Off road

Pressure from cost-conscious mums and dads has forced the hybrid car company to go diesel with its new RAV4. Toyota has sold a diesel-driven RAV in other countries for more than five years and finally bows to showroom pressure this week as part of the arrival of a solid fourth-generation update of its top selling

If you want a definition of the term `workhorse' look no further than Toyota's 70-Series LandCruiser. Whether it's carrying miners or carting hay bales in every farming community in Australia, the 70-Series is hard-working 4x4 that earns its keep day-in day-out, year-in, year-out.To put the 70-Series through its paces we took it to where it is most relevant: the pastures of south-east Queensland and a disused tin mining area, now known as Sundown National Park, just south of Stanthorpe, a 4WD-only park.About the first thing you notice when you leave the urban environment in south-east Queensland is the number of 70-Series single cab utes on cattle properties. These vehicles are rarely seen in major towns. Go to a mining area and the 70-Series that dominates those sites are wagons known as troopcarriers or in the vernacular `troopies'.VALUEThe LandCruiser 70 is an old-school 4WD that comes as either a wagon or a cab chassis, the latter range recently expanded to include the option of a dual cab. While the addition of the rear seats was primarily for the mining and rural sectors, we would not be surprised to see a few picked up by serious off-roaders as the family getaway vehicle.Our test vehicle was the dual-cab cab chassis in top-of-the-range (GXL) spec. This means differential locks are standard, remote locking with a new key fob and a new in-dash clock with multi functions. Just to keep owners grounded the 70-Series still has manual front locking hubs and rear suspension leaf springs.All variants are powered, and we mean powered, by a 4.5-litre V8 turbo diesel engine.TECHNOLOGYThis is where the 70-Series gets exciting. This 4.5-litre V8 turbocharged and intercooled engine develops 430 Nm of torque, on tap from just 1200 to 3200 rpm run through a five-speed manual gearbox. There is a transfer box with low range gearing and options of 2WD, 4WD high and 4WD low.The GXL also comes standard with front and rear differential locks available in 4WD high and low at the flick of a switch to the left of the steering column, firstly engaging the rear diff lock and if needed the front diff lock.DESIGNSince being introduced in 1984 as a replacement for the FJ40 series, the 70-Series has externally not changed a lot. It has an angular body that replaced the curved lines of the FJ40 line.Those original FJ40 smooth lines are now apparent on the Toyota FJ Cruiser, introduced in early 2011. The dual cab 70-Series ute is all about function and that is reflected in the basic design.Like the rest of the vehicle, the interior is designed for function not for looks. With a fair step up to get into the 70-Series there are seven grab handles to make it that bit easier for all five passengers. The front seats are comfortable, but lack a centre armrest.Also missing is cruise control, which is surprising given these are basically rural-use vehicles. The dash and instrument layout is user-friendly. We like the small rectangular mobile telephone holder just in front of the cup holder. We also liked the location of the 12V outlet that we used for our GPS.The rear seat has a fairly upright back and would test comfort levels for adults on long hauls. The rear seat has a fold and tumble ability should you need secure interior cargo space. The air conditioning worked well in hot, trying conditions.SAFETYThe bad news is this. Toyota will not be upgrading the 70-Series to modern safety standards and so the vehicle is likely to end production in around four years. In short one of the major customers for the 70-Series is the mining industry that is now, understandably, demanding 5-Star safety standards.Toyota is already developing the HiLux to these standards and is on the record as stating the 70-Series will not be upgraded with the likes of six airbags and stability control. As is stands the 70-Series has a three star rating but has just two airbags and recently gained ABS brakes. So this much loved fourby has entered the home straight in its 29th year.DRIVINGFor a vehicle that runs a pretty basic rigid live axle suspension, with leaf springs at the rear, the 70-Series handles remarkably well. Yes, the rear end can get a little twitchy on rough surfaces at speed and those same springs cause a pitching feeling on-road, which we suspect would calm down greatly with a load in the tray or a couple of passengers in the rear seat.On-road the vehicle has plenty of oomph, despite the gearing being aimed at slower, off-road conditions. In our drive out to Sundown we were rarely passed and the vehicle ate the steep Cunningham's Gap for breakfast in fifth gear. Although most of the tracks are not difficult they are rough-as-guts and it took around two hours of solid driving to travel 20 km. For most of the drive we used high range second gear, thanks to the enormous amount of torque on tap between 800 and 1200 rpm.VERDICTThe 70-Series GXL dual cab may well find a home with 4WD fanatics that like off-roading in difficult areas. They will not be disappointed. It may be old-school, but it's a hell of a truck.MODEL RANGEWorkmate 4.5-litre turbodiesel single cab chassis: $58,790 (manual)GX 4.5-litre turbodiesel single cab chassis: $60,790 (manual)GXL 4.5-litre turbodiesel single cab chassis: $62,790 (manual)Workmate 4.5-litre turbodiesel double cab chassis: $63,990 (manual)GXL 4.5-litre turbodiesel double cab chassis: $67,990(manual)Troop Carrier Workmate 4.5-litre turbodiesel five-door wagon: $65,790 (manual)Troop Carrier GXL 4.5-litre turbodiesel five-door wagon: $67,790 (manual)Workmate 4.5-litre turbodiesel five-door wagon: $59,990 (manual)GXL 4.5-litre turbodiesel five-door wagon: $64,290 (manual)Toyota LandCruiser 70-Series GXL 4.5-litre turbodiesel double cabPrice: from $67,990Engine: 4.5 litre turbodiesel, 151kW/430NmTransmission: 5-speed manual, 4WDThirst: 11.9 L/100km 

The all-new Nissan Patrol petrol V8 has finally gone on sale in Australia after an extended wait; the holdup being chiefly due to the lack of Patrols with steering wheels on the correct side for us folks downunder.New Patrol has been criticised for only being offered with a V8 petrol engine, whereas diesels have been available for decades in older Patrols. Nissan Australia has countered this by keeping the old Patrol on the market to sell alongside the new one.The Patrol Y61 comes with a diesel engine. The Patrol ST-L and Ti both offer eight seats while the top of the line Ti-L is a seven-seater aimed at comfort for all aboard.The new Patrol Y62 series is powered by a 5.6-litre V8 petrol engine and is aimed unashamedly at the upper luxury SUV market. It is a high-tech unit featuring direct injection and Variable Valve Event and Lift (VVEL) as found in the Nissan 370Z sportscar’s engine. The big engine produces up to 298 kW of power. Around 90 per cent of the 560 Nm of torque is there from 2500 rpm so there’s no shortage of grunt. Nissan has measured fuel consumption at 14.5 litres per 100 km using 95RON unleaded. Hardly a giant in the economy stakes, but not too bad considering the performance and the sheer size of the Patrol.The new Patrol has a towing capacity of 3.5 tonnes and uses Nissan's All Mode 4X4 system. In Auto mode there’s torque split between the front and rear wheels on a 50/50 variable basis depending on road surfaces. The switch then activates 4WD high and then 4WD low.Drivers have four terrain options: Sand, Snow, Rock and On-road at the touch of a button. All models have hill descent control and rear differential locks, also selected with the push of a button.The Nissan Patrol V8 range starts with the ST-L at $82,000 (rrp) $90,500 (driveaway), moves onto the Ti at $92,850 (rrp) $101,680 (driveaway), and tops out with the Ti-L at $113,900 (rrp),$123,780 (driveaway).Inside, the new Nissan Patrol is pure automotive luxury, with wood grain finishes and an upmarket dash layout. Nissan has used high quality finishes and the inside feel is one of comfort and space.There’s Bluetooth telephone and audio streaming, a large format DVD player, 2Gb music storage, iPod connectivity, steering wheel audio controls, smart key, trip computer and eight-way power assist to the driver’s seat.The Patrol Ti has Hydraulic Body Motion Control (HBMC) which uses hydraulic cylinders to reduce body roll; leather upholstery, four-way electric adjustment for the passenger seat, automatic headlights, automatic wipers and a sunroof.The top of the range Patrol Ti-L gets memory function for the driver's seat, steering wheel and door mirrors; centre console cool box; satellite navigation; Bose audio with 13 speakers; dual, but independent, seven-inch DVD screens in the rear of the front seat headrests; surround-view monitor; intelligent cruise control; xenon projector headlamps with auto levelling; power operated tailgate; and tyre pressure monitoring.Active and passive safety equipment includes six airbags, with the side curtain airbag covering all three rows of seats; front and rear parking sensors and rear view camera.We were able to carry out significant testing both on-road and off-road in the new Nissan Patrol V8 Y62 model at Brisbane's Mount Cotton Driver Training Centre a few weeks back.During our initial drives we took the big Patrol V8 onto steep, rutted bush tracks as well as on road on a typical bitumen highway, even onto a skid pan to test braking, body roll, acceleration and handling.Patrol has plenty of wheel travel to overcome washouts, all the while having the rear diff lock as a backup. Even over the rough terrain the body absorbs a lot of the rocking and rolling making for a comfortable passenger experience.On road we drove Patrols with Hydraulic Body Motion Control, and without. We found the standard 4WD cornered fairly flat and little seemed to change with the HBMC.Can the new Nissan Patrol tackle the luxury SUVs from Toyota, Land Rover and Range Rover? Only time will tell, but the interesting combination of the old and new Patrol models should manage to carve out a significant slice of the sales tree.

If absence makes the heart grow fonder then Australia will go crazy nuts in love with the new Patrol. Unveiled in February 2010, the launch has been delayed several times by US and Middle East demand for the behemoth from Shatai Kyushu plant in Japan.But that ardour might quickly cool if reaction to the absence of a diesel engine is any indication. For the first time Nissan's off-road flagship is offered with a V8 powerplant over inline-six-cylinder petrol propulsion. And it's a premium unleaded only proposition.Nissan Australia boss Bill Peffer says there are no plans to introduce a diesel. "There's nothing in the current plan, that's not to say that over the life cycle, depending on the product strategy and how we move forward, that we may not look at some kind of alternate powertrain,'' he says.Peffer dismisses suggestions the fuel economy of a V8 petrol engine puts it at a disadvantage over a turbodiesel powerplant. "Fuel economy is slightly less efficient than a diesel powertrain, but then again you're going to pay $5000 roughly or more for a diesel variant, the payback is a five year/100,000km for that to make sense," he says.In metal-for-money terms the new Patrol might be considered "value''. The entry-level eight-seater ST-L starts from $82,200, with a jump to $92,850 for the mid-spec Ti and $113,900 is the ask for the flagship Ti-L  which drops its seat count to seven.Standard fare range-wide includes Bluetooth phone link (but music streaming is absent), a hard-drive equipped sound system with iPod connectivity, a leather-wrapped steering wheel with audio and cruise controls, a foot-operated park brake, power-adjustable driver's seat, trip computer, three-zone climate control with rear controls, cloth/leather trim, side steps, power-adjustable, folding and heated exterior mirrors, 60/40 split fold second and third row of seats, LED tail lights, four 12-v power outlets (front, centre console, second row and luggage area).The Ti model adds speed-sensitive power steering and Nissan's Hydraulic Body Motion Control system. The mid-spec Patrol also gets leather trim, power adjustment for the front passenger's seat, automatic headlights, a sunroof and rain-sensing wipers.The flagship Ti-L gets a memory function for the driver's seats, xenon headlights, 3D satnav on an 8in touchscreen that also controls the Bose 13-speaker 9gig hard-drive equipped Bluetooth streaming, USB-equipped sound system. There's also a power-operated rear tailgate, two 7in headrest-mounted screens to play DVDs (with headphones and a remote control) to keep passengers entertained on long road trips.There's no shortage of clever bits, the 5.6-litre V8 has direct injection, four valves per cylinder, double overhead cams and variable valve timing and lift system. All that gives it peak power of 298kW/560Nm, the latter at a slightly peaky 4000, although 90 per cent of that comes on from 1600 rpm.Fuel use of 14.5 litres per 100km says Nissan is 15 per cent better than the 4.8-litre six-cylinder, but it will still need a big sip from the 140-litre fuel tank. A seven-speed auto puts the drive to the full-time (rear-biased) 4WD system, which has limited slip and lockable rear differential, as well as specific terrain modes, hill descent control and low range.The system has no mechanical centre differential feeding as much as 50 per cent of drive to the front wheels using an electronically-controlled multi-plate clutch set-up. Hydraulic suspension technology has replaced conventional dampers and anti-roll bars to control the double wishbone coil-sprung suspension on the mid and top-spec models.Hydraulic chambers control the suspension travel, cross-linked to resist body roll when cornering but able to allow considerably more suspension travel then that offered with antiroll bars in place.Big, squared-off (particularly when viewed from the stumpy rear) and wide, the new Patrol takes up a lot of space. The behemoth wagon doesn't shrink once within  space in most directions is more than ample for seven adults.Even the third row can accommodate grown-ups, if only for a short trip  with a useful amount of luggage space with all three rows in use. The velour trim in the ST-L looks a little outdated and appears likely to show wear and tear quickly. The transmission selector remains placed for a left-hand drive set-up and on the incorrect side of the transmission tunnel.As yet untested by the NCAP crew, the Patrol gets front, side and curtain airbags, active front headrests, and front and rear parking sensors with rear view camera, lap sash seatbelts for all three seating rows. Stability and traction control, hill start and descent control are all standard, with the mid-spec Ti getting guide-lines for the reversing camera set-up.Add adaptive cruise control, forward collision, lane departure and blind spot warning and prevention systems (which brake individual wheels to ``steer'' the vehicle back into line), intelligent braking assistance, tyre pressure monitoring system, the multi-camera "Around View Monitor'' system and the electronic auto-dimming centre rearvision mirror to the list for the Ti-L.Anyone in the market for a cavernous kid-carter that sounds great, your ride has arrived. The base-model rides well even without the clever hydraulics present on the mid and high-spec models, although body control in corners is a little less rigid. The hydraullic body control system tempers body roll but the ride quality degrades a little on rougher roads  jitteriness over smaller imperfections was noticeable.Cabin space is considerable, build quality feels first-rate (as do the materials) and feel is solid (aside from the odd trim in the ST-L), it's a quiet and comfortable interior. Twirling the tiller around at low speeds is easy, but the helm doesn't offer much to the driver as speeds rise to metropolitan or highway rates  even for a large SUV, the Patrol is a little ponderous.The V8 is a gem  there's simply no other way to describe it  producing peak power of 298kW at 5800rpm, with maximum torque of at 560Nm at a somewhat-high 4000rpm, although 90 per cent is on offer from 1600rpm.The soundtrack is more than pleasant, as is the push in the back, but given it's shifting almost three tonnes (in the Ti-L) there's punishment at the pump  Nissan says ADR of 14.5 litres per 100km on the combined cycle but expect plenty more than that if you're towing (up to 3500kg braked) or dwelling around town.The seven-speed auto is a slick-shifter that will hold a gear in manual shift mode and the all-wheel drive system feels capable of shifting drive quickly and effectively in off-road terrain. Teamed with 283mm of ground clearance, the luxury angle hasn't seen its off-road ability suffer  only the wide girth will present an issue on tight off-roading, not the school carpark.It's been a long time coming and in some ways worth the wait for big off-roader buyers to have an alternative to the LandCruiser. But the lack of a diesel won't do it any favours,  particularly in rural areas.

At what point do you abandon a cherished belief and change your mind? It's a question that haunts a few independent carmakers which have grown successful by sticking to certain core values.Japanese maker Subaru faces this dilemma. One of its defining values has been all-wheel drive -- if you buy a Subaru, that's what you get. “Confidence in motion'' has been its mission.In Australia, where Subaru sold a record 40,000 last year and finished between Volkswagen and Honda in the top 10, it's easy to forget that it's punching above its weight. With a global total of just 706,000 sales last year.All-wheel drive has been crucial for its success both in Australia, its fourth-largest market, and the US, which buys almost half Subaru's total output. But it's not inviolable. Its joint sportscar project with Toyota, the BR-Z, is rear-wheel drive. Many of its small home market runabouts are front-wheel drive.Subaru has shown it can live comfortably with those exceptions but a larger problem looms: lots of today's SUVs are two-wheel drive only. They're cheaper to buy and to run. In Australia four years ago, most mid-size SUVs came with 4WD. Now, one-third of buyers opt for 2WD. In a boom segment, 2WD softroaders have gone supersonic.That means Subaru's commitment to 4WD is under assault. Every time it launches a new SUV, it will have to ask itself whether it can afford to deviate from the approved text.At the launch of the fourth-generation Forester last week, it had not budged. Marketing chief Andrew Caie admitted Subaru was now the only major player not offering a 2WD mid-size SUV.“Do we try to match the 2WD burgeoning volume with a 2WD product?'' he asked. “The answer is a resounding no.'' Its cherished unique selling point would not be sacrificed on the altar of sales and Forester could turn that to its advantage. Buyers looking for substance would find it: “Subaru's strengths are its differences.''VALUEThe top-spec Forester XT Premium includes a power tailgate, Harmon Kardon stereo, satnav, leather trim and the brand's Eyesight safety system, which uses cameras to monitor the road and brakes automatically if necessary.These are features unimaginable in a Subaru only a few years ago and on price, the $50,490 XT Premium begins to overlap more prestigious rivals such as Land Rover's Freelander and Evoque.While top-level prices have risen, an entry-level Forester 2.0i manual starts as before at $30,990 and a 2.5-litre petrol is still available for another $5000. Diesels begin $1000 lower than before at $35,490, although only with manual transmission.DESIGNCabin and cargo space improve, with all Foresters longer and taller. It adopts the angular exterior styling of the smaller XV, ditching the boy-racer bonnet scoop of previous XTs. The driving position is good, offering excellent visibility, although the seats have the short squabs typical of Subarus and most variants use cheap racket-style adjusters.Ambience lifts with a new steering wheel and soft-top dash, although the hard plastics that have blighted Subaru cabins have not been banished entirely and XT Premium could do with a bit more garnish. Control screens remain a riot of information and display styles. However, cabin refinement levels have risen and the engine stays remarkably quiet even under load.TECHNOLOGYThe new turbocharged XT’s 2.0-litre engine has been downsized from 2.5 in the previous model but develops 8kW more power and 30Nm more torque (at lower revs). With a direct injection system and continuously variable transmission -- both developed in-house -- it's quicker to 100km/h by 0.6 seconds.However, better aerodynamics, electric power steering and other efficiency measures such as idle-stop mean fuel use drops 19 per cent, to 8.5 litres per 100km. Subaru managing director Nick Senior said the XT was expected to double its share of Forester buyers with up to one in five picking it.“The XT can do for the Forester what the WRX originally did for the Impreza and that is to create an iconic performance car that will become the halo variant in the range,'' Senior said. “It's the most complete vehicle we've ever launched. More interior room, vastly improved fuel economy, better transmissions, a significantly improved driver and passenger environment.''DRIVINGYou cannot remain unaware of its height but it stays fairly flat. Ground clearance has actually dropped slightly in this XT, to 220mm, although that's still serious offroad territory. For this and its other bush credentials, Subaru claims the Forester can challenge the offroad benchmarks.The new steering was most difficult to like, with a lack of immediacy around the straight-ahead position, while the tendency for all-wheel drives to run wide in corners remains. Another negative in this upgrade is increased weight, with XTs gaining around 100kg.VERDICTTurbocharged Foresters will retain their reputation for being among the best to drive in this segment with a nicely nuanced chassis.“The Australian love affair with SUVs is great news for Subaru,'' Nick Senior said, and if it continues to grow at last year's rate, Australians will buy another 20,000 mid-sizers this year alone. Subaru's target is 12,000 Foresters in 2013 and although its main rivals -- the Toyota RAV4, Honda CR-V and Mitsubishi Outlander, among others -- are all being renewed at the same time, demand is so strong it's possible they'll all do well.Subaru Forester XTPrice: from $43,490Engine: 2.0-litre turbocharged boxer 4-cylinder petrol, 177kW/350NmTransmission: 8-speed CVT auto, AWDThirst: 8.5L/100km 

Prices for the CX-9 range start from $44,525 for the entry level Classic spec.The infotainment system in the big Mazda SUV has been upgraded and now features audio, navigation and speech-recognition systems in what Mazda calls it’s HMI (Human Machine Interface).The big Mazda CX-9 has a relatively old-fashioned V6 petrol engine displacing 3.7 litres. Changes to the engine and its ancillaries in this facelifted model have been made in an attempt to  reduce its fuel consumption. It’s no longer the gas guzzler that it was in its early days, but the upgraded the model still likes a drink.On quiet country roads and motorways you may be able to get its consumption down to 10 to 12 litres per hundred kilometres. Around town expect the engine to be operating in the 12 to 15 litre range. These fuel figures are not good, but Mazda is presumably working on its fuel saving SkyActiv technology for the V6 engine and that will hopefully make the CX-9 kinder to the air we all breathe.The ancestors of Sports Utility Vehicles (SUVs) were 4WDs and back in the olden days the first 4WDs were nothing but trucks. Though things have changed since then, most SUVs tend to have relatively conservative styling. Styling that’s aimed not to offend conservative truck buyers.Mazda, always a very innovative company, has decided to break the old mould – resulting in SUVs that have moved completely away from their distant ancestors. It began with the Mazda CX-5 with its big grille and flowing lines. Now we see the subject of this week’s road test, the Mazda CX-9. Though the stylists were faced with the difficult job of taking an someone plain vehicle and giving it an all-new character, they have done their work well.Of course, most SUVs are bought as people movers, not SUVs and certainly not 4WDs, and these buyers can be conservative in their own right.Whether these people will go for the big new-look Mazda or one of its conservative looking competitors is a question that’s yet to be answered, but we certainly got plenty of looks during our week of living with a CX-9.There's room for seven adults without them being overly cramped, though four adults and three children is more realistic. The centre set of seats can slide back and forward to let you vary the amount of legroom available in this seat and the third row seats. With the centre seat in its rearmost position there's almost limo-like legroom.The third row of seats fold flat very simply to give a useful increase in luggage space. Even with all seven seats in use there's still room for a couple of fair-sized suitcases or similar behind them.Mazda Australia has been very strong on safety for many years, so the CX-9 has had electronic stability control and rollover protection to help prevent crashes since its introduction downunder in 2007.The list of safety features has been greatly expanded, particularly in the crash avoidance field. Forward Obstruction Warning (FOW), Lane Departure Warning (LDW) and High Beam Control (HBC) anticipate danger and help the driver avoid it. Not all safety systems are sold in every grade so it’s best to talk about them with your favourite Mazda dealer.Suspension and steering haven’t been altered in the new model. Though Australian imports have more dynamic settings than the American models, the big Mazda CX-9 is relatively soft and has very light steering. Keen drivers need not apply.Mazda CX-9 can certainly be used in light-duty running on forest trails, perhaps even at the beach. We did quite a few kilometres running on dirt road and found the suspension did an excellent job of cushioning shocks.The big Mazda has a good turning circle for its class and this is a real bonus when it comes to the reality of squeezing it into a tight parking space in an underground parking station. Our test vehicle didn’t have parking ‘beepers’ but did have a reversing camera.

The Mitsubishi ASX (for Active Sports Crossover) is either a compact SUV or a crossover depending on its mechanical specifications. When it comes with 2WD it’s effectively a hatchback with good interior space and better than average ground clearance. Add 4WD and you get some reasonable ability off sealed surfaces.The cute looking little ASX plays in the small SUV market, the fastest growing of all areas in the Australian sales race. Midway through 2012 the ASX was facelifted, with new bumpers front and rear as well as changes to the foglight surrounds and a revised shape to what Mitsubishi calls the ‘jetfighter grille’.At the same time, Mitsubishi Australia trimmed prices and increased equipment levels in an attempt to make it stand out from its multitude of competitors.The model range includes the ASX 2.0-litre petrol 2WD five-door wagon from $25,990 (manual) and $28,240 (CVT); the ASX Aspire 2.0-litre petrol 2WD five-door wagon from $28,990 (manual) and $31,240 (CVT); the ASX Aspire 2.0-litre petrol 4WD five-door wagon from $34,990 (CVT); and the ASX Aspire 1.8-litre turbo-diesel 4WD five-door wagon from $34,990 (manual).Audio systems have been upgraded on all models and even the entry level ASX now has i-Pod / iPhone compatibility.The newly introduced Mitsubishi ASX Aspire 4WD petrol we road tested came with 17-inch alloy wheels, chromed exhaust tip, front foglamps. Inside, the Aspire 4WD has heated leather-trimmed front seats as well as power adjusted driver’s seat, along with leather-look door trim and privacy glass.Its panoramic glass roof wasn’t a lot of use to us in the heat of a Gold Coast summer’s day, but was delightful in the evening. Though this is a relatively small vehicle, there’s good interior space with plenty of rear leg and headroom, though the former does suffer if the front seat travellers insist on having their seats all the way back.The dash layout is as before but has been brightened by some chrome details that break up the black plastic effect of the superseded ASX. The 6.1-inch full-colour LCD screen that’s used in the upmarket Aspire models is rather too low in the centre stacker for our liking.There is an excellent reversing camera display on the screen and reference markings make reverse parking into tight spots really simple. The rear seat has an easy to use 60/40 split to enable a much larger cargo area, which you expect in this type of wagon. The boot volume is 426 litres when the rear seatback is upright and 1193 litres with the backs folded.Mitsubishi ASX comes with the choice of two engines, a 2.0-litre petrol unit and a sophisticated 1.8-litre direct-injection turbo-diesel. The front-wheel drive Mitsubishi ASX has the option of either five-speed manual or CVT automatic. The 4WD petrol is only available with CVT while the diesel only comes with the six-speed manual.Safety features across the entire ASX range include ABS brakes with electronic brakeforce distribution and brake assist, stability and traction control and front, side, curtain and driver’s knee airbags.Automatic lights and wipers add to the safety of a vehicle that’s already well equipped in this way.Mitsubishi has changed the settings of the continuously variable transmission (CVT) to make it sound and feel a little more like a conventional automatic transmission. This may make it slightly less efficient, but we do prefer the new sounds of the latest CVT to the somewhat frantic ones that previously emanated when the engine and transmission were working hard.Performance in what is a relatively heavy AWD vehicle powered by a petrol engine is better regarded as adequate rather than sparkling. Fuel consumption isn’t too bad, something that’s aided by the efficiency of the CVT.Typically an ASX will use about seven to nine litres per hundred kilometres of petrol on country trips, and nine to eleven litres in heavy-duty suburban and city driving.

Suzuki Australia has had ongoing demands to import two-wheel drive Grand Vitaras for many years. In recent times a proliferation of 2WD models has maintained SUVs as the fastest growing market segment around the world according to Suzuki. Now the company has done something about it and the Suzuki Grand Vitara 2WD, known as the Urban, is here.VALUEPriced from $28,990 driveaway, the Suzuki Urban 2WD automatic slots in to the mid range of Vitaras and offers plenty of bang for the bucks. The four-speaker audio system has a dash-mounted single-disc CD player, remote steering wheel-mounted controls, auxiliary input and Bluetooth connectivity.A high-resolution touch screen features an extensive infotainment platform, including AM/FM/CD radio, multi-media playback, Bluetooth hands-free connectivity and Garmin satellite navigation. The touch screen functions can be hard to operate under bumpy road conditions but there is voice control on offer to assist in switching between functions.The navigation system uses spoken-word guidance with street names, lane guidance, speed limits and current speed displays. Be wary of the displayed speed-limit figures as more than once on the test drive they did not tally with the actual limit. Also, be aware of temporary speed limits at roadworks; the car’s computer is unlikely to have information on them. Some very expensive cars have cameras that can read speed limit signs to avoid these problems, but this technology has yet to trickle down to affordable vehicles.TECHNOLOGYThe Urban comes with the same 2.4-litre four-cylinder petrol engine we have admired in the Grand Vitara 4WD for many years. It is matched to a five-speed manual transmission or optional four-speed automatic, the latter being fitted in our test vehicle. Power is put to ground via the rear wheels, not the fronts as in most ‘4WDs’ that are only driven by two wheels.The Suzuki digitally operated climate-control with particle filter aids comfort, even beyond the bitumen. That’s right, ‘beyond the bitumen’, because you don’t always need drive to all four wheels if you plan to run on dirt roads.DESIGNCompared with the long running 4WD Vitara the reworked front end features a new grille and bumper, two new colours – Gaia Bronze and Bison Brown – stylish new 17-inch alloy wheels and new seat fabrics. On the outside are halogen headlights, power door mirrors, rear window washer/wiper, rear parking sensors and roof rails. Absent are front foglamps, indicator lights on the door mirrors and a sunroof.Inside the passenger cabin the look is cheap but not nasty, with hard plastic surfaces and the extra comfort provided by cloth seats. The steering wheel has leather wrapping. Cruise control is handy on long country trips and the Urban has the convenience of power windows and remote door locks.SAFETYThe Grand Vitara Urban carries a full complement of active and passive safety features which include front, side and curtain airbags, anti-skid braking with emergency stopping systems, vehicle stability and traction control, plus hill descent and hill hold. Recently added to the set-up was a reversing camera that projects an image onto a 6.1-inch high-resolution touch screen.DRIVINGFuel consumption was disappointing for a four-cylinder SUV, particularly one without the weight and power sapping of an all-wheel-drive system. The best figure we obtained was 9.3 litres per 100 kilometres after some relatively easy running, while the worst was 11 litres per hundred kilometres.The reversing camera picture left a lot to be desired in poor outside light, thus putting the responsibility back onto the driver when it comes to making sure there’s nothing behind the vehicle. On the plus side, dust sealing of the passenger cabin was good, if not class leading, with some fine dust intrusion in harsh conditions. Passenger comfort generally was beyond that expected in an SUV of the Grand Vitara Urban’s price.VERDICTWith ever increasing use of SUVs as passenger station wagons we feel the new Suzuki Grand Vitara Urban will have no trouble filling sales lists in its class.

Chuck a tonne in the back of your new one tonne ute and chances are the towing capacity drops right away. They can't take the weight in the tub and through the tow bar at the same time. Not the case with the new Isuzu D-Max ute which can handle up to about 950kg in the load tub and still pull its 3.0-tonne towing capacity - without spilling its guts all over the road.VALUEPrices for the base cab chassis 2WD start at $27,200. Our test vehicle was $51,700. The Isuzu D-Max ute is functional and in the LS Terrain model's case, well equipped complete with a large touch screen and satnav (featuring 10,000 off road destinations), reverse camera, decent audio and Bluetooth connectivity.\We really appreciated the fine particle pollen filter and multi-media connectivity but the seats are a bit flat and the embossed leather tacky. The test vehicle had hill ascent and descent assist as well as other driving aids. A full size spare is supplied on all models.TECHNOLOGYThe ability to tow a decent amount while loaded up is because the D-Max is unashamedly a work truck right down to its ‘truck' engine and heavy duty transmission from Japanese manufacturer Aisin. It's actually the same tranny as Toyota uses in the 200-Series Landcruiser modified to suit the D-Max.The 3.0-litre four pot turbodiesel Isuzu engine is built for light commercial vehicle application and is infact a revised version of the previous unit achieving some 130kW/380Nm output, the latter from 1800rpm. The top of the range test vehicle, an LS-Terrain Crew Cab five-speed auto had selectable 4WD as well as sequential shift mode, not that you need it, this is a truck after all.The engine has a variable geometry turbo (VGT) and other refinements to improve efficiency and performance. D-Max has a double wishbone front suspension with gas dampers and leaf rear springs while the front diff' is independent the rear is a rigid, old-school set-up - just what's required for a ute.Terrain Command 4x4 system offers 2WD and 4WD high and low range - selected by a dial on the centre console (at up to 100kmh).DESIGNThis is a new model from Isuzu featuring a stylish new body and new chassis. It's a body-on-chassis design as all utes should be but in this case, that ladder features numerous cross members for extra rigidity and strength in arduous conditions.It also has a longer wheelbase than before to provide additional cabin space. Though similar to Holden's Colorado ute to look at, the D-Max is actually a more handsome beast thanks to its different frontal treatment and other tweaks to the sheet metal and trims. Comes off a different assembly line too, so calling the D-Max a rebadged Colorado is way off base. It's almost completely different.Inside is best described as serviceable with mostly hard plastic surfaces styled to look acceptable.DRIVINGOn the road, the D-Max is surprisingly smooth and quiet, much better than the Colorado. It has plenty of performance through a wide engine rev range and can achieve relatively frugal economy rated around the 8.0-litre/100km mark.The auto seems well in tune with the engine's outputs because there's never a hole when you push the accelerator. It has a softish ride and is suitably comfortable on and off road but the turning circle is big. There's plenty of room in the big cabin for five and access is helped by large doors and door openings.Loading the beast is easy too - not too high and the tub is large - certainly for two trail bikes and a mountain of spares. Goes almost anywhere off-road spoiled only by the stability control system that can't be turned off in 4H.VERDICTWe mostly like the D-Max apart from the cheap interior and large turning circle. It's a ridgey-didge light commercial vehicle up for pretty much anything you throw at it.Isuzu D-Max LS-TPrice: from $51,700Warranty: 5yrs/130,000km with 5yr roadside assistService intervals: Six months/10,000kmSafety: Six airbas, ABS, TC, ESC, hill ascent/descentEngine: 3.0-litre turbodiesel four-cylinder, 130kW/363NmTransmission: Five-speed auto, 4x4Dimensions: 5.3m (L), 1.86m (W), 1.8m (H)Weight: 2950kgThirst: 8.1L/100km (diesel), 214g/km CO2Spare: Full-size

After some effort, The Speaker of the House and I have convinced our near-five-year-old son that there is no such thing as monsters. I am going to have to tell him I was wrong.There are monsters in real life and I'm driving one - the Jeep Grand Cherokee SRT8, the most powerful, technologically-advanced (that wouldn't be hard), high-performance Jeep ever.Snorting, snarling, stupendously quick and somewhat silly, the SRT8 flies in the face of frugal, fiscally responsible and economical motoring. Bring it, baby.If you like the idea of sitting above the traffic and yet still having the ability to bellow belligerently away from the lights at pace, then this is your bus. At a $76,000 starting price (almost $10,000 cheaper than the preceding model), the hottest Grand Cherokee yet is incredible value for money - an SUV with similar abilities and outputs is going to cost at least twice as much.For not much more than a top-spec Pajero or Pathfinder, the SRT8 has Nappa leather and suede sports seats (heated and cooled),a paddleshifter-equipped sports leather steering wheel, carbon-fibre trim bits, dual-zone climate control with rear vents, rear seat heaters, power-folding auto-dimming and heated exterior mirrors, a powered rear tailgate, a touchscreen-controlled 40-gig hard-drive and USB-port equipped Alpine nine-speaker (10 if you count the subwoofer) infotainment system, Bluetooth phone and audio link, 20-inch forged alloy wheels wrapped in wide Pirelli run-flat tyres, although with a 45-series profile you'll want to steer clear of the rough stuff.There are clever touches like a rechargeable pop-out torch in the boot is a neat and handy touch for any unplanned night roadside stops.What puts the Grand into this particular Cherokee is the 6.4-litre HEMI V8, with an active intake manifold and active exhaust, which produces 344kW and 624Nm of torque - up 37kW and 61Nm (and almost 200kg) over the old car. The clever intake and valve system teams up with the cylinder dropout mode (to run on four of the eight cylinders) to drop fuel use by 12.4 per cent to 14.1 litres per 100km.Body control and ride quality (more so the former than the latter) is controlled by a Bilstein adaptive damping suspension, which offers five modes - Automatic, Sport, Tow, Track and Snow - and the all-wheel drive system shifts drive to the best-suited wheels, although there's no low-range - yet another concession to being a bitumen burner as opposed to an off-road warrior.There's not a great deal of scope for body sculpting when you're dealing with a big boxy off-roader as a starting point, but the SRT8 is certainly heavy with purpose.Lower, with the now-common as muck LED running lights, it is more muscular thanks to body add-ons and venting through large bonnet apertures, the hi-po wagon has dual exhausts at the outer edge of the rear diffuser, which makes towing now feasible to the tune of just over two-tonne braked capacity.The boffins claim the new platform (shared with Mercedes-Benz and Maserati) has played its part in improving torsional rigidity by 146 per cent.You'd think with a long list of safety features it would have blown NCAP away but it's only scored (albeit in standard LHD Grand Cherokee turbo diesel guise) a four-star NCAP rating. Top of the list is an epic set of stoppers - Brembo in origin, the big ventilated discs are gripped by six-piston (up from four) front and four-piston rear calipers, enough force, says Jeep, to give it a 0-160km/h-0 time in the mid-16 second range.Also on the SRT8's extensive safety features list is adaptive cruise control, blind spot warning system, stability control (including anti-rollover function), emergency brake assist with forward collision warning, front and rear parking sensors and a rear-view camera. The spare is an 18in steel, with 245/65 rubber - it doesn't quite match the 20s on the SRT8 but also doesn't quite fit into the temporary spare either.Rain-sensing wipers, bi-xenon headlights, an automatic brake drying system, auto-dimming headlights, trailer sway control, seven airbags (including a driver's knee), a tyre pressure monitoring system, but in a nod to its limited 4WD application the hill descent control is deleted.Ferocious is the first word that springs to mind for several aspects of this car. The engine is feral and powerful, leaving little doubt as to the intent thanks to the active exhaust and living up to the noise with pace. The manufacturer claims five seconds is all it needs to reach the state limit and its own performance computer tows the company line.Not bad for something that tips the scales at 2.3 tonnes, but you pay for such outlandish bouts of right-foot brutality at the pump, with a thirst that can go close to 20 litres per 100km, but it's not like you're shopping this leviathan against a Prius.The weak link in the chain is the five-speed auto, which doesn't always respond with the alacrity of the six-speeder bolted to the back of the turbodiesel - using the paddles is a better option given the high (for a V8) torque peak in press-on driving.Track mode on the adjustable suspension offers good body control but super-rigid ride and the latter doesn't soften as much as it should when the dial is turned back to Auto mode and the runflats probably don't help the ride either. The steering is serviceable - not pin sharp but not vague either, but it feels like it is left alone when the suspension modes are changed.The big, comfortable and well-bolstered seats fight lateral forces admirably - it's the tyres that complain first - but the more-expensive European super SUVs show their class in the corners. The Jeep's stopping power also elicits some expletives - the big Brembos haul the wagon to a standstill remarkably well, giving credence to a claim (not tested on our public roads of course) of a 0-160-0km/h “go to whoa” time in the mid-16-second range.Even moderate braking force can halt this demon from 100km/h in 40 metres, although some extra pedal force can apparently bring that down by another five metres. Unlike its more sedate Grand Cherokee siblings, this is more Mount Panorama than Mount Kosciusko - a deep front spoiler and 190mm of ground clearance, not to mention the absence of low range and the least "off-road" compatible all-wheel drive system mean this Grand Cherokee is unlikely to hop over any rocks.What it can do is blow by a whole stack of purpose-built performance cars from standstill - and probably out-brake some of them as well. A tighter machine than the old one, the rocketship Grand Cherokee is a rough diamond - try going faster in an SUV for the money.