DEEMED to be the most-capable compact SUV ever, the new Compass sports a class-beating 4×4 system, 17 fuel-efficient powertrain options and authentic Jeep design.
The new Compass will be available in different variant configurations: Sport, Latitude, Limited and Trailhawk.
For the 4×4 enthusiast Jeep has delivered its trail-rated-capable Compass Trailhawk model. It features a Selec-Terrain Rock mode with a low-drive crawl ratio of 20:1, an increase in ride height (almost one inch) with 30-degree approach and 24-degree departure angles, and a towing capability of 2000lb (900kg).
The Compass Trailhawk model receives underbody skid plates, 17-inch off-road tyres, signature Jeep red front bumper with recovery points and rear tow hooks, hill-descent control and up to 480mm of water-wading depth.
Focusing on the small-wide architecture, the Compass will sit between the Renegade and Cherokee in Jeep’s line-up, and it has been designed to offer open-air freedom with an upscale interior. Inside the driver’s cockpit features a seven-inch LED display, Uconnect colour touchscreen infotainment system and Selec-Terrain controls. Throughout the cabin there are clever storage solutions hidden, and each model comes with 438 litres of cargo capacity.
As revealed on September 5, different engine models will be available for the Compass. In North America the fuel-efficient 2.4-litre TigerShark Litre will power the Compass, but we are still in the dark on which will be available in Australia.
FCA have stated that safety and security were paramount when developing the all-new Jeep Compass, with 70 new features available to keep consumers confident while driving.
It will be interesting to see how the Compass fares on the Australian market, and we are still waiting on Australian specs and pricing to be released; although a late 2017 launch is expected.
WHEN the axe fell on the GU Patrol the news took its toll on 4×4 tourers worldwide (us included).
It seems the aftermarket industry isn’t slowing down though when it comes to these heavy duty off-road legends. To pay our respects to the GU we’ve listed our top 5 custom Patrols.
GLOBATROL NISSAN GU PATROL CAMPER
IT MAY not be the toughest or the meanest looking machine on the road, but when it comes to a creative tourer this Patrol takes the cake. Nicknamed Globatrol, Justin Lewis bought the Patrol back in 2010 and kept vehicle modifications to a minimum: mild turbo upgrade; King Springs coil spring upgrade; Cooper ST Maxx tyres; Redarc dual-battery system; Narva HID extreme driving lights and lightbar; and a 9000lb Warn winch.
The majority of upgrades were to the custom-built camper body on the tray. The shell is manufactured from aluminium with a mixture of composite materials, while support rails are bolted directly to the tray. It’s a sight to be seen that includes central heating, shower, porta loo, cooktop and bedding, and it allows Justin and his wife to travel wherever they want.
NISSAN PATROL WITH TOYOTA ENGINE
MICK Whitehead turned his new, at the time, 2001 Patrol into an off-road-capable Toyota-Nissan hybrid. For 10 years Mick peddled away improving his GU, but he always wanted a better tow vehicle and highway performer.
In order to achieve this he decided on a Toyota 1HD-FTE engine, transfer case and gearbox conversion. Other standout features on his awesome rig include Old Man Emu four-inch suspension; Mickey Thompson rims with Cooper STT rubber; ARB barwork with Warn 10,000lb electric winch; Steinbauer engine management chip upgrade with a three-inch custom-bent exhaust system; and a custom-made Top Mount air-to-air intercooler.
NISSAN PATROL GU
EVEN though this is more like a competition-bred 4×4 than standard tourer, we couldn’t look past it. Danish couple Kim and Heidi brought it down under to challenge our tracks, and we fawned over this beast’s 800Nm Cummins 6BT engine, 40-inch Maxxis Trepador tyres and monster-truck-like raise!
What started life of as an early-series Nissan GU Patrol has become an off-road monster built for tackling harsh terrain like Australia’s bush. Other outstanding features include the dual-transfer case set-up; 3.9:1 diff gears from Nitro Gear & Axle; a pair of TJM Pro Lockers; custom-built, high-steer arrangement and a raised and adjustable Panhard; six-inch Dobinsons lift kit; and a custom-built bar. The decked-out interior features a cargo barrier, timber storage drawers and a pair of Waeco fridges.
NISSAN PATROL GETS V8 MILITARY MIGHT
HOW do GU Patrol buyers get over the weak four-cylinder found in the ageing ZD30? Drop in an AM General 6.5-litre Optimizer V8 diesel. That’s what GU patrol owner Adon Nguyen did to his impressive rig. Owner of Pacific Installs, Adon got hooked on 4WDing and decided to build something special, as a result he enlisted the help of Brunswick Diesels to build the Patrol.
Mods include an Optimizer 6500 V8; four-speed GM auto gearbox with lock-up torque converter; 4.8:1 diffs equipped with Eaton Elockers; 35-inch Nitto Grapplers with Sunraysia rims; Fox 4.0 remote canister shock absorbers; ARB bullbar; Runva winch; Baja Designs LED light bar; and a Uneek4x4 rear bar.
RV CREATIONS DUAL-CAB NISSAN GU PATROL
AUSSIES love utes, and that’s why Patrol owner Craig McGuiness decided to turn his 2004 GU wagon into a customised dual-cab. First he replaced the diesel with a 5.7-litre LS1 V8 and mated it to the standard Patrol case. Next came the custom exhaust system with help from the guys at Scott’s Rods and tuned by Forced Performance & Tuning.
Once the Patrol was up and running he decided to chop, lift and stretch the wagon with help from Darren Vassie at Custom RV Creations & Repairs. To finish off this awesome machine Craig added twin Clearview slides for the fridges; a custom drawer system; purpose-built electrical system for remote touring; 150A solar panels; Redarc battery management system; and a custom aluminium long-range tank. Inside is finished off with ply floor, roof panels and marine carpeting.
Today’s popular 4×4 dual-cabs make big claims when it comes to tow ratings and payloads, but are they really up to serious yakka?
We test the Holden Colorado to see how its GCM, GVM and Payload fare against other industry icons.
LOAD TEST The Colorado you see here is the MY17 incarnation, a major mid-generation upgrade that’s been a ‘pull it completely apart and put it back together again’ exercise for Holden.
Since the Colorado arrived in 2012 it has been tweaked here and there, but it’s had nothing like the effort that’s been put into the 2017 model in a bid to close the gap on the class leaders in terms of general running refinement.
The Colorado has four tie-down hooks of a decent size in the tub that accommodated our tie-down straps without a problem. Not much sag at the rear, either – around 60mm – even with the 800kg pallet on board, which is as good as it gets in this company. With a total payload of 970kg (including driver, observer and tow bar), the extra 800kg leaves around 115kg payload in the base-spec Colorado 4×4 dual-cab pick-up, and just shy of 40kg in this top-spec Z71.
The Colorado’s 2.8-litre is notable in this company for having the most torque, a claimed 500Nm max. This is even more than the bigger 3.2-litre five-cylinders in the Ranger and the BT-50. From previous experience we know the 500Nm serves the Colorado well – unladen, at least – as it’s the fastest accelerating of these automatic diesel 4×4 utes.
That 500Nm figure is unchanged for the MY17, but it’s now delivered in a more refined manner and with significantly less noise and vibration. Better driveability as well.
The engine coped easily with the 800kg in the tub, as good as any of our test contenders, although it generally revs harder when climbing than the bigger engines in the Ford and Mazda, largely due to the fact the Colorado’s maximum torque isn’t on tap until 2000rpm. While the Ford and Mazda ultimately deliver 30Nm less, they drop it at 1500rpm and 1750rpm respectively.
Still, the engine is a lot quieter and smoother than before, even when working harder to carry the extra 800kg. Compared to the Ranger, and the Hilux in particular, it still gives a little away in terms of noise refinement, but there’s not much in it any more.
For its part, the gearbox’s new torque converter (part of the MY17 upgrade) has improved the shift quality noticeably, and the Colorado’s is the only gearbox to provide auto backshifts on hill descent without a brake prompt. Smart gear selection, too, on the way up: it doesn’t hold short gears too long or pick up the taller ones too early.
MY17 also brings electric power steering for Colorado and, like the Ford, this means very little steering effort at parking speeds, a bonus with all the weight in the back. Like the Ford, the steering weights up nicely with speed to give good feel, despite the 800kg tub load. General stability with the weight in the tub is fine, and the rear suspension doesn’t feel inclined to bottom out on any of the bumps over the course.
TOW TEST The Colorado comes into the fray with a point to prove and is the newest vehicle here. In the past its lack of refinement let it down but boy, Holden has made a great leap forward!
The 147kW/500Nm 2.8-litre is a little more hushed in the cab, thanks to the new acoustics package, and the whole driveline has been smoothed out with repositioned engine-balance shafts and new engine and transmission mounts.
The Colorado took the weight of our 3500kg trailer quite well. Bury the hoof and the ‘little’ 2.8 performs at a level above what its displacement might suggest. It squatted and hauled really well with all that weight behind. Power delivery was measured and civilised.
But the Colorado’s biggest leap forward is the new centrifugal pendulum torque converter in front of the six-speed auto. The result is the smartest and most intuitive ’box of the bunch. Hauling up hill saw faster, smoother, more decisive changes, and it allowed the tacho needle to hang easily in the 2200rpm torque range under load.
Out the other side of the test, on the descent section, there was no need for any manual intervention, as the tranny downshifted to hold back the weight.
SPECS: HOLDEN COLORADO* Engine 2.8-litre 4-cyl turbo-diesel Max Power/Torque 147kW/500Nm Gearbox six-speed automatic 4X4 System dual-range part-time Kerb Weight 2065kg to 2143kg GVM 3150kg Payload 1007kg to 1085kg Towing capacity 3500kg Towball download 350kg GCM 6000kg Fuel tank capacity 76L ADR fuel claim 8.6L/100km *4×4 dual-cab pick-up automatics only
HOLDEN COLORADO PRICES* LS $45,490 LT $46,490 LTZ $50,990 Z71 $54,990 *4×4 dual-cab pick-up manuals only
Ditch the Akubra for a sombrero and tuck into Mexican tortillas. Bueno!
INGREDIENTS Serves 4-6 Olive oil 1 onion, peeled and chopped 2-3 garlic cloves, crushed (or use the tube or jar variety) 500-750g minced beef 1 tbsp chili powder, more or less to taste (or use minced chili) 1-1½ tsp ground cumin (to taste) 1 med can (450g) baked beans 1 med can (410g) chopped or crushed tomatoes, undrained 1 med can (310g) whole kernel corn, drained 1 small can (110g) green chilies, drained and finely chopped ¼ cup barbecue sauce 4 flour soft tortillas (25cm) 1 cup (about 150g) grated tasty or pizza cheese
DIRECTIONS Preparation time: 15 mins Cooking time: 30-40 mins (mince); 15 mins (stack) • Heat a little oil in a large pan and add the onion and garlic. Sauté until the onion is tender. • Add the mince and a little more oil if needed. Stir over a high heat until the mince is browned, making sure you break it up so there are no lumps. • Add the chili powder (or minced chili) and cumin, then stir until they are combined well. • Cook for a few minutes on med/high heat, while stirring to develop the mixture’s flavour. • Add the beans, tomatoes, corn, chilies and barbecue sauce, then mix well in the pan. • Bring to a boil, give it a good stir and reduce the heat to a simmer. • Cook uncovered for 30-40 minutes, or until the liquid is reduced – this is so the tortilla stack will hold its shape when you cut it. • Coat a deep pan (one that will snugly fit the tortilla) with cooking spray. • Place one tortilla in the bottom of the pan and spread with ¼ of the mince mixture. Then sprinkle the top of the mince with about cup of grated cheese. • Repeat layers three times, using all of the tortillas, mince and cheese. • Cover and cook (on low heat) for around 15 minutes, or until the cheese has melted and tortillas are heated through. • Cut into wedges and serve.
VIV’S HINTS Make it as spicy as you want, or tone the spice down to make it more appealing for the kids. You can cook the mince mixture beforehand and then quickly assemble the meal the next day if you want.
If you’ve cooked the mince the day before then you’ll need to heat it up before making the stack, or cook the assembled dish longer until the mince has heated through. If you have to cook it for a longer length of time, watch you don’t burn the bottom of the stack.
If you can’t be bothered layering the stack, then simply turn the meal into wraps and serve the mince mixture with the toppings all rolled up.
It can be served with shredded ice-burg lettuce, sliced or chopped red onion, tomatoes, cucumber, avocado, jalepenos, lime and sour cream.
For more tasty ideas, Check out these recipes.
FCA Australia has issued a recall for 2016-2017 JK Jeep Wranglers (recall number S76).
The recall report indicates that the front impact sensor wire(s) may become detached during a crash before the impact signal is recorded by the Occupant Restraint Controller (ORC).
The detachment of these wires can lead to the vehicle not experiencing airbag or pretensioner deployment when it is expected.
This defect increases the risk of serious injury or death for front seat passengers, as the airbags or pretensioner could fail to deploy during a crash event.
Earlier this year (June) Jeep also recalled 2007-2019 JK Wranglers because of a dodgy clock spring that was capable of ingesting dust. The accumulation of dust had the ability to compromise the deployment of the driver’s airbag.
Jeep Cherokee and Renegade models were also recalled back in September this year, as a “transaxle wiring harness may have been built with insufficient wire terminal crimp(s), causing an intermittent high electrical resistance in the transaxle wire harness circuit(s)”.
This could cause the Jeeps to lose motive power and thus cause a crash without warning.
If your 2016-2017 JK Wrangler is on the recall list, then expect to be contacted by FCA Australia in the coming days. They’ll notify owners to take their vehicle to a Jeep dealership for free reparation.
CHEVROLET will launch a new top-of-the-range performance variant of its Colorado at the upcoming Los Angeles Auto Show.
The US-based Colorado ZR2 will have a wider track (3.5 inches), new cast-iron control arms and a lifted suspension (two inches) compared to the standard jigger.
Functional rockers (with steel-tube protectors) and front and rear diff locks improve off-road performance, while modified front and rear bumpers will offer greater off-road clearance.
The big ticket item on this build, however, is the Multimatic Dynamic Suspensions Spool Valve (DSSV) damper technology.
Motorsport fans may recognise this tech, as these high-performance dampers are used in championship-winning vehicles, including recent F1 winners.
The 2014 Chevrolet Camaro Z/38 was the first production car to utilise the DSSV dampers, but this is the first adaptation of these dampers into an off-road vehicle.
“From our experience on Z/28, we knew the performance advantages offered by DSSV dampers,” said Mark Dickens, executive director, Performance Variants, Performance Parts and Motorsports Engineering, Chevrolet. “We also know that Multimatic’s motorsport development mentality would allow us to bring a uniquely precise and repeatable custom damper to market even more quickly than a traditional damper system.”
Dickens added: “A traditional, deflected-disc damper only offers two force-velocity curves for tuning,” Dickens said. “The ZR2 dampers offer six tuning curves for the front, four at the rear. For the driver, this translates to greater confidence and control in a wider range of driving experiences.”
The aggressive-looking ZR2 rides on 17×8-inch aluminium wheels wrapped in 31-inch Goodyear Duratrac off-road rubber.
The 2017 Colorado powertrain is carried over to the ZR2, with the US market offered the choice of gas or diesel engines.
It is capable of towing 5000lbs (2270kg) and it has a 1100lbs (500kg) payload.
“You can go rock crawling on Saturday, desert running on Sunday, and comfortably drive to work on Monday. This truck can do it all well,” said Mark Reuss, executive vice president, Global Product Development, Purchasing and Supply Chain.
We’ll have to wait and see if Holden Australia has the audacity to do something similar.
The Los Angeles Auto Show will run from November 18-27, 2016.
Today’s popular 4×4 dual-cabs make big claims when it comes to tow ratings and payloads, but are they really up to serious yakka?
We test the Ford Ranger to see how its GCM, GVM and Payload fare against other industry icons.
LOAD TEST The Ranger comes into the contest on the back of a 2015 mid-generation refresh that brought several significant mechanical changes, all of which made it a better vehicle. What hasn’t changed is that, along with the Mazda BT50, it has the biggest engine, the most cylinders, the longest wheelbase and the highest GVM and GCM.
The Ranger has six decent-sized tie-down hooks in the tub, which made it easy to secure our 800kg pallet. All the others, bar the Mazda, have four tie-down eyes, with some not as accommodating as others for larger strap hooks.
With that load on the Ranger’s rear, ride height dropped 60mm – the equal best result among the seven utes.
Taking into account the weight of driver, observer and towbar (170kg in total), the 970kg payload is just 30kg shy of the top-spec Wildtrak’s max and around 160kg short of the XL, the lightest of the Ranger 4×4 dual cabs.
The Ranger’s engine deals with the 800kg in the tub as well, if not better, than anything else. It was hardly troubled up the hill, not needing to hold on excessively to the lower gears, nor revving too high to get the job done.
The fact that, along with the Mazda, it has the largest capacity engine and the most cylinders gave it a head start. But it also felt stronger than the Mazda, thanks to the 2015 update that incorporated a new low-inertia turbo and changes to the diesel-injection system – each refinement aimed at improving the engine’s low-rpm response. Unfortunately Mazda didn’t instigate these changes (or anything similar) to its otherwise mechanically similar BT-50.
Those same changes also brought a quieter engine, another area where the Ranger generally stands out in this company. The fact that the Ranger doesn’t need to rev as hard as some rivals when load carrying also helps in making it quieter and more relaxed. For its part the six-speed automatic is also unfussed by the extra weight, although on the hill descent is was reluctant to automatically downshift, even with brake prompting, and it required manual intervention via the tip-shift.
The Ranger’s chassis also coped as well, if not better, than any of its rivals on test. As mentioned, there was minimum droop at the rear so the ride attitude wasn’t noticeably nose-up. At no stage over the bumps did the rear suspension feel like it bottomed out.
Notable is the Ranger’s electric power steering, which is part of the 2015 update and, again, something not adopted by Mazda with the BT-50. With the extra weight on board the next-to-no steering effort at parking speeds is a definite bonus.
TOW TEST Almost single-handedly the Ranger ignited the tow-capacity arms race. The current platform lobbed with big tow numbers, big power and big torque, backing up its good looks.
The Ranger feels like a big truck even when empty. This inspires some confidence when it comes to putting a big load on its hitch. Our test trailer dropped the Ranger’s bum, but by no measure was the dip startling.
The 3.2-litre five-cylinder surprised us with a burly note as we idled onto our hill-climb circuit. It was the first time we really heard a hairy-chested burble from the diesel donk.
Planting the foot saw the Ranger really hunker down to haul our 3500kg trailer. As mentioned, the most recent update added a new turbo and plumbed a new injection system into the engine bay. With its 470Nm on tap early, the Ford did an excellent job of getting the power to the ground in good time.
The leaf-spring rear end of the Ranger holds up well without too much shimmy and shake; it feels planted and stable on the road. While I’ll admit I’m not a huge fan of the Ford’s electric power steering in the bush, but it certainly makes the business of holding steady with a heavy trailer a hell of a lot easier.
The six-speed auto needs to be prompted to downshift on the descents, but the extra cubes of the big oiler come in handy for additional engine-braking effect.
SPECS: FORD RANGER* Engine 3.2-litre 5-cyl turbo-diesel Max power/torque 147kW/470Nm Gearbox six-speed automatic 4X4 System dual-range part-time Kerb Weight 2068kg to 2200kg GVM 3200kg Payload 1000kg to 1132kg Towing capacity 3500kg Towball download 350kg GCM 6000kg Fuel tank capacity 80L ADR fuel claim 9.2L/100km *4×4 dual-cab pick-up automatics only
FORD RANGER PRICES* XL $46,790 XL Plus (auto) $52,960 XLS $48,090 XLT $54,390 Wildtrak $57,890 *3.2-litre 4×4 dual-cab pick-up manuals only, unless noted
Ron and Viv Moon’s latest news and info from Australia’s treks and tracks
MILLION DOLLAR FISH (NT) Reckon you’re a decent barramundi fisherman? Then try your skill by registering for season two of the Million Dollar Fish competition. It runs from October until February 28, 2017. Last year, 10 fish were caught and $100,000 was handed out in prize money. For more information and how to enter, check out Million Dollar Fish
CAMERON CORNER NEW YEAR’S EVE PARTY (QLD) Cameron Corner is where the states of Queensland, New South Wales and South Australia meet. The Cameron Corner Store provides licensed accommodation, meals, telephone services, fuel, puncture repairs, minor mechanical repairs and camping. If you’re brave enough to tackle the heat, the folks at Cameron Corner offer warm hospitality (and cold beer) for their New Year’s Eve party. Where else can you celebrate New Year’s Eve in three time zones without moving? For more details, contact Fenn and Cheryl on (08) 8091 3872.
GREAT 4WD TRACKS (TAS) Tasmania has a wide range of attractions, from spectacular and adventurous four-wheel driving on the west coast to the scenic beauty and leisurely beachside activities on the east coast. With its rugged mountains, alpine gardens, temperate rainforests and unique wildlife, Tasmania has plenty to offer. Check out these featured 4WD tracks: Brushy Lagoon, Borradaile Plains, Southport Lagoon, and Balfour-Sandy Cape. Plenty more tracks at 4WD Tasmania
STURT NATIONAL PARK FIRE BANS (NSW) Collecting timber and starting wood fires is banned in the Sturt National Park until at least December 31, 2018. A park-wide fire ban also applies from October 1 to March 31 annually and remains in effect unless otherwise extended or removed. During fire-ban periods all campfire and solid fuel (heat beads, charcoal and briquettes) barbecues and stoves are prohibited. Gas and electric barbecues and cookers are permitted with restrictions. Penalties apply for non-compliance. Find out more at NSW National Parks and Wildlife Service
MOUNTAIN CATTLEMEN’S GET TOGETHER (VIC) The 2017 Get Together will be held on private land on the Buchan River in eastern Victoria from January 13-15. Three days of great entertainment will celebrate the very best cattlemen culture and heritage. Try or watch the hay stacking, dog high-jump, tug of war, the poetry competition or whip-cracking. Watch the famous Cattlemen’s Cup, the Buck Out and the Heritage Parade, and be entertained by great bands. Camping and hot showers 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 free. For more details, visit the Mountain Cattlemens website
GET HIGH IN THE FOREST (WA) The Valley of the Giants Treetop Walk provides a bird’s eye view of some of the tallest timber giants on Earth: WA’s majestic tingle trees. Climbing 40 metres into the forest canopy and meandering through the treetops for 600 metres, the walking trail offers spectacular views over the surrounding densely forested hills. The Tree Top Walk sits within the Walpole-Nornalup National Park and Walpole Wilderness Area, and can be accessed via the Valley of the Giants Road, Denmark. For more information, go to Department of Parks and Wildlife website
Today’s popular 4×4 dual-cabs make big claims when it comes to tow ratings and payloads, but are they really up to serious yakka?
We test the Mazda BT-50 to see how its GCM, GVM and Payload fare against other industry icons.
LOAD TEST The Mazda BT-50 and the Ford Ranger were developed side-by-side; both debuted late in 2011 and they share most of the basics. But where Ford carried out a significant remake of the Ranger in 2015, Mazda tweaked little more than equipment, aside from – like Ford – fixing the awkward shift of the manual ’box when fitted to the 3.2 engine. Apparently Mazda and Ford haven’t been seeing eye-to-eye on a few things and word is that Mazda will look to partner with Isuzu for its next-generation ute. But that’s a few years off yet.
What we have here is the MY16 BT-50. As before and like the Ranger, it has six solid tie-down hooks to help to secure the 800kg pallet. With that load in the tub the rear of the BT dropped around 65mm, a little more droop than the best on test managed but certainly not a significant difference.
Even with the weight of the total payload (driver, observer and tow bar), the BT-50 is left with a handsome 200kg payload to spare on the lightest BT 4×4 dual-cab pick-up, or 100kg of extra capacity on the heavier top-spec GT. Along with the Ranger, the BT-50 has the highest GVM, which is the reason why it has payload to spare beyond most of the others.
With its big 3.2-litre five-cylinder engine at work the Mazda had little trouble hauling the weight of the pallet up our test hill.
Compared to the Ranger, the Mazda’s engine isn’t quite as responsive at low revs – its peak torque comes in a little higher than the Ford’s revamped version – and the engine is also a little gruffer and noisier.
No complaints, however, about the Mazda’s gearbox; although, like most of the others, it seems reluctant to downshift automatically on the descent even when prompted by the driver via brake application.
With the load in the back the BT isn’t too nose-up and feels positive in the steering. It lacks the electric power steering of the Ranger and Colorado – something you really notice at parking speeds – although, the steering weight once you get going is reassuring, as is the BT’s general stability and handing with that 800kg in the tub.
What took us by surprise, however, was its tendency to bottom out on some of the test hill’s bumps – we certainly didn’t expect that.
TOW TEST The BT-50 hasn’t always shared the sales spotlight with its Blue Oval blood brother and, while running changes have been made recently, it’s mechanically pretty close to where it was when first launched.
The engine is a little more raucous under load and the power comes in just a little later than the Ranger. That said, the BT still felt confident with the 3500kg trailer in tow and the five-cylinder powerplant has more than enough grunt to pull a decent load.
The hydraulic power steering retains its decent feel, though it comes across as a little more old-school than the Ford. It also feels a little twitchy in comparison; it’s a big ask to put this kind of weight behind an empty truck at the best of times. Clearly, it was never going to handle like a go-kart.
However, the Mazda’s leaf-spring rear end still feels stable enough, and you don’t get a sense that the load is pushing you on descents.
As with the transmissions in most of the vehicles put to the test, you still have to intervene manually to force a down-shift on a long descent to save the brakes. But, as with the Ford, the bigger cubic displacement of the 3.2-litre helps share the mechanical strain when bleeding off speed.
The verdict: the BT-50 is a worthy contender when it comes to big towing.
SPECS: MAZDA BT-50* Engine: 3.2-litre 5-cyl turbo-diesel Max Power/Torque: 147kW/470Nm Gearbox: six-speed automatic 4X4 System: dual-range part-time Kerb Weight: 2036kg to 2118kg GVM: 3200kg Payload: 1082kg to 1164kg Towing capacity: 3500kg Towball download: 350kg GCM: 6000kg Fuel tank capacity: 80L ADR fuel claim: 9.2L/100km *4×4 dual-cab pick-up automatics only
MAZDA BT-50 PRICES* XT: $44,615 XTR: $49,700 GT: $51,790 *4×4 dual-cab pick-up manuals only
AS A 4x4er it was easy to walk past this Toyota LandCruiser 200 at the recent SEMA Show.
Slammed trucks are just not our thing and we went straight past this to check out the beautifully restored FJ25 that was also on the Toyota stand. It was only after someone mentioned the 200 later on that we went back for another look.
The LandCruiser 200 is slammed for a reason. It was built to take the mantle of the world’s fastest SUV and, with a twin-turbo V8 under its bonnet, it is set to take on the challenge. That’s not the twin-turbo V8 that Australian LandCruiser owners are familiar with. No diesel here! This is the 5.7-litre 3UR-FE as found in the Lexus LX570. And with a pair of monster Garrett turbochargers fitted, that could each suck up and spit out a RAV4, it is claimed to produce up to 2000hp.
“With the Land Speed Cruiser, we are breaking all of the normal conventions of what an SUV should be,” said Steve Appelbaum, Toyota Motor Sales’ national marketing manager. “This vehicle is truly a feat of engineering.”
To be the fastest SUV the Cruiser will have to break 355km/h (220mph in Yank-speak).
We don’t expect to see this LandCruiser out on the Canning Stock Route anytime soon, but we’ll be keeping an eye out to see if the team achieves its high-speed goal. In the meantime you can check out this vid of the car’s build and testing.