Off road

A decade ago Jeep owners overlooked their vehicles' lack-lustre quality and dubious roadholding manners. They forgave the faults and appreciated the vehicle's single-minded ability to competently cross the most difficult terrain.Time heals a lot of wounds. The latest Grand Cherokee is imposing and attractively sculpted – and while there have been improvements, most people are willing to overlook any imperfections.Chrysler and Jeep quality is improving. It's now up to average which is still less than ideal. But where the car lets you down is in the superficial stuff - the coachwork, predominantly - while the engineering seems to be increasingly more durable.At $65,000 it's a good price for a very well fitted out 4WD that's actually made to go off the bitumen. It's roomy, tows well, has a heap of safety gear, is relatively economical to run - though has no capped-price service program - and has a style that looks as good on top of a dune as alongside a downtown curb.The Overland is the top-spec model but I think there's better value in a mid-range Limited model with the diesel engine at $60,000. If you stay with petrol, the V6 is $5000 cheaper and better value than the optional V8. Be aware that there's a new model coming with upgrades including a more desirable eight-speed automatic transmission.Lovely to look at with a chunky body sculptured with neat chamfers and big wheels stuck hard up at each corner. The cabin is equally as attractive but falls down on closer inspection with average dash panel fit and large, cheap-looking switchgear. Yes, it's workable and hints at being rugged but could be improved. The foot-operated park brake is a Chrysler stable mate and is hard to work in off-road conditions. Beautiful perforated leather seats are comfortable, have heating for front and back and cooling for the front.Electric adjustment - including the tilt/telescopic steering wheel - makes it easy to find the perfect driving position. The heated steering wheel is cool, er, warming. More electrics for the tail gate - with separate lift-up glass panel, which is handy - and the dual-pane sunroof. The liberal space in the boot and the split-fold rear seats give it typical SUV flexibility. The Overland is the most expensive of the Grand Cherokee line-up and offers as much luxury as a top-spec Chrysler 300 sedan.Jeep finds another use for its 210kW/347Nm 3.6-litre V6 petrol engine and creates a wagon with running costs that won't break the bank. The engine is powerful on paper but the Overland's weight curtails most of the enthusiasm. It's mated to a five-speed auto then through a two-speed transfer case with constant all-wheel drive. It gets the upmarket Quadra-Drive II transfer case with an electronic rear diff and a five-mode Select-Terrain dial-up traction program like Land Rover's TerrainResponse. The suspension is an electronic air system that changes ground clearance from 205mm to a monster 270mm. The Overland also has a stack of safety gear and a voice-activated media centre with a touch screen, sat-nav, 40Gb hard drive and 10 speakers.The Overland has one of the most comprehensive safety-related equipment on the market - certainly within its $65,000 price bracket - but only has a four-star crash test rating. It has eight airbags, electronic stability and traction control, all-wheel drive, a full-size spare, roll mitigation, tyre pressure monitoring, blind-spot assist, active cruise control with forward collision warning, park sensors front and rear, a reverse camera, an accident response system that shuts off the fuel and unlocks the doors, plus rear cross-path detection.Jeeps never feel planted on the road. There's always - and this is successive - a new model that has the wishy-washy steering and front suspension quirks that require the driver to make continuous adjustments to maintain the road line. It's almost like Jeep deliberately in-build this vagueness.The 3.6-litre V6 engine is smooth, potentially sparkling and careful drivers can get reasonable fuel economy. But the V6 is let down by drawing on a five-speed auto with a lazy torque converter. It desperately needs the eight-speed unit - that's due later this year - to close up the gaps in the ratios. To be fair, the engine is dragging around a 2.3-tonne dry-weight wagon.Driven gently, it's a very comfortable wagon and aside from the distracted steering, makes for a spacious long-distance cruiser. Off the road this is a true 4WD. It soaks up hard bumps and rarely bottoms the suspension and has a brilliant constant 4WD system that ensures maximum traction.Dial in the terrain on the dash-mounted switch and engine and transmission response, brake aids and even the ground clearance are perfectly adjusted for the conditions. Pick low-range and it's as close to unstoppable as any 4WD. While traction is excellent and assurance that this wagon will go pretty much anywhere, the ride comfort is compromised. The Jeep isn't alone here as any 4WD with a similar air suspension will also produce a hard low-speed ride.Despite a couple of grumbles, this is very competent and given its on-road comfort, makes for a true dual-purpose family 4WD wagon.

The Jeep Wrangler 2-door 3.8-litre in 2010 has been using on average three litres of oil between services. Each time I have the vehicle serviced I have to purchase an additional 3.6 litres to top it up. I have been in constant touch with the dealer I bought it from, Jeep Australia and the NSW Department of Fair Trading. Jeep Australia has told me that this is a normal amount of oil usage per 1000 km, which I find difficult to accept. My daughter has a 2010 Jeep Wrangler 2-door 3.8-litre and her vehicle uses between 100 to 200 ml of oil between services. The warranty expired in March this year and the problem from my view is getting worse. What can you suggest I do?

The latest Nissan Patrol was slated mainly for the Arab Emirates and the USA, but with the addition of right-hand drive, has made its way to Australia as well. Aimed at those looking for a luxurious people mover, but who may take it off-road from time to time it’s available only with a petrol engine - the preferred powerplant in the aforementioned countries due to the low cost of petrol there.While this new Patrol is mechanically able to do serious bush bashing, who would want to subject the most luxurious and advanced Nissan 4WD to that sort of treatment? Its role is more likely to be towing the horse float, luxury caravan or big boat - anything up to 3.5 tonnes braked.For those who do want to get down and dirty in the bush, Nissan Australia still sells its workhorse Y61 Patrol, including a turbo-diesel model with old-style live axles, alongside the new upmarket generation Y62. Able to take up to eight occupants, the all-new Y62 series Nissan Patrol V8 showcases big improvements in fuel efficiency, comfort, luxury, quality and technology, for a top-class drive on and off-road.The new V8 engine delivers 298 kW of power and 560 Nm of torque, with 90 per cent of the latter on call from just 1600 rpm. Power is put to ground through an advanced seven-speed automatic transmission and a sophisticated, electronically controlled, all-mode 4X4 system.Features across the new Patrol range include Bluetooth hands-free phone, large format front DVD player, 2GB music server with six speakers, iPod connectivity, steering wheel audio controls, intelligent key access, eight-way power assisted driver’s seat, a full complement of active and passive safety systems, drive computer, dual zone climate control, front, side and curtain airbags, active front headrests, and front and rear parking sensors with rear view camera.The top-of-the-range Patrol Ti-L adds memory function for the driver’s seat, steering wheel and door mirrors; a deep centre-console cool box; a hard drive navigation system; premium Bose audio with 13 speakers, dual 7-inch DVD screens in the rear of the front seat headrests, Around View Monitor, intelligent cruise control, xenon projector headlamps with auto levelling and washers, puddle lamps and a power operated tailgate. A tyre pressure monitoring system is also added.Nissan’s Hydraulic Body Motion Control on the suspensions of Ti and Ti-L models is aimed at reducing body roll on sealed surfaces, while maximising suspension travel in extreme off-road conditions.Suspension is independent all round.  While its default is to the on-road program, a wheel on the centre console enables the driver to dial up driving modes to suit tougher going – sand, rocks or snow.Unfortunately, there is no knob to twiddle to make parking easy. At more than five metres long and close to two metres wide (all dimensions significantly eclipse its nearest rival), the Patrol is an unwelcome visitor to the average shopping centre parking space.The reversing camera, all-round parking alarms and around-view monitor go some way to easing entry, but once there, getting in and out of limited door openings can be a pain. There’s also the stress of not chipping the paintwork of the vehicle in the neighbouring car while opening the wide door.At the press of a button on the key fob the electrically operated rear cargo door opens high and wide for fuss-free loading.Even with the third row of seats occupied there is enough space (550 litres) to stow a full-size cooler in the load bay. The luggage space can be substantially increased by folding the back row seat backs by the single tug on a strap.A positively cavernous 3100 litres is available by flicking a switch which rolls up the middle row of seats to fit snugly against the backs of the front seats, leaving an almost flat floor.The maker tells us to expect fuel consumption in the combined city / highway cycle to be around 14.5 litres per 100 kilometres. The best we managed patrolling the urban jungle was on the high side of 16 litres per hundred kilometres.Stuffed with expensive equipment, this huge Nissan Patrol Ti-L will set you back $113,900, plus on roads. Expensive for a Nissan, but a bargain compared with upwards of $170,000 for the lowest cost Range Rover Vogue we recently tested.The all encompassing impression of driving a Nissan Patrol on the road is that of size. It’s a bulky vehicle and sits high -- the latter aspect making for excellent visibility, which is just as well because it seems to fill the traffic lanes.Ride comfort is very good with bumps and dips well-damped even on rather rough and ready roads - which doesn’t necessarily mean those in the outback, as suburban streets seem to be getting worse by the day.Handling is of secondary importance to comfort in the Nissan Patrol. While it’s competent at holding onto the road in bends, and there isn’t too much body roll, it’s obvious the big 4WD would rather travel in straight lines than around tight corners.In a previous test we were able to do some serious off-road driving of the Patrol at the Mount Cotton driver training centre outside Brisbane. It’s impressive in the way its sheer bulk can tackle slippery surfaces, rocky outcrops and badly rutted tracks.

You can see why dual cab utes are so popular. Not only can they cart the family around, but they can also double as a work or play vehicles when required. The Mazda BT-50 is a case in point. The styling might be polarising, but like it or not it's soon forgotten once you're behind the wheel. Range A range of 19

A rash of new sub-compact SUV style vehicles is about to flood into the country with Holden bringing in the Trax, Opel the Mokka, and Peugeot the 2008. Others will follow soon after. It's predicted to be the next big thing as people around the world downsize their vehicles and go for quality, features, practicality and compact size.The change makes sense particularly in our increasingly urbanised world.Peugeot's entrant is due here by October this year and will sell from a starting point in the low $20,000 range.At that money, the 2008 is a tempting proposition.We drove three versions of the car in France last week and came away sold on the idea of "small is good" in terms of SUVs.Why pay for more vehicle than you need.It's a front wheel drive five door wagon on stilts for want of a better description and is built in France using the same basic platform (stretched a tad) as the recently introduced 208 hatchback.It uses the same powertrains too with a big emphasis on a new three cylinder 1.2 litre petrol engine that is available in turbo and non-turbo form. The turbo is actually the performance leader in the 2008 rangeWe drove the 1.6-litre turbo diesel and 1.6 litre naturally aspirated petrol four bangers and the 1.2-litre petrol triple non-turbo.All had their own character, strengths and weaknesses. The diesel has gobs of torque and pulls like a train rated at 84kW/270Nm but is a tad laggy at low revs and there's no auto, just a six speed manual which is fine.The 1.6-litre naturally aspirated petrol four was the best of the three we drove, with 88kW/160Nm it sings sweetly and gives the 2008 a light responsive feel.The 1.2 was a surprise as we were expecting it to be a dunger, but that couldn't have been further from the truth. It actually goes well and doesn't sound like a ride-on lawn mower.No decision on specification or the model range has been made for our cars yet. That will happen closer to the launch date.But we reckon the three we drove will be on the short list.It's a good looker with a pleasant face and stylish lines around the body including a stepped roof and roof rails.Peugeot built on knowledge gleaned from the ugly but good 3008 model for the creature features inside 2008 which isn't that much smaller inside.It has a decent boot, folding rear seats and comfortable driving position. All Aussie cars will get a reverse camera.All models also get a clever Grip Control system that splits drive between the front wheels and applies the brakes all round to optimise off road driving. It works pretty well but this is no mud plugging, stump jumping, rock crusher.The 2008 is a pleasant little all-rounder capable of delivering safe, entertaining, economical transport in multiple environments aided by the latest in multimedia connectivity and other tricky stuff with apps that may make it to Australia. Cruise control is standard and some models will likely get the big 7-inch info screen which also houses satnav if fitted or optioned as the case may be.We drove the cars over an extensive route through mountain roads, on auto-routes at high speed and on dirt roads. It was up for anything we demanded and was actually quite handy in the tight going, sporty even.The 2008 gets a five star Euro NCAP rating with all that brings and the engines are capable of sipping as little as 4.0-litres/100km depending on the model. The auto we are likely to get is a four speeder on the 1.6 petrol, possibly the only let down on this fine little car.  

It took too long but finally Subaru has a powertrain to almost match it with other players in the large SUV segment - a diesel auto which is far and away the most popular set-up with buyers.TECHNOLOGYStill, Subaru seems to be holding something in reserve because their diesel auto is a 2.0-litre with a Constantly Variable Transmission (CVT), a one-speed auto for want of a better description. Many competitors have larger capacity diesels with more power and torque and mostly conventional six-speed automatics. Not to worry, the Sooby set-up is fine though it could do with more kilowatts for top end acceleration and the torque peak dropped to around 1200rpm instead of 1800rpm and widened to about 3000rpm so it will get going harder, earlier and longer.As it stands, the horizontally opposed four pot diesel is good for 110kW at 3600rpm and 350Nm from 1800-2400rpm. Both engine and transmission are unique in the segment with the former being around for a few years in other Soobies and the transmission also in other models, albeit extensively reinforced for the diesel Outback.It's called a ‘Lineartronic’ CVT with seven steps (quasi gears) and paddle shift and in this case with altered internal ratios, a larger torque converter and lock up clutch, reduced noise, a short pitch chain, larger all wheel drive clutch capacity, an oil cooler, special CVT oil and other tweaks.They have equipped it with five mode adaptive control for more efficient uphill and downhill driving as well as cornering and braking control. Some local calibration was used for the steering, suspension and body reinforcements as well as more sound deadening materials such as “thinsulate” in behind the dash and roof liner.RANGE AND PRICETwo variants are available, the Outback 2.0d at $42,490 and the Premium model at $45,490. Both are value priced compared with similarly specced competitor vehicles. Both are identical under the skin and boast a five star crash rating. Fuel economy is a claimed 6.5-litres/100km.FEATURESThe desirable "Eyesight" safety system on other Soobies that helps avoid frontal impacts and lane drifting isn't available on the Outback. Auto stop/start is also missing. Safety kit includes a reverse camera, brake assist, and seven airbags but driver assist features are thin on the ground.Hopefully, Subaru and other Japanese manufacturers will catch up with the Europeans in this area soon.Features on both models include Bluetooth phone and audio, dual zone climate control, electric parking brake, satnav with voice control, multi-media connectivity, leather wheel with multiple control buttons, multi-function trip computer, rear seat auto fold function, alloy wheels, a full size spare and self levelling rear suspension.DRIVINGThe drive feel is good. We chalked up a few hundred kays in both variants on sealed and gravel roads as well as some freeway driving. The Outback diesel auto strikes us as the ideal car for Aussie conditions.It's a wagon, five seats, large load space and there's plenty of ground clearance (around 215mm). The ride is supple and comfortable. They've even been able to give the Outback diesel auto a sporty edge with nearly no body roll through corners and responsive steering.It can fall into a power/torque hole though, quickly redeemable by the excellent paddle shift system on the wheel. We like the interior, like the size of it, don't like the exterior styling.VERDICTIs it really a large SUV? Don't think so, medium more like. The Outback diesel has impressive fuel economy, decent performance, excellent ride/handling and is affordable with plenty of kit. And it's a Subaru which means reliable and strong resale.

In Subaru’s own admission, this is the most important and significant car of its past decade. This, the diesel automatic version of its large-SUV category player, the Outback, is the first time the company has had a gun big and suitable enough to fight on equal terms with some powerful rivals.“It’s the missing piece in the engine-transmission puzzle that we have longed to bring to the market," says Subaru Australia’s managing director Nick Senior. He says the biggest SUV sector is the "large" class, comprising players such as the Hyundai Santa Fe, Ford Territory, Holden Captiva, Toyota Prado and Volkswagen Alltrack.The petrol-diesel split is 45/55 and of the diesel models, a whopping 94 per cent sold have automatic gearboxes. Subaru’s Outback diesel has only a manual gearbox. Until this week. “It’s held us back," says Senior as an understatement. “But we predict the diesel auto model will lift monthly sales from 220 to 350." So though outwardly a variation of the existing Outback, this is a model carrying big expectations.VALUEKeenly priced and with strong 55 per cent resale value, the Outback is almost always on the shopping list for five-seater SUV wagons. This new automatic model improves the odds. It costs $42,490 as the 2.0D version - with standard 17-inch alloys, paddle shift auto, sat-nav and cruise control - with the second model Premium adding leather, a sunroof, electric driver’s seat and larger colour monitor for $45,490. The CVT adds $2500 to the price of the manual.The Premium is the best value here. Metallic paint is a no-cost option.  Subaru has no capped-service program but Senior hints it may soon bow to the program that is now used by the majority of its rivals.DESIGNThe US-origins of the styling don’t go unnoticed. The Outback is functional and bold but not particularly pretty. But that doesn’t matter to the pragmatist that buys a Subaru.The cabin room is vast, functional with the flat folding rear seats, impressive in its quality of trim joints and subtle textures and fabrics, while neatly combining the presumption of durability with the sense of comfort. The bonnet scoop is the best giveaway to the diesel.Space for five adults with excellent head and legroom in the rear and deep windows for great visibility. The tailgate lifts up high and the cargo bed is low and wide, helped by its flat floorwhen the rear seats are dropped. Rear vents help airflow while extra sound proofing diminishes any diesel noise.Leather is standard on the Premium and though the cloth is more durable, the value in the Premium may be too great to ignore. Lots of personal storage zones - helped by the electric park brake button - make it an easy car to fit the family’s needs.TECHNOLOGYThe continuously-variable transmission (CVT) is a stronger version of that fitted to the petrol-fuelled Forester (which doesn’t get a diesel-auto combo until late 2014). This auto has been heavily modified and enhanced (including an oil cooler) so it offers a seven-speed stepped mode (like a conventional auto) with functions that assist downhill and engine braking.The 110kW/350Nm 2-litre turbo-diesel - similar to the one fitted to the manual-transmission Outback and Forester - and claims an impressive 6.5 litres/100km. It can tow up to 1700kg. The extra weight of the diesel mill means the Aussie-tuned suspension and steering have been beefed up.SAFETYSubaru is consistently setting the standard in affordable car safety. It features a five-star crash rating, seven airbags, reverse camera, DataDot security, four-wheel ventilated disc brakes, electronic stability and traction control, constant all-wheel drive and a full-size spare. The brilliant EyeSight forward camera monitoring and autonomous braking system is not yet available on this car, though will come some time later.DRIVINGNo hiding that diesel clatter at idle, though it softens once underway and becomes almost inaudible while cruising. The Outback is a relative lightweight at 1606kg dry but the engine feels wanting insome conditions, particularly off-the-mark acceleration. But the CVT is quick to maximise the power flow. It’s also pretty good at masking any slippery or vague manners.Press the pedal more than 65 per cent and the CVT box sets up stepped gears, just like a normal automatic. Here it will run to 4000rpm in each gear before changing up. The best of both worlds. Handling and steering rate well, especially against some larger SUVs, while offroad users will appreciate the exceptional 213mm ground clearance. Fuel use on test was 7.2 L/100km.VERDICTTypical Subaru quality and driving feel. Love more power - but 2-litres is capped by European tax laws - yet few owners will complain. Shop against the Santa Fe and Kia Sorento while VW’sAlltrack should also be considered. 

With news that Jeep’s reborn Cherokee will be adopting a car-based platform, there have been fears the new vehicle might not live up to the qualities of the famous offroading nameplate.Jeep has set out to reassure would-be buyers that its new Cherokee, which goes on sale here late this year following a debut next week at the 2013 New York Auto Show, will be just as capable as previous generations by showing it tackle some rough terrain in this new video.As the video reveals, the 2014 Cherokee has no trouble traversing rough terrain, including climbing steep inclines covered in loose sand or solid rock.Jeep has previously stated that its 2014 Cherokee will offer best-in-class capability and has described it as a “no-compromise” vehicle. Expect it to come with all-wheel drive (perhaps as an option) and Jeep’s famous Trail-Rated classification.Jeep has also confirmed that its 2014 Cherokee will be 45 percent more fuel efficient than the model it’s set to replace, the Liberty SUV, which in its final year returned 14.7/10.7 litres per 100km city/highway and 13.1 mpg combined. Key to its economy will be a nine-speed (yes, nine forward speeds) automatic transmission. Power is expected to come from a V-6 engine.www.thecarconnection.com 

Subaru's Forester is the marque's biggest seller and the latest is best. Sales are already up with a healthy 27.4 per cent rise last month and 41 per cent for the year.The third generation is third on the sales charts behind the Nissan X-Trail and the Mazda CX-5 and offers a mix of petrol and turbo petrol and diesel powerplants.There are six levels of trim. Prices start at $34,700 drive away for the 2.0i manual entry model and rise to a hefty $54,800 for the turbocharged 2.0-litre petrol XT Premium range-topper. Of course, it is all-wheel drive like all Subarus, except the rear drive BRZ sports car.DETAILINGIt's packed full of gear with a Harman Kardon entertainment system and eight speakers, a cargo security blind, remote controlled central locking and keyless entry, cruise control, dual zone climate-control airconditioning, height and reach adjustable steering column, height adjustable driver's seat, an engine immobiliser, power steering, mirrors and windows.There's also 18-inch alloy wheels, a full size spare, DataDot security technology, automatic and powered rear door, automatic headlights and wipers, satellite-navigation, radar cruise control (EyeSight), front wipers with de-icers, heated door mirrors and front seats, push-button start, eight-way adjustable power front seats, leather trim and a sun roof.On the safety front there are ABS anti-lock brakes with four-wheel discs, Electronic Brakeforce Distribution (EBD) and Brake Assist, three child seat anchor points, seven airbags, a reversing camera, stability and traction controls.The XT is more mature, grown up, and less of a hoon. It's more refined and subdued with chunky looks. All models come with an "Si drive" mode enabling the driver to switch between "eco", "normal" or "sport" settings.The first slows throttle response for wet off roading, the second acts normally for the daily drive and the third reacts sharply and unlocks a manual gear selection mode for a bit of mischievous fun, unleashing all available power with a dab of the right foot.For the adventurous type a crawl function called "X-mode'' helps negotiate steep climbs or descents off-road below 20km/h. The top-line XT model as driven comes with a second pair of eyes, tiny cameras either side of the rear view mirror to detect cars, pedestrians and cyclists. If it thinks you're about to hit someone or something, it will hit the sticks.Radar cruise control is standard too. It has three pre-determined distance settings from the car in front which can be disabled if the gaps are too big. The automatic tailgate can be programmed to open to a certain height so it doesn't bang on the garage roof.The Forester XT has grown up and out. It has a bigger boot than the last one with 405 litres for the Premium (with the auto rear door), expanding to 1457 with seats down. There is plenty of room for heads, shoulders, knees and feet. The quality of interior materials has stepped up a notch, although the dash is softer than the elbow pad area on the doors.DRIVINGI love the throbby note of the boxer flat four engine which seems to be enhanced in the Forester turbo. It also has the best Continuously Variable Transmission (CVT) I have driven and marries well to the engine.I'm not a fan of CVTs, mainly because of that awful drony constant revvy sound when you floor the accelerator. The system is better now but the turbo flat four is ideally suited to this gearbox. There's a smoothness and an eagerness to the combination and it doesn't get sewing machine-like as the revs rise.Subaru appears to have addressed most concerns with the previous model. The new Forester XT is quieter, more refined, better balanced and smoother to drive. Performance is about the same even though the car has put on 104kg. It now weighs up to 1647kg.The old model with manual transmission reached 100km/h in 7.1 seconds, or 7.9 with the archaic four-speed auto. With its new eight-speed CVT, the XT splits the difference with a claimed 7.5 seconds. It still feels brisk enough and the small levers behind the steering wheel add to the fun.The XT was sure-footed up and down the twisting Kuranda and Rex range roads north west of Cairns but pushed hard it will run wide at the front or understeer. On a slippery roundabout it did slide a fair bit at the front end in the wet.The gravel, slippery and hilly Black Mountain Rd run between Kuranda and Julatten on the Atherton Tableland was a piece of cake. It took about an hour but despite a couple of steepish climbs and some badly jagged sections the XT was far from wanting.The Si Drive, which adjusts throttle sensitivity, may seem a bit gimmicky, but served its purpose, especially in overtaking. The radar cruise control was too sensitive, applying the brakes too severely.DECIDINGI really liked the new Forester XT. My only beef is the price, which is too high, and the cruise control, which is too sensitive and finicky to operate. The airconditioning also cut in and out a lot, presumably as it tries to save fuel.There was an annoying rattle in the rear which I could not isolate. I achieved 10.4L/100km over the weekend mix of suburban running, highway cruising and mountain climbs on and off the bitumen. Subaru's official figure is 8.5.Unless you must have the latest gadgets I'd forget about the Premium and opt for the standard XT to save $7000. If you don't need a turbo then the 2.5 is cheaper again and there's a smaller 2.0 too. The diesel is only a manual at this stage.Subaru Forester XT PremiumBody: Five-door wagonPrice: $54,800 drive awayEngine: 2.0-litre turbocharged boxer fourPower: 177kW at 5600 rpmTorque: 350Nm at 2400-3600 rpmTransmission: Eight-speed CVT automatic, all-wheel driveFuel consumption: 8.5L/100km, (10.4L on test) premium unleaded, 60 litresCO2 emissions: 197g/kmDimensions: Length 4595mm, width 1795mm, height 1735mm, wheelbase 2640mm, tracks 1545/1550mm front/rear, weight 1647kgWarranty: Three years/100,000 km

The Ford Ranger ute is so popular, Ford can't get enough of the utes from the Thai factory with demand outstripping supply. They sold 12,753 4X4 versions and 5354 4X2 models last year, narrowly behind Focus (18,586). The overall 4X4 sector of about 125,000 sales was up 25 per cent last year with Ranger sales rising