Price and specifications

WHAT’S THE DEAL?

The GLA is the most affordable Mercedes-Benz SUV on the market, with prices starting at $48,300 (plus on-road and dealer costs) for the diesel-powered GLA200 CDI. Like the A-Class hatchback it’s based on (the two share mechanicals but have unique bodies) there’s decent equipment for the money. Think reversing camera, parking sensors, electric tailgate, satellite-navigation, cruise control, a self-parking system and alloy wheels. The stuff that looks like leather on the seats is only the fake stuff, but it’s convincing enough. It also includes nine airbags and Benz’s Pre-Safe crash preparation system.

But it’s not till you get to this petrol-powered GLA250 model that you get a four-wheel drive system. The price jumps considerably, to $58,600, but it also smart key entry, electric front seats, a sunroof, active headlights and an off-road package.

PRACTICALITY

It’s a small car and it doesn’t take long in the cabin of the GLA to realise that, mainly in the back seat. Head room is only just OK and trying to squeeze three across the rear would be an effort. Legroom, too, is tight if those in the front have their seats in a more generous position.

Up front there are no qualms, though, and the GLA is a comfortable machine, with good adjustability to the driving position and a stance on the road more akin to a regular passenger car.

There’s the usual array of Mercedes functionality, which generally translates to easy usability and clear, logical display. But the cruise control stalk is, frustratingly, hidden behind the steering wheel.

ON THE ROAD

Being compact the GLA easily deals with city challenges, be they tight parking turns or crowded streets. It feels at home in the cut and thrust of traffic while also delivering an alacrity few off-roaders get close to.

There’s also reasonable compliance to the suspension, which makes for a decent ride. Throw in good body control and the GLA is a snip to live with, either around town or on a challenging country road.

The 2.0-litre turbocharged four-cylinder is a responsive unit, with a full 350Nm on tap from just 1200rpm.

The engine also loves a rev and generally works well with the seven-speed auto, relying on the torque where it makes sense. Rev it out and the 155kW of power is easily accessed through what is a willing engine.

While it’s fuel efficient – claimed consumption is 7.0 litres per 100km and we found it used low double digits – keep in mind it requires premium unleaded.

OFF-ROAD

There’s only 157mm of ground clearance to play with in the GLA, something that instantly limits its ability. That said it’ll crawl over some jutted rocks and dirt mounts without complaint.

Wheel articulation is also limited, although the electronics help out to some extent in delivering drive to the wheels in touch with the ground. Feed on the power once traction is lost and it will eventually deliver power to those wheels with traction. There’s also an off-road mode that does a better job on that front.

But its ability outranks its hardware. The 19-inch tyres, in particular, are a weak point. The Goodyear tyres on our car (it can also be had with Continentals) are very much road oriented and are run-flats, so can be driven temporarily after a puncture. But grip is compromised and the tyre generally ruined if you do so.

Plus there’s no spare tyre, so the only option is to buy a replacement, something likely to be challenging out of the main city centres.

VERDICT

The GLA is more about light tracks and some slippery surfaces than tackling Australia’s more remote regions. It’s ultimately limited by its tyres, wheel articulation and ground clearance.

It’s also a compact off-roader that’s best suited to a couple rather than a family, but for suburban duties it does a fine job.

See other 4×4 Australia Road Tests.

FRENCH AUTO MANUFACTURER RENAULT is set to unveil a one-tonne ute concept later this year, to eventually take on the wildly successful Toyota Hilux, Ford Ranger and Nissan Navara.

To be based on partner Nissan’s upcoming D23 Navara, the as-yet unnamed utility will most likely surface in production guise sometime next year, with sales in Australia expected to commence later in 2016 or in 2017.

According to Renault Australia managing director Justin Hocevar, the French brand is extremely keen to see such a vehicle land Downunder, and is preparing for its arrival with a fast growing rural as well as urban dealer network.

“The business case is looking good, with Australia remaining on the agenda for a pick-up truck,” he told us at the Captur light SUV crossover launch in Melbourne.

“Australia, along with South East Asia, Latin America, Southern Europe, Africa and Middle East are all huge potential markets for it… and as a generalist brand, a pick-up truck is something that represents a huge opportunity for Renault.”

Much is still shrouded about what the French-branded truck will look like, though it is understood that Renault’s head of design, Laurens van den Acker, has an acute understanding of the pick-up aesthetic following his long stint working as a stylist in North America.

Leveraging the Renault-Nissan Alliance parts-bin availability, the new pick-up will most likely mirror its rivals in offering a range of two-door single-cab and four-door dual-cab body styles. For the record, the D23 Navara will come to Australia later this year in Single Cab, King Cab (two-door) and Double Cab (four-door) versions, in either rear-drive (4×2) or four-wheel drive (4×4) iterations.

4×4 Australia expects that everything forward of the A-pillars will feature unique Renault styling and panels, meaning from the doors back, the French and Japanese badged vehicles will be virtually identical. However, the Renault interior might also come in for a makeover to keep it looking more on-brand than the Nissan’s cabin can.

Everything else will most likely be shared, including the separate chassis construction, double wishbone front end and, in all probability, the new Navara’s segment-leading coil spring rear suspension, available as an option in lieu of leaf springs on upper-spec versions.

Speculation suggests that the all-new YS23 2.3-litre four-cylinder engine will be part of the French game plan – in the next Navara it comes in either 120kW/403Nm single-turbo or 140kW/450Nm twin-turbo guises.

“The pick-up has the potential to become a core model and represent a good percentage of our sales. It’s a natural fit, and a strong indication of what we’re building for our future,” said Hocevar.

With 8285 Volkswagon Amaroks finding homes in Australia last year, and the Toyota Hi-Lux, Ranger and Mitsubishi Triton coming in fourth, sixth and seventh for overall vehicle sales with 38,126, 26,619 and 24,256 units shifted respectively, there are few stronger segments for Renault to push into.

Price and specifications

Price: $53,990

Engine: 3.2-litre 4-cylinder turbo diesel

Transmission and 4WD system: 5-speed auto with dual range part time 4WD

Braked tow capacity: 3000kg

Spare tyre: Full size

Fuel tank: 88 litres

Fuel use (claimed): 9.0L/100km

Fuel use on test: 11.3L/100km

Approach/departure angles: 36.6 degrees/25.0 degrees

Ground clearance: 225mm

WHAT’S THE DEAL?

This model is a minor update to the MY14 (model year 14) Pajero that was updated in 2013. It also brings a repositioning of the range, the basic shape of which has been on sale since 2006 (keep in mind, too, that the Pajero’s underpinnings are largely unchanged from the previous model that arrived in 1999.

Pricing for the Pajero starts at $50,990 (plus on-road and dealer costs) for the GLX, which comes with a reversing camera, Bluetooth, cruise control and separate air-conditioning controls for those in the rear.

There’s also a healthy dose of bling thanks to chrome highlights, LED daytime running lights and 18-inch wheels (with a full-size spare).

An auto transmission costs another $3000 and for most will be worth the spend.

Those wanting more gear can opt for the mid-grade GLS ($58,990), which adds auto headlights and wipers, reversing sensors, sat-nav, some splashes of fake leather and heated and electric front seats.

The top of the Pajero tree is still the Exceed ($65,990) and it brings leather and a better sound system, among other touches.

PRACTICALITY

Mitsubishi may have freshened the exterior of this tweaked Pajero (there’s a new grille, front bumper and spare wheel cover, among other elements) but the interior hasn’t had the same love over the years and is starting to feel its age.

There’s a separate trip computer at the top of the dash and it uses old school graphics. Below it is the infotainment touchscreen that does the job but can occasionally be frustrating to navigate. And the main instruments lack the sparkle and simplicity of newer models, albeit with decent functionality.

Up front, though, the seats are comfortable enough for longer journeys and side steps and well placed grab handles make it easy to get in. There’s space for gear in the twin-level centre console, while cupholders and other binnacles take care of other items.

Those in the rear aren’t as well taken care of, with only seatback pockets. But the vents in the roof feed fresh air to all and there’s a separate controller, too.

The seats can take some practice to flip and fold but offer good headroom for three people in the middle row and a lot less space (mainly headroom) for those in the far rear.

ON THE ROAD

For a capable off-roader the Pajero has decent body control, something appreciated on country roads and higher speeds. While the steering lacks the directness of the new breed of soft-roader SUVs it’s faithful enough and complements the larger body.

Comfort is OK, although despite improvements to refinement and noise levels the Pajero can still be noisy at speed.

Engine noise, in particular, is noticeable from the honest but ageing 3.2-litre four-cylinder turbo diesel. Its meaty 441Nm works well but a five-speed auto is off the pace in an era when most have six or more.

At least the part-time four-wheel-drive system can be shifted on the fly and is able to be driven on bitumen with all four wheels driving. It adds some confidence on slippery surfaces and, even though it’s one of the few systems with a separate gear lever to select 4WD, the mechanism is easy enough to operate.

OFF-ROAD

The Pajero was one of the first of the serious off-road brigade to get independent suspension front and rear. But nothing radical has changed with that architecture, which first appeared in 1999.

That’s no bad thing, although wheel articulation is a sore point for the Pajero. It doesn’t take much to hang a wheel in the air due to the limited suspension travel.

Still, the Pajero is well equipped for many obstacles and it’s helped by its four-wheel-drive system. With locking centre and rear differentials and a proper low range transfer case it does a good job of diverting torque to wheels that are still on terra firma. But in rocks or areas where good wheel articulation is required it can ultimately reach its limits.

At 225mm, though, ground clearance is good and the Pajero protects its underside well.

The 18-inch Dunlop Grandtrek tyres are a familiar piece of kit and provide a decent balance between on- and off-road performance.

One negative is suspension noise, which can boom into the cabin on bumpy gravel roads, something amplified at speed.

VERDICT

Its showing its age but the Pajero represents reasonable value for those looking for a competent and reliable off-roader. It won’t follow a Discovery or Prado across the really rocky stuff, but it brings solid towing credentials, a five-year warranty and competent off-road ability to the seven-seat wagon party.

See other 4×4 Australia Road Tests.

Price and specifications

Price: $35,680

Engine: 1.6-litre four-cylinder turbo diesel, 96kW at 4000rpm, 320Nm at 1750rpm

Transmission and 4WD system: 6-speed manual, on-demand high range 4WD

Braked tow capacity: 2000kg

Spare tyre: Space saver

Fuel tank: 60 litres

Fuel use (claimed): 5.3L/100km

Fuel use on test: 7.4L/100km

Approach/departure angles: 17.2 degrees/24.9 degrees

Ground clearance: 210mm

WHAT’S THE DEAL?

The X-Trail diesel is available in two trim levels, the entry level TS and better equipped TL. Each is also available as a two-wheel-drive or four-wheel-drive.

But there’s a catch – the four-wheel-drive we’ve tested here is only available with a manual gearbox and there are no plans for a manual. It’s a step backwards for the X-Trail diesel, which in its previous guise was available with the auto most Australians want.

Both the TS ($35,680, plus on-road costs for the four-wheel-drive) and TL ($46,580) come with Bluetooth, cruise control, reversing camera, alloy wheels (17-inch on the TS, 18 on the TL) and smart key entry and start.

The TL picks up leather trim, a sunroof, powered tailgate, a bigger touchscreen, LED headlights, fog lights, heated door mirrors, satellite-navigation, digital radio, dual-zone air-conditioning, a surround view virtual overhead camera and a suite of crash avoidance technologies, including lane departure warning and blind spot warning.

PRACTICALITY

The seven-seat option available on the X-Trail for the first time in this generation car unfortunately isn’t available in the four-wheel-drive models. Still there are five spacious seats as well as a good 40-20-40 split-fold system and a sliding rear seat.

Rear air vents also improve ventilation and the X-Trail has loads of storage and power outlets.

The boot also has a good dose of under floor storage with a removable shelf that can be placed higher for added functionality.

Storage is also good, with covered binnacles and power outlets aplenty.

The interior presentation is good without being brilliant, although the detailed trip computer splitting the speedo and tacho is a step above most at this price level.

ON THE ROAD

The X-Trail diesel has gone from having a 2.0-litre turbo to a 1.6 in this current car. So outputs have dropped from 127kW and 360Nm to 96kW and 320Nm. It’s an odd move and one driven by the demand for smaller, more frugal engines in Europe. That also explains the lack of an auto transmission, with Europeans happy to do the shifting themselves.

The engine itself works well enough, albeit with some lag very low in the rev range that can sometimes keep you busy with the gear lever. But once it’s past 1500rpm there’s a useful surge of torque, albeit one that can momentarily feel harsh at full throttle when cruising in top gear.

The diesel is impressively frugal, though, with claimed use of 5.3 litres per 100 kilometres. We found it used 7.4L/100km during a varied mix of on- and off-road, but it’s still pretty good.

It’s helped by the stop-start system that temporarily shuts the engine down when stationary, a system that is relatively quick in refiring the engine once you press the clutch.

OFF-ROAD

X-Trails have typically been a cut above the soft-road opposition but the latest X-Trail takes a step back in some areas. The first black mark is the space saver spare tyre lurking beneath that tricky boot floor.

And the lack of an auto – combined with only a high range four-wheel-drive system – hurts it in slow speed work because you have to either ride the clutch or tackle whatever you’re tackling faster.

The All-Mode four-wheel-drive system includes an Auto mode, whereby it’s effectively front-wheel-drive before quickly bringing the rears into play more depending on how hard you’re accelerating and how slippery the surface is.

There’s also a Lock mode that constantly sends drive to the front and rear for better traction. But that Lock mode doesn’t lock any differentials and it’s east to get opposing wheels wheelspinning in certain conditions.

That said, there’s decent ground clearance and the approach and departure angles (17.2 degrees and 24.9 degrees respectively) are reasonable.

One plus with the 4WD diesel is its tow capacity, which at 2000kg is half a tonne up on other X-Trails; we didn’t try it but the engine would be working hard lugging that weight.

VERDICT

If you’re happy to change gears yourself then the latest X-Trail is a thoughtful, well specified medium SUV that’s also impressively frugal. But it’s less impressive off the bitumen and the smaller diesel engine is adequate rather than great.

Nissan X-Trail

See other 4×4 Australia Road Tests.

LED driving lights have come a long way in recent times so 4×4 Australia Magazine extensively tested some of the best lights available.

Take a look behind the scenes to see what went in to the massive test and how they perform in real world driving conditions.

Price and specifications

Price: $47,030

Engine: 2.2-litre four-cylinder turbo diesel, 129kW at 4500rpm, 420Nm at 2000rpm

Transmission and 4WD system: High range on-demand four-wheel-drive

Braked tow capacity: 1800kg

Spare tyre: Space saver

Fuel tank: 58 litres

Fuel use (claimed): 5.7L/100km

Fuel use on test: 8.0L/100km

Approach/departure angles: 18.6 degrees/24.4 degrees

Ground clearance: 150mm

When it comes to sales darlings they don’t get much bigger than the Mazda CX-5. It’s the best selling SUV in the country, outstripping the likes of the Toyota LandCruiser, Prado and RAV4.

No surprises, then, that there’s a broad model range starting with the CX-5 Maxx (from $27,880 plus on-road and dealer costs; $29,880 for the auto), which comes with a standard reversing camera, cruise control, tyre pressure monitoring system, Bluetooth and six airbags (dual front, front-side and side curtain).

Four-wheel-drive models come exclusively with an automatic transmission and add $3000, while a diesel engine (fitted only with the four-wheel-drive system) adds about $3000. However, the most affordable diesel is the better equipped Maxx Sport, making it a $39,470 proposition.

By the time you get to the Grand Touring diesel ($47,030) tested here (there’s also a flagship Akera above it) there’s satellite-navigation, leather seats, alloy wheels, parking sensors front and rear, auto wipers, smart key entry, nine-speaker Bose sound system and dual zone automatic air-conditioning.

PRACTICALITY

Size isn’t everything and the CX-5 is proof of that. The boot isn’t huge but it’s big enough for most. It also has a clever retractable luggage cover that is attached to the bootlid, so it opens automatically when you raise the tailgate.

Rear seats, too, are adequate rather than excessive, and there are no air vents in the rear, which the kids might miss on hot days.

But the seats themselves are comfortable at both ends and the CX-5 has thoughtful storage areas up front.

Major controls are well laid out, although the optimistic speedo (it reads to 260km/h) and lack of a digital speed display can mean an extra glance to work out how fast you’re travelling.

ON THE ROAD

It’s more can than off-roader underneath and that helps its on-road manners. Few mid-sized SUVs come close to the CX-5’s athleticism and cornering confidence, helped partly by the firm-ish suspension. Steering, too, is nicely weighted, adding to that reassurance.

The diesel engine is a great addition, too. With 129kW and a hefty 420Nm it surges effortlessly, although there’s some associated noise that isn’t particularly endearing.

The six-speed auto is a good match and there’s a stop-start system that cleanly turns the engine off temporarily when stationary.

Claimed fuel use is also impressive, at 5.7 litres per 100km, although expect to use closer to 8.0L/100km in everyday driving.

OFF-ROAD

As with many rivals the CX-5 loses points in the rough stuff. The space saver spare tyre is an early black mark, while the low-slung 150mm of ground clearance (no doubt a help in the good on-road dynamics) means obstacles are more likely to shave the underside in more challenging terrain.

The traction control system also struggled on our basic test, which leaves diagonally opposing wheels hanging in the air. Each kept wheelspinning and progress was temporarily halted.

At least there’s a decent 1800kg tow capacity.

Click here to read the review on the full Mazda CX-5 range

See other 4×4 Australia Road Tests.

The Discovery is pitched as a premium product and comes with an appropriately premium price tag. Entry to the family starts at $69,200 for the base model TDV6 diesel.

The SDV6 SE we tested is the next step up the ladder and gets a more powerful version of the familiar 3.0-litre V6 diesel.

There’s a generous if not exceptional level of equipment that includes seven leather-lined seats, electronic park brake, cruise control, rear parking sensors, Bluetooth, 19-inch alloy wheels and a built-in tow hitch.

Yet at the same time there are elements of penny pinching not expected at this end of the market. A reversing camera – standard on most new SUVs, even sub-$30k ones – adds $1050, while keyless entry (so you can grab the door handle with the key in your pocket) is a hefty $2100.

They’re part of an extensive list of options that can quickly jack the price up. Metallic paint adds $1800, auto lights are $400, a tyre pressure monitoring system $1310 and front parking sensors $900.

The latest MY14 (model year 2014) updates also bring a change of branding; gone is the Discovery 4 nomenclature, with the latest variant reverting simply to Discovery. And the Land Rover badging has gone from the bonnet, replaced by prominent Discovery badging in the same font.

PRACTICALITY

The cabin ambience in the Disco immediately reminds you it’s a cut above rivals with similar off-road prowess (think Toyota’s Prado as its prime mainstream opposition). A low windowline and high seating position help create the sensation you’re towering above most of the traffic.

The spacious, well thought-out body is testament to the core design that first appeared in the Discovery 3 of 2005. The asymmetrically split tailgate is another winner, allowing easy access with coverage from rain and a fold-out camp table. It’s indicative of the simple but clever – and, importantly, usable – design of the Disco.

Even the basic controls and functionality is simple but effective. Large buttons and knobs control major functions, while the colour touchscreen is logical to navigate.

The seats, too, are comfortable and supportive, with those in the middle row equally taken care of; the third row is less accommodating but works fine as an occasional seat for the little ones.

ON THE ROAD

It’s far from agile – that’s difficult in a car that tips the scales at almost 2.6 tonnes – but there’s a relaxed nature to the Discovery’s on-road manners that complements its demeanour.

Steering is well weighted and direct enough, even if the suspension sometimes take a second or two to catch up. It’s quiet and impressively refined and makes light work of suburban lumps and thumps.

The V6 engine is a ripper, loaded with torque down low, something that swells into a 600Nm peak at just 2000rpm. Smooth and quiet, the diesel ably shifts the bulk of the Disco, all the while being relatively efficient; claimed fuel use is 8.8 litres per 100km and we managed about 11L/100km in a mix of suburban, freeway and off-road motoring.

The eight-speed auto is also a gem, only occasionally displaying some laziness when called on to downshift quickly at low speeds.

OFF-ROAD

Most owners won’t get close to experiencing the immense capability of a Discovery; no doubt they’re content knowing it can go further than most.

It starts with the towering ground clearance once the standard air suspension system is raised to its off-road height (raising clearance to 209mm). Throw in excellent wheel articulation and it ensures the wheels have a good chance of being in contact with Mother Nature.

But it’s the traction management systems that help distinguish the Discovery. The Terrain Response that was pioneered by the brand tailors traction control, throttle sensitivity and other parameters to a range of conditions, including snow, sand, rocks and mud. That traction control does a great job of diverting power to wheels with traction.

Then there’s the standard locking centre differential. Controlled electronically, it opens in regular driving and when the terrain isn’t too challenging, but it’ll lock almost instantaneously once it’s required.

It brings all the benefits of a locking differential but without the negatives, such as binding drivelines and wider turning radii.

Even better – you don’t feel it happening. It just gets on with business and keeps things moving.

Or, at least, it tries to. We managed to get bogged being silly and trying out the new wade sensing feature. With sensors pointing down from the exterior mirrors it can measure the depth of water, calculate how much deeper you can go before reaching the 700mm maximum wading depth and display it on the central screen with a funky graphic.

It’s all very gimmicky and is more of a trick to show your mates rather than a genuinely useful feature. And, as we discovered, it’s easy to get stuck trying to find water (or mud, as the case was) deep enough to really test it out.

The biggest issue with the Discovery’s off-road ability is its tyres. The smallest 19-inch size (forget the optional 20s) is too large for more remote and challenging areas and the rubber is better suited to the developed roads.

VERDICT

The Discovery is still a class act and a model of off-road ability. It’s also fantastic as a family wagon and throws in more than a degree of luxury. But it’s not cheap, and there are some key features missing that should be standard for the money.

Land Rover Discover range

* To get a digital copy – simply download a version here.

See other 4×4 Australia Road Tests.

The 2014 Drive 4 Life Simpson Desert Tour, supported by ARB, IGA Supermarkets, Cooper Tires, Hema Maps and 4X4 Australia, raised nearly $60,000 for the Northcott Foundation. 54 participant 4×4 vehicles traversed the Simpson’s dunes during a five-day cross-desert trek in late September.

To read more, grab a copy of 4X4 Australia’s December 2014 issue.

THE roads in Outback Queensland lead to some of the most scenic views in Australia. From rainforests to deserts, this spectacular part of Australia offers unique environments many tourists have probably never encountered. While this is all part of the outback’s appeal, it also comes with many hazards.

An increase in heavy vehicles, four-wheel drives and recreational rigs using the roads has created a new set of challenges for the Queensland Police Service (QPS). As a result of an increase in accidents, caused by inexperienced drivers, the QPS has introduced the award-winning road safety campaign: ‘Stay On Track Outback’ – an awareness program to educate tourists on driving in different conditions, dealing with wildlife crossings and road trains and the risks associated with driving at night, including fatigue. Ultimately, the aim of the initiative is to keep people safe on the roads.

‘Stay On Track Outback’ was launched during the 2012-13 tourist season in partnership with Santos, Murweh Shire Council, the Department of Transport and Main Roads, the Department of Employment, Economic Development and Innovation (DEEDI) and the Charters Towers branch of the Queensland Country Women’s Association (QCWA). The campaign is supported by the Minister for Police, Fire and Emergency Services Jack Dempsey and Assistant Commissioner of the Southern Region Tony Wright.

Isuzu UTE Australia partnered with the campaign by donating a new 4×4 Isuzu D-MAX crew cab ute, fitted out as a fully-operational police vehicle. “A large proportion of our customers purchase their D-MAX or MU-X specifically for outback touring, so we felt an immediate synergy with this program,” David Harding, IUA’s Assistant General Manager of Marketing and PR, said.

To raise awareness of the program and to educate tourists and road users of the risks involved in outback travel, Jayco Motor Homes have jumped on board alongside (or, more accurately, behind) Isuzu to play a vital role. “In partnership with Santos, Jayco Motor Homes and Isuzu UTE Australia, a Jayco motor home and Isuzu D-MAX ute, decorated with ‘Stay On Track Outback’ graphics, are travelling across western Queensland to support the Imparja television ads in the education phase of the project,” QPS said in a statement.

“[QPS] remains committed to reducing trauma and death on Queensland roads. We utilise a suite of measures, including enforcement action, high visibility patrols and operations, and a range of education and community engagement strategies, to help reduce serious and fatal traffic crashes.”

The ‘Stay On Track Outback’ campaign won the Queensland Road Safety State Government Award in 2013.

If you are interested in learning more on this fantastic program that aims at saving lives, you can find more information at www.stayontrackoutback.qld.gov.au

Known in its formative years as the Wynns Safari, the Australasian Safari has now spanned three decades and cemented itself as Australia’s most arduous offroad event; the Dakar Down Under if you like.

Event History

There’s nothing else that is as gruelling and tough on both man and machine, and it’s an event on the to-do list of many offroad drivers and riders.

The Safari has attracted some of the biggest names in Australian and International motorsport over the years, including leading touring car drivers and factory-backed Dakar competitors from Europe and Japan.

The late, great Peter Brock was quoted in Bob Carpenter and Peter Whitaker’s book, Safari – the story of Australia’s greatest offroad motoring adventure, as saying the event was a unique test of patience, mechanical sympathy and the art of improvisation.

“The Safari provides some of the most demanding, challenging and exhilarating driving that exists and the endurance aspects have to be experienced to be believed,” Brock said.

Jeep’s 2014 Entrant

Entering a showroom standard 4×4 vehicle, driven by a magazine editor with no competitive racing experience, in such a challenging event might seem like a frivolous concept. Yet that’s just what Jeep Australia proposed when they asked us to join them on the 2014 Safari in Western Australia.

Jeep’s plan was to enter two of its new Rubicon X models of the JK Wrangler Unlimited in the Safari; one driven by your 4X4 Australia editor and the other by Matt Brogan from Carsales.com.au. The cars would be bog stock right down to tyres and shock absorbers, with only the compulsory safety equipment fitted.

The Vehicle

RUBICON X

While the Rubicon might be the most capable offroad model in the Wrangler range, its swag of offroad goodies probably weren’t what’s needed for a cross-country race like the Australasian Safari. The extra low gearing in both the transfer case and axles made low range redundant in these conditions, and likewise the front sway bar disconnect and front and rear locking diffs are more suited to low speed crawling than faster terrain challenges. The Dana 44 axle under the front of the Rubicon was appreciated, however, as the Dana 30 is not as strong and may not have coped so well in the harsh conditions.

Jeep Australia wanted to keep the Rubicon X vehicles bone stock for this torture test, right down to standard shocks and tyres. We were impressed by the performance of the Goodyear Wrangler tyres even though they looked pretty well abused by the end of the week. Our car only had two slow leaks from pinholes probably caused by spinifex spikes, while the other Jeep did suffer some tyre sidewall damage.

The standard shocks didn’t fare so well and were pretty much junk halfway through each stage. You wouldn’t expect any OE shock to put up with this treatment and that’s why the competition vehicles have thousands of dollars spent on each corner of their suspension. The only additions for the race were safety related: Sparco race buckets replaced the heated leather seats exclusive to the Rubicon X; five point harnesses held both driver and co-driver in the seats; while a custom made cargo barrier, incorporating a bar to secure the harnesses, was fitted where the rear seat would normally reside. The factory roll cage was deemed sufficient for the Safari Challenge class. Other additions included fire extinguishers, driver to co-driver intercom, Terra Trip and Rally Safe units and an UHF radio.

The limited edition Wrangler Rubicon X is available now for $52,000 with a V6 petrol and auto transmission the only powertrain offerings.

*See the full story and results in the January 2015 edition of 4×4 Australia Magazine.

See other 4×4 Australia road tests and first drives

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