Redarc’s Smart Start Battery Management System packages 5 products in the one unit!
With the increasing popularity of off-road camper trailers kitted to the hilt with electrical goodies, the importance of good battery management is critical, particularly for those longer sojourns to the northern extremities where fridges and freezers are working that much harder.
The Redarc Battery Management System (BMS1215) provides a comprehensive battery charging and maintenance solution, with a current shunt and battery monitor to provide accurate battery readings. The unit combines an AC 240v charger, solar MPPT controller, DCDC charge system, battery monitor and vehicle battery isolator. The BMS utilises multi-stage charging to ensure batteries are safely topped to 100% charge, with charging profiles specifically tailored to Gel, AGM, Calcium or Standard Lead Acid batteries. A standard Anderson plug will generally only charge a trailer’s battery to 70% capacity, due to the limitations inherent in alternator charging. In comparison, Redarc’s DCDC charging process allows the batteries to be charged to 100% through boost, absorption and float stages.
Similarly, the solar controller regulates the amount of incoming charge, preventing damage to expensive deep cycle batteries. The system incorporates a Maximum Power Point Tracking (MPPT) algorithm to extract the best possible charge from the solar panels. Under varying environmental conditions, such as cloud, bright sunlight, increased temperature and angle to the sun, a solar panels wattage (power) capabilities change continuously. The MPPT regulator ensures that under all conditions the maximum amount of power available from the panel is delivered to the auxiliary battery.
Portable panels should be plumbed directly to the BMS via an external plug. In order to get the benefit from the MPPT, any existing controller on those portable panels will require a small modification to disable the controller. At least this way you can use the panel on your vehicle with the existing controller or on your camper with the controller override modification. With the MPPT and other Redarc controllers fitted close to the batteries, any cable losses are overcome by the Redarc BMS.
An LCD remote monitor can be fitted anywhere that is easy to access. Scrolling through the screens provides everything you need to know including what the charging power source is (240v, DC12v, solar or none), battery load, the incoming and outgoing charges, battery voltage and the battery temperature. Or simply view the State Of Charge Screen that provides a ‘fuel gauge’ for your battery in terms of a percentage of charge. The display will show how long that ‘fuel’ will last or the time required to ‘top up the tank’ based on the existing load on the battery.
Our own electrical demands have grown in the last few years from a modest 50L fridge in the back of the fourby, to an upright 80L fridge freezer, a couple of laptops, mobile internet gateway, 1000w pure sine wave inverter, additional lights, water pumps, fans and a host of chargers, all in a compact off-road van. The upright fridge freezer chews through the juice in the tropics and will run all day. Two laptops gobble down 3-4 amps per hour each and a host of other peripherals do their bit to draw available power. The Redarc Battery Management System has highlighted the huge draw that many of these appliances command as well as optimising the batteries output through effective charging. Even plumbed to a generator, the Redarc system boosts the standard generator 8 amp output to 15 amps, reducing generator running time.
At around $1600 plus fitting it’s a substantial investment, yet it packages the returns of five separate products, all in the one neat install. Designed and manufactured in Australia for local conditions, it comes with a 2 year warranty and technical phone support for installation queries.
Ron and Viv Moon battle dusty tracks and flood waters to explore the Gascoyne and the Ashburton Rivers of north-western Australia.
Our camp on the bank of the creek is pleasant even if there isn’t a drop of water in it. The mulga and acacia scrub crowds around us but the red soil has a mosaic covering of rich green where new grasses and small bushes were sprouting with new life and vigour. The dawn chorus of a multitude of different bird species greets us as we wake each morning and in the cool of the early hours and in the late afternoon and early evening the bush is alive with birds.
Australian rivers
The creek, a minor tributary of the much greater Ashburton River which it joins some distance to the north, drains a line of rugged rocky ranges just a couple of kilometres away. We’ve spent time exploring the mouth of the wide gorge, the caves that dot the cliff faces high on the peaks above the creek and have wandered deep into the labyrinth of hills looking for more permanent water along the narrowing creek. We’ve found signs of old Aboriginal habitation in one of the bigger caves, and a few small water holes, but it’s obvious that the headwaters of this creek have missed out on the recent rains over the surrounding area.
We’ve been poking along the Gascoyne and the Ashburton Rivers for a while now, having left Carnarvon at the mouth of the Gascoyne a few weeks ago and headed inland away from the coast and the crowds. It’s incredible what a difference just a few dusty dirt kays can make: It thins the throngs of travellers no end.
Gascoyne Junction
We stop at the permanent stretch of water that is Rocky Pool (my first visit since 1978) on the Gascoyne River and then head east on what is the designated tourist route of the Kingsford Smith Mail Run to Gascoyne Junction. This small hamlet is slowly recovering from its inundation by the river back in 2010 with most of the new facilities being built higher than the old town site. It can be hard to believe that the river rose so high when you visit this small outpost in the more normal dry times as the river is quite a distance away. Further east, near Dairy Creek homestead, the route swings north, paralleling the great stream before the river again swings southeast. The road north crosses it at Yinnetharra homestead. This property is fairly well known by gem seekers as the area has produced tourmaline, beryl and aquamarine, and other minerals, from a number of mining areas in the surrounding hills.
Cobra Bangemail Inn
We stopped at the historic Cobra Bangemail Inn which was, and still is to a much lesser degree, in the heart of the surrounding Bangemail Goldfields. Established in 1896 as the Euranna Hotel, it was renamed the Bangemail Inn in 1910 and today it offers accommodation and camping. But I’m not sure for how much longer, going by the comments of the leaseholder. A few modern maps show this whole area has now been taken over by the Western Australia Department of Parks and Wildlife (DPaW) like a number of former pastoral properties through this region. Heaven knows what will become of them as it seems the DPaW lacks the manpower to manage the parks it has already.
The next few days we spend exploring in and around the Mt Augustus National Park with our camp at the pleasant Mt Augustus Tourist Park homestead area, the only place you can camp close to the park.
Francis Gregory
This region of Western Australia was first explored by Francis Gregory in a couple of expeditions during the 1850s. He followed the Gascoyne River (named by George Grey in 1839) down from his meeting point west of present day Landor homestead to the sea. From the coast he headed back inland and followed the Lyon’s River upstream, naming the river, the Kennedy Range and then Mount Augustus before turning south and naming Mount Gould. The latter, about 160km northwest of Meekatharra, is now the site of the renovated Mt Gould lock-up while nearby Mt Gould itself wears the scars of modern day mining.
Milgun homestead
Our much easier and quicker travels take us south too, crossing the Gascoyne once more near Landor homestead before swinging east to parallel the river as we head to Milgun homestead. Travelling along these back roads we rarely see anyone else, pulling up for the night just off the track in absolute peace and quiet. And for the most part, the roads are in pretty good nick with little to disrupt the easy drive.
However, for the next week we are plagued by rain and spend a couple of days waiting for tracks to dry out before visiting the ruins of the old gold town of Peak Hill and its surrounding mines. As we drop off the high ground and head towards yet another crossing of the Gascoyne River, we encounter plenty of water oozing slowly towards the river on its quest to the sea. After tackling one flooded section of 500 metres or so, we happen upon another longer, more intimidating stretch. We turn back, not wanting to become bogged in a long stretch of water or to chew up the road too much. We spend the night camped not far from the abandoned Bryah homestead.
Mulgul homestead
Forced out onto the blacktop, we cross the southern and middle branches of the Gascoyne south of the Kumarina Roadhouse, before taking a good dirt road west towards Mulgul homestead and camping on the edge of the Gascoyne, close to Tibingoona Pool, which surprisingly has little water in it. In fact, there is more water on the surrounding flat plains and in the small creeks than in the river itself and while I’m not sure how that works, we nearly get bogged on a side track while looking for a camp.
Crossing the watershed that divides the Gascoyne and its tributaries from the Ashburton River (somewhere between Mingah Springs HS and Mulgul HS) we head north and find our way to Bamboo Springs, a great little camping spot on the Ethel River, itself a tributary of the mighty Ashburton.
Collier Range National Park
Nearby the Collier Range National Park grabs our attention. There’s very little info available on this national park that sprawls across 240,000ha of semi desert country. The low hills that the park takes its name from forms the catchment of a number of creeks; those on the northern and western sides flowing towards the Ashburton while those that flow from the eastern and southern sides flow into the Gascoyne.
Only a couple of little used tracks access the park, the easiest for travellers to use being the track that leads to Tangadee homestead, which lies north of the park. This track enters the park on its western boundary, crosses the Ethel River and heads across a vast sand plain; burnt bare shortly before our visit. Isolated hills stand proud of the red sand while in the distance a line of low hills marks the Collier Range. There is little wildlife in the burnt areas or the spinifex and mulga covered plains, the most common animal being feral cattle. However we spot a lone dingo trotting up one of the rare creeks.
Ashburton River
Heading north on the main dirt road that first parallels the Ethel River and then the bigger Ashburton River, the route swings further around to the west. Past the Mt Vernon homestead the route begins to wind through some rugged range country and crosses Glen Ross Creek and Gorge Creek before zigging and zagging through a more prominent gorge-like valley, while off to our right, visible on the screen of the Hema but out of sight of our straining eyes, is Glen Ross. Immediately my inquisitive nature was prickled, the name Glen Ross harking back to an early explorer who I enjoy following up.
Later I found that my initial guess had been right. Ernest Giles had come this way in May 1876 as he pushed north to find a route east across the desert to the Overland Telegraph Line at Oodnadatta. A year earlier, he had set out from the historic station of Beltana in the northern Flinders Ranges, crossed the vast Great Victoria Desert, which he had named, and arrived in Perth after one of the greatest desert crossings in Australian history. Not satisfied with his success he headed north from Perth, exploring country missed by earlier explorers before turning east once more. His story is told in his very readable and many times reprinted book, Australia Twice Traversed. The names he sprinkled across the deserts he explored are like sparkling jewels compared to the many other drab names bestowed by other explorers. ‘Glen Ross’ had Giles’ undeniable stamp on it!
Ashburton Downs homestead
From Bamboo Springs we cruise north on a near deserted road to Ashburton Downs homestead only to find the river there to be in flood and flowing across the wide causeway.
Walking the crossing to make sure the concrete is still in one piece, we come across a tangle of wire and star pickets, remains of a fence washed away in the flood. We clear the route but with the sun sinking to the horizon we decide to wait overnight and let the river level drop even more.
In the morning the Ashburton is an easy crossing and with little to slow us we head north, taking to the bitumen for a short while before ducking into the Cane River Conservation Park. Once again there is little info available on this large park of around 186,000ha which straddles the Cane River, south east of Onslow. Rolling stony hills and gravelly sandy plains, both covered in spinifex and dotted with scrub, make up the majority of the park. The property was once part of a much bigger Peedamulla station with Cane River being established in its own right in 1949. The homestead, the ruins of which can be seen today, was built seven years later. After a number of owners, the property was taken over by the DPaW in 1996.
Cane River homestead
Few maps show any roads into this park but an old shire road leaves the Paraburdoo Road about 31km from the Nanutarra Roadhouse and cuts right through the park meeting with the NW Coastal Highway near the junction of the Onslow Road. A few kilometres east of the coastal highway a track (junction at GPS 22°10’32.4”S 115°33’48.8”E), heads north and crosses the Cane River at a wide sandy crossing a few kilometres south of the ruins of the Cane River homestead.
There is a trickle of water between long shallow waterholes in the river bed when we arrive and prop for a couple of nights to explore the area. The recent rain has also triggered an explosion of flowers and we find many carpets of Sturt Desert Pea, surely one of the most spectacular flowers of our semi arid and desert country.
3-Mile Pool
However, rain is often a double-edged sword in these areas. The effects of the recent rain prevent us from heading to Old Onslow and the mouth of the Ashburton, while at the popular camps along the river at 3-Mile Pool, people are unable to move for a couple of weeks, with no one allowed in or out!
Stymied by the flood waters we head south, crossing the Ashburton on the blacktop and turning onto a little used station track to follow the course of the river east. With permission from the land owners we find our way to our isolated creek-side camp and spend a few days exploring the gorge and the caves in the nearby cliffs, but our efforts to follow the river further upstream are in vain. Time and the amount of water washing around the country side have foiled us, but we’ll be back to explore and enjoy this vast area between these two great rivers once more.
The 11,000-hectare Freycinet National Park on the east coast of Tasmania is a tourist’s delight at any time of the year with its orange boulders, white sand and turquoise water.
Freycinet National Park is located on Tasmania’s east coast, 200km north of Hobart and the Bay of Fires, 275km north of Hobart and 185km east of Launceston. The whole state has the air of a quiet country town and matters are less hurried. Despite Tasmania’s reputation for turning its forests into woodchips, large tracts of unspoilt wilderness remain, with some amazing places to visit.
Freycinet National Park information
Weather
The cooler coastal climate provides a welcome respite from the summer heat of the mainland and, while winter storms regularly sweep in off the Tasman Sea, the area has a beauty year-round. If planning to travel in summer, bookings are essential.
Accommodation
Numerous bush camp sites are available in the Freycinet and Bay of Fires areas, many with basic amenities. Coles Bay and St Helens both have powered tent and van sites and a range of holiday rental accommodation options. Be aware the camp sites in the Freycinet National Park are allocated by ballot from 18 December to 10 February and Easter. Bush camping is usually free, but within a National Park entry fees will apply. Daily fees are $12 per person or $24 per vehicle while an annual pass for all parks at $70 is a cost-effective alternative if you are staying for several days or planning to visit other National Parks in Tasmania. Passes are available at any National Park Visitor Centre or by written application. An eight-week holiday pass costing $60 can be purchased online.
Freycinet Lodge
Freycinet Lodge is the place to stay if you’re not on a tight budget. It has four-star accommodation set within the beautiful Freycinet National Park 200km north of Hobart, and rooms will set you back from $250 to $450 a night for a couple, depending on the time of the year.
The Lodge offers luxury cabin accommodation with 60 units nestled discretely in a bush setting. The main building faces Great Oyster Bay and features a restaurant, bistro, bar and lounge areas.
What to bring
If camping, plan to be totally self-reliant as few amenities are available (including drinking water) once away from the major townships. The weather can be very changeable, so a range of clothing from shorts to jumpers and wet-weather gear is advisable. Insect repellent and sunscreen are both recommended.
Food and fuel
There are no fuel outlets beyond Coles Bay in the Freycinet area or St Helens near the Bay of Fires in the north. A full range of food stuffs and other supplies are available from both Coles Bay and St Helens.
Driving conditions
Most roads within Freycinet and the Bay of Fires are bitumen, with only side tracks to camp sites and such being gravel. The Friendly Beach road is also gravel and all roads other than the access track to Bluestone Beach were suitable for two-wheel-drive vehicles.
Freycinet National Park attractions
Freycinet Peninsula and the Bay of Fires areas are among the most popular tourist destinations in Tasmania.
Sleepy Bay
Sleepy Bay is located on the opposite side of the peninsula 2km from the Lodge on the Cape Tourville Road. From the parking bay access to the beach is by way of an easy walk, mostly along a constructed gravel path for about 500 metres and a number of steps down to the water as you approach the beach.
About 200 metres from the car park there is a rocky promontory off to the left that overlooks the bay. It’s not signposted (other than by the boot marks of hundreds of photographers), but venture in and you may recognise the view as one that graces many Tasmanian travel brochures. The boulders and rock ledges that fringe the turquoise green sea are painted with the distinctive orange lichen for which this area and the Bay of Fires are famous.
Wineglass Bay
Wineglass Bay Lookout is a Class 3 walk of 1.5km, and, as the name suggests, it provides stunning views over Wineglass Bay. Those seeking a higher level of adventure and prepared to camp out can explore walks that continue on past the lookout and along the east cost of the peninsula or around its point.
Coles Bay township, 2km from Freycinet Lodge on the opposite side of Great Oyster Bay, is a great place to find a more keenly priced meal than the Lodge restaurant. Make sure you book, though, as many Lodge guests head over for lunch and dinner.
Coles Bay also offers a range of holiday rental accommodation for those planning an extended stay.
Friendly Beaches
Friendly Beaches provides miles of white unspoiled sand with beautiful views of the azure sea beyond. There is a camp site (with toilet) providing basic bush camping in individual campsites cut into the vegetation.
For those wishing to camp at Freycinet, there are 19 powered sites and 27 tent sites located behind Richardsons Beach. All sites have access to potable water and an amenities block with cold showers nearby. There are also seven campsites overlooking Honeymoon Beach that involve a bit of a walk to the amenities. Camp sites are allocated by ballot drawn on 1 August for the period from 18 December to 10 February, plus Easter.
Bay of Fires
You could be excused for thinking the Bay of Fires gets its name from the red lichen-covered rocks along the coast. However, it was named by Captain Tobias Furneaux in 1773 after he noticed numerous aboriginal fires along the coast.
It would be easy to spend several days exploring the Bay of Fires area, which is reached by taking the Binalong Bay Road from St Helens and then following a good bitumen road as far as The Gardens, a small collection of fishing shacks at the northern end of the bay.
The area lives up to its reputation with sparkling blue-green seas and whiter-than-white sandy beaches that wouldn’t look out of place in tropical north Queensland.
Towns such as St Helens and Binalong Bay offer a range of holiday accommodation or, for the self-sufficient, there are many side tracks as you drive north from Binalong Bay that provide access to the beach, camp sites and lookouts.
2011’s Best in class 4x4s as judged by 4X4 Autralia
COMPACT 4X4s These city – and family-friendly fourbies certainly still hold their own in the bush – each has low-range gearing. Clearance can sometimes be a problem, but there are always ways around that. The competitors:Jeep Cherokee, Mitsubishi Challenger, Suzuki Grand Vitara
WINNER: MITSUBISHI CHALLENGER LS “If you want a vehicle that’s economical and capable of handling longer bush trips, the Challenger is a walk-up start, thanks to its off-road credentials, supple ride and diesel engine.” – Allan Whiting. Photo: Mark Watson
SHORT-WHEEL BASE 4X4s Okay, these shorties are still what you’d call compact, but they only have three doors, making them less suitable for families, but a helluva lot of fun for singles and couples! The competitors: Toyota Prado, Suzuki Jimny, Jeep Wrangler, Land Rover Defender. Photo: Brendon Thorne
WINNER: TOYOTA LANDCRUISER PRADO ZR “Tough, sophisticated, comfortable, flexible in its interior design, big in towing capacity and the only fourby here that is off-roader, tourer and town car all in one, it gives you much more than any of its rivals will ever manage.” – Mick Matheson. Photo: Brendon Thorne
MID-SIZE 4X4s Nobody wants to be called a fence-sitter, but the truth is that these fourbies can offer a perfect compromise for families that have that epic off-road jaunt in their sights, but don’t want to renovate the shed. The competitors: Mitsubishi Pajero, Nissan Pathfinder, Toyota Prado. Photo: Mark Watson
WINNER: TOYOTA LANDCRUISER PRADO GX “Toyota’s stingy pricing policy leaves you with less to impress the relos with when you open the Prado’s doors for them, but if you’re like us and value the outback over the inside, you’ll shrug off the lack of lustre and let your trip photos make them envious. That’s where the Prado is the real winner.” – Mick Matheson. Photo: Mark Watson
LARGE 4X4s These bush beasts are perfect for long-distance touring, generally offering a greater payload, better towing capacity, more cargo space and an extra row of seating. The competitors: Land Rover Discovery, Toyota LandCruiser, Nissan Patrol. Photo: Offroad Images
WINNER: LAND ROVER DISCOVERY “The heavyweight champion 4X4 in this trio is the Discovery 4. It provides the best value for money, out-performs and out-handles the others, can tow at least as much, and is extremely off-road capable.” – Allan Whiting. Photo: Offroad Images
Skoda has finally prepared its Octavia Scout with an auto gearbox.
In the two years since its Australian launch the Skoda Octavia Scout hasn’t really lived up to sales expectations for head office, despite initial positive media acclaim.Numbers have been low and the main reason for that has been the lack of an automatic transmission that’s more favoured by Aussie buyers than their Euro counterparts. (And unfortunately lingering negative brand perception Down Under hasn’t helped move Skoda units.)So, in an effort to shift that perception and numbers, Skoda has embarked on a campaign that will see new models arrive (including the AWD Yeti later in the year), expanded the dealer network and, importantly, slotted parent company VW’s six-speed DSG auto into the Scout. It is an option, though; the six-speed manual remains the standard cog-swapper.The auto would be the icing on the cake, if that honour wasn’t taken by the introduction of the Premium model Scout, which is a blatant tilt at main rival: Subaru’s Premium Outback.The DSG (dual clutch, automated manual) auto offers a manual mode for self shifting and drivers can select a sport or economy setting to maximise acceleration or minimise fuel use.The new gearbox remains mated to the 2.0-litre turbo-diesel that puts out 103kW at 4200rpm and 320Nm between 1750 and 2500rpm, which together offer a combined claimed fuel consumption of 6.1L/100km. (We’ve managed 8.6L/100km on a previous outing with the manual.)The AWD system continues with the Haldex electronically-controlled clutch set-up and the Scout’s on-road stability is safely managed with ESP, ABS, EBD and anti-slip regulation (ASR) traction control and a hill-hold function to halt rollback. Inside, passengers are protected by six airbags; front, side and curtain.The drive is a pleasant, quiet affair only marred by the slightly underpowered oiler struggling with steeper inclines and subsequently kicking down, but across the board the auto is smooth.Comfort and convenience levels are high and the standard inclusions are impressive. Dual zone climate-control aircon; Columbus satellite navigation; 30GB hard drive and voice control with eight speakers for the sounds; reverse parking sensors; and heated front seats are the standard highlights, while a step up to the Premium Scout adds polished alloys; electric sliding glass sunroof; privacy glass for all rear windows; electric driver’s seat; and Alcantara leather upholstery.In the wagon wars it’s all about space and the Scout has that in spades. Rear-seat passengers are a tad tight in knee room, though feet aren’t squished, but the cargo area can manage a 660kg payload with more space (seats up) than the Outback and only marginally less with the rear seats folded down.Heading off into the wilds for the weekend warrior, confidence is boosted with 180mm ground clearance and bash plates under engine and gearbox.The Scout definitely has a confident and fairly classy Euro feel and it appealed enough to draw buyers to the showrooms, only to put them off with the manual-only proposition, which was also quite stiff in operation.Now, keenly and squarely in the price ballpark of the Subaru opposition, with premium appointments and that leather-wrapped and chrome T-bar auto lever removing 90 percent of the barrier to purchase, let’s see if Skoda achieves the 100 sales per month target it’s chasing.
20 cars that think they’re 4x4s
Rover Streetwise Rover kicked off the whole modern urban on-roader craze with the decidedly dodgy Streetwise. Launched in 2003, its life was terminated early when MG Rover imploded in 2005. But the Streetwise has since enjoyed a second life in China, badged as the MG 3SW. It’s even had some success in the Chinese Rally Championship!
MG3 Xross We’re not sure exactly how you pronounce it, but the Xross is the car that will finally replace the MG3 SW/Streetwise (it’s due to reach the market in 2012). Based on the all-new MG3, it also has an increased ride height, standard roof bars and plastic body side cladding.
Matra Rancho Forget the Rover Streetwise, the Matra Rancho was the world’s first-ever 4×4 wannabe. This chunkily styled front-wheel-drive estate was way ahead of its time when it debuted in 1977. Trouble was, it was way behind in every other area: poorly built, unreliable and dynamically outdated. Some 56,700 Ranchos were built between 1977 and 1984.
Fiat Palio Adventure If you have no idea what a Fiat Palio is, we don’t blame you. It’s Fiat’s cheapest car, designed for developing markets. It was also voted the worst car on sale in Italy in 2000. But in 1999, it became historic (in a way) when the Adventure version premiered the off-road look in a front-drive car not intended for off-road use – beating the Rover Streetwise. The current-model Adventure is pictured.
Fiat Doblo Adventure This almost unknown Fiat was the first car in the world after the Streetwise to get the false 4×4 look. September 2003 was the date that Fiat launched its Fiat Doblo Adventure in Brazil, featuring bigger bumpers, side mouldings, a spare wheel on the tailgate and a 60mm higher ride height. Despite its looks, it was strictly a 4×2.
Volkswagen Polo Dune Volkswagen launched its first Streetwise-like car with the Polo Fun at the end of 2003. However, it took until 2006 to arrive in the UK, where it was rebadged the Polo Dune. In Germany, it was a marketing sensation, with one out of every 10 Polos sold in 2007 being a Fun. UK buyers never had the same enthusiasm, which explains why the new-generation Polo Cross isn’t sold here.
Citroen C3 XTR After VW, Citroen was the next company to leap on the Streetwise bandwagon. It gave the regular C3 hatchback a host of black plastic cladding (bumpers, grille, wheel arches and sills) and hey presto, it looked like an off-roader. Like most of its ilk, though, mechanically it was totally unaltered. One clever idea was standard roof rails that could also be mounted transversely to carry bikes or skis.
Volkswagen Cross Fox What’s a Cross Fox? Something to keep well away from the chickens – boom boom! But it’s also a version of the Brazilian-built VW Fox sold in Latin America from 2005 (though we never got it in the UK). The main changes were chunkier tyres, raised suspension and a spare wheel mounted on the boot lid, which looked butch but was utterly impractical.
Volkswagen Cross Golf Sounding like a nightmare round with Tiger Woods, VW’s Cross Golf was launched in 2006 across Europe. In the UK it was rebadged as the Golf Plus Dune, which was more accurate, since it was based on the ‘bloated pig’ Golf Plus MPV. It was the usual scenario: a 20mm taller ride height, matt plastic wheel arches, chunky new front and rear bumpers, roof rails and side rubbing strips. On the whole, buyers preferred the Golf-based Tiguan.
Volkswagen Cross Touran Completing the full flush of VW ‘Cross’ models, the Cross Touran arrived in December 2006 throughout Europe – but never in the UK, where buyers really didn’t ‘get’ the Cross idea. This was easily the least appealing of all VW’s Cross models, with half-hearted add-ons that really didn’t add anything to the Touran.
Ford Fiesta Trail Brazilians love the false 4×4 thing. The Ford Fiesta Trail is a good example: chunky bumpers, running boards, stick-on side strips, a big roof rack and even neoprene-lined front seats – yum. Initially launched as an accessory kit in 2005, its popularity (50% of buyers went for the Trail package) quickly saw it become a standalone model built by the factory.
Peugeot 207 SW Outdoor The off-road look arrived on the Peugeot 207 SW in 2007 with the Outdoor. The naff name was basically a stick-on package of grey plastic styling add-ons, increased ride height and unique alloy wheels. Are you feeling bored yet?
Peugeot Partner Escapade Possibly the world’s dullest car ever, the Peugeot Partner got some semblance of interest when, in 2005, the French carmaker launched the Escapade version. It claimed it offered ‘rugged styling’ but buyers weren’t impressed and the Escapade escaped the market in 2008. Fiat Idea Adventure Was the 2006 Idea Adventure the world’s first-ever mini-MPV crossover? Frankly, who cares? Revised suspension, chunky Pirelli tyres on unique alloys and an obligatory body kit do not a great car make. Another ‘sensational’ first came in 2008, when it became the world’s first front-wheel-drive car ever to get a locking differential (in the intriguingly badged Idea Adventure Locker).
Ford Ka Trail If you don’t recognise this Ford Ka, it’s little surprise: this is the Brazilian Ka, based on the platform of the old Ka, and which shares nothing in common at all with the European one. The Ka Trail has the usual addenda: roof rack, bumper appliques, running boards, rubbing strips and extended wheel arches.
Chery Riich X1 When it was first seen in 2009, the oddly named Chery Riich X1 was described as the first domestic mini-SUV made in China. It was definitely ‘mini’ but despite appearances, it certainly wasn’t an SUV, with a weedy 1.3-litre engine driving the front wheels only.
Great Wall Florid Cross Don’t you just love Chinese names? What rich fantasies of angry wall-flowers this creates in the mind. But in reality the Florid Cross is a rather dull bodykitted hatchback that resembles the Toyota-designed Scion xA rather too closely for comfort. That plastic front bumper guard looks as if it wouldn’t protect against stray flies, let alone rocks in the road.
Geely GX2 Geely may well be the first Chinese brand to land in the UK when it arrives in late 2012. Will UK buyers be offered the GX2, we wonder? Probably not. It’s one of the world’s smallest crossover-style cars, about the size of a Toyota Yaris. Based on the Geely Panda, it’s powered by 1.3- or 1.5-litre engines.
Dongfeng H30 Cross Any guesses what platform lies underneath this rather anonymous Chinese crossover? We can’t quite believe it ourselves, but it’s the Citroen ZX. That’s right, a car that first saw the light of day way back in 1991, and has been going strong in China since 2002, made by Dongfeng. Funny old world.
Ford EcoSport The Ford Fusion has to go down in history as one of the blue oval’s greatest disappointments: it was bland, tinny and unpleasant to drive. Despite this, the Brazilians really took to the Fusion and, in 2005, made something better out of it: the faux-4×4 EcoSport, which is now in its third generation.
Our guide to the best off-road cars, SUVs and 4x4s.
Budget buy: Skoda Yeti Skoda enters the SUV-crossover fray with the roomy, likeable Yeti. We like: interior quality, punchy diesel, wide choice of versions. We don’t like: high sills at boot and doors, engine noise, pricing is optimistic.
Affordable buy: Range Rover Evoque The Range Rover Evoque is almost as good in action as it is to look at. A genuine groundbreaker that deserves the iconic status it may soon command. We like: promise of incredible looks is realised on the road, interior finish, practicality, cohesiveness. We don’t like: steering and auto gearbox so-so compared to the rest of it, quickly becomes expensive.
Premium buy: BMW X5 BMW has been hard at work making the BMW X5 drive better than ever. Its body stylists have had a much easier time: will this mean its impressive new driving talents will pass unnoticed? We like: excellent performance, fuel economy, improved steering, agile handling. We don’t like: familiar looks may not turn heads, interior lacks sparkle of rivals.
Used: Suzuki Jimny Jimny is an able on- and off-road performer with strong residual values: 66% after three years. We like: sturdy build quality, useful 4×4, good economy given the drivetrain, nippy in town, compact dimensions, good all-round visibility, snappy design. We don’t like: overblown stories of scary handling when driven beyond its limits (don’t drive like an idiot, then), high resale prices and low numbers of private sellers.
Used: Mitsubishi Outlander Comfortable family 4×4 that is capable off road and quiet and civilised on. Sharp exterior marks a discerning choice: vets seem to like them. We like: recent facelift, respectable 4×4 motorway economy with sensible 165 g/km emissions for a surprisingly affordable price. We don’t like: sporty ride may be too much for some, cramped third row of seats, entry-level models short on spec.
Used: Range Rover TDV8 Range Rover has always had the chassis for a decent turbodiesel engine. In 2007, it finally got one: 3.6 litres of twin-turbo zeitgeist, with 200kW and 640Nm of torque. We like: owners report 6.5l/100km over thousands of reliable kms: great all-round average for this whacking great dollop of bi-turbo oil burner. The best brand in 4x4dom: Landcruisers lust after that luscious badge. We don’t like: not yet old enough to fit journalists’ meagre car buying budgets, no seven seat version.
Ford has finally come good with its promise of a diesel-powered Territory, but is it too little, too late? We test it against Kia’s excellent Sorento to find out.
It’s been a long time coming, but the diesel Territory is finally here. In fact, it’s taken Ford seven years from when the Territory first appeared in 2004 to introduce the diesel variant. But, sadly, it comes at a time when the future of both the Falcon and the Territory is unclear, given Ford’s global move to reduce the number of vehicle platforms it produces.
Our test vehicle is the premium Titanium-spec all-wheel drive diesel Territory – not that the spec level is all that important here; it’s the mechanical package that’s of interest. And we chose the Kia Sorento as a worthy opponent to Ford’s newcomer. Why a Sorento? We reckon it’s the current pick of the crop in the mid-to-large diesel softroader market. Like the Territory, the Sorento has a six-speed automatic gearbox, seats up to seven and is built on a monocoque platform with independent suspension at both ends.
Four or six?
The Ford’s diesel engine may be new for the Territory, but it’s not new globally – it was used in the Land Rover’s Discovery 3 and serves in the base-model D4. It saw service in the Range Rover Sport for some time, all thanks to Ford’s ownership of Land Rover from 2000 to 2008. The engine, developed jointly by Ford and Peugeot, is a 2.7-litre V6 turbo-diesel that makes a claimed 140kW at 4000rpm and 440Nm at 1900rpm. The gearbox, a six-speed automatic ZF unit, might be more familiar, because it’s been used not just in the Land Rovers listed, but in the Territory (and the Falcon), and in BMW’s X5 from 2004 to 2010.
The Kia’s powertrain is much newer and only saw the light of day in 2009. It combines a 2.2-litre four-cylinder turbo-diesel with a six-speed automatic and, despite being more than half a litre (521cc to be exact) smaller, than the Ford unit, it claims similar power and torque figures with 145kW at 3800rpm and 436Nm from 1800 to 2500rpm.
While one engine is a V6 and the other a smaller four, both have similar turbo-diesel tech, including Bosch common-rail injection, fast-switching piezo injectors and a variable-vane turbocharger.
On the road, both engines provide effortless performance, even in demanding conditions, and plenty of overtaking power. The secret, of course, is the fact that both are typical turbo-diesels in making good power at modest engine speeds – they don’t need high revs to give their best.
On paper, the Sorento, with a whisker more peak power, some 200kg less weight to haul, and slightly shorter gearing, should shade the Territory, but that’s not the case. The truth is that the two are close to line-ball in on-road performance and, if anything, the Territory is a tad punchier. Countering this, the Sorento uses a little less fuel. During our test the Sorento’s 10.1L/100km bettered the 10.4L/100km of the Territory. This is not a significant difference and much closer than the official ADR figures (7.4L/100km for the Kia and 9.0L/100km for the Ford) would suggest. Either way they have similar fuel ranges as the Territory has a 75-litre tank, while the Sorento measures 70 litres.
Both vehicles offer first-class engine refinement and noise control, and gearboxes extremely well matched to their engine characteristics. But, again, the Ford just shades the Kia here, even if there’s not much in it.
A dynamic story
Given that both of these vehicles have fully independent suspension and monocoque construction, it’s not surprising both have an on-road feel more akin to a conventional passenger car than a traditional 4X4.
Both cover rough secondary roads – sealed or unsealed – with a great deal of confidence and comfort, even at speed. Of the two, however, the Territory strikes a better balance between suspension comfort and suspension control. Not that there’s anything wrong with the Sorento here, it’s just that Ford’s engineers have done a brilliant job of calibrating the suspension for Australian conditions.
The Territory has a wonderfully soft and comfortable ride yet, at the same time, manages to steer and handle with great precision and accuracy.
For its part, the Sorento also strikes a fine balance between comfort and control, but the suspension isn’t quite as supple as the Ford’s, nor is the general handling quite as tidy.
Getting dirty
Neither Sorento nor Territory can claim any sort of serious 4X4 ability but, of the two, the Sorento is clearly ahead. To be fair, the Territory is clearly marketed as an all-wheel drive vehicle and not a 4X4, so there’s no shame in the fact that it’s very limited in anything approaching off-road conditions. Aside from not having low-range, the Territory’s limitations stem from its lack of clearance and the relatively long front and rear overhangs.
What’s more, it has a full-time 4X4 system with three open diffs and relies solely on its electronic traction control to limit both cross-axle and inter-axle wheel spin. It’s the same system used by the now-defunct Holden Adventra and early BMW X5s. However, BMW soon realised the limitations of the set-up and, in 2004 (four years after the X5 debuted), added a self-proportioning and self-locking centre diff, which makes a huge difference when traction is at a premium.
The Sorento’s single-range 4X4 system is completely different, in that it’s an on-demand system that operates via a self-proportioning electronic clutch (that serves as a centre diff) which automatically transfers drive to the rear wheels should the front wheels lose traction. The driver can also manually lock this ‘centre diff’, which splits the drive 50:50 front to rear.
The Sorento also has more clearance than the Territory and better approach and departure angles. While nothing approaching a serious 4X4, the Sorento still has far more off-road ability than most people would give it credit for and, either way, is well ahead of the Territory in this regard.
Accommodation
Both Sorento and Territory offer spacious, comfortable and well-finished cabins, although the Territory’s front seats are slightly more comfortable, even if the driver’s seat adjustment is a mixture of electric and manual, including on the top-spec model. By contrast, even the mid-spec Sorento has full electric adjustment. Both have tilt and reach steering wheel adjustment; and both have manual adjustment for the front passenger seat.
The second-row seat is a squeeze for three adults in both vehicles. The Territory offers more shoulder room, even if the leg and head room is similar.
The Sorento seats seven as standard, and the Territory is either a five- or seven-seater. The Titanium model, as tested here, comes standard with seven seats, but it can be ordered with five if you want more luggage volume. Both third rows are more suitable for children than adults.
Running the numbers
The Territory comes with either 235/60R17 or 235/55R18 wheels/tyres; and, whichever you choose, you get a 235/60R17 spare. The Sorento has slightly more practical (higher-profile) rubber with either 235/65R17s or 235/60R18s and a spare that is a full match for the road wheels.
For those interested in towing, the Sorento has a maximum (braked) capacity of 2000kg with a maximum towball download of 150kg. As standard, the Territory can tow up to 1600kg (braked) with a 160kg towball download, but the optional heavy-duty tow pack sees AWD models uprated to a handier 2700kg with a 270kg towball download.
Bottom line
Putting aside the question of price, there’s no doubt Ford has done an excellent job with the diesel Territory. The powertrain and the chassis are extremely well sorted and work in complete harmony to produce what has to be the best all-roads touring vehicle – bar none – ever produced by an Australian manufacturer.
But the Territory doesn’t like anything much beyond an easy fire trail.
For its part, the Sorento makes a fine back-roads tourer, yet can go much further more happily than the Territory when the going gets rough.
More telling still is the pricing. The extremely well-equipped top-spec Sorento is around the same price as the base-model AWD Territory diesel, which makes the Sorento hard to go past in this contest, even if the Territory is a great drive.
Jeep’s new Grand Cherokee is almost too cheap to be true, but does it compare to the king of the class, Toyota’s Prado, and the budget Land Rover D4?
The Grand Cherokee struggled, slowed and almost came to a stop. It was having trouble keeping all four wheels on the ground so there was little effective traction to be had. But just when all seemed lost, it regained its composure and edged forward towards and then up and over the crest. I guess that was the rear electronic locker chiming in and doing its thing.
Moments before, it was the Discovery’s turn. Despite putting on more of a show than the Jeep, with wheels flailing madly in the air, it was able to maintain more consistent momentum and never felt like it wouldn’t make the climb.
But neither the Discovery, nor the Grand Cherokee, could match the fuss-free, almost effortless display by the Prado. While the electronic traction control came into play on several occasions, the Prado barely lifted a wheel and just walked up the climb as it if it wasn’t a climb at all and the deep ruts simply didn’t exist.
For that, you can thank its rear live axle and supple long-travel suspension. But that same suspension that is so effective off-road does the Prado no favours on-road. And, that’s just one of the swings and roundabouts of this contest.
Toyota has tweaked its ever-popular Hilux but will the changes be sufficient to see off new challengers from Ford and Mazda?
Rear coil springs with five-link suspension courtesy of Prado? Nup, ’fraid not.
Full-time 4X4 system; again dropped in from the Prado? Don’t be silly.
Sequential-style self-shifter to rival many wagons? Nope, no sign of that.
Six-speed manual to combat rival utes? Nowhere in sight, sorry!
A new diesel engine, or at least an upgrade of the existing diesel power plant? You’ve gotta be kidding!
This ‘new’ HiLux is, I’m afraid, nothing but a facelift in an attempt to maintain its market leadership, which it’s held for almost a decade.
But hang on a minute, it’s not all doom and gloom for Toyota. Although this facelifted range may not deliver anything extraordinarily new in the form of power, suspension or driveline developments, it still represents one of the finest utes available in the Australian marketplace.
Having belted a few of these new utes around Townsville’s backblocks for two days, I can assure you, this HiLux is still well and truly in the hunt. With just shy of 200kg loaded into the ute tray, plus two – and sometimes up to four – burly fellas in the cabin, the HiLux confirmed its reputation as a do-it-all ute with consummate ease.
During our time behind the wheel, we tackled a range of rock-strewn, bone-jarring tracks, steep billy-goat climbs, plus long-distance gravel and bitumen roads that varied in condition from brilliant to ordinary. Of particular note on those higher speed jaunts, the often-hit, unavoidable potholes and road irregularities saw the good old leaf-spring rear end combined with front upper and lower wishbones handle the lot with aplomb.
Overtaking mining trucks and tackling the long winding roads was stress-free and as comfortable as any ute has the right to be. At no time was I desperate for anything more up-to-date with regards to suspension, steering or even power – this is a work/family ute, remember.
Sure, more power would be nice, but even given that the ‘on-paper’ output figures of the D-4D diesel engine are far from class-leading, the way I see it is there really is no substitute for real-life testing. Yep, the ‘old’ HiLux engine may lack the numbers, but you know what – it’s a great drive for tourers, around-towners, families and workers alike; it gobbles up the miles and affords both driver and passengers a fair degree of comfort. In fact, my stint in the back seat was better than expected, with adequate leg- and head-room for my six-foot frame.
The low-range gearing and tractability of the larger (than most competitors) engine, especially with the auto gearbox, allowed for easy four-wheel driving.
The suspension’s articulation, while sufficient, is nothing spectacular and was found wanting with the non-traction control models we had on hand while climbing steep, badly rutted tracks. Tackling the same obstacles with both traction and non-traction models showed the advantage of ticking that option box come purchase time.
WHAT’S NEW?
Toyota is offering a long line-up of HiLux variants – now up to 35 (17 4X2s and 18 4X4s), along with a plethora of options.
The HiLux comes with the choice of three cabins – single, extra and double cab; two styles – pick-up and cab-chassis; three equipment grades – WorkMate, SR and SR5; three engines – 2.7-litre four-cylinder petrol, 4.0-litre V6 petrol and a 3.0-litre four-cylinder turbo-diesel; the choice of two-wheel drive and four-wheel drive; and manual or automatic transmissions.
Double cab SR5 variants have 17-inch rims with 265/65R17 rubber as standard, while extra cabs only have 15s. As standard, the SR and WorkMate cop 16-inch wheels, but SR models have 17-inch sizing as an option (albeit with steel rims, not alloys). Both auto and manual gearboxes are offered across the range. Towing capacities on all 4X4s are increased to 2500kg.
While many of the upgrades to the 2011 HiLux range are purely cosmetic, we do get a few more important ‘upgraded’ features across the range, plus a few that are optional – but should perhaps be standard fare. Anti-lock brakes are standard across the range. Cruise control is standard on SR and SR5 models, as well as on the auto WorkMate models.
Electronic stability control, traction control, and brake-force distribution, as well as brake assist are standard on 4X4 SR5 double cabs, but optional on SR double cabs as a safety package. But the HiLux still has no lap-sash belt for the rear centre seat passenger of the double cabs!
Side and curtain-shield airbags and sports-style front seats have been fitted to all 4X4 SR5 and SR variants, while the WorkMate gets a limited-slip differential as standard equipment.
New sheet metal abounds from the A-pillar forwards and the bonnet, radiator grille, headlights and front bumper bar are all new. There are also newly designed wheel arch flares, door mirrors (with integrated turn signals) and updated rims.
A host of cosmetic upgrades feature in the dash, as well as the inclusion of new audio systems on all variants. Depending on the grade, it features voice recognition, touch screen, radio text, 3D graphics for the satellite navigation and safety warning alerts for school zones and speed and red-light cameras.
Across the range, the biggest improvement in value comes with the 4X4 SR5 turbo-diesel extra cab. The added spec includes satellite navigation, dusk-sensing headlamps, steering wheel-mounted telephone controls, redesigned alloy wheels, sports-style front seats with side airbags, curtain-shield airbags and auto control for the airconditioning.
The entry-level price for a 4X4 turbo-diesel HiLux has come down $6150, or 16.1 percent, to $31,990 with the introduction of a WorkMate single cab variant fitted with a manual transmission.
HiLux 4X4 extra and double cabs can be claimed from under $40,000 – with options taking you well above that.
IS THE KING DEAD?
Not by a long shot! The official answer, from Toyota head honchos, to all those aforementioned questions as to when we’ll get any of the major upgrades was: “No pledges, but the new-generation HiLux should see the implementation of many passive and active safety features.”
As for a major diesel engine upgrade? “We won’t even speculate on that…”