4X4 Australia

Jeep, Land Rover, Toyota, Nissan. It’s like an honour role in the history of 4X4s. Thanks to fate, luck, coincidence, call it what you like, all four of these iconic marques, along with Holden, are represented in this year’s 4X4 of the Year (4X4OTY) shoot-out.

From Jeep, the most significant off-road marque of them all as the original WWII Jeep jump-started the 4X4 world as we know it, we have two Wranglers, a four-door Sport and a two-door Rubicon.

From Land Rover we have the latest iteration of the Discovery 4; from Toyota the new petrol 200 Series; and from Nissan, and this is the ‘biggie’ in more ways than one, is the new Y62 Patrol. This is the first all-new Patrol in 25 years. Yes, it’s been a very long time coming. And we also have Holden’s new Colorado 7.

All these vehicles are here for the same reason: they are either completely new (Patrol and Colorado), or sufficiently changed to be considered ‘new’ with the Discovery, the 200 and both Wranglers all sporting different powertrains from their predecessors.

This is, of course, what 4X4OTY is all about. It’s the ‘newness’ of these 4X4s that gets them an invite to the party. If a vehicle is not new, it stays at home. It’s as simple as that.

Given that the contenders for the award range in price from $38,000 to $113,900, accommodate as few as four people or as many as eight and have engines that range from a 2.8-litre four-cylinder turbo-diesel to a 5.6-litre petrol V8, this is not a comparison test.

Instead, our seven judges score the contenders against each of the award’s five criteria. Each judge scores each criterion for each vehicle out of 10 points so each vehicle can receive up to 50 points from any one judge. The judges’ scores are then tallied to arrive at a winner.

JUDGING CRITERIA

VALUE FOR MONEY This is judged according to a vehicle’s equipment level, safety features and price relative to its direct competitors.

DOING THE JOB This is judged according to a vehicle’s design brief. In the case of a 4X4 wagon, we look at how well it performs on- and off-road, and its interior accommodation for passengers and cargo.

BUSHABILITY This is how well a vehicle is equipped for Aussie off-road and outback travel. Suitability of the wheel and tyre specification, touring range, available accessories and underbody protection are some of the factors considered.

BREAKING NEW GROUND This refers to advancements in technology and design. If a vehicle has the latest safety features, worthy engine technology or an advanced driveline, it will score well here.

BUILT TOUGH This is the obvious one. It refers to how strong a vehicle is, and how well it will cope with the rigours of tough off-road and outback driving environments.

To put the judges in a position to confidently rate each vehicle, we have regular driver rotations over our four-day on- and off-road loop so each judge gets to drive each vehicle in a variety of differing environments. All the judges also drive the contenders over a short, set-piece 4X4 hill. And we conduct under-bonnet, under-vehicle and interior inspections, and sample every seat in every vehicle. Yes, we even squeeze into third-row seating where fitted.

JUDGES

THE CONTENDERS

JEEP WRANGLER SPORTS UNLIMITED

JEEP WRANGLER RUBICON

HOLDEN COLORADO 7 LTZ

LAND ROVER DISCOVERY 4 TDV6

TOYOTA LANDCRUISER 200 GXL

NISSAN PATROL Ti-L

ROUTE

DAY ONE We assemble at 8am in Lithgow, two hours west of Sydney. Here we fuel up each of the contenders, and the two support vehicles. This initial fill (along with the final fill) is essential in accurately measuring fuel consumption. From there we head to nearby Rydal to a short but challenging 4X4 climb.

Here the judges drive all of the vehicles for an initial familiarisation. After a self-catered lunch we head to Tarana, O’Connell, Black Springs and Porters Retreat via a mixture of sealed and unsealed roads to the western entrance to the Abercrombie River National Park. Inside the park we take Abercrombie Fire Trail to The Beach camping area, our overnight stop.

DAY TWO We rise at 5.30am. After breakfast we continue east along the Abercrombie Fire Trail before turning onto the Middle Fire Trail, the Felled Timber Fire Trail and finally the Retreat Fire Trail back to the Park’s western entrance.

The park offers easy to moderate four-wheel-driving in dry conditions but there are still plenty of steep and gnarly pinches and a couple of river crossings. From there we head south to Taralga for under-vehicle inspections on the hoist at Taralga Engineering. We overnight at the historic Taralga Hotel.

DAY THREE Leaving Taralga at 7am we head via Bannaby and the Swallowtail Fire Trial to Marulan (fuel stop) and Goulburn (food restock). Then it’s south to Braidwood and then via the Krawarree and Snowball roads to the western entrance of Deua National Park at the Minuma Range Fire Trail. From there we take the relatively steep but very rocky Dampier Mountain Fire Trail to our picturesque overnight stop at Bendethera.

DAY FOUR A 5.30am start under threatening skies. We head north on the Merricumbene Fire Trail to the Araluen road. This is a steep, gnarly and arduous drive especially in showroom-stock 4X4s on road-pattern tyres. In the wet it’s best avoided no matter how well equipped your vehicle. Luckily we encounter no more than a light drizzle but even that makes things a little tricky at times. Once on the Araluen road we head via Braidwood and Goulburn to Marulan, the final fuel stop.

WINNER!

LAND ROVER DISCOVERY TDV6

Land -Rover -Discovery -TDv 6-front
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Six finalists; all new or significantly revised in the last year. That’s the condition of entry to this award. The Nissan Patrol Y62 and the Holden Colorado 7 are both all new while the two Jeep Wranglers, the Land Rover Discovery 4 and the Toyota LandCruiser all have new powertrains. Anything that’s not new or significantly revised isn’t eligible.

The six finalists are not compared against one another but are scored by the seven judges against the award’s five, long-running criteria. The scores from the judges are tallied and the winner is the vehicle with the highest score. All scoring is done in secret so there’s no collusion or coercion.

Before the scoring, the finalists are put through four days of intensive on- and off-road driving, some of it as tough as you’d expect a showroom-stock 4X4 to be faced with. When not scrambling up a steep and loose trail or carving up a bumpy, winding back road, the contenders are poked and prodded, sat in, measured, raised up on a hoist for underbody inspections, and closely scrutinised for fuel use. We also camped out during this test, which gave our judges a chance to live out of the vehicles for a few days.

All six contenders acquitted themselves well during the four days and met every challenge thrown at them. None failed to proceed. By some miracle, the only casualty was a mudflap on the Wrangler Sport, detached and lost in parts unknown.

Oh, and someone ran over Phil Cooper’s video camera…

When the dust had settled and with the scores submitted and tallied, the Colorado 7 managed 194 points (out of a possible 350) to come in at sixth place. Highlights include plush but well-controlled suspension and a decent equipment level but the engine is noisy and too thirsty, the gearbox not always fully in sync with the engine and the interior packaging could be better.

In front of the Colorado and close to each other (not unexpectedly) are the two Wranglers with the four-door Sport (211 points) just edging out the two-door Rubicon (210 points).

The Sport’s value for money is strong and it’s more practical than the Rubicon given its extra interior space, but you can’t beat the Rubi off road. Regardless of their differences, both Wranglers are very much more at home in the bush than they are on the bitumen.

A considerable distance ahead of the two Wranglers and (on 252 points) is the Patrol. In many ways a technical tour de force it simply lacks a real focus on local conditions. Petrol engines in this market sector aren’t popular and the Patrol’s very thirsty V8 also asks for premium fuel, although this is probably no big deal as it ran fine on 91RON during our time with it.

The fully-independent suspension, as trick as it is, does its best work on-road (negating body roll) but lacks height adjustment for more difficult off-road driving. More under-engine protection is also needed for rocky trails.

Toyota’s new petrol V8 Cruiser gained 263 points and in doing so edged out the Patrol. It’s less thirsty, marginally more comfortable off-road, better protected underneath and gives little away in refinement. In some situations it’s actually quieter than the Patrol. Not surprisingly it scored far better on Bushability due to the wealth of available aftermarket enhancements.

Taking all before it however is the Discovery 4, with 272 points. This is the new ‘budget’ model in the MY13 Discovery line-up and at $68,990 (plus on-road costs) is sharp value. Our test vehicle had nearly $8000 worth of options but the only ‘must have’ is the $1060 auto rear locker.

The real beauty of the Discovery is that it strikes such a unique balance between being an engaging on-road drive and a capable off-roader. No other 4X4 here strikes this balance as well. Add in a comfortable, space-efficient and versatile cabin and you really have the lot.

The new ‘low-power’ bi-turbo V6 diesel is frugal but still punchy while the eight-speed ZF auto works a treat on-road and does just about everything right off-road save for an occasional slowness to kick down on steep climbs. You can, of course, use the steering wheel-mounted paddles to change gears manually but these aren’t as convenient as the previous system with a conventional console-mounted shifter. Pity that.

Of course, the Discovery could be better. A bigger fuel tank would help, as would a more practical tyre/wheel combination. The 19s with their 255/55 tyres aren’t ideal although aftermarket 18-inch wheels are available.

Regardless, the Discovery is a standard-setting vehicle. It’s refined, comfortable, quiet, capable, spacious, clever, tough and affordable.

FINAL RANKINGS

1. Land Rover Discovery TDV6 2. Toyota LandCruiser 200 GXL 3. Nissan Patrol TI-L 4. Jeep Wrangler Rubicon 5. Jeep Wrangler Unlimited 6. Holden Colorado 7 LTZ

*Not in contention VW Amarok Trendline TDI420

FOUR-wheel drive aficionados are spoilt for choice in terms of new 4x4s, but it can get expensive when it comes time to purchase that brand-new fourbie.

Enter the budget, Chinese-made offerings. Foton is one such Chinese manufacturer that makes no-nonsense, relatively cheap 4x4s in single- and dual-cab variants. Here’s what you get for your money:

FOTON TUNLAND SINGLE CAB UTE

Drivetrain: 2.8 litre 4-cylinder 16-valve SOHC turbo-diesel with five-speed manual. Style: Single-cab ute.

Foton Tunland interior
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What you get: BorgWarner transfer case; Dana diff; Dana limited-slip rear diff; 120kW at 3600rpm and 360Nm at 1800-3000rpm; 200mm of ground clearance; 1015kg payload; 2500kg max towing capacity (braked); 750kg max towing capacity (unbraked); hydraulic power-assisted rack and pinion steering; double wishbone, coil spring (front suspension); leaf spring with live beam axle (rear suspension); front ventilated discs; rear drums; 16in steel wheels with 245/70 R16 tyres; Bosch 4-channel ABS with EBD (anti-skid brake system with electronic brakeforce distribution); dual front airbags; remote keyless entry; tow hook up front; leather steering wheel; CD/MP3/radio audio with Bluetooth streaming; AUX/Mini USB ports; Tilt-adjusting steering wheel with controls for Bluetooth, audio and cruise control. Seating capacity: two. RRP: $25,990*

FOTON TUNLAND DUAL CAB UTE

Drivetrain: 2.8 litre 4-cylinder 16-valve SOHC turbo-diesel with five-speed manual. Style: Dual cab ute.

What you get: BorgWarner transfer case; Dana diff; Dana limited-slip rear diff; 120kW at 3600rpm and 360Nm at 1800-3000rpm; 200mm of ground clearance; 1025kg payload; 2500kg max towing capacity (braked); 750kg max towing capacity (unbraked); hydraulic power-assisted rack and pinion steering; double wishbone, coil spring (front suspension); leaf spring with live beam axle (rear suspension); front ventilated discs; rear drums; 17in alloys with 265/65 R17 tyres; Bosch 4-channel ABS with EBD (anti-skid brake system with electronic brakeforce distribution); tyre pressure monitoring system with dash readout; dual front airbags; rear parking sensors; remote keyless entry; ute tray with liner; power side mirrors with defrost function; side steps; daytime running lights in lower front bumper; rear step bumper with reversing sensors and fog lamps; tow hook up front; CD/MP3/radio audio with Bluetooth streaming; AUX/Mini USB ports; tilt-adjusting steering wheel with controls for Bluetooth, audio and cruise control; leather seat facings; eight-way adjusting driver seat with height, lumbar, fore-aft slide, recline; three-place rear bench seat with flip-up seat. Seating capacity: five. RRP: $30,990*

*Nationwide driveaway price. Includes on-road costs.

Foton Tunland tub
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During winter, snow bunnies migrate 375km north-east of Melbourne to enjoy the white dust that has fallen over the popular Falls Creek resort. But the winter destination also offers its charm during the less prevalent warmer, summer months.

This article was originally published in the October 2014 issue of 4×4 Australia.

Snow season ends late in October and by then the village resembles a ghost town, the wall to wall skiers and snowboarders have melted away with the snow.

While many lodges and chalets only accommodate guests during peak season, there’s still plenty of accommodation available at comfy ski lodges or at the upmarket Quay West Resort. There’s something for all travellers on any budget.

The Viking Alpine Lodge is perfect for those looking for cheap and basic accommodation. The lodge is self-catered with en suite facilities. A large guest lounge occupies most of the top floor and features a large communal cooking area with ovens, microwaves, cooktops and sinks, so that several guests can prepare food at the same time. Like most of the accommodation in Falls Creek, the Viking Alpine Lodge offers excellent views of the surrounding ranges.

Before it was officially named Falls Creek in 1938, the area was originally opened up as part of the Kiewa Hydroelectric Scheme and was known as Horseshoe Creek by local graziers – due to the boggy country that often pulled shoes off the horses. It was not until the late 1940s that the first ski lodge was built. Along with nearby Mount Hotham, Falls Creek is one of Victoria’s premier snowfields with 15 ski lifts and several thousand beds.

Falls Creek can be reached from Omeo in the east and Albury-Wodonga in the north, but most Melburnians take the Hume Highway to Wangaratta and travel via Bright and Mount Beauty. From Wangaratta this drive passes through the beautiful Ovens Valley, which includes attractions such as bushwalking, sightseeing, photography, camping and numerous first class wineries.

For the four-wheel drivers, the township of Bright is a kick-off spot for trips into the Buckland and Wonnangatta valleys. The impressive Mount Buffalo, which overlooks the Ovens Valley, is a delightful sightseeing location and a great spot to take the kids for a bit of snow play. In autumn, the valley is awash with colour from deciduous trees preparing for the approaching winter – orchards of walnuts and chestnuts paint the valley with a range of colours, from deep ochre red to brilliant yellow.

From Bright, the road to Mount Beauty is sealed, but it’s steep and winding as it climbs towards Tawonga Gap where the lookout has impressive views over the township of Mount Beauty on the Kiewa River. From Tawonga Gap, it’s a tortuous descent to the river valley before a further 35km winding climb to Falls Creek. Be warned, these roads are a magnet for pedal and motorised two wheelers, so take it easy and be prepared to share the road.

Falls Creek, in the heart of the Alpine National Park, is located in one of Australia’s most fragile environments. As a result, much of the Bogong High Plains is off limits to vehicles, so those seeking 4×4 adventure need to look further afield. Once off the bitumen, the roads that are open to the public can only be accessed by four-wheel drive or on foot.

There are more than 60 mountain huts (or remnants of huts) in the Alpine National Park.

Many of these are found near Falls Creek and are remotely located in difficult terrain, so access can be challenging. However, a few huts are in reach for those prepared to undertake moderately difficult walks. Not many of these huts have survived their original form due to the rigours of weather and bushfires, but they still provide a glimpse into what living conditions must have been like for the mountain cattlemen that worked up in this country in the 1800s.

Six huts that can be easily reached from Falls Creek are: Wallace’s Hut, Bogong Rover Chalet, Cope Hut, Faithful’s Hut, McNamara’s Hut and Pretty Valley Hut (the latter is also known as Horseman’s Hut). The first three are on the easy six kilometre Wallace Heritage Trail Walk, which starts 12km east of Falls Creek on the Bogong High Plains Road and returns onto the same road a couple of kilometres further on. Wallace’s Hut dates back to 1889, making it the oldest cattleman’s hut in the Alpine National Park.

Bogong Rover Chalet, halfway along Wallace’s Heritage Trail, came about from the growing interest in snow skiing in the 1930s. Rovers regularly undertook skiing trips into the area and the chalet was built in 1932 to provide adventurers with accommodation. Cope Hut, 750 metres from the southern end of the trail, was built by the Victoria Ski Club in 1929 as a winter refuge. You can only imagine how arduous the journey into that area would have been 80 years ago.

East of Falls Creek, on the road towards Omeo, are two bush campsites – Langford West and Raspberry Hill. Both are pleasant, grassy areas with fireplaces and toilets surrounded by snow gums. Travelling east from Raspberry Hill you’ll find the turnoff to Faithful’s Hut. The access track can have a couple of shallow bog holes at times and, whilst not difficult, it’s more suited to a 4×4.

About 50 metres off the main road is a delightful campsite with toilet facilities and fireplaces set in a grassed area beneath large gum trees. This is perhaps the pick of potential campsites in the area as it’s less used – access is partially hidden on a bend and the site is not shown on some maps. A gated track off the campsite runs 750 metres down into the valley where Faithful’s Hut sits on the banks of an idyllic mountain stream. The return walk is relatively strenuous as it’s consistently uphill and quite steep in parts.

Two kilometres further east, along the main road, is the turn off to McNamara’s Hut. This easy track is very narrow in places and, with some ruts and potholes, it’s only suited to a high clearance 4×4. The track stops at a small car park with a 500 metre walking track to the hut.

The hut was built in the 1940s by the McNamara family who had an association with cattle grazing in the area since the 1850s. Eventually abandoned, it fell into disrepair until the 1970s when it was resurrected by volunteers. It was used and maintained for another 30 years by a group of people from the Mittagundi Outdoor Education Centre. Destroyed by a bushfire in 2003, the hut was rebuilt to its present form in 2004 by volunteers who used close to 40-tonne of logs.

Mount McKay stands 1849 metres tall and is a 15 minute drive out of Falls Creek – just off the gravel road to Pretty Valley. You can drive to the top, however stopping at the car park a few metres below the communication tower is a better idea – once you’re at the top there’s not enough room to turn around.

Mount McKay has 360 degree views and, on the right day, with a glass of champagne and a camera, it’s a great place to watch the sun setting over Razorback Range to the west. Mount McKay supposedly claims the title of being the highest point with road access in Victoria. Mount Hotham is 12 metres higher but the road isn’t open to the public.

From Mount McKay, the road passes Pretty Valley Hut. Built in 1984, this small hut is a reconstruction of the original 1930s hut erected on the site. The road ends at Pretty Valley Pondage.

Interestingly, the 2003 fires removed almost every trace of the tough woody undergrowth here; however, low granite boulders took the heat out of the fire and stopped the adjoining branches from burning. Those branches still cling to the rocks.

If heading down the mountain towards Mount Beauty, make sure to stop off at the car park near the bridge that crosses the Kiewa River, near Bogong Village. From here, there’s an easy two-kilometre return walk to Fainter Falls. The walk curves along a well-made track with viewing platforms, making it an excursion for the entire family. The falls are at their most spectacular after a rainfall, or in the wetter months.

Only three hours from Melbourne, and with budget accommodation, Falls Creek is a great option for a weekend away. Whether you want to buckle up the walking boots or just spend a relaxing weekend amongst spectacular scenery, Falls Creek has something for everybody.

TRAVEL PLANNER

This great dish was made for us during our trip to the Kimberley mid-2016.

Rob and Rosie were our travelling companions for a few weeks and she cooked up this delicious meal one evening. Given to her by a friend who works as a doctor in South Africa, it will definitely become one of our go-to meals for when we are away (and at home).

INGREDIENTS Serves: 4 to 6 6-8 chicken pieces 1 cup dried apricots ½ cup sultanas (more or less to taste – optional) 2 med onions – cut into wedges 2 large carrots – cut into large chunks 2 celery sticks – cut into large chunks 10 baby potatoes For the sauce 2 tsp turmeric powder 2 tsp sweet paprika powder 2 tbsp curry powder 2 tbsp mango chutney ¼ cup mayonnaise 1 med can apricot nectar 3 cups water

DIRECTIONS Prep Time: 15-20 mins (prep veggies) Cooking Time: 30-45 mins (depends on chicken size) • Prepare your coals. You don’t need to preheat your camp oven. If baking at home, preheat your oven to 180°C. • Make sure you buy the ‘big’ oven bags, and use two (one inside the other) to add strength and stop the bag splitting. • If baking in your camp oven, line the oven with foil just in case the oven bag splits. That’ll save you cleaning up a mess. • Prepare the chicken – cut thighs in half, or if using Maryland cut the leg from the thigh so you have two pieces. • Prepare all the vegetables – cut into large pieces so they hold their shape and don’t fall apart before the chicken is cooked. • Make up the sauce by mixing all the dry ingredients together first in a large bowl or jug and then add the wet ingredients and mix through well to combine. • Now you’ve got everything ready, place the oven bag in your camp oven, or in an ovenproof dish if baking at home. • Place the chicken in the bottom of the oven bag, add the veggies and then pour in the sauce. • Seal the bag, poke in a couple of holes near the top of the bag. • Place your camp oven on a bed of coals, put on the lid and add some coals to the lid. You don’t want the coals to be too hot as this meal is best cooked slowly. Allow to simmer away gently. • If you don’t want to cook over coals, cook on your gas stovetop. • You can serve it as is or on a bed of rice.

VIV’S HINTS YOU could add whatever vegetables you like, including sweet potato that is peeled and cut into large chunks. Also some green beans cut into large pieces.

Add more water if feeding a crowd – that way you’ll have plenty of flavoursome juices. You may need to forgo the oven bag due to the quantity required. No problem if you don’t have an oven bag, just put everything straight into your camp oven.

For more tasty ideas, visit 4X4 Australia’s Bush Cooking recipes.

4X4 Of The Year 2014 threw up a mixed bunch of combatants from the new or revised 4×4 vehicles released in 2013.

This article was originally published in the February 2014 issue of 4X4 Australia.

Without a large number of significant new wagons and next to no new 4×4 utes worth talking about, the two body styles have been brought back together again; and with the way things are shaping up, we reckon this is how it will stay.

4X4 Australia’s Ute Of The Year award came from another era when it was very difficult for a ute to take the overall 4×4 accolade. Utes were still basic load-lugers and lacked the features enjoyed by most modern 4×4 wagons such as five-star safety, electronic traction and stability control, and the little items that make them comfortable family and long distance touring vehicles.

This has changed now and as many 4×4 wagons become more suited to light duty off-road work, double-cab 4×4 utes have become the vehicle of choice for many. They are safe, comfortable, refined and offer performance that is comparable to the wagons. Add in the practicality of having a load bed on the back and the swag of accessories available and you can see why they have become so popular.

Following the burst of new ute releases in recent years, there’s only one that made it to the 2013 list but with class leading power, torque, towing capacity and safety, the Holden Colorado is a worthy addition.

If you’re wondering how we can include vehicles such as the Colorado and the Range Rover in the same road test, you need to remember that we don’t compare them against each other but against a set criteria established by 4X4 Australia over decades of vehicle evaluation. The same criteria has been used in past Ute Of The Year and 4X4OTY road tests and for 2014 it is applied to all the vehicles combined.

VALUE FOR MONEY is judged according to a vehicle’s equipment level, safety features and price relative to its direct competitors. Just because a vehicle has a high price doesn’t mean it’s not worth that money in the same way a cheap car isn’t always good value.

BREAKING GROUND refers to advancements in technology and design. How a vehicle has raised the bar in its class and has whether it has taken 4x4s to a higher level. If a vehicle has the latest safety features, worthy engine technology or an advanced driveline, it will score well in this category.

BUILT TOUGH refers to how strong a vehicle is and how well it will cope with the rigours of tough off-road driving environments. Will it be up to the task of sustained Outback travel or fall apart at the first hurdle?

BUSH ABILITY is how well a vehicle is equipped for off-road travel. Suitability of the standard tyres for rough roads, touring range, available accessories and under-body protection are just some of the factors considered here. Is this a vehicle you would chose to drive around Australia the rough way, or is it best left in the suburbs?

DOING THE JOB is judged according to a vehicle’s design brief. Does a supposed luxury vehicle have all the latest in comfort and convenience features and do they work as you would expect them to? How well a ute carries a load in its tray, or how a seven seater accommodates a family will all come in to play here.

As always, we assembled a crew of esteemed 4×4 enthusiasts, testers and judges. Former editors Ron Moon and Fraser Stronach were joined by current editor Matt Raudonikis, while Ironman 4×4’s Adam Craze and Kristian Ristell added their expertise with Norm Needham and Grant Henderson pitching in with help and observations. Phil Cooper pulled double duties snapping the pics as well as keeping us fed in camp while Andrew Britten shot the video footage.

A top bunch of blokes who made it a fun week of working with 4x4s in the bush. Read on to see how it all went and which vehicle has been named the 4×4 Of The Year winner.

TEST TRACKS FOR A TOUGH FIELD

The thick veil of sand blasting across the beach from the strong south westerly winds obscured every bit of the surface of the sand giving no indication of a pot hole, dip, gully or sudden sharp ridge. It was almost like driving blind. The torn up state of the beach from previous storms also posed a threat, with stretches of soft sand waiting for the opportunity to trap us.

So the last afternoon of vehicle testing started to pan out as we headed along New South Wales’ famous Stockton Beach.

Our test had started four days and 1200km before. We had slipped out of Lithgow and headed into the nearby hills and state forest near Rydal, where the Coxs River has cut some steep gullies over the years. There is a steep and eroded track here that is a fabulous test on a vehicle’s off-road capability. The object was to pick a tough line up the hill that will stretch all of a vehicle’s four wheel drive credentials and then take each and every vehicle up that very same route. Suspension travel, low range gearing, traction control, along with locking diff capabilities all get measured here.

From the Coxs River, we tracked generally northwards on first and second class bitumen roads including the Bells Line of Road through a scorched and ravaged Blue Mountains National Park.

We took Mountain Lagoon Road and dropped down the ridges through the Wollemi National Park on a variety of roads and tracks, some chopped up by winter rains, to end up at the hamlet of Upper Colo. Meandering along the Colo River and then bigger Hawkesbury River, we found our way to St Albans where we camped for the night.

The next day, our route took us through Yengo National Park and the Watagan and Olney State Forests where the terrain and the weather threw up a variety of conditions, testing the vehicles capabilities, axle tramp and suspension damping along with their NVH through rutted and pot holey tracks, chopped up corners and long climbs and descents.

Camp that evening was at the very pleasant Olney State Forest camping area where we swapped experiences and thoughts on the day’s drive, vehicle capabilities, fuel economy and general ride and handling characteristics over the wide selection of terrain we had pushed them through.

When the sun had risen, we drove our beasts along Watagans Forest Road, which gave us great views of the coast and lakes below our mountain top route as we headed for Cessnock and Singleton. Tracing the Goorangoola Creek, we took to more dirt roads, bumping through the road’s dips and dives and numerous crossings of the stream before racing along exposed ridges towards Aberdeen and Lake Glenbawn State Park.

Second class blacktop took us to Gundy and Moonan Flat. The steep climb on the Barrington Forest Drive, through rich forested country and over the Barrington Tops, was a chopped up road, leading to our descent to Gloucester and a camp on private property along the edge of a stream north of Port Stephens.

The last day of testing began with a thorough inspection of the vehicles’ engine bay and under carriage before we headed to Stockton Beach. We all got a dose of Mother Nature’s wrath as we received a wind blasting, pushing our good manners to the brink. Getting bogged was one thing; but digging in sand to loosen tyres from the beaches enfolding grip and finding recovery points while being sand whipped was another story. But what the hell…

Testing vehicles for 4X4OTY surely beats a real job!

MEET THE CONTENDERS

HOLDEN COLORADO LTZ DUAL CAB More power, a new manual gearbox and revised equipment headline the changes to the MY14 Holden Colorado.

HOLDEN COLORADO 7 LTZ Not satisfied with its initial effort, Holden revamped its Colorado 7 wagon just twelve months into its life.

ISUZU MU-X LS-T Just as Holden created the Colorado 7 from the Colorado ute, Isuzu has turned its D-Max ute into the MU-X wagon.

JEEP GRAND CHEROKEE CRD OVERLAND Thanks to range expansions and revisions, the Grand Cherokee is appearing in 4X4OTY for a third time in four years.

RANGE ROVER SPORT SDV6 HSE The original Range Rover Sport was based on a Discovery platform but the new Sport is from that of the new Range Rover.

RANGE ROVER SDV8 VOGUE The new Range Rover just missed out on being eligible for last year’s 4X4OTY, but it’s here now staking its claim.

AND THE 2014 4X4 OF THE YEAR WINNER IS….

Jeep Grand Cherokee CRD

WE’VE said it many times before but we’ll say it again. Our 4X4 Of The Year award is only open to vehicles that are new or significantly revised in that year. Three of our finalists, the Isuzu MU-X, the Range Rover and the Range Rover Sport are all new. The other three of our finalists, the Holden’s Colorado and Colorado 7, and Jeep’s Grand Cherokee CRD all make the starting grid thanks to significant powertrain revisions.

As ever, the vehicles aren’t directly compared as in a conventional comparison test but are rated against the award’s five long-standing criteria.

Judging is by ‘secret ballot’ at the conclusion of the week’s testing. This is not an open consensus, nor do the judges, in awarding their points confer, consort, collude or conspire with one another.

Of course, plenty of open discussions occur during the normal course of the week of testing, but that’s where it ends.

Each judge scores each vehicle out of ten for the five criteria. That means that each vehicle can get a maximum of 50 points per judge. The judges’ scores are then tallied with the vehicle gaining the most points declared the winner… it’s all very simple.

At the end of the week, after the dust had settled and the judges had returned to their respective digs, mused on the vehicles and analysed their performance in all aspects of the testing and finally submitted their respective scores, the result was close but unanimous… the Jeep Grand Cherokee CRD is the 2014 4X4 Of The Year.

All six judges voted the Grand Cherokee CRD the pick of the crop. Not by much, mind you, and five judges had the Range Rover Sport in second place.

Unanimous results are rare in the history of this award and this speaks volumes for the attributes, performance, appeal and, above all, the value of the Grand Cherokee CRD.

Our test Grand Cherokee was a top-spec Overland. As tested, it asks $71,869 (plus on-road costs) but is so loaded with kit that it could command a $100,000 plus price tag. If you don’t want all the bling, the identical mechanical package can be had for $55,219 (plus on-roads) in the form of a $51,000 Laredo CRD optioned up with air suspension ($2500) and the off-road pack ($1500), which critically adds the rear locker. The extra $219 is for a dealer-fitted front recovery hook.

For that amount of money you get a high-tech European V6 diesel, the world’s best-practice automatic gearbox and a highly sophisticated chassis co-developed with Mercedes-Benz. The fact that the Grand Cherokee isn’t an absolute hard-core off roader is disappointing but this isn’t enough to deny its place as the worthy winner 2014 4X4 Of The Year.

Final Scores (/300) Jeep Grand Cherokee Overland: 212 Range Rover Sport SDV6: 200 Range Rover SDV8: 191 Holden Colorado LTZ: 190 Holden Colorado 7 LTZ: 177 Isuzu MU-X LS-T: 176

Not only is the legendary Toyota 4Runner still sold in the USA, but the Yanks also get the option of the hopped-up TRD Pro edition.

The TRD Pro is more than a black-out job; it comes with a tuned suspension package that really transforms the off-road-capable wagon.

The 4Runner and TRD badges are not foreign to Australians. The Hilux-based 4Runner was a very popular 4WD here during the ’80s and ’90s before Toyota Australia killed it off in favour of the Prado wagon; while the TRD badge was applied to various Toyota Australia models, including the Hilux, back in the 2000s. Unfortunately, the local TRD vehicles didn’t live up to expectation and the sub-brand soon disappeared from our showrooms.

The 4Runner now on sale in the USA is the fifth generation of the model and has been around since 2009. Unlike the earlier ute-based generations, this 4Runner is based on the Prado/FJ Cruiser (FJC) chassis. In fact, when Toyota USA axed the FJ Cruiser a few years back they pushed the 4Runner TRD as the 4×4 for buyers still looking for an off-road-capable Toyota wagon. You could think of the current 4Runner as a four-door FJ Cruiser without the funky styling.

The 4Runner rides on a separate chassis with a live axle at the rear and IFS up front, using coil springs all around. It has a 2789mm wheelbase, so it’s pretty close to the Prado which is 2790mm. The FJC rode on a shorter 2690mm wheelbase.

The only engine choice is the 1GE-FE 4.0-litre we are familiar with from the Hilux, Prado and FJC. In 4Runner guise it makes 201kW at 5600rpm and 377Nm at 4400rpm, so similar to the spec here. The only available transmission is a five-speed automatic backed by part-time, dual-range 4WD, although the top-of-the-range Limited 4Runner gets full-time 4WD, just like the Prado.

The 4Runner is a five-door, five-seat wagon, and third-row seating is available as an option on some of the non-TRD variants. This leaves plenty of room in the back for cargo. The body retains relatively squat and compact proportions and keeps the forward-sloping C-pillar that is a 4Runner trademark.

The cabin features black leather TRD seats and has enough space to carry adults in the front and back. It’s also got all the usual trinkets you expect in a vehicle in this day and age.

Notably different to our Toyota 4x4s is the cheaper feeling and finish on the interior panels and touch points, which really gives a lower quality impression than those used here. One thing Toyota Australia could learn from the USA is that the big dials for adjusting the audio and heating controls are easy to operate, even if they feel somewhat cheap to the touch.

Only the TRD Pro models get the T-O-Y-O-T-A grille badges in lieu of the usual Toyota symbol, as well as black badges and black alloy wheels. Other 4x4s in the Toyota USA range that get the TRD Pro treatment are the Tacoma and Tundra pick-ups. The TRD alloy wheels wear 265/70 R17 Nitto Trail Grappler tyres.

It’s underneath the 4Runner where the TRD extras get exciting. There’s a tough TRD metal bashplate protecting the front-end components, and the suspension is a mix of top-shelf components utilising remote-reservoir Bilstein dampers and custom-tuned Eibach springs. These components are what really make the TRD Pro special.

The TRD suspension softens the ride compared to a regular 4Runner, which allows it to articulate better on the tracks. The softer ride feels better on-road while the handling remains fairly neutral, which is what you’d expect of a 4×4. It certainly doesn’t feel detrimental to on-road handling.

Off the road it gives an extra 25mm of suspension droop with a similar increase in ground clearance, but, more importantly, those Bilstein dampers really control the vehicle at speed over rough terrain. We found a nasty series of eroded ‘whoops’ on the access road to our photo location which, when taken at any speed above crawling pace in a standard vehicle, would see its suspension bottoming out, topping out, and every mess in between.

In the TRD Pro 4Runner we were able to take them quicker than expected and, even with wheels leaving the ground, the vehicle remained composed and controlled. Something you wouldn’t get with any regular OE suspension set-up. We actually hit the TRD bashplate before bottoming out the suspension.

The rear axle gives great articulation to keep those Nitto tyres on the ground, and even the front seemed to have more travel than any Prado, Hilux, Fortuner or FJ Cruiser we’ve driven in Australia. When you run out of travel Toyota’s ATRAC electronic traction control system works well to keep you moving, and there’s a standard rear differential lock to employ as well. The drive system is basically what we had on the last of the FJ Cruisers here and that includes the electronic Crawl Control system.

Unfortunately, the great chassis is let down by the engine. The petrol V6 really lacks the mid-range grunt needed in a vehicle like this. It would be worth getting an aftermarket supercharger installed to push out the power. Luckily, there are plenty of kits to suit and give you that much-needed grunt. Of course, being American, there’s no diesel engine available for the 4Runner.

Toyota 4Runner TRD Pro rear springs

Would we prefer the 4Runner to the Toyota Fortuner offered in Australia? Yes and no. We prefer the more masculine and tougher look of the American 4Runner and like the fact that it is offered as a five-seater, not seven. However, the Thai-built Fortuner has much better quality and fit and finish. Neither the US-spec petrol V6 nor the AU-spec 2.8-litre diesel engine are ideal, but at least there are good mods available for the V6 to fix it. The Fortuner’s six-speed auto is definitely better than the older five-speed in the 4Runner.

However, it would be nice to have a local TRD option. The blacked-out trims and off-road-oriented, well-set-up suspension package with proper off-road tyres are real winners here, and Toyota Australia would do well to offer similar to buyers locally. They’d just need to research and develop better products than they did with their last TRD offerings.

SPECS Engine 1GR-FE petrol V6 Capacity 4.0-litre Power 201kW @ 5600rpm Torque 377Nm @ 4400rpm Gearbox Five speed auto 4X4 System part-time, dual range, rear diff lock Construction body on frame five door wagon Front suspension independent with Bilstein struts & Eibach coils Rear suspension live axle with multilink supported by Bilstein shocks & Eibach coils Wheel/tyre spec TRD 17in alloys, 265/70 R17 Kerb Mass 2154kg GVM 2950kg Towing Capacity 2268kg Seating capacity 5 Fuel tank capacity 87L On-test consumption 11.53L/100km Price US$41,850

LAST year’s reveal of the X-Class concepts from Mercedes-Benz, as well as all the talk in early 2017 about a new Ford Bronco, had us all thinking about the wild concept 4x4s we’ve seen over the years. There have been some wild ones and awfully odd ones, but a few have stuck in the memory for their outright outrageousness.

Step back and check out our five favourites. Then head to YouTube to find some vids of these radical rigs.

SUZUKI X-HEAD

SUZUKI pulled the wraps off its X-Head concept at the Tokyo Motor Show in 2007, but I first laid eyes on it at Detroit the following year. This whacky, pocket-sized pick-up would be an uber-cool city runabout and provide lots of fun out on the tracks thanks to its light weight and large off-road tyres.

With the Japanese carmaker planning a replacement for its current, long-serving Sierra/Jimny, we reckon it should look back a decade to the weird X-Head.

MERCEDES BENZ X-CLASS POWERFUL

IT HAD been a while since we’d seen many wild concept 4x4s, but Mercedes-Benz got the imagination flowing again last year with its X-Class Powerful concept. One of two X-Class concepts, the Powerful version was the off-road one with its massive muddies, front and rear winches and more functional interior.

With an Australian release next year, we could see a production version of the Nissan-based X-Class Benz before the end of 2017. However, you can bet it won’t be as cool as this.

FORD BRONCO CONCEPT

IF YOU believe the rumours, the 2020 Ford Bronco will be nothing more than a reskinned Ford Everest. A five-door Bronco? No thanks.

Hark back to 2004, when Ford’s head of design J. Mays was at the peak of his retro period, and this Bronco concept hit the spot. Appearing as if it was milled from a solid block of billet steel, the Bronco had the dimensions of the original 1966 model with a modern industrial edge to it.

Interestingly, I was standing next to a Land Rover designer as Mays pulled the wraps off this at the Detroit show and he told me he had several sketches of a new Defender concept back in his office that were very much like this vehicle. We’re yet to see the next Defender or a new Bronco for that matter.

JEEP NUKIZER (2010)

I COULD have chosen any of the many concept vehicles Jeep has unveiled at the annual Easter Jeep Safari (EJS) in Moab, but this one has always excited me. Based on a diesel JK Wrangler platform with a custom cargo tub, chopped rag-top and a fabricated front end that pays homage to the Kaiser 715 military truck, the Nukizer was an off-road weapon.

Jeep revived the look at the 2015 EJS with its double-cab Crew Chief concept, which is said to be a tip to the upcoming 2018 Wrangler pick-up.

JEEP HURRICANE (2005)

AS I stood in the crowd at the Chrysler stand at the 2005 Detroit Auto Show, waiting to see the latest from the Jeep brand, I could never have anticipated what I was about to see. The roar of a V8 engine bellowed from behind a curtain before smoke filled the stage and this most radical Jeep-inspired beast launched on to the stage. Then, before the shock of the unveiling could abate, all four wheels of the Hurricane turned inwards and it spun doughnuts on the stage, whipping the smoke up in to a tornado-like whirlwind.

The carbonfibre-bodied Hurricane is powered by not one but two Hemi V8 engines – one in the front and one in the back, driving all four wheels through a crazy split live-axle arrangement. Each of the monster-truck-sized tyres can turn in either direction so that the concept can spin on the spot or crab sideways down the road.

The interior looks like something from Buck Rogers, with its milled metal levers and gauges surrounded by red leather.

I have never seen a vehicle make an entrance as spectacularly as the Jeep Hurricane, and with the general downturn in wild concept vehicles since the global financial crisis I doubt I’ll ever see anything like it again.

THE venerable Range Rover is almost half-a-century old. To pay tribute to the legendary Rangie, Land Rover commissioned this two-minute video to mark the key dates of Range Rover’s evolution.

The video illustrates the design and engineering innovation of the brand across four generations, beginning with the 1969 Range Rover Prototype (Velar). The Velar-badged prototypes (Velar meaning to veil or cover in Italian) included 26 pre-production models.

The launch of the first-gen Range Rover, the two-door Classic, followed in 1970. Notably, the original 1970 Classic was the first SUV to hit the world stage that delivered permanent four-wheel drive. It also featured the trademark clamshell bonnet and split tailgate.

The 1973 Classic established the trademark floating roof design, and in 1981 the four-door body hit the market.

In a first for a 4×4, anti-lock brakes were fitted in 1989. And in 1992 the Rangie became the first SUV to be fitted with electronic traction control and automatic electronic air suspension.

The second-gen Rangie landed in 1994 and with it came an all-new body with the now-familiar rectangular headlamps and a direct-injection diesel engine.

The third-gen Rangie, which introduced the side-vent graphics and monocoque construction, arrived in 2001.

In 2012 the fourth-gen Range Rover became the world’s first all-aluminium SUV. And in 2014 All-Terrain Progress Control was introduced.

The Rangie’s wheelbase was extended by 200mm when the Autobiography Long Wheelbase was launched in 2014. The 2016 SV Autobiography was next and introduced duotone paintwork, enhanced detailing and graphite atlas and polished chrome trim.

Finally, the SVAutobiography Dynamic, launched globally in January 2017, gets a 5.0-litre V8 supercharged donk implanted into the engine bay. The ride height has also been lowered by 8mm.

Don’t forget the performance-based Sport SVR, which can reach 100 clicks in just 4.7 seconds.

“Range Rover has, over time, achieved iconic design status through a progressive evolution of its unique DNA, culminating in a vehicle of peerless distinction,” Gerry McGovern, Land Rover Chief Design Officer, said. “From its sense of evolution and sophisticated sensibilities inherent in its interior design to its understated yet powerful exterior proportions, Range Rover stands alone. There’s simply nothing else like it.”

Since it hit the market 48 years ago, Land Rover has shifted more than 1,700,000 Rangies across the globe.

How can we include a $22,000 Suzuki Jimny in the same road test as a $170,000 Range Rover Sport?

This article was originally published in the February 2015 issue of 4X4 Australia.

Is the luxurious Rangie really worth eight Jimny Sierras? Can Jeep’s latest Cherokee compete with more off-road focused 4x4s and how does a 10-year-old HiLux get a guernsey among the latest and greatest vehicles?

4X4 Australia’s 4X4 Of The Year pits the best 4×4 vehicles of the year not against each other, but against a set of criteria that allows us to evaluate the cheap and cheerful against the rich and refined; the workhorse alongside the weekend warrior and the off-roader against the all-roader.

2014 delivered a small and mixed bag of new and updated 4×4 vehicles; some of which have been around in one form or another for many years, while the Jeep KL Cherokee is the only all-new model release of the year. Most other years we test the pick of the crop of new and updated vehicles, but for 2014 this is it. There was nothing else worth mentioning.

To be included in 4X4OTY a vehicle must be new, like the Jeep, or significantly updated. In the case of the Land Rover and Range Rover the updates include new engines. For the aging HiLux updates amount to a new auto transmission and a five-star safety upgrade. The Jimny received life-saving chassis tech which allows it to be sold in Australia once again.

Facelifts and new model variants like the Prado Altitude – with its underslung spare wheel and reduced fuel capacity that we consider to be a step backwards – don’t make the grade.

The vehicles that do get in to the final test are rated against a set of criteria. Do we need to say that again? The cars are rated against a set of criteria, NOT against each other. It seems some people have trouble understanding this but it’s this method of judging that allows us to rate the different types of cars, such as the Jimny, HiLux and Rangie Sport, alongside each other.

The long established 4X4 Australia criteria is: VALUE FOR MONEY is judged according to a vehicle’s equipment level, safety features and price relative to its direct competitors. Just because a vehicle has a high price doesn’t mean it’s not good value, in the same way a cheap car isn’t always good value.

BREAKING GROUND refers to advancements in technology and design. How a vehicle has raised the bar in its class and taken 4x4s to a higher level. If a vehicle has the latest safety features, worthy engine technology or an advanced driveline, it will score well here.

BUILT TOUGH refers to how strong a vehicle is and how well it will cope with the rigours of tough off-road driving environments. Will it be up to the task or fall apart at the first hurdle?

BUSHABILITY is how well-equipped a vehicle is for off-road travel. Suitability of the standard tyres for rough roads, touring range, available accessories, cargo capacity and underbody protection are just some of the factors considered here. Is this a vehicle you would chose to drive around Australia the rough way, or is it best left for the suburbs?

DOING THE JOB is judged according to a vehicle’s design brief. Does a luxury vehicle have all the latest in comfort and convenience features and do they work? How well a ute carries a load, or how comfortably a seven-seater accommodates a family will all come in to play here.

This year’s 4X4OTY test drive took us on a circuit around Victoria designed to take in the mountains, the bush, deserts and dunes.

As always we assembled the most experienced and respected group of 4×4 road testers in the country to put the vehicles to the sword, including former 4X4 Australia editors Fraser Stronach, Ron Moon, and Dean Mellor, current editor Matt Raudonikis, long time four-wheel driver Norm Needham and former 4×4 tour guide now photographer Stuart Grant.

Snapper Ellen Dewer worked harder than the Energiser bunny, braving lightning storms, wind, rain, mud and dust to capture all the action on her Canon cameras, while Macca and Doc from Red Desert Catering kept us watered and fed in camp each day.

Read on to see where we went and what we learnt.

TESTING TRACKS

Our group, on board the six finalists for 4X4OTY, met just south of Wangaratta in north-east Victoria.

Here, we fuelled up and headed south on the freeway before striking west on a series of back roads. These back roads varied from A-class bitumen to second-rate blacktop and had the vehicles rocking and rolling to their own peculiar beat.

We found our first dirt road as we headed into the hills towards Mount Cole State Forest and the adjoining Mount Buangor State Park.

We pulled over every hour or so to swap vehicles; moving from the smooth luxury of the Range Rover to the more basic ride and decor of the Suzuki Jimny… and everything in between.

Higher in the mountains the tracks were dry from a lack of recent rain, and we soon slipped down a few narrower and steeper trails heading west to our overnight camp at Mugwamp Hut.

The following morning we were looking for something a little more challenging, so we headed north taking Hellhole Track and Switchback Track, amongst others. However, we eventually hit a hurdle and were turned around by active logging coups where they were using heavy machinery.

That happened twice, so we gave up and headed further west across more back roads to the Grampians National Park. We didn’t stop in Halls Gap but pushed on and crossed the Serra Range on the dirt of the Serra Road before taking the Goat Track up and across Victoria Range.

This rocky route was in pretty good condition, and while it was a great drive (one of the best in the Grampians where you’ll get away from the Commodores) it didn’t really stretch the four-wheel drive capabilities of any of the vehicles.

After leaving Goat Track we were soon on unmarked tracks through the remnants of the Billywing Pine Plantation. The open country attracted a host of wildlife including mobs of kangaroos, emus and even a couple of red deer. That night’s camp was on the southern edge of the Rocklands Reservoir.

The next day we headed into Little Desert National Park. The soft sand trapped a few of us as we bounced along Mallee Track, McDonald Highway and Sister Hills Track, to name a few. The whoopty-doos also got pretty aggressive at times and some of the vehicles started to feel it.

While the day had started off warm, by mid-afternoon dark clouds had gathered and dumped rain on us, firming the sand and making the clay sections run with water and thus very slippery.

The dunes of Discovery Bay were the next port of call. So, after joining the Portland Dune Buggy Club (a prerequisite to driving in this large and fantastic sand dune area), we gave the vehicles a great workout in the steep dunes and soft sand. Still, we hadn’t really stretched the suspension travel, or the articulation, on any of the vehicles.

The last day of testing saw us beeline to the steep-sided gorge of the Werribee River, where the excellent 4WD facilities of the Melbourne 4X4 Training & Proving Ground resides. It didn’t take long to sort the contenders from the wannabes.

Our little circuit of western Victoria clocked up nearly 2000km on a variety of roads, tracks and soft sand. This made some vehicles shine, and others lose their lustre, which was the whole idea of the six days!

MEET THE CONTENDERS

JEEP CHEROKEE DIESEL LIMITED Jeep’s new and very different Cherokee is offered in a five-model range, but only one is a diesel.

LAND ROVER DISCOVERY SCV6 No longer can you buy a Discovery with a petrol V8. In its place is a supercharged petrol V6.

TOYOTA HILUX SR5 DUAL CAB It may be in the twilight of its career but this seventh-generation HiLux has one last shot at the 4X4OTY crown.

SUZUKI JIMNY SIERRA Thanks to some significant re-engineering Suzuki’s diminutive Jimny Sierra has been given a second lease on life.

RANGER ROVER SPORT SDV8 The Range Rover Sport keeps getting better thanks to the addition of a bi-turbo V8 diesel.

JEEP CHEROKEE TRAILHAWK Unlike the other models in the new Jeep Cherokee range, the Trailhawk has real off-road aspirations.

AND THE WINNER IS……

RANGE ROVER SPORT SDV8

It was a close call, but the Range Rover Sport SDV8 took out the title for 4X4OTY!

This was a cliffhanger right down to the last vote. Votes dribbled in one at a time as the judges made their way home after the six-day, 1500km test and got down to the serious business of scoring the finalists against the criteria upon which the award is based.

All the vehicles were scored out of ten for each of the five criteria by the six judges. The judges’ scores were then tallied in a secret ballot. When it is close, each judge’s score can be critical, as it certainly was this year.

As the scores were tallied, two judges had the Discovery and two judges had the RR Sport in first place. And those that voted for the RR Sport placed the Discovery second, and vice versa. The final two judges’ scores would be critical; one judge had the Jimny and one the Trailhawk in the lead. What this meant was that the voting was a bit like a close government election where the ‘preferences’ would carry the day.

In the end it was the Range Rover Sport that just pipped the Discovery by a single point in what was one of the closest results in many years.

Both the Jimny and the HiLux did surprisingly well. The Jimny on the grounds of value and the fact that it always performed above and beyond expectation, and the HiLux because it’s just so practical and functional.

Both Jeeps unfortunately couldn’t hide their passenger-car background. One can only wonder what would’ve been the result if a diesel Trailhawk was available. It could be well have been the winner.

As much as the Discovery impressed on every level, the fact remains that the cheaper TDV6 diesel option is still the best engine in the Discovery range in terms of value and functionality. The supercharged petrol V6 may be a superb engine but it would be hard to pick it over the TDV6 or even the SDV6 unless you were a dedicated petrol fan.

Conversely, the SDV8 in the RR Sport is the best engine in the range, even if the supercharged petrol V8 is more powerful. You just can’t go past the SDV8’s intoxicating mix of performance, economy and refinement.

Combine that engine with a chassis that offers a broader spectrum of performance – from sports cars to serious 4x4s – than any other vehicle of the planet, and you have a more than worthy winner.

FINAL SCORES (/300)

Range Rover Sport SDV8 208 Land Rover Discovery SCV6 207 Toyota Hilux D4-D dual/cab 201 Suzuki Jimny Sierra 197 Jeep Cherokee Trailhawk 195 Jeep Cherokee Diesel 160

JAGUAR Land Rover has issued recalls for 497 2017 Discovery Sports and 300 2016/2017 Range Rover Evoques.

The affected vehicles are those running the 2.0-litre diesel engine mated to an automatic transmission. Specific vehicles are those that fall within the following VIN ranges: Discovery Sport SALC2AN9HH633943 to SALCA2BN2HH653045; and Range Rover Evoque SALVA2BN2HH168185 to SALVA5BN3HH188706.

The production dates of affected vehicles are from July 4 to October 10, 2016.

So, what exactly is the problem?

The recall report explains that “the engine harness may have been routed incorrectly and as a result could contact the water charge air cooler bracket. Vibration of the engine may cause chafing that results in the outer sheath of the cable wearing through, exposing the wires of the engine harness.”

This could result in electrical arcing and short circuiting, which may cause the loss of the electric steering system, an engine cut-out without warning, the melting of engine parts, or even an underbonnet fire.

Owners of affected vehicles will be contacted via a letter in the mail, where they’ll be instructed to take their car to an authorised Land Rover dealership for inspection of the engine harness and water charge cooler bracket. Repositioning of parts or reparation will take place if needed.

Meanwhile, it has been recommended that owners of affected rigs keep their vehicles parked outside and away from other vehicles and properties.

The recall number is Q645.