Off road

The Stuntbusters team puts the question onto wheels as Vanessa tests the limit for off-road climbs.

The Toyota FJ Cruiser is very PC. By which we mean Personnel Carrier - not armoured perhaps, but a swivelling machinegun mount wouldn't look out of place on the roof.There's a military flavour to the design, which Toyota says takes its cues from the original J40/FJ40 seen here first on the Snowy River Scheme in the 1960s - and in one or two war zones -- but the new one looks more like the result of a one-night stand with Hummer.Luckily, whatever you think of the retro-brute styling, underneath it is a reasonably practical vehicle that has bypassed the techno-trizz bin but done a bit of staple shopping in Toyota's off-road parts aisle.VALUEAvailable only in one spec at $44,990, the FJ Cruiser has all the usual basic electric equipment, plus a six-stacker CD player with iPod, USB and Bluetooth. connectivity, and a rear-view camera and parking sensors.The price makes it the entry point to Toyota dual-range 4WD wagons, with the Landcruiser well above it at around $65,140 - although there's a Prado at the FJ's price with constant 4WD.But if you're looking for a two-stage transfer case, you can get one in a Suzuki Grand Vitara V6 petrol at $40,490, or a Subaru Forester 2.0D at the same price if you'd prefer diesel - although with a manual transmission.And starting at $43,900 there's also a few dual-range choices among the Mitsubishi Challenger turbodiesels with either a manual or a five-speed sports auto.TECHNOLOGYThe FJ Cruiser sits on a shortened version of the Landcruiser Prado platform, and has used the same 4.0-litre V6 petrol engine five-speed automatic transmission, with real offroad potential coming from a two-speed transfer case and a lockable rear differential - which get separate switches.The engine develops 200kW of power at 5600rpm and a pretty hefty 380Nm of torque at a pretty high 4000rpm, but with 310Nm available from 1200rpm.The official combined fuel economy is 11.4L/100km, but we couldn't get within cooee of that except on a highway run, and ended up with just on 18L/100km in a mixture of urban, inner-city and country driving with a very brief offroad taste.DESIGNThe FJ Cruiser draws on the original design with retro styling in the upright glass windscreen - wide and shallow enough to need three wipers -- wraparound rear windows, mesh grille with Toyota spelled out, round headlights and bluff high nose.The interior has a similar flavour, with the squared-off lines of the centre stack, big easy-to-read gauges - with outside temperature, compass direction and pitch and yaw -- and the hose-out feel of the rubber floor.The driver gets height adjustment and the front row has ample legroom. Suicide rear half-doors give easy enough access to the rear seat, but there's not a lot of room back there. Kids will probably love the novelty factor and the high position, but adults will feel cramped.There's scope to head offroad in the decent ground clearance on the thick rubber and 17-in wheels, and the short front and rear overhangs will help approach and departure angles for gullies and creeks. But a 20kg load limit on the front chassis rails will stymie those who want to fit a bulbar or winch there.SAFETYIt hasn't been crash-tested here yet, but the Prado to which it's loosely related got four stars in 2003 for the VX with six airbags, and more recently a full five stars for models with more safety equipment - and more airbags.The FJ Cruiser is back to six bags, plus active headrests on the front seats, and has traction and stability controls, anti-lock brakes with brake assist for extra effort in emergency stops and brakeforce distribution to counter uneven vehicle loading.Visibility is good except for towards the rear, which -- with the rear-mounted full-sized spare -- is so poor as to be almost blind. The rearview camera and rear parking sensors help in that direction, but those who still like to add a head-swivelling human check to the electronic aids will be frustrated.DRIVINGFirst of all there's the attention you'll get in the FJ. People will either love it or hate it, but either way they'll all notice it - so you'll have to get comfortable with that.Until then, you'll at least be comfortable with the drive. Whether you're on the road or off, the ride quality is brilliant. Part of the reason behind that will be the 100,000km+ of testing to tune the suspension for Australia.The steering was done in the same program but has still ended up with less connection and communication than we'd like on the road - although it works well enough to get the vehicle around at urban speeds and for parking.Except for those who wait in vain for a diesel to join the range, few could complain about with the V6 engine's smoothness and strength. With close to 2-tonne to push around, the FJ isn't spritely off the mark but there's plenty of effort on tap for hills and overtaking.And in a brief paddock and gully foray, it's proved to have enough torque and decent design for fairly tough crawls, with the low range and traction control working well and the short overhangs avoiding contact through deep washouts. And after recently returning a HiLux press vehicle with an offroad audit trail on the paintwork, we were pleased to try and erase some of the blot on our reputation with this one.VERDICTSome people will want the diesel or manual it doesn't have, but for those who will occasionally need the low range to go offroad but won't ever need hard-core factors, the FJ Cruiser offers styling that stands out from the crowd.

Former Prime Minister John Howard knew what it was like at the summit.Like any peak in geography or commerce, the top is lonely, cold and the footing is treacherous. Add to that the hundreds of voracious rivals biting at your ankles to prove that winning does have its price.Like John Howard, Toyota's Hilux has stood at the top of an Australia mountain for decades. The ute mountain. Almost 700,000 have been sold here since 1968 and more than half were 4WDs.Unlike John Howard, Toyota has regularly visited the make-over artist for a new look and it's this refreshment that has kept the Hilux the market winner.New for 2011 is a sheet metal exercise for the nose and extras for the cabin. Not much, really. But maybe it won't take much to stay ahead.VALUEIf there's one complaint about the Hilux it's the constant whinging by buyers about the price. Most say it's too expensive. Perhaps the rivals are too cheap. Regardless, at $53,490 the SR5 dual-cab 4WD turbo-diesel automatic doesn't look cheap but for 2011 comes with a heap of extras and a $2200 price reduction on the 2010 model.The upgraded features includes a beaut touch-screen audio and sat-nav unit; Bluetooth; auto climate aircon; six airbags; and electronic stability control. It's not cheap - though what is? - but resale is strong.DESIGNForgetting the Holden and Ford car-based utes for a moment, the Japanese-bred workhorse versions are becoming so stylish even your wife will drive one. Maybe. All look good in the driveway and the Hilux doesn't disappoint with a family grille - resembling the Kluger - prominent enough to mark it as a new model.The rest of the ute is as before though the cabin has a more  upmarket feel, the touch-screen audio looks almost luxurious; and the practicality remains. But the tail gate is still to heavy compared with many rivals and the manual operation of the low-range transfer case is old hat.TECHNOLOGYThe drivetrain is a carry over from 2010 which is actually date-stamped 2005. It will be another four years before a really new Hilux appears. But though it all sounds oldfashioned, the SR5 will easily hold its head high among the newcomers. The 126kW/343Nm 3-litre  diesel looks down on power compared with others but that doesn't transfer to on and off-road feel.The auto is a five-speed unit and together with the diesel, Toyota claims 9.3 L/100km for the 4WD. Suspension is simple wishbones at the front and leaf springs out back, with front disc brakes and rear drums.SAFETYYes, the SR5 gets ESC, traction control, brake assist and brakeforce distribution plus six airbags. But it is the only Hilux model to get these safety features as standard. They are o ptional on some other versions. The Hilux has a four-star crash rating which compares, for example, with the five-star result for the Ford Ranger and Mazda BT-50.DRIVINGLike most 4WD utes, the Hilux diesel works as an automatic. The box picks up the best shift points and that extends to working perfectly in sand. I trundled the Hilux down a distant beach and, with the tyres down to 12psi, confidently but slowly paddled around the bay's foreshore. It's still a very good engine - despite the co mpetition - and gearbox, but an electric transfer case would make life easier.The manual shift is stiff to the point of rigid, awkward and imprecise. Cabin comfort is good - but the engine isn't quiet, notably when accelerating - while room is on par with most but down on rear seat legroom on the Ranger/Mazda pair. Typical of the genre, the turning circle is wide and the steering wheel feel is vague while braking power is just adequate. Simple suspension works prfectly with excellent rear wheel  travel to maximise traction.VERDICTYes, it's just a makeover and there's a long way to go before an all-new model but the Hilux remains extremely competent and competitive.

The LandCruiser is as much a part of the rural uniform as an Akubra. In just about any town with proximity to paddocks, you'll see 'Cruisers crawling the streets in a lineage that sometimes stretches back to their 1960s origins.They've gained a reputation for offering a combination of offroad ability and onroad comfort that has made them the wheels of choice out there. And they clamber over the competition in the sales charts, repeatedly beating the nearest rivals who aim to offer the same 'bush and blacktop' blend.VALUEThe LandCruiser tested here in V8 turbodiesel Altitude spec will set you back from $90,440 --  not cheap.It's about $2800 more than the same drivetrain in the GXL on which it's based. For that extra ask, it adds in quite a bit of upmarket kit from the top-spec Sahara version, including 18-in wheels, leather touches on the shifter and seats, powered front pews, and a colour touchscreen satnav/audio system with four-disc CD stacker, MP3 and Bluetooth.The Cruiser gives you eight seats, an astonishing 650Nm of torque and towing capacity of 3500kg. Its only real offroad rival in the large SUV class is the Nissan Patrol - although if you step into the luxury SUV section there's the Merc G-Class, but at more than twice the price.The Patrol is more affordable at $72,690 for the Ti with a capable 3.0-litre turbodiesel and dual-range 4WD - along with leather and quite a few luxury features -- but with one less seat, only 354Nm of torque and a similarly lower tow of 2500kg.Cherry-picking the tougher contenders out of the medium SUV class puts you in the turbodiesel Mitsubishi Pajero Exceed for $77,690, which gets you back up to 441Nm and a tow rating of 3000kg. It also seats seven, but it's going to feel a bit snugger than the Patrol if you fill every seat.And still with a big fan club is the turbodiesel Jeep Grand Cherokee, which in Overland spec at $69,500 gives you a whopping  550Nm with the five-speed sports auto, and 3500kg of towing capacity, but only seats five. But it comes with a heritage and -- even if it doesn't quite live up to every bit of the legend these days - people still love it.TECHNOLOGYUnder the bonnet is a 4.5-litre twin-turbo V8, developing 195kW of power at 3400rpm and the 650Nm of torque from a low 1600-2600rpm, with the drive going to all four corners via a six-speed automatic transmission with 'manumatic' shifting.Those are the kinds of numbers that bring smiles to a lot of faces, but they'll broaden into big bright grins at the mention of the 10.3L/100km fuel economy.  It might start as a smirk of disbelief at that official figure - which we didn't manage to achieve - but the 16.2L we finished with in a mix of highway running, city jousting and dirt crawling showed the engine is pretty efficient for its size.While the LandCruiser has constant four-wheel drive, it also has high and low ranges that use a Torsen limited-slip diff -- selected electronically using a dash-mounted switch -- and crawl controls for up and down steep hills.Unfortunately, the Altitude is one of the few LandCruisers that doesn't get as standard kit the Aussie-developed Kinetic Dynamic Suspension System -- which limits body roll with coupled hydraulic cylinders on the stabiliser bars, and uncouples the cylinders to allow full suspension travel in offroad crawling. You can have the KDSS added as an option, but it will set you back another $3250.SAFETYIt gets a four-star crash rating, and is fitted with eight airbags, ant-skid brakes with brake assist for emergency stops and brakeforce distribution to counter uneven load weighting, plus stability and traction controls.DESIGNThe LandCruiser's looks send a serious muscle message, starting with the hefty grille and its outright size. It's long, big and tall, with good ground clearance, and that means you have to climb up into it. But once you get there, you'll find acres of room for the first two rows, with the split-fold second row having slide adjustment for extra leg room.Even the side-mounted third row pews are more or less workable - although adults wouldn't like to be there for a long trip. Some buyers will look at it as being perfect for the weekend school soccer circuit, and to some extent that's a shame because this is not an ideal vehicle for town life.DRIVINGWe felt awkward driving the LandCruiser in the city, and wanted to slap a pony club sticker on the rear bumper so people would think we'd just blown in from the bush.It bullies its way through lane changes and narrow streets, is a trial in low-roofed underground carparks - and threatens to block out the neighbours' sun if you do manage to find a spot for it outside.Admittedly, it's smooth and quiet enough to not invoke any council noise regulations, and manages corners and roundabouts very well for something of its size, although there's a considerable amount of body roll with the standard suspension.But on the highway and into the dirt it really comes into its own, giving you a comfortable ride no matter what you throw it at: scrub, fire trails and creek crossings all vanish into the rearvision mirror with never a falter.We didn't get the chance to tow anything, but with 3500kg braked capacity it would have hauled anything in our sights. boat, horse trailer, caravan or camper. Hell, you could probably stick a wheel under each corner of your house and do a bit of relocation.VERDICTIt's the perfect vehicle for carry a troop in comfort around the country, towing big loads and getting far off the beaten track. Just keep it outside the city limits unless you're picking up the month's supplies.

Echoing the design path of the Volvo XC70, Subaru Outback and Skoda Octavia Scout, the world number two manufacturer launches its Volkswagen Passat Alltrack mid-2012 as a versatile wagon that's also a competent soft-roader.VW says Alltrack is aimed at broadening the customer base of the popular Passat wagon. It's built on the all-wheel drive platform which gives it flexibility in varying road conditions.A VW spokesman said "There's no doubt there's a market for this type of vehicle. Volkswagen sees buyer interest there and just wants a bit of the action." For us, offering it with a diesel engine and DSG auto transmission gives it an edge that some rivals can't match."Alltrack made its international debut at the recent Tokyo motor show. It is based on the same AWD platform as the existing Passat 4Motion V6-engined wagon.That includes the latest Haldex AWD system now used in the Volkswagen Tiguan SUV. The Passat 4Motion is designed for on-road applications with its drive system the best way of putting 220kW to the ground.In the Alltrack, the focus is on all-road applications. It is expected that the Alltrack will use a 2.0-litre, 125kW turbo-diesel engine. Pricing will be unveiled closer to the launch date but it will be cheaper than the $57,990 of the Passat 4Motion wagon and more than the existing front-drive $45,990 2.0-litre diesel version.Volkswagen may be keen to match it up against the Subaru Outback diesel (from $40,990 as a manual only) and its own Skoda Octavia Scout diesel auto that costs from $39,990. The Volvo XC70 diesel auto is from $63,450.

This is the "it" car of 2012 for sure. Jennifer Hawkins picks up her Range Rover Evoque this week and punters have been lining up at dealers to plonk down their money.This is the new Land Rover Range Rover in distilled form and in this case small doesn't make it a lesser vehicle. It will go almost anywhere in comfort and style, has great on and off-road manners and is crammed with luxury goodies. An extensive options list allows buyers to virtually "custom make" the Evoque of their choice with budget being the only limiting factor.THE LINE-UPTwo body types are available, three door coupe and five door wagon in Pure, Prestige and Dynamics grades. Currently, all have 4x4 transmission but a front wheel drive will be available early next year.STYLEEvoque springs from the LRX concept and is infact extremely close in overall design and appearance. Evoque embodies Range Rover family heritage styling with its clamshell bonnet and "floating" roof. The interior is text book Range Rover but smaller. It has the same ambience as the larger model.POWERTRAINSThree engines are available. In Evoque TD4 and SD4 it's a four pot 2.2-litre turbodiesel with 110kw/400Nm and  140kW/400Nm respectively. They are the same as in Freelander and come with a six-speed manual or optional six speed paddle shift auto from Japanese manufacturer Aisin.The petrol is a 2.0-litre turbo with direct injection shared with Ford Mondeo, Volvo and soon Falcon. It's good for 177kW/340Nm and features a clever sheet metal turbo housing and exhaust manifold that virtually eliminates lag.Best fuel economy comes from the TD4 coupe and wagon at 5.7-litres/100km. Both diesel enjoy a luxury car tax-break because they use less than 7.0-litres/100km.THE RIDEEvoque engineers have been able to do wonders with a relatively simple strut and coil spring suspension that provides an excellent compromise between comfort and sporty dynamics. The rigid chassis forms a solid platform for the vehicle's underpinnings. Large wheels and tyres give impressive grip and an optional Dynamic Package includes magnetic adaptive suspension for a step up in handling (and looks).TECHNOLOGYEvoque boasts the latest in media connectivity including Bluetooth phone and audio streaming. A eight inch centre touch screen controls many functions including dual view which allows the driver and passenger to look at completely different content at the same time.Terrain Response offers four modes of off road and on road driving at the turn of a dial. It has hill descent control and numerous other electronic traction and drive aids.THE DRIVEImpressive ... feels like a sports car in the coupe turbo petrol model. The diesels are similarly impressive but no quite as quick. They offer strident torque and excellent fuel economy and are virtually inaudible on the highway.We sampled a few versions but none with the magnetic adaptive ride. Can't see why you'd bother really. The petrol has an exhaust note generator for aural appreciation. All versions feel good to drive and there's even adequate room in the rear seat of the three door coupe (the best looker).Off road capability is surprisingly good for what is essentially a soft roader without low range. Doesn't really need it as we found out driving up a half metre deep creek then up the muddy bank.PRACTICALITIESRoomy inside for four, five at a pinch. Load space is adequate, expandable if you fold the rear seats. The temporary spare will let you limp home (maybe).PRICESThe TD4 manual five door Pure starts at $53,395. The two wheel drive will be from $49,995 when it arrives.VERDICTYes please. Difficult call between the diesel and petrol. Would go with an auto -in red with a contrast white roof please.

Living in a consumer-driven nation is Nirvana for those who are stress-free enough to dream and actually have the money to afford the dream.It has created an industry of dream makers - manufacturers who will, at a price, make you anything you want. And if you've ever yearned for more power for Subaru's perpetual Forester, you can stop dreaming.The S-Edition is the offspring that resulted after a one-night stand between a Forester and Subaru's performance arm, STI. It gets a massaged turbocharged engine and STI-inspired extras inside and out but retains the practicality and spacious cabin that have fortified Forester through a barrage of attacks by newcomers.VALUESleeping with STI isn't cheap. The Forester S-Edition is based on the XT Premium model but costs $5500 more because of the more highly-tuned engine, the five-speed automatic transmission (why don't all Subaru Imprezas get this?), a leather and Alcantara mix for the upholstery and a few other bits and bobs.Pretty much everything else is from the XT Premium's goody list, such as the huge sunroof, leather trim and top-notch radio/sat-nav system. But while it's comparative in price to similarly equipped rivals, the Forester doesn't look as stylish and the $50,990 doesn't translate into metal.DESIGNThis is where it all goes a bit wonky. The Forester is a very practical wagon that isn't made in Germany only because Subaru created the shape first. It's based on the time-old line drawing of two boxes - one big, one small - backed into each other and while some of us admire the pragmatic sketch, it's not stylish.It's also been around for a while. Against the Volkswagen Tiguan, Kia Sportage and Hyundai ix35 for example, it's dated. Effective, but dated. That aside, it has a lot of clever family-friendly features.I love the flexibility of the cabin - there's flip-up cupholders in the rear seat cushion, remote levers for lowering the back seat, and the back seats are higher than the front so kids have a clear view out the side windows.TECHNOLOGYSTI has either breathed more mumbo into the 2.5-litre turbo-petrol from the XT Premium or detuned the WRX engine. Regardless, it's the hottest box on the Subaru block with 193kW/347Nm, a jump from the XT's 169kW/320Nm. Yet fuel consumption is identical at 10.5 litres/100km average.Best news is the five-speed automatic from the Liberty. This is the only Forester with this box and Subaru goes the extra distance by equipping the S-Edition with paddle shifters on the steering wheel column. Cool.The rest is constant all-wheel drive, MacPherson struts at the front and double wishbones at the back. The S-Edition tightens up the screws in the suspension for flatter cornering and this means it misses out on the self-levelling rear end that's a feature of its sisters.SAFETYFive-star crash rating, electronic stability control, six airbags and lots more little nanny aids in the electronics all make this one safe little truck. The high seat height is arguably a potential safety feature, as is the full-size spare tyre.DRIVINGThis was driven back to back with the normally-aspirated 2.5-litre XS model with the four-speed auto. Pointless me talking about which I prefer. The S-Edition has a delightful linear bottom end that gets a kick about 3200rpm as the turbo becomes fully awake. It is, in fact, two engines.Drive it smooth and you'll get decent economy and no ugly photographs in the mail of you in the car. Give it a boot and it raises its head and really gets going. The bonus here is for overtaking, as in the country when passing a truck, for example. Not on the freeway.It's a nice drive but it's no WRX. Part of the problem is it feels like it's on stilts - which it is in comparison to the WRX - and there's some nervous jiggling and hints of some vagueness in the suspension and steering when the power is up.Personally, I'm not confident about pushing this anywhere near as fast into a corner as a WRX. That's not the aim. It's just a quick wagon in the same mold as the Mazda CX-7 turbo and some much more expensive Euro-wagons.VERDICTNo doubting this is a lot of fun. The auto is superb and really makes it an easy drive in the city. It's roomy, comfortable and well equipped but you have to ask yourself if there's value here particularly when there's the less powerful and (only) four-cog auto version in the XT Premium.Perhaps the S-Edition is for the WRX owners who just wants a bit of comfort. Or room for the kids.SUBARU FORESTER S-EDITION Price: $50,990Engine: 193kW/347Nm 2.5-litre turbo-petrolTransmission: Five-speed automatic, AWD Warranty: 3 years, unlimited kmResale: 54%Service Interval: 10,000km or 6 monthsEconomy: 10.5 l/100km; 248g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TCCrash rating: 5 starBody: 5-door, 5 seatsDimensions: 4560 (L); 1795mm (W); 1700mm (H); 2615mm (WB)Weight: 1585kgTyre size: 225/55R17Spare tyre: Full-size alloyRivalsSKODA OCTAVIA RS 147TSI-compare this carPrice: $39,490Engine: 2-litre, 4-cyl turbo-petrol, 147kW/280NmTransmission: 6-spd DSG automatic, front-driveBody: 5-door wagonThirst: 7.7L/100km, 95 RON, CO2 179g/km MAZDA CX-7 LUXURY SPORTS Price: $45,990Engine: 2.3-litre, 4-cyl turbo-petrol, 175kW/350NmTransmission: 6-spd automatic, AWDBody: 5-door hatchThirst: 11.5L/100km, 95 RON, CO2 273g/km VOLKSWAGEN TIGUAN 147TSI - compare this carPrice: $42,990Engine: 2-litre, 4-cyl turbo-petrol, 147kW/280NmTransmission: 7-spd DSG automatic, AWDBody: 5-door wagonThirst: 8.8L/100km, 95 RON, CO2 205g/km

Dreams of touring the Outback with your family may be just that - dreams. But at least there is a growing batch of affordable SUVs that could make the wish come true.

Compact SUVs are the family wagons to be seen in. The segment account for just under half of all soft-roader sales - and that number continues to grow. Four-wheel drive associations report more compact SUV owners are calling to see if their vehicle is capable of doing an off-road course and some courses are now targeted specifically at women.It's the old story: women listen to instructions better than men and usually learn more. Nissan tops the sales in this segment with its X-Trail/Dualis duo. The Dual is is strictly a high-riding wagon, but the four-wheel drive X-Trails have reasonable off-bitumen capability. The boxy wagon is as practical as families looking for a weekend escape vehicle can aspire to.Money talks in this market and the leading players are generally within a few hundred dollars of each other. The base 2.5-litre petrol X-Trail ST all-wheel drive starts at $32,490 -- the same price as the Hyundai i35 and Mitsubishi ASX and climbs to $44,490 for the Ti model.The 2-litre turbodiesel TS is $35,990 stepping up to $42,990 for the TL. The base price is equal to the Hyundai i35 and Mitsubishi ASX and includes cruise control, Bluetooth phone connectivity and alloys wheels.A big part of the X-Trail's appeal is the number of clever storage areas, from the heated/chilled glovebox to the slide-out drawers in the boot. The boxy shape is softened by the curved tailgate and the rear seats fold flat to give it serious cargo capacity.Parents with kids in capsules will appreciate the seat height and wide-opening doors and the durable plastics and interior trim. It's not class leading, but the dirt and dust from a weekend in the bush is easily wiped or swept off.The all-wheel drive system in the X-Trail is known is controlled by a rotary dial with 2WD, Auto and Lock settings. It is as capable on gravel as any of the electronic AWD systems and also uses hill start assist and descent control to keep things tidy on slopes. There's the option of a continuously variable transmission on the petrol models or a six-speed auto on the diesels.The X-Trail crashes with four stars, according to the Euro NCAP authorities. It packs the expected front, side and curtain airbags, along with stability and traction control and ABS with brake assist and emergency brakeforce distribution. It didn't make five stars because the frontal offset collision test found that neck support for the driver was weak and front seat leg protection was marginal.The X-Trail has one of the best suspensions in the class. It irons out ruts on road and softens the big hits when negotiating a rocky track without wallowing like a pregnant hippo. The steering is accurate but set up so there's a bit of play before it responds to inputs and feedback through the wheel is reasonably ordinary.The diesel engine is the pick for off-road duties -- the 360Nm give the car enough grunt to scrabble up most slopes, or to poke its way through a river crossing. Drivers will usually find they run out of ground clearance (212mm) before the AWD system starts to struggle.On road it is a competent vehicle for shopping duties or interstate runs, though like most compact SUVs, pushing hard will create body roll and upset the passengers. Fuel use is about average with a claimed 9.3 litres for the 2.5-litre petrol engine with the manual transmission and 7.4 for the 2-litre diesel manual.The X-Trail is one of the more reassuring SUVs on dirt without affecting its on-road manners. It just pips the Forester for off-road action thanks to the diesel/auto drivetrain and as such, is the car to choose if you aim to be more adventurous than most compact SUV owners.

Do I need a 4WD? Probably not. An AWD? Maybe. If so, would I spend about $42,000 - including taxes and charges - to get a Skoda Yeti into my garage at home? And that’s the stumbling block.I’m 150km out of Alice Springs at a place called Boggy Hole - no joke - along with 22 other motoring writers from Australian publications. The 24th missed the plane.The Yeti 103TDI AWD has made it the 30-odd kilometres from the highway, along a thin gravel ribbon visited by wild horses, past a solitary house in the middle of nowhere that appears to be a used car lot for damaged vehicle, and down onto the river bed. There’s 250mm diameter rocks of all colours, smaller pebbles, lots of river sand and pockets of the fine talc-like sand that gets caught in the hollows of tree trunks and invites 4WDs in to play. There is the occasional waterhole and alternating sections of rocks and soft sand, marked by the tracks of dozens of vehicles before.Skoda enlisted a team of experts to set up 24 tents, arrange a campsite fire and dining tables, brought in chefs with tall white hats that looked out of place against the rugged walls of the gorges behind us, and even had an entertaining expert who spoke of the region. For outsiders, it’s an odd experience. For motoring writers, it’s a pleasant divergence before the chat (and varying points of view) start about the test vehicle - the one we’re all here to write about.It’s warm - about 30C - with 35C on the cards. Through this harsh land comes the 12 Yetis along with a support crew in three Volkswagen Amaroks loaded with recovery gear. That should have been the first hint.Some writers didn’t have much of a clue about driving a small AWD - with no low range gearbox, low-profile tyres and a paltry 180mm ground clearance - in sand. They were the first to get stuck.I only participated in two recoveries and it’s not a lot of fun. Fun is having a cold drink in a deck chair at the end of the day. Fun is laughter around the campfire after the sun goes home.Pushing and digging out a SUV isn’t fun and that’s when it hit me that I don’t want to do this. So for me, if I bought a Yeti, I’d buy the cheaper 2WD and save about $9000. I wouldn’t go off the road but I would be perfectly hapy with the amazing flexibility and the fuel-efficient buzz of the 1.2-litre turbo-petrol engine.Sometimes we can get too caught up in the imaginary adventure.