THE ALL-NEW Land Rover Discovery is a rare thing, as it’s only the third new-from-the-ground-up Discovery in nearly 30 years.

In effect this is only the third all-new Discovery since the original appeared in 1989, given that the first two Discoveries were built off essentially the same platform and Discoveries 3 and 4 then shared what amounts to a second-generation platform.

That evolution has seen the Discovery design transverse the full technology spectrum: from an old-school separate-chassis design with live axles at both ends, to a separate chassis with fully independent suspension, and now to a monocoque with full independent suspension.

It’s not just any monocoque, but a high-tech one built from 85 per cent aluminium using aerospace design and manufacturing techniques. This new Land Rover also brings the smallest ever engines to power a Discovery: a pair of two-litre four-cylinder diesels, in what is another sign of technological evolution.

To benchmark this new Discovery we have lined it up against two very traditional rivals in the form of the Land Cruiser 200 and the Land Cruiser 150, better known as the Prado. In most ways the Discovery is more a 200 than a 150 competitor; although, in other ways, it also competes against the 150, especially in its lower-priced models.

Either way, having both Land Cruisers here provides two benchmarks that effectively ‘bookend’ the Discovery. The new Discovery is offered in a very complex 12-model range that spans $66K to $117K – if you leave out the expensive limited-run First Edition model that asks $132K.

That 12-model range encompasses three different engines and significant mechanical differences given that, among other things, the base four-cylinder engine (Td4) can’t be had with dual-range gearing. Only the up-spec four-cylinder diesel (Sd4) and the V6 (Td6) diesel are available with dual range.

Meanwhile, the 200 diesel spans $77K to $120K and the 150 diesel spans $54K to $86K, both offered in four different grades with little mechanical differences aside from suspension details.

For this test we would have ideally liked a Discovery Sd4 S with dual range, air suspension and rear-locker options ($76K), or an Sd4 SE which comes with dual range and air suspension as standard but optioned with a rear locker (so $85K). Instead we could only get an Sd4 HSE, which starts at $94K.

Likewise, a Prado VX ($74K) would have been ideal as this is the pick of the Prado range, instead we could only get the special-edition Altitude model based on the volume-selling GXL. However, we had more luck with the 200 and received the GXL ($88,541) as requested; although, the optional KDSS brings the price to $91,971.

TOYOTA PRADO

THE 150 Series Land Cruiser, better known as a Prado, arrived here in 2009 and was heavily based on the 120 Series that dates back to 2002; so there’s no escaping the fact that, at its core, the Prado is an ageing design.

However, much of the Prado is new, with the 2.8-litre diesel engine and six-speed automatic gearbox only arriving in late 2015, replacing the previous 3.0-litre diesel and five-speed automatic.

The engine change was driven by ever-tougher emissions standards, as the 3.0-litre only met the previous Euro 4 standard whereas the 2.8 meets current Euro 5 and won’t need much to meet the upcoming Euro 6 standard. The six-speed automatic was introduced to help fuel economy.

A refreshed Prado, which will primarily bring styling and equipment changes, is on the way; although, there’s a good possibility it will bring a towing capacity (and GCM) upgrade to make it more competitive against the likes of Everest, Pajero Sport, MU-X and Trailblazer. This new Prado won’t be offered with the slow-selling 4.0-litre petrol V6.

POWERTRAIN AND PERFORMANCE

DESPITE being smaller in capacity and running a much lower compression ratio, the Prado’s 2.8-litre four betters the old 3.0-litre in both power and torque. You can put that down to improved thermal efficiency, while the lower compression ratio helps with emissions and general running refinement.

The fact that the capacity has been reduced also makes for a smoother running engine, as smaller inline fours have less inherent vibration than larger ones; although, the 2.8 still employs counter-rotating balance shafts to smooth things out further. Interestingly, the otherwise identical engine in the Hilux doesn’t employ balance shafts.

The upside of all this is that the 2.8 is smooth, quiet and generally refined. The downside is that the 2.8’s pedal-to-the metal performance isn’t noticeably improved over the 3.0-litre given the power output has only jumped 4kW (now 130kW), even if the 2.8 is more flexible thanks to a 40Nm jump in maximum torque (now 450Nm).

In this company the Prado is a very distant third in get-up-and-go; its 130kW tailing behind the 177kW of the Discovery and the 200KW of the admittedly much heavier Land Cruiser 200. The Prado’s overall performance isn’t helped by its tall overall gearing and the fact that both fifth and sixth are overdrive gears.

Still, the Prado lopes along in an effortless and relaxed enough manner and is notably more economical than the 200; although, that’s probably more to do with the 200’s extra weight. And, while the Prado’s 2.8 isn’t especially brisk, it’s still flexible at low revs and willing to rev hard if asked. For its part, the six-speed auto offers smooth and decisive shifts, but it’s not particularly sporty or proactive in terms of its shift protocols.

ON-ROAD RIDE AND HANDLING

THE limited-edition Prado Altitude runs 18s like the VX rather than 17s of the volume-selling GXL, but like the GXL it misses out on KDSS suspension. Unfortunately KDSS isn’t available as an option on the GXL and, therefore, the Altitude. If you want KDSS you have to move up to the VX; although, this could be addressed with the imminent Prado refresh.

Why the fuss? Well, KDSS (Kinetic Dynamic Suspension System) is a brilliantly simple and robust system that provides noticeably flatter handling and sharper steering without compromising ride quality. It does so by automatically varying the tension of the anti-roll bars depending on whether the vehicle is travelling in a straight line or cornering.

Without KDSS the Prado doesn’t handle badly, but at the same time is doesn’t like to be pushed hard into and through corners even if it’s far more agile than the much heavier 200.

What you’ll like about the Prado is its supple and quiet ride on all road surfaces. It’s certainly less jarring on the big bumps and potholes than the Discovery, and it’s not far short of the very plush-riding 200 for suspension comfort.

OFF-ROAD

THE lack of KDSS plays its part in what the Prado can and can’t do off-road. In this company, and in situations when wheel travel and traction are at a premium, the Prado needs it to be more competitive. As it was, the Prado struggled on gnarly climbs and could have done with the extra 100mm of rear wheel travel – and the additional front travel – provided by KDSS.

Away from extreme climbs, and away from trying to match the other two here, the Prado, even without KDSS, is a superior off-road performer to most other mid-sized wagons including Pajero Sport, MU-X and Trailblazer and, out of the box, it’s still one of the most off-road capable 4x4s you can buy with or without KDSS. Of this trio it also performed best on the sand.

CABIN, ACCOMMODATION AND SAFETY

STEP into the Prado and you’ll find a nicely finished cabin that, while spacious, is notably smaller than the other two here, especially the 200. A comfortable driving position with tilt-and-reach steering wheel adjustment awaits the driver, and the front-seat passenger will be more than happy; though, three adults aren’t as comfortable across the back seat as they are in the either the 200 or the Discovery due to tight third-row seats.

All Prados have five-star ANCAP safety, but only the Kakadu has advanced safety features beyond the usual multiple airbags and Electronic Stability Control, which is mandatory anyway.

PRACTICALITIES

IT’S HARD to go past the Prado for practicality; although, in this company, it plays second-division for towing given its 2500kg max capacity is a full 1000kg short of the other two. That’s reflected in its 5370kg GCM, which is more than 1400kg shy of the 200 and nearly 1300kg shy of the Discovery.

On the other hand, the Prado has the longest fuel range thanks to its 150-litre fuel capacity and thrifty engine. Its wheel and tyre package (17s fit all variants) is also as practical as it comes, there’s a mountain of aftermarket accessories in addition to the factory range and, last but not least, there’s the back-up of Toyota’s extensive dealer network.

WHAT YOU GET

ALL Prado models from the $56,050 GX up come with seven airbags, smart-key entry and stop/start, a rear-view camera and cruise control. The $61,190 GXL adds third-row seats (an option on the GX), sat-nav, side steps, dual-zone climate and rear parking sensors.

From there the $74,901 VX adds leather, power-folding third row, 18s instead of 17s, Kinetic Dynamic Suspension System, and auto headlights and wipers. The top-spec Kakadu ($85,611) then adds auto emergency braking, radar cruise-control, blindspot monitoring, rear cross-traffic alert, memory seats, a cool box, rear DVD, a rear locker, Crawl Control, Multi-Terrain select, adjustable dampers, and height-adjustable rear suspension.

Our test vehicle was a limited-edition Altitude, based on the GXL. For a $5000 premium it adds leather, 18s, power front seats, a premium sound system, a rear DVD player, and a sunroof. It also mounts the spare wheel under the car, which reduces the fuel capacity but brings a more convenient two-piece tailgate.

TOYOTA PRADO PRICES* GX (auto): $56,050 GXL (diesel auto): $61,190 VX (diesel): $74,901 Kakadu (diesel): $85,611 *Prices do not include on-road costs

TOYOTA PRADO GXL SPECS: Engine: 2.8-litre 4-cyl turbo diesel Max power: 130kW @ 3400rpm Max torque: 450Nm @ 1600-2400rpm Gearbox: six-speed automatic 4×4 system: dual-range full-time Crawl ratio: 36.1:1 Construction: separate-chassis Front suspension: independent/coil springs Rear suspension: live axle/coil springs Kerb weight: 2250kg (approx.) GVM: 2990kg Payload: 740kg (approx.) Towing capacity: 2500kg GCM: 5370kg Fuel tank capacity: 150 litres ADR fuel claim: 8.0L/100km Test fuel use: 10.1L/100km Touring range: 1435km* *Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

TOYOTA LAND CRUISER 200

IT’S ALMOST 10 years to the day since the 200 Series arrived in Australia to replace to 100 Series, ending the 100’s nine-year run as Toyota’s premier 4×4.

In the ensuing 10 years the 200 has changed remarkably little, save for the introduction of the work-spec GX diesel in 2011, a new-generation V8 petrol engine in 2012, and, more recently, a front-end styling refresh and emissions compliance changes for the diesel engine in 2015.

These compliance changes (to meet Euro 5) amount to a new common-rail fuel injection system complete with fast-switching piezo injectors, which replace the electromagnetic injectors used previously, and the addition of a diesel particulate filter. As well as meeting Euro 5 and lowering the ADR fuel use, maximum power edged up 5kW to 200kW; although, maximum torque remained at 650Nm.

The fact the 200 has changed so little and is now into its 11th year is testament to the soundness of the original design. However, a new Cruiser is close – perhaps very close – but we aren’t exactly sure when it will arrive.

POWERTRAIN AND PERFORMANCE

THE 200’s diesel V8 is a world apart from the two four-cylinder engines here in the way it sounds, the way it feels and the way it goes about its business.

Despite being quieter than it was before the 2015 compliance update, this is still a gruff, noisy and ‘truck-like’ engine compared to both fours, especially the Discovery’s. But that’s one of the few negative things – aside from its thirst – you can say about the big twin-turbo V8.

The engine never needs to rev and goes the job without fuss or effort thanks in part to the fact it’s already producing a substantial 650Nm at just 1600rpm – that’s 200Nm more than the Prado and 150Nm more than the Discovery. Better still, that 650Nm remains undiminished for the next 1000rpm, which gives a low and middle rpm flexibility that the two fours simply can’t match.

The only thing that prevents the V8 having complete and utter performance dominance in this company is the extra 500kg or so that it has to deal with compared to the work asked of the two fours. Carrying all that extra weight is also the prime reason why the 200 trails the field here in fuel economy. Our test saw is use 25 per cent more fuel than the Prado and 33 per cent more than the thrifty Discovery.

The six-speed gearbox offers smooth and well-timed shifts without being as polished or proactive as the Discovery’s ZF eight-speed.

ON-ROAD RIDE AND HANDLING

MORE than anything else, the 200’s extra bulk defines what it does in this company in terms of its on-road dynamics – it feels bigger, bulkier and ultimately more cumbersome in the tight stuff than the other two. Thankfully our test GXL was fitted with the optional KDSS, which tidies up the on-road handing considerably and is well worth the extra cost even if you never take your 200 off-road.

The flipside of the 200’s steady-as-she-goes dynamics is that it’s very comfortable and quiet at speed on poor roads, sealed or not. There is, like the Prado, some bump-steer from the rear live axle, but this is something probably made more obvious by driving it in the company of the Discovery with its fully independent suspension.

Of the three, the 200 offers the smoothest ride, which helps make it a very relaxed and accomplished long-distance tourer.

OFF-ROAD

THE 200’s supple long travel suspension is also the key behind its formidable off-road performance. With its optional KDSS, the wheel travel is even better than a standard GXL, so gnarly and rutted trails present no obstacle to the 200. Also impressive is the 200’s Crawl Control, which has an uncanny ability to ‘extract’ the 200 from situations where it otherwise seems stranded.

The 200 is the most comfortable and smoothest-riding of the three here on rough trails, especially relative to the Discovery which loses much of its compliance when its suspension is jacked up.

Surprisingly for a vehicle that’s so heavy the 200 works well on sand but, like the Prado, you can only deactivate the stability control after the traction control has been cancelled.

CABIN, ACCOMMODATION AND SAFETY

THE 200 has the most spacious cabin here and is the only one to seat eight. Up front it offers a very comfortable driving position complete with tilt-and-reach steering wheel adjustment. The cabin detailing is first class, and the most recent revision that sees all off-road controls grouped – rather than being in various places on the dash – is most welcome.

The 200’s second-row seat is best here for three adults; although, the third-row seat isn’t as spacious as the Discovery’s, even if it can legally seat three rather than two. However, the 200 has the biggest luggage space here. All 200s offer five-star ANCAP safety but, as with the Prado, only the top-spec model – in this case the Sahara – has advanced safety features.

PRACTICALITIES

THERE’S very little not to like about the 200 in terms of practicality, not least being the vast array of aftermarket enhancements on offer, the back-up of Australia’s biggest dealer network, the 285/65R17-inch wheel and tyre package, and its 3500kg towing capacity.

The 200’s big and torquey V8 is also ideal for towing. Surprisingly, it has the smallest payload here (due to its considerable kerb weight eating into the GVM) and less fuel capacity than the Prado.

WHAT YOU GET

LAND CRUISER 200 diesel prices start at $77,461 for the GX. The GXL (as tested) is $88,541; although, the optional Kinetic Dynamic Suspension System (KDSS) adds $3250 and brings the price to $91,971. All 200s come with at least eight airbags, Crawl Control, trailer-sway control and cruise control.

The GXL then ads sat-nav, a reversing camera, side steps, third-row seats, dual-zone climate, alloy instead of the GX’s steel wheels, and smart-key entry and stop/start. From there, the $98,881 VX adds leather, two additional airbags, front and rear parking sensors, auto LED headlights, auto wipers, a sunroof, KDSS as standard, 18s (instead of 17s), and Multi-Terrain Select.

The $120,301 Sahara adds heated and cooled front seats, heated second-row seats, four-zone climate, rear DVD player, a cooler box, a power rear tailgate, Multi-Terrain Monitor (via external cameras) and high-end safety equipment including radar cruise, lane departure warning, blindspot monitoring and rear cross-traffic alert.

TOYOTA LAND CRUISER 200 PRICES* GX: $77,461 GXL: $88,541 VX: $98,881 Sahara: $120,301 *Prices do not include on-road costs

TOYOTA LAND CRUISER 200 GXL SPECS: Engine: 4.5-litre V8 twin-turbo diesel Max power: 200kW @ 3600rpm Max torque: 650Nm @ 1600-2600rpm Gearbox: six-speed automatic 4X4 system: dual-range full-time Crawl ratio: 34.1:1 Construction: separate-chassis Front suspension: independent/coil springs Rear suspension: live axle/coil springs Kerb weight: 2740kg GVM: 3350kg Payload: 610kg Towing capacity: 3500kg GCM: 6800kg Fuel tank capacity: 138 litres ADR fuel claim: 9.5L/100km Test fuel use: 12.6L/100km Touring range: 1045km* *Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

LAND ROVER DISCOVERY

OFTEN in the automotive world, less-sophisticated, lower-cost designs are used to create more expensive upmarket models. Far less often the opposite is the case. But that’s exactly what’s behind this all-new Discovery, as it’s been developed from Land Rover’s premium platform as used in the current Range Rover and Range Rover Sport.

That platform – a high-tech aluminium monocoque with fully independent suspension – debuted with the Range Rover and Range Rover Sport just five years ago and came off the back of a huge investment by India’s Tata Motors, owners of Land Rover since 2008.

The key benefit of this 85 per cent aluminium monocoque, compared to the steel separate-chassis platform used with the Discovery 3 and 4, is the shedding of 480kg, which brings a stronger performance, less fuel use, sharper dynamics and superior off-road ability.

Included among the non-aluminium parts are steel suspension sub-frames, used for their strength and durability. Those sub-frames carry fully independent height-adjustable suspension (via air springs); although, base models come standard with non-adjustable steel-coil springs.

POWERTRAIN AND PERFORMANCE

THE new Discovery comes – at this stage at least – with three diesel engines, two 2.0-litre ‘Ingenium’ fours and the 3.0-litre V6. The V6, one of the very few carried-over parts from the Discovery 4, is already slated to be replaced in a few years time by the new Ingenium in-line six.

In the meantime what we have here is the bi-turbo Sd4, which claims remarkable power and torque figures for a 2.0-litre diesel, namely 177kW and 500Nm – compare that to the 2.8-litre Prado’s 130kW and 450Nm, or even the 200’s 200kW and 650Nm. Looking at this another way, the 200’s 4.5-litre V8 cranked up to an identical state of tune as the Discovery’s two-litre four would produce 395kW and 1116Nm.

All that sounds good on paper, but how does it play out on the road. Well, in a word: astonishing. On the road this just doesn’t feel like a four-cylinder design and it certainly doesn’t perform like a four-cylinder that’s asked to power a large 4×4 wagon.

Pedal to the metal it clearly out-performs the Prado and gives nothing away to the 200 except on initial urge. The fact the Discovery – although being close to the size of the 200 – is a little lighter than the Prado and considerably lighter than the 200 is a key factor here, while the Discovery also gains a benefit from the relatively close ratios of its eight-speed automatic.

When pushed the Sd4 is quite a revvy engine, but in general driving it is low-revving, relaxed and effortless thanks to its 500Nm being on tap at just 1500rpm. The Sd4 is also the smoothest, quietest and most refined engine here and, even when revved hard, is neither noisy nor harsh.

It also proved the most economical of the three engines on the road, surprisingly even better than the consistently frugal 2.8 in the Prado. In another win, the Discovery’s eight-speed automatic shifts more smoothly than the two Toyota six-speeders and is more proactive in terms of auto downshifts to assist in descent braking.

ON-ROAD RIDE AND HANDLING

THE Discovery’s trim weight, as well as its fully independent suspension, plays dividends with its on-road dynamics. On tight, winding roads it’s a far more agile and sporty drive than either of the two Toyotas, especially the 200, while the electric power steering is very light at parking speeds but has plenty of feel at highway speeds. At higher speeds on rough roads the Discovery is also more stable than the two rear live-axle Toyotas.

What the Discovery can’t do is match either Toyota for ride quality, especially on sharper bumps. The 20s fitted to the HSE wouldn’t help here and no doubt the Discovery would be more comfortable on bumpy back roads with the narrower and taller 19s fitted to the S and SE models. That’s certainly the case with the base-spec Range Rover Sport that uses the same core platform and rides on identical-spec 19s.

OFF-ROAD

FULLY independent suspension usually doesn’t offer travel to be effective off-road, but that’s not the case with the Discovery. As we have found previously with the RRS, this platform offers the sort of wheel travel you’d expect of good live-axle 4×4.

In this company it did everything the 200 did and generally outpointed the Prado in the gnarly stuff; although, our test HSE was fitted with the optional rear auto-locking diff, which makes a significant difference in extreme conditions.

In this company, the Discovery’s height adjustable suspension is also significant as it provides more clearance, deeper wading and superior approach, ramp-over and departures angles than either Toyota. On the downside, the Discovery’s ride deteriorates when the suspension is jacked up, a predictable and unavoidable outcome from the reduction in droop travel on the higher suspension settings.

The new Discovery’s lighter weight proved a bonus on sand; here it feels a far better vehicle than the Discovery 3 and 4 and a match for the 200.

CABIN, ACCOMMODATION AND SAFETY

THE new Discovery’s cabin has lost the notably airy and spacious feel of the Discovery 3 and 4 and feels more closed in. It’s still a big, long cabin, but it’s not as tall. In this company it still feels bigger than the Prado and close to the 200 in size.

Up front the driver is treated to the best driving position here, and the second row seat is notably more spacious than the Prado and only a bit tighter than the 200 for three adults. The Discovery has the best third row and the only one that is really comfortable for two tall adults.

All Discovery models have a five-star ANCAP safety rating, and advanced safety features such as autonomous braking are either standard or optional across the entire range.

PRACTICALITIES

AS WITH the Discovery 3 and 4, this new Discovery is let down by its meagre fuel capacity, less than half that of the Prado. The only saving grace is that it’s good on fuel. Likewise, this new Discovery carries over the legacy of the less-than-ideal wheel and tyre spec of the Discovery 4; although, it’s better than before. For any given wheel size there’s a one-size-taller tyre and a nominal 12.5mm more sidewall.

More positive is the Discovery’s carrying and towing capacities. It has the highest payload here and is also rated to tow 3500kg, the same as the 200; although, anyone wishing to tow maximum loads would no doubt be better served by the optional 3.0-litre V6.

WHAT YOU GET

NEW Discovery models start with the $65,960 Td4 S, but the entry-level Td4 engine can’t be had with dual-range gearing, even as an option. To get dual-range gearing you need the Sd4 engine, which in S spec starts at $71,560 (and even then dual-range is a $920 option).

The Sd4 S, like all new Discovery models, is auto-only (eight speed) and comes with six-airbags, a reversing camera, parking sensors, auto braking, lane-departure warning and trailer-sway control. From there the $83,450 Sd4 SE adds leather, power-adjust for the front seats, sat-nav, auto headlights and wipers, and height-adjustable air suspension and dual-range gearing as standard.

At $93,550 the Sd4 HSE adds 20s (instead of 19s), memory seats, three-zone climate, a bigger touchscreen, a Meridian sound system, and smart-key entry. Options fitted to our test Sd4 HSE include third-row seats ($3400) and a rear-locker (as part of a $3200 ‘Capability Pack’); although, the rear locker is available separately on most models for $1080.

LAND ROVER DISCOVERY SD4 PRICES* Sd4 S (five seat): $71,560 Sd4 SE (five seat): $83,450 Sd4 HSE (five seat): $93,550 Sd4 HSE Luxury (five seat): $107,350 *Prices do not include on-road costs

LAND ROVER SD4 HSE SPECS: Engine: 2.0-litre 4-cyl bi-turbo diesel Max power: 177kW @ 4000rpm Max torque: 500Nm @ 1500rpm Gearbox: eight-speed automatic 4X4 system: dual-range full-time Crawl ratio: 45.7:1 Construction: monocoque Front suspension: independent/air springs Rear suspension: independent/air springs Kerb weight: 2019kg (five seat) GVM: 2940kg (five seat) Payload: 921kg (five seat) Towing capacity: 3500kg GCM: 6640kg (five seat) Fuel tank capacity: 77 litres ADR fuel claim: 6.3L/100km Test fuel use: 9.5L/100km Touring range: 760km* *Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

THE VERDICT PICKING a winner here is nigh on impossible, if for no other reason than the disparate pricing of the three. Regardless of this, the comparative strengths and weaknesses of the three are laid bare when you drive them back-to-back and, as ever, some obvious differences come to the fore, as do a few surprises.

Most obviously the two Toyota’s fall into one camp and the Discovery is off on its own, and not just because of its name. It’s been created in a completely different technological paradigm. You just couldn’t imagine Toyota building anything like this Discovery, at least in the foreseeable future, if ever, as its whole Land Cruiser philosophy is centred on durability not technological evolution.

The two Toyotas are also very different, even if they are both Land Cruisers and share the same basic design philosophy: body-on-chassis all-steel construction; independent front and live-axle rear suspension; and coils springs all around.

Given the 200 is considerably more expensive than the 150 (a 200 GXL is a tad more costly than a Kakadu) you’d think it would be a better vehicle all ’round, but it’s not. The 150 beats the 200 for fuel economy, touring range and engine refinement, plus it’s more nimble and easier to drive.

Given its price advantage over both 200 and Discovery, and the fact that it does everything so well, it’s the sensible buy of the three. A low legal towing capacity and only modest performance are the chief reasons why a Prado may not suit; although, as mentioned, the towing capacity may be one thing Toyota addresses with the imminent Prado update.

The 200’s big, grunty, effortless and low-revving V8 is the main reason to buy it and not the Prado. Make no mistake: it’s the V8 engine that defines the essential difference between the two Land Cruisers; although, the 200 gives you more space as well. And for heavy-duty towing – even aside from the legalities – there’s no comparison between the 200 and Prado.

This leads to the new – space-age – Discovery. It has a body nearly as big as the 200 in a package that’s a little lighter than the Prado. On the road it almost feels like a sportscar compared to the two Toyotas but can match or better them off-road. Its performance and capability spectrum from on-road to off-road is unrivalled here.

But the Discovery is complex by comparison and still not perfect. And while the key shortfalls in terms of its usefulness as a serious 4×4 are more in the details, the details in question are critical. The tyre and wheel package, although more off-road practical than that of the Discovery 4s, is still far from ideal for a go-anywhere 4×4.

And you can’t readily fit smaller wheels due to the size of the front brakes; although, the front brakes are no bigger than the Discovery 4’s, so bespoke 18s are theoretically possible.

Likewise, the 77-litre fuel capacity (85 litres with the Td6) is shy of what’s ideal, even if the Sd4 engine is economical. Note that some RR and RRS models have 105-litre tanks on their similar platforms and, if anything, you’d think that a 105-litre tank would better serve a Discovery than its upmarket siblings given they are less likely to venture far from civilisation.

THE UK government recently announced it intends to ban the sale of all petrol and diesel cars by 2040.

This followed a similar but slightly softer proclamation by the French government, when it put its car industry on notice towards a 2040 ‘clean-car’ deadline.

Both announcements appear to be more political grandstanding and headline-grabbing than of any great substance, though. No new laws have been passed and neither government may be in power after the next round of elections, let alone 20-odd years down the track.

Plus, the UK ban doesn’t rule out hybrids, which still essentially rely on petrol or diesel power and would – along with electric cars – seem to be the big winner in all of this if such a ban comes to fruition.

The extra electricity needed to run an electric-vehicle fleet would also be nearly 10 times the output of a new nuclear power station being built in Somerset in southwest England.

According to current indicators, fossil fuels such as coal and gas will still contribute to electricity production in the UK in 2040, which further calls into question the idea of banning cars that run directly on fossil fuels.

What must especially irk the auto industry is that these decisions are being made before the benefit of new, tough and costly-to-comply-with vehicle emission standards – especially for diesel vehicles – has fully played out.

Air currently sampled next to roads in the UK is deemed to be ‘dangerous’ to human health by European Union (EU) standards, but UK roads are still inhabited by mostly older diesels (and older petrol cars) that don’t meet current standards.

Euro 6, the latest standard primarily targeting NOx from diesels, only came into full effect two years ago in the UK, so it’s not going to play a big part yet, given the average age of cars in the UK is eight years and the average lifespan is 13.5 years.

Even the earlier Euro 5, which primarily targeted soot from diesels, has only been fully in play in the UK for six years, so it will benefit less than half of the UK’s current national diesel fleet. No doubt roadside air-quality sampling when the UK’s national fleet is at least Euro 6 or better will tell a different story.

Of course, emissions standards are ongoing and the automotive industry is working hard to meet the even tougher upcoming Euro 7 standard, as it did with Euro 5 and Euro 6. Much of this is about diesel cars, given diesels are currently so popular in the UK and Europe.

Ironically, diesels only became popular off the back of an EU focus to bring down carbon dioxide (greenhouse-gas) pollution in the early 1990s. Diesel engines are far better than petrol engines in terms of greenhouse-gas production, so the EU decided to foster their development.

Normal market trends are also playing their part here, with European buyers starting to turn back to petrol cars thanks to sophisticated petrol-engine technology including direct injection and low-pressure turbocharging, which brings improved driveability and fuel efficiency and is finding its way into more affordable models.

Regardless of the outright ban, diesels may well disappear; many car makers already say that upcoming diesel emission standards are too hard to meet anyway, so come 2040 there may not actually be any diesels to ban.

All this will, of course, trickle down to Australia one way or another. We have already adopted Euro emissions standards – for better or worse – and given we soon won’t have a local industry building and manufacturing cars to our high standards, we’ll have to be content with what’s made overseas.

BACK HOME

FOR the past 20 years Australian vehicle-emissions standards have taken their lead from the United Nations Economic Commission for Europe. The latest of these adopted here, the so-called Euro 5, came into effect locally for all new-design ‘Light Petrol and Diesel’ vehicles in November 2013 and for existing designs of the same vehicles from November 2016.

Light vehicles are anything less than 3.5 tonne GVM, so pretty much everything that’s a recreational 4×4. The main impact of Euro 5 over the previous Euro 4 standard was in the tightening up of the allowable soot (particulate) emission of diesels, a problem addressed via the introduction of diesel particulate filters.

Euro 6, already in play in Europe and soon to be introduced here, calls for a reduction in the output of the various oxides of nitrogen, collectively known as NOx, and brings Selective Catalytic Reduction (SCR) technology, also known as AdBlue. Some locally delivered 4x4s, such as the Ford Everest, already have SCR and meet Euro 6.

THE SEMA Show is bigger than any other aftermarket car show you’ve ever been to in Australia. Think of the biggest then turn up the dial to 11.

We’ve been lucky enough to scout the halls for the last few days to bring you some of the best modified rigs in the world.

In this gallery we swing past Patriot Campers’ stand, have a chat to the crew at MaxTrax, check out ARB’s new LINX, get up close with an insane 1969 Ford Bronco called Urban Madness, and, of course, pass a few more Wranglers.

THERE’S nothing like a hot-selling new model to draw the attention of the aftermarket industry, and why wouldn’t it?

Strong-selling models are generally popular with enthusiasts, and they’re the ones who will turn to the aftermarket for hop-ups and modifications.

The strong growth in the 4×4 ute and SUV segments has seen companies normally associated with fast cars, racing and styling turn their hands to off-roaders for a slice of the very lucrative pie.

Brand names such as Harrop, Herrod, Tickford and even HSV are all looking at souped-up SUVs and tickled trucks – some of them already have products on the market.

One name you certainly wouldn’t expect to find associated with a 4×4 ute is that of nine-time MotoGP champion Valentino Rossi, yet he’s the man behind the VR46 graphics that adorn this Ford Ranger.

The VR46 Ranger was developed in the UK with Ford rally specialists MS-RT, which also does a Transit van in both VR46 and road racer Guy Martin guise, as well as versions not affiliated with these motorcycle legends.

More than just a dress-up pack, the Ranger includes rally-tuned suspension from Australian specialists Pedders, metal underbody protection and BFGoodrich KO2 all-terrain tyres. The use of Pedders suspension products didn’t come by chance.

MS-RT’s Malcolm Wilson also heads up the factory-backed Ford WRC team, with four-time world champion Sebastien Ogier piloting their Ford Fiesta. Pedders has a long affiliation with rally sport both in Australia and globally, and its suspension products are developed to world-class standards.

MS-RT has employed Pedders’ 4×4 Touring package, which uses foam cell shock absorbers, TrakRyder coil springs and variable-load leaf springs to give the VR46 Ranger a 50mm lift in ride height. It’s a package that optimises both ride and handling over the factory suspension, and its performance is one of the highlights of the VR46 package.

Externally, the VR46 is striking; it turned heads wherever we took it on our day out. If the wild graphics don’t grab you, the body kit sure does. This starts with bespoke front and rear bumpers, bulging wheel-arch flares, rally-style mudflaps, and a unique grille. The rear bumper wraps around specific dual exhaust outlets.

The front bumper features LED daytime running lamps and front parking sensors, and the grille houses LED light bars to complement the roof-mounted light bar from Lazer. MS-RT worked closely with the team at Carlex Design for the bodywork.

Metal underbody protection extends under the front end to protect the engine sump, and there’s another metal plate guarding the fuel tank. The cargo tray includes a full plastic liner, and the tailgate is fitted with a gas ram for easy operation. Those 265/65 BFG tyres are fitted to bespoke 18-inch alloy wheels.

The VR46 Ranger gets a similar makeover inside, with the seats trimmed in full Nappa leather featuring quirky VR46 stitching and logos. The flat-bottomed steering wheel is similarly attired and retains all the factory switchgear for the cruise control, dash display and audio system.

Being based on the XLT-spec Ranger, the special edition is well-equipped with all the top-spec features from the factory. The mechanical package is all standard, so you get the 470Nm 3.2-litre diesel engine, the choice of six-speed auto or manual transmission, part-time four-wheel drive, and a standard rear differential lock.

If you’re not a Valentino Rossi fan – or the VR46 graphics are a bit too much for you – the body kit and suspension upgrades in the basic MS-RT edition Ranger are also sold by Autosource International in Australia.

Autosource International has the rights to the MS-RT vehicles, including the VR46 Ranger here, and assembles them to locally sourced Fords in Melbourne. The cars are all ADR compliant.

A Closer Look

Tyres

Bespoke 18-inch alloys are shod with BFG KOR all-terrain rubber.

Side steps

Satin black sidebars integrate contrasting non-slip alloy steps.

Bash Plate

Underneath you’ll find metal guards for the sump and fuel tank.

Tailgate

The tailgate wasn’t overlooked, featuring graphics and a spoiler.

Suspension

Pedders’ 4×4 Touring package lifts the Ranger by 50mm.

The great minds of the aftermarket industry converge in Las Vegas every year at the SEMA Show to display the latest and greatest gear.

We spent the last week up to our eyeballs, feasting on the best modified gear the world over. Here are some more pics of this year’s event, including a wild Hauk Designs’ Wrangler!

Missed out on this year’s event? Book a trip to Vegas for next year!

NO PLANS yet for this New Year’s period? Ron’s penned a few ideas that’ll get the tyres dirty.

Mountain Cattlemen Get Together (Vic) The 2018 Get Together will be held on private land in the Omeo region of eastern Victoria from Friday January 12 to Sunday the 14th. There will be three days of great entertainment celebrating the very best of Cattlemen’s culture and heritage. Try or watch the hay stacking, dog high jump, tug of war, the poetry competition or the whipcracking. Everyone is encouraged to join in. Watch the famous Cattlemen’s Cup, the Buck Out and the Heritage Parade, and be entertained by great bands. Camping, hot showers and water etc. will be included in your ticket price. There will be a bar and many food outlets to satisfy any taste. Those under 17 years of age get in for free. For info, visit: www.mcav.com.au/webpages/get_together.html

Party ’til you drop in the North-west (NSW) With the annual New Year’s Eve party scheduled for Cameron Corner – where the states of Queensland, New South Wales and South Australia meet – and a Night Rodeo and Gymkhana at Tibooburra, you’ve got a difficult choice on which one to attend. For more details on the Corner gig, contact Fenn and Cheryl by calling (08) 8091 3872; while for the Night Rodeo see: tibooburramotel.com.au

Tassie 4WDriving Tasmania has some fantastic 4WDing and great camping, which can keep you busy for a month or more. For a great guide to more than 60 tracks that can take you around our island state, visit: www.roving.com.au

Nullarbor Farm Accommodation (SA) Coorabie is south of the Eyre Highway near Nundroo, approximately 155km west of Ceduna. The farm is strategically located near Fowlers Bay and the Scott’s Bay and Mexican Hat beaches. Coorabie Farm offers three types of accommodation – donga-style air-conditioned rooms, 16 powered sites and unlimited unpowered sites. The farm provides a fully equipped kitchen and an ablution block with laundry, all of which have rainwater supply. A gas barbecue and camp fire area is available, along with a fish cleaning area and access to a cool room. Contact the managers, Deb and Poggy Kloock, on (08) 8625 6126.

Ride them Bulls (Qld) The Mitchell Rodeo will be held on December 31 at the Mitchell Showgrounds. There will be all the normal rodeo action, including the saddle bronco ride, the tough and action packed bull ride, the fast bareback bronco ride and the fun barrel race. For more information, visit: www.prorodeo.com.au

Toss a Tuna (SA) Port Lincoln’s Tunarama Festival is one of the largest and most popular regional festivals in Australia held over the Australia Day long weekend – from January 25 to the 28th. It’s a family friendly festival held on the foreshore lawns of Boston Bay where you’ll find filled stalls, sideshows and rides, with fun events, activities and competitions for all ages. There’s the annual World Championship Tuna Toss competition where players attempt to fling a fish weighing between eight and ten kilograms as far as they can. It’s all good fun. For more info see: www.tunarama.net

Northern Station Stay (WA) Nalbarra Station is a 161,000 hectare property and a great holiday destination for those travelling up the Great Northern Highway. John and Karen’s working sheep station is approximately 70km north of Paynes Find and 17km off the highway on a well-graded dirt road. There is plenty to do at Nalbarra with amazing breakaway country for artists and birdwatching. Bushwalk or enjoy a drive through the gorgeous countryside. You can camp or stay in the renovated shearers quarters. For more info go to: www.nalbarra.com.au

THE SEMA Show never fails to disappoint, and it seems to get bigger and better each and every year!

We’ve snaked our way through the maze of highly modified machines and snapped a few of the most droolworthy 4x4s for your amusement.

It’s hard to grasp how big the SEMA Show actually is, and the best way to get an appreciation is to head there yourself. The 2017 SEMA Show wrapped up on November 3, but there’s always next year!

AFTER 10 months the Ford Ranger remains the best-selling 4×4 of 2017.

A total of 30,674 4×4 Rangers have been sold by the Blue Oval so far this year, with the next best being Toyota’s 4×4 Hilux with 29,009 sales.

It’s a convincing lead in a booming segment; a segment set to ramp up in 2018 with the inclusion of some notable marques… namely Merc’s X-Class ute.

Despite the Ranger’s 2017 dominance, the Toyota Hilux was the best-selling 4×4 for October (2970 sales), leading the Ford Ranger (2648) and Mitsubishi Triton (1636).

October’s VFACTS report indicates that the SUV and LCV market continues to climb, with the SUV market up 1.2 per cent compared to October last year.

The report added: “Light commercials soared by 18.5 per cent in the same period on the back of a very strong market demand for 4×4 cab-chassis models (up by a remarkable 25.2 per cent in October, compared with the same month in 2016).

“Both business (up 19.1 per cent) and private (up 15.6 per cent) light commercial sales were strong during October.”

Despite a drop in the passenger-car market – down 3.8 per cent compared to October 2016 – total year-to-date industry sales are at 984,931 compared with 980,433 this time last year.

The overall best-selling vehicle in October was the Hyundai i30 (3983 units sold), followed by the 4×4/4×2 Hilux (3812), Corolla (3088), 4×4/4×2 Ranger (3074) and Holden Commodore (2418).

SEMA is famous for the ludicrous and insane, and its halls are packed with modified 4x4s most of us can only dream of owning.

We’ve been touring the stands for a couple of days now and snapped some pics of the best on offer.

In this gallery we’ve got an AEV-built Expedition JK and, as always, a bunch more tweaked Wranglers to whet the appetite. We also dropped by the MaxTrax stand for a chinwag.

THE new ARB LINX offers control over equipment such as driving lights, light bars, air compressors and lockers from a compact dash-mounted touchscreen device.

LINX seamlessly integrates with the vehicle and, as well as offering fingertip control over accessories, it displays additional information such as battery status and vehicle speed, and it can be personalised by adding third-party apps. It’s also fully customisable, updateable and upgradeable.

By consolidating accessory controls onto one central device, your vehicle’s dash is de-cluttered and there’s no need to drill holes throughout the cabin to locate various accessory switches.

HOW DOES LINX WORK?

LINX consists of two main components: a touchscreen mobile display that’s mounted on the vehicle dash; and an out-of-sight controller that’s wired to all of the relevant vehicle accessories. On most vehicles the controller is mounted up under the dash or behind the seat.

The controller and the mobile display are connected to each other via USB or Bluetooth, and they share sensor data, so the system is aware if the vehicle’s lights are on or off, or if the high-beam is on, or if the vehicle’s ignition is in the accessory (ACC) position.

The mobile display also has a built-in GPS, so it can determine vehicle location and speed, which allows the controller and display to share sensory data back and forth to make decisions about what to do with the vehicle accessories.

“Because it’s communicating with the onboard controller, the display knows when you’ve turned off the vehicle and gone into your house for the night,” said Daniel Bongard, ARB Senior Designer and Engineering Supervisor. “Then, when you put it back on the mount the next morning and start the vehicle, the LINX display will wake up and run.

“The touchscreen mobile display looks similar to a mobile phone or tablet but we’ve reengineered how it works to take control of the operating system… and we’ve increased its temperature resistance, so it will keep working in a very hot vehicle, in very hot climates like Australia, where other electronics would shut down.

“We’ve also developed a patent pending mount for the mobile display,” continued Daniel. “You can position it wherever you want… then easily remove the screen and put it back into the same position repeatedly, every time.”

CUSTOM SETTINGS

THE LINX display is fully customisable, so the driver can select units of measure, set different theme colours, and personalise and name accessories. Users can also add third-party apps; LINX can access mobile data via a 3G GSM SIM or connect via Wi-Fi.

LINX is also completely updateable and upgradeable, so as new modules are added the system can check online for updates and download them. “To update, all you have to do is to go into the settings, select ‘update app’ and it will check online for updates and download them,” Daniel said.

“It will also push a complete Flash rewrite to the controller under your dash. So at no point do you have to plug in a laptop; once you’re parked in your driveway [and within range of Wi-Fi] you’ve got the ability to add modules, to get updates, enhancements, bug fixes… whatever is required with the whole system.”

As third-party apps can also be added to LINX, the mobile touchscreen display can also be used for additional operations such as on- and off-road navigation or as a music player.

LINX has seven pre-installed modules: front air locker, rear air locker, air compressor, switchboard (for control of lights etc.), a battery monitor, a GPS speedometer/positioning module, and an air suspension control.

AIR LOCKERS

USING the front and rear traction module, the driver can independently operate front and rear air lockers. “The front and rear traction module, or diff lock module, is quite straightforward,” said Daniel Bongard. “Select the module and you’ll see that you can independently lock the front and rear diffs.”

When air lockers are activated, the LINX system will automatically detect if there’s a demand for air and activate the air compressor when needed.

TARGET PRESSURE

LINX not only offers manual control for the air compressor, as would be the case if you had a switch situated on the dash, but also features a Compressor Pressure Control module that allows you to set target pressure.

Simply attach the air hose to the tyre valve and the current tyre pressure will be displayed on LINX. You can then set the target pressure by typing in the desired pressure, and LINX will either inflate or deflate the tyre to that selected pressure.

You can also set a maximum pressure to prevent over-inflation of tyres or other devices, and there’s an option to ‘Disable When Engine OFF’, which stops the compressor from operating when the vehicle’s engine is not running to prevent draining the starting battery.

SWITCHBOARD

THE Accessory Switchboard module can display up to six switchable accessories that be personalised and named. These might include driving lights, a light bar, reverse lights or other accessories. Operation of these accessories can be tailored to suit the driver’s preferences, so they can be set to be triggered by the ignition, low beam, high beam, reverse selection or set to manual operation.

“If you want to control your reverse lights, for example, you can call them ‘Reverse’, and you can see that they’re hooked up to the vehicle’s secondary battery,” said Daniel. “Or if you have two Intensity LEDs fitted… you can automate those driving lights to come on when you put your high beams on.

Or you can turn those automation selections off to say ‘don’t come on with the high beams’. Instead you could say you want them on every time your low beams are on, or you could have them come on whenever you have your reversing lights on, for whatever reason. You could even have them come on any time the key is in ACC position.”

The Switchboard module also allows the user to protect the battery by selecting ‘Low Battery Protection’ for various accessories, which will ensure the accessory is switched off if battery voltage drops to a certain level. If the vehicle is equipped with more than one battery, the driver can choose between up to three batteries.

BATTERY MANAGEMENT

WITH Battery Monitor settings, battery names can be personalised and low-battery voltages can be set. “You can see on the screen if there’s a dual-battery kit installed in the vehicle, in which case LINX will monitor both batteries,” said Daniel.

“Knowing which batteries you’ve got your Intensity LEDs hooked up to, for example, you can assign a battery to monitor. So if you have your Intensity lights wired up to the primary battery, you can see on the battery monitor display what voltage the battery is running at.

You can set a low voltage alarm to that specific battery, say at 11.3V or whatever you want, and then if that battery drops to 11.3V, LINX will turn off those spotties.”

SPEEDOMETER

THE Speedometer displays Speed, Altitude and Bearing, and there’s also the option to set a Speed Limit Warning. “The speedo uses GPS to calculate your speed, so it’s independent of your tyre size,” said Daniel. “As well as speed, it also gives an altitude reading, and as you drive it provides a bearing as well.

AIR SUSPENSION

LINX features a module to provide control over air suspension settings on vehicles equipped with airbags. It can control up to four airbags, so is suited to vehicles equipped with airbags on the rear axle, front axle or both.

“You can quickly configure how many airbags the vehicle has got so, for example, on a vehicle with airbags in the rear only, you can specify that there are no front airbags,” explained Daniel.

“You also have control over how the airbags in your vehicle are set up. For example, you can say they’re Y-piped together and they both share one control line, so they will both always be set at the same pressure. Or you can say they are split, so you can control left and right airbags separately.”

To control airbag pressure, the user simply selects the desired airbag on the LINX touchscreen and it will be highlighted in yellow with ‘+’ and ‘-‘ displayed. You then simply adjust to the desired pressure. The air pressure settings are also completely customisable and can be assigned names for easy selection, such as ‘Towing’, ‘Loaded’, ‘Unloaded’, etc.

Another feature allows the option to deflate to minimum pressure when the vehicle’s ignition is turned off, and to re-inflate the airbags when the engine is again fired up.

GENERAL SETTINGS

THE settings screen displays all active and non-active modules and allows them to be individually switched on or off. As LINX is further developed and more modules are released, this will allow users to customise their display.

“If you decide that diff lock switches is your favourite screen, you can set it by pushing and holding that button and ‘save’ comes up,” said Daniel. “If you then want to check your battery level, just press ‘battery’ and that will be displayed, and then it will revert to your favourite screen.

“You can also delete modules; say you don’t have air suspension, untick that box and it will be deleted from your list.”

You can also personalise units in the Settings menu to display km/h or mph, m or ft, Celsius or Fahrenheit, and kPa or psi. Theme colour can also be set so the LINX display matches the OE dash lights of your vehicle for an integrated appearance.

UPDATEABLE

LINX has been in development for three years and it has been designed to be fully upgradable, so as new modules are launched they can be easily installed.

“It’s completely updateable and upgradeable,” said Daniel Bongard. “We already have a plan at this stage for over 25 different modules to be introduced as they are developed. LINX will have seven modules at launch, but as new modules are developed a LINX user just goes into settings and selects ‘update app’, and LINX will check online for updates and download and install them.”