Off road

Mud drips from the roof of our Freelander.  A passerby points it out to his wife: ‘They’ve been somewhere fun.’ Indeed we have. When taking Land Rover’s new Freelander off road there is little to limit your journey (except for a stubborn horse that wouldn’t get out of our way).TheFreelander may be a compact SUV, but it will do its best to keep up with the big boys. Dressed enough for the city streets, it truly comes alive in the bush. Through various terrain testing over the week we came to one conclusion: when you climb in a Freelander and turn off-road - adventure will follow.Land Rover’s Freelander 2 SD4 SE, priced from $56,810 comes with 18-in alloy wheels, Intelligent Power System Management for more economic battery charging, full size spare wheel, parking aids, Bluetooth, audio input socket, rain sensing wipers, dual-zone climate control, heated exterior mirrors, bright finish twin bar grille, adjustable wheel mounted audio and cruise, electronic folding side mirrors when the vehicle is parked, six-way adjustable driver seat, push button start/stop, trip computer, and perimetric security system.With 140kW/420Nm the 2.2-litre SD4 diesel engine has plenty of oomph off-road and on. The six-speed automatic transmission is seamless, but if you think you can do better, engage CommandShift and have a go at beating Freelander’s take off of 0-100km/h in 9.5 seconds.When you’re not tackling trails, the official fuel figure is an impressive 7.0L/100km, though our scoot off road and through the mountains found 9.5L/100km, not bad considering the terrain.Smaller than its Land Rover brothers, this compact SUV can still push through water at depths up to 500mm, tow up to twotonnes, and clear obstacles with axel clearance up to 210mm in front and 265mm in back.And with the assistance of Terrain Response’s four modes, and front and rear independent suspension, you’ll find a surprisingly stable ride. After dusting off on your way home, the Freelander’s smaller dimensions make it very capable in busy city driving, and hunting for the elusive parking spot, all while having enough room to accommodate five adults and gear.The exterior of the Freelander has the classic Land Rover look. True to its strong lineage, it’s stylish, but not flashy. Internally however, this 4x4 has a soft side.The interior design is clean and gives the cabin an open feeling. Keeping with this, the back seats are 50mm higher than in front. The stadium seating lets those in back enjoy a clearer view, and the middle seat converts to an armrest with cup holders. With a choice of interior colors, wheel design, and a score of available accessories you can tailor the Freelander to match your taste.Heated front seats, a six-way adjustable driver seat, and an adjustable steering wheel and armrest will make anyone feel at home behind the wheel. Wheel mounted cruise, audio, and Bluetooth add to the driver’s control, though the spacing of the buttons are a bit awkward.You can plug in an iPhone or MP3 player, but without an accessory cord you can’t use the vehicle’s controls to skip tracks, and it’s a shame in this high a model that the Bluetooth connectivity only works for calls.The back seats fold to a 60:40 split, transforming the 755L of storage into 1, 670L of room for larger items, and the 12V power socket in back can keep an esky full of food ready for a picnic.The dash display is more uniform in design than user friendly, but once you puzzle out the numerous functions you’ll feel like a tech expert. Our test vehicle included the touchscreen satellite navigation system. At extra cost it’s a steep addition, but handy if you’re going to be driving beyond the familiar horizon.The Freelander gets a five-star ANCAP safety rating, with seven airbags, a monocoque body, front and rear crumple zones, a large battery of braking, stability and traction aids -- HDC, ABS, EBD, CBC, EBA, ETC, RSC, DSC and so on -- plus two child seat anchor points.To be honest there wasn’t much about this SUV we didn’t like. Descending a steep gravel road did little to disturb the twenty roos grazing at the road’s edge, as the Freelander’s hill descent control kept us from sliding.The HDC is handy on difficult terrain and it can be engaged at speeds up to 50km/h, using the cruise + and – to set the speed, though on anything short of moderate difficulty the HDC is almost too grabby. Still, we’d rather have the HDC overprotective than too carefree on tough descents.Terrain Response allows you to easily pick the right setting for current conditions. We played around with the grass/gravel/snow, and the mud and ruts settings and weren’t disappointed (there’s also a sand setting if you want to brave the beach in winter, or if you’re smarter this time of year and want to trek across the desert instead). The vehicle’s traction quickly adjusts to the road -- or lack thereof -- and you can drive on in confidence.The Freelander 2 is at home on the motorway as well as off, roll stability control compensates for any smidgen of body roll, and the compact size makes parking easy. While you wouldn’t use this in any stealth operation due to the external noise from the engine, internally it’s a quiet ride.Follow your friends on a 4x4 adventure and once you reach your destination, turn off the Freelander’s engine, step from your heated seats, pull a cool beverage from the esky in back, and try to pretend it was a rough drive in a compact SUV, so your mates aren’t disappointed.An impressive compact SUV, the comfortable and versatile Land Rover can handle just about anything. 

Electric motors are appearing on all kinds of alternative transport, mostly aimed at inner-city streets. But the extreme Gnarboard 4WD Trail Rider is one designed to get right off the road.You might be thinking 3.4kW - and peak power of 16.5kW -- is a bit ho-hum for a set of electric wheels. But when they’re at each corner of a 39kg skateboard it’s more than enough to get it flying around your average goat track and taking on the kind of tough terrain that’s usually only tackled by 4WDs.But that’s not to say you can’t use it when you get back to town. The Trail Rider has a range of about 25km, and takes just two hours to fully recharge. It has a top speed of 55km/h - and on sealed surfaces it can hit it in an astonishing 1.9 seconds. So if you do happen to be in the city, you can drag off just about anything at the lights, short of the Ferrari class.So what’s to prevent this from being your next commuter solution? The $6200 price might be a bit steep, but the real obstacle is supply.California-based industrial designer Joshua Tulberg hand-builds the boards in conjunction with a group of small local businesses - at the rate of three a month. Radically slow, dude. 

Although it’s one of Europe’s longest-established brands in Australia, French carmaker Peugeot has been in the doldrums recently with a limited vehicle range, supply problems and an ageing buyer base suppressing sales.The company is looking to stage a revival in 2012 led by two all-new models both aimed at younger buyers. We’ve just attended the launch of the first of this pair, the 4008 SUV. It will be joined later this year by the new 208 city hatch.The 4008 is one of three vehicles produced from a joint venture between the PSA Peugeot Citroen group and Mitsubishi, being built on the same platform as the Mitsubishi ASX.The other two are the slightly larger Peugeot 4007 / Mitsubishi Outlander and the all-electric Mitsubishi iMiEV and Peugeot iOn. Citroen variants of all three vehicles are also produced but we know of no plans for them to come to Australia at this stage.PRICE AND EQUIPMENTWith 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. Peugeot lists its main competitors as Nissan Dualis (from $24,990), Mazda CX-5 (from $27,800), Subaru XV (from $28,490) and Volkswagen Tiguan (from $28,490). Strangely its Mitsubishi ASX twin (from $25,990) is not seen as a direct rival, supposedly because of its lower equipment levels.Adding to the Peugeot’s value equation is the Assured Service Plan that places a $330 capped price on all services during the first three years of its life. The plan applies to all buyers, be they private, business, fleet and or government and is transferable if the car is sold. Two equipment levels are offered, Peugeot 4008 Active (with 2WD and AWD, manual and CVT) and 4008 Allure (AWD and CVT only).Standard on all models are seven airbags, ABS brakes with Electronic Brakeforce Distribution and Brake Assist, Electronic Stability Program, front foglights, 16-inch alloy wheels, 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.For an additional $5000 the Allure provides xenon headlights, leather trim interior, 18-inch alloys, power and heated front seats.DESIGNWe found the styling of the ‘French’ SUV that much more appealing than the ‘Japanese’ one especially the large, vertical grille that gives it an imposing stance on the road.Inside is a soft texture fascia and lacquered piano-black centre console which add 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, very inconveniently, turn off when the car enters a tunnel. There’s good head and legroom in all five seats. Maximum boot space is 416 litres with the rear seatbacks in place and 1193 with them lowered.TECHNOLOGYA little surprisingly for a company with a long history of diesel engines in this country, Peugeot 4008s only come here with a 2.0-litre petrol. The problem is that diesels are not yet mated to an automatic transmission, something the local Peugeot people consider all but essential for local buyers.Incidentally, the larger Peugeot 4007 does come with a 2.2-litre turbo-diesel with manual or DSG automatic transmission but only with 4WD.The four cylinder petrol engine generates 110 kilowatts of power at 6000 rpm and 197 Newton metres of torque at 4200 revs and is mated to either a five-speed manual or continuously variable transmission (CVT).As is now the norm in the small SUV segment the 4008 comes with the choice of two or four-wheel drive. The former wasn’t available for our launch road test but we’ll report on it when we carry out our extended test in a few weeks.The Peugeot 4008’s 4WD system comes with three modes: 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.DRIVINGOur test drive took us on a 300 km route to the north of Sydney with an even spread of motorway, rural and dirt roads. The 4008 cruised smoothly on the freeway with the additional soundproofing above that on the ASX doing its job and providing a relaxed, comfortable trip. The next section of the route was on some enjoyable back-country roads where the Pug handled at least as well as other similarly sized SUVs that we’ve driven.On the downside we found the steering to be a little too wooden for our tastes and we had our usual issues with the irritating noise from the CVT under hard acceleration.With only AWD models available for our test, Peugeot included a moderately demanding 60 km section of dirt road between Wollombi and Wisemans Ferry to display the off-road credentials that the company feels should distinguish the 4008 from its softer competitors. Apart from a number of pot holes that send shudders through the car, it handled the conditions without any real problems.Our biggest issue came in the latter stages of our test when we had to climb up the steep slope out of Wisemans Ferry on the Hawkesbury River and the little petrol engine was really found wanting. On two occasions we needed to drop back to first gear to keep it moving.VERDICTThe Peugeot 4008 and Mitsubishi ASX share most of their mechanical components and underbody parts and have a similar styling theme, all external panels, with the exception of its doors and roof are different. 

The more I see of the Skoda Yeti the more I like it. In many ways it feels like the original Subaru Forester, before it morphed into just another compact SUV. It is likely to appeal to the same kind of people too.Prices start at $32,990 for the manual and $35,290 for the auto version of what is basically a small offroader from VW's bargain brand -- but more of a jacked up wagon than the current crop on the market. Until now you have been able to get a front drive petrol or diesel all-wheel drive, but not petrol all wheel drive Yeti. The 112TSI with its 1.8-litre turbcharged petrol engine changes that and it's a beaut, especially the sporty manual.MECHANICALThe 1.8-litre turbocharged petrol engine delivers varying amounts of power depending on the transmission attached. With the manual its 118kW at 5000 revs and with the auto 112kW at 6000 revs.Torque remains constant at 250Nm from 1500 revs. Although it is turbocharged, we like the fact it has a larger capacity than seems to be the current norm which conceivably means it is not under as much stress.You get a choice of six-speed manual or six-speed DSG manumatic style transmissions. The Octavia however with the same engine gets the seven-speed engine. It's got something to do with the car being developed originally for the Russian market (say what?)The manual is slick and can be worked hard to deliver a sporty driving experience. While not as spirited the DSG also performs flawlessly. Fuel consumption is 8.2L/100km for the DSG and 8.4 litres/100km for the manual. We got 11.1 and 10.8 respectively on the test drive, but we weren't exactly holding back.ON THE ROAD Let's face it, not many people are going to take this car off road. Sand and dirt roads are probably the limit, so the front drive version is worth consideration. Having said that the 112TSI comes spec'ed to the same level as the diesel, but costs $2500 less.It's easy to get in and out of. Comfortable and easy to drive, with plenty of zip and a reasonable amount of luggage space. Rear seats are raised for a better view. The variable layout features three separate rear seats with adjustable backrests. The outer seats slide backwards and forwards. With the middle seat removed, the outer seats can be moved towards the centre.Or the seats can be folded and removed completely. Bluetooth is standard along with a trip computer, auto lights and wipers, roof rails and 17 inch alloys. Nice to see a full size spare is standard. And that it gets a full five out five stars for safety with seven airbags, stability control and a host of safety systems.VERDICTGreat little car that should do very well for Skoda. Maybe it's the one that will finally put the company on the map in Australia (we think so).

Full details are coming within two months although sales of the X1 MkII, which is easily picked by its trendy LED daytime lamps, are unlikely in Australia before 2013.

Picking the eyes out of the car market has become an art form. Subaru is aiming to carve a niche in the cluttered compact SUV market with its latest XV.ValuePriced from $28,490, it is a little bigger than a $4500 cheaper Impreza but shorter, wider, lower and $2500 cheaper than a Forester The engine is a new lighter-weight and longer-stroke version of Subaru's proven 2.0-litre flat four.There are three models: 2.0 manual at $28,490 (CVT $30,990); 2.0i-L at $31,990 (CVT $34,990); and 2.0i-S at $34,490 (CVT $36,990).Standard equipment includes seven airbags, a reversing camera, stability control, all-wheel drive, five-star crash rating, automatic airconditioning, cruise control, 17-inch alloy wheels with a temporary spare, engine stop/start on idle, a multi-function display, tilt and telescopic steering wheel, six-speaker single CD audio with Bluetooth, iPod and USB connection, fog lights and roof rails.The 2.0i-L adds dual-zone climate control, voice-activated satellite navigation, a sunroof, privacy glass and a sliding centre console. The 2.0i-S adds leather trim, power driver's seat, heated front seats, high-intensity headlights, alloy pedals and indicators in the mirrors.TechnologyOutputs are unchanged at 110kW and 196Nm, but the peak power comes in at 6200rpm (200rpm lower) and peak torque at 4200rpm (1000rpm higher). Despite this higher torque peak, Subaru says the new engine has more pull in the low and middle-engine speed ranges.The XV retains Subaru's signature permanent all-wheel drive system, unlike rivals that are either part-time four-wheel drive or front-wheel drive. Suspension tuning is as good as it gets in this class with agile and confident handling and a smooth, compliant ride over all surfaces.DrivingIt doesn't feel all that punchy on the road, especially in the manual. In the shortish lower gears, the engine sounds strained and needs at least 2500rpm on board to respond mid-range. However, it does cruise at a relaxed 2400rpm at 100km/h in sixth gear.Not helping the driving experience is the notchy, long-throw gear shift. The test car also had a noticeable gear whine at 100km/h, not evident in the automatic. The CVT is $2500 more than the manual, but is nicer to drive and well worth the extra outlay.And the characteristic slurring of the transmission is well disguised in normal use, flaring mostly under hard acceleration or in steep terrain. With a short wheelbase, high clearance and small overhangs front and rear, the XV will go places its rivals would shy from. It is exceptionally competent off-road, if the tracks are dry and not steep enough to warrant low range.ThirstWith the help of engine stop/start on idle, fuel use is a combined 7.3L/100km with the six-speed manual and 7.0L/100km in the constantly variable transmission. On test, it averaged 7.4L/100km in the manual and 7.2L/100km in the CVT. Other efficiency tricks include variable timing on all valves and electric power steering in addition to the revised transmissions.An information display monitors driving style and fuel use and compares it with previous results. It even shows the amount of fuel saved while stationary in engine stop mode. However, those who prefer tranquil motoring will find the engine's harsh cranking intrusive enough to disengage the stop/start function when idling, especially in the manual.DesignFar from getting lost in the crowd, the XV stands out like a beacon. The XV slots in between the Impreza, on which it is based, and the larger Forester.With big bumpers, bulging wheel arches, black alloy wheels, hawk-eye headlights and lairy colours, this pumped-up five-door hatch looks and feels almost armour-plated. Inside, the trim colour is sombre, but all the main controls are clear and easy to use and storage space is generous.The front seats are supportive and spacious, forward vision is good, and seats are set high for easy entry and exit. Load space is tight and not helped by the high boot floor covering an inflated space-saver spare tyre.

Holden’s all-new Colorado, just launched onto the international market, will come to Australia within the next few months.Unlike some vehicles which are spruiked as being ‘all-new’ when they are really just upgrades, there no doubt about the claim in Colorado’s case. Whereas the first generation Holden Colorado – and its Rodeo predecessor – was built by Holden’s former General Motors affiliate, Isuzu, the new model comes from the biggest name in the GM stable, Chevrolet.While Chevrolet is based in the USA the new Colorado is very much a world car having been designed and developed by groups in Thailand and Brazil. Subsequent development work, including 2.5 million kilometres of road testing, took place in eight other countries, including Australia.The final product is being built at factories in Brazil and Thailand, with Australian-specced models being sourced from Thailand. The new pickup will be sold in over 60 countries as the Chevrolet Colorado with Australia the only country in the world where it will be rebadged.Interestingly, some of the first Thai-built Colorados virtually went straight from the production line and into action to assist in flood relief operations in southern Thailand late last year. To ensure that Ford/Mazda with their Ranger and BT-50 and don’t steal a march on them, Holden has taken the unusual step of releasing prices well in advance of the vehicle’s release.Chev fans will instantly recognise the company’s characteristic billet grille at the front of the Colorado. The only change to the Chevrolet that we’ve just driven at the vehicle’s international launch in Thailand is badging with the circular Holden lion emblem replacing the iconic Chevrolet bow-tie badge.We’ve yet to see how the Holden badge is placed but we understand it will be embedded within the horizontal bar that splits the two segment of the grille. While some of the most recent ute models have chosen to go with softer, smoother lines, GM has stuck with a more chiselled look that gives Colorado a tough, pragmatic appearance that’s likely to appeal to the pickup purist.After steadily dwindling demand for petrol-powered utilities (just seven per cent in the past twelve months) Holden is now offering nothing but diesel engines in the new Colorado. The two diesels engines are all-new Duramax four-cylinder common-rail units with capacities of 2.5 and 2.8 litres, both are built at the GM Thailand factory at Rayong in southern Thailand.The smaller engine generates 110 kW of power and 350 Nm of torque while the 2.8-litre gets 132 kW and 440 Nm (manual) or 470 Nm (automatic). Transmission options are five-speed manual and six-speed automatic.We were able to test both engines when we joined journalists from 15 countries at the Colorado’s international launch at Chiang Rai in Thailand. Mid-sized pickups are hugely popular in Thailand we saw huge numbers of them on the roads, often with large loads in the cargo tray, including many passengers.Part of the two-day drive program covered around 25 kilometres of steep, narrow tracks, many badly rutted by the torrential rains that hit Thailand last year. So difficult were the conditions that the segment took nearly two hours to traverse. All 24 of the 4WD Colorados that started the course emerged from the torture test unscathed.We were able to test each engine both on the rugged middle section and on the bitumen segments on either side. The chassis is reassuringly strong with good ground clearance and the Colorado didn’t scrape the ground at any stage. Towing capacity with the 2.5-litre engine is 3000 kg with the 2.8-litre able to pull 3500 kg.The 2012 Holden Colorado will be offered with a large number of choices between cab-chassis and utility bodies; 2WD and 4WD; single-cab, extended-cab and dual-cab; four specification levels (DX, LX, LT and LTZ) as well as the aforementioned engine and transmissions.Payload will range from 1.0 to 1.4 tonnes depending upon model. Chevrolet has adopted the marketing slogan of “Haul Anything and Go Anywhere” for the new Colorado and, based on our test, it’s not an unreasonable claim.Safety equipment in Australian imports will include front passenger and side airbags, ABS brakes with electronic brakeforce distribution, brake assist and cornering brake control, electronic stability program and traction control.

Australia will be one of the first markets to get the Peugeot 4008 compact SUV, but may be one of the last to get a diesel drivetrain.The lack of an auto in the Mitsubishi-based 4008 diesel range means the June launch will be only the petrol drivetrain. For now, that is.“We’d like to get a diesel 4008, but we’d prefer to have an automatic and there isn’t one available in the range,” Peugeot spokesperson Jaedene Hudson says.“It’s not worth it to bring a manual diesel because there’s no demand for it here in that class. We prefer to wait and bring the automatic drivetrain when it’s available.” She says there isn’t one on the immediate horizon, but we can expect more news in the near future.TECHNOLOGYWhile the 4007 it replaces is based on the Mitsubishi Outlander, the 4008 starts from the Mitsubishi ASX platform.Overseas markets choose from the two manual diesels and two petrols. It will go on sale here with the larger of the latter: a 2.0-litre four-cylinder developing 110kW of power and 197Nm of torque. Output is delivered to either the front or both axles via the choice of two transmissions: a five-speed manual or a six-speed CVT with manual mode and paddle-shifters on the steering wheel.It’s an economical little thing in every version, with official fuel figures ranging from 7.7L/100km for the 2WD manual and 7.9L for the AWD. The CVT is 0.2L more for each of the drive versions.A console dial switches the all-paw’s on-demand system between 2WD/4WD/Lock, with varying serves of torque being dished up to each axle as requested – from 85 per cent maximum at the front in 2WD to 82 per cent maximum at the rear in Lock.VALUEPricing will be announced closer to June, but the entry is likely to be sub-$30,000 – a critical level in a highly-competitive field, about $5000 below the outgoing 4007.Spec is yet to be finalised, but Peugeot says it will arrive in two trims: Active on all drivetrains and Allure on AWD only. Features will follow those already on the 3008 that arrived about 18 months ago with a decent helping of LEDs, auto lights and wipers, Bluetooth, parking sensors, cruise, climate control airconditioning, sunroof and 16-in alloys as standard fare. Upstairs can look for leather and heated seats, darkened privacy glass, 18-in wheels and a touchscreen satnav in the goodies bag.SAFETYIt should also echo the 3008’s five-star ANCAP crash rating, with seven airbags, stability and traction controls and anti-skid brakes with extra help for panic stops and to compensate for uneven loads.DESIGNIt’s a stunner. With the front a sculpture of lines and creases flowing back from the imminently-signature floating grille and onto the flanks, it’s got an air of motion even standing still.But the shapely nose gives you no clue of where the corners are from the driver’s seat, and the protection of parking sensors will be a must.The cabin turns the other chic with elegant contours and finely-judged amounts of accent in either metal or piano black finish. The seats are contoured and comfortable, and it seems every surface and shape has been carefully decided. It’s styled-up but not overdone, accessorised but not ghetto-blinged. In a word, it’s French.DRIVINGToo many offroader test drives never get off the road. Peugeot did this one proud, digging up some of the local scenery and sculpting it into a dirt fun-park, complete with steep – about 35 degree – slopes and a healthy layer of loose surface.The 4008 took it with ease, proving the approach, breakover and departure angles handy for weekend warfare, and the AWD system skilled at finding the right torque division between axles. At the finish we were hoping the darkening sky would open so we could give it another shot garnished with le mud. We’re betting it would have been just as unruffled.But to get to the great outdoors, most buyers will have to trek a great deal of highway, and we were concerned about the CVT drivetrain’s performance at higher speeds. A quick litmus test showed at 110km/h it still had more to give for overtaking, but some planning will be needed to tackle a long truck or tight joust with oncoming traffic.There’s serious windrush around the A-pillars, and despite Peugeot’s extra work on sound-deadening, you’re always aware of the CVT’s low mooing soundtrack, with the engine chorus at higher revs.The paddle shifters are beautifully shaped and positioned to invite the hand, but feel flimsy once you start flicking them to toggle gears – with the CVT system showing some run-on when you requested a lower cog for cornering on downhill slopes. The bends also produced a top-heavy sway at any enthusiastic speed.None of that will likely bother the mostly urban owners, and – superficial as we are – we still can’t help but love the 4008 for its looks alone.VERDICTIt’s a great prospect for dirt, less so for bitumen. But it will wow on any café strip, and we can’t wait to see a diesel join it here. 

Subaru has really kicked a goal with its new Impreza-based XV soft roader with sales going through the roof. It's like Outback/Liberty  a wagon (hatch) on stilts with semi off road add-ons and buyers are loving it.That could be as much to do with value pricing as much as with the car itself though it looks tough out in the street and is certainly the best looking model in Sooby's current line-up. You wouldn't know it but there was an XV in the previous model but nothing like this one.ENGINEThe new car ushers in a new generation 2.0-litre, naturally aspirated petrol boxer engine code named FB20. It is designed primarily for low emissions and fuel economy and passes the stringent Euro5 regulations.It's good for 110kW/196Nm output and a claimed 7.3-litres/100km on regular unleaded. Adding to fuel efficiency is model-wide adoption of auto stop/start for gains in the city.VALUEWe got hold of the base model XV2.0i manual and were impressed by the standard kit that includes a premium audio system, Bluetooth phone and audio streaming, auto aircon', cruise, a multi-function display, those funky black 17-inch alloys, rear view camera and hill start assist to name a few goodies.The XV rides higher than Impreza hatch on which it's based and has a more purposeful look around the edges and inside.INSIDELike the exterior, the interior is new and is a quantum leap forward for Subaru which favoured cheap, hard, plastic interiors until this car arrived. It looks almost European, is highly functional and practical as well as providing a higher level of comfort with plenty of soft contact points and storage compartments.SAFETYSafety is well addressed with the XV scoring a strong five star ANCAP rating that looks after pedestrians as well as occupants.THE DRIVEIt's quiet on the road due to extra sound deadening and better design in key areas and the suspension is compliant but controlled just what you want for a knock about, semi-off roader in this demanding environment.But the engine is so overgeared in the top three cogs it can be an embarrassment. It falls into a dead-duck torque hole that sees the 1390kg XV drop right off the pace often at precisely the wrong moment. You'll push the accelerator and sometimes not a lot happens. Flick back a gear same, flick back another gear and it's a little better but still not great.In its quest to optimise fuel economy, Subaru has over-geared the XV manual and pitched the torque peak too high at 4200rpm. Where XV manual drives you nuts the CVT "auto" is the opposite good.VERDICTWe want to like this car, no, we do like it but only the CVT model. Drive both, especially on the highway, and see for yourself.

Volvo is about to get extremely dirty with the offroad FMX truck.The tough truck has been developed by Volvo globally for work in the booming resources industry as well as construction, but most variants are built in Australia at Volvo's Brisbane plant with many local revisions.Volvo already sells an FM model, which is built for distribution.The FMX is based on the FM, as the name suggests, but has been optimized for off-road duty.Volvo Australia already has experience in this regard, having developed its own off-road conversions for some of its customers who were happy with an FM but wanted to take them off-road.Previously, a palm-oil operation in Papua New Guinea worked extensively with Volvo Truck Australia to modify the FM so it could perform better in the rigors of the rainforests. Several mining companies also ran the FM on dirt at its sites.Volvo in Sweden took on some of the lessons learned by Volvo Australia and its off-road FM modifications when it came to developing the FMX, including approach and departure angles.The FMX will be available in 6x4 and 8x4 configurations, both of which are made at Volvo Australia's plant in Queensland. A 6x6 version, which is shipped straight from Sweden, is also part of the line-up.A differential lock for optimum traction is fitted as standard to all FMX models, while tandem axles also feature differential locking between the axles. Depending on the specification, the FMX is capable of handling gross vehicle weights of up to 48 tonnes.There are two different engine options, the 10.8-litre D11 and the 12.8-litre D13. Both are in-line six-cylinders. The D11 is available with 306kW (410hp) and 1950Nm or 336kW (450hp) and 2150Nm.The D13 is available with 343kW (460hp) and 2300Nm, while a 373kW (500hp) and 2500Nm variant tops the engine line-up. Transmissions include a 14-speed manual and a Powertronic six-speed full automatic, but the most popular gearbox option is the i-Shift automated manual.This 12-speed unit has been tuned specially for off-road work in the FMX and is now able to detect the truck's load and then select the right gear for take off. The FMX has a range of upgrades over the standard FM to toughen it up and make it a more focused off-road worker.It is impossible to miss the FMX given its strikingly aggressive design. Volvo designers realized it wasn't enough for the FMX to be tough, it had to look tough too. The FMX front end is dominated by the unique rugged bumper that wraps around a steel bash plate. It's not all just about looks though as this three-part bumper has 3mm steel outer corners and a tough central tow hook rated to 25,000kg.There are also separate lenses for the high beam, low beam, parking lights and turn indicators, which can all be replaced individually in the field which also add to the rugged look. The FMX's air intake is mounted high above the side windows to keep out as must dust as possible while maintaining good rearward visibility.There is also an optional ladder that sits behind the cab, which allows the driver to check the load. It has been designed so the driver can step onto it from the cab, which means they don't have to step onto the ground, which is handy if it is muddy. A new ladder and grab handle has been designed for easier access and a new swing-step folds out at the bottom for safety.The 6x6 model also comes standard with heavy-duty engine protection and its special steel fuel tanks have been raised for better protection. Volvo Trucks Australia general manager, Gary Bone, explains it made sense for the company to build the FMX."In a lot of markets around the world we were modifying the FM product to move into extreme applications," he says. "The decision was then taken by the senior truck management to build a dedicated Volvo truck for the extreme applications our world can throw at us."