IF YOU’RE keen to witness one of Australia’s most coveted off-road events, then now is the time to sign up as a spectator for the 2020 Outback Challenge.
Held this year from September 19-26, the 2020 Outback Challenge will once again see the best 4×4 steerers and navigators converge on Broken Hill for a brutal seven days of extreme off-roading.
Throughout the week, teams will navigate from waypoint to waypoint via GPS, punishing their 4x4s – loaded with extreme suspension set-ups and state-of-the art winches – on some of outback NSW’s most relentless terrain.
“It’s the smart competitors with teamwork and reliable machinery that prevail,” the Outback Challenge website says.
Outback Challenge Spectator Adventure packages are strictly limited, so entry is granted on a first-in, first-served basis.
Spectators will be granted exclusive access to the “most extreme and spectacular locations of the Outback Challenge”. To get to some of these unique spots, spectators will be required to drop their 4x4s into low range to get through some pretty serious scrub. These locations will not be open to the general public.
In addition to the daily four-wheelin’ shenanigans, spectators will be treated to nightly entertainment and they’ll have the opportunity to join in on navigation competitions to try and scoop some prizes. Plus, entry opens access to all areas of the Outback Challenge.
To sign up, visit outbackchallenge.com.au.
2020 Outback Challenge pricing
- $550 per vehicle (including driver)
- $120 per adult passenger
- $65 per child passenger (Children under 10 free)
- $700 for a family ticket – 1 vehicle, 2 adults and 2 children
LAND ROVER has used its involvement in the upcoming James Bond film No Time To Die to show off the new Land Rover Defender’s capability in off-road terrain.
A new UK-based James Bond-themed television commercial depicts several examples of the all-new Defender flying through the air and landing hard in a muddy field, and then sliding through swamps and rivers at high speeds.
In a humorous twist, the advertisement ends with a rollover… and no attempt to disguise the resulting panel damage. There’s not much chance the extreme Defender commercial would ever be allowed on Australian TV screens, but you can view the footage in the video above.
The commercial uses rehearsal footage from a chase sequence filmed for the upcoming Bond film, which was led by stunt coordinator Lee Morrison, who said, “We pushed the Defender further than we believed possible to generate the maximum excitement, and to give fans an insight into the uncompromising challenge of producing an incredible chase sequence which you can look forward to seeing in No Time To Die.”
The Santorini Black Defender 110 X models used in No Time To Die were the first cars off the production line at Land Rover’s Nitra factory in Slovakia, and were equipped with darkened skid pans, 20-inch dark-finish wheels and professional off-road tyres. Land Rover’s design team worked with Special Effects and Action Vehicles Supervisor, Chris Corbould, on the specification of the Defenders used in the film.
“Physical strength and durability is measured by a number of different tests including a bridge jump test which gave us confidence to deliver what the stunt team needed to create for No Time To Die, with no modifications to the body structure except the installation of a roll cage,” said Nick Collins, Land Rover Defender vehicle line director.
Appropriately, included in the 10 Defenders used in No Time To Die was VIN 007, the seventh Defender off the production line.
Land Rover claims that it has received unprecedented demand for the new Defender since it was revealed in September 2019, and expects demand to outstrip supply for the foreseeable future.
Australian customers are unlikely to get their hands on their new Defender until late-2020 but, in the meantime, can catch the new Bond film No Time To Die in cinemas this April. See www.007.com for more details.
THE Jeep Wrangler Rubicon is the latest and ultimate embodiment of the go-anywhere spirit and core mechanical design of the original and iconic World War II Jeep, created not by Ford or Willys alone, but by a large number of military and civilian engineers, the most influential of whom worked for the Bantam car company.
It was truly a design by committee, but one that worked brilliantly. And so much so it changed history. The Toyota LandCruiser, the Nissan Patrol and Land Rover all owe their existence in one way or another to the original WW2 Jeep.
The latest iteration of the Rubicon – the JL – brings a new 2.2-litre diesel, the first diesel to ever power the ‘hero’ model Wrangler. Ironically, the Rubicon is also now the only model in the wider Wrangler JL range to have a diesel engine! There’s also a new ZF eight-speed automatic, the only gearbox offered locally.
The Rubicon is only available as a four-door – no short wheelbase Rubicon unfortunately – and is distinguished from ‘lesser’ Wrangler models by its impressive off-road arsenal that runs to front and rear lockers, a bespoke transfer case with deep low-range gearing, lower axle ratios, a front swaybar disconnect, and mud-terrain tyres.
Touring
The Rubicon’s diesel engine offers strong off-idle response with decent power at high engine speeds. On the road it provides fuss-free and relatively spritely performance despite the Rubicon’s garden-shed aerodynamics and reasonably hefty (over 2200kg unladen) weight. This new engine is also notably quiet and smooth and is backed by a world’s best-practice eight-speed ZF automatic.
The chassis is only so-so in terms of on-road dynamic sharpness, especially on bumpy roads, but this comes as no surprise given it has live axles at both ends and the steering is no doubt deliberately made vague on centre to mask the bump steer.
Still, all is not lost. The full-time 4×4 mode gives security of power delivery on slippery roads plus the convenience of a set-and-forget drive mode when road conditions alternate back and forth between sealed and gravel and/or wet and dry. And while bumpy-road dynamics aren’t all that flash, the Rubicon still settles and corners well enough on smooth roads, even on its stock muddies.
Trail Driving
You’ll love the Rubicon once you hit the trails. Here the long-travel live-axle suspension works a treat keeping the wheels on the ground, and providing a soft and comforting ride. And if you want it softer and more comfortable again you can decouple the front sway bar via a dashboard switch. There’s no need to use the lockers unless it gets very gnarly as the off-road tuned electronic traction control does such a good job. In low range, leave the ZF auto in Drive for perfectly timed auto backshifts on descent without resorting to the paddle-shift manual mode.
It’s comforting too knowing that the BF Goodrich Mud-Terrains not only provide grip but their light-truck construction and low speed-rating means they are less likely to be damaged off-road.
Set-Piece Hill Climb
The Rubicon scaled the set-piece hill climb without lockers engaged or front swaybar decoupled thanks to the generous wheel travel and the electronic traction control. With lockers in and front swaybar decoupled, it proved totally effortless. Engine braking in descents is superb but ramp-over clearance could be better, due in part to the long wheelbase.
Cabin, Equipment and Safety
The Rubicon’s cabin has a premium feel even if all the leather, as well as the heated seats and steering wheel, are part of an options pack that adds $4325. We nicknamed the Rubicon the “Reverse Tardis” as it feels small on the inside, and is, but more noticeably in the rear seat and luggage area rather than up front where the driver’s cramped footwell is the only annoyance.
Tilt and reach steering adjustment and comfortable front seats are positives, as is the radar cruise control that can be readily switched to manual mode, the big touchscreen, and embedded satnav with its notably good off-road mapping.
The Rubicon also comes with plenty of high-end safety kit including automatic emergency braking, blindspot monitoring and rear cross-traffic alert, but rates three out of five stars under the new and tougher ANCAP safety test protocols.
Practicalities
The Rubicon can’t tow or carry big loads like other 4×4 wagons but it does have a unique side of its personality that other 4x4s can’t match. You can take the roof off and the Rubicon becomes an instant ‘beach buggy’, or even an on-road convertible, if you wish to think of it in that way. And while removing the whole roof takes a bit of effort and a couple of people, the two large roof panels above the driver and passenger can be easily removed to create a part open-air driving experience.
It should also be noted that Australian Rubicons come with smaller tyres than US-model Rubicons (255/75R17 versus 285/70R17) due to the full-time 4×4 drive system using lighter duty axles than the US model’s part-time 4×4 system, which may compromise fitting a larger wheel/tyre package.
You would expect nothing less but the Rubicon comes with solid front and rear recoveries while the air-intake is mounted high, up against the underside of the bonnet.
Summary
The Jeep Wrangler Rubicon is still the ultimate showroom stock 4×4 when it comes to getting seriously dirty, but it’s now more endearing and liveable thanks to its new diesel engine and full-time 4×4 system.
JEEP WRANGLER RUBICON SPECS: Engine: 2.2-litre 4-cyl turbo diesel Max Power: 147kW at 3500rpm Max Torque: 450Nm at 2000rpm Gearbox: 8-speed automatic 4×4 System: Dual-range full-time (+ 2wd) Kerb Weight: 2221kg GVM: 2630kg Payload: 409kg Towing Capacity: 2495kg GCM: 4876kg Fuel Tank Capacity: 81 litres ADR Fuel Claim: 7.5L/100km Test Fuel Use: 12.2L/100km Effective Range: 658km Base Price: $68,950 (plus ORC) As-Tested: $73,275 (plus ORC)
4X4 of the Year Verdict – WINNER
It’s more than fitting that the Jeep Wrangler Rubicon climbs to the top level of the podium here and not just for what it does. It’s what the Rubicon represents in terms of 4×4 history and its impeccable bloodline back to where the 4×4 world as we know it today all begun. Hats off to Jeep for sticking to the basic 4×4 design principles of a separate chassis and front and rear live-axle suspension when other 4×4 manufacturers have turned their back on this old-school approach, which is still the best way to build a serious 4×4.
2020 4X4 of the Year Judges’ Scoring
1st – Jeep Wrangler Rubicon: 246 2nd – Suzuki Jimny: 244 3rd – Land Rover Discovery Sd6: 238 4th – Nissan Navara N-Trek Warrior: 232 5th – SsangYong Musso XLV: 225 6th – Mitsubishi Triton: 224 7th – Mercedes-Benz X350d: 211
THERE’S now a cheaper way to get into a Hemi V8-powered 1500 with full-size rear doors, with RAM Trucks Australia taking the covers off its 1500 Express Crew V8 Hemi.
The four-door Express Crew will sit above the entry-level 1500 Express Quad, but for the extra coin – RRP is $89,950 plus on-road costs – buyers will nab more space and more features including the addition of an 8.4-inch Uconnect touch screen with Apple CarPlay/Android Auto, as well as a dual-zone air conditioning system.
Space will now be on par with the more premium Laramie variant, with the Laramie donating its larger cabin for more head, shoulder and leg room.
A sports hood and a black accent package give the Express a fresh look, but it’s still the older DS model from the States – Americans currently get the fifth-gen DT. And if more innovative storage is what you seek, the tub, complete with a spray-in bed liner, can be optioned with the RamBox Cargo Management System.
The powertrain remains unchanged, with the 291kW and 556Nm 5.7-litre Hemi V8 enabling the tough ute to tow up to 4.5 tonnes, clearly an industry leader in that respect.
“We’ve assessed the market and feel the time is right to build on the huge levels of passion for the RAM Trucks brand in Australia,” says Jeff Barber, National Sales Manager, RAM Trucks Australia. “The 1500 Express Crew allows us to grow our product portfolio and offer a premium version of our entry level Express range. It also marks the first step in what will be an exciting product roll-out in 2020.”
The 1500 Express Crew V8 Hemi is backed by a three-year/100,000km warranty.
TODAY’S announcement that the Holden brand will be axed at the end of 2020, as the parent company General Motors concentrates on left-hand drive markets only, left us wondering where that leaves Holden’s current best-selling car, the Holden Colorado.
The Colorado is built at GM’s Rayong plant in Thailand, and a statement from GM says that it would withdraw Chevrolet from the domestic market in Thailand by the end of 2020.
GM undertook a detailed analysis of the business of future production at Rayong and concluded that the low current and forecast volumes have made “continued GM production at the site unsustainable”.
Further to that, GM has signed a binding term sheet with Great Wall Motors to purchase the facility in Thailand. The information wasn’t clear as to whether the Great Wall deal was for the factory only or any assets as well, which could signify the vehicles continue to be built by Great Wall. Both the Holden Colorado ute and Trailblazer are built at Rayong.
READ MORE
- Holden brand axed by General Motors
- Holden’s factory closure statement
- Why did Australia fall out of love with Holden?
- Two years on from Holden’s factory closure
- The best performance Commodores
- Clay modelling at Holden’s design studio
It seems that the best we might hope for from General Motors in Australia could be left- to right-hand drive converted pick-up trucks coming in to the country from importers like HSV and others.
These include the Chevrolet Silverado 1500 and 2500, GMC Denali and could include the future return of Hummer which will be an electric truck brand.
UPDATE (20-02-2020)
Further to the news of the closure of Holden in Australia and New Zealand and General Motors’ operation in Thailand where the Holden Colorado and Trailblazer were manufactured. Jak Punchoopet, adviser to the Thai Minister of Labour, told Reuters that “The agreement was only for the sale of the plants”.
This pretty much puts paid to any hope of future production of the Holden 4x4s by the factory’s new owners, Great Wall Motors.
The Colorado ute was Holden’s top-selling vehicle in Australia and the loss of it to the line-up now appears to have been the straw that broke the camel’s, or in this case the Lion’s back and pushed General Motors to shutter the Holden brand. Whether or not this was sooner than GM had planned to close the brand remains unclear.
Jak Punchoopet also said, “Their (General Motors) plan is to lay off 1,000 employees in the auto parts manufacturing line in June, and then around 300 to 400 in the assembly line in October,” and that the GM operations will be wrapped up in Thailand by the end of 2020.
MORE HOLDEN NEWS
Holden departure will cost $1.6 billion
Ford: we will miss you, Holden
What now for Corvette in Australia?
Holden’s demise catches government by surprise
THE Suzuki Jimny is the gift that keeps on giving.
It’s back again at 4X4OTY after last appearing five years ago thanks to the introduction of electronic traction control off the back of the then-mandatory introduction of Electronic Stability Control.
That was the last iteration of the previous generation Jimny that dates back to 1998. What we have here is the latest generation Jimny that brings a new 1.5-litre four-cylinder petrol engine (replacing the previous 1.3) and is marginally heavier, wider and taller, and rides on a wider track and on skinnier tyres than the superseded model. It also has an all new but nicely retro body.
If you’re starting to get the sense that there’s a lot of history here you would be right, as only a rare few of today’s 4x4s can trace direct ancestry back 50 years. What started in 1970 with the LJ10 and its 360cc air-cooled twin-cylinder two-stroke engine, a reflection of Suzuki’s motorcycle heritage, has culminated in this latest model.
Between 1970 and today much has changed but two things have remained constant, namely a separate ladder-frame chassis and live axles front and rear. That puts the Jimny in the same ‘old-school’ club as the also shortlisted Jeep Wrangler Rubicon.
Touring
This new model may have the biggest and most powerful engine ever to appear in a Jimny, but 75kW still isn’t anything to shout about. Thankfully, that 75kW only has to deal with a vehicle weighing 1100kg, so it’s like having 150kW in something like a Prado. That respectable power-to-weight ratio means that the Jimny is nippy enough off the mark and up towards highway speeds, but once there it starts to run out of puff given the engine has to fight weight as well as aerodynamic resistance.
While the engine is generally flexible in easier driving, to get the most out of it you need lots of revs and rowing along via the light-shifting manual gearbox. The relatively short overall gearing sees the engine is singing along at over 3000rpm at 110km/h in top gear. Still, the little petrol four thrives on revs and is smooth enough even if it can get a little noisy and tedious for longer highway stints. Long-distance touring is not the Jimny’s forte.
The chassis feels great at lower speeds and on tighter roads where it’s nippy and responsive but it doesn’t like higher speeds, especially on bumpy roads where its confidence and composure fade. Its general ride quality and comfort are still pretty good though, especially for something so light.
Trail Driving
If the Jimny works better at low speeds on the road, it really comes into its own on trails, the tighter, the better. More than anything else, the Jimny’s tiny size and great visibility make it ridiculously easy to drive around an obstacle if you can’t drive over it, which you can do most of the time thanks to the very short front and rear overhangs and generous ground clearance. Its light weight also results in strong performance on soft surfaces.
On the other side of the ledger, a larger wheel/tyre package would help as the standard 195/80R15s tend to fall into holes, especially on tracks worn by larger 4x4s. The gap between first and second is also noticeably wide, even if the low-range reduction is handy enough, so you need to be attentive to engine speeds if you don’t wish to lose momentum on climbs.
Set-Piece Hill Climb
Our steep set-piece climb is littered with deep holes, which had the little Suzuki working hard with its small tyres. Still, the live-axle suspension gives plenty of articulation and the electronic traction control helps if and when it lifts a wheel. The Jimny got to the top of the climb and didn’t have to work as hard as some of the others despite its highway-pattern tyres, and it got down easily enough thanks to its lowish first gear.
Cabin, Equipment and Safety
The Jimny may be tiny on the outside but feels bigger inside even if it only seats four. Despite the lack of steering-wheel adjustment, drivers of seemingly all shapes and sizes can get comfortable and with the rear seats down there’s a surprising amount of luggage space although there are no tie-downs.
The equipment list runs to Apple CarPlay/Android Auto and while it also has forward collision warning, lane departure warning and rear cross-traffic alert, under the newer and tougher ANCAP safety assessment, the Jimny only rates three out of five stars. Tested under the ANCAP protocols of two years ago, the Jimny would have been a five-star car.
Practicalities
The Jimny’s short fuel range is its practicality Achilles heel. The consumption isn’t bad but the 40-litre fuel tank it doesn’t take you all that far. Meanwhile, the modest 1300kg tow rating and 360kg payload aren’t a surprise and perhaps even better than you would expect. Solid front and rear recovery points are a bonus but the vulnerable engine air intake would need to be addressed with a snorkel for deeper water crossings.
Summary
Nowhere else do you get a seriously capable 4×4 weekend fun machine and a brilliant city runabout in one. And nowhere else can you have as much driving fun for so little money.
SUZUKI JIMNY SPECS: Engine: 1.5-litre 4-cyl petrol Max Power: 75kW at 6000rpm Max Torque: 130Nm at 4000rpm Gearbox: 5-speed manual 4×4 System: Dual-range part-time Kerb Weight: 1075kg GVM: 1435kg Payload: 360kg Towing Capacity: 1300kg GCM: N/A Fuel Tank Capacity: 40 litres ADR Fuel Claim: 6.4L/100km Test Fuel Use: 8.3L/100km Effective Range: 432km Base Price: $23,990 (plus ORC) As-Tested: $23,990 (plus ORC)
4X4 of the Year Verdict – 2nd Place
The Suzuki Jimny might not be the 4×4 you want for a long highway drive but that’s about the only place you won’t be happy driving it. Judge Dave Morley hit it on the head when he said: “I love the way this thing brings four-wheel-driving back to reality price-wise. Good fun, and more capable than I imagined”.
Navman MiVUE860 DC Tyre
The Navman MiVUE860 DC Tyre is a dashcam and tyre pressure monitoring system (TPMS) all in one. With two cameras, it records full HD 1080p front and rear, and footage can be instantly uploaded to a phone via WiFi for safe keeping or for sharing via email or social media.
The dashcam also features Advanced Driver Assistance Systems (ADAS) including lane-departure alert and forward collision warning, and it has speed and safety camera alerts with monthly updates. The TPMS displays tyre pressures and temperatures on a 2.7-inch touchscreen and it provides audible and visual alerts if parameters exceed the set thresholds.
A built-in high sensitivity GPS receiver automatically records driving information including location, direction and speed. The kit includes the MiVUE860 unit, four valve-stem-type tyre pressure monitors, rear camera with 5m connection cable, Y-splitter cable, vehicle power adaptor and windscreen mount.
RRP: $599 Website: www.navman.com.au
Redarc 52mm gauges
Tailored to meet the requirements of 4×4 and camping enthusiasts, Redarc 52mm gauges are ideal for monitoring vehicle vitals including battery voltage, current draw, exhaust gas temperature (EGT), manifold boost and vacuum pressure, oil pressure and a range of temperature applications including ambient, cabin, oil, water, coolant and fridge cabinet.
The gauges use unique LCD/LED technology and combine needle point and digital display on the one dial. Each gauge can be customised with 13 different backlit colours, program multiple alert levels.
These Aussie-made gauges combine dual or triple functions in the one unit, and are simple to install and operate. Redarc also offers a range of compatible optional sensors, mounting solutions and accessories.
RRP: $184 to $484 Website: www.redarc.com.au
TWO YEARS ago, Land Rover’s all-new Discovery won 4X4OTY powered by a 2.0-litre four-cylinder bi-turbo diesel, the Sd4.
Amongst the finalists that year was another variant in the new Discovery range powered by a 3.0-litre V6 turbo diesel, the Td6, which finished midfield, penalised by costing more but not really giving a lot more than the Sd4.
That V6 engine, along with a single-turbo four-cylinder, has been dropped from the Discovery range and replaced by a more powerful, but still 3.0-litre V6 diesel, the Sd6. Claiming a muscular 225kW and 700Nm, a decent hike up from the 190kW/600Nm of the Td6 it replaces, the Sd6 gets there by gaining a second turbo.
Otherwise this Discovery is largely unchanged, which means a cavernous eight-seat body, height-adjustable fully-independent suspension, dual-range full-time 4×4 and an eight-speed automatic ZF gearbox. And all in a notably light package thanks to a mostly aluminium monocoque construction tailored from the then all-new Range Rover platform that arrived here in 2013.
Touring
The Sd6 uses Land Rover’s unique sequential-parallel bi-turbo arrangement where a medium-sized variable geometry turbo does most of the work most of the time, and by itself. Under wider throttle openings and at higher engine speeds, however, a secondary fixed-geometry turbo joins the party to help feed the engine. The end result is seamless response right from idle, the linear power delivery providing acceleration that’s quicker than it feels.
It’s not quite rip and tear but in this company, Mercedes-Benz X350d included, it’s on another level when it comes to performance. All the while the engine is quiet, smooth and civilised while the ZF eight-speed also does everything you want and nothing you don’t want.
The powertrain’s five-star performance is matched by a chassis that offers a plush ride, despite the 20-inch wheels, combined with flat handling, two usually mutually exclusive attributes. And high speeds on bumpy roads don’t faze the Discovery either thanks to its long-travel, fully independent suspension. The suspension also automatically lowers at higher road speeds, which gives the Discovery another string to its dynamic bow.
There’s excellent feel too from its electric steering despite the test vehicle wearing Land Rover’s off-road tyre option for the Discovery – Goodyear Wrangler Duratracs, an all-terrain-style tyre in the factory 255/55R20 size. These aren’t an LT tyre, but the relatively low-speed rating (160km/h) means far sturdier construction that the standard 270km/h-rated tyres.
Trail Driving
With properly robust tyres the Discovery can revel in its clever off-road technology. Pumped up on its air suspension it has far more clearance than any vehicle here, Rubicon included, while the suspension’s long-travel combined with the automatic proportioning 4×4 system, deep low-range gearing and superb automatic gearbox make any and all off-road driving a breeze.
Not so good is the fact that when it’s jacked up to its highest setting the air suspension can bang and crash as it tops out, and the general trail-driving visibility is not as good as previous Discovery models as you sit farther back and lower down than you did in either the Discovery 3/4, let alone Discovery 1/2.
Set-Piece Hill Climb
Our test Discovery wasn’t fitted with the optional rear locker (automatic, not driver switched) but still managed the set-piece hill climb without fuss, even with the Terrain Response program set to the default ‘Road’ programme.
It was even better on the ‘Mud and Ruts’ programme but less so in ‘Rock Crawl’, perhaps because that locks the centre diff, whereas the other programmes mentioned allow the centre diff to proportion the drive mostly to the rear, which is where you want it on a steep climb. Previous expereince suggests the optional rear locker is a dead-set bargain at $1110 as it takes the Discovery to a whole new level off road.
Cabin, Equipment and Safety
The Discovery’s cabin is beautifully finished and detailed, combining luxury with a high-tech feel. The driver and front passenger have space aplenty and ‘armchair’ seats, the rear seat can take three adults while even the third-row will accommodate full-size adults. There’s excellent luggage space too. Negatives? The rotary-dial gear shift doesn’t feel right and the cabin isn’t as airy and open feeling as that of the earlier Discovery 3 and 4 models.
Automatic emergency braking leads a full suite of advanced safety features and not surprisingly, the Discovery has a five-star ANCAP rating.
Practicalities
The Discovery may not look like a rugged 4×4 wagon but its substantial GVM figure (3050kg) and even more substantial GCM figure (6650kg) provide a payload rating (827kg) that would do justice to a ute, and a tow rating as good as any ute or 4×4 wagon.
This approach is reflected in the very substantial front and rear recovery points. The rear is integrated with the inbuilt factory towbar, while the equally solid front recovery point is under a clip-off panel that’s probably best removed before any serious off-road adventure. Meanwhile the engine air-intake location in the inner guard, plus the ability to jack up the suspension, gives a very reassuring 900mm wading depth.
Summary
The Discovery offers an incredibly broad spectrum of performance with superb on-road finesse combined with serious off-road ability. But it’s complex and expensive.
LAND ROVER DISCOVERY SD6 SPECS: Engine: 3-litre V6 bi-turbo diesel Max Power: 225kW at 3750rpm Max Torque: 700Nm at 1500-1750rpm Gearbox: 8-speed automatic 4×4 System: Dual-range full-time Kerb Weight: 2223kg GVM: 3050kg Payload: 827kg Towing Capacity: 3500kg GCM: 6650kg Fuel Tank Capacity: 85 litres ADR Fuel Claim: 7.7L/100km Test Fuel Use: 12.0L/100km Effective Range: 658km Base Price: $98,778 (plus ORC) As-Tested: $117,628 (plus ORC)
4X4 of the Year Verdict – 3rd Place
Judge Dean Mellor summed up the Discovery Sd6 when he said: “There’s no doubt that with its new bi-turbo-diesel-V6 engine the Discovery is one of the best performing on- and off-road 4×4 wagons money can buy … but at $100K you’ll need a lot of it to get behind the wheel”.
Thunder heavy duty battery box
The Thunder portable battery box has been designed to accommodate AGM deep-cycle vehicle batteries up to 120amp/h in size. Once the battery has been fitted, it can be charged via your vehicle’s DC-DC charger or via a solar panel, and it can then be used to power your 12V accessories.
The Thunder battery box incorporates 2 x 50amp Anderson-style connectors, 2 x 15amp 12V DC sockets, dual 5V 2.4amp USB ports and a 12V DC voltmeter.
RRP: $218 Website: www.thunderauto.com.au
Trigger 3001 Six Shooter accessory control system
The Trigger Six Shooter Wireless Accessory Control System allows the installation of electrical accessories without the need to run wires through the vehicle’s firewall. The unit can be mounted in the engine bay or exposed to the elements, and the wireless remote has click-feel switches and can be mounted in the cabin, while RF remote control allows accessories to be operated from outside the vehicle. It is, of course, programmable for security.
There’s also a Bluetooth app that allows users to control functions from an Apple/Android smartphone, such as on/off and dimming functions, as well as flashing when used with LED or conventional lighting.
The Six Shooter features 2 x 30amp, 2 x 10amp and 2 x 5amp circuits, comes with six wiring harnesses with waterproof connectors, accepts 12V and 24V input, and has a built-in Bluetooth battery monitor. It’s covered by a three-year warranty.
RRP: $795 (introductory offer $595) Website: shop.4x4megastore.com.au/
WHAT you see here is the new Nissan Navara N-Trek Warrior.
The N-Trek Warrior is not to be confused with the bread-and-butter N-Trek, which is merely an exercise in styling. In contrast, the Warrior is an exercise in engineering, or more specifically chassis re-engineering by Premcar, the current embodiment of the Prodrive, Tickford and Ford Performance Vehicles dynasty.
It brings specially tuned springs and dampers and a bigger wheel/tyre package essentially to improve off-road performance. To this end the Warrior also sports a bespoke steel front bar, underbody protection and siderails, as well an LED light bar, a redesigned towbar and various styling enhancements.
The Warrior will be built in Melbourne by Premcar yet comes with full factory backing and warranty, and standard Navara powertrains. It’s offered with both six-speed manual and seven-speed automatic gearboxes.
Touring
Standard Navara powertrain means the familiar Renault-sourced 2.3-litre bi-turbo four-cylinder diesel and, in the case of our test vehicle, the equally familiar seven-speed automatic gearbox.
In typical bi-turbo style the engine combines good off-idle response with its maximum torque (450Nm) on tap at just 1500rpm with a keenness to rev as peak power (140kW) doesn’t arrive until 3750rpm. This is a spritely engine in a standard Navara and while the Warrior’s extra hardware adds some 200kg, and the taller tyres raise the overall gearing by just over seven per cent, it continues to offer decent performance, aided by the fact that the standard Navara’s overall gearing is quite short so the taller tyres compensate for this rather than make overall gearing too tall.
Not so good is the fact that the engine is relatively noisy and even harsh under load; it’s certainly the least refined of the diesels here. For its part the seven-speed automatic shifts smoothly enough but can be reluctant to back-shift under load preferring to generally hang on to a taller gear than to reach for a shorter gear.
If all that sounds a bit lukewarm, there’s nothing second-rate about the way the chassis changes work on the road despite the taller ride height and off-road-orientated tyre and wheel package.
Up front lighter springs replace the stock springs but there’s an extra long, progressive bump stop, which firms up the spring rate towards full compression. At the rear, dual-rate springs continue to be employed but are softer in the initial spring but firmer in the secondary spring. The new springs are from Monroe while the standard swaybars are retained.
Perhaps more important than the new springs are the more substantial Tenneco dampers ‘tuned’ by Premcar’s engineers. The ride feels firm at lower speeds but the whole package comes together beautifully the faster you go. The fact that the Warrior feels better on the road despite the extra ride height and light-truck all-terrain tyres is testament to the quality of Premcar’s work. And remember that the Navara’s chassis has been troubled from day one and Nissan itself has reworked the suspension twice since the D23 first appeared in 2015.
Trail Driving
The chassis changes have brought 40mm more lift, 25mm of that via the taller 275/70R17 Cooper Discoverer light-truck all-terrains. Both the lift and the tyres transform the off-road performance from the standard Navara’s rather modest capability to something that’s far more respectable. Ground clearance is an issue with a standard Navara, so the extra 40mm is more than welcome.
As ever the raised bonnet edges are a negative in terms of off-road visibility. The rotary-dial part-time 4×4 system offers deep low-range reduction but the gearbox can be reluctant to down shift on descent even when used in the ‘manual’ tip-shift mode.
Set-Piece Hill Climb
Despite the all-terrain tyres, the Warrior couldn’t make it up the set-piece hill climb relying on the traction control alone but managed the climb once the rear diff lock was engaged, and did it fairly easily. Unlike the Triton, engaging the rear locker keeps the traction active on the front wheels, which is advantageous.
Cabin, Equipment and Safety
The Warrior is based on an ST-X Navara with the luxury option pack, so is well equipped in basic form, and comes with the addition of a themed interior with bespoke part-leather seat trim and carpets. The generous equipment list extends to smart-key entry and start, electric adjust for the driver’s seat, heated front seats, embedded satnav, Apple CarPlay/Android Auto and an eight-inch touchscreen.
There’s tilt-only steering wheel adjustment, however, and some complaint from our judges that the lumbar support is too low in the driver’s seat. Otherwise the Warrior’s cabin is what you expect from a Navara-based ute; spacious but not as big as some and not really roomy enough for three adults in the back seat with any sort of long-distance comfort.
No fewer than seven airbags help to achieve a five-star ANCAP rating when the Navara was last tested, but there’s no high-end safety features such as automatic emergency braking.
Practicalities
The Warrior retains the 3500kg towing capacity of the standard Navara but the payload is reduced due to the extra hardware fitted. The GVM and GCM figures remain unchanged from the standard Navara while adjustable tie-down arrangement in tray is a nice touch.
Off-road practicalities run to one front recovery point while the engine-air intake under the bonnet lip isn’t ideal for deep water crossings, so you’d want to fit a snorkel.
Summary
In the Warrior, Premcar’s engineers have achieved the seemingly impossible in creating a vehicle that is more dynamically pleasing on-road but more capable off-road. That’s a rare feat deserving of high praise.
NISSAN NAVARA N-TREK WARRIOR SPECS: Engine: 2.3-litre 4-cyl bi-turbo diesel Max Power: 140kW at 3750rpm Max Torque: 450Nm at 1500-2500rpm Gearbox: 7-speed automatic 4×4 System: Dual-range part-time Kerb Weight: 2186kg GVM: 2910kg Payload: 724kg Towing Capacity: 3500kg GCM: 5910kg Fuel Tank Capacity: 80 litres ADR Fuel Claim: 7.0L/100km Test Fuel Use: 11.9L/100km Effective Range: 622km Base Price: $65,490 (driveaway) As-Tested: $65,490 (driveaway)
4X4 of the Year Verdict – 4th Place
The name might be a mouthful but the end result is very tasty. This locally engineered take on the Navara looks good and works even better. As judge and editor Matt Raudonikis said: “Premcar has done a stellar job on the Navara. Nissan had three stabs at getting the suspension right but it took Premcar to do the job”.