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Vehicle Tests > Holden Jackaroo SE TD
Holden Jackaroo SE TD
Words by Sean Mooney Photos by Kevin Ling & Peter Pap
Sales of the Holden Jackaroo are at an all-time high - about 320 a month - thanks largely to the addition of an automatic transmission to the turbo-diesel range (already comprising more than 42 percent of total Jackaroo sales). The most powerful diesel-engined medium 4WD wagon available, the Jackaroo has recently received push-button shift-on-the-fly between 4WD high and 2WD on SE models, and that includes the turbo-diesel. The total price as tested of the Jackaroo turbo-diesel automatic is $54,260 with ABS, plus on-road costs, with a three-year/100,000km warranty.
Both the interior and exterior of the Jackaroo are dated, but this is a trait common to all three test vehicles. The seats are comfortable, with good visibility for the driver to the front. The view to the rear is compromised by the split rear door arrangement and tailgate-mounted spare wheel. The second-row seating is also comfortable, the third row best suited for children. There are four tie-down hooks in the cargo area, a power outlet and a rear step-bar to help with loading.
The Jackaroo's 3.0-litre four-cylinder intercooled direct-injection turbocharged diesel engine won the 1998-1999 Technology of the Year award at the Automotive Researcher's and Journalist's Conference in Japan. With four valves per cylinder, double overhead camshafts and a common-rail high-pressure electronic fuel injection system with drive-by-wire throttle control, the unit is based on Isuzu's light truck engines.
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Peak power and torque figures are 118kW at 3900rpm and 333Nm at 2000rpm, with superb power delivery from the initial throttle input. It is also well matched to the four-speed automatic transmission. The 3.0-litre turbo-diesel returned an average highway fuel consumption figure of 13.6L/100km on test, giving it a touring range of 575km from the 85L tank.
On-road ride is very good, although the Jackaroo exhibits more body-roll than the Musso and Discovery. The steering is well-weighted, but on gravel roads the rear of the Jackaroo tends to move around over corrugations and bumps. The new push-button 4WD operation means 4WD can be engaged without the need for a stop to engage the hubs - useful when regularly changing from bitumen to gravel.
Off the road, a lack of engine braking is a hindrance, but the automatic's torque multiplication at low revs is appreciated. Rear-axle articulation is good, but limited front-wheel travel and ground clearance let the Jackaroo down.
The underside of the Jackaroo is well protected with bash plates under the sump, transfer case and fuel tank. Other additions include substantial recovery hooks and differential breather pipes front and rear. Air is sourced from high up in the engine bay, but the alternator is located too low at midway in the engine bay.
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Sales of the Holden Jackaroo are at an all-time high - about 320 a month - thanks largely to the addition of an automatic transmission to the turbo-diesel range (already comprising more than 42 percent of total Jackaroo sales). The most powerful diesel-engined medium 4WD wagon available, the Jackaroo has recently received push-button shift-on-the-fly between 4WD high and 2WD on SE models, and that includes the turbo-diesel. The total price as tested of the Jackaroo turbo-diesel automatic is $54,260 with ABS, plus on-road costs, with a three-year/100,000km warranty.
Both the interior and exterior of the Jackaroo are dated, but this is a trait common to all three test vehicles. The seats are comfortable, with good visibility for the driver to the front. The view to the rear is compromised by the split rear door arrangement and tailgate-mounted spare wheel. The second-row seating is also comfortable, the third row best suited for children. There are four tie-down hooks in the cargo area, a power outlet and a rear step-bar to help with loading.
The Jackaroo's 3.0-litre four-cylinder intercooled direct-injection turbocharged diesel engine won the 1998-1999 Technology of the Year award at the Automotive Researcher's and Journalist's Conference in Japan. With four valves per cylinder, double overhead camshafts and a common-rail high-pressure electronic fuel injection system with drive-by-wire throttle control, the unit is based on Isuzu's light truck engines.
read on below advertisement
Peak power and torque figures are 118kW at 3900rpm and 333Nm at 2000rpm, with superb power delivery from the initial throttle input. It is also well matched to the four-speed automatic transmission. The 3.0-litre turbo-diesel returned an average highway fuel consumption figure of 13.6L/100km on test, giving it a touring range of 575km from the 85L tank.
On-road ride is very good, although the Jackaroo exhibits more body-roll than the Musso and Discovery. The steering is well-weighted, but on gravel roads the rear of the Jackaroo tends to move around over corrugations and bumps. The new push-button 4WD operation means 4WD can be engaged without the need for a stop to engage the hubs - useful when regularly changing from bitumen to gravel.
Off the road, a lack of engine braking is a hindrance, but the automatic's torque multiplication at low revs is appreciated. Rear-axle articulation is good, but limited front-wheel travel and ground clearance let the Jackaroo down.
The underside of the Jackaroo is well protected with bash plates under the sump, transfer case and fuel tank. Other additions include substantial recovery hooks and differential breather pipes front and rear. Air is sourced from high up in the engine bay, but the alternator is located too low at midway in the engine bay.
next page »
