Articles by Staff Writers

It was not and could not be a real Jag, detractors argued, not with drive transmitted to the road through the front wheels.While the 2.1-litre entry level model remains front wheel drive, all wheel drive is available with the 2.5-litre and 3.0-litre V6s.It has gone a long way to answering many of the jibes and in doing so has elevated the car to an entirely different plain.Front wheel drive is one thing, rear wheel drive is highly prized, but all-wheel drive...well that's something else again.Jaguar has been pushing the sporting and safety aspects of its four-paw "Cats" in recent print and television advertising campaigns.And, late last year, it released a Limited Edition X Type Sport.The Limited Edition carries a small plaque at the bottom right hand corner of the driver's door, with the name of F1 driver Mark Webber on it.It is powered by a 2.5-litre V6 with an output of 145kW and maximum 244Nm of torque at 3000rpm, with 90 per cent of torque is available between 2500 and 6000rpm.In terms of performance it is not going to move your world but as a total package the car has a certain intrinsic appeal.Guess it must be the X factor?Our test vehicle was finished in Jag's new Ultraviolet colour, a finish that looks blue in some light and almost mauve at other times.It's a good looking thing with huge, guard filling 18 inch BBS alloys and low profile rubber.In keeping with tradition twin pipes occupy the space below the rear bumper.The interior of the car is distinguished by a spotted, grey silky oak wood finish, not the kind of wood that you normally associate with Jags and sure not to be to everyone's taste.Leather is standard and the sports seats are trimmed in full leather too.The 2.5-litre engine is an enthusiastic performer and can match it with similar-sized Euros but high powered Japanese performers will leave it in their wake.Standard on the Limited Edition is five-speed automatic transmission which unfortunately reduces acceleration times from 8.3 seconds to 8.9 seconds.The gated shift is okay for normal driving, but does not lend itself to quick, hard changes where it is easy to leapfrog a gear.The full time Traction-4 all wheel drive system is biased towards the rear wheels which take 60 per cent of torque.Sport suspension is standard and handling is above average but the car has a tendency to oversteer on the limit and moves around under hard braking.Fuel economy is rated at 11.0L/100km city cycle and 7.4L/100km on the highway.During the test period we achieved an average of 11.2L/100km from the 61-litre tank.Standard equipment includes front, side and curtain airbags, climate air, eight-way electrically adjustable front seats and a steering wheel with cruise and audio controls.The Limited Edition X-Type Sport is priced from $79,990.

Topping out the range is the Caravelle Business model which could be described as a people mover limousine but our focus here is on the penultimate model called the Caravelle Highline which is also jammed with luxury kit.There is no point in having one of these large and weighty vehicles (2412kg), unless you intend taking full advantage of its design.This is precisely what we did on test, exploring the Caravelle's capacity to cart a tribe and their gear and barely feel it in performance, ride, handling or fuel economy.What better way to do this than to cater for a teenage boy's birthday with all his mates at go karts and then home for a sleepover.We sure needed that dual Climatronic aircon with those young blokes in there after racing each other.And the Caravelle didn't feel a thing with seven lumps aboard. The 3.2-litre, petrol V6 engine, lifted from the high performance Golf R32, kicks out 173kW and 315Nm which is sufficient to move this big vehicle with plenty of get up and go with the air on and all seats occupied.That is a real test for a people mover, many of which fail dismally when fully laden.Drive is to the front wheels via a six speed automatic transmission after being massaged by various controls to prevent wheel slip and other untidy stuff.And though you could hardly describe it as being a sleek aerodynamic machine, respectable fuel economy is within reach with a little care. But it requires premium 98 octane fuel.The boys really enjoyed mucking around with the electrically operated sliding side doors (one each side) and the seat rows can be moved forward and back to tailor the passenger space. The Highline scores plenty of useful features including a table between the centre row seats, folding adjustable arm rests, acres of leather upholstery, dust and pollen filter package on the ventilation system, trip computer and heated front seats to name a few. The audio falls short of the mark by having a CD stacker under the driver's seat and not in-dash.Drivers will enjoy using the auto shift selector which is mounted in-dash like a rally car and offers sequential shifting.The Caravelle turns on a two bob piece – really handy in tight city driving and parking.Though boxy, the Caravelle has plenty of style and comfort and is well built. Even the steering wheel is upright like a car and not flat like a bus.And most important, it fits into the average garage, no problems.

This sturdy unit at the turn of the millennium showcases the many improvements made with each new release.Higher safety standards and better fuel economy are consistent features with each model, along with the unit's critically responsive road handling.The interior is well equipped for anyone of any shape and size, through a variety of seat height levels, steering wheel slants and pulls that make driving safe and comfortable.The vehicle's controls are well located with excellent vision to the front, though slightly restricted in the rear by side pillars and head restraints.The Golf provides a comfortable ride on longer journeys with plenty of space in the load area, tie down luggage hooks and a 12 volt power socket for accessories such as a car fridge.The Golf utilises distinctive large twin headlamps that combine fog lights and turn signals within the same lens. The fully galvanised body carries a 12 year anti-corrosion warranty and surrounds a frame purpose built to tough it out on winding roads and poorer road surfaces.The suspension allows a slight amount of body roll when cornering over uneven surfaces without any loss of handling or manoeuverability.The engine has plenty of go, but has a tendency to fade on long steep hills; extra passengers and onboard luggage will compound this problem.It will require a lower gear than would be usually expected.Braking at 80km/h halts the car within a short distance through a four wheel ABS that tends to soil the wheels with brake dust over time.The Golf provides a comfortable ride inside and, while leg room in the rear of the GLE can be a little restrictive (the 1.6 has thinner sports seats in the front), there's plenty of headroom for all passengers.In addition, the 1.6-litre GL Auto and the 1.8-litre GLE manual includes seat belt pretensioners with belt force limiters, power windows and mirrors, a single CD player in the radio, front seat storage nets, hydraulic bonnet supports, four cup holders and illuminated vanity mirrors.Carry-over standard equipment on both models includes dual front airbags, airconditioning, central locking, power assisted steering, tilt steering wheel and split fold rear seats.Overall the Golf is a great performer for a small family for which you can expect to pay $16,700 privately or $21,200 from a dealer for the 1998 model. This jumps to $19,500 privately or $24,700 from a dealer for a 2002 model.Common problems to look for include brake disc wear, cooling system corrosion, and manual transmission fifth gear synchro and clutch wear.The Golf doesn't have a free spinning engine and requires a timing belt change every 90,000km.A pre-purchase inspection by the NRMA is a good precaution.

Some have even gone as far as describing the motivation as a "grudge purchase".That was then ... this is now.The latest spin on the people mover market – headlined by a pair of sleek, low-slung units from Honda and Mitsubishi – is the quality of versatility.In the next-generation Honda Odyssey and Mitsubishi's all-new Grandis the bar has been raised with higher levels of style, comfort and engineering.The funky-styled luxury Grandis may be $4000 more expensive than the sexy and elegant luxury Odyssey but both offer attributes unique to their badges.Central to the vehicles' appeal are their sleek good looks, clever seating versatility and acknowledgement that driving a family car should not be cause to compromise either safety or enjoyment.CARSguide took the pair and put them through their paces.Despite its size, the Odyssey is easy to manoeuvre and, even with the smooth ride and quiet NVH levels, steering feel is not compromised. The Grandis quickly shrinks around the driver and while the steering is light, and the initial impression is too light, it does grow on you.Both cars are comparatively low-ride, body roll is at a minimum and the drive impression is distinctly large sedan rather than small van. An issue with both cars is learning where the front corners are as the drop-away styling of the nose makes judgment difficult. The Odyssey is powered by Honda's proven 2.4-litre i-VTEC engine with the in-line four producing 118kW at 5500rpm and 218Nm at 4500rpm. Drive through the front wheels is pleasantly linear delivered by the five-speed sequential automatic gearbox.The Grandis features the appearance in Australia of Mitsubishi's MIVEC technology, which gives the single-cam engine a power profile more like that of a DOHC unit.The 2.4-litre in-line four puts out 121kW at 6000rpm with 217Nm on tap at 4000rpm. Drive is through the front wheels via a four-speed INVECS II automatic box with sports mode sequential shift.The Grandis has a better feeling of urgency from lower in the rev range and holds power well through the mid range.Both are very comfortable cruising. Honda claims a 9.4l/100km combined cycle fuel economy while Mitsubishi lists the Grandis as using 10.4l/100km under similar conditions. Neither were able to meet these during the test drives but the Mitsubishi was closer with a combined 11.2l/100km. The Odyssey returned 10.3l/100km. The Odyssey is elegant throughout, borrowing heavily from the Accord's flash interior styling cues. Attention to detail is paramount and the Odyssey offers fold-out map pockets, power sockets and a gaming power outlet. The luxury model has an electrically operated rear seat.Grandis is a little less flash but no less functional. Seats are comfortable and versatile. The third row drops and folds flat in seconds. The middle row also folds flat. There is a flip function allowing the two rear seats to face outwards, so-called stadium seating, with the tailgate raised giving comfortable, dry seating for picnics or sport.There is little between the pair when it comes to family safety. Both have dual front airbags and side and curtain airbags. They provide seat belt pretensioners with load limiters on the front seats, head restraints and front and rear crumple zones.Both have anti-lock brakes with brake force distribution and five child safety-seat anchor points. An Odyssey shortcoming is that the middle row centre seat belt is a lap belt only.Without any electrical aid the Odyssey took three steps to put the rear seats down.In both, the second and third rows fold flat into the floor, with the second rows giving a 60:40 split. Each allows for one-seat middle and rear rows, giving long load space. Odyssey's lower profile and wedge front end give it sedan characteristics and ride height.For Mitsubishi, the Grandis is a world apart from the Nimbus van it replaces, as it flattens out to a wagon rear from the wedge nose.Jaedene Hudson: Some $4000 cheaper, sexy interior and exterior styling, firm steering and better over-all feel tips the scales in favour of the Odyssey.The funky styling, innovative ideas, seven lap-sash seat belts and better performance make the Grandis a good choice if only you didn't have to shell out the extra dollars.Kevin Hepworth: The Odyssey's more substantial feel, interior ergonomics and solid steering are good reasons to lean towards it. Six lap-sash belts and the flatter engine performance are marks against. The tipper is the sharper pricing on the Honda.We tried to compare the two new cars with the people mover market-leading Kia Carnival, which in May accounted for more than 50 per cent of all people mover sales. Due to the Carnival's sales success Kia Australia was unable to find an available car for the test.Are these cars sexy enough to buy? 

Wrong.The lockable 4WD system in Tribute coupled with a relatively light weight, engine power and wide tyres made child's play of beach and dune driving.It was the 3.0-litre V6 with 152kW so we wondered how the new 2.3-litre four would go.Not a problem.Lock it into 4WD and away it goes.This DOHC engine is similar to the Mazda6 and Mazda3 power plant and makes a pretty good fist of propelling the 1544kg Tribute Limited. Larger capacity engine replaces overworked 2.0-litre four of earlier version.Price ($34,990) is hard to ignore, especially with the extensive equipment fitted.Goodies include four air bags, aircon, ABS with EBD, power everything, remote central locking, alloys and a four speed auto (only).No cringe with four speed auto despite growing popularity of five speeders. Tribute tranny is willing and able, smooth and well geared. Capably captures available power and torque.Engine has adequate performance but works hard with five aboard uphill.Fuel economy is excellent averaging around 10.5L/100km in mixed driving.Handling is neat for a boxy vehicle and ride is comfortable. Feels nimble in most driving conditions.Despite high levels of equipment interior of Tribute four is acceptable, not flash. Looks like generic Japanese economy car.Like practical features – decent load space, comfy seats, roof rails, hidey holes all around cabin.Plenty of safety equipment but only four three point seat belts. Has three child seat attachments.Flip up rear window is cool but unnecessary.Audio system is good for a low end model.Column shift auto looks strange (retro circa 1966) but is practical.Handbrake is on wrong side of console and rear brakes are drums.Alloys look schmicko, exterior freshened with new headlights/tail lights.

Yet there is a $72,600 Toyota. The top-of-the-range Toyota Tarago tops the Toyota price list in Australia.Six, seven and sometimes eight-seat people movers – van-style vehicles with three rows of seats and all the comforts of a passenger car – have had a steady niche market in Australia.They're used by large families, families who frequently travel with friends or relatives, and by businesses which need to transport more than four or five people at a time.People movers start at under $30,000 but Toyota stretches all the way up to the luxury-vehicle segment with its last word in Tarago, the Ultima model. Competing against it is the Chrysler Grand Voyager Limited, a highly equipped, long-wheelbase version of the Voyager. Tarago uses the 2.4-litre four-cylinder engine, giving 115kW of power similar to that in the Camry and RAV-4 all-wheel-drive.It has a four-speed automatic transmission with column shift.The Ultima version has twin airbags, side-impact airbags at the front, ABS anti-skid brakes, dual-zone airconditioning, alloy wheels, six-stack CD, leather upholstery, gearshift and steering wheel cover, a power sunroof and satellite navigation.And the Ultima has parking distance control. Two sonar sensors on the rear bumper detect obstacles up to 1.5m away while others warn of obstacles up to 50cm from the four corners.Tarago Ultima has heated front seats, and flags it's a luxury model by having woodgrain trim on the dashboard, doors and console.The Tarago Ultima may be the peak of how the Japanese do people movers. But the American view is something a bit bigger.The Chrysler Grand Voyager's extra size and weight is helped by a 3.3-litre V6 engine of 128kW. It, too, has a four-speed automatic and the vehicle is listed at $73,950.Grand Voyager Limited comes with ABS, dual-zone airconditioning, alloy wheels, heated front seats, leather trim, power-adjustable front seats, power sliding doors, power windows, roof rack and 10-speaker sound system.Its longer wheelbase means reasonable luggage room which otherwise is often a problem in carrying seven people and their luggage.An all-wheel-drive version of the Chrysler Grand Voyager Limited can be ordered for $78,590.Toyota Tarago and Chrysler Voyager are both available in less-expensive models, with the same mechanical engine-transmission package as the luxury versions.

The worst thing about the all-new Volvo S40 is its badge. No amount of "Bloody Volvo Driver" advertising will convince some anti-Volvo stalwarts that it's worth a look against Audis, BMWs, Jaguars and even Benzes.But the S40 is simply the best car we've driven with a Volvo badge, including the rorty old 700-series turbos, the latest S80 luxury sedan and even the towering XC90 four-wheel drive.Volvo has pulled all the pieces together in a car that has a distinctive look, a big cabin, Swedish quality, a solid feel and dynamics that make it a much better drive.Ford has helped, twinning the S40 with the all-new Focus we'll get in 2005, but it has left Volvo to put its own stamp on the car.It's much the same deal that Ford has done with Mazda, and that has worked a treat.The S40 – and its V50 wagon companion – have just arrived and promise big things for Volvo in Australia.Volvo has been in retreat in recent years, which is the reason for the radical "Bloody Volvo Driver" campaign and its plan to break out of the "boring but safe" box that's restricted the brand since the 1970s.Volvo has been working on a breakthrough with its latest aggressively styled machines, which share the same family front and sides with pronounced shoulders, but it's the compact S40 and V50 with the biggest jobs.They have to win newcomers to the prestige car scene and lure defectors from rival brands, which is never going to be easy when an over-full basket of opponents is led by the benchmark 3-Series BMW and everything from the Alfa 156 to the Renault Laguna.The S40 must become Volvo's best seller in Australia, partly to push the brand back and to justify its share of the $540 million investment on the compact cars.They have taken over from an underdone S40/V50 combination based on a Mitsubishi design and never felt any more than a Japanese car with a Swedish veneer.The newcomers' arrival in Australia also means a new approach to selling. Prices are up a little, as you'd expect, but Volvo Cars Australia says the increase is offset by a value boost.The starting-price S40 2.4, at $45,950 or $47,950 as an auto, has automatic airconditioning, cruise control, six-speaker CD sound, alloy wheels, airbags and anti-skid brakes.The basic S40 has a 2.4-litre four-cylinder engine and the range runs up through the SE – from $49,950 with the same engine – to the T5 at $59,950 with a turbocharged five-cylinder motor.On the roadThe S40 has the same strong, aggressive look as the rest of the new-age Volvo family. It's comfortable and roomy, and feels as if it can take anything.Volvo Cars Australia was smart to stack its test-car line-up with the flagship T5, but we're sure the basic strengths are the same for all S40 models.The T5 is billed as a performance-ish machine and it gets along very smartly. The five-cylinder turbomotor has plenty of pulling power from very low revs, with a cracking top end that produces a full 162kW of power.Our test car was a six-speed manual, but the engine is so meaty that we often skipped ratios and still kept up with the traffic.The car will sprint to 100km/h in 6.8 seconds and it has oodles of overtaking urge, but we were just as impressed with fuel economy of 9.3 litres/100km.It's what you get with a low-stressed turbo motor that only gives up its go when you need it.The six-speed manual has one of the slickest shifts we've tried in recent times, and the ride and handling are very classy.The new Volvo is well equipped, and we're sure it will get a five-star rating for safety.It has space inside for five adults, with good headroom and plenty of leg space.The S40 has that tricky-looking centre console, which Volvo says is a design breakthrough. Yes, it's different and the open space behind the switches is a talking point.But it would have been better if they'd put the effort into the cupholders. They don't have nearly enough space, won't hold a big water bottle, and when you fill them it's hard to change gears.And the boot, though it's easy to load and very deep, isn't all that tall. You'd have trouble doing a double-decker job with suitcases.We also wondered about the side support of the front buckets in the sporty T5.The headlamps are fantastic, the horn is loud, the sound system is excellent and the car has all the right equipment to make life tough for all of its rivals, including the 3-Series and Audi's A4.The only question now is whether people will be prepared to risk a change. It's a little like the cola wars between Coca-Cola and Pepsi-Cola, with the S40 emerging as a tasty new Swedish fizz.The bottom lineThis is one Swedish car that makes you happy and proud to be driving a Volvo.

But the original baby 4WD, which had many fans because of its great off-road ability, was both a curse and a blessing for Suzuki.The upside was that its loyal band of followers managed to return from the bush each weekend without getting bogged and without having to pay exorbitant fuel bills or high maintenance fees.Though tiny, the two-stroke Jimny – called the LJ50 in Australia – was dirt-cheap fun.In 1981, a WA LJ50 enthusiast and owner Les Allen, and I, were the first to retrace the Holland Track from Broomehill to Coolgardie since it was first opened in the 1890s in one of these weeny 4WDs.Following a rising wave of concern for the environment, the smelly, smoky, noisy and highway-unfriendly Jimny engine became a pariah.Further models appeared, including the biggest Suzuki to date, the XL-7.The bugbears of the past have gone but despite the near invisibility of Suzuki's 4WD models on the Australian market the product adheres to its primary role of getting people through some pretty nasty off-road terrain.It will seat seven, has the comfort level of a passenger car and all the creature comforts, and is as easy to drive as the LJ50.Which brings me to Lancelin.There probably isn't a better place so close to Perth to legally have a day of fun on pure, white sand. The sand, weighed down by recent rains, was firm and the undulations rated in angles from modest to cliff-face proportions.As expected, the sandpit was a doddle for the XL-7. At 4.7m long and with a 2.8m wheelbase, the XL-7 is no baby 4WD and shares little in dimensions with its ancestors.It's also porky at 1625kg – a meat pie or five away from its svelte predecessors.The long wheelbase XL-7 wagon, has a low-range gearbox and full chassis.It's physically stronger than its softroader competitors – primarily the Mazda Tribute, Toyota Kluger and Subaru Outback – but this translates into extra weight.The low-range gearbox adds a new dimension, making the XL-7 streets ahead when it comes to traversing demanding off-road situations.On the Lancelin dunes the automatic version of the XL-7 powered up and slid down the sandy inclines with ease. Low range was engaged on a few occasions to cross patches of soft, dry sand, but the strength of the V6 kept it moving.The only grizzle was climbing over sandy peaks that caught the underbelly of the XL-7.A bit closer to Perth, the Ledge Point off-road area has completely different soil characteristics.Isn't it great a shire or town gives its off-road community a great weekend fun park?At Ledge the ground is firmer so the tracks are moulded into hard ruts that really test the suspension. The XL-7's suspension, which is pretty basic though remarkably durable, has limited travel.What really endeared me to it was its ability to get its wheels back on the ground as quickly as possible to maintain traction.I didn't get bogged so I came away from the trip with a smile.The sophisticated V6 engine is similar to the Suzuki Grand Vitara's 2.5-litre version, with more low-end torque adding to its off-road ability.It will also rev freely to the 6000rpm red line without complaint or vibration.On the bitumen the Suzuki has a ride comfort equal to its rivals and loses little in road handling.The XL-7's seats are made for small bodies. The cabin room is fine but the seats could be wider for our fast-food fed frames.The standard third seat row is comfortable and spacious for children.But because it has reasonable legroom, the boot is small and won't house the family luggage.The third row splits and folds down to increase boot space; the second seat row can also be split and slides fore/aft on runners. The swing-out rear door is light, despite carrying the spare wheel.The XL-7, tested in basic form, has dual-zone climatic airconditioning, electric windows and mirrors, dual airbags, velour trim, six-disc in-dash CD, alloy wheels and ABS.There is a Luxury version available with more fruit at extra cost.This is a very impressive machine. It loses a couple of points because it looks ordinary but will really reward the family who actually want to go off-road and get home again.

The nightmare from which I have clawed my way out of was a flash of me hanging on for grim death as I tried to make a turbocharged Daihatsu Charade go around a corner.It's a recurring theme and harks back to the days when a turbocharger was seen as a panacea for wheezy engines.The big problem was the turbo (literally) blew the manufacturer's budget and there was no more money for suspension work.Time has improved these early woes. Since playing with Mazda's latest effort of plumbing a turbo under the MX-5's aluminium bonnet, my nightmare hasn't returned. Mazda's concept isn't new. This version, the SE, is a factory job and comes after a limited run of rorty Australian-engineered turbo versions called the SP.The SE is restrained, quiet and although it's quick – but not up to the SP – it hasn't the rawness of the SP.Which is possibly what Mazda intended; a roadster that is a bit faster than the standard version and a touch more exclusive but doesn't harm tradition or upset the loyalists.Power goes up 15kW and – more importantly – torque is up 41Nm over the standard MX-5, while handling improves with a lowered body, Bilstein shocks and 17-inch doughnuts.The already acclaimed MX-5 fun factor goes up in proportion to the performance, so once again the MX-5 is a hard car to leave idle in the driveway.Unlike the blown Charade, it hunts out and eats corners with go-kart handling and pin-sharp steering – all aided by a willing engine and crisp six-speed gearbox.Despite firmer suspension, the ride is compliant. The engine has virtually no turbo lag, with a pleasant lineal power flow that gets a kick at 5000rpm as the variable-valve system changes to performance mode.One look under the bonnet shows a lot more performance potential, such as a bigger intercooler to replace the A4-size cooler.It's not dramatically better than the standard model but merely gives the buyer more oomph for $5000.With the roof up, it is snug and warm. The turning circle is tiny making it very city friendly and the fuel economy only goes out the window when you cane it.There's a nice six-speaker sound system, personal storage space within the cabin is minimal, and the airconditioner is a $1953 option – but with the top down, who needs it?

Roaring along the freeway at speeds of 110km/h, hell anything above 80km/h really – just doesn't sit well with Land Rover's little yellow terror.The Defender 90 Xtreme is the short wheel base version of Land Rover's tried and true heavy duty offroader, the military looking one with flat sheet metal and plenty of pop rivets.I say 'little' with tongue in cheek because it is still four metres long, almost two metres high and weighs a hefty 2.7 tonnes.The 90 with steel chassis and aluminium alloy body has seating for just two people, although rubber clad benches run the length of both sides in the back.That's okay for carting extra passengers around the farm or for short hops on a worksite, but strictly illegal in town because no seatbelts are supplied.The 90's short wheelbase, huge ground clearance and virtually non-existent front and rear overhangs make it a better thing in the bush.There not much that will stop this Landy we discovered after a bump along our favourite fire trail this week.The 90 is powered by a 2.5-litre intercooled turbo diesel that produces 90kW of power and 300Nm of torque.It's the same engine that can be found in the Discovery TD5, but in a slightly different format.Diesels are better suited to off road work because of their high torque output at lower engine revs.The Defender 90 produces maximum torque from a low 1950Nm feeding power to all four wheels through a fulltime four-wheel drive system, via a centre differential that can be locked.On the road driving the Defender has much in common with driving a truck, with lots of engine noise and general harshness.It takes two gears to make it through a large intersection and fifth gear arrives just as the needle of the speedo touches 80km/h.Some concessions have been made to creature comfort, with airconditioning, power windows, remote locking and a CD sound system.There also seems to be a little more elbow room compared to the last Defender we drove which means you can drive comfortably with the driver's window shut.The steel split rims have also disappeared, replaced by alloys with wider tyres that make handling much better.Off road the 90 has one of the lowest, low range first gears that we have had the pleasure of using and is a force to be reckoned with when it comes to serious four-wheel driving.However, the gear shift is a quite stiff and notchy and it takes some practice to operate the transfer lever.The 90 is a little thirstier than we anticipated and this is a reflection of the small 60-litre fuel tank – not sufficient for long range exploration.It has a maximum tow rating of 3.5 tonnes.Standard equipment includes traction control, all terrain ABS brakes, a nudge bar and tube steel side runners.The Defender 90 Xtreme is offered in a choice of five colours but it is hard to go past the learner plate yellow of our test vehicle. It is priced from $45,950 before on-road costs.