Off road

GETTING it right in the dirt has rarely been a problem for Jeep - but perfecting its on-road behaviour has been an arduous task. It's also had a tough time as owners and would-be buyers have shunned Jeep for poor quality and poor road holding.Maybe this is the tide turning. Time will tell if the Grand Cherokee's build quality is up to scratch - though the signs are promising - but at least Jeep's biggest and most luxurious 4WD has got it right on the bitumen.The wishy-washy handling of the WJ model (1999-2004) improved considerably with the WK (2005-2010) but even that is no match for the relative precision of the latest WK2 that gets independent suspension for all wheels.Yes, despite wearing a big dress size - it weighs up at 2.2-tonne dry - it's finally confident on the dance floor.Now, with the poise to go with its new Euro-style looks, it delivers it's most potent blow to the opposition - a very attractive price tag.It starts at $45,000 for a 4WD that actually goes off the road and drives really well. At that price, it beats the Japanese hands down.The test car is a 3.6-litre V6 auto Limited priced at $55,000. It gets a heap more gear than the entry-level Laredo but weigh up whether you need the baubles or prefer $10,000 in your wallet.Also, the option list is long, expensive and seductive. You'll get a standard nine-speaker Alpine audio system and hands-free voice and Bluetooth connection, but may yearn for a sat-nav with a 300-gig hard drive.Height-adjustable air suspension is $3250, the same price as the dual sunroof. There's an offroad "adventure pack" with the more grippy Quadra-Drive II drivetrain, skid plates and that deletes the standard 20-inch alloys and replaces them with 18-inch wheels with a wider tyre tread choice.Chiselled lines and narrower side glass combine with more integrated headlight and tail light surfaces for a style that could have come out of Europe. It's also very workable. The doors open wide for easy entry and egress, the extra 135mm of wheelbase translates to more legroom - notably in the rear - and cargo space.Compared with the old model, the dashboard is streets ahead in all areas except the handbrake - taken away from the centre console and now foot operated - and the wipers which are now on the indicator stalk as per Mercedes.The seats feel more comfortable, the driving position more natural and so on. It is a different vehicle than before.The 210kW/347Nm 3.6-litre V6 Pentastar petrol is Jeep's big call but though it's effective, it's not worth hauling out the dancing girls to show it off. But for most buyers, it's a good blend of performance and economy. It'll tow about 2.3-tonne and if you want more, the V8 has a 3.5-tonne rating.Like the Land Rover Terrain Response system, Jeep has a switchable traction system called Selec-Terrain that clicks from road to sand and snow and mud. This awakens 12 vehicle management systems and hones the ability for it to tackle different conditions without calling on the driver's expertise. Or lack thereof.Also, this model gets four-wheel independent suspension; an air suspension option that raises ground clearance from 167mm to 271mm; keyless enter and start; reverse camera; park sensors; and optional auto tailgate.Standard features include electronic stability control, seven airbags, electronic roll mitigation, surface-sensitive ABS on four-wheel disc brakes, all-speed traction control and trailer-sway control.It has a five-star crash rating in the US and won the Insurance Institute for Highway Safety's "Top Safety Pick" award for crash test performance.Better connection between the steering wheel and the front wheels completely changes this wagon. It is confident in a straight line - don't laugh, some predecessors were not - and holds a positive line through corners with the driver breaking into a sweat and the passengers screaming.Power delivery is smooth and its progression - mainly restrained by the auto box - is unhurried. You can boot it and be greeted by some lively forward motion and extra noise but really, this is a cruiser.At 110km/h it is quiet and even economical. The 11.4 L/100km claim is about right - I drank 13.2 L/100km in the suburbs. It's pleasing to see Jeep finally - and this took a long time - recognising Australia with a 93.5-litre fuel tank replacing the previous effort's 77.5-litre gnat's bladder.Die-hard off-roaders will still add a sub tank but at least others now can make it between country fuel stops.The Grand Cherokee never missed a beat on test. In the sand its Quadra-Trac II drivetrain worked the power between axles. If you're going to spend more time in the bush, option the Quadra-Drive II system that allocates torque between individual wheels.The electric tailgate is a boon for mothers and shoppers (though the $3250 is exxy, even if Jeep throw in a heated steering wheel) but realistically may be overkill.Class act! This has all the looks of a sharp-edged SUV with all the off-road ability of a Wrangler. Even quality has made a big leap - but then, it had to - to make a good allround 4WD at a very attractive price.

The FJ Cruiser is more than a distinctive face in today's herd of four-wheel drives.  For not only does the FJ pay homage to the original FJ LandCruiser of the 1960s through to the 1980s it is also an honest off-roader. Loaded with style and some faded memories.The FJ began life as a Californian styling exercise, Toyota looking to find more market appeal among younger buyers. By 2003 there was a concept, the Rugged Youth Utility, and by 2005 a production version launched into the United States.There are three heroes here: exterior designer Jin Kim, interior designer Bill Chergosky and chief engineer Akio Nishimura.  The three worked in unison to keep the FJ simple, stay true to the tradition of that iconic original and Kim's original vision; there were few compromises between concept and production.That's resulted in a good-looking machine with many practical touches, few electronic do-dads and a fair swag of off-road ability.  For Toyota this is the 'go anywhere, do anything' machine designed to attract younger, active lifestylers and at a more than reasonable price.   VALUEAt $44,990, the FJ is Toyota Australia's most affordable 'proper' four-wheel drive wagon. It is $500 dearer than the all-road Kluger and $11,000 cheaper than the three-door Prado, probably its closest competition.A four-door, hardtop Jeep Wrangler starts at $40,990 and has the advantage of petrol and diesel powerplants, manual and automatic transmissions; a two-door Wrangler starts at $31,590 but can't offer as much room and on-road comfort as the FJ.The new-boy Toyota - one model grade only - arrives with electric windows, air conditioning, six-stacker CD player with USB, iPod and Bluetooth connectivity, a rear-view camera and rear parking sensors. The floor is covered in a rubber-like compound, and the five seats are water-repellent; value-added material in an adventure machine. TECHNOLOGYToyota has eschewed many of today's electronic driver aids for the FJ, citing the need to keep the machine honest, more onus on driver ability.  But not offering multi-terrain settings and hill descent controls and such is also in keeping with the brief to keep the wagon affordable.Instead what's here is the smooth four litre V6 petrol engine and five-speed automatic transmission (both borrowed from the Prado), a two-speed transfer case, a lockable rear differential, vehicle stability control and traction control, all packaged in and around a shortened Prado platform.There are no plans at this stage for a diesel engine and there's a 20kg load limit on the front bumper, limiting the use of big bull bars and winches. Apparently testing weights hanging off the front of the chassis rails (a different construction to Prado) to Toyota standards would have taken too long and stymied its Australian introduction; this matter may be left to the aftermarket crowd. DESIGNDesigner Jin Kim drew heavily on the original design. (That and an American pit bull with its chunky, forward-leaning stance.) An original FJ sat in the studio as Kim worked though he was after its essence, its DNA rather than a retro design.So the FJ has round headlights, a mesh grille with Toyota badge (rather than the corporate bull horns) an upright windscreen, two-door style (with clever rear access doors), white roof and wrap-around rear windows. It also sits on tall rubber and 17-inch wheels. All this colours the FJ with yesteryear hints, adopted and adapted into an aggressive 21st century stance."It looks very serious, purposeful, indestructible," says Kim. "At the same time it looks fun. It is balancing all the opposing elements - serious playfulness."Retro-inspirations are carried through to the cabin, a wide and spacious affair up front; roomy but cosy in the rear seat. The speedometer is painted up like the original, there are body-coloured panels, and big, chunky door handles and such.It is a substantial vehicle and attention to what went before enhances the FJ's off-road and weekend adventure credentials - the big wheels add ground clearance, short front and rear overhangs make for better approach and departure angles, a hose-out interior should make cabins easier to clean while big controls makes it easier to find the right settings.SAFETYPassive safety features include six airbags and active head rests on the front seats. There's good visibility to the front and sides and, where compromised by the rear-mounted spare wheel, there's a rear view camera.Clever B pillars are incorporated into the forward-opening, rear access doors. Active safety features include switchable traction control, stability control and ABS with electronic brake force distribution and brake assist. Just as importantly for safer driving, the FJ's suspension and steering were tuned for Australian conditions over 100,000km of testing.DRIVINGThis is a comfortable and competent machine, on and off the road.  The experience begins with that wide, high and handsome cabin; from the get-go the FJ feels substantial. Controls and instruments are big and easily identified, no hunting for miniature controls or worried something's about to break off.Down the tar the first thought is the steering response a little remote but after a day, and particularly in the rough, it is familiar and well-weighted. (Toyota engineers suggest off-road feel was more the priority here.) Ride quality is impressive, the FJ rarely loses composure on bitumen or dirt.The big V6 is smooth, nicely mated to the five-speed auto with plenty of punch for a 1955kg wagon. It runs easy to the maximum 200kW at 5600rpm and, with 310Nm of torque from 1200 rpm (lifting to 380Nm at 4400rpm), highway cruising and overtaking are never an issue. Those torque figures also translate well to off-roading. Where some may dismay the lack of a diesel, this engine and transmission acquit themselves well when the going gets slow. Low-low range is more than adequate for an auto and there's good engine response for the quicker parts of the track.And off-road those big and proper 17-inch wheels, short overhangs front and rear, good ground clearance and a wheelbase that allows for good ramp-over angles are complemented - where needed - by the lockable rear diff and Toyota's Active Traction Control, a switchable traction system to control wheel slip. Yet for the most of it, the FJ will go a long way before these aids may be needed.VERDICTThe Toyota FJ Cruiser is one of those rare cases where form and function mesh into a most stylish machine with real off-road credentials. The lack of a diesel engine may inhibit sales but will not inhibit the FJ's status as a hero machine in the Toyota fleet.

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering would you buy one?Land Rover's baby 4WD which looks a lot like the big ritzy one and that is probably no mistake. It's just been upgraded, with some cosmetic changes as well as the addition of two new powerful diesel engines.With prices starting from a low $45K, it's an intriguing proposition for the brand conscious. Mind you it can be optioned up all the way to $72,000 plus, so don't get too excited yet until you check out the specs.BMW's X3, Audi Q5. Benz doesn't have a model in the luxury compact SUV segment _ not in this country anyway.The 3.2-litre petrol V6 carries over from the previous model, but the big news is the two turbo diesels. It's basically the same 2.2-litre four cylinder engine but with different power outputs. One produces 110kW and the other, 140kW _ more importantly they both pump out the same 420Nm of torque.Pretty good. We drove the two diesels at launch. To be honest we'd be quite happy with the 110kW unit. Having said that, it's not as smooth as say Kia's 2.2-litre diesel and the six-speed Japanese Aisin auto is not as quick to respond either.Both autos are rated at 7.0 litres/100km. There's also a manual (entry level model) with stop/start technology that gets 6.6. We were getting about 8.5 litres/100km in the cars we drove, but that figure is probably not indicative.Gets 2.5 stars from the Government's Green Vehicle Guide, at least the previous model did. This one uses less fuel and produces less CO2 so it's probably going to do better. The hybrid Prius in comparison gets five.Yes. Gets a full five stars for crash safety. Seven airbags are standard, including a driver's knee bag.The Freelander 2 is a personal favourite. It provides comfortable seating for four adults and the cabin is quiet enough to facilitate easy conversation between the front and rear seats. You can option in leather and electrical adjustment as well as heating and cooling.The high seating position and torquey diesel engines make this one a snack to drive.Yes and remember although it does not have low range four-wheel drive, this vehicle still has some serious off road ability, with terrain response to tailor the drive to different conditions; mud, gravel, snow etc.You bet. We had one of these cars for a couple of months and it was easy to live with. Not only is it practical it will impress the neighbours.

It took a while but Toyota has finally added electronic traction and stability control to its HiLux SR5 dual-cab diesel. There are additional changes to the SR5 as well, and some other upgrades down the model range, but the addition of the electronic chassis controls to the SR5 is really the main-event news.You may not think that this isn't anything to get too excited about and, if this is the case, you probably need to think again. Electronic stability control is a significant on-road safety bonus while traction control can make a huge difference off-road.In the case of a vehicle like the HiLux, the addition of these electronic controls are even more deeply felt due to the design compromises that are inherent with all utes.Toyota, of course, is not the first to introduce these upgrades to mainstream Japanese utes as both Mitsubishi, with its Triton and Nissan with its Navara, beating Toyota to the punch.Nissan's situation is much the same as Toyota with the electronic controls only available on its top-spec dual-cab 4WD diesel (the ST-X) whereas Mitsubishi has traction and stability control available right across its 4WD Triton range, either standard or as an option.We drove the HiLux on some moderately difficult off-road tracks and while a HiLux without traction control would have probably made it through, the addition of traction control makes it that much easier for both the driver and vehicle.The essential off-road limitation with all utes (at least when they are unladen) is a lack of weight on the rear wheels. Add in the fact that a leaf-sprung live axle, standard fare on the rear of all the utes in this class, doesn't have the travel of a good coil-sprung live axle, and you can quickly struggle for traction in more slippery or demanding terrain.To overcome this, most drivers simply use a little more momentum to get up, over or through any tricky bit. In practice this generally works well but it does risk more damage to the vehicle. The beauty of traction control is that you can tackle the worst bits at a far easier pace and if one or more wheels start to lose traction and spin, the traction control will intervene as good as instantaneously to stop the wheel spinning without any interaction by the driver. In a word, the addition of traction control has pushed the HiLux right up to the front of the pack off road once again.The only notable change for 2011 is the wheel and tyre package have been changed from the 255/70R15s used previously to 265/65R17s. The 15s were good in terms of off-road practicality, but the ever-diminishing choice of 15-inch tyres was a problem. The 17s also improve the on-road steering and handling, especially the turn-in precision.As ever, the HiLux diesel offers an excellent spread of power, even though it may be down on claimed maximum power, and high levels of refinement. At this stage however, Toyota is yet to upgrade the towing capacity which, at 2250kg, is now well behind the class average.

THE accidental environmentalist has taken a bit of a fall, says Land Rover, as new SUV buyers start putting their families first. That, says Jaguar Land Rover Asia-Pacific managing director David Blackhall, plays right into his company’s hands.In launching the new baby Land Rover - the Freelander - today, Blackhall says it’s a greener world “but in the luxury SUV sector, we are scrambling for product’’.“We could have sold several hundred more Range Rovers last year,’’ he laments.All this augers well to a push to re-establish the forgotten Land Rover, the Freelander 2. The chiseled four-door wagon, built on a similar platform to the Volvo XC60, has been almost invisible on the Australian market.A lot of that is to do with the more noisier competitors and the Freelander’s seemingly expensive price. It never really rated in terms of performance - though the Volvo-sourced 3.2-litre in-line petrol six is keen - with its diesels appearing too weak to satisfy power hungry, leisure-oriented buyers.This week, part of that changed. The good news is the expansion of the Freelander model line-up to seven from five, more powerful diesels and pricing from $44,990 (TD4).Not cheap though the Freelander range now falls into line with Volvo and BMW X3, with it not meeting the value-for-money offerings of the Koreans and some Japanese.The entry level $44,990 TD4 is a manual-gearbox 110kW diesel (the smaller of two oiler engines) with a high level of safety but with a simple exterior and some high-end convenience fittings missing from the cabin.However, better value is in the TD4 (110kW diesel) at $55,310 that gets heaps of cabin features, big alloy wheels, top-class leather and a six-speed sequential automatic transmission.The 140kW diesel is available in two trim levels but will cost $1500 for the extra 30kW (the two engines share 420Nm of torque) and - basically - isn’t worth it.Land Rover says its petrol versions are $49,990 for the XS and $55,310 for the SE. There’s also a heavyweight “premium luxury package” that takes the diesel’s price to a heady $72,740 and adds 19-inch alloys, sunroofs, better leather and a factory integrated sat-nav that - remarkably - isn’t as effective as the Garmin unit that is installed in lesser models by local importers.The Garmin also allows some Bluetooth connectivity - the only way to get the hands-free system to work in Freelander - because it’s not standard.The same shape that has been around for yonks continues. There is, however, some new features - grille, bumpers, headlights and tail lights - but it’s hard to spot the new model.In saying that, it’s an excellent design and escapes the general mid-size SUV trend of creating a bulbous - and heavy - body atop the platform.The Freelander looks lithe and purposeful and works exactly like that. There’s a lot of typical Land (and Range) Rover cues such as the bold dash switchgear, imposing door inserts that create an elbow-magnet ledge, bold door handles and chunky seats.It’s not a big cabin but will seat four adults in plenty of comfort. The boot is reasonable - through the hatch opening is a tad narrow - and there’s a full-size spare wheel under the cargo floor.This was subjected to a day on and off the road and is considered a brief test. However, the glimpse showed the Freelander to be a very good thing.The trick for potential buyers who enjoy driving is to keep it simple. I drove the diesel range and was more impressed with the TD (base) model with the less-powerful 110kW engine and the automatic box than the $65,854 SD4 HSE.The cheaper model was more nimble, shared the HSE’s constant 4WD but felt lighter through the corners and so felt more confident, was very comfortable and - at cruising - very quiet and always responsive.It was, however, noisy at idle. I also rate the steering highly and wile this is not the ideal vehicle to hurry through the Southern Highlands in NSW, it was actually enjoyable.It also handled the rough fire trails that wound through the hills and the relatively low 210mm ground clearance was never tested.

The Ford Ranger pickup, designed and developed in Melbourne, will be one of the headliners for the blue oval at the first major European show of 2011.It will be rolled out following a major world preview by Ford and alongside the Vertreck concept that is set to become the SUV replacement for the compact Ford Escape.  The Ranger model for Geneva is the top-line Wildtrak.It is expected to be displayed in the same package as the 4x4 dual-cab model used for the Ranger's world debut last year at the Australian International Motor Show in Sydney.The Range will also star in March at the Bangkok motor show in Thailand, one of the countries where it will be built. Ford also intends to make it in Argentina and South Africa.The Geneva appearance comes as Ford confirms Ranger sales in the UK towards the end of the year, similar timing to the rollout in Australia.

The big Grand Cherokee SUV is a pivotal car for the new Chrysler, but benefits from its old association with Mercedes. The chassis and suspension were part of a joint-development program with the Germans and led to the development of this independent suspension with isolated suspension cradles.NEARLY 70 years after it started building vehicles with a reputation for off-road ability, Jeep's finally been able to reproduce the feat on-road.The result is a car that is a much more refined on-road ride than any Jeep before it. It takes serious provocation to unsettle the 2.3-tonne beast and then it's a predictable case of compensating for pitch and roll. And that's what makes the Grand Cherokee such a step forward, because it still copes with extreme off-road runs that would ground most SUVs.A starting price of $45,000 will put the V6-powered Laredo on more than a few shopping lists. It sells with standard Bluetooth, a 30GB hard drive in the six-speaker media system and 18-inch polished alloy rims. The air suspension is a $2500 option and premium paint will add $450.Step up to the Limited and the V6 is $55,000; the 5.7-litre V8 another $5000. The extra spend buys 20-inch rims and more creature comforts such as front and rear parking sensors, though the options checklist is also more extensive, from $495 for premium paint to $3250 each for the panoramic sunroom, air suspension and powered tailgate/heated steering wheel.The range-topping Overland at $69,500 has all the kit, the rear DVD screens is the only notable option, but that comes at the expense of the panoramic sunroof. A five-speed auto drives all models and a diesel will join the line-up within a few months.The Grand Cherokee comes with two versions of its four-wheel drive system. Quadra-Trac II uses sensors linked to the two-speed transfer case to determine tyre slip and route up to all the available torque to the axle with the most traction.The Quadra-Drive II system has a rear electronic limited-slip differential for what Jeep calls "industry-leading tractive capability". The system can distribute torque to tyres with traction, rather than just one axle.Both systems come with the Selec-Terrain traction control software, controlled by a rotary dial in the centre console. The system lets the driver choose from five driving conditions, snow, sport, auto, sand/mud and rock, to adjust settings such as ride height, throttle response and electronic stability and traction control.A wind-tunnel workout has trimmed the Grand Cherokee's drag by 8.5 per cent over the outgoing model. The new sheet metal is smart, it's urban Jeep chic not Rubicon Trail rugged, but it is inside where the big improvements have been made."We believe the interior is a world-class design," Chrysler Australia's product management chief Craig Bradshaw says.Jeep says it focused on quality and interior comfort and the cabin looks upmarket, with a wood trim running across the dash and softer plastics on the dash and doors. It's a similar story with the seat, which is big enough for any posterior, but has power-adjusted bolsters to ensure a snug fit when cornering.There's a new two-gauge instrument cluster with back-lighting, which apparently makes it easier to read at night and the three-spoke steering wheel with tilt and telescoping function is another new item.The fitout and features is on a par with the Europeans and Jeep admits BMW's X5 was one of the benchmark vehicles.There's a full array of airbags and as many traction control systems as modern technology can pack on a circuit board. That means hill ascent and descent assist, electronic roll mitigation and trailer-sway control along with the regular stability and traction control systems.Given this body will underpin the next generation Mercedes ML and GL models, there shouldn't be any questions about it's capacity to take a hit if the worst does occur. The ABS brakes work well on bitumen, but struggle to pull the Grand Cherokee up from speed on downhill gravel roads.Carsguide noted at the Grand Cherokee's global launch in July last year that its bitumen ability was a huge leap forwards and a drive on local roads confirms it. Jeep has a genuine winner on its hands and it is priced to demand comparison. Not surprisingly, the V8 is the pick of the engines.The V6 does a great job of shifting the Grand Cherokee, and fuel consumption was a reasonable 14 litres for 100km on the test run, but a muted buzzing is evident in the generally quiet cabin when overtaking uphill. It takes a decent hill and a decent prod of the right foot to make it happen, but same task in the Hemi V8 was performed without getting more than a lazy burble from beneath the hood, though fuel use was 19 litres for 100km. On paper the V6 is only .4 of a second off the V8's 0-100km/h time of It's the towing option to go for until the diesel arrives.The fine gravel tailings in a disused Tasmanian tin mine quarry proves the Grand Cherokee is capable of much more than most owners will throw at it. The big SUV powers up and down the slopes, shows off its independent suspension and wheel articulation and came away with no more than a wipe-away scuff mark on the front lip. And you can take that off if the going gets really serious.It was stable on the road and the traction control only intervened on a combination of fine gravel on a hard-packed base, when the back end got taily under heavy braking. Smooth the controls out and it is a sure-footed runner though sweeping bends. There's a little body roll, but no worse than its European SUV rivals. And that's where Jeep is aiming in terms of features while pricing it at a point to compete with Ford Territory and Toyota Kluger buyers.Jeep will have a long-term future if the Grand Cherokee lasts as well as it looks.

SUVs may create false illusions of ruggedness but still have a city role for families. The illusion that you spent weekends hunting bears - but really were a downtrodden wimp who yearned a physical sense of highway authority - spawned the SUV in the US.That was decades ago and most of the delusional buyers have since either been eaten by a bear (at the zoo) or perished in a highway rollover. Now there's a new generation of buyer. Egged along by car companies who simultaneously axed their station wagons, buyers now appreciate that an SUV - ghastly term but we're stuck with it - offers versatile, flexible and a reasonably comfortable alternative for the family.Nissan's X-Trail has been here a decade and is still pulling crowds. Last year, after getting an all-new model for 2008 that looked exactly like the old model, it was Australia's third best-selling compact SUV.There's good reason for the X-Trail's success. It's affordable, has a cheaper front-drive option, is well equipped and very family friendly. The latest 2011 model goes up a bit in price but get extras - 17-inch alloys, pretty chrome bits and leather trim for the steering wheel and handbrake lever.The base 4WD model tested here, the ST, sells for $32,490 as a manual and an extra $2500 for the competent CVT auto. That is smack-bang in the middle of a voracious field of rivals. The X-Trail meets them on features and performance but is dulled by its dated, boxy and - to be frank - ugly looks.The latest model looks like the original model of 2001 but doesn't share one component or one dimension. It looks the same because Nissan though the old one was selling so well it feared change would kill the golden goose. But it's physically bigger and roomier inside.The dashboard is less quirky - the original had a central instrument panel - but retains lots of storage areas. The cooler tubes in the dash for softdrink cans have been replaced by a cooling or heating function within the glovebox.The rear seats split 40/20/40, fold flat and the boot has a false floor hiding drawers and lockers. Neat!Not anything to write home to Mum about but the 2.5-litre engine is an economical, simple yet durable mill. The all-wheel drive system works really well but isn't a cure-all for anything off the bitumen. Don't expect sunset dune runs because the shadow of the shovel will mar your picture.Drivers can keep it in 2WD (front drive) or switch to 4WD and then, as the sun sets, to 4WD Lock. The latter locks the centre diff allowing power to transfer to all wheels with traction. It's only a low-speed option. Steering is electric-assist, making it a quite vague, while the suspension is conventional coils and struts.The entry-level X-Trail ST 4WD gets a four-star crash rating and comes with six airbags, electronic stability control, brake assist and ABS, with off-road aids like hill descent control. The manual transmission model tested also has hill hold, which locks the brakes when stationary on an incline to give you a couple of seconds to get your left foot off the brake and onto the clutch. It all helps.This didn't thrill me but I appreciated its effort. The gearbox and engine relationship is cordial and the light clutch action confirmed that this is an easy wagon to drive.There's sufficient low-end kick in the engine to make it sparkle off the lights but it doesn't encourage higher revs. That's fine by me - it keeps fuel consumption and engine noise to a minimum. The steering is too light - and vague - to return a positive feel which diminishes the driving experience. However, for general punting around the suburbs, it's fine.Good visibility, a high seating position and simple controls will endear this car to the family taxi driver. Comfort is surprisingly good. The seats are soft though there's sufficient side bolster in the front seats to support the body.Ride and handling is pretty good - but I've driven better - but on the other side of the ledger, it absorbed the bumps better than some on the market.It's all a neater version of something we're already comfortable with, though isn't as snappy as its sister, the Nissan Dualis SUV.

That strange person in bikinis on the beach is not an alien from the Planet Jaffa. It's just finished an application of cheap spray-on suntan.That watch isn't an Omega, it's an Omegga and its impressive face hides a dodgy circuitboard glued to a piece of recycled cardboard. With a battery that will expire after a three-hour international flight.And is that a real iPhone 4? The Chinese have a $175 look-alike that will even make a call, take a photo and store a contact list.Up until about 18 months ago, if you wanted an SUV you would get a wagon with all-wheel drive.  Now there's the fake SUV - a two-wheel drive look-alike that is less expensive to buy and own compared with an AWD model, yet still makes you out to be an adventure loving, leisure-seeking family man.Australia's Compact SUV market is 80 per cent AWD and 20 per cent two-wheel drive. Yet only 18 months ago, 2WDs accounted for only 10 per cent.  The 2WD market continues to accelerate. Almost every player is in the game.The reason is that the fake looks, goes and has almost all the features of an AWD but is $2000-$5000 cheaper.  The Mitsubishi Outlander for 2011 gets a 2WD model that costs from $28,990 as a manual which compares to its AWD sister at $33,240.It is also slightly more economical on fuel and has the potential to be cheaper to insure, repair and service given it has 65kg less hardware.The automatic version of the five-seater LS model tested is $31,490 plus on-road costs and is an attractive buy given its excellent safety, welcome versatility, spacious cabin, pleasant road manners and solid equipment list.  It costs about the same as the Toyota RAV4, for example, but has more standard safety and convenience features.Outlanders are basically rebodied Lancers. Both share the platform and some drivetrain components but side-by-side, you'd never pick it.  First generation Outlanders were a bit soft in styling but the latest is distinctive and even striking, mainly because of the flat expanse of the angled nose.Compared with a conventional small car, the tall stance and high seating position aid entry/egress, improve driver visibility and carry the perception of greater safety in a crash.  Cabin room is generous partly because of the vehicle's height but also because of the Outlander's boxy shape. The blunt tail also makes for a big and very useable cargo area.But hard plastic and under-enthusiastic design across the dashboard cheapen an otherwise clever layout.  The nine cupholders, big personal storage areas, twin gloveboxes, three 12V power outlets, comfortable rear armrest and steering wheel controls are impressive standard features.The Outlander has a couple of welcome surprises in its tail. The five-seater has remote buttons in the boot that automatically retract the second seat row.  These 60/40 split seats tumble forward. That instantly turns the family wagon into a vehicle with van-like cargo space.The two-piece tailgate has a lift-up hatch and a fold-down section. The latter increases the cargo floor area, makes for an easier loading and unloading platform, and can become a seating position at picnics and when watching sports events.  All seats have fold-flat backs so the cabin can become one big sleeping area.Mitsubishi's 2.4-litre petrol engine - the only offering in the 2WD - isn't highly sophisticated but is a reliable and durable powerplant.  Matched to the continuously-variable transmission (CVT) option as tested, it's unlikely to get intelligent drivers into too much trouble with the law.The underpinnings are simple MacPherson struts up front with a multi-link system at the back that - in the transition to 2WD from AWD - has been relieved of the drive shafts and differential.That makes more underfloor space and Mitsubishi has wisely used that to boost the fuel tank size to 63 litres from the AWD's 60 litres.  All five-seater Outlanders have a full-size spare wheel. This is good news. Proper spare wheels mean a relatively rapid change-over if there's a puncture and immediately restores the vehicle to its full dynamics.Space-saver - or emergency - spare wheels are rated at an 80km/h limit, are short-term solutions and then require a full replacement.That full-size spare wheel means you can confidently take this vehicle out of the city limits.  But that's not all. This has a five-star crash rating and comes standard with electronic stability control.  It has two airbags - which is rubbish - but Mitsubishi offers a full six airbag package for an extra $850. You are obliged to pay the extra.Basically, driving Junior to school and picking up dinner at McDonalds won't show up any difference between the Outlander AWD and the 2WD.Heat the action up a bit and you'll find the AWD a bit grippier on corners and showing less understeer.  Go bush and you'll find a new vocabulary as you explore the physical benefits of digging out a vehicle embedded in hot beach sand. So, NOW there's a difference!The CVT is preferable to the $2500 cheaper five-speed manual version only because it's easier to drive in city conditions.  It's actually a decent auto because in comparison to a lot of CVT units (which are fundamentally a steel band spinning up and down two cones to create variable gearing) this one doesn't have much lag off the mark.Yes, there is some annoying over-revving of the engine at times but overall the Mitsubishi transmission is as good as any conventional automatic. You can also lock in its six preset gears and drive it like a manual if you're bored.  Ride comfort (save for the over-hard rear seats) and quietness on the highway is surprisingly good. This counters an initial impression that the tinny sound of the doors opening and closing presumes that the wagon is lightly constructed.I liked the steering wheel controls - including standard cruise - and simple ventilation dials and the ease with which it all worked.  But I really liked the cabin configuration, its versatility and the fact the rear seats are higher than the front so children have a better outlook.And that family-friendly appeal - and not the all-wheel drive system - is the Outlander's strength, making the 2WD version a logical choice.

SLIGHTLY bemused grey-haired couples are becoming increasingly common guests in 4WD ute showrooms.