Off road

So when it came to taking her for a ride in the Suzuki SX4, I expected a barrage of criticism about a nifty but frankly impractical car for city driving. But she loved it.Apart from the nice dark blue (Kashmir Blue) paint job and the aircraft-like control panel that lit up brighter than Halley's Comet, it was all about comfort.This meant the ease with which she could get in and out of the vehicle. She had no problems, unlike the struggle she has with my ageing Laser hatchback.She was also riding a little higher than usual and had a good clear picture of the road ahead again.I suspect mums with young children would also find the height of the Suzuki much easier to negotiate for baby capsules.But for the driver, a few negatives need to be stated.For a start, the boot space is small - my grandmother's walker wouldn't fit into it - unlike my little Laser. I found the five-speed manual slightly clunky, but I've been reassured they loosen up after a few thousand kilometres. There is a blind spot at the front where the car has an extended A-pillar and a slight noise issue at 110km/h.But there are plenty of positives.Number one is the keyless entry and keyless ignition. After initially believing this feature was more gimmick than useful gizmo, it proved surprisingly practical.Take the scenario of diving into a handbag searching for keys while holding six bags of shopping. It doesn't happen with the SX4. While the “key” needs to be very close to the car - in your handbag or pocket - the driver merely pushes a door handle button to gain entry, then turns the ignition starter.The SX4 has great handling around corners and the steering isn't too sensitive like many new cars. It was a nifty city driver, particularly when it came to parking.But the SX4 is an off-road vehicle and it needed to be put through its paces in the mud around Port Gawler. I'd never driven in the sand and mud and I'm sure my husband expected the car to get bogged and to be hailing for help. Fortunately, the water hazards proved far from that and the good grip from the 4WD ensures the driver is in control.For a small car at a good price of about $24,000, there are plenty of nifty standard features, including six-stacker CD, cruise control, roof racks, power windows, fog lamps and a leather-clad steering wheel.It has six airbags, an immobiliser and child-proof rear door locks.The SX4 is a great car for the price and a petrol miser. But don't believe me. Ask my grandmother.

Unfortunately, there's always been a question of longevity and build quality, which Land Rover seems to be slowly overcoming. We sampled the third-generation top-spec turbodiesel V6 HSE Discovery.The cabin is ergonomically better than previous offerings but the driver's-side window developed a mind of its own during our time with the car. The central part of the console works a little better, with the sound system and dual-zone climate control easy to use. The Disco gets the electric park brake system, as well as the clever, effective and easy-to-use Terrain Response system.A quick turn of the knob, compliance with the advice on the LCD screen and the Disco is set up for most off-road expeditions.There's decent cabin space and the third row of seats can accommodate most people.The features list boasts leather trim, rear parking sensors, cruise control, power windows and mirrors, auto bi-xenon headlights, climate control (including rear airconditioning) and eight airbags, with each seat row getting curtain airbags. But topping the list of attributes for the 2.7-tonne British bush-basher is the 2.7-litre V6 turbodiesel, which delivers 140kW of power and 445Nm of torque. It's a smoothy, with some passengers finding it hard to believe there is a diesel unit up front.The Disco spent several weeks with the CARSguide team and used fuel at a rate of 11 litres/100km.The height-adjustable self-levelling air suspension (a $3450 option, including Terrain Response, on the bulk of the range, but standard on the HSE) cleverly counteracts body roll, pitch and bumps.The Disco completed many of its normal duties - family beach trip, commuting and a bit of off-road work - but the final test was a trip to the Limestone Coast with lodgings in tow. A Jayco Expanda caravan was the dwelling of choice.Tipping the scales at 1400kg, the Jayco was never going to tax the 3500kg braked towing capacity.After an 800km round trip, the Land Rover had barely noticed the well-behaved van on the back - apart from some restricted rear vision and an increase in fuel use to about 15 litres/100km.Given the ease with which it pulled up hills - dropping to fifth or fourth but rarely third - and the frugal fuel habits, there's little doubt the turbodiesel V6 is the pick of the litter within the Disco range. SMALL TORQUELAND ROVER DISCOVERY HSE Turbo Diesel V6Price: $83,990.Engine: 2.7-litre V6 turbodiesel.Power: 140kW @ 4000rpm.Torque: 440Nm @ 1900rpm.Transmission: Six-speed manual and automatic, all-wheel drive.Suspension Double wishbones and computer-controlled air springs front and rear, height adjustable.Zero-100km/h/top speed: 12.8 seconds/180km/h.Fuel consumption/capacity: 10.4 litres/100km (claimed), on tow test 15 litres/100km, tank 82 litres.Dimensions: Length 4835mm, width 2009mm, height 1832-1940mm, wheelbase 2885mm,track fr/rr 1605/1612mm.Weight: 2353kg-2432kg.Brakes: Four-wheel ventilated disc, with stability and anti-rollover systems.Wheels: 18in alloys.

Owners of the current model said they liked the compact, chunky looking five-seat off-road wagon just the way it is.The message must have got through because the second generation X-Trail looks remarkably like the previous one.It's a bit longer with a larger load area and as such naturally looks different in profile _ but viewed from the front you'd be hard pressed to tell them apart.The uncanny similarity is not surprising considering X-Trail is Nissan's second largest seller and the company was wary of jeopardising this success.While it looks the same, however, the new model sits on a new platform and is in fact all-new from the ground up.It arrives towards the end of the year, along with kissing cousin the crossover Dualis which shares the same platform.But rather than wait Nissan invited us to be among the first to see and drive the new X-Trail at the international launch in Greece this week.It's powered by a revised version of the 2.5-litre four cylinder petrol engine in the current model.Disappointingly, Nissan has not taken the opportunity to add a diesel to the lineup as might have been expected.There's just no demand for one, a defensive marketing manager Ross Booth declared.That's a shame because the diesel we drove is a good one and, with 320Nm of torque, was the less powerful of the pair available.”We've had a diesel engine available to us for a number of years with X-Trail in Europe, as has Honda as has Toyota _ but no one has brought one out yet because at this stage there isn't a market there," Mr Booth said.Of course the situation could change if one of Nissan's competitors decided to introduce a diesel tomorrow.The revised 2.5-litre petrol engine is good for 124kW of power at 6000rpm and 233Nm of torque at 4400rpm. That's 1kW less but 3Nm more than before, but the big improvements are in smoothness and economy.Twin chain-driven counter-rotating balancer shafts have been added to reduce vibration. This time around the engine is hooked up to a six-speed manual or continuously variable automatic (CVT) that makes a big difference to fuel economy.The CVT also offers a six-speed manual modecom and as its name suggests continuously varies the gear ratio for optimal power and economy .Fuel consumption drops from 9.8 to 9.3 litres/100km, compared to the old four-speed auto. The manual on the other hand creeps up 0.1 of a litre to 9.5 litres/100km. To put this in perspective the car has gained about 70kg in weight.Inside, current X-Trail owners will immediately notice the speedo has been moved back behind the steering wheel.  Controversially, in the current model, it sits smack dab in the centre of the dash. The main reason for the move is to make way for a computer screen to accommodate satellite navigation and a reversing camera, plus an in-dash CD changer. Ironically, we won't be getting either satnav or the camera.X-Trail's increased length (up 120mm to 4630mm) translates to a touch more rear leg room, but the biggest gains are in the load area which is wider, taller and deeper _ 85mm deeper to be exact. A removable false floor has also been added that conceals another sectioned storage area. With the seats folded _ and, by the way, they fold 40/20/40 _ Nissan claims load capacity is now best in class.As half X-Trail customers come from cars, the emphasis has been on making the ride as smooth and car-like as possible, with reduced interior noise levels. The second generation all-wheel drive system is also smarter and can anticipate dangerous situations. On the road the vehicle feels competent and comfortable, with a smooth ride and mostly supple suspension.Pushed hard through corners it exhibits noticeably less understeer than before, but the petrol engine remains hash under load and lacks the pulling power of the diesel.Off road X-Trail can still mix it with the big boys, with the addition of hill descent control and a hill holder braking system. Thirty per cent of owners go off road regularly and for this reason the vehicle retains a full-size spare, while the load area remains carpetless so it can be easily wiped clean.Well, Nissan reckons it will prop up residual values for one thing. Buyers were attracted by the original's size, price and practicality, as well as the fact it was well equipped. But perhaps just as important were its off road ability and chunky, masculine styling. The longer design detracts from the look but perhaps not too much. You can certainly fit more gear in the back, including a bike.As for pricing and specification, they will not be revealed until the Sydney motor show in October.

The name switch is plausible and likely to receive greater attention here considering the four-door Charger is a no-goer for Australia.This is Chrysler's brightest year in Australia for some time although its future has become uncertain with the split this week from the Daimler corporation.Seven Chrysler Group products, from Dodge, Chrysler and Jeep, are to be launched here in total this year. The third model, the Chrysler Sebring, was launched last week and will be available in showrooms from next month.But all of them would pale against the possibility of the return of the Charger.The original Charger, which has a permanent place in the Australian lexicon with its "Hey, Charger" advertising campaign, was sold here between 1971 and 1978.The most famous was the 1972 Bathurst supercar R/T E49 modelThe Sebring will join the Jeep Compass SUV and Wrangler four-wheel-drive series, which was launched in March. Next on the list for Australia is the Dodge Nitro, which is based on the Jeep Cherokee but without a low-range gearbox. This will also arrive here in June and will fall in the mid to high $30,000 range.It will be followed closely by the Sebring-based Dodge Avenger in July, which will carry a price tag just below the Sebring, which starts at $33,990.In August, the more offroad-savvy Jeep Patriot will go on sale. It shares some similarities with the Compass, coming off this platform and also carrying a price tag around the same as the Compass, which ranges from $32,490 to $40,490.The line-up will be rounded off by the Sebring folding-metal roofed convertible, in both soft-top and hard-top form. The cabrio will arrive in November or December and pricing will be released closer to the date.It may also be available in a different engine to the current 2.4-litre in the Sebring sedan.Chrysler Australia managing director, Gerry Jenkins says even though the vehicles fall into similar price ranges, it is trying to set the products up so the cars don't "cannibalise one another", offering different levels of specifications and pricing.Early in 2008, the new Voyager people mover will make an appearance here, sporting a more muscular look and a 3.8-litre V6 and diesel engines.The Sebring sedan will then have the option of a 2.7-litre V6 and a diesel.The V6 may even come with a six-speed ZF automatic transmission.Jenkins says that with all the new product, the company is aiming to increase its sales in Australia from the 9000 vehicles sold last year to about 13,000 vehicles this year. This will be a steady growth from the 6500 vehicles sold just two years ago.He says the company is anticipating 2008 to be a much quieter year in product release, although he says there will still be some new offerings from these American brands.

It weighs in around the same as the Toyota HiLux and Nissan Navara, it gives the others a little edge in the power stakes and there's less torque than the Navara. Yet the Mitsubishi is that touch more eager to get going.Maybe it's the in-your-face style, maybe it's the very 21st-century interior which contribute to this sporting edge. Whatever, this is a most encouraging ute and no slouch down the tracks or through the traffic.So fair warning to that marauding Mini — the Triton is not slow and traffic gaps are filled just as quick (if not quicker) than an over-driven, redline-screaming little compact may manage.There are a number of motorists out there who do not appreciate how far this type of machine has come. The new dual cabs are quick, quiet, comfortable and very versatile.And for vehicles with load-carrying leaf springs out the back, these handle quite well.The Mitsubishi Triton is the most striking of the all-new trio. Style is an objective business but the Triton is unashamed new age, inside and out, taking cues from the company's all-conquering Dakar machines.How that Cinderella coach-style looks in 10 years will be another matter and, like the other pair of all-new dual cab styles with HiLux and Navara, the Triton looks a little undertyred in profile. It also look quite gawky in base model trim without all the flash bits.The dashboard style is likewise sharp and new, plenty of blue backing for instruments. In the top-of-the-tree GLX-R and GLS there is also trip computer and information centre with altitude and temperature numbers, compass and barometer.Both top trucks score an electrically operated rear cabin window; both have hard tonneau covers so it's a bit hard to make full use of the facility.The Triton GLS has leather upholstery which accentuates the flatness of the seats; there are power adjustments for the driver's seat and there's a Bluetooth phone connection.It is a comfortable, easy-to-use interior with dual airbags, airconditioning and electric windows and mirrors. Missing from the GLS Triton cabin, over say the rival Navara ST-X, are cruise control, interior light over the rear seat and a six-stack CD player.While the three back seats all have lap-sash belts there isn't the fold-back facility of the Nissan, the centre headrest obstructs rear vision and there are not as many grab handles.Comparisons with the Navara are natural enough — these two arguably are the main contenders for family-workhorse ute honours right now.The diesel Triton wins out with a bigger payload, loses out with smaller tray and less towing capacity to the Nissan. The GLS and GLX-R arrive with the lockable lid over the tray. This is a bit fiddly at times and may restrict carrying capacity if there's a bargain antique found on a country run; on the flipside a lockable lid stops thieves and dust getting into the tray.On this run with the Triton, it was just behind the Nissan on fuel consumption, returning 10.4 litres/100km compared with the Navara's 9.8 litres/100km.A deal of that comes from throwing the Triton around. It may not steer and grip any better than the Nissan (like the Navara, the Triton runs on road-biased tyres) and maybe there's a bit more fore-aft pitch to the ride but that keen 118kW engine encourages the Triton driver to press on that little bit harder.The Triton also holds maybe a couple of extra revs at cruising speeds where the Navara's extra (sixth) transmission ratio, plus cruise control, may save a little more fuel.On the highways and byways the Triton is a handy tourer.It settles into a nice, quiet and comfortable gait yet, with help from 347Nm of torque, the Mitsi is already ready to go again and go hard.The steering's turn-in is quick and positive, the front end rarely gets flustered and the back well-behaved until it hits corrugations on a dirt track. In the main the Triton, with slightly shorter wheelbase and narrower track, feels that bit more nimble, easier to throw around, than the Navara. In turn, the Nissan offers a modicum more grip and balance on the bitumen.On these top Mitsubishi models there's ABS brakes (discs up front, drums at the rear) plus electronic brake distribution. This does help pull the ute up quick and sure.The turning circle, once the bane of all Tritons, is much reduced, helpful in both suburbs and scrub. The diesel engine also lugs quite well and that's also handy in town or country.This time around there was little chance to do any semi-serious off-road work; Mitsubishi has a fair track record in this department and so there is little reason to doubt the Triton will get as far as a family of adventurers would want.The Triton is a welcome entry in the four-wheel-drive dual cab market. It offers sporting style and substance and is a real alternative to the D40 Nissan Navara as the pick of this new breed that offer wagon comforts up front and workhorse ability out back.Bruce McMahon owns a diesel Nissan NavaraMITSUBISHI TRITON DUAL CAB GLS$49,990ENGINE, TRANSMISSION ****Excellent dieselHANDLING ***ConfidentECONOMY ****10.4 litres per 100kmSAFETY ***Dual airbagsTech SpecsSTYLE: 5-seat, 4-door uteENGINE: 3.2 litre, turbocharged dieselPOWER: 118kW @ 3200rpmTORQUE: 347Nm @ 2000rpmTRANSMISSION: five-speed manualDIMENSIONS (MM): 5174 L, 1800 W,1780 H, 3000 Wheelbase, track:1520 front, 1515 rearGROUND CLEARANCE: 205 (unladen)KERB WEIGHT: 1920kgTURNING CIRCLE: 11.8mTYRES: 245/70 R16FUEL TANK: 75 litresECONOMY: 10.4 litres per 100kmTOWING: 2300kgVerdict FOR: sporting style and dynamicsAGAINST: hard seats, no cruise control

I AM looking at buying a late-model dual-cab ute for multiple purposes, including towing a caravan and running the kids around. I can't find reviews and road tests in any publication. What do you think of the Ssangyong Musso Sports? For the price it appears to have everything I need. Any known problems?

It has its fair share of old fashions — outside, inside and underneath.There's that square-jawed body style, a bit like a tourist jeepney bus to Penang. There's a most workmanlike, straight-lined interior. There's manual free-wheeling hubs up front and leaf springs out the back.But the LandCruiser's 70 Series wagon will sell on substantial substance.Anyhow, the style argument should be secondary for a go-anywhere, any-weather machine. Jeep's four-door Wrangler wagon has a no-nonsense body and the forthcoming Hummer H3 also harks back to the days when four-wheel drives were serious machines for (mostly) serious adventurers.This is the first wagon variant of the 70 Series for Australia; until now the range was limited to cab/chassis ute and Troop Carrier. As with that pair, this four-door version is a workhorse first, recreational machine second. Part of its job is to replace the discontinued base LandCruiser 100 Series wagon.This four-door 70 Series starts at $53,990 for the Workmate and there's a fancier GXL at $57,490. Utes start at $53,990 and the Troop Carrier at $59,990.(Airconditioning is a $2640 option, the only other option is differential locks.)The five-seater LC76 wagon sits on a 2730mm wheelbase, compared with 2980mm for the LC78 Troop Carrier and 3180mm for the LC79 cab/chassis. All run a standard four-wheel-drive system with two-speed transfer case working through the two rigid, live axles, a five-speed manual gearbox, recirculating ball and nut steering plus 16-inch wheels.Best of the deal is the engine used across the range — a 4.5-litre, turbocharged and intercooled diesel V8.Modern turbocharged diesels are great engines, quieter and more flexible than ever.The appeal is tripled with a V8. Not only is there that deep rumbling sound, there is extra torque for all sorts of jobs, city or country.Here this common rail diesel motor produces 430Nm of torque from 1200 to 3200rpm, enough to rattle recalcitrant stumps. Power is 151Kw at 3400rpm.Toyota reckon this engine allows for marginally better fuel consumption (and fewer emissions) than the two outgoing straight six-cylinder diesels, naturally aspirated or turbocharged.Fitting the V8 has helped dictate changes to the 70 Series machines' style, all-new from the windscreen forward. The LandCruisers' track is wider so there's a new bonnet, new front guards, headlights, grille and bumper plus a wide bonnet bulge for air to the intercooler.There is also a standard snorkel and on GXL models, along with some chrome touches, there's a little fancy guard flaring to accommodate the wider alloy wheels on GXL versions.Changes inside are limited to a CD player with MP3 capability for all models and repositioning of the airconditioner blower. Otherwise this is pretty much back-to-the-future with traditional dashboard, instruments and controls that date back a decade or so. It is old school but, as usual with Toyota, bolted down right and tight.There are no airbags but GXLs score carpet, remote locking and power windows. There is also decent accommodation with good headroom throughout and a full-size rear luggage compartment; the spare wheel sits on the outside of the bigger of two barn doors at the rear.So there are no real surprises climbing up into a GXL 70 Series wagon.Maybe the seat's a bit high for taller drivers and maybe the gearshift here on this one was a bit notchy, maybe the stereo speakers are a bit tinny but for the most this is all familiar Toyota territory.That V8 fires up with a polite throb, sounds like it means business from the outset with a mini-Kenworth attitude. With all that torque arriving pretty early (and peak power not far behind) a driver can run through the five gearbox ratios smartly, with care not to have the rear tyres protesting from a too-smart take-off.For the V8 does not need a big dose of revs to keep moving and can sound a little perturbed when run hard through to the 4500rpm redline.Better to short-shift and let all that torque do the work. This is handy around the town, down the highway and out in the scrub for once rolling, the diesel is quite flexible.Over a mixed week of work, from suburbs to scrub, the 70 Series wagon returned just over 12 litres for 100 kilometres.In the bush the Cruiser's engine and gearing gives the driver a tonne of confidence — whether facing a steep, scrabbling climb, walking over creek boulders or pointed down a steep descent. (This one had front and rear differential locks, a $2735 option, but given this wagon's innate off-road abilities those locks would be for real serious work.)This is a machine which inspires confidence, a go-anywhere machine that will tackle the worst of terrain without concerns about body panel or personal damage.Good ground clearance, excellent engine and transmission, square body corners and basic, easy-to-understand controls mean a driver can get on with the job of driving without wondering about the worth of fancy electronic aids.There are compromises. Back on the road the Toyota 70 Series wagon is not as sweet as fancier SUVs. The ride height accentuates a bit of body roll and understeer, the rear leaf springs are not as smooth riding as a 100 Series set-up.It is more trucklike than carlike. But that's the trade-off for a four-wheel-drive wagon that delivers no-nonsense four-wheel-drive ability — with the bonus of that smart V8 diesel.The 70 Series wagon will not appeal to many of the new crowd of SUV buyers. For the traditionalists and those really needing to get places, this LandCruiser has substantial appeal.

These days the 70 is something of a dinosaur, but it has a loyal following among buyers who prefer simplicity to sophistication.Toyota makes rare changes to the hard-working 70 Series, which is one of the most enduring models on the motoring landscape.This year, change was forced by new emission rules.It prompted other changes, most importantly a new V8 turbo-diesel engine. It also got an MP3-compatible CD sound system and better power steering.Toyota says the job of re-engineering the front end to be compatible with airbags was too big and expensive to justify considering the limited market for the 70 Series, which dates to the 1970s.Toyota Australia reportedly fought hard with head office to have the 70 updated -- Australia is one of the few countries that persists with it. The arguments were obviously effective because Toyota has shoehorned a new 4.5-litre V8 common-rail turbo-diesel into the front of the 70 Series to bring it into line with the latest emission rules.As the V8 is wider than the outgoing six, it meant a rework of the front end and a new look.The new engine is Euro 4 compliant, has double overhead camshafts, four valves a cylinder, and a variable nozzle turbocharger with an air-to-air intercooler. It puts out 151kW at 3400 revs and has a remarkably flat torque curve that peaks with 430Nm at 1200 revs and holds it until 3200 revs.That's almost 24 per cent more power and a touch more than 13 per cent more torque than the outgoing turbo-diesel six. Even better, Toyota says fuel consumption is better.A five-speed manual overdrive gearbox processes the extra grunt, sending it through a two-speed transfer box to either the rear wheels or, when selected, all four. Front hubs are manually set, there is a limited-slip rear diff as standard, and optional front and rear diff locks can be added for better off-road traction.The power steering has more assistance at low speed. The interior looks much as it always has, but there's been some work done to make it more habitable.Toyota has expanded the range to eight models and a new four-door wagon replaces the entry-level, live-axle 100 Series.In addition to the new wagon there are the familiar 70 Series cab-chassis and two-door Troop Carrier body styles, with Workmate, GX and GXL specification levels.On the road, the 70 Series drives like it belongs in four-wheel-drive country. It gets the job done and feels safe and secure, but its on-road manners are dulled by its bias towards the bush.The ride is comfortable enough over smooth surfaces. Off road, it is in its element, there's plenty of wheel articulation and, with low-ratio four-wheel drive and optional diff locks if needed, there are few places it couldn't go.After mechanical reliability, towing is the most valued attribute of the 70 Series, according to Toyota research, which finds that more than 70 per cent of owners will make use of its 3500kg towing capacity at least once a month.To drive a piece of history you will pay $53,490, which gets you aboard an entry-level Workmate cab-chassis, but for the range-topping Troop Carrier GXL you will have to stump up $61,490.

If somehow the Swift will always evoke images of teen gits in baseball caps, the SX4 suggests a soft-drink commercial.It's a prop you'd expect to see parked on a beach surrounded by cavorting nubiles and their well-toned boyfriends. A "things go better with ..." sort of thing.Even if you've reached the stage in life where compulsory military service for the young people seems to have some merit — or at least a vigorous state-sponsored suppression of their music — there's much to like about the SX4.Sitting between the Swift and Grande Vitara, the SX4 is a sort of mini-wagon. With an adequate 2-litre petrol four, 20cm ground clearance and lockable 4WD, a McDonald's drive-through should hold no fear.Yet, compact in dimension and neutral in behaviour, the SX4 is a more convincing attempt at a small car/soft-roader crossover than some far more expensive models for which this claim is made.And unlike some of them, the all-wheel-drive system is at least worthy of the name. Via a centre console button you can lock the SX4 in FWD for the best urban petrol consumption, or four-wheel drive for maximum traction in the wet.Or leave it in automatic for the onboard sensor to determine how much torque is required by which axle. It's a piece of extra insurance for the inexperienced driver. As, too, is the five-speed manual with which our car was equipped. Even if Junior becomes a cog out auto lover in later life, I would like him to learn to drive first.If the little Suzi is hardly the most refined ride even for this sort of dough, and fraught with wind noise into the bargain, it would do for him. As will the beneath basic interior that would surely stand up to sand, fast-food detritus and dubious stains.Safety is the area in which Suzuki's progress has been most satisfactory in recent years. It needed to be.The SX4 features dual front airbags, ABS with Brake Assist and Electronic Brake Force, though it lacks a stability control system. We bleat about the interventionist nature of certain electronic nannies, but this car's for him, not me, and stability control ain't even an option.That said, while the SX4 is yet to be officially crash tested, the comparable Swift scored a more than satisfactory four stars in NCAP testing.If that's one star down on certain vehicles that are banned to P-platers by the Road Toll Authority, the SX4 is a hell of a lot safer than dozens of those they are legally permitted to drive.So, which way did you vote yesterday? The winner would do well to remember that Junior and his mates will be casting theirs in 2011. Until then, the SX4 deserves endorsement.

As a result, we came to this roadtest with great expectations. We were anticipating a vehicle that had taken a step forward to stand alongside the best in class, if not surpass them, and to be writing about it in glowing terms as a "saviour for the struggling Mitsubishi".Sadly, it is not. Despite some excellent design and engineering work, and the inclusion of dual front airbags, ABS brakes, air-conditioning, cruise control and a trip computer as standard, we were struck by the cost-cutting evident in the base model Outlander LS tested here.For starters, there seems to a serious lack of sound-deadening material across the vehicle given the amount of noise that reverberates through the cabin across all but billiard-table surfaces.The Yokohama Geolandar tyres roar across bitumen sealed with coarse stones and there is a din from within the wheel arches and underneath the vehicle when loose sand and gravel are on the road. Chopped-up surfaces can send unwanted noise and vibration into the cabin, and the new 2.4-litre engine and continuously variable transmission (CVT) combination, too, becomes a source of irritation with the noise created from around 4000rpm.The LS has lightweight, tinny, resonating doors. The cabin is cheaply finished, using an inordinate amount of hard and easily scratched plastic trim, and exposing bare metal with some shortfalls in floor coverings. A hole in the passenger's footwell trim on our test car left wiring exposed, and the removable section of cargo floor failed to fit properly.The front suspension also produced a loud, disconcerting knock at the first tight downhill corner, and did so on two other occasions during our test.So, for all the improvements made with the Outlander's design, packaging and performance, issues arose that detracted from the experience.The steering rack can produce some rattle, and the steering wheel will writhe in the driver's hands when the vehicle travels through rough corners. When accelerating on loose and uneven surfaces (in 2WD mode), the tiller will also tug with the telltale signs of torque-steer.This is not as bad as it all sounds, for to some extent it reflects the sports orientation of this small sports utility. Indeed, the Outlander remains one of the most dynamically competent in its class.Despite being longer, wider and taller than the previous ZF series, Mitsubishi claims this new ZG model — which is based on an all-new platform developed (in a defunct technical alliance) with DaimlerChrysler — is stiffer, stronger, around 20kg lighter, has a wider track, a lower centre of gravity and a revised front strut/rear multi-link suspension.Those 215/70 R16 Yokohamas offer reassuring grip levels, the body control is excellent, the steering is accurate, braking performance is strong from the 292mm-diameter front disc and 300mm rear "drum in disc" brakes, and the upgraded four-channel, four-sensor ABS bites vigorously into loose dirt surfaces.The turning circle has shrunk from 11.4m to a far-better 10.6m, and, while the ride is firm, compliance levels are acceptable across a range of road surfaces.On gravel, the Outlander behaves with more confidence and composure in automatic 4WD rather than 2WD mode and this change can be made on the run, using a large and tactile dial on the centre console. Under auto 4WD, an electronically controlled coupling enables up to 60 per cent of torque to be delivered to the rear wheels.All this occurs in a seamless fashion, while drive can also be "locked" in a 50:50 front/rear torque split which can be beneficial in tougher, lower speed off-road conditions. Although not really designed for situations such as these — the owner's manual, for example, warns against "driving on steep slopes" — we found the Outlander could make good progress along forest trails.It does not have low-range gearing and the like, however it does offer decent traction on uphill climbs and useful (210mm) ground clearance.Engine performance has also improved on the Outlander, which now uses an all-alloy 2.4-litre DOHC four-cylinder unit derived from a three-way alliance with DaimlerChrysler and Hyundai. Featuring "Mivec" variable valve timing on both intake and exhaust valves, the engine produces 125kW at 6000rpm and 226Nm at 4100rpm.These are minor increases in output over the previous engine, however the combination with a CVT (which has a sequential-manual shift mode) makes for a very different driving experience. With the vehicle unladen, acceleration from standstill is smooth and swift, and at higher speeds and low revs it provides an immediate and energetic burst of pulling power whenever the driver steps on the "loud" pedal.The trouble is, while CVTs can sometimes be noisier under acceleration than conventional automatics (by virtue of constantly rising in revs), this one is excessive. And while it should be more fuel-efficient than a regular auto, the Outlander returned a disappointing 14.3 litres per 100km over our test.That is a substantial increase over the sub-10l/100km figure Mitsubishi quotes, and reflects the fact that in real-world conditions the engine is often working hard in the medium-to-high end of the rev range as the driver extracts the desired level of performance. A manual gearbox is expected later in 2007.Inside, Mitsubishi has relocated the gearshift from the dash to the centre console, and the park brake has also changed from being foot-operated to a conventional handbrake.The driving position is typically upright and compromised a little with the absence of steering reach adjustment. The seats feel cheaply upholstered, have no lumbar adjustment and could do with more bolstering under the ribcage and thighs, although outright comfort is acceptable over long-distance tours.The steering wheel spokes have stereo and cruise switches, the centre dash stack controls are well placed and simple to operate, and the instruments are easy to read at a glance. The main problem is the absence of a conventional coolant temperature gauge, which forces the driver to scroll through the trip computer to check its status. Storage and accessory power needs are well catered for.There is lots of room in all directions across the back seat of the five-seat Outlander. The seat can slide fore and aft, and amenities include door bottle holders, a pull-down centre armrest (with cup holders) and a front seatback map pocket. Air vents or a power socket are nowhere to be seen, though, and dust sticks like glitter-glue on all the dark plastic. Side and curtain airbags are available for $1500.Adults will appreciate the high rear seatback and adjustable head restraints, parents will welcome the seatbelt locking mechanisms and convenient child restraint anchor point placement, and children will be fascinated — and their carers possibly horrified — by the electric seat-fold mechanism which, with the touch of a button, slams a section of the 60/40 seatback down onto its cushion and then tumbles forward in a fast, almost violent, manner.This "feature" will not operate unless a rear door or the tailgate is open, but there is no occupant or impediment sensor to avert a nasty accident (we tested it using a kid's toy, which got pulverised). Returning the heavy seats back to their original position is also a cumbersome job.Without the "occasional use" third row installed, which is a $2800 option, there is plenty of luggage space — a volume of about 1000 litres with the rear seat up and 2000 litres when down. A retractable blind, tie-down hooks, a power socket and small-item storage areas are all provided, however a temporary spare wheel is located under the vehicle.Rather than hang a full-size spare on the tailgate, Mitsubishi has developed a twin-section tailgate comprising a conventional hatch and a lower fold-out ledge that creates a low, flat loading (and sitting) area.Design features like this leave a positive impressive with the new Outlander. The question is, can Mitsubishi build more quality into the vehicle while hanging on to its current level of pricing and equipment?