Off road

"The Grand Cherokee is doing a great job for us but there is a core group which misses that no-nonsense styling of the original Cherokee," Chrysler Group Australia managing director Gerry Jenkins says. "Where we have been missing the mark a bit is the fact that we do not have a seven-seat vehicle - now, with this vehicle, we fill an important need."While the external and interior trims are largely unique to the Commander, all that underpins it is shared with the Grand Cherokee. The seven-seater arrives with the choice of the same 4.7-litre V8, 5.7-litre Hemi V8 and 3.0-litre CRD diesel available in the Grand Cherokee. All three engines are mated to a five-speed automatic with manual mode.A 3.7-litre V6 petrol version is likely to join the stable later this year after first being added to the Grand Cherokee range.Sticker price for the Commander starts at $54,990 for the base 4.7-litre V8, rising to $71,990 for the Commander Limited Hemi.Jenkins shrugs aside any suggestion that skyrocketing fuel prices will drive buyers away from the SUV market - a market that accounts for more than 50 per cent of the Chrysler Group's Australian sales."There is a huge appetite for SUVs - Australians love their SUVs - and, while there is a bump in the road at the moment,I think that people are going to come back to them," he says."I think that what is really going to help sales a lot is the diesel engine because it is such a tremendous vehicle with performance and great fuel economy. I think it is going to be the bulk of what we do sell."While the Commander is instantly recognisable as a Jeep with the key cues of the slat grille and trapezoidal wheel arches, it also suffers from some key Jeep shortcomings.Second-row seat space is quite acceptable once settled but the wheel arches defining the Jeep design continue to hamper getting in and out of the rear doors. The third row is kids-only territory; adults need not apply.Jeep claims research shows most owners use the third row only on a demand basis. Few use it daily. That is a good thing because, apart from the tightness of the accommodation, with the third row of seats deployed, there is precious little luggage space left.From the driver's seat, the impression is largely good with the seats offering reasonable support and bolstering - a positive influence from Mercedes-Benz - and the general layout is clean and easy to follow.A disappointing aspect of the ergonomics is the placement of the handbrake on the wrong side of a substantial central console despite the car having been designed for both right- and left-hand markets. Equipment levels are good with all the essentials, particularly safety, well covered off.From the base model up the Commander gets a pair of front airbags plus side curtain bags that extend along all three rows of seats; ABS braking on the four-wheel discs; switchable traction control; stability control with the addition of Jeep's electronic rollover mitigation system. The all-wheel drive for the base petrol models is the Quadra-Trac II while all diesel models get the more sophisticated Quadra-Drive II system. Both are permanent all-wheel drive.Trim for the base model is cloth with a very stylish polished metal dash treatment that many will find more desirable than the look-like-wood treatment in the Limited models.The sound system is a six-speaker affair with CD and each row of seats gets input into the airconditioning settings. Standard across the range are 17-inch alloys and also a tyre-pressure monitoring system.A possible indicator as to which level of Commander is likely to see off-road action, the base cars come with protective underbody skids plates, a $166 extra on the Limited.What you do get extra in the Limiteds' standard equipment is the Quadra-Drive II 4WD system; memory for the seats and mirrors; leather trim; a Boston Acoustics premium sound system; park sensors front and rear; heated front seats; chrome grille and side trim; an infra-red dual zone climate control; and auto-dim mirrors. Driving on loose gravel the suspension, tightened up for the Australian market, is surprisingly good. Where the Commander gets a little unsettled is on more flowing surfaces where repeated longer undulations are less well-handled.There wasn't really enough "serious" off-road testing on the launch drive to pass judgment on the Commander's off-track ability. However one reasonable climb up a loose rock hill gave every indication that low-range off-roading is well within the Commander's capabilities. The biggest question marks from the launch drive were: Who wouldn't buy the 160kW, 510Nm diesel? And of those who didn't, why would any spend the extra $5000 to get the Hemi when the 4.7-litre V8 is perfectly well-suited?

Try as we might — and we did try — we couldn't shake the deceptively comfortable home-away-from-home camper trailer we'd hitched to our wagon, a 100 Series Toyota LandCruiser.The heavy-duty offroad camper-trailer is the ultimate camp follower, as tough as the full-blooded four-wheel-drives it's designed to follow — maybe tougher, if our test at the Melbourne 4x4 Training and Proving Ground at Werribee is anything to go by.John Spence, of Geelong Prestige Jayco, looks a little nervous as he descends into the Valley of Mechanical Death, his spotless Jayco Flamingo Outback in tow.Pop-up camper trailers are the lightweight convertibles of the caravan world. Only slightly bigger than a trailer, they become full-sized caravans when set up. Creature comforts are impressive: fridge, four-burner stove, sink, microwave oven, fold-up mini-wardrobe, sleeping room for seven.There is an Outback version of all Jayco camper trailers — whether Doves, Hawks, Eagles or Swans. They have extra protection underneath, heavy-duty suspension, electric brakes and a 250mm higher ride.The kit adds 90kg, bringing the Flamingo up to a still trim 1120kg.Proving ground chief instructor Rob Emmins is impressed."There's strength where you need it and decent shock absorbers, which is important," he says.Emmins is happy with the ride height, too: "You need clearance but you can't have them too high or they get unstable. This one is pretty good."The Werribee River is the first obstacle. We nervously take the 'Cruiser through the water and scramble up the bank. The Flamingo follows faithfully. We then do a quick lap (the camper trailer doesn't help in a tight turning circle), then splash through again.Emmins chuckles. "You did it the hardest way possible, really."A good start, but now it's test two: the formidible Suspension Twister. Spence looks anxious.The Twister, or articulation test, is a series of deep ruts — first left, then right — designed to belt the heck out of the shock absorbers. Metal bangs earth as we enter. But it's the 4WD bottoming out, not the Flamingo. Spence owns the LandCruiser. He doesn't look happy.Further in there's another bang, this time on the other side of the 'Cruiser as it lurches right. The Flamingo is on an awkward angle, but otherwise handles the whole test with ease.After crunching our way through, we think about doing it again.Spence says he's happy to, but the look on his face says otherwise. We proceed to test three instead — a scramble up a steep slope, complete with wet, greasy logs.We get halfway, but hit our limit. Wheels spin, the diesel engine grumbles, but we go nowhere.Is the extra weight the problem?Emmins says it would be a tough task even without towing. "It's simply too slippery."We give up and go back down.Overall, Emmins is happy to give the Flamingo a tick, and so are we. Anywhere we're likely to want to go, the Flamingo will happily wing its way too.The Jayco Flamingo Outback, from $22,500, will be at the Melbourne Caravan, Camping and Touring Supershow.

I AND a few friends own 100-Series Toyota LandCruisers with non-turbo diesel engines, and we constantly experience a shuddering clutch in first and second gears and reverse. A mechanic told us the only way to fix the problem is to get a heavy-duty aftermarket clutch kit fitted.

Call me nosy – as a journalist I prefer curious or inquisitive.With the advertising for the Territory focusing on how unlike a truck it was – I was initially dismayed, I wanted the truck – I wanted to be sitting higher and able to look down.First things first – I wanted the mums at school to check out my rig and give me envious looks.Monday morning and the household student had a first-class ride through the school gates right up to the office – no bus for her. Private schools are not the best place to employ this tactic – there are luxury cars and 4WDs everywhere so I didn't stand out too much.We did stand out at the airport, though. After collecting our visitor, piling her luggage into the 4WD was never an issue.Neither was fitting anything else in – the Territory has more than 30 storage spaces and mega-room with the optional third row of seats down – there are storage solutions to rival Ikea.The problem lies with the fact I am not known for my fantastic co-ordination – and the split tail-gate did nothing but highlight this. Push a button on one side and you can split the tail opening rather than opening it as a whole with the button on the opposite side.So, the top pops up – and Sam wears a crack in her head as she tries to work out what's going on. Nah ... really it didn't hurt ... much, because I am a tough almost-truckie now.I say almost because it really is like driving a car. The steering isn't heavy and it doesn't take two days to hit 60km/h with the six-speed auto.You almost don't think about how big it actually is while driving along until someone points it out – or it slaps you in the face. I never had to worry too much about tree branches in my low-to-the-ground regular car, so I didn't think too much about driving with the windows down while being so high up.Until I did get hit in the face with a few leaves and a twig large enough to sting a little.As passengers laughed, I used the steering-wheel controls to turn the music up to drown out my hoarsely whispered cursing.I didn't realise just how roomy the Territory was inside until sitting in the car parked outside a friend's place.As I sat in the passenger seat for a different perspective, I could almost have been in another room.Reverse parking was the only real issue I had with the Territory – and there was no pain involved.While manoeuvring into a parking space, there are a couple of blind spots, but you are kindly helped out with the reversing sensors that bleep when an object is near.Reluctantly handing the keys back – I knew I was going to be one of those who needs to keep her own car clean as the other nosy 4WD-ers look down on me at the traffic lights.I also managed to hit my head getting in and out of my own car – not having the extra room.LOVE IT LEAVE ITFord TerritoryPrice: $51,330LOVE ITBeing able to peer down on everyone.Not feeling speed bumps.Surprising fuel economyStorage – a place for everything.LEAVE ITThe reversing alarm sensitivity.Blind spots.Split rear tailgate.

Both, if confirmed for the 10-day show at Brisbane's Convention Centre, are expected to be dual cabs and neither are far from the production lines.For the motoring world has discovered, rediscovered in some cases, the versatility of the four-door ute with either two- or four-wheel-drive. The big differences in the 21st century interpretations of the dual cab (aka crew cab or double cab) are the attention to a family's comforts plus a little more performance for the weekend jollies.The first dual cabs, back into the days of Nissan's Bluebird utes, were basic affairs and more for the local mob of railway fettlers than mum and the kids. These were hose-out machines, plenty of vinyl and painted steel panels inside.They were neither fast nor furious machines, but pluggers with some torque for lugging loads. Engine noise and differential howls determined top speeds.Today there is a growing band of stylish, more comfortable dual cabs which manage to retain a work ethic. These are two- and four-wheel-drive utes, Japanese-designed and often Thai-built.There's the ageing Ford Courier, Mazda Bravo and Mitsubishi Triton. There is the middle-aged Holden Rodeo plus the newer Toyota HiLux and Nissan Navara.All now arrive with a petrol V6 engine option.In the case of the Holden, around since 2003, there is now a new V6 — the 3.6 litre Alloytec engine as found in the Commodore. The move adds some fresh appeal to the Rodeo mob.Here it is tailored for commercial applications, delivering 157kW at 5300rpm (10kW more than the old 3.5 litre V6) and 313Nm at 2800rpm. There is flatter torque curve than in the passenger cars, plus the option of an upgraded four-speed automatic or new five-speed manual transmission..Top of the heap is the LT crew cab machine, driven here with new V6 and four-speed automatic. In black, the Holden Rodeo is certainly a handsome machine, even if it is not quite as radical in styling as some rivals which have arrived since 2003; setting off the paintwork here is a new alloy wheel design.It is a nice, flexible ute with good road manners and a modern, comfortable interior with six-stack CD player bonus.There remains some rear end bounce without a load and sometimes the Holden feels a little narrow-tracked but it holds itself well among the current crop.There are indications fuel consumption should be better than the outgoing engine, and the Alloytec V6 is never found wanting in day-to-day conditions.The automatic transmission is smooth but there are some questions about the indistinct gate on the shift lever; reverse was sometimes hard to place and, moving off, this driver often grabbed third rather than drive.But for $36,490 this is a stylish and useful machine, even while there remains that workhorse rear end.

The desert-dwelling Berber tribe, which make a habit of dying their clothes blue, certainly have an affinity with sand.

It's a mid-sized 4WD with a reputation for smooth road manners and a surprising amount of off road ability.However, with the release of the new "Pathy" and the addition of the stylish Murano to the lineup, Nissan has clearly reached a fork in the road, with two very distinct models – one for the road and the other for the bush.Although marketed as a multi-purpose, family wagon, the new Pathfinder is in fact a traditional 4WD in every sense of the word, in the vein of the popular Pajero and Prado.Built on a proper ladder frame chassis as favoured by off road enthusiasts, it has robust, heavy duty suspension, that delivers a ride that is bumpy and unforgiving in an urban environment, with plenty of lurch and lean in corners.The original 3.3-litre V6 has been replaced with a much larger, more powerful 4.0-litre V6 or, for the first time, the option of a diesel engine in the form a 2.5-litre four cylinder turbocharged unit.The DOHC V6 generates 198kW of eye- popping power at 5600rpm and 385Nm of torque at 4000rpm.In comparison, the common-rail turbocharged and intercooled diesel is good for 128kW at 4000rpm and healthy 403Nm of torque from a low 2000rpm.We're have always been strong advocates of diesel 4WDs because the diesel engine produces better economy and is better suited to the rigors of off road work.The diesel in the Pathfinder, subject of our test, can be mated to either a six-speed manual or five-speed sequential automatic.Our mid range ST-L test model, priced from $48,990, was fitted with the auto.Nissan says the adoption of a second generation common rail diesel with an electronically controlled high pressure fuel injection pump provides more power, low emissions and low levels of NVH.In reality, we found the engine in our test car to be quite noisy with lots of the rattle that is normally associated with diesels.It also exhibited quite a lot of throttle surge, when speeding up and slowing down.Fuel economy figures for the engine are not stated, but the trip computer reported an average of 11.7 litres per 100km from the 80-litre thank, giving the vehicle a range of about 680km.That's okay but nothing special considering the smallish capacity of the the engine.Standard equipment incluces two airbags, airconditioning, ABS brakes, remote central locking, electric mirrors and windows, cruise control and CD/Tuner.The ST-L adds taller 17-inch alloys, Vehicle Dynamic Control (VDC) system, luxury cloth trim, leather steering wheel and gear shift, dual zone automatic airconditioning, roof rails, side steps, fog lamps and a 6-stacker CD/Tuner with steering wheel mounted audio controls.We gave the Pathfinder a good working over including some hard off roading.Fit and finish in the seven-seat Spanish built wagon is good inside and out.A third row of seats has been added, but we found the seats small and particularly firm and they can become uncomfortable on long trips.Second row passengers will find leg room tight and the two third row seats are strictly for small children.The third row packs flat into the floor when not in use and all seats lie flat for carrying loads, including the front passenger seat for extra long items.Off road Pathfinder has plenty of ground clearance at 211mm, but the hard plastic rear mudflaps do not compress when grounded, which can lead to rear bumper damage.While first gear in low range generates a touch too much ground speed for difficult descents.In keeping with its off road role, the vehicle is equipped with a full size spare which is mounted under the back.

The first evidence came this year with the Euro-style Swift, one of this year's star cars and an all-round top drive.Now we have tested the latest Grand Vitara and know Suzuki cannot go back.The four-wheel-drive flagship is much more refined, much better in all conditions, and still priced to compete in the compact class.Earlier Vitaras, and even the basic baby, Jimmy, were all right, but not close to the class leaders.And they concentrated more on doing the job in the bush than being the kind of suburban-style four-wheel-drives that have cashed-in during the worldwide growth in this class.This Grand Vitara has the refinement and comfort that was missing, but will still go seriously into the outback. It looks a lot nicer than before, not just a box, and cabin design is better.Suzuki has also spread the enjoyment with three and five-door wagons and a choice of engines, from a 1.6-litre four to a 2.7-litre V6.The price spread is smart, too, from $23,990 to $32,990, and you can add options, including alloy wheels, cruise control and a hard cover for the rear-mounted spare.The Grand Vitara is not a total success — we're not fans of the V6 or the park-bench back seat — but there's a lot to like.We first enjoyed the newcomer at a couple of press previews that put it through all sorts of conditions, from stop-start city running to mud and sand.The Grand Vitara surprised us as much as the new Swift had.A full-scale test just proved the points. Suzuki has adopted a similar approach with the Grand Vitara to that taken with the Swift.It has stepped outside its Japanese comfort zone — and the development targets for earlier models — to create a vehicle that is more than just a bush-baby price fighter.Competition in the four-wheel-drive world has never been tougher and Suzuki knew it had to change its approach to compete with everything from the Toyota RAV4 and Nissan X-Trail to the Kia Sportage and the Hyundai Tucson.Even the Subaru Forester and Outback are included in the compact four-wheel-drive class, and some people will also shop the Grand Vitara against Jeeps in the medium class.Toyota is preparing an all-new RAV4 for Australia early next year that threatens to rewrite the rules.Until then, the Grand Vitara is about as good as it gets in the class and the company should have no trouble hitting its target of 5500 cars a year.The car has fully independent suspension for the first time, and a four-wheel-drive system that handles serious off-road work.Airconditioning and CD sound are part of the package and the cabin has all the right equipment.The Grand Vitara has twin front airbags and anti-skid brakes, which should be compulsory in every car, though it has only rear drum brakes.ON THE ROADSUZUKI has jumped to the front of the class with this Grand Vitara. It beats the RAV4 and X-Trail because it has the strengths of each without the weaknesses.The Suzuki offers the best of both worlds — the suburban strengths of the Toyota and the Nissan's ability in the bush.It has commendable quality, is good value and there is a nice spread of models.Suzuki expects most buyers to have a family focus that will take them into the five-door wagon, with the V6 being the top choice in the engine room.But the company has spread its bets by continuing with the short-wheelbase three-door for younger buyers and weekend fun runners.But don't think it is perfect. We tested the V6 automatic, which is meant to be the hero car, but found a coward in the nose.The 2.7-litre V6 is not nearly punchy or responsive enough, and we often had to use the shift lever to stir things along.Part of the problem is that the engine takes too long to hit its straps and maximum torque is way up at 4500 revs.On top of that, 135kW is not that great when you have at least 1640kg to haul and probably more with a family and luggage inside.The automatic, though a five-speed, is also slow to respond. And when it does, it often makes a violent kickdown shift.The upside to the weakness is pretty good economy. It averaged 11.1 litres/100km during our time, but that is also a result of using a light foot in order to avoid the jerky shifts and planning well ahead for less-intrusive overtaking moves.Our only other complaint is the parkbench rear seat. It is far too upright and thinly padded for adult comfort.So, with that out of the way, it is easy to say that the Grand Vitara rides really nicely, handles well, is beautifully built and copes easily with any conditions.It is easy to park, has excellent headlamps and is easy to load. The sound system is good and the airconditioning excellent.We were surprised by the firm-but-compliant ride, which means it does well on the bitumen and keeps its tyres planted when you head into the bush. It would take a serious off-roader to find a challenge the car could not overcome.It is also easy around the city, which is why it's going to sell better than earlier Vitaras and sit comfortably in showrooms beside the Swift.THE BOTTOM LINE14/20A GREAT improvement in Suzuki four-wheel-drives, but the edge is blunted by a lacklustre V6 engine and automatic.

From the cockpit, the new M-Class is opulent and classy.I drove the genteel V6 ML350 and V8 ML500 and found both engines more refined, with less noise or vibration intrusion.And I was surprised by the fuel economy of 11.3 litres/100km in city traffic for the six, and even more surprised about 12 litres for the eight. A honey-smooth 7G-TRONIC seven-speed transmission is largely responsible for the economy.The ride is all about conquering shopping centre speed humps, city street potholes and suburban driveways, rather than rocky hills, slippery creek banks or Moreton Island sands.If you do want to crush some rocks, an off-road pro pack with two-speed high-low range transfer case is available as a $10,150 option on the 350, and only $4900 on the the V8 because it already has the Airmatic suspension.Yet with that air suspension, you can almost forget you are in a big all-wheel-drive wagon.The old ML was in dire need of outside styling changes to the rigid and square lines.While the new ML has much the same dimensions and silhouette, the styling lines, especially around the rear, give the impression of a much softer-looking vehicle.The back almost looks like a Dakar dune buggy, yet it's really an illusion brought on by the shape of the thick C pillar and rear windows.While that C pillar and a thickish A pillar may cause some concern about blind spots, I didn't find them a problem, especially if you set your mirrors correctly.What did cause me some bother was the gear shift lever.Mercedes-Benz has moved it over to the right of the steering wheel like an indicator stalk.The idea was to clean up the centre console and provide more storage space, but it seems Mercedes couldn't help itself and needed to "fussy it up" a bit, so they have placed what can only be described as grab handles on either side.My concern was not about the centre console, but that I would flick the gear shift lever from drive into reverse when I meant to indicate a left-hand turn.And this is possible if you are travelling at parking speed or stopped.So if you absent-mindedly pull up at the lights, put your foot on the brake and flick the indicator left, when the lights turn green . . . womp! Right into the car sitting in the queue behind you.It never happened in the couple of weeks I had the ML350 and ML500, but it constantly nagged my mind.What did happen was that I kept flicking the car into neutral instead of indicating left.Perhaps you would grow used to it if you owned it, just as you do interchanging left and right indicators, and wipers.However, if you own a couple of cars and change between them, there is a margin for error that is greater than just accidentally switching on the wipers.One advantage is that you don't have to slot it into park when you stop; just turn off the ignition and it does it itself.Another cute little feature is that if you don't have the muscle to properly close the heavy rear door, it electronically sucks it in tight. However, it's still way short of the Lexus RX330 which automatically closes at the touch of a button on the rear door or the key fob remote.Unfortunately, lurking inside the ML back door, under a cavernous cargo space with a flat floor and handy tidy storage bins is a space-saver tyre.Genteel it may be, but that's still impractical for Australia. Mercedes says a full-size spare will be coming in the third quarter next year.That's good news for those who want to venture further than the city limits and these cars can certainly take you just about anywhere.

It has always been a good thing, if a little squeezy inside, but one of the few compact 4WDs that's noted for its off road prowess.There's plenty of stories going around about big 4WDs getting stuck up to its axles, only to be pulled out by a passing Suzuki.The new 21st Century Grand looks set to continue this tradition, with a "built-in" ladder chassis and selectable, low range four-wheel drive.But after putting the top of the range V6 through its paces, I can't shake the feeling that some of the Zuke's legendary "go anywhereness" has been sacrificed in the name of better road manners.Like the previous model, the Grand Vitara is available in short and long-wheel base ver- sions, with a new, seven seat XL-7 version said to be on the way.The four cylinder, three-door model misses out on low range and is obviously aimed at the young female buyer who couldn't give two hoots about going off road.Both the four cylinder and V6 five-door, five-seat wagons get high and low range gearing.Although this time around you dial in low via a dash-mounted, knob instead of the traditional transfer lever.For the first time too, the new Grand can be driven on the road with four-wheel drive engaged, thanks to the inclusion of a centre differential.Our test vehicle was the top of the line V6 fitted with a five-speed manual transmission, priced from $30,990.A five-speed auto is optional for another $2000.Gone are the round goofy lines of the previous model, replaced with a sharper, cleaner more modern look.Inside, the look is fresh and modern too with large easy to use controls.Fit and finish are good, seats are comfortable but but the steering wheel is nothing fancy and crusing control is missing.It's still a bit of a tight fit inside, particularly rear head room with the elevated seating position.However, it is, after all, a compact 4WD.The V6 is the 2.7-litre unit from the previous stretched XL-7.However, there are some differences, most significant of which is that peak torque is generated at 4500rpm instead of 3300rpm.Torque is the stuff that gets a vehicle off the line quickly and makes easy work of steep hills.The lower in the engine rev range that it is generated the better.The 2.7-litre engine delivers a total of 135kW of power at 6000rpm and 250Nm of torque at 4500rpm.Fuel consumption is a claimed 11.1 litres power 100km for the manual and 11.6 litres power 100km for the auto, from a 66-litre tank.That's a little less than the XL-7 – but then the Grand weighs almost as much at 1595kg.We didn't get a chance to empty the tank, but these figures sound about right (trip computer only displays current usage).On the road the Grand Vitara is a smooth operator with good road holding ability and hardly any corner roll.The engine sounds promising, with a raw note under hard acceleration, but you need to keep the revs up to get the best out of it.Off road the Grand is limited by ground clearance which is a minimum 200mm.Although there is plenty of underbody protection, it is prone to bottoming out on rocky descents.This is not an issue in dirt or sand, but could be of concern to owners not wanting to damage vehicles.Two airbags and ABS are standard but it might be an idea to check out the options list, because alloys and fog lights are not.