Off road

The 4008 is French carmaker, Peugeot’s, first entry into the booming compact SUV market.It is part of a joint venture between Peugeot and Mitsubishi and comes off the same Japanese factory as the Mitsubishi ASX. The ASX was launched here in July 2010 nearly two years ahead of the Peugeot.VALUEWith a price range of $28,990 to $38,490 the Peugeot 4008 offers excellent value for a European SUV, or more correctly a European-styled SUV. The value is increased when Peugeot’s new Assured Service Plan is factored in.The plan places a $330 capped price on all services during the first three years of its life and applies to all buyers, be they private, business, fleet and or government. It also transfers if the car is sold within that three-year period. Equipment levels are high and it offers excellent value for money. The Active gets 16-inch alloy wheels, reversing camera with rear vision mirror display, cruise control, automatic headlights and windscreen wipers, reversing camera with a rear-vision mirror display, rear parking sensors, Bluetooth telephone and audio, USB and auxiliary sockets, climate-control air conditioning, coloured multifunction monitor and a full-sized spare wheel/tyre.The higher-specced Allure adds xenon headlights, leather trim interior, 18-inch alloys, powered and heated front seats.TECHNOLOGYPeugeot 4008 comes in the Active (with 2WD and AWD, manual and CVT) and Allure (AWD and CVT only). Unusually, for a company that for many years bucked the petrol-only trend in Australia by selling diesel-powered passenger cars, the 4008 is only offered with a 2.0-litre petrol engine, with power and torque peak at 110 km and 197 Nm (at 4200 rpm).Diesel engines are available for the 4008 however, in line with the European preference, only with manual transmission, a combination that Peugeot Australia believes would not attract sufficient sales in our auto-centric market to justify them being imported. By contrast, Mitsubishi, with no history of diesel passenger cars, has included a 1.8-litre manual-only diesel in the ASX range.DESIGNAlthough the two vehicles are almost identical under the skin the Peugeot 4008 and Mitsubishi ASX have their own distinctive styling. Except for the roof and doors, all external panels are different. Styling is a very personal thing but we’ve long been fans of the current Peugeot design theme especially the wide-mouthed grille that stands out as the 4008’s dominant feature.Inside is a soft texture fascia and lacquered piano-black centre console which adds a gentle ambience. The controls are large and well-placed with an instrument panel that’s back-lit day and night, unlike some others that, annoyingly, turn off when the car enters a tunnel.Interior space is about par for the course with reasonable rear headroom despite the dipping roofline. The rear seat is only really suitable for two adults or three pre-teen children with borderline rear legroom when the front seat is well back.Boot capacity is 416 litres with a relatively high loading lip partly the result of having a full-sized spare wheel under the floor. The rear seats fold to a storage space of 1193 litres, with the alternative of a ski hatch behind the folding armrest.SAFETYSafety features include seven airbags, ABS brakes with Electronic Brakeforce Distribution and Brake Assist, Electronic Stability Program and front foglights.DRIVINGWe’ve just completed back-to-back tests on an automatic AWD Allure and a manual AWD Active on a mixture of suburban, motorway, rural (including gravel) roads. Although it’s among the lighter models in its class (between 1375 kg and 1470 kg) its performance, although capable enough in everyday conditions is certainly not exciting. The manual gearbox is a five-speed unit which revs a bit too high when cruising and could do with an extra gear. Otherwise it’s light and easy to use.The all-wheel drive system in the 4008 has three settings: 2WD for urban conditions and lower fuel consumption, 4WD with electronically controlled torque distribution between the front and rear axles, and 4WD Lock for conditions that require maximum grip.Around town the 4008 is an excellent commuter with the higher driving position that appeals to female drivers and also adds to safety. The car cruised smoothly and quietly on the freeway, offset only by the annoying CVT noise when under hard acceleration or the excess revs at motorway speeds.The suspension compromise tends more towards the firm than the soft which will attract the driving enthusiast but it’s not so harsh as to deter the average commuter. On our initial test when Peugeot launched the 4008 they did send us along on some relatively harsh roads where a number of potholes sent some body-rattling shudders through the car.The positive side to the firm suspension is that it provides safe and precise handling and steering. It’s more at home in an urban rather than a rural environment where the combination of relatively heavy weight and small engine means that it can struggle in hilly areas.VERDICTOverall the Peugeot 4008 is a neat, well-built and well-engineered compact SUV that combines the best from its two source continents.

Spin, spin, spin. It feels like I'm in a tumble drier as the scenery swirls past in a wall of whiteness.I'm frantically spinning the wheel and desperately trying to regain control in a losing battle against the elements. The $153,000 Mercedes-Benz C63 AMG seems to have a mind of its own, bellowing and belching, skittering and sliding, as I work the throttle on its high-powered V8 engine in a pointless search for grip.Then I remember it's all happening in the controlled safety of a New Zealand ski field and I relax a little. Then I smile and start to laugh out loud. After all, I'm only doing 25km/h. "The whole idea is to lose control. That's what we want," says Peter Hackett, chief instructor at the AMG Snow Challenge."Most people never know they are out of control until it's too late. This program allows us to teach people in a safe environment and let them experience things you would never normally want to encounter on the road." Most driving schools concentrate on the basics. They show you the correct seat position, how to set the mirrors, holding the wheel the right way and coping with panic stops.But this is AMG and that means a minimum of nanny-state lecturing and maximum enjoyment - with $3 million worth of German pocket rockets on specially-groomed surfaces at the Ski Farm in the mountains outside Queenstown in the South Island.It's the latest development that allows AMG owners to sample some of the world's fastest cars on track days at Phillip Island and Albert Park, home of the Australian Grand Prix. It's not cheap - $4500 for the snowfield excoursion - but AMG provides everything from the cars and instructors to lunch and a special beanie. It's a Top Gun course where the jet fighters are swapped for Benz's best belters.The C63s - sedans, coupes and wagons - are showroom stock apart from special Continental 'winter' tyres designed to provide the best possible grip on the snow and ice that's all around. "When it gets as cold as it does here a normal tyre is almost like plastic. Zero grip," says Gordon Jones, technical chief at Mercedes-Benz Australia."We are taking the cars into some extreme conditions. So what we're trying to find with these tyres is grip. They have a special compound for cold weather and a special design to help the snow bind and give grip." With 30 kilometres of snow roads around us, and a very special ice pad where it's almost impossible to stand, any help is going to be welcome. The seat heaters, for a start, are switched for a toasty bottom.The day starts with a bang, as we attempt a full-on, straight-line V8 blast. It should be straight forward and simple, but there is a twist. Hackett and his instructors disable the electronic traction and stability controls which make the C63 so user-friendly on the road, leaving the driver - and their right foot - to handle the balancing act between giant power and tiny grip.Some people spin, most wiggle-waggle, and I reach the finish line on the verge of a spin after discovering ABS brakes are near-best-thing to useless on ice. "You are going to have a truly remarkable experience. You will be completely frustrated. Just be patient," Hackett says.Next up, we hit the 200-metre ice pad and discover that first gear and a tiny tickle on the throttle will leave you almost powerless against spinning. One car has to be pushed out of the snow bank lining the edge of the ice. "We're the only people game to come here without all-wheel drive," laughs Hackett.As the day goes on, and we get more familiar with the cars and the snow, there is more fun and almost-endless V8-powered slides and skids. It's not hooning, but it gets close as the instructors encourage everyone to explore their personal limits. "If you're not here to slide around, then you might as well sit with a coffee and watch," says Hackett.Drift king Ken Block would love this place, and so does everyone in the snow today. But there is a serious side to the course. The instructors are always passing on advice about looking ahead, planning your actions, gentle use of the controls, and driving within your limits. It's impossible to ignore them, as they always seem to have a better solution to any challenge - from starting on the ice to recovering from yet another spin.They're also giving a lesson that will make anyone better in their day-to-driving. The cars, too, make a contribution, since the AMG answer to go-faster motoring also brings a greater margin of built-in feedback, control and safety. There is lots of power in the engine room, but the brakes balance the deal, the steering has great feel and instant response, and the seat heaters are marvellous.To provide some perspective, I try one run through a set of slalom conces with all the electronic safety nets back in place. Now the C63 is brilliantly controlled and, although nowhere near as much fun, it shows how 21st century driver aids make us all better - and help us avoid potential disasters.Compared against some other ice drives - and I've tried Saabs in far northern Sweden and Lamborghinis on a frozen lake in Italy - the AMG experience is intensive and rewarding. It's not as much flat-out fun as a Gallardo supercar on a simulated rally road, but it comes close. And there are a couple of twists in the tale.First, Hackett takes me on a taxi ride over a snow-wrapped road where an all-wheel drive Subaru would skitter and struggle. The C63 is incredibly quick and totally controlled, as Hackett uses his skill and the strengths of the AMG engineering to demonstrate what is really possible at the Snow Farm.Then, while he is still twirling the wheel and his feet are dancing across the pedals, he issues a combined invitation and challenge. "What you've done today is only Level One. Next year, we'll have Level Two, including roads like this one. So, are you up for it?," he asks, already knowing the answer. 

The dual-cab ute segment is going gangbusters and Holden has been itching to get a new model into the segment. The Colorado - a global truck developed by GM Brazil at a cost of US$2-billion - is sourced from the company's Thai plant and comes to market with a sharp price tag and upgraded grunt.The first stint in the new model is behind the wheel of the LT dual-cab automatic, with some Holden accessories on board as well.The LT is priced from $45,490 and that's well and truly in the ballpark when stacking it up against the opposition, most of which also comes from Thailand. The standard fare is a five-speed manual transmission but the optional six-speed auto adds $2000.The features list includes air conditioning, power windows, Bluetooth phone link, two 12v outlets, cruise control, a leather-wrapped steering wheel with audio, phone and cruise controls, power mirrors, 16in alloy wheels and cloth trim.Sadly, there's only tilt adjustment for the steering wheel, no rear air vents and while the cover says there's a USB input point within the dash, what's beneath it is not even close. The test car had a few options - among them $3510 worth of Genuine Holden Canopy, which has a rear light for the tray but no demisting capability.The Colorado up-spec models are powered by one of the GM global powerplants - a 2.8-litre double-overhead cam four-cylinder turbodiesel, which won't be mistaken for a petrol engine.Holden says it (when teamed with the optional six-speed auto) deliver 132kW and 470Nm - 10 per cent more power and 40 per cent more torque than the superseded 120kW/333Nm three-litre turbodiesel. The new model's iron-block alloy-head engine has common-rail direct-injection feeding the four-cylinder turbodiesel, which uses a variable-geometry turbocharger and a balance shaft for greater smoothness. The intake side of the equation uses an electronic throttle valve and there's also a cooled exhaust gas recirculation system to reduce exhaust emissions. The new model is a little heavier than the old one, which might explain the slight increase in fuel use - up from 9 to 9.1l/100km despite extra gears in the auto, which puts it on par with the heavier Ranger.GM has gone the bull-nose route taken by Ford with the Ranger, but once passed the nose it's a fairly straightforward dual-cab ute. The tray on the test car was covered by a Holden accessory canopy that has fold-up windows on the sides and at the rear, as well as a sliding "pass-through" window butted up against a solid rear window for the cabin.Holden says the sliding front window was a deliberate design for the canopy to allow access to clean the rear window of the cabin, but I'm not sure - a drop-down or flip-up system (like the side windows, but folding inwards) might have made more sense.There's some useful touches to the interior storage, with two gloveboxes ahead of the front passenger and a half-decent centre console, while the rear seat gets a 12v outlet but no rear vents - something that is not as common industry-wide as it should be.It's one of the key selling points in the segment now some companies are demanding ANCAP five-star ratings and Holden has it with this new LCV, a two-star jump from the old car. The active safety features list includes stability and traction control, anti-lock brakes (albeit with rear drums) with electronic brakeforce distribution and hydraulic brake assist, as well as the ability to run in 4WD if the going gets truly treacherous.Inside the cabin there's dual front airbags (but no front-side airbags) and full length curtain airbags, but the Holden has three childseat top-tether anchor points behind the back seat, which are easy to utilise - some of its opposition have the fixture points difficult-to-reach places and make it hard work for the ute to double as weekend family transport.The big Holden ute has presence a-plenty on approach, like the Ranger you're not going to miss it on the road. The cabin is comfortable enough in terms of seating but the driver gets only tilt steering and manual seat height adjustment, making an ideal driving position not easy to achieve; cold morning starts were further delayed by the glacial pace of the windscreen demister.First impressions underway reflect the specs - the engine is noisier and, despite claiming the similar outputs to the Ford Ranger, feels more lethargic. The Colorado drivetrain feels underdone compared to the Ranger/BT-50 powerplant, something that can also be said for the chassis.Ride quality is reasonably good in the Colorado but at the expense of turning and body control - the Ranger in particular manages this compromise with more dexterity. The steering ratio makes for busy arms for quick changes of direction and don't expect the wheel to offer much in the way of information regardless of surface.It feels more at home on the dirt, chugging over most terrain with little fuss, or you can leave it in two-wheel drive and turn the electronics off - the low-end torque becomes a little more apparent and the arms get busy on the wheel again. On the open road the Colorado lopes along at a good rate, with the engine's torque giving it good cruising range - the fuel use at the end of our stint was just over 10 litres per 100km. The 3.5-tonne braked towing capacity will get it plenty of attention but that alone won't be enough to get it to the top of the LCV heap. For US$2 billion and 2.5 million kilometres of development, it should be better than it is.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Toyota's top of the line Landcruiser 200. Fitted with a V8 turbo diesel and all the trimmings.How much?Deep breath. $118,490 plus on road costs. That's a lot of money for a Toyota no matter how good it might be (mind you it's cheaper than the $140K Lexus)What are competitors?The aforementioned Lexus (brothers under the skin), top of the line Discovery and maybe the Ranger Rover Sport? Top of the line Patrol is not in the same ball park at just over $70K.What's under the bonnet?4.5-litre twin turbo V8 diesel. Kicks out 195kW of power and 650Nm of torque from 1600 revs. It's hooked up to a 6-speed automatic, with full time four-wheel drive. Can tow 3500kg.How does it go?Effortless is probably the best description. But it's a big wobbly truck that doesn't like to be hurried through corners. Off road however it has few rivals. Multi-Terrain Select that regulates wheel-spin in tough off-road conditions with five driver-selectable modes: rock, rock and dirt, mogul, loose rock, mud and sand.Is it economical?The diesel is rated at 10.3 litres/100km. We were getting 11.9 after 300km, with 600km to go according to the computer. With a 138 litre tank it has theoretical range of 1340km. At $1.42 or so a litre for diesel that still around $15 per 100km.Is it green?Make that a no. Gets only two stars from the Govt's Green Vehicle Guide. Benchmark Prius gets five.Is it safe?It's been around since 2007 but apparently hasn't been tested yet (last one got four stars).Is it comfortable?Like a loungeroom. Lots of leather and wood and it feels like you're driving on pillows. The beige/brown decor is real old school.What's it like to drive?Think big. Generally quiet inside. Smooth and responsive in a straightline, but gets out of shape easily with too much corner speed. Like the digital speedo display. Better satnav but misses out on speed camera warnings.Is it value for money?Additional kit includes Multi-Terrain Monitor with four cameras for checking terrain hazards. Also has four-zone air and airconditioned front seats, upgraded navigation system, power-operated tailgate, and three-position memory for the power driver's seat, steering wheel and exterior mirrors. Kids will like rear seat DVD with three pairs of wireless headphones.Would we buy one?Probably not. Unless we needed the seven seats we'd opt for something smaller and more dynamic.

The CX-5 is proving yet another hit for Mazda with nearly 8000 sold since its launch in March, almost as many as the Toyota RAV 4 has sold since January. About 40 per cent of them have been diesels.There are many model choices. Entry level is the Maxx FWD petrol manual at $27,800 (auto $29,800, then comes the Maxx AWD petrol auto at $32,300, the Maxx Sport FWD petrol auto at $33,540, Maxx Sport AWD auto petrol at $36,040, the Maxx Sport diesel AWD at $39,040, the Grand Touring AWD petrol auto $43,200 and the Grand Touring AWD diesel auto at $46,200.Standard equipment includes six airbags, stability control, a reversing camera, a 5.8-inch touch screen, cruise control, Bluetooth, single CD audio with iPod, USB and MP3 connection, keyless push-button start, tilt and telescopic steering column, tyre pressure monitoring, a 60-40 split flat-folding, rear seat and a temporary spare wheel.The Maxx Sport adds 17-inch alloy wheels, satellite navigation, dual-zone climate control, auto headlights and wipers, fog lights and a 40-20-40 split rear seat. The GT adds a sunroof, leather seats, 19-inch alloy wheels, Bose audio, front and rear parking sensors, bi-xenon adaptive headlights, day lights, power driver's seat and heated front seatsThe two-litre petrol engine might be frugal but it is not exactly punchy, developing 114kW and 205Nm and mated to either a six-speed manual or automatic.Its forte is frugality, using a combined 6.4l/100km in the front-wheel drive (FWD) version and 6.9l/100km in the all-wheel drive (AWD). Output from the two-litre turbo diesel is 129kW and 420Nm, making it the most powerful in its class. Fuel use on the combined cycle is just 5.7l/100k, not much less than the petrol so the $3000 premium for the diesel is hard to justify on fuel alone.The CX-5 replaces the CX-7 and although it is shorter and narrower, it has more useable interior space, more hip and legroom and a bigger boot with a lower load height. It is also lighter by about 50kg.Styling has that Mazda family look although the protruding wombat-like nose is not its best angle. The interior is spacious. There are numerous storage options and the finish is impressive. The front seats are supportive, with ample adjustment travel, and the spacious split-fold back seat folds flat in one motion.The automatic on test was at best pottering around town or cruising on level to undulating terrain, but showed a dislike for hills due to its modest torque and need for higher revs. Not helping is the transmission which is programmed to pick up higher ratios as soon as possible, so it constantly hunts between ratios under load and needs constant coaxing on the throttle to maintain cruising speed.In line with Mazda's sporty image, the suspension is on the firm side of comfortable -- compliant enough over big bumps and smooth roads but fidgety over secondary surfaces. Handling is accurate and involving with minimal body roll, the brakes are strong and the rack-and-pinion steering is accurate and well-weighted. Noise levels are low apart from tyre roar on coarse chip surfaces.Despite limited wheel travel, underbody clearance is sufficient for modest off-road forays. But it's the case of economy at the expense of driveability. The diesel, available in AWD auto only, is a much better prospect.The payback comes in performance. With more than twice the torque, it leaves the petrol in its wake for composure and flexibility. And for those who live in the hills, tow or regularly drive with a full load, it will be the preferred option.

Jeep Wrangler is the direct descendant of the original WW2 US Army Jeep and enjoys an iconic status with those who venture off-road.The 2012 Jeep Wrangler is fitted with a 3.6-litre V6 petrol engine that produces more power and torque than the previous 3.8-litre powerplant, while also reducing fuel consumption. In addition, Jeep has finally booted out the old four-speed auto in favour of a new five-speed. The new Pentastar 3.6-litre V6 offers 209 kW of power (up by a whopping 63 kW) and 347 Nm of torque, up from 315 Nm in the old 3.8-litre.Wrangler's interior is a mix of retro design, in keeping with the Jeep philosophy, and modern technology. We like the driving position and the overall comfort of the front pews. There are some things that take some getting used to such as some important switches – traction control, hill descent control, emergency flashing lights and outside mirror – buried at the bottom of the centre stack. The power window switches are mid way down the dash centre stacker. The reason for this is simple: the doors are removable. Getting in and out of the back seat is an ordeal. With all four seats in use the Wrangler's luggage area is about large enough for two aircraft flight bags. But the rear seat does fold and tumble giving a fair swag of room for camping gear. Wrangler two-door tows 1000 kg by the way.Wrangler comes with multi-stage driver and front passenger airbags with optional seat-mounted airbags for front seat passengers. Stability control, brake assist, traction control, electronic roll mitigation, tyre pressure monitoring lamp, trailer sway control, hill start assist and brake lock differentials are all standard. The auto also gets hill descent control.Jeep claims combined fuel consumption of 11.2 litres/100 km. During our review period we found Wangler auto slurped around 15.4 litres/100 km around town, and the combined figure was around 11.9 litres/100 km. On the open road the engine was quite a bit thirstier at 110 km/h than it was cruising at 100 km/h. At the higher speed we could not get below 12.3 litres/100 km. Jeep has improved consumption by bringing in the five-speed auto, but ideally we'd like to see a six or seven speed with a taller top gear to reduce the rpm when sitting on speeds above 100 km/h.Wrangler has always been vague in the steering. The current model is leaps and bounds ahead of the previous model but it still has a long way to go, particularly on Australia's rough roads. It’s is fine on the smooth tarmac, but as soon as it gets a little lumpy the car starts to jump around and requires the driver's full attention and input. Wrangler does respond quickly and predictably to driver input. The new engine delivers the goods and is never found wanting on hills or for passing at speed without dropping back a cog. If the road is dead smooth it also handles fairly well for a high-riding 4WD.Off-road is where Wrangler gets it together. The approach, departure and ramp-over angles are excellent for the toughest of terrain. The hill descent control works well and we really like the gearing in the auto when in manual mode. Being an auto and with the engine having so much torque, grunt is never going to be an issue off-road. Wrangler Sport two-door comes with the Command-Trac transfer case, so this is the basic Wrangler package for off-road duties with the Rubicon getting all the good stuff like front and rear electronic remote locking differentials.Good as the new petrol is, we'd opt for the diesel variant for on road economy and off-road performance. If you are buying a Wrangler for occasional off-road use the Sport is probably the way to go. If you are into regular serious off-road excursions with a Jeep club, then the Rubicon is the only choice.

If you are looking for a new one-tonne ute, you couldn't have picked a better time to go shopping. All of the main players have been upgraded within the past 12 months, most of them with new-generation models, so competition is fierce and prices are sharp. Holden's new Colorado range is a good example. Value & Models

Stunning . . .  one word says it all.  Not advised for the introvert, the Range Rover Evoque Coupe was made to turn heads. But with an obvious focus on style, could this beauty come with any brawn? The Evoque looks high maintenance, impractical, and a bit needy, but despite our best attempts at aversion, we became

It’s a battle of the giants. Volkswagen’s Amarok is taking on a Titan: the sales-topping Toyota HiLux.The Amarok range has just been bookended with a single-cab version to attract the tradies, and an eight-speed auto – the first in a ute here -- for the weekend warriors (and tradie bosses).So badge snobbery comes to the building site, and cashed-up contractors can get a European vehicle to broadcast how well they’re doing.PRICE AND MODELSThere’s a dizzying list of 24 different models by the time you choose from the 2.0-litre petrol and diesel engines, bodies and spec: Trendline, Highline and Ultimate.The single-cab chassis models start from $24,490 for the 118kW/300Nm 2.0-litre turbo petrol (with a six-speed manual driving the rear wheels) and move to $27,490 for the 90kW/340Nm turbodiesel version, while the 4WD 120kW/400Nm turbodiesel will ask from $35,490 (with ute bodies adding an extra $1500 across the range).Dual-cab chassis versions kick off with the rear-drive six-speed manual 90kW/340Nm TDI from $30,490, followed by the 118kW/300Nm TSI from $31,090, and the intercooled twin-turbo 120kW/400Nm TDI at $32,490, with the last of those getting 4WD for $41,490.The eight-speed ZF conventional auto – VW’s dual-clutch boxes slip too much for offroading -- arrives only with the 4WD 132kW/420Nm dual-cabs, starting from $44,490 and topping out at the $61,490 Ultimate spec. A couple of price tags down is the one we tested at $53,990 in mid-spec Highline -- $3000 more than the manual version, but partly because VW has carved $2000 off the latter’s price.At this level you get a decent six-speaker audio system, Bluetooth streaming and dual-zone climate control on the goodies list. Our test ute had VW’s ‘4Motion’ full-time AWD with a Torsen centre diff that normally runs 40:60 front/rear, but varies on demand to deliver outputs to the wheels with best traction.The ZF usually starts off in second gear on bitumen, because it has an ultra-low first ratio for general offroading – plus a selectable offroad mode for serious clambering that adjusts the stability, traction, brake and electronic diff lock responses.Our test ute bounced around on the standard heavy-duty leaf-spring suspension, begging for a load in the tray. There’s a no-cost comfort suspension option for those who don’t have a heavy toolbox to calm things down, but it drops the payload by 220kg (to 740 on ours).DESIGNIt’s high, wide and handsome. Squared off lines give the body a tough and purposeful look, set off in our Highline with stainless steel rear bumper, side-steps and sports bar - but undermined by looking a bit undershod with 17-in alloy wheels nowhere near filling the cavernous flared wheel arches. Legroom and shoulder room is great front and back, so there’ll be no bromance taunts. The interior is clean and hardy, but still manages to add a slight touch of premium in the trim and equipment, with intuitive controls from big chunky buttons. No flimsy hipster switchgear here, mate. The clip-on cupholder looks like it won’t last 10 minutes sticking out of the dash, and the glove box is ludicrous, with barely space for a notebook unless you remove the owner’s manual. But there are plenty of storage spaces around the cabin, including underseat bins and massive door pockets. There’s also enough space between shifter and centre console bin to look at mounting a small laptop. You have to applaud three 12v outlets in cabin and another in the tray, plus a light back there – no more fumbling around in the dark.SAFETYThe Amarok led the ute world with a five-star ANCAP safety rating, and gets dual front and front-side airbags - although it misses out on curtains -- anti-lock brakes with electronic assistants, stability and traction controls, plus trailer sway control.DRIVINGThe ZF gearbox is slick and refined, and comes into its own at both ends of the scale, with first giving decently low crawling ability, and eighth offering economical highway running around a relaxed 1700rpm. But the auto is keen to make the best of any economy opportunity by heading up towards eighth gear, and when you kick, it often goes down two cogs.Slipping into manual mode gets clearer response for overtaking, but a whole lot more noise from under the bonnet, and most of the time it’s well-sorted enough to work out what it needs to do in auto. It’s hard to believe the torquey engine is just two litres, with its ability – and sometimes its noise – punching well above that size.A glance at the fuel economy is the compensation, with it happily averaging mid 9s over a mixture of low-gear dirt crawling, highway cruising and suburban frustration. Apart from the empty tray making for some bouncing over uneven surfaces, it’s surefooted and well-behaved, and ride comfort is exceptional for a big ute. And big it certainly is. Impressive on the street, but even with the cabin’s good visibility, the rear parking acts are a blessing to wedge the beefy tail into place.VERDICTYou might scoff about badge snobbery – or cog-upmanship – hitting the building sites. But overall this is a solid blend of hardy workhorse and some creature comforts that make working life a bit more bearable.

Could the Jeep Grand Cherokee be the best value large SUV on the market today?  Depending on what you want from an offroader - and as long as that doesn’t include blistering  performance -- it has a lot to offer,  and competes well with its rivals on price.The latest rendition of the Jeep Grand Cherokee Limited sits higher and wider than its predecessor, is more elegant and less boxy, with a more modern, yet blander design. The 7-bar Jeep radiator grill remains as distinctive as ever, bordering on intimidating for smaller vehicles in their rear view mirrors.The Limited is a big vehicle by any standards measuring in at almost five meters long and 5cm shy of two meters wide. Yet, even though the design is very macho, it still appeals to the ladies - a favourite with my wife and her friends. However, the ride height is just a smidgen above perfect, requiring a stretch on every entry and exit.From the driver’s seat, everything is at hand through the comfortable leather bound steering wheel controls - all major menus including stereo, phone, cruise control and on-board computer. Driving at night is quite the calming experience, with a gentle green glow emanating from various feature points around the cabin.The seats are super-supportive and comfortable, wrapped in thick leather and double stitched. They are fully electrically manoeuvrable, but the best bit is the electric lumbar support which can be moved vertically and with varying intensity.“Daddy, it’s got hot seats in the back”, another all-important feature for some - and certainly to my five-year-old son. It goes without saying the fronts are also heated. This really is a super comfortable sofa on wheels.Four stars are awarded for ANCAP Safety, with front, side, head and knee airbag protection.  Really, Jeep should be aiming for five stars with a car at this level.  The usual safety features abound: electronic stability control, ABS and forward collision warning, but more importantly, it now comes with a host of new features which didn’t appear to be fitted to our test car, including adaptive cruise control, blind spot monitoring and rear cross path detection. The forward collision warning sensors are slightly too sensitive, frequently alarming when buses and trucks pulled up next to us in traffic - but useful nonetheless. The mirrors are superb and three quarter visibility is excellent for such a large vehicle, but it was let down by the large A-pillars which obscured little old ladies and children at zebra crossings.Taking the Grand Cherokee Limited for a drive is a lethargic experience, almost so relaxed you could fall asleep on the road. The steering is light yet accurate, but bland and devolved. Luckily the main computer has a host of features to play with, to keep the experience more involving.Trying to overtake can be frustrating, with a mild depression of the throttle yielding no results. When more aggressive throttling, it takes a full second to respond in “Auto” mode and about half a second in “Sports” mode. It’s akin to pushing your foot into soft custard and hoping for a reaction at the other end. You might get a little sticky, but not a lot more happens. Remember, the Grand Cherokee Limited is carrying at least 500kg more than the Wrangler Sport powered by the same engine, so it’s no real surprise that it’s quite the slouch.  Interestingly, the CRD diesel engine option has phenomenal torque and is able to tow 3,500kg, a huge plus for those wanting to trail a float and two horses or a large caravan.On our undulating test roads, the cruise control proved close to useless. When set to exactly 60kph, going downhill the speedo managed to reach 75km/h before the lower gear was auto selected to reduce speed, and going uphill it dropped to 55km/h before changing gear to accelerate back to 60km/h. That’s a 20km/h variance in speed at 60km/h - enough to lose your licence.  With the active braking feature installed this may now be resolved.Efficiency is not the petrol Limited’s strong point. Over a week of light cruising and commuting, we managed just 13.9 L/100km compared with the quoted 11.2 L/100km. It’s a big heavy vehicle whichever way you look at it, so if you’re worried about economy get the diesel.The Limited is incredible value at a pinch over $60,000 drive away in NSW, coming fully loaded with all the trimmings.  I particularly loved the black metallic paint of our test car, with a stunning blue/green fleck which enhanced the deep rich colour and firm stance.It’s not a “drivers” car, being all about functionality, comfort and elegant understated style - the perfect large family car, commuter or open road cruiser. The daily commute was never more relaxing, like putting your feet up and visiting the spa, letting the heated seats and lumbar support do their work, arriving at your destination fully relaxed and ready to go.The Jeep Grand Cherokee Limited is the smart man’s Range Rover Sport. Save the extra $50,000 and use it to buy a Wrangler for weekend fun, or a Toyota 86 sports coupé, and still walk away with change.