Off road

The rapidly-rising Jeep range is poised to notch up further success with this month's release of its significantly uprated Grand Cherokee range. Sales of the Grand Cherokee have shot up by 3.5 times since the new generation arrived in 2011 and Jeep dealerships in Oz have doubled from 51 to more than 100.The latest development is the introduction of an eight-speed automatic transmission across the range, subtle styling improvements, better interiors - and the launch of a 4 x 2 version of the Laredo model.Priced at $45,000 drive away, the pretty high-spec Laredo 4 x 2 V6 puts a Grand Cherokee within reach of many more potential buyers.Laredo, also still available as a 4WD, is followed by the Limited, from $51,000, Overland, from $66,000 and the fire-breathing and feature-packed SRT8 at $77,000. The 210kW/347Nm twin-cam 3.6 V6 continues as the standard motor in Laredo, Limited and Overland, with the impressive 184kW/570Nm Italian 3.0-litre turbo-diesel as an option.Limited and Overland also have the option of the 5.7-litre V8, which puts out 259kW and 520Nm, while the high-performing SRT is powered by a 6.4-litre Hemi V8. It's a mighty beast, capable of producing 344kW and 624Nm - and a throaty bellow.The smooth ZF eight-speed auto gives each engine option longer legs and slightly better fuel economy. And there's a bewildering list of 4x4 systems: quadra-trac, quadra-drive, quadra-lift, selec-trac and selec-trac among them. Some raise or lower the vehicle, others let the driver pick a mode suited to sand, snow, mud or rock.Slim, high density bi-xenon headlights with LED daytime running lights, new bumpers and a restyled tailgate are the most visual exterior changes of the new Grand Cherokees, which also get new instrument clusters, new steering wheels with audio, cruise and voice command buttons and paddle shifters.All models have Uconnect voice command with Bluetooth, TFT customisable displays and audio systems that range from a six-speaker kit in the Laredo to nine speakers with sub woofer and 506W amplifier in Limited and an option pack for the SRT that uses 19 speakers and an 825W amplifier. Crazy.The Laredo gets good cloth seats, Limited has leather, Overland uses Nappa leather and SRT luxuriates in premium Nappa. Get the picture?Hill start assist is standard on all models, as is auto-on headlights, seven airbags and a full suite of electronic driver aids. There's loads of room for up to five adults and 782-litres available in the cargo area .Fold down the back seats and cargo capacity increases to 1554litres.We did about 200km in a Laredo in Queensland's mountainous Maryvale region shortly after a major downpour, and never had a moment of bother, irrespective of the gamut of road conditions, including stretches of dirt, mud and some river crossings.The two-tonne SUV coped admirably, the sole niggle being a split second of nothingness on exiting tight corners while the new gearbox consulted its abacus to decide which ratio was needed.That little problem did not affect the SRT, which now comes with Launch Assist, a bit of electronic wizardry that can let the flagship take off as if fired from a catapult. We tried ours out on a drag strip, where it rocketed from zero to 100km/h in 4.8seconds and went on to record 13.4 seconds for the "quarter mile.''At $77,000 it's no wonder Chrysler can't get enough if them. They're about half the price of some of their class competition. It's meaty motor emits a wonderful sound with all the taps open, so why bother with an over the top audio system to drown it out?The SRT does 20.7 litres/100km in the urban area, but has an official average of 14.0 litres/100km. The Laredo's average is 10.1 with the petrol engine, although we didn't come within cooee of that on our brisk up-and-down route, and the diesel uses just 7.5litres/100km.Overall, an impressive line-up; classy, well engineered vehicles, big on street cred, finish and performance.The grandest Cherokees yet.

Finally, a diesel Mitsubishi ASX with an auto - but it's not the diesel we were expecting. Instead of the 1.8-litre diesel that we have already, it's the larger 2.2 from big brother the Outlander.Why? Because the 2.2-litre diesel was not available when the ASX was launched in 2010 and, well, because it's a better engine, says Mitsubishi (even though it doesn't have variable valve timing like the 1.8).Historically diesels are more expensive to produce than petrol engines and car makers generally defray some of the extra cost by offering them with more expensive, better equipped models. There's a school of thought that people are not interested in diesels, at least not in this section of the market where vehicles cost less and the extra cost is even more difficult to disguise. But tell that to Toyota that is enjoying unprecedented success with its first ever diesel RAV.Prices for ASX start from $25,990 for the entry, two-wheel drive, 2.0-litre petrol model with a manual transmission. Prices for the 1.8-litre, manual only diesel start from $34,990 - a big hike but bear in mind that it's in top spec, all-wheel drive Aspire form.Prices for the new 2.2-litre diesel with an auto kick off from $31,900 for the no frills model or $36,490 for the better equipped Aspire -  both of them with all-wheel drive. Accounting for just five per cent of ASX sales, you get the feeling the 1.8 is not long for this world . . .Standard equipment for the new 2.2 includes 16 inch alloys, cloth upholstery, climate airconditioning, cruise control, keyless entry, power windows and mirrors, leather wrapped steering wheel with audio controls, leather bound gearshift, chrome interior door handles, and 60/40-split fold and recline rear seats. Bluetooth phone and audio with voice control are also standard along with a reversing camera.The Aspire adds 17 inch alloys, leather, push button start, auto lights and wipers and interior mirror, heated front seats and a power adjust driver’s seat, fog lights, reverse parking sensors, 7 inch touchscreen with navigation and a panoramic sunroof.Both the engine and transmission are a lift straight from the Outlander. The 2.2-litre direct injection, common rail turbo diesel produces 110kW of power and 360Nm of torque, the latter from a low 1500 revs - compared with the 1.8's 110kW and 300Nm.In the Outlander, paired with an auto,  it delivers fuel consumption of 5.8 litres/100km. In the smaller ASX with the same six-speed auto it also delivers 5.8. In comparison, the 1.8-litre diesel with a six-speed manual is good for 5.7 litres/100km. The six-speed auto features INVECS-II Smart Logic designed to optimise gear changes to driving conditions.As good as it might be the new engine can't hold a candle to Kia/Hyundai's 2.2-litre diesel that boasts an impressive 145kW/421Nm, nor the smaller 2.0-litre version with 135kW/392Nm. Interestingly, although the hi-end Rockford-Fosgate audio system is offered as an option with the 1.8 - it's not available at all with the 2.2.ASX is basically the off road version of the Lancer hatch, as they both share the same platform. Weighing in at 1530kg, it seats five and comes in two and all-wheel drive form, with a choice of petrol or diesel engines and manual, CVT or automatic transmissions - with a tow rating of up to 1400kg for the diesel.The same platform also spawns Peugeot and Citroen versions of the same car, the 4008 and Aircross - all good looking wagons.Contrary to belief Mitsubishi's research shows that 67 per cent of buyers shopping for this size soft roader will seriously consider a diesel, an even greater figure if it's less than $40,000. Services costs for the diesel are capped at $315 for the first service and $470 for the next three services or 60,000km - $5 more than the 1.8.Gets a full five stars for safety in crash tests, with seven airbags and a full suite of electronic aids including electronic stability and traction control, hill start control, and anti-lock brakes with brake assist and electronic brake force distribution.The 2.2-litre engine is a revelation after the 1.8. It's smooth, packs plenty of punch and the auto anticipates gear changes quickly. In the more expensive Aspire you even get steering column mounted change paddles, although with this much torque on tap they're overkill.Point this thing at a hill, push down on the accelerator and the large reserves of torque become apparent as the wagon shoots up and over the rise with consummate ease. Although the standard model misses out on change paddles, the driver can still change gears manually via the shifter.There's little body roll from the compact wagon, but it feels at its most comfortable driven sedately. Dirt roads pose little problem either, with the facility to lock in four-wheel drive for maximum traction - but with just 180mm of ground clearance we wouldn't get any ideas about taking any further off road.

Several brands like to think they invented the soft-roader, but Subaru probably has the best case. They've been making passenger-car-based 4WDs since the late 1970s, well before the RAV4 entered the fray in the mid-1990s; Suzuki was making little off-roaders in the early 1970s, but not based on a passenger car.So the Japanese brand that started off making aircraft components five decades ago has had plenty of time to get it right and the new Forester XT is a good example of that.VALUEThe turbocharged Forester are CVT-auto only and available in XT and XT Premium guise and are covered by a three-year unlimited kilometre warranty.The XT is priced from $43,490 and has a six-speaker sound system with USB and Bluetooth inputs, cloth trim, trip computer, dual-zone climate control, a slide-only sunroof, manual seat adjustments, cruise control, 18in alloys, split-fold reclining rear seats, a full-size spare, the SI-drive sport mode system and a reach'n'rake adjustable leather-wrapped steering wheel.Stepping up the Premium means an extra $7000 but adds a powered tailgate, automatic headlights, satellite navigation, the "EyeSight" safety system, leather trim, a harman kardon eight-speaker sound system, heated seats and external mirrors, keyless entry and start, rain-sensing windscreen wipers and power-adjustment for both front seats.TECHNOLOGYThe drivetrain doesn't change between the pair - capacity for the forced-induction models has dropped to two litres but it has sprouted direct injection for the flat-four, producing 177kW and 350Nm, the latter spread from 2400 to 3600rpm.Despite the increases in power and torque over the out-going 2.5-turbo powerplant, the fuel use has been cut by almost 20 per cent, now claiming a combined cycle thirst of 8.5L/100km, although our time yielded around 11L/100km. The SI-Drive system is now controlled by two buttons on the steering wheel, although it could probably be done with one scroll-through set-up.The system changes the power delivery characteristics, as well as putting the clever CVT into a mode that mimics a sports-oriented traditional auto. The grunt goes to ground via a new-generation active torque split all-wheel drive system that defaults to a slight front-drive 60/40 bias - something of a departure from the breed's 50/50 mechanical system split in previous models.DESIGNA look less likely to cause offence than some of Subaru's recent efforts, the new Forester has a chunky, purposeful look from the front, minus the scoop that has long signalled forced-induction below. The body is longer thanks mostly to extra wheelbase, of which the rear passengers are the greater beneficiary - it easily accommodates four crew, but the boot depth is compromised by the raised floor covering the full-size spare.The rear compartment is, however, no longer impacted by roof-mounted child-seat tether anchor points - they've moved to the seatbacks.mountedSAFETYSubaru has long bragged about five stars across its range and the new Forester does plenty to keep that track record intact. The "EyeSight" driver assistance system brings adaptive cruise control, lane departure warning and pre-collision warning and auto-braking systems to a features list that already has all-wheel drive, anti-lock brakes, stability control, seven airbags, a reversing cameras (sans sensors) and xenon headlights.DRIVINGI'm not always a big fan of the continuously-variable transmissions but the Subaru boffins have come up with a well-calibrated unit behind the turbo-four. It doesn't flare revs towards the redline unless the right foot truly demands it, making the most of the meaty midrange on offer - in Sport# mode the transmission takes on a sporting bent to good effect.Cargo space is adequate but some will prefer the possibility of a temporary spare and a flatter floor - a personal preference for a full-size spare, particularly if you are stretching the skillset of the Suby, means the reduced bootspace is not a deal-breaker.In commuting and cruising the Subaru is quiet and smooth, riding within the boundaries of backside comfort, although it's bias towards more enthusiastic cornering - where it was composed and would hold its line under duress - is evident.A bugbear was the infotainment's argument with the iPhone - despite displayed connections it didn't feel the need to play any songs through the USB connection, muting the music as if a call was inbound - switching to the Bluetooth input alleviated the problem.VERDICTThe Subaru has a strong bloodline in this segment and the new Forester has done it ancestors proud.As soft-roaders go, the little Subaru feels more than up to the task.Subaru Forester XT & XT PremiumPrice: from $43,490-$50,490Warranty: 3 years/unlimited kmCapped servicing: noResale: 55% (Glass's Guide)Service interval: 6 months/12,500kmSafety: 5 starsEngine: 2-litre direct-injection flat-4-cyl, 177kW/350NmTransmission: CVT, AWDThirst: 8.51/100km, 95RON, on test 11 (xt p 10.8); tank 60 litres; 197g/km CO2Dimensions: 4.6m (L); 1.8m (w); 1.7m (h)Weight: 1589-1607kgSpare: full-size 

4WD identity Simon Christie shows what the Colorado 7 4x4 SUV can do over a variety of Australian terrains.

This German ad for the Smart Fortwo shows how useless the tiny runabout is on off-road terrain. It’s okay though, because it beats any 4x4 wagon over city terrain.

Pickering triumphed in the recent bone-rattling Finke Desert Race, marking a record 11th consecutive class victory, and putting him in position for a Production 4WD trophy.Pickering took his Mitsubishi Pajero to first in class among a field of 99 vehicles, many of which were purpose-built offroad racers.He and co-driver Dylan Watson finished the tough 452km desert circuit from Alice Springs to Finke and back in a time of 6hr21m47s in what Pickering says was one of the toughest races in the event’s 38 years – with about half the entrants failing to make the finish line.Pickering says preparation of the barely modified 3.8-litre V6 petrol Pajero was the key to his record success. "Our Pajero was extremely strong all race and felt fantastic, even with some of the roughest conditions we have encountered on the Finke despite the welcome rain earlier in the week,” he says."When we arrived in Finke on Sunday afternoon there was virtually nothing to be done to the car. We inspected everything and did a spanner check but apart from precautionary checks there was nothing to attend to before the race back to Alice Springs on Monday morning," he said."The fact is the secret to success at the Finke is preparation as well as applying a strategy and a race pace that is fast enough to beat the opposition while ensuring you get the car to the finish in one piece,""We just set our race pace and stuck with it. We ran our own race and didn't push too hard. With the tough conditions we knew that our race pave was right and we would pick up places as the faster buggies and trophy trucks broke axles and suffered driveline problems and crashes," he added. 

Friday we drove into the city to meet friends. Saturday we drove to the mountains to meet kangaroos. The Subaru Outback was just at home in the blue gum forests as it was in the concrete jungle. A manageable size and a very capable drive, the Outback fits into nearly any lifestyle.PRICE AND EQUIPMENTThe 2.0-litre diesel CVT Premium Outback starts at $45,490. It comes with symmetrical AWD, Subaru’s Vehicle Dynamics Control system, paddle shifters, electronic parking brake, rear view reverse camera, dual-zone climate control with rear vents, anti-dust filter, leather steering wheel, voice command recognition, 17-inch alloy wheels, full size spare, wheel-mounted audio, Bluetooth, and cruise, roof rails, 12-volt power jacks, and a seven-inch touch screen, to name a few.If you don’t need a lot of extra features, the non-premium diesel will save some cash, you’ll just have to live without the electric sunroof, leather-trim seats, and eight-way power driver seat with dual memory function.TECHNOLOGYThe 2.0-litre Outback has a turbo-charged horizontally opposed boxer diesel engine, producing 110kW@3,600 rpm and 350Nm@1800-2400. The Lineartronic CVT automatic gearbox provides smooth gear changes, but you can swap to manual mode and use the paddle shifters for more control.Official fuel combined is 6.5 litres per/100km. Our drive to the mountains and back found 7.2 litres per/100km combined.DESIGNExternally the Outback is stylish for an SUV, but it doesn’t turn a lot of heads...well maybe a few, but that could just be from the ungainly bonnet scoop.The dash is well presented, though the climate control buttons would work better as dials. The seven-inch touch screen and satnav are easy to use, and wheel-mounted audio, cruise, Bluetooth, and voice command give you plenty of control.With leather-trim seats the interior looks suave, though the seat back nets look cheap compared to the rest of the vehicle. The driver is well supported in the eight-way power seat with dual memory function, and the comfortable rear seats easily fold down to a 60/40 split, extending the boot space from 490 litres, to an impressive 1,690 litres.SAFETYThe Outback comes with a five-star ANCAP safety rating, and Subaru’s Vehicle Dynamics Control system which includes ESC, ABS, EBD, TCS, TCS Limited Slip Device, and Brake Assist. Seven SRS airbags, a ring-shaped passenger safety cell, and whiplash reduction seats further your safety, while the rear view reverse camera ensures you don’t accidently back over Skippy.DRIVINGThe Outback is all about the option to explore and we honestly enjoyed it. A steady and safe ride during our mountain adventure, it provided enough comfort inside that friends teased us for being pampered at the campsite.Kids will enjoy gazing out of the sunroof, and with symmetrical AWD, they’ll focus more on the scenery, than any bumps in the road. The Outback is manoeuvrable in the city, cruises on the motorway, and though there’s a bit of sway on gravel, it handles well through dirt and mud. Ground clearance is 213mm – not enough to get you over serious tracks, but plenty of clearance for weekend expeditions.Though we wish there were a few more perks with the Premium model (heated seats would have been appreciated in the chilly mountains, but we’re just being picky), it is a sturdy all-round vehicle ready to hit the trails and cruise around the city.VERDICTThe Outback has plenty of space for families, enough off road capabilities for the average adventurer, and solid drivability.

Never has so much occupied one suburban driveway. In an ocean of SUVs, the Nissan Patrol V8 is the volcanic island. Even the Land Cruiser 200-Series is dwarfed by 150mm in length, 25mm in width, 35mm in height and down 100kg.Do we need a 4WD this size? Why is there only a thirsty petrol V8 and no diesel option? And given all this, can loyal Patrol owners justify the entry-level $82,200 price tag? Here's the answers.It's called the Patrol V8 to separate it from the ongoing diesel-only Patrol Y61 that has been plugging along since 1997. Nissan has discontinued the ancient Y61 in all global markets - except Australia.So, if you want a new Patrol and you want a diesel, you are stuck with the old wagon. That old wagon, by the way, costs $27,810 less than the entry-level Patrol V8 that is $82,200 for the ST-L. Justifiable?Not for hard-core 4WD enthusiasts and caravan owners. It's also $92,850 for the Ti tested here and $113,900 for the sumptuous Ti-L that competes with the Land Cruiser Sahara and Lexus LX570.It's expensive and expansive and if the fuel bills don't cut deep - I averaged 18.5 L/100km - then the service costs will hit hard. It needs two services a year with a three-year total of $2889 compared with the Land Cruiser's $1260 bill for the same period.But the price of the Ti reflects its position and its competition. It gets sunroof, 10 airbags, three rows of seats for adults, leather, a premium audio and a sophisticated drivetrain and suspension system.Yes, it's a whopper. That's because it isn't actually made with Australia in mind, rather it's pointed at the Middle East and the US buyers where cabin room is king and petrol is plentiful and the liquid's price is irrelevant.Why is it so big? It's an extension - literally - of the US market wanting more room for family, friends and luggage. The three rows are lavish in room, very comfortable and with curtain airbags that stretch down the length of the wagon, safe.Acres of leather and strips of wood are appealing, though the neat-looking dash design is muddled by a complexity of switches. The centre dial for the monitor is effective but I was surprised that its surrounding buttons activate only minor functions - until I realised you have to get the top-line Ti-L model to get more meaningful switches. Though huge, the park sensors and reverse camera and the box-shape of the wagon make parking almost joyful. Almost.No diesel because the US and Middle East prefer petrol. Simple. There are thoughts that, at one day in the future, the big Patrol will get Renault's 170kW/550Nm 3-litre V6 turbo-diesel (it's in the Navara) but that's not confirmed.The 5.6-litre 298kW/560Nm V8 petrol is a long-standing Nissan product, offered in the US SUV and ute models and in 5-litre form for Infiniti and tweaked for the Altima V8 Supercar.It drives a seven-speed auto then a two-speed transfer case to all wheels. There's a four-mode terrain-assist system that dials up varying off-road conditions to maximise traction. The suspension is a derivative of the WA-designed and developed Kinetic system that Nissan call Hydraulic Body Motion Control.Toyota also bought the licence from Kinetic though its system relies more on a mechanical interplay of suspension arms. The Nissan is a hydraulic system that replaces traditional dampers and roll bars to automatically compensate for off-road conditions - where long-travel is required - and road surfaces where bodyroll is kept to a minimum. Traction is further improved by a mechanical limited-slip differential at the back, an electronic centre diff and electronic braking on individual wheels.It hasn't yet been crash tested. Doubtless its size will have a bearing on occupant protection, as will the 10 airbags, electronic stability and traction control, hill descent and hill-start assist, all-wheel drive, front and rear park sensors with a reverse camera, and full-size spare wheel.Ride comfort is outstanding. The quietness and the plush nature of the Patrol puts it almost into prestige-car league. I was so impressed - up to the point where I borrowed a Range Rover SDV8 for a spin and realised that the Japanese still have a couple of metres to go to catch the big Brit.And, yes, I know the Rangie is twice the price. I was expecting a lot of wallow but the Kinetic suspension keeps the wagon relatively flat through the corners and it's only the slippery seats and highly-geared steering ratio that makes things a bit unpleasant through fast bends.The steering is typically over-assisted and the numerous turns required interrupt the sensory nature of the drive and serve to enforce just how big this thing is. The engine is sweet.It tells you through the auto's torque converter wind-up that it's hauling about 3-tonnes but still manages to be responsive and deliver a delightful V8 burble, first as a murmur around 2000rpm and then upwards to a roar around 6000rpm.Fuel economy is the deflator. I averaged 18.5 L/100km but 20 L/100km showed up off the road. In the dirt the suspension compensates for the weight penalty.It stretches the wheels out to find traction where other 4WDs would fumble and the low gearing of the transfer case, switchable terrain-assist mode and gobs of low-end torque make it a very competent machine in difficult off-road conditions. All this while maintaining supple ride comfort.Comfortable, extremely roomy and a luxurious drive. It's as good on the road as off. But fuel economy and price detract from the cleverness. Needs a diesel.

The chances of Toyota adding a diesel to its funky FJ Cruiser are about none and buckleys. In fact, there might not even be a new FJ, Toyota Australia boss Dave Buttner revealed."It has not been decided yet whether there will be a second generation," he told Carsguide at the launch of the updated FJ, which arrives two years after the SUV was launched here.VALUEOriginally designed for the North American market, the FJ is offered in a single grade with plenty of goodies. It features part-time four-wheel-drive, a V6 petrol engine and five-speed automatic, with a choice of nine colours  all of them with a white roof.Apart from its arsenal of off road systems, the Cruiser features steering wheel audio controls, multi-information display and 8-speaker audio. The upgraded FJ is priced from $47,990 ($3000 more than its launch price). Metallic paint is an extra $475.TECHNOLOGYFJ Cruiser sits on the same platform as the Prado off road wagon. The 4.0-litre petrol V6 is a lift from Prado, with 200kW of power and 380Nm of torque.Weighing up to 270kg less than Prado, the FJ's economy is rated at 11.4 litres/100km. The FJ was offered originally with a 72 litre tank, but that has now been boosted to 163 litres, with the addition of a second 87 litre tank.That gives the FJ a theoretical driving range of 1394km under ideal conditions. Note too that it takes premium unleaded.DESIGNA nod to the original FJ40 built from the 60s and used in construction of the Snowy Mountains Scheme, the car is described as a reinterpretation rather than a retro model.But few people would remember the original FJ40 anyway. A five-seater, the FJ features smaller, rearward-opening "suicide" doors at the back to provide easy entry. The doors are cool, but maybe not entirely practical, not when you need to open the front doors first to get in or out.A full-size spare is mounted on the rear tailgate, but in a hangover from its North American origins the side-hinged tailgate opens right to left. This puts you on the wrong side of the door when parked by the side of the road.SAFETYAs far as we know it doesn't have a crash rating, but comes with the usual range of safety features including six airbags, a reversing camera, Vehicle Stability Control (VSC), ABS brakes with electronic brake-force distribution (EBD) and Brake Assist (BA).DRIVINGIt's an appealing package but vision is limited from the small windows, especially over the shoulder. With short front and rear overhangs, 224mm of ground clearance, low-range gearing, traction control and a rear diff lock, the FJ is certainly equipped to tackle the rough stuff.It's off-road credentials have been further enhanced in this update with the addition of CRAWL control. It works up to a speed of 25km/h and once engaged takes control of the brakes and throttle, whether you're travelling up or downhill.A speed-selector dial on the overhead console provides a choice of five speeds. Our test vehicle was fitted with satellite navigation, but the touchscreen controls are really too small for easy operation when driving. And, although it shows the current speed limit, it does not tell you what speed you are actually doing  unlike some.VERDICTGreat fun. You get the feeling Toyota is not too concerned about the lack of a diesel, but the extra range offered by the second tank will allay the fears of those who actually take their vehicles off road.

The big three car makers in Australia are fighting tooth and nail to gain sales in a market that’s becoming increasingly savage. Deals are everywhere - Holden took everyone by surprise when it ripped huge amounts off the recommended retail prices of its new VF Commodore and Calais ranges.Toyota has been king of the Australian automotive market for many years and is obviously very keen to retain that position. Among many other measures the Japanese giant and has introduced a limited edition version of its popular LandCruiser Prado 4WD at a pretty good price.VALUEPrado Altitude is based on the GXL version of the Toyota off-roader and the special edition has the addition of $10,000 of features – but only $5000 has been added to the RRP.  Prices for the Toyota Prado Altitude start from $68,990. Toyota Prado is covered by Toyota Service Advantage capped-price servicing at $210 per service.Shrewdly aware that most 4WDs are used as people movers, not exploring the bush, Toyota has concentrated on multimedia technology and comfort items. The Prado Altitude has a level of equipment usually reserved for the upmarket Prado VX and Kakadu.Added features include a seven-inch touch-screen for the satellite navigation. The screen also displays guidelines on the rear-view camera image to improve safety when reversing or parking.The seven-seat Prado Altitude has a leather-accented interior, as well as a 14-speaker sound system – well up from the six speakers usually installed in the GXL. The six-disc in-dash CD/DVD changer can be operated by remote control.Even better from the point of view of browbeaten parents is the rear-seat entertainment system. This has a nine-inch monitor mounted from the ceiling, a DVD player, and 5.1 surround sound. Three wireless headphones can be clamped over the top of the kids who will then be entertained for hours.TECHNOLOGYThe Prado Altitude is powered by Toyota's long established 3.0-litre four-cylinder turbo-diesel engine and is mated to a five-speed automatic transmission. Drive is permanently to all four wheels with a two-speed transfer box that’s controlled by a dash mounted switch.The 3.0-litre four-cylinder turbo-diesel is a modern common-rail unit, developing 127kW at just 3400 revs. Diesel torque of 410 Newton metres is available at a very useful band that runs from 1600 to 2800 rpm -- in other words most drivers will have the torque at its peak most of the time.DESIGNThe rear-seat entertainment system can be operated from the touch-screen in the front seats, and by remote control by those in the rear seats.A tilt-and-slide moonroof can provide upward views should the children become tired of looking at the screen. Privacy glass is a luxury item that’s usually only seen on upmarket German sedans.Toyota gives the choice of four paint colours – Crystal Pearl (previously reserved for Kakadu and VX grades), Ebony, Silver Pearl and Graphite.All exterior colours can be matched with black interior trim while Crystal Pearl and Ebony also come with the choice of ivory trim. Altitude badges let others know that your Prado is something out of the ordinary.SAFETYSafety features include four parking sensors at the front to complement the four already fitted to the rear of the standard Prado GXL. There are seven airbags, vehicle stability and traction control, anti-skid brakes, hill-start assist control and downhill assist control.Luxury features in the Altitude that are carried over from the Prado GXL include three-zone climate-controlled air-conditioning; audio controls on the steering wheel; smart entry and start; and cruise control and long-range fuel tanks.Should you decide to go deep into the bush with the family on board you will appreciate the long range offered by an 87-litre main and 63-litre diesel sub tanks.DRIVINGWhen you are in the bush you will find this is a tough vehicle that can go well into harsh areas if driven correctly. It has a rugged build that inspires confidence and in typical Toyota fashion it feels as though it will last just about forever.On the other hand on-road behaviour isn’t particularly inspiring. While safe enough in the way it grips the road the big Toyota is aimed much more at comfort than at pleasing drivers who like responsive steering and good feedback through from the engine.VERDICTToyota Prado Altitude will only be built until the end of June so, as it’s likely to be a big seller, it might be an idea to move quickly if you’re halfway interested.