Off road

All-paw grip is taking a tighter hold on the BMW Group as the German luxury maker works to strengthen its key babies against the growing threat from compact SUVs.The Mini has already been previewed as an all-wheel-drive wagon called the Crossover Concept, and now BMW has revealed its X1.The 1-Series wagon is more than just a BMW body flopped over the Mini's mechanical package; BMW says the two vehicles are totally different and aimed at very different buyers.The Mini is intended for adventurous 20-somethings, whereas the Concept X1 will go into production as a safe, practical family car.There have been rumours of the X1 plan for close to two years, much as there were early leaks of BMW's plan to downsize the successful X5 wagon into the X3.Details were to be revealed at the Paris motor show, but BMW claims the X1 is an extension of the Sports Activity Vehicle concept it developed.It talks about “cool elegance, modern style and variable function” for a vehicle that's obviously a puffed-up, high-rider, 1-Series hatchback.The X1 has a similar five-door body and, like Subaru's Forester, isn't intended for serious off-road work.It's being previewed at a time when BMW is facing some tough challenges: Volvo has just put its XC60 all-wheel-drive wagon on the road; Volkswagen has a three-month waiting list for its compact Tiguan SUV; and Audi has confirmed it will have a Q5 to sit below its Q7, with the potential for a smaller Q3.The X1 Concept will probably have a diesel engine, full-time AWD and 18-inch wheels.Its shape has been chosen to reflect the X1's wide track and higher ride height, with squared-off wheel cut-outs, black body surrounds, silver roof rails and a small spoiler over the rear window. 

The car – which would be a fourth variant in MINI’s current model range — has four doors, four drive wheels, four single seats and measures four metres in the length.The body has two hinged doors on the passenger’s side (front and back), with a third for the driver. The fourth door, for the rear passenger on the driver’s side, slides back along the outside of the car.The rear door has a frameless, retractable window and when open, swivels to one side to help the loading of long items, such as skis, snowboards and surfboards.A folding cover that extends across the length of the roof increases luggage capacity, and there is an optional transport case that can be fitted on to the outside of the rear door.A matt aluminium fastening rail extending from the dashboard through the middle of the car to the rear can become a modular system with detachable cupholders and storage and entertainment units.

The locals say the last serious soaking rain that fell on the MacDonnell Ranges west of Alice Springs was almost 12 months ago.The region has been drought ravaged for years and the harsh red centre is living up to its name.The riverbeds are bleached dry. The winter air so devoid of moisture it leaves your throat raspy like sandpaper.Even the famous outback wildlife has deserted the heartland.Yet it remains a beautiful, albeit brutal, location and one which challenges not only its inhabitants but the vehicles they drive.It was in this setting that Suzuki bravely chose to launch its updated Grand Vitara four-wheel drive.By doing so it wanted to reinforce the car's credentials as a true off-roader, and set it apart from its chief rivals — the Subaru Forester, Nissan X-Trail, Toyota RAV4 and Honda CR-V.This quartet of soft-roaders has made it tough for the Grand Vitara because they dominate the compact off-roader sales race.With considerably more marketing muscle, the rival Japanese push the highly capable Suzuki into the background.That is until you tackle some sandy outback trails and the wide dustbowl of a corrugated “highway” called the Mereenie Loop Road, west of Alice Springs.If this deeply rutted road from Kings Canyon Station back to the Glen Helen Resort does not render passengers speechless, the bulldust and car-size potholes will.But after more than 350km, the Grand Vitara has very little else to prove.Suzuki has taken notice of customer feedback with the refreshed wagon, lifting equipment levels but most importantly the car's ride comfort and handling without compromising its off-road performance, according to Suzuki Australia general manager, Tony Devers.“The styling hasn't changed dramatically but the driving experience has,” he says.“We really want to put it on more buyers' shopping lists.“If you look at our key rivals, we're certainly ahead on price, equipment, power, economy and towing capacity.”Devers is confident the new car will double sales to more than 500 a month.Apart from some extra visual tweaks, a 30mm longer bumper and new alloys, the Grand Vitara's handsome shape continues on from the third-generation model launched in 2005.However, it gets more standard safety equipment, including side and curtain airbags and electronic stability control across the range, which eliminates the need for a centre limited slip differential.But the big news is under the skin and under the bonnet.Gone are the asthmatic 1.6-litre four and 2.0-litre four-cylinder engines, as well as the indifferent and less than frugal 2.7-litre V6.In their place are a 2.4-litre four cylinder and 3.2-litre V6 in the range toppers.These two petrol engines join a reworked 1.9-litre turbodiesel that returns 7.0litres for 100km, an 8 per cent improvement.The Suzuki-designed 2.4-litre develops 122kW at 6000 revs and 225Nm at 4000 revs and gains a balancer shaft for quieter operation.It is available in both three-door and five-door models.In the three-door this represents a power gain of 67 per cent over the 1.6, while fuel economy improves to 8.8litres for 100km.The 3.2-litre quad-cam V6, mated to a five-speed automatic, comes in one guise, a five-door luxury Prestige model.The V6 develops 165kW at 6200 revs and 284Nm at 3500 revs, 22 per cent more power and 14 per cent better torque than the outgoing 2.7-litre V6.Fuel economy has also improved to 10.5litres for 100km, a 9 per cent improvement over the old V6.The V6's five-speed automatic also gets revised shift points that smooth out its operation.Significantly for both the four and V6 is hey both come with dual-range full-time four-wheel drive.Across the range, the car's driveshafts have also been changed to sliding constant velocity joints for a quieter operation and reduced vibration.Buyers also get rear ventilated disc brakes, climate control air conditioning, electric windows, mirrors and central locking and steering wheel audio controls.The 2.4-litre five-door adds cruise control while the luxury Prestige gains a four-speed automatic, leather trim, sunroof, mirror-mounted side indicators, premium seven-speaker CD stereo and 17-inch alloys.The range topping 3.2-litre V6 Prestige has the same equipment as the 2.4-litre Prestige but adds automatic high-intensity headlights with washers, premium sound system, hill descent control and hill hold control and six-stacker CD.Suzuki is confident that the toughened front end and body structure, along with six airbags, will improve the previous Grand Vitara's four-star crash rating.Thicker steel is now used around the engine bay and engine supports, while at the back the independent rear suspension is stronger with better location to the monocoque body and its built-in ladder frame chassis.Suzuki has not forgotten about the cabin either.Inside, the trip computer has moved from the top of the dashboard to inside the instrument cluster.The climate control functions are easier to use with an LCD display and the steering wheel mounted switches for audio and cruise control are now backlit.Of the line-up, Devers believes the three-door has the most potential, even though the 2.4-litre five-door will be the volume seller.“At $24,990 the three-door has the potential to grab buyers who want something different to a four-cylinder hatch,” he says.“We are the only ones who offer a three-door compact SUV.”DRIVINGWE have to admit, even carsGuide has been seduced by the popularity of the Grand Vitara's four key soft-roader rivals.That's because we spend most of our time in the city, with an occasional side trip to the snow.But when you go bush it's a different matter.Of the four the X-Trail is really the only one we'd feel reasonably comfortable venturing right off the beaten track.And then there's the Grand Vitara.Suzuki Australia boss Tony Devers says about 60 per cent of Grand Vitara owners actually take their cars off-road.Its dual range four-mode off-road capability, 1850kg towing capacity and good approach and departure angles turns the trusty Suzuki into a good all-Aussie vehicle.With the new 2.4-litre four and 3.2-litre V6 soft sand and steep, rock-strewn bush tracks along the Finke River west of Alice Springs prove no trouble.Even the harshest corrugations on the Mereenie Loop Road could not unsettle the car's integral strength, or dust sealing.On bitumen both engines also proved their mettle. The 2.4 is impressively quiet and torquey while the five-speed manual is crisp to operate.The V6 likes to be worked and really gives its best high in the rev range. Once you give the accelerator a good prod, it will snap to attention and the torque spread is far better than the old 2.7 V6.Both engines proved reasonable frugal, too.In a mix of some low-speed off-road work and high-speed driving the 2.4 delivered around 9.7litres for 100km and the V6 less than 11.7litres for 100km.With gentle driving, Suzuki's claimed fuel consumption figures for both models should be attainable.Apart from the curtain airbags, the other significant safety plus is the addition of electronic stability control, which is well calibrated for our gravel roads.Inside, the cabin has an upmarket feel and standard of quality, fit and finish that beats some of its much-vaunted Japanese rivals.Apart from the touch and feel things, there are other palpable improvements.On-road handling is more refined and the cabin quieter than before.The stronger body helps the suspension cope better and maintain a flatter ride, requiring less steering correction.The Grand Vitara has the right ingredients to convince more buyers that it is just as good, and in some areas, better than its competition.With credentials like that it has a crack at being leader of the pack. 

The Range Rover Vogue, flagship of the Land Rover fleet, glides into El Questro trailing red dust and miles of memories. Memories of dust hovering in billowing clouds, of stones flicking up and spitting sideways as Goodyear Wranglers pounded down the Gibb River Road.Our convoy of eight Land Rovers is heading to a well-earned break at the Kimberley resort.The Range Rover Vogue and Sport, the Freelander, three Discoverys, Defender wagon and ute have been comfortable, reliable and capable on this long, dry run from the Alice up through the Tanami Desert.Through corrugations and bulldust, chill desert mornings and gold-red sunsets, the Land Rovers have run easy through a rugged and remote piece of the continent.At the end of the trek, as we head for our first shower in five days, there are few more suitable — and suited — vehicles than a Vogue to roll into the greens of the El Questro oasis.Here, in this stunning part of Western Australia, gateway to a land of geographical treasures, the Vogue and all its comforts and conveniences makes a driver feel extra-special.Inside is soft and quiet, apart from unintelligible Olympic commentators fading in and out on the radio. The Vogue ignores rough, nasty patches of ancient landscape passing beneath.Its mighty turbocharged diesel V8 powers on, its six-speed sequential transmission slurring through the changes, rounding up 50m roadtrains or pushing on through the talcum-soft bog of bulldust.This year, the Range Rover Vogue has benefited from minor changes including a four-zone air conditioning option and Bluetooth connectivity.But the basics remain the same in a majestic off-road machine that sails through this wild country with supreme comfort.The Vogue and its Land Rover mates have crossed the Simpson Desert from Birdsville, then on to Alice Springs. The next leg — Alice to El Questro — was a further 1700km.During this epic drive to mark Land Rover's 60th anniversary, there has not been a single drama aside from the odd flat tyre.And, thanks to the attention paid to build quality under BMW and Ford's ownership of the famous British brand, the fleet is pleasantly free of rattles and loose bits.All of them prove to be great touring and rough-track machines on this run across Australia (despite outback tales of certain Japanese makes being the only means of travel out here).The Vogue is — surprise, surprise — the pick of the Land Rover bunch: elegant and effortless.The Range Rover Sport is very good but, for desert tours, the Discovery wagon is probably a better bet. The Sport is quite capable but with a bias towards on-road handling, while the Discovery sits on a longer wheelbase.If the Vogue is the flagship of the fleet, the acclaimed Discovery is the battleship and the Defender the minesweeper: a tough wagon to send out if the going turns really gnarly and some forward scouting is needed. This square-jawed, 2.4-litre machine is hard to stop, and dings and scratches will only enhance its character.Where the Defender loses out is in cabin ergonomics, ride comfort and noise levels on rough, corrugated roads.The wagon, priced from $48,990, is acceptable if the sweet spot can be found — up the Tanami Track, that was around 90 km/h.That leaves the surprise packet of the convoy, the Freelander. This is the patrol boat, quick and game for anything.Unlike the Range Rover or the Discovery, the Freelander has no low-range gearing or suspension height adjustment (the bigger wagons have air suspension that adjusts the ride height according to the terrain).But the diesel Freelander, with its six-speed transmission and clever four-wheel-drive system, is forever willing to tackle both high-speed runs down dirt roads or off-road crawls.Like its bigger mates, the Freelander has Land Rover's All Terrain System, which sets engine and transmission parameters to suit the work involved — more torque and lower gearing for rocks, more power and quicker changes for sand.On all Land Rovers (aside from the Defender) this system is best proved by setting the centre console dial to the wrong spot.Try to slip through sand and mud with the rocky road setting, and the vehicle bogs down. Try to climb a rock-strewn hill with the sand setting, and it bounces around with too much ground speed.The system does help the Freelander (from $49,990 in petrol form, $52,490 for the diesel) get further than may be imagined; this is arguably the best of the premium compact SUVs for combining good road manners and some rough paddock ability with a fair degree of comfort.It's also a fun machine on a soft dirt road, stability control turned down to allow more tail slides, driver's arms crossed in rally style.All the while, the Freelander's 2.2-litre diesel is returning better than 10 litres per 100km through the scrub. The big Vogue can achieve close on 10 litres on a run down the track, out to a reasonable 13 litres when it's needed to work harder down a bush track.These machines allowed a disparate group of travellers to explore some of Australia's most desolate country, then the magnificent Kimberleys.There are many vehicles capable of such a trip, but this fleet of Land Rovers added extra style and comfort to the journey.For, despite some hiccups over the past 60 years, the British maker (now owned by India's Tata) has been doing it with a passion for the brand and the adventure — characteristics not always seen among the Johnny-come-latelys of the four-wheel-drive business. 

For tradies wanting bragging rights of king of the utes at the building site, or campers or fishers who want a quick, powerful 4WD ute to get along the dirt tracks and the highway blacktop, this thing is the answer.It looks like a dressed-up Toyota HiLux crew-cab ute.Which is what it is. But much more: it has the extra muscle to go with the hot-rod looks. Yet it remains a dinkum 4WD, complete with low-range transfer 'box. It's called the TRD HiLux, the initials meaning Toyota Racing Development, an arm of Toyota Australia that takes a popular vehicle and enhances it with engineering and aesthetic improvements.Now, there's not much wrong with the HiLux 4WD to start with when it comes to a dual-cab ute. The TRD version is for people who want to do it faster — and they get some extra equipment and nicer interior thrown in as well as the stronger brakes you'd expect of a high performance model of a 2810kg vehicle.The V6 four-litre petrol engine has twin camshafts per cylinder bank and an Eaton supercharger bolted on, with intercooler. Power rises 28 per cent to a V8-like 225kW at 5400rpm and torque is up 20 per cent to a meaty 453Nm at 3400rpm.But there's so much torque available from low down in the rev range that, left in two (rear) wheel drive, a prod of the throttle on a loose-surface corner will easily break traction of the 265/65 tyres (on 17in alloy wheels) and have the back sliding out.This means dirt roads, offroad or even wet bitumen. It can be fun but also it needs to be treated with care. There's no ESP nor traction control.Official fuel consumption rating is 12.9 litres/100km. Put the foot down and it hoses through premium unleaded. Yet, take it easy, drive quietly and you can easily return better than that figure. TRD HiLux comes with a five-speed automatic that has paddleshifts — out of character in a 4WD ute but great all the same.A separate floor lever is used for on-the-fly changes between 2WD and 4WD in the 4000SL version and for low range.TRD HiLux comes with twin front airbags, ABS brakes, airconditioning, cruise control, power windows, remote central locking, Bilstein shock absorbers, 17in alloy wheels, bigger brakes and calipers, body kit of over-fender flares, sidesteps, front bumper and mesh radiator grille, plus sports bars and leather-wrapped steering wheel and shift lever. The 4000S is $59,990.THE 4000SL at $64,990 adds automatic disconnecting front differential (to allow changes between 2WD and 4WD up to 100km/h), leather seats, six-stack CD, smooth-sided rear deck and TRD carpet mats.DRIVINGWe drove the TRD 4000SL HiLux and noted it cruised at 1900rpm at 110km/h. Keep speeds low and use the throttle gently and it can return 8.7 litres/100km.We thought the steering ratio was too light for a sporty. The wheel is adjustable for height but not for reach.Some of the original HiLux plastic trim is out of place in a $65k vehicle. The seats offer good support.Remember this though: it is a 2.9-tonne high-performance vehicle — with leaf springs and drum brakes at the rear. Yet it works well. It's no Lotus on twisting bitumen but can be hussled better than other 4WD dual-cab utes and has good grunt for overtaking.

The sleek and modern urban-designed but off-road-capable Koleos, will arrive in Australia in September in three trim levels in four-wheel drive and two-wheel drive with diesel and petrol engine choices.Prices will start at $30,000 and range up to the low $40,000s, according to Renault Australia senior communications manager Craig Smith.“We plan to sell 100 to 150 a month, making it our biggest-selling model in the range,” he said. The current top-selling Renault in Australia is the Megane sedan, which sells some 70 to 80 a month.“We now have 25 per cent of the market segments covered, but Koleos will lift that to about 40 per cent.”Koleos is built on the Nissan X-Trail platform with the same running gear.In a multi-national focus, the Koleos is the first product of the alliance between the Japanese and French car companies and will be built in Korea by Renault Samsung Motors.At launch, the Koleos, which means butterfly, will be available in 4x4 and 4x2 petrol models and 4x4 in diesel, with a 4x2 diesel to come later.Smith said there would be no issues with supply, but if customers ordered a model not in stock it would take about 10 to 12 weeks to arrive from Korea.He said the vehicles would be well-equipped, including standard curtain airbags and stability control.“We expect younger buyers to be attracted by the urban-centric vehicle with weekday practicalities, weekend leisure capabilities and a quiet cabin,” Smith said.The Koleos comes with 112kW and 131kW versions of the two-litre diesel engine or a 2.5-litre 127kW petrol engine, both with six-speed auto or manual transmissions.While specific features have yet to be confirmed for Australia, Smith said Bluetooth and satellite navigation would not be available.It also comes with a horizontally split rear tailgate, automatically folding rear seats, a host of stowage areas and will be the first Renault in Australia with a three-year 150,000km warranty.The Koleos is part of a Renault product assault this year which continues next month with the Laguna diesel hatch in six-speed manual and auto, the Clio RenaultSport in July, the Laguna estate in September, followed by a two-litre turbo hatch and the Sport Megane DCI in October. 

Seven years after it was launched, Jeep is looking to rectify the KJ model Cherokee's shortcomings with the almost all-new KK Cherokee.The KK has traditional Jeep styling that harks back to the XJ and looks like a scaled-down version of the current, unloved Commander model.The boxy styling not only looks the part, but allows designers to address interior space issues. Lengthening the wheelbase and moving the spare wheel under the cargo floor from off the back door also helped here.Cherokee continues to be built on a monocoque platform with a five-link, coil sprung live rear axle and a wishbone coil sprung independent front end (IFS) with sway bars front and rear. It was the move to IFS on the KJ that hurt its off-road ability, as IFS doesn't have the off-road travel of a live axle, but IFS is much better for on-road ride quality, stability and handling.The KK Cherokee rides and handles well without the bump steer of its Dodge Nitro sibling. It can feel under-damped on undulations at speed, but for the most part the suspension does a good job of general duties.Off-road, the rear end flexes nicely to keep the rear wheels on the track while electronic traction control (ETC) makes up somewhat when the front end runs out of drop and the wheels lose traction. The electronic traction control surprised us with its ability, pushing the KK up rocky ledges that would have left many other 4WDs spinning their cocked wheels.The standard electronic traction aids restore some of the Cherokee's off-road credentials.These include ETC and hill descent control (HDC) and the system incorporates the safety benefits of stability control (ESP).Jeep's ETC works with open differentials or what Jeep calls brake lock differentials (BLD). The diffs themselves have no locking function per se but, when a wheel slips on low traction surfaces, the anti-lock brake (ABS) hardware stops it spinning and torque is transmitted to the wheel at the other side through the differential.High-range 4WD is variable and can be used full time on all surfaces, making the KK the first Cherokee to offer full-time 4WD. The transfer case also offers two-wheel (rear) drive; there's no locked high-range 4WD option. A toggle switch replaces the awkward transfer lever that was always on the wrong side of the console for Australian drivers.HDC is nothing new in that it allows feet-off-the-pedals controlled descents at a set speed using the ABS. But Jeep's HDC is better than most in that it is speed adjustable and the lowest set speed is just 1.5km/h.KK Cherokee is available in two spec levels - Sport and Limited, with a choice of petrol V6 or turbo-diesel I4 engines. Both power plants are only available with an auto transmission; a four-speed behind the V6 or a five-speed behind the turbo-diesel.For this test, we sampled the Cherokee Sport with the diesel engine. This vehicle retails for $43,990.The engine is the 2.8-litre, DOHC mill also found in the Jeep Wrangler and Dodge Nitro in various tunes. In the Cherokee it uses variable geometry turbocharging, intercooling and high pressure common rail fuel injection to achieve its 130kW and its 460Nm of torque at 2000rpm.The five-speed auto is familiar from other Jeep models such as the Grand Cherokee. It uses inputs to determine driving style and adapt the best shift pattern to suit that style, be it relaxed or sporting. It can also be shifted manually via a side-to-side self-centering gate on the shifter.This shifter is also easy to use for the HDC whereas in the petrol, with its four-speed auto, there is no sequential shift gate.On the road the CRD drive train offers great performance but, at low throttle driving around town, the Jeep's traditionally long travel accelerator pedal hampers the way the torque is delivered. It requires a lot of pedal movement and a driver will often depress it enough to give an unwanted surge of power from the punchy engine. The long travel pedal is a boon for off-road driving where it allows smooth throttle control, but it's a constant annoyance in the 'burbs, particularly for shorter drivers restricted by the non-reach adjustable steering column.This complaint isn't an issue on the open road, although you do have to press down a long way to get the most of the engine for overtaking. The CRD engine cruises quietly and smoothly at highway speeds with ample performance on tap when required. The transmission is equally as smooth, adapting a relaxed gait when cruising or becoming more aggressive the harsher you are with the throttle.In low range trail and rock hopping the punchy engine is better controlled for low-speed work with the BLDs sending the torque to the wheels that can use it. Engine braking is OK, not great, but the adjustable descent control does a very good, if noisy, job of controlling speed.KK's limiting factor off road is clearance, as you often scrape the underside and front control arms. Short front and rear overhangs compensate somewhat for the low height but the front bashplate and chassis rails cop a beating in rocky terrain. Thankfully any fragile components are tucked up out of harm's way, and it's the heavy-duty chassis rails that take the brunt of the terrain. Given some more clearance, the Cherokee would be a great little off-roader. As it is, it's competent on bush tracks but extra care must be taken with wheel placement on rocky ground.When you deal with Chrysler staff you don't have to look far to find old hot rodders and car enthusiasts. This is also evident at Jeep and is shown in the design of the 16-inch alloy wheels on the Cherokee Sport that are called “Keystone” and look similar to the mag wheels of that name from the 1970s. Alloy wheels wear 235/70R 16 tyres; on the Limited model, the wheels are 18s with 60-series rubber, so the Sport's 16s are the choice for off-road.The functional aspect of the new Cherokee's design continues through to its interior, which is a simple, well-equipped workspace. There's more space for passengers in both the front and back than in the old model, but the driver's footwell is still restricted by the transmission hump on the left. The rear seatback is split 60:40 and reclines for comfort.All seats bar the driver's fold flat for load space and the floor panel in the cargo area is reversible from carpeted to plastic for carrying wet or dirty cargo.The interior is well specified in both convenience and safety features. All the usual power functions are standard, as is climate-control air-conditioning. Notably missing is an extra 12-volt power outlet, the only one being the ciggie lighter.Safety starts with terrain-reading ABS, ESP and brake assist.Inside there are front and side curtain airbags and a tyre pressure monitor is standard and warned us of a low tyre while on this test.Unusual in this class but appreciated is the standard inclusion of rear parking sensors, making reverse parking easier.Cherokee gives buyers of small 4WDs a real off-road option when compared to most compact SUVs. Its limits are set by its rather low ride height, but it will do a better job of getting out there than anything else its size. The engine and transmission work well both on and off-road, while the size and equipment make it a handy day-to-day commuter. 

It comes only as an automatic and loses nothing because of it.It looks distinctive, yet not overblown.It is tastefully executed and the five bold colours in the palette suit the nature of this vehicle.Side-steps are standard and needed to make a graceful entry or exit.Once inside, the seats are as comfortable as any Toyota, though the same can be said of the ambience.It's a Toyota, and a TRD logo and some red stitching fails to reflect the $9500 premium on the SR5 model.But then the right foot kicks it in.The Eaton supercharger cranks in immediately, so from idle this thing starts whistling and whining and moving.Acceleration feels more leisurely than the 7.2-second sprint time, mainly because the engine will run only past 5000 revs before telling the auto box to up-shift.Despite the extra 50kg — it's now 1850kg plus occupants, fuel and anything in the tray — it tracks positively through the corners.There is, however, some initial lag at turn-in.Once you get used to that, the vehicle can be flung into bends with a flat stance that belies the Hilux's high centre of gravity.Off the road, the TRD has all the four-wheel-drive competency of the regular HiLux.The suppleness of the suspension hasn't been destroyed by TRD engineers, so it's as comfortable as a standard model over rocks. But, like the standard model with automatic transmission, there's precious little engine braking on downhill slopes.Thankfully, the TRD has bigger discs and calipers up front, yet oddly retains drums at the rear.Ground clearance is only a bit down on the standard model.TRD lowered the body height but fitted bigger-diameter tyres, so this one's as good in the dirt as the SR5. 

The heritage goes way back to those lightweight LJ machines of the 1970s. These were no-nonsense vehicles of rare ability. Less weight and less bulk allowed four-wheel-drive Suzukis to drive where bigger off-roaders often foundered.This ability continues through to the new century and, while the Suzuki line-up is now a little more extensive and a little more civilised, that off-road ability remains. For today's Suzukis are a throw-back to the days when a four-wheel drive meant a robust off-road machine.The issue has been confused in the past by soft-roaders — machines with some ground clearance and drive to four wheels (via varying methods) but no low range and a bias towards on-road comfort rather than off-road prowess.Suzuki's Grand Vitara, the five-door wagon, has continued with an honest approach to the business of off-roading, continuing with a two-speed transfer case and some decent ability for running down beaches, slogging through mud or climbing over rocks.It is a compact four-wheel drive not always challenged by the newer crop of SUVs when the tracks get rough.To add to the Vitara's credentials there is now a diesel engine option. This gives the Suzuki extra character and clout in this part of the market.Now, for some drivers, the Vitara's 1.9-litre diesel engine, with five-speed manual only, may give the Suzuki too much trucking character.For others, the sounds and flexibility of this turbocharged diesel will add to the “go-anywhere, anytime” flavour of the wagon. Sourced from Renault, the common rail four-cylinder manages 95kW at 3750rpm and 300Nm of torque at 2000rpm. These are not big figures for a 1.6-tonne machine yet, even if it takes 13 seconds to get from standstill to 100km/h, the Suzuki is a comfortable cruiser.The factory claims a very decent 7.6 litres/100km on the combined cycle and for most ordinary commutes it should stay below 10 litres/100km.There are the sounds and extra vibrations of a diesel when the Suzuki is fired up; some vibrations may remain, giving off a little tizz through the likes of the gear shift, or hard objects in cubbyholes at times. This, for some, is a welcome sign that there is some substance to the wagon.The Suzuki has a comfortable and most usable cabin, a fine combination of design and materials which will not confuse users. Along with the usual array of CD/FM/stereo, airconditioning and power windows there are six airbags for secondary safety.Primary road safety is aided by the Vitara's full-time four-wheel drive, ABS, stability and traction control. This adds up to a handy package, a compact wagon with good town manners and four-wheel driveability with the bonus of a diesel engine. Maybe it's not as quick off the mark as a startled bandicoot but with a little practice at keeping the engine in the power/torque band — between 2500rpm and 3500rpm — the Vitara is not disgraced on the open road.Off road there is the advantage of the extra set of lower gear ratios which, allied with the lug of the diesel, makes for a decent crawler. Changes from four high to four-high locked to four-low locked are made with a centre console switch; there is also a neutral spot here for those who may like to tow the Vitara behind the motorhome.The Suzuki's gearing around town is not perfect — second gear feels too tall and will not lug around on low revs as well as it could. The gearbox on this particular wagon was also a little notchy; for some drivers there may be a macho comfort in feeling those lumps of cogs down below.Yet for many these “truck-like” qualities add character to a well-credentialled vehicle.

Part of the reason is that the new eight-seater Lexus is based on the similarly competent Landcruiser, although Lexus claims the LX570 is an even better performer and 'the most capable vehicle it has ever produced.’The benchmark Cruiser is a good starting point on which to build another offroader, although they couldn’t pinpoint exactly how much of the vehicle had been borrowed – about 30 per cent by weight was the final answer.However they did acknowledge that the doors transferred straight over, and since their sculpting cues have to flow into the rest of the body, this leaves you in no doubt about the LX570’s parentage. From not too far a distance, passing traffic could easily imagine they’re seeing the next Cruiser rather than the latest Lexus.However if you go deeper than the skin there are some major differences, the largest of which is the 5.7-litre petrol V8 under the bonnet (a full litre more than its donor stablemate).Mated to a six-speed sequential automatic transmission, the engine develops 270kW of power at 5600rpm (up 100kW) and a hefty 520Nm of torque at 3200rpm on premium fuel. On 91RON you’re likely to get at least a 2kW drop.Lexus says the LX570 will get to 100km/h in 7.3 seconds – no small task for a vehicle weighing in at 2740kg (and no surprise that it will use 14.8L/100km in combined driving, which is reportedly an 8 per cent improvement on the outgoing model).But it also makes for a 3500kg braked towing capacity, plus you can load the Lexus with about 750kg of people and cargo and there’s about 700 litres of space to play with once you drop the third row.While it has pinched the Cruiser’s full-time 4WD system, traction and stability controls, it has now also been given a lockable centre differential that sends 60 per cent of the drive to the rear, and can send up to 70 per cent if needed.A centre-mounted toggle allows you to change between high and low range, and while there is no option of getting the amazing Kinetic Suspension System available on the big Toyota, the front and redesigned rear suspension on the Lexus gives a claimed 15 per cent improvement in wheel stroke, stretching to 23cm for tough terrain. It can also be directed to lower for easier access; kneeling like an obedient camel for people to climb aboard.A crawl function that is switchable between 1, 3 and 5km/h can take over the engine and brakes in extreme situations, leaving you simply steering the Lexus while clambers up and down the route.There are just two models, opening with the $136,000 Prestige which is kitted out with all the usual luxury features, plus extras like a reversing camera, four-zone climate control with 28 outlets, heating and power adjustment to the first and second rows, 10 airbags (including roll-sensing curtains that cover all three rows), 18” alloy wheels (and yes, full-size spare) high-intensity adaptive headlights that essentially go around corners before you do, and a thumping 19-speaker Mark Levinson DVD entertainment system.The $151,700 Sport Luxury gets an extra DVD screen with wireless headphones to keep them happy in the back, front and side cameras with colour wide screen broadcast for better visibility, radar cruise control that can lock onto vehicles in front to adjust your speed and also alert a pre-crash system if it senses a collision is likely.The three rows of leather-clad seating are powered to adjust quickly to a wide variety of arrangements. In addition to sliding, the second row splits 40/20/40 and has a new tumble function that means it’s easier for passengers to get past and into the third row.And that final row is the really clever one, with buttons near the tailgate that can fold and stow the seats into the floor or tip them over onto their backs as 'stadium seating’ under the tailgate for picnics and epic weekend school sport events.Lexus already has orders for 100, and aims to sell about 360 per year — of which about 90 per cent will be the top spec. And they hope a fair proportion will be sales stolen from other makers of what Toyota Chairman Emeritus John Conomos called 'more recent arrivals in the luxury offroader market’ – for which, read the rabbits as being mainly German breeds; Audi Q7, Porsche Cayenne and even perhaps the big BMW.Lexus says only about 20 per cent of the LX570’s buyers will take it offroad, which is a bit of a shame because they’ll never find out what it can do. And what it can do is tackle pretty well anything you’d expect to be able to conquer in a LandCruiser, but with more bells and whistles as company.Using the crawl control – and the full extent of the wheel travel — we were able to inch our way over a steep set of lumps that would have given us badly cricked backs in a less capable vehicle.It responds well to the steering, and the sport/normal/comfort variable suspension allows you to dial up varying ride and handling characteristics at whim. Sport cuts out a fair amount of body roll on the bitumen, while normal and comfort work for both town and country driving.And there’s no faulting the ability of the smooth and muscular V8 engine, which gave great effort off the line and kept pulling well all through the range. Kick it and it responds with a surge forward – and a satisfying roar of agreement.The switchable ranges work well from the toggle on the centre console, but we managed to completely halt the Lexus by trying to change from low back up to high on the fly – yes, idiotic move on our part. It stressed out the drivetrain, which found a false neutral between the two transfer cases and decided it wanted nothing more to do with us for the next ten minutes while we went through every possible combination of settings and switching-offs to try and bring it back online.Again, it was our error. But it was also a warning to prevent the kids hitting the toggle with a 'what does this do?’.What will keep them out of your hair – and your control panel – is the fantastic Levinson entertainment system, which with great speakers and surround sound offers the kind of crisp quality you’d expect from a home theatre.It all adds up to a great vehicle, but at the end of the day, we couldn’t help wondering why – apart from badge envy – you’d hand over the extra for the LX570 when the top-spec LandCruiser 200 is already so damned good.Lexus says the LX570 'blurs the line between a luxury sedan and a 4WD’ but to some extent it also blurs the line between the Lexus and the luxury-spec Cruiser.