Normally staid Toyota breaks with tradition and goes all, well, traditional with its FJ retrospective.
Retro. In the general motoring world, that term conjures up a mix of success and failure. Replicating a vehicular style from decades ago is fraught with risk – just ask Volkswagen about the Beetle – but can also bring satisfaction (MINI owners put your hands up now).In the four-wheel drive world, retro styling has never really caught on. Sure, the Land Rover Defender 90 and Jeep Wrangler retain large amounts of origin-vehicle DNA. If you’re a bit of a wag, you could even suggest Nissan’s GU Patrol or Toyota’s 70 Series vehicles.All these models, however, have been gradual evolutions of previous incarnations, not brand-spanking new vehicles – with the manufacturers playing up the fact that each said new rig is in fact a reinvigoration of its original, ground-breaking off-roader. And when it comes to this type of risk-taking, who would have thought that it would be Toyota that laid down its cards and presented a vehicle such as the FJ Cruiser, probably Toyota Australia’s most blatant chancing of its arm in decades?To state the bleeding obvious (and by now, well-known fact: the FJ Cruiser has been available in the US for the past five years and we first reported on it in our May 2006 issue), Toyota’s FJ Cruiser is the modern re-imagining of the FJ40 LandCruiser, which lobbed in Australia in the 1950s and proceeded to build its reputation as a no-holds-barred capable – and reliable – off-road vehicle, with its legend (almost literally) cemented during the building of the Snowy Hydro Scheme, where the FJ40 became the workhorse of choice.This modern incarnation of the FJ40 holds true to the original vehicle’s ethos: There’s one model variant; Toyota has ever so cleverly cheated, but there are still only two, er, main doors; it possesses ample ground clearance; approach, ramp-over and departure angles are impressive; it is powered by a petrol engine only; has one transmission choice (five-speed auto); and fit and finish is as you would expect from a Toyota.Styling cues from the FJ40 are abundant in the squared-off lines of the FJ Cruiser. The front mesh grille, with headlamps set wide to either side, the white roof (standard on all nine colour schemes), upright front window and the rear corner windows that hug the rear curves are all style salutes to the FJ40, but retain a modern edge.The interior has the same mix of retro and modern – a mix of pseudo-metallic surfaces in body colour and hard-wearing plastics and cloth trim – although the triple-gauge pod, slapped on top of the dash, looks like an afterthought and does nothing for forward vision.All the necessary gear is easy to operate and reach, thanks to oversized handles (switches, levers, etc) in keeping with the practicality theme – often overlooked by vehicle designers. Interestingly, the B-pillar is built into the rear doors, and meets stringent side-impact criteria, while still being easy to open and close.Sound is supplied via an eight-speaker (including a roof-mounted one) system with iPod connectivity (and a jack for other MP3 players), six-stack CD player and Bluetooth.
Challenge was quick to accept our invitation to participate in the camper trailer torture test. Its confidence was well-placed, because the Meridian came through with shining colours.
Challenge Campers’ soft-floor trailers are built around a basic platform, to which a long list of equipment and options can be added, so it’s possible to customise your trailer to best suit your needs.Examples of the specification variety are a choice of aluminium or steel trailer tub; coupling types; fridge or no fridge; up to four fuel jerries; leaf or independent Al-Ko suspension; override or electric brakes; front, rear or underslung spare wheel mounting; different tent sizes and annexes; stove choices; water tank capacity; hot-water system; boat rack and outboard motor bracket; wiring and battery charging, and toolbox layouts.Our test trailer was a Meridian Off-Road model that came with an impressive list of standard equipment. It was built with a steel tub on an extended-drawbar RHS galvanised chassis, with 45mm square-section beam axle, suspended on 60mm-wide, seven-pack leaf springs and rebound leaves. It had an optional rear swing-away-mounted spare wheel, electric drum brakes and a mechanical parking brake. The test trailer rolled on 16-inch steel spoke wheels, but aluminium wheels in 15, 16 and 17-inch sizes are available.The Meridian model is well specified for long off-road trips, because it comes with Challenge’s larger, 3.6-metre tent, plus a 2.1-metre awning; mesh awning walls; 150-litre water capacity in two tanks; racks for six jerry cans; two 4.5kg gas bottles and an electrical installation that includes circuit breakers, a 100AH gel battery with 12V and 240V charging and condition monitoring. The electrical hardware is conveniently located in the drawbar-mounted toolbox. The test trailer didn’t come with an optional fridge, but had a solar panel screwed to the box lid, with a charge controller inside the box.With a load of camping gear on board, full water tanks and three jerries of fuel, the Challenge Meridian weighed 1.04 tonnes over the axle and had a sensible ball weight of 85kg (at the upper range of the optimum six to eight percent of trailer gross mass), making it the second lightest trailer on test. We ran it with a poly block coupling and it towed well behind a Pajero wagon. The ball weight and a full load of food, fridge and camping gear didn’t unduly compress the Pajero’s rear suspension.The only time the towing crew felt some trailer instability was on the Windorah to Bedourie road, which had turned into a greasy swamp at the time. All the test trailers got slightly out of shape on that test section. We had some battery charging issues that were traced to a shorted-out Anderson plug between vehicle and trailer, caused by running through some deep creek crossings. The central location of the battery and charging kit made troubleshooting a breeze. Once we sorted out the wiring problem, there were no further electrical dramas.REMOTE AREA HOME Living with the Challenge Meridian was a pleasure for Jill and Murray Clifford, who quickly learned the set-up and packing routine. Site selection was tricky at first, until they got used to the side-opening layout of the Meridian, but they soon knew how much room was need for the soft-floor tent and were as quick to set up as most of the other crews. Jill needed a small step box to set up the poles. Packing the tent away took slightly longer, but folding it was no great drama, even considering that Jill measures only 1.5m from tip to toe and Big Murray stretches over two metres.The size differences didn’t create a sleeping issue, which was a pleasant surprise, because Murray is notoriously difficult to fit into camping beds. Gas struts under the lift-up bed floor made light work of raising the folded tent, to stow clothing bags underneath.As with any soft-floor camper, the vinyl cover that goes on last was pretty grubby by the end of the trip, making packing up somewhat messy.At roadside lunch stops Jill and Murray had the back door open quickly and the swing-out stove in action in no time. In the Challenge kitchen design, the workbench hinges up on top of the stove in transit and easily drops into place. Gas bottle stowage is adjacent to the stove, making connection rapid.The towing Pajero was set up with a fridge, so the couple didn’t miss having one in the trailer. At night they plugged the car fridge into the trailer battery and during the day the fridge ran off the car’s alternator and battery.Jill and Murray are committed tent campers, but they came away from the camper exercise very impressed with quality, ease of use and the comfort of the Challenge Meridian. They reckon they slept soundly in the trailer in heavy rain conditions that would have made tenting impossible.
Some new, very different metal is advancing on the Aussie ute battlefield.
Volkswagen’s anticipated all-new Amarok ute may lack the model range or the history to present a serious challenge to the dominant Toyota HiLux, but it does have the size, muscle and refinement to make its presence felt in 4X4 ute sales charts and steal some of the success of current players.The one-tonne ute category is one of the best-selling segments in the Australian new car market and, until now, has been dominated by the HiLux, Nissan Navara and Mitsubishi Triton, with the Ford and Mazda siblings along for theride.Volkswagen’s entry to this hotbed is sharp, too, as the Amarok is the only vehicle currently in this class to warrant a five-star ANCAP safety rating.The utes are also big sellers in other southern hemisphere locales where a robust workhorse is required, such as South America and South Africa, so it comes as no surprise that VW’s new contender is built in Argentina.Consider also that most of the utes from the Japanese companies come out of factories in Thailand.The Amarok arrives in Australia with just a double-cab body, a choice of two- or four-wheel drive, two 4X4 systems and four specification levels, but just the one engine and gearbox option. The engine is a bi-turbo 2.0-litre diesel that makes 120kW at 4000rpm and 400Nm between 1500 and 2500rpm, and the gearbox is a six-speed manual.VW might have trouble convincing many 4X4 ute buyers that a 2.0-litre diesel engine, even one that makes 400Nm, is up to the task of hauling a two-tonne ute around. Add a tonne in the tray or 2800kg on the towbar and the question marks get bigger still.We only had the chance to drive the Amarok with two people aboard on the launch drive, but at this level it was hard to fault. Its 400Nm is more than the HiLux, Colorado/D-Max or Triton make from their bigger turbo-diesel engines, and is only topped by the Navara’s 450Nm TD4 and 550Nm TDV6 engines.Many might expect the little VW donk to be highly strung and peaky, but thanks to the three-stage sequential bi-turbo set up, the opposite is true. With the 400Nm peak torque coming in at 1500rpm and hanging around until 2500rpm, there’s plenty of grunt for climbing steep grades and off-road work, so it should be useful with a load on, too. The bottom-end grunt and low first gear (4.82:1) make Amarok quick off the mark as well.The TDI400 engine has a 5000rpm redline but does its best work down low, so there’s no use revving it much beyond 3000rpm. The normally quiet and smooth engine gets a bit harsh at those higher revs, too, so more reason to keep it low and use the six-speed box to full effect.Short shifting also keeps the fuel use down. The trip computer on the Trendline Amarok we drove was indicating an 8.9L/100km average when off-road and this dropped to 8.1L/100 once back on the blacktop. Official figures are 7.9L/100km on the combined cycle for all 4X4 Amaroks, which makes for good range from the 80-litre fuel tank.Volkswagen has isolated the gear lever from the transmission to get rid of the vibration and torque twist at the lever. This works, but I found it easy to get lost between gates when downshifting through the box.Two-wheel drive is only available in the entry-level Amarok while the Trendline, Highline and Ultimate Amaroks come with part-time 4X4 that VW calls Selectable 4Motion. The Ultimate can be had with full-time 4X4, called Permanent 4Motion. Only the part-time 4X4 system has low-range (2.72:1); full-time 4X4 is single-range only. All 4X4 models have a rear diff lock as standard; electronically activated by a button on the console.The lack of low-range on the permanent 4X4 drivetrain is the one real disappointment in the Amarok range. Full-time 4X4 gives a huge safety benefit on all roads, particularly in wet or icy conditions.Permanent 4Motion with low-range was available in the first generation VW Touareg, so why not in the Amarok? VW representatives at the launch couldn’t give exact reasons for this situation, except to say that different markets demand different things from the vehicle, so it believes that offering the two different systems is the best option.In its defence, the part-time system is easily switched between two- and four-wheel drive on the move using a console-mounted button if you are driving on road surfaces with varied traction. Selecting low-range is just another tap of the button away, but you need to stop the vehicle for it to engage.Drive the Amarok on the road and you quickly realise that this is a class-redefining vehicle. No other one-tonne ute steers, rides and handles so well, remembering that this is unladen. It’s no sports car, but it feels a long way from a light truck, too. The cabin is quiet and comfortable at most speeds and the ride unfussed by bumps or ruts when you hit the gravel.Accelerating over corrugations at the apex of a corner will unsettle the leaf-sprung live rear axle, but less so than other utes in the class, and the standard electronic stability and traction control systems keep everything in check. With so much grunt under the right pedal, it’s easy to break the rear end free when in two-wheel drive, so you are best off selecting 4X4 as soon as possible when the sealed road ends.
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…”