Off road

There has been a rash of locally developed high-performance off-roaders such as the Ford Territory FPV F6 and Toyota's HiLux TRD. Now Holden Special Vehicles is looking to get in on the act.It is considering the idea of an HSV-inspired Captiva but HSV boss Scott Grant is wary of building an HSV Hummer, saying HSV had no plans to do so. However, the HSV Captiva could be a goer, he says.“We don't have any specific programs on that model,” he says. “But since I arrived at HSV, one of my big focuses is trying to expand the relevance and choice within the HSV brand. And the SUV 4WD, all-wheel drive category is too big to ignore.”Grant says HSV has been looking at Captiva but “we're not close to doing anything just yet.”He also believes the new Holden Sportswagon could form a solid base for a HSV-inspired wagon.“That's another opportunity for us,” he says. “But at the moment we've no plans there either.”Despite Ford and Toyota going in hard with their performance off-roaders, Grant says there is no urgency for HSV to get into the segment.“We'd only enter it if it made sense for our core credentials and brand,” he says. “It's obvious the other local players have strategies to expand into performance off-roaders.”However, he says HSV has to consider whether the brand is elastic enough to work with AWDs.The last HSV AWD was the $73,900 Avalanche launched in late 2003.The Avalanche was based on the Holden Adventra AWD which failed to reach sales targets locally despite a price cut and hard-sell by the company.HSV also built a performance XUV ute based on the Crewman.The company spent $4.5 million developing the 270kW 5.7-litre V8 Avalanche, which used Holden's Cross-Trac 4WD system. 

The XC90 Sport runs the transversely mounted 4.4-litre eight cylinder donk that was developed in association with Yamaha.It may not be endowed with the lashings of torque that Aussie-bred V8s develop but its a giggle to see the needle spin quickly to the top end.And then you tune in to the manic sound the engine creates when everything is singing.The XC90 Sport is not all about grunt and testosterone, but it rather reinforces just what a smart device this large SUV is and for the money it undercuts a lot of its higher selling rivals, the BMW X5 and Mercedes-Benz ML-Class.This Volvo is done with plenty of finesse and striking styling.Sometimes the chassis performance and steering is a little off song compared with others but the strengths of this car are compelling in other areas such as safety, comfort and packaging.The test car was equipped with the BLIS (Blindspot Information System) that illuminates a light on the inside door trim near where your eyes would catch the side mirrors.And what a particularly useful device it is, especially with the odd motorcycle which seems to appear suddenly and for those pesky vehicles that persist in travelling in the blindspot of another vehicle.There are head restraints for all-seven seating positions, which can also be cleverly folded over when not needed so the driver has an unimpeded view out the rear.The two, three, two layout of this SUV is also a snap to reconfigure. Packaging has always been a Volvo strength and the XC90 doesn't let the side down. If you have gear to load, children, whatever, and you need to play around with the seating arrangements, don't fear.The rear seats can be stowed away or clicked into place ready to use with one hand; with a simple lever and tab system; where the seat squab can be pulled or pushed and the seat back nudged into place or pulled forward to fold flat.The second row seats all have various degrees of split-fold and can be laid horizontal to create a massive, flat load area.There is abundant comfort inside and a commanding view from behind the steering wheel.Speaking of which the extra chunky steering wheel may not be everyone's cup of tea, particularly those with small hands like this tester.Inside there is plush trim throughout and excellent ergonomics.Fuel consumption nudged 15litres/100km on this drive which is on the high side but probably closer to real-world figures with weight and passengers on board. SnapshotVolvo XC90 V8 SportPrice: $89,950Engine: 3 starsRevvy number which spins up to the chunky end of the tacho in quick timeTransmission: 3 starsSmooth changing and quick to respondHandling: 3 starsWould be overshadowed by key Euro rivals but a none-the-less competent chassisSafety: 4 starsYou wouldn't feel any safer in a vaultValue: 3 starsHas a decided edge against some of its V8 rivals Tech specsBody: five-door, seven-seat wagonEngine: 4414cc quad cam V8Transmission: 6-speed automatic, sequentialPower: 232kW @ 5850rpmTorque: 440Nm @ 3900rpmWeight: 2102kgDimensions (MM): 4807 (l), 1909 (w), 1781 (h), 2857 (w'base)Fuel: 80 litres, 15l/100km (as tested city/highway) Verdict For: Build quality, packaging, user-friendly interiorAgainst: Engine down on torque, fuel economy is up there Overall: 3 starsHard to ignore at the price 

The market is the ultimate judge, and its verdict on the Toyota LandCruiser is clear. Go to carsguide or any other classifieds website and you'll find that 20-year-old LandCruisers are still commanding prices of up to $8000, while many vehicles from the same era are throwaways, worth twice as much if their petrol tanks are full.An old LandCruiser is reckoned to be good for one last trip round Australia when its contemporaries are only good for a one-way journey to the scrapyard.Toughness is the core of the LandCruiser legend. Documented examples of the type's durability include one which was blown up for a Hollywood movie stunt, landed on all four wheels, and was able to be started and driven away.In New Zealand two thieves drove a LandCruiser over a cliff, leaping out at the last minute. To their amazement it landed at the bottom of the 60m drop with the engine still running. With the police in pursuit, the villains scrambled down, pushed the vehicle upright and drove off.And a Swiss couple, Emil and Liliana Schmid, have covered 617,359km in their 60 Series LandCruiser since October 1984, crossing 156 countries and territories in the process.A new chapter in the LandCruiser story is being opened at the Australian International Motor Show, where the new 200 Series LandCruiser wagon makes its world debut - not at Frankfurt last month, not at the Tokyo Motor Show in two weeks - here in Sydney.The launch is recognition that while it may be made in Aichi prefecture, Japan, the Toyota LandCruiser is an honorary Australian vehicle. Australia is the second-largest market for the vehicle after the Middle East and they are found all over the continent from Cape York to Coober Pedy and since the 80 series of 1990 have had considerable Australian design input and testing in the crucible of the outback.The 200 Series joined this tradition with more than two years of secret outback testing.It also incorporates new Australian-developed technology in its Kinetic Dynamic Suspension System. This hydraulic system, developed by Kinetic in Dunsborough, Western Australia decouples the vehicle's suspension rollbars in off-road conditions to allow extreme wheel articulation. Articulation means keeping the wheels on the ground, even over extreme terrain, and by allowing that, the Kinetic suspension keeps the 200 Series LandCruiser going in the most difficult off road conditions. Back on the road it recouples the rollbars making the suspension tighter, for more assured cornering with less body roll.The other significant change in the 200 Series is the adoption of coil springs, rather than torsion bars for the front suspension. But at the back the five-link coil-sprung rear axle remains, redesigned for the new ladder frame chassis but unaltered in principle, it has proved itself.Engines are a mix of the thoroughly overhauled and brand new. The 4.7-litre petrol V8 gains Toyota's VVT-I variable valve timing and comes joined to a five-speed automatic transmission. There is no longer a manual transmission in the 200 Series. The 4.5-litre V8 diesel is a twin-turbo version of the engine that made its debut on the industrial-strength 70 Series LandCruiser.A strong new six-speed auto has probably allowed Toyota's engineers to turn up the wick on the diesel for even more torque than in the 70 Series. At the same time fuel consumption is reduced, Toyota says.The LandCruiser's full-time four-wheel drive system continues with a newly developed heavy duty version of the venerable Torsen limited slip centre differential.The Torsen, short for torque sensing differential, is an elegant all-mechanical device. During normal cruising, it distributes drive power 40/60 front/rear, but seamlessly and without the need for sensors or electronic control it can also instantaneously select a 50/50 or 30/70 torque split to match road - or off-road - conditions.As Audi Quattro drivers know, the Torsen delivers outstanding vehicle stability as well as smooth starting, acceleration and cornering on all road surfaces. Its simplicity and inherent toughness make it a most appropriate addition to the new model.While making its reputation with conservative, tried and true engineering the LandCruiser also introduces new technology when it brings a distinct performance or safety advantage.The 200 Series brings in a crawl control system for technical off-road driving. Crawl control is in essence an ultra-low speed traction control system. When driving on surfaces that require delicate speed control such as rocks, sand or steep hills, the engine and brakes are automatically controlled to maintain speeds of walking pace or less, minimising wheel spin, and maximising control and safety. The system is engaged by turning a dial in the cabin, leaving the intrepid driver to focus on steering out of trouble.Computing power and sophisticated control algorithms are behind the multi-terrain ABS brakes that sense whether the vehicle is on dirt, gravel or sand and modulates hydraulic pressure for maximum stopping power.Hill-start Assist Control minimises roll-back when starting on steep hills or climbing slippery surfaces by controlling brake fluid pressure; as the driver's foot goes from the brake to the accelerator.All models in the 200 Series have electronic stability control (known by Toyota as VSC) as standard.The 200 Series can also be specified with up to 10 airbags including driver and front passenger kneebags. The already cavernous interior of the existing model is 175mm longer in the new LandCruiser wagon, thanks mainly to moving the windscreen forward, a move that also aids the vehicle's aerodynamic profile and cruising speed stability.What lies ahead for the 200 Series LandCruiser? Undoubtedly a tough life. Examples will find their way to the uttermost parts of the Earth and will be baked, flooded and frozen. And when the ordeal is over, it's a fair guess, based on past record, that more often than not they will shrug it off by starting and driving away. 

Square, squat and functional in a seriously no-nonsense manner, the H3 is coming to a road near you.GM makes no excuse for the Hummer's style; no soft lines, no friendly curves and no compromises.“I don't think people need to; or should apologise for driving this car,” director of GM Premium Brands in Australia Parveen Batish says.“It's very much a polarising brand and you will either love it or hate it and that is fine by us. We prefer people to be polarised than be not really sure.”Although a descendent of the original Humvee military transport from the Gulf War, the H3 has not only been shrunk, but also civilised.It retains distinctive Hummer design characteristics but, at 2.2 tonnes, is no heavier than most and lighter than some of the more 'mainstream' SUV's winning favour as mum's taxi.Scheduled for release in Australia some five months ago, the H3 is now on sale in 22 dealerships.GM is coy about the reasons for the delay but in essence the company had to work through a raft of mostly minor Australian Design Rule modifications.The Hummer's 3.7-litre in-line five-cylinder petrol engine drives through a five-speed manual or four-speed automatic gearbox and permanent all-wheel drive.The entry-level H3 starts at $51,990 (add $2000 for the automatic) and comes standard with stability control, traction control, ABS, dual front airbags, curtain side airbags, cruise control, foglights, halogen headlights, five 16-inch alloys with 265/75 road-biased rubber with a 31-inch diameter, single in-dash CD and cloth trim.The H3 Luxury ($59,990) comes as an automatic only with leather seat inserts, heated front seats, exterior chrome package, six-disc in-dash CD and sunroof. For the more hard-core off-roader, the H3 Adventure comes as a manual at $57,990 or automatic ($59,990) and shares its trim; except the sunroof; with the Luxury.It also adds additional underbody protection, a locking electronic rear differential and a heavy-duty transfer case with a crawler ratio of 4.03:1.Disappointingly none of the cars come standard with a rear warning device, a glaring omission in a car with as little rear vision as the H3 boasts. Instead, GM has included in an extensive accessories list a $455 (plus fitting) set of rear parking sensors.“We understand how important this is as a safety feature but unfortunately it's not available out of the factory,” Batish says. “We're talking to GM about it and there may be movement for 2008 cars but at the moment we've done the best we can by ensuring it is available as a local accessory.”GM says it is holding 400 orders for the H3 but will not say how many cars it expects to sell in the coming year. The H3 for Australia will be sourced out of South Africa where the global right-hand drive cars are being made.It is likely a turbo diesel engine will be available in 2009 while a decision on the 5.3-litre V8 model is still pending.Producing 180kW at 5600rpm and 328Nm of torque at a relatively high 4600rpm (although Hummer claims 90per cent of the peak torque is reached by 2000rpm), the 3.7-litre engine does a reasonable job shifting the H3 along the highways and byways.There is not a lot of activity when you go for the throttle anywhere above 80km/h but be patient and plan your overtaking and the engine will eventually respond.The driving position is surprisingly comfortable after scaling the considerable heights to reach the cabin. On the subject of getting in and out of the H3, a word of warning: If you are going mud-bashing then it would be prudent to option the car with sidesteps as it is almost impossible to get out of the car without wiping the door sills clean with your leg.The interior offers a reasonably high standard of materials and general ambience. It is also good from an ergonomic viewpoint, with all controls easily to hand.It is less appealing from the back. The door openings are small, entry and exit compromised by extended square wheel arches, the stadium seating and small windows slightly claustrophobic.As a road drive, the H3 is not without merit. External vision is compromised by the relatively small windows, but when well adjusted the huge wing mirrors do compensate.Steering is not as heavy as expected, given the size of the tyres, but it is vague. General manoeuvrability is excellent from the H3's surprisingly nimble 11.3m turning circle.The H3 may have some city manners but it has truly serious off-road ability.All models run a full-time AWD system with two high-range settings; open and locked centre diff; and a low range locked. Even without the option of the super-low crawl gearing and locking rear diff of the Adventure model, it is difficult to image just what sort of terrain will stop this thing.A launch course that would put some more popular 'off-roaders' to the sword barely had the H3 out of a trot. Loose rock climbs, heavily rutted roads and mud bogs were as nothing to the Hummer.You can be reasonably confident you are not going to break the H3 with anything short of off-road lunacy.The Hummer's largely welded body (eliminating squeaky bits where screwed and bolted panels rub) sits on an old-school solid ladder-frame chassis. It all rides a simple independent, torsion bar front and live-axle leaf-spring rear suspension.See this car at the Australian International Motor Show   

The Pik-Up ute is the Indian company's first crack at the Aussie market; it may be flawed but between you and me, it's not that bad.Our test vehicle was the top of the range 4x4 dual cab ute priced from $29,990. That's $3000 less than its nearest competitor, SsangYong's Actyon Sports and $8000 clear of its cheapest Japanese rival, that is if you don't count Musso which is in the final stages of run-out.But, for a clearer picture, you really need to study the specification and equipment lists for both vehicles.The Pik-Up comes with a three-year, 100,000km warranty and 24-hour roadside assistance for the first 12 months. Like all of Mahindra's utes (4x2 and single cab versions are also available) the Pik-Up is powered by a four-cylinder 2.5-litre common rail, intercooled turbo diesel.It's an in-house design developed in conjunction with Austrian powertrain engineers AVL. The diesel delivers 79kW of power and 247Nm of torque from a low 1800rpm and meets Euro IV emission standards.Fuel economy from the 80-litre tank is rated at 9.9 litres/100km. The engine is mated to a five-speed manual transmission, however auto is not available.The Pik-Up is targeted at the lower end of the market: farmers, tradies and the like who want a low-cost vehicle they can run into the ground.The all-important tub on the back is a good-sized one, measuring 1489mm long, 1520mm wide and 550mm deep (measured inside). With independent front suspension and leaf springs under the back, it's capable of carrying a one-tonne payload and has a braked trailer rating of 2500kg.The Pik-Up features a part-time four-wheel drive system and cannot be driven on dry bitumen with four-wheel drive engaged.A limited-slip rear diff is standard. For slippery surfaces four-wheel drive can be engaged on the fly via a rotary knob located between the front seats, with auto-locking front front hubs. Although we found the transmission in our test vehicle notchy at times, the Pik-Up is reasonably easy to drive, provided you don't try to hurry things along.Keeping up with the traffic is no problem and it cruises easily on the motorway at 110km/h. Having said that, the ute's turning circle is terrible and we note it is fitted with rear drums, as well as missing out on anti-lock brakes. It also misses out on airbags and the centre rear passenger is relegated to lap-style seatbelt.Although the vehicle is fitted with power windows, the exterior mirrors must be adjusted manually (we'd gladly swap one for the other).Off-road, the Pik-Up is blessed with 210mm of ground clearance and a very low, 'crawler' first gear.Suffice to say it navigated our favourite fire trail without too much trouble, limited mainly by a lack of traction from the tyres.We'd rate it as a medium-duty four-wheel drive. As for reliability, only time will tell.Standard gear includes air, keyless entry and a Kenwood sound system with USB and SD card ports. Side steps, front and rear 12-volt power outlets and an alarm are also fitted, but alloys are extra. A full-size spare is under the rear.

The Australian market for anything that remotely resembles an SUV is booming, with sales up 10.9 per cent on last year.And the compact segment of that class is almost double that with a 18.6 per cent increase and the likelihood of more than 90,000 sales by the end of the year.So it’s no wonder Kia has been concentrating on plugging the holes in its SUV line-up.That's why Kia has released diesel and V6 petrol variants of their mid-sized Sorento, and they’ve followed that up this week with the launch of two new variants of the compact Sportage – a two-wheel drive four-cylinder petrol and a turbodiesel.The pair will flank the V6 petrol Sportage that has been in the market here since 2005, but has notched up sales of about 1000 a year since it arrived.Kia Australia’s director of sales and marketing, Bill Gillespie, says the company is being conservative about sales forecasts for the two new Sportages, but believes 160 diesels will leave the showroom by the end of the year, and about 500 in 2008.The manual-only CRDi has the V6’s electronic 4WD mated to a common-rail direct-injection engine with variable geometry turbocharger, which adjusts boost to give more torque at low revs and more power as the revs climb. The $32,490 price equips you with single CD audio that can play MP3 discs, airconditioning, cloth trim with leather on the steering wheel and shifter, power windows and mirrors, 16-inch alloy wheels with full-size spare, rear cargo cover, cruise control, twin front airbags and anti-skid brakes. It also includes ESP as standard, and a $3000 premium gets you the Limited pack that adds side and curtain airbags, leather upholstery and sunroof.The front-biased 4WD system automatically engages when sensors detect a loss of traction to the front wheels, sending up to 50 per cent of the torque to the rear. But the system can also be locked into 4WD via a dash button, with the torque sent to the back then gradually decreasing after your speed hits 30km/h until at 40km/h you’re back in front-wheel mode.Like the V6, the newcomer can handle a braked towing capacity of 1500kgs.The appearance of the Sportage is largely unchanged, except that some of the V6 and diesel paint choices offer colour-matched bumpers and side sills, and there has been a minor brush-up in the cabins.Despite being classed as a compact, the SUV offers plenty of room except for longer-legged rear seat passengers. Cargo space is fine for a couple of large suitcases even without any of the seats being folded, but with all except the driver’s down you can increase the capacity from 667 litres to a hungry 1886. There’s the extra utility of the passenger seat having a hard 'table’ back when you fold it, so there’s no worry about a long object piercing the upholstery.The Sportage hasn’t been crash-tested here, but Kia expects it to achieve the same five-star rating it was awarded in American tests, although those were down on a model with standard side curtain airbags.The 2.0-litre diesel fared much better all round. With 103kW at 4000rpm and 304Nm on offer between 1800-2500rpm, it took a more workmanlike approach to hills.The engine has a top speed of 176km/h, and with a completely unscientific timing method, we estimated it takes more than 12 seconds to get up to 100km/h, but the payoff is in a fuel figure of 7.1L/100km.The compliant suspension was excellent over rougher roads and even smoothed over some very threatening potholes, while the all-wheel drive system helped in heading the SUV where you pointed it.A bit of mock rally assault on a twisting bush track and a short stint through soft deep sand proved no problem, as long as we kept the revs up in the diesel’s torque comfort zone to feed the turbo.But while the 195mm ground clearance and the undercarriage geometry, a breakover angle of 18.8 degrees and approach and departure of 10 more, were useful off the bitumen, venturing too far into the wild would probably be asking for trouble.And the 4WD system’s electronic sensors became confused for the occasional second, seemingly shutting off when it couldn’t quite work out what was happening underneath the wheels.But that was under the most challenging stretch of wet ruts and potholes we threw at the Sportage, and while most of them are unlikely to see that sort of action, the combination of capable engine, reasonable equipment and affordable price makes it a decent proposition. 

Land Rover's baby Freelander is all grown-up now, much more a younger brother to the Discovery and Range Rover than a try-hard orphan.The first Freelander had its moments, a good-looking and compact SUV. Later versions had better engines and transmissions.Yet there were some build issues, cabin ergonomics were not always great and that first Freelander, for the price, was uncompetitive against any number of rivals.This time around the Freelander has moved on and up. It is now quite an endearing, comfortable and capable machine in both diesel and petrol forms. It is now worth being seen as a mini-Range Rover, a rival for the likes of BMW's X3.Prices start at a respectable $49,990 for a petrol-engined SE, moving through four models to $57,990 for a diesel-engined HSE Freelander.There are many parts of the package that impress; both engines are quick and keen, the six-speed automatic transmission a little gem and the ride belies the size of the machine.Downsides include solid fuel consumption from the 3.2 litre petrol engine when pushed and, in some areas, a little too much fussiness.Appreciated is the dial-up terrain response button on the centre console. While the Freelander has no low range, this system does change engine and transmission responses plus adjust, where necessary, some of the electronic traction controls.Unlike the same system in the Discovery and Range Rover (both with low range plus more power and torque) this does not allow for foolproof four-wheel-driving.But it does help, switching from the road setting to say, mid and ruts, for better (if limited) creeping ability.Now if only this dial went a little further and automatically switched off all the Freelanders' buzzers and bells, seat belt warning, parking distance control warnings, key in ignition warnings.For there will be times when crossing paddocks, opening gates or shifting tree limbs from overgrown forest tracks where a driver may be in and out of the vehicle a bit, may be moving forward five metres without a seatbelt.And while on the little gripes (and Land Rover's not on its Pat Malone here) can we please have a remote-controlled key fob where it doesn't take a high-powered torch to work out in the dark which is unlock, which is lock and which is tailgate release.Having said that, Freelander does this cute business of folding in its mirrors when its locked up and lighting up the doors when reopened.And there are quite a few little gadgets to like, a reasonable amount of creature comforts and conveniences. Interior space is not huge but the driver and front passenger are well accommodated, armrests for both. This time tall drivers can see below the top of the windscreen.Despite a little extra length, the rear cargo space needs careful packing and the rear seat may not suit bigger adults over a long distance.There is more to Freelander 2 than a luxury interior, one now has more hints of the bigger Land Rover's interior design.There is now a better ride, better handling and more refinement to help distinguish the British product from the rest of the class.Maybe the initial steering feel could have more meat but once turned in the Freelander is an agile machine, pushed along easy over a mountain road or down a dirt track.Most torque is fed to the front wheels in normal driving but the torque balance is adujsted continuously to ensure traction when the tar runs out or turns slippery.And so the baby Land Rover can be pushed along with confidence, helped by the eagerness of both engines and that slick six-speed automatic.The four-cylinder diesel is smart and, with 118kW and maximum torque of 400Nm at 2000rpm, very handy when attacking hills; the six-cylinder petrol runs out like a rally engine.The Freelander 2 rides with authority, it is well damped for roads through the back-blocks and able to tackle big lumps without upsetting handling or grip. It rides like a bigger machine, more like a Range Rover than some compact rivals.At the end of the track the Land Rover Freelander 2 may not get that much further through rough-and-tumble four-wheel-drive country but it is a nicer machine than most for getting to that track.It is also has a full-sized spare and would appear to be better bolted together than its predecessor.This is a fine, grown-up compact with the only question still to be answered is who will own Land Rover if Ford decides to sell? And will that harm Land Rover's recent progress? 

Kia is expecting big things from the new diesel version of its mid-sized Sorento SUV, and first impressions suggest the vehicle will deliver not only on performance but also quality and price.The company’s Australian president and CEO, SK Lee, says Kia has more than 30 years experience in the diesel field, and has a continuing commitment to developing cleaner units.The 2.5-litre CRDi direct-injection oiler, and a 3.3-litre V6 petrol sibling, have just been launched into one of the most crowded segments of the Aussie vehicle market, with more than 20 competitors vying for attention.But of the two, it is the diesel Kia that is expected to account for about 80 per cent of the 200 monthly Sorento sales forecasted.And if they can get people past any lingering doubts about Korean product, and into the vehicle, there should be no trouble exceeding those figures.The Sorento arrives with selectable 4WD in three drivetrain choices, either engine mated to a five-speed automatic with simulated manual mode, or a five-speed manual available only on the diesel and three trim levels.Prices start with base $33,990 auto petrol LX trim level, $36,490 EX and $41,490 Ex-Limited, with $3000 more for the diesel at each level, and the manual diesel coming in at $34,990.The 180kW/309Nm petrol engine (which has lost 500cc on the previous for a fuel saving of nine per cent) posts a 0-100km/h figure of 9.2 seconds and average fuel consumption of 10.9L/100km. In normal driving the unit is smooth and capable, but unless you slotted the transmission into the manual mode there was a slight hint of reluctance if you tried to push it too hard.No such trouble with the diesel, which pulled hard straight from the start and just kept going, with 125kW of power and 392Nm of torque, the large part of which is available at a low 1300rpm to get it to 100km/h in 12 seconds with the manual transmission and just 0.4 more with the auto.The manual shift was easy to use, smooth and precise, but the sequential auto was the one to have, with only minimal lag on the changes in the manual mode, and a decent performance even in full auto.The all-wheel drive system is switchable on the fly from 4x2 high to 4x4 high and 4x4 low, and proved it could handle a range of tough surfaces from loose gravel and wash-out riddled tracks to greasy mud and rocky creeks.It has a decent approach angle of 27.9, breakover of 21.9 and departure of 26.4, but the low 208mm clearance will always hinder any attempts at really deep fording or mountain climbing.With a strong ladder chassis and a 2800kg braked (750kg unbraked) towing capacity, it would have no trouble with a fair-sized boat or even a double horse-float, although curiously on the base model gets a limited slip differential, which offers more ability while the EX and EX-L win the electronic stability program instead.The Sorento is mid-sized, but seems larger than that inside, with plenty of leg and headroom. Cargo capacity is 897 litres in normal set-up, but that blows out to a huge 1960 litres with the help of the 60:40 split-fold rear seat extending a flat load floor.The body design is largely unchanged, with revised grille, bumpers, lights and mouldings giving the main exterior clues that this is the new version, while the cabin gets a brushover and better materials.Even at the entry level, the quality is surprisingly good, with the impression of solid build and not a rattle or squeak to be heard. Surfaces and textures are excellent, with soft-feel plastics in well-designed shapes, just a sprinkling of chrome to spark things up, and smooth movement on anything that opens and shuts.The interior is full of clever little features: removable rubber mats in the bottom of storage nooks, a tray under the front passenger seat, double sunglasses caddy, huge vanity mirrors and lights, large maplights, sliding sunvisors and a nifty vent to blow a clear space onto a misted side window so you can see the wing mirrors.Neat saddle stitching sets off the fabric upholstery, but the seats would benefit from more bolstering on both sides and squab. And with no reach adjustment on the steering wheel, it can take a while to find a comfortable driving position.But visibility is good all round, and effective noise damping means that little (normal) engine or road noise enters the cabin.Entry level equipment includes goodies like roof rails, 16” alloys, skid plates and remote-operated tailgate window. But you don’t get cruise control or traction and stability control _ until you move up to EX, which also gives you another inch on the wheels, and leather and multi-function controls to the steering wheel.The Limited adds dual-zones on the airconditioning, leather on the seats and shift knob, a rear spoiler.There are just twin front airbags in the lower two levels, and you have to get into the EX-L to get the side curtain bags. But the Sorento has been given a four-star rating in the Euro-NCAP crash testing program, and that will be high enough for most people.What will ultimately win them over is the SUV’s value and ability, and a level of quality that shows the Korean manufacturers are moving up in the field very quickly.

In a quiet moment, even Land Rover admits the Freelander has gone from sinner to sainthood. The previous model, which was a hit in Europe but a lowly performer locally, was even nicknamed the “Freeloader” by many road-testers.The previous generation's respectable heritage was shattered by poor build quality, questionable reliability and lacklustre engines. Local buyers were aware of this and gave it a wide berth. Last year Land Rover sold 87 and in 2005 only 145 for the year.This time around though, the British company with a royal warrant and seriously chic Range Rover has got it right. Land Rover Australia says the Freelander is the most complete in its class and can justifiably take its place against the BMW X3 and Lexus RX330.Two petrol and two turbo-diesels are available. The petrol line-up is priced from $49,990 for the six-cylinder Si6 SE and $55,990 for the Si6 HSE. The Td4 SE and HSE models add $2000. Options include a $6890 “tech pack” with Bluetooth, satellite navigation and xenon adaptive headlights, $1500 for metallic paint and $3300 for a sunroof.The slick 3.2-litre in-line six is shared with Volvo but built by Land Rover and the punchy 2.2-litre Td4 comes from the French PSA Group. Both engines are mated to a smooth-shifting Aisin six-speed sequential automatic.The Si6 delivers a healthy 171kW at 6300 revs and 317Nm at 3200 revs. This is 30 per cent more than the old V6 and a 10 per cent improvement in fuel economy. The 2.2-litre Td4 ups the ante in the torque stakes, with 400Nm on tap at 2000 revs. This is significantly better than the 260Nm delivered by the old 2.0-litre turbo-diesel. The Td4 delivers a significant power lift. It develops 118kW, compared with the old car's 82kW, a 43 per cent increase.The new Freelander is only 50mm longer and 109mm wider, ensuring a bigger interior and larger boot. With the rear seats in place, luggage space has grown from 546 litres to 755 litres.Land Rover has maintained the Freelander look with the clamshell bonnet, stepped roof and chunky front end. It has a wading depth of up to 500mm and ground clearance of 210mm. The car is packed with technology, safety and standard equipment.It has a full-time Haldex four-wheel-drive system with four-mode Terrain Response that electronically controls the centre coupling to make off-roading easier. Terrain Response has settings for normal driving, grass/gravel/snow, mud/ruts and sand.To keep the car on the road there are anti-skid brakes, brake assist, corner brake control, stability control, roll stability control and hill descent control. With a highly rigid monocoque body and seven airbags, the car also manages a five-star EuroNCAP crash rating.After the dismal run of the previous Freelander, Land Rover Australia, general manager Roger Jory does not want to jinx the new car. But the company should be able to sell upwards of 120 a month for the Range Rover's junior sibling.

Whatever else may be said about Jeep the manufacturers of the iconic American rock-hoppers could never be accused of taking a soft option nor trailing behind the opposition.Jeep has, for more than half a century, built what it believes is the best for getting through whatever nature may care to throw in its path. It may not have been the most attractive car, it may not have been the most comfortable car, but it certainly did its job.That dogged determination to do things its own way made it all the more surprising when the company announced it was going to launch not one but two soft-roaders, the first models to wear the Jeep name and seven-slot grille without having to pass the Rubicon Trail test.Having launched the Compass earlier this year, Jeep is about to put its second soft-roader, the Patriot into the same burgeoning compact SUV market without embarrassment that the two are almost identical.“From inside you would be hard-pressed to pick which of the two cars you are in,” Jeep Australia's general manager for sales, Brad Fitzsimmons concedes. “In equipment, platform and interior styling they are very similar... but, we believe the two (exterior) stylings appeal to different people. The Compass is a softer-looking car promoted with city ideals while all the Patriot images will feature an outdoor theme.”Even the pricing is similar with Compass carrying a $2500 premium for equivalent models. The Patriot Sport will set a new entry-level price for Jeep vehicles with a sticker price of $29,990 for the 2.4-litre petrol coupled to the five-speed manual. The CVT automatic will add $2000 while the 2.0-litre turbo diesel, in six-speed manual only, will be $33,990.The Limited model range with the same engine/gearbox combinations will cost $4000 more than the equivalent Sport models.Standard issue for both includes twin front airbags, side-curtain airbags, switchable traction control, electronic stability control, including rollover mitigation and dual calibration ABS with off-road and on-road calibration and electronic rear differential lock. The Limited will offer a $600 package of side airbags.Comfort features in the Sport include airconditioning, cabin air filtering, a removable and washable cargo floor, power locking, remote keyless entry, cloth seats, 17-inch alloys with full-size steel spare, security alarm, tilt-adjustable steering wheel and four-speaker stereo with CD.The Limited adds cruise control, body-colour side mouldings, fog lamps, leather interior, including trimmed steering wheel, heated front seats, six-disc CD changer and deep tinted sunscreen glass.The interior of the Patriot draws its inspiration from a granite block — square, grey and very purposeful. Strangely, the hard plastics and sizeable flat surfaces are not offensive but neither are they inspiring.Interior space is good and there are some nice touches such as the flexibility of the seating, which allows all but the driver's seat to fold flat, and the placing of the gear-shift lever raised part-way up the centre console where it falls easily to hand.On the highway the Patriot is a good all-rounder. Ride quality is better than average for an SUV. Balance and stability of the MacPherson front-end and five-link independent rear suspension is good, the steering particularly so. The Patriot is happy to take on tarmac — within the capabilities of its 2.4-litre petrol (125kW and 220Nm) or VW-sourced 2.0-litre turbo diesel (103kW and 310Nm). Where the Patriot really surprises is off the beaten track, well off the beaten track.“The car was always planned to be a 4X4 product,” Jeep's senior manager for international markets Kevin Tourneur says. “Things such as the 178mm suspension travel, the alternator set high on the engine to give a fording ability, the fuel and brake lines bundled out of harms way to protect them from rock damage, electronic diff lock ... they all go towards improved off-road ability.”The Patriot's Freedom-Drive 1 all-wheel-drive system is an active system with a heavy front-wheel-drive bias but complemented by torque split software that doesn't need to detect wheel slip before feeding additional torque to the rear wheels.There is no argument that the diesel with its easily controlled low-down torque is the better engine for anyone contemplating using their Patriot for regular off-road excursions, but the petrol did, with a little more encouragement and patience, keep its oil-burning sibling honest over a New Zealand experience that featured mud, snow, rocks, washed-out tracks and steep inclines far beyond what 99.9 per cent of SUV buyers would ever contemplate for the vehicles.