HOLDEN’S Colorado spluttered along in both sales and the way it drove when it first arrived in 2012.
Over the next couple of years, Holden tweaked it here and there and then finally pulled it completely apart and put it back together again for the 2017 model year.
Whether it’s due more to this rebirth or Holden’s aggressive advertising push, Colorado sales have soared in 2017 compared to 2016 and have recorded the biggest percentage gain within Australia’s top ten 4x4s.
While Colorado sales are still around half of those of Ranger and Hilux, it has just about closed the gap to the stagnating Triton and may well take over third spot in the 4×4 ranks by year’s end.
The MY17 changes run to moving the engine’s balance shafts, a new torque convertor for the six-speed auto, recalibrated suspension, electric power steering, adding sound deadening, changing the engine and body mounts, a thicker windscreen, and new window seals, roof mouldings and mirror mounts.
On road, the Colorado is more refined to the point where the gap to the Ranger has been closed.
It also steers, rides and handles far better than before. And while the VM Motori 2.8-litre four-cylinder diesel revs harder than the 3.2-litre five of the Ford Ranger (or Mazda BT-50), it gives nothing away in outright performance and does a very good job towing its maximum rating of 3500kg.
One notable highlight is the Colorado’s auto ’box, which is the best in this class save for the eight-speed used with both V6 and four-cylinder engines in the Amarok range.
Not so good is the Colorado’s off-road performance. It’s still a robust and capable off-road ute, but it doesn’t have the extra yard of off-road ability offered by the Ford Ranger, Toyota Hilux and Volkswagen Amarok, all of which comfortably lead the rest of the field.
SALES 2017 (to June): 7423 2016 (to June): 6095 Change: + 21.8%
REPORT CARD* Powertrain: B On-Road: B Off-Road: C Cabin & Equipment: C Towing & Practicality: B Final word: The Colorado is finally the ute it should have been from the start.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
Spring is upon us, so Ron and Viv have handpicked a selection of must-see events and activities taking place around Australia this September.
MOLLY’S BASH (NT)
MOLLY’S Bash at Old Andado Station has been rescheduled for September 9 and 10. This is the major fundraiser for the year, with plans to fund a solar bore and other projects to keep this iconic and historic property running; so please support it by attending. If you can’t make it, check out Old Andado Station another time and see how the pioneers coped without many of the things we now take for granted. It’s a great spot to camp. For more info: www.oldandado.com.au
BANGEMAIL GOLDFIELDS TRAILS (WA)
Established in 1896 as the Eurana Hotel, it was renamed the Bangemall Inn in 1910 and, up until recently, offered accommodation and camping. Now you can stop here to read the info sign and take in the ambience of the place, but that is about all, as the main buildings are a private residence. A few modern maps show that much of this area (including the pastoral leases of Cobra, Mt Phillip and Dalgety Downs) have been taken over by the state government and are managed by the WA Department of Parks and Wildlife (DPaW). Due to this, a couple of 4WD tracks across the properties have been established for travellers to enjoy – you need to register and get a map and details with the camp host, at Mt Augustus.
2017 MILDURA MUSIC FESTIVAL (VIC)
The 2017 Mildura Country Music Festival will be held from Friday September 29 to Sunday October 8. The major difference between the other Australian country music festivals and the annual Mildura Country Music Festival is that Mildura has Australia’s biggest showcase of independent entertainers. The 10-day event will be held at various locations around the city. For more details, visit: www.milduracountrymusic.com.au
TRUNDLE BUSH TUCKER DAY (NSW)
The event will be held on Saturday, September 2. Entry into the event includes cooking competition entries, cooking demos, bush-tucker taste testing, whip cracker and sheep shearing demos, kids’ corner activities, and live entertainment throughout the day and evening. Camping is available at Trundle Showground and bookings are essential: www.trundlebushtuckerday.com
JOINING OF THE RAILS (SA)
The centenary of the joining of the Trans-Australian Railway Line will see a number of events happening in South Australia and Port Augusta. Among them will be the unveiling of the new monument at Ooldea in western SA, where the two lines met 100 years ago. The Australian Rail Track Corporation has built steel replicas of the 1967 monument (the 50-year anniversary) from the original plans, and these will be unveiled at the centenary which will take place on Tuesday October 17 at 1.45pm. For more info: www.rdawep.org.au/trans-australian-railway-centenary. If you want to attend and camp, contact Bob Ramsay at: [email protected]
SATINWOOD (QLD)
Satinwood, a farm that breeds Brahman cross cattle, is 6km from the town of Kenilworth, situated inland from the Sunshine Coast and bordering the Mapleton State Forest. Camping is available for caravans, camping trailers and tents. Flush septic toilets, power and drinking water are all on site if required. All bookings are to be made in advance. Please visit: www.youcamp.com/view/satinwood-kenilworth
WILD RIDES IN THE NORTH-WEST (NSW)
The annual Tibooburra Gymkhana, Bikehana and Rodeo will be held over the October long weekend from September 29 to October 1. There will be lots of action and fun, with plenty to see and do in and around the town. It’s well worth checking out. For accommodation and camping options, please visit: www.outbacknsw.com.au/tibooburra.html
MITSUBISHI’S Triton ute is holding steady at number three on the 4×4 sales charts.
So steady, in fact, 2017 sales almost mirror 2016, the first full year of sales for this latest, fifth-generation Triton.
However, if things stay this way, the Triton is in danger of being knocked out of the third place it has held for a few years now by the quickly rising Holden Colorado.
Sales of this latest Triton are also well behind those of the last-generation Triton when it was in run-out mode back in 2015, but with the Pajero Sport joining Triton in the top-ten best sellers, it’s unlikely Mitsubishi, or its dealers, are complaining too much.
The Triton stands out among the current crop of 4×4 utes in a number of ways. One reason is the full-time 4×4 of GLS and Exceed models, thanks to Mitsubishi’s ‘Super Select’ system.
Full-time 4×4 adds greatly to the Triton’s functionality, driveability and safety under most driving conditions, and it stands the Triton apart from all of its competitors bar the Volkswagen Amarok. Super Select also has a 2WD mode, so it’s different again from a conventional full-time system.
Unfortunately, Super Select doesn’t make the Triton a gun off-road ute, but that’s all to do with its modest suspension travel and ground clearance and nothing to do with the Super Select system.
The Triton is also a small ute by class standards in cabin size, payloads and towing capacity. The fact that most of the tray of the dual-cab models overhangs the rear axle is also a negative when it comes to carrying or towing heavy loads; although, the 2.4-litre diesel holds up its end even if the chassis layout isn’t ideal.
One positive here is that the Triton is more manoeuvrable than the others in its class, thanks to its relatively short wheelbase. It also has sporty feel to the way it steers and handles, thanks in part to being lighter than most competitors.
SALES 2017(to June): 7661 2016 (to June): 7571 Change: + 1.2%
REPORT CARD* Powertrain: C On-Road: B Off-Road: D Cabin & Equipment: C Towing & Practicality: D Final word: Value package, but not as big or as capable as others.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
MORE: Mitsubishi Triton Range Review MORE: Mitsubishi Triton Specs, Range & Price
This can be a challenging trip and, after the recent rains in Central Australia causing the Finke River to flow, the route can be tricky.
Part 5: Finke River and Boggy Hole
I remember our first trip here when we were plagued by near quicksand conditions with numerous vehicles being bogged and some mammoth recovery operations.
It pays to find out the latest info. Before you head down the Finke to Boggy Hole, check out Palm Valley which is one of the natural highlights of this region. To access the Valley and the camping area you’ll need 4WD.
Then you’ll have to backtrack to the bitumen to pick up the Finke River 4WD route, which first follows Ellery Creek before meeting the Finke at The Junction. From here the route crosses the normally sandy bed of the Finke a number of times before coming to Boggy Hole.
Nearby and close to the camping area are some low ruins of the 1889 police camp that was established here. This is the scene of one of the most shameful episodes in the settlement of Central Australia when a mounted constable, William Willshire, and his four native constables were based here to help control cattle killing by the local Aboriginal people.
Willshire was implicated in a number of killings and was later charged with murder – the first policeman to be so charged in Australian history; he was controversially acquitted. The great waterhole found at Boggy Hole is a beauty and always hosts a number of pelicans, ducks, water hens and a host of other birds.
Other animals wander into here to take advantage of the long stretch of water and the green feed that often blankets the fringing banks. The route south from Boggy Hole again skirts along the edge of the Finke and crosses it a few times before passing through the James Range, then reaching Running Waters and a series of stock yards.
From here, the route swings west and then south before striking east towards Watarrka National Park and the Stuart Highway.
More info: https://nt.gov.au/leisure/parks-reserves/find-a-park-to-visit/finke-gorge-national-park
IN 2016, the Hilux was Australia’s best-selling new car overall, the first time ever a commercial vehicle has held that honour in this country.
At the same time, the Hilux marked 12 years as Australia’s best-selling 4×4.
However, it’s a new story this year. Despite Hilux 4×4 sales continuing to climb (up nearly 10 per cent year-on-year), the rate of growth is declining, and the Hilux has been knocked off pole position by the hard-charging Ford Ranger.
For better or worse, Toyota decided to downsize from a 3.0-litre diesel to a 2.8-litre in this latest Hilux, and while this new engine is notably quieter, more refined and more economical than the Ranger’s 3.2 five, it falls short in grunt.
Pedal to the metal, it’s initially more responsive than the old 3.0-litre, but gives much more when fully stretched, as sweet as it is and regardless of how hard it tries. At least the new six-speed auto is a nicer proposition than the previous five-speed, even if it’s over-geared in sixth for most highway driving, especially on undulating roads.
There’s little to complain about when off-road, thanks to the best-in-class wheel travel at the rear and an extremely effective traction control system. Up-spec Hilux models also have a driver-switched rear locker, but it doesn’t enhance matters as it cancels the traction across both axles.
The Hilux’s cabin isn’t as big as most others in the class, but it does offer tilt-and-reach steering adjustment, while the high quality interior fit-and-finish is mirrored in the Hilux’s ‘well-built’ feel – something that should bode well in terms of longevity and durability, both attributes synonymous with the Toyota brand.
Buyers looking for something unique in the ute class also have the option of a petrol engine – a smooth 4.0-litre V6 – although, perhaps not for long given the lack of buyer interest in petrol utes.
SALES 2017 (to June): 13,202 2016 (to June): 12,099 Change: +9.1%
REPORT CARD* Powertrain: C On-Road: C Off-Road: A Cabin & Equipment: B Towing & Practicality: B Final word: Toyota could and should have done more with the Hilux.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
THE standard Haval H9 is a touch underdone in the suspension department, so at first glance the prototype Ironman 4×4 50mm lift kit seems like a promising step towards making the H9 a better tourer.
To give this suspension a work-out, Haval took us to Darwin, where we drove the prototype suspension H9 on a 300km loop through Litchfield National Park. On the blacktop out of Darwin, the H9’s suspension felt firm with a slight patter on the smoother road surfaces – you could tell straight off this wasn’t the standard, soft suspension.
Steering seemed much more precise on the straights and corners – it will never be a patch on high-end SUVs like the BMW X5, but it’s a confidence-inspiring set-up. Heading towards LNP’s Wangi Falls, we got to experience the new suspension on some pretty rough dirt, with wash-outs and corrugations aplenty.
Here you could see that Ironman 4×4 did its homework, as the suspension kept the H9 composed over some pretty nasty terrain. Live axles and corrugations don’t tend to go well together – especially if the suspension isn’t properly set up – and axle hop is the typical response, with some degree of steering correction required to counter it.
The H9’s live rear axle didn’t resort to a pogo dance; instead, it appeared to stay pretty-much planted, the suspension simply absorbing the washboard surface. When hitting a series of washouts at about 80km/h, the H9’s body simply dipped down on its springs and recovered, settling without any ongoing bounce.
The spring rates and shock-valving seem spot-on. We were just three-up with not a lot of gear, so without much in the way of payload on board we can’t comment on how the set-up performs fully loaded for a trip. Haval will announce if it’s going ahead with the Ironman 4×4 kit (it would be a dealer-fit option) in coming months.
The company is also in talks with Ironman 4×4 about developing other off-road gear, such as a bullbar. While only a taste-test, this drive confirmed the prototype suspension improves the H9’s steering and ride-handling.
We can only hope the kit gets the go-ahead to appear on the H9’s options list.
THE 2001 GU Patrol I’ve owned since new is a capable rig I still enjoy driving every day.
Sure, the 3.0-litre diesel engine has a less than perfect reputation, but mine has been faithful, taking me on countless off-road journeys throughout the past 16 years.
I’ve always had all-rounder all-terrain tyres on my 4x4s, but have often weighed up the pros and cons of changing to a more aggressive tyre.
Sure, muddies are great for playing off-road on wet and sloppy trails, but how will they serve me on my daily drive? Will the road noise be too much? Will they handle Melbourne’s greasy roads after a downpour?
It was a trip to the mud of Mount Matlock where the old all-terrains struggled, so I began seriously thinking about a change. Given I’d spend most of my time off road in the Victorian High Country, I decided it to consider something more aggressive. Enter the Bridgestone Dueler M/T 674.
These tyres have been a pleasant surprise, and they’re certainly more of an all-rounder than I expected. On the black top, grip was a real improvement over the old boots. The Dueler 674s feel safe and secure, and the road noise is fairly unobtrusive and nothing like I had feared.
My wife also agreed that on-road handling felt better than the older tyres, and they were much quieter than expected. The M/T 674s cut their teeth up in Victoria’s High Country around Dargo, crawling up hills and across rivers. There were no concerns and they made for satisfying touring on the High Country’s toughest tracks.
A weekend spent on the scaly tracks and river crossings up at a favourite Huggett’s Crossing in Avon-Mount Hedrick Scenic Reserve gave them another once over. Then the time came for a boys’ trip with kids to Hattah-Kulkyne National Park, testing them out on the sandy tracks of the Mallee. In every case, they came through without any issues.
With its aggressive design, Bridgestone’s Dueler M/T 674 meets the demands of tough off-road driving – even through the heaviest of mud.
The Bridgestone tyres have been designed using 3D technology to deliver superior off-road performance and durability. They also offer improved wear for better mileage, an advanced rubber compound to improve cut and chip resistance, and excellent braking performance.
Other key features include improved grooves and buttress design for better grip in heavy mud; 3D shoulder lugs for durability, traction and handling; and a redesigned tyre footprint for improved wear balance.
THERE’S a new bully in the 4×4 sales playground.
As of this year, the Ford Ranger has taken over from the Toyota Hilux as Australia’s most popular 4×4, which means, for the first time in decades, the tables have turned and Australia’s most popular 4×4 isn’t a Toyota.
While Toyota isn’t bleeding too much right now – as the Hilux still outsells the Ranger when you include 4×2 variants – the Ranger’s star is rising. Sales of Ranger 4×4 to the end of May 2017 verses end of May 2016 increased at twice the rate of the Hilux, and the recent demise of the Falcon ute can only enhance sales of the Ranger 4×2.
In the bigger picture, Toyota still looks comfortable in the 4×4 market, with the Prado and Land Cruiser 200 joining the Hilux in the top-10 best sellers.
And, in a market still dominated by utes – with Triton, Colorado, Navara, D-MAX and BT-50 also in the top 10 – there are now three wagons in the mix thanks to the rise of Mitsubishi’s Pajero Sport.
So, how do they stack up when Principal Stronach hands out the mid-year report cards?
Here we look at the top five: Ford Ranger, Toyota Hilux, Mitsubishi Triton, Holden Colorado and Toyota Prado.
#1 FORD RANGER
THERE’S somewhat of a sad irony in the Ranger taking over as Australia’s best-selling 4×4, as the Ranger is effectively Australian designed and developed, yet the Australian car-building industry is in the process of closing down. In fact, Ford has already stopped building cars in Australia, though it will keep a local design and development facility going into the future.
The Ranger is currently not only the best-selling 4×4 in Australia, but it’s also close to out-stripping the Hilux as Australia’s best-selling new car – and by year’s end, it should be just that.
The Ranger deserves the success it’s having, as it’s an excellent ute in any role it’s asked to perform.
Much of its ability at doing everything well comes from the grunt and flexibility of its 3.2-litre five-cylinder diesel. This unique engine is the basis of the Ranger’s strong performance and class-leading towing and load-carrying ability. If you want to tow 3500kg or haul a 1000kg payload, this is the ute you want.
The Ranger won’t disappoint off-road, with excellent wheel travel and generous ground clearance. A tweak to the 4×4 system in the Ranger’s 2015 mid-life refresh means the rear diff lock, which is standard on all Ranger 4x4s, doesn’t cancel the electronic traction control across the front axle when activated, as was the case before the 2015 upgrade and with most utes the Ranger competes against.
If towing or off-roading isn’t your thing, then the Ranger is an engaging and enjoyable on-road drive, especially out on the highways and byways. The Ranger then backs up this good-at-everything disposition with a big, spacious and comfortable cabin.
While there’s no reach adjustment for the steering wheel, it still offers a great driving position. Another positive is that the combined front and rear legroom of the notably long cabin is also as good as it gets in its class.
SALES 2017 (to June): 14,114 2016 (to June): 11,789 Change: +19.7%
REPORT CARD* Powertrain: B On-Road: B Off-Road: A Cabin & Equipment: A Towing & Practicality: A Final word: Proof that a good big ute will always beat a good small ute.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
A CAMPFIRE in the million-star hotel, a good meal and comfortable bed, like-minded travellers for company, and another day ahead of good touring on rarely travelled tracks. Sound like a grand idea? Of course it does.
While some folk have nearly as much fun researching and planning the route, there are plenty of others who’d rather pack up and drive without the hassle of organising permits, working out fuel stops, and ensuring a big group travels harmoniously.
Not to mention setting up and pulling down overnight campsites, digging latrine holes, cooking meals after a tiring day, and attending to rigs that require urgent bush mechanics. On balance, the highs of a trip away far outweigh the lows, but there is a better way to organise it: get someone else to do all the hard work.
Joining a 4WD club means you can depend on a trip leader to do the heavy lifting of planning a getaway, but you’d need a fully catered tagalong tour to take care of some of the other hassles. Even then, chances are you’ll be asked to help with all the chores, as the crew will be a small group to keep costs down.
There is a third alternative: the Variety 4WD Challenge, a charity motoring event that raises money for children in need. The 2017 Variety getaway included 880km of travel in seven days through the Southern Flinders, with only about 40km on bitumen.
The route passed from Port Pirie to Spear Creek, Horseshoe Top End, down through the Clare Valley to Marrabel, and finished up in the Barossa Valley. It was designed to test the limits of a standard 4WD and provide even experienced 4WDers with some challenging sections.
Newbies need not be concerned, though, with trip leaders providing expert coaching when required and planned workarounds for the tougher terrain. There’s no need to modify your fourbie to tackle a Variety trek, but the one strict requirement is that strong all-terrain tyres be fitted.
The event not only travels with a mobile tyre support vehicle to fix and repair damaged tyres and keep your vehicle mobile, but also a fully equipped mobile workshop to tackle any mechanical issues that may arise, including dealing with damage from encounters with unfortunate ’roos.
The amazing levels of professionalism and support the officials bring to a Variety Challenge make it a smooth adventure and enable the convoy to travel through normally inaccessible terrain.
Gavin Gillett of Summit eXpeditions said, “What really impressed me was how well the organisers managed the tricky tracks. With 55 cars, I would have deliberately lowered the difficulty of the tracks to ensure we didn’t have massive delays. I break up my tours to 10 or 15 cars per trip leader and spread the load on the track out.
Variety is so well-organised they can send all 55 cars down the same track without bottlenecking, without disturbing other track users. And when there is a recovery of some kind to be made, they are very quick at getting the convoy moving again. I think the longest we were ever delayed might have been one hour for the whole trip.”
All of this sensible business acumen and professionalism means Variety has the credibility to gain access to areas that a single tourer, or even a well-organised club, simply couldn’t drive through. For this trip, Variety worked with SA Water, SA National Parks and Forestry SA, as well as private land owners, resulting in plenty of tracks that had rarely seen a tyre, let alone a convoy, before.
Guests traversed the rocky slopes of Spear Creek Station and experienced spectacular views as they scrambled up Mount Horrocks, stopping for an ice cream at a spectacular waterfall hidden away on private property. The unique route through Mambray Creek to Horrocks Pass along locked fire tracks provided a once-in-a-lifetime opportunity to enjoy breathtaking views across the Spencer Gulf.
So, the Variety Challenge entails unique terrain and a well-equipped convoy, but what else makes it an ideal camping trip? Firstly, let’s deal with the camp set-up. Not only is the campsite fully set up by the service teams, who erect huge marquee tents and arrange dining tables and chairs, but it’s complete with mobile off-road trailers with hot-water showers and flushing toilets.
Every night kicked off with a complimentary happy hour of drinks provided by sponsors, followed by gourmet food prepared by expert chefs – think crayfish, oysters, giant prawns and succulent 600g rib-eye steaks.
Given guests were similarly well fed at breakfast and lunch – as well as morning and afternoon tea – it’s a good thing most nights included dancing to the live tunes of John O’Dea, Antonio Villano and Kate Lara. Side-splitting laughter, thanks to comedy acts like the cheeky Mikey D, also helped burn off calories.
It’s no wonder plenty of guests are repeat offenders – some had even participated in up to 20 similar events! Entire families get involved, and multiple generations come along with two goals: to have a great time and to raise as much money as possible.
Variety does plenty of work to make fundraising as easy as possible: they organise an army of volunteers to act as the service teams to manage campsites; most of the professional folk donate their time and expertise; sponsors provide food and drinks; and landowners, like Jim and Terese Connell of Horsehoe Top End, donate the usage of their property for campsites.
Auctions offer everything from wine, helicopter rides and luxury holidays, to a cardboard tube turned into a “didgeridoo” and signed by all participants.
When the Barossa/Gawler Historic Car Clubs chauffeured everyone to a final dinner, it was announced this year’s event raised $577,000 (net) for children in need – the second highest amount in the event’s 23-year history.
FOR the first time ever, you can buy a Range Rover Sport with a four-cylinder engine – a diesel in this case.
Up until now, it’s been all V6 and V8 turbocharged diesels and supercharged petrol engines, and never a four of any description.
The four-cylinder diesel in question is an Ingenium, one of a new family of high-tech diesel and petrol engines developed for Land Rover, Range Rover and Jaguar vehicles. This four-cylinder diesel is just two litres in capacity, but claims 177kW and 500Nm.
Those numbers better the 147kW/470Nm of the 3.2-litre five-cylinder diesel in the Ford Ranger – an engine that’s more than 50 per cent bigger – and even the 151kW/430Nm of the 4.5-litre V8 diesel used in Toyota’s 70 Series – an engine that’s well over twice the capacity.
Part of its secret is the use of two sequentially deployed turbochargers; although, the VW Amarok also has a 2.0-litre four with two turbos and it claims 132kW/420Nm, still well short of the Ingenium.
What’s also surprising is that this little four doesn’t need extreme engine speeds to make those strong numbers, with its maximum torque already on tap by 1500rpm and peak power achieved by 4000rpm.
More pertinent than the question of how successful it will be in the Range Rover Sport is its effectiveness or otherwise in powering the all-new Land Rover Discovery. This 2.0-litre four will be the new Discovery’s default engine, at least if you want dual-range gearing, with the 3.0-litre V6 diesel being moved up to premium duties.
So, the power and torque numbers look great on paper, but how does it all stack up? Well, in a word, this engine’s a ripper. Asked to give its best, it’s keen and energetic and has a growl quite unlike a four, especially at wider throttle openings. Unless you were forewarned, you wouldn’t know you were driving a four on performance, feel or sound.
Aided by its eight-speed automatic, it will propel the 2100kg RRS from a standstill to 100km/h in just over eight seconds. That’s pretty brisk. More importantly, it provides handy highway overtaking power, even if it doesn’t quite have the shove in the back of the 190kW/600Nm 3.0-litre V6 diesel it replaces at the bottom end of the RRS range.
In general driving, it’s effortless and quiet; although, it will pick up a lower gear under load a bit more readily than the V6, and it generally likes to have more revs on board to do the same job. Thankfully the eight-speed automatic offers slick and quick changes and the engine remains super smooth regardless of rpm, one of the benefits of a small-capacity four fitted with balance shafts.
Of course, many people won’t like the idea of a smaller capacity engine doing the job of a bigger capacity engine, but that’s the way of the future. Will longevity and reliability be compromised? Perhaps, but that will depend on how strongly these engines are built.
DOLLARS AND SENSE
AT $90,990 (plus on-roads) the SD4 S is the least costly of the 13 Range Rover Sport models. However, our test vehicle came with $20K of options, the most useful being the $5500 Off Road Pack comprising dual-range gearing, height-adjustable air suspension and active dampers.
Numerous convenience features such as keyless entry and a panoramic sunroof account for another $9K, while the 21-inch wheel/tyre package (in place of the standard 19s, and the least useful option) adds just over $4K.
RANGE ROVER SPORT SD4 SPECS Engine: 2.0-litre 4-cyl bi-turbo-diesel Max power/torque: 177kW/500Nm Gearbox: eight-speed automatic 4×4 system: dual-range full-time Kerb weight: 2115kg Towing capacity: 3500kg Fuel tank capacity: 74 litres ADR fuel claim: 6.2L/100km Test fuel use: 8.5L/100km