Off road

The silky smooth running Sooby drives like a luxury limo' with sporty car performance and handling and using it like a heavy duty 4WD battering ram in the boonies. Well.But Subaru was intent on demonstrating just how tough this good lookin' wagon is and we speared off into the scrub in convoy hooked up to a wagon train of Jayco campervans of various sizes.Must have looked a sight to the T/Os (traditional land owners) as we cruised out of The Alice.The medium size 3.0R is blessed with a powerful 180kW/297Nm six cylinder engine driving all wheels symmetrically through a five speed automatic trans- mission.It is a good powertrain for towing as gear changes are imperceptible and the transmission adapts almost immediately to towing mode with quick flicks between the gears to maintain any given pace.The sequential change system is also handy if you want a more hands-on style of driving.Subaru has engineered the 3.0R for towing with particular attention to cooling and component re- liability under extreme conditions.Though lighter than the previous Outback due to various aluminium chassis and body components, the 3.0R will comfortable tow a van weighing up to 1800kg. This will move up to 2.0 tonnes in the next model or possibly before as progressive changes are made on the production line.Subaru Australia, has raised the towing profile with Subaru Japan engineers and they are responding with improvements and necessary modifications.Very little towing is done in Japan but plenty of testing is done in Australia.Particular attention has been paid to cooling the rear differential and the transmission, spring rates, airflow through the car and the engine bay as well as bolstering other components to take the added pressure of towing.The 3.0R has an automatic suspension levelling system using hydraulics that pump up or down according to load. Towing campervans was like child's play for the 3.0R though the big one, about 5 metres long made it work hard. The smaller vans had minimal effect on performance, ride or fuel economy.We drove long distances over rough corrugated dirt roads at 100kmh with no problems, the ABS worked a treat in loose gravel and the cars stayed tight as a drum and easy to drive – with the aircon on full and everything else operating. It made me change my mind about going bush in such a suave vehicle.Certainly more comfy than rattling around in a Troopie.

They are the new station wagons – mid-sized soft-roaders with city manners and Aussie buyers can't get enough of them.CarsGuide took three of the best away for a shakedown and put them through their paces on Sydney city roads, on highways, back roads and on the dirt.For the first time Ford's brand-new Territory was tested head-to-head with its only Aussie-made rival, Holden's Adventra, and the one-most-likely to wear an Aussie-made sticker before too long, Toyota's Kluger.With a huge disparity between aspects of the cars – the Adventra LX8 is V8 only, Territory Ghia sports a 4.0-litre straight six, while Kluger's CVX powerplant is a high-tech 3.3-litre V6 – raw figures were never going to provide a level playing field.Instead, we have attempted to rate the performance of the three models on real-world standards; their strengths and weaknesses in areas where a buyer would most likely be interested.Each of the testers was asked to rate various aspects of the vehicles out of a possible five points. Each vehicle was left with a score out of a possible 330.The dynamics of the vehicles – driveability in various conditions, ride, manoeuvreability, NVH – were scored out of a possible 105 points; the interior aspects – design, functionality, quality of materials, comfort, fit and finish – were worth 75 points; safety earned a possible 60 points; with drivetrain, wheels and tyre choices and exterior presence and design making up the balance.DYNAMICSTerritory 88 | Kluger 85 | Adventra 79Territory scored high marks for its city behaviour and manoeuvreability with sedan-like handling and turning circle. It also rated well on open roads but lost some ground with NVH, mainly through tyre roar.Kluger set benchmark NVH levels and also scored well for life around town with light steering and a comfortable and compliant ride without giving up on handling.For Adventra there were some big mark-downs with heavy steering and poor manoeuvreability in the city but the car came into its own on the open road and particularly on unmade and broken surfaces. The Adventra is very much a country lad.INTERIORTerritory 62 | Adventra 60 | Kluger 59Territory touched out the opposition here through consistency rather than any special feature – although the 32 storage nooks and crannies were hard to beat. Lots of clever ideas, mid-range quality not likely to offend.Holden's feel-at-home interior scored strongly for the Adventra as did the comfort of the big seats. Most controls were well placed and the general layout of the interior was good. Could lose the dash-mounted tilt gauges.The Kluger interior is very Toyota – inoffensive and generally well laid out. Some centre console controls are a little difficult to reach. Overall it is something you could live with and there are a few nice touches spread through the cabin.SAFETYTerritory 56 | Adventra 53 | Kluger 53The inclusion of curtain airbags, a full-functioning dynamic stability control and an adjustable pedal box gave Territory the leg up.Adventra and Kluger both rated well for general passive safety but Kluger lost a little ground with a less-than-convincing brake-pedal feel. The optional safety pack for Kluger – curtain airbags and stability control – was included to bring the mid-spec CVX up to par with the other pair.Overall an impressive performance.DRIVETRAINTerritory 36 | Kluger 36 | Adventra 36The three contenders scored well here but in some markedly different areas.Adventra's power and torque gave the Holden major credit points but it lost more than a few of them when the fuel figures, a tad over 20.0l/100km average, came in.Territory also scored well for the flexibility of its straight six while its 16.6l/100km average was better than Adventra but not brilliant.Kluger kicked a goal at the petrol bowser with a 13.4l/100km average. The V6 is a very nice unit and coupled to the five-speed automatic it provides a very useable drive.WHEELS/TYRESTerritory 29 | Adventra 29 | Kluger 29All three should be commended for including a full-size spare on an alloy rim. Tyre choices were middle-of-the-road with tread patterns leaning towards a life in the city but with enough versatility to make soft-roading a viable option. Kluger's drop-down storage of the spare wheel made getting to it a little easier when the boot was loaded.EXTERIORTerritory 13 | Adventra 13 | Kluger 12The Kluger suffers from being the oldest of the three, having been launched overseas in 2001.Adventra's familiar Commodore wagon lines cannot be hidden under the extra plastic bits and raised ride-height.Territory's edge is that the look, while generically a 4WD, is all new and works. On the road the car is eye-catching with a rear three-quarter profile to envy.Both Territory and Adventra won praise for the lift-up rear glass giving the option of dropping shopping or small items into the rear without having to open the tailgate fully.THE VERDICTSFord TerritoryPrice:TX RWD $38,990TX AWD $42,990TS RWD $44,790TS AWD $48,790Ghia RWD $49,290Ghia AWD (model tested) $53,290Engine: 4.0-litre in-line sixPower: 182 kW@5000 rpmTorque: 380 Nm@3250 rpmFuel consumption on test: 16.6 litres/100 kmTransmission: Four speed automaticGround clearance: 178mmDimensions: Length: 4856mm; Height: 1676mm; Width: 1898mmWheelbase: 2842mmCARSguide team verdictsKevin Hepworth: Go straight to the top of the class. Versatile, stylish and displays the benefits of taking longer and getting it right.David Fitzsimons: Tough, solid vehicle that looks like a small 4WD. Performs well on the highway and on the dirt. Bold BA Falcon interior.Jaedene Hudson: Very tough off-roader, handles like a more sophisticated 4WD on the rougher terrain. More pockets and storage compartments than you'll probably ever use.TOTAL TEST POINTS: 284 (1st) Toyota KlugerPrice:CV $45,990CVX $48,990 (model tested)Grande $58,990Engine: 3.3 litre V6Power: 172kW@5600rpmTorque: 328Nm@3600rpmFuel consumption on test: 13.4 litres/100kmTransmission: 5 speed autoGround clearance: 184mm (Grande 187mm)Dimensions: Length: 4690mm; Width: 1825mm; Height: 1735mm (CV 1680mm)Wheelbase: 2715mmCARSguide team verdictsKevin Hepworth: Nice lightweight performer showing a little ageing around the edges. Hits the mark in the normal day-to-day driving that will dominate this style of car's use.David Fitzsimons: Lighter ride, softer, smaller and much quieter inside than its competitors. Nonetheless it handles all conditions well. Interior dashboard arrangement is looking a bit tired.Jaedene Hudson: The quietest of the bunch. Nice light ride and steering but still handles the terrain without any fuss.TOTAL TEST POINTS: 274 (2nd) Holden AdventraPrice:CX8 $52,990LX8 $60,990 (model tested)Engine: 5.7 litre V8Power: 235 kW@5200rpmTorque: 460Nm@4000rpmFuel consumption on test: 20.0 litres/100kmTransmission: 4 speed autoGround clearance: 200mmDimensions: Length: 5036mm, Width: 1934mm, Height: 1654mmWheelbase: 2948mmCarsGuide team verdictsKevin Hepworth: Launched in a flurry with tough, Outback images to the fore. Has some issues with city living but out in the big country it is hard to fault - pity that is not where the majority of these cars will operate.David Fitzsimons: Looks like a beefed-up Commodore wagon, has a great V8 sound and loves the open road and long dirt stretches. However the level of road noise is annoying and it is thirsty on fuel.Jaedene Hudson: Dirt roads are what the Adventra was made for and it shows. Nice comfortable ride. Noise interruption on the open road is intrusive. Overly heavy around town and to manoeuvre.TOTAL TEST POINTS: 270 (3rd)Which car would you buy? Let us know in the comments below.

It may have been the plains and alps of New Zealand's South Island rather than the Red Centre of Australia but roads are roads and good cars are good cars

Subaru delivered the goods with the H6 Outback and continues the trend with a more powerful version of the flat "boxer" engine in the 3.0R Outback.Those waiting for a six-cylinder Liberty, however, will have to bide their time, at least until the end of the year.That's when the new MY2005 model is due.If you can't wait you will not find the Outback wagon disappointing and, of course, there is always the turbocharged Liberty GT to consider, if you are looking for even more performance.The Outback's previous 3.0-litre flat six-cylinder engine produced 154kW at 5600rpm and 282Nm of torque at 4400rpm.Power in the 3.0R is up to 180kW at 6600rpm and torque to 297Nm at 4200rpm – a 16.9 per cent increase in power and 5.3 per cent increase in torque.It is odd talking about the performance of what is essentially an off-roader, but the Outback 3.0R is a real jet, putting power to the ground through all four wheels, with strong performance across the entire engine range.The sprint from 0-100km/h takes just 8.5 seconds, as the wagon rockets to a top speed of 224km/h.Off road it can bang its way down the bumpiest dirt tracks, but is not designed for serious four-wheel driving.In terms of towing, the Outback can pull a 1800kg load, an increase of 200kg from the previous model.A five-speed ``tipshift'' style automatic transmission is standard.The driver can elect to leave the car in D, flick the lever across for Sport or nudge it up and down to change gears manually.Whichever way it offers strong performance.We found the transmission a little slow to respond and sometimes clunky as it switched gears. It could do with some refinement.Stylewise the Outback is a huge step forward from the previous model, with dramatic lines and a macho set of 17 inch five-spokers.Inside too, the makeover is a major one, although we felt there was room for improvement.The console is better organised and easier to use but the instrument dials are small and unimaginative.The trip computer and other information readouts can be difficult to read in bright light.The silver metallic look fascia has attracted comment because it looks like it is easily scratched.Fuel economy is good with a claimed consumption figure of 10.9L/100km from the 64-litre tank.During our test the car returned about 12.2L/100km or just more than 500km from a tank.Standard equipment includes just about everything, including self-levelling rear suspension and some very nice suede leather upholstery.The Subaru Outback 3.0R is priced from $45,990 before on-road costs.

Suzuki has never been one for high-tech, ground-breaking engineering in its production cars but is into refining a tried and true formula.This philosophy can be seen with the XL-7 which is built on a now unfashionable ladder chassis with the body bolted on and has selectable, high and low range four-wheel drive as well as rear-wheel drive high range for general running around.This is how ``proper'' four-wheel drives are built despite the profusion of so-called SUV soft-roaders that are dominating new vehicle sales charts.The Japan-built Zuke does not fall into this ``quasi'' four-wheel drive mould because it can tough it out in heavy going without really being troubled. Put a set of chunky tread tyres on the XL-7 and it will pretty well go anywhere, within reason.Try doing that in your pretend four-wheel drive soft-roader and you will quickly, almost brutally, learn its limits.This is the second version of the XL-7, which arrived quickly after the unpopular first edition. Its problem was that the styling was too reminiscent of the smaller Suzuki Grand Vitara and the vehicle was underdone in the engine performance and suspension department.These areas have been effectively dealt with on the new model with its handsome new ``big eye'' face, revised exterior hardware and a tweaked rear end look.It has a full-size spare mounted on the rear tailgate and the four-wheel drive selector lever is next to the gearstick.Power from the 2.7-litre V6 is up from 127kW to 135kW and there is more torque peaking at 250Nm/3300rpm.But the really big news is the optional five-speed automatic transmission sourced from the same supplier as Lexus.It makes the XL-7 a beaut city drive and also harnesses the engine's power and torque with precision. The auto also means you don't have to take your hands off the wheel off-road or muck around with a clutch.Performance is good for a vehicle weighing in at 1635kg relatively light given its size and passenger capacity. Fuel consumption can be on the heavy side if worked hard.The seven seats are all fitted with three-point seat belts but the rear row should be only considered as children's seats due to limited leg room.The adjustable middle row is relatively roomy even with large front-seat occupants. Suzuki is in a good position with its cars due to the weaker yen against the Australian dollar, therefore the XL-7 and other Japanese-sourced vehicles are competitively priced and well equipped.Standard equipment in the XL-7 entry model includes alloy wheels, climate-control dual airconditioning, ABS, dual front air bags, decent CD audio, remote central locking, steering wheel audio controls and power ancillaries.It is handy off-road, limited only by the road-oriented tyres and rear overhang.Luggage space is minimal with the seven seats in use.On-road performance will satisfy most, even with a full crew aboard. The ride is comfy, there is adequate room and the interior is functional if staid.

BIG Red is an Aussie outback icon. It's a giant sand dune just outside Birdsville on the edge of the Simpson Desert, and anyone who is serious about an Australian four-wheel-drive adventure needs to tick the Big Red box before they can say they've done it all.Plenty of vehicles have been defeated by the Big Red challenge, which is why Holden's engineers decided they had to climb the sandy slope as part of the development program for their new all-wheel-drive hero car.Their Adventra tamed Big Red, got a tick in the box, and is out to conquer showrooms across the country.Based on early results, and the interest attracted by the Adventra, Holden has a winner. It drives well, will tackle big slopes and tough towing and is the start of a family of Cross Trac-equipped cars which will rumble out of the bush and into the high-performance world.The HSV Coupe 4 is already set for action in 2004.Holden will have a tougher time when Ford rolls its Territory into action, but that's a different style of vehicle and the red team is confident its Adventra and Cross 8 workhorse will still do the job.The Adventra is based on a Berlina wagon, with high-rider suspension, a V8 automatic power pack and the Cross Trac system that's the key to its extra abilities.Cross Trac cost Holden $125 million and four years to develop. It's a permanent all-wheel-drive system using three ¿open¿ differentials with high-tech electronics, and torque split 38:62 front-to-rear.That's technical chat for a system that is just about transparent in normal driving, but uses the Adventra's anti-skid braking system &$150; working in reverse &$150; to maintain driving in tricky conditions.It constantly measures the grip at each corner and applies the brakes to take torque away from any wheel which is starting to slip.Holden claims the Adventra is the successor to truck-based four-wheel-drives, but it's not the first manufacturer to get the message.Subaru was a long way down the road by the time Fishermens Bend got going, which explains why a lot of people think the Adventra looks like a big Subaru Outback.It's one solution for people who want a weekend off-roader and a weekday commuter car in the same package, but it's not the only one.Toyota has the new Camry-based Kluger and the Territory will be a threat.But the Adventra pack is a good one, using the strengths of Holden's regular station wagon and its 235kW V8 engine.It has a full 200mm of ground clearance, a front strut brace, sump guard and special Bridgestone Turanza tyres.The Adventra isn't cheap, but $52,990 for the CX8 is competitive and the LX8 looks good at $60,990 against higher-priced European rivals.WE wondered, at first, about the Adventra. Was it just a Holden rip-off from the Subaru Outback?Was it just a patch-up job to give Holden some sort of four-wheel-drive contender? Was it too big and too heavy for off-road work?Then we drove it. A lot. We spent most of our time in the CX8, but also lounged in the LX8 for a few days.We commuted and found it was still comfortable and quiet, tackled big slopes and realised it could cope easily with typical four-wheel-drive challenges. And we went a bit feral at a private four-wheel-drive park on the outskirts of Melbourne and learned the Adventra could cope easily.Then we watched the Holden highlights tape, which includes pulling a two-tonne boat out of a dam and up a loose gravel slope, and we were converted.We still think the Adventra is too heavy, and far too thirsty, but most people who shop the car will find plenty to like. It will definitely become a tow-car icon.Our only other disappointment is the car's transmission. It is the old four-speed auto that is still soldiering on across the Commodore family, but it shows its age with slow changes and no sign of the touch-change shift systems that are common in all of its rivals, including the Ford Falcon and Mitsubishi Magna.The Adventra is a tough looking beast, but it is still a Commodore wagon at heart and that means a comfortable driving position, plenty of space for five adults, and a huge luggage area.It has also picked up the classy luggage lock-down system used by Saab, which makes the tail end more versatile.The Adventra weighs a little under two tonnes and you feel it, although Holden has changed the differential ratio to keep the car sprightly from stop lights.It rocks and rolls more in corners, without the front-end precision of a basic Commodore sedan, but it is never a problem.It is a little tougher to park, because vision out the back is restricted, but the decision to fit parking radar will compensate.We enjoyed our four-wheel-drive time in the Adventra.It will climb tough slopes, as well as descending without giving you a fright, and does it without the scrabbling feel or suspension thump that comes with a lot of old-fashioned off-roaders.If you compare it with the Audi Allroad and Volvo XC70 wagon it has more grunt and impressive grip, and is far better value. And you'd be far more likely to risk a few scratches in the bush.The Adventra isn't perfect, but it's an impressive first effort and we cannot wait to see where the Cross Trac system is headed. The Coupe 4 sounds as if it is going to be a star.

It takes just 6.4 seconds and you are not only doing 100km/h but side by side with the likes of the Mercedes C32 AMG or the Nissan 350Z. And, right on the bumper of V8 counterparts.No, you are not in the Porsche Boxster S but Subaru's new 2.5 XT Forester, the soft-roader with a pile of grunt and style to match.Power flows from the turbocharger with no lag and an extremely responsive right pedal.This is helped by Electronic Throttle Control which does away with the accelerator cable, replacing it with an electronic connection between pedal and throttle for more responsive control.Gear changes are made quick and easy thanks to the sporty-feel five-speed gearbox, with short throw just in case the power is not enough to make you feel like you are in a sports car.The clutch is heavy, as you would expect from a turbo, but this is offset by hillholder, the anti-roll back mechanism that one can only wish will some day be standard on every manual.The all-wheel-drive takes the Forester to the next level in terms of handling and responsiveness on and off the beaten track.The XT is just as comfortable on the road as off.And comfort is a key of the XT package. Whether it be negotiating the ever growing pot holes on the suburban street or rougher terrain the independent suspension evens out the ride.While the XT xould benefit from 17 inch wheels the standard 16inch 215 Yokohama Geolander tyres still allow responsive and accurate handling.Unusual is the positioning of the steering wheel which is tilted backwards more than usual.The seating position is upright and high making it easy to negotiate tight spaces while the wagon is not too long to make parking tedious.The Forester XT sits at the top of the Forester food chain with the 2.5 X, the 2.5 XS and XS luxury priced underneath. The interior has been widened an extra 1.45cm with more room to stretch your legs in the front and rear.The interior has more than enough features including cup holders, overhead consoles, centre console and cargo power outlets but without the clutter.There are plenty of pockets and gadgets and the boot easily handles a full load of shopping or all your gear, that would require some cars to add a trailer.The instrument panel is clear and easy to read limiting concentration loss and averted eyes.The Forester XT is priced between $39,490 (standard manual) and $44,990 (luxury automatic).The 4 cylinder DOHC intercooled turbo with AVCS produces 155kw @ 5600rpm and 320Nm @ 3600rpm which after 14.8 seconds sees you 400m from the cars still lagging behind at the lights.It is a little guzzly on the gas.It is claimed the XT is an economical 11.2km per litre but testing showed a little higher, hovering around 13km per litre. The luxury model found its way into our garage which boasted full leather trim, dual front and side airbags and a sunroof that bathes not only the front occupants but the rear as well.Yet, the standard model is nothing to sneeze at with ABS with Engine Braking System, 6 stack CD, cruise and climate control, power everything, 16 inch alloys, sporty fog lamps and roof rails as standard.The XT might be at the top end of the price bracket but as a whole package is reasonably priced.The luxury pack is especially appealing offering the style, performance and comfort of a fully imported sports car but with a tag that comes in cheaper than most top of the line family sedans.

Ten minutes later as the 4WD is squeezing past huge trees on a ridge in the Daintree rainforest north of Cairns, I am glad it's not my $100,000 car taking such a pounding and risking serious mechanical and panel damage.The folks from Volkswagen have picked a seriously tough track to prove that their first 4WD can take the punishment.They are keen to push the point that the Touareg is not just another upmarket grocery getter for wealthy footy mums and dads.Perception is what matters in the luxury Sports Utility Vehicle market, otherwise you wouldn't have all those BMW X5, Mercedes M Class, and Volvo XC 90s cruising around.So far this year the latest figures from industry monitor Vfacts show 7446 luxury vehicles were sold in this segment to the end of August, up from 5570 for the same period in 2002.This means a lot of people with a lot of money are harbouring dreams of getting down and dirty in the bush even if they never get beyond the lower Blue Mountains.But back to the Touareg. It's a nice looking vehicle for a 4WD, and it is only up close you realise just how large it is - 4.75 metres in length, almost 1.93 metres wide, 1.73 metres high and weighing more than two tonnes.It is nowhere near as tank-like as the acknowledged off-road master the Range Rover, nor does is have the rather odd snout of the recently-released Porsche Cayenne which was developed with VW.VW have set high standards with their interiors, the Passat boasting levels of refinement that better more expensive competitors.The Touareg is no slouch in this area. Leather, wood and aluminium are used and give the vehicle an expensive feel.You would not feel out of place parking at the polo to watch a few chukkas.The onboard computer display that gives all sorts of feedback is placed in the centre between the rev counter and the speedo.The size of these two main gauges and their placement means that for some drivers portions can be partly obscured when driving.However, as the computer display also shows the speed it is not a serious problem and will bother few people. The front seats are comfortable enough, but they felt a bit too wide and lacking in support as if they were begging for somebody more substantial than my 80kg to sit in them.Rear seat space is adequate and the Touareg does not have capacity for a third row of seats like some other large 4WDs.Driver vision is good, which, considering the width of the Touareg, will be helpful around narrow city streets.Cabin noise is whisper quiet with triple seals around the doors ensuring little road noise and no dust enter the cabin.Volkswagen are launching three main versions into the crowded Australian marketplace - a 3.2 litre 24-valve petrol V6, a 4.2 litre 40-valve petrol V8 and a V10TDi twin turbocharged diesel variant.Prices will start at $67,600 for the V6, $99,950 for the V8 and $138,500 for the V10TDi.On the bitumen the Touareg belies its size, easily handling tight corners at speed.The V10TDi can do the standing 0 to 100 in 7.8 seconds, and the speedo travels all the way up to 320km/h - just add a few zeros and you have the average Sydney mortgage.The Touareg has dual wishbone suspension which ensures a smooth ride on the highway and soaks up all but the biggest bumps with ease.For those wanting even more comfort the Touareg can have a continuous damping control air suspension system fitted (standard on the V10).On the highway it will electronically adjust the ride to allow for bumps and will even lower the ride height for high speeds down to 180mm for 180km/h.Off road it allows the driver to raise the ground clearance from the standard 237mm to 300mm when needed on the rough stuff.On the open road 100 per cent of the drive force is capable of being transmitted to either the front or rear axles when needed.In low range with the assistance of traction control and automatic downhill assist, the Touareg becomes a formidable mountaineering machine.It easily managed some very tough terrain in the Daintree that would have had its rivals from BMW, Mercedes and Lexus struggling.However, the fact VW have chosen only to include a space saving spare wheel in the case of a puncture shows they know that while their buyers may dream of the great outdoors in reality they stay put in the city.People who head into tough territory will need to spend up to $2000 extra on a full-sized 18 inch spare for the V8.There is also no allowances made for your typical full-sized bush-bashing bullbar, with the VW folk realising these often attract unwanted criticism to the 4WD market.The company points out the Touareg¿s design exceeds European pedestrian protection standards, one of the bugbears of the anti-4WD fraternity.All around a welcome entrant into the 4WD market and with VW expecting to sell at least 1400 each year the Touareg will become a common sight in the city, if not the outback.Volkswagen TouaregPrice: V6 $67,600; V8 $99,950; V10 Tdi $138,500. Engine: V6 24-valve 3.2 litre petrol producing 162 Kw at 6400rpm; V8 40-valve 4.2 litre petrol producing 228 Kw @ 6200rpm; V10 TDi producing 230Kw @ 3750 rpm.Transmission: six-speed tiptronic.Torque 100 per cent variable.Standard features included. V6: Alloy 17 inch wheels on V6, dual climate control, front fog lights, steering wheel mounted controls for cruise control and stereo.V8: Alloy 18 inch wheels, electrically operated front seats and mirrors, rain sensitive wipers, parking sensor.V10TDi: Alloy 19 inch wheels, air suspension, keyless entry, sunroof, four-zone climate control, satellite navigation and wood or leather steering wheel.

It is large, squat and exhibits a powerful presence. Not unlike, you may think, a rhinoceros. Then again, maybe not.For reasons best known to themselves, Honda's design team settled on a rhinoceros, the blue sky states of America's southwest, and Santa Fe style, to drive their inspiration when hunting for a vehicle to send into battle in the luxury 4WD segment. Enter the MDX.Not the first large 4WD to be saddled with the rhinoceros analogy -- Musso, the lumpy Ssanyong/Daewoo dirt basher, is Korean for rhinoceros. The MDX probably deserves better. Unlike the rhino it is not particularly nasty or anti-social. Neither is it short-sighted nor happiest when coated with mud.In fact, the MDX is much more likely to be regarded as the domesticated rhino of cartoonist Gary Larson's imagination -- happily pottering around among its human friends in the heart of suburbia."The use of the rhinoceros was to underline the MDX's strength, presence and power," Honda Australia director Lindsay Smalley explains. "It's certainly a very large car when you get to it."Smalley says the MDX is the "flagship" of Honda's range, quickly adding that the Jazz, which has been a red-hot seller, was the "flagship of the compact range".Given the task Honda has set its new model, the MDX is going to have to be as thick-skinned as its inspiration.Thrown into the luxury 4WD deep-end against established stars like Mercedes' ML320, the BMW X5 and the soon-to-be-released Lexus RX330, the MDX has been set quite a task.It has a kitbag of extras with no options boxes to tick and a bargain-basement price tag of $69,990, giving it at least a $10,000 edge over the competition. Even so, Honda is predicting a fairly conservative 160 sales a month.Since the first generation of the MDX was launched in the US late in 2000, the car, which wears the luxury Acura badge, has sold more than 117,000 -- outselling both ML and X5 with 54,000 units last year.The Acura MDX has won a five-star rating in NCAP testing in the US and Smalley is confident it will top the class in Australia as well.Standard equipment includes in dependent front and rear climate control systems, remote central locking, power windows and mirrors, cruise control, a concert quality six-CD/seven-speaker sound system, 10 cupholders, electric sunroof, foglights, 17-inch alloy wheels, eight-way power driver's seat with memory, heated front seats, auto-off headlights and leather upholstery. There is a 60/40 split-folding second row of seating and 50/50-split third row.Passengers are protected by dual-stage twin front and side airbags, traction control, ABS with electronic brake-force distribution, front seat belt pre-tensioners, seven lap/sash seat belts and five child seat anchors.The 3.5-litre VTEC engine produces a handy 191kW at 5800rpm and 345Nm of torque at 3500rpm, with 95 per cent of that available between 2500rpm and 5500rpm. On the road, the real world application of that is that the MDX can be a little sluggish off the line, is nice and strong through most of the midrange as it holds the lower gearing, but quickly gets gaspy towards the top of the rev range.With a ratio of 0.530:1, fifth gear is nothing but an overdrive and fourth, at 0.729:1, is not a lot better. Third gear is where most of the action is going to take place.This is not a serious off-roader. Drive is predominantly through the front wheels -- 100 per cent when cruising on dry tarmac -- and variable to 50:50 as determined by the collection of sensors -- called VTM-4.Honda spins the system as being proactive to slip. It's not.It needs a drive-wheel to lose grip or the yaw sensor to detect a force at a predetermined level of lateral acceleration before it intervenes to shift torque among the wheels.What VTM-4 does do is make that decision swiftly and surely through electronically controlled clutches on the rear drive shafts. There is also a get-out-of-jail card with a dash-mounted button to lock torque to all wheels at speeds under 30km/h providing maximum escape capability for sandy or boggy conditions.Steering is a little light, but for a big car the MDX turns in nicely and responds well to driver input.Interior comfort is high with the seats very comfortable, the dash laid out in functional Honda style and room to burn for the first two rows of passengers. Third row seats are strictly for children.

The incoming waves have already given us the Mitsubishi Outlander, the Toyota Prado, the Kia Sorento and the Lexus RX330 in the first four months of the year. And that's only the all-new arrivals.The number is far bigger if you include updates on everything from the BMW X5 and the Mazda Tribute to Jeep's Grand Cherokee and the Mercedes ML.So where does the factory-fresh Honda MDX fit? It's towards the top, and not just on price and size.The MDX is a quality job that shows Honda is serious again about enticing people into showrooms with cutting-edge cars.This follows several years -- and models -- that were a bit less than Honda's best.The MDX is a new flagship in Australia and its pricetag of $69,990 covers everything, including a sunroof, seven leather seats and a body built big for America.It's going to lure people away from the pace-setting BMW X5 and the Mercedes ML in the luxury 4WD class, as well as creating a hot new rivalry with the Lexus RX330.Honda is right on the money with the MDX, which drives light yet tight. It has plenty of cabin space, a smooth V6 engine and a part-time 4WD system that should satisfy anyone who wants to do some light duty off the bitumen.Honda has made it a sharp price for its class and, by including all the gear you expect in a flagship, it could easily steal sales from the Legend sedan.It also gives the company somewhere to go if it decides to play the price game, using an MDX with less equipment.Right now, Honda expects it to repeat the performance of its compact CR-V to easily achieve 2000 sales a year.Australia has had to wait too long for the MDX, but only because of the cost of developing a right-hand drive model. When Japan finally said yes, it was also readied for showrooms Down Under.The basic layout is a big, two-box 4WD with a 3.5-litre V6 engine.A five-speed automatic gearbox turns the front wheels, with a button to boost drive to the back wheels.There are 10 cupholders, five child-restraint anchorages, and three 12-volt power sockets.It's an American-style high rider but with a softer Honda look and an all-in approach to luxury that should make shopping a lot easier.There are anti-skid brakes, front and head airbags, auto aircon, top CD sound, all the electric assists, alloy wheels, the sunroof and leather seats.The mechanical package is built up from a fully independent suspension bolted to a monocoque body, not a separate ladder-chassis 4x4 set-up.Honda claims 191kW of power and 345Nm of torque to move nearly two tonnes of MDX. And you have to use premium unleaded fuel to do the job.It's going to drive into action against a huge range of rivals, from the popular Pajero and the new Prado to the ML and the X5.But it has plenty of ammunition for the battle.It could also win friends from Legend shoppers. Sales of the Honda flagship have slumped to just nine cars in the first four months of this year.As well, it could provide a choice for Honda fans who would have bought an Odyssey people mover.On the road DRIVING the MDX is one of the better surprises. We expected it to be soft, relying on luxury equipment to make friends, but it's a lot better.It is swift, feels tight yet light, has easily the best suspension we've found on any recent Honda. And it wins points with everything from comfy front buckets to a foldaway third bench.It's as impressive in its own field as the compact Honda Jazz, and without the buck-buck suspension, which is the only real flaw in the four-star baby car.The MDX also won us over with its ability to cover distances with no fuss, tackle some lightweight off-roading without stress, and cater for big-family action.After the CRV, which we'd recommend for suburban duties but avoid if you want a weekend escape machine, the MDX really kicks.Honda's engineers have chosen front MacPherson struts in place of the twin wishbones that have been almost a signature item in all its vehicles. They make the car quiet and relaxed for highway work.It still has the signature steering, which is light but direct. There is no tugging under brisk acceleration and it is surprisingly easy to park.The 3.6-litre V6 didn't feel as punchy as Honda claims, but that could be down to the heavy body.It's a big car and it needs all 345Nm of torque to get it moving from a standing start. The engine pulls smoothly to the redline and there is good overtaking power.But the fuel economy of 13.4 litres/100km -- on premium fuel, remember -- shows it is working relatively hard.The rest of the MDX package is comfortable and enjoyable.We're no fans of the foot-operated parking brake, which could cause an injury in a side-on smash.And the giant screen in the centre of the dash is a fidgety gadget.But these are minor niggles in an instant four-star hit that's likely to find lots of friends in Australia.