Articles by Mathieu Raudonikis

Seven years after it was launched, Jeep is looking to rectify the KJ model Cherokee's shortcomings with the almost all-new KK Cherokee.The KK has traditional Jeep styling that harks back to the XJ and looks like a scaled-down version of the current, unloved Commander model.The boxy styling not only looks the part, but allows designers to address interior space issues. Lengthening the wheelbase and moving the spare wheel under the cargo floor from off the back door also helped here.Cherokee continues to be built on a monocoque platform with a five-link, coil sprung live rear axle and a wishbone coil sprung independent front end (IFS) with sway bars front and rear. It was the move to IFS on the KJ that hurt its off-road ability, as IFS doesn't have the off-road travel of a live axle, but IFS is much better for on-road ride quality, stability and handling.The KK Cherokee rides and handles well without the bump steer of its Dodge Nitro sibling. It can feel under-damped on undulations at speed, but for the most part the suspension does a good job of general duties.Off-road, the rear end flexes nicely to keep the rear wheels on the track while electronic traction control (ETC) makes up somewhat when the front end runs out of drop and the wheels lose traction. The electronic traction control surprised us with its ability, pushing the KK up rocky ledges that would have left many other 4WDs spinning their cocked wheels.The standard electronic traction aids restore some of the Cherokee's off-road credentials.These include ETC and hill descent control (HDC) and the system incorporates the safety benefits of stability control (ESP).Jeep's ETC works with open differentials or what Jeep calls brake lock differentials (BLD). The diffs themselves have no locking function per se but, when a wheel slips on low traction surfaces, the anti-lock brake (ABS) hardware stops it spinning and torque is transmitted to the wheel at the other side through the differential.High-range 4WD is variable and can be used full time on all surfaces, making the KK the first Cherokee to offer full-time 4WD. The transfer case also offers two-wheel (rear) drive; there's no locked high-range 4WD option. A toggle switch replaces the awkward transfer lever that was always on the wrong side of the console for Australian drivers.HDC is nothing new in that it allows feet-off-the-pedals controlled descents at a set speed using the ABS. But Jeep's HDC is better than most in that it is speed adjustable and the lowest set speed is just 1.5km/h.KK Cherokee is available in two spec levels - Sport and Limited, with a choice of petrol V6 or turbo-diesel I4 engines. Both power plants are only available with an auto transmission; a four-speed behind the V6 or a five-speed behind the turbo-diesel.For this test, we sampled the Cherokee Sport with the diesel engine. This vehicle retails for $43,990.The engine is the 2.8-litre, DOHC mill also found in the Jeep Wrangler and Dodge Nitro in various tunes. In the Cherokee it uses variable geometry turbocharging, intercooling and high pressure common rail fuel injection to achieve its 130kW and its 460Nm of torque at 2000rpm.The five-speed auto is familiar from other Jeep models such as the Grand Cherokee. It uses inputs to determine driving style and adapt the best shift pattern to suit that style, be it relaxed or sporting. It can also be shifted manually via a side-to-side self-centering gate on the shifter.This shifter is also easy to use for the HDC whereas in the petrol, with its four-speed auto, there is no sequential shift gate.On the road the CRD drive train offers great performance but, at low throttle driving around town, the Jeep's traditionally long travel accelerator pedal hampers the way the torque is delivered. It requires a lot of pedal movement and a driver will often depress it enough to give an unwanted surge of power from the punchy engine. The long travel pedal is a boon for off-road driving where it allows smooth throttle control, but it's a constant annoyance in the 'burbs, particularly for shorter drivers restricted by the non-reach adjustable steering column.This complaint isn't an issue on the open road, although you do have to press down a long way to get the most of the engine for overtaking. The CRD engine cruises quietly and smoothly at highway speeds with ample performance on tap when required. The transmission is equally as smooth, adapting a relaxed gait when cruising or becoming more aggressive the harsher you are with the throttle.In low range trail and rock hopping the punchy engine is better controlled for low-speed work with the BLDs sending the torque to the wheels that can use it. Engine braking is OK, not great, but the adjustable descent control does a very good, if noisy, job of controlling speed.KK's limiting factor off road is clearance, as you often scrape the underside and front control arms. Short front and rear overhangs compensate somewhat for the low height but the front bashplate and chassis rails cop a beating in rocky terrain. Thankfully any fragile components are tucked up out of harm's way, and it's the heavy-duty chassis rails that take the brunt of the terrain. Given some more clearance, the Cherokee would be a great little off-roader. As it is, it's competent on bush tracks but extra care must be taken with wheel placement on rocky ground.When you deal with Chrysler staff you don't have to look far to find old hot rodders and car enthusiasts. This is also evident at Jeep and is shown in the design of the 16-inch alloy wheels on the Cherokee Sport that are called “Keystone” and look similar to the mag wheels of that name from the 1970s. Alloy wheels wear 235/70R 16 tyres; on the Limited model, the wheels are 18s with 60-series rubber, so the Sport's 16s are the choice for off-road.The functional aspect of the new Cherokee's design continues through to its interior, which is a simple, well-equipped workspace. There's more space for passengers in both the front and back than in the old model, but the driver's footwell is still restricted by the transmission hump on the left. The rear seatback is split 60:40 and reclines for comfort.All seats bar the driver's fold flat for load space and the floor panel in the cargo area is reversible from carpeted to plastic for carrying wet or dirty cargo.The interior is well specified in both convenience and safety features. All the usual power functions are standard, as is climate-control air-conditioning. Notably missing is an extra 12-volt power outlet, the only one being the ciggie lighter.Safety starts with terrain-reading ABS, ESP and brake assist.Inside there are front and side curtain airbags and a tyre pressure monitor is standard and warned us of a low tyre while on this test.Unusual in this class but appreciated is the standard inclusion of rear parking sensors, making reverse parking easier.Cherokee gives buyers of small 4WDs a real off-road option when compared to most compact SUVs. Its limits are set by its rather low ride height, but it will do a better job of getting out there than anything else its size. The engine and transmission work well both on and off-road, while the size and equipment make it a handy day-to-day commuter. 

It's almost a decade since the launch of the 100 Series Cruiser and, discounting the Prado, the new 200 Series is only the seventh LandCruiser model to be sold here in 50 years.Of the five million LandCruisers sold world-wide during that time, one in 10 have come to Australia, making this the model's most popular destination.With its new, bigger body, two new V8 engines and a host of extra equipment, the Land Cruiser 200 will continue to be a popular choice for families in the suburbs, but some of its technology is designed to make the king of the off road even better when the going gets rough.Kinetic Dynamic Suspension System (KDSS), a product of West Australian company Kinetic Suspension, is fitted to the LandCruiser under a licensing agreement with Toyota.First seen on the Lexus GX470 (a V8-engined luxury Prado sold in the US), the system senses when the vehicle is leaning into a turn and effectively stiffens the anti-sway bars for flatter, more stable on-road handling.Off-road, it can loosen the sway bars to allow full wheel articulation when it senses different heights at the front and rear, keeping the tyres in touch with terra firma for better traction.To do this, KDSS uses a hydraulic piston on each of the front and rear sway bars, linked by hydraulic fluid. When the vehicle rolls in a turn, the hydraulic pressures in the front and rear cylinders oppose each other and the pistons don't stroke, causing the stabiliser bars to twist as they would in a conventional set-up.If the wheels are raised or lowered, as they would be on an uneven track, the pistons stroke and 'release' the stabiliser bars, allowing longer suspension travel.In practice, this has allowed Toyota to employ thicker anti-roll bars to better control body roll without sacrificing wheel travel. The front sway bar, 42mm thick, appears massive but is in fact hollow to reduce weight.KDSS is standard on all LC200s except the diesel GXL, where it's a $2500 option. All the diesel GXLs we've driven so far have had this option, so we are yet to be able to compare vehicles with and without KDSS.We do think KDSS is more of an advantage in off-road conditions, where the extra wheel travel is clearly evident.On the road, the Cruiser still lurches if pushed hard (though perhaps not as much as before) and can become unsettled on the less-than-perfect roads found in much of rural Australia.The LandCruiser is still a big, heavy wagon — and handles like one — so you can't drive it like a sports car, no matter how much clever technology is under it.The Cruiser 200's Crawl Control function is like cruise control for off-road use. It allows a choice of three low-speed settings (1km/h, 3km/h and 5km/h), selected via a dial on the console.When selected, the vehicle inches along at the set speed without the driver touching either of the pedals. The driver only needs to steer, but can override the system by applying the brake or the accelerator.Crawl Control operates in forward or reverse, up and down hill. It's better than the downhill control found on many vehicles in that it can be set to a lower speed, thus offering more control.Only petrol V8 LandCruisers have Crawl Control. Turbo diesels make do with down hill assist control, which has a faster setting.Anti-lock brake systems are proven lifesavers on the road, as they allow better control of a vehicle by preventing the wheels locking up or skidding under heavy braking.But ABS isn't always ideal on the loose gravel roads you'll find all over Australia, as it can actually increase the braking distance.The LandCruiser's All-Terrain ABS actually reads the available traction on the road surface and allows the wheels a certain amount of lock-up to bite into loose gravel or snow and bring the vehicle to a stop in the shortest possible distance, while still allowing steering control.KDSS, Crawl Control and All-Terrain ABS are just some of the features that helped the Cruiser 200 take the top two places in Overlander 4WD Magazine's 4WD Of The Year award for 2007.At the presentation in Sydney last week, the top accolade went to the turbo-diesel GXL Cruiser 200, just ahead of the petrol VX variant. 

Most of the news from last week's North American International Auto Show in Detroit was about alternative fuels, green power and the poor state of the US economy. But if you looked hard enough, there were some cool cars to be found — as well as the wild concepts for which the Detroit show is famous. Even though makers spoke of being kind to the environment, 4WDs and SUVs were prolific, including innovative concepts by the big three: Jeep, Land Rover and Hummer.   Jeep Renegade Even the 4WD concepts were green-tinged. Jeep's Renegade buggy features a hybrid power train with a 1.5-litre, three-cylinder, turbo diesel engine and a pair of 200kW electric motors, one at each end. Touring range on electric power only is a claimed 64km from the 16kWh Li-ion battery, with a total range of 640km when used with fuel. It wasn't just the Jeep's power train that was designed to give show-goers a warm and fuzzy, saving-the-world kind of feeling. Much of its structure was created from recycled or recyclable materials. The Renegade's Palm Green metallic colour is moulded into its plastic body so as not to require paint (and the pollutants associated with paint). The seats were made using soy-bean foam and, where possible, parts were made from a single piece to avoid the use of toxic resins. The Renegade can be configured with a range of tops and rear sections to accommodate the various cargo requirements of an outdoor sportsperson. At the show, it was topless — and in the rear was a pair of water scooters ready for a scuba trip. If your idea of sport is limited to off-road driving, the Renegade won't disappoint. Its full-time 4WD system includes front and rear differential locks and low-range gearing. A combination of steep approach and departure angles, good ground clearance and low weight enhance the Renegade's off-road ability.   Hummer HX This was undoubtedly one of the stars of the Detroit show. The two-door, four-seater is smaller than the Hummer H3 and, although not built on an existing platform, could be a clue to the much-rumoured H4 said to be in development. Power comes from a direct-injection petrol V6 engine that gains its green credentials by being ethanol-compatible. Ethanol is GM's immediate answer to reducing vehicle emissions, and the company is investing heavily in technology to better produce the fuel. Like the Renegade, the HX is a versatile machine with removable tops and slant, square or no back sections. Its doors and wheel-arch flares are easily removable. Steep approach, departure and ramp-over angles, 35-inch tyres, long-travel, coil-over suspension, front and rear diff locks and a front-mounted winch are there for serious off-roading. Unlike the minimalist Jeep, the HX is loaded with tricks and gimmicks. In its many nooks and crannies were iPod/iPhone holders, a shovel, a fire extinguisher, satnav and LCD displays. A forward-facing camera in the rear-view mirror allows you to record your off-road driving adventures, which can be downloaded to the iPod. Lightweight folding seats, inspired by aircraft seating, have storage space underneath them. The HX was designed by a team of youthful designers whose input will appeal to younger Hummer buyers who want a no-compromise vehicle. If GM can create a production version of the HX that is anywhere near as wild and versatile as the concept, it's sure to be a hit and could heavily infringe on Jeep Wrangler sales.   Land Rover LRX Whereas the two American concepts are wild off-roaders, the LRX is a prestige compact SUV better suited tothe urban jungle. It's Gerry McGovern's first offering since he became Land Rover's chief of design, and is predicted to point closely to a fifth nameplate from the British marque, which celebrates its 60th year in 2008. If you think back to the Range Stormer concept and its relationship to the Range Rover Sport, hopes are high that we'll see something like the LRX in the near future. The LRX is a two-door SUV smaller than the Freelander 2, the smallest vehicle in Land Rover's current model line-up. Power comes from a two-litre turbo diesel/electric hybrid drive train with an electric motor integrated into the rear axle in what Land Rover calls Electric Rear Axle Drive (ERAD). Like most hybrids, the LRX runs on its electric motor only at low speeds, switching to a combination of electric and internal-combustion power under hard acceleration, then to diesel only for cruising. ERAD can supply additional torque to all wheels during off-road use or when more traction is called for. Like the Freelander 2, the LRX is more road-oriented than other vehicles in the Land Rover range. Its version of the acclaimed Terrain Response adds two new settings — “Sports” and “Eco” — to the dial. As their tags suggest, these settings optimise the mechanical systems in the vehicle for either enthusiastic or economical driving. The other Terrain Response modes are “Normal” for everyday use; “Grass, Gravel, Snow” for low-grip surfaces; and “Sand” for beach work. Any production version of the LRX would be pitched at upwardly mobile young executives who are looking for a premium sports SUV but don't want, or need, the ability and size of the Range Rover Sport.  

At a time when most makers are launching their 2008 models and already have their EU4-compliant diesels available, Land Rover has launched its EU4-spec 2007 Defender.But, having taken nearly 60 years to come this far, the Defender has never been a vehicle to rush into anything.The “new” Defender is a stop-gap until an all-new Defender arrives about 2010.To be sold between now and then, it needed an EU4-compliant engine, and the 2.4-litre unit from the Ford Transit fitted the bill (if not the Defender's engine bay).The defining exterior feature of the '07 Defender is the bonnet bulge required because the Ford engine is taller than theTd5it replaces.For the engine to meet Land Rover's criteria for off-road use, ancillaries such as the alternator and air-conditioning compressor were moved higher on the engine and sit snugly under the bump.The new engine is a 2.4-litre iron-block, alloy-head design with 16 valves, common-rail direct injection, a variable-nozzle turbocharger and an intercooler.It produces 90kW at 3500rpm and 360Nm at2000rpm, with more than 315Nm of that torque available from 1500 to 2700rpm.Power is the same as in the Td5, but there's 60Nm more torque. ADR combined fuel figures are 11.0L/100km for the 110 wagon and 11.1L/100km for the 130 double-cab.A new six-speed manual gearbox offers a broad spread of ratios to keep the Defender's modest power on the boil.The torquier engine and wider gearing make it a more relaxed vehicle to drive, delivering 50km/h per 1000rpm in top gear and sub-2000rpm highway cruising.You can now hear your passenger speak at a normal level on the freeway, even though the cabin still lacks the sound deadening and carpet of most modern vehicles.The Defender's interior is now a much more comfortable place, thanks to a new dashboard with integrated air-conditioning.Keen spotters will have noticed that the old vent flaps under the windscreen have been removed — that's because Defender now has a heating, ventilation and air-conditioning system that brings it into the 21st century.Land Rover quotes a heap of figures about improved airflow and quicker heating and cooling, but the improvements simply provide what you would expect in a modern vehicle that is sold around the globe. Air-conditioning is fitted as standard equipment.In yet another concession to modernity, there's an all-new dashboard incorporating a Discovery 3 gauge cluster, a modern audio system and simpler heating controls.Combined with the improved seats, you could almost forget you were driving a Defender if it wasn't for the 1950s ergonomics and the handbrake digging into your left leg.The new seats are taller, with proper headrests to make them more comfortable and safer.In the 110 wagon, the second-row seat is also improved. It splits and folds to allow easier access to the rear, where a pair of third-row seats are a $2000 option.Basic as the Defender's interior is, it has to be said the optional third-row seats are among the best and most comfortable available.The Defender's high roof and square sides allow a more upright seat that is raised off the floor, providing proper leg-room and headroom for anyone up to 182cm in height.The two seats sit outboard in the cargo space, leaving a passage between them for passengers to access the rear door.When not in use, the seats fold up to the sides, where they take up a fair bit of cargo space. The third-row seats are a factory option that can't be retro-fitted, and all seats have three point belts.The Defender range in Australia comprises just two models, despite the multitude of variants available in Britain.Only the 110 wagon and 130 double-cab are sold here, although Land Rover Australia says it would like to be able to come up with a viable business case to sell the 90 here.That should be easier now the 90 is available with the option of two extra seats.The 110 and 130 share their driveline components, including full-time 4WD with high and low ranges. Live axles front and rear are suspended on long coil springs which provide plenty of axle travel.The 110 has ABS and electronic traction control, but the 130 doesn't even get a limited-slip rear diff. I can hear the farmer swearing from the bottom paddock, where his Defender ute is stuck in a boggy hole.The value of electronic traction control was clearly shown over a section of deeply rutted track with holes almost perfectly placed to lift diagonally opposing wheels.When the 110 lifted its wheels and stopped, the ETC could be heard braking the spinning wheel and sending drive to the wheels with grip, keeping the wagon moving.When the 130 reached that spot, it simply stopped, wheels spinning in the air. It could advance only by using a lot more momentum.Although the Defender now has a bit of refinement, this has never been a model bought for its comfort. It's a purpose-built enthusiast's vehicle, not a soccer mum's SUV.It continues this tradition for the time being, but it's anyone's guess what will come after 2010.With the Jeep Wrangler's resurgence and the introduction of the Hummer brand to Australia, there's a swell of popularity for military-inspired four-wheel drives — and, in that regard, the Defender is the real deal.