When did you start working for Rover?
It was at the end of the war, when we still had directed labour. I was in my early 20s and I had been working for the Aero Engine research lab with Alvis, when a vacancy opened at Rover. I had the experience for the job, so they sent me there as assistant chief engineer. Once things had calmed down with the war and you could work where you chose, I had settled in at Rover, so I stayed.
What was the catalyst for the design?
The idea arose because of the number of second-hand Jeeps being sold around the world at the end of the war. My chief engineer had one and found it useful on his farm, and there was demand for a similar vehicle for the British army. So the idea came from him. I was brought onto the project later, and put in charge of design and manufacturing. I became the youngest engineer, by about 20 years, to be responsible for a complete vehicle.
Did you ever think the Land Rover would become the international icon it now is?
We were still manufacturing other cars, but yes, the development of the Land Rover was an effort to increase exports. We originally aimed for 200 a week, but before I left we were running over 1000 exports a week.
What’s your opinion of modern Land Rovers?
They make a whole range now, of course. They still manufacture the original one, but they also make ones for taking the kids to school in – we never thought anyone would buy a 4X4 to take kids to school in!
I visited the Land Rover factory in the UK last year and had a look at the new models. They showed me a design drawing of the original Land Rover I was responsible for, and the one from today. They laid one on top of the other, and there was very little difference – everything correlated; the steering wheel, the wheels. It had hardly changed at all, except that everything on the current model is modern, of course.
What about the new concept Defender?
I was impressed. It isn’t as crude as the vehicles I did, but we didn’t have the time or the presses they do now. We had to work with what was in the factory, which was why manufacturing and engineering worked so closely. We did, however, have a completed product within 12 months of concept – about two years faster than what they do today!
Is it true that the first Land Rover prototype was built on a WWII Jeep chassis?
No. We had two or three Jeeps that we took to pieces, but the Jeep was never designed for agricultural use. The Willys Jeep was purely a military vehicle. It had features we wanted, but it wasn’t complete.
What was the idea behind making the Land Rover body panels from aluminium rather than steel?
We used to call the Jeeps rust buckets. They rusted away until you could put your foot through the floor, so we learnt from Jeep’s mistake.
Today you work at the family business, Vehicle Components, in Brisbane. What does your work there involve?
I am responsible for the design of new products. I work about 30 hours a week, but nowadays it’s because I want to, not because I was directed to!
The full story of Arthur Goddard’s role in the conception of the original Land Rover can be read in They Found Our Engineer: The Story of Arthur Goddard by Michael Bishop. Available from Angus & Robertson for $43. Signed copies are also available from http://260ac.co.uk/.
Kia’s Sorento has morphed from a cheap little 4X4 into a refined and big-value SUV.
If you haven’t driven a new vehicle from Korea in the past five years, then you should forget any preconceived ideas you may have, and get yourself to a dealer for a test drive. Cars and SUVs coming from Kia – and its close relation, Hyundai – are no longer the cheap and not-so-cheerful, oddly designed budget options they once were. Instead, they have evolved into refined and sophisticated vehicles well suited to the Australian buyer and the Australian driving environment.
Kia’s current-generation Sorento is a case in point. The first model won fans here as an affordable, mid-size 4X4 wagon with moderate off-road ability thanks to its traditional body-on-chassis design, low-range equipped transfer case and a willing turbo-diesel engine. A handy towing capacity made it popular with caravanners, too, but it didn’t have the refinement or performance to make it a true winner.
It’s a shame that Kia didn’t carry the traditional 4X4 design attributes over to the second-generation Sorento as it could have been a very impressive vehicle given the recent quality shown by the Koreans. The same could be said about Hyundai’s Terracan, which had a similar following, but was replaced by a softroader. But both Kia and Hyundai are after sales numbers, and softroaders are where they will find them. The second-generation Hyundai Santa Fe replaced the Terracan as the family AWD in its range, and the turbo-diesel variant surprised many with its family-friendliness and all-road usability, despite being a single-range softroader. The second-generation Sorento is based on the same platform and drivetrain as the Santa Fe, and has been further tweaked by Kia.
It may not have the off-road appeal of the old Sorento, but the new model is still an impressive vehicle. Very impressive, in fact. It brings a level of style, refinement and equipment never previously associated with Korean vehicles, but still at an affordable price.
Our test vehicle was the mid-spec Sorento SLi with the turbo-diesel engine and auto transmission. There’s a base-spec Si model and top-whack Platinum edition, while there’s also a single Si-spec-only four-cylinder petrol model available in front-wheel drive. All AWD Sorentos are powered by the 2.2-litre turbo-diesel, backed by either a six-speed manual or six-speed auto transmission. The Sorento SLi tested retails for a tempting $46,190.
Much of the Sorento’s new-found style comes thanks to Kia’s design chief, Peter Schreyer, who comes to the brand after a history at the Volkswagen Group, where he worked on VW, Audi and Lamborghini designs. Where some previous cars designed in Korea tended to look as though they were penned by a classroom of eight-year-olds, the new Sorento – and most of the current Kia range – have a much more sophisticated look, inside and out. While Kia has a design centre in Frankfurt, Germany, much of the styling for the Sorento was done in its California studio. According to Peter Schreyer, “the dynamic design of the new Kia Sorento adopts simple, linear lines to create a powerful, yet polished appearance. Both sporty and striking, new Sorento represents a new breed of SUV.”
The US-influence might explain the Sorento’s growth spurt, as it is longer and wider than the old model, but forgoing a separate chassis and dual-range transmission has left it lighter. The extra length allows Sorento to be a seven-seater with the rear pews folding flat into the floor of the plentiful cargo space. But, as you would expect of a wagon that is at the smaller end of the mid-size SUV class, the rear seats are only for kids.
After your initial visual impression of a vehicle, the next thing you are likely to notice is the driver’s seat. It might be just a personal preference, but I do believe it is a safer and more comfortable design when the back of the seat follows the contour of your back and neck right up to the back of your head. This makes driving more relaxing and safer as there is no room for your neck to snap back if the vehicle is rear-ended. The leather-clad front seats remind me of Volvo seats in this regard, and the Swedes are the kings of safety.
The entire interior has a quality feel about it. The most recent 2011 upgrade saw the inclusion of Bluetooth connectivity for phone and media streaming, and a rear-view camera, the screen for which is located in the rear-view mirror. Add power-adjusted front seats, dual-zone climate control with individual rear seat controls and a good sound system to the mix of usual features and the whole package continues to impress.
The diesel engine and auto transmission are neither astounding nor deficient. They are smooth, quiet and do the job asked of them very well. The torquey turbo-diesel and auto give plenty of pull for steep climbs or overtaking, and there is hill descent control to help on the way back down. The AWD system works on demand with the drive going to the front wheels most of the time, and all wheels when needed. It is a bit slow to react as it waits for front-wheel spin before doing its job. There is a centre diff lock button that helps to get out of sticky situations and ties the chassis down a bit if driven enthusiastically on gravel roads, but the Sorento is not a serious off-roader, nor is it a rally car.
What it is is a well-polished, nicely packaged and strong enough performing family SUV that’s worthy of consideration. Once you look at the features you get for the price and Kia’s five-year warranty, it could end up at the top of your list.
Revamped it may be, but has Toyota done enough to keep the Hilux up front in an increasingly competitive ute market? We drive the diesel and petrol variants to find out…
If it ain’t broke, don’t fix it. That’s Toyota’s approach with its ‘new’ HiLux. Not that there haven’t been changes.
First up, there are new headlights, grille, and bonnet. In fact, just about everything forward of the A-pillars is new. The top-spec SR5 models (as driven here) also get new wheel-arch fenders, side mirrors and wheels. Inside, you’ll find a new-look dash and more safety equipment with side and curtain airbags standard on all 4X4 SR5 and SR models.
Likewise, ABS brakes are standard on all SR5 and SR models, while electronic stability control is now standard on all 4X4 SR5 dual cabs and optional on 4X4 SR dual cabs. All models also get new audio systems, while all SR5 models receive touch-screen sat nav (which includes audio warnings for school zones, fixed speed cameras and red-light cameras) as standard. And perhaps the best news is that all this comes at no extra cost and, in some cases, a reduced cost.
According to Toyota, “every 4X4 HiLux provides between $1960 and $8340 better value,” with the biggest improvement in value centred on the SR5 diesel Xtra Cab. For bargain hunters, the entry-level price of the 4X4 diesel has come down $6150 with the introduction of a ‘WorkMate’-spec single-cab manual.
So much for what’s new. What hasn’t changed is either the 4.0-litre V6 petrol engine or the 3.0-litre four-cylinder turbo-diesel. Likewise, the two five-speed manuals and the two auto ’boxes (five-speed with the petrol V6 and four-speed with the diesel) remain unchanged, as does the rest of the part-time, dual-range 4X4 drivetrain. The chassis, with its dual-wishbone, coil-spring independent front suspension and leaf-sprung live-axle rear is also carried over.
The fact of the matter is that the HiLux is so popular that Toyota didn’t need to change too much. Over the past three decades, Toyota has sold an average of 21,500 HiLux models per year. In the past decade that average has increased to 32,500, while in the last five years the average yearly sale has jumped to 40,000. In that period the HiLux has been Australia’s best-selling vehicle (by monthly sales) on five occasions. It is also Australia’s best-selling 4X4, outselling all other utes as well as wagons such as Prado and Pajero.
…To read more, check out the latest issue of 4X4 Australia
Out now.
Australians have just 10 days to vote for their pick of the five finalists of the Ford Ranger Global Challenge.
The finalists in this tough-truck challenge – announced at this year’s Australian International Motor Show – were given ten days to put an all-new Ford Ranger 4X4 through a series of punishing tests in their quest to win a Ford Ranger 4×4 XLT double cab.
Recording each of their unique challenges was a professional camera crew, with footage of each challenge now available live on the Ford Ranger Global Challenge website ( www.fordrangerchallenge.com.au)
Voters can choose from the following challenges:
Caleb the Chippy (SA) Challenge: Caleb sought to prove the all-new Ranger’s ‘Built Ford Tough’ claim by putting it through a punishing, non-stop 40-hour endurance test.
Far North Fisherman Terry (Qld) Challenge: Terry put the all-new Ford Ranger to work in his fisheries surveying business located in the wilds of far-north Queensland.
The Car Crusher (Vic) Challenge: The ‘car crusher’ tested the all-new Ranger to its limits during the daily grind of running his pig farm.
Action John (WA) Challenge: Action John tested if the all-new Ford Ranger could survive the daily punishment of working in his freight company, located in north-west WA.
Skier Steve (Vic) Challenge: Skier Steve tested if the Ford Ranger could survive the hard work his Falls Creek’s company dished out during Victoria’s icy snow season.
Following the Australian leg of this competition, the Ford Ranger Global Challenge will continue a global roll-out through Thailand and South Africa before moving to Europe and South America.
Tales of misadventure from the readers of 4X4 Australia.
The word icon is probably thrown around too easily these days, but the Range Rover and Mercedes-Benz Geländewagen are two vehicles that certainly fit the tag. .
Others to earn 4X4 icon status would be the Willys Jeep and Land Rover Series/Defender vehicles.
While the originals of these iconic vehicles were no-frills, extremely capable, and more affordable models, the current Rangie and G-Class are top-shelf off-roaders accessible to just a lucky few with the considerable dollars to spend on them. They remain capable and will take on some of the most serious terrain you will point a production vehicle at, but now they come with all the frills and are not so affordable.
They might be iconic, capable and expensive 4X4 wagons, but the Rangie and G-Class are very different vehicles. The Range Rover has more than 40 years of heritage behind it, yet the current model is the third generation of the original luxury 4X4 and it is expected to be replaced by an all-new, fourth-gen Rangie in 2013. As such, it is a totally contemporary vehicle that incorporates all mod-cons, and safety and performance features.
The Mercedes-Benz G-Class, on the other hand, has been around for 32 years but, unlike the Rangie, the G remains true to the original vehicle, and many of the body panels are still stamped in the original presses. The square, upright body is more that three decades old, and while a modern drivetrain and features have been retro-fitted to it, you can’t go past the fact that this is a vehicle based on a 30-year-old military wagon. A true Land Rover equivalent to the G-Class would be the Defender fitted with the Discovery’s TDV6 engine and passenger equipment, rather than the Rangie TDV8 lined up here.
At $164,350 for the Rangie and $170,380 for the G, these two vehicles compare well on price. Those prices are as tested and don’t include on-road costs. The Range Rover TDV8 costs $160,500, but add $1050 for the rear e-locker, $1800 for metallic paint, and $1000 for the black lacquer veneer interior trim on the test car. The G 350 Blue TEC lists at $161,680, but our test vehicle was fitted with a $3200 electric sunroof, $900 alarm system, $900 woodgrain trim, $1500 wood and leather steering wheel, $1100 tinted glass, and $1100 telephone pack.
The Mercedes is the newer vehicle of this high-priced duo to Australian shores after being reintroduced to the local market in 2011 following a 25-year hiatus.
Ironically, it was the Geländewagen’s high price that limited its success here back in the 1980s. The 2011 version arrived with two models — the G 350 Blue TEC as tested, and the G 55 AMG with a supercharged petrol V8 engine that costs upwards of $217,000.
The G-Class retains rugged commercial underpinnings with a separate ladder chassis and live axles front and rear, supporting a box-like five-door wagon body. The axles ride under traditional coil springs that deliver a firm ride on road, yet still give plenty of travel when off-road.
The firm ride is one of the first things you notice after taking to the road in the G 350. Small bumps and joints in the road are felt through the vehicle, making the ride jittery and unpleasant. So obvious was this that we stopped to check and adjust the tyre pressures at the first opportunity, but lowering them to the specified level did little to improve the ride.
The fact that the Benz rolls on 18-inch alloys wearing 60 series rubber doesn’t help the ride quality, but thankfully the G 350 can be optioned with 16-inch wheels wearing more practical 265/70R16 tyres. These would certainly be the go for off-road use and this size opens up many more options for all-terrain tyres. Mercedes-Benz Australia knows that most buyers of this vehicle will never take it off-road so it specifies the 18s as standard, and the 16s are a no-cost option.
Even on the 18s, the G offers a killer off-road combo. The suspension might give a stiff and flat ride on the tar, but it loosens up during low-speed off-road work to allow those live axles plenty of sway to keep the tyres in touch with terra firma. Both front and rear axles are fitted with manually activated, electronically switched differential locks, as is the centre diff. Three simple buttons conveniently placed high in the centre of the dash activate the diff locks in sequence; lock the centre diff as soon as you leave the tar and then the rear and front diffs respectively as the terrain gets tougher.
The G-Class is also fitted with electronic traction control, but this is disabled when low-range is selected. As a result, the G is next to useless off-road unless you actively operate the diff locks. It’s left spinning its wheels as soon as weight is transferred off them in loose or slippery terrain, so it’s best to choose your diff lock options early when heading into the rough stuff. Get that right and this old wagon is unstoppable. The punchy 540Nm turbo-diesel V6 engine provides the might to the locked axles via a full-time 4X4 system with high- and low-range. This is the latest version of the 3.0-litre engine delivering the increased torque output and 155kW of power. On paper, this high-tech mill promises 11.2L/100km of fuel use on the combined cycle, but the G 350 proved to be the thirstier on test, returning 13.13L/100km to the Rangie’s 11.89.
On the highway, the G 350 cruises at the speed limit quietly and effortlessly. Squeeze the long-travel throttle down and let the seven-speed automatic transmission shift back a couple of cogs and the car surges forward to overtake briskly or tackle hills with ease. It doesn’t have the urge or refinement of the Rover’s V8 engine, but it doesn’t lack for anything in the performance department.
The Range Rover V8 turbo-diesel engine was punched out to 4.4-litres last year and it’s one of the sweetest mills you will experience in the current crop of new 4X4s. It is now available exclusively in the RR Vogue. The parallel sequential turbocharged TDV8 makes 700Nm of effortless torque and 230kW of power. It is quiet at idle and cruising speeds, but emits a glorious V8 roar from its exhaust when you put the pedal down and point that huge bonnet for the hills.
The inclusion of the new eight-speed ZF transmission, again exclusive to the TDV8 Vogue, makes the model super economical when you consider its size and 2800kg weight. Its quoted combined cycle fuel numbers better many family sedan cars at 9.4L/100km, while on test it returned 11.89L/100km to better the Benz.
The third-generation Rangie has been around for nigh-on 10 years now, and is nearing the end of its life cycle. While the Geländewagen uses a traditional chassis with live axles and coil springs, as it has for more than 30 years, the current Rangie strayed from the trad formula when it was launched in 2002, with a monocoque chassis and full independent suspension using air struts.
Many purists will say you don’t get the desired wheel travel from independent suspension, but the Rangie does a great job by using long control arms to give heaps of travel. When low-range is selected in the transfer case, the air struts are cross-linked so that opposing wheels act upon each other just like those on a live axle to give plenty of articulation. Add in the height increase available from the adjustable air struts and it is close to the ultimate on- and off-road suspension package.
On the road in high-range, the corners are un-linked and the independent air suspension delivers taught dynamics and a luxurious ride befitting the ultimate luxury off-roader. Ten years on and there still isn’t a production 4X4 suspension system that offers the best of both worlds, as the Range Rover’s does.
The Rangie features Land Rover’s Terrain Response system that has five setting to optimise the calibration of the electronic traction and stability control, ABS, differentials, throttle, transmission and other adjustable systems for various road conditions. Coupled with the height adjustable suspension, it makes taking on tough terrain a bit more complicated than it is in the G 350. You need to select low-range, choose the right Terrain Response setting and the correct ride height. The centre diff is automatically locked as required and the rear diff lock is a similar e-locker that is a $1050 option. There is no factory front diff lock available on the Range Rover.
Our testing has found that there are really only three of the five Terrain Response settings you will need for general use: Normal, for everyday driving and most off-road use; Sand, for driving in soft sand or snow; and the Rock setting which is the sharpest off-road setting for the best off-road performance. Using these three settings will get you through most situations and, to our surprise, even the Normal setting did a great job off-road.
Breaking away from a muddy track to cross a deep rut to test out the G 350 required all three of its diff locks to get it across. At one point the front diff got hung-up on the ridge, but a bit of a re-align and some momentum got it over with plenty of action and mud-slinging. For comparison, we pointed the Rangie at the same rut and with its independent suspension it didn’t get hung-up on the crown, it had equal — if not more — wheel travel, the centre and rear diffs locked automatically, and it crawled over with ease, with TR in the Normal setting. Without a front diff lock there was more wheelspin at that end and we did find it a bit more difficult to place on rocky terrain with steering lock on as the rear end pushed the front axle straight ahead. Something that will restrict the Range Rover off-road is its 255/50-R19 tyres. The 19-inch wheels are the smallest diameter pieces you can fit over the Rangie’s massive disc brakes, and the low-profile tyres are susceptible to damage off-road There are very few options for all-terrain tyres for them.
Both these vehicles are exceptional off-road performers, but the Rangie does it easier and more comfortably. With its tough commercial vehicle platform you might expect the G-Class to fare better in the long term, but that is yet to be proven.
The Rangie is easier to drive on the road too, and much of that is thanks to its big and airy cabin with a huge glasshouse that gives great visibility all round. The Benz’s cabin is dark, narrow and tall, and its windows are much smaller making the interior feel more cramped than it actually is.
The Rangie’s rack and pinion steering is a lot lighter and more direct than the G’s recirculating ball steering box and, again, this makes driving more pleasurable and easier. Both vehicles corner flatter than you might expect of high-riding heavy wagons.
The Vogue’s interior makes it a winner for comfort as well. Light and spacious, it is loaded with luxury and convenience features even though the test vehicle was the lower specification of the TDV8 Vogue range. The TDV8 Vogue Autobiography sells for $212,500. Being a modern vehicle design, all the equipment is easy to reach and use.
Benz has loaded the G 350 with features such as heated power-adjustable leather seats, premium sound system and satnav — just like the Rangie has — but fitting them in a 30-year-old design has proved a challenge. An example is that the screen for the satnav and reversing camera is down low in the dash, beside the driver’s left knee, instead of being placed high where it is easier to see and operate without looking so far away from the road ahead.
You would have to really want the Mercedes-Benz to shell out your 170,000 clams for the G 350 ahead of the TDV8 Vogue. The Rangie matches the Benz off-road, is better on-road and is all round a more luxurious and easier vehicle to live with every day. Sure the G is exclusive, tough and purposeful, but for that sort of dough, you want all the luxury and trimmings that only a Range Rover can offer.
Few buyers of these vehicles will take them off-road regularly, so any advantage the G-Class might have there is nullified by the time spent on the roads in town. Nothing matches the Vogue for its blend of opulence and on- and off-road performance. The G 350 would be on the money for half the price, but at $170K, it’s difficult to see where the value is. Perhaps the military-spec, stripped-out G-Wagon Professional would be better priced and specified for the off-road user if it were to become available here.
4X4 Australia’s exclusive interview with Gary Boes, Vehicle Line Director, T6 Programme Ford Asia Pacific and Africa.The ute segment of the Australian vehicle marketplace has never been hotter. Long awaited improvements in stability and traction control systems, drive and new-tech engines with Euro emissions legislation catered for, have all made appearances. Ford’s new Ranger, built on a global platform under the banner of One Ford, has also built local excitement for this homegrown workhorse.As Ranger nears its Australian launch, 4X4 Australia’s Tim Scott caught up with Gary Boes, Vehicle Line Director, T6 Programme Ford Asia Pacific and Africa, to see what we can glean from the man in control.Why is the One Ford strategy so important for the motor industry in Australia?The all-new Ranger is a great example of why our One Ford Strategy is so important in Australia. It allowed our team right here in Australia to lead a global design and development project.Has the strategy helped save development costs for Ranger, as opposed to if it had been pursued as a single-model redevelopment?Our One Ford Strategy clearly enables us to efficiently leverage resources from around the Ford globe, and to develop the all-new Ranger as a world-class product. We can share product content, product development processes and manufacturing processes, enabling the all-new Ranger to compete globally and efficiently.Who is the closest ute rival here? Amarok? Or possibly D-Max when it arrives? Do you consider Toyota to be just playing catch up?I don’t know that we single out any one competitor; our goal is to understand all of our competitors and ensure the all-new Ranger fully meets or exceeds all of our customers’ needs.With two new Duratorq diesel engines that are Euro 5 compliant (2013 in Oz), is it a simple step for Euro 6 compliance, with regulations to be mandated in Oz from 2018?We have a comprehensive strategy to remain compliant and to meet the market’s needs.Do you expect the dual cab 3.2 to be the highest-selling engine model? We will let the markets and our customers determine the mix. We feel we are offering a complete powertrain line-up with our 2.5 petrol, 2.2- and 3.2-litre diesels.Is it manual-only for the petrol version?Correct; five-speed manual. Six-speed manual and auto for the diesels.Will buyers be able to swap wheel packages to ease off-road tyre selection?The all-new Ranger is available with 16-, 17- and 18-inch wheels. Customers will be able to choose.Given the recent steps forward in ute safety, is there a reason, other than cost, that Ford didn’t look to steal the march and employ full-time 4X4, rear disc brakes and the ultimate – rear coils?We believe the component and systems strategy that we selected for the all-new Ranger meets all of the customers needs. Some selections, like rear springs or brakes, are decisions that we believe deliver on the all-new Ranger’s attributes, including off- and on-road capability, as well as ease of service and repair in all markets worldwide.A 50mm increase in wading depth from PK Ranger is quite impressive. With good ground clearance, what underbody protection has been employed for the off-road work found in Australia?We have added underbody protection for all critical components (diff, fuel, etc).Rear diff lock – why not standard?Gives our customers choices based on use.What has replaced the tie-down rail that was on the outside of the cargo area? Is there some kind of system similar to Nissan’s Utili-Trak?Yes, we have a very useful and user-friendly tie-down system. Probably best to demonstrate it for you. [Guess we’ll have to wait, then!]Is the 12V socket still in the tray?Yes, it is available with the optional bed liner.A 3350kg braked towing capacity and 1500kg payload are class leading numbers. But still only vans take pallets?We believe the all-new Ranger will meet all of the needs of our consumers.When does ANCAP safety rating take place?Later this year.Do we know what off-road mapping will be in the satnav-equipped models?The hardware for the nav system was developed with Bosch Automotive. The software was developed in conjunction with Tele-Atlas/Census-Navtech using maps from various suppliers depending on the region.Is it too early to ask Ford prices?We are getting close to releasing the pricing, just not quite yet. Sorry!
Toyota’s Kluger is a great family wagon for those forays that don’t stray too far from the bitumen, but it misses out on diesel power.
No other manufacturer of new vehicles covers all bases like Toyota. The company tries to have a vehicle for everyone no matter what their automotive requirements entail, and nowhere is this more evident than in the 4X4 and SUV classes. From the LandCruiser to the RAV4 and everything in between Toyota has a high-riding vehicle to take you wherever you want to go.
The company has obviously got its market positioning right because in most cases its 4X4 and SUV vehicles top the sales in their respective classes, and in the case of the FCAI’s Medium SUV category there is often a pair of Toyota vehicles at the top of the charts.
Toyota’s Prado and Kluger are two very different vehicles, yet there is a crossover in the buyer demographic that points to their similarities. They are both five-door wagons that offer seating for seven passengers and it’s this that makes them so appealing to Australian families. The Prado, of course, is a proper 4X4 with low-range gearing, good ground clearance and the potential to take on the toughest tracks, while the Kluger is high-range only, lower riding, has more flexible seating and is the more family-friendly of the two. The Kluger could be the quintessential family SUV or softroader if you like.
Now in its second generation here in Australia, the Kluger received a model update at the start of 2011 with sharper styling and new features to make it a better value for money package. This came in readiness for new models in the form of SZ Ford Territory and Series II Holden Captiva as well as the emerging competitors, Hyundai Santa Fe and Kia Sportage.
Kluger continues to be offered in 2WD (front) or all-wheel-drive (AWD), five- or seven-seat models and in three levels of specification and equipment. There is only the one drivetrain choice and that is a petrol-fuelled, 3.5-litre V6 with a five-speed auto transmission.
This is where the family SUV competition is gaining ground on Kluger as buyers opt for more efficient and better driving diesel drivetrains, which are available in each of the direct competitors mentioned above. Kluger’s V6 promises 11.0L/100km fuel use (11.6L/100km for the top-spec Grande AWD) but it can’t match the sub-10L/100km claimed by the diesel-fuelled wagons.
As much as the V6 engine holds back the Kluger it is also one of its strengths. It is smooth and powerful and the transmission is seamless to deliver a refined driving package whether in two or AWD guise. With 200kw on tap there’s plenty of get up and go and the engine likes to rev, making its peak power at 6200rpm. Peak torque is 337Nm at 4700rpm and this helps with the 2000kg towing capability.
Kluger’s AWD system is simple and goes unnoticed. It offers more in terms of safety and dynamics than being an all-road vehicle. Kluger’s only concessions to all-road ability are its modest ride height, electronic traction control and hill descent control. It works well for graded dirt tracks and slippery surfaces like snow and ice, but LandCruisers remain the real 4X4 off-roaders in the Toyota line up. The Kluger is more of a people-mover with SUV looks, versatility and aspirations, and the 2WD variant outsells the AWD.
Versatility and user friendliness are the key to the Kluger’s family appeal. The seats can be configured to suit various needs; the second row is split and slides fore and aft to give more legroom in front or behind the seat while the third row can also be split and folded to carry just a single passenger in the back. The centre seat in the second row can be folded into the console to give a pair of bucket seats for passengers. This also leaves a gap for third-row occupants to walk through to access that seat. Adjusting the seats can be done from either the rear doors or the tailgate opening, while the tailgate itself is power operated to make life even easier.
Being a family vehicle the Kluger is full of safety features. Aside from the aforementioned AWD, electronic stability and traction control, there are seven airbags for occupants, including side curtain airbags that run right to the rearmost seat area.
All grades of Kluger are loaded with features to keep you entertained, safe and comfortable. The top-of-the-range Grande features satnav and leather and faux-wood trim to give a feel of luxury. The Grande rides on 19-inch alloy wheels while the lower grades get 17-inch alloys.
The updates for 2011 include edgier headlights and grille, a new bonnet and front bumper, plus fresh-design tail lights and door mouldings. The exterior mirrors on all grades are fitted with puddle lamps that illuminate when the proximity key unlocks the doors. The styling tweaks required new front mudguards and, along with a new bonnet, the sheetmetal changes make this a significant facelift. Inside, there is a new dash colour, updated audio and communications systems.
All the models in the Kluger range deliver a refined and polished ride. Add in plenty of space, comfort and versatility and it’s a strong package. Even if the Kluger is not the vehicle to take on your off-road outback expedition, it’s a great city vehicle and ideal for family getaways that don’t venture too far off the beaten track.
It’s this magazine’s reigning 4X4 of the Year, but how does Jeep’s latest Grand Cherokee stack up against the established family wagon favourite, Toyota’s Prado GXL?
The 150 Series Prado continues to sell up a storm while the WK Grand is still finding its feet in the market.
At just $45,000, the base-model Laredo brings a new level of value to the medium-sized V6 wagon segment, and is one of the best bang-for-your-buck packages around. Our test vehicle for this drive also had the optional Quadra-lift adjustable air suspension package, which adds $3250, and premium paint at $495, but that still gives buyers a lot of vehicle for less than $50K.
The Prado, on the other hand, has a recommended retail price of $60,490 in GXL V6 manual trim. Add on the auto transmission and metallic paint, like the vehicle on test, and you’re up for $63,404. These prices exclude on-road costs.
There is one major point of difference between these two wagons and it might be one that rules out the Jeep for some buyers. The Grand Cherokee has seating for five in two rows, while the Prado’s third-row seat allows up to seven people on board. The rearmost seats in the Toyota are really only suited to small passengers for any trip longer than a lap of town, but the extra capacity seems to be a must-have for many families these days. Jeep no longer has a seven-seat 4X4 available in Australia since the unloved Commander was discontinued a couple of years ago.
With no need to allow headroom for third-row passengers, Jeep has taken a form over function style to the rear of the Grand Cherokee and chopped the back off at an angle. This appears to take up cargo space yet the WK has a 782-litre volume behind the second row. The boxier Prado has only 553 litres behind its second row, with its third row folded into the floor. The Prado’s large side-hinge rear door can be heavy and requires a lot of space behind the vehicle to open fully and this can pose a problem in shopping centre car parks where vehicles of this ilk spend a lot of their time. The Jeep’s tailgate is a dual opening, top-hinged unit that allows you to just flip open the glass section for easy access.
The Prado is just 108mm longer than the Grand, is 58mm narrower and rides on a 125mm shorter wheelbase. The Grand’s longer wheelbase allows Jeep to make better use of the interior space available for passengers and luggage. The Grand Cherokee might be short of a couple of pews, but it doesn’t miss out on any equipment. Though the Laredo is the entry-level specification in the Grand line-up, it comes with power-adjustable heated front seats, leather wrapped steering wheel, dual-zone climate control, touch-screen hard drive audio system with Bluetooth connection and audio streaming, reversing camera with guidance lines, cruise control, keyless entry and starting, plus the usual conveniences like power windows and mirrors.
Safety-wise the Laredo has seven airbags – including one for the driver’s knees – a forward collision warning system, ABS brakes and electronic stability control.
Wheels are 18-inch alloys wearing 265/60R18 Khumos, however, the space-saving spare tyre located under the cargo area floor is a disappointment; especially as the standard road wheel seems to fit in the spare wheel well.
The Jeep’s drivetrain starts with the company’s new Pentastar 3.6-litre V6 engine backed by a five-speed auto transmission and full-time 4X4 with low-range gearing. There are no electronic or limited-slip diffs in this Quadra-Trac 4X4 system leaving the electronic traction control to handle the drive delivery duties. The engine puts out 210kW at 5200rpm and 347Nm at 4300rpm while quoted fuel consumption is 11.4L/100km combined.
Over our road test, on and off tracks west of Sydney, the Jeep returned 15.8L/100km to the Prado’s 16.1L/100km, leaving not much between the two vehicles in this regard. The Prado’s quoted combined fuel consumption figure is closer to the Jeep’s at 11.5L/100km. Both vehicles have an eco light in their respective gauge displays to tell you when you are being light on the gas pedal and driving efficiently.
A big difference between the two comes in fuel tank capacity, with the Prado carrying 150 litres in its two standard tanks and the Grand holding 93 litres in its single tank. Prado remains a freak in new vehicle fuel tanks with unrivalled fuel volume, and hence touring capacity, even if it doesn’t match the 180-litre capacity of its predecessor, the 120 Series.
The Prado GXL might carry more passengers, more fuel and a higher price tag but it can’t quite match the Laredo for equipment levels. It has three-zone climate control including rear aircon with separate controls, keyless entry and starting, manual seats, trip computer, rear-view camera, Bluetooth connection and audio streaming, leather steering wheel, cruise control and a 220-volt power outlet in the back, as well as the usual 12-volt outlets in the console. Again, the two vehicles are close, but the Toyota doesn’t match the heated power seats and bigger, better screen of the rear camera in the Jeep. The result is that the Grand Cherokee feels that little bit, er, grander.
Keeping you safe in the Toyota are electronic stability and traction control, ABS and seven airbags, with the side bags extending right back to protect rear-seat passengers. Tyres are 265/65 Dunlops on 17-inch alloys and there’s a matching tyre and wheel hanging on the rear door for a spare; nice and practical.
Prado’s engine is the proven 4.0-litre V6 that’s been with the model for many years now. On paper, it puts out 202kW at 5600rpm and 381Nm at 4400rpm and it’s this higher torque that really distinguishes the way it drives when compared to the Pentastar V6. Neither engine has much grunt down low and they run scared when faced with any incline, calling on their transmissions to give them more to take on the hill. But the Toyota is less inclined to kick down as far as the Jeep does, and rides its slight torque advantage when you squeeze the accelerator pedal down.
The Jeep engine likes to rev and hold the lower gears where it can be a bit noisy. Most petrol V6s are harsh and noisy in the higher revs, but the Toyota’s willingness to push on at lower revs in a higher gear makes it more relaxing to tour in. Both wagons only have five-speeds in their transmissions, and while they are smooth shifting, one or two ratios more wouldn’t go astray to help out with the relative lack of torque. Both transmissions have manual shift-control functionality.
The peakier characteristic of the Jeep engine is in keeping with the sportier nature of its chassis. While both vehicles still handle like high-riding 4X4 wagons do, the Prado retains its soft, wallowing and pitching ladder frame with live rear axle and coil spring independent front end. The Grand Cherokee has a full, independently air-sprung monocoque that rides firmer with less body roll and much sharper steering. Swapping from the Prado to the Laredo is like going from a barge to a sports car, the difference in dynamics is chalk and cheese.
The wheel travel offered by the Prado’s soft suspension makes it sloppy on the road, but comfortable and supple off it. The live rear axle has plenty of articulation to keep the wheels on the deck and driving forward. The air suspension on the Quadra Lift-equipped Jeep is firm and solid but gives very little travel resulting in lifted wheels, lots of traction control intervention and a harsh off-road ride. Sure it offers the advantage of being able to raise the ride height to tackle uneven terrain and obstacles, but the higher you go in the three settings, the less wheel travel is available from the very short control arms. This really works against the Laredo in attempting to climb steep hills with loose and uneven surfaces and it makes hard work of challenges that the Prado cruises up. It’s visually evident when you follow the Jeep off-road and see the minimal droop at the wheels when they lift off the ground.
We are yet to drive a standard, coil-sprung Grand Cherokee, but wonder if the improved ride of the coils would be worth the trade-off with the loss of height adjustment. You could fit aftermarket raised coil springs and shocks for a full-time higher ride to the standard suspension, although you might have to have the suspension custom-made until the WK has been around for a few more years and the aftermarket catches up. Alternatively, the Prado’s major weakness is its soft suspension and it can be easily fixed with quality aftermarket springs and shocks which are readily available from the usual 4X4 suspension specialists.
Another area where the Jeep seems to over complicate things is its 4X4 system. The Quadra-Trac system offers full-time 4X4 with high- and low-range. This is the lower-spec system, as the optional Quadra-Drive adds ELSDs to the centre and rear. The system now works with Selec-Terrain that offers five different modes for various conditions – Auto; Sport; Mud and sand; Rock; and Snow. While we’ve lauded Land Rover’s Terrain Response since it became available in the Discovery 3, and it is now mimicked by Jeep’s Selec-Terrain and Toyota’s Multi-Terrain Select system in high-end Prados, neither the Jeep nor Toyota systems seem to have got the calibration quite right.
The Jeep system works better than Toyota’s, with sharper response from the throttle and transmission in Sport mode and quicker acting traction control when set to Rock, but then it sends confusing messages via the dash display.
In an effort to sharpen up the transmission shifts to make up for the lack of engine torque, I selected the Sport mode on a twisting mountain road. This does have the desired effect on performance, but the dash tells you the electronic stability control (ESC) has been switched off for off-road use when in this mode.
For one thing, you select Sport mode when on-road not off, and you don’t really want the ESC switched off for safety reasons. In fact, the system hasn’t switched the ESC off, but desensitised it to allow a bit more slide and more of a sporting driving style without the intervention of electronic driving aids. You can manually switch the ESC off via a dash button for driving in mud and snow. Selec-Terrain does work, but it’s not as simple as it could and should be.
Something that does work extremely well is the Jeep’s standard equipment hill descent control. I’m not normally a fan of such systems on vehicles equipped with low-range, and think it best left for softroaders, but the Jeep system is good and it’s particularly beneficial on petrol/auto combos (like this one) that don’t offer a lot of engine braking. The Jeep HDC allows speed control by selecting one of the five gears in the transmission, first being the slowest. Tip the shifter sideways to speed up to second and so on.
On a steep, rutted descent that had wheels in the air most of the time, the Laredo wanted to run away without the HDC activated. HDC on, first gear selected and it crawled down smoothly and confidently. As the slope levelled off you could tap up to second to increase the pace. The only complaint is that the HDC function isn’t available in high-range.
The Toyota’s downhill assist control (DAC) is not so friendly. The Prado is smoother down the same hill without DAC thanks to slightly better engine braking and the wheels on the dirt more often, but activate DAC and it’s a jerky, noisy ride and the nonadjustable speed is set too fast for confident control, meaning you still need to use the foot brake. You are better off without DAC and just hovering your foot over the brake with light applications when required. Choosing the right wagon from this duo really comes down to your vehicle requirements, as they are two different beasts. If you need seven seats there is only one choice, the Prado. Likewise if you were planning a family trip to the outback, around Australia or similar, the Prado would be the pick with its better off-road ability, more compliant ride, more usable space and the huge range of specialised 4X4 accessories available for it.
Alternatively, if you only need five seats, want a wagon that is a bit more nimble, your driving is mainly city-based, with occasional weekends in the bush, and your budget doesn’t extend much beyond $50K, the Jeep is a great value for money option. The fact is that the Prado GXL could easily fill both these roles, but its dual personality comes at an additional cost of close to $15K. It’s this versatility in and out of town that makes it so popular with buyers, and it will continue to rule the family 4X4 segment for some time yet.
Footnote:Before anyone puts pen to paper and asks why we didn’t, we had actually booked a Mitsubishi V6 Pajero to take part in this comparo, but the model in question was sold from under us and went to a customer – whose need was greater than ours!
The Tvan Tanami proves to be one of the best-designed units and scores particularly well for ease of set-up and need for minimal site area.
The Tvan was the only hard-roof camper in the torture test and was judged the best for short overnight stops, with no need to open the tent section at all. The outer section of the tailgate doubles as an easily packed firewood rack and becomes the tent floor when hinged down to ground level. This hard floor makes site preparation unnecessary and height-adjustable legs compensate for uneven ground. The inner lid opens upwards and, normally, the tent section is then unfolded from the under-side of the lid. However, for overnight stops it’s possible to leave the tent stowed and either shut the lid for privacy, or zip in a mesh flyscreen to keep out the creepy-crawlies.
A clear roof hatch provides ventilation over the bed, even with the rear lid shut. For tented camps the canvas section unrolls from the lift-up rear door and is reasonably easy for a couple to erect and pack away. The tent emerges from under the lid and is clipped to the hard floor section, which makes a sheltered dining area or space for kids to sleep. Zip-up doors on both sides of the tent provide flow-through ventilation. Long-stay mode involves fitting the standard awning and end wall. If you really want to stake a land claim you can buy optional annexe walls. Fitting the awning isn’t difficult, but is easier if you have a small folding stool or stepladder. Like most awnings it’s held up by poles and pegs, so you need to be on reasonably soft ground. The tent-stowing arrangement means there’s no chance of a wet tent soaking the bed, because it’s safely stowed inside its storage net on the underside of the lid. Our testers loved the bed comfort and the night-time view of stars through the roof hatch. Getting in and out of the sack was a little tricky, but the pay-off was excellent under-bed storage space.The Tvan has a roll-out galley with two-burner stove. The test trailer came with a deep-cycle battery, but without an optional floor-mounted fridge. Our test crew used an in-vehicle fridge.The Tanami came with an electric pressure pump over the sink and an additional manual pump on the side of the body. The latter was ideal for a quick hand wash after packing up and for topping water bottles without the need to open the galley. The standard water tank holds 70 litres and a second tank is optional. The only kitchen change the testers wanted to make was a clip-on stove frame, rather than the screw-on attachment, to make cleaning quicker and easier. The Tvan Tanami sits on Track Trailer’s military-design, cross-over swing-axle, independent suspension, with coil springs and top-quality Koni dampers. Unlike many independent trailer suspensions, this asymmetric link design has optimum roll-over resistance, and even high-speed manoeuvres failed to provoke any sway in the trailer.The wheel ends were fitted with electric, off-road drum brakes. With a loaded axle weight of 1.1 tonnes the Tvan was the second lightest camper on test but, with three full jerry cans located on the drawbar, had a heavy ball weight of 132kg. It was towed by a Mitsubishi Triton and that amount of weight on the towbar gave the standard-suspension Triton a rearward droop. Moving the uncoupled Tvan around on its jockey wheel was a literal pain, unless the jerry cans were removed.Track Trailer makes the Sport model, without a jerry-can storage rack and a longer drawbar, with a claimed ball weight of only 60kg. Given the Tvan’s super-stable suspension design, that should be enough.Tvans come with a DO35 mechanical coupling that we found easier to connect than the poly blocks used on all the other trailers, but we had trouble every time we tried to uncouple it. Our test conditions involved a sequence of soaking rain, mud spray, creek crossings and bulldust and the DO35 didn’t like any of them. The coupling jammed in place and needed the persuasion of ‘The Murray’ (a 110kg crew member) whenever we had to separate trailer from vehicle.We read the coupling instructions carefully and followed them to the letter. We also performed several cleaning and greasing operations on the coupling to no avail. The Tvan proved to be a true go-almost-anywhere camper trailer that was stable to tow in all conditions, quick to set up and very easy to live in and around. If we bought one, we’d opt for no jerry can stowage on the drawbar and a different coupling.