WITH the highest torque output, second-best power figure and relatively light kerb mass, when compared to the other 4x4s at the 2017 Tow Test, the Holden Trailblazer looked very promising as a tow hauler.
It felt responsive compared to the others from the moment we took off with the caravan behind it – you even feel tempted to check that ’van is still hitched up.
On the freeway, the Trailblazer cruised easily in sixth gear with the engine quietly spinning at 1600rpm at 100km/h, even on slight inclines. With slightly steeper climbs, the transmission eventually made a downshift to fifth, where the engine revved at 2200rpm; while amping up the noise level, it wasn’t intrusive.
Holden Trailblazer Z71 Special Edition
The Driftbox recorded acceleration figures that put the Trailblazer as the quickest of this bunch to 60km/h, despite the wheelspin just off the line on very wet tarmac. Reaching 80km/h took 0.1sec more than the Ford Everest, which was the quickest of the six wagons in this increment.
The Trailblazer’s engine is a relatively smooth diesel and doesn’t object to being revved to give its best.
While you might put the slightly slower 0-80km/h time – compared to the Everest – down to wet-weather traction issues, the same can’t be said of our hill climb test, where the Trailblazer was 2km/h slower than the Everest at the top of the hill.
Even though it doesn’t feel like a particularly slow-revving, high compression diesel when accelerating hard though the gears, it sure behaves like one when using engine braking. The Trailblazer recorded a respectable 60km/h at the bottom of our test descent.
The Trailblazer’s fuel figure was around average for this group, and its fuel range was an acceptable 492km when towing.
Tow ratings are just marketing hype
The Trailblazer rose 18mm at the front and dropped 30mm at the rear once 180kg of coupling weight was dropped onto the towball. Its 2845mm wheelbase is similar to its competitors, but the rear-axle-to-towball-point measurement, at 1270mm, is by far the longest.
Perhaps that might, in part, explain the Trailblazer’s tendency to yaw slightly over bumpy roads with a caravan behind – it didn’t feel quite as planted as some of the others when towing. The ride quality felt firm when towing, but not to the point where it became uncomfortable.
Like most of the wagons here, you can’t load up the Trailblazer to its full payload and also tow a trailer at the maximum permitted weight. The Trailblazer’s GCM figure of 5700kg brings it up 120kg short of its full payload and maximum towing capacities compared to the field.
The squared-off exterior mirror design also meant the towing mirrors attached securely to the Trailblazer.
FOR SEVEN years and 200,000km my 2005 Toyota Hilux V6 has been my daily driver, tow-rig and adventure truck.
It’s taken me to Moreton Island, down the Darling, across The Simpson, around the High Country a few times, and it’s towed a race car to all corners of Australia.
I place a fair chunk of importance on tyres, and an all-terrain (A/T) tyre is the best choice for my driving habits. So when editor Matt said there was a set of Bridgestone Dueler A/T 697 tyres at 4X4 HQ, I didn’t need to be asked twice.
The Japanese-made Dueler 697 is the latest in a long line of respected off-road tyres from Bridgestone. Many new 4WDs are showroom-shod with Duelers, but these 697s are tougher and more durable – that’s not to knock the showroom Duelers, but to point out that the touring performance expectations of many of us are different.
Five tips for longer-lasting tyres
The Duelers have 9mm tread depth over the tread-wear indicators. Tread depth isn’t the only indicator of tyre life (a hard-compound tyre with less tread depth may outlive a soft tyre with more depth), but monitoring the change in tread depth – and hence wear – is a good way to extend the ‘life’ of a tyre.
To get the best life and performance from my tyres I always rotate them every 5000km – front to rear and side-for-side. Measuring tread depth every 10,000km, down to 50 per cent of the original tread depth, will provide an accurate indication of the 697’s expected life.
Adjusting tyre pressure with Pressure Perfect: Tested
I run a 225/75 16LT size. My 2005 model 4.0-litre V6 petrol/LPG Hilux runs a 205 tyre as standard, so the 225s won’t affect the gearing (it’s within two per cent), fry the clutch, destroy low-range ability in steep terrain, inhibit towing performance, or worsen overall touring economy.
First impressions of the Dueler are terrific: It’s quiet, grippy and supple, and the low-void tread pattern provides sharp response.
The wide tread block means there’s less tread squirm (where the tread block moves around like the bristles on a broom, affecting stability) and more rubber on the road for greater grip and longer life.
Unlike a more open-treaded tyre, there’s none of that annoying drone and, for better puncture resistance off-road, the tighter rubber blocks do a better job of shielding the body of the tyre.
Based on past experiences with Bridgestone tyres, I’m expecting good things – but I’ve had significant disappointments with two other major tyre brands in recent years, so I’ll keep you posted.
The Toyota Land Cruiser Custom Guide is in stores now.
In this special edition magazine, we take a look at 10 Cruisers that have had the spanners thrown at them, including a bunch of 200s and 70s, two FJ45s, an FJ Cruiser, and an 80 Series.
We also look at the evolution of the BJ/FJ, reminisce 30 years of the 70 Series, and pay homage to the FJ Cruiser.
Plus, we give an in-depth explanation of Toyota’s 1VD-FTV V8, we tell you why a clutch upgrade is necessary when you add power or increase tyre size, and we head Stateside to the Land Cruiser Heritage Museum.
Get your copy of 4X4 Australia’s Toyota Land Cruiser Custom Guide from newsagents.
What you’ll get:
SWEET BABY JESUS! A barn-found BJ inspires a look back at the evolution of the BJ/FJ.
IMMACULATE LC200 The neatest LC200 in Australia also packs a 900Nm punch.
HISTORY OF THE 70 SERIES The 70 Series has had an incredible impact on the 4×4 landscape.
DYNAMIC LC79 Versatile 79 Series Cruiser is made for a versatile lifestyle.
STRETCHED 200 SERIES Purpose-built LC200 has everything it needs and nothing it doesn’t.
HOMAGE TO THE FJ CRUISER We gather a line-up of FJs spanning the better part of 60 years.
RED LINE FJ-UTE US-based, four-door 40 Series with all the bells and whistles.
LAND CRUISER HERITAGE MUSEUM
We head to Salt Lake City, Utah, to check out the world’s best Land Cruiser collection.
FAMILY-HAULIN 80 SERIES Trusty 80 Series cops a dual-cab conversion.
TUNING TOYOTA’S 1VD-FTV Getting the most from the mighty V8 diesel engine.
70 SERIES CLUTCH KITS More power and bigger tyres needs a clutch kit to match.
FJ45 TROOP CARRIER Owners of restored FJ45 couldn’t care less what Toyota tragics say.
MARKS 4WD LC79 Kitted-out 79 showcases Marks 4WD’s latest offerings.
FROM DOG KENNEL TO FJ45 TROOPY Coiled Troopy barks to the tune of 400hp of force-fed V8.
FJ CRUISER WITH THE LOT A host of mods make this supercharged FJ stand out from the crowd.
PATRIOT CAMPERS’ LC79 The crew at Patriot Campers dress up this LC79 in preparation for serious off-road work.
We also list a heap of aftermarket Land Cruiser gear currently on the market, and we catch up with Gavin Gillet, the owner of a 200 Series Land Cruiser VX.
The Land Cruiser Custom Guide is in stores today – Monday, June 26.
THE Land Cruiser 79 would have to be the most versatile long-term test car I’ve run in 15 years of doing this job.
It’s certainly one of the most off-road capable, second only to a Wrangler Rubicon (yet it hauls a load far better and bigger than the Jeep).
Without any accessories fitted to improve its off-road ability, the Cruiser went just about anywhere we pointed it. Even on its OE tyres, it coped well with wet and slippery tracks in the High Country – tracks that forced us to turn back because of some of the other cars in the convoy.
This is due, in part, to the inclusion of electronic traction control on the Toyota 70 Series and the way it’s calibrated. Electronic Traction Control is an easy feature for a manufacturer to include on any car with ABS, yet it’s the calibration of the system that determines how well it works. Just like they did on the current Hilux Extra-Cab, the engineers at Toyota nailed the ETC calibration on the Cruiser, making it an easier vehicle to manoeuvre over tricky and slippery terrain.
And when the going gets tough, the 79 still has its front and rear locking diffs as back up.
The Cruiser did a bit of hauling during its six months with us. First up was the comparison with the Mercedes-Benz G300 Professional, where we stuck a tonne on the back of each and took them off-road. The Cruiser barely raised a sweat at that weight, but it did reveal that a suspension upgrade would be a smart addition if you were pulling that weight regularly.
There were also trips carrying camping gear, firewood, furniture, bikes and even a go-kart.
Toyota Land Cruiser Prado: Video review
Some highlights of living with the Cruiser included the camping trips to the High Country. Being able to roam solo around the steep and scenic tracks with the knowledge the vehicle was up to the challenge was always reassuring, and it made touring those places much more enjoyable. Also, having a ute makes it easy to throw a fridge, swag, axe or camping box in the back for a quick Friday arvo getaway.
As winter approaches, it’s those escapes in the Cruiser that we’ll miss.
THING WE LOVED ABOUT THE CRUISER All ’round, effortless ability Updated seats and features Dependable and unstoppable feeling
ROOM FOR IMPROVEMENT The new top gear is good, but a sixth would still be better Better placement of rear number plate More power from the 1VD engine
SUMMARY TOTAL KM: 8754km DATE ACQUIRED: DEC, 2016 PRICE: $74,715 KM THIS MONTH: 483KM AV FUEL: 13.7L/100km
THE Mitsubishi Pajero Sport was one of the smoothest and quietest wagons on the freeway with a ’van behind, ticking along at 1750rpm at 100km/h.
It didn’t take much of an incline before the Mitsubishi preferred seventh gear, though, which saw it running at 2200rpm at 100km/h.
While having the smallest displacement engine and equal lowest torque (with the Isuzu MU-X), the Pajero Sport has a relatively low kerb weight and two extra gear ratios on its side. The 2.4-litre four-cylinder engine is smooth and free-revving, which it needs to be given its power and torque figures peak relatively high in the rev range.
4×4 towing weights continue to increase
Acceleration figures put the Mitsubishi in the middle of the pack – it wasn’t quite as quick as the Ford Everest and Holden Trailblazer nor, surprisingly, did it manage to keep up with the Isuzu MU-X. The hill climb speed was telling, though, as having the right gear ratio for such conditions saw it faster at the top than the MU-X and not far behind the Everest and Trailblazer.
What you don’t want for engine braking is a free-revving engine, and here the Pajero Sport’s speed increase from the 60kmh start to 65km/h is telling. At least you can grab a lower gear quickly thanks to the Mitsubishi’s excellent paddle shifters.
2017 4X4OTY #3: Mitsubishi Pajero Sport GLS
With a fairly small fuel tank (68 litres) combined with a fair thirst for fuel (14.3L/100km) the Pajero Sport has a fairly short 425km safe touring range.
This wagon has a relatively lanky 2800mm wheelbase and a short rear axle-to-towball-point measurement of 1200mm, but when hitched up to the test ’van (with 180kg towball download) the front lifted 25mm and the rear dropped 30mm. The net result is a stable towing platform, without undue yawing or pitching movement. However, the ride is firm and turns quite brittle on rough secondary roads.
You’ll have to shed 310kg from vehicle or ’van if you intended on loading both to the gunnels, thanks to the Pajero Sport’s 5400kg Gross Combined Mass.
The Pajero Sport’s side mirrors slope at the top, making them a bit more difficult to mount towing mirrors than the others here, but with some adjustments to the mounting brackets they can be made secure.
HAVE you ever been carsick? I was once, when I was about 15 years of age.
I was in the back of my brother’s BMW 2002 as he hooked it through the twisties somewhere west of Grafton in northern NSW, after a fantastic weekend away kayaking on the Nymboida River.
Well, maybe I should say it was fantastic up until the ‘incident’. Unfortunately for my brother – and for his BMW – I was seated in the backseat of the little two-door Teutonic sports car, and he was unable to pull up quick enough to let me out before a vile eruption occurred.
Drive 4 Life, Victorian High Country
I haven’t experienced carsickness since. My wife Renata, on the other hand, succumbs to this dreaded affliction on a reasonably regular basis. The worst such occurrence was when we were driving through the mountains in central Sicily a few years ago.
The road was superb, with a billiard-table-smooth surface and lovely tight corners interconnected by short straights, and as we climbed higher and higher into the hills we were surrounded by pretty wildflowers that lit up the fields like a kaleidoscope.
Fortunately, my wife wasn’t seated in the back of our two-door rent-a-car (a turbo-diesel Fiat Punto, from memory), so I had plenty of time to pull over and stop for her to alight and ‘smell the flowers’ on the side of the road.
These days, our daughter Delilah is prone to bouts of carsickness. Now she’s a bit of a daredevil; at just six years of age she’ll happily jump aboard the Wild Mouse at Luna Park, or loudly protest if she’s deemed not yet tall enough to go on some of the ‘bigger’ rides. But put her in the backseat of the car and she’ll complain of feeling carsick before I’ve even backed out of the driveway.
So as you can imagine, it was with some trepidation that I prepared for our most recent family four-wheel drive adventure to the far reaches of outback NSW.
By the time I’d loaded up the Navara with all our ‘stuff’, it was pretty well packed solid.
While Renata and I had plenty of room up front, the backseat of the D22 Navara is hardly spacious, and Delilah had to share it with our dog Jethro, at least until we could drop him off with my parents who were holidaying in the Snowy Mountains.
Top 10 weekend camping essentials
Our doggie’s special holiday with Nana and Granddad meant we’d have to take a big detour south on our way to the northwest of the state, through some of the most twisting blacktop in the country, and I wasn’t feeling all that confident we’d make it through without a carsick ‘incident’.
So we took precautions – we minimised junk food, limited time on the iPad, opened the windows regularly, and I backed right off the go-pedal when driving through the twisty stuff.
It worked! Not a problem on day one, even as we drove along the Snowy Mountains Highway from Cooma to Adaminaby. And no problems on our big 800km day two, which saw us continue through the twisties, over the top of Australia to Tumut, and then on to an overnighter in Mildura.
The drive from Mildura to Broken Hill was plain sailing on day three, as was day four’s little trip north to Eldee Station via Silverton NSW.
We did all sorts of off-road driving at Eldee. While there were shrieks of terror from the backseat as we climbed up rocky tracks into the Barrier Ranges or bounced along the sandy creek bed, there were never any complaints of carsickness.
Thankfully, no acts of carsickness either. Bearing this in mind, I thought I’d push my luck on the way home, so we detoured via Menindee, Ivanhoe and Hillston (over several hundred kilometres of gravel roads) on our way back to the Snowy Mountains to pick up the dog. Somewhat surprisingly, it was again not a problem.
Victorian High Country secrets: Victoria
By the time we rolled into our driveway after 10 days away, we’d covered 3070km of ‘incident-free’ driving. I was overjoyed, thinking we’d finally seen the back of the dreaded carsickness.
The following weekend we took a short 65km drive up to the Southern Highlands. I reckon we’d rounded about four or five bends on the twisty Macquarie Pass before both Renata and Delilah started to feel crook. I backed right off for fear of another ‘incident’.
THE Ford Everest had the most power and second-highest peak torque at the 2017 Tow Test, but it was also one of the heaviest wagons. That made its towing performance a surprise – we didn’t think it would do so well.
The Everest cruised comfortably and quietly on the freeway with the ’van behind it. The six-speed auto transmission was happy to stay in sixth gear on the plains, with the engine revving at just 1800rpm at 100km/h. However, inclines saw it downshift to fifth and sit at 2200rpm.
The Everest was the best-performing wagon of the bunch, except for the 0-60km/h increment where it was pipped by the Holden Trailblazer. While the redline is at 4700rpm, the Everest upshifts at 3400rpm in Drive and 3700rpm in Sport mode – clearly it is not lacking in performance by not revving higher, and peak power is reached at just 3000rpm anyway. Given how noisy the inline five gets, it’s not such a bad thing anyway.
The hill climb wasn’t an even grade, starting as a shallow climb and gradually becoming steeper. While this allowed the Everest to easily build up speed initially, even the steep section didn’t dampen the wagon’s enthusiasm. The Everest recorded the fastest speed at the top of the hill, at 88km/h.
Ford Everest receives ARB treatment
That slightly rough, noisy five-cylinder engine comes into its own in term of engine braking – the Everest felt as though it was almost going to come to a stop on one less-steep section of the test hill.
Fuel consumption was on the higher end of the scale in this group, but at least the Everest’s 80-litre tank gives you a realistic touring range of slightly less than 500km.
With 180kg of caravan weighing down on its towball, the Everest’s body dropped 35mm at the rear and rose just 5mm at the front. While the rear drop is a little high, it’s not excessive. The Everest’s rear axle-to-towball measurement was 1225mm, a relatively short distance that can only help towing stability together with its 2850mm wheelbase. The Ford has trailer sway control, should things get out of hand.
4×4 Load and Tow test comparison: 2016 Ford Ranger review
Not that that will happen easily. The Ford was quite stable with a caravan behind it and was hardly impacted by cross-winds, bow-waves created by passing trucks, or the varied road conditions we encountered. Its ride was on the firm side with the caravan coupled up behind it, but not jittery or uncomfortable.
The Everest’s GCM of 5800kg (GVM is 3100kg) means you can’t make full use of its maximum payload and towing capacities – you’ll have to reduce weight by 300kg. And the towing mirrors were a little awkward to fit onto the Everest mirror shells, thanks to their sloping shape.
Ford was the only manufacturer here to fit a 12-pin plug as standard (which allows it to plug into a caravan 12-pin plug, which means the vehicle battery can power accessories such as 12v fridges when driving).
A seven-pin flat caravan connector will plug straight into the vehicle’s 12-pin connector.
JAGUAR Land Rover recently dropped the curtains at its all-new Classic Works facility in Coventry, UK, which will bring all sales, servicing and restoration operations of its classic vehicles, under the one roof.
The state-of-the-art, purpose-built centre features a dedicated showroom space, and 54 workshop bays for service and restoration of all Jaguar and Land Rover models that have been out of production for a decade or more.
Land Rover Classic reveals Reborn models
Genuine parts for these models are sourced through the Jaguar Land Rover Classic Parts catalogue, which has more than 30,000 individual and guaranteed parts.
“Classic Works is hugely important to Jaguar Land Rover. It’s much more than a building – it’s the heart and soul of Jaguar Land Rover Classic for our clients worldwide,” said Jaguar Land Rover Special Operations Managing Director, John Edwards. “Being able to support owners and enthusiasts of our two great brands with a full suite of services for classic vehicles is a fantastic opportunity.”
For Land Rover aficionados, the Classic Works facility houses more than 500 vehicles in the JLR Classic Collection, with said cars available for loans to car clubs and museums.
More than 80 specialists are on staff, with that number expected to exceed 120 by years’ end. Many of the highly skilled employees have decades of experience working on particular models found within the facility.
“Our people, their knowledge and their skills are the heart of Jaguar Land Rover Classic,” said Tim Hannig, JLR Classic director.
“There are more than 1.5 million classic Jaguar and Land Rover vehicles in existence worldwide, and we are investing in traditional manufacturing and restoration skills to ensure enthusiasts are able to give cars with a glorious past, a glorious future.”
Range Rover Reborn programme debuts
The 14,000m² facility in the British Midlands will be joined by another facility to be launched later this year in Essen, Germany.
Tours are available through the UK facility at £49 (AU$80 approx.) per person.
Planning a road trip this winter?
Before you take off on an epic adventure, be sure to have the right outdoor equipment, with some of the best new gear currently on the market.
MAXXED BAR
ADD superior frontal protection to your 2016+ Isuzu D-MAX with an Ironman 4×4 bullbar. A new range of bars is now available, and they feature improved approach angles, triple-folded edges, a winch mount, high-lift jacking points, spotlight provisions, and an aerial mount. The D-MAX bullbars are available now from your local Ironman 4×4 stockist.
Website: www.ironman4x4.com
CENTRAL POWER
NEED to charge an entire family’s worth of Apple products after a long day on the tracks? Projecta’s all-new PH125 Power-Hub turns a 12V battery into a convenient and user-friendly device capable of powering a range of electronic gadgets. It comes with a 240V AC socket that provides ‘Pure Sine Wave’ power.
The unit is simple to operate and very user-friendly, thanks in part to a 2.4-inch colour LCD screen.
Website: www.projecta.com.au RRP: $499 approx. (battery not included)
COLD FRONT
KEEP your food and drinks ice-cold on your next 4×4 adventure, with the all-new, high-tech Waeco CFX 100W portable fridge/freezer.
We say ‘high-tech’ as the unit features the latest WiFi technology, allowing users to control temperatures remotely. Other features include Variable Motor Speed Optimisation Mk2, extra-thick polyurethane insulation, robust lid latches and hinges, spring-loaded handles, a USB charging port, LED interior lighting, and 100 litres of capacity.
Website: www.waeco.com.au RRP: $1899
BACK IT UP
BACK UP in comfort with an all-new Dometic PerfectView CAM45 reversing camera with a PerfectView M55L (five-inch digital display) and M75L (seven-inch) monitors.
Hella 470 led Light bar: Product test
The system will be your best companion when reversing into that tricky camp spot in front of an audience. The LCD monitors feature built-in anti-reflection tech, LED backlighting and auto day/night display adjustment.
Website: www.dometic.com RRP: CAM45 $149; M55L $319; M75L $359
BOLTED DOWN
The world-renowned One-Key Bolt Lock technology has landed in Australia. Called BOLT, the technology permanently programs the lock to a vehicle’s ignition key.
New 4×4 gear: Great White LEDs, TJM snorkel, Xtreme Outback clutch kit
When the key is inserted into the cylinder, spring-loaded plate tumblers move up and down to uniquely code the cylinder to that specific key, so you can forget about cluttered keychains and combination locks.
The product line includes the Padlock, Toolbox Latch Retrofit Kit, Cable Lock, Coupler Pin Lock and Receiver Lock. Head online for full details.
Website: www.boltlock.com
REST EASY
TUCK yourself into ARB’s all-new Deluxe Sleeping Bag.
The spacious, comfortable king-single features a removable internal fleece liner, 100 per cent cotton canvas outer shell, brushed cotton flannelette lining, an internal pocket, a removable hood with pillow pocket, dual zippers, and hollow fibre for breathability and warmth. The bag has a rating to -10°C.
Website: www.arb.com.au
THE popularity of Ford’s PXII Ranger is so strong, companies all around the world are falling over themselves to put their own mark on them and get a slice of the hot action.
Even Moto GP champion Valentino Rossi has launched a signature VR46 Edition of the trusty, Australian-engineered ute.
Teaming up with the UK’S M-Sport Ranger, which runs Ford cars in various global motorsports championships, the VR46 double-cab 3.2-litre Ranger gets a host of M-Sport additions including a wild body kit with bespoke graphics, raised suspension by Australian specialists Pedders, a sports-tuned exhaust, 4mm aluminium underbody protection plates, all-terrain tyres, leather trim with VR46 highlights, and an option of 20- or 18-inch VR46 alloy wheels.
Ford Ranger reclaims top spot on the monthly charts
If you’re a Rossi fan or you just think the VR46 Ranger is just the thing for you, then you’re in luck. Autosource International will be marketing the limited edition VR 46 cars here.
Check out its website for more information at: www.autosource-international.com/ranger-transit-sales