Off road

Mitsubishi has joined the crowd of medium SUVs offering two-wheel drive instead of four.Why drive all wheels when two will do? It's a trend driving one of the fastest-growing segments of the car market.Almost all the popular SUVs are available with two-wheel drive, saving drivers thousands of dollars compared with their all-wheel drive stablemates.The difference here is the Challenger started life as a serious 4WD with a low-range gearbox, a full chassis and off-road capability, unlike most of its rivals which came with single-range all-wheel drive and more car-like underpinnings.And the Challenger 2WD is propelled by the rear axle not the front as is the norm.But while eliminating the transfer case and front drive line saves $5000 and about 120kg, there is a compromise or two.Stability is similar to the 4WD on high-grip surfaces, but this five-door wagon's high centre of gravity and relatively rigid suspension make it skittish on loose gravel and slippery surfaces, where it is heavily reliant on traction control to maintain directional stability.Clearance is unchanged and more than enough, but don't let anyone tell you a rear-drive Challenger will go where the 4WD will go.It's not supposed to, but with high clearance, it will clamber around the bush and potter around the paddocks as long as conditions are dry. It also retains a 3-tonne towing capacity, the highest in its class.Unlike its rivals, the Challenger is diesel only. The 2.5-litre engine is responsive and flexible, although there is no escaping its diesel origins accompanied by plenty of fan noise under load. Output is 131kW and 400Nm in the manual, with the same power but 50Nm less torque in the automatic. Fuel use is 8.2 litres/100km in the five-speed manual and 9.6 litres/100km in the five-speed automatic, a drop or two less than the 4WD models.Within the Mitsubishi stable, the Challenger sits between the Outlander and the Pajero. It is based on the Triton, but with a smoother-riding multi-link coil rear suspension, although it feels more rigid to drive than most of its car-like rivals.Styling is clean and functional. It looks and feels compact, with a commanding driving position. The interior is car-like, albeit with a high floor and low-geared steering.There are two versions -- the $36,990 manual and the $39,490 automatic. Equipment includes front airbags, stability control, traction control, emergency brake assist, 16-inch alloy wheels, a steel spare, cruise control, trip computer, side-steps and a five year/130,000km warranty and roadside assistance plus a 10 year/160,000km powertrain warranty.weeklytimesnow

The Kuga make not make a scratch on the SUV segment.Ford could be throwing its belated Euro soft roader into the lions' den. Yes, you can add another vehicle into the overcrowded SUV segment; one that hit double figures in 2010, and now represents 12 percent of vehicle sales.But while the segment soars, Ford Australia is playing catch-up. While the company has enjoyed a diesel-led resurgence of its large Territory, its compact entry  for the past 11 years  has been the Escape.As the name suggests, many of us cannot get away fast enough from this US-market-driven, old-school softie. The Escape dates back to 2001, and when it finally surfaced after lengthy delays, the Subaru Forester, Toyota Rav4, and Honda CR-V already had a stranglehold.History has repeated with the Kuga; the German-built Escape replacement debuted globally in 2008. Four long years later, we finally get 200 cars a month with a turbo five-cylinder petrol, auto transmission and two trim choices.So long has been the wait that the updated Kuga -based on the current Focus platform rather than the superseded one, with more tech, and most likely a 2.0-litre diesel donk - will be here next year.There's no base model per se; the Kuga comes only in mid-spec Trend and top-shelf Titanium, keeping with Ford's notions of the Kuga representing a high-end alternative and ensuring the resale value of the late-gen imports remains stable. The Escape is kept alive for now as an entry level car.The Trend starts at $38,990, which includes 17-inch wheels, fog lights, roof rails, dual chrome-tipped exhaust, keyless start, cruise, a decent eight-speaker stereo with Bluetooth and voice activation, and five-star safety.Step up six grand, and the $44,990 Titanium model adds a panoramic glass roof, 18-inch wheels, leather trim, heated front seats, power adjustment on the drivers seat, auto headlights and wipers, and dual-zone air-con.Herein lies the biggest dilemma for the Kuga. In 2008, it would have been right up there. Now VW's Tiguan and Subaru's XV hold the cards in the world of tech warcraft. There's nothing new about the inline five-pot powerplant; the five-speed automatic tranny with a sports shifter is mildly dimwitted next to the likes of the Tiguan's DSG, and the Haldex on-demand system is nothing special.The rear of the car is held up by an independent control blade suspension; the rear bumper coming short of covering it up, as if to give traffic behind a peep up its skirt at this inclusion, and it works well with the excellent handling characteristics.However, it misses out on Ford's patented EPAS parallel-park-for-dummies system that automatically parks the car for you. The US Kuga, which has kept the Escape nameplate, has this feature, so we may get it. But not yet.More than a big bloated Focus, the Kuga's design manages to avoid the crossover car-on-stilts typecast with low skirting, a big glasshouse and wedge-like roof and shoulder line. Its quite a tall car, but big alloys fill the arches, while a nifty split tailgate with a flat-loading cargo floor and covering net make it easy to access.Rear legroom is tight, however, and the high sill line will impede the view of  kids. But that isn't this empty nester/young active couples target demographic. Tow capacity, which is strangely set at 750kg whether braked or unbraked, is poor. And a space saver underfloor is the only spare, which is simply not good enough on an SUV in this country.The Kuga has already been crashed into a few barriers at the ANCAP facility, and earned a five star rating for its intelligent protection system or cabin capsule, front, side and curtain airbags, ABS, EBD, BA, and traction and stability control (DSC) with Anti Rollover Mitigation, which will brake the front wheels and cut the engine if the balance starts to skew in the roof's favour.High expectations come with a long-anticipated car, particularly one based on the superbly set-up Focus. The Focus XR5's rorty little turbo five is detuned to produce 147 kW at 6000rpm in the Kuga, but gets the same 320NM from 1600rpm - 4000rpm to get its 1653kg bulk away with good push. Its lovely power steering cops rough-road kickback, but remains pointy and progressive.The ride is supple, despite the New Zealand-specced cars we tested on the hilly roads north of Auckland being fitted with larger 19-inch rims and thinner rubber, where we get 17s and 18s (our cars will have a softer ride and absorb some of the test cars' front-end reaction to uneven surfaces; corner entry will be less crisp).It sits low which also aids handing -- though the ride height of 188mm is far below the 220mm legs of its SUV brethren.  The AWD system got a short workout on gravel, running 90:10 in favour of the front wheels but progressing to a 50:50 split without noticeable hesitation.However, it was felt through a fog of active driver aids - the stability control is deactivated through the setup menu; and a task to turn off. It's a good steer with a quality feel; as good as the top runners in the class. But it doesn't set a new benchmark.

In an interesting move, Ford launched its new Kuga to the Australian motoring media at a major event in Auckland, New Zealand.

The next-gen Colorado will talk the torque for Holden in the four-wheel drive pick-up market.It still has a mountain to climb if it's going to knock the Toyota HiLux and Nissan Navara off the peak but the new model will give the Red Lion the tools to tackle a much bigger slice of the market.With 470Nm on tap from the 2.8-litre turbodiesel it has bragging rights only bettered by the Navara and a look that should find a place with tradies and families alike. Now all we need is the pricing .How much the Colorado costs is the key part of the equation — and it's one Holden won't answer until closer to the mid-year launch. Expect the 2.5-litre turbodiesel to undercut the existing 3.0-litre engine's starting price of $31,490 for the 4x2 single cab with tray and $34,490 for the same model with four-wheel drive.Holden is pitching the new Colorado as a lifestyle range and has fitted Bluetooth, a pair of 12-volt sockets and USB/iPod connectivity for the sound system.New, fuel-efficient turbodiesels will finally give Holden a point of difference from the Isuzu D-Max. The vehicles will still share the platform, much as Ford and Mazda do with the Ranger and BT-50, but the Colorado will be the only one with the 2.5-litre and 2.8-litre engines, fitted to two and four-wheel drive version of single, space and crew cabs.The smaller donk is matched to a five-speed manual and is good for 110kW/350Nm. That gives it an on-paper edge over the base Triton, Nissan Navara D22 and Ford Ranger. Step up to the 2.8-litre mill and there's a 132kW/440Nm with the manual gearbox or 470Nm with the six-speed automatic.This is not a macho, in-your-face design in the vein of the Ford Ranger and should have a broader appeal because of it. That fits, given Holden is pitching the Colorado as a lifestyle vehicle rather than a straight-up workhorse. The Holden design team worked on the styling and the slanted honeycomb grille gives the front end a bit of presence.It's a different story at the back — short of the badge and tail lamps, fleet managers are the only people who will pick one pick-up from another. The view inside is more SUV than work ute and the switchgear is easy to operate. The biggest criticism is the pair of 12-volt power sockets are both in the front — that won't please the device-carrying passengers in the back of the crew cab models.Holden says the Colorado will have "class-leading" safety.  Topping the ANCAP rating in this segment are the five-star Ford Ranger/Mazda BT-50 duo.The existing model is a three-star vehicle, so it will be a major step up in safety and again follows Holden's push to market the Colorado as a family friendly vehicle. Standard equipment includes ESP, front and curtain airbags and brakeforce distribution for the ABS anchors.It looks and sounds like a truck but drives like a big SUV. Holden is still finalising the suspension set-up but the evaluation test loop Carsguide undertook with the 2.8-litre models shows they're finessing a fairly competent package. Just as much work has gone in to the accessories, which range from a snorkel to a windowed canopy that secures the Colorado's role as a camping campaigner.Add in the fact the Colorado can tow up to 3.5 tonnes and it suddenly appeals to everyone from equestrians to boaties. Four-wheel drive models use a dial to select 2WD, 4WD and low-range 4WD and it wo rks well. The six-speed automatic is the pick with clean shifts, though there was a plume of diesel exhaust smoke on downshifts when some of the vehicles were travelling uphill.It only affected two of the seven Colorados . and they were test mules, so I'm giving Holden the benefit of the doubt until production units come on line. Corrugated gravel roads around Lake Eildon were dispatched without an interior rattle, squeak from the suspension or whiff of dust.The build quality looks good, espec ially for a pre-production vehicle and while there's plenty of grey plastic, especially in the rear of the crew cab, that's a common trait of vehicles in this class and makes cleaning that much easier after a weekend adventure.

The Polaris range of RZR (Razor) side-by-side vehicles are more capable than any SUV on the market and more fun than probably should be legal.Polaris is a big and fast-growing off-road vehicle manufacturer in northern USA which has been making great in-roads in Australia, even though their vehicles can't be driven on the road. But if you have somewhere private to drive them, they are the best fun you can have sitting down. Polaris has been introducing one new RZR vehicle each year since 2008, but this year they are adding the RZR 570 narrow-body single-cylinder model, plus an off-roader all the family can enjoy at the one time, the RZR XP 900.VALUEWhile ATVs can be imported without any duty, there is a 5 per cent impost on side-by-side vehicles. This seems strange as there is no Australian manufacturer to protect. The RZR 570 is the new adult-sized entry level model at $12,995. About the same price as some dirt bikes.At the top end of the fleet are the new XP 900 models that range from $23,495 for the Xtreme up to the XP 4 900 LE four-seater which is coming next month (MARCH!) but is yet to be confirmed on price. They also come with a two-year warranty with unlimited kilometres which is quite generous considering the bashing such off-road vehicles will no doubt encounter. Service intervals are also a generous 100 hours.TECHNOLOGYThe adult entry model has a 567cc single-cylinder, double-overhead-cam, fuel-injected engine, while the RZR XP 900 has a 875cc twin strong enough to carry four adults up most hills.To complement the new single-cylinder engine, the on-demand four-wheel-drive RZRs come with a new continuously variable transmission to keep the revs in the optimum power band so they don't lose momentum in sand, mud or on ascents.The all-wheel drive is an on-demand system with low and high range. It is switchable to two-wheel drive on the fly. Both have independent rear suspension with 22.9cm of travel on the 570 and a whopping 35.6cm on the 900.SAFETYThey come with seatbelts and roll-over protection cages and you can option them up with a roof, doors and even stereo systems. Brakes are huge discs more than enough to stop a car, let alone these lightweight buggies.DRIVINGPolaris drove to the middle of the Mojave Desert in California to demonstrate their large-capacity machines. The terrain here varies from rock-crawling over boulders to sharp gravel tracks and high-speed gritty sand trails with 1-1.5m whoops that can send an unsuspecting driver and machine into a cartwheel.Our mission was to drive 50km/h at high speed across this terrain to a tavern for a chilli-cheese-dog lunch, then back again without losing said lunch. These vehicles have conquered the Baja 1000 desert race, so this trip should be a breeze.At about 10km/h we come upon our first series of whoops which we don't see until the last second because the bright late-morning sun bleaches out the white sand. First reaction is to slam on the brakes and the vehicle responds with rapid deceleration.We still hit the first trench way too fast and brace for the expected crunch up front and corresponding bunny hop in the rear. Surprisingly, it dives in and out with few histrionics. Our Polaris instructor advises us not to back off. Hit the whoops at speed, he says.Bravely we attempt the next set without hitting the brakes and are astonished at how much better it handles the obstacle. Even a set of offset whoops that hit left and right at different intervals does not send the buggy into a corkscrew to hell. There is also little kickback in the power steering of the top-spec model.This is Baja racing for dummies. The four-seater scrapes over one whoop because of the longer wheelbase, while the two-seater clears it with no problems. At the end of our journey, even those ageing test drivers among us with bad backs have no complaints. The seats are comfortable and the passengers have not experienced one sideways head clash all day.VERDICTIf you have access to private land, ditch the expensive four-wheel drive and grab one of these buggies. The RZR XP 900 will be on show in the inaugural season of the Australian Rally Championship Side By Side Challenge this year.Ranger RZRPrice: $12,995 (570), $23,495 (XP 900), $24,995 (900 LE)Warranty: 2yrs, unlimited kmService: 100 hoursEngine: 570cc single (570), 875cc twin (900)Transmission: CVT, on-demand AWDBrakes: hydraulic discsFuel: 27.4L tankDry weight: 440kg (570), 539.8kg (900)

The dual-cab light-commercial ute is fast-becoming the 21st century's family wagon and just because it's got a tray, doesn't mean it's a hose-out workhorse.Although capable of plenty of hard yakka, the new Mazda BT-50. Mazda's BT-50 has often played the poor second cousin to its Ford Ranger twin and the segment's reigning monarch, Toyota's HiLux, but there's less reason for an inferiority complex now.We had all three recently back to back and it was a close run thing, with the BT-50 ending up in third but in a photo-finish.This is where the Mazda scores well - priced from $48,810 for the six-speed manual, the price rises to $50,810 for the same number of ratios without a clutch pedal - several thousand below the equivalent Ranger.The XTR model is not even the flagship (that's the GT, which is more likely to stand for Grunty Truck than Grand Touring or Gran Turismo) but it gets cruise control, Bluetooth phone link, dual-zone climate control, power windows and mirrors, side-steps, 17in alloys, front fog lights, three 12-volt outlets, a leather-wrapped gearshifter and steering wheel and satnav.There's a good-quality sound system with single-CD for the six-speakers to utilise, as well as USB and Bluetooth connections, with steering-wheel-mounted controls and a 5in LCD colour screen that also displays the satnav.The 3.2-litre in-line five-cylinder engine is chief among the technological highlights, packing 20 valves and an intercooled turbocharger - peak power is 147kW at 3000rpm and torque of 470Nm is on offer from 1750 and 2500rpm. The engine is fed by common-rail direct-injection system with a high-pressure fuel pump delivering fuel at 1800 bar (200 bar up on the outgoing engine) and piezo injectors.The five-cylinder engine - a first for something with a Mazda badge - claims a thirst of 9.2l/100km, which gives it an easy range in the realm of  850km from the 80-litre tank.  Running the six-speed auto is probably the better option, with the massive torque making it unlikely you'll missing swapping cogs yourself, such is the ability of the auto.If you want a traditional look to your LCV then Mazda is not the place to look - Mazda has gone where Mitsubishi did with the Triton. While it's kissing cousin the Ranger has adopted a squared-off traditional aesthetic, Mazda's load-lugger has taken the family look from the passenger car brigade and stretched it across the front of a big ute.Few seem to like it, but plenty don't - given the ads for the BT-50s hardly feature a vehicle without a bullbar and other accessories, I figure I'm not the only one who's not a fan. The cabin is less confronting, with more space than the outgoing car, particularly in the rear, which has been endowed with a more comfortable backrest angle.A five-star NCAP rating has been awarded to this workhorse - aside from the engineering work on crumple zones and crash performance, the BT-50 has six airbags dual front, front-side and full-length curtains), stability and traction control (with anti roll-over function) and trailer sway control.The trailer control system uses the same tricks as stability control (braking individual wheels and adjusting engine torque) to counteract any fish-tailing by a towed vehicle. The front seatbelts have pre-tensioners and load-limiters and all five seatbelts are lap-sash jobs. There's also a rear diff lock on offer for the 4WD models.These machines are wasted on tradies - anyone who stepped out of a 20-year-old work ute would be double-checking these things had a rear tray. The interior is comfortable and refined for the most part - the children did get a little grumpy at the ride in the back, as the tray wasn't weighed down with a lot, but at least there are proper side-steps for clambering in.Seat comfort is reasonably good, as is the cabin space - the driver has good fields of vision and is only let down by the absence of reach adjustment on the steering and rear drum brakes, which work fine but might be a little old-tech for some younger new car buyers. The pay off for the firmer ride than its Ford twin is crisper steering and better body control - where much of the segment resorts to leaning heavily and torturing front rubber, the Mazda feels more capable.It also shrinks around the driver to some extent, feeling smaller than the 5.3m length and 1.8m width listed in the specs sheet. Four-wheel drive can be engaged at speeds up to the state limit, with the back-up of a locking rear diff - although that's only going to be required when the going gets seriously rough, as there's no shortage of off-road ability with 237mm of ground clearance and an 800mm wading depth.The workhorse side of this vehicle offers decent capacity - the payload is over 1100kg and the maximum braked towing capacity is 3350kg, with old-school leaf springs under the rear.

Subaru will rattle some cages with the new XV compact Sports Utility Vehicle.Why? Because it has priced the angular, all wheel drive, dirt demon at roughly the same point as most of its competitors front wheel drive models.Faux-wheel-drives are all the rage in this class because people are buying basically a people mover with more attitude than a "mum bus." And simply, many buyers don't need or want all wheel drive capability. But they'd have it if it was "free."All three versions of the Sooby XV are all wheel drive, all have engine stop/start technology and all have some light weight components to aid fuel economy, particularly the CVT auto. The manual is a six speeder.HOW MUCH?Pricing starts at $28,490 for the XV 2.0i manual with Lineartronic CVT auto adding $2500. The L model adds dual zone climate control, satnav, electric sunroof sliding centre console and rear privacy glass for a $3500 premium while the leather equipped S model is another $2500 up the scale.UNDER THE BONNETThere's a new 2.0-litre, petrol, boxer, four cylinder engine in XV with 110kW/193Nm output. It features dual active valve control and is a long stroke design to optimise fuel economy and minimise emissions. It passes Euro 5 exhaust regulations. Engine internals are lightened and there's a timing chain instead of belt for longevity. Internal friction is reduced and the engine runs on regular 91 RON petrol.It does not have direct fuel injection nor auto decoupling ancillaries. That will come with the BRZ sports car later this year and presumably other Soobies later on.No diesel is available.WHAT YOU GETIt's broadly based on the new gen' Impreza but is actually a different car with a slightly shorter wheelbase and other detail differences. XV has an impressive 220mm ground clearance which leads the class and the all wheel drive system is constant 50/50 unlike the on-demand systems in its competitors.The auto stop/start system on all models both manual and CVT helps reduce fuel consumption in city driving. There's a new multi-function display in the middle of the dash which itself is a quantum leap in terms of materials, look and function compared to other Soobies. XV is a five seater with folding rear pews for more load space. The body and chassis structure is strengthened for rough roads and heavier than normal use.SAFETYLike all Soobies, XV has a five star crash rating thanks in part to its seven air bags and stability control system. All variants have reversing cameras and rugged new 17-inch alloys with robust tyres, wide field of vision and retractor pedals.FEATURESThere's plenty of kit inside with Bluetooth phone and audio, multi media connection box, comfortable seats, multiple storage areas, 12-volt plugs, a security blind, hill start assist, cargo hooks, remote central locking, cruise and plenty more.UNDERNEATHThe suspension is strut front and double wishbone rear. It has some STi technology and the dynamics have been locally calibrated to offer the best compromise between sporty on road and safe, comfortable rough road driving.THE DRIVEWe'd go for the CVT model every time because the manual falls readily into a torque hole delivering dull engine response. The CVT (with wheel paddles) flicks between "ratios" and masks any lack of response while also aiding fuel economy rated as low as 7.0-litres.100km.We were really impressed by theXV's dirt road ability and its level of comfort on a searching drive through Tassie's back blocks. It's smooth and quiet and can eat distance with minimal fatigue.But the manual is too slow, particularly when overtaking. The interior is a revelation compared with earlier Soobies. There's plenty of room inside and generous level of standard equipment. We even like the look of it better than the Impreza.VERDICTShould sell its socks off given the all wheel drive, stop/start, genuine soft road capabilities oh and super sharp pricing. We prefer the CVT.SUBARU XVPrice: from about $28,490Warranty: 3yrs/unlimited kmService: 6 months/12,500kmEngine: 2.0-litre, 4-cyl petrol boxer, 110kW/196NmTransmissions: 6-speed manual, CVT; AWDEconomy: 7L/100km (man) 7.3L/100km (CVT) CO2 168g/km (man) 168g/km (CVT)Safety: 7 airbags, stability control, ABSDimensions: 4450mm (L), 1780mm (W), 1615mm (H), 2635mm (W)Fuel: 60L tank, 90RONTurning Circle: 10.6mSuspension: independent McPherson struts (front), independent double wishbone (rear)Tyres: 225/55 R17 97V Yokohama GeolanderTowing: 1400kg (brakes), 750kg (unbraked)

SUBARU'S Impreza XV (remember that one?) is no more. Instead, and as early as from January, a revamped version of the compact crossover will be sold in Australia simply as the Subaru XV. Despite the dropping of the Impreza prefix, the new stand-alone XV retains very much of the small car's DNA, using the same platform and drivetrain, which includes stop-start technology.It's a cleaner design than the existing Impreza XV, itself still a `new' vehicle, and has new generation touches such as `hawk-eye' headlights and a wide hexagonal grille. In the family pecking order it will sit just below the Forester and set its sights on rivals such as Mitsubishi ASX, Hyundai ix35, Kia Sportage and Nissan Dualis.But unlike the opposition it will not offer a 2WD version. All models will run on Subaru's all-wheel-drive system.THE LINEUPXVs will come in three spec levels: 2.0i, 2.0i-L and 2.0i-S  all with soft-touch finishes, uprated instrumentation, new interiors and seven airbags. The 2.0i has a reversing camera, comprehensive multi-function display, cruise control, steering wheel-mounted paddle shifters for the CVT variants, Bluetooth connectivity and audio streaming, auto air-con and black roof rails.The 2.0-L adds an electric sunroof, dual-zone air-con, SatNav with SMS voice text and voice control, and rear privacy glass and the premium S model has the luxury of leather trim, eight-way adjustable driver's seat, heated front seats, alloy pedals, silver roof rails and HID Xenon headlightsPRACTICALITIESThe XV, at 220mm, has more ground clearance than most, which makes it easy to get in and out of and allows it adventurous owners to clamber over rough terrain. It's also quite sleek, with its roofline just 1615mm from the ground, making it more aerodynamic.It seats four, five at a squeeze, and there's generous head and legroom. But cargo room is a bit tight  even smaller than in the Impreza hatch. There's just 310litres of space if all seats are occupied. If the back ones are folded flat, cargo room increases more than three-fold.Outside, there's neat, thin plastic wheel-arch cladding, which one engineer described as `comparing sports shoe trim with a wet weather boot' in reference to the chunky cladding of some other brands. The XV also has a set of funky wheels: 17-inch machined black alloys. And the body colours include an in-your-face tangerine, which would probably make Dutch drivers delirious.TECHNOLOGYThe motor is the same 110kW/196Nm 2.0-litre as used in the new Impreza, which will arrive in Oz about two months after the XV, and transmission is a choice of six-speed manual or stepless CVT. The hi-tech' all-new boxer engine uses lots of light materials, variable valve timing and peripherals like electric power steering and a stop-start system to cut fuel use by around 20 per cent. Subaru says the XV will average 7.0 litres/100km, (7.3 for the manual) which will give it a cruising range of about 850km.DRIVINGWe drove an XV on Subaru's tight varied-surface track and also on its long, banked circuit at its secure proving grounds two hours from Tokyo. The stylish SUV runs on a MacStrut front and double-wishbone rear set-up, which, with the constant all-wheel-drive, gave it impressive handling.The body stayed flat at 150km/h on the banked circuit and on the tight course it easily absorbed the lumps and bumps, steered around the twisty bits sans dramatics and felt very much like an Impreza hatch with a better view. It's not the world's fastest machine, but gets along at a brisk-enough pace and we think most owners will agree with the maker's `fun to drive' claim.We like CVT and the Lineartronic version that Subaru uses has paddle shifts for folk who like to play at being Dean Herridges. In that mode it becomes a six-speed shifter. Bottom line is that CVT is super-smooth and super efficient. Trannie of the future, so get used to it.XV pricing has not been finalised, but Subaru expects the current Impreza XV's sales of about 80 a month to leap to about 500 a month when it becomes just XV in January.

This is what happens when SUVs go bad. Or good. A muscle car makeover has just transformed the best Jeep in generations into a hotrod rival to a bunch of family heavyweights including the BMW X5M, Mercedes-Benz ML63 AMG and even the Porsche Cayenne turbo.The Jeep Grand Cherokee SRT picks up the classy engineering and cabin quality of the regular models that arrived in Australia last year, then gives the package a giant thump with a 6.4-litre V8 engine, big wheels and brakes, and sports-tuned suspension.It's not going to be a cheap machine, from around $90,000, but the SRT badge gives a Jeep just as much credibility for potential buyers as an M tag or AMG label in the BMW and Benz world.Downsides? The new SRT hauler is a little slower than the previous model, just as thirsty, and is not going to cash-in the savings that Chrysler Jeep Australia is delivering on other new models coming downunder.But the Nascar-style exhaust thunder from the ultimate Grand Cherokee will be more than enough compensation for some people.There are a surprising number of SUV muscle cars in Australia, since people with Porsches and Ferraris also need something more family friendly to fill their garage. The benchmarks are the X5 M and ML63, both in the $150,000-plus range, and that makes the Jeep SRT look like a bargain. Then again, they are from two of the best luxury brands in the business, just like the Cayenne Turbo from a whacking $248,600.So the SRT needs to be compared with the luxury stars, not a regular Grand Cherokee from $45,000. That makes it look pretty good, with everything from classy leather trim in an upscale cabin to climate control and beefy bodywork.The previous SRT didn't do particularly well in Australia, but that was probably down more to the base car than the upgrading."We think the new model will have wider appeal, based on the refinement of the Grand Cherokee overall. It's the same as the current Laredo and Limited, which are far more popular," says Dean Bonthorne of Chrysler Jeep Australia.Everything is new on the SRT8, starting with the body. That means more space and comfort inside, a better chassis with improved suspension - with switchable active ride - and all the latest safety gear including a knee airbag for the driver.The heart of the car is a 6.4-litre Hemi V8, up from the previous 5.7 and now with 344 kiloWatts and 624 Newton-metres. But there are only five gears in the automatic and the overall gearing is unchanged, which means slightly less go with an extra 150 kilograms to haul around.Chrysler says the SRT8 will still belt to 100km/h in less than five seconds, a mark we could not match in Nevada, but there is cylinder deactivation to improve the efficiency of the engien even though it still only managed 14.1 litres/100km and CO2 emissions of 328 grams/ kilometre.Oh, and there are now crawler gears, despite the off-road credentials of the Jeep brand. Not that an SRT8 owner is ever likely to head into the bush . . .For me, the best thing about the SRT8 is the beautifully sculpted bonnet, with twin scoops to tell the world what's happening in the engine room. The overall shape and soft-touch cabin - which is a massive improvement across the Grand Cherokee range - are much as before, including a driver's side rear-vision mirror that needs to be bigger.The SRT upgrade is predictable stuff, from the deeper front spoiler with blacked-out air intake to the 20-inch alloys, Pirelli tyres and six-piston front brake calipers. The look is tough but still restrained, even for the blacked-out big- bore exhausts.There is no ANCAP ruling on the Grand Cherokee, by Bonthorne says the Grand Cherokee have received the equivalent of a five-star ranking in the USA and the car is a top safety pick by the National Highway Traffic Safety Administration.The Grand Cherokee, like a lot of models developed when Chrysler was partnered with Daimler, gets a lot of Mercedes-Benz safety gear from impressive ESP stability control to blind-spot monitoring. There are a total of seven airbags, a rear-view camera, and even what Chrysler calls an enhanced accident response system - which turns on the interior lights, unlocks the doors, hits the hazard flashers and shuts off the engine and fuel in an impact where the airbags are triggered.The Grand Cherokee SRT8 makes an immediate impact, even in Sin City. There are lots of upscale cars in Las Vegas, and we spot a Lamborghini Gallardo Spider and Rolls-Royce Phantom in less than 30 minutes, but the Jeep easily holds its own. And when we head out towards the desert for some private picture work, the Nascar rumble from the 6.4 brings plenty of smiles.More smiles are provided by the comfy-yet-supportive leather buckets, the punchy sound system and aircon that copes easily with any conditions. It's the same with the roomier new back seat and a cabin that's well designed and screwed together so there are no squeaks or rattles - or any hint of future trouble.The stopwatch says the SRT8 is a few ticks slower than the previous model but it's not something you really notice, even if the upcoming ML63 has Benz's monster 5.5 twin-turbo V8 - a big advance for the ML that we need to trial at home for a serious score - and the Cayenne Turbo has a belter 4.8 V8 that will whack the Jeep. It's more like the Range Rover Sport, although not as hunkered-down and grippy for cornering work.It rolls along smoothy with little tyre or wind roar, and when you hit the go pedal it does. The cornering grip is good, either in the standard or Sport setting for the suspension, although it rocks and rolls a bit as you'd expect from a big and very heavy SUV. It also stops very well.The steering feel is not great, and I think the flagship Grand Cherokee needs a bigger colour display in the dash. It also gets very thirsty if you want to play.But the SRT8 cashes-in the quality of the Grand Cherokee update last year and it ticks the boxes for someone who wants an SUV with the sort of punch and packaging you get from Holden Special Vehicles or Ford Performance Vehicles.The SRT8 is not really a rival to the ML or X5, let alone the Porsche turbo, but it's a solid choice for anyone who wants a family SUV with real punch - and doesn't have an unlimited budget.A solid performance upgrade on the impressive new Grand Cherokee means another winner from Jeep.

Deep in Siberia earlier this year a group of scientists gathered to study the yeti, the legendary humanoid creature also known as bigfoot or abominable snowman.The region around Tashtagol, more than 3000km east of Moscow, has had a spate of sightings. After finding tracks and other evidence, the scientists declared themselves 95 per cent certain it existed. Cynics, of course, say it was all a publicity stunt for the tourism-starved region and the yeti is as real as the Loch Ness monster. A few weeks later, deep in the Northern Territory, a little off-roader called the Skoda Yeti is making tracks of its own. Witnesses say a dozen Yetis meandered along the Finke River, leaving deep ruts in the sand, before settling into a makeshift camp where lots of beer was drunk.Cynics, of course, say it was all a publicity stunt to prove to Australians that Skoda exists. Now, I'm not a scientist, but I can see the problem. There have been increasing reports of sightings during the past three years, but the evidence for Skoda's existence here is thin.Some motorists are only 95 per cent certain. The beast may or may not be imaginary, but the Yeti SUV should be the car that confirms the Czech brand means business. Executives say it will be Skoda's most important model and, with sales expectations of up to 300 a month, we'll soon notice them.  Truth is, the Yeti car has nothing to do with the shaggy troglodyte and seems to be another victim of Skoda's random naming strategy. This has given us the Octavia, Roomster and Superb.Anyone detect a theme here? Skoda's other SUV is the Scout, really an Octavia in desert boots with half a foot in the traditional station wagon segment. In engineering terms, the Yeti is related to that car, but where the Scout straddles, the Yeti jumps feet-first into the bunfight for compact SUV buyers.In the minds of marketers, these are tanned 20-something couples setting off on life's journey with mountain bikes and smiles. In reality, everyone must be buying them because they are the only type of vehicle with a sales graph pointing north.Most brands already have at least one, and the Yeti joins two dozen rivals to compete for about 110,000 buyers this year.VALUEOnly the two smallest categories of car sell more. That suggests the Yeti is in the right place. At 4.2m long, it's one of the smallest SUVs you can buy: shorter than a Mitsubishi ASX or Nissan Dualis and shorter than the upcoming Subaru XV.With a tiny 1.2-litre turbocharged petrol engine, the 77TSI is the other bookend of the Yeti range. From $26,290, it goes against the entry-level Japanese on price, and if it goes to form, four out of 10 Yeti buyers will save money and forget their offroad ambitions. Despite what the scientists in Siberia found, there's nothing to see out in them thar woods.DESIGNIts upright shape means interior space doesn't suffer, with plenty of headroom, while the rear has taken the marketing cliché and gone nuts, with seats that fold, flip, slide or can be removed so that even the most awkward snowboard or baby seat can fit. If the centre section is taken out, the outboard seats can be relocated more centrally. There's probably a good use for that, but I'm struggling to imagine what it is.The cabin turns plain into a virtue, lightened here and there by shiny details and soft materials. For the cargo space, the tailgate opens high enough to stand under unless you're indecently tall, and they are hooks and tie-downs to secure at least 310 litres of stuff with all the rear seats in place.It could be deeper, and probably is in some markets, but for Australia, Skoda has fitted a false floor with a space-saver spare below. Like many new small cars, the design cribs from Mini. In this case it's the Mini's colour-contrasting flat roof.The cabin glass appears to wrap around the rear thanks to blacked-out pillars and, although that's a visual trick, it contributes to a successful design. It's pleasing to see a car that bucks the trend towards high beltlines and shallow glass relative to the body sides for some old-fashioned SUV proportions. At the same time, the Yeti looks nothing like a normal offroader.SAFETYSkoda was keen to demonstrate that it's not all hat and no cattle either, hence the excursion to Finke River. A check of the spec sheet suggests the Yeti has some bush credentials, with underbody protection and a Haldex all-wheel-drive system that heavily prioritises the fronts until they slip, when up to 90 per cent can be directed to the rears.The rear axle has its own limited slip differential and individual wheels can be braked to stop them spinning. Specialised offroad software, such as hill descent control, is available in an optioned bundle. Not many compact SUVs come with all this.TECHNOLOGYBefore we get to the national park there's 120km of tarmac, very little traffic and Territory speed limits to exploit. The diesel engine in this 103TDI has been shared by many brands in the Volkswagen group and holds no surprises.It is easily powerful enough to get this 1.3-tonner to 130km/h and keep it there in a relaxed manner. It isn't quick, of course, at 9.9 seconds to 100km/h, but economy of 6.2 litres is some compensation. Those figures are for the manual, and the double-clutch DSG auto isn't as good on either count.DRIVINGOn the highway, the ride and refinement are acceptable, although with quite a lot of tyre noise on a coarse surface. The steering feels vague and handling has all the vices you would expect of a tall, boxy device.But at least it's not pretending to be a sportscar, like most SUVs seem to do. There's honesty to the way it goes about its business. It's the same offroad. The Finke River trail to Boggy Hole runs along the riverbed much of the way.There are large stones, water crossings and long stretches of soft sand. LandCruisers have trouble here. Too slow in the sandy sections and you'll get bogged. The double-clutch automatic isn't the first choice of outback adventurers and, left to its own devices, it doesn't work well.The manual felt more assured. It wasn't long before a tricky section caught out a Yeti, and if the one in front gets stuck, it slows everyone, bogging them too. Once they are grounded underneath, they are like upside-down turtles. The Yeti's relatively low clearance is a drawback here.With a little help from the offroad toolkit carried by a Volkswagen Amarok support vehicle, though, everyone got through. There was little damage except to tyres. Skoda says the car is robust, and it stood up to the test. If its limits were explored as an offroader, it wasn't just about the car. Since the Yeti is not ideally equipped for bush-bashing, the margins for driver error are smaller than they would be in a full-strength four-wheel drive.The return journey was less problematic, at least partly because everyone was more aware of the car's limits. With sufficient skill, and only a small fleet of support vehicles, you could go quite a long way in a Yeti.VERDICTIt could take Skoda a long way too, on to many shopping lists for the first time. The diesel all-wheel-drive version is only half the story. Like most compact SUVs, the Yeti also comes with front-wheel-drive only, as yet undriven.