Off road

Cashed-up customers can more easily absorb sharp pump price rises and it shows.Mercedes-Benz is not too worried about oil prices as it introduces its biggest model, the GL four-wheel-drive wagon.It is the largest model in the German brand's range — bigger than the Range Rover Vogue and the huge Toyota LandCruiser.The Merc wagon is primarily a five-seater, but a third row of two seats can be ordered for $2900 to turn it into a luxurious people mover.At $103,900 for the entry-level diesel and $146,900 for the V8, few GLs are going to run far off the beaten track.Even so, they can easily conquer some tough off-road obstacles thanks to standard air suspension that rises on demand to give a maximum ground clearance of 307mm.That means brave drivers can plough through water up to 600mm deep.The GL's transfer case also lowers the gear ratio for low-speed work and mechanical differential locks for the rear and centre differential and electronic aids help driver go up and down steep hills.The GL runs a constant 4WD system on and off-road, hooked up to a standard seven-speed automatic transmission controlled with steering-wheel shift buttons.A 3.0-litre turbo-diesel powers the 320 CDI base model and has 165kW and 510Nm.It returns an official fuel economy figure of 9.7 litres for 100km of mixed city and highway driving and propels the GL from 0-100km/h in 9.5 seconds. The more expensive GL500 runs a 5.5-litre V8 with 285kW and 530Nm.The official fuel consumption figure is higher at 13.9 litres for 100km, but the V8 means the GL500 can sprint from 0-100km/h in 6.6 seconds — incredible given its size and weight.The GL has a single body chassis, unlike workhorses such as the LandCruiser, which are based on a separate ladder frame. It is 2370kg with the diesel engine and an extra 5kg for the V8 and has a towing capacity of 3500kg if whatever you are towing has its own braking system, or 750kg if it doesn't.Standard safety gear for both GL models includes front and side airbags for the driver and front passenger, side airbags for the middle row and window airbags for all three seats.They also have electronic stability control, traction control and anti-skid brakes.The GL's third row of seats can fold into the floor at the touch of a button. Folding down the second and third row of seats offers 2300 litres of load space, which is 2128mm long.Standard gear for the GL320 includes Mercedes Artico synthetic leather-look seats with electric adjustment, 18-inch alloy wheels, air-suspension, eight-speaker CD sound, wood grain, roof rails, cruise control, front armrests, luggage nets, parking sensors, rain sensing wipers, climate control airconditioning and tyre pressure indicator.Stepping up to the V8 GL500 adds 19-inch alloy wheels, rear climate control unit, bi-xenon headlights, premium display with DVD player and satellite navigation, Harmon Kardon Logic7 sound system, sunroof, premium woodgrain, leather trim for the seats and dashboard.Optional extras for both models include a TV tuner, rear DVD screens, voice recognition control, keyless entry and a reversing camera.VEHICLES like the GL Mercedes are anti-heroes for many road users. They're big, heavy and block forward vision for other motorists.The chances of most of these wagons going far off-road are only a little better than their owners joining a work-for-the-dole scheme.Their owners love them because they carry seven, are comfortable, look better than people movers, tow well and can go off-road.Despite the GL's impressive off-road capability, it only has a space-saver spare tyre.Having to fit the skinny rim after a puncture would ruin any country adventure, especially if the driver was far from a Mercedes dealer or tyre dealer stocking GL tyres.Mercedes says it is working on a system to carry a full-size spare on the rear hatch.Mercedes isn't alone here, the new BMW X5 seven-seater will use run-flat tyres with no spare at all. The five-seater will have a space-saver.Our test car was a GL500, which was impressive.There were some glitches with the GL, including the space-saver spare and the way it handled rough country roads and parking spaces, but the huge machine will please a lot of its owners.It's a comfortable, spacious vehicle.The V8 model is pricey, but you get a lot of metal for the money. Its thirst wasn't as bad as we thought and the V8 ran at 11 litres/100km on the highway, rising to about 13 to 14 litres/100km around the city.These figures aren't good when compared with a normal family car, but when your consider the GL's size, weight, brutal aerodynamics and slingshot performance, they start to look a lot better. The V8 engine is a cracker and has a lot of torque and a nice sporty note. We are big fans of the seven-speed automatic, which changes quickly and smoothly.Running up to Canberra and back to buy a rally car gave us a good chance to test the on-road ability of the GL. It's excellent when cruising on smooth roads. It glides over the tarmac, is quiet, the seats are comfortable and the sound system is brilliant.The rough highway roads just across the New South Wales border revealed the GL is not so good on the bumpy stuff.It feels loose, just like many other large 4WDs and you notice the big body wobble as it tries to cope with the broken surfaces.Around town, the GL is happy, though there is some traditional 4WD body roll. Flicking the adaptive suspension damping to Sport helps a little, but doesn't solve the problem.The cargo area is cavernous when you fold down the two rear rows of seats and there is sufficient headroom and legroom for all three rows.It's hard to park mainly because of its bulk. The parking sensors (with lights and buzzers) help, but it should come standard with a rear-view parking camera.For what it is, the GL is an impressive vehicle. But if you don't need to tow, go off-road or require all seven seats, we would still pick the better-handling and more efficient E-Class wagon.A huge, luxurious people mover that can (but probably won't) go off-road. Not as sensible as an E-Class wagon, but good for what it is. 

Yet the all-new Freelander II is moving on up for 2007, from its styling to a focus on on-road performance and even a cockpit that is far more like a luxury car than a workhorse Land Rover. It is bigger in every direction — longer, wider, taller — and the pay-off is a cabin that is much more roomy as well as providing more luggage space.The price will also take a Range Rover-style move into the prestige world with a likely starting point around $50,000.The newcomer definitely takes the Freelander nameplate away from the dowdy original, which was slow, tight inside and outclassed by cheaper Japanese rivals. It was loved in Britain but fell well short of its opponents in the real world, despite impressive off-road ability.There will be two powerpacks in Freelander II — six-cylinder petrol and four-cylinder turbodiesel, both with an automatic gearbox — and two levels of equipment, with the first local deliveries around the middle of 2007.It is everything you would expect from a car company that has re-discovered its mojo, with minimal interference from its owners at the Ford Motor Company, and Land Rover Australia is predicting an early sell-out.It also says Freelander II will take the company into new territory, well above Japanese compact four-wheel drives such as the Toyota RAV4 and Honda CR-V and into a head-to-head contest with the BMW X3, currently priced from $64,900.But the three-door Freelander is gone and there are no plans for a replacement with less luxury or a tighter price."The volume for the three-door was pretty minimal, so it did not go forward," says Roger Jory, the new general manager of Land Rover Australia. "We're not going to do a bargain-basement vehicle. That's not where the brand is going, or what Australian customers want."We will have two models, probably a mid-spec car with a lot of standard equipment and then an HSE on top of that."Jory describes the new Freelander as a "cafe and Kakadu" car and it was previewed to the world's press in Morocco, over a broad mix of country bitumen roads, rocky tracks, sand dunes and beach running.It handled everything easily, as well as showing off well on luxury equipment including air-conditioning, alloy wheels and satellite navigation, which was specially calibrated for the remote road conditions near the city of Essaouira.The new Freelander is more than a compact look-alike for the Range Rover. It also drives like the Land Rover flagship, both on and off the road.It has commendable grip, poise and comfort on the bitumen, and can go everywhere you really need to go in a four-wheel drive. Both engines are punchy and enthusiastic, yet should be relatively light on fuel.Freelander II will be a success, without any doubt, although the final price will have some impact on the number of Freelander IIs sold in Australia and the suburbs in which they are garaged.There were a few minor shortcomings on the Morocco test drive, but Land Rover is working on at least two.It is investigating the unexpected and unprovoked failure of a six-cylinder engine during some sand driving — with a promise from the very top that there will be no repeat in production cars — and installing extra baffling in the rear end to reduce some tyre drumming on coarse bitumen surfaces.Still, the seats are a little short in leg support and the giant sunroof will need more than net screens to stop serious sunburn in Australia. It was hard to peg expectations for the Freelander II, because the new Land Rovers are so good but the original Freelander was so ... lacklustre.It hardly mattered, as the new baby was great from the get-go. It accelerated briskly away from the airport and it was much easier to get comfortable, also knowing the luggage space is up by more than one-third. Even the back seat is roomier and more comfortable, with a "theatre-style" layout that puts passengers a little higher for a nicer view.And the cramped footwell from the original Freelander is finally gone, just like the cheapy dashboard which has been replaced with a classy design with direct links to Range Rover.There is even good space for the satnav screen, a comfy new steering wheel and clear-and-classy dials and switches.The inline six, a departure from the usual V6 preferred for compact vehicles, was eager and the turbodiesel also showed plenty of punch. Land Rover says the six will run to 100km/h in 8.4 seconds and the turbodiesel will manage 10.9. There is no reason to doubt the claim, or the way the powerplants deliver at Aussie-speed overtaking runs.The test drive took the Freelander II over all sorts of roads.The bitumen was much like home, as were a lot of the dirt roads, until they really got into the rocky ranges.The big question now is price. If Land Rover Australia can deliver the right deal, the only problem for Freelander II will be keeping up with traffic coming out of showrooms.

The top-of-the-line Elite model costs $46,990, which is effectively a $4000 premium for the oil-burner over the continuing 2.7-litre V6 petrol the model launched with. To make that considerable engine premium less noticeable at the entry level, Hyundai has taken what many will see as a regressive step in stripping the SX of the company's safety package.The five-speed manual comes without ESP, traction control, side airbags or curtain bags -- all standard on the base petrol model. Also missing, but of far less a concern, is the trip computer and foglights, along with a range of other convenience and comfort extras.While based purely on a marketing strategy, the decision diminishes Hyundai's growing corporate safety reputation at a time when there is a strong community argument that loss-of-control modification systems like ESP should be an industry standard.That aside, the CRDi has the potential to be a very positive story for Hyundai. Compared with its petrol sibling, the diesel offers significantly more torque and a claimed 30 per cent better fuel economy -- every drop of which will be needed to justify the engine's premium pricing.Despite the pricing impost, Hyundai is confident the diesel can account for up to 60per cent of Santa Fe business and ramp up sales of the Santa Fe to around 300 a month."In reality very few buyers will take the manual car," Hyundai spokesman Richard Powers says. "The real volume will come from the mid-range model with the attraction of the seven seats and the five-speed automatic."Some of the diesel sales will come from buyers who were considering the petrol car but we are also expecting a strong conquest result from buyers who, until now, have not been able to find a diesel of this standard at this price in the segment."The 2.2-litre SOHC 16-valve four-cylinder intercooled turbo-diesel unit in the SantaFe is strong, usable and admirably elastic. Producing a reasonable 114kW of power at 4000rpm, the engine's strength is in its343Nm of torque, which is punching away from 1800rpm through to 2500rpm -- with considerable amounts on tap for several hundred revs either side of that band.Hyundai claims the little diesel to be one of the most advanced on the market, with the increasingly popular variable-vane geometry air-to-air intercooled turbocharger, which both improves fuel efficiency and reduces lag.That efficiency equates to a claimed 8.2L/100km combined cycle in the seven-seat auto, although the hero sticker number will be 7.3L/100km from the lighter entry-level manual. The engine is also Euro IV emission compliant. While the five-speed auto makes its debut in the Santa Fe, replacing the ageing four-speed unit currently doing service in the V6, it will also appear in other models before the end of next year. The V6 Santa Fe will pick it up in the second half of next year while the upcoming Lambda will couple the gearbox with its 3.3-litre V6 at launch in February.Apart from the engine and the new automatic, the standard specification levels in the Santa Fe SLX and Elite are at the same high levels as the petrol models.The full active safety suite of ESP,traction control, ABS and EBD are complemented by twin front airbags, side airbags for the driver and front passenger and curtain airbags that run through to the third row of seats in the seven-seater.On the road the Santa Fe diesel is little different from its petrol sibling in its ride and handling characteristics. It is only whenyou ask the car for an effort that the difference becomes apparent.There is none of the doziness of the V6 nor the indecision of the gearbox. Punch the accelerator and the diesel is ready to go, strong off the line, even more in the mid-range where overtaking in the 80-100km/h band is a breeze.Off-road ability is assisted by a lockable centre-differential but limited by the absence of a low-range. The strength of the diesel has extended the boundaries considerably, with the CRDi capable of a reasonable confidence in situations the V6 would fear to tread.A run through soft and semi-packed sand showed that with only a moderate level of caution, the Santa Fe is quite capable of mild adventure experiences.On the highway the Santa Fe remains a very capable and balanced drive with minimum roll from the all-round coil suspension and well-sorted dampers. Steering is still on the light side but is not unduly disconnected and the car is quite capable of some enthusiastic performance. The interior is a mirror of the petrol model -- spacious and comfortable with good levels of trim and fitment standards. The third row of seats offers a reasonable space for small adults on short journeys, or for children, and folds out of the way to offer a substantial storage area when the Santa Fe does duty as a five-seater.

LAND ROVER FREELANDER 2The Freelander 2 is new from the ground up, and will make its local debut at the Australian International Motor Show in Sydney. It hasn't always been plain sailing Down Under for the popular European model, but with outstanding on-road performance as well as the class-leading off-road ability everyone expects from Land Rover, Freelander 2 seems set to leave its mark on our wide, brown land.Freelander 2 is available with new petrol and diesel engines. The diesel is a 2.2-litre TD4 common-rail turbodiesel with peak outputs of 118kW and an impressive 400Nm, plus better fuel economy than its predecessor (as well as 43 per cent more power). A 3.2-litre i6 petrol producing a peak of 171kW represents a hike of 30 per cent in power compared with the previous V6, as well as a 10 per cent boost in fuel efficiency. Freelander 2 will be in Land Rover across Australia by mid 2007.MAZDA CX-7The Mazda CX-7 is the production version of the Mazda MX-Crossport Concept SUV, and will be built only in the company's Ujina Plant No. 2 (U2) located near Mazda's global headquarters in Hiroshima, Japan.Australia has been confirmed as second in line for production of the new generation crossover vehicle (after the North American market).It will go on sale here late this year priced below $50,000 and will be on public display at the Sydney show.The Mazda CX-7 is a clean break from the fleet of traditional SUVs currently offered. Bringing together performance and design like never before, the Mazda CX-7 – like every Mazda – was engineered to exemplify sporty driving in keeping with the company's 'Zoom-Zoom' philosophy.CX-7 promises sophisticated styling, an engaging drive, and the facilitation of fun.NEW PAJEROMitsubishi has just released its NS Pajero seven-seat 4WD with a complete makeover for the exterior design, a modern new interior, two new engines that are Euro 4 emissions compatible. The new model also heralds the reintroduction of the three-door 'shorty' short-wheelbase (SWB) models to inject additional excitement into the model range.There hasn't been a SWB Pajero on sale since 1999, so the new model represents one of the most exciting product additions to the Mitsubishi range in 2006. The three-door model is the closest product consumers can buy to the acclaimed Pajero Evo that races across the harshest terrain in Europe and Africa in the Dakar rally. (There will also be a Pajero Dakar race car on display in Sydney.)All the expected features – power steering, power windows, power exterior mirrors, cruise control, remote keyless entry with encrypted immobilisation and multiple storage compartments and cupholders – have been incorporated in to NS Pajero. All models also feature a multi-mode display, including trip computer, weather information and compass for which the 4x4 has become renowned.Two new engines also deliver significant leaps in power and torque, while being more efficient and economical. The 3.8-litre 24-valve V6 MIVEC petrol engine produces maximum power of 184kW at 6000 rpm (a massive 24 per cent increase on the previous engine) and maximum torque of 329Nm at a very low 2750 rpm (up 6 per cent). It's also LPG compatible.The new diesel engine is a common rail-version of the 3.2-litre diesel that was first seen in Australia in ML Triton when it was launched in July this year.SUBARU TRIBECAThe biggest, boldest and certainly the most distinctive Subaru in the lineup will be shown production-ready in Sydney. There's a hint of Porsche Cayenne about the Tribeca's brash design, which is sure to polarize punters into 'love it' or 'hate it' camps, but nobody's arguing with the motive power choice – Subaru's venerable 3.0-litre horizontally-opposed 'boxer' six-cylinder engine, which is both responsive and low, keeping the centre of mass close to Terra Firma.The 3.0-litre flat-six likes having its neck wrung, so this is an SUV that will appreciate a punt. It's mated to a fivespeed automatic gearbox.Like most Subarus, you can expect this one to handle well, thanks to (almost) eons of involvement of the brand at the forefront of the World Rally Championship series. A low C of G and permanent, symmetrical AWD give the Tribeca rock-solid dependability across a range of surfaces, assisted by well-sorted suspension and responsive steering.Build quality is exactly as you'd expect from the Japanese car maker that places engineering above all other concerns. High equipment levels are a given, plus three seating rows. A diesel engine is coming for Subaru but is still a way off – a boxer-style common rail turbodiesel engine currently under development by Subaru will be unveiled at next year's Geneva Auto Show.HOLDEN CAPTIVAThe sense of relief in Holden's marketing division is palpable. The smiles are back and, at least for the immediate future, likely to stay.The billion-dollar VE set the trend but it is the Koreanbuilt Captiva compact SUV that is really pushing the buzz. Holden has been staring with green-eyed envy at Ford's home-grown Territory and its runaway success in what has been one of the hot segments in the new car industry. "'It is nice to finally have an SUV that we can offer. It has been a long time coming," Holden's marketing boss John Elsworth said at the recent launch of the Captiva."It has been tough to watch the (SUV) segment grow and grow and have nothing we could play a part with." Even better news for Holden is that the Captiva, while built as a global GM model in South Korea, benefitted from a huge level of input in design and engineering from Holden staff. The result is a stylish, cleverly packaged compact or medium SUV with drive and ride quality comparable to anything else in the competitive market.VOLVO XC90 V8The new XC90 V8 represents not just an awesome performance SUV – if you visit the Volvo stand in Sydney you'll be looking at the first production V8 powertrain in Volvo's history.There's some serious engineering gone into this vehicle, with Dynamic Stability and Traction Control plus Roll Stability Control systems representing just the tip of a very substantial safety iceberg culminating in a five-star NCAP crashworthiness rating (first SUV in the world to achieve that).The 4.4-litre V8 develops 232kW and 440Nm, and features a 60-degree 'V', unlike most V8s, which are set to 90 degrees. The V8 is 16 per cent more powerful and also torquier than the outgoing T6 engine it replaces, snatching 100km/h just 7.3 seconds after a standing start. The V8's 60-degree V allows for a more compact design, allowing transverse mounting in the engine bay, which delivers superior crashworthiness. It's also the first petrol V8 to meet the demanding USA ULEVII emissions standard.Volvo calls it the world's safest SUV and there's really no basis for disagreement. For $84,950, the world's safest SUV can also be one of the world's most capable.AUDI Q7The Audi Q7 has officially earned its stripes in Australia, having just completed an epic Trans-Continental Crossing from Sydney to Broome, spanning three weeks and 7000km. Fifteen Q7 vehicles took part in the grueling expedition.In spite of very challenging terrain around areas like Innamincka and Birdsville where sharp, stony tracks are common, the notorious Mereenie Loop Road and areas of the Tanami Track in WA where the roads were characterised by huge potholes and harsh ruts, all 15 Q7s made their way to Broome unscathed.Similar expeditions are planned annually for upcoming vehicles including the new allroad quattro and Audi Q5.In the full 7000km of harsh Outback travel, the only technical requirements of the fleet were the replacement of 16 flat tyres, two broken foglights and a new pollen filter for each car. One vehicle needed minor cosmetic repairs, however only as a result of human error. All 15 vehicles completed the journey as they started – in excellent condition and free from squeaks and rattles.MERCEDES-BENZ GL-CLASSSeven seat SUV with style; Shares ML-Class platform; Constant AWD via 4Matic system; 4.6-litre V8 power with 250kW output; Air suspension optional; Off-road pack available.VW TOUAREG UPGRADETwo bold new V6s – petrol and hi-tech diesel; New 3.0- litre V6 turbodiesel with 165kW and 500Nm; New 3.6-litre V6 petrol with 206kW and 360Nm; Optional air suspension package; Constant AWD via 4XMOTION system; Frontal pedestrian/cyclist impact protection zones; Hero 5.0-litre V10 with remains storming 230kW and 750Nm remains.LAND ROVER RANGE ROVER TDV8All-new hi-tech 3.6-litre V8 turbodiesel; Replaces ageing BMW-sourced TDV6 diesel; Silky smooth runner with 200kW and 640Nm; Delivers 500+ Newton-metres between 1250 and 3750rpm; Frugal consumption: 11 litres per 100km likely; Magnificently competent ZF six-speed auto transmission.

The city-smart Liberty and its country cousin, the Outback, have been given a mid-life styling freshen and a much more significant injection of smarts with the SI-Drive (Subaru Intelligent Drive) technology on all 3.0-litre and turbo models."SI-Drive gives the driver three cars; a performance version or an economical version depending on the road, the conditions or the driver's emotions," Subaru Australia managing director Nick Senior says."We are particularly excited about being able to offer this technology as it has previously been the domain of much more expensive vehicles."SI-Drive is the culmination of almost two decades of determination and belief in an idea Liberty project general manager Toshio Masuda had as a young engineering student."When I was a student I imagined the day when you would not have to change the engine in your car to get very different characteristics," Masuda says at the Australian launch of SI-Drive. "I kept a belief in my idea and when I became a senior engineer with Subaru I knew it was time to introduce this idea to the world."But although the theory of SI-Drive was sound, he says resistance from some sections of the company was difficult to overcome. "Many in the company thought this (SI-Drive) was not possible because of the technical challenges ... challenges we have been able to overcome," he says.Operating through a simple dial situated on the central console behind the gear shift, the driver can select an economy mode (Intelligent), general driving mode (Sport) or aggressive attack mode (Sport Sharp).From the 3.0-litre engine, Intelligent mode provides performance like a 2.0-litre non-turbo, Sports mode raises the stakes to a 2.5- to 3.0-litre non-turbo equivalent, while Sports Sharp ensures maximum engine response.The reduction in engine output in Intelligent mode - with its consequent fuel saving - is 27 per cent in the 3.0-litre engine, down from 297Nm and 180kW to 200Nm and 147kW.For the 2.5-litre turbo engine, it reduces maximum torque by 19 per cent and power by 20 per cent down to 275Nm and 148kW."It is essential, however, that the driver also matches driving style to the engine output," Subaru's Derek Ashby says. "Aggressive driving techniques will only make the fuel consumption worse."To help drivers stay in the most efficient engine range, SI-Drive cars have what Subaru calls an Eco Gauge in the dash display.Manual models also come with a shift light indicating optimum time to change gears."Real-world testing by Subaru Australia in Australian conditions has shown significant fuel-consumption improvements in I mode compared to S mode," Ashbury says."For example, a Liberty GT manual transmission vehicle in I mode showed a 14 per cent improvement in the city cycle with the highway cycle achieving a gain of 6 per cent over the S mode."The facelift also marks the return of the turbo-charged GT model, this time with the superb 2.5-litre unit from the Impreza STi.With 184kW and 339Nm on tap, the GT comes as a base with a five-speed manual or a pair of Spec-B models with a five-speed auto or the STi's sublime six-speed manual. Spec-B cars also benefit from a Bilstein sports suspension package from the 3.0R Spec-B - and add 18-inch alloys and low-profile rubber.Specification levels across all models have been improved, with one of the key gripes against both Liberty and Outback (the lack of telescopic steering adjustment) answered.There is also brake assist and six-stacker in-dash CD. Higher up the model tree, the turbo and 3.0-litre cars also add a multi-function screen for trip, fuel and SI-drive information, high-intensity discharge lights, dual-zone climate control, expanded multi-function steering wheels and power seats with memory.Subaru has held prices for the 2.0-litre cars ($31,990 manual and $33,990 auto) and trimmed $1000 from the 2.5-litre range ($34,990 manual). The 3.0R remains at $50,990, the 3.0R-B is up $500 to $52,990, while the range-topping GT Spec-B starts at $55,990 (manual).

Liberty GT/GT Spec BMotoring journalists spend a good portion of their time on launches sifting through the marketing hype to find the hard facts. When Subaru claimed their SI-Drive gave the Liberty owner 'three engines in one', an eyebrow was raised in skepticism rather than surprise.But all that was needed to prove Subaru’s point with SI-Drive was a steep hill.Of the three SI-Drive modes, it is the 'Intelligent' (economy) mode that makes the biggest impact. Subaru claim the Intelligent setting reduces engine output to that of a 2.0-litre naturally aspirated car, regardless of the actual engine under the bonnet.The first steep hill in a turbo GT model was met with the appropriate minimal enthusiasm from the engine, slowly pulling up the incline before reluctantly kicking up a gear - and sipping a little more fuel.A similar incline in the default setting of Sport (the setting on which the Liberty’s fuel figures are based) brings a completely different response from the engine; the hill disappears behind familiar dollops of mid-range turbo torque.The frugal Intelligent setting is excellent on downhill and long highway stints, still providing enough power to accelerate around slower traffic, but drinks slightly more than Sport mode on the hills and feels frustratingly limited when the going gets tough.The best result from the SI-Drive was to leave it in Sport until a long flat highway stretch, then remembering to return to Sport through the bends.On the other end of the scale, the Sports Sharp mode picks up the throttle and gear changes in the automatic models with noticeable speed.The shifts are further hastened by a new blip function that briefly raises the rpm on the upshift, resulting in a smoother gear change and minimal shift shock.Shifting itself in the autos is a more involving prospect thanks to the excellent wheel-mounted paddles, easily allowing the driver to select gears even when in full Auto mode when the twists tighten.The manuals are still the pick for sports enthusiasts, particularly the GT spec B with its excellent new suspension, sublime symmetrical all-wheel-drive and newfound flat torque churning through the STi gearbox.SI-Drive is also available on the manuals, leveling its fuel consumption to a claimed 10.9L/100km; the same consumption as the auto, and only fractionally higher than most of the tiny turbocharged hot hatches on today’s market despite four doors, a boot and all that extra booty...Outback 3.0RAs a crossover car, the Outback has been a raging success for Subaru.The Outback has caught up to the Liberty a little in the looks department, with the revised corporate grille producing a more integrated and modern look that still stands apart from the Liberty wagon, but shared its sloped-roofed, understated style.Now riding on 17-inch alloys, the turn in is sharp and the wheels and suspension communicative, though it does not share the Liberty’s neutrality under pressure.On the twisted roads around Healesville in Victoria, a place well known to Subaru from its Rally of Melbourne days, the top-shelf Outback kept pace with the Liberty nat-atmo cars, but suffered more bodyroll on the tight bends.Not surprising, considering its higher clearance for off-road and towing ability (and it still drinks the same as Liberty at a respectable 11.1L/100km).Buyers would be hard-pressed to find a more capable all-wheel-drive with this much standard kit and five-star safety for the asking price.Samantha Stevens is a reviewer on the CARSguide test team. Her work appears here and in the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis appears in the Sunday Telegraph.

Preparing for a weekend away at the snow for five people, including three females who don't know the meaning of packing lightly, was never going to be easy. Along with four snowboards, it was clear we were going to need a roomy and comfortable vehicle. Plus, with fussy passengers, not just any car would do.The big, black, boxy and powerful Land Rover Discovery 3 came to the rescue. And by big, I mean big.Big windows, a big steering wheel, big body, big wheels and most importantly, a big engine.The Discovery towers over other cars on the road.At first it feels huge, and is a little daunting in peak-hour traffic. But once settling into the cosy interior and the car's good handling ability, it becomes a little less scary and is exciting to drive.The car tested was the $89,990 range-topping V8 HSE, which has a Jaguar-derived engine.With plenty of luxury features and space, it was more than adequate for our big adventure, delivering 220kW at 5500rpm and 427Nm at 4000rpm.On long stretches of highway, the Disco flies, despite its weight and baggage, and cruise control is needed to remind you to stick to the speed limit.The torquey V8 engine, which seems to always want to go faster, has good pull up hills as it digs deep for that extra burst of power, even with the excess weight.Around bends it becomes a little harder to control, especially with heavy winds and windows open, while travelling at the faster speeds. For its size, the Discovery has a comfortable turning circle and moves pretty easily around tight turns and grips the road nicely, absorbing the bumps.But with a big square back, it's hard to manoeuvre in tight car parks, which meant trusty passengers were often enlisted to assist and, alone, it's especially difficult. The parking sensors were handy but became a little irritating as they beeped constantly with plenty of distance still to move.Its inaccuracy also showed when cars travelling in the opposite direction set off the beeping.Inside the Discovery, there was plenty of room for all the gear and the lack of rear vision due to the luggage piled high in the back was adequately compensated for by the large external rear-vision mirrors.The Discovery 3 comes with a third row of seats, consisting of two fold-ups in the back. The versatility of the seating arrangement is great for transporting gear like snowboards, with the ability to fold down individual seats in the second and third rows.And those rear fold-up seats are more comfortable than expected. One passenger in particular took a liking to the large amount of leg room and facilities such as cup holders and a place to connect her much-loved iPod, all at her disposal.The Discovery is not short on storage space, with a double glovebox in the front. Both the driver and front passenger also get an armrest.Extra airconditioning controls are found in the middle row to control the climate for backseat passengers and when we finally found the switch to activate them, it gave this driver much ease from some whingeing companions. A cool feature on the Disco is the air suspension, which raises the car or lowers it as you wish, making exiting the car and low-level car parks much easier to tackle.It also has a Terrain Response system providing different settings for different conditions, such as snow, mud, sand, deep ruts and grass.The engine, transmission, suspension and traction settings all adjust for better driving.The Discovery was rather expensive to run, costing more than $100 to fill up, but that can be expected in such a large car. We recorded an average fuel consumption figure of 15.2l/100km, mainly on the highway.The test car had extras including satellite navigation, sunroof, rear airconditioning and parking sensors which would add about $15,000.Fast factsLand Rover Discovery 3Price: $89,990 (as tested $104,590)Engine: 4.4-litre V8, 220kW@5500rpm, 427Nm@4000rpmTransmission: 6-speed automatic transmission with tiptronicFuel: 86-litre tank 15.0L/100km combined claimed, 15.2L/100km as testedVerdict: Very bulky to drive, but offers a lot of space and great performance. AlternativesBMW X5 4.4iPrice: $111,500Engine: 4.4-litre V8, 235kW@6100rpm, 440Nm@3700rpmTransmission: 6-speed automatic transmission with SteptronicFuel: 93-litre tank, 13.1L/100kmVerdict: With a nice interior and smooth acceleration, the X5 offers a luxury cruise on and off the bitumen, but at a more expensive price.Mercedes ML500Price: $116,900Engine: 5.0-litre V8, 225kW@5600rpm, 460Nm@2700-4750rpmTransmission: 7G-Tronic 7-speed transmissionFuel: 95-litre tank, 13.4L/100kmVerdict: Similar performance figures to the Discovery and better fuel economy, but this also comes with a hefty price tag.

Yet the Jeep Commander also has a soft and almost environmentally friendly side for a big, ugly Yank tank.Oh yes, there are two powerful, fuel-guzzling V8s in the line-up: There's a 4.7litre V8 that pumps out 170kW of power and 410Nm of torque and costs $54,990 to $66,990 depending on specification; and an even bigger $71,990 5.7 litre V8 Hemi that roars with 240kW or power and 500Nm of shaft-twisting torque.But they churn through fuel like there's no tomorrow, even the Hemi with Multi-Displacement System where half the cylinders shut down when not under load to improve fuel economy.In between these two, in terms of money and power, is the three-litre V6 turbo diesel at $59,990 in standard trim and $69,990 with bells and whistles, pumping out 160kW of power.Where this oil-burner exceeds expectations is in its fuel economy and its enormous 510Nm of hill-climbing, cargo-pulling, meat-grinding torque.And yet, inside this big ugly beastie with all that grunt is a tame suburban seven-seater people mover that mum can use to take half the soccer team to the big game.I had a standard diesel for a week and found it had sensible around-town manners that will win over just about any driver with fuel economy between 12.3litres per 100km on the highway and 13.9 around town. Might sound like a lot, but not for a vehicle this size.The only problem is poor rear vision.Inside, the second and third row of seats are higher than the front row. It's called stadium seating and it's great for the rear passengers. No claustrophobia here, especially if you get the two rear skylights as a $2700 option.But there is simply no rear vision and without rear parking assist, you will need a signal man with those big lollipop sticks to guide you into a parking bay. That is the downside of such a big ugly mother.Chrysler's 300C has paved the way for big ugly Yank tanks and this is about as big and ugly a Yank tank as you can get.Actually it isn't. In the US, it would look kinda puny compared with a Silverado and some other huge pick-ups and SUVs. Besides, despite its imposing looks, the seven-seater is shorter, lower and only 24mm wider than Toyota's seven-seat Prado.But it's longer, wider, higher than a Grand Cherokee and $1000 more.Despite appearing to have the streamlining of a brick, Jeep claims it has the same drag co-efficient as the Grand Cherokee.There is little wind and road noise on the highway, so they could be right.It certainly sounds quite civilised around town and all those who got into it were astounded to learn it was a diesel. There is hardly any discernible diesel rattle audible in the cabin.Drive is supplied by the Grand Cherokee's competent Quadra-Drive II system which is more than enough for shopping centre speed bumps and mounting the kerb to park on the grass beside the soccer field.On the national launch a couple of months ago in the middle of Outback NSW, it also conquered big rocksand steep hills, so we thought it wouldbe a good idea to let some air out ofthe Goodyear Wranglers and run it up the beach to see how it went.It wasn't much of a test as rain had hard-packed the sand on the Freshwater track at Rainbow Beach.The Commander simply tackled it like it was a suburban carpark. I didn't even need to engage low range for the charge on to the beach or through any of the steeper sections.And on the Cooloola forest track, the slippery clay hardly rated as the sophisticated traction controls kept the nose straight.So it's a pretty handy brute of a truck that will carry seven people in luxury to just about anywhere you want to go.That's not to say I don't have some concerns: Lack of rear vision. No room for the driver's left foot. You need two feet on the brake to get some pressure, then they grab. Tyres feather quickly on the road because of the weight of the car. No audio controls on the wheel and the volume knob is way over on the left. Handbrake is on the left of the centre console. Bonnet release is in the passenger's foot well. Steering wheel is not adjustable for reach. It's a long reach to adjust the rearview mirror or the visor. A lot of hard plastic on the dash and door trim. With the third row of seats up, there is no luggage room. Still, if you want to make a bold statement, there are few other options as exciting.

Draw up, and build, a square-rigged off-road wagon, slap on a Jeep badge and the rabble are calling it a Yank Tank.Whereas the all-new, seven-seat Jeep Commander is shorter, lower and just 24mm wider than Toyota's seven-seat Prado. The American Jeep certainly takes up less road space than a Toyota LandCruiser.Now while it may be argued the Cruiser is a fair-sized machine, the very competent smaller Prado wagon, used to its full ability, is a mid-sized family wagon. The new Jeep is smaller again, yet also offers seven seats and a decent amount of interior space, thanks in large part to that box design.And that angular stance, not unlike a softer version of a Hummer, has been winning over the punters. Unscientific surveys across the southeast corner of Queensland would suggest that for each tyre kicker who decries the Jeep's style there are nine bystanders in love with the idea; the Commander attracts attention, perhaps because the style is not ambiguous — here is a four-wheel-drive wagon.There may be some questions about too many lines and folds around the Commander's nose and protruding front bumper, there may be a question about the faux allen bolts around the guards but this all-new Jeep definitely has road presence among today's sea of soft-contoured four-wheel-drive wagons and crossover machines.Inside, the squat style can leave the windscreen a little shallow for high-mounted traffic lights. The three rows of seats are "theatre" arranged, each a touch higher than those in front with the wagon's roof being stepped higher toward the back. There are skylights over the second row, any number of seating arrangements and flat cargo spaces to be had plus a separate lot of heating and airconditioning for the third row of seats.The Limited version adds a whole lot of leather and fancy trim, rain-sensing wipers, bigger sound stereo plus front and rear park assist (which, thankfully, can be switched off in the scrub). The Limited also has Jeep's intuitive remote controls for the stereo.Mounted on the back of the steering wheel spokes, these are the best in the business for switching between modes, stations, tracks and volumes.All Commanders have a fair swag of standard fittings, from power-adjustable front seats to traction control, electronic stability program and electronic rollover mitigation system. There is a tyre pressure monitoring system and trip computer.And on both Commander and Commander Limited there is a flat dashboard that makes sense. As on the outside, here there are no swoops and curves, just an upright dash with all the bits and pieces clearly marked and all usable.Perhaps the only whinge for some will be that driver's footwell. As with most modern Jeeps the transmission tunnel intrudes on left foot room.There are three engines on offer here— the 5.7-litre Hemi V8, the 4.7-litre V8 and the 3-litre, turbocharged diesel.In the Limited the 5.7-litre V8 is a smooth and eager bit of kit with 240kW and 500Nm of torque. Mated to the five-speed automatic transmission and with Chrysler's Multi-Displacement System (cutting out four cylinders during cruising) the Hemi does a power of work, best appreciated on the highway.For a week of mixed on and off-roading, fuel consumption averaged 16.8 litres per 100km, just that little beyond the factory's claimed 16 litres per 100km.The Limited versions also boast Jeep's Quadra-Drive II, the top-of-the-tree four-wheel-drive system which can transfer 100 per cent of drive to just the one wheel if needed. It never put a Wrangler wrong through some 6/10 off-roading and some longer country runs; it was always quiet and relaxed.But it was the diesel Commander, one without quite so many fancy bits and with Jeep's Quadra-Trac II (another active four-wheel-drive system with 48/52 split and ability to send 100 per cent of drive to front or rear axle) that won the most plaudits.It is cheaper, runs around 10.5 litres per 100km yet offers a good deal of performance on and off the bitumen. It may need a little extra prod to get the diesel off the line but once that turbo starts spinning, somewhere past 1500rpm, the Commander picks up its skirts and moves out with a flurry. As it should with more torque (510Nm) than the Hemi V8 plus a very handy 160kW of power.Judicious flicking through the five-speed automatic can help, yet the diesel is flexible enough to be left alone in most on-road situations.For serious off-road work it is a matter of lifting a discreet lever for low range and letting the Commander crawl.Jeep has long maintained a decent reputation for able off-road machines. The Commanders will not disgrace the team.And these new wagons — both the Hemi V8 and the mighty diesel — are most impressive on the road.There's an independent front end and a live rear axle. Both ends are well-behaved, the wagons sit firm and square on the road, the steering is quick and precise and, unless trying for a new hillclimb record up the Border Ranges, there is little alarm about any body roll.The ride quality also is good, excellent for this type of wagon on big or small road imperfections.All this makes the Jeep Commander a very pleasant, very safe touring machine with good road manners, good grip and a decent amount of road performance for a machine with proper off-road ability.

It has the heart and guts of the Grand Cherokee, but with a bulky body 37mm longer, 86mm higher and 113mm wider to fit a third row of seats.Jeep Australia managing director Gerry Jenkins says the Commander is a machine the company has needed. Jeep enthusiasts with four or more children no longer have to look elsewhere for offroad thrills."A lot of people have told us they need room for their families. They don't want a people mover. Their appetite is for an SUV (offroader)," Jenkins says."They want to go to the Outback or safely deliver their kids in Toorak. It wasn't the Voyager they wanted. It was a Jeep with seven seats."It is every bit as capable as every other Jeep we have."Prices start from $54,990. The Commander has a $1000 premium over the Grand Cherokee with the same engine.There are three engines available. The cheapest is a 4.7-litre petrol V8 with 170kW and 410Nm and the most expensive is the 5.7-litre Hemi V8 with 240kW and 500Nm. Splitting the difference in price is the 3.0-litre V6 CRD common rail diesel with 160kW and 510Nm of torque.The entry-level 4.7-litre V8 and the diesel are available on the entry-level Commander and the luxury-pack Limited. The Hemi V8 is available only on the Limited model.The Commander 4.7-litre has Jeep's Quadra-Trac II full-time four-wheel-drive system.All other variants have the advanced Quadra-drive system with electronic limited-slip differentials -- front and rear -- which can transfer virtually all the torque to any wheel that has traction.Five-speed automatics are standard. The two petrol engines have what amounts to a half-step extra gear for a smoother shift.The transmission also has a low-range gear mode for heavy-duty work. Towing capacity is an impressive 3500kg.All variants have dual front airbags and two full-length side curtain airbags, electronic stability control and rollover mitigation systems.The three-row heater-airconditioner means the rearmost seats don't miss out. These seats are higher for a better view and, if not required, fold away to give more luggage space.The Limited has dual-zone climate control, leather trim and heated front seats.An interesting $2700 option is the Command-View sunroof, with two skylights above the second row of seats as well as a sliding roof above the driver and front passenger.IT WASN'T long ago we found it very hard to find a Jeep worth recommending. The Wrangler was entertaining in a crude sort of way, but the rest were not best in class.But after driving the new Jeep Commander in the Outback for the first time, I find it hard to go past the seven-seater for the adventurous family looking to travel rugged terrain and country road kilometres.The Commander looks like an old-fashioned troop carrier with a boxy body and spartan interior.But its Grand Cherokee underpinnings, space for two additional seats, and clean, unsophisticated cockpit make it practical for a large family.The view from the driver's seat isn't what you would expect from a $50,000-plus vehicle. The plastics have a hard, screwed-together appearance. The controls are blocky.But it seems to work in a Jeep, about the only brand that could get away with making a virtue of visible allen-key bolts.It's all user-friendly and the seats are surprisingly comfortable.The better-than-expected theme carries over on to the road. The Commander carries itself in an effortless, if soft, way that is respectable for a 2300kg four-wheel-drive and better than some traditional best sellers.On gravel roads, the Jeep is in its element, handling corrugations and bumps with ease.Notably, it is much better coping with harsh bumps on dirt than uneven outback bitumen. Deep dips in the road tend to throw the softly sprung truck around.The grip is reasonable without quite matching more road-biased softroaders such as the BMW X5 and Ford Territory.Steering is lighter than ideal at speed but not unpleasant.The Jeep impresses in the really rough stuff. We took it up and down nasty sloping tracks with loose rocks and awkward ruts to test its low-range gearing.The only mishap was a flat tyre on a sharp rock. Otherwise the Commander left us with the impression it could handle a lot more.The brakes are also a plus. They felt strong enough to cope with urgent stops.Each of the three engines has a bit going for it. The 3.0-litre diesel wins on economy and torque.However, we didn't get close to the claimed economy rating of 10.5 litres/100km. It was more like 13.0 litres/100km.The 5.7-litre Hemi V8 nearly matches the diesel for torque andhas substantially more pull at highway speeds.But it is an indulgence. The quoted fuel economy figure is 16.0 litres, which we stretched out to 18.1itres/100km without much effort.The cheapest engine, the 4.7-litre V8, is more than adequate in most roles and saves up to $5000.But none is going to save at the bowser.Luggage room with seven seats is tiny, and the rear row is for kids only.