Off road

The five-door, seven-seater is a proper four-wheel-drive wagon with a deal of flexibility.It has good road manners, big solid feel and practicality with up to 64 seating/cargo configurations, plus enough room for a quiet kip, or cargo up to 2.8m long.All Pathfinders feature ABS brakes, dual airbags, airconditioning, remote central locking, electric windows and CD stereo. The entry-level ST sits on 16-inch alloy wheels.The ST-L adds 17-inch alloy wheels, Vehicle Dynamic Control, dual-zone airconditioning, side steps and six-stacker CD stereo.Pathfinder's top-of-the-tree Ti is available only with the 198kW V6 and five-speed automatic, a creamy combination. Extras here include leather upholstery, rear seat DVD entertainment and side curtain airbags.All look the part, a little like the Discovery in profile with Nissan's big and bold chrome V up front, relating the Pathfinder back to the Patrol and X-Trail. And for old time's sake the rear door handle sits high on the window frame.The rugged, no-nonsense theme is carried over into the cabin. Here the Pathfinder's interior is neat, tidy and practical with straight dashboard lines, big and legible analogue instruments plus decent seats and the usual cubby holes.It is bigger than before. And again the look is a little like the Discovery's prestige-adventure theme.The 2.5-litre turbocharged diesel engine pushes out 128kW at 4000rpm and 403Nm of torque at 2000rpm, making for both an easy tourer and tower. And the diesel can be mated to either the six-speed manual or five-speed automatic gearbox.It is a willing worker although there remains a tiny touch of truck about the manual gearbox, although that may vary from Pathfinder to Pathfinder.This is a very willing, very responsive diesel although not super-quiet at idle. It should make for a good tourer. As with the petrol V6, the diesel Pathfinder is rated to tow a decent 3000kg.The petrol V6 with automatic transmission is the smoother operator, at least until the revs head toward the redline. By then the Pathfinder has stepped off at a fair pace and the auto's slurred through the changes with some finesse.On the road — good and rough surfaces — the Pathfinder sits and steers with confidence. There is a firm reassurance to the steering.Yet there is no doubt there is still a full-sized, framed chassis below — with full independent suspension — for on some corrugations there is some feedback through the body.The Pathfinder feels like a solid wagon, a firm and solid worker for road and bush tracks. It is an honest four-wheel-drive wagon (with full-sized spare) with a simple, honest approach to four-wheel driving.In style and substance it has the ability to provide Nissan with a reliable weapon in this medium-sized SUV battle.

What better way to test out Land Rover's all-new Discovery 3? On the road the Disco 3 is comfortable, smooth and well behaved. Despite being big and bulky, it still corners well without feeling like it will tip over.But have these on-road advances compromised its off-road ability? It still looks tough and feels tough but dos it have the serious off-road ability of its predecessor?The test drive setting was an old 4X4 park. There was plenty of mud, a bit of water and a trail for climbing rocks. The vehicle's beach manners were tested on nearby sand dunes.The Disco's four-wheel-drive mode is controlled by the Terrain Response system designed to make driving as simple as possible. A large dial on the centre console allows the driver to choose one of five settings. There are two on-road settings; a general driving and a slippery roads program (called grass/gravel/snow) and three off-road modes; mud and ruts, sand, and rock crawl.On the beach, the Disco cruised with ease in normal drive mode after the tyres had been deflated.On the muddy and rutted track there was only a small section that caught the sophisticated system out, where a hill on a corner caused the car to slide to the bottom despite being in the mud-and-rut setting.On steep hills and, at times, over big rocks, the rock-crawl setting walked the Disco along the trail, although it was a relief to know that all the vulnerable systems, such as cables and pipes, are either in the chassis rails or alongside them to avoid snagging or breaking as even in "extreme" height setting the occasional scrape was heard.On the freeway it was necessary to be vigilant to maintain the legal speed limit in the diesel as it just kept on wanting to go.The new Discovery comes in three engine types: a 4.0-litre petrol V6 with 160kW and 360Nm, a 4.4-litre petrol V8 with 220kW and 425Nm, and a 2.7-litre turbo-diesel V6 with 140kW and 440Nm. The three model choices include the base model S, the mid-spec SE and the top-spec HSE.All models feature anti-skid brakes, hill descent, traction control, electronic centre differentials, dynamic stability control and terrain response system to make it more competitive against other luxury offroaders. Both the SE and the HSE come with the air suspension as standard. There is an extreme height setting to tackle big rocks, or at the other end of the scale, a low height mode to fit in the garage and 1.9m car parks.The HSE (tested) has an eight-speaker Harman/Kardon stereo with an in-dash six CD changer, steering-wheel-mounted audio controls, front fog lamps, automatic headlights, headlight power wash, rain sensor, electro-chromic interior mirror, puddle and footwell lamps, leather upholstery, driver's armrest, leather gear knob, driver seat memory and rear park assist.The model tested also had front park assist ($850), premium satellite navigation ($7300) and a sunroof plus Alpine roof ($3650) and safety comes first – there are airbags galore.The Discovery is available in a seven-seat configuration with a third row of seats, although load space and rear vision is compromised with the third row in place. The third row offers decent-sized foot space so adults don't have to sit with their knees in the air. There's heaps of storage and drink bottle holders throughout, and a chilled box in the centre console. Without the third row of seats the luggage space becomes so large it is necessary to climb on to the rear tailgate to reach the back of the boot.The Disco is a big car and parking in tight shopping centre car parks requires practice.The diesel was the favourite but with three engine choices there's something for everyone. The Discovery 3 is one of the few luxury 4WDs that has good on-road manners and the ability to tackle the roughest terrain.

Although slightly slab-sided from the rear three-quarter view, the chromed sports roll bar and side-steps (which seem a little vulnerable to damage in off-road scenarios) give it a macho look.It's no shrinking violet – now 5255mm long, 1835mm wide, 1805mm tall and sitting on a 3085mm wheelbase, the seventh-generation Hilux also boasts 215mm of ground clearance.A five-speed manual gearbox directs drive to a fairly conventional part-time 4WD system, although the driver has a bit of a stretch to engage the front wheels.The first downpour on dusty, oily roads meant the system needed to be employed before any dirt tracks were sought, as the loadless leaf-sprung rear end moved like a pendulum. The specs sheet lists a rear limited-slip diff as standard but the amount of spinning from the rear wheels in wet conditions suggests it has its work cut out.Without a load in the rear, the leaf springs don't provide the greatest ride quality, but under a bit of load it improves, getting closer to relatively civilised front-end suspension and steering behaviour.The front end is now held up by a new coil-spring double-wishbone front suspension system, with a ball-joint mounted stabiliser bar.Combined with the new power-assisted rack and pinion steering, pointing the Hilux around suburban streets or open road corners is a smoother operation.Getting the Hilux a little bit dirty showed there's plenty of scope for rock-hopping and slithering with confidence in muddy conditions. The road-biased tyres might have some limitations but the suspension and steering allow the driver to easily negotiate tricky tracks without too much concern.It's a comfortable cabin in which to work, with the dicky seats providing the option for two extra occupants, but strictly for short journies.Instrumentation looks more like the dials from a luxury Lexus than something for a workhorse.For something that purports to workhorse tendencies, the SR5 Hilux extra-cab copes well with daily duties without giving occupants a stiff neck or a sore back.SMALL TORQUEPower gamesTHE four-litre V6 petrol engine generates 175kW of power and 343Nm of torque in the Hilux, down slightly on the output it produces when powering the Prado wagon. The 24-valve DOHC V6 is tuned to run on normal ULP and lays claim to a fuel consumption of 13.1 litres/100km. The four-litre motor is expected to account for more than 40 per cent of Hilux sales.Fancy featuresAMONG the features list for the top-spec Hilux are 15in alloy wheels, dual airbags, body-coloured front bumper and grille, a chromed sports bar and rear bumper, chrome door handles, power windows and mirrors, anti-lock brakes and body-coloured wheel arch flares. The workhorse also gets airconditioning and in-dash CD sound system.Record runTHE Hilux 4x4 rocketed to the top of its market segment with a May record of 1501 sales, beating its previous best of 1461, set in 1984.

But one week with the Ford Territory RWD and I am converted. AWDs are overrated. Give me two wheels any day.For the modern city girl, about the closest you get to off-road driving is discovering you have just hit a speed bump.And that, in a nutshell, is why 4WD capabilities are an optional extra in my book. The Territory is the most surprising car I have ever driven. It has all the space and comfort of a big 4WD but looks and drives like a family wagon, albeit on steroids.With credentials like News Limited's Star Car award and Wheels Magazine's Car of the Year, stepping into the Territory was a bit like watching a best picture Oscar movie. Will it live up to the hype?The short answer is yes. It just fitted, like a glove. From the moment I sat in the driver's seat, I felt comfortable. And it was roomy, surprisingly roomy.It doesn't look that big from the outside but inside there is a bag of tricks.While rummaging for the expected seat adjustments, I found a lockable under-seat security drawer. It was there I also discovered the seat adjustment has gone hi-tech and is electronic.I felt on top of the world, perched high above the rest of the traffic, but surprisingly the back-seat drivers were sitting even slightly higher. Apparently it's designed so everyone can see and enjoy the ride.There was plenty of head room, which has never been a problem for me, but richer-in-height passengers would appreciate the design. The Territory also has the option for a seven-seater, so even the bigger families can enjoy the comforts of this beautiful car.But by far the greatest invention for women drivers like me is the rear bumper warning sensors. Can you believe cars can come with warning sounds that alert you to being too close to an object – whether its a car or a fence? Brilliant.But that's the Territory for you. A great package with surprises around every corner.

A crowd had gathered to watch the "crazy" Poms in their expensive Range Rover take on the climb.The scene for this little drama, a remote mountain ridge in the foothills of the Pyrennes in northern Spain.It had been dubbed "The Rock".Introducing proceedings, Land Rover's off- road instructor Ronnie Dale, a showman in every sense of the word.Dangling two thirds of the way down the steep 45 degree incline was thick rope.It was there, Dale explained, in a broad Scottish accent, just in case things went wrong.It was theatre all right, a carefully choreographed drama to illustrate the prowess of the car – but we weren't complaining.To prove a point, Dale invited one of the Aussie journos to oversee proceedings., like a magician inviting the audience to check the authenticity of his equipment.The bloke was one of the hardcore four-wheel drive fraternity, a man not easily impressed.This was going to be fun and it was the sophisticated 4WD clawed its way up the slope, with barely any wheel spin, then turned around and inched its way back down again.The instructor provided an animated commentary, at times sounding suspiciously like the "But wait, there's more" bloke from TV.Of course there was never any doubt the car would make it. Imagine the embarrassment otherwise?But it served to prove a point and that is the flashy new Range Rover Sport is just as good off road as it is on – better in fact by a country mile than competitors BMW's X5, VW's Touareg and the Porsche Cayenne.The Sport is heading our way in September, with a price tag starting at around 90 grand. It's not cheap, not by any stretch of the imagination but it's a real blast.The luxury five-seat wagon with its stylish side air vents, aero enhancements and dual exhausts is the fastest vehicle that Land Rover has ever produced and is certain to make a dynamic addition to the lineup.Too bad it drinks like a fish, has a smallish boot and less leg room than the donor Land Rover Discovery on which it is based.But that's not likely to bother those well heeled enough to buy one and, anyway, if fuel's a concern – there's always the diesel.Price-wise Sport will fit neatly between Discovery and the full blown Range Rover, with an emphasis on performance and hand- ling.There will be three models, a 2.7-litre turbo diesel, a 4.4-litre V8 and a 4.2-litre super- charged V8.We got to drive the two V8s on our European sojourn. The supercharged 8 is the same engine that can be found in Jaguar's grandiose S Type R and marks a return to an in-house power plant.The 287kW/550Nm engine has been reworked but, even pushing nearly three tonnes, still manages to propel the the car forward at a rate of knots, blasting from 0 to 100km/h in 7.6 seconds, on its way to a top speed of 225km/h – with race-bed Brembo brakes for stoppers.A six-speed sequential auto takes care of gear changes, allowing the driver to shift manually if desired, with a host of electronic aids to keep the car in check.The Sport is 14cm shorter in the wheelbase than a Disco, with a plunging roof line, blacked out roof pillars and one-piece tailgate with glass that opens separately for easy access.It sits on wheels ranging in size from 17 to 20in with wide, low profile rubber.Rangey's famous air suspension is used to raise and lower the car, with ground clearance between 172mm and 227mm.Although it carries a full-size spare under the back (essential off-road), it has a relatively small 88-litre fuel tank, so you won't get far in the bush.Fuel consumption for the supercharged V8 is 15.9L/100km, but can easily blow out to more than 20.0L/100km if driven hard.Both cars that we drove offer high levels of performance, particularly the supercharged model which has impressive straight line acceleration.Dynamic stability response (standard on supercharged) keeps the car flat in corners.As befitting a luxury car the equipment list is extensive, with six airbags standard. 

Gone are the days when more mud meant more status among four-wheel drivers and it was a requirement not to wash it off for as long as possible for a better effect.The purpose of these vehicles is now often overlooked, together with the ability to get out and see parts of the country you can't otherwise see in a car or soft-roader.With a 4WD in the garage, the urge to do some off-roading was too great.It was also a chance to test Jeep's new top-of-the-line $49,090 2.8-litre turbo-charged diesel Cherokee Limited.The new engine produces 9 per cent more power (120kW at 3800rpm) and 11 per cent more torque (400Nm at 1800rpm) than the previous 2.8-litre diesel engine.It was an early start on Sunday morning as the nose of the Jeep Cherokee Limited was pointed towards Oberon. In retrospect, probably a good trip to do with an overnight stop.A stop at the local tourism office in Oberon and $5.50 got us a detailed map and directions to some of the local camping grounds only accessible by 4WD. And the words "only accessible by 4WD" meant some real four-wheel driving, not just dirt roads.The route decided on was down through Shooters Hill, the Gurnang State forest and into the Blue Mountains National Park to the Dingo Dell camping ground.The road is tar until the turn-off into the state forest and, while the dirt roads are well graded, beware of a few car-sized pot holes along Banshea Rd.Once you hit the fire trail, the track takes you along the Boucher Ridge and the 4WD access sign is pretty accurate.When travelling across the ridge, there are some pretty steep descents and a heap of huge wash-out areas that require slow speeds.The Cherokee chugged on down the track with 4WD and low gear selected.It took about 30 minutes to get to the bottom (with a quick stop to admire a beautiful waterfall on the way).The track finally wound down to the river and opened to a clearing and more than half a dozen other 4WDs.The route continues across the Kowmung River (water crossing), along the Bull Ant Ridge and up the Kowmung River Fire Trail before linking up to the Kanangra Walls Rd.Time did not permit tackling this section, which, according to the tourist officer – whohad done the track just a few weeks prior – takes about an hour and is a slow-going and "challenging" track.So, we headed back up the mountain and out the same way we came in.The camping area is back to basics bush camping, with the only facilities a pit toilet.Going back up is steep and the dry clay track was a bit slippery, so recovery gear may be required if the track is wet.The torquey diesel pulled well up the track although, being automatic, it did require feathering of the accelerator.Even in full-time 4WD, where most suddenly acquire a great thirst for the gold stuff, the diesel engine was not thirsty.Our 600km round trip did not use a full tank of juice. On the highway, the tacho sat comfortably on about 1800rpm and only jumped higher when the right pedal was squeezed for overtaking.The suspension is a little bouncy on the open road and the overall feel is more truck-like than a soft roader due to being made in the mould of traditional 4WD construction, rather than city comfort.That said, the Cherokee Limited does not compromise on luxury inside. It's funky and modern interior has full steering wheel controls for cruise control and radio, a compass on top of the rear-view mirror and leather seats.The seats, which fold flat in the rear, provide plenty of room inside for five adults.Cargo space is reasonable with the seats up – easily fitting the esky, chairs, barbecue, gas cylinder and odds and ends needed for this trip.The centre console is reasonable in size but the glove box seemed a little small. The doors have side pockets to fit a street directory and the rear doors have drink holders. The full sized spare adds reassurance.The trip provided the opportunity to experience the car doing what it is made for – and it easily passed the test.The Cherokee is perfect for those who want to get away and is made to go further than most would ever want to take it.

MY WIFE and I have recently retired and are looking for a four-wheel-drive to go beach fishing, tow a caravan to national parks, and to act as a general vehicle around town. We could pay up to $30,000. A 2002/3 Nissan Pathfinder or a Holden Frontera seem to be the smallest that could comfortably and safely tow a van with a weight of up to 1600kg laden. Your opinions of these vehicles would be greatly appreciated because we are novices with 4WDs.

Add Cherokee and one has a sense of tribal power. It's an alluring combination and, frankly, I've long harboured a whim to get behind the wheel of a Jeep Cherokee.So, all my Christmases came at once when a feisty silver 2005 turbo diesel was put into my hands for girl testing. They make them for girls these days – fuel injection, power steering, automatic ...As an habitual manual driver, I was a bit askance at first but, hey, automatic is just a bit delicious. Like a duck to water, I took to it and off we chugged. Amazingly, this high-riding hard worker is as comfortable in the city as it is on dirt roads. It fits better into tight city parking stations than most sedans. You would not think it, looking at the vehicle. But it's a lean machine – and it even has flipper wing mirrors, which tuck flat in when you are going into a tight spot. How good is that.Between home, the shops and work, the Cherokee refused to drink, or so it seemed. The fuel gauge stayed so long on full that I started to worry. But when a couple of hard-driving days in the country took the fuel only to half, I figured it is just plain economical.The interior is classy without being showy. There are not too many gadgets, with a lot of controls neatly confined to the steering wheel. Above the rear-vision mirror is the temperature read-out etc – with the added feature of telling one in which direction one is travelling.I love that.The cup holders are a bit of an issue. There is one in the central console area – and the central storage unit is a bit awkward, being set a bit far back for the short-legged driver.But the interior door handles are the best I have encountered in a car. Sleek stainless-steel grips one slips the hand through. There are nice, sturdy hand-holds on both passenger and driver's side, too. Nifty for swinging sportily in to the car or for steep off-roading.The rear window opens with a double click on the key-ring control and the lower gate can be opened manually thereafter. The luggage area is like the car. It is more capacious than one thinks. And the interior generally seems spacious for the growing world of long-legged people. Headroom, too. It is quite a tall vehicle.Naturally the fun with this vehicle is in going out on to the rough roads – and the Cherokee surged merrily on the dirt, at home in front of a cloud of dust. Despite the warning signs about tippability inside the car, its road holding felt very secure on the winding dirt roads.Not that I am inclined towards any idiot derring-do in any motor car. Which is why I only got to open up the turbo power for one country overtake – and I was glad of the sure surge which made it a safe and easy manoeuvre.In all, the Cherokee is a trim, taut and terrific member of the compact 4WD family.

Particularly as smaller cars and vans seem to be nipping at your heels switching between lanes around you.It is this paradox that makes 4WDs a question mark to drive on busy city streets. For all the safety sensations you still feel like you are in the way, like a truck rather than one of the car brigade.Honda's big 4WD, the seven-seater MDX, is one of the better-looking cars of this size on the market. Likened to a rhinoceros by its designers, it sits squarer on the road than some of its taller SUV compatriots.For 2005 the one-spec MDX has undergone an upgrade but retained the same price of $69,990. The key additions are more equipment and altered styling. It adds SRS curtain airbags to all three rows. The car gains a full-size alloy spare wheel, which should really be mandatory on all large 4WDs. Extra touches include automatic headlights, security alarm and rain sensor wipers. This adds to the standard features which include an electric adjustable driver's seat, heated front seats and a six-stacker CD player.You have to look closely to find the exterior improvements but essentially the redesigned bumper bars, twin exhaust with square finishers and chrome grille give the car a "squarer" look.On the earlier models there were two round exhaust pipes on the right-hand side of the car. Now the pipes have been separated to each side of the car with the square finishers.The MDX's engine has been noted for its power and now a further 4kW has been squeezed out of the 3.5-litre V6, taking it to 195kW at 5800rpm.There's a few new exterior colours and a more serviceable ivory interior colour.Although we did not test the car's off-road capabilities on this test, it boasts as standard Grade Logic, Vehicle Stability Assist and the Variable Torque Management-4 4WD system. Instead this test was around town, where fuel usage, fitting into parking spots and battling traffic are important. The sort of things that most MDX owners will tackle.While there is no doubting the comfort of the ride, the power of the engine and the plush interior, this is still a big car and extra caution must be taken in traffic.The MDX used up a tank of fuel (73 litres) in 400km around town.And the on-board fuel economy meter, measuring in km per litre rather than the Australian system of litres per 100km showed averages of about 5.8km for every litre of fuel.The actual usage amounts to 18.2 litres/100km which is thirsty work.Honda's official figures quote a combined highway/city cycle figure of a much better 12.9 litres/100km.And one other niggly feature about the fuel was that when fuel was added to the car the onboard readout indicating how many kilometres were left to be travelled before the tank ran dry did not automatically reset itself. Pressing a button marked reset on the dash didn't achieve anything either.So while the needle showed there was a quarter of a tank of fuel in the car, the readout indicated it had just 17km to go until it was empty.Just under 700 MDXs (677) were sold in Australia last year giving it 4.9 per cent of the luxury SUV market. That market is led by the BMW X5 which is dearer and only seats five.The MDX's seven seats are a definite bonus in this market, particularly for large families.Each seat importantly has a three-point seatbelt, something Honda's Odyssey people mover still lacks. And the DVD player and screen that are standard are a proven winner on long trips.So would I buy an MDX?Yes, based on looks, interior luxury and engine power, but not if it was only intended to drive around the suburbs.

Not only is it the most-popular Australian-made SUV but Ford president Tom Gorman claims it has become the top-selling SUV of all, including established imported models.The vehicle that last week was named News Ltd CARSguide Star Car of 2004, this week was awarded the Wheels magazine Car of the Year title. It has been selling at more than 2000 a month without overt discounting.It is not a tall, cumbersome 4WD but it does give driver and passengers a view point higher than conventional cars.Territory all-wheel-drive has traction control and reasonable ground clearance.A sump guard is offered as an option for owners heading for rougher ground. Although it does not have a low-range set of gears, the traction control works a treat in getting it through tracks most Territory buyers would think bold enough.Extreme grip, such as steep downhill slippery slopes, is limited by the vehicle coming only in automatic, having no low range and tyre treads designed more for bitumen use.Perhaps for that sort of terrain, a full-bore serious 4WD would be better.The Territory is designed more as an all-round vehicle. It has reasonable dirt track, sand and light mud ability yet is very much at home on the highway where it's refined, quiet and where the six-cylinder engine hums along at 2300rpm at 110km/h. The 182kW engine has good power for highway overtaking and hillclimbing. Long-distance trips can use as little as 12l/100km of fuel or 15l/100km for suburban driving.The spare wheel is difficult to get at, meaning an owner needs to be conscientious to check its tyre pressure.But the rear glass opens separately to the tailgate allowing smaller items to be put in or out.Particularly applauded are the many storage areas in the cabin, including the generous-sized map pockets and large bottle holders.Territory all-wheel-drive allows holiday exploring off the bitumen to enjoy lookouts or find a scenic picnic spot away from the main roads.TERRITORY at 1898mm wide is 3.5cm wider than a Falcon station wagon. But at 4856mm long, it's about 20cm shorter than the Falcon wagon. With a fairly tight turning circle and a 1676mm height, Territory can use multi-storey car parks.TERRITORY can be ordered as a seven-seater (five seats is standard). Luggage space is good, but not as good as the longer Falcon station wagon.FORD Territory AWD starts at $42,990 for the TX, the new mid-range TS is $48,790 and the luxury Ghia $53,290. In each case, these AWD prices are $4000 more than the rear-wheel-drive versions.THE four-litre, six-cylinder engine of 182kW and the four-speed automatic transmission with sequential shift mode are standard on the Territory and come from the Falcon. There is no manual-transmission Territory.