Off road

When grouped together, there are certain letters in the alphabet that conjure up images of motoring excitement and out-of-the-ordinary performance and handling. Various companies Ford, Holden and Subaru use FPV, HSV and STI respectively for super-tweaked versions of some of their models.Not to be outdone, Chrysler Jeep uses three letters and a number – SRT8 – for its stove-hot offerings. SRT stands for Street and Racing Technology and the latest model to hit our shores under this banner is the Jeep Grand Cherokee SRT8.Jeep’s new $76,000 Grand Cherokee SRT8 has sports-car-like performance, a generous standard-kit inventory and all the practicality of a big family SUV.The new Jeep comes standard with an impressive array of goodies and some of the standout features include great-looking 20-inch alloy wheels shod with P295/45ZR20 Pirelli Scorpion Verde run-flat tyres and superb Brembo brakes. HID headlights and rain-sensing wipers make like safer and simpler.While the Benz ML 63AMG and BMW’s X5 M might seem the new Jeep’s obvious competitors – given that you can buy two SRT8s and have a heap of change for the price of each of the German offerings. But image is everything in the car business and the big Germans are in a league of their own in that regard.Basically it’s a Dodge Challenger (which doesn’t come here) in SUV clothing with a Jeep badge and the beefy brute comes armed with a 6.4-litre hemi V8  boasting 344 kW of power at 6250 rpm a hefty 624 Nm of torque that is on tap all the way from 2800 rpm to 6000 rpm.The result is a 0 to 100 km/h sprint time of five seconds and while people who fork out a $76,000 cheque for the big 2.3-tonne Jeep probably won’t be too concerned, the SUV’s claimed combined fuel-consumption figure is 14.1 litres/100km. That said, it is a 13 per cent improvement on its predecessor.This has been achieved despite the bigger-capacity engine churning out 10 per cent more power and 10 per cent more torque than the old model. To help in the fuel-consumption department, the big Jeep SRT8 has a cylinder-deactivation system that shuts down four cylinders when relaxed driving is the order of the day.The glorious-sounding Hemi V8 is mated with a five-speed automatic transmission and steering-wheel-mounted paddle shifters add to the fun. While the transmission does a perfectly adequate job, it is not one of the SRT8’s finest features. One excellent feature is Jeep’s so-called Selec-Trac system that, via a big console-mounted button, allows the driver to choose from five dynamic modes – auto, sport, tow, track and snow. Trailer-sway control is there for the person who wants to use the Grand Cherokee for towing.Inside you will find adaptive cruise control, Nappa leather and suede seats, satellite navigation, a powered fully adjustable steering column and keyless entry and “go”. Also on the standard-kit menu is a great-to-hold multifunction, leather-wrapped steering wheel, Bilstein adaptive damping, fair-dinkum carbon-fibre interior highlights, a powered tailgate and polished-alloy pedals.In the electronic driver aid and safety departments the hot 4WD Jeep boasts ABS brakes, brake-assist and override, active head restraints, roll mitigation, forward collision warning, a rear-vision camera, a limited-slip differential, stability and traction control, a full suite of airbags including one for the driver’s knees, blind-spot monitoring and an enhanced accident-response system.During an extensive media-launch drive program that included time at Victoria’s Anglesea proving ground, the big Jeep Grand Cherokee proved itself to be a dynamic, great-handling, great-sounding performance car with stopping power as impressive as just about any car I’ve driven.

America's four-wheel drive rocket has landed in Australia with a price ready to blitz its European rivals.And that price is south of $80,000. It's a price that staggers even Fiat Chrysler Australia's boss, Clive Campbell. "It's $76,000 - that's special. It has no competition,'' he says. "Dealers were quoting around $90,000 - even they don't know the final price - and were taking deposits, most around $20,000."We've sold about 300 - all this year's allocation. "Maybe we could have taken $90,000 for the Jeep, maybe $177,000 (the price of the Mercedes ML63 AMG SUV). But that's not our goal here. We want to build the brand, build our customers.'' The Grand Cherokee SRT8 joins the Chrysler 300 SRT8 that was launched in July.The Jeep version is so well equipped that it only has one option - a dual-pane electric sunroom for an additional $3250. Other features include adaptive cruise control, blind-spot monitoring, ABS brakes with rough-road detection, forward collision warning, sat-nav and rear camera, six airbags, tyre-pressure monitoring, heated/vented front seats and heated steering wheel with heated rear seats, and an 825-watt Harman Kardon audio with 19 speakers.The company says it has just posted its best year-to-date sales figures on record, including the best sales month for the Grand Cherokee. In the year-to-date sales, the group has sold more than 15,000 vehicles this year."We've sold, in the year to August, more vehicles than we did for the whole of 2011,'' Mr Campbell says. "Some of our models have a waiting list. The diesel versions of the Grand Cherokee diesel Laredo and Overland are now out to up to five months depending on specification. "Demand for the Grand Cherokee is so strong that diesel buyers are no opting to take the petrol models, which is realigning our model mix. A special edition Jet Pack sold out in three months.''Now, he says, the problem goes back to Detroit (Chrysler Jeep head office) as it realises how popular the model is in Australia. "I want 1000 Grand Cherokee SRT8s for the 2013 year,'' he says. "That may be difficult for Detroit - they only will make 4000 a year - but it's not impossible. "Australia is the third biggest market for Jeep - after the US and China - and clearly the biggest right-hand drive market.''The frenetic Jeep Grand Cherokee SRT8, now in its second generation with a whopping 344kW/624Nm 6.4-litre V8 and a sub-5sec acceleration time, has come in tens of thousands of dollars under its performance rivals. The latest Jeep SRT8 is 10 per cent more powerful, has 10 per cent more torque and yet the fuel consumption is reduced by 13 per cent. It retains the chassis and five-speed automatic transmission and full-time drivetrain of the previous model.Fiat Chrysler Australia's performance vehicle manager David Mutton says the five-speed was a durable box that suited the engine characteristics of the V8 engine's torque. There was no need, he says, to go to the eight-speed automatic as fitted to the new 300 sedan.The Grand Cherokee SRT8 has a resculptured body that sits up to 30mm lower than the standard model; has extra bracing to boost rigidity by 146 per cent; and has a unique front bumper with running lights, bonnet vents and a new rear diffuser.The permanent all-wheel drive system is Jeep's Quadra-Trac with the hydraulic steering featuring a faster ratio, the suspension including active dampening, the wheels are 20-inch alloys and the brakes from Brembo with six-piston front calipers on 380mm discs and at the rear, four-piston units on 350mm discs.It's the sound that gets to you first - that gutteral burble of a big-capacity V8 petrol unforced with turbochargers or superchargers. At idle, it's cleverly muted but press the loud pedal and the engine responds so quickly, sparking to attention with an accompanying roar from the trumpet-shaped exhaust pipes. The SRT8 is every bit as aggressive in sound - and appearance thanks to its body kit and 20-inch wheels - as its predecessor but, at the same time, more refined.The data doesn't say it all - the 0-10km/h time of less than 5 seconds is quick, but it doesn't feel as fast or as raw as the old one. But more people will appreciate this. It's been tamed and, push it harder, and it's far more positive, confident and reassuring though the corners. Jeep fixes the SRT8 with a five-mode control dial that changes the programming of the engine, transmission, stability control and, thanks to the adjustable dampers, the suspension. It works perfectly on Auto - the fail-safe switch - but don't expect a compliant, US-inspired ride.Instead, it's firm and that shows up how much work has been put into making the body tauter and the suspension more tied down. The sports seats make it more lovable on the track, holding the body as Jeep claims the SRT8 can get to 0.9G in lateral forces. But though it's positively fun on the track, it's just as much a hoot on the roads.The engine burble is so good you'd forgive the 19-spakr audio, while the firm steering is very well weighted and has plenty of feel. The big wagon grips confidently through corners and is an absolute pleasure to steer.It has a Select-Track driving mode with five functions that control the engine, transmission, dampening, brakes and differentials through conditions from snow, track, sport, automatic and for towing purposes. The latter mode allows the Jeep to tow up to 2360kg with trailer-sway control. This is the first time a Jeep SRT8 can tow - the previous model had central exhaust pipes that prohibited the fitting of a tow bar.Above all, it's half the price of some Europeans who match its performance but can't match its features.

Early next month, a Toyota Tundra utility will haul the space shuttle Endeavour part of the way on its final journey to its resting place at the California Science Centre.The Endeavour will travel about 20km over city streets from Los Angeles International Airport (LAX) to the Science Centre, with the Tundra to tow shuttle the final 400 metres or so. The big utility is not sold here in Australia where the Hilux reigns supreme, but it's been tested to make sure its up to the job.Weighing in at 136 tonnes the Endeavour will travel down Bill Robertson Lane in Exposition Park, near downtown Los Angeles, on the final leg of its journey. It will be towed by a stock 2012 Tundra CrewMax 1/2 ton pickup, identical to models currently found in US Toyota dealerships, with no additional modifications made to increase towing capacity or generate more power.The Tundra CrewMax is equipped with Toyota's powerful 5.7-litre V8 engine, producing a maximum tow capacity of 4.5 tonnes. Toyota has done extensive testing and worked with The Sarens Group, a heavy lifting and engineered transport company, to develop a dolly specifically for hauling the Endeavour."There is no larger or more recognisable icon of the US space program's success than the shuttle, and to have it towed by the Toyota Tundra is not only an incredible example of the capabilities of the truck, but an honor to be part of history," said Toyota's Ed Laukes. The tow Tundra will go on display with the Endeavour when the exhibit opens on October 30, 2012. 

If Victoria Beckham were French, she’d drive a Peugeot 4008 instead of a Range Rover Evoque. The former Posh Spice had a hand - so they say - in styling the interior of the Evoque and she wouldn’t be disappointed with the 4008.While the Pug is French, there are none of the usual French quirks about styling or utilitarianism inside. The blinkers are on the right side, the handbrake is close to the driver and all the controls are intuitive – all this in a very stylish catwalk model. Kind of like having a French girlfriend with no nasty habits liking smoking Gauloise in bed.VALUEHere’s one of the best attractions about this French model - she’s not expensive. The two-wheel-drive models start with five-speed manual in Active trim at $28,990 which makes them comparable to Japanese and Korean models (Nissan Dualis, Hyundai ix35 and Mitsubishi ASX on which it is based). CVT adds $2500 and all-wheel drive an extra $2000.The Active comes with a host of features including cruise control, Bluetooth with audio streaming, chilled glovebox, daytime running lights, automatic lights and wipers, cloth seats, leather steering wheel and 16-inch alloy wheels. Allure adds 18-inch alloys and leather seats which are heated and electronically controlled up front. Top of the line is the all-wheel-drive Allure with CVT at $38,490 with all the fruit.It’s French class at Asian prices. However, the sting is in the cost of metallic paint at $800 and the “premium” shade which is an extra  $1300. Peugeot has followed the trend with fixed-price servicing of $330 a year for three years making it a practical as well as attractive proposition. This is also available on fleet sales. Peugeot even throws in a valet service.TECHNOLOGYPeugeot has been at the forefront of diesel cars in Australia and the company has championed diesel on the famous Le Mans circuit with some success. Yet there is no diesel on offer here. Instead, it’s the same two-litre, four-cylinder petrol engine from the ASX. The 110kW of power pulls the 1.4-tonnne vehicle to 100km/h in just under 10 seconds, which is ok but hardly sizzling.And it’s not as if it’s frugal at claimed figures of 7.7L/100km for the manual two-wheel drive and up to 8.1L/100km for the CVT AWD. On our tests in the Allure AWD CVT and Active AWD manual over a mix of road and traffic conditions, we scored a dribble under 9L/100km for both.DESIGN The resemblance to the stunning Evoque is uncanny, particularly in the bold front end. However, the roof line doesn’t dip as far toward coupe-like styling as the Evoque and the result is that the rear compartment is not as cramped or claustrophobic. You wouldn’t think it was based on the rather plain-Jane ASX. Inside, it is not as stylish as the Evoque, but still quite a classy place to be. And thankfully all the controls are intuitive and easy to use. This is very atypical of the French who like to make things difficult and quirky. No stalks hidden behind steering columns here or audio systems that make you guess what the buttons are for.SAFETYThe 4008 has not been crash tested here yet, but it has a maximum five-star Euro NCAP score. All models come standard with a rear camera and seven airbags. Strangely there is a full-size spare wheel under the boot floor but it is only rated up to 80km/h. It takes up cargo space, yet doesn’t really provide much peace of mind if you venture out bush to test its AWD capabilities.DRIVINGPeugeot has toughened up the suspension over the ASX to give this more off-road capability. It feels remarkably tied down on sealed roads with little wallow around sweepers or sway in quick changes of line. Yet it does crash and bang over the hard hits off road or in city potholes. There is substantial road grip out of the road-biased tyres, but these are compromised in sticky off-road situations. While the suspension is taut, the rest of the drive experience is a little on the soft side. Brakes lack initial bite and the steering feels a little ponderous. Still, they both have feel and effect. The engine is smooth and refined without being either lusty or frugal like some of its peers from VW and Mazda. It is perhaps hampered by transmissions that don’t match the performance.While the CVT is smooth and doesn’t scream like most, it doesn’t provide swift responses to throttle input. The five-speed manual just seems out of date with today’s six-cog units. The manual does have a nice gate and the clutch is very light. A hill-start hold is a handy addition. Driver and passenger accommodation is comfortable with easy access and plenty of leg and headroom. However, it will still only fit two teens or adults comfortably in the rear. Extra sound deadening material provides a quiet cabin. Surprisingly there seems to be more luggage space than the ASX.VERDICTFor French flair without the price tag, this is a good value proposition.

Heritage and cred abounds when the seven-slot grille of the Jeep Wrangler looms into view. The US brand that is steeped in history from its humble military beginnings is looking to improve its reputation under the new regime and as they said - the only way is up in terms of how its seen by Australians, with a wave of new product coming to Australia, starting with the new petrol V6. Chrysler Australia managing director Clyde Campbell says the brand sold 12,000 cars last year - the brand's highest year ever - and there's new Chrysler product on the horizon. "We think the sales were a really good result in a market that didn't move much - one of our brands we had no product, but the other two brands were well up. "We've set the foundation to repeat the same sort of results this year and we're excited about that," he says.The mildly-updated range kicks off with unchanged prices - starting $32,000 for the two-sport six-speed manual V6, rising $2000 for the five-speed auto; go the diesel path and the impost is $6000, although adding the auto to the diesel only increases the price by $1000. Jumping up to the Rubicon - which adds the hard-core offroad bits - pushes the starting price to $42,000 for the V6 manual and there's no diesel option. The four-door Unlimited petrol V6 manual is priced from $36,000, or $42,000 for the diesel. Among the standard fare are hill start and descent control systems, air conditioning, a six-speaker sound system, 17in wheels and a tyre pressure warning system, but there's no standard Bluetooth (it's part of the Connectivity group at $490) and no standard side airbags (they cost $450) so you know why the pricetag looks lean.Premium paint ups the pricetag by $450 or the options list also includes the Renegade Pack for $3000 (which adds a black three-piece hard top, a black folding soft top, tinted-sunscreen glass,  tubular side steps and the upgraded six-speaker sound system)The petrol-only Rubicon Unlimited manual is priced from $46,000, which adds things like the upgraded sound system, automatic headlights, side rock rails,The new 3.6-litre alloy 209kW/347Nm V6 has 24 variably-timed valves and double overhead cams to gazump the old engine by 63kW and 32Nm with comparable fuel consumption around 11l/100km. There are two part-time four-wheel drive systems on offer, both run rear-wheel drive and then with a centre diff locked in four-high, but the Rock-Trac system has a lower low-range.Also on offer for a bit of extra off-road ability is what Jeep calls Brake Lock Differentials, which brakes individual wheels to reduce wheelspin and send drive to the wheels with grip. The Rubicon model gets the Rock-Trac transfer case as well as locking front and rear diffs, heavier-duty live axles and a rear disconnecting sway bar to help improve rear-wheel suspension travel.Park a 2012 Wrangler next to any number of Jeeps stretching back to World War II and you'll see what sort of design progression has occurred - it's the ain't-broke-don't-fix school of styling that Porsche seems to apply to the 911 (another icon). Macho, broad-shouldered and solid, you can pick them a mile (quite literally) away.The Wrangler has dual front airbags as standard - side airbags are optional - and the off-roader has stability and traction control, as well as the four-wheel drive system. There's not much in the way of crash test ratings for this car - but other Jeep vehicles have fallen well short of five stars in European NCAP tests. The bumper sticker says it all - "it's a Jeep thing, you wouldn't understand." It's true in all manner of ways for the Wrangler, which has steadfastly refused to dilute its considerable off-road prowess to satisfy the soft-roader trend and retains icon status as a result.The first few kilometres in the new 3.6-litre petrol V6 (with the six-speed manual) show the powerplant is a big step forward from the old petrol engine, with more power delivered in a smoother and quieter manner. The manual gearshift requires something not far short of brute force and accurate throws as it's not forgiving of half-hearted gearchanges. We've started in the two-door short wheelbase model and it's a bit choppy on the tarmac and lolls around in corners, proving a bit twitchy if the pace is more than leisurely. Unsealed surfaces need the part-time 4WD system engaged if you don't want to bother the stability control, but once driving through all four wheels the Wrangler hangs on. The helm is not the most accurate or feelsome set-up, even among those vehicles with similar off-road prowess - recirculating ball steering and live axles were to blame, say Jeep crew, for the lacklustre manners when turning on-road, with far fewer issues arising off it. Jeep talk about it being new but aside from the engine it's a mild change of model at best, as the diesel is unchanged. Switching to the longer-wheelbase auto petrol V6 four-door and the choppy ride is less evident, a bonus given we're about to engage in some off-road activities. The transfer case lever is still on the wrong side for Australia (something that perhaps may be remedied with a more global approach from Chrysler) but once in low-range and in the rough stuffm the Wrangler feels far more at home. The ride is still little lumpy but it's clambering over sand and rocks (all at road tyre pressures apparently) with little fuss. Inside the cabin, load space in either car isn't great (the SWB is tiny) and the ergonomics of the dashboard and controls leaves much to be desired.  More than a few times my left knee put the automatic into manual change mode, the steering is tilt-adjustable only, the transmission housing intrudes on the driver's left foot and some of the in-cabin storage is awkward. My first car was a 1974 ancestor of the Wrangler (I still have it) and the imagery of the modern car leans hard on that history. Off the beaten track there is considerable ability but a nagging doubt about reliability - Chrysler says the warranty claims have reduced massively in recent times as well, time will tell if the sins of past models are no longer being committed. There are now other Jeeps in the range to join the school-run brigade, but if you still really want to get off the beaten track and can live with the on-road foibles, you'll understand this car.

When you've only got one vehicle on sale, it better be a good one. If off-road ability rates ahead of cabin ambience, the Isuzu D-Max has just that. In terms of solidity and reliability it has the credentials to make life tough for the the established four-wheel drive utes.Its four-cylinder engine gives away torque to its rivals but makes up for it with a ruggedness that is hard to argue with.VALUEAt $50,700 the Isuzu LS-T is relying on reputation and build quality rather than discount pricing to win sales. The top-spec BT-50 is $51,140 and the XLT Ranger is $53,390. Both have a more car-like interior and more torque.Closer to home, the Holden Colorado shares the Isuzu's platform and interior styling and its 2.8-litre donk brings a 3.5-tonne tow rating against 3.0-tonnes for the Isuzu's 3.0-litre turbodiesel four. It doesn't have the features or off-road cred of the Isuzu, though. The LS-T's advantages include leather seats, a reversing camera and satnav on the 6.5-inch touchscreen, comfier rear seats and hill ascent/descent control.TECHNOLOGYAs a truck builder and long-term ute builder, Isuzu knows a bit about body-on-frame chassis. Software to help with horrendous off-road conditions is a smart move, as is the fitment of the Clarion-sourced touchscreen.The downside of that screen is the fact audio controls aren't on the steering wheel, meaning the driver's eyes are momentarily off the road when changing volume or stations. There is a remote control for the passenger to play with, though and a USB connection is secreted in the glovebox.DESIGNMuch like the Ford/Mazda duo, the Isuzu has the edge in looks over the Colorado in the eyes of this beholder. It looks tough, if not as slab-sided as the Ranger. The rear pews slope backwards so passengers are at least semi-comfortable.It needs some weight in the tray to avoid jolting through the rear leaf springs and the interior is looking dated compared to the class leaders. Hard plastics and a lack of glossy highlights are great for the workhorse models but don't give the high-end LS-T a quality look.SAFETYSix airbags ensure occupant protection but the D-Max only earned a four-star rating by EuroNCAP, which says chest and leg protection is marginal in a frontal crash. The side impact crash caused no damage to the dummy but passenger protection - like most vehicles in this class - isn't great.DRIVINGCompetent on road, capable off it. That sums up the Isuzu and points to it being a smart choice for owners who want a genuine 4x4 ute without owning something as big as the Ranger. The ride is a touch jittery in the rear when the tray is unloaded but settles down with 200kg of cement.Direct steering helps when driving on narrow lanes and in carparks and it's backed by a decent amount of feedback when the D-Max is cornering. The electric-powered driver's seat is a bonus but the wheel can't be adjusted for reach.  On paper, the four-cylinder engine lacks torque compared to its rivals but on the road that won't be felt unless owners are approaching the tow limit.The five-speed auto lacks a cog compared to the class leaders but still has great fuel use at 8.1 litres over 100km. Engine noise is also a touch louder than the leaders, with muted clatter at idle and on full throttle.VERDICTThe Isuzu is a serious 4WD but that comes at the expense of cabin civility at a time when the class leaders are getting soft and citifed at least on the inside. For that reason I'd spend the extra $700 and garage the Mazda as a tradies' runabout, but if I was looking for a purposeful off-roader, it'd be hard to go past the D-Max.Isuzu D-Max LS-T CrewcabPrice: $50,700Warranty: Three years/100,000kmService intervals: Six months/10,000kmSafety: Six airbas, ABS, TC, ESC, hill ascent/descentEngine: 3.0-litre turbodiesel four-cylinder, 130kW/363NmTransmission: Five-speed auto, four-wheel driveDimensions: 5.3m (L), 1.86m (W), 1.8m (H)Weight: 2950kgThirst: 8.1L/100km (diesel), 214g/km CO2Spare: Full-size

Nissan has given Australian motoring journalists their first drive of the new V8 Y62 Patrol in right-hand drive with two pre-production vehicles made available at Brisbane's Mount Cotton Driver Training Centre.Nissan has only given us ballpark pricing figures for the three new models at this stage: ST-L, Ti and Ti-L respectively under $85,000, $95,000 and $115,000. Current pricing for the LandCruiser 200 4.7-litre V8 petrol variants is $83,490 for the GXL, $94,490 for the VX and $113,490 for the Sahara. Historically Nissan pricing for the Patrol comes in under the LandCruiser’s bottom line and this is expected to be the same in the luxury version.Nissan has measured fuel consumption of 14.5 litres per 100 km using 95RON unleaded. There’s Bluetooth telephone and audio streaming, large format front DVD player, 2Gb music server with six speakers, iPod, steering wheel audio controls, intelligent key access and 8-way power assist to the driver’s seat, drive computer.The top of the range Ti-L gets memory function for the driver's seat, steering wheel and door mirrors, centre console cool box, hard drive navigation, Bose audio with 13 speakers, dual, but independent, 7-inch DVD screens in the rear of the front seat headrests, around view monitor, intelligent cruise control, xenon projector head lamps with auto levelling, power operated tailgate, tyre pressure monitor and vehicle alarm.The new Patrol is powered by a 5.6-litre petrol engine will sell alongside the current Y61 3.0-litre diesel models. It’s aimed squarely at the large luxury SUV market and in particular Toyota's LandCruiser 200 and Land Rover Discovery 4 petrol models. The current Patrol Y61 only comes in diesel form with the 4.6-litre petrol six-cylinder having been deleted from the line up two years ago.The new Patrol was developed primarily for the Middle East market – hence the luxury and V8 petrol power. The V8 engine is a real beast with 298 kW of power and 90 per cent of the 560 Nm of torque on tap from 2500 rpm. It's a high-tech-32 valve engine featuring direct injection and Variable Valve Event and Lift (VVEL) as found in the Nissan 370Z engine.The ST-L and Ti both offer eight seats while the top of the line Ti-L is a seven-seater topped off with the most technology ever packed into a Nissan. The new Patrol is larger than the Y61 and also outsizes the LandCruiser 200 in every dimension. This means more leg and shoulder comfort for second row passengers as well as those who use the third row of seats.Inside is pure luxury with wood grain finishes and a classy dash layout. Nissan has used high quality finishes and in particular we like the cloth used in the ST-L seats that is better suited to warm climates. The inside feel is one of comfort and space. There’s leather upholstery, 4-way electric adjustment for the passenger seat, auto headlights, sunroof and rain sensing wipers.Unfortunately in the change from left-hand drive to right hook, Nissan has not moved the gear shifter over so it can be quite a reach to operate the transmission.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.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 on tap with the push of a button.We had the opportunity to take the new Patrol off-road at Mount Cotton's steep and rutted bush tracks as well as on road on a typical bitumen highway and lastly on a skid pan to test braking, body roll, acceleration and handling. Our skid pan trial revealed a vehicle that is surprisingly agile for its not inconsiderable size.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 both variants, one with Hydraulic Body Motion Control and one without. We found the one without cornered fairly flat – for a vehicle that tips the scales close to three tonnes – and little seemed to change with the HBMC.When you put the boot into the big V8 it develops a growl that would bring a smile to any Holden Commodore or Ford Falcon V8 owner.

The Patrol has landed. Well, almost … After a wait of more than 18 months, we've finally had an impressive first drive in the sixth-generation Nissan Patrol.It's bigger than before, with more heft and much more quality, and lines up nicely against the benchmark Toyota LandCruiser with a starting price promised from less than $85,000. But, and it's a very big one, the first customer deliveries are still more than four months away even though Nissan Australia has more than 6000 people with a confirmed Patrol plan.The reason for the delay is simple: demand for left-hand drive Patrols in Russia and the Middle East was overwhelming, with more than 40,000 deliveries to date. Australia went on the back-burner and the lack of right-hand drive focus is even reflected in an automatic shift lever that's still set for left-hand driving.Nissan Australia has high hopes for the Patrol and defends its local introduction, which includes a plan to sell the old and new models - officially the Y61 and Y62 - side-by-side. The old car continues as the diesel driver, as there is only one engine - a 5.5-litre V8 petrol - in the newcomer. "I'm not apologising," says Bill Peffer, managing director of Nissan Australia."There is no delay that is acceptable. But we have to follow the product lifecycle." Peffer says cumulative Patrol sales in Australia will top 100,000 next year, helped by the 14-year-old Y61. But the new focus is the Y61, "We're getting to the pointy end now. It's on sale officially in January but we'll have it at the motor show in Sydney," says Warwick Daly, model line manager for Patrol at Nissan Australia. "We've got a lot of interest and from the show onwards people will be able to place orders. It will basically be on sale from October.""The base will start from less than $85,000," Bill Peffer says simply. That means the new Patrol will go head-to-head with the latest Toyota LandCruiser, which currently starts at $83,490. Typically for Nissan, there are three model grades from the ST-L to the Ti at less than $95,000 and the fully-loadedTi-L for less than $115,000. Those prices are sharp for the class but there is more, as Nissan says it is aiming to conquest owners of luxury four-wheel drives up to the Range Rover and Porsche Cayenne.To do that, the Ti-L gets everything up to leather trim and auto zircon to a 13-speaker Bose sound system, around-view monitor camera system, electric tailgate and tyre pressure monitor. The advantage for the Patrol is a seven-seater cabin - including a fold-flat third-row bench - although the two lesser models are full eight seaters.The Patrol is still an old-school four-wheel drive, with a body that sits on a chassis frame and permanent four-wheel drive including low-range crawler gears. But its 5.5-litre petrol V8 is a thumper, and the base for Nissan's attack next year on V8 Supercar racing, making 298 kiloWatts and 560 Newton-metres of torque to ensure a 3500-kilogram tow rating.But the weights are hefty, too, up to 2829 kilos. The suspension is fully independent, brakes are big four-wheel discs, and the four-wheel drive system has driver-selectable 'modes' for different terrain, low-range gears and a differential lock.It has a range of other good stuff, lots of it for safety, but the highlight for many potential owners is the hydraulic body motion control system that applies pressure to keep the wheels in contact with the ground during off-road work and minimise body roll and improve cornering on the road. It's not on the bottom model.What can you say? The Patrol is a big, boxy, four-wheel drive that's designed to carry up to eight people and do heavyweight off-road and towing work. So it's no beauty. But it is way more stylish that the outgoing Patrol, with smoother edges and more - dare I say it? - LandCruiser looks.Inside, the cabin is well equipped and roomy but the ambience is 1980s. There is fake wood trim across the board and chintzy fabric in the ST-L, with lots shiny highlights. It probably works for the target buyers, but it's not as stylish or sophisticated as the luxury 4wds that Nissan is targeting.Nissan promises plenty of safety equipment, from front-side-curtain airbags and ABS brakes and ESP stability through to a rear-view camera on each model and the all-round four-camera system on the flagship. The Ti-L also gets blind spot warning and lane-departure assist, active cruise control, Xenon lamps and more.At last, the Patrol is more than a workhorse that drives like a truck. It is everything I had expected, and feels far more like the latest LandCruiser than the primitive model it replaces. We only have a brief trial drive, because the first two Patrols in Australia are not certified for road use, but it proves the Patrol is hugely competent off-road and quite nice on bitumen.It easily conquers a long uphill climb, where the torque of the V8 is more than enough for the conditions and the multi-mode grip compensates for rocks and loose sand. Then it's into a deep water crossing with no worries, with the transmission again matching its settings to the grip. It's definitely a Patrol and most owners will give up long before they approach the off-road limits of their car.On the road, the new Patrol is hugely roomy, cushy-style comfortable and well equipped. It rides nicely enough and there is acceptable cornering grip, but I need more time at the wheel to make any final judgement. But I know I don't like the chintzy trim below the Ti-L, and the shift lever is a big stretch across the console and that's annoying. How much extra would it have cost to do the right-hand drive conversion properly?For now, the Patrol looks good. But we need more time and a wider variety of conditions to give a proper Carsguide verdict.After 14 years the Patrol is finally new again. It's good, but probably not great.

Jeep are treating customers to an all new model line up of the popular Grand Cherokee, with a varied range of price tags and drive trains to suit all different budgets and requirements.The five-seat Grand Cherokee comes in three specification levels: Laredo, Limited and Overland. Our test vehicle had the Overland spec. The entry level Jeep Grand Cherokee Laredo 3.6-litre V6 petrol starts at $45,000, while the top of the range Jeep Grand Cherokee Overland 3.0-litre turbo-diesel is priced at $69,000. All models are available in automatic only.Overland has adaptive cruise control, hill descent control, hill start assist, automatic high beam, park assist, and a reversing camera that includes a warning when a vehicle crosses the vehicle's path when reversing.The 2012 model also has a new design 3.6-litre V6 engine, as we recently tested in a Jeep Wrangler. While it is an improvement in both performance and economy, it is still no fuel saint. Other engine choices are a 3.0-litre turbo-diesel and a 5.7-litre Hemi V8 with 259 kW of power and 520 Nm of torque. We tested the latter.The big V8 is linked to a six-speed automatic with a manual flick-across shifter. On paper and in reality there's not a lot of difference between the 3.6-litre petrol V6 and the V8. Where it does matter is in towing where the V8 (and the 3.0-litre diesel) will haul up to 3500 kg while the V6 is just 2268 kg. Be warned though the V8 will be thirsty with a load on the back in addition to around 2.4 tonne of vehicle.The engine has an Eco mode and the transmission is smooth through the shifts. Grand Cherokee is fitted with Jeep's Quadra-Drive II active, full-time 4WD system with low range transfer and electronic limited slip differential for the rear axle.The latest Jeep Grand Cherokee’s lines are smooth and athletic and of course there's a seven bar chrome vertical grille announcing the Jeep DNA. It sits on 20-inch painted alloy wheels that set off that rugged athleticism. Late last year the Grand Cherokee was given an overhaul for the 2012 season. It had a below par interior and a 3.8-litre petrol V6 that slurped fuel.Now, the interior sets a new standard for this, Jeep's flagship. The dash sets the tone with stitched leather and the way it seems to naturally interact with the door trim to create a great cabin effect. The seats are supportive, maybe a little too firm, and have a lumbar adjustment. We also liked the colour scheme of black upholstery with ivory roof liner than also ventured down the a-pillar with the other roof supports kept in black.If we have a dislike it's the size of the steering wheel rim which is designed to fit the mit of a Sumo wrestler. Small people might find it simply too broad. We liked the word ‘Overland' in traditional Willys style embossed into the front seat uprights.The rear seat is also firm but comfortable. Being leather they will wear in. Storage areas abound and the rear seat passengers now have improved leg room. There's a fold down centre armrest when two occupy the second row. Head and shoulder room is good. The rear seats have heating while the front seats have heating and cooling.Changes to the Grand Cherokee are small but important: the doors open wider and the passengers have more knee and leg room. Cargo space is up by 11 per cent to 782 litres with the seats up and 1554 with the rear seat folded.The Grand Cherokee Overland is well up in the safety stakes and comes standard with ABS brakes, traction and stability control, forward collision warning, front and side airbags, side curtain airbags, driver's knee airbag and active front head restraints.The Quadra-Drive II system is brought back to the basics for ease of use giving the driver a simple series of dial in terrain choices via a centre console selector: Snow, Sport, Auto, Sand/Mud and Rock.In addition, for off-road work, you can hit the Quadra-lift button to raise the body out of harm’s way, with the maximum height of 271 mm. Despite the classy makeover, the 2012 Jeep Grand Cherokee is still true to its roots as a highly capable get-down-and-dirty off-roader. The ability to substantially lift the body means in most situations off-road the Grand Cherokee will remain grand without the underbody bumps and hits a 4WD might normally accumulate.However, we suspect most Grand Cherokees will rarely see the dirt and rocks and will be used as urban vehicles that double up as a tow vehicle, given the 3.5-tonne capability. On road the Grand Cherokee is a refined piece of kit that offers a ride as good as any SUV and handles particularly well for a vehicle that tips the scales at almost 2.5 tonne (with passengers) and is capable of tackling the most serious of off-road terrain. Jeep has done well to balance out the crossover without compromise.Much as we like the rumble of the big American-style V8 engine, if we were forking out our own hard-earned on the Grand Cherokee we would take the 3.0-litre diesel ahead of it.

Big, broad and ready to work, but ride height is no longer a clue to the drivetrain.Light-commercial buyers opting for rear instead of four-wheel drive won't get an inferiority complex from being looked down upon - quite literally - by the 4WD ute brigade. Ford has the Hi-Rider Ranger and the new Colorado 4x2 range sits in a similarly lofty position to its 4x4 sibling, just don't go marauding into a big mud bog while hunting for the (absent) rotary 4WD on-the-go switch.The dual-cab LTZ five-speed manual is priced from $40,990 - $9000 cheaper than its 4WD equivalent, which is about par for the course in the segment. The flagship LTZ sits on chunky 17in alloy wheels, with a full-size spare, front fog lamps, power-adjustable and folding external rearvision mirrors, a soft tonneau cover (although the test car has the hard cover, for $2520), an alloy sports rollbar, side steps.There's also cloth trim, bucket seats, driver gets electric adjustment, single zone climate control, power windows, three in-cabin 12v outlets, LED tail lights, Bluetooth, cruise control, trip computer, leather-wrapped steering wheel and gearshift, eight-speaker sound system and wheel-mounted controls for the phone, sound and cruise control systems.The light-commercial brigade is not at the forefront of new technology - the rear leaf springs in the suspension date back to Cobb and Co horse-drawn mail wagons - but the segment has some up-to-date equipment. The 4x2 is about 53kg lighter than its 4WD sibling but is propelled by the same powerplant - a 2.8-litre double-overhead cam turbodiesel four-cylinder, an old-school turbodiesel.The five-speed manual has to make do with less torque - 440Nm - but the same 132kW power figure. It's an iron engine block with an alloy head, fed by common-rail direct-injection using a variable-geometry turbocharger. The turbodiesel also has an electronic throttle valve and a cooled exhaust gas recirculation system to cut down reduce exhaust emissions.While a five-speed manual gearbox might seem so last year compared to the six-speed auto, it is 1.2l/100km less thirsty than the auto, a gap that was borne out after our time in the car. The 4x2 manual returned 9.6l/100km, not quite the ADR number of 7.8; it's also claiming to be 0.1l/100km less thirsty than the 4WD equivalent.This is no prissy-looker, as the General has taken a similar path to Ford's Ranger, giving it a strong, square look that says it's ready to shoulder a load. The flanks and rump are generic dual-cab ute - the top-spec Colorado comes standard with side-steps, the alloy sports ropllover bar and a soft tonneau cover that allows better use of the rear tray.The test car had the hard tonneau, which offers better security (it and the tailgate are key-lockable, although not with the same key) but offers less loadspace flexibility. The interior is good without being outstanding - the seats are comfortable and the driver gets electric adjustment (but tilt-only steering), decent amounts of in-cabin storage and three 12v outlets - two in the front, one in the back - but no vents for backseat passengers. Surely it gets hot in Brazil?Holden is making hay will it has five shiny stars for Colorado's ANCAP rating, which is a big step up from the old car's two-star result. The safety features list includes dual front airbags (but no front-side airbags) and full length curtain airbags, stability and traction control, anti-lock brakes (with rear drums) with electronic brakeforce distribution and hydraulic brake assist.Holden does get points for three childseat top-tether anchor points in a useful position high behind the back seat, which makes them easier to utilise. Some of its opposition have the fixture points in difficult-to-reach places that make it hard work for the ute to double as weekend family transport.Having stepped out of a 4x4 LT into the 4x2 LTZ and not being hugely impressed with the LT, I wasn't expecting the manual rear-driver to be much different. It wasn't. The ride quality hadn't suffered for the upsized wheel/tyre package and the cabin has enough room and is a comfortable place to spend time.The Colorado's powerplant is still on the noisy side and can get a little bogged down if you don't keep the revs up to it.It suffers from numb steering, a large turning circle and too many turns lock-to-lock and the handling is not up the segment leaders. The five-speed manual feels as though it teams more effectively with the engine than the auto - the change is not going on any sportscar benchmark lists but there's less drivetrain snatch that afflicts some of the other key players in the segment, particularly when there's a fair load of torque going through the driveline.Fuel economy and sharp pricetag help soften the average first impressions of the Colorado, as do the five-star crash test rating, the one-tonne payload and 3.5-tonne braked towing capacity. Once up and cruising on the open road the big ute lopes along reasonably well, offering good visibility through the front and from the external mirrors - the mirrors on the Commodore that followed (that look small at the best of times) look even smaller by comparison.Despite only driving through the rear, the LTZ didn't dislike unsealed surfaces and didn't suffer the tail-happy habits of some of its opposition in the same terrain, even with electronic nursemaids on a break and some provocation. The Colorado ute is not a bad vehicle, it's just that when you consider the US$2 million development budget - twice what Holden had for the VE Commodore program - there was an expectation it would be a bigger step forward, and it's not.