Off road

I was prepared not to like Subaru's first attempt at a diesel.  The Japanese brand has lost my vote when it comes to the new Liberty/Outback styling direction - although the interior is well-equipped and roomier.A drive in a couple of the new-look models from the Liberty/Outback range had shown better interior room and comfort but a dislike for exterior.  I have, however, regained some faith in the brand after some time in the new diesel.Drivetrain and PriceOnly the lack of an automatic transmission - like the 2.5-litre petrol models' continuously-variable transmission or a more conventional automatic - is an oversight.  The Outback 2.0D meets EuroV emissions standards with 160g/km.The claimed combined fuel economy figure of 6.4 litres per 100km is frugal for a family-sized wagon and Subaru says local testing suggests an 1100km touring range of steady freeway driving.We're in the entry-level Outback 2.0D model, priced at $40,490 - a $2500 price premium over the entry-level petrol model - but the 51kg-heavier oil-burner is a manual-only proposition. The new two-litre turbodiesel engine produces 110kW at 3600rpm and 350Nm of torque between 1800 and 2400 rpm, although there's a claimed 300Nm at 1600rpm.EquipmentThe base-model might not have all the bells and whistles but the base-model's sound system is good quality, flooding the comfortable and roomier interior with crisp and clear music.  All-wheel drive, stability control and dual front, side and curtain airbags - as well as an airbag for the driver's knees - are the safety feature highlights.DrivingYou wouldn’t know it's a diesel straight away - the engine isn't overly chuggy or rattly and noise suppression is good; Subaru also claims its new single-cradle engine bay design helps reduce noise.It doesn't give the impression of a strong low end - the power delivery is linear and smooth for a turbodiesel powerplant, which might normally have a big low-down shove and then run out of puff at higher engine revolutions.  While the petrol 2.5-litre flat-four produces 123kW and 229Nm, the 110kW/350Nm two-litre turbodiesel offers more torque and a reduced thirst of around two litres per 100km.Subaru says for 25,000km per year at $90 per 65-litre tankful, an Outback diesel owner could save approximately $2500 over 20 months on an equivalent petrol car.The diesel is rated for up to 1700kg braked towing, a 200kg improvement above the petrol model.  But the lack of automatic will deter plenty in this market, as will the issues with the six-speed maual.The gearbox itself is OK to use, the shift action is smooth, but the shifting into third gear can result in the driver's hand hitting the hazard light switch.  It's below par for Subaru, a company which normally gets things like that right.SUBARU OUTBACK DIESELPrice: from $40,490.Engine: two-litre 16-valve DOHC common-rail direct-injection four-cylinder.Transmission: six-speed manual, four-wheel drive using a centre differential with a viscous limited slip differential.Power: 110kW @ 3600rpm.Torque: 350Nm between 1800 & 2400rpm.Performance: 0-100km/h 9.7 seconds.Fuel consumption: 6.4 litres/100km, on test 7.8 litres/100km, tank 65 litres.Emissions: 168 g/km.Suspension: MacPherson strut (front); self-levelling double wishbone (rear).Brakes: four-wheel discs, front ventilated, with anti-lock and stability control systems.Dimensions: length 4790mm, width 1820mm, height 1615mm, wheelbase 2745mm, track fr/rr 1535/1530mm, cargo volume 490/1690 litres, weight 1551kg.Wheels: 17in alloys.RIVALSSkoda Octavia Scout, from $39,990.Suzuki Grand Vitara DDiS, from $35,990.Nissan X-Trail, from $37,740.VW Tiguan, from $36,690.

The rough backroads of the Eyre Peninsula - and associated terrain just off them - was the scene of our introduction to the new V6-powered Outlander, but what about the four-cylinder model.  We're in the entry-level machine, the five-speed manual LS, which dwells in the bottom half of the $30,000 compact SUV range.

“I thought Bernard Gwynne was joking when he asked if I wanted to drive a 6.0-litre Chevy race truck,” Callinan says.  “Ignoring the gag I said: ‘Okay I'll do it, and ouch, stop twisting my arm!’. “But he wasn't joking, and I got to drive this 4WD at warp speed over terrain that would have made a standard offroader wince, moan and, well, eventually die.”The drive was filmed for Callinan’s 4WD television show, Pat Callinan's 4X4 Adventures, which focuses on 4WD touring to Australia's most inspirational places, such as the Red Centre and the Canning Stock Route, Tasmania. “It’s a family show, and I've taken my missus and three kids (aged 4,7 and 8) on the road too, in our Nissan Patrol,” Callinan says.  “Think 'The Griswolds' meets 'Steve Irwin'! But we don't mind sampling some sport and adventure, hence my dalliance into the world of desert racing."Pat Callinan's 4X4 Adventures first episode kicks off on Monday December 7 at 5pm on ONE HD, and again on Saturday night at 6.30pm. Check your local guides or MR4X4.COM.AU for more information.

The middle child of the Toyota SUV family is new again.  The Prado has had a complete workover in almost every area, from the chassis and body up through the V6 petrol engine and the camera protection systems.It's now more luxurious than ever for suburban work and tougher and more flexible for off-road use. As you would expect with a seven-year gap between model changes.Toyota Australia claims everything from improved fuel economy to better value and improved refinement, but it all comes at a cost.  The new Prado has put on at least 150 kilograms from the previous model and the starting price is up by more than $4000 to $55,990. In fact, only two of 14 Prado models now hit below the Luxury Car Tax threshold and the top-line seven-seater Kakadu turbodiesel auto costs a whopping $88,990.  But more than 1500 people have placed orders and Toyota is expecting to have trouble satisfying early demand. The fourth-generation Prado is longer, wider but lower than its predecessor and, for the first time, there is a three-door model. But it's not a stripped-out bush-basher, coming with the seven airbags, ESP stability control, airconditioning, cruise control, smart-start system, alloy wheels, USB input and Bluetooth, and power steering that is standard on all models."We wanted comfort and peace of mind, anytime and anywhere," says Prado's chief engineer, Makoto Arimoto, speaking at the Australian press preview in Orange over the weekend.  The range runs from the basic GX through GXL and VX to Kakadu, which even gets a standard sunroof and leather trim.The Prado is available as either a five or seven-seater and Toyota has tweaked the cabin with a sliding second-row seat in the five-door models. There is also an electrically-operated third-row system in the luxury cars.Like every new model from Toyota there are hundreds of changes and updates in the suspension and engines and electronics and entertainment systems, and it's all important stuff.   But the styling is . . . questionable. The basic body is basically bland and the final finishing, particularly the grille, is overpowering.  So it's a good thing that around 50 per cent of Prado buyers add a bullbar.DrivingThe new Prado is everything you expect, and more. It is just plain phenomenal in the bush, where the latest range of driver aids - but particularly the 'Crawl' system and driver-selectable multi-terrain package - mean it can practically drive itself. You only have to steer as it walks up and down the toughest terrain.  There are also cameras to check obstacles anywhere around the Prado, provided you pay enough to get the right package, and the transmission has the low-range setting and differential locks you need for serious stuff.Pay enough and you can also have height-adjustable suspension, an extra diff lock and the multi-terrain deal which means you choose the sort of conditions - from sand through to rocks - and let the electronic brains decide the best settings for fuss-free travel.  Get back on the bitumen and the suspension feels more plush, there is more 'stuff' to enjoy, and the cabin is a little more roomy and significantly more practical.The latest V6 has definitely got more go that you can feel for more of the time, even if less than 20 per cent of Prado buyers go for petrol power. But the turbodiesel does not cope as well with the extra weight in the new car and overtaking performance is fairly ordinary, with relatively leisurely acceleration from standstill.So the biggest question on the new Prado is the price. More than $55,000 for a starter car is a lot of cash for any SUV buyer, and the top-end stickers are right in the luxury car class. It's a good thing, but is it that good?Toyota PradoPrice: From $55,990ANCAP safety score: Not testedSafety equipment: seven airbags, ESP, traction control, anti-skid brakes with brakeforce distribution Fuel economy: from 8.3L/100kmEmissions: Not availableBody: 3-door wagon, 5-door wagonSeats: five, sevenEngines: 3.9-litre V6, 3-litre four-cylinder turbodieselPower: 202kW/5600revs, 127kW/3400revsTorque: 391Nm/4400 revs, 410Nm/1600-2800 revsTransmission: Six-speed manual, five-speed automatic, constant switchable all-wheel drive

Oils well that ends well ... that could well be the lesson from Subaru Australia's painfully drawn out entry into the diesel market.  The arrival this week of an oil-burning Outback powered by a 2-litre turbocharged boxer diesel is the culmination of more than a decade of global Subaru's slow and steady approach to developing the world's first flat four diesel for passenger use."The diesel was completely done in house," Subaru Australia's Nick Senior says. "There were a couple of reasons for the extended wait and just one of those was that a diesel engine is, by definition , quite an expensive engine to design and to build."When you are putting a business plan together you need to see a return on your investment and the major markets around the world that Subaru compete in — Japan and the US — are not big diesel markets."Senior says that while Europe and Australia had always shown interest in the engine Subaru sales in those markets did little to encourage head office to push ahead with the development.  "There was well over a decade of just studying the European market before they could establish a business case. Then they basically had to start from a clean sheet of paper because there is no passenger car boxer diesel anywhere in the world. Subaru set out to be innovative, do it all themselves and design it in-house."Senior says Australia started to push seriously for the diesel "a few years ago".  "We knew we wanted the car and I was fortunate enough to drive it about three years ago at the proving ground. That was back-to-back against some well-known European brands and it was obvious then that they had produced a car that was as refined as the Europeans and head-and-shoulders above some of the Japanese models that were there."In some ways it was fortunate that we waited until now as we have the new platform and the six-speed automatic rather than the five-speed that was on the first generation 18 months ago."PricingThe Outback 2.0D sits on the same new-generation platform as the current Liberty and Outback petrol models and shares the same equipment and trim levels but will come with a $2500 premium over the 2.5-litre petrol wagon. Not surprisingly, Subaru has worked out that driving 25,000 kilometres a year with the 6.4L/100km economy that premium will be returned in fuel savings in 20 months.The entry-level 2.0D manual is $40,490 (plus onroads), the Premium is $43,990 and the Premium with satellite navigation is $46,490.  While only available in a six-speed manual, Senior doesn't believe the lack of an automatic will be an issue despite the almost 70 per cent of all cars sold being automatic."I don't know whether that is a problem," Senior says. "There is no automatic so there is no point getting hung up about it. We will just concentrate on selling the six-speed manual.  "Obviously they will look at an automatic in the future, but it is not a short-term thing."Senior says early reaction from the market has been very positive with dealers already holding orders ahead of this week's launch, although supply is expected to be restricted at least until the first quarter of next year.  The diesel will roll out into the Forester around the middle of next year but that will be the last of Subaru's to get a diesel, at least in the short term"For now it will only be offered in the SUVs," Senior says. "It will be a great fillip for our rural dealers and those customers are the ones where there is a greater propensity to consider a diesel ... and where much of the pre-launch excitement has come from."DrivingOn the road the horizontally opposed diesel boasts all the benefits of the more traditional compression ignition engines — good economy and huge urge through the mid-range chief amongst them — and has a level of refinement that may not have been expected from a first effort.  It is not benchmark for quietness and smoothness — it is actually some way off the very best of the modern high-end diesels, but in the value market where it lives there are few better.With 110kW of power and 350Nm of torque, that maximum urge is available only from 1800-2400rpm but a large percentage of it starts earlier and hangs around later, the 2.0D is not rocket but it does make for a relaxed drive with the six gear ratios well suited to the engine.  For all intents and purposes the 2.0D drives very much like its petrol stablemate, the extra weight of the engine kept low by the boxer design and ably handled by the refined suspension set-up in the new generation Outback.Equipment levels are exactly the same as the equivalent petrol model, the diesel gets the same five-star safety rating and air-bag count as the petrol models ... the only real difference is the extra noise when the engine is cold, considerably reduced as it warms to the task, and the lack of an automatic.For fans of diesels these are not new characteristics and certainly will not equate to any form of discouragement. 

 In an effort to deflect some of the flak for the Tokyo no-show, Mitsubishi has now released a sketch of its newcomer ahead of its Geneva Motor Show debut in March.As the sketch reveals, the production version gets the same ‘jet fighter’ front end now rolling out across the brand in the Lancer and new Outlander.  The car will be heavily based on the cX concept, except the rear end has be redesigned to allow a bigger luggage area.The twin-piece tailgate from the showcar - shared with the Outlander - has been replaced by a one-piece hatch.  The cX, which will have a new global name for Geneva, is tipped to arrive here late next year with pricing around $25,000 for the 2.0-litre petrol model.A 1.8-litre direct injection turbo is also in the pipeline.

Driving Hyundai's new Santa Fe diesel we had a spectacularly good run on the leg from Port Augusta to Adelaide thanks to a handy tail wind, a distance of just over 300km.   A figure of 4.9 litres per 100km is an impressive achievement for a wagon that weighs almost two tonnes, but still not as good as the one achieved by Mitsubishi rally great Ed Ordynski who brought his vehicle home with just 4.8 on the trip computer.  Bugger.Hyundai entered two, 2.2-litre diesel Santa Fe CRDi's in the Eco Challenge section of the event that caters to production cars.  It's run in tandem with the famous World Solar Challenge out of which the event grew a couple of years ago.It took the two Hyundais six days to drive from Darwin to Adelaide, with the longest leg between Alice Springs and Coober Pedy 685km.  It might not sound that far, but at a speed of around 75km/h the journey starts to take on epic proportions, especially with no air conditioning and an ambient temperature nudging 40 degrees.It turned that particular leg into 9.25 hours of living hell.  You can't use air conditioning because it eats into the fuel consumption.  Now, no one in their right mind is going to drive that far in those conditions without air, but it shows what can be achieved if you try hard enough.The two Santa Fe's were neck and neck for most of the way, averaging between 4.8 and 5.4 litres/100km each day, with only a tenth of a point separating them.  It led to some good natured rivalry as the teams vied to see who would record the greatest improvement in fuel consumption (the Santa Fe is rated at 6.7 litres/100km).While the the rally driver may have won the day, it's the journalist that gets to have the last word.  "We was robbed,'' springs to mind.  Ordynski had had some practice conserving fuel on the transport stages of rallies, where he'd managed to achieve 8.5 litres/100km instead of the outrageous 100 litres/100km that the car consumed in competition.Records tumbled and the rules evolved as the Green Challenge unfolded.  Japan's Tokai University team took out the Solar Challenge while the Tesla sports car set a new record of 501km for the greatest distance travelled by an electric car between charges.Incredibly, it was HSV's Maloo ute that was declared the winner of the Eco Challenge with a figure of 7.74 litres/100km, while Ford's Fiesta EcoNETIC recorded the lowest fuel consumption slipping below 3.0 litres/100km.The winner was the entry that recorded the most improvement and while the Maloo may have done that, it also used the most fuel and produced the most carbon emissions.  Hyundai was elated to claim the crown as the most economical SUV after Ordynski's car finished a fraction ahead of the Kia Sorento at 5.1 litres versus 5.17 litres/100km _ a 24 per cent improvement.The other car piloted by myself and other Carsguide journos finished with 5.35 litres/100km.  The Kia and the Hyundai share the same 2.2-litre turbo diesel engine and transmissions, but the Kia is lighter and has a better wind drag co-efficient.The event concluded with a three hour urban leg around the streets of Adelaide.Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

I WILL BE buying my first car in a few months and I want to buy a four-wheel drive because a lot of the kilometres I will be driving will be offroad. I am looking at a Landrover Discovery TDi because I can pick one up for $5000-$7000, but I will also be doing a lot of highway kilometres, and most of the four-wheel drives I have seen already have 200,000-300,000km on the clock. Is that too much?

Whenever a new Subaru hits the roads, Carsguide gets bombarded with questions about them. Of all the Japanese brands, the range produced by Fuji Heavy Industries, has an incredibly loyal following.So when the new mid-sizers arrived several weeks ago, we started receiving plenty of comment and inquiry from both existing owners and prospective buyers, particularly for the Outback.Critics may dismiss the Outback as just a jacked-up Liberty wagon with a higher price-tag. But Subaru has managed to position it as a separate entity and the new one further pushes the boundaries.There's no denying they share much, from engines to suspensions and interiors. But over the years, Subaru has successfully pitched the Outback as a distinct brand and this is reflected in the buyer profile, which is full of more active buyers both rural and city, who tend to hit the bush more.AppearanceThe latest Outback looks a whole lot chunkier, bigger and even more robust than the previous model. Visually it looks more grown up, with less plastic cladding while retaining the darker protection panels around the bumpers and sills.The newcomer's quirky styling and bulging wheel-arches also seem to work better on the Outback than the Liberty. Like the Liberty, it has grown in size and is now 65mm longer, 50mm wider, 70mm higher and the wheelbase is up 75mm. What this translates into is significantly more interior room, particularly out back.Drivetrains Like before there is a choice of ‘boxer’ four cylinder and six-cylinder power, with the bulk of sales expected to be the 2.5i. The 2.5-litre four develops 123kW at 5600 revs and 229Nm at 4000 revs while the 3.6R - which replaces the superseded 3.0-litre unit - develops 191kW at 5600 revs and 350Nm at 4400 revs.Fuel economy has improved with the 2.5i now getting a combined economy figure of 8.9 litres/100km for the six-speed manual and 10.3 for the 3.6R auto.Equipment and fit-out The Outback shares its five-star crash rating with the Liberty and full complement of safety features. There is a suite of airbags, including a driver's knee airbag, as well as traction and electronic stability control. Subaru's trademark symmetrical all-wheel drive is another safety bonus.Inside there is the usual attention to detail. A new dual centre console has side-by-side cupholders and more storage space. There's the expected AUX input and 12-volt power outlet as well as information display on the top of the dashboard.Steering wheel paddle shifters are standard on all automatic models with either the 2.5-litre or 3.6-litre engines - CVT on the 2.5 and a conventional five-speed auto on the 3.6R.The Outback 3.6R joins the Mitsubishi Outlander, Hyundai Tucson, Kia Sportage, Toyota RAV4 and Suzuki Grand Vitara as being the only ‘compact’ SUVs with the choice of a six-cylinder engine. But it also commands a higher entry price than the other sixes.PricingWith a starter for the boxer six cylinder of $48,490, buyers will not only be cross shopping against the compact segment but also some formidable six-cylinder rivals like the Ford Territory, Holden Captiva, Hyundai Santa Fe, Toyota Kluger and Nissan Murano in the medium off-roader segment.What helps the Subaru is its pedigree. Subaru buyers tend to be a loyal lot and the company has one of the most envious retention rates among buyers. The Outback should be no different.And those longing for a turbo-diesel will not have to wait long. A six-speed manual only 2.0-litre turbo-diesel joins the Outback range next month.Driving Where the Outback - and its Liberty wagon sibling - have made big gains is in ride comfort and interior space. The previous model was popular with skiers and rural folk. The new one will certainly impress these hard-core fans mainly because of the extra legroom in the back, better cargo space and wider opening doors.Comfort levels too are a notch up over the old model. The electric front seats are better shaped and more supportive and rear seat passengers will reveal in the room.On the road the 3.6R is particularly quiet at highway speeds. We suspect the new "cradle" housing the engine, which improves rigidity and isolates engine noise, is playing a big part here. There is also little wind or road noise from the tyres and the car's all-wheel drive means gravel roads are dispatched with ease.Grip levels are high when encountering slippery conditions. The Xenon low-beam headlights deliver a strong spread of light.The 213mm ground clearance also means there is plenty of space between you and potential hazards but sometimes there is a wallowy sensation through sharp corners brought on by the car's raised ride height. Its soft-road credentials are aided by higher-profile tyres that provide a comfortable ride over most surfaces.The Outback's double wishbone rear suspension is clearly an improvement over the old car in isolating both noise and improving ride comfort.The 3.6-litre "boxer" engine is a sweet unit. It is very smooth, reasonably powerful and the five-speed automatic works in well. The paddle shifters are are welcome addition. The 3.6R gets the gimmicky SI-Drive system, which we left in the default Sport setting most of the time.The three-mode SI-Drive system allows for Intelligent economy driving, Sport and Sport-plus. As the name suggests, Intelligent ensures gentle and smooth power delivery.Around town in stop-start traffic it worked a treat and helped bring economy down to 11.6 litres/100km. However, if you need more mumbo, Sports is the best setting and is also the default mode.There are some areas where Fuji Heavy Industries engineering thoroughness comes at the expense of some of the car's tactile senses .Take a closer look at some parts of the car and there is evidence of a thrifty approach to minor details. The temporary spare is a step backwards, particularly when there appears to be room enough for a full-size one.Subaru once crowed about having full-size spares - when so many other rivals get by with a spacesaver - so it's a backward step to see them fall into line with such shortcuts.Apart from the spare, the blank switch covers next to the gearshift in the 3.6R - where we assume the heated front seat switches are in American versions - are a constant reminder you're missing out on something.Subaru has also moved to save costs by replacing the light-weight aluminium bonnet with a steel unit. We also would have preferred a temperature gauge in place of the ‘eco’ meter, as well as reversing sensors and/or a camera on the base 3.6R. To get a reversing camera you have to spend extra for the satnav system.Subaru plugs its vehicles as ideal towing machines but as experienced caravaners or off-roaders know, a temperature gauge is not just cosmetic. The electric handbrake and its positioning low and to the right of the steering wheel also looks like an afterthought. We accidently hit the traction control switch one time searching in the dark for the handbrake switch. It may be a lack of familiarity but it is not intuitive.There is no doubt the Outback is a clear technical and engineering improvement over the old car. It is refined, reasonably classy and thoroughly well sorted. But for the price, the 3.6 R is facing increased competition from other commendable soft-roaders.However, there is no ignoring the bullet-proof build quality and the badge. And for many buyers that's enough to guarantee a sales hit.Overall, the design will polarise buyers, but the Outback is a strong effort from a company that builds bullet-proof cars.Score 79/100

Resale value is often overlooked by customers, but it should be considered as part of the whole value of a vehicle. Subaru's Outback has been particularly good on resale for a number of reasons: It is a good value, sensible and practical vehicle with looks that don't age and excellent reliability.AppearanceHowever, the new model is fatter and plumper and it also simply doesn't look like the slender and svelte Outback it used to be. Instead it looks more like all the other compact SUVs in the market. When a new model comes along that is so different from the previous models, it immediately makes those older models look ancient, thus depreciating their resale value.Owners of Outbacks won't be too happy about the new model. However, if Subaru stays with this look as long as they have in the past, this new model should hold its value. The larger proportions also make it look a bit dumpy which isn't helped by the abundance of dowdy exterior colours made for retirees. Of more interest to buyers might be the fact that prices remain unchanged.DrivetrainThe fourth-generation Outback is powered by a revised 2.5-litre horizontally opposed four-cylinder engine, and a new 3.6-litre six from the larger Tribeca replaces the 3.0R.  A new 2.0-litre turbo-diesel is scheduled to arrive in November.Our test car was the 2.5 with six-speed manual. It's very quiet and refined, although a bit doughy. You need to work gears for the best results. Unfortunately, the gearshift feels graunchy, it is difficult to find reverse and hard to tell whether it is in third or fifth, or fourth or sixth. At least the clutch was nice and light.Build, fit-out and equipmentBuild quality is still Subaru-superb. Doors close with a solid thump and no dust enters the doors or tailgate. The cabin is comfortable with plenty of legroom even in the back and a quality sound system that takes MP3 connection.I like the recess in the lid of the centre armrest which prevents your MP3 power and audio cables being snapped in half. However, it would be better to have included a USB connection and power socket in the console with complete iPod interface so you don't need to expose any cables at all. If Hyundai can do it, why can't Subaru?Its Outback credentials are aided by the high-profile tyres which provide a comfortable rural ride with less puncturing potential. However, its country credentials are hampered by the temporary spare tyre. I'm also not a fan of the electric handbrake. Why? Did anyone actually ask for it? The key is also a bit old-fashioned. It needs to be a fold-away fob like most other cars in its segment. But take it camping in the great outdoors and you won't be disappointed.DrivingImproved clearance and tyres make the Outback perfect for a back-roads camping trip. I also found the gearshift so close to the airconditioning controls I kept hitting the ‘AC off’ button or the hazard switch with my thumb when moving into third or fifth. Gears and engine aside, it has pleasant driving dynamics that would suit the bigger engine and perhaps the new Lineartronic continuously variable transmission from the Liberty.Steering is very light, precise, crisp and with good sensitivity, feeling and feedback. It is on of the best tillers on the market with an excellent turning circle that makes city driving and parking an absolute delight.City driving? In an Outback! Don't be too concerned, because the higher stance of the vehicle means clearance has been improved for the real Outback driving. We took the Outback camping and on to some rough roads to test it out. Here it feels very comfortable, bopping along the bumps with ease and not translating any of the discomforts into the better-appointed cabin. It straddles those humps between the wheel tracks better, too, with 13mm extra clearance. There is also an enormous flat space in the flat-floored fold-down cargo area to take all your bulky camping gear. And it has a huge rear tailgate which is wide and low for easy loading.Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.