litre engine,
which does it so much easier.
Ive driven it in the Mazda6,
where its surprisingly strong and
responsive, while also able to run
on regular unleaded.
The 2.2-litre turbodiesel is one
of the best engines of its type for
renement, performance and
fuel efciency, and with 420Nm
of torque more than twice as
much as the petrol engine its
performance is effortless.
AT THE PUMP
The 2.0-litre petrol all-wheeldrive CX-5 averages 6.2L/100km


The front-wheel-drive 2.0-litre

petrol automatic averages
5.5L/100km, 8.0L/100km and
148gkm.
The 2.2-litre turbodiesel allwheel-drive CX-5 averages
5.1L/100km, 6.7L/100km
and 149gkm.

AND STOP?
The CX-5 features A-grade Mazda
engineering throughout, with the
basis being a lightweight, rigid
body structure and nely tuned
independent suspension.
Dynamics are safe, very secure
and well controlled on rough
surfaces. Theyre also more
enjoyable than your average
compact SUV, although theres
plenty of built-in understeer, and
the steering itself, though light and
precise, is surprisingly indirect.
These characteristics are
built into the cars chassis
to serve as early warning
indicators to the CX-5s relatively
conservative driver. The chassis
itself is capable of being

congured in a more sporty state
of tune, and it wouldnt surprise
if Mazda does this somewhere
down the track with a highperformance petrol engine.
The ride is absorbent and
quiet on any surface and, in
this regard the CX-5 is probably
the most comfortable compact
SUV around. It rides with the
assurance and nesse of a
larger wagon.
Ground clearance is minimal,
so even the AWD models have no
off-road pretensions at all.
THE INSIDE STORY

The interior is beautifully
nished with outstanding quality
throughout, and even the basemodel Maxx gets a touch screen
with USB and Bluetooth/audio
streaming functionality, plus
a rear camera, tyre pressure
monitoring and keyless starting.
The Bluetooth system also
included voice recognition,
and with Bluetooth-connected
smartphones you can also
display SMS, email and MMS via

voice and the touch screen.
The dash is formal and efcient,
with a larger touch screen in
the Grand Touring, Tom Tom
navigation and bright, legible
illuminated instruments.
The driving position can be
adjusted to suit most physiques,
but if you like the seat backrest
upright the head restraint makes
contact with your head.
The rear seat is more suited to
two than three. Access is easy via
wide-opening doors, theres ample
legroom, a rm, comfortable
seat, door bins and front seatback
pockets for storage.
IN THE BOOT
If youre over 180cm, youll have
to learn to avoid hitting your head
on the open tailgate.
A big boot maximises volume
with a squared-off rear shape,
and the low oor is easy to load.
It features a clever integrated
load cover, and the back seats
fold forward with a 40/20/40
split (60/40 on base Maxx) for an
extended at oor.
A large temporary spare
is underneath.
WHATS STANDARD?
The Maxx standard equipment

list includes stability control,
six airbags, 17-inch steel
wheels, a rear camera,
Bluetooth with audio
streaming, voice recognition,
display/readout for emails,
SMS and MMS, USB and tyre
pressure monitoring.
Maxx Sport adds to this
with 17-inch alloy wheels,
navigation, leather-wrapped
steering wheel, gear lever
and handbrake.
Grand Touring also includes a
sunroof, bi-xenon headlights,
Bose sound, blind spot
monitoring, automatic lowspeed emergency braking
assistance, parking sensors at
both ends and 19-inch alloys.
Akera adds lane departure
warning and automatic high/low
beam switching.
100,000km.
Redbook future values: (Maxx
Sport 2.5) 3yr: 58%; 5yr: 47%.
THINGS WE LIKE
Made-in-Japan quality
Tidy handling and a comfortable ride
Well-equipped, space-efcient
interior
2.2-litre turbodiesel performance

2.0-litre petrol engine is a slug
Some owners have reported oil level
issues with the diesel
Slow steering
Zero off-road ability
compare with ...

Honda CRV, Mitsubishi Outlander
Subaru Forester, Toyota RAV4
MAZDA CX-9 FROM $44,425

The boot has a low oor and
with all seats in use, you still get
enough space for the school bags
and some shopping, for which
four bag hooks are provided.
Theres vast space with the
back seats folded into the oor,
and with all seats folded you
have two metres of almost at
oor to ll.
No load cover or net are
provided. A temporary spare
wheel is mounted externally
under the boot.
THINGS WE LIKE
he CX-9 range opens with

the Classic front-wheel drive
at $44,425. The Luxury FWD is
$52,980, the Luxury all-wheel
drive is $57,480 and the Grand
Touring AWD is $63,474.
Mazdas 3.7-litre V6 petrol
engine has plenty of power and it
goes hard from about 4500rpm,
but thats of limited value in realworld driving, useless for towing
and expensive at the pump.
In the lower half of the rev
range where you do 95 per cent of
your driving, its one of the better
petrol V6s, but it certainly doesnt
have the 20004000rpm pulling
power of a turbodiesel engine or
the Territorys 4.0-litre six.
The CX-9 AWD handles tidily
for a two-tonne wagon but its a
lot looser than a Ford Territory
or Kia Sorento
The driver faces an Audi-style
cockpit dash with a large, high
centre console between the
front seats and a touch screen
close at hand.
There is ample adjustment for
the driving position, with long
STARS
Safety
Not yet tested
Green Vehicle Guide

Performance
Handling
Quality, reliability
Value for money
Overall
seat travel plus height and reach

adjustment for the steering wheel.
Mazdas multi-coloured,
permanently illuminated
instruments are clear and bright,
day or night.
The infotainment system has
navigation, Bluetooth and voice
recognition. Storage includes
a large centre console box and
smallish door bins.
The CX-9 has audible warnings
for everything and some may
drive you to distraction.
Why do you need a warning
when you switch the ignition off
and open the door?
Vision is ne around the car.
The reversing camera, automatic
headlights and rain-sensing wipers
add to safety and ease of driving.
As a primarily US market
vehicle, the CX-9 has not been
crash tested by NCAP.
However, it scored ve stars
out of ve in US crash tests,
and four stars for the rollover
resistance test.
Curtain airbags extend to the
third row and are deployed
pre-emptorily if the rollover

stability control is activated.
Front seats also have an active
anti-whiplash function.
The drivers seat in the Luxury
test car was almost sporty in
shape, rmly padded and
well bolstered.
The CX-9 has the most
spacious, versatile interior in this
class, beating its closest rival, the
Kluger, for back-seat room and
overall cabin length.
Wide-opening doors provide
easy access to the middle row,
which has a long, low cushion
so tall adults sit slightly kneesup. The backrest is contoured
for two.
The 50/50-split back seat
forms the load oor and is easily
raised and lowered with a simple,
durable strap.
There is 160mm of travel for the
middle row so it can be positioned
to provide reasonable legroom
for those in the back. You need to
watch your head when loading the
CX-9 as the tailgate doesnt open
all that high.
Outstanding quality
Ample space for all seats
Loaded with safety features
Well equipped

Suspension needs work
20-inch alloys look good but thats all
V6 is thirsty and lacks torque
High CO2 emissions
Space-saver spare
SPEX (Luxury AWD)

Made in Japan
3.7-litre V6-petrol/six-speed
sequential automatic/on-demand
all-wheel drive
367Nm of torque at 4250rpm
kilometres
city; 91 octane. CO2 emissions are
291gkm
Standard (Classic): Six airbags,
stability control, Bluetooth, threezone air, automatic headlights,
rain-sensing wipers, 18-inch alloys,
reversing camera, tinted glass
Luxury adds leather upholstery,
20-inch alloys, Bose sound and
power-adjustable heated front seats
5yr: 41%
compare with...
Ford Territory, Kia Sorento, Nissan
Pathnder, Toyota Kluger
Get a personalised
Valuation Certificate
for just $22!
MERCEDES-BENZ G CLASS FROM $148,140

bolstering and power lumbar.
The back seat is shaped as three
individual seats, which are amply
padded and quite comfortable.
Small door openings make access
tedious and legroom isnt overly
generous for a large wagon.
The Gs rear door opens
sideways towards the kerb,
which isnt ideal, and with the
full-size spare on it its also
fairly heavy. The load area
opening isnt full-width either.
The oor, though, is low and
vast and you can extend it by
tumble-folding the 60/40 splitfold rear seat.
he Mercedes G Class, a
joint venture between
Mercedes and Magna Steyr,
has been made in Graz, Austria,
since 1979. It was designed for
military use and around 60,000
units are in service worldwide.
The G Class is now replacing
the Australian armys eet of Land
Rover Defender-based Perenties,
which dates from 1987.
Three civilian models are
available. The 3.0-litre V6
turbodiesel G350 Bluetec is
$148,140. The 5.5-litre naturallyaspirated V8 G500 is $164,600. The
5.4-litre supercharged V8 G55 AMG
is $229,725.
Its a serious bit of off-road
gear. Drive goes to four wheels in
high and low range. Three locking
differentials are standard, along
with adaptive traction control,
crawler low-range rst ratio and
elevated drivetrain breathers.
Live axles with coil springs are
tted at both ends.
STARS
Mercedes 3.0-litre V6
turbodiesel is a perfect t in the
G Glass. Its loaded with smooth,
accessible torque, so it shifts
the 2.5-tonne G350 easily (albeit
in no great hurry) and most of
the time you can hardly feel the
seven-speed automatic at work.
With all diffs locked, the G350
will keep moving forward as long
as one wheel is in contact with
the ground.
The G55 is completely mad and
a bit scary.
Fabulous entertainment in a
straight line, the terror starts
when you approach a corner,
which always seems to happen
much too quickly.
The G might carry a luxury
price tag but its utilitarian,
primitive chassis is more
closely related to Nissans
Patrol, Land Rovers Defender
and Toyotas workhorse 70
Series (the only 4x4, I think,
that could match the G Class in
the most extreme terrain) than

to any of its ostensible luxury
rivals. So its on-road dynamics
are mediocre.
You can nd a rhythm in the
G but theres a lot of front-end
bounce on undulating surfaces.
Its also top-heavy, so a sudden
swerve and avoid manoeuvre,
even with stability control, could
get very ugly very fast.
Although the G Class has
the usual swag of luxury 4WD
features, theres no mistaking its
old-world design in the cabin.
Some features hark back to the
W124 E Class of the 1980s. Thats
not necessarily a bad thing, but
compared with, say, a Range
Rover or even the GL Class, the G
wagon feels like an antique.
You get wonderful vision around
the vehicle, particularly over the
bonnet, making it easy to pick your
way along a tight or steep track.
The drivers seat is a big,
rm, supportive chair with good
THINGS WE LIKE
One of a kind
Spectacularly good off-road
Smooth, rened turbodiesel
Insane V8
Comfortable seats

Very ordinary handling, steering
and braking
Limited legroom throughout
Overpriced
Tailgate design is cumbersome
SPEX (GL350)

Safety
Not yet tested
Green Vehicle Guide

Performance
Handling
Made in Austria
3.0-litre V6 turbodiesel/seven-speed
auto/all-wheel drive
0100km/h N/A
9.8L/100km highway;13.6L/100km city;
Standard: Four airbags, stability
control, Bluetooth, navigation, heated
front seats, leather upholstery,
bi-xenon headlights, camera, tyre
pressure monitoring
5yr: 40%

Value for money
Overall
compare with ...

Jeep Grand Cherokee, Range Rover
Vogue, Toyota 200 Series Sahara
MERCEDES-BENZ GL CLASS
The GL Class is an often overlooked and underrated luxury wagon. The comfortable,
rened and frugal GL350 3.0-litre V6 turbodiesel, optioned up with the off-road
hardware pack, is Germanys answer to the Range Rover. You also get two extra seats.
HOW MUCH?
The GL350BlueTEC costs
$129,545; the GL500
BlueEFFICIENCY costs $154,545;
and the GL63.AMG is $214,720.
NUTS AND BOLTS

The GL uses a unitary

construction chassis, like the
M Class.
It is more than ve metres
long and weighs more than
2.4 tonnes.
The GL500s 4.7-litre twin turbo
V8 produces 320kW of power at
from 18003500rpm.
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
Value for money
Overall
The GL63 AMGs 5.5-litre twin

turbo V8 engine produces
from 20005000rpm.
The GL350s 3.0 V6
at 16002400rpm.
A seven-speed adaptive
automatic transmission is
standard.
Independent suspension
with air springs and adaptive
dampers is standard, as is
electric power steering.
The Off-Road Pro package
includes extra underbody

protection, a low-range
transfer case, centre diff lock
and specic off-road traction
control/ABS calibrations for
mild and rough terrain plus
snow driving. Maximum ground
clearance can be extended to
FROM $129,545
306mm and the fording depth

is 600mm. You would also need
a full-size spare (20-inch on
GL350) to go off-road as the
standard spare is a space saver.
In standard form, the GL
is high range only, with a
selectable off-road traction
mode plus hill descent and
hill start assist.
The GL350 weighs 2455
kilograms. All models will tow
up to 3500kg.
HOW DOES IT GO?

Mercedes 3.0-litre V6 turbodiesel
is a smooth, quiet engine which
returns excellent fuel numbers in
the real world.
Its slightly dulled here by
the GLs mass, but we are at
the Brobdignagian end of the
automotive spectrum and its
0-100km/h time of 7.9 seconds is
actually pretty quick in context.
Eco and Sport modes are
provided, but I found Eco was ne
most of the time. Mercedes has
thankfully given the GL a much
more responsive accelerator
pedal than previously, so you no
longer have to sink it to the oor
then wait for several seconds to
get a downshift.
The seven-speeds shifts are
always smooth and timely, in
Drive or do-it-yourself mode,
using buttons on the back of
the wheel.
AT THE PUMP
The GL350 averages

8.4L/100km in town and emits
199gkm of CO2.
The GL500 averages
and 14.8L/100km in town,

on 95 octane premium. CO2
The GL63 AMG averages
10.3L/100km, 15.8L/100km and
322gkm, on 98 octane premium.

AND STOP?
The GL demands respect and
appropriate caution, but treat
the Sport suspension setting
as the default and you get
disciplined control over body
movement plus the ability to
remain tidy and balanced even
when pushed quite hard.
The test GL350 was tted with
optional 21-inch alloys, shod with
295/40 Pirelli PZero road tyres,
so lack of grip was not a problem.
The steering is a bit languid,
but thats understandable in a
vehicle of this size and weight.
Its accurate and free of kickback.
The ride has a slightly sharp
edge, characteristic of air
suspension and exacerbated by lowprole tyres, but Comfort mode is
still a pretty accurate description.
In Sport mode, impacts are still
felt only softly, as though theyre
happening from a long way off
which they are.
Braking performance is ne.
You have to push quite hard to
get serious stopping power from
highway speeds.
The test car wasnt tted with
the off-road option, but I have used
it previously on an M Class where
it was capable and effective.
Mercedes has also tted a raft
of useful technology to the GL,
including 360-degree helicopter
view cameras, blind spot assist
and its state-of-the-art Distronic
Plus cruise control, a radar-
based system which will keep a

gap between you and the car in
front and, in an emergency, work
with the BAS Plus autonomous
braking system to actually bring
you to a stop if necessary.
without compromising front-seat

travel or removing head restraints.
WHATS STANDARD?
THE INSIDE STORY

The GLs high and mighty
driving position is adjustable to
suit any physique.
The GL350 drivers seat is
rm and at, so although youre
comfortable it offers relatively
little upper body support.
The middle row of seats
is generously padded and
comfortable, especially the two
outboard seats which provide
good support. Theres enough
legroom for anyone.
The GLs two individual poweroperated back stalls, accessed
via double-folding the 60/40-split
middle seat, offer decent comfort,
space and support for adults or
older teenagers. You wouldnt want
to go too far, but theyre luxurious
compared with the squeezy back
seats in most big SUVs.
Child-restraint anchor points
are tted to all ve rear seats,
rear air-conditioning and air
vents along each side of the roof
are also tted.
IN THE BOOT
The GLs slab-sided, boxy back
end might look as sexy as a
delivery van, but when it comes to
space efciency, it works.
Open the power tailgate and
you have 1.2 metres of oor
length and more than a metre of
width to ll. Even in ve-seater
mode, theres useful capacity.
Double fold the middle row
and the oor is two metres long,
The GL350s standard equipment

list includes stability control,
nine airbags, 20-inch alloy
wheels, leather-faced upholstery,
navigation, Bluetooth, voice
recognition, 360- degree camera,
sunroof, a power tailgate and
heated front seats.
Redbook future values (GL350):
3yr: 58%; 5yr: 47%.
THINGS WE LIKE
A genuine seven-seater
Diesel renement and fuel efciency
Secure handling for such a big beast
The power tailgate
Loaded with safety features
You can equip it to go off-road

Its like driving the Titanic in town
GL350 drivers seat is a bit of a plank
Needs a full-size spare
compare with ...

Audi Q7, Range Rover Vogue, Toyota
LandCruiser Sahara
Dont risk buying

a used car thats
been written off
MERCEDES-BENZ M CLASS
Mercedes ML250 2.2-litre turbodiesel proves that four cylinders can do the job just ne
in a large SUV. It now has serious competition, though, from BMWs new X5 2.0-litre
turbodiesel 25d. The Mercedes is efcient, comfortable, safe and spacious.
HOW MUCH?
The M Class opens with the
150kW, 2.1-litre, four-cylinder
turbodiesel/seven-speed
automatic ML250 Blue Tec,
tested here, priced at $82,900.
The 190kW, 3.0-litre, V6
turbodiesel ML350 Blue TEC
is $101,045.
The petrol range starts with
the trusty 225kW, 3.5-litre, V6
STARS
ML350 Blue Efciency, priced at

$99,045.
The 300kW, twin-turbo,
4.7-litre V8 ML500 is $120,045,
while the fearsome ML63 AMG,
now with a 386kW 5.5-litre twinturbo V8, is $179,045.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The M Class is made in the USA.

It uses a unitary construction
body.
This M Classs development
occurred during the DaimlerChrysler dalliance, so it
shares base architecture with
the Jeep Grand Cherokee and
is a slightly larger wagon than
its predecessor.
The ML250 BlueTecs 2.1-litre
four-cylinder turbodiesel
from 16001800rpm.
The ML350 BlueTec 3.0-litre V6
16002400rpm.
The ML350 Blue Efciency
3.5-litre V6 petrol produces

from 35005200rpm.
The ML63AMG 5.5-litre twinturbo V8 produces 386kW at
17505000rpm.
All models use a seven-speed
automatic transmission and

permanent all-wheel drive, in
high range only.
Automatic stop/start
contributes to fuel efciency, as
does electric power steering,
on-demand fuel and water
pumps, low rolling resistance
FROM $82,900

tyres and an aerodynamically

efcient (by the standards of
your average house) body.
An optional off-road pack
includes low-range gearing
and six programmed driving
modes for different terrain,
similar to Land Rovers
Terrain Response system.
Standard suspension (double
wishbone front/multilink
rear) uses steel springs with
non-adjustable variable rate
dampers. Air suspension with
adaptive dampers is available
as an option.
Nineteen-inch alloy wheels are
tted with 255/50 tyres.
The ML250 weighs 2150kg.
It will tow up to 3000kg
standard tests. BMWs X5

xDrive25d averages 6.0 litres per
100 kilometres. A 1.5-litre petrol
Toyota Yaris has a deeper thirst.
In the real world, expect 67
litres per 100 kilometres on the
highway (which gives you a range
of up to 1500 kilometres from the
93-litre tank) and 810 in town;
this is inuenced by whether you
prefer the automatic stop/start
system on or off.
With the standard 93-litre tank,
the ML250s realistic highway
range is up to 1500 kilometres.
AT THE PUMP
HOW DOES IT GO?

The ML250s 150kW and 500Nm
are enough to do a respectable
job in the 2.1-tonne M Class,
shifting it from rest to 100km/h in
a claimed 9.0 seconds.
Its 2.0-litre rival in BMWs
X5 xDrive 25d produces 160kW,
450Nm and takes 8.2 seconds.
The four feels indolent
on initial acquaintance, but
thats because you rst have
to learn the correct Mercedes
accelerator technique: push with
purpose then lift off, rest your
foot gently on the pedal and let
the torque do the work.
Its the most effortless set of four
cylinders in the business. You need
never see the high side of 3000rpm,
which is just as well because the
smooth-shifting seven-speed
automatic is determined to ensure
thats the case.
The ML250 averages 6.4 litres
per 100 kilometres in Australian
The ML250CDi averages

7.4L/100km in town and produces
CO2 emissions of 168gkm.
The ML350CDi averages
6.8L/100km, 8.3L/100km and
192gkm.
The ML350 averages
7.5L/100km, 11.4L/100km and
208gkm on 95 octane premium.
The ML500 averages
9.4L/100km, 17.3L/100km and
287gkm.
The ML63AMG averages
9.6L/100km, 15.7L/100km and
276gkm.

AND STOP?
Mercedes hasnt ddled
much with the ride/handling
compromise. The M Class
is much more comfortable
and supple than a BMW X5,
especially on rough roads, but,
in base suspension spec, also
far less agile and rapid through
a set of corners.
That said, like any big
Mercedes, once you get used to
how the body moves and gain
condence, its surprisingly quick

and exceptionally secure on
rough country roads.
Electric power steering has
typical big Benz indirectness and
intuitive grace.
Unfortunately, the brakes are
also familiar, with a spongy,
unresponsive pedal that makes
you wait far too long for serious
stopping power to arrive.
THE INSIDE STORY

The M Class remains a ve-seater
with ample room for everybody and
adjustable backrest angles for the
back seat, though tall adults sit a
bit knees-up here.
The dash layout is still of the
more buttons the better school,
a high central display screen
includes a reversing camera and
internet connectivity is possible
via your wireless device.
The rm, supportive drivers
seat is wrapped in fake cow.
Its reasonably comfortable,
though the cushion is too short
for long legs.
Active Parking Assist, now
standard, will back the ML,
hands-free, into a parallel
reverse parking spot for you.
Most of the time
Fit and nish are A-grade
and the standard equipment list
now runs to all the obligatory
InterwebBluenettoothypod
connections, a reversing camera,
navigation, nine airbags and,
sadly, a temporary spare.
Best-in-the-business safety
comes standard, of course, with
features such as adaptive brake
lights, which ash with a brighter
intensity if you hit the brake pedal
hard, and the Pre-Safe automatic
seatbelt pre-tensioning system.
But if you want more, Mercedes

offers an array of high-tech
driver-assistance options from
the E and S Class.
Active blind-spot assist is
worth ticking. Its a great help on
busy arterial roads and freeways.
IN THE BOOT
A large boot has a temporary spare
under the oor and the oor can
easily be extended at to create a
moving furniture-size space with
the 60/40 split rear seat.
WHATS STANDARD?
The ML250 has stability control,

nine airbags, 19-inch alloy
wheels, fake leather upholstery,
automatic dual-zone air,
Bluetooth with audio streaming,
internet connectivity via your
device, automatic hands-free
parking, tyre pressure warning,
reversing camera and navigation.
53%; 5yr: 41%.
THINGS WE LIKE
Torquey, frugal four-cylinder
turbodiesel
Smooth, comfortable ride
Safe and secure on rough roads
Good value for money
Spacious and well equipped

Spongy, unresponsive brakes
Temporary spare
Wouldnt you rather have cloth than
fake cow upholstery?
Carries suspect reliability baggage
compare with ...

BMW X5, Lexus RX, VW Touareg
MINI COUNTRYMAN FROM $34,100
inis Countryman wagon

is fun to drive and easy to
live with, but youre paying top
dollar for the feelgood factor of
that retro badge.
The range opens with the 90kW
Cooper 1.6-litre turbopetrol/sixspeed manual/front-wheel drive
at $34,100. The 135kW Cooper S
1.6-litre twin-scroll turbopetrol
manual is $42,300.
The Cooper S ALL4 (all-wheeldrive) manual is $45,200. The
160kW John Cooper Works is
$56,800. A six-speed automatic
adds $2350. Turbodiesels
include an 82kW 1.6-litre/sixspeed manual D, priced from
$37,100, and a 105kW 2.0-litre/
six-speed manual SD, available
only as an ALL4 from $49,600.
The three-door Countryman
derivative, the front-wheel-drive
1.6-litre Cooper Paceman, is
$35,900. The S is $44,100 and
the JCW is $58,600.
The 1.6-litre twin-scroll
STARS
Safety
Green Vehicle Guide
Performance
Handling
turbopetrol engine delivers

strong performance, spread
across the midrange from
about 2500-5000rpm.
Responsiveness is considerably
enhanced in Sport mode,
however past 5000rpm, the
1.6s responsiveness, which
makes the three-door Cooper
S such an eminently thrashable
device, has gone missing in
action due to the Countrymans
considerable extra weight.
The 2.0-litre turbodiesel SD is
arguably the pick of the engines,
with 305Nm of torque from just
1750rpm. The manual is tted
with automatic stop/start and
averages a frugal 4.9L/100km.
Despite its extra height, bulk
and front-end suspension travel,
and even with all-wheel drive,
the Countryman still has that
signature Mini intimacy and agility.
There wont be many other
SUVs that will keep it in sight
on a winding piece of bitumen,
however theres some body roll,
especially in the diesels, and it

does feel a lot more top-heavy
than the little Mini hatch.
You also get talkative, precise
steering, suspension tuning
thats very BMW in its dynamic
characteristics, powerful brakes
and, as a bonus, a level of ride
compliance, even on run ats,
that wont have your passengers
thinking homicidal thoughts.
The dash is the same 60s retro
chic, ergonomic disaster zone
that other Mini drivers have to
tolerate, but in other respects
the Countrymans interior is
reasonably practical.
The drivers seat is well padded
but not particularly supportive.
The cushion is a bit too short.
Some people will want the seat
to be lower, but there is plenty of
rake and reach adjustment for the
wheel and enough travel.
Two individual, adjustable back
seats, each with a child restraint
anchor point on the back, are
standard; a three-position 40/20/40
split bench is a no-cost option.

Four average-sized adults t
ne and overall legroom in the
back seat is comparable with a
Volkswagen Golf or a Mazda 3.
The party trick is a track that
runs between the seats for the
length of the cabin, on which
you can t various moveable
storage compartments.
The Mini Connected option
allows for near-full integration
of an iPhone, including internet
access, into the cars audio and
infotainment systems.
If you sit in an Audi Q3, VW
Tiguan or a BMW X1 after the
Countryman, youll wonder where
the value is in the Mini.
Unless you fall head over heels
for the unique retro design, the
deal doesnt add up. Theres
still an excess of hard, cheap
plastics and Mini continues to
disappoint its owners according to
independent surveys of new-car
quality and reliability, where the
brand usually languishes close to
the bottom of the table.
THINGS WE LIKE
A Mini thats also practical as a
day-to-day vehicle
Great handling and steering
Punchy, economical 2.0-litre SD
Looks as cool as cool can be
Clever back seat/load area design

You can buy a BMW X1 for the
same price as a Countryman ALL4.
Thats crazy
Quality and reliability are still issues
with Mini
1.6 turbopetrol gets buzzy and coarse
at the top end
The dash was designed by
someone who set out to make it as
incomprehensible as possible
SPEX (ALL4 S manual)

Made in England
1.6-litre turbopetrol/six-speed
manual or automatic/all-wheel drive
6.2L/100km highway; 9.2L/100 city,
95 octane premium. CO2 emissions
are 171gkm
kilometres
control, automatic air, 17-inch alloys,
Bluetooth, rear-parking sensors, rainsensing wipers, USB port, leatherwrapped steering wheel and gear lever
5yr: 40%
Value for money

Overall
compare with...
BMW X1, Subaru XV, VW Tiguan
MITSUBISHI ASX FROM $24,990
S
completely ineffective.
Rear-seat leg room is on par
with a similarly sized hatchback.
Its OK if those up front arent
tall, but squeezy if they are.
Apart from a pocket on the
back of the front passenger seat,
theres no other storage so its
not a great place to carry kids.
Two child-restraint anchors
are tted to the outboard
positions on the 60/40 split-fold
rear seat back. Two Isox mounts
are also provided.
Theres not a lot of boot
space, but the rear-seat backs
ip down for an extended oor
of nearly 1.6 metres, with no
compromise to front-seat travel
or head restraint removal.
he base ASX 110kW 2.0-litre

petrol/ve-speed manual
front-wheel drive is $24,990. With
a continuously variable automatic
(CVT) transmission, its $26,990.
In Aspire specication, its
$31,490. Aspire all-wheel drive
is $33,490.
The base 110kW 2.2-litre
turbodiesel all-wheel drive,
with a six-speed automatic, is
$31,990. Aspire is $36,490.
The ASX is also available as
the Peugeot 4008 and Citroen
Aircross (all built on the same
production line in Japan)
but without the 2.2-litre
turbodiesel engine.
The ASX is quite light and
the 2.2-litre turbodiesel engine
has a deep well of accessible
torque, so responsiveness
and acceleration will be pretty
brisk, while its ofcial fuel
consumption numbers are
excellent.
STARS
Safety
Green Vehicle Guide
Performance
Handling

petrol engine/CVT drivetrain in
the ASX, but in the Peugeot 4008
its as slow as a wet week.
Given that its more like a car
than an SUV in its stance, weight
and suspension layout, you would
expect the ASX to be a decent
handler, but its not quite as
secure or condent at speed on a
country road as it should be.
Its not as composed or as
comfortable as a Kia Sportage,
Subaru XV or VW Tiguan.
Brakes are only average
and there is some shake and
kickback through the steering on
a dirt road.
Permanently illuminated
instruments are easy to read,
day or night, thanks to their
bright white displays, theres
a similarly legible information
display between them, and the
wands have a chunky, highquality feel in operation.
Easy-to-use audio and threeknob air-conditioning controls

on the centre of the dash are
complemented by wheelmounted switches for audio/
Bluetooth (which also has voice
activation) and cruise control.
A useful-sized centre console
box has 12-volt and USB sockets.
You can drive your iPod from
the steering wheel and Aspire
models get a large colour
touchscreen with navigation.
Tall drivers can get
comfortable and theres plenty
of rake and reach adjustment for
the steering wheel.
Big side mirrors are handy, but
in the petrol engine lineup only
Aspire has a camera.
Thats unfortunate, because
the rear view out the back
window is restricted.
The rm drivers seat is rather
small and unsupportive for larger
people, and the side bolstering is
THINGS WE LIKE
The 2.2-litre turbodiesel models are
excellent value for money
Aspire is loaded with standard features
Mitsubishis market-leading warranty
Easy to drive and park in town

Interior is a style-free zone
Dynamics are only average
Seats arent particularly comfortable
or supportive
Space-saver spare
SPEX (2.2TD)
Made in Japan
2.2-litre four-cylinder turbodiesel/sixspeed automatic/all-wheel drive
0-100km/h: N/A
city; CO2 emissions are 153gkm. The
2.0-litre petrol CVT AWD averages
6.8L/100km, 10.5L/100km and 192gkm
Warranty: Five years/130,000km
Max towing weight: 1300kg (petrol);
1400kg (diesel)
control, cruise control, automatic
air, CD player with USB input,
Bluetooth, rear parking sensors and
16-inch alloy wheels
5yr: 39%

Value for money
Overall
compare with ...

Kia Sportage, Nissan Dualis,
Subaru XV, VW Tiguan
MITSUBISHI CHALLENGER
Mitsubishis Challenger has great appeal as a go (almost) anywhere 4x4 wagon

because nothing else of this size comes close to it on price. Its 2.5-litre turbodiesel
drivetrain, shared with the Triton ute, isnt state of the art, but it is proven and reliable.
HOW MUCH?
The Challenger ve-speed manual
is $42,490 and the ve-speed auto
is $44,990.
The LS automatic is $49,990.
NUTS AND BOLTS

The Challenger is made in

Thailand.
It shares the Triton onetonners separate body on
chassis construction, but has
a slightly shorter wheelbase
STARS
Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
and coil springs instead of leaf

springs on the rear suspension.
turbodiesel engine, ve-speed
manual/ve-speed auto
transmission and Super Select
four-wheel-drive system are
also shared with the Triton.
at 2000rpm. The automatic
variants produce 350Nm of
torque at 2000rpm.
The Super Select 4WD system
allows two- or four-wheel
operation in high range, the
latter with an open or locked
viscous coupling centre
differential. These three driving
modes can be selected on
the move. Low range is also
provided, along with a locking
rear differential as standard.
double-wishbone front/live-axle
rear, with coil springs all round.
Brakes are discs.
Wheels are 17-inch alloys, with
265/65 Bridgestone Dueler HT
tyres and a full-size alloy spare.


Weight for 4x4 models is
20192061kg.
3000kg.
HOW DOES IT GO?

In the Triton, tested on page 94,
I drove the 2.5 with 400Nm of
torque and a ve-speed manual
gearbox. The Challenger test

vehicle was an LS with a vespeed automatic, hence a lower
350Nm of torque.
The loss of that 50Nm was
certainly noticeable. The 2.5 took
quite a while to get properly on
boost into the guts of its torque
delivery, and allied with tallish
ratios, it was a pretty slow process
getting properly mobile from rest.
FROM $42,490
tendency, and can also produce a
sharp, harsh response to impacts.
The brakes are OK and the
Duelers hang on well enough.
The engine is protected by a
bash plate, but the transfer case
is exposed. The side steps would
last ve minutes in the bush.
Off-road, though, the 4x4
Challenger is up there with the
big boys from Toyota, Jeep, Land
Rover and Nissan in its ability to
go where others fear to tread,
especially with Super Select, the
rear diff lock and high clearance.
The LS is a bargain in this context.
padded, has ample (and

adjustable) legroom, easy access
(although the oor is high) and
an adjustable backrest.
Its higher than the fronts and
the windowsills are low, so kids
will like it because they will be
able to see the outside world.
Child-restraint anchors are in
the roof, as is the centre-position
seat belt. Both will annoy.
Storage includes cup holders
in the fold-down armrest, small
bottle holders in the door and a
front passenger seat pocket.
IN THE BOOT
THE INSIDE STORY
The 0100km/h trip takes
12.3 seconds, which is slow by
current standards.
However, the engine has an
easy, relaxed gait and once youre
rolling, its mid-range performance
is adequate.
Under acceleration it is
slightly noisier than most
contemporary turbodiesels,
though, and there is also quite
pronounced vibration at times.
Again, when you have reached
your cruising speed, it becomes
much smoother and quieter.
Fuel efciency and emissions
in the Challenger auto arent
great by current standards.
This is old technology now
compared with what rivals
are offering.
The Australian standard test
numbers are adjacent, but over
700km or so on the open road
which included highway cruising
and some hilly terrain the
Challenger averaged around
10 litres per 100km, and up to
14 litres per 100km in places,
which is a pretty big thirst for a
turbodiesel, let alone a 2.5-litre
with modest outputs.
Mitsubishis Super Select
system gives you the best of
both worlds on- and off-road,
while the standard rear diff lock
makes the Challenger a genuine
extreme-terrain 4WD, albeit one
from the old school.
The auto is smooth and
unobtrusive most of the time;
its slow to kickdown, though, so
manual mode is useful on hills, in
low-range and when towing.
AT THE PUMP
The Challenger 4x4 manual


8.4L/100km, 12.2L/100km
and 259gkm.

AND STOP?
Mitsubishi has replaced the
Tritons rear leaf springs with
coils on the Challenger, which is
a more compliant, comfortable
set-up that also provides better
roadholding and is less prone
to get the back end jumping
around on corrugations.
Overall, the Challenger
handles like the old-world
body-on-chassis wagon that
it really is, which means its
top heavy and theres lots of
understeer early in the piece so
you dont push it. However, body
movement is well controlled.
Its reasonably stable and
secure at highway speeds, where
the steering is typically vague
and uncommunicative, but it has
a very strong self-centring effect
and in tighter corners there is
also some kickback.
The front springs are a bit too
rm, which exacerbates this
The driver faces a simple dash

in the LS thats similar in some
ways to the Triton, notably the
design of the instruments, which
are easy to read, day or night.
A Super Select mode display,
which tells you which wheels
are doing the driving, sits inside
the speedo.
Challengers infotainment
system includes a colour
touchscreen, USB input, full
iPod control, Bluetooth with
audio streaming and voice
activation. LS is also available
with optional navigation and a
larger touch screen.
The split-centre console box is
handy but there is nowhere to put
a large drink bottle.
The driver sits close to the
oor but high relative to the dash.
The seat has limited travel,
excessive backrest angle
adjustment increments and is
unsupportive.
Theres no reach adjustment
for the wheel, so tall drivers can
be cramped for legroom.
Its a better story in the
back seat, which is generously
The load area, accessed via a

roof-hinged tailgate, is huge, with
a long (1.2 metres), low oor.
When the 60/40 split back seat is
tumbled forward, though, the seats
have to be secured with a strap
and they take up a lot of space.
A couple of bag hooks and a
12-volt outlet are provided in the
cargo bay, but the LS misses out
on a load cover.
WHATS STANDARD?

Challenger includes six airbags,

stability control, 16-inch
alloys, full-size alloy spare,
touchscreen infotainment, voice
activation, Bluetooth with audio
streaming, USB, cruise control,
electrochromatic mirror,
reversing camera, rear-parking
sensors, automatic air with
rear- seat ducts, locking rear
diff, side steps and roof rails.
LS adds 17-inch alloys, automatic
transmission, rain sensing
wipers, automatic headlights,
leather seat facings, tinted glass
and a rear cargo blind.
Warranty: Five years/130,000km.
(LS auto): 3yr: 54%; 5yr: 44%.
THINGS WE LIKE
LS is good value for a mid-size
go-anywhere 4WD wagon
Super Select transmission works
on- or off-road
Reliability shouldnt be an issue
Huge load space
Long warranty

The 2.5s performance, economy and
renement aint state of the art
Old-world 4WD dynamics
Old-world engine noise and vibration
compare with ...

Isuzu MU-X, Land Rover Freelander
2 TD4, Suzuki Grand Vitara
MITSUBISHI OUTLANDER
Mitsubishis Outlander is available as a ve- or seven-seater wagon. Its spacious, well

built and a safe, practical kid carrier. The ve-seater is priced right, however the Holden
Captiva, Hyundai Santa Fe and Kia Sorento seven-seater wagons offer better value.
HOW MUCH?
The base front-wheel-drive
2.0-litre petrol/ve-speed manual
Outlander ES ve-seater is
$27,640; a continuously variable
automatic (CVT) transmission
version is $29,890.
The LS, with the CVT as
The all-wheel-drive 2.4-litre
petrol CVT ES ve-seater is
$32,890; the seven-seater AWD

CVT LS (tested here) is $36,490.
The 2.2-litre turbodiesel AWD
six-speed automatic sevenseater LS DiD is $39,490.
Aspire seven-seaters cost
$43,790 (2.4/CVT) and $46,790 (2.2
DiD/six-speed auto) respectively.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide

Performance
Handling

Value for money
Overall
The Outlander is made in Japan.

at 4200rpm.
1500-2750rpm.
The Outlander PHEV plug-in
petrol/electric hybrid has a
lithium-ion battery that gives
the car an electric-only range
of up to 55 kilometres. It uses
an electric drive motor at each
end of the vehicle. Its 2.0-litre
petrol engine can operate as a

generator, in series hybrid mode,
or as part of the drivetrain, in
parallel mode, giving a range of
up to 880 kilometres.
The 2.4-litre CVT Outlander has
three 4WD operating modes:
Eco, which is basically frontwheel drive; Auto, which splits
drive according to traction,
terrain and throttle position;
and Lock, which can be used on

low-grip surfaces and is a xed
50/50 front/rear split.
In addition, Eco drive mode (a
separate system) cuts engine
power and drives the front
wheels only, except when
traction is lost.
strut front/independent
multilink rear.
FROM $27,640

Brakes are discs.

LS has 16-inch alloy wheels
with 215/70 Dunlop Grandtrek
tyres. A full-size steel spare
is standard.
Outlander weighs 1380kg1610kg, which is light for
its size.
Petrol models can tow up to
1600kg; diesels up to 2000kg.
HOW DOES IT GO?

The CVT transmission tries
as hard as it can to atter the
2.4-litre petrol engine, but its a
struggle at times.
As with any naturally aspirated
petrol engine, with no directinjection or turbocharging,
theres relatively little torque
on tap and it occurs too high in
the rev range to be of much use.
So in normal drive mode the
Outlander is sluggish off the line
and slow to reach your chosen
speed unless you use a lot of
revs. In Eco mode it would be
misleading to describe its initial
forward progress as acceleration.
You have to push the pedal
halfway to the oor and wait
for the CVT to spin the engine
up to speed, which takes too
long. CVTs can be efcient and
responsive, but not this one.
You get a lot of noise and too
little action compared with a
conventional automatic.
There are six pretend ratios,
and wheel paddles if you want to
change gears yourself, but that
rather defeats the purpose of
choosing a CVT in the rst place.
Fully loaded with kids and
gear, you will wish you had
bought the diesel, which I
havent driven. At the relatively
modest $2000 premium in LS
specication, though, Id suggest
its money well spent.
AT THE PUMP
The 2.4/CVT/AWD averages

and 9.7L/100km in town,
on regular unleaded. CO
The 2.2DiD/automatic averages
5.1L/100km, 7.1L/100km and
153gkm.

AND STOP?
The Outlander is resolutely
anti-sport, but its dynamics are
predictable, secure and safe.
Its light, so although its also

pretty big by class standards,
the Mitsubishi doesnt feel
cumbersome.
Theres some understeer,
moderate roll, and considering
the 70 aspect ratio tyres, body
movement is quite well controlled.
Rough roads dont upset the
Outlander, although you do
get some shake through the
steering at times.
The steering itself is
overassisted and imprecise,
particularly in the straight-ahead
position at open-road speeds.
When turning into corners, its
relatively indirect, which suits the
overall dynamic package.
Big, baggy Grandtreks and soft
suspension still let some bump
and thump into the cabin, so the
ride, though acceptable, is less
smooth and quiet than it should
be. The tyres generate excessive
resonance on coarse bitumen too.
The brakes are serviceable.
Nothing more.
On Aspire models, an optional
($5500) Premium pack includes
adaptive cruise control and
an audible warning/two-stage
automatic braking system to
minimise the chance of a rearend collision with the car in front.
THE INSIDE STORY

The simple, uncluttered dash
features bright, illuminated
instruments with a trip computer
display between, plus a
touchscreen infotainment system
which incorporates a rear camera
with parking reference lines,
USB inout, full iPod control, voice
activation and Bluetooth with
audio streaming.
LS specication includes a
larger screen, navigation and an
SD card slot.
Storage includes a large
centre console box.
A big, unsupportive drivers
seat has plenty of travel, so with
a reach/rake-adjustable steering
wheel as well, the driving position
can be tailored to suit anyone.
The deep dash cowl and long
bonnet make the Outlander seem
pretty big from the drivers seat.
Row two is spacious and
comfortable, especially when you
use all of its 250mm travel and
push it to the rearmost position.
Its rm and at, which suits
restraints (Isox and conventional
anchors are tted), and quite
high, so kids can easily see out.
The middle seatbelt, though,

is roof-mounted, so its a pain in
the neck to use. The Outlander is
also fairly narrow, so tting three
restraints across row two could
be rather difcult.
Row three is two individual
seats that fold easily out of the
oor. Access via row two is
tight, because that seat doesnt
tumble fold, but the back seats
themselves are ne for younger
kids, and if you adjust row
two on its tracks you can give
everyone reasonable legroom.

wheels, Bluetooth, reverseparking sensors, cappedprice servicing for four

years/60,000km and an alarm.
LS adds the CVT transmission,
navigation, rain-sensing wipers
and auto headlights.
Aspire adds leather, heated
front seats, HID lights with
washers, power tailgate,
forward collision mitigation and
adaptive cruise control!
Warranty: Five years/130,000km .
Redbook future value (2.4
Aspire): 3yr: 53%; 5yr: 42%
IN THE BOOT
Unfortunately, Mitsubishi has
replaced the previous models
horizontally split tailgate for
a roof-hinged one, so its less
versatile and, if youre over 180cm,
youll also whack your head on it
occasionally and utter bad words.
Theres only a small space in
seven-seater mode, but thats
normal and you do at least get a
shallow bin underneath.
In ve-seat mode, you have
reasonable carrying capacity; you
can also fold the 60/40-split rowtwo seat backs down to make an
extended at oor of 1.75 metres.
WHATS STANDARD?
ES includes stability control,

seven airbags, 18-inch alloy
THINGS WE LIKE
Space-efcient seven-seater
Safe and solid
Long warranty and strong resale values
An excellent kid carrier
Acceptable handling and roadholding

Sluggish performance, amplied by
inefcient CVT transmission
Ride can get a bit jostly on rough roads
Overassisted, vague steering
Seven-seater models are overpriced
compared with Holden Captiva,
Hyundai Santa Fe and Kia Sorento
compare with ...

Holden Captiva, Hyundai Santa Fe,
Kia Sorento, Subaru Forester
MITSUBISHI PAJERO
FROM $50,990
Mitsubishis ageing Pajero is equally adept at ve- or seven-seater suburban wagon

duties, towing and outback adventuring. Compared with the Toyota Prado, its a great
buy at regularly advertised drive-away prices, such $54,990 on the GLX-R auto.
HOW MUCH?
The NT Pajero 3.2-litre, fourcylinder, turbodiesel range opens
with the ve-seat GLX at $50,990.
The seven-seat GLX-R is $55,990
and the VRX is $60,990.
STARS
Safety
A ve-speed sequential
automatic adds $3000 to GLX
and GLX-R; its standard in the
VRX and the top-of-the-range
$73,990 Exceed.
Fixed-price servicing is
available on the Pajero.
NUTS AND BOLTS

G
Green Vehicle Guide

Performance
Handling

Value for money
Overall
The Pajeros body dates

from 2001, when Mitsubishi
introduced a monocoque
design with independent
suspension at both ends.
It was extensively revised on the
2006 NS model.
The 2008 NT upgrade focused
on the 3.2-litre turbodiesel,
which now produces 147kW of
The Pajeros 4WD system has
a centre differential and a
viscous centre coupling. High
G
G
range is available in 2WD and

4WD, with the latter able to be
used on dry bitumen. Normal
torque split is 33:67 front/rear,
but it can be varied up to 50:50.
4WD High can also be used
with the centre differential
locked; it is locked when 4WD
Low is selected. A rear diff
lock is standard across the
range, so in terms of off-road
ability, the Pajero is capable
of pretty serious adventuring
right out of the box.
front, independent multilink rear.
Steering is rack-and-pinion and
brakes are ventilated discs.
Ground clearance is 225mm
and maximum fording depth
is 700mm.
Weight for the ve-door diesel
wagons is 22632350kg.
Maximum towing weight

is 3000kg, however the
maximum towball download
when a load of 25003000kg
is attached is 180kg. Below
2500kg, maximum towball
download is 250kg.
HOW DOES IT GO?

I clocked the VRX at 10.5
seconds to 100km/h, which is
excellent for a diesel of this size
and weight.
But the dening characteristic
of the 3.2 is effortless pulling
power from idle and the ability
to chug around all day between
20003000rpm.
It will rev to 4000rpm but
theres little need to venture this
far on the tacho and the noise
becomes somewhat strained.
Shifts in the ve speed are
very smooth and the ratios well
matched to the diesel, but shifts

can be a bit slow in coming
sometimes so manual mode is
useful in hilly country. Its also
handy when towing.
The 3.2 isnt a rened engine.
Despite Mitsubishis efforts
at turning down the volume,
its still fairly noisy under
acceleration and when trundling
around town. It does vibrate a
bit too, but not annoyingly so.
AT THE PUMP
G
The 3.2 turbodiesel manual

town, with CO emissions of
223gkm. The auto averages
9.2L/100km and 11.3L/100km,
with CO emissions of 243gkm.

AND STOP?
The Pajeros major advantage
over its Toyota Prado rival is its
superior handling on the bitumen.
Its monocoque body and
independent suspension give it a
lower centre of gravity and help
make the Mitsubishi much more
agile and well balanced, more
secure on bumps and with much
less understeer in corners than
the Toyota, which has an oldstyle separate light-truck chassis

and a live rear axle.
However, the Pajeros
suspension is very rm and rough
roads can cause the body to ex,
shake and twist.
The ride, while acceptably
compliant, is less absorbent and
comfortable around town than in
the Toyota. Theres also a fair bit
of road noise and harshness in
the cabin.
Steering precision and feel are
excellent, as are the brakes.
Off the bitumen, the Pajeros
independent suspension also
gives it great stability and
roadholding on rough surfaces,
particularly at speed.
It doesnt have the extreme
axle articulation of a Patrol or
LandCruiser, but the Pajero is a
tough, proven design that can take
a lot of punishment in the bush.
THE INSIDE STORY

The centre section of the dash
features a wide, clear trip
computer/audio system display
screen at the top.
Our test car, a VRX, had the
optional navigation system
tted, with a rather small screen
positioned lower on the dash

than it should be and similarly
undersized buttons around it.
Still, its a touchscreen so its
reasonably easy to use.
You can plug an iPod into this
system as well and operate it via
the audio controls on the wheel.
Some drivers might want to
position the seat lower than its
adjustment range permits and
there is no reach adjustment for
the steering wheel.
The drivers seat in the VRX
is rm, at and wide, lightly
bolstered and comes with
effective height and protrusion
power lumbar adjustment.
The Pajeros middle row has
a at, well-padded bench seat,
which is split 60/40.
Adults sit knees-up but the
windowsills are low so kids wont
feel like they are sitting in a cave.
The centre-position childrestraint anchor point is 20cm
back from the seat itself, in the
oor, so it will interfere with
carrying a load and rear-seat
access if you t a restraint.
Anchor points are provided for
the two outboard positions.
Row three is a small, singlepiece two-person bench that
folds out of the load oor.
Its OK for young kids or very
short trips for teenagers.
IN THE BOOT
The boot is enormous in veseater mode and very easy to
load because the oor is so low.
The side-hinged tailgate is
cumbersome and annoying.
Toyota also persists with this
design on the Prado.
Both sides of the 60/40 splitfold middle row tumble forward
and can be locked into place if
you need extra oor length.
No compromise to front-seat
travel is involved and the head

restraints stay in place.
However, the extended oor is
quite short at only 1.38 metres.
WHATS STANDARD?
G
G
G
GLX includes six airbags, stability

control, ve seats, reversing
camera, Bluetooth with audio
streaming and voice activation,
USB port, leather-wrapped
steering wheel and gear lever
knobs, automatic air, cruise
control, an alarm, compass and
17-inch alloys with 265/65 tyres.
GLX-R adds two rear seats, plus
rear-seat air-conditioning.
VRX specication includes real
and fake leather upholstery and
trim, power-adjustable front
seats with heaters, touchscreen
navigation, rain-sensing wipers,
automatic headlights, reverseparking sensors and 18-inch
alloys with 265/60 tyres.
Exceed adds a timber and
leather steering wheel, HID
headlights, Rockford audio and
a roof-mounted DVD player with
wireless headphones.
Warranty: Five-years/130,000km.
Redbook future values (GLX-R
auto): 3yr: 55%; 5yr: 46%.
THINGS WE LIKE
Value for money
Safe, secure handling
Long warranty

Body ex on rough roads

Choppy low-speed ride
Adults sit knees-up in the middle seat
Side-hinged tailgate
compare with ...

Holden Colorado7, Jeep Grand
Cherokee, Toyota LandCruiser Prado
MITSUBISHI TRITON
FROM $33,990
Mitsubishi regularly advertises great driveaway deals on Triton double cab that offer
savings of up to $10,000 on start money for its rivals. How does $31,990 drive away on
the GLX sound? At prices like these, Triton is certainly Australias best value 4x4 ute.
HOW MUCH?
The Mitsubishi Triton 4x4
range opens with the 131kW
2.5-litre, four-cylinder,
turbodiesel/ve-speed manual
GLX cab chassis at $33,990. The
GLX two-door Club Cab is $38,990.
Double-cab variants include
the GLX, priced from $40,990
and the GLX-R, from $45,740.
A four-speed auto adds $2000
to GLX; a ve-speed auto adds
$2000 to the GLX-R.
Triton-recommended
retail prices are completely
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall
meaningless. Mitsubishi
regularly advertises the GLX
double cab, for example, with
extras such as 16-inch alloy
wheels, for $31,990 drive away
with $2000 cash back. That
makes the price $29,990 at

least $10,000 below most rivals.
NUTS AND BOLTS

The Triton is made in Thailand.

The 4x4 Tritons 2.5-litre

These outputs are when the 2.5
is matched with a ve-speed
manual. Peak torque is reduced

to 350Nm if you choose the

optional four-speed automatic
on GLX, or the ve-speed
automatic on the GLX-R.
ABS brakes are standard
across the range. Stability and
traction control are standard on
all 4x4 models. Side and curtain
airbags are also standard on
double-cab models.
The GLX drivetrain uses 2WD on
bitumen and 4WD high or low
range on unsealed surfaces.
The GLX-R drivetrain features
Mitsubishis Super Select
system, which allows two- or
four-wheel operation in high
range with an open viscous
coupling centre differential,
four-wheel operation in high
range with the centre diff
locked, which is useful in sand
or mud, and four-wheel-drive
low range, also with the centre
differential locked.
Theres no limited slip rear diff;
traction control now does this
job. A locking rear differential is
optional, only with the manual.
double-wishbone,
MacPherson strut front/live
axle, leaf-spring rear.
Brakes are discs front/
drums rear.
GLX-R has 17-inch alloy wheels
with 245/65 Bridgestone Dueler
H/T tyres.
The GLX-R weighs 1841kg.
At 1.54 metres in length, the
double-cabs tray is comparable
with rivals like the HiLux.
Maximum towing weight for
Triton double-cab utes is 3000kg.
HOW DOES IT GO?

pretty lazy engine by current
standards, but it goes nicely and
suits the Triton well.
It offers reasonable off-idle
pulling power, albeit with some
turbo lag despite its variable
vane unit, and will haul the
higher gears from just 1500rpm,
so you can make good use of
them around town and get
reasonable fuel economy.
I drove the same engine
hooked up to a ve-speed auto
in the Challenger wagon and
the lower torque output was
certainly noticeable, as was
higher fuel consumption.
The tall-geared four-speed
auto option on GLX is as languid
as they come, so it also suits the
engine well. You can lock out

fourth for climbing or towing.
The manual has a slow,
deliberate action, as does
the clutch.
The stubby 2WD/4WD lever
is easy to reach and theres no
pushbutton electronic selector
to play up and cause you grief.
You can shift from 2WD to 4WD
and back at up to 100km/h.
Fixed-price servicing is
available on the Triton range,
with prices dependent upon
drivetrain and model.
AT THE PUMP
The 2.5-litre GLX-R manual

in town, with CO2 emissions
of 245gkm.

AND STOP?
The big, baggy Bridgestone
Duelers and relatively soft
front suspension give the
GLX-R nautical handling
characteristics. Its OK at normal
speeds, but its not the sort of
truck you want to push.
If you do, theres deep, early
understeer and some front-end
bounce on bumps.
Overall roadholding is ne,
and the back end is less prone
to kicking and twitching than
some rivals.
That said, the rear leaf springs
are very stiff so the ride can be
a bit rugged on rough surfaces.
Theyre also annoyingly squeaky
The fact that the long tray hangs
mostly behind the line of the rear
axle might make things pretty
lively if youre carrying a heavy
load. In extreme off-road country,
it also hurts the departure angle.
The steering is par for the
course in this class: indirect,
rubbery and remote.
The brakes are pretty good,
though, for a disc front/drum
rear system.
THE INSIDE STORY

The double-cab Triton has a
spacious, comfortable interior.
The attractive dash is a more
contemporary, stylish design than
the usual industrial-grade layout
you get in a one-tonner, but the
screen for audio and trip computer
information isnt the most legible
in the world and its quite a reach
to the buttons, some of which are
there for decoration only.
You do get a barometer and an

altimeter in GLX-R, in case you
decide to tackle the Himalayas.
You sit low, and tall drivers
will use all the travel. Theres no
reach adjustment for the wheel.
Rear vision is restricted by the
three back-seat head restraints.
If you like ow-through
ventilation, you can open the
power-operated back window
on the GLX-R.
Storage isnt generous for a
work truck. Theres a small, splitcentre console box, a sunnies
holder, and door bins that wont
take a large drink bottle.
Bluetooth and a USB port are
Rear-seat space is adequate
for big blokes, the seat is
comfortable and you get a lap/
sash belt for the centre position.
IN THE BOOT
The long, deep tray has four load
securing lugs and, on the GLX-R,
a bogan bar. Hard and soft factory
tonneau covers are available.
wheel is under the tray.
WHATS STANDARD?
Triton GLX-R includes stability

control, six airbags, 17-inch
alloy wheels, rear power
window, nudge bar, side steps,
automatic air, cruise control,
USB port and Bluetooth.
Warranty: Five years /
130,000km. Capped-price
servicing is also available.
Redbook future values (GLX-R):
3yr: 53%; 5yr: 44%.
THINGS WE LIKE
Great drive-away deals are regularly
advertised
Class-leading warranty
Mitsubishi reliability and quality
Spacious, comfortable interior

Love it or leave it styling

Ponderous handling
Excessive engine vibration
Restricted rear vision
You get the low-torque engine if you
go for the automatic
compare with ...

Holden Colorado, Isuzu DMax, Nissan
Navara, Toyota HiLux
NISSAN JUKE FROM $21,990
Rear seat space is tight, even

by the fairly squeezy standards
of this class. You sit high, so kids
will like it; adults over 185cm
may nd the limits of headroom.
The boot is tiny, in part
because the angled rear rooine
kills available volume. A large
temporary spare is underneath,
and the oor can be extended to
a at 1.32 metres using the 60/40
split/fold rear-seat back.
Its difcult to make a convincing
case for the Juke. Most rivals offer
greater space, practicality and a
classier drive.
The Nissan has arrived late to
the game and it feels like it.
he Nissan Juke range starts

at $21,990 for the frontwheel-drive ST, with a naturally
aspirated 86kW 1.6-litre petrol
engine, matched with a vespeed manual. A continuously
variable automatic transmission
(CVT) adds $2400.
The Juke ST-S, at $28,390, has
the same engine and front-wheel
drive, but with a six-speed manual
as standard and no CVT option.
Top-of-the-range Juke Ti-S,
priced at $32,190 (as tested), has
switchable front or all-wheel
drive and runs the same 1.6-litre
four-cylinder turbopetrol engine
as the Pulsar SSS, with 140kW of
power and 240Nm of torque. The
CVT transmission is standard.
Automotive technology,
design and engineering move
forward at a pretty rapid rate
these days, and its clear from
the moment you hop into the
Juke that its slightly dated,
having been launched to most
markets in 2010 but not making
it here until late 2013.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Theres no reach adjustment for

the steering wheel, for example,
and the interior looks dated and
contrived now, especially the silly
three-driving-mode display, which
shows all manner of useless
information in either Normal, Eco
or Sport driving modes.
The little 1.6 has plenty of stick
once it has a few revs on board,
but from a standing start the turbo
boost arrives in a rush at about
3000rpm, so the CVT transmission,
though very smooth in operation,
takes a little while to harness
it and turn it into meaningful
forward progress. Eco mode kills
performance completely.
The 1.6 turbo is quite thirsty too,
returning around 9.0L/100km on
the highway, which is six-cylinder
petrol territory. It also requires
premium unleaded, as does the
naturally aspirated engine.
The Ti-S Juke has independent
rear suspension; other models
have a torsion beam axle. Its
rmly sprung, with sporty
pretensions, and for a short, tall
box it gets around corners fairly

tidily, assisted by decent 215/55
17 Continental tyres. Small SUVs
can often feel too tall and top
heavy in tight corners, but the
Juke disguises this well and
there is little body roll.
The steering is sharp but
lifeless, overassisted and prone to
excessive torque steer, or tugging
at the wheel under acceleration,
especially if you switch to frontwheel drive. The brakes are weak.
Ride comfort isnt as good as
rivals such as the Holden Trax
and Subaru XV. Its OK at highway
speeds; around town, though, you
feel every zit in the road and the
Juke can become tiresome.
The drivers seat in the Ti-S is
covered in fake and real leather.
The cushion is underpadded, but
the backrest is nicely contoured
and bolstered for proper support.
Vision is clear around the car.
The bubble light housings on the
front corners are useful references
when parking, theres a rear
camera and large side mirrors.
THINGS WE LIKE
Base model is cheap
Ti-S is well equipped
1.6 turbo goes hard
CVT is smooth
Tidy handling

Turbo and CVT lag from a standing start
Torque steer
Choppy ride
No reach adjustment for steering wheel
Tight back seat and boot space
SPEX
Made in the UK
1.6L four-cylinder turbopetrol/CVT/
front or all-wheel drive
0-100km/h N/A
city; 95 octane premium; CO
Max towing weight 1150kg
17in alloy wheels, Bluetooth audio
streaming, cruise with speed limiter;
Ti-S adds touch screen infotainment,
rear camera, variable wipers, auto
headlights, navigation, heated front
seats and part leather upholstery
5yr: 38%

Value for money

Overall
compare with...
Ford EcoSport, Holden Trax,
Mitsubishi ASX
NISSAN DUALIS FROM $25,990
S
allow for tumble forward rearseat access.
The 50:50-split back stalls in
the +2 are suitable for very short,
occasional use only, for kids
under teen age.
The ve-seaters small,
shallow load area is accessed via
a roof-hinged tailgate.
The seven-seater gives you
much more load capacity in
ve-seater mode, and you can
also fold the 40/20/40 middle
seat forward for more than 1.8
metres of oor.
Theres a temporary spare
under the seats.
The current Dualis is set to
be replaced this year. It also
gets a name change to Qashqai
(pictured), which is its original
European market name.
he Nissan Dualis range

starts with the 102kW
2.0-litre petrol front-wheeldrive ST, priced at $25,990
for the six-speed manual. The
2.0 Ti-L is $32,590. The 96kW
1.6-litre turbodiesel six-speed
manual TS is $30,290.
A continuously variable
automatic transmission (CVT)
adds $2500 to both petrol models.
Its standard in the 2.0-litre
petrol seven-seater Dualis+2,
which is also available in frontwheel-drive ST ($31,590), Ti-L
($37,190) and all-wheel-drive
Ti-L ($39,390) grades.
All-wheel-drive Ti-L veseater, also with CVT as
While the Dualiss 2.0-litre
engine is economical, its at
the tail of the eld in terms of
performance. However, it is
STARS
Safety
Green Vehicle Guide
Performance
Handling
smooth for a four-cylinder and

under 4000rpm it pulls a lot better
than its fairly feeble torque output
suggests it should, so around town
its a reasonably useful engine.
The CVT transmission gets the
Dualis off the line well enough,
and is calibrated to keep revs
at the absolute minimum for
acceptable progress, no doubt in
the interests of saving fuel.
Thats ne, but when you want
decent acceleration, you have to
sink the pedal to the oor and
wait. And wait...
The Dualiss body is tight and
solid. The suspension is more
rmly sprung than usual in this
class, so the Dualis takes corners
with minimal body roll and
doesnt feel too top-heavy.
Ride comfort is ne. Again,

its rmer than usual but
compliant at all speeds. The
brakes are only adequate.
The Dualis cabin is a pleasant,
attractive place in which to spend
time. The drivers seat is rm
and supportive, with effective
bolstering, and is good for an allday drive, even though there is no
adjustable lumbar support.
The Dualiss 60:40-split
back seats (in the ve-seater)
has enough legroom for most
adults, but you sit low, slightly
knees-up and beside high
windowsills, so small kids wont
be able to see out easily and
might feel a bit hemmed in.
The seat travel is adjustable
in the seven-seater model, to
THINGS WE LIKE
Sharp pricing, especially for a
seven-seater
The Ti is loaded with equipment
Comfortable drivers seat and ride

Engine lacks torque
Nervous on bumpy corners
SPEX (ST 2WD CVT)

Made in England
2.0-litre, four-cylinder/CVT/front- or
all-wheel drive
torque at 4400rpm
0100km/h in 11 seconds
Max towing weight: 1200kg (CVT)
7.1L/100km highway; 11L/100km city;
91 octane; CO2 emissions are 195gkm
16-inch alloys, cooled glovebox. Ti
adds a sunroof, 18-inch alloys, leather,
heated front seats and Bluetooth
5yr: 40%

Value for money

Overall
compare with...
Hyundai ix35, Kia Sportage, Mazda
CX5, Subaru XV
NISSAN X-TRAIL FROM $28,490
issans X-Trail is available

with 2.0- and 2.5-litre
petrol and 2.0-litre turbodiesel
engines, plus front- and allwheel drivetrains.
The base X-Trail ST 2.0-litre
petrol/six-speed manual/frontwheel drive costs $28,490; with
a CVT automatic transmission,
its $30,990. The all-wheel-drive
2.5 manual ST is $32,890, or
$35,390 with CVT.
available in all-wheel-drive TS
specication, priced at $36,490
for the 127kW/360Nm version
with a six-speed manual,
or $38,790 for a detuned
110kW/320Nm variant with a
six-speed automatic.
The more generously equipped
TL diesel is $43,590/$45,890; the
Ti 2.5 petrol/CVT is $45,090.
The 2.5 petrol isnt the
torquiest device in the world
(and the 2.0-litre has even less),
but the CVT automatic makes it
feel stronger and more tractable
than its numbers suggest.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money

Overall
You need to give the accelerator

a decent prod initially, which
spins the engine straight up to
30004000rpm and gives you
immediate, strong performance.
Once youre rolling, back off
a little and the CVT will ease
the revs back down to a more
economical 2000rpm or so.
Here, the X-Trail cruises very
smoothly and quietly.
The usual automatic vices
are absent on a CVT. Theres no
hunting, shift shock or dropping off
the engines peak operating zone.
I clocked the turbodiesel
manual X-Trail at 10.5 seconds to
100km/h. Thats quick for a diesel.
The 2.5 petrol/CVT took
10.6 seconds. The diesels
performance is deceptive. It feels
relatively mild when youre just
driving around town or cruising
on the highway, but when you
look at the tacho and see how few
revs youre doing, its evident this
engine certainly has the bottomend and lower-mid-range torque
expected of a modern turbodiesel.
The manual gearbox is smooth

enough but the action is quite
slow. The clutch, on the other
hand, is heavy, excessively grabby
and has a sharp, late take-up.
The X-Trail feels quite noseheavy, especially the diesel models
which weigh around 135kg more
than their petrol equivalents.
However, at highway speeds
and on rough, corrugated dirt
tracks, the suspension is well
controlled and provides secure,
condent roadholding.
The on-demand all-wheeldrive system keeps the X-Trail
nicely balanced and secure on
loose surfaces without slowing it
down with an overly low traction
control intervention threshold.
It can also be switched off
when required for example,
when driving on sand.
The X-Trails centre diff lock
function also gives it greater
capability on steep, low-traction
surfaces than its rivals.
The steering is well weighted
and acceptably precise.
Ride comfort is best in class

on all types of road surfaces. The
X-Trail is almost luxurious in this
regard and very quiet, too. The
brakes are ne, with better-thanaverage fade resistance.
The back seat has less legroom
than rivals like Hondas CRV, but
most adults can t comfortably.
The X-Trails cargo bay is best
in class for space and versatility.
Its a big space lined in tough,
durable plastic, into which you
can chuck your mountain bike or
the kids wet cossies and towels
and not have to worry about
staining the shag pile. Its easily
cleaned with a wet sponge.
Under the false oor is a
slide-out drawer with movable
partition pieces and an additional
storage compartment.
A full-size spare is standard.
The X-Trail is showing its age
now but as far as practicality,
space and value for money are
concerned, as family transport
its still a good thing. An all-new
model is due mid-year.
THINGS WE LIKE
Good performance from 2.5 petrol
and 2.0 turbodiesel
Brilliantly designed load area
Luxurious ride comfort

Heavy and ponderous in tight corners
The 2.5 petrol is pretty thirsty
Drivers seat could be more
supportive
No iPod or MP3 plug-in
SPEX (ST 2.5 petrol CVT)

Made in Japan
2.5-litre four-cylinder turbo/sixspeed manual/CVT/on-demand
all-wheel drive
torque at 4400rpm
city (the diesel automatics averages
are 6.3L/100km and 9.3L/100km); 91
octane; CO2 emissions are 214gkm
control, trip computer, cruise control,
16-inch steel wheels, six-stack CD
player, iPod connectivity, Bluetooth,
16-inch alloys and roof rails
ST-L adds 17-inch alloys. Ti and
TL add xenon headlights, 18-inch
alloys, surround cameras and
rain-sensing wipers
5yr: 38%
compare with...
Mazda CX5, Mitsubishi Outlander,
Toyota RAV4, Subaru Forester
NISSAN MURANO FROM $48,790
issans Murano ST is priced

at $48,790; the Ti, tested
here, is priced at $58,390.
Nissans 191kW 3.5-litre V6
drives the Murano to 100km/h in
7.7 seconds, which is pretty quick.
The unusual aspect of the
Muranos drivetrain is its
continuously variable automatic
(CVT) transmission. CVTs
deliver outstanding smoothness
because there are no xed ratios
to engage. Theres no hunting
between ratios either.
Put your foot down in the
Murano and it jumps off the line.
Theres then a slight pause as
revs drop for a moment then
move back up towards 4000rpm,
at which point the rate of
acceleration increases.
Once youre up to cruising
speed, the revs automatically fall
to the minimum required, which
here is 1500rpm at 100km/h on
a at road.
STARS
Drive the Murano gently and

it feels deceptively tight and
almost agile. Push it a little
harder and this impression is
quickly dispelled.
Although body roll isnt
excessive, the Murano pushes the
front end very hard in tight corners
and understeers prodigiously.
Roadholding is reasonable, but the
rmly sprung front end can kick
the Murano hard and the ride is
less compliant than it should be.
The drivers seat is broad
and generously padded so big
blokes can get comfortable.
Theres enough travel, plus
heating, power lumbar and reach
The back seat is spacious,
shaped for two and also very
comfortable.
Outboard child-restraint
anchors are on the back of the
seat; the centre-position anchor is
in the roof, as is the sash portion of
the centre seatbelt, which makes

it hard to get at and a pain in the
neck to secure, especially for kids.
Carrying capacity is small given
the overall size of the Murano.
The raked rear end severely
compromises overall volume,
while the oor is also quite short.
Its easily extended using either
of the 60/40 split-fold rear-seat
backs, simply by pulling a lever
inside the tailgate.
The Ti also has power-operated
rear seats and a power tailgate.
A full-size alloy spare is under
the oor.
THINGS WE LIKE
Powerful, rened 3.5V6/CVT
The Ti is loaded with equipment
Excellent Made in Japan quality

Barge-like dynamics
Doesnt like rough roads much
SPEX (ST 2WD CVT)

Made in Japan
3.5-litre V6 petrol/CVT/all-wheel drive
torque at 4400rpm
Standard: Ti includes six airbags,
stability control, 18-inch alloys, leather
upholstery, power tailgate, Bose audio,
camera, alarm, rain-sensing wipers
and Bluetooth
5yr: 34%
compare with...
Ford Territory, Hyundai Santa Fe, Kia
Sorento, Mazda CX9
Safety
Green Vehicle Guide
Performance
Handling
All the tools

to help you
QGFRPSDUH
DQGGHFLGH

Value for money

Overall
NISSAN NAVARA D40
Nissans Navara D40 on paper looks like a good thing, however it has a couple of major
issues to be aware of. It has given too many of its owners grief with an assortment of
problems, while its crash protection performance is questionable by todays standards.
HOW MUCH?
The Nissan Navara D40 4x4 dualcab ute range starts at $41,490
for the 2.5-litre turbodiesel/sixspeed manual RX. The ve-speed
auto version is $43,890.
The 2.5-litre turbodiesel manual
ST is $47,290; the automatic,
tested here, is $49,450.
four-cylinder turbodiesel ST-X,
STARS
with a seven-speed automatic

transmission, costs $57,890.
The top-of-the-range ST-X550,
with the same mechanicals but
extra fruit such as leather, Bose
audio and navigation, is $64,090.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The Navara is made in

Thailand and Spain.
It uses a two-piece body-onchassis construction.
turbodiesel produces the
highest power and torque
outputs in the one-tonner class,
by the length of a very long
straight. Peak power is 170kW
at 3750rpm, while peak torque
is 550Nm at 1750rpm.
direct-injection turbodiesel
The manual and automatic
transmissions send drive to
the rear or all wheels, in high
and low range, with electronic
selection. 4WD high locks the
centre differential to split drive

equally between axles, and can
be used on dry bitumen.
Six airbags and stability
control are standard on ST
grade and above. Active
front-seat head restraints are
another safety feature.
The front suspension is
independent double-wishbone
with coil springs; rear is live axle
with leaf springs.
Brakes are discs front /
drums rear.
Seventeen-inch alloy wheels are
shod with 255/65-17 Continental
tyres on the test vehicle.

FROM $41,590


The Navara weighs 1985
1995kg, and has an 810820kg
payload capacity.
All Navara D40 utes will tow up to
3000kg. The Ranger 3.2 will tow
up to 3350kg. Holdens Colorado
is rated to tow up to 3500kg.
Note, though, that some
owners have experienced
relatively early dual mass
ywheel and clutch failure in
the Navara, so if youre going
to tow, the best option, not
only with Navara but with any
4WD or SUV, is an automatic.
HOW DOES IT GO?

The 2.5 turbodiesel automatic
delivers acceleration thats a bit
quicker than the Amaroks 2.0,
other 2.5s, and even most 3.0litre engines.
Apart from the 550Nm
3.0-litre V6 ST-Xs, that is. See
the Pathnder test overleaf for
comments on that engine.
A low rst has the ST leaping
off the line, and theres no
laziness or lag in the delivery.
The automatic sees it pulling
2000rpm and 100km/h in fth,
and it will hold that gear easily
on pretty steep climbs if you use
Manual mode.
Left to its own devices, shifts
are smooth and timely, though it
sometimes goes for a low gear a
bit earlier than it needs to.
The Navara has had more
than its fair share of reliability
issues and its a regular
candidate for complaints from
owners. Quality, durability and
reliability are not in the same
league as Toyotas HiLux or
Isuzus D-Max.
The timing chain seems to
be a particular source of grief,
as does the dual mass ywheel
and clutch, which are common
causes of complaint on several
one-tonner utes. The bottom
of the Nissans radiator also
protrudes below the chassis,
so its vulnerable to serious
damage on bush tracks. Use
Google to investigate Navara
owner complaints before you
buy. They will be easy to nd.
AT THE PUMP
The Navara 2.5 turbodiesel

in town, and produces CO2
The Navara 3.0 turbodiesel
seven-speed automatic
of 246gkm.

AND STOP?
The Nissan is rmly sprung and
heavily damped to suit the loadcarrying brief, so small impacts
are not absorbed properly
and are instead sent straight
through to the body, hence the
shaking and wobbling, especially
at low speeds around town.
At highway speeds, though,
the suspension works properly,
efciently soaking up big
hits and providing excellent
roadholding, albeit still with the
occasional rear-end twitch on
corrugations, characteristic of a
live rear axle.
The front suspension works
exceptionally well by class
standards, the steering is more
precise and tactile than usual
for the class, and theres no
steering shake.
Body movement is also well
controlled and theres much less
roll and bounce than some rivals.
It also feels smaller and more
manageable than the Ranger.
The Continental tyres offer
plenty of grip on the bitumen.
Off-road, the long wheelbase
compromises ramp over, as it
does with all dual-cab utes, while
theres not much in the way of
underbody protection for the
sump or the transfer case either.
The ride can be rm and
lumpy but its never a harsh
one, and compliance improves
at highway speeds.
The brakes deliver decent
power and progression.
THE INSIDE STORY

The Navaras cabin is a simple,
formal design, rendered in
dark grey with clean whiteon-grey instrument graphics,
red information displays, just
the right amount of chrome
highlighting, and a pleasant
contrast to the sweeping curves,
hard plastics and toy-like dash
layouts of some in the class.
Tall drivers will use all of the
seat travel, and will also want
some reach adjustment for the
steering wheel.
Vision is OK; the big side
mirrors help here.
The rmly padded drivers
seat is shaped for big blokes
but the cushion is too short for
proper thigh support.
It has front and rear
angle adjustments; lumbar
adjustment is also provided.
Headlight beam adjustment,
folding power mirrors, a 60/40
split-fold rear seat and dual-zone
air are features not usually found
in one-tonner utes.
Rear-seat access, comfort and
legroom are ne, but you sit low
with your knees around your ears.
The tment of six airbags to ST
and ST-X variants allowed Nissan
to put a four-star ANCAP rating
on the Navara.
Previously, it rated only three
stars in crash tests and its fair

to say that its crash protection
performance is not up to scratch.
IN THE BOOT
The tub is an almost square
1.49 x 1.50 metres, and the
wheel arches are not overly
intrusive. Nissans clever Utilitrack system has notched metal
guides set into the sides, oor
and front of the tub, with four
heavy-duty movable, locking lugs
so you can tie down any sort of
load easily and securely.
WHATS STANDARD?
The ST includes six airbags,

stability control, active frontseat head restraints, dual-zone
air, Bluetooth, six-stack CD
with auxiliary jack, leatherwrapped steering wheel and
gear lever, and 17-inch alloy
wheels. The 3.0-litre ST-X
adds a tub liner, satin black
sportsbar and a hard tonneau
cover with remote locking.
100,000km.
Redbook future values (2.5 ST
manual): 3yr: 56%; 5yr: 47%.
THINGS WE LIKE
Strong performance
ST is well priced
Better-than-average handling,
steering and braking
Load-securing system in the tub

Ride can be lumpy and bumpy at
low speeds
Drivers seat needs more travel, a
longer cushion and wheel-reach
adjustment
You squat rather than sit on the
rear seat
Reliability issues, particularly with the
clutch/dual mass ywheel in manuals
compare with ...

Ford Ranger, Holden Colorado, Isuzu
D-Max, Mazda BT50, Toyota HiLux
NISSAN PATHFINDER
Nissans 2014 Pathnder abandons its predecessors 4x4 brief and instead is pitched at
the suburban SUV buyer seeking a comfortable, safe, seven-seater family wagon. That it
is, but Kias Sorento and the Ford Territory are better cars and better value.
HOW MUCH?
The base Pathnder ST frontwheel drive is $39,990, the ST-L
is $50,290 and the Ti is $60,790.
Top-of-the-range Ti all-wheel
drive, as tested, is a hefty $64,890.
All models are available with
front-wheel drive or part-time
all-wheel drivetrains, the latter
adding $4100-$4300.
Against rivals such as Sorento,

Santa Fe and Territory, the Nissan
struggles to make a case, not
least because, like the Kluger, it
offers no turbodiesel option and is
a similarly mediocre drive. Despite
the fact that its loaded with gear,
the Pathnder Ti is overpriced by
at least $10,000.
NUTS AND BOLTS
STARS

Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The Pathnder is built in the USA.

Its a big wagon, longer in the
wheelbase than its main rivals,
Toyotas Kluger and Mazdas
CX9, and also larger than the
Ford Territory, Hyundai Santa
Fe and Kia Sorento.
The body uses unitary
construction.
The 3.5-litre V6, also used in
the Murano, produces 190kW of
The continuously variable
automatic (CVT) transmission
sends drive to the front
wheels. On all-wheel-drive
models, you can select Auto,

which will also send drive to
the rears if the front wheels
begin to slip.
However, theres no real
advantage in choosing an allwheel-drive model; it operates
as a front-wheel drive 99
per cent of the time anyway,
though the front/rear torque

split can also be locked 50:50 if

traction becomes iffy at speeds
below 40km/h.
Suspension is Macpherson strut
front/multilink rear.
Hill Start Assist is standard.
Steering is electrically assisted
and speed-sensitive.
ST and ST-L have 18-inch alloy
wheels with 235/65 tyres; Ti
FROM $39,990
tastes, so ride comfort and
renement are outstanding, but
you get no feedback at all from
the overassisted, imprecise
steering and in tight corners the
Pathnder is a barge. Its cause
isnt helped by lots of sidewall ex
from the Bridgestone Duelers.
That said, with a light load
on board theres reasonable
control over body movement, the
Duelers are more adhesive than
they used to be and on rough
country roads the Nissan feels
securely planted and safe. Its
also as quiet as a luxury wagon.
THE INSIDE STORY

has 20-inch alloys with 235/55

Bridgestone Duelers.
A space-saver spare and repair
kit are provided.
The Pathnder will tow up to
2700kg, however GVM needs to
be reduced by 120kg with 100kg
on the towball and by up to
300kg with 200kg on the towball.
HOW DOES IT GO?

The 3.5-litre V6/CVT drivetrain does
the job, but its hardly the most
efcient choice for a big wagon.
The CVT wastes revs from a
standing start and takes a few
seconds to engage properly when
you put your foot down; under
power, the V6, though reasonably
smooth, is also a breathy, dull
engine with this much weight to
drag around, and as the revs climb
it begins to show and feel its age.
It can be savagely thirsty,
too, using well over 15L/100km
at times. Even gentle highway
cruising will return 10L/100km.
Theres no manual shift

feature on the CVT, but in this
application it needs it. A Tow
Mode is provided, which will hold
relatively high revs to facilitate
easier towing, however if you
want to tow anything beyond the
occasional trailer load of junk to
the tip, this is the wrong wagon
with which to do it.
The cruise control does not hold
your set speed properly and is
slow to react to changing terrain.
It lets the revs die on hills, then
struggles to regain momentum.
AT THE PUMP
The Pathnder Ti all-wheel

drive averages 8.1L/100km on
the highway and 13.5L/100km
in town, on 91 octane unleaded.
The ST front-wheel drive
13.1L/100km and 233gkm.

AND STOP?
A BMW X5 this aint. The
suspension is tuned for American
Interior space, comfort and

versatility are the Nissans
strengths. The driver in Ti sits
in a leather-faced, heated and
cooled seat thats long in the
cushion, very comfortable and
supportive, though a few tall
drivers will want more seat
travel. The dash is uncluttered
and efcient, with illuminated
instruments and a touchscreen
that has exceptionally clear
graphics and large icons that
are easy to hit with your nger.
Theres ample storage, including
a huge glovebox and split-level
centre console box, plus three
12-volt outlets in the front.
All models have three-zone
air-conditioning with vents
for all rows.
The 60/40-split middle row is
comfortable, however the seat
is quite narrow so two will t
more comfortably than three
and adults sit knees up, with
adequate but not particularly
generous legroom even when
the seat is pushed right back to
the limit of its adjustment. The
backrest angle is adjustable and
theres plenty of storage here too.
In Ti, you can plug your DVD
player into the three-plug RCA
socket; Nissan provides the
remote, two headphones and
a screen on each front-seat
backrest. You can also install
a DVD player in the centre
console box.
Both sides of the 60/40-split
row-two seat fold and slide
in one easy action to provide
unobstructed access to the two
individual row-three seats, which
fold up out of the oor.
Theyre ne for kids; adults
will have to squat, but by back
stalls standards these are
relatively spacious. Theres an
air vent beside each seat plus

a cup holder. The row-two seat
backs are very high, so smaller
kids will feel quite hemmed in
and wont be able to see out of
the windows.
IN THE BOOT
Rows two and three fold
forward for a long, almost at
oor, which is low and easy to
load. Any way you arrange it,
Pathnders load capacity is
generous; other useful touches
include a rear 12-volt outlet,
four bag hooks and extra storage
under the oor, but the spare is
a space saver.
If youre taller than 180cm,
youll also whack your head on
the open tailgate.
WHATS STANDARD?
Pathnder ST includes seven

seven seats, 18-inch alloys,
tri-zone air-conditioning, tyre
pressure monitoring, automatic
headlights, rear parking sensors,
Bluetooth and roof rails.
ST-L includes power-adjustable
steering column, heated front
seats, leather seat facings and
trim, electrochromatic rear-view
mirrors, front and rear sunroofs.
Ti also includes plugs, rearseat screens, headphones and
a remote so you can t a DVD
player in the back to keep the
kids happy, a power tailgate,
surround cameras, 20-inch alloy
wheels, Bose audio, navigation
and 9gb of music storage.
100,000km.
58%; 5yr: 50%.
THINGS WE LIKE
Spacious, practical, versatile interior
Comfortable, quiet ride on any surface
Well built and nished
Ti is loaded with gear
Roomy row-three stalls with
easy access

ST-L and Ti are far too expensive
Dull, slow, thirsty petrol V6
CVT wastes revs and time before
engaging properly
Overassisted steering
Cruise control doesnt work properly
compare with ...

Jeep Grand Cherokee, Kia Sorento,
Mazda CX9, Toyota Kluger
NISSAN GU PATROL
FROM $53,890
The 3.0-litre oiler in the GU Patrol is slow, thirsty and tired, but the old Patrol is a tough
truck, capable of serious punishment, cheap enough and still a favourite in the bush. Its
a preferred tool for those doing the big lap with a caravan, or outback adventurers.
HOW MUCH?
The base-model 3.0-turbodiesel/
ve-speed manual DX wagon is
$53,890. The 3.0 ST is the most
popular model in the range. It
costs $57,390; the Ti is $70,890. A
four-speed auto adds $3000.
Cab-chassis 3.0-litre
turbodiesel, ve-speed manual
Patrols include the DX with leaf
springs at $53,300 and ST with
coils at $55,050.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide

Performance
Handling

Value for money
Overall
Nissans GU Patrol wagon is

built on a separate heavy-duty
steel-frame chassis.
The 3.0 common-rail
turbodiesel four-cylinder
produces 118 kW at 3200rpm
and 380Nm at 2000rpm
(354Nm with the auto).
Patrol runs part-time four-wheel
drive (which cannot be used
on bitumen), a high/low-range
transfer case and auto-locking
front hubs (manual on base DX).
Suspension is rigid axles with
coil springs at both ends.
Brakes are discs.
The wagon will tow up to 3200kg
with the manual, or 2500kg with
the four-speed automatic. The

cab-chassis Patrol with leaf
springs has a payload capacity
of 1277kg, and will also tow a
trailer up to 3200kg.
for the 3.0-litre turbodiesel.
HOW DOES IT GO?

The 3.0-litre turbodiesels power
and torque outputs are weak by
current standards, especially
when you compare with the
Navaras 2.5-litre turbodiesel
four cylinder, but it does the job.
The four-speed auto
complements the 3.0
turbodiesels languid power/
torque delivery and is the best
combination on- or off-road. We
took a 3.0 ST automatic across
the Simpson Desert a while back
and it didnt raise a sweat.
Be aware, though, that the 3.0
turbodiesel has had a chequered
reliability history, as has the

manual gearbox, although in the
last few years these problems
have been addressed. Some Patrol
owners have also had problems
with front-wheel shimmy and
excessive steering shake.
The all-new Patrol, with a
5.6-litre petrol V8, is now in the
showrooms. Its a full-on luxury
4WD, in the manner of Toyotas 200
Series LandCruiser, however at
this stage Nissan has still not got a
turbodiesel engine option for it.
So this Patrol will continue
through 2013, and probably for
as long as Nissan Australia can
keep sourcing supply.
AT THE PUMP
The 3.0-turbodiesel automatic

of 313 gkm.

AND STOP?
Handling on bitumen is more semi
than sporty. At least this much
weight sits solidly on the road.
Corners require some care
and a leisurely approach. Tyre
grip is mediocre, especially
when its wet. The steering is
typically remote in feel, but
well weighted.
The ride is comfortable. Big
hits cause the body to tremble,
but you get used to that.
Stopping distances by car
standards are long and in wet
conditions the ABS cuts in early
as the tyres quickly give up. At
least stability control is now
standard on the wagon.
Off-road, you dont have
the 200 Series LandCruisers
underslung spare to worry
about and the Nissans rigid

axle up front has more travel.
A rear differential lock, an
invaluable aid in any tricky
situation, is also standard.
THE INSIDE STORY

The comfortable drivers seat has
a height/tilt-adjustable cushion
and head restraint. Travel may be
limited for long-legged drivers.
The wheel is height-adjustable,
but reach is xed.
The middle seat is narrower
and less comfortable than the
Cruisers, with only a lap belt in
the centre.
The two rear seats are ne
for kids and adults on a short
drive, but again your knees
are up around your chin. The
Toyotas back stalls have heaps
more space.
IN THE BOOT
The 60/40 vertically split tailgate
has its pros and cons compared
with the Cruisers horizontally
split arrangement.
It allows you to reach further
into the load area to grab
whatever youre after, but it
cant be used as a shelf or a
table and can be a hassle with a
trailer or van attached.
Its a pity you cant easily remove
the two back seats if you want
to do a long trip, because they
severely restrict load capacity.
The 50/50-split middle-seat
backrest double-folds for a at
1.65-metre extended oor, without
compromising front-seat travel.
WHATS STANDARD?
Patrol ST specication includes

two front airbags, stability
control, seven seats, a locking

rear diff, 17-inch alloy wheels,
Bluetooth and USB connectivity.
The Patrol Ti also gets leather
upholstery, front-seat side
airbags, navigation, Bluetooth
with audio streaming, a rear
camera and a sunroof.
100,000km.
(ST auto): 3yr: 57%; 5yr: 48%.
THINGS WE LIKE
Heavy-duty suspension and rugged
construction are ideal for outback
touring and towing
Unstoppable in rough country, where
live axles and a rear diff lock are old
but very effective technology
Long-range tanks in 3.0-turbodiesel

Terrible fuel consumption and
emissions
Crash-test results arent great
Reliability problems with 3.0turbodiesel, gearbox and front end
No curtain airbags
Tenuous tyre grip, especially in the wet
compare with ...

Land Rover Defender, Mitsubishi
Pajero, Toyota 70 Series
What are your

wheels worth?
Find out online now
NISSAN Y62 PATROL
FROM $82,690
Nissans Y62 Patrol is a totally different beast to the GU. Its a genuine luxury 4x4 that
can hold its own with Range Rover and the Toyota 200 Series Cruiser. Theres no diesel
engine available, just a 5.6-litre petrol V8, so you also need to own an oil company.
HOW MUCH?
The Y62 Patrol range opens with
the ST-L, priced at $82,690. The
Ti is $92,390 and the top-of-therange Ti-L, tested, is $114,490.
NUTS AND BOLTS

The Y62 Patrol is made in Japan.

It uses a separate body on steel
frame chassis design, but its
much larger than the GU, with a
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
(Off road)
Value for money
Overall
225mm longer wheelbase (now

3075mm) and an overall length
of 5140mm. So its the biggest
4WD on the market.
Nissans 5.6-litre directinjection petrol V8 produces
Its matched with a seven-speed
automatic gearbox.
Nissans all-wheel-drive
system sends drive to the rear
wheels in normal conditions,
with up to 50 percent available
at the front on demand, via
an electronically controlled
multiplate clutch rather than a
It features electronically selected
high- and low-range gearing,
plus a limited slip/locking rear
differential, hill descent control
and hill start assist.
double wishbone at both ends.
On Ti and Ti-L, cross-linked
hydraulic chambers counter
body roll in a similar manner to
Toyotas KDSS system on the
200 Series LandCruiser.

Brakes are discs with fourpiston front calipers, ABS,
switchable traction control and
stability control.
assisted, road-speed sensitive
in Ti and Ti-L.
Eighteen-inch alloy wheels,
including the spare, are shod
with 265/70-18 tyres.


3500kg.
HOW DOES IT GO?

When youve got nearly three
tonnes to shift you dont want to
be at the mercy of an underdone
engine. Nissans V8 has no
problem at all doing the job in
the Patrol. It drives it to 100km/h

in just 6.6 seconds, so its up
there with rapid behemoths such
as the Range Rover Vogue and
Mercedes GL500 and quicker
than the 4.6-litre V8/six-speed
auto 200 SeriesCruiser.
Its a 90-degree engine, so its as
smooth as they come and almost
silent in day-to-day running, where
you need never see the high side
of 2000rpm. Lean on the pedal and
you hear only a distant rumble as it
revs out to 6000rpm.
The seven-speed automatic
also contributes to efcient,
strong performance at low revs,
and in high range is so smooth
you dont really register when
shifts take place. Momentum is
vital in a big, heavy wagon, so it
goes early for the lower gears
on hills and when you depress
the accelerator with intent, with
exceptionally crisp, fast shifts.
In low range, you can select
rock, snow or sand traction
modes, but the drivetrain isnt
quite as rened in operation.
The accelerator is suitably
desensitised, but the auto can
let the Patrol run a bit on steep
descents, especially between
gears in manual mode. Hill
descent control is effective on
extremely steep slopes.
The Patrol will pull its 3.5 tonnes
maximum towing weight easily,
however fuel consumption will be
horric. The ofcial gures are
below. On the highway, unladen, I
recorded 12-13 litres/100km and in
Sydney 19-20 litres/100km.
Fixed-price servicing is available,
but the specied intervals are short:
every six months.
AT THE PUMP
The 5.6-litre V8 averages
20.6L/100km in town. 98 octane
premium is recommended. CO2

AND STOP
As in the 200 Series, the Patrols
hydraulic anti-roll system is
effective and, for such a monster,
it goes around corners in a
remarkably at, tidy manner.
However, the absence of body
roll does mask the huge forces
at work. If you were to push the
Patrol beyond its limits, it would
turn nasty very quickly. In tight
corners you can feel the start of
savage understeer, though to be
fair it begins no earlier than most
similar wagons.
The Patrol is rock solid on a
rough road and doesnt get kicked
around at the back end like the
live-axle Cruiser. Its ride, though
never harsh, is a bit lumpy,
especially around town. The
overassisted steering is designed
for American tastes and theres a
trace of shake at speed on bumpy
roads. Its quick, too, but the
anti-roll hardware minimises any
adverse body reaction.
As usual the brakes are
underdone for a vehicle of
this size and weight, and on
light applications the pedal is
unresponsive.
Off-road in low range, as the
suspension is decoupled from the
anti-roll system and works through
its stroke, the ride is comfortable
and the Patrol crawls along in a
controlled, surefooted way. With
283mm of clearance (xed) youre
going to clear most obstacles and
if things get tricky theres a locking
rear diff as insurance.
THE INSIDE STORY

You feel like youre sitting in the
captains chair of a supertanker.
Berthing the Patrol in a parking
space, or navigating a tight,
twisting section of bush track,
presents similar challenges.
So the surround helicopter
view camera system on Ti-L,
though less clear and broad in its

eld of view than similar systems
from Land Rover and Mercedes,
is useful, as is the blind spot
information system.
You sit in a huge, wide, wellpadded chair that lacks lateral
support and has limited travel
for those with long legs.
Ti-L includes two memory
positions, seat heating and cooling,
power lumbar and leather facings.
Instruments are permanently
lit and clear. The overall dash
design is quaint and olde worlde,
with large slabs of fake tree and
a mish-mash of switches and
controls, many of which are a
long way from where you sit.
Bose audio on Ti-L delivers a
rich sound and the cruise control
can be used in radar adaptive or
conventional modes.
Storage includes a chilled
centre console box and a covered
compartment for your iPod.
Fit and nish is okay, but on
a rough road there were some
squeaks, buzzes and rattles from
the rear of the test cars cabin.
Theres vast legroom in row two,
a comfortable, at bench, split
60/40, with an adjustable backrest.
Ti-L gets a second DVD plugin for row two, with a screen on
the back of each front seat head
restraint, headphones and a
remote control.
Air-conditioning vents along
the roof, and a separate system
with controls accessible from row
two, ensure that all occupants
will be comfortable on a hot day.
ST-L and Ti have, in theory,
a three-person row-three seat
which folds up out of the oor. Ti-L
has a two-person seat, split 50:50.
Access, via the 60/40 tumble
forward row two, is okay, but
the back stalls are useless
except for small kids in
restraints because they are on
the oor, so most people will
squat rather than sit, with their
knees hard up against the rowtwo seat backs.
IN THE BOOT
The Ti-Ls power tailgate
opens to a load area which has
useful space when all seats are
occupied. In ve-seater mode,
you could park a small car in
there, but the oor is high and
angled up at the front.
Double fold row two and you
also get a deep well where the
seat used to be.
No bag hooks or load nets are

provided; you do get a 12-volt
outlet and a full-size spare, carried
externally under the oor.
WHATS STANDARD?
ST-L includes six airbags,

stability control, Bluetooth, DVD
player, 2GB music storage, dual
zone air, parking sensors at
both ends and a rear camera.
Ti adds leather, hydraulic
anti-roll control, sunroof, auto
wipers and headlights.
Ti-L adds hard drive
navigation, radar cruise, blind
spot information, rear-seat
entertainment, Bose audio,
surround cameras, alarm,
tyre pressure monitoring and
power tailgate.
100,000km.
57%; 5yr: 46%
THINGS WE LIKE
Effortless, smooth as silk V8
Robust, well-controlled suspension
Anti-roll system is effective
Surprisingly tidy handling on-road
Serious off-road ability
Long range tank

Big thirst, on pricey 98 octane premium
At the money, the ST-L and Ti arent
exactly loaded with gear. Ti-L is,
though.
Limited drivers seat travel
Frequent, expensive servicing
schedule
Useless row-three seats
High, angled load oor
Unresponsive brakes
compare with ...

Mercedes GL, Range Rover, Toyota
200 Series LandCruiser
PEUGEOT 4008 FROM $28,990
S
camera, integrated into the central
rear-view mirror, are handy.
Rear-seat legroom is on par
with a similarly sized hatchback.
Its OK if those up front arent
tall, but squeezy if they are. The
cushion is rm and theres an
upright backrest.
Theres not a lot of boot space
but the rear-seat backs ip down
for an extended oor of nearly
1.6 metres, with no compromise
to front-seat travel and the head
restraints still in place.
There are also two side bins,
a 12-volt socket, a bag hook,
solid load cover and a full-size
spare underneath.
eugeots 4008 range opens

with the 100kW 2.0-litre
petrol, front-wheel drive,
ve-speed manual Active at
$28,990. A continuously variable
automatic transmission (CVT)
adds $2500 to the price.
The all-wheel-drive Active
costs $30,990 or $33,490 with
CVT, as tested.
The more highly specied Allure
all-wheel-drive CVT is $38,490.
The 4008 and its Citroen C4
Aircross twin are actually made
in Japan. Both are a rebadged
Mitsubishi ASX and the Peugeots
2.0-litre petrol engine is also
used in the Mitsubishi Lancer.
It produces reasonable
power and torque numbers
for an engine of this type, but
its hardly cutting-edge in its
technology compared with
todays direct-injection and/or
turbocharged petrol engines,
and this shows in sluggish
performance plus a hefty thirst.
STARS
Safety
Green Vehicle Guide
Performance
Handling
The CVT transmission should

atter it, as it does in rivals such
as Subarus XV, but you have to
stick the right foot deep into it to
get decent acceleration, and even
then that doesnt really arrive until
the engine is revving quite hard.
The Australian standard test
fuel gures are listed below, but
you will be lucky to get close to
those. On two long highway runs
it averaged about 10 litres per
100 kilometres. A Peugeot diesel
will use half that amount.
Around town, the 4008
averaged 1213 litres per 100
kilometres. Again, thats poor by
current standards. A VW Tiguan,
Skoda Yeti or Subaru XV will use
a lot less.
Peugeot claims to have ddled
with the suspension, steering and
brakes to turn the humble (very
humble) ASX into more of a
drivers car, but this is basically
spin to back up the perception
of dynamic competence thats
associated with a European badge.

The 4008 doesnt feel a whole
lot different to the ASX from
where I sit.
Like the Mitsubishi its OK
for most day-to-day driving,
but at open road speeds, when
the surface is rough, it doesnt
have the suspension control to
inspire condence.
The car can at times feel quite
loose, though to be fair it didnt
actually misbehave on test.
Peugeot has sprinkled a bit of
fake chrome and alloy around,
plus some high-gloss pianoblack plastic on the centre
console, and has transformed the
ASXs funereal-grey cabin into a
much more stylish place.
Its still a Mitsubishi, so of
course everything works and is
easy to use.
Tall drivers might want a bit
more reach adjustment for the
steering wheel.
Big side mirrors and a rear
THINGS WE LIKE
Very well equipped
Safe and solid
Reliable and durable
Many practical touches
Comfortable ride

Its a B-grader in this class
2.0 petrol/CVT is sluggish and thirsty
Mediocre dynamics
SPEX
Made in Japan
2.0-litre four-cylinder petrol/CVT/
all-wheel drive
torque at 4200rpm
0-100km/h N/A
city; 91 octane; CO2 emissions are
192gkm
Active specication includes seven
airbags, stability control, rear camera,
16-inch alloys, Bluetooth, USB
connectivity, cloth/vinyl upholstery,
tinted rear glass, automatic air,
chilled glovebox, LED running lights
and a leather-wrapped steering wheel
5yr: 32%

Value for money

Overall
compare with...
Kia Sportage, Mitsubishi ASX, Nissan
Dualis, Subaru XV, VW Tiguan
PORSCHE CAYENNE FROM $100,200
he Cayenne range opens

with the 220kW 3.6 V6 petrol
at $100,200. The 176kW 3.0 V6
turbodiesel is $101,100.
The 294kW 4.8-litre V8
Cayenne S is $139,000, the GTS
is $150,400 and the 368kW Turbo
is $222,100.
The S hybrid, priced at
$150,400, uses a 245kW
supercharged 3.0 V6 petrol engine
(from Audi) plus a small electric
motor to average 8.2L/100km.
The 4.2-litre V8 twin-turbodiesel
S, with 281kW and 850Nm, is
priced at $142,300.
If you prefer heaps of
horsepower and lots of noise, the
Turbo S, with 405kW and 750Nm
of torque, is $259,600.
The second-generation
model, like its VW Touareg
twin, gets a bigger body with
more interior space, yet sheds
around 200 kilograms. An eightspeed automatic is standard,
while automatic stop/start,
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
Value for money
Overall
regenerative braking and other

technologies have also helped
improve fuel efciency.
The Cayenne still has more
off-road ability than most
luxury SUVs, though, with the
availability of height-adjustable
air suspension, sophisticated
traction control systems that can
be switched to three off-road
modes, plus locking centre and
rear differentials as a last resort.
Youll need to spend serious
money on a real spare if youre
going to hit the dirt (or venture
outside a capital city, for that
matter), because the standard
space saver is completely useless.
Porsches 4.8-litre V8 delivers
its best performance in the top
half of the rev range.
However, in the zone where
you spend most of your time,
say 15003000rpm, its not that
strong. Under acceleration, the

test car also had a surprising
amount of vibration.
produces more torque (550Nm)
than the V8 and uses around 30
per cent less fuel, yet still gets to
100km/h in just 7.9 seconds.
The eight speed is never less
than completely smooth and
theres a pair of large, elegant
paddles on the wheel if you want
to shift gears yourself.
Handling is about as taut and
tidy as two tonnes is ever going
to get.
Normal mode produces a
perfectly weighted ride/handling
compromise, while Sport mode
allows for tighter body control
when cornering and more
precise, responsive turn in.
Engine responsiveness,
transmission shift points and
steering can also be set to

Sport mode. Its when pushing
the Cayenne along in this
conguration that you really
feel the benets of its weight
reduction program.
Handling-wise, it would be a
very close-run thing between the
Cayenne and a BMW X5 or X6.
The Porsche is probably just that
little bit more agile and balanced.
Inside, a Panamera-style
centre console initially looks
like a bafe em with buttons
gimmick, but actually works.
The suspension/drivetrain
mode controls are close at hand
and Porsches touchscreen
system for audio/Bluetooth and
other functions is logical and
easy to read.
Typically comfortable and
supportive seats, outstanding
quality and Porsches usual
outrageous options prices
complete the Cayenne story.
THINGS WE LIKE
The 3.0 V6 turbodiesel/eight-speed

auto drivetrain is a beauty
Great handling and a compliant ride
Powerful brakes
Comfortable seats

You pay a $20,000-plus premium for
the Porsche badge. The VW Touareg
3.0 V6 turbodiesel is $79,990
V8 lacks bottom end and midrange
torque, and the test car had excessive
vibration under load
Space-saver spare tyre
SPEX (S)
Made in Slovakia
4.8-litre V8 petrol/eight-speed
sequential automatic/permanent
all-wheel drive
294kW of power at 6500rpm/500Nm
of torque at 3500rpm
Warranty: Two years/unlimited
kilometres
emissions are 263kgm
automatic air-conditioning, front and
rear parking sensors, rain-sensing
wipers, roof rails, alarm, satellite
navigation, six-stack CD player, air
suspension, 19-inch alloys, tinted rear
windows, leather, USB input, hard disc
storage, power tailgate
5yr: 43%
compare with...
BMW X5, Mercedes-Benz M Class,
Range Rover Sport, VW Touareg
RANGE ROVER EVOQUE
The 2014 Range Rover Evoque gets a range of improvements, including a nine-speed
automatic transmission and, on Si4 petrol-powered models, a new on-demand allwheel-drive system claimed to signicantly lower fuel consumption and CO2 emissions.
HOW MUCH?
This is complicated.
The base ve-door wagon, the
eD4 Pure, with a 110kW 2.2-litre
turbodiesel, six-speed manual
and front-wheel drive, is $49,995.
A six-speed auto adds $2480.
This is the only model with
front-wheel drive and automatic
engine stop/start.
The TD4 Pure manual wagon,
with the same engine and allwheel drive, is $53,395.
The SD4 Pure, with the same
engine tuned for 140kW of power
and all-wheel drive, is $57,395.
The Evoque Si4 Pure, with a
177kW 2.0-litre turbopetrol/six-
speed automatic and all-wheel

drive, is $59,719.
As we went to press, no price
had been announced for the ninespeed auto option now available
on all-wheel-drive models.
The three-door body, called the
Coupe, adds $1500. Illogical? Of
course, but the Coupe looks more
expensive, so naturally it is.
Dynamic specication adds
$13,820 to Pure variants, while
Prestige specication adds
$15,500, so the most expensive
model is the Si4 Prestige Coupe
at $76,540.
Then you get to the options
NUTS AND BOLTS
STARS
Safety
Green Vehicle Guide (Si4)
Performance
Handling

Value for money

Overall
The Evoque is made in England.

It shares a platform, turbodiesel
engines, chassis conguration
and many other components
with the Freelander 2, however it
is lighter, shorter and lower than
the Freelander.
eD4 Pure produces 110kW of
The TD4 engine is tuned for
the same power but 400Nm of
torque at 1750rpm.
The SD4 engine is tuned for
at 1750rpm.

turbopetrol Si4 produces 177kW
of power at 5500rpm and 340Nm
On diesel-powered models,
a centre Haldex coupling can
vary the front/rear torque
split depending on traction at
either end. Active Driveline,
the on-demand system now
available on Si4, reduces drag/
friction parasitic losses from
the full-time drivetrain by up
to 91 per cent. It decouples
the rear propshaft under light
loads and also replaces the

conventional rear differential
with an electronically controlled
clutch pack on each rear
axle. Land Rover claims
overall improvements to fuel
consumption of up to 11.4
percent and emissions by
up to 9.5 per cent with these
technologies.
Evoque uses Freelanders
Terrain Response system,
which accesses different
drivetrain and traction control
maps to provide optimal
FROM $49,995

traction on different surfaces,

including gravel, ruts and sand.
Suspension is MacPherson struts
front and multilink strut rear.
Steering is electrically assisted.
on the diesels and 70 litres for
the Si4 petrols.
The Evoque will tow up to
1800kg. Anti-sway trailer
stability assist is included.
Ground clearance is 215mm,
which is comparable with the
Freelander2. Maximum fording
depth is 500mm.
HOW DOES IT GO?

Given its relatively light weight,
the Si4 Evoque, with the 177kW
2.0 turbo-petrol engine, is pretty
quick by SUV standards, reaching
100km/h in a claimed 7.6 seconds.
It needs a bit of a prod to get
up on boost, but once the turbo is
making a proper contribution to
proceedings the 2.0-litre delivers
exceptionally smooth, strong
midrange performance, with
excellent rolling acceleration and
overtaking punch.
The nine-speed does indeed
respond so smoothly and quickly
(within 150 milliseconds) that it
almost lives up to ZFs hyperbolic
claim that shifts are beyond
the threshold of perception. An
added bonus is a lower rst gear,
which gives Evoque a faux-low
range capability to complement
its Terrain Response traction
system.
The rened, exible TD4s
performance is entirely
adequate, given that it produces
only 20Nm less than the
SD4 engine. Theres no fuel
consumption penalty in the
SD4, though. The 30kW power
difference is basically irrelevant.
Active Driveline defaults to allwheel drive when you take off;
as you reach about 35km/h, in
cruise mode, it switches to front
wheel drive. All-wheel drive is
seamlessly re-engaged, within
300 milliseconds, anytime you
give the pedal a decent shove, or
sensors detect that optimum grip
and stability require it.
AT THE PUMP
The eD4 Pure manual averages

6.L/100km in town and
The TD4 automatic averages
5.7L/100km, 7.9L/100km and
174gkm. Note that these gures

are with the six-speed auto;
Land Rover had not released
gures for the nine-speed auto
and/or Active Driveline variants
as we went to press.
The SD4 auto averages exactly
the same.
The Si4 averages 6.9L/100km,
11.9L/100km and 199gkm, using
95 octane premium unleaded.

AND STOP?
The Freelander is one of the
better-handling SUVs, so the
lighter, lower, more rmly
suspended Evoque makes a
good thing better.
The standard suspension on
the Si4 Dynamic is quite rm,
complemented by highish-prole
235/55 Continental tyres on
19-inch wheels, an unusual but
effective combination. Cornering
ability is further enhanced by
torque vectoring, standard on
SD4/Si4. While theres minimal
body roll and a taut, agile
character, ride comfort isnt
sacriced. In fact its excellent,
and markedly superior to rivals
like BMWs X3 or the Volvo XC60.
The electric steering is slightly
unresponsive just off centre, and
not too sharp, but this suits the
car and when youre busy at the
wheel it does offer surprisingly
good feedback.
The brakes are also powerful
and progressive.
Off road, the Evoque has more
ability than any of its German
or Swedish rivals. Terrain
Response and high ground
clearance allow it to get over
or through some very ordinary
country, however unlike other
Range Rovers you dont get a
proper spare, just a space saver,
which is a dumb mistake.
THE INSIDE STORY

You dont sit high and mighty on a
throne like you do in the big Range
Rover. In fact, the seating position
is low and pseudo-sporty. The
drivers seat is rm, comfortable
and supportive.
The dash is chunky and
purposeful, with a rotary gear
selector, huge steering wheel
and combination push-button/
touchscreen audio/communication
system with the worlds slowest
navigation. Youve missed your turn
before its even arrived. Good thing
its an option.
Theres plenty of storage,

including a big glovebox and a
useful centre console box.
Dynamic has a sporty cabin
look, with textured metal
highlights and a perforated
leather-wrapped wheel, while
the Prestige is your typical luxury
Range Rover with full-leather
upholstery and timber trim.
The back seat (in the wagon)
is low and underpadded, with
high windowsills so small
kids wont be able to see out.
Theres reasonable legroom and
headroom, plus front-seat back
nets and door bins for storage.
Three child-restraint anchors are
on the back of the seat.
IN THE BOOT
The low oor is easy to load and
overall space is reasonable for a
compact SUV. A net, 12-volt outlet
and bag hooks are provided, plus
extra storage underneath.
The oor can be extended
using the rear seat backs only,
but its not completely at.

eight-speaker audio system,
rear-parking sensors, hill-start
assist and automatic air.
Dynamic adds leather upholstery,
two USB ports, 19-inch alloys
and a 380W 11-speaker Meridian
audio system.
Prestige adds ne-grain leather,
tree trim and xenon headlights.
100,000km.
Redbook future values: (Si4
Dynamic wagon) 3yr: 52%;
5yr: 40%.
THINGS WE LIKE
Doesnt look like a box
Taut handling and a comfortable ride
Powerful turbopetrol and tractable,
economical turbodiesel engines
Walks away from its rivals off-road
Comfortable, supportive drivers seat
Light, solid body

Pricey, and options are a gouge

Space-saver spare
Needs a rear camera
Range Rovers can be temperamental
Low, at, unsupportive back seat
Some drivetrain noise
WHATS STANDARD?
Pure includes eight airbags,

stability control, 17-inch alloy
wheels, leather/cloth upholstery,
compare with ...

Audi Q5, BMW X3, Volvo XC60
RANGE ROVER SPORT
Land Rover says its 2014 Range Rover Sport is the fastest, most agile and most
responsive Land Rover ever. Hyperbole aside, its a much-improved drive with
outstanding dynamics, renement and fuel efciency, plus a seven-seat option.
HOW MUCH?
The 190kW 3.0-litre V6
turbodiesel TDV6 SE is
$102,800. The same engine,
tuned for 215kW, is tted to
the SDV6 SE at $113,6000, HSE
at $125,800 (as tested) and
Autobiography at $145,500.
The 250kW 3.0-litre
supercharged V6 petrol HSE
is $123,100.
The 375kW 5.0-litre
supercharged V8 petrol HSE
Dynamic is $161,600; the
Autobiography is $182,400.
As we went to press, prices were
still to be announced for the 250kW
4.4-litre turbodiesel V8 SDV8 and
the 250kW 3.0-litre turbodiesel V6/

electric Range Rover Sport Hybrid.
Go to www.carsales.com.au for
prices on these models.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide
Performance
Handling
Off road:

Value for money
Overall
The Range Rover Sport is made

in England.
It has an aluminium
monocoque body which is
largely responsible for a weight
decrease of up to 420kg over
the previous steel two-piece
body-on-chassis model.
Its a ve-seater. Two extra rear
seats are a $3700 option.
produces 190kW of power
torque at 2000rpm in TDV6
tune. The SDV6 chip increases
this to 215kW, with torque
and peak rpm for both as per
TDV6. Both variants feature
The 3.0-litre supercharged V6
petrol engine produces 250kW
3500-5000rpm.
petrol produces 375kW from
6000-6500rpm and 625Nm
from 2500-5500rpm.
The 4.4-litre turbodiesel V8
700Nm from 1700-3000rpm.
The 3.0-litre turbodiesel V6/

electric hybrid drivetrain
700Nm from 1500-3000rpm.
The transmission is an eightspeed automatic.
TDV6 and V6 Supercharged
models have permanent allwheel drive in high range only
with a Torsen centre differential.
Other models have a dual-range
transfer case with a default
50:50 front:rear torque split and
100 per cent locking capability.
Terrain Response features
ve drive modes: General,
Grass/Gravel/Snow, Mud/Ruts,
Sand and Rock Crawl. Terrain
Response 2 adds an auto

setting that can automatically
switch to the appropriate mode
for the conditions.
Steering is variable ratio speedsensitive electrically assisted.
Suspension is aluminium,
with double-wishbone front
and multilink rear. It features
adaptive dampers and crosslinked air-assisted springs,
decoupled in off-road driving,
with automatic load levelling,
variable ride height and classleading wheel travel. Maximum
ground clearance is 278mm.
Optional Wade Sensing gives you
a visual display of the water level
FROM $102,800
around the vehicle when fording,

plus an audible warning if youre
about to drown it. Maximum
wading depth is 850mm.
Hill Descent Control and Roll
Control are standard.
Wheel sizes range from 19
inches to 21 inches. A full-size
spare on an alloy wheel is
standard, except on sevenseaters, which get a space saver.
The fuel tank capacity is 80 litres.
V6 and V8 supercharged petrol
models have a 105-litre tank.
to 2310kg.
3500kg.
HOW DOES IT GO?

Theres little difference between
the 3.0-litre V6 in its TD and SD
tunes, given that torque is the
same in both. On the road, the
extra 25kW of power in the more
expensive SD engine is irrelevant.
Either way, this is one of
the most rened, tractable
and fuel-efcient turbodiesel
drivetrains on the market.
The ofcial fuel numbers
are below. On test, the SDV6
averaged 7-8L/100km during
800km of all types of open road
driving, which is an outstanding
result in such a big wagon.
The engine itself is so smooth
and quiet you cant really pick it
as a diesel unless you refer to the
tell-tale low redline on the tacho.
Under way, theres no sense of
it working hard either. It redenes
effortless although in D, the
eight-speed is xated on fuel
efciency so throttle response is
pretty gentle and there can be a
delay in downshifts. Sport mode
gives you crisper, quicker, more
timely shifts, or you can use
the paddles.
For comments on the V8
Supercharged engine, see the
Range Rover test over the page.
AT THE PUMP
The TDV6 averages

8.3L/100km in town and CO
emissions of 194gkm. The
SDV6 averages 6.8L/100km,
The 3.0-litre V6 Supercharged
15.4L/100km and 264gkm, on 95
octane premium. The 5.0-litre
V8 Supercharged averages
9.9L/100km, 20.6L/100km and
322gkm, also on 95 octane.

AND STOP?
It certainly does. The crosslinked air suspension permits a
little body roll when turning into
a corner, but then puts a stop to
it and the Range Rover stays at
and tidy throughout.
Control over body movement
is disciplined in all conditions,
even when the cross-linked
system is decoupled for off-road
driving. Stability is outstanding
on any surface.
That said, the Sport does feel
a touch top heavy, it leans hard
on the outside tyres in corners,
as any big 4WD will do, and the
brakes, though powerful, are quite
wooden and lack feel at the pedal.
The electric steering is very
sharp and direct, almost too much
so, but like the relatively smalldiameter wheel, this is deliberate
as Land Rover is trying to back the
Sport moniker with a responsive,
precise feel at the wheel.
The ride isnt quite as supple
as the Range Rover Vogue, but
its always comfortable and never
harsh, whatever the surface.
Off road, the Sports
combination of class-leading
articulation, sophisticated
traction control systems, high
clearance and low-range
gearing are almost unbeatable.
Fit a set of serious off-road
tyres and nothing will touch it,
apart from a similarly equipped
Discovery or Vogue.
THE INSIDE STORY

The Sports driving position, and
low-roof body style, is different
to its big brother. Here you sit
quite low, almost as in a sedan,
in accordance with the Sport
brief. You dont have the same
tall turret, large glass area or
sense of being regally above it
all, perched high and mighty on a
throne, as you do in the agship.
This does compromise vision
somewhat. You cant see the
corners of the bonnet, the front
pillars are thick enough to
obstruct your vision in corners,
and the view out the back is
partly blocked by rear-seat head
restraints. A rear camera with
direction lines is standard, as are
rear parking sensors.
Land Rovers infotainment
system is clumsy, inefcient,
very slow and visually dated
compared with those offered by
the German makers.
The drivers seat, with power

adjustment for lumbar and
backrest bolsters, is rm and
supportive, a touch hard on the
upper thighs and without heating,
cooling or memory functions in
TD/SDV6 SE, which is a bit mean
at these prices.
The rear seat is two individual
chairs, separated by a at middle
section with a fold-down armrest/
storage compartment. Its a
wonderful place for two people to
travel, with ample room, enough
storage for bits and pieces and
an adjustable backrest.
The test car was a ve-seater
so I cant comment on space,
access or comfort for the optional
two rear seats. The side-curtain
airbags do extend to these seats.

100,000km.
Redbook future values: (SDV6
SE): 3yr: 61%; 5yr: 49%.
IN THE BOOT
The large boot is accessed via
a power tailgate. Its capacity is
restricted by the sloping rear roof
and window line, but theres plenty
of oor acreage which can easily
be extended by ipping the 60/40
split-fold rear-seat backs forward
and locking them into place.
A load cover, four hooks and
12-volt outlet are provided.
WHATS STANDARD?
TDV6 SE includes six airbags,

stability control with trailer
sway control, 19-inch alloy
wheels, leather upholstery,
rain-sensing wipers, automatic
headlights, alarm, rear camera
and parking sensors, dual-zone
air, eight-inch touchscreen
infotainment system with voice
activation, Bluetooth with
audio streaming, two USB
ports and navigation.
SDV6 SE adds a dual-range
transfer case, Terrain
Response2, variable dampers
and 20-inch alloys.
THINGS WE LIKE
Rened, frugal, responsive
turbodiesel
Outstanding on-road dynamics and
off-road ability
Spacious, quiet, luxurious cabin
Smooth ride

Standard equipment list on TD/SDV6
SE is short for $100K-plus
Options are a gouge too. How about
$4200 for premium (whatever that
is) metallic paint?
Brakes lack feel
Slow, primitive, dated infotainment
system
Visions not always clear from the
drivers seat
Land Rovers ongoing reliability issues
compare with ...

BMW X5, Jeep Grand Cherokee,
Mercedes M Class, Porsche Cayenne
RANGE ROVER
The 2014 Range Rover lineup includes long-wheelbase variants, designed for the
Chinese market, plus a turbodiesel/electric hybrid thats claimed to return an average
fuel consumption gure of 6.4L/100km. That would be driving downhill, with a tailwind.
HOW MUCH?
The base 3.0-litre TDV6 HSE costs
$168,545; the Vogue is $178,545.
The 4.4-litre V8 turbodiesel SDV8
Vogue is $194,745, the Vogue SE is
$216,745 and the Autobiography
is $232,445.
The 5.0-litre supercharged
petrol V8 Supercharged
Vogue SE is $224,045 and the
Autobiography is $239,745.
Prices for the long-wheelbase
variants and the hybrid drivetrain
model had not been announced
as we went to press.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall
NUTS AND BOLTS

The Range Rover is made

in England.
It uses a unitary construction,
all-aluminium body.
The 3.0 V6 turbodiesel, also
used in the Land Rover
Discovery and Range Rover
Sport, produces 190kW of
The 3.0-litre turbodiesel V6/
electric hybrid drivetrain
700Nm from 1500-3000rpm.
700Nm from 1700-3000rpm.
The supercharged 5.0 V8
625Nm from 2500-5500rpm.

A eight-speed ZF automatic
transmission with adaptive
programming is standard.
The Range Rover includes the
dual-range Terrain Response
4WD system, double-wishbone
independent suspension, with
cross-linked air springs and
adjustable ride heights.
FROM $168,545
IN THE BOOT
The big boot is accessed via a
power-operated horizontally
spilt tailgate. A pair of tracks,
with anchors and a separate
load divider/securing system
is provided. The 60/40-split
back seat folds forward for an
extended oor.
WHATS STANDARD?

The suspension features ve

different height settings, from
Access to extended off road,
the latter providing 303mm of
clearance. Fording depth is
900mm.
Weight is 21602330kg.
The TDV6 fuel tank holds 85
litres. The tank in SDV8 and V8
Supercharged holds 105 litres.
All models will tow up to 3500kg.
HOW DOES IT GO?

sounds absolutely terrifying
on paper, but in such a big,
heavy vehicle its a gentle,
quiet, predictable engine, with
unlimited performance should
you choose to unlock it with the
accelerator pedal.
In those situations where you
need power in a hurry, you get it.
Lean on the pedal and the Range
Rover overtakes like a sports car.
If you requite strong midrange
torque, for towing or off road
work, its similarly impressive.
The penalty is terrible fuel
consumption. The ofcial
gures are below. In the real
world, youll struggle to better
14L/100km on the open road, and
25L/100km in town.
Unless absolute performance
is a priority, the V6 and V8
turbodiesel will do the job nicely
and use up to 60 percent less fuel.
The V6 has no problem shifting
the similarly heavy Land Rover
Discovery4, while the V8s 700Nm
of torque could drag the Opera
House off its foundations.

Matched with any of the three
engines, the eight-speed auto
is so smooth and efcient you
hardly even know its working.
All 4WD functions are pushbutton controlled.
Off-road, the Range Rover
now has the same 4WD systems
and hardware as the Discovery4,
so the position it once enjoyed
as the ultimate off-road machine
isnt as clear as it once was.
Nissans new Y62 Patrol, the
Mercedes G Class and Toyotas
200 Series Land Cruiser Sahara
are similarly competent.
AT THE PUMP

11.4L/100km and 229gkm.
The 5.0-litre supercharged
V8 averages 9.9L/100km,
20.6L/100km. It runs on 95
octane premium and averages
322gkm of CO2.

AND STOP?
Two-and-a-half tonnes should
be all over the place in tighter
corners, but the Range Rover is
remarkably tidy.
The air springing is rm, the
dampers have the required
rebound control to keep such a
heavy-sprung mass tidy on rough
surfaces and the tyres hang on at

ambitious cornering speeds.
The steering is light and
accurate in this context
while the brakes bite hard and
early with light pedal pressures.
Air springing lacks initial
compliance so the ride on
Autobiographys 22-inch wheels
and 40-aspect ratio tyres is
a touch fussy at low speeds
in town.
HSE and Vogue models,
with 19- and 20-inch wheels
and taller rubber, would be
luxuriously comfortable.
Terrain Response makes fourwheel driving on any surface
easy. A locking rear differential is
optional on all models bar HSE.
A full-size spare (on an alloy
wheel) is a wonderful thing to
have when you get a at, rather
than the inconvenience and
aggravation of a space saver.
THE INSIDE STORY

The drivers seat is big, rm and
supportive.
The high and mighty seating
position, a premise of the
original 1970 Range Rover, is
complemented by thin pillars,
low windowsills and surround
cameras.
The back seat, shaped for two
large people and a skinny one in
the middle, is a luxurious place
to travel, with a rm, supportive,
well-padded cushion.
Legroom is adequate rather
than generous.
The 3.0 TDV6 HSE equipment list

includes seven airbags, stability
control, 19-inch alloys, leather,
tri-zone automatic air, metallic
paint, navigation, rear camera,
trailer stability control, Bluetooth,
voice activation, alarm.
100,000km.
HSE): 3yr: 53%; 5yr: 40%.
THINGS WE LIKE
The absolute pinnacle of rst-class
luxury travel
Powerful, rened engines
Excellent on-road handling by
class standards
Extreme off-road ability
Big, versatile boot

Petrol V8s are ridiculously thirsty in
large 4WD wagons, especially supercharged V8s.
Legroom in the back is only adequate
Drivers-seat head restraint intrudes
if you like the backrest upright
Iffy Land Rover quality and reliability
Overpriced
compare with ...

Mercedes G/GL Class, Nissan Y62
Patrol, Toyota 200 Series Sahara
SKODA YETI FROM $26,290
he koda Yeti, like VWs

Tiguan, is built on the Golf
V platform and uses all VW
components.
The Yeti range opens with the
1.2-litre four-cylinder turbopetrol/
six-speed manual/front-wheeldrive 77 (as in kilowatts) TSi,
at $26,290. The seven-speed
automated-manual DSG
transmission version is $28,590.
The same engine, with 112kW,
is matched with six-speed
manual and DSG transmissions,
plus all-wheel drive, in the
112TSi. Prices are $32,990
(manual) and $35,290 (DSG).
turbodiesel/six-speed manual/
all-wheel drive 103TDi 4x4 is
$35,690; the six-speed DSG
version (tested here) is $37,990.
VWs 103kW 2.0-litre turbodiesel
has been around for ages and in
its current iteration, with direct
injection, is still one of the best.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Its dening characteristic

is an exceptionally tractable,
unstressed torque delivery, which
also produces great fuel economy.
Allied with the DSG
transmission, it operates at peak
efciency with the transmission
management programming,
sending it straight to the higher
gears with barely a look at
second, third or fourth en route.
The fact that its relatively small,
light and tted with top-quality
suspension gives the Yeti a level of
handling ability thats at the front
of the compact SUV class.
The suspension is rm but
compliant, in typical VW style,
and on the dirt you can feel the
seamless delivery of drive to the
rear wheels when you get on the
gas to drive out of a corner. All but
the biggest potholes are absorbed,
with no detriment to stability.
Although the Yeti is small, its
high roof and large glass area
give it a pleasant sense of space.

It looks and feels very much like
a VW inside, with only the Skoda
badging unique to the Yeti. Highquality materials, including nice
detail touches such as chromelook bezels, rubber-backed door
handles and rubberised bases in
storage bins, are complemented
by excellent t and nish.
A touchscreen audio system
also has clear graphics and is
easy to use. Bluetooth and voice
activation are included, plus audio/
phone/trip computer controls on
the steering wheel, but no USB
connection or rear camera.
The driver sits high, however
vision is compromised by thick
front and side pillars and quite
narrow side mirrors.
The drivers seat has a broad,
rm, comfortable cushion and
supportive, well-bolstered
backrest. Its very comfortable
on a long journey.
The back seat is higher than

the fronts, which kids will like
because they can see out easily.
The seat is arranged as
individual 40/20/40 sections, each
adjustable for travel, foldable to
extend the load area and, if you
wish, easily removable.
The small boot has a couple
of thick plastic rails on each
side, with movable bag hooks.
The 40/20/40 arrangement to
extend the oor is one of the most
versatile around.
If you need to move house, you
can just take out all three rear
seats and use the Yeti as a van.
Although the Yeti is a Tiguan
in disguise, its got a personality
of its own. I havent yet driven
the 1.2-litre petrol 77TSi frontwheel-drive version; on paper the
more-powerful VW 118TSi Tiguan
looks like the better buy if petrols
your choice and youve got around
$30,000 to spend. The Yeti 103TDi
4x4, though, is one of the bestvalue practicality/driving packages
in the compact SUV class.
THINGS WE LIKE
Unstressed, rened, frugal
2.0 turbodiesel
DSG transmission suits it perfectly
Excellent handling and ride
Kid-friendly (and parent-friendly)
back seat
Versatile, practical load area

Not much boot space
VW engineering can be
temperamental and servicing costs
are high
No USB or rear camera as standard
SPEX (103TDi DSG)

Made in the Czech Republic
2.0-litre four-cylinder turbodiesel/
six-speed DSG transmission/
6.0L/100km highway, 7.8L/100km city;
kilometres
Max towing weight (103TDi): 2000kg
control, 16-inch alloys, Bluetooth,
cruise control. Yeti 112TSi and 103TDi
4x4 add 17-inch alloys, automatic
headlights, six-stack CD player,
underbody protection, silver roof rails
and a chilled glovebox
5yr: 40%
Value for money

Overall
compare with...
Mazda CX5, Subaru XV, VW Tiguan
SUBARU XV FROM $28,490
ubaru invented the crossover

SUV with the Outback in the
mid 1990s and followed that up
with the Forester, which has
gone on to become the class
leader in compact SUVs.
Now its doing the same in
the sub-compact class with the
XV, which basically follows the
Outback formula in that its a
modied variant of a road car, in
this case the new Impreza, with
higher ground clearance, longer
travel suspension, all-terrain
tyres and Subarus signature
all-wheel drive.
The XV is good value. Prices
start at $28,490 for the basemodel six-speed manual 20i, while
the 2.0iL is $31,990 and the 2.0iS
is $34,490. A CVT transmission
adds $2500 to all variants.
Its powered by a long-stroke
110kW 2.0-litre four-cylinder
petrol engine in Subarus
classic boxer layout. Theres
no turbodiesel at this stage but
there will be, certainly by 2013.
Its a rened device thats
lacking midrange torque,
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money

Overall
particularly when compared with

the turbocharged engines in
rivals like VWs Tiguan.
This creates problems in
the manual, where ambitious
gearing, in the pursuit of low
fuel consumption, often sees it
struggling in the higher gears,
especially when faced with a
hill. The manuals action is also
notchy and imprecise.
Its a happier story with the
CVT transmission, which avoids
the frustrations of manual
shifting and atters the engine
by sticking to its peak operating
range, so performance is
acceptable just. Its a pretty
noisy thing too, with a lot of
transmission whine as revs rise.
You can also use paddles on the
wheel to drive the CVT in faux
manual mode. Auto/stop start is
also standard on the XV.
The fact that its relatively light,
very solid, and has a seamless,
responsive all-wheel-drive
system gives the XV outstanding
poise, control and grip on
bitumen, dirt and in the wet.
The ride, on standard 17-inch

wheels, is also compliant and
comfortable on any surface.
The electric power steering
is very light, the turning circle
is small and the brakes are
powerful and progressive.
Ground clearance is 225mm,
which is higher than many pukka
4WDs, so the XV will cope with
some fairly rude tracks.
Its a pity manual versions
dont get the dual-range transfer
case, as used on the base-model
Forester manual.
The XVs cabin offers clear
vision all round (plus a standard
rear camera), ample adjustability
for the driver, a comfortable
seat, plenty of handy storage and
an efcient, conservatively styled
dash, marred only by a mishmash of display screens, each
a different design, which makes
it far too difcult to quickly
reference the information or
function you want. And is there
really any need for half a dozen
different ways to measure fuel
consumption?
S
The easily accessible,
comfortable, roomy back seat
now has the child restraint
anchors conveniently located
on the seat backs, and a belt
indicator display is provided for
every seating position.
The boot is small, in part
because Subaru Australia
provides a 17-inch steel
temporary spare, which
necessitates raising the oor.
Each side of the 60/40-splitfold rear-seat back ips down to
create a at, extended oor.
While the XV is recommended,
you might nd it worthwhile to
also test drive the Holden Trax,
Kia Sportage diesel, Mazdas CX5,
which is the class leader in petrol
and diesel variants, Skodas Yeti
and its Volkswagen Tiguan twin.
THINGS WE LIKE
Blue-chip Made in Japan
engineering quality
The best handling in the class
Compliant ride
Great value and well equipped
Safe and solid

Engine lacks torque
Notchy manual with gearing thats
too tall
Too much information in front of
the driver
Small boot
SPEX (2.0i CVT)

Made in Japan
2.0-litre four-cylinder petrol/CVT/
all-wheel drive
0-100km/h in 10 seconds (claimed)
city; 91 octane regular; CO2
control, 17-inch alloys, Data Dot
security, rear camera, Bluetooth,
USB. L model includes navigation and
sunroof. S model includes leather.
5yr: 39%
compare with ...

Holden Trax, Kia Sportage, Mazda
CX5, Skoda Yeti, VW Tiguan
SUBARU FORESTER
FROM $30,990
In this boom class its a close-run thing between Subarus Forester and the Mazda CX5
for overall leadership. Forester has value, space, practicality, dirt road prowess and
blue chip safety on its side. Mazda offers a superior turbodiesel drivetrain, though.
HOW MUCH?
The base Forester 2.0i, priced
at $30,990, uses a 2.0-litre,
four-cylinder petrol engine with
a six-speed manual. Its also
available in 2.0i-L specication
at $33,490.
The base 2.5-litre petrol
Forester 2.5i has a continuously
variable automatic (CVT)
transmission as standard at
$32,990. Its also available in
2.5i-L and 2.5i-S specication at
$35,990 and $43,990 respectively.

Forester 2.0D is also
available with a six-speed
manual only and in 2.0D-L
and 2.0D-S specication, at
$37,490/$43,990.
Forester XT uses a 2.0-litre
four-cylinder turbopetrol
engine matched with a CVT
transmission, at $43,490. The XT
Premium is $50,490.
STARS
Safety
Handling

Value for money
Overall
NUTS AND BOLTS

Green Vehicle Guide (2.0i and 2.5i;

diesel 3.5)
Performance
The Forester is made in Japan.

The 2.0-litre horizontallyopposed petrol engine produces
350Nm from 1600-2400rpm.
The 2.0-litre turbopetrol engine
in the Forester XT produces
from 2400-3600rpm.
Automatic stop/start is tted to
2.0i and 2.5i models.
All Foresters use all-wheel
drive in high range only.
On manuals, drive goes to all

wheels in a 50:50 split, via a
mechanical centre differential
with a viscous limited slip
On CVT models, an electronically
controlled multiplate clutch
distributes drive in a 60/40
front-rear split, but it can vary
this depending on driving style,
conditions and traction.
2.0i-L, 2.5i-L and S models
have Si Drive, with selectable
engine/transmission

characteristics, in Sport or
Intelligent (less performance,
better fuel economy) modes.
MacPherson strut front/
independent double wishbone
rear suspension is tted.
stability control.
X-Mode, on CVT models, is
a form of push-button, offroad traction control that
coordinates the Foresters
electronic and mechanical

systems in difcult conditions,

such as steep climbs/descents
and low-grip surfaces.
2.0i and 2.5i have 17-inch steel
wheels with Yokohama 225/60
tyres; 2.0i-L, 2.5i-L, 2.0D and
2.0D-L have 17-inch alloys.
2.0D-S and 2.5i-S models have
18-inch alloys with 225/55
Bridgestone tyres.
Ground clearance is a classleading 220mm.
Forester weighs 1498kg-1600kg.
Petrol models will tow up to
1500kg; the diesel will tow up
to 1800kg.
HOW DOES IT GO?

Subaru didnt have any
examples of the base 2.0i
manual available for us to
drive at the Forester launch,
possibly because, based on
how it goes in the XV, it will be
a pretty slow, turgid device in
the bigger, heavier Forester.
See the XV test on page 120 for
impressions of this drivetrain
in the XV.
The introduction of a CVT
transmission to replace the old
four-speed auto, plus automatic
stop/start, have done wonders
for the 2.5-litre Foresters
performance, fuel efciency and
renement, as has the introduction
of dual-mode economy or sport
drivetrain settings.
The CVT transmission works
smoothly and efciently to extract
the best from the 2.5, which is
also much quieter than in the
previous model. Manual mode
offers six ratios.
The diesel is also smooth and
quiet but weak below 2500rpm,
which isnt helped by the
overgeared manual and a huge
gap between second and third.
I towed a 1.2 -tonne camper
behind the diesel and on hills it
was a struggle.
Fuel economy is outstanding,

as it should be given the engines
obvious tune for that purpose. In
about 12 months, the Forester
diesel will get the CVT option
recently introduced in the
Outback. CVT will get the best
out of the diesel rather than
amplifying its weaknesses, as
the manual does.
The 2.0-litre turbo XT engine is
no ball of re and doesnt quite
feel like 177kW or 350Nm, in part
due to the CVT which here seems
to take a while to properly deliver
its performance to the road. That
said, its a lot more powerful and
responsive than the naturally
aspirated engines which dominate
this class. In S# mode, the CVT
gives you eight ratios in manual
mode, using paddles on the wheel.
AT THE PUMP
The 2.0i manual averages

8.9L/100km in town, on 91
octane regular. CO emissions
are 168gkm.
The 2.5i CVT averages
6.8L/100km and 10.2L/100km,
on 91 octane. CO emissions
are 187gkm.
The 2.0D manual averages
5.2L/100km, 7.3L/100km and

AND STOP?
Forester and Mazda CX5 now
have the best ride/handling
compromises in this class and
the Subaru is a much sportier,
more engaging drive than the
previous model, with no penalty
to ride comfort, even on the XT.
Australia gets bespoke
suspension tunes to suit our
terrible local roads and the
Forester is composed, secure
and comfortable on any surface.
Big wheels and wide rubber
on road also give it outstanding
grip, so in adverse conditions

the Subarus all-wheel-drive
capability is shown to advantage.
Tyre noise is minimal.
Forester has one of the better
electric steering systems.
Theres reasonable on-centre
feel and accurate turn-in, though
still without a lot of feedback.
Braking performance is only
adequate.
The off-road X Mode system
is effective within its limits and
gives the Forester more offroad ability than most rivals. It
managed to walk the Forester
down a very steep hill without
problems, and should be a
similarly capable substitute for
the low(ish) ratio that used to be
standard on the manual Forester.
back; the centre belt feeds out of

the roof. Seatbelt indicator lights
cover all positions.
IN THE BOOT
Theres plenty of boot space by
class standards. The oor is high
because underneath is a fullsized spare on an alloy wheel
(steel where standard) and it can
easily be extended, in a 60/40
conguration, using levers on
either side of the boot.
A power tailgate is standard on
S models. Youll have to duck if
youre taller than 180cm.
WHATS STANDARD?
THE INSIDE STORY

Subaru has tidied up the dash
and improved the quality of
its plastics. You still wouldnt
call it a rich cabin, but its well
screwed together.
Theres a pleasant feeling of
space and light, with high seats,
a low waistline, large glass
area and front pillars that have
been pushed forward a long
way compared with the previous
model. Vision is clear around the
car; a camera is also standard.
A display screen gives you half
a dozen different ways to measure
and read fuel consumption. Topspec S models have a touchscreen
for navigation/audio/Bluetooth.
Subarus sophisticated Eyesight
safety system is standard on
2.5i-S and optional on 2.5i-L. It
includes automatic pre-collision
braking that can save you, or
at least minimise the damage,
from a rear ender, a kill throttle
function if the accelerator is
pushed hard when a barrier or
large object is immediately in
front of the car, radar cruise
control, lane departure warning,
fatigue alert, and an audible
warning when the vehicle in front
has started to move. Handy for
all those people who check their
emails in trafc
Its easy to get comfortable
and the long-travel drivers seat,
though lacking lateral support,
is generously padded. A heightand reach-adjustable head
restraint is tted.
The back seat is one of the
most spacious and comfortable
in the class. Three childrestraint anchors are on the
Base models include seven

reversing camera, Bluetooth,
USB port, automatic air, 17-inch
steel wheels and Data Dots.
2.5i and 2.0D L include the CVT,
17-inch alloys and Si Drive.
2.5i and 2.0D S include a power
tailgate, sunroof, Eyesight,
leather, navigation and selflevelling xenon headlights.
Redbook future values (2.5i S)
3yr: 53%; 5yr: 39%.
THINGS WE LIKE
Reasonable performance from 2.5
and excellent fuel efciency from 2.0D
Tidy, secure handling and a
comfortable ride
Outstanding safety credentials
Spacious, comfortable, versatile cabin
Some off-road ability and a full-size
spare

Gutless diesel and overgeared manual

No CVT with the diesel
Rear-seat centre belt in the roof
Touchscreen in S is small and ddly
Limited tailgate height
compare with ...

Honda CRV, Mazda CX5, Mitsubishi
Outlander, Nissan X-Trail, Toyota RAV4
Dont risk buying

a used car with
a false odometer
reading
SUBARU OUTBACK
FROM $38,990
Subarus Outback has been toughened up for 2014 with wheel arch ares, roof rails
and body cladding. The CVT shows Subarus turbodiesel to maximum advantage in the
lightweight Outback, which remains one of the best SUVs on the market.
HOW MUCH?
The Outback 2.5i with a CVT
transmission, Lineartronic in
Subaru-speak, is $38,990. The
2.5i Premium is $43,490.
Outback is available with a sixspeed manual gearbox, in the
same variants, priced at 40,490
and $42,990.
The CVT adds $3000. The
3.6-litre six-cylinder/ve-speed
STARS
auto 3.6i Premium costs $57,990

with the works.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall
The Outback is made in Japan.

Weight is 14651566kg, which
is exceptionally light for an SUV
of this size. Most mid-size SUVs
weigh at least 1.8 tonnes.
The 2.5-litre, horizontally
opposed, four-cylinder engine
at 4000rpm.
The manual has a viscous
centre coupling; the CVT has an
electronic clutch.
The CVT uses a chain rather
than a belt. Its a light,
compact design with improved
durability and fuel efciency
due to no slippage. Six
ratios (seven in the diesel)
can be selected using the
lever or paddles on the wheel
if you prefer.
at 16002400rpm.
The 3.6-litre horizontally opposed

six-cylinder petrol engine
350Nm at 4400rpm.
It is matched with a ve-speed
automatic.
Si Drive, tted only to the 3.6R,
varies engine and transmission
control maps, and throttle
response, over three settings.
Intelligent is low power/
maximum fuel economy, Sport
is the default, and Sport+

accesses maximum throttle
response, engine performance
and an aggressive shift map in
the ve-speed auto.
MacPherson strut front/selflevelling double-wishbone rear
suspension is used.
A limited-slip differential
operates on both axles,
with electronic locking
supplementing the ESP system.
S

emissions of 193gkm, running
on 91 octane.
The 2.0D/CVT averages
5.8L/100km, 7.8L/100km and
172gkm of CO2.
The fuel tank capacity is 65 litres.

AND STOP?
17-inch alloy wheels are

tted with 225/60 Yokohama
Geolandar tyres. A temporary
steel spare is included.
The 2.5i will tow up to 1500kg,
the 2.0D 1700kg and the
3.6R 1800kg.
HOW DOES IT GO?

The 2.5-litre base engine
delivers better performance than
its numbers suggest it should,
thanks to the CVT transmission,
which is able to tap its most
efcient operating range much
more precisely and consistently
than a conventional automatic.
I also drove a manual 2.5i.
This was less impressive; there
was a lot of engine aring during
gear changes. This is sometimes
done deliberately to reduce
emissions, but it was excessive
in this case and would have had
an owner taking the car back to
the dealer for attention.
The diesels 350Nm of
torque from 1800rpm is
about average for a 2.0-litre
oil burner, and the Subaru
engine is one of the smoothest,
quietest diesels around.
The manuals gearing is too
ambitious, probably because
theyre trying to keep the
emissions and fuel numbers
as low as possible, so from
15002500rpm the money end
in this context it doesnt pull
quite as hard as it could.
Subaru has overcome these
deciencies by having the
optional CVT transmission mimic
a seven-speed auto when you use
more than 65 per cent throttle.
Its an elegant, efcient
compromise. When youre gentle
on the accelerator the CVT keeps
the revs as low as possible to
maximise fuel efciency and is

perfectly smooth.
However, Subaru has dialled
in snappy launch response so
youre not left marooned at the
lights, as can be the case with
some CVTs unless you oor
the accelerator.
Get busy, or hit a serious hill,
and the CVT works just like a
rened, well-calibrated automatic
with the benet of a wide ratio
spread and manual shifting.
Theres no compromise to
the manuals 1700kg towing
capacity, but while the CVT is
a great improvement over the
manual, the engine itself still
works to its brief as a frugal,
leisurely device.
I havent driven the 3.6R
Outback, but in the Liberty the
3.6-litre horizontally opposed
six provides more than ample
performance albeit with a pretty
hefty thirst, which averages
14.7L/100km in town.
AT THE PUMP
The 2.5i/CVT Outback averages

The Outbacks main attraction

has always been the fact that,
at around 1.5 tonnes, its much
more car-like, agile and easy to
drive, especially in town, than
big, tall SUV wagons which
weigh 1.7 2.1 tonnes.
Self-levelling rear suspension
allows you to carry a big load
without compromising dynamics.
Its also useful when towing.
The ride is compliant across
the full range of conditions
(albeit rmer in the diesel, which
has heavier-duty suspension)
and the worse the road surface
gets, the more comfortable the
Outback ride becomes.
Theres also very little road or
suspension noise in the cabin.
narrower. It is very comfortable

and you sit high, which kids
will like.
The child-restraint anchors in
the Outback are still in the roof
rather than on the back of the
seat, which will irritate parents
no end, as will the roof-mounted
centre seatbelt, a clumsy
arrangement that kids and adults
will nd difcult to t.
Seatbelt warning lights are
provided for the three rear
seating positions.
IN THE BOOT
WHATS STANDARD?
THE INSIDE STORY

The Outbacks dash, with an
Impreza-style droop in the
centre, doesnt look quite right,
but design has never been
Subarus strong suit. That said,
its legible and efcient.
Good adjustability and leg
room are provided for the driver,
including a rake-adjustable wheel.
The drivers seat in the
Premium model is wrapped
in beautiful, soft leather and
is generously padded, though
insufciently bolstered for proper
support when cornering.
Back-seat legroom is
comparable with a Commodore
wagon, though the seat is
A long, low oor is easily

extended in a 60/40
conguration to a at 1.9 metres
by icking a lever on either side
of the tailgate aperture. Two
shopping bag hooks and a cargo
cover are provided.
wheel is standard.
The 2.5i and 2.0D Outback

models include seven airbags,
stability control, 17-inch alloy
wheels, dual-zone air, leatherwrapped steering wheel,
Bluetooth with audio streaming
and voice recognition, USB
connectivity, navigation,
reversing camera, electric
parking brake, Data Dot
security and rear tinted glass.
Premium variants add a
sunroof, leather, rear vents
and Subarus Eyesight camerabased driver assistance system,
which incorporates adpative
cruise control, lane departure
warning, automatic braking and
fatigue monitoring.
CVT): 3yr: 55%; 5yr: 45%.
THINGS WE LIKE
Handles like a car, not a barge
2.0 diesel/CVT is a beauty
Great value for money
Family-sized interior
Idiot-proof dynamics

Inside and out, the stylings a bit of
a challenge
Temporary spare
Silly child-restraint anchor and centre
seatbelt location
compare with ...

Ford Territory, Kia Sorento,
Volkswagen Passat Alltrack
SUZUKI GRAND VITARA
Suzukis Grand Vitara will do most things that a big 4WD will do, including outback
adventuring. Its equipped with a dual-range transfer case, is as tough as nails and the
1.9-litre turbodiesel, though a long way from high tech, is a happy little slugger.
HOW MUCH?
The 2.4-litre 4x4 petrol models
kick off with the three-door
Hardtop manual, at $24,990.
The ve-door range opens
with the 2.4-litre Urban, which
drives the rear wheels only via a
ve-speed manual, at $26,490, or
four-speed auto, at $28,490.
The 4x4 ve-door Sport is
$30,990, the auto is $32,990
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall
and the four-speed-auto-only

Prestige variant is $38,990.
The Grand Vitara 1.9 DDiS 4x4
diesel is offered only as a vedoor, ve-speed manual wagon,
priced at $34,990.
NUTS AND BOLTS

The Grand Vitaras 1.9-litre

The 2.4 petrol engine

The 4x4 Suzuki uses constant
4WD, with an open or locking
centre differential in high range
and a locked differential in low
FROM $24,990
efciency and performance. 4WD
selection is easy using a rotary
switch on the dash.
Capped-price servicing is
avilable on Grand Vitara.
AT THE PUMP
The 2.4 petrol auto 4x4

in town, on 91 octane. CO2
The DDiS averages 6.2L/100km

AND STOP?
range. Electronic 4WD selection

is via a switch on the dash.
The Suzuki Grand Vitara also
has light truck-style bodyon-chassis construction,
independent suspension
(MacPherson strut front/
multilink rear), rack-andpinion steering and disc
brakes. Seventeen-inch alloy
wheels are standard on most
models; 18-inch wheels are
tted to the Prestige variant.
Towing capacity for the Suzuki
Grand Vitara is 1600kg for
the three-door 2.4, 1850kg
(manual) and 1700kg (auto) for
the ve-door 2.4, and 2000kg
for the DDiS.
HOW DOES IT GO?

When it comes to usable,
everyday performance thats
tailor-made for the 4WD
application and wont cost a
fortune in fuel bills, the 1.9-litre
turbodiesel is the go.
Its not all wonderful. The 1.9 is
an old engine, so theres excessive
vibration, an exaggerated, sudden
transition from no boost to full
boost at around 2000rpm, and
an overly sensitive throttle at
crawling speeds.
However, it does exactly what
a diesel is supposed to do and
delivers strong, easy punch
between 2000 and 4000rpm,
and it should have no problem
towing its claimed maximum
two tonnes.
The 2.4-litre petrol engine,

hooked up to the optional fourspeed auto in our test car, is
surprisingly tractable and has no
problem shifting the Suzuki, either.
It has a decent mid-range,
but like any four-cylinder petrol
motor in this class, the fact that
its powering a hefty mass does
push fuel consumption towards
six-cylinder levels at times.
Neither engine is what you
would call potent.
The DDiS takes 13.4 seconds
to reach 100km/h; the 2.4 auto
takes 12.7 seconds.
Thats very slow, but then again
both engines do deliver decent
pulling power where it counts.
The manual gearbox is fairly
agricultural, while the auto could
use an extra ratio to improve
While the articulation afforded

by live axles might be unbeatable
for extreme off-road work,
the Suzukis independent
suspension, tuned for good
control and compliance, is far
superior, particularly in the
levels of stability and roadholding
it provides on rough surfaces
including corrugations.
Steering is pretty good with
acceptable precision and feedback.
Off-road, the locking centre
differential, short wheelbase
and good approach/departure
angles allow the Suzuki to
tackle rutted terrain. No
compact SUV can do what the
Suzuki can do off-road.
The front end scrapes rst.
Limited wheel travel will
ultimately stop it.
The disc/drum brakes have
a progressive, tactile pedal and
decent power, but the ABS is
ineffective on dirt.
The ride is rmer than in most
larger 4WDs, but absorbent and
comfortable on all surfaces.
THE INSIDE STORY

The simple, stylish, efcient dash
features permanently illuminated
instruments, an easy-to-use 4WD
switch and plenty of oddment
storage. Touch screen navigation
is standard on Sport and Prestige.
The drivers seat has adequate
travel but the steering wheel
is not reach-adjustable, so tall
drivers might nd themselves
The drivers seat cushion is
short, at and under-padded.
Easy access to the back seat is
complemented by good legroom.
The seat has a at bench and
a comfortably upright backrest
with wrap-over head restraints.
Three lap-sash belts are
provided, plus restraint anchors
on the back of the seat.
IN THE BOOT
The single-piece, side-hinged
tailgate is safely held open by a
hydraulic strut.
The load compartment itself
isnt large because the oor is
relatively short.
WHATS STANDARD?
The Grand Vitara DDiS

includes six airbags, stability
control, cruise control, 17inch alloys, Bluetooth and
automatic air. The 2.4-litre
petrol Sport adds touch screen
navigation, USB input and rear
parking sensors.
Prestige specication, available
only in petrol wagons, adds
leather upholstery, a powered
sunroof, 18-inch alloys, keyless
entry and lots of lovely fake tree
and chrome tizz.
100,000km.
Redbook future values (1.9 DT):
3yr: 50%; 5yr: 41%.
THINGS WE LIKE
Diesel torque and fuel economy
Secure handling on bitumen and
dirt roads
Good value for a go-anywhere 4WD

Diesel engine vibration and offboost sluggishness
Gearing could be taller
Gearbox action isnt exactly slick
Small load area
Cabins not exactly ve-star luxury
compare with ...

Jeep Wrangler, Mitsubishi
Challenger, Toyota FJ Cruiser
TOYOTA HILUX
Toyota is now doing discount deals on HiLux as its appeal and competitiveness fade
against rivals such as Ranger, Colorado and Amarok. A new model is well overdue.
The 3.0 turbodiesel needs more grunt and another ratio or two in the automatic.
HOW MUCH?
Toyotas dual-cab HiLux 4x4
range opens with the 3.0-litre
turbodiesel Workmate, at $38,990
with a ve-speed manual, and
$40,990 with a four-speed auto.
SR grade costs $41,990 /
$44,490 and the top-of-therange SR5, tested here, is
$50,990/$53,490.
STARS
The 4.0-litre petrol equivalent

also costs $53,490, however the
petrol engine is matched with a
ve-speed automatic.
NUTS AND BOLTS

Safety
Green Vehicle Guide
Performance
Handling


Value for money
Overall
The HiLux is made in Thailand.

The 3.0-litre, direct-injection
common-rail four-cylinder
126kW of power at 3600rpm, and
343Nm of torque from 1400rpm.
and 343Nm from 2400rpm.
double-wishbone front and live
axle/leaf-spring rear.
Brakes are front discs/rear
drums. Stability control
is standard.
The HiLux has rear-drive
and four-wheel drive in high
range, plus four-wheel drive
low range, with auto-locking
hubs. A limited-slip rear
differential is standard.

Tank capacity is 76 litres.

Weight is 17301775kg (petrol)
to 18551900kg (diesel).
The HiLux will tow up to 2250kg.
Maximum payload for the SR5

is 1030kg.
Toyota offers xed-price
servicing on HiLux at $170 a
FROM $38,990
It has a long throw lever that
prefers to be eased rather than
shoved into each gear.
AT THE PUMP
The SR5 diesel auto averages

and 11.7L/100km in town. CO2
The 4.0-litre petrol model
averages 10.4L/100km and
17.7L/100km respectively.
recommended but 91 octane is
ne. CO2 emissions are 308gkm.

AND STOP?
time, on the rst six services,

up to 60,000 kilometres.
This will save you a fortune
compared with other makes,
especially the Nissan Navara
and VW Amarok.
HOW DOES IT GO?

The 3.0-litre turbodiesel has
reasonable torque available from
idle, and with the four-speed auto
you can drive it around all day
and hardly see the high side of
2500rpm. At 100km/h, its pulling
just 1800rpm in fourth gear.
However, it will continue to pull
strongly until just beyond 4000rpm.
The Ford Ranger, Holden
Colorado, Isuzu D-Max, Mazda
BT50, Mitsubishi Triton,
Nissan Navara and VW Amarok
turbodiesels all now produce
more torque than the Toyota
engine, though, and most
also offer ve- or six-speed
automatics, which contribute
in no small measure to
performance and fuel efciency.
The four-speed is well
programmed to shift smoothly
and relatively early, keeping the
3.0-litre working at minimum
revs. However, theres no

disguising the big gap between
ratios, and in hilly country your
progress in a HiLux is less
smooth and seamless than it is
in something with more ratios.
An olde-worlde stubby lever
adjacent to the main stick moves
you from 2WD and 4WD and into
4WD Low. Most competitors have
electronic shifting.
You can shift between 2WD and
4WD High on the move, and use
4WD High on bitumen.
Off-road, the diesels
performance characteristics
are ideally suited to low-speed
crawling across rough country.
Torquier rival engines would
tow better, though.
The 4.0-litre petrol engine is
exceptionally smooth and able
to pull from the basement like
a diesel.
It drives the manual SR5 to
100km/h in only 8.7 seconds,
compared with 11.1 seconds for
the turbodiesel auto.
The 4.0-litre engines exibility
allows both gearboxes to run tall
ratios, but fuel consumption is
savage, especially the auto.
The current HiLux is less nervous

and twitchy than its predecessors,
but still a pretty sloppy handler.
It feels precarious and topheavy in tight corners compared
with the more rmly sprung
Ranger, BT50, Colorado, Navara
and Triton, and the back end
can kick occasionally if the
front wheels are tripped by a
big pothole.
Stopping power isnt great.
Rear drums just arent adequate
on a 1.8-tonne ute, and the
discs on the front of the SR5 are
smaller than those on a VW Golf.
Big, baggy tyres offset the
relatively rm suspension to
give occupants a reasonably
comfortable ride, however
as with some rivals, the body
trembles and shakes constantly
on a rough road.
SR5 double cabs now have

sports front seats, which
are more comfortable and
supportive than the saggy,
underdone pews that owners
have had to endure previously.
Double-cab utes are often veseaters in name only, with the
back stalls being far too cramped
for average-sized adults.
The back seat is comfortable
and spacious, though the centre
position still has only a lap belt.
A couple of child-restraint
anchors are behind the seat.
The HiLux scored four stars
out of ve when tested by ANCAP,
but while the SR5 double cab has
six airbags and stability control,
its also got a lap-only belt in the
centre of the back seat.
IN THE BOOT
Double-cab HiLux pick-ups used
to have a short tray; the longer
body has allowed the current
models tray to be extended to a
class-average 1.5 metres.
Its 1.52 metres in width.
A full-size steel spare is
under the tray.
WHATS STANDARD?
THE INSIDE STORY

As is usually the case in a Toyota,
functionality is the priority in the
HiLuxs cabin.
In a work truck you can never
have too much storage and the
HiLux has plenty.
Theres a large centre console
box, several nooks and crannies
in the dash, big front-door
pockets with 750ml bottle holders
and a couple of 12-volt outlets.
Toyotas permanently
illuminated Optitron instruments
are unbeatable for clarity and
legibility, day or night.
Audio and trip computer
controls are provided on the
steering wheel.
The SR5s touchscreen for
navigation and audio is easy to
operate, and the graphics are
clear. Vision is ne around the
SR5, with big side mirrors, but
the double cab misses out on a
rear camera.
The top-of-the-range Hilux SR5

4x4 double cab gets six airbags,
stability control, USB port,
SD card slot, Bluetooth with
audio streaming, navigation
with speed camera warnings,
voice recognition, automatic
air-conditioning, cruise control,
17-inch alloy wheels, power
windows and mirrors, leatherwrapped wheel, tinted rear
glass and a trip computer.
100,000km.
Redbook future values (SR5
dual cab 3.0 DT auto): 3yr 56%;
5yr: 47%.
THINGS WE LIKE
Toyota quality, reliability and durability

Rivals have turbodiesel engines with a
lot more torque
Four-speed auto is off the pace.
Rivals have ve- or six-speed autos
Underbraked
No camera in double cabs
SR5 is overpriced against rivals
such as D-Max Ranger, Colorado
and Amarok
compare with ...

Ford Ranger, Holden Colorado,
Isuzu D-Max, Volkswagen Amarok
TOYOTA FJ CRUISER FROM $47,990
oyotas FJ Cruiser costs

$47,990. The body has two
doors on each side but they
lock into each other, and the
rear doors are hinged at the
back so the front door must
be opened before the rear and
closed after it.
The only engine is the Prados
4.0-litre V6 petrol, matched with
a ve-speed automatic.
Unfortunately, theres no
diesel because in the FJs home
market, the US, diesel still isnt
a popular fuel.
Serious off-road bits include
high-mounted diff breathers and
air intakes, a solid bash plate
under the engine/transmission,
224mm of ground clearance,
17-inch alloys with 256/70
Grandtreks, 159 litres of fuel
capacity and, according to Toyota,
the best approach, ramp over and
departure angles for any 4WD in
its lineup.
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
Toyotas 4.0-litre V6 is one of

the best petrol engines around
for the 4WD/SUV application, and
towing, because it has plenty of
midrange torque.
OK, so its not in the same
league as a similar-sized
turbodiesel, and peak torque
is produced at a relatively high
4400rpm, but the 4.0-litre pulls
strongly and very smoothly
from idle through the midrange, cruises with a relaxed,
long-legged gait and, in
low range, is exceptionally
controllable and tractable.
A stubby lever, located far
to the left of the centre tunnel,
selects the Drive mode; buttons
are provided to activate the
rear diff lock and the off-road
traction-control mode.
The FJ is exceptionally solid and
stable, the suspension exercises
tight control over body movement,
theres relatively little body roll, it
steers with reasonable precision

and the brakes are adequate.
Off-road, its even better.
Toyota held the launch in the
Flinders Ranges, on private
tracks that were tough enough to
immediately expose any design or
engineering weaknesses, and the
FJ did it easy.
It feels bigger than it is, but
you get a good view over the
bonnet so you can work out
where the front corners are
when youre negotiating a tight
situation. The ride is compliant
and comfortable.
Up front, you sit on a typically
saggy, unsupportive Toyota seat
close to the oor. A tall driver
will use all the seat travel and
there is no reach adjustment
for the wheel.
The mandatory door opening
and closing sequence created
by the FJs rear-hinged back
doors will surely see a few kids
with very sore ngers. Its easy

enough for them to climb into
the back seat, though, and its
actually wider than the rear
bench in a Prado. The entire boot
space is lined in tough plastic,
so you can chuck whatever you
like in there and not worry about
the shag pile. The tailgate is
a clumsy, side-hinged design
that hasnt been changed from
US spec, so it swings towards
the kerb, which will be a major
pain in the neck. The rearseat cushions can be removed
completely for more load space.
THINGS WE LIKE
It does look pretty cool, doesnt it
Exceptional off-road ability
Toyota quality, reliability, durability
and high resale values
Torquey, smooth 4.0-litre V6 isnt
quite as useful as a diesel, but its
close and will work well as a towing
engine. Shame its recommend fuel is
95 octane, though
Tidy handling and a comfortable ride

If you have kids, the side-door
arrangement will end in tears and pain
Tailgate swings out the wrong way so
youre exposed to trafc at the kerbside
Extended oor isnt at
Saggy, unsupportive drivers seat
SPEX
Made in Japan
4.0-litre V6 petrol/ve-speed
automatic/rear or all-wheel drive
200kW of power at 5600rpm/ 380Nm of
torque at 4400rpm
0-100km/h N/A
Max. towing weight: 2250kg
city. 95 octane premium. CO2
active front-seat head restraints,
17-inch alloys, tinted rear glass, rear
parking sensors, rear camera, USB
plug-in, Bluetooth.
3yr: 59%; 5yr: 47%

Value for money
Overall
compare with ...

Jeep Wrangler, Land Rover
Freelander 2, Suzuki Grand Vitara
TOYOTA KLUGER FROM $40,490
here are three Kluger

models which differ only
in equipment levels: the KXR, tested here, is $40,490,
the KX-S is $51,490 and the
Grande is $60,990.
All-wheel drive adds $4500,
while two rear seats/rear airconditioning add $2700 to the KX-R.
Theyre standard in other models.
Kluger is powered by the same
210kW 3.5-litre V6 used in the
Aurion and Lexus RX350. A vespeed auto is standard.
The base-model Kluger KX-R
2WD is fast. Ours stopped the
clock at just 7.9 seconds on the
0100km/h test. The all-wheeldrive Kluger is a few 10ths
slower. The ve-speed does its
thing without you noticing most
of the time.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money

Overall
Kluger is an old-school SUV in

moderately testing conditions
where it exhibits excessive body
roll, leans hard on the outside
front wheel, dislikes quick
changes of direction and stretches
tyre grip early in the piece.
Theres plenty of drivers seat
travel, a ratchet-type height
adjuster, plus height and reach
The Kluger isnt really a
ve- or seven-seater. A more
accurate description would be
four- or six-seater.
The centre seat in row two
is really a thin, uncomfortable
insert with a fold-down armrest,
wedged between the two

individual outboard seats.
Its cramped and uncomfortable
for adults and kids alike. Its also
unsuitable for a child restraint
because tting one interferes
with the 60/40-split sliding
arrangement and hampers access
to the third-row seats.
It can be removed and stowed
under the front-seat centre
console and swapped with a
plastic tray/cupholder insert.
The two outboard seats are
very comfortable, theres plenty
of legroom and a child-restraint
anchorage on the back of each.
Access to row three in the
S
Kluger a one-piece twoperson bench (with a 50/50-split
backrest) which easily lifts out
of the oor using a strap is via
the passengers side.
The fact that row two has
plenty of travel and legroom
means you can adjust it to
provide good legroom in the
back seat as well, albeit with
occupants sitting knees-up.
The seat itself is OK for larger
kids or adults on short journeys
and comfortable for sub-teenage
kids who no longer need restraints.
The tailgate has a separate
opening window. With the back
seat folded, the oor is long and
wide; it can be extended to a
at two metres using the 60/40split row-two seat.
Kluger delivers the usual
Toyota quality, durability and
reliability trifecta, plus low
running costs, but Kias Sorento,
Hyundais Santa Fe and the Ford
Territory are more versatile,
practical, better value and offer
the option of diesel engines.
A new, larger Kluger is due in
showrooms shortly.
THINGS WE LIKE
3.5-litre V6 goes nicely
Occupant/load space and storage
Toyota quality, reliability
and durability
Performance and renement
Full-size spare

Barge-like handling
Row-two centre seat is impractical
and uncomfortable
Overpriced compred with Santa Fe
and Sorento
Big thirst and high CO2 emissions
SPEX (KX-S AWD)

Made in Japan
3.5-litre V6/ve-speed automatic/
front- or permanent all-wheel drive
city; 91 octane; CO2 emissions
259271gkm
control, active front-seat head
restraints, reversing camera, 17-inch
alloy wheels, steering-wheel audio
and trip computer display controls,
Bluetooth, single CD player with USB
and auxiliary audio input
5yr: 40%
compare with ...

Kia Sorento, Nissan Pathnder
TOYOTA LANDCRUISER PRADO
The Prado gets a scrub-up for 2014 with a nose job thats even uglier than the previous
model, a bit of interior redecorating and a suspension tweak. Its starting to look old,
tired and overpriced against the Jeep Grand Cherokee and Land Rover Discovery.
HOW MUCH?
LandCruiser Prado wagons with
the 4.0-litre V6 petrol engine/vespeed auto start with the GXL at
$63,190.
The VX auto is $77,990 and the
Kakadu auto is $91.590.
wagons include the GX manual at
$55,990, GXL manual at $61,490,
the VX auto at $78,990 and the
Kakadu auto at $92,590.
The ve-speed auto is a $2700
option on GX and $2500 on GXL.
Two extra rear seats add $2500
to the price of the GX.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide

Performance
Handling
Value for money
Overall
The Prado is made in Japan.

The GX wagon is a ve-seater;
other wagons are sevenseaters.
turbodiesel produces 127kW at
3400rpm; peak torque is 410Nm
at 16002800rpm.
The 4.0-litre petrol V6 produces
202kW at 5600rpm; torque is
381Nm at 4400rpm.
Six-speed manual and ve-speed
automatic transmissions drive
all four wheels in high or low
range, with a lockable Torsen
centre differential. A lockable
rear differential is standard on
Kakadu and ZR grandes.
CRAWL (from the 200 Series) is
standard on Kakadu. Its a feetoff low-range cruise-control
system that uses the electronic
throttle and the stability control
to walk the Prado across
rough, rocky terrain, a 21stcentury interpretation of the old
hand throttle.
Kakadu also gets MTS Multi
Terrain Select an idea that
Toyota has pinched from Land
Rover. It also uses the stability
control system to vary the
slip/grip mix to suit different
conditions: Mud and Sand,

Loose Rock, Mogul and Rock.
Each specic control map is
selected using a switch on the
steering wheel.
Kakadu and VX also include
four cameras: front, one on
each side, and rear, to help with
parking, seeing the track ahead
on a steep crest and working
out your position and clearance
in tight, rough conditions.
Kakadu has PCS Pre-Crash
Safety as standard. It uses
radar and the stability control
system to monitor the vehicle
and, if it detects the possibility of

an imminent collision (very heavy
braking, for example, or extreme
steering angles), it quickly
tightens the front seatbelts and
automatically applies the brakes
with maximum force, whether
you are already braking or not.
Suspension is double-wishbone
front/ve-link live-axle rear,
with longer travel and revised
spring and damper rates.
VX and Kakadu also have
KDSS Kinetic Dynamic
Suspension System
inherited from the 200 Series,
FROM $55,990

which uses hydraulic pressure

to automatically increase
stabiliser bar resistance when
cornering at high speeds, thus
minimising body roll while
effectively decoupling the
hydraulics in low-speed offroad conditions for maximum
wheel articulation.
Brakes include four-piston
front calipers.
Total fuel capacity on the vedoor is 150 litres. When the
87-litre main tank is low, fuel
supply is automatically switched
to the 63-litre sub tank.
The ve-door weighs
22402435kg.
The ve-door will tow up to
2500kg and the three-door will
tow up to 3000kg.
Toyota offers xed-price servicing
on the Prado, at $210 a time, on
petrol and turbodiesel models
for the the rst six services up to
60,000 kilometres. Thats a great
deal because servicing costs on
big 4WDs can be exhorbitant.
HOW DOES IT GO?

The 3.0-litre turbodiesels power
and torque numbers are nothing
special by current standards and
neither is its performance.
It takes 13.5 seconds to drive
the Kakadu to 100km/h. Even by
the relatively sedate standards of
this class, that is painfully slow.
Compare the 3.0-litre
turbodiesels power, torque and
performance gures with those
of the Kia Sorento, VW Touareg
or Land Rover Discovery to get an
idea of how far off the pace it is.
Unladen, the Prado averages
8-9 litres per 100 kilometres on
the highway; our 1.2 tonnes of
gear and camper trailer raised
this to 12-13 litres per 100
kilometres on an outback trip, so
you can travel a long way on the

150-litre tank.
Its rated to pull up to 2500kg.
Good luck with that. The 3.0-litre
chugged along ne with our
modest avoirdupois, however
with 2.5 tonnes on the back it
would struggle.
Low range makes the
turbodiesel a much more
impressive performer.
is more energetic and as long
as youre not timid with the
accelerator, it gets along well.
In high range on the open road,
though, it falters on hills if the
revs are below 3000rpm, so the
manual shifting feature on the
automatic is useful.
AT THE PUMP

manual GXL averages
The auto GXL averages
7.3L/100km, 10.6L/100km
and 225gkm.
The 4.0-litre petrol auto
GXL averages 9.3L/100km,
15.4L/100km and 271gkm.
recommended.

AND STOP?
The Kakadus adjustable
suspension and the KDSS antiroll system exercises effective
control over body movement,
and at highway speeds on rough
roads the top-spec Prado is a
tidy, composed drive.
The ride is also compliant and
comfortable on all surfaces,
albeit with some lumpiness
when the suspension is adjusted
to its rm settings.
However, its a different story
on the base GX and GXL, which

are too softly suspended, rolls
excessively into corners and at
times can feel very precarious.
The ride is also oaty and
poorly controlled.
Even without the fancy
electronics, features such as
serious low-range gearing, the
locking rear differential and
plenty of clearance allow you
to safely negotiate terrain that
would defeat most 4WDs. And its
a Toyota, so chances are nothing
will break.
WHATS STANDARD?
THE INSIDE STORY

Tall drivers will use all the seat
travel provided. VX and Kakadu
get a very comfortable, supportive,
well-bolstered drivers seat; base
models get a atter, relatively
unsupportive pew.
Row two is adjustable through
130mm of travel. It has a at
cushion, adjustable backrest and
plenty of legroom.
Three child-restraint anchors
are on the back of the seat.
Access to row three has been
improved for 2014; the seats
themselves fold easily up from the
load oor at the push of a button
in VX and Kakadu.
Theyre suitable for nippers
only, who sit knees-up, but row
two can be moved forward so
theyre not too cramped.
IN THE BOOT
The tailgate is still a sidehinged one-piece design, which
is cumbersome and can be
inconvenient in tight spaces.
The load oor can be extended
to 1.85 metres but on GXL spec
its not at because the row-two
slide function prevents a tumblefold feature for each side of the
seat, so you end up with a big step
in the oor.
GX specication includes seven

airbags, stability control, trailer
sway control, 240-volt rear
accessory socket, rear camera,
Bluetooth, USB input and 17inch alloys.
GXL also includes two rear
seats, three-zone air and
parking sensors, alarm and
roof rails.
VX adds KDSS suspension,
leather, navigation, 18-inch
alloys, rain-sensing wipers,
HID projector headlights,
power-folding row-three seats,
in-dash six-stack CD player
and tinted glass.
Kakadu also has CRAWL,
four external cameras, radar
cruise control, rear diff lock,
adjustable suspension, MTS
off-road programming, DVD
multi changer, rear-seat
entertainment system and a
refrigerated centre console box.
Warranty: Three
years/100,000km.
Redbook future values (GXL
3.0 turbodiesel automatic):
3yr: 60%; 5yr: 51%
THINGS WE LIKE
Spacious and comfortable
A true off-roader and a good choice
for the adventurous family
Outstanding resale values
Kakadu and VX are overpriced

3.0 turbodiesel struggles here
GX and GXL dont handle well
Unsupportive drivers seat in GX
and GXL
Extended load oor not at in GXL,
VX and Kakadu
compare with ...

Land Rover Discovery, Jeep Grand
Cherokee, Mitsubishi Pajero
TOYOTA RAV4
Toyotas RAV4 is available with turbodiesel and petrol power. Toyotas best-in-thebusiness reliability and low-running costs add to its appeal, as does heaps of interior
space and a ve-star safety rating. There are better drives in this class, though.
HOW MUCH?
Toyota RAV4 prices start at $28,490
for the base 102kW 2.0-litre petrol/
six-speed manual front-wheel
drive GX. A CVT transmission, as
used in the Corolla, adds $2500
and GXL specication adds $4000.
The all-wheel drive GX, with
the Camrys 132kW 2.5-litre
petrol four/six-speed manual, is
$31,990; a six-speed auto adds
$2500. The AWD GXL is $35,490
and the Cruiser is $42,990.
New for this RAV is a 110kW
2.2-litre turbodiesel, which
Toyota has used in Europe for a

few years. Its also standard with
a six-speed manual, priced at
$35,490 for GX, $38,990 for GXL
and $46,490 for Cruiser. A sixspeed auto adds $2500.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide (2.5 auto)

Performance
Handling

Value for money
Overall
The Toyota RAV4 is made in

Japan.
Although this 2013 RAV4 is
all new, it shares the same
wheelbase as its predecessor
so its one of the largest SUVs
in its class.
The base models 2.0-litre
petrol engine produces 107kW
of power at 6200rpm and
340Nm from 2000-2800rpm.
Sport mode adjusts the
accelerator, automatic
transmission, front/rear torque
split and electric power steering
for more responsive operation.
RAV4s all-wheel-drive system
operates as front-wheel drive
in dry conditions but can split

the drive 50:50, based on

information from a range of
sensors about vehicle speed,
steering angle and grip, using
an electromagnetic coupling in
the rear differential housing. It
can also be locked for low-speed
operation on slippery surfaces.
Toyotas VSC+ stability control
system includes automatic
application of steering to
counter understeer, help
control a front-wheel skid
or prevent the driver from
excessively turning the wheel.
struts front/independent
double wishbone rear.
Brakes are discs with ABS,
hill-start assist and automatic
emergency assist.
GXL specication has 17-inch
alloy wheels with 225/65 tyres.
A space saver is standard; a
full-size spare adds $300.
RAV4 weighs from 1485kg
(2WD manual) to 1660kg (AWD
turbodiesel auto).
The diesels towing capacity is
low by class standards. It will tow
only 1000kg. The 2.5-litre petrol
models will tow up to 1500kg.
HOW DOES IT GO?

I havent driven the base 2.0-litre
petrol model. The 2.5-litre petrol
engine does a decent job, matched
with the six-speed automatic.
Its quite rened, has reasonable
mid-range performance for a
naturally aspirated petrol engine
and, when you put your foot down,
it produces useful acceleration,
albeit without any pretensions
to serious top-end power. The
automatic shifts smoothly and,
when you need a lower gear in
a hurry, it can go straight from
sixth to third. Sport mode is a
misnomer though.
long-stroke engine with plenty of
low-down and mid-range pulling
power. Its a bit olde worlde in
its tone and texture compared
with more revvy, rened diesels
in Mazdas CX5 and Subarus
Forester, but its a pleasant
engine to drive, a neat t with the
six-speed automatic and gives you
a long range. It, too, has Eco and
Sport modes, but I could hardly
notice the difference.
Its a shame about its 1000kg
towing weight limit, which puts
the RAV turbodiesel out of
FROM $28,490
contention if you want a mid-size

SUV to tow a camper or caravan.
AT THE PUMP
The 2.0-litre petrol manual

averages 6.4L/100km highway
and 10.0L/100km city on 91
octane regular. CO2 emissions
are 179gkm.
The 2.5-petrol auto averages
6.8L/100km, 11.4L/100km and
198gkm.

AND STOP?
In day-to-day driving, the RAV4
has no serious vices. However,
as is the fashion today, its
suspension is tuned quite rmly
in its initial movements to give the
driver a attering, but deceptive
impression of sportiness.
Even with 65-aspect ratio rubber
on GXL, this translates to a fussy,
jarring ride at times, without the
compliance, comfort or quietness
of rivals such as the Honda CRV,
Mazda CX5 and Subaru Forester.
The RAV diesel is better than the
petrol in this regard, presumably

because the extra weight over
the front end gives it a greater
measure of compliance.
When you push the RAV4,
it soon becomes obvious its
anything but sporty in its
handling. Toyota makes much of
its ability to monitor and adjust
the torque delivery between
axles, brake an individual wheel
and apply steering correction
input, using vehicle data from
an array of sensors, but all the
electro-gizmology in the world
wont compensate for suspension
that doesnt quite control body
movement as tightly as it should
and tyres that lack decent grip.
The steering is quite heavy at
parking speeds for an electric
system; on the move, its accurate
and does offer some feedback.
The brakes work well on
bitumen and dirt.
THE INSIDE STORY

The RAVs dash looks like the
result of an argument between
several designers that nobody
won. It has three different vent
styles, a weird, protruding dash
with a dark void underneath,

and a control layout arranged
according to the theres a slab
of plastic, wed better stick a
switch on that school. If you
want to nd some switches,
notably the Sport/Eco and engine
start buttons, you have to grope
around under the dash because
you cant actually see them.
The touch-screen audio/
navigation icons are small and
require too much eyes-off-theroad time to locate. The USB
connector is exposed; so is your
iPod. Storage includes a large
glovebox, centre console box and
a shelf above the glovebox.
The saggy padding on the
drivers seat cushion doesnt bode
well for long-term durability.
Theres plenty of adjustability,
though, and vision is clear around
the car, aided in GXL and Cruiser
by a standard camera.
RAVs back seat is quite
narrow, so three will be a
squeeze. However, its a at, rm
bench with the most generous
legroom in the class so tall
adults can travel comfortably.
Its 60/40-split backrest is also
adjustable for angle.
The centre seatbelt sash reel
is in the roof, so its hard to get
and clumsy to use. The driver
has seatbelt warning lights for all
positions. Three child-restraint
anchors are on the seat back, but
no Isox mounts are provided.
Storage includes bottle holders
and front-seat back pockets.
IN THE BOOT
This RAV4 has a smaller boot than
its predecessor, but its still bigger
than most rivals by quite a way
if you use the ofcial volumetric
measure. It also has plenty of
oor acreage, in normal and
extended congurations (where
its a fully at 1.8 metres), plus

a handy cargo net on aluminium
struts, which can be used as a
horizontal barrier or a basket.
If you take the full-size spare
option, though, the oor has
a big hump in the middle to
accommodate the larger wheel.
Two bag hooks and a couple of
small storage bins under the oor
behind the back seat are also
provided, but no 12-volt outlet.
WHATS STANDARD?
GXL specication includes

seven airbags, stability control,
17-inch alloy wheels, camera,
rain-sensing wipers, Bluetooth;
dual-zone air; Cruiser adds
navigation, power tailgate,
sunroof and blind spot monitor.
Fixed-price serving costs $170
a time, at six months/10,000km
intervals for up to three
years/60,000km.
100,000km.
petrol auto): 3yr: 54%; 5yr: 43%
THINGS WE LIKE
Plenty of occupant space and a large,
versatile boot
Honest, rened 2.5 petrol and 2.2
turbodiesel drivetrains
Predictable dynamics

Dash is ugly and inefcient

Saggy, unsupportive drivers seat
No rear camera in GX
Fussy ride and mediocre handling
2.0-litre petrol will struggle
Mazda CX5 and the Subaru Forester
offer better value and a superior drive
compare with ...

Honda CRV, Mazda CX5, Subaru
Forester
TOYOTA LANDCRUISER 70
The Toyota 70 Series LandCruiser is still the work, tow and adventure truck of choice
for those who live a long, long way from capital cities. Its expensive, slow, thirsty and
uncomfortable, but its toughness and reliability are in a league of their own.
HOW MUCH?
The base LC79 cab-chassis
Workmate Ute costs $58,790;
the GX is $60,790 and the GXL
is $62,790.
The double-cabh-chassis
Workmate is $63,990; GXL is
$67,990. The four-door, ve-
seater Workmate LC76 wagon is

$59,990 and the GXL is $64,290.
The three-door, three- and
11-seater Workmate LC78 Troop
Carrier wagon are $64,690 and
$65,790 respectively; the veseater GXL is $67,990.
NUTS AND BOLTS
STARS
Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The Troopy and cab-chassis

models feature the same
steel-frame chassis as their
predecessors, with wider
tracks and a new front end to
accommodate the V8 engine.
Wheelbases are 2730mm
(wagon), 2980mm (Troopy) and
3180mm (cab-chassis).
The 4.5-litre, 32-valve 1VD-FTE
V8 turbodiesel produces 151kW
of power at 3400rpm and 430Nm
The drivetrain comprises a
ve-speed manual gearbox,
two-speed transfer case and
part-time 4WD system with

rear limited-slip differential

and manual-locking
freewheeling front hubs.
Front and rear diff locks are
standard on GXL and a $2750
option on other models.
Suspension is rigid live axle, with
front coils and rear-leaf springs.
Steering is recirculating ball
and nut.
Disc brakes have ABS, but no
traction or stability control.
(90 main/90 sub); 130 litres
only on wagon.
The 70 will tow up to 3500kg.
Toyota xed-price servicing
costs $300 a time, for the rst six
services up to 60,000 kilometres.
HOW DOES IT GO?

As the workhorse in the Cruiser
range, the 70 gets the detuned
version of the 4.5 V8 also used in
the 200 Series LandCruiser.
In the 70 Series it has only one

turbocharger; in the 200 Series it
has two turbochargers.
However, for its intended
purpose here its ne. Gentle yet
prodigious torque is produced
right from idle; if you want to
drag trees around or idle up a
cliff, its effect can be multiplied
with low-range gearing.
The V8 is smooth and cruises
easily in fth, but it doesnt breathe
particularly freely and actually
feels strained at higher revs.
Its a tractor, as evidenced by a
0100km/h time of 14.6 seconds.
The ve-speed manual has a
slow, long-throw action.
Fifth is too short for the
amount of torque available.
The engine would easily
pull a tall sixth gear and you
would also get much better fuel
economy on the highway.
The stubby 4WD lever usually
works smoothly; other times
FROM $58,790
it doesnt want to know. In low
rst, you can tackle the steepest
descents with condence.
AT THE PUMP
In Australian standard tests,

the cab-chassis averages
11.5L/100km and the wagon/
Troopy 11.9 L/100km.
and 313gkm.

AND STOP?
In comparison to most modern
4WDs? No, no and no. Again,
though, the 70 is designed for
completely different purposes.
Approach it for what it is and
its OK.
In a back paddock, or on a
bush track, its great. And with
a standard snorkel, live axles at
both ends, standard diff locks
on GXL plus other suspension
componentry thats engineered
for extreme punishment, you
dont need to spend thousands of
dollars upgrading the suspension

with aftermarket stuff if you want
to tow and/or take the 70 into
serious outback terrain.
On the road, you soon settle
into a slow rhythm in the 70
because doing anything too
quickly like approaching a
corner is likely to end in tears.
It leans and rolls early and
often, though road-holding is OK,
especially on those models with
the wider tyres. The light truck
Dunlops are pretty skinny, though,
so you dont have to push things
very far before they give up.
The cab chassis feels the most
condence-inspiring, because it
has the lowest centre of gravity
and the longest wheelbase.
You dont so much steer it
as plot a course. Swerve and
avoid? I think not. Best just to
run over whatever is causing the
problem instead.
Brakes? Minimal pedal feel
and feeble power at highway
speeds unless you stand on the
pedal, in which case theyre

easy to lock.
Ride comfort is surprisingly
good, especially in the rough. It
improves with a load on board.
with 139cm by our tape.

Of course, if there are only two
of you, just get the three-seat
Troopy for unlimited capacity.
WHATS STANDARD?
THE INSIDE STORY
Toyota has upgraded the front
bucket seats in GXL wagon and
double-cab-chassis with a
much-needed longer cushion,
plus longer travel in the GXL
wagon, so big blokes can now
get more comfortable.
Big mirrors, straight lines
instead of curves, and thin pillars
make for good vision all round, just
like you used to get in the 1960s.
In a work truck like this there
should be more storage for bits
and pieces.
And get this: you wind the
windows by hand until you get to
GXL spec, and air-conditioning
will set you back an extra $2760.
Another 1960s characteristic is
lots of engine noise. Manufacturers
go to a lot of trouble these days to
minimise engine, wind and road
noise, but not in this case.
The engine is loud but you do
get used to it. You have no choice.
You need a ladder to get into
the wagons back seat, through
narrow door openings.
The rear bench is OK with
reasonable legroom.
Its squeezy for three blokes,
though. Theres a lap-only belt
in the centre and three restraint
anchors in the roof.
IN THE BOOT
With one metre from oor to
ceiling, you can get a years
worth of gear for an aroundOz adventure into the 70 Series
Troopy and wagon. If you spec
both with ve seats, the wagons
load oor is much shorter than
the Troopys: 101cm compared
Workmate gets two airbags,

ABS, CD player with USB port,
auxiliary jack, Bluetooth with
voice recognition and audio
streaming, plastic upholstery
and trim, 16-inch steel wheels
(with skinny 7.50 LT 8PR tyres
and split rims on cab-chassis
and Troopy), sidesteps and a
drivers bucket/front bench seat.
GXL adds bucket seats, cloth
trim, carpet (front only for
Troop Carrier!), keyless locking,
power windows and front fog
lamps. GX and GXL models,
except the GXL Troopy, also
have 16-inch alloy wheels with
265/70 tyres.
GXL Troop Carrier also has veperson seating capacity.
100,000km.
Troop Carrier): 3yr: 61%;
5yr: 52%.
THINGS WE LIKE
Built like a brick dunny
Will go absolutely anywhere
High resale values
Gentle, tractable performance
Fun to drive. Slowly

Its probably not the wagon youd want
to have a crash in
Very expensive for such a basic vehicle
Fifth is geared too short
Bare-bones equipment list
Restricted drivers seat travel in
Troopy and cab-chassis
compare with ...

Jeep Wrangler Unlimited, Land
Rover Defender, Nissan Patrol
TOYOTA 200 SERIES LANDCRUISER

4WD
OF THE
YEAR
200 Series Cruiser turbodiesel power starts at $78,990 for the GX, pictured here. Its
high up-front price is compensated for by low running costs, high resale values and
the fact that in harsh Australian conditions, it works better than any other 4WD wagon.
HOW MUCH?
The LandCruiser 200 Series base
4.6-litre V8 petrol GXL eightseater costs $84,990, the eightseater VX is $95,990 and the
eight-seater Sahara is $114,990.
The 4.5-litre twin-turbodiesel V8
ve-seater GX is $78,990; eight
-seater GXL is $89,990, sevenseater VX is $100,990 and sevenseater Sahara is $119,990.
NUTS AND BOLTS

The 200 Series LandCruiser is

made in Japan.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Off road:
Value for money
Overall

twin turbodiesel engine
from 16002600rpm.
Its matched with a six-speed
automatic.
The 4.6-litre petrol V8 produces
228kW at 5500rpm. Torque is
439Nm at 3500. A six-speed
automatic is also standard.
High and low range are
selected electronically via a
switch on the dash. A Torsen
centre differential varies
the front/rear torque split
depending on grip.
Front suspension is doublewishbone/coil spring; rear
suspension is live-axle/
coil spring.
Kinetic Dynamic Suspension
System (KDSS), tted to all
models bar the turbodiesel
GX and GXL, uses linked
hydraulic cylinders on both
stabiliser bars to counteract
body roll when cornering.
All models have CRAWL control,
an electronic engine/traction
control system which allows
low-speed, feet-off traversing of
very rough terrain.

Steering is hydraulic and brakes

are discs with ABS.
All models have a 45-litre
auxiliary and 93-litre main tank.
285/65-17 Dunlop Grandtrek
tyres are tted to GX and GXL;
VX and Sahara get 18-inch
alloys with 285/60 tyres.
Kerb weight is 25552720kg;
GVM is 3300kg; GCM is 6800kg
and maximum towing capacity
is 3500kg for all variants.
Toyota xed-price servicing

costs $210 a time for the
rst six services up to 60,000
kilometres.
HOW DOES IT GO?

When I needed a 4WD for a long,
demanding outback trip (three
weeks, ve states, six deserts
and nearly 9000 kilometres, with
a 1.2-tonne camper trailer), the
GX looked like just the tool for the
job. And, in most respects, thats
FROM $78,990
softly sprung, underdamped
rear suspension can bounce
excessively, and on potholed or
corrugated roads the back end
gets nervous, to the extent that it
frequently kicks sideways, making
the vehicle quite unstable.
The payoff for a supple
suspension tune is a supremely
comfortable ride on any surface.
Toyota claims the ABS brakes
have adaptive mapping for
different surfaces. Its ineffective
on sand and corrugations,
where the wheels are released
too early and for too long
between bites. On bitumen,
stopping power is adequate.
IN THE BOOT
The GXs barn doors and other
models horizontally split tailgate
both have their pros and cons. The
latter gives you easier access to
the rear if youre pulling a trailer.
In ve-seater mode you get
a huge load space; tumble-fold
row two (which still then has
to be secured with straps and
hooks) and you have enough
capacity to swallow enough gear
for an extended odyssey. The two
back seats in the eight-seater
take up a lot of space.
The full-size spare dangles
under the rear. Its easy to get at,
though, without having to unload
all your gear.
THE INSIDE STORY
exactly what it proved to be.

The 4.5-litre twin turbodiesel/
six-speed automatic drivetrain
is rated to pull up to 3500kg, so
whether overtaking a road train at
120km/h on the Stuart Highway,
or negotiating the twists, turns
and sand dunes on the Sandy
Blight Junction Track in WAs
Gibson Desert, the LandCruiser
did it smoothly, efciently and with
ridiculous ease.
It has a few foibles, though.
The autos shift programming
wont give you sixth until youre
doing 110km/h, even if you try to
trick it by using manual mode.
So fuel consumption on the
open road is higher than it could
be. Still, 15-16 litres per 100
kilometres is acceptable, given
the load and speeds involved.
Theres no such thing as a
frugal V8. Especially a V8 with
650Nm of grunt.
Some owners have
experienced oil consumption
problems with this engine. Ive
tested half a dozen examples
and this is the rst which has
used oil: less than one litre,
though, which is perfectly
normal in any engine over such
a long distance. The dipstick
level indicator is particularly
sensitive to the angle at which
the Cruiser sits, so accurate,
comparable readings can only be
done on dead at ground.
The 4.6-litre petrol V8 is a lovely
smooth, responsive engine, but its
fuel numbers are awful, and given
that the 4.5 twin-turbodiesels
price premium has now fallen to

$5000, its worth the extra spend.
AT THE PUMP
The 4.5 twin-turbodiesel

91 octane is recommended for
the 4.6-litre V8 petrol engine.
It averages 10.9L/100km highway,
18.4L/100km city, and 313gkm.

AND STOP?
The GX uses the same running
gear as the GXL turbodiesel. Both
miss out on the KDSS anti-roll
system, standard on other 200
Series models, so in tight corners
the GXs dynamics are best
described as nautical.
The trailer actually had
a benecial effect on the
GXs handling. Unladen, the
While the GX cabin is spartan,

it is also quiet and comfortable.
At least you get a supportive,
properly contoured and bolstered
drivers seat, with power
lumbar adjustment and manual
cushion tilt, plus a height/reachadjustable steering wheel.
The GX also includes a huge
centre console storage box,
efcient air-conditioning, the
most legible, user-friendly
instrument and control layout
in the business (partly because
there arent very many controls
to worry about) and Toyotas
usual squeak-, sizzle- and rattlefree interior t and nish.
Row two is a big, broad,
comfortable seat split 60/40, with
plenty of leg room.
Both sides tumble forward
without effort for access to
row three in eight-seater
models, which is a 50/50 split,
secured against the side of the
load area.
Its one of the better back stalls
hardly luxurious, but much
more spacious than most.
WHATS STANDARD?
The GX includes stability

control, eight airbags, USB port,
ve seats, 17-inch steel wheels,
a snorkel and manual air. GXL
has eight seats, navigation,
touchscreen audio, 17-inch alloy
wheels including spare wheel,
automatic air, tinted rear glass,
alarm and a rear camera.
VX adds 18-inch wheels, auto
levelling HID lights, surround
cameras, rear-seat side
airbags, second-row seat-side
airbags, tinted glass, remote
power windows and sunroof,
illuminated instruments, leather
seat trim, power-adjustable,
heated and cooled front seats.
Sahara has nine-speaker audio,
digital radio, rear-seat DVD
entertainment system, four-zone
automatic air-conditioning, cool
box, heated second-row seats
and a headlamp cleaning system.
100,000km.
4.5DT): 3yr: 60%; 5yr: 48%.
THINGS WE LIKE
The turbodiesels effortless grunt
High resale values
Very comfortable, quiet cabin
Extreme off-road ability
Toyota quality, reliability
and durability

Pricey
Dive under brakes
GX and GXL handle and steer like
the Titanic
compare with ...

Jeep Grand Cherokee, Land Rover
Discovery, Nissan Patrol
VOLKSWAGEN AMAROK
Features such as an eight-speed auto option and high-tech, fuel-efcient 2.0-litre

turbodiesel engine make the Amarok the most sophisticated tradie truck on the market.
However, in a work vehicle, reliability is everything and here VW still has issues.
HOW MUCH?
The Amarok range includes singleand double-cab utes, plus single
and double cab-chassis models.
The base-model 2.0-litre
turbopetrol, rear-wheel-drive
TSi300 cab chassis six-speed
manual is $24,490. The TDi340
is $27,490.
The 4x4 lineup opens with the
2.0-litre turbodiesel, six-speed
manual TDi400 (as in 400Nm of
torque) cab chassis at $35,490.
The single-cab ute is $36,990, the
dual-cab chassis is $41,490 and
the dual-cab ute is $42,990.
STARS
Safety
Green Vehicle Guide
Performance
The base part-time, dual-range

all-wheel-drive TDi400 dual-cab
chassis is $41,990; the Trendline
is $45,990. Dual-cab ute models
cost $43,990 and $47,990.
Trendline, Highline and Ultimate
are the model grades in 4x4s, with
the TDi400 engine and a standard
six-speed manual. The Trendline
TDi400 dual-cab ute is $45,990, the
Highline dual-cab ute is $50,990
and the Ultimate, with part-time
dual range or permanent highrange-only all-wheel drive (tested
here) is $58,490.
All three grades are also
available with the TDi420 engine,
matched with the eight-speed
automatic and permanent high
range only all wheel drive, for an
extra $3000.
NUTS AND BOLTS

Handling

Value for money
Overall
The Volkswagen Amarok is

made in Argentina.
The dual cab ute is a big
truck, 5.25 metres long, with
a ladderframe chassis and,
VW claims, the largest load
capacity in the class. Theres
1.22 metres between the wheel
arches in the tub.

from 17502250rpm.
The 2.0-litre turbodiesel TDi340
from 17502250rpm. The twin
turbo TDi400 produces 120kW
1500-2250rpm and the twin
turbo TDi420 produces 132kW at
Its worth noting that none of
these engines carries a high
Green Vehicle Guide score
because their CO2 emissions
and air pollutant emissions
are high. Most variants score
only three stars.
The part-time 4x4 drivetrain
features a dual-range transfer

case and a locking rear
differential. The permanent 4x4
drivetrain is high-range only,
with a Torsen centre differential
that can vary the drive split
between axles.
An electronic differential
lock mimics a limited
slip differential on loose
surfaces; the rear mechanical
differential can also be locked.
Suspension is double-wishbone
front/leaf-spring rear. Ground
clearance is 230mm. The nocharge Comfort springs option
reduces carrying capacity slightly
but improves compliance.
Brakes are disc front/drum rear.
FROM $24,490

Wheels and tyres on 4WD

models range from 16-inch alloy
with 245/70 on Trendline, 18s
with 255/60s on Highline and
19s with 255/55s on Ultimate.
The Ultimate weighs 2087kg.
The base TSi300 single cab 2WD
can carry a 1311kg payload.
4WD models (with standard
suspension) can carry 9461062kg and the high-range-only
Ultimate can carry 710kg.
GVM is 3040kg, or 2820kg with
optional Comfort suspension.
HOW DOES IT GO?

The 2.0-litre turbodiesel is the
Amaroks best feature. In the
TDi400 and 420 it shouldnt
pull as hard, as smoothly
or as effortlessly as it does,
given that its much smaller
in capacity than the usual
2.5-3.0-litre turbodiesels in this
class, but when you factor in its
outstanding fuel efciency, its
arguably the best one-tonner
engine around.
The manual gearbox lets the
side down badly, though. Its a
heavy, slow-shifting clunker;
the clutch is also heavy and very
grabby.
The eight-speed autos shifts,
on the other hand, are as smooth,
crisp and timely as you could
wish for.
The high-range-only drivetrain
obviously has less off-road ability
than the dual-range models, but
the electronic LSD, push-buttonlocking rear diff, and hill-descent
control allow it to tackle all but
pretty extreme bush tracks.
Reliability is critical in a work
ute, and in this regard VW trails
its rivals.
In industry-standard owner
surveys of new and three-yearold vehicles, VWs consistently
rate near the tail of the eld
for quality and reliability. Given
the fact that the Amarok is also
built in Argentina, a country
not known for the quality of its
automotive engineering, there
are reasons to be cautious.
Volkswagen now offers a
capped price servicing program on
Amarok, at 15,000km/12 months
intervals up to 90,000km/72
months, priced at $2907-$3186.
Toyota offers xed-price
servicing on HiLux at $170 a
time for the rst six services up
to 60,000km.
AT THE PUMP
The 2WD Amarok TDi340 ute

The 2WD Amarok TSi300 ute
The 4x4 Amarok TDi400 dual cab
ute averages 7.0L/100km on the
The TDi420 automatic averages
7.3L/100km, 10.1L/100km and
219gkm of CO2.

AND STOP?
One-tonners are close to the
bottom of the pond when it
comes to on-road dynamics, but
the Amarok is better than most.
The steering is suitably
indirect, has a bit more precision
and feedback than the average
nautical one-tonner tiller, and is
free of kickback.
Ride comfort is excellent. The
suspension absorbs impacts
properly, without the incessant
body shake, oat and bounce you
get on most one-tonners.
THE INSIDE STORY

Its a mixed result in the cabin,
which features your (very) basic
VW dash layout with simple white
on dark-grey instrument graphics
and a trip computer display
between the dials.
Three 12-volt outlets in the
dash and heaps of oddment
storage are useful.
The drivers seat is a
comfortable, supportive number.
A big bloke will use all the travel
and theres plenty of rake and
reach adjustment for the wheel, a
feature that you still dont get on
most one tonners.
Theres no standard iPod
connectivity; you have to option it
and mess around with a factory
cable/connection. No rear
camera is available either, as
standard or an option.
The high, generously padded
rear bench is shaped as three
individual seats, and theres
reasonable legroom.
Kids will like the low
windowsills; three restraint
anchors are provided on the
single-piece seat back.
Door bins are the only storage
and the centre position has no
head restraint.
Despite its ve-star ANCAP

safety rating, the Amarok has
no curtain airbags, so rear-seat
passengers are unprotected in
side impacts.
Top-of-the-line rivals like the
Isuzu DMax, Ford Ranger/Mazda
BT50 and Holden Colorado have
six airbags, including curtains
and socre ve stars.
WHATS STANDARD?
IN THE BOOT
VW claims the 2WDs 1040kg
payload is the highest in the
one-tonner class.
It also asserts that, with 1.22
metres between the wheel arches,
the Amarok is the only one-tonner
ute capable of carrying a standard
Australian-sized pallet.
Of course, you can buy most
rivals as a cab-chassis and t a
factory or custom tray that will be
even wider, but VW says no rival
dual-cab ute will allow you to
drop a pallet into the tub.
At 54cm, its also deep, while
a 1.55-metre length is similarly
class leading, again in the
dual-cab conguration.
Four lugs and a 12-volt outlet
are provided, as well as an
external light on the rear window.
Soft and hard tonneaus are
optional, as is a tub liner.
The base 2WD Amarok

includes four airbags,
stability control, rubber oor
coverings, air and 16-inch
steel wheels. Trendline has
16-inch alloys and Bluetooth.
Highline adds 18-inch alloys,
automatic air, upgraded audio,
alarm and chrome trim.
Ultimate adds leather, touchscreen audio and 19-inch alloys.
(Highline TDi400) 3yr: 52%;
5yr: 42%.
THINGS WE LIKE
Great performance and fuel economy
Big tub
Comfortable seats
Tidy handling and a compliant,
controlled ride

VWs can be temperamental

Feeble brakes
Agricultural gearbox and clutch
No curtain airbags
High emissions
compare with ...

Ford Ranger, Holden Colorado, Isuzu
DMax, Mazda BT50, Toyota HiLux
VW PASSAT ALLTRACK FROM $47,790
seat, plus the boot, and lots of

storage spaces for odds and ends.
A at, comfortable bench in the
back is well suited to tting child
restraints (to three anchor points)
and has adjustable head restraints
and reasonable legroom.
The standard power tailgate
opens to a long, very low oor
thats much easier to load than
a high SUV wagon. A load blind/
mesh barrier (which can be
xed in normal or extended oor
congurations) is included, along
with a couple of bag hooks.
THINGS WE LIKE
Excellent value
Well equipped
Torquey, frugal 2.0 turbodiesel
Well-tuned ride/handling compromise
Comfortable, spacious cabin
As safe as an SUV gets, practical and
a great kid carrier
he Volkswagen Passat
Alltrack costs $47,790. Its a
modied Passat wagon with allwheel drive and higher ground
clearance, though at 165mm its
still well short of the 200mm
or more that most SUVs have.
A steel bash plate protects the
engine and transmission, and it
has an SUV-style body kit with
wheel arch and side sill ares.
VWs punchy 130kW 2.0-litre
turbodiesel is exactly the right
t in the Alltrack and fuel
efciency is outstanding.
Performance isnt too shabby
either, in part because the
Alltrack is relatively light. The
0-100km/h trip takes 8.9 seconds
thats pretty quick for a familysized diesel SUV.
In Drive, the DSG
transmission is calibrated for
maximum fuel economy so it
goes straight for the tall gears
STARS
and can be reluctant to kick

down. Sport mode produces
a much more responsive
character and holds the lower
gears for longer as well.
Overall handling is very safe
and secure. The Passat doesnt
feel top heavy like most SUVs,
and its brakes are powerful
and progressive.
The electric steering is weird.
Overassisted, vague and a bit
wandery on centre, it has a strong
self-centring effect at times and
some torque steer as well.
While the Alltrack will tow up to
1800kg, its maximum permitted
towball download is only 90kg.
You can feel how solid the
Alltrack is when you close a door
and get that bank-vault Ker-thunk
noise instead of a tinny clang!
The dash is plain, decorated

only with some fake metal trim,
and all instruments, displays and
controls are clear and easy to use.
The big, comfortable, heated
and leather-wrapped drivers seat
has ample travel and a heightand reach-adjustable head
restraint. The steering wheel also
adjusts for rake and reach.
Voice-activated navigation,
Bluetooth and radio operation
are standard and a factory
USB cable is in the chillable
glovebox. VWs audio system,
though, wouldnt operate my
iPod, even though it was shown
on the display screen as being
connected. This has happened
on other VWs too.
There are three 12-volt outlets,
one each in the dash and back
DSG isnt as smooth as a normal

automatic
VW quality and reliability are
inconsistent
Overassisted, vague steering
Doesnt seem to want to connect to
an iPod
SPEX
Made in Germany
six-speed automated manual/
all-wheel drive
0100km/h in 8.7 seconds (claimed)
Standard: Eight airbags, stability
control, dual-zone air, leather,
17-inch alloys, a power tailgate,
rain-sensing wipers, tyre pressure
sensors, rear camera, navigation
5yr: 37%
compare with ...

Subaru Outback
Safety
Green Vehicle Guide
Performance
Handling
Value for money

Overall
More brand
new cars than
anywhere else
VW TIGUAN FROM $28,490
S
the fold-at front passenger seat
option allows objects up to 2.5
metres to be carried.
Other A-grade options in the
compact SUV class include the
Tiguans koda Yeti twin under
the skin, Fords Kuga, Subarus
XV and the slightly larger Kia
Sportage and Mazda CX5.
At base-model level, the Tiguan
118TSi is a standout drive.
In turbodiesel territory, though,
its a much closer contest,
with the Sportage, CX5, Yeti
and Tiguan all having excellent
engines. Mazdas outstanding
CX5 is the class leader.
THINGS WE LIKE
he base Tiguan is the

front-wheel-drive
1.4-litre turbocharged and
supercharged petrol/six-speed
manual 118 (as in kilowatts of
power) TSi, at $28,490. The sixspeed DSG version is $30,990
All-wheel-drive models
include the 2.0-litre, fourcylinder turbodiesel 103TDi,
which costs $38,490 with a
seven-speed automated manual
DSG transmission.
There are also two 2.0-litre
direct-injection turbocharged
petrol models.
The 132TSi is available with the
seven-speed DSG at $35,990.
The more powerful 155TSi,
with the same engine used in
Golf VI GTi and the seven-speed
DSG, is $42,990.
The 1.4-litre 118TSi and
2.0-litre turbodiesel engines
both work well in the Tiguan and
the 118TSi is very good value. Be
aware, though, that this engine
has had its problems and has
been dropped from Golf VII.
STARS
When youre loaded up with

the kids and their junk, the
turbodiesel will tick along at low
revs in completely unstressed
fashion, and when you need strong
performance its mid-range torque
is ample for most situations.
The 155kW engine is punchy,
exceptionally smooth and
tractable around town as well. It
drives the Tiguan to 100km/h in
just 7.3 seconds, so not too many
other compact SUVs will see
which way it went.
The seven-speed DSG in
the test car also worked more
harmoniously with the engine than
some examples tested previously.
You have to get used to a
moments hesitation when
moving away from rest, though,
and it can be an infuriating thing
when youre trying to negotiate a
tight parking manoeuvre. DSGs
can also be temperamental.
Although Tiguan will tow up
to 2000kg, maximum towball
download is just 100kg.
The Tiguans suspension is taut
and well controlled. Its a touch
top-heavy in tight corners, but
overall handling ability is up at

the front of the class.
The ride is rm but absorbent
and comfortable, even on the
155TSi with sports suspension
and larger wheels.
The Tiguans party trick is nohands parallel and 90-degree
parking, a $1400 option called
Park Assist.
Drive slowly past a space and
the system will tell you if its big
enough to t into.
You then pull up, push a button,
and the VW will steer itself back
into the space while you control
its speed using only the pedals.
It really works. Most of the time.
The VWs back seat has
three lap/sash belts but is
really only wide enough for two.
Legroom with the seat pushed
fully back (it has 15cm of travel)
is good, though.
The small load area has extra
storage under the removable
oor plus a temporary spare.
The load area is easily extended
in a 60/40-split to yield a at
oor of 1.65 metres without
compromising front-seat travel;
Punchy, frugal petrol and

turbodiesel engines
Comfortable seating
Excellent dynamics and
comfortable ride
Reasonably priced
Safe as houses

Reliability dramas are a possibility
Petrol engines use premium fuel
Small load area
Temporary spare
SPEX (103TDi DSG)

Made in Germany
seven-speed automated manual/
all-wheel drive
CO emissions are 164gkm
Warranty: Three years / unlimited
kilometres
active front-seat head restraints,
single CD, USB port, Bluetooth,
16-inch alloy wheels, roof rails
5yr: 47%
compare with ...

Ford Kuga, Kia Sportage, Mazda CX5,
koda Yeti, Subaru XV
Safety
Green Vehicle Guide
Performance
Handling
Pricing & specs

on thousands of
manufacuturer
makes & models

Value for money

Overall
VOLKSWAGEN TOUAREG
The VW Touareg boasts a superb 3.0-litre turbodiesel/eight-speed auto drivetrain,

offered in two tunes, plus an off-road version with low range and a ballistic 4.2-litre
turbodiesel V8. Its great value compared with a BMW X5 or Mercedes M Class.
HOW MUCH?
The Touareg range opens with
the $63,990 150TDi. That signies
the 3.0-litre V6 turbodiesels
power output, an irrelevance in
2.2-tonne SUV territory. It also
produces 400Nm of torque, which
is what really counts.
The $79,990 V6TDi runs the
same engine, remapped and
turboboosted for 180kW of power
and 550Nm of torque.
If youre keen to go bush,
youll need $84,990 for the top-
spec V6TDi turbodiesel 4XMotion

with extreme country kit,
including low-range gearing.
And if youre after the
ultimate in turbodiesel
performance, the V8 TDi R-Line,
with a 250kW 4.2-litre V8
twin-turbodiesel, will set you
back $112,990.
All models come standard
with an eight-speed automatic
transmission.
NUTS AND BOLTS

STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
(V6TDi

Value for money
Overall
The Touareg is made in Slovakia.

It uses a unitary-construction
steel body.
The 150TDis 3.0-litre V6
at 2000rpm. This engine is
also used in the Porsche
Cayenne and Audi Q7.
The 4.2-litre twin turbodiesel V8
800Nm from 1750-2750rpm.
Automatic stop/start is

The eight-speed automatic

sends power to all wheels, in
high range, via a limited slip
Torsen centre differential.
The 4XMotion versions
transfer case features low
range; locking centre and rear
differentials are also provided.
Suspension is double
wishbone front/multilink rear.
Adjustable air suspension with
adaptive dampers is standard
on V6TDi.
Steering is hydraulically assisted.
ABS brakes include stability
control, an electronic diff lock
function, off-road ABS and ESP
modes plus hill-descent control.
The 150TDi has 18-inch wheels

with 255/55 tyres. V6TDi has 20inch alloys with 275/40 tyres.
The 4.2-litre V8 TDi R-Line gets
21-inch wheels with 275/40
tyres. Just what you need for a
bit of serious bush bashing.
Weight is 2154kg (150TDi) to
2840kg (V8 TDi).
The Touareg will tow up to
3500kg with a maximum towball
weight of 280kg.
(4XMotion: 100 litres).
HOW DOES IT GO?

The 150TDi is comparatively
lazy off the line; once youre
FROM $63,990
rolling, its pleasantly tractable
and punchy. The eight-speed
automatic, plus automatic
start/stop, makes it work with
unbeatable efciency.
The 180kW/550Nm version
can move continents. Off-idle
response, and lower midrange
grunt, say below 2500rpm,
is where you most notice its
superiority over the 150kW engine.
Is it worth an extra $15,000?
Probably not, unless youre going
to drag 3.5 tonnes around (the
Touaregs maximum towing
weight), in which case you want
every Newton metre you can get.
That said, Volkswagens
less-than-impeccable quality
and reliability record dont lend
themselves to placing 3.5 tonnes
worth of strain on the Touareg.
Neither does the fact that its a
unitary-construction body.
Both Touareg turbodiesels
I drove generated excessive
drivetrain noise, a high-pitched
whine that was quite intrusive.
In other respects, though, the
eight-speed auto works well.
Shifts are impeccably
smooth and timely, the adaptive
programming gets the message
quickly when you change your
driving style, and with the engine
pulling just under 1500rpm at
100km/h in eighth gear, youre
getting amazing fuel economy for
a vehicle of this size and weight
of around 78 litres per 100km.
I havent driven the 4.2-litre V8.
Im not sure if Im brave enough.
It hits 100km/h in just 5.8
seconds. Average fuel economy
in ofcial tests is 9.2L/100km.
Good luck matching that.
AT THE PUMP
The 150TDi averages

The 180kW TDi averages
6.7L/100km, 8.6L/100km
and 196gkm.

AND STOP?
Adjustable air suspension with
adaptive damping features three
damper settings (automatic,
sport and comfort) plus four
adjustable ride heights, from
147mm which makes it easy
to load up or hitch a trailer, to
300mm for extricating yourself
from tricky situations.
Thus equipped, the V6TDi
Touregs dynamics are excellent,

and the ability to adjust the
suspension and ride height also
adds greatly to ease of towing.
The standard non-adjustable
suspension on the 150TDi,
though, is tuned for US
preferences and far too soft.
Body roll is excessive, the cars
stability can be compromised as it
fails to deal with rough surfaces,
and theres also a lot of road shock
and noise transmitted to the cabin.
The huge steering wheel is
also subject to some kickback
and rack shake on badly
surfaced corners.
Off-road ability is limited
because there is no provision for
a full-size spare wheel, only a
space-saver.
THE INSIDE STORY

The Touareg is unarguably a
safe, practical family freighter,
with acres of space for the kids
and their gear, nine airbags,
niceties like leather and a
classy, rich feel to the cabin,
even in the base model.
All models have a rear camera
with static and dynamic parking
guidance lines.
Bi-xenon headlights and 18inch alloy wheels are standard
on the TDi150.
Inside, theres upgraded leather
upholstery, power-adjustable front
seats with electro-pneumatically
adjustable backrest bolsters,
height and fore/aft adjustment for
the head restraints, and the ability
to split and fold the 60/40-splitfold rear-seat backrest from the
luggage compartment.
The drivers seat has vast
travel, complemented by a rakeand reach-adjustable wheel. The
dash is typical VW: businesslike
but hardly style central.
Theres a big, bright touchscreen for audio, phone
and communication, clear
instruments and lots of useful
storage, including a big centre
console box, chilled glove box,
dashtop bin and covered iPod
connection/storage.
Theres plenty of rear-seat
legroom but footroom under the
front seats is tight.
The adjustable backrest is rm
and supportive. The seat is only
130cm wide, so three adults will
be pretty squeezy.
The VW is excellent value
for money and at the price its
loaded. Compare the V6TDis
specication, size and price with
a BMW X5 or Mercedes M Class
and youll be sold.
That said, theres great value
from cheaper rivals too, notably
the Jeep Grand Cherokee 3.0
turbodiesel, priced from $50,000,
and the Kia Sorento 2.2 turbodiesel
Platinum, from $50,390.
The 60/40-split rear-seat

back folds forward and locks to
form a very long extended oor,
albeit slightly angled.
IN THE BOOT
The tailgate (power-operated

on all models bar the 150TDi)
opens to a low oor, which isnt
that big given the overall size of
the Touareg.
The load area is well organised,
though, with a cover and mesh
barrier, bag hooks, lugs, a net and
12-volt outlet provided.
WHATS STANDARD?
The 150TDi includes stability

control, nine airbags, 18-inch
alloys, leather upholstery,
SD card, USB and auxiliary
inputs, rear camera, dual-zone
air, bi-xenon headlights and
power-adjustable front seats
with pneumatic adjustable
side bolstering.
The 180kW TDi adds 20inch alloys, adjustable air
suspension, power tailgate,
navigation, Nappa leather and
heated front seats.
Redbook future values: (150TDi)
3yr: 58%; 5yr: 46%.
THINGS WE LIKE
150TDi is well priced
3.0 V6 turbodiesel/eight-speed auto is
as fuel efcient as they come
Spacious interior
Well organised, easy-to-use dash layout
Loaded with gear
VWs can have reliability issues
Servicing is also expensive
Mediocre dynamics on 150TDi
Drivetrain whine
compare with ...

Audi Q5, BMW X5, Jeep Grand
Cherokee, Mercedes M Class
VOLVO XC60
FROM $55,490
Volvos XC60 gets a major overhaul this year with new fuel-efcient 2.0-litre
turbocharged Drive-E engines. Meanwhile, Volvos 2.4-litre D5 turbodiesel is a good
thing, but XC60s ride and handling arent in the same class as Audis Q5 and BMWs X3.
HOW MUCH?
The base XC60 T5 Kinetic 2.0-litre
direct-injection four-cylinder
turbopetrol/six-speed dual-clutch
automated manual, front-wheel
drive is $55,490. The T5 Luxury
is $61,990.
The front-wheel-drive D4
2.0-litre ve-cylinder turbodiesel
Kinetic is $58,990; the Luxury is
$63,990.
All-wheel-drive models include

the D5 Luxury 2.4-litre vecylinder turbodiesel/six-speed
auto at $69,990, or $73,990 as the
R-Design. The T6 Luxury 3.0-litre
six-cylinder turbopetrol model is
$74,990 or $78,990 with the extra
R-Design bling.
NUTS AND BOLTS

STARS
Safety
Green Vehicle Guide
Performance
Handling

Value for money
Overall
The XC60 is built in Sweden.

All models come standard
with City Safety, a radar-based
system that operates at speeds
of less than 50km/h and can
automatically bring the Volvo
to a quick stop if it detects you
are about to run into the car in
front. If youre doing less than
15km/h, Volvo claims you will, as
opposed to might, stop in time to
avoid an impact altogether.
City Safety can be supplemented
with the optional $5000 Driver
Support Pack on Luxury
and R Design models. This
includes pedestrian and cyclist
detection, which, as its name
implies, extends the systems
capability to detect either and

can automatically stop the car
before impact. It also adds
adaptive cruise control with
collision warning, front and
rear parking sensors, blind spot
and cross-trafc alert and lane
departure warning.
The 2.0-litre, four-cylinder GTDi
petrol engine produces 177kW of
power at 5500rpm and 320Nm of
torque from 18005000rpm.

turbodiesel D4 engine
from 25004600rpm.
The 2.4-litre, ve-cylinder,
twin turbodiesel D5 engine
from 15003250rpm.
S
THE INSIDE STORY
Volvo, as usual, delivers elegant
design, rst-class quality
and a swag of practical,
family-friendly touches.
XC60 inherits the V40s
beautiful, informative three-mode
TFT instruments and the drivers
seat is luxuriously comfortable.
The comfortable back seat has
enough legroom for most adults
and is tailor-made for kids.
Both outboard positions have
Volvos integrated fold-up child
booster seat.
The seat is split 40/20/40,
with three restraint anchors.
IN THE BOOT
AT THE PUMP
The D5 uses 5.7L/100km on the

highway and 8.9L/100km in town.
It produces 183gkm of CO2.
The D4 averages 5.7L/100km,
The T5 averages 7.1L/100km,
11.4L/100km and 207gkm.
The T6 averages 7.8L/100km,
15.1L/100km and 251gkm.
recommended for the T5 and T6.

AND STOP?

The 3.0-litre, turbocharged,

straight-six petrol engine
440Nm from 21004200rpm.
The Polestar-optimised
3.0-litre in the R-Design T6 gets
an extra dollop of power and
torque, which hoiks its numbers
to 242kW and 480Nm (40Nm
more than stock). The Polestar
treatment is also included in
the 2.4-litre D5 R-Design, which
yields 169kW and 470Nm (30Nm
more than stock). Both engines
are also available in Luxury
variants for $1710.
Steering is electrohydraulic.
The D5 weighs 1880kg. The
T6 weighs 1921kg. All models
will tow up to 2000kg, though
towball weight is only 90kg.

Trailer stability assist
is standard.
HOW DOES IT GO?

The T6 engine delivers
outstanding performance and
with 225kW of power is one of the
most potent engines in this class,
but it is very thirsty.
The T5s 177kW 2.0-litre
turbopetrol engine is a sparkling,
smooth device, a bit languid off
idle but with a sporty avour that
works particularly well with the
six-speed automated manual.
The 2.4-litre twin-turbodiesel
has a low-revving, torquey
character that gets the XC60
along in a supremely relaxed
manner. As a day-to-day drive,
with plenty of grunt and good fuel
efciency, its the pick of them.
Like many Volvos, the XC60 is

extremely sensitive to wheel/
tyre choice. The rmer the
suspension, the bigger the
wheels and the lower the
tyres aspect ratio, the more
dysfunctional its ride/handling
compromise becomes.
The D5, on 18s with 235/60
rubber and standard suspension,
is a stodgy, comfortable wagon
that lls its family freighter brief
well enough.
The top-spec T6 R-Design, on
optional 20-inch alloys (in lieu
of standard 19s) with 255/45
tyres and sports suspension,
is a mess.
It feels unbalanced in corners,
the ride is lumpy and jostly,
the steering offers zero feel, is
excessively self-centring and
hard work on a bumpy road.
The XC60 has more boot space

than the BMW, Audi and the
Lexus RX350.
The low oor can be extended to
a at 1.8 metres using the 40/20/40
facility on the rear-seat back, and
a power tailgate is standard. So is
a protective mesh safety net, which
can be secured to the roof.
A temporary spare is located
under the oor.
WHATS STANDARD?
XC60 D5 Luxury includes the

City Safety system, six airbags,
stability control, rear camera,
leather upholstery, auxiliary and
USB inputs, Bluetooth with audio
streaming, 18-inch alloys, rearparking sensors, rain-sensing
wipers, automatic air, roof rails
and a power tailgate.
Redbook future values: (D5):
3yr: 55%; 5yr: 41%.
THINGS WE LIKE
City Safety might save you some grief
Great t and nish quality
Stylish cabin, comfortable seats,
spacious boot and the standard
power tailgate
Strong 2.4-litre turbodiesel D5 engine

Not as good a handler as a BMW X3
or Audi Q5
Poor ride quality, too, on models with
larger wheels and lower-prole tyres
Six-speed auto can be slow to kickdown and unresponsive in Drive
compare with ...

Audi Q5, BMW X3, Land Rover
Freelander, Range Rover Evoque
VOLVO XC90
FROM $69,640
Volvos XC90 is now in its 11th year, which in car-life terms means its well past
pensionable age. A new model is due in 2015, but there is still lots to like about this one.
It aint quick, but D5 is a very comfortable, safe and spacious luxury seven-seater.
HOW MUCH?
The base 3.2-litre petrol XC90 R
Design costs $69,640.
The 2.4-litre turbodiesel D5
R-Design is $73,140.
Executive packs add $2500.
NUTS AND BOLTS

The XC90 uses unitary

construction.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Value for money
Overall

The 3.2-litre straight-six petrol

engine produces 179kW of
turbodiesel is the old single
turbo engine, now superseded
in the XC70 and XC60 by a more
powerful and fuel-efcient twinturbo version. The single turbo
2.4D still produces healthy
numbers though: 147kW at
19002800rpm.
A six-speed auto is standard.
The XC90 operates in high
range only, putting power to
the road via an on-demand
4WD system which, depending
on front-wheel traction,
apportions up to 65 per cent of
effort to the rears.
front/self-levelling multilink rear.
Traction and stability control
are tted, plus full-power
emergency brake assistance.
Maximum towing weight for

XC90 is 2250kg.
The fuel tank holds only 80
litres, so you wont get far in the
petrol engine models.
HOW DOES IT GO?

probably the pick of the engines
for performance and economy.
It has enough grunt to shift the
S
WHATS STANDARD?
XC along easily enough, though

without the effortlessness of the
larger-capacity 3.0-litre engines
in rivals like the BMW X5, and
the newer twin-turbodiesel in the
XC60 and XC70 .
It drives the XC to 100km/h in
11.2 seconds, which is slow by
current standards, but overall
performance is OK as long as
youre not in a hurry.
Its not the most rened engine
in the world either.
The ve-cylinder layout
produces a unique sound, which
is reasonably tuneful by diesel
standards, but theres some
vibration under acceleration, too.
I havent yet driven the 3.2
straight six in the XC90, but its
unimpressive in the XC70 and
its fuel/emissions numbers are
absolutely awful.
AT THE PUMP
The 3.2 petrol six averages

recommended.
The 2.4 turbodiesel averages
7.2L/100km, 11.7L/100km and
emits 233gkm of CO2.

AND STOP?
The big Volvos dynamics are
predictable and stable, though
considerably less agile and
responsive than some rivals. Its
built for comfort, with relatively
soft, self-levelling suspension.
It pushes the front end hard
and early in tight bends, though
you get plenty of feedback and
grip. Body roll isnt excessive.
The suspension is underdamped, so the front can get

bouncy on undulations and is
occasionally tripped by a large
pothole.
On dirt roads, the ondemand 4WD system is not
intrusive and effective. The
rack-and-pinion steering is
accurate, not too direct and has
a modicum of road feel.
Some rack shake is apparent
on rough corners. The turning
circle is vast.
Ride comfort is excellent. The
suspension eats big, nasty bumps.
The brakes are ne in power,
feedback and progression.
THE INSIDE STORY

The XC90s power-adjustable
drivers seat has endless
travel and a rm, luxuriously
comfortable cushion.
If you like the seatback
upright, you may nd that the
non-adjustable head restraint
(a consequence of its automatic
whiplash protection function in
case of a rear impact) brushes
the back of your head.
The wheel is adjustable for
height and reach.
Volvos functional, intelligently
designed dash has the centre
panel angled up at about 45
degrees, so your hand falls
straight to the air/audio controls.
Vision is compromised by thick
pillars, especially at the front.
Seven seats are standard, all
with pretensioned belts and,
in the centre of the 40/20/40
split middle seat, Volvos clever
integrated child booster cushion.
Each middle-row seat is
independently adjustable.
You can put junior in the

middle-row booster seat, take
out the front centre console
storage box and slide the seat
forward so that the little one is
sitting within easy reach.
The middle-row seats have
to be pushed back to the limit
of their travel to obtain decent
legroom for tall adults.
The two properly contoured
outboard seats offer excellent
comfort and support. A rear-seat
DVD entertainment system is
optional, at $4175.
Child-restraint anchors are
tted on the backrest of each seat.
The two back seats fold neatly
into the cargo bay, forming a
solid load oor.
They are tted with proper
seatbelts and head restraints, but
are suitable for young kids only.
Thats their purpose, I
suppose, but given the necessity
to push the middle seats back to
gain sufcient legroom, it is very
tight in the back. Most adults
simply cannot t.
The curtain airbags extend to
the rear seats, which also get
ventilation controls and audio
headset sockets.
IN THE BOOT
When all seats are occupied,
the XC90 still gives you a useful
500mm of oor length, accessed
via a lightweight, horizontally
split tailgate.
Stow the back seats and you
get 1.15 metres; folding the
middle row at as well (in any
variation of the 40/20/40 split)
yields nearly two metres.
A space-saver spare tyre is
provided in the XC90.
Standard equipment in the XC90

includes six airbags, stability
control, seven seats, leather
upholstery, Bluetooth with
audio streaming, navigation,
rear-parking sensors, a rear
camera, dual-zone automatic
air with B and C pillar vents,
roof rails, metallic paint, 19inch alloy wheels, swivelling
headlights and automatic
self-levelling suspension. The
Executive specication adds
heated and ventilated seats with
a massage function, upgraded
leather, walnut trim, a timber
steering wheel and bespoke
19-inch alloys.
Redbook future values (R Design
2.4DT): 3yr: 50%; 5yr: 35%.
THINGS WE LIKE
Versatile, comfortable interior thats
loaded with equipment
A-grade safety
Great value for money
High-quality standards

Feels heavy and ponderous

3.2 petrol six is thirsty and slow
Weak resale values
Space-saver spare
compare with ...

Kia Sorento, Volkswagen Touareg
VOLVO XC70 FROM $59,990
he base-model XC70
3.2 petrol six/six-speed
automatic costs $62,990; the
2.4-D5 turbodiesel automatic
is $63,490 and the 3.0-litre
petrol six T6 is $64,640. Teknik
versions with extra equipment
add $5000 to D5 and T6.
The XC70s weight hurts the 3.2
straight six, particularly across
the bottom end and mid-range,
and at the pump.
Unless youre in the habit of
sending the engine to the redline
on a regular basis, youll nd
that the 2.4-litre twin turbodiesel
feels stronger, is much more
tractable at low revs and delivers
its performance with a lot less
effort in most situations.
The XC is a big, heavy car with
very soft suspension, and the ride
is absolutely luxurious.
STARS
Safety (Euro NCAP)
Green Vehicle Guide
Performance
Handling
Drive the Volvo on your day-today rounds, or through sweeping

highway corners, and its OK.
Its also stable and secure on
rough roads, including gnarled
dirt tracks, although the damping
does fade under punishment.
However, point it with even slight
enthusiasm at a set of tight bends
and it leans early and hard on the
outside front wheel, wants to run
wide and feels very unwieldy.
Its dynamics are only saved from
mediocrity by strong grip from the
Pirelli tyres and powerful brakes.
The steering is indirect, light
and languid.
The XCs drivers seat offers
armchair comfort but the
backrest lacks upper-body
support when cornering.
City Safety, which can stop the
car from up to 50km/h before
impact with the rear of another

vehicle, is standard; it can be
supplemented with pedestrian
detection and automatic lowspeed trafc queuing as an option.
Rear-seat legroom is adequate,
but two tall adults up front can
still make things tight for similarsized occupants in the back.
The seat itself has a
comfortable, generously
padded cushion and supportive
backrest for two.
Volvos brilliant integral child
boosters can be set to two
positions, depending on the
age/size of your child. Three
restraint anchors are on the
back of the seat.
A power-operated tailgate
is standard.
A long, low, easy-to-load oor
has two perimeter tracks with
retractable, sliding hooks for

securing your gear.
The 40/20/40-split rear
seatback is easily folded
forward to form a at oor of
nearly two metres.
THINGS WE LIKE
A kid carrier par excellence
Magic carpet ride
Luxurious, loaded interior
Safe and solid
Good value

Heavy and ponderous
Thirsty 3.2 V6
SPEX (2.4D5)
Made in Sweden
2.4-litre ve-cylinder turbodiesel/sixspeed sequential automatic/
420Nm of torque from 15003250rpm
0100km/h in 8.9 seconds (claimed)
kilometres
city; CO2 emissions are 199gkm
control, City Safety, hill-descent
control, dual-zone air, rear-parking
sensors, leather upholstery, rear
camera, rain-sensing wipers,
Bluetooth, active head restraints
LE additions include a sunroof and a
power tailgate
5yr: 31%
Value for money

Overall
compare with ...

Subaru Outback, VW Passat Alltrack
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TESTED & RATED

HIGH SOCIETY. FROM $102,800

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EXCLUSIVE: REDBOOK TRADE-IN VALUES

Accept nothing less.

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Jointless spiral-wound cap ply

2014 Nissan X-Trail

Range Rover Sport

Time again for our annual

Mazdas CX5, tested on page

LIVE THE LIFE

12 GEAR AND GADGETS

Nissans compact SUV has grown

This issue, weve got a 4WD

Kias Sorento, tested on page

4 | AUSTRALIAN 4WD BUYERS GUIDE

This small SUV was launched

Stand by for a bunch of SUVs

This should be a good thing. You

In our tests on the following pages, we have used symbols to give

Our piggybank indicates a 4WD

Australian 4WD & SUV Buyers Guide No.23 is published

* Recommended retail price

issans 2014 X-Trail,

from four-cylinder petrol

introduced this technology on the

area in the class. The 2014

orsches mid-size SUV,

included in Porsches PTV Plus

FORD EDGE & EVEREST

ords decision to cease

8 | AUSTRALIAN 4WD & SUV BUYERS GUIDE

technologies in production form,

Fords efcient, frugal Ecoboost

Australian 4WD & SUV Buyers Guide - February 2014

Australian 4WD & SUV Buyers Guide - February 2014