IT takes something unique to make someone switch off-road brands, but that’s what happened to Stuart Gruchy, the owner of this sweet Hydro Blue JKU Rubicon.

Vote for the Supercharged JKU Jeep Wrangler to win Custom 4x4OTY

You see, Stuart was formerly a Nissan Patrol man, but when it came time to trade-in his Patrol, he decided to switch and take on the task of modifying one of the world’s most iconic 4x4s.

Stuart has spent wisely and progressively over a couple of years, tweaking things along the way; he originally had 33-inch rubber fitted, before moving through 35s to the monstrous 37s (37×12.5-inch Pro Comp Xtreme All Terrains, to be exact) you see wrapped around the 17×8.5-inch alloys.

Far bigger rubber than he thought he wanted. “I didn’t originally want 37s,” he said. “But after speaking to Henry at JeepKonnection and finding out their GVM upgrade package allowed for 37s, I thought why not.” The JeepKonnection upgrade lifts GVM from 2500kg to 3250kg.

It comprises tweaked heavy-duty Dana 44 front and rear axles, with a nice short 4.56 diff ratio for the bigger rolling stock, combined with ARB Air Lockers front and rear.

The American Expedition Vehicles (AEV) 3.5-inch suspension lift is made up of heavy-duty springs, bump-stop spacers, an AEV high-steer kit and ARB’s adjustable external reservoir BP-51 shocks.

Larger tyres add a challenge for gearing and powertrains, but Stuart sorted that with Bluey’s Automotive fitting a Sprintex Supercharger kit to the Rubicon’s 3.6-litre Pentastar V6. Power at the wheels went up from a stock 116kW to 190kW.

’Nuff said… Other goodies include an ARB bar with Warn CTI-S winch up front, along with three Lightforce LED 215 lights. An AEV snorkel takes care of deep breathing, and Uneek 4×4 fit rock sliders, A-pillar light mounts, bonnet-light and roof-light mounts (with Rigid Industries LED light bars).

Video: Custom 2014 Jeep JKU Wrangler Rubicon Unlimited

A Rhino-Rack Backbone system (with Foxwing awning) carries gear up top, while the rear features a Kaymar twin swing-away wheel carrier and an Affordable 4×4 Drawers cargo drawer setup that includes an Outback Solutions cargo barrier, fridge slide, pull-out table, drop-down table, stove and sink, with all food and drinks kept cool by an Ironman 4×4 fridge/freezer, powered by a Genesis dual-battery system.

A Long Ranger Automotive 60-litre aux fuel tank takes care of the boosted donk’s increased thirst, while navigation is sorted via a Hema HN7, comms is a Uniden UHF radio, and an ARB compressor ensures tyre pressure changes are a doddle.

Yep, it’s a well-sorted Wrangler that is capable of tackling pretty much anything off-road, while still being a decent on-road tourer, and we reckon it is money – and time – very well spent.

MERCEDES-BENZ VANS has released the list pricing of its upcoming mid-size pick up, with prices for the 4×4 variants starting at $50,400 for the X220d Pure manual, through to $64,500 for the range-topping X250d Power automatic.

There are 11 variants across the 4×4 X-Class range and two X220d 4×2 models priced below the 4×4 models. Pricing for the V6-powered X-Class, which will be released after the four-cylinder-powered variants, is yet to be announced.

As previously reported, the X-Class will be sold under three specification grades, initially with just two four-cylinder engine choices, with auto or manual transmissions, and as a cab chassis or ute which Mercedes Benz is calling the Load Bed.

The only 4×4 variant offered with the single turbo X220d engine is the entry level one at $50,400; the rest are all powered by the 450Nm X250d bi-turbo engine.

By comparison, a double cab 4×4 Toyota Hilux starts at $43,990 for the workmate 2.4 and runs out to $54,490 for an SR5 2.8 (+ auto), while a Ford Ranger double cab 4×4 runs from $43,590 to $59,590 (+ auto) for the Wildtrak.

The Nissan Navara, which the X-Class is derived from and shares its 2.3-litre four-cylinder running gear with, starts at $38,490 for the single turbo RX manual double-cab and goes up to the bi-turbo STX at $51,990.

Aside from the engine, gearbox, 4×4 system, basic chassis and side glass, the X-Class shares very little with the Navara.

The chassis is modified with extra bracing and cross member to improve NVH and dynamics; the wheel track is wider using a bespoke disc-braked rear differential and longer front control arms; the body and cargo tub are wider than the Nissan; and the sheetmetal is all Mercedes-Benz.

The X-Class Pure is the farm-spec model and is distinguished by its front and rear black bumpers, 17-inch steel wheels and vinyl floor coverings. Standard equipment on the Pure includes halogen headlights, power adjustable door mirrors, black fabric seat trims, rear view camera (not with Cab Chassis), Audio 20 CD infotainment system with 17.8cm TFT touchpad, manual air-conditioning system, tyre pressure monitoring, active brake assist, and lane-keeping assist.

2018 Mercedes-Benz X-Class: Riding shotgun

The mid-spec Progressive adds body-coloured front and rear bumpers, 17-inch alloy wheels, heated outside mirrors, heat-insulating glass windscreen, rain-sensing wipers, Garmin® MAP PILOT navigation, floor carpets, grained instrument panel in black, model-specific black seat fabric, leather-trimmed steering wheel, shift lever knob and handbrake lever, door sill panels in aluminium and illuminated front footwell, Digital Audio with eight-speaker system, and a chromatic rear view mirror with compass.

Option packages for the Progressive can include dual zone climate control air-conditioning, 360-degree surround camera and an integrated COMAND sat-nav with a bigger screen, among other features.

To get all those features standard you need the Power specification, which adds chromed trimmed front and rear bumpers, 18-inch alloy wheels, LED headlights and part-LED tail-lamps, ARTICO man-made leather trimmed dash and seats, power adjustable front seats, COMAND online multimedia system, navigation and touchpad, 360-degree Camera, PARKTRONIC parking assistance system, digital audio with eight-speaker system, automatic climate control a/c, and keyless starting.

The X-Class 220d and 250d variants will go on sale in Australia in April 2017, with the V6-powered X350d arriving in the third quarter of the year.

PRICING

All prices shown are manufactures list and do not include extras.

TOYOTA has officially released range and pricing details for its highly anticipated 2018 Land Cruiser Prado.

Reduced pricing and increased towing capacity across the five-model line-up are the biggest changes to the Prado range.

Prices now start from $53,490 for the GX manual (despite the addition of sat-nav and Toyota Link), while choosing the GXL manual variant will save you the most coin ($1200).

Full pricing here:

*GX or GXL variants driven by an automatic transmission will cost an extra $3000.

In the other big change, the towing capacity for all automatic models has been increased by 500kg to 3000kg.

The motoring public received its first glance of the Prado back in September this year at the Frankfurt Motor Show in Germany. Noticeable at the unveiling were the aesthetic updates to the bonnet, fenders, grille and repositioned headlights, all claimed to improve off-road manoeuvrability.

The 2018 Prado will retain the same mechanical package as the outgoing line-up – GD 2.8-litre, four-cylinder diesel engine mated to six-speed automatic or manual gearboxes and full-time 4WD with low range – but the V6 petrol engine option has been shafted.

Importantly, lower grades – GX and GXL variants – will now come standard with driver-aid technology features that were only available in Kakadu and VX variants. Features now standard include lane departure warnings, a pre-collision safety system and automatic cruise control.

The VX now gets a blind spot monitor and rear cross traffic alert as standard, and the Kakadu retains all the top-notch features and tech.

A rear diff lock, also previously only available with the top-spec Kakadu, is now standard with VX and GXL grades.

In October, 829 Prados found new homes, giving it a 10 per cent share of the large SUV (<$70K) market. On the year-to-date charts, 12,900 Prados have been sold so far, which is a 4.3 per cent gain on 2016 – putting it atop the large SUV (<$70K) sales charts.

WHETHER it be a daily driver or purely for recreation, when most of us dream about a new 4×4 we have to compromise.

This was first published in 4×4 Australia’s December 2011 issue.

But when Holden Rally Team supremo Kees Weel considered his new 4×4, he faced no such angst: the new HRT Colorado would have only one objective – to win the Australasian Safari.

But such a vehicle already existed. Last year’s winner – driven by Craig Lowndes with Kees in the left-hand seat – was sitting in the foyer of Paul Weel Racing (PWR) needing little more than some fibreglass work and an oil change before heading to Western Australia for the 2011 Safari – so why clone a new one.

“The ‘old’ one was first driven in the Safari by Peter Brock back in 2004,” explains Kees. “It won the event in 2007 with John Hederics and John Williams before Craig and I won last year. Our plan is for me to navigate for (son) Paul with Craig and John Panozzo in the proven unit.”

Both vehicles are based on Holden’s Colorado Spacecab Ute and while they retain the original chassis and cab – including doorskins – almost everything else is custom engineered. More like built from scratch than modified, even if many of the parts are standard.

The major difference between the builds is the powerplant, the newer model being upgraded to the 6.0-litre V8 where last year’s winner retains the 5.7-litre unit.

Kees waved away the dynamometer figures declaring that HRT are not into bench racing and that – like Rolls-Royce – the power is adequate. Certainly it should be reliable as both engines – at around 330kW and 500Nm of torque – are no more stressed than thousands of HSV models released over the past decade.

Keeping the power and torque in the right zone is controlled by a Hollinger six-speed sequential gearbox, with the same ratios as the V8 Supercar units. To ensure this mass doesn’t become wedded to the ironstone boulders of Western Australia’s goldfields, Alcon 315mm vented discs and four-piston calipers are employed at each corner; a big increase in braking capability over past years.

Whilst it’s inevitable, looks spectacular, and may save on tyre wear, getting airborne doesn’t really aid forward progress and it’s the dark art of keeping the rubber attached to terra firma more than any other factor that separates the winners from the also-rans – never mind the many DNFs due to suspension damage.

For many years Murray Coote has been the go-to man for suspension and Murray is responsible for each of the eight handbuilt shock absorbers it takes to keep the Colorado moving swiftly across the landscape no matter how rough the terrain.

Holden Colorado Superute revealed

All of this expense and expertise would be pointless without the appropriate rubber which in this instance is the same BF Goodrich Rallye Raids worn by most Dakar and Safari winners over the past decade. The HRT vehicles run standard 16-inch alloy rims and 235/85 profiles, giving an overall rolling diameter of 808 mm.

If you’d like a set just ask for the G1 Rock spec and get your wallet out. Five grand will see you out the shop with a spare on the back – but remember they’re for competition use only and each set might just see the day out as long as you don’t get a puncture.

HRT’s Peter ‘Pops’ Glennie is the man in charge and maintains pressures should be set at 28psi, which will increase to 40-42psi once the driver gets angry. This significantly decreases – but will never eradicate – the incidence of punctures which can quite easily cost a race win.

Three spares are carried in quick-release ratchet straps directly behind the 350-litre fuel tank in the bed of what would normally be a ute tray –shortened by 150mm to provide a better exit angle and, with the huge inner wheel arches, fuel tank, workshop jack, base plate, shovel and tools there’s only just room for a couple of oil coolers and fans.

The devil is in the detail and everyone has heard a story about a million-dollar race effort being brought undone by the failure of a 20-cent part. No one has learnt the secret of how to eliminate this risk entirely but the Holden Rally Team has the combined knowledge to reduce it to a minimum.

The trio of Kees Weel, Peter Glennie and John Hederics have participated in more than 40 Safaris and hundreds of other off-road events over the past quarter-century. They have first-hand experience at – just about – everything that can go wrong, which allows them to focus on the unknowns.

Which is why, a full six weeks out from the Safari, both vehicles were fully fettled and ready for back-to-back testing on Peter Glennie’s private test tracks north-west of Moree.

Other than rolling tests to ensure that all systems were working as they should, the prime purpose of the two-day test session was to evaluate suspension settings and tune the airflow for optimal cooling.

Minor issues involved testing the gauge on the mesh of the radiator protectors and the possible addition of a couple of vanes to deflect airflow to the engine bay better. It was then time for Craig to take everyone for a ‘spin’. Five minutes was fun but I don’t know about five hours – even though the ride was remarkably smooth.

Craig has adapted easily from the 450kW he enjoys on the blacktop to 330kW on the black soil; and judging by the results last year where he slotted a Safari win between his Supercar victories at Phillip Island and Bathurst in the space of three weeks it was all looking good for a repeat.

The first two days of the 2011 Safari proved both PWR-built cars were winners with Paul and Kees fastest in the prologue and the Lowndes/Panozzo car in front at the end of the first day.

But the crews aren’t racing one another, the Safari is really the ultimate speed trial to test who can best avoid all the obstacles mother nature has strewn across the landscape.

And while all forms of motorsport have their dangers, there are no run-off areas or tyre barriers in the bush where every hardened branch appears to be engineered to puncture a tyre or radiator, every rock positioned to do maximum damage to the suspension and every bulldust hole ready to swallow a wheel assembly.

It was a dead mulga tree, or maybe two, that stopped Paul’s car in its tracks with enough damage that it was decided to keep all spares available for Craig’s car. Craig and John built on their lead every section and by the end of day four enjoyed an almost insurmountable lead.

However the mulga remained malicious, Craig clipped a stump and tipped the Colorado on its side. The team repaired the damage overnight and the Colorado stormed back through the field to finish fourth. But, like Arnie, they’ll be back – next year.

ONE-ON-ONE WITH CRAIG LOWNDES

The 2010 Safari was your first off-road event, and that in a car you’d never driven before. How did you prepare? Well I grew up on a property and I’ve always had dirt bikes and paddock bombs to play with but I’ve never really been into 4X4s, so it was a steep learning curve but former Safari winner John Hederics knows the car back to front and helped me to get a handle on it.

It appears you became very comfortable fairly quickly. Last year was the first time I’ve really driven a 4X4. As the Safari went on I became more comfortable and learnt how to position and slide the car and get it to the end of the day – and not to get a flat.

It all went belly up this year. How did it all go wrong? We’d built a comfortable lead and were first car on the track but we had to press on because even something simple like a flat tyre can cost you the lead. I slid into a dead tree, which tore out the rear suspension and that was our race.

What’s it like having someone next to you calling the shots? Having someone beside me was another thing I had to get my head around. If I have a crash it’s my own fault and I’d be the only one likely to get hurt. Having someone else to worry about was quite different, though the cars are incredibly safe.

How much different are the V8 Supercars to the Safari? V8 Supercars runs as a business. It’s a great job but there’s no novelty. It’s really great to do the Safari, not knowing how hard or fast it would be, not knowing the competition.

Peter Brock had a great affinity with the Safari. Did that influence you? Peter loved the Safari and tried to win it a number of times, so our win in 2010 a great sense of achievement. It was as tough an event as I’ve ever done; like getting up and doing the Bathurst 1000 every day. But it’s a lot of fun and the camaraderie around the bivouac is terrific. Given the opportunity I’ll be back. The Safari is just like racing was 20 years ago.

JEEP has released more official images of its forthcoming JL Wrangler ahead of its November 29 official unveiling at the LA Auto Show.

As the global launch is underway in New Zealand, these images reveal more of the evolving Jeep body in two-door Rubicon and four-door models, plus provide a good look at the interior.

The JL will hit US showrooms later this year but won’t get to Australia until late in 2018, around the same time that Jeep is expected to release the double-cab pick-up version.

The JL retains a body-on-frame construction and live axles front and rear on all coil suspension – and expect the off-road-oriented Rubicons to have low gears and locking differentials.

Powertrains will start with the carried-over 3.6-litre Pentastar petrol V6, but a powerful turbocharged four-cylinder petrol variant will be offered to help lower overall fleet fuel-consumption numbers.

The diesel option is tipped to be the 3.0-litre V6 VM Motori mill as found in the Grand Cherokee but, again, buyers will have to wait up to a year for that option. All engines will be backed by an eight-speed auto, with a manual gearbox available.

Keep an eye on www.4x4australia.com.au for our first drive of the new Wrangler in December.

YOU don’t see many camper trailers at the SEMA Show, so it was a big call for Justin, Sarah and the team to display Patriot Campers’ products there in 2017.

Patriot now has a distributor in the United States, and the products are proving popular as they are unlike anything else the Americans are used to.

To really garner some interest, Justin took his ‘Black Truck’ Land Cruiser 79 to SEMA and that really set tongues wagging.

Like high-end camper trailers, The Yanks don’t get LC70s there and they seem to love the functional style of the Patriot Super Tourer.

We caught up with Justin on the Patriot stand at the show.

ANNUAL leave has been approved and the fourby is ready to roll. Now it’s time to get some top quality aftermarket kit for your Christmas getaway.

TJM FOX MONOTUBE SHOCK ABSORBER Aussie aftermarket brand TJM has partnered with FOX suspension to produce a unique and innovative monotube shock tuned to Australian driving conditions. This all-new damper features a single-wall design (for faster heat dissipation), a two-inch smooth bore and honed alloy steel tube that ups the oil capacity for enhanced damping grunt, and nitrile rubber bushes to keep everything quiet underneath.

The shock’s internal floating piston is designed to offer optimum on- and off-road handling by separating the oil and gas in the shock, thus reducing shock fade. The shaft is constructed of 16mm hard chrome-plated, heat-treated alloy for robustness and the shock is compatible with vehicles that are 50 to 75mm higher than standard. At launch, the shock is available for Jeep JK Wrangler, Nissan GQ and GU Patrol, Toyota LC79, LC78 and LC76 wagon, plus 80 and 105 Series Cruisers. The TJM FOX monotube shock absorber comes with a three year/100,000km warranty. Website: www.tjm.com.au

SUUNTO SPARTAN SPORT WRIST HR BARO Yep, it’s a mouthful, but this new GPS sportswatch from Suunto is packed with a lengthy list of features for adventurers and tourers. The watch uses GPS/GLONASS satellites to ensure accuracy when you’re outside, and it now includes an inbuilt barometer, which increases accuracy of altitude and location readings plus offers storm warnings if it detects a sudden drop in air pressure.

The watch includes all the sports/training related features, with heart rate measured via its internal wrist heart rate monitor (at the back of the watch) and a daily activity tracker. Sunrise and sunset times are inbuilt, and advanced navigation features include route navigation, POI notification and estimated time of arrival – perfect for bushwalkers, mountain bikers, paddlers and tourers. You can also download ‘heatmaps’ (routes) that showcase popular tracks and trails. Website: www.suunto.com.au

RRP: $800

PELICAN 50QT ELITE COOLER Famous for its tough waterproof protective cases, Pelican also produces high-end coolers that are just as bombproof. The 50QT Elite features 47 litres capacity, stainless-steel hardware, along with 50mm of polyurethane insulation and a freezer-grade gasket for a claimed 10 days of ice retention.

The 50QT’s robust build comprises a sloped drain and tethered threaded plug, moulded handles (with inbuilt trolley handle), tie downs and a lock hasp, and rugged wheels for dragging it around the campsite. There’s also a cool (excuse the pun) fish scale on the lid to check the length of your catch and an inbuilt bottle opener. Pelican’s reputation for robust products is also reflected in the cooler’s lifetime guarantee. Website: www.pelicanstore.com.au RRP: $429.95

IRONMAN 4X4 NO LOOP BULLBAR This new steel bullbar from Ironman 4×4 offers a minimalist appearance without sacrificing toughness or the ability to fit accessories such as lights and radio aerials. The No Loop bar improves a 4×4’s approach angle and includes integrated mounting points for fitment of driving lights. There is provision to fit a winch, and the bar includes inbuilt fog lights and LED indicator lights. The bar meets ADR standards and is airbag compatible.

The black powdercoat finish is matched by the rugged polyurethane bumpers, and you can option a single chrome loop for an additional cost. The No Loop bar is available for NP300 Navara, MQ Triton (2015+), Hilux (2015+), PXII Ranger and Everest, MY17 Colorado and MY17 D-Max. The single chrome loop kit is available for all these vehicles. Website: www.ironman4x4.com RRP: $1315 (bar); $247.50 (optional single chrome loop kit)

OZTENT RX-4 The RX-4 is a two-room, full-height waterproof tent that expands on the original OzTent design. The full RX-4 package contains a number of new features – zip-in heavy-duty heat-sealed PVC tub entry floor, a SkyMesh skylight (this unzips and has a flymesh screen), and included fly – and is made from the new ModCan material developed exclusively by OzTent.

This new material is rated to CPAI-84 flame retardant, is waterproof, UV-resistant, super-strong and more ‘breathable’ than regular canvas, thus further minimising condensation. The RX-4 offers a fast set-up bush accommodation that, when all combined, offers two spacious rooms that are weatherproof. You can also opt to set up the single tent by itself for even faster camps. All flyscreens are No See-Um mesh and the full-height areas make this a great option for the touring family. Website: www.oztent.com.au RRP: $1999

YAKIMA SHOWDOWN Just in time for summer, Yakima has released the ShowDown. This load-assist setup provides between 30 to 45 per cent weight assistance (figure dependent on boat width) when you are loading your watercraft on top of your vehicle. The load limit is 36kg – plenty for a river/sea kayak or two SUPS. The universal mount system fits most racks (the ShowDown can’t be used with clamp-style roof-racks), is easy to fit and folds down flat when not in use.

The ShowDown brings the boat holders down to waist level (tilting down approximately 650mm), making loading your watercraft onto a tall 4×4 a doddle. The felt-covered cradles prevent scratching/damage and are designed to flex to conform to your kayak’s hull. All tie-down straps are included. Website: www.yakima.com.au

I FIRST saw this rich-red GQ Patrol tray-top with a colour-coded Candy Camper up in Cooktown, and from the sweet burble issuing from under the bonnet, I knew it was something more than a 4.2-litre turbo-diesel.

This was first published in 4×4 Australia’s April 2011 issue.

The next time I saw it in its farm attire, just outside Loxton in South Australia’s Riverland, where owners Dudley and Iris Jackmann wrestle a living from grapes and cattle agistment.

This Patrol is something else. It started life in 1997 as a standard 4.2 normally-aspirated diesel, which soon had a turbo on it to boost power production.

From darn-near the beginning, the Patrol has also had a suspension upgrade with a 50mm lift from an all-round set of Pedder Trak Ryder foam-filled shocks and heavy-duty coils. BFG 32-inch tyres grace a set of highly polished 15 x 8 CSA alloy Magnum rims – one of the few rims around that are rated to carry a load of 1250kg each.

An Airtec snorkel was added along with a Gitsham alloy bullbar and, down the back, a smart-looking Gitsham alloy tray. An electric X9000 Superwinch and a pair of Hella 100W quartz-halogen driving lights grace the bullbar. While the rear diff is standard, the front has a Lock-Rite auto-locking diff fitted for that extra traction when you need it.

Under the bonnet, the Jackmanns fitted a dual battery system with a 4WD Systems isolator, while down the back end another 90-litre Nissan tank was added to increase the fuel range. An air compressor has been fitted inside the engine bay and air hoses plumbed into the vehicle with fittings at the front and rear provide air on tap for tyres and the rear suspension airbags.

The cab wasn’t left alone, either, and while the standard Nissan bucket seats are fine, a small fridge nestles between them. An overhead console holds a few CB radios and the dash has extra gauges to monitor turbo boost and exhaust gas temperature.

A Sony stereo replaces the old clunker that was fitted originally to the ST Patrol, while a voice-activated Garmin GPS/streetPilot, hands-free Bluetooth phone connector and reversing camera are the latest electronic gadgets to find a home in the cab.

Then, for its 10th birthday, a heart transplant marked the beginning of an incredible transformation.

Dudley bought a 6.5-litre V8 Chevy engine from Brunswick Diesel, complete with ceramic pistons and new manifold, turbo and alternator. A Chev clutch and a Marks 4WD Adaptors adaptor plate allows the V8 to mate with the standard Nissan five-speed gearbox. To help keep the engine cool, a five-core copper radiator also came from Brunswick.

To allow the new engine to fit more easily, Dudley, with tradie assistant Iris, spent hundreds of hours fitting the engine and custom building many of the necessary items that bolt to it and the body. First project was a 50mm body lift, while the firewall had to be remoulded and pushed back 25mm to allow room for the dump pipe from the turbo to fit more easily.

Then most of the electric wiring was stripped out and custom looms made to replace the older wiring and to link with the new engine.

Heavier-duty springs were fitted to the front and a spacer added to the bump stop, while all of the suspension components had their bushes replaced. To give the tyres a bit more clearance within the front wheel arch and to help overcome the lack of clearance between the starter motor and the diff housing, a 10mm spacer was added to the front suspension’s trailing arms, which essentially pushes the front axle forward.

A 3.5-inch custom exhaust was next and then, while one snorkel may have fed enough air to the old engine, it was left wanting when it came to the V8. After a lot of searching, an Airflow snorkel meant for a 60 Series Cruiser now graces the driver’s-side pillar, ensuring the engine gets enough air when the foot is pushed to the metal. More importantly, it looks like it was meant to be there!

To ensure the V8 engine got clean air, Dudley built two stainless steel air boxes and fitted them with K&N air filters. Two beautifully designed and built air inlet hoses run from the boxes via a pair of stainless water-cooled coolers to the inlet of the turbo.

The coolers are fed water stored and cooled in the alloy bullbar, via an electric pump mounted behind it. It’s not an intercooler, but it ensures the engine is getting air as cool as possible. For outback trips and to get to places where their large caravan couldn’t go, the Jackmanns bought a Candy Camper and colour-coded it to suit the red Patrol. It looks good!

Two 50-litre, food-grade alloy water tanks were custom made and fitted to the underside of the tray just behind the cab so that the Jackmanns could be independent for longer periods. One of these feeds a stainless steel custom-made hot water heater, the heating coil fed water from the engine radiator.

When it is activated, the heater can warm the water in the tank to shower temperature in about 20 minutes of engine running.

Then, in 2009, in the ongoing quest for more power, Dudley decided to fit gas injection to the Patrol. He acquired a Diesel/Gas Australia kit and set about fitting it himself. The 34-litre gas tank was fitted under the rear tray and above one of the fuel tanks while all hoses were run in protective conduits to the front, where the gas runs through a regulator/mixer and a filter into the turbo.

An electronic black box helps control gas injection and Dudley has played with different jets to improve performance and economy, while Diesel/Gas Australia has re-programmed the unit to suit.

Dudley added a gas shut-off switch, which cuts gas to the engine when he is on a trailing throttle. The turbo currently runs about nine pounds of boost and, using a gas and diesel mixture that is about 20 percent gas.

While the Nissan hasn’t been on a dyno since the gas injection went onto it, the V8 should be pushing out around 155kW of power at 3400rpm and 500Nm of torque at around 1700 revs.

I was lucky enough to get behind the wheel of this immaculate GQ and to take it for a quick blast on some of the dirt roads around Loxton and the Murray River. The push back into the seat when I floored it proved Patrol has lots more … lots, lots more than a standard 4.2 turbo! And when the Patrol is lightly loaded, like when I drove it, it is oh-so-easy to spin the wheels in first – and second!

With a flick of a switch on the dash you can turn off the gas injection and once again you feel it (there’s about a 20 percent difference, according to Diesel Gas Australia), especially on a hill under full throttle. The gas injection makes towing a lot easier and safer.

Importantly, all the work has been engineered and certified. I reckoned it would have breezed that in because it is, without a doubt, the best-presented Patrol I have ever seen, while the engine conversion is the finest I’ve seen done in a 4X4, bar none.

The vehicle is no show pony, either, with Dudley and Iris getting out bush and taking the rig to Cape York, Fraser Island and throughout the desert country of our outback in the last couple of years. Isn’t that what all

THERE are some interesting insights in Deano’s Bulldust column this month on the changing perceptions people have of four-wheel drivers.

I guess it was inevitable that people would become more accepting of 4WDs when every second person is driving an SUV or 4×4 ute. When I’m driving around town I always try not to be the person in a 4WD that cuts someone off in traffic – the one who fuels the fire of anti-4×4 sentiment.

However, these days, the car I’m letting in or waving through is just as likely to be a 4×4 or SUV of some sort. They are the chosen mode of transport for Australian families and, with Australian car manufacturing ending this year, and with it the large sedans Aussie families once loved, there will be more folks buying into the SUV fold in the future.

The car companies are ensuring there is no lack of choice in the segment, with hundreds of new SUVs on the market – unfortunately for us, the number of vehicles with authentic off-road ability aren’t growing as quickly.

In the New Year we’ll have the Jeep JL Wrangler to look forward to, as it promises to keep the tradition alive with live axles hanging off a separate chassis and a host of features that will stay true to Jeep heritage.

Suzuki has shown its all-new Jimny, which is also set for a 2018 launch and, while details are still thin as we go to print, we hope it will continue to be the great little off-roader it always has been.

There will be a few changes for 4X4 Australia magazine in 2018 as well. For a start, we’re trying to bring the cover date back in line with the calendar; so when you see the next issue (issue 408) which comes out in December, it won’t be labelled January. Issue 409 will be the January 2018 edition and it will be coming out in, believe it or not, January!

We hope it doesn’t cause too much confusion, but it should make it more logical in the long run.

The mag will look a bit different as well, specifically with how our regular columns are delivered. They’ll be alternating from month to month with their tales and stories from around the country. We will be losing Viv Moon’s Camp Cook page from the magazine which, after near-on 30 years of recipes, has kept many a camp well fed. If you miss Viv’s camp recipes, you’ll still be able to find them via her cookbooks and online at Ron and Viv’s website.

THE ALL-NEW Land Rover Discovery is a rare thing, as it’s only the third new-from-the-ground-up Discovery in nearly 30 years.

In effect this is only the third all-new Discovery since the original appeared in 1989, given that the first two Discoveries were built off essentially the same platform and Discoveries 3 and 4 then shared what amounts to a second-generation platform.

That evolution has seen the Discovery design transverse the full technology spectrum: from an old-school separate-chassis design with live axles at both ends, to a separate chassis with fully independent suspension, and now to a monocoque with full independent suspension.

It’s not just any monocoque, but a high-tech one built from 85 per cent aluminium using aerospace design and manufacturing techniques. This new Land Rover also brings the smallest ever engines to power a Discovery: a pair of two-litre four-cylinder diesels, in what is another sign of technological evolution.

To benchmark this new Discovery we have lined it up against two very traditional rivals in the form of the Land Cruiser 200 and the Land Cruiser 150, better known as the Prado. In most ways the Discovery is more a 200 than a 150 competitor; although, in other ways, it also competes against the 150, especially in its lower-priced models.

Either way, having both Land Cruisers here provides two benchmarks that effectively ‘bookend’ the Discovery. The new Discovery is offered in a very complex 12-model range that spans $66K to $117K – if you leave out the expensive limited-run First Edition model that asks $132K.

That 12-model range encompasses three different engines and significant mechanical differences given that, among other things, the base four-cylinder engine (Td4) can’t be had with dual-range gearing. Only the up-spec four-cylinder diesel (Sd4) and the V6 (Td6) diesel are available with dual range.

Meanwhile, the 200 diesel spans $77K to $120K and the 150 diesel spans $54K to $86K, both offered in four different grades with little mechanical differences aside from suspension details.

For this test we would have ideally liked a Discovery Sd4 S with dual range, air suspension and rear-locker options ($76K), or an Sd4 SE which comes with dual range and air suspension as standard but optioned with a rear locker (so $85K). Instead we could only get an Sd4 HSE, which starts at $94K.

Likewise, a Prado VX ($74K) would have been ideal as this is the pick of the Prado range, instead we could only get the special-edition Altitude model based on the volume-selling GXL. However, we had more luck with the 200 and received the GXL ($88,541) as requested; although, the optional KDSS brings the price to $91,971.

TOYOTA PRADO

THE 150 Series Land Cruiser, better known as a Prado, arrived here in 2009 and was heavily based on the 120 Series that dates back to 2002; so there’s no escaping the fact that, at its core, the Prado is an ageing design.

However, much of the Prado is new, with the 2.8-litre diesel engine and six-speed automatic gearbox only arriving in late 2015, replacing the previous 3.0-litre diesel and five-speed automatic.

The engine change was driven by ever-tougher emissions standards, as the 3.0-litre only met the previous Euro 4 standard whereas the 2.8 meets current Euro 5 and won’t need much to meet the upcoming Euro 6 standard. The six-speed automatic was introduced to help fuel economy.

A refreshed Prado, which will primarily bring styling and equipment changes, is on the way; although, there’s a good possibility it will bring a towing capacity (and GCM) upgrade to make it more competitive against the likes of Everest, Pajero Sport, MU-X and Trailblazer. This new Prado won’t be offered with the slow-selling 4.0-litre petrol V6.

POWERTRAIN AND PERFORMANCE

DESPITE being smaller in capacity and running a much lower compression ratio, the Prado’s 2.8-litre four betters the old 3.0-litre in both power and torque. You can put that down to improved thermal efficiency, while the lower compression ratio helps with emissions and general running refinement.

The fact that the capacity has been reduced also makes for a smoother running engine, as smaller inline fours have less inherent vibration than larger ones; although, the 2.8 still employs counter-rotating balance shafts to smooth things out further. Interestingly, the otherwise identical engine in the Hilux doesn’t employ balance shafts.

The upside of all this is that the 2.8 is smooth, quiet and generally refined. The downside is that the 2.8’s pedal-to-the metal performance isn’t noticeably improved over the 3.0-litre given the power output has only jumped 4kW (now 130kW), even if the 2.8 is more flexible thanks to a 40Nm jump in maximum torque (now 450Nm).

In this company the Prado is a very distant third in get-up-and-go; its 130kW tailing behind the 177kW of the Discovery and the 200KW of the admittedly much heavier Land Cruiser 200. The Prado’s overall performance isn’t helped by its tall overall gearing and the fact that both fifth and sixth are overdrive gears.

Still, the Prado lopes along in an effortless and relaxed enough manner and is notably more economical than the 200; although, that’s probably more to do with the 200’s extra weight. And, while the Prado’s 2.8 isn’t especially brisk, it’s still flexible at low revs and willing to rev hard if asked. For its part, the six-speed auto offers smooth and decisive shifts, but it’s not particularly sporty or proactive in terms of its shift protocols.

ON-ROAD RIDE AND HANDLING

THE limited-edition Prado Altitude runs 18s like the VX rather than 17s of the volume-selling GXL, but like the GXL it misses out on KDSS suspension. Unfortunately KDSS isn’t available as an option on the GXL and, therefore, the Altitude. If you want KDSS you have to move up to the VX; although, this could be addressed with the imminent Prado refresh.

Why the fuss? Well, KDSS (Kinetic Dynamic Suspension System) is a brilliantly simple and robust system that provides noticeably flatter handling and sharper steering without compromising ride quality. It does so by automatically varying the tension of the anti-roll bars depending on whether the vehicle is travelling in a straight line or cornering.

Without KDSS the Prado doesn’t handle badly, but at the same time is doesn’t like to be pushed hard into and through corners even if it’s far more agile than the much heavier 200.

What you’ll like about the Prado is its supple and quiet ride on all road surfaces. It’s certainly less jarring on the big bumps and potholes than the Discovery, and it’s not far short of the very plush-riding 200 for suspension comfort.

OFF-ROAD

THE lack of KDSS plays its part in what the Prado can and can’t do off-road. In this company, and in situations when wheel travel and traction are at a premium, the Prado needs it to be more competitive. As it was, the Prado struggled on gnarly climbs and could have done with the extra 100mm of rear wheel travel – and the additional front travel – provided by KDSS.

Away from extreme climbs, and away from trying to match the other two here, the Prado, even without KDSS, is a superior off-road performer to most other mid-sized wagons including Pajero Sport, MU-X and Trailblazer and, out of the box, it’s still one of the most off-road capable 4x4s you can buy with or without KDSS. Of this trio it also performed best on the sand.

CABIN, ACCOMMODATION AND SAFETY

STEP into the Prado and you’ll find a nicely finished cabin that, while spacious, is notably smaller than the other two here, especially the 200. A comfortable driving position with tilt-and-reach steering wheel adjustment awaits the driver, and the front-seat passenger will be more than happy; though, three adults aren’t as comfortable across the back seat as they are in the either the 200 or the Discovery due to tight third-row seats.

All Prados have five-star ANCAP safety, but only the Kakadu has advanced safety features beyond the usual multiple airbags and Electronic Stability Control, which is mandatory anyway.

PRACTICALITIES

IT’S HARD to go past the Prado for practicality; although, in this company, it plays second-division for towing given its 2500kg max capacity is a full 1000kg short of the other two. That’s reflected in its 5370kg GCM, which is more than 1400kg shy of the 200 and nearly 1300kg shy of the Discovery.

On the other hand, the Prado has the longest fuel range thanks to its 150-litre fuel capacity and thrifty engine. Its wheel and tyre package (17s fit all variants) is also as practical as it comes, there’s a mountain of aftermarket accessories in addition to the factory range and, last but not least, there’s the back-up of Toyota’s extensive dealer network.

WHAT YOU GET

ALL Prado models from the $56,050 GX up come with seven airbags, smart-key entry and stop/start, a rear-view camera and cruise control. The $61,190 GXL adds third-row seats (an option on the GX), sat-nav, side steps, dual-zone climate and rear parking sensors.

From there the $74,901 VX adds leather, power-folding third row, 18s instead of 17s, Kinetic Dynamic Suspension System, and auto headlights and wipers. The top-spec Kakadu ($85,611) then adds auto emergency braking, radar cruise-control, blindspot monitoring, rear cross-traffic alert, memory seats, a cool box, rear DVD, a rear locker, Crawl Control, Multi-Terrain select, adjustable dampers, and height-adjustable rear suspension.

Our test vehicle was a limited-edition Altitude, based on the GXL. For a $5000 premium it adds leather, 18s, power front seats, a premium sound system, a rear DVD player, and a sunroof. It also mounts the spare wheel under the car, which reduces the fuel capacity but brings a more convenient two-piece tailgate.

TOYOTA PRADO PRICES* GX (auto): $56,050 GXL (diesel auto): $61,190 VX (diesel): $74,901 Kakadu (diesel): $85,611 *Prices do not include on-road costs

TOYOTA PRADO GXL SPECS: Engine: 2.8-litre 4-cyl turbo diesel Max power: 130kW @ 3400rpm Max torque: 450Nm @ 1600-2400rpm Gearbox: six-speed automatic 4×4 system: dual-range full-time Crawl ratio: 36.1:1 Construction: separate-chassis Front suspension: independent/coil springs Rear suspension: live axle/coil springs Kerb weight: 2250kg (approx.) GVM: 2990kg Payload: 740kg (approx.) Towing capacity: 2500kg GCM: 5370kg Fuel tank capacity: 150 litres ADR fuel claim: 8.0L/100km Test fuel use: 10.1L/100km Touring range: 1435km* *Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

TOYOTA LAND CRUISER 200

IT’S ALMOST 10 years to the day since the 200 Series arrived in Australia to replace to 100 Series, ending the 100’s nine-year run as Toyota’s premier 4×4.

In the ensuing 10 years the 200 has changed remarkably little, save for the introduction of the work-spec GX diesel in 2011, a new-generation V8 petrol engine in 2012, and, more recently, a front-end styling refresh and emissions compliance changes for the diesel engine in 2015.

These compliance changes (to meet Euro 5) amount to a new common-rail fuel injection system complete with fast-switching piezo injectors, which replace the electromagnetic injectors used previously, and the addition of a diesel particulate filter. As well as meeting Euro 5 and lowering the ADR fuel use, maximum power edged up 5kW to 200kW; although, maximum torque remained at 650Nm.

The fact the 200 has changed so little and is now into its 11th year is testament to the soundness of the original design. However, a new Cruiser is close – perhaps very close – but we aren’t exactly sure when it will arrive.

POWERTRAIN AND PERFORMANCE

THE 200’s diesel V8 is a world apart from the two four-cylinder engines here in the way it sounds, the way it feels and the way it goes about its business.

Despite being quieter than it was before the 2015 compliance update, this is still a gruff, noisy and ‘truck-like’ engine compared to both fours, especially the Discovery’s. But that’s one of the few negative things – aside from its thirst – you can say about the big twin-turbo V8.

The engine never needs to rev and goes the job without fuss or effort thanks in part to the fact it’s already producing a substantial 650Nm at just 1600rpm – that’s 200Nm more than the Prado and 150Nm more than the Discovery. Better still, that 650Nm remains undiminished for the next 1000rpm, which gives a low and middle rpm flexibility that the two fours simply can’t match.

The only thing that prevents the V8 having complete and utter performance dominance in this company is the extra 500kg or so that it has to deal with compared to the work asked of the two fours. Carrying all that extra weight is also the prime reason why the 200 trails the field here in fuel economy. Our test saw is use 25 per cent more fuel than the Prado and 33 per cent more than the thrifty Discovery.

The six-speed gearbox offers smooth and well-timed shifts without being as polished or proactive as the Discovery’s ZF eight-speed.

ON-ROAD RIDE AND HANDLING

MORE than anything else, the 200’s extra bulk defines what it does in this company in terms of its on-road dynamics – it feels bigger, bulkier and ultimately more cumbersome in the tight stuff than the other two. Thankfully our test GXL was fitted with the optional KDSS, which tidies up the on-road handing considerably and is well worth the extra cost even if you never take your 200 off-road.

The flipside of the 200’s steady-as-she-goes dynamics is that it’s very comfortable and quiet at speed on poor roads, sealed or not. There is, like the Prado, some bump-steer from the rear live axle, but this is something probably made more obvious by driving it in the company of the Discovery with its fully independent suspension.

Of the three, the 200 offers the smoothest ride, which helps make it a very relaxed and accomplished long-distance tourer.

OFF-ROAD

THE 200’s supple long travel suspension is also the key behind its formidable off-road performance. With its optional KDSS, the wheel travel is even better than a standard GXL, so gnarly and rutted trails present no obstacle to the 200. Also impressive is the 200’s Crawl Control, which has an uncanny ability to ‘extract’ the 200 from situations where it otherwise seems stranded.

The 200 is the most comfortable and smoothest-riding of the three here on rough trails, especially relative to the Discovery which loses much of its compliance when its suspension is jacked up.

Surprisingly for a vehicle that’s so heavy the 200 works well on sand but, like the Prado, you can only deactivate the stability control after the traction control has been cancelled.

CABIN, ACCOMMODATION AND SAFETY

THE 200 has the most spacious cabin here and is the only one to seat eight. Up front it offers a very comfortable driving position complete with tilt-and-reach steering wheel adjustment. The cabin detailing is first class, and the most recent revision that sees all off-road controls grouped – rather than being in various places on the dash – is most welcome.

The 200’s second-row seat is best here for three adults; although, the third-row seat isn’t as spacious as the Discovery’s, even if it can legally seat three rather than two. However, the 200 has the biggest luggage space here. All 200s offer five-star ANCAP safety but, as with the Prado, only the top-spec model – in this case the Sahara – has advanced safety features.

PRACTICALITIES

THERE’S very little not to like about the 200 in terms of practicality, not least being the vast array of aftermarket enhancements on offer, the back-up of Australia’s biggest dealer network, the 285/65R17-inch wheel and tyre package, and its 3500kg towing capacity.

The 200’s big and torquey V8 is also ideal for towing. Surprisingly, it has the smallest payload here (due to its considerable kerb weight eating into the GVM) and less fuel capacity than the Prado.

WHAT YOU GET

LAND CRUISER 200 diesel prices start at $77,461 for the GX. The GXL (as tested) is $88,541; although, the optional Kinetic Dynamic Suspension System (KDSS) adds $3250 and brings the price to $91,971. All 200s come with at least eight airbags, Crawl Control, trailer-sway control and cruise control.

The GXL then ads sat-nav, a reversing camera, side steps, third-row seats, dual-zone climate, alloy instead of the GX’s steel wheels, and smart-key entry and stop/start. From there, the $98,881 VX adds leather, two additional airbags, front and rear parking sensors, auto LED headlights, auto wipers, a sunroof, KDSS as standard, 18s (instead of 17s), and Multi-Terrain Select.

The $120,301 Sahara adds heated and cooled front seats, heated second-row seats, four-zone climate, rear DVD player, a cooler box, a power rear tailgate, Multi-Terrain Monitor (via external cameras) and high-end safety equipment including radar cruise, lane departure warning, blindspot monitoring and rear cross-traffic alert.

TOYOTA LAND CRUISER 200 PRICES* GX: $77,461 GXL: $88,541 VX: $98,881 Sahara: $120,301 *Prices do not include on-road costs

TOYOTA LAND CRUISER 200 GXL SPECS: Engine: 4.5-litre V8 twin-turbo diesel Max power: 200kW @ 3600rpm Max torque: 650Nm @ 1600-2600rpm Gearbox: six-speed automatic 4X4 system: dual-range full-time Crawl ratio: 34.1:1 Construction: separate-chassis Front suspension: independent/coil springs Rear suspension: live axle/coil springs Kerb weight: 2740kg GVM: 3350kg Payload: 610kg Towing capacity: 3500kg GCM: 6800kg Fuel tank capacity: 138 litres ADR fuel claim: 9.5L/100km Test fuel use: 12.6L/100km Touring range: 1045km* *Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

LAND ROVER DISCOVERY

OFTEN in the automotive world, less-sophisticated, lower-cost designs are used to create more expensive upmarket models. Far less often the opposite is the case. But that’s exactly what’s behind this all-new Discovery, as it’s been developed from Land Rover’s premium platform as used in the current Range Rover and Range Rover Sport.

That platform – a high-tech aluminium monocoque with fully independent suspension – debuted with the Range Rover and Range Rover Sport just five years ago and came off the back of a huge investment by India’s Tata Motors, owners of Land Rover since 2008.

The key benefit of this 85 per cent aluminium monocoque, compared to the steel separate-chassis platform used with the Discovery 3 and 4, is the shedding of 480kg, which brings a stronger performance, less fuel use, sharper dynamics and superior off-road ability.

Included among the non-aluminium parts are steel suspension sub-frames, used for their strength and durability. Those sub-frames carry fully independent height-adjustable suspension (via air springs); although, base models come standard with non-adjustable steel-coil springs.

POWERTRAIN AND PERFORMANCE

THE new Discovery comes – at this stage at least – with three diesel engines, two 2.0-litre ‘Ingenium’ fours and the 3.0-litre V6. The V6, one of the very few carried-over parts from the Discovery 4, is already slated to be replaced in a few years time by the new Ingenium in-line six.

In the meantime what we have here is the bi-turbo Sd4, which claims remarkable power and torque figures for a 2.0-litre diesel, namely 177kW and 500Nm – compare that to the 2.8-litre Prado’s 130kW and 450Nm, or even the 200’s 200kW and 650Nm. Looking at this another way, the 200’s 4.5-litre V8 cranked up to an identical state of tune as the Discovery’s two-litre four would produce 395kW and 1116Nm.

All that sounds good on paper, but how does it play out on the road. Well, in a word: astonishing. On the road this just doesn’t feel like a four-cylinder design and it certainly doesn’t perform like a four-cylinder that’s asked to power a large 4×4 wagon.

Pedal to the metal it clearly out-performs the Prado and gives nothing away to the 200 except on initial urge. The fact the Discovery – although being close to the size of the 200 – is a little lighter than the Prado and considerably lighter than the 200 is a key factor here, while the Discovery also gains a benefit from the relatively close ratios of its eight-speed automatic.

When pushed the Sd4 is quite a revvy engine, but in general driving it is low-revving, relaxed and effortless thanks to its 500Nm being on tap at just 1500rpm. The Sd4 is also the smoothest, quietest and most refined engine here and, even when revved hard, is neither noisy nor harsh.

It also proved the most economical of the three engines on the road, surprisingly even better than the consistently frugal 2.8 in the Prado. In another win, the Discovery’s eight-speed automatic shifts more smoothly than the two Toyota six-speeders and is more proactive in terms of auto downshifts to assist in descent braking.

ON-ROAD RIDE AND HANDLING

THE Discovery’s trim weight, as well as its fully independent suspension, plays dividends with its on-road dynamics. On tight, winding roads it’s a far more agile and sporty drive than either of the two Toyotas, especially the 200, while the electric power steering is very light at parking speeds but has plenty of feel at highway speeds. At higher speeds on rough roads the Discovery is also more stable than the two rear live-axle Toyotas.

What the Discovery can’t do is match either Toyota for ride quality, especially on sharper bumps. The 20s fitted to the HSE wouldn’t help here and no doubt the Discovery would be more comfortable on bumpy back roads with the narrower and taller 19s fitted to the S and SE models. That’s certainly the case with the base-spec Range Rover Sport that uses the same core platform and rides on identical-spec 19s.

OFF-ROAD

FULLY independent suspension usually doesn’t offer travel to be effective off-road, but that’s not the case with the Discovery. As we have found previously with the RRS, this platform offers the sort of wheel travel you’d expect of good live-axle 4×4.

In this company it did everything the 200 did and generally outpointed the Prado in the gnarly stuff; although, our test HSE was fitted with the optional rear auto-locking diff, which makes a significant difference in extreme conditions.

In this company, the Discovery’s height adjustable suspension is also significant as it provides more clearance, deeper wading and superior approach, ramp-over and departures angles than either Toyota. On the downside, the Discovery’s ride deteriorates when the suspension is jacked up, a predictable and unavoidable outcome from the reduction in droop travel on the higher suspension settings.

The new Discovery’s lighter weight proved a bonus on sand; here it feels a far better vehicle than the Discovery 3 and 4 and a match for the 200.

CABIN, ACCOMMODATION AND SAFETY

THE new Discovery’s cabin has lost the notably airy and spacious feel of the Discovery 3 and 4 and feels more closed in. It’s still a big, long cabin, but it’s not as tall. In this company it still feels bigger than the Prado and close to the 200 in size.

Up front the driver is treated to the best driving position here, and the second row seat is notably more spacious than the Prado and only a bit tighter than the 200 for three adults. The Discovery has the best third row and the only one that is really comfortable for two tall adults.

All Discovery models have a five-star ANCAP safety rating, and advanced safety features such as autonomous braking are either standard or optional across the entire range.

PRACTICALITIES

AS WITH the Discovery 3 and 4, this new Discovery is let down by its meagre fuel capacity, less than half that of the Prado. The only saving grace is that it’s good on fuel. Likewise, this new Discovery carries over the legacy of the less-than-ideal wheel and tyre spec of the Discovery 4; although, it’s better than before. For any given wheel size there’s a one-size-taller tyre and a nominal 12.5mm more sidewall.

More positive is the Discovery’s carrying and towing capacities. It has the highest payload here and is also rated to tow 3500kg, the same as the 200; although, anyone wishing to tow maximum loads would no doubt be better served by the optional 3.0-litre V6.

WHAT YOU GET

NEW Discovery models start with the $65,960 Td4 S, but the entry-level Td4 engine can’t be had with dual-range gearing, even as an option. To get dual-range gearing you need the Sd4 engine, which in S spec starts at $71,560 (and even then dual-range is a $920 option).

The Sd4 S, like all new Discovery models, is auto-only (eight speed) and comes with six-airbags, a reversing camera, parking sensors, auto braking, lane-departure warning and trailer-sway control. From there the $83,450 Sd4 SE adds leather, power-adjust for the front seats, sat-nav, auto headlights and wipers, and height-adjustable air suspension and dual-range gearing as standard.

At $93,550 the Sd4 HSE adds 20s (instead of 19s), memory seats, three-zone climate, a bigger touchscreen, a Meridian sound system, and smart-key entry. Options fitted to our test Sd4 HSE include third-row seats ($3400) and a rear-locker (as part of a $3200 ‘Capability Pack’); although, the rear locker is available separately on most models for $1080.

LAND ROVER DISCOVERY SD4 PRICES* Sd4 S (five seat): $71,560 Sd4 SE (five seat): $83,450 Sd4 HSE (five seat): $93,550 Sd4 HSE Luxury (five seat): $107,350 *Prices do not include on-road costs

LAND ROVER SD4 HSE SPECS: Engine: 2.0-litre 4-cyl bi-turbo diesel Max power: 177kW @ 4000rpm Max torque: 500Nm @ 1500rpm Gearbox: eight-speed automatic 4X4 system: dual-range full-time Crawl ratio: 45.7:1 Construction: monocoque Front suspension: independent/air springs Rear suspension: independent/air springs Kerb weight: 2019kg (five seat) GVM: 2940kg (five seat) Payload: 921kg (five seat) Towing capacity: 3500kg GCM: 6640kg (five seat) Fuel tank capacity: 77 litres ADR fuel claim: 6.3L/100km Test fuel use: 9.5L/100km Touring range: 760km* *Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

THE VERDICT PICKING a winner here is nigh on impossible, if for no other reason than the disparate pricing of the three. Regardless of this, the comparative strengths and weaknesses of the three are laid bare when you drive them back-to-back and, as ever, some obvious differences come to the fore, as do a few surprises.

Most obviously the two Toyota’s fall into one camp and the Discovery is off on its own, and not just because of its name. It’s been created in a completely different technological paradigm. You just couldn’t imagine Toyota building anything like this Discovery, at least in the foreseeable future, if ever, as its whole Land Cruiser philosophy is centred on durability not technological evolution.

The two Toyotas are also very different, even if they are both Land Cruisers and share the same basic design philosophy: body-on-chassis all-steel construction; independent front and live-axle rear suspension; and coils springs all around.

Given the 200 is considerably more expensive than the 150 (a 200 GXL is a tad more costly than a Kakadu) you’d think it would be a better vehicle all ’round, but it’s not. The 150 beats the 200 for fuel economy, touring range and engine refinement, plus it’s more nimble and easier to drive.

Given its price advantage over both 200 and Discovery, and the fact that it does everything so well, it’s the sensible buy of the three. A low legal towing capacity and only modest performance are the chief reasons why a Prado may not suit; although, as mentioned, the towing capacity may be one thing Toyota addresses with the imminent Prado update.

The 200’s big, grunty, effortless and low-revving V8 is the main reason to buy it and not the Prado. Make no mistake: it’s the V8 engine that defines the essential difference between the two Land Cruisers; although, the 200 gives you more space as well. And for heavy-duty towing – even aside from the legalities – there’s no comparison between the 200 and Prado.

This leads to the new – space-age – Discovery. It has a body nearly as big as the 200 in a package that’s a little lighter than the Prado. On the road it almost feels like a sportscar compared to the two Toyotas but can match or better them off-road. Its performance and capability spectrum from on-road to off-road is unrivalled here.

But the Discovery is complex by comparison and still not perfect. And while the key shortfalls in terms of its usefulness as a serious 4×4 are more in the details, the details in question are critical. The tyre and wheel package, although more off-road practical than that of the Discovery 4s, is still far from ideal for a go-anywhere 4×4.

And you can’t readily fit smaller wheels due to the size of the front brakes; although, the front brakes are no bigger than the Discovery 4’s, so bespoke 18s are theoretically possible.

Likewise, the 77-litre fuel capacity (85 litres with the Td6) is shy of what’s ideal, even if the Sd4 engine is economical. Note that some RR and RRS models have 105-litre tanks on their similar platforms and, if anything, you’d think that a 105-litre tank would better serve a Discovery than its upmarket siblings given they are less likely to venture far from civilisation.