Off road

... sharing its all-paw layout, raised ride-height and plastic body cladding with the upcoming Mini off-roader.Not that most badge-oriented drivers will take it green-laning – although it shares the same sized footprint as Ford’s Kuga and the Toyota RAV4 – expect prices for the X1 to start around 32 000 Euros.The cabin will share a high degree of commonality with the 1-series, complete with the latest iDrive and BMW’s signature swan-necked gearlever. Like all new BMW models, the X1 will feature the Efficient Dynamics technology – the intelligent system that utilises stop-start systems, intelligent alternator control and other green initiatives to boost economy and slash emissions.A full hybrid version is unlikely to get the green light on cost grounds – expect that system, based on that already under development, to be reserved for the new 7-series.

There is more to towing than just hitching the trailer or caravan and pulling into traffic for a trip.Anyone who has lost control of a loaded trailer or caravan can tell you that getting it wrong can have serious consequences.Even taking a load of junk to the tip or picking up a box-trailer load of garden supplies can get ugly — or worse — if you are not adequately prepared.And learning to back and park with a trailer on the tail takes skill.The potential for disaster is everywhere: from choosing the right tow vehicle and preparing it for the job, to carrying too much weight, incorrectly distributing the weight of the load, or failing to maintain a trailer or caravan.STARTING POINTThe first step into tow land is to decide what you want to tow.More importantly, you need to calculate how much it weighs when fully loaded and ready for the road.This will help you work out if you can keep your existing car or whether you need to buy something new, perhaps a four-wheel-drive if you have horses or a big boat, to handle the tow work.TOWING CAPACITIESAll modern vehicles have a rated towing capacity.For example, a big 4WD such as a Nissan Patrol has a maximum towing capacity of 3500kg, but a small car such as a Toyota Corolla has a towing capacity of only 1300kg.The towing capacity includes the trailer or caravan, as well as all its contents, so people intending to tow a caravan should include everything they plan to take with them, including full water tanks.If you already have the caravan/trailer and can borrow a friend's tow car for a while, then it is easy to work out the weight of what you are towing.Just go down to a public weighbridge and roll the trailer on to the scales.Most new caravans have a rating that tells you how much the van is able to safely weigh, then you can compare this figure with the car's towing capacity.If your vehicle doesn't have a specified towing capacity (this often happens with older cars), you are allowed to tow up to 1 1/2 times the unladen mass of the tow vehicle, as long as the trailer and braking system complies with the relevant Australian Design Rule.If the trailer is not fitted with brakes, the mass of the caravan/trailer must not exceed the unladen weight of the tow vehicle, or 750kg.BRAKESThere are two common types of trailer brakes.The older type is mechanical, which triggers a hydraulic system that reacts when the tow vehicle decelerates.New trailers and caravans have an electric braking system that is much easier to control.Apart from being adjustable, electric brakes can be operated separately from the tow vehicle's brakes. If a trailer or van starts to sway, the driver can apply its brakes separately and have a much better chance of bringing it under control.WEIGHT-DISTRIBUTION HITCHA tow vehicle running with its nose in the air and rear almost rubbing on the ground is dangerous.Apart from all the wear and tear it causes, it also affects steering and braking.So a weight-distribution hitch is an important part of safe towing.OTHER GEARIt is a legal requirement for drivers to have a clear view of the road at all times, so you should consider fitting larger mirrors or mirror extenders, especially if towing a caravan.SPREADING THE LOADThe way a trailer or caravan is loaded is important.Put too much weight at the front or too much at the back of the caravan/trailer and it will negatively affect the handling, perhaps leading to a crash.MAINTENANCEMost trailers are stored in the back yard and are not used often, so it is important that they be regularly check and maintained.Wiring can easily corrode, causing lights to stop working, tyres can crack from old age, wheel bearings can dry up and braking systems can seize.The same goes for caravans.They may also be fitted with gas cylinders for cooking, which need to be regularly checked.GETTING IT RIGHTTow-Ed driving instructor John Eggenhuizen, who runs a national towing course, says towing accidents happen far too often.He tells of a just-retired couple who bought a $70,000 Toyota LandCruiser and a $65,000 caravan to set off on holiday, only to lose control and write them off in a crash.Eggenhuizen says such accidents are often caused by poor caravan/trailer set-up and a lack of experience.He says proper training prepares drivers for such situations, but also helps drivers with the sometimes difficult task of backing a trailer or caravan.BUYING A TOW CARBigger is usually better when it comes to tow cars.You don't need to have a giant 4WD, but they are often the best machines for the job.Vehicles designed for carrying heavy loads, including 4WDs such as the Nissan Patrol, Toyota LandCruiser and Land Rover Discovery, are the best if you have a heavy caravan/trailer.Mid-sized 4WDs such as the Nissan Pathfinder and Toyota Prado are also excellent, and family machines such as the Ford Falcon and Holden Commodore are good.Ford Falcon wagons and utes make better tow cars than Holden Commodores and regular Falcons because they have leaf-spring suspensions, and the Ford Territory's extra weight and reduced rear overhang makes it a good tow vehicle.Small 4WDs such as the Subaru Outback or Nissan X-Trail are OK for towing relatively light loads.Turbo diesels are the prime engine choice for many tow cars because they have lots of torque and don't use as much fuel as a petrol engine.Six or eight-cylinder petrol engines are good because towing requires maximum pulling force. The more torque an engine has the better it will be for the job.Four-cylinder petrol engines can pull lighter loads, but often struggle with heavier cargo.TOW DRIVING TIPSAllow extra distance in traffic.Apply throttle and brakes more gently.If the caravan/trailer starts to sway do not apply the tow vehicle's brakes. If the trailer/caravan is fitted with independent electronic brakes, apply them slowly. If not, continue at a steady speed or accelerate slowly.Engage a lower gear for better control downhill.If possible, pull off the road to allow faster traffic to pass and stop more often to rest. 

As the manufacturer’s newest entrant in the compact off-road segment, the Koleos, launched last September, has helped swing the spotlight back on to Renault.As Renault is part of the Nissan alliance, the Koleos shares the best of Japan with the style of Europe. The off-roader is based on the Nissan X-Trail but takes a typically French path to its design and upmarket interior.Two models are available, the Dynamique and the Privilege, with prices starting at $29,990 for the petrol 2.5-litre front-drive Dynamique.The Dynamique is available in both front and all-wheel-drive configurations.Apart from the Nissan-sourced 2.5-litre petrol engine, the Koleos is available with a refined Renault 2.0-litre turbo-diesel in two states of tune, either 127kW or 110kW.In keeping with Renault’s high equipment levels, the car comes with keyless card and start button function, an automatic handbrake, automatic headlights and windscreen wipers, dual-zone climate control, satellite audio controls, cruise control (with speed limiter), power windows, roof-mounted child-minder mirror, electronic child locks and adjustment of the exterior mirrors.Joining the Koleos at the Melbourne Motor Show will be the hot special edition Clio RenaultSport R27.The R27 boasts a Cup chassis that is 7mm lower than the ClioSport and gains 17-inch Dark Anthracite BeBop wheels that give it an even sportier feel and higher precision above the ClioSport.It is powered by 2.0-litre normally aspirated engine that delivers 145kW at 7250 revs and 215Nm at 5500 revs.The car will hit 100km/h in 6.9 seconds, yet it delivers a combined fuel economy cycle of 8.4 litres/100km. In keeping with the sharper chassis setup, the model gets Recaro sports seats equipped with side airbags.The new Laguna hatch and wagon will also be featured at the show. The 2009 Melbourne International Motor Show... 

This is one way to make sure cars don't take up too much room in landfill ... give them to the mining boys to play with.       

The tip-off came this week from the most unlikely of sources; a Frenchman travelling through Australia organising a rally for about 40 French bikers later this year.Parisian Eric Massiet du Biest was in Brisbane this week at the end of a month-long 7500km reconnaissance from Perth for the cross-continental Rallye BMW GS Dundee in October.The 46-year-old adventurer not only travels around the world organising adventure rallies, he also tests pre-production vehicles for manufacturers.He has organised Michelin's 2007 Challenge Bibendum rally in China for environmentally sound vehicles and tested pre-production vehicles such as Renault's first SUV, the Koleos, in the deserts of California several years before it reached showrooms.During an interview this week, Massiet du Biest let slip that he is organising a vigorous desert test for a pre-production German version of the HiLux. He would not say which manufacturer as he is sworn to secrecy.Mercedes-Benz corporate communications senior manager David McCarthy and BMW corporate communications manager Toni Andreevski agreed that it would likely be VW."We'd like to (have a ute), but it's not us," McCarthy said.Volkswagen Group Australia spokesman Karl Gehling said it was probably their Pickup which debuted as a concept at the Hanover Commercial Vehicles show in September.The VW Pickup would add a fourth series (in addition to Caddy, T5 and Crafter) to the brand's range of light commercial vehicles.It also means VW would be the first volume manufacturer in Europe to enter the one-tonne ute segment.VW Commercial Vehicles CEO Stephan Schaller said Australia would be a key market for the ute, along with South America, South Africa and South East Asia.Worldwide sales projections for the Pickup are about 100,000 units a year, with production to begin later this year.Gehling said he did not have any more information available."As far as an on-sale date for Australia, I don't know but you could speculate it would more likely be in 2010 than this year," he said."I think it could quickly become one of the best sellers in the Volkswagen line-up and would certainly be a welcome addition to our model range."Gehling said he could not speculate on engines, transmissions or other mechanical details.However, with VW's success in the diesel market, it should be expected to come with diesel variants.Massiet du Biest also said the vehicle he would be testing was four-wheel drive. However, the VW Pickup could also be available in two-wheel drive like its competitors."All I can say is that I'm sure that it would be a very competitive vehicle," Gehling said.The pickup segment of the market last year increased 3.1 per cent for two-wheel drives and 0.7 per cent for four-wheel drives, while the total market suffered a 3.6 per cent setback. 

The Australian outback is the perfect place to explore with a four-wheel drive which explains why new car sales figures for four-wheel drives have been on a sharp incline for some time. So popular has the idea of going bush become it has spawned a whole new breed of cars capable of leaving the black top while retaining some of the attributes of a normal family sedan.Most of these newcomers are sneeringly referred to by four-wheel drive enthusiasts as soft-roaders for their limited offroad capability, but they offer acceptable round town road manners while at the same time quite reasonable offroad ability for the occasional offroader.Along with the Toyota LandCruiser Nissan’s Patrol doesn’t fall into that latter category. It’s a serious heavy-duty offroader. Round town it’s big and bulky, but it really comes into its own in the heavy going offroad or outback.Nissan launched the GQ, also known as the Y60, Patrol in 1988. It was aimed fairly and squarely at Toyota’s LandCruiser, which was the top selling four-wheel drive at the time.The GQ was a traditional four-wheel drive, designed for heavy -duty use in the bush or beyond where it would typically be used by mining companies, loggers, or other operators who needed a rugged vehicle to work in some of the most inhospitable country in the world.It came in short wheelbase Hardtop form or long wheelbase Wagon and Cab Chassis.Its foundation, and the source of its great strength, was its separate chassis. Unlike modern soft-roaders, which are of unitary construction, the Patrol’s body was perched on top of the chassis.As a result getting up into the cabin was quite a climb, unlike today’s compact offroaders with their one-piece body and chassis.There was a choice of three engines initially, a 100 kW 3.0-litre petrol inline six, a 125 kW 4.2-litre petrol inline six and an 85 kW 4.2-litre diesel inline six. They were all overhead valve and carburettor fed.An update in 1992 brought a fuel-injected 4.2-litre petrol engine, which made 129 kW, and an 85 kW 2.8-litre turbo diesel.The standard transmission was a five-speed manual, and there was an option of a four-speed auto, and the rear diff was a limited-slip unit.Power was then delivered to the drive wheels through a two-speed transfer box. High range two-wheel drive was available for highway touring, with the choice of high and low range four-wheel drive once you left the blacktop behind.Coil springs were employed front and rear, brakes were disc at both ends, and the steering was power assisted.Models included the DX and ST Hardtops, and the DX7, ST, TI and ST3.0.The entry level DX had tilt-adjust steering, two-speaker cassette sound, cloth trim and vinyl mats. The ST also had standard air-conditioning, power windows, power mirrors, central locking, four-speaker sound and carpet. Perched at the top of the model line-up was the TI, which boasted a leather sports steering wheel, woodgrain highlights, leather seats and seven-speaker sound.There were a number of upgrades before the GU (Y61) replaced the GQ in 1997. Among them, a driver’s airbag became standard on the TI in 1996.The trade gives the GQ Patrol the thumbs up. There is little that regularly goes wrong with them say mechanics who have experience of them.The petrol engines are prone to cylinder head cracking when running on LPG, but it’s usually because the coolant has been low or lost.Gearboxes, drive lines and diffs give little problem, although leaks from the rear axle oil seals are common. Properly serviced, however, the leaks can be eliminated.Early Patrols were known to suffer from front-end shimmy, at 70 to 80 km/h, but most were fixed under warranty. The fix was to remove the shims from the top and bottom of the steering knuckles, eliminating the free play.There’s little rust reported if the body has been looked after, most of the rust reported is a result of modifications for the fitment of extra antennas or other non-factory equipment which has necessitated additional holes to be drilled in the panel work.Generally the body and body hardware stands up well, although window regulators are known to wear out.While there are few problems reported look carefully for signs of serious offroad use, which usually shows up as external body damage, and damage to the underbody, chassis and driveline components.Although they’re tough, think very carefully about committing to a Patrol that has obviously had a hard life off road.For more than a decade John Thompson and his 1989 LWB GQ Patrol was as much a part of the Shell Australian Touring Car Championship as Peter Brock, Dick Johnson and the cars they raced. Thompson drove his long wheelbase 4.2-litre petrol powered Patrol from one side of the country to the other towing a trailer laden down with more than two tonnes of Shell track signage, flags and banners to every round of the championship. The Nissan has just ticked over 500,000 km, and its owner says he’s delighted with it. It had bad wheel shimmy before the front end was realigned, twice it’s cracked cylinder heads, second gear synchro went at 450,000 km, and it has failed one clutch.Brian Dupas bought the first of two GQ Patrols, a 1988 SWB petrol ST with 150,000 Km on the odo and running on LPG, in 1998. In the 140,000 km he’s since added he’s had to replace the cylinder head and the clutch, but isn’t complaining. So impressed was he that he bought a 1991 LWB GQ Ti diesel with 165,000 km on the clock. It has now done 330,000 km after travelling to all parts of the country and hasn’t once let him down.Mark Kuran says his first GQ Patrol, a 1990 model bought in 1995, was a lemon, but the 1996 fuel-injected TI he bought new in 1998 has been fantastic. It was bought as a people mover rather than an offroader, and has now done 130,000 trouble free kilometres.Ken RusselI bought his 1987 4.2-litre diesel DX GQ Patrol in 1992 when it had 110,000 km on the clock. It is now showing over 300,000, having been regularly used offroad. Mechanically it has been trouble free; Ken’s only complaints being rattling windows and door shake. In summary he says it’s been very impressive, and he would not hesitate to buy another one.• tough and reliable off-roader• big and bulky for regular round town use• signs of heavy offroad use• big climb to get aboard• can have head problemsTough and reliable heavy-duty offroader for the serious offroad enthusiast, but a little big and beefy for anyone contemplating buying a four-wheel drive for city duty.

It's the diesel hybrid all-wheel drive powertrain underneath, which will be available globally from 2011, including Australia.Peugeot Automobiles Australia spokesman, Mathew McAuley says the diesel hybrid is on the company's wishlist."It would have pretty strong appeal I think," he says."Peugeot is keen to be first to market with the diesel hybrid."The 3008 hybrid will have a conventional HDI engine up front driving the front wheels with an electric motor under the rear luggage floor next to the rear suspension to drive the rear wheels.The production hybrid will be heavily based on the 2.0-litre HDI Prologue concept car shown at the Paris Motor Show last year.That car delivers a combined fuel figure of 4.1 litres/100km and C02 emissions of just 109g/km.In Europe, the conventional petrol and HDI versions of the newest Pug wagon go on sale within months.It will line up with the Mitsubishi Outlander-based 4007.McAuley says both the 3008 and 4007 should have strong appeal locally."We are still on the product plan for the 4007 but it's timing is unknown," he says."And the 3008 goes on sale in the UK (a right-hand drive market) at the end of 2009."Both cars could arrive in local showrooms early next year.Based on the 308 hatch, the 3008 adds a high-riding SUV-style body and a host of technology Peugeot hopes will put it at the forefront of the competitive compact off-roader segment.It uses several new technologies, including dynamic roll control and grip control.There is also a heads-up display, distance alert, automatic parking brake, hill assist and a raft of telematic systems for navigation and on-board entertainment.Roll control is a passive hydraulic system built into the rear suspension cross-member that connects the two rear shock absorbers.It acts like a third shock absorber to flatten body roll in corners and eliminate pitching.Grip control is an advance traction control system with special 16-inch mud and snow tyres.It has five settings standard, snow, off-road, sand and ESP off controlled by a rotary knob on the centre console.Visually the car borrows 308 cues, such as the forward-positioned windscreen.Like the Outlander/4007, the 3008 has a split tailgate and raised driving position.Inside, there is a `multi-flex’ interior with a three-position floor and folding rear seats.With the rear and front passenger's seat folded, the 3008 has a flat floor from the tailgate to the dashboard.Luggage space is 512 litres with the rear seats and 1604 with the rear seats folded.The 3008 borrows its underpinnings from the 308, including front MacPherson strut and rear torsion beam suspension, as well as a normally aspirated 1.6-litre petrol, turbo 1.6-petrol and 1.6-litre and 2.0-litre HDi engines. 

Suzuki's original Grand Vitara was a bit like that kid. Considered by many to be too much of an underpowered lightweight to be a serious player in the dirt.But the kid has grown up and the Grand Vitara has matured into something desirable in the soft roader market.Suzuki has been working hard to give the Vitara a more vibrant image. Take a look at the Grand Vitara's sales brochure and you will only find one picture of someone middle aged or older.It's all about surfboards, camping, playing in the dirt or snow or heaven forbid, powering through salt water on a beach. Suzuki, known as a small car specialist, is pitching the Grand Vitara at active, fun-loving adventurers.Fair enough, for the wagon is pretty good at what it does and has helped Suzuki maintain sales in what developed into an annus horribilis for the industry.The Grand Vitara has just had a booster injection of vitality, with Suzuki ticking all the right boxes: a new petrol engine, better fuel economy, more refinement and added safety, including the fitment of electronic stability control as standard in all models.While the three- and five-door styles remain, the old 1.6 and 2-litre motors have been replaced with a smart 2.4-litre four-cylinder engine while a 3.2-litre quad cam V6 takes over from the 2.7-litre model.The existing 1.9-litre turbo diesel has been reworked for better fuel economy.Pricing spreads from $24,990 for the base three-door to $39,990 for the V6 five-door or $40,990 if you opt for larger alloy wheels.The Grand Vitara comes from Japan and it shows. It looks well screwed together and shows a degree of quality about its fit and finish which should be the envy of its rivals.DrivingWhile most of its rivals are not true offroaders, the Grand Vitara is and is remarkably capable of tackling the sort of stuff typical owners will encounter _ rough forestry trails, overgrown tracks leading to the best fishing spots or along windswept ocean beaches.You would expect, therefore, this would be a hard-riding wagon and uncomfortably out of its depth in the city environment.And that's the big surprise because it handles the urban jungle with all the poise and comfort of a mid sized family car.It has a constant all-wheel drive system with electronic selection between high and low range but the auto only comes as a four-speeder when five has become the norm.The icing on the Suzuki cake, is that this one comes well equipped for the price with a comprehensive equipment list which includes, depending on the model, six air bags, automatic air conditioning, leather trim, powered sunroof, cruise control, keyless start and multi-stack seven-speaker CD player.Standard equipment also includes hill descent and hill holder control for confidence-boosting offroad driving and 17-inch alloys. Storage space also gets a tick of approval.It's not all good news though.The wagon is best as a four-seater, not a five, the rear visibility is handicapped by the full-sized spare tyre which is slung on the side hinged rear door, there are a couple of blind spots and the way the rear seat folds is cumbersome and doesn't leave a lot in the way of extra luggage space. ON and OFF ROAD My daily route includes a brute of a short but steep hill. It's a great baseline test of how well a vehicle's torque and gearing are matched. Performance vehicles fly up in third gear, most do it in second, a few struggle and occasionally need first. The petrol Grand Vitara fits in that group.While the new 2.4-litre motor with 122kW is the star attraction and is substantially better than the old 1.6l engine, the gearing, designed to gain maximum fuel efficiency, coupled with the wagon's weight, means mid-range performance is sluggish.The Vitara would perform much better with an extra gear and ratios better matched to the engines torque. There's no problem with the Suzuki's off the line acceleration: the 2.4-litre motor has shaved zero to 100km/h times from 12.5 seconds in the old model to 11.7 seconds in the new. Not super quick but this is a constant all-wheel drive wagon designed for the bush. The Grand Vitara is perky most times and the ride is reasonable but not class leading. We tried the petrol and diesel versions, returning a good 10l/100km and 8l/100km respectively. The pick of the two, for me, is still the manual-only diesel because it offers better meaty torque which helps to overcome its mid-range flatspot, especially in the second to third gear range.That said, the petrol is still pleasing and if you desire more power (but at a price), then go for the V6 version. Inside, the Vitara offers a well designed and efficient cabin. It gets ticks for features like a gauge showing fuel consumption but all the gauges could be bigger and clearer and there's still no reach adjustment for the steering wheel.Verdict: On road, there are others which are more refined. Off road, the Vitara shines.The Grand Vitara is a genuine and honest offroader which is happy in city driving. Well equipped but needs a five-speed automatic.

If you don't like getting your hands dirty and think utes rank alongside drays as acceptable transport, turn the page now.  For the men still with me, this is a story about an enthusiastic workhorse that won't win the Miss Ute 2008 award yet is both durable and efficient.There's nothing precious about the Mazda BT-50. You could get away with the dual-purpose utility version at weekend social engagements but with the flatbed tested here is strictly business.Up front is a Mazda 3-litre turbo-diesel and at the back is a wood-floored steel tray above cart springs with a five-speed manual box and 4WD system in between.  The engine is one of the better workhorse turbo-diesels around. The power is linear, the torque comes in strong right down near the bottom of the tacho's dial and the fuel economy is reasonable.To be fair, pretty much all ute turbo-diesels are similar. Mazda get an elephant stamp because the four-cylinder unit is relatively quiet.  It'll get about 11.5 litres/100km in the suburbs and a bit of off-roading which is line-ball with its rivals.There's nothing really sophisticated about the BT-50 package and that's one of its strengths.  The suspension is a simple torsion bar and double wishbones up front with leaf springs and a live axle at the back.It's a compromise system - the front is better on road and the back is better off the road - but works well. Surprisingly, the ride is relatively supple and few occupants will complain about harshness.  That is, unless, you are one of the potentially two passengers in the back.The Freestyle is an extended cab model. There's plenty of room behind the front seats for hand luggage, toolkits, eskies and other gear that requires security.  On one occasion, the four foam pads - two bolted to the floor, the other two beneath the rear window - supported my daughter for a short trip.  I believe it wasn't her most comfortable trip and I've gauged that because she hasn't spoken to me since.That simple acknowledgment by Mazda that humans can fit into the rear is extended into the rest of the cabin where austerity rules and its colour is pale grey.  Not that the dashboard and its controls are difficult to master. There's nothing here to test any driver's mental skill but there will be some who'll find working the wheel quite strenuous.As a 4WD, the steering system is the strong yet vague recirculating ball type.  Lock to lock feels about a zillion turns of the wheel. This is exhausting if you're in close confines but, on the bright side, more economical than an expensive gym membership.In the dirt it's as unstoppable as most. The manual change for the two-speed transfer case is a bit archaic compared to some rivals with electric change, but at least it has less chance of breaking.  It can be awkward in tight spots because of the countless steering wheel turns and the poor turning circle.The front suspension's limited wheel travel can make it claw in the air for traction and the only saving grace here is the flexibility of the rear axle and its limited-slip differential.  I was surprised the ground clearance is a rather low 207mm because it didn't ground when crossing some pretty rough tracks.The payload of more than one-tonne enables the BT-50 to be versatile for numerous projects.  Particularly, it endears itself more for those wanting custom canopies - such as electricians, plumbers and other high-income professions - for security and high-weight cargo ability.The Mazda tray fitted to the test vehicle was a well-thought out design that cleverly added a lockable toolbox and potable water tank plus handwash liquid beneath the tray. Try and get that with your poncy Maloo! This is a good unit that obviously suits tradies who need a go-anywhere workhorse. Buy the ute version for broader leisure pursuits and please, keep the rear seats for cargo.MAZDA BT-50 SX FREESTYLE 4WDPrice: $37,020Engine: 3-litre, 4-cyl, turbocharger, intercoolerPower: 115kW @ 3200rpmTorque: 380Nm @ 1800rpm Fuel:Diesel Economy (official): 9.2 litres/100kmEconomy (tested): 11.2 litres/100kmGreenhouse: 243g/km (Corolla: 175g/km)Transmission: 5-speed manual; 2-speed transfer; part-time 4WD 

What I need is a time machine like Doctor Who's TARDIS, to cut travel times down to nothing.But while the TARDIS car doesn't exist, Land Rover does have the next best thing, which is a Range Rover Sport. This is a car “conceived”, to use marketing-speak, as a sports tourer. In other words, it is meant to achieve the diametrically opposed goals of being a sports car and a 4WD. In lieu of a TARDIS, that'll do.This has been tried many times before but, where others pretend, the Sport starts to succeed.This is because the car can be tailored to the terrain; the air suspension means it can sit low on the road to minimise body roll, yet raise ride height when off-road. It can change throttle response and gearshift points with terrain response.Around town the Sport is an auto diesel, so you don't get an instantaneous response, but it's nimble enough. The 11.6m turning circle is good, and if you drop the air suspension it's less than 1800mm tall, so car parks are no problem, especially with the great all-round visibility.Friends who own sports cars made rude remarks when they discovered the RRS weighs 2400kg, offers 140kw, is diesel and regally achieves a 0-100 time of 12.7 seconds.All-out acceleration does not leave the driver a gibbering mess, innards pulped by g-forces asthe car hurtles towards the horizon. The tyres begin to squeal at cornering speeds that a sports car would consider a warm-up.In short, on a racetrack the Sport would be left floundering well behind any ordinary sedan.But the Sport is not about track days. It is about real-world speed, when you need to be somewhere else, rather quickly.And when I am in that sort of situation, my preferred teleportation device would be a Sport or other quick 4WD, not some snarling sports mobile. For two extremely good reasons.First, not all roads are smooth, especially the ones I find myself on. For example, on the way home some maintenance workers have cut the bitumen to install a pipe, leaving a temporary gravel patch. In the Sport, I didn't even slow down and barely felt the bump.A sports car driver would have left a trail of plastic body parts all the way to the chiropractor. Rough roads? Again, the Sport simply wafts over seriously damaged roads, which would see road cars gingerly crawling in second. If we remain in the real world, at real speed limits, let's also assume you are going to drive quickly, but safely.As you arrive at a hairpin, standing on the excellent brakes, you glance sideways, and see that the apex and exit is indeed clear. Then you can attack the corner, secure in the knowledge that the suspension, tyres and all-wheel-drive will help deal with any mid-corner irregularities.In, say, the Lotus Elise, you glance sideways and get an excellent view of the tops of grass blades, with the local insects peering down at you.Whatever dangers the corner may hold will not be apparent until you're almost through it. Then you also quickly discover the road is not quite as smooth as it seemed from within the Sport, and that does nothing for confidence.And what if you're in a hurry and your back country short cut suddenly turns to dirt? In a Sport, you'd laugh. In a highly strung sporty car you'd cry. I've been with friends in this situation; we were overtaken by a farmer in a ute full of hay.Hence my contention that a quick 4WD is often quicker, real world, than a quick sports car.I might add that the Sport can be loaded with all my digital SLR kit and much more, whereas the Elise is chockers with a small digital camera.But enough about on road. By definition, every all-rounder is competent at lots of things. But they also tend to have a speciality, and for the RRS it's low-range work.There are other 4WDs that can match or exceed it for at-speed dynamics. But the only ones that can keep up with it in the rough would be blown away like confetti on the smooth stuff.For an indie suspension car, the Sport has long wheel travel with cross-linked height-adjustable air suspension. Translation; clearance is not a problem. It's manoeuvrable.Ample torque and, thanks to the tailored throttle response, you can request another quarter-Nm and it is delivered instantly, thank you, sir. Good traction control. The car just works off-road, and I now believe the Land Rover exec who told me it was better than the Defender.My litmus test is simple: with all-terrain tyres, would I hesitate to point the car's nose down any 4WD track in the wet? Not in the Sport.If the RRS is to be your personal transport, you'll be spending a lot of time at the wheel, and that's no bad place to be. But there are niggles.First, no external input into the CD player — but it is MP3 compatible. The dials are clear, but the rest of the dash is looking less than modern, and no sat-nav. You can't secure it on a hill as the park brake only locks the rear wheels. The auto can be slow to shift, so use the manual override. Another 100kW wouldn't go amiss, or more boot space.But all of this is like wandering into the Garden of Eden and noticing that the grass hasn't been cut in the past week. It's forgivable, in the big scheme of things, because the Sport has that most desirable of features: desirability.