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Vehicle Tests > 2007 4WD of the Year
2007 4WD of the Year
If we were on Range Rover's product planning team, the TDV8 would come with the option of 17s and with the rear e-locker as standard. Anything less and this new Range Rover TDV8 is a denial of the marque's heritage and history.
SPECS
Base price: $166,900
Price as tested: $166,900 + on-road costs
Engine: 3.6-litre V8 twin-turbo diesel
Gearbox: Six-speed auto
4WD System: Full-time
Low Range: Yes
Claimed max power: 200kW @ 4000rpm
Claimed max torque: 640Nm @ 2000rpm
Weight: 2635kg
Average fuel consumption on test*: 16.0 litres/100km
Fuel tank capacity: 104.5 litres
Touring range**: 603km
*Test included a high percentage of low-range driving plus beach work and is higher than you would expect for onroad use only.
** Based on test average fuel consumption, fuel tank capacity and a 50km safety margin.
BEST POINTS: On-road handling and performance, comfort
WORST POINTS: Price, tyre choice restrictions
4th (224 points)
Toyota LandCruiser 76 Series GXL
Background
It's an odd beast, the LandCruiser 76 Series. Part 1984 Prado (the body's essentially the same as the original Prado that never lobbed Down Under), part 70 Series circa 1999 (that's the basic underpinnings), and part all-new V8 turbo diesel, the 76 is a contradiction of old and new. Even its reason for being is a story in itself. See, the cheapest diesel in the new 200 Series is the $79,990 GXL, hardly the sort of thing that government or fleet buyers are going to buy by the dozen. Hence the existence of the 76 to fill the gap - provided you don't mind the lack of airbags and ABS.
read on below advertisement
Set-piece hill climb/test track
Our test 76 came with the optional (dashboard activated) front and rear diff locks (a $2735 ask). With the rear locker fitted, the standard limited-slip is deleted, leaving open diffs front and rear.
We first try the 76 on the set-piece climb with both lockers disengaged but despite the benefit of live axles front and rear, aggressive tyres, and more than ample clearance it won't make the climb. Second attempt with the rear locker engaged it makes it easy. No need to even think about using the front locker.
On the downhill run, the 76 shows that it has the best engine braking this side of a D9 bulldozer. We also enjoy the great vision from the driver's seat but aren't too impressed by the wide turning circle. Same story on the set-piece loop; just engage the rear locker and the rest is dead easy. Such is the idle-speed torque of the engine you don't even have to use the throttle although if you want a few more revs without any throttle input you can always use the idle-up switch.
Trail Drive
On most of our various trail loops the 76 doesn't require either locker such is the wheel-travel advantage it enjoys with its front and rear live axle. See a gnarly bit ahead and it's only a matter of engaging the rear locker and, if it looks really tricky, you can engage both lockers. The only problem arises when you top a blind crest, or round a blind corner, only to discover a bad bit of track right in front of you as the lockers don't like to be engaged on the run.
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SPECS
Base price: $166,900
Price as tested: $166,900 + on-road costs
Engine: 3.6-litre V8 twin-turbo diesel
Gearbox: Six-speed auto
4WD System: Full-time
Low Range: Yes
Claimed max power: 200kW @ 4000rpm
Claimed max torque: 640Nm @ 2000rpm
Weight: 2635kg
Average fuel consumption on test*: 16.0 litres/100km
Fuel tank capacity: 104.5 litres
Touring range**: 603km
*Test included a high percentage of low-range driving plus beach work and is higher than you would expect for onroad use only.
** Based on test average fuel consumption, fuel tank capacity and a 50km safety margin.
BEST POINTS: On-road handling and performance, comfort
WORST POINTS: Price, tyre choice restrictions
4th (224 points)
Toyota LandCruiser 76 Series GXL
Background
It's an odd beast, the LandCruiser 76 Series. Part 1984 Prado (the body's essentially the same as the original Prado that never lobbed Down Under), part 70 Series circa 1999 (that's the basic underpinnings), and part all-new V8 turbo diesel, the 76 is a contradiction of old and new. Even its reason for being is a story in itself. See, the cheapest diesel in the new 200 Series is the $79,990 GXL, hardly the sort of thing that government or fleet buyers are going to buy by the dozen. Hence the existence of the 76 to fill the gap - provided you don't mind the lack of airbags and ABS.
read on below advertisement
Set-piece hill climb/test track
Our test 76 came with the optional (dashboard activated) front and rear diff locks (a $2735 ask). With the rear locker fitted, the standard limited-slip is deleted, leaving open diffs front and rear.
We first try the 76 on the set-piece climb with both lockers disengaged but despite the benefit of live axles front and rear, aggressive tyres, and more than ample clearance it won't make the climb. Second attempt with the rear locker engaged it makes it easy. No need to even think about using the front locker.
On the downhill run, the 76 shows that it has the best engine braking this side of a D9 bulldozer. We also enjoy the great vision from the driver's seat but aren't too impressed by the wide turning circle. Same story on the set-piece loop; just engage the rear locker and the rest is dead easy. Such is the idle-speed torque of the engine you don't even have to use the throttle although if you want a few more revs without any throttle input you can always use the idle-up switch.
Trail Drive
On most of our various trail loops the 76 doesn't require either locker such is the wheel-travel advantage it enjoys with its front and rear live axle. See a gnarly bit ahead and it's only a matter of engaging the rear locker and, if it looks really tricky, you can engage both lockers. The only problem arises when you top a blind crest, or round a blind corner, only to discover a bad bit of track right in front of you as the lockers don't like to be engaged on the run.
next page »
