Vehicle Tests > Tow Test: Part 1 - Large Wagons

Haul Marques

Words by Glenn Torrens Photos by Mark Bean and GT

Towing is a huge part of the Aussie 4WD scene. In part one of Overlander's most comprehensive tow test, Glenn Torrens hitches two tonnes to the big guns.

For decades, it's been a familiar scene on the Australian landscape - the blurred white blob of a caravan forming around the dark nucleus of its tow car, windscreen flashing, as it rises into view from a bright shimmering Outback mirage.

During the 50s, 60s and 70s, these tow cars were often humble Holdens or faithful Falcons. But since then, we've seen a strong shift to 4WDs as tow cars, driven by the increasing comfort and sophistication of these town-and-country vehicles and the growing number of people wishing to enjoy the freedom they can provide.

Other leisure activities, too, have had a bearing on the popularity of 4WDs: water and jetskiing have grown in popularity and fishing is a pastime enjoyed by more than a million Australians. It's easy to understand why nearly three-quarters of new 4WDs are optioned with a towbar.

But how many of us ever tow a caravan around the block when we're shopping for a new 4WD? What are the features and characteristics to look for when buying a 4WD to tow a caravan, racecar, horse float or boat?

With this in mind, in late 2005 Overlander 4WD embarked on planning and designing a tow test that would answer these - and more - questions to provide a comprehensive guide for readers considering a 4WD for towing.

After months of planning, four weeks of full-time driving over 5000km, a fuel bill that would choke a home loan broker and reams upon reams of notes, Overlander's result is one of the largest international vehicle tests ever attempted and a new Australian vehicle-test benchmark.

What we did
A 165km test loop was designed to include a wide variety of bitumen terrain. As pioneered with Overlander's 4WD Of The Year awards, the route included several 'set piece' exercises to highlight towing strengths and weaknesses of the vehicles being tested.

• Steep urban hill start to challenge off-the-line pull and handbrake actuation

• Acceleration 0-60kph and 80-100kph to simulate merging and overtaking

• High-speed bumpy bitumen traverse to test van/vehicle stability

• Uphill freeway sprint for transmission calibration and cruise control authority

• Engine braking exercise to evaluate gearshift actuation and braking ability

• Low-speed (including reversing) to highlight caravan park maneuvering

• Emergency brake test from 80kph to test ABS actuation, grip and stability

These activities were in addition to Overlander's usual onroad freeway, highway, back-road and twisties testing. There was even a railway crossing and steady-state 80kph corner to test the metal's mettle. Of course, we also looked at cabins, towbar design and luggage areas, and measured fuel consumption to judge relative efficiencies.

How we did it
The logistics were daunting. No less than 30 of Australia's most popular 4WDs, - large and small, petrol and diesel; with a few exceptions, all tow-friendly automatics - were booked months ahead, so manufacturers could install tow equipment. To minimise Overlander's office disruption, and reduce wasted time, tolls and taxi fares, a vehicle collection/return schedule was designed, also taking heed of the need to test petrol and diesel models in pairs at similar times to competitors.

Then the real work began. The vehicles were picked up and delivered to 'ground zero', evaluated over the 165km loop, photographed and returned in an almost continuous rolling sequence of 12-hour days over four weeks. A big thanks to the PR/media staff from all 11 manufacturers - you know who you are - for helping make it happen.

The team at Jayco Sydney weighed in with two 'tow masses'. For the larger 4WDs, a 2050kg dual-axle Jayco Sterling (and a Hayman Reece hitch) came our way. Jayco Sydney also made available a smaller Jayco pop-top (around 1000kg) to make the smaller wagons work for their living.

It's not only the biggest tow test ever assembled, but also the most comprehensive new-vehicle evaluation in Australian motoring-magazine history.

LAND ROVER DISCOVERY HSE TDV6
LAND ROVER DISCOVERY HSE V8

The package
Recipient of many international awards including Overlander's 4WDOTY, the third-generation Discovery blasted 4WD wagon technology into another orbit. Highlights of the seven seater (the entry-level model has five seats) include a hydroformed chassis, world-class engines, independent air-spring suspension at both ends and the five-mode Terrain Response system.

Whew. Power comes from a 4.4-litre petrol V8 with 220kW/425Nm or a 2.7-litre turbocharged intercooled diesel V6 with 140kW/440Nm. Both engines drive through a six-speed auto (with sports shift function) and full-time 4WD.

The driving position in the two HSEs on test offers multi-adjustable seats with fold-down armrests. Quality trim highlighted with wood and satin alloy give the interior a funkiness that the shades of grey of other vehicles can't match. However, the main instruments suffer from the numerals being shrouded by the needle.

The Disco's centre and third row seats - plenty of room in the middle, and out back's not bad either - split and fold flat and low for combination of seating positions, with a large flat load area in front of the upper and lower split tailgate. In most respects, the interior is 'best practice' but the comprehensive equipment list (including leading-edge secondary safety) comes at a cost - the Discos weigh in excess of 2350kg.

The Disco's towing hardware is an integral part of its design. Rather than being permanently fixed (or requiring tools to remove), the neck slides into a socket in the chassis behind a removable plastic panel in the rear bumper. It's very clever, and being quick release there's no compromise with the departure angle. The trailer harness plugs - there's two, also behind the removable panel - are Euro-style round units that require an adapter for Aussie flat plugs. No biggie. Land Rover rates the Discovery to 3500kg.

The Hayman Reece hitch used for this test required a few minutes work with a grinder to fit the Disco, something to remember with new or borrowed hardware. The rear parking sensors seemed smart enough to work around the hitch and the mirrors dip when in reverse gear; a pain in the arse with a van or boat. Like the Patrol, the mirrors aren't quite large enough to allow complete vision of the van without craning your neck.

The performance
The diesel Disco was the first tested and immediately scored a big gold star due to the electric handbrake's ability to be 'driven over', eliminating any chance of rollback on steep starts. Typically diesel it was lazy out of the hole but after maybe one car length and 6kph the Disco oiler really gets on with the task at hand.

Evident within the first few kilometres was a quiet, cushion-soft ride and steering that offers the usually conflicting qualities of light control and plenty of feel. Unfortunately, also evident was a nervous gait that had me dropping the nose of the van just six kays up the road. With the hitch dropped two holes, it still wagged during another dozen kilometres of freeway; I lifted the chains one link each side.

Whoa, it made a hell of a difference. No more wiggle. It seems the Disco - due, no doubt, to its auto-levelling suspension - is very sensitive to ride height and load-distributing chain tension. Sorted, 100kph cruising was a doddle and it was difficult not to creep up to 110 where the Disco diesel, in fact, felt happier.

From a standing start, the diesel whistled to 60kph in 11 seconds. It rattled off 80-100 in 12 - some two seconds quicker than (and around 50m ahead of) the petrol Patrol. Thanks to lightening-quick powertrain response, it was also the most consistent sprinter with hardly a tenth between the hand-timed runs. It also carried a higher speed uphill - no drop from 100kph - than the Cruiser and Patrol. After whipping the Japanese biggies, I had to remind myself, this is the diesel...

The diesel Disco's gearshifts were silky smooth, almost imperceptible at part throttle, and the +/- shift gives easy access to effective engine braking. Manual manipulation of the lever is often not required as the transmission changes back to maintain - or arrest - speed when travelling downhill on a trailing throttle.

The long-travel brake pedal provides excellent feel and modulation when the anchor needs dropping. Pedal smashed and ABS banging away, the Disco split the nose lightening (evident in the Patrol) and dive (á la Cruiser). In fact, it seems the only time the chassis ever comes close to misbehaving is when a front wheel strikes a pothole under brakes - the result is a belt through the forearms. Even on broken-edged or truck-damaged bitumen, only fingertips and wrists are required to converse with the talkative steering.

At low revs, the 4.4-litre petrol V8 delivers a beautiful woofle - it sounds good lugging around the suburbs - that crests at a muted bellow when being worked. Probably because there's another few thousand revs to play with, the gearbox feels even better behind the V8 and allows the engine to reach over 6000rpm, giving it plenty of whack into the next gear. That's fun in a road car and also important in a vehicle that is shifting big mass.

The petrol ran 0-60 in nine seconds flat and 80-100 in around 10 secs, with a gear change at about 98kph blurring the result. It also does it in around half a kilometre of road - give or take; but you can see where you will be doing 100 from where you are at 80 - very handy when those 'Left lane ends 500m' signs appear.

Slowing down, the engine braking from the V8 is more accessible - thanks to a greater rev range - and even more authoritative than the diesel with first gear available at not much more than 40 kays an hour. With the variable intake system bits and the super-smart six-cog transmission working together, the Disco's speed can be increasing yet the revs of the engine dropping on a steady throttle up 40-70kph hills.

Low speed maneuverability of the Disco is also class-leading - actually it's in another orbit - with jerk-free throttle and steering lock capable of almost pointing the front of the Disco sideways.

The verdict
From the intelligence of its removable tow bar to its relaxed freeway cruising to exemplary rough-road behaviour - once the rig is set up right - both Discos stood hat, head, shoulders and chest above any other vehicle on test. The 4.4-litre petrol V8 was quicker than the two Japanese biggies and would possibly use less fuel when driven more gently. But the Disco diesel almost matched the Toyota and Nissan petrols for grunt - and their diesels for frugality - with far better towing ability. Combine that with a cavernous and versatile interior and the diesel Disco - here we go again - stacks up as the best on the planet.

PETROL
Model: Land Rover Discovery HSE V8
Engine: 4.4-litre V8
Output: 220kW at 5500rpm. 425Nm at 4000rpm
Gearbox: Six-speed automatic with +/- shift
Brakes: Four-wheel ventilated discs with ABS, EBD
Front suspension: Independent by upper and lower wishbones, air springs
Steering: Rack and pinion
Rear suspension: Independent multi-link, air springs
Tow capacity: 3500kg
Acceleration: 0-60kph: 9.0 seconds, 80-100kph: 10.0 seconds
Fuel capacity: 86.3 litres
Consumption on test: 26.7 litres per 100km
Range*: 273km

DIESEL
Model: Land Rover Discovery HSE TDV6
Engine: 2.7-litre intercooled turbodiesel V6
Output: 140kW at 4000rpm, 440Nm at 1900rpm
Gearbox: Six-speed automatic with +/- function
Brakes: Four wheel ventilated discs with ABS, EBD
Front suspension: Independent by upper and lower wishbones, air springs
Steering: Rack and pinion
Rear suspension: Independent multi-link, air springs
Tow capacity: 3500kg
Acceleration: 0-60kph: 11 seconds, 80-100kph: 12 seconds
Fuel capacity: 82.3 litres
Consumption on test: 18.3 litres/100km
Range*: 400km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

JEEP GRAND CHEROKEE LIMITED 5.7 HEMI
JEEP GRAND CHEROKEE LIMITED CRD

The package
Jeep's new-generation Grand Cherokee uses a demonstrably solid monocoque body with a coil-sprung, rack-steered independent front end backed by a five-link coil-sprung rear.

Two very impressive engines power the test cars: a 5.7-litre alloy V8 with 240kW at 5000rpm and 500Nm at 4000rpm. This engine features individual cylinder shutdown at low engine loads. The diesel is the DaimlerChrysler 3.0-litre turbocharged, intercooled V6 that delivers 160kW at 4000rpm and torque of 510Nm between 1600 and 2800rpm. The Grand Cherokee's five-speed auto - with a +/- shift that works sideways rather than back and forth - and full-time Quadra Drive II 4WD system exceeds even the Discos' for seamless on and offroad ability.

The Grand seats five but accommodation is tight. The steering tilts and the seats, although trimmed in leather in the Limited, are flat and suffer from the transmission tunnel's intrusion into front foot-room. The rear seat suffers from low, knees-up seating under the low-set roof. Three proper seatbelts are fitted but the centre rear occupant must sit against a very hard flip-down armrest. The tailgate lifts up and has a flip-up glass. With an under-slung spare, the load floor is almost waist high.

The Jeeps' basic instruments are conventional white-on-black and dim only slightly with the headlights on so are easy to see during the day. The interior plastics are hard and the ergonomics are ordinary, with some difficult controls, e.g. the trip computer. After several thousand kilometres testing Grand Cherokees, I have finally discovered the interior light switch is on the indicator stalk. Of course. Small mirrors and windows, and thick A-pillars make vision more letterbox than fish tank.

On the plus side, the Jeep features the full kebab of safety technology including front and side bags, EBD brakes, stability control, traction control and a sophisticated full-time 4WD system.

The Jeep is rated to 3500kg and its towbar is mounted high. That may be good for departure angle but not so for the van behind. Even with the Hayman Reece hitch set at its lowest position, the Jayco's nose was at around six inches higher than ideal.

The performance
With this much grunt, the petrol Jeep spun the wheels on the hill start, even with an electronically-managed full-time 4WD system. Bugger it, the performance it delivers is not far short of addictive and I had to remind myself of fuel consumption. Being sensible, the Jeep simply loafs along at speeds below 80 kays with its border-line soggy unladen ride (and the steering) tightening up a notch to 'supple'.

Rather than a lock on the fuel filler door, the Jeep has a 1960s-style locking cap. No big deal? It means removing the keys from the ignition - maybe mum wants to listen to the radio - and a key fob that dangles against the paint under a stream of running fuel.

Despite some body movement, the Jeep tracked true and kept the Jayco at heel on the freeway. Even with two tonne on the rear, the Jeep accelerates quicker than many smaller sedans making it easy to manage your rig around trucks and traffic, even in steep terrain, without any fear.

Seven seconds is all it takes for the Hemi to reach 60kph and it does it in just one gear. Foot flat at 80kph, 100 comes up in 8 seconds. The diesel walks off the line then from 20 kays an hour, scrubs rubber and gets underway with a force that is akin to a low-speed rear-end crash, complete with steering-wheel kick. Needing just 7.5 seconds to reach 60, the diesel Jeep's fat torque curve means peak acceleration is actually greater, but it loses a little under 20kph, and to a cog swap.

Three 0-100-0 sessions in quick succession had the brakes fuming. That's not a criticism - they didn't begin to fade. Consider this: both Jeeps accelerated from standstill to 100kph, and then came to a hard stop in less time and distance required by some other vehicles to accelerate from 80 to 100kph. Astonishing. Backed up with two stable emergency stops, you will never have braking concerns in the Jeep.

Rather than fade or flurry, both engines lugged well on our steep cruise hill, losing only 5kph. Hardly surprising, given the engines' outputs.

The Hemi's engine braking is excellent - as good, if not better than the Ford Territory benchmark. First gear is accessible from almost 60kph; excellent. The trans position selector has a 'memory', which means if you frantically toggle the shifter lever to change down, the car will change down through the gears as speeds drop. That's sometimes handy, sometimes not. There is a position readout on the dash.

The diesel mirrors its petrol brother's engine braking accessibility and effectiveness with the exception of not being able to grab first gear until a lower road speed due to a lower engine redline. Second is there at 80kph, also very useful. Up through the twisties, the stability control flickered a warning when it saw fit, too.

Decent low-speed throttle response gives both Jeeps good caravan park maneuverability. But the smallish door mirrors let it down when reversing or checking for van clearance. The long-travel rear suspension can bottom out if you hit sharper speed bumps.

The verdict
It's impossible to not be impressed by the almost towbar-bending brutality of the Jeeps' performances. Even with more tyre-burning muscle than anything else on test, the Hemi drank less than the Cruiser (27.7L/100km) and the 3.0CRD diesel sipped just 17.5L/100km, which is not only less than Disco, but Pajero and Prado as well. The Jeeps may tug the van like a snatch strap and use little fuel doing it, but the cabin accommodation affects the appeal for touring.

PETROL
Model: Jeep Grand Cherokee Limited
Engine: 5.7-litre V8
Output: 240kW at 5000rpm, 400Nm at 4000rpm
Gearbox: Five-speed automatic with +/- shift
Brakes: Four-wheel ventilated discs with ABS/EBD
Front suspension: Independent by upper and lower wishbone, coil springs
Steering: Rack and pinion
Rear suspension: Five-link live axle, coil springs
Tow capacity: 3500kg
Acceleration: 0-60kph: 7 seconds, 80-100kph: 8 seconds
Fuel capacity: 77L
Consumption on test: 27.7L/100km
Range*: 232km

DIESEL
Model: Jeep Grand Cherokee Limited CRD
Engine: 3.0-litre intercooled turbodiesel V6
Output: 160kW at 4000rpm, 510Nm at 1600-2800rpm
Gearbox: Five-speed automatic with +/- shift
Brakes: Four-wheel ventilated discs with ABS/EBD
Front suspension: Independent by upper and lower wishbone, coil springs
Steering: Rack and pinion
Rear suspension: Five-link live axle, coil springs
Tow capacity: 3500kg
Acceleration: 0-60kph: 7.5 seconds, 80-100kph: 8 seconds.
Fuel capacity: 77L
Consumption on test: 17.5L/100km
Range*: 389km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

TOYOTA LANDCRUISER SAHARA 4.2 TD
TOYOTA LANDCRUISER SAHARA GXL 4.7 V8

The package
The legendary Cruiser needs little introduction; a eight-seat wagon riding on a separate chassis with all but base models employing an independent front suspension (by torsion bars) and a coil-sprung five-link live-axle rear end. There's a 4.2-litre diesel manual available in base and GXL specs, but our interest is in the 4.7-litre iron-blocked V8 delivering 170kW and 410Nm and the intercooled turbodiesel with 150kW and 430Nm. Both use basic (non-electronic) full-time 4WD, rear LSD and a driver-selectable centre diff lock behind a five-speed automatic transmission. The Sahara adds traction/stability control to the GXL's specs and dumps the rear LSD.

Thanks to its size and a long international history of being most things to most people, the Cruiser offers an ergonomically correct seat with plenty of foot well room and adjustment for height and steering wheel. There's good storage in the cabin for maps and muck too - in particular, the centre console bin is huge (it's a fridge/drinks cooler in the Sahara).

The tailgate uses a lift-up top section and drop-down gate. The towbar is a formidable square-section that bolts to, across and under the chassis' rear-most crossmember with 10 retaining bolts. It doesn't impinge on departure angle much and the wiring is up out of the way. Toyota rates the LandCruiser to tow up to 3500kg.

The performance
Being the first vehicles tested, the two Cruisers - a petrol mid-spec GXL and a top-line diesel Sahara - became benchmarks. Nothing wrong with that - the big Cruisers are revered as tow tractors. Both offer a creamy smooth ride and steering when unladen which firms up with a load on, with the dual-axle van moving the rear of the petrol Cruiser around just a little.

The Sahara's suspension features adjustable dampers that, on the softest setting, gives a smoother ride without expected wallowing or lack of control. In that regard it was better than the conventionally-damped GXL - possibly, the extra compliance filters out some of the body-joggling that could be felt in the GXL. The ride height was left in N (rather than H or L) for the test. On bumpier bitumen, the Sport setting transmitted more noise into the cabin, without making one iota of difference to the feel of the rig.

The weight of the petrol Cruiser, a two-tonne van and the engine's revvy nature (max torque arrives at a high-ish 3400rpm) requires an early downchange, something the gearbox is ready and willing to do without letting its master struggle. But the 'hill sniffer' box often hunts between 4th and 5th on gently undulating terrain, requiring a shift to 4th to eliminate the annoyance. The shift lever (same in both models) is terrific - a flick sideways finds 4th, and a curl of the fingers gets you into 3rd - all without lifting an elbow.

Under full throttle, the petrol V8 sends a mellow bellow through the firewall and drags the Cruiser to 60kph in just over 9 seconds, and from 80 to 100 in a little less than 12. With the cruise on, from 100kph the petrol Cruiser maintained 95kph up our freeway test hill with two downchanges.

With more torque arriving 2000rpm earlier, the diesel is happier to climb into and stay in top gear - the reduced hunting compared to its petrol brother means there's less need to manually select 4 to banish the powertrain's indecision. It also drops more speed - and therefore hard-won momentum - on a steady throttle on hills before changing back a gear. But flex the ankle and it maintains its speed almost as easily as the petrol and, as the stopwatch shows, isn't much slower to accelerate when pressured from a standing start or overtaking. The 100kph uphill exercise saw the diesel Cruiser drop to just over 85kph, dropping two gears, too and overall, the diesel is happier when under the command of cruise control.

The diesel's thrum through the firewall is a little more obvious while working toward a 10.5 and 14.5 for the 60, and 80 to 100 sprints. Overall, interior noise is pleasantly subdued in both, even on truck-rippled or broken bitumen and sharp-edged bumps.

Engine braking at higher speeds from the petrol engine is lacklustre, but useful at lower speeds with the lever slotted back to 2. The diesel engine scrubs off decent speed from 100kph even when running downhill.

For its size, there's an impressively tight turning circle, too, and absolutely no concerns with low-speed maneuverability with a van on the rear. There's a pair of nice big mirrors - although the driver's side is a wide-angle that is initially disconcerting - that allows vision of the full height of the caravan.

As the petrol Cruiser was the first car driven, it was used to 'dial-in' the caravan brake settings for the remainder of the test but I couldn't help feeling the brakes were just a little wooden. The diesel Sahara's brakes - driven straight after the petrol GXL - felt grabbier and more responsive. Simulated emergency braking - sudden, full-force of the pedal - from 80kph didn't seem to engage the ABS in either model, demonstrating the excellent braking effort and grip available on dry bitumen.

The verdict
With height, size and weight on its side, the Toyota is a long-time favourite among caravan tourers, large boat owners and equestrian enthusiasts. Full-time 4WD means no-nonsense traction on wet grass and slippery boat ramps. The Sahara's adjustable suspension is superfluous (so a GXL will do) and even with its 140-litre fuel capacity, for anything more ambitious than short weekends up the coast, the diesel is the pick of the pair for both its fuss-free nature, lugging ability and economy.

PETROL
Model: Toyota LandCruiser GXL 4.7-litre V8
Engine: 4.7-litre DOHC V8
Output: 170kW at 4800rpm, 410Nm at 3400rpm
Gearbox: Five-speed automatic
Brakes: Four-wheel ventilated discs with ABS
Front suspension: Independent by upper and lower wishbones and torsion bars
Steering: Rack and pinion
Rear suspension: Five-link live axle, coil springs
Tow capacity: 3500kg
Acceleration: 0-60kph: 9.2 seconds, 80-100kph: 11.8 seconds
Fuel capacity: 141 litres
Consumption on test: 28.6 litres/100km
Range: *443km

DIESEL
Model: Toyota LandCruiser Sahara 4.2 TD
Engine: 4.2-litre intercooled turbodiesel
Output: 150kW at 3400rpm. 430Nm at 1400-3200rpm
Gearbox: Five-speed automatic
Brakes: Four wheel ventilated discs with ABS, EBD and BA. Traction and stability control
Front suspension: Independent by upper and lower wishbones and torsion bars
Steering: Rack and pinion
Rear suspension: Five-link live axle, coil springs, adjustable dampers
Tow capacity: 3500kg
Acceleration: 0-60kph: 10.5 seconds, 80-100kph: 14.6 seconds
Fuel capacity: 141 litres
Consumption on test: 18.2 litres/100km
Range*: 724km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

MITSUBISHI PAJERO EXCEED DiD

The package
Pajero has been a favourite since kick-starting the family seven-seater 4WD market in the 1980s. The current series stands alone with its design, using a monocoque body and independent suspension bolted to it at both ends for easy on-road handling, while rightfully staking claim as a 'real' dual-range 4WD.

Mitsubishi couldn't supply a 3.8-litre petrol Pajero, leaving the 3.2-litre 'DiD' diesel to show Pajero's prowess. It's a four-cylinder intercooled turbodiesel producing 121kW/3800rpm and 373Nm at a great-for-towing 2000rpm. The transmission is a five-speed auto with a +/- sports mode shifter and the Pajero can be run as a full-time 4WD.

All models of Pajero use Mitsubishi's 'all terrain technology' that provides top-line safety and ability of stability/traction/ABS without having to buy top-of-the-line. The test Pajero was the top-line Exceed that adds extra bling to the sensible basic specifications.

Up front, driver and passenger are treated to a Territory-height seating position on seats that - on leather - allowed my narrow bum to slip around. The middle row while wide, is knees-up for adults. With an externally mounted spare, the rear-most seating folds flat under an impressively low floor.

The tow package is reasonably unobtrusive under the bumper and spreads the load into the side chassis rails using eight bolts. The plug is also neat and easy to reach, mounted like most on a bracket adjacent to the hitch. The bar degrades departure a minor amount.

Mitsubishi rates the Pajero at 2500kg. It recommends a load distribution hitch above 1350kg to rig the IRS within 5mm of unladen ride height to prevent rear inner-edge tyre wear. Like Ford for its Territory, Mitsubishi supplies information about reducing the Pajero's payload/drawbar load when approaching maximum mass. The deep gate-type tailgate swings very close to the trailer hitch and may foul on uneven ground. Something to consider.

The performance
The diesel Pajero pulled the two tonnes easily from the steep hillclimb - in fact it spun the tyres when in 2WD - and feels bright and sprightly when towing at urban speeds. At odds with that, the Pajero's steering feels like a mouse wheel, requiring lots of lock. But get used to it, and you notice it is geared direct around centre and frees up away from centre for parking or man-handling vans.

I soon discovered that fueling it is a pain, with the filler routinely belching fuel on the operator. Squeezing in the last few litres (something many tourers do) takes minutes. There's no internal drain hole within the body aperture so as well as down your shirt, the spat diesel runs down the side of the car to attract dust. It's not the only one - just the worst by a country mile.

As its around-town feel suggests, the Pajero is an enthusiastic accelerator with zero-to-60 kays taking 10 seconds and the 80-100 run completed in 13 secs. It almost manages the overtaking sprint in one gear, too, with a change coming at about 98kph.

The ride is mid-way between the Pathy's punching firmness and the Territory's compliance but with higher engine and interior noise levels - although quieter than past Pajero models. There's a hint of squirm from the rear end when towing and like some others, the Pajero appreciated having its hitch fine-tuned. Happily level, the squirm was reduced but the lower ball and tighter chains highlighted the noddy nose, an up and down movement - only an inch or two - further accentuated by coarse concrete sections of the Sydney/Newcastle freeway. Some cross winds - not actually ordered for this test - highlighted the Pajero's general security.

Another blemish on the Pajero's report card; the cruise control cut out when asked to work hard. The uphill tug test was thwarted by traffic but the Pajero, while not in the same league as the diesel Disco or any of the petrols, showed it was able to pack on some speed from 80kph.

The brakes required a fair shove but worked well. The engine braking is usefully effective and accessible with 1st gear available manually - via the enormous shift handle - at up to 40kays. Like the Territory, the Pajero knows when it is going downhill and will pull itself back a gear to assist initial engine braking.

Trundling around the caravan park didn't highlight any outstanding strengths or weaknesses beyond good-sized mirrors that allowed viewing to the top of the van with little more than a crane of the neck.

The verdict
By the seat of the pants, the stopwatch and fuel bowser - 18.64 litres/100km on test - the Pajero does a good, tradesman-like job at towing with some nose bob being the only annoyance trait onroad. The too-close-for-comfort tailgate, possible tyre wear concerns when not loaded optimally and the frustrating fuel filler splutter are other traits for long-term tourers to look out for.

DIESEL
Model: Mitsubishi Pajero Exceed DiD
Engine: 3.2-litre four-cylinder intercooled turbodiesel
Output: 121kW/3800rpm; 373Nm/2000rpm
Gearbox: Five-speed automatic with +/- sports shift
Brakes: Four-wheel discs, ventilated front, with ABS/EBD
Front suspension: Independent by upper and lower wishbones and coil springs
Steering: Rack and pinion
Rear suspension: Independent by multi-links and coil springs
Tow capacity: 2500kg
Acceleration: 0-60kph: 10 seconds, 80-100kph: 13 seconds
Fuel capacity: 90 litres.
Consumption on test: 18.6 litres per 100km
Range*: 432km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

SSANGYONG REXTON

The package
The SsangYong Rexton is a seven-seater that is a tad smaller than Prado/Pajero/Terracan but with plenty of equipment for the money. Under the contemporary exterior is an appealing and high-quality cabin detailed in woodgrain and alloy-look plastic. Seating (electric adjust) is soft-edged but the deep side bolsters hold you in place. Drink holders in doors, good foot room, classic white-on-black clear instruments - supplemented with clear LCD readouts for odo and gearshift - round out the basics well.

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With good shape and comfort, the mid-rear seat is one of the best in the business with three-point seatbelts for all three passengers and generous knee, foot and headroom. It's split 2/1 and flips forward for luggage and to allow entry to the third rear seat. Up the back is a flat cushion but there's enough room for shorter adults (not just kids) with some room remaining behind for luggage.

Equipment stretches to climate control, heated front seats, front and side airbags, high-mounted tweeters for the sound system, auto-dimming interior mirror and night-light vanity mirrors. The tailgate lifts, with a glass hatch. Behind the third row seats is a lidded storage bin deep enough for the hitch and other gear.

Powering the test Rexton Xdi 2700 is a 2.7-litre five-cylinder intercooled turbodiesel with 121kW at 4000rpm and 340Nm at 2400rpm. Behind it is a five-speed tip-shift auto with a torque-on-demand 4WD system with pushbutton select for 4WD low. There are two buttons - one must be pressed to engage 4WD Low, the other pressed to disengage it. It runs a separate chassis with an independent coilsprung front end and coil-sprung live-axle rear. Unfortunately, SsangYong couldn't supply the 3.2-litre 162kW/312Nm six-cylinder Rexton.

SsangYong rates the Rexton to tow 2270kg. The Rexton's tow bar is mounted low under the rear bumper due to the short overhang and under-slung spare wheel. It spreads its load 300mm into the rear of the chassis rails with three bolts each side but disrupts the Rexton's departure angle. The plug is mounted on a bracket adjacent to the hitch.

The performance
The Rexton made a bad start by displaying significant roll-back - almost a car length - on the hill start, a sign of a less-then-ideal relationship between the engine's torque production/boost and transmission calibration. Then, just as the Rexton began moving forward, the rear axle began shimmying/tramping.

On the move, the steering is smooth and super-light. In fact, it's so light that it's almost impossible to feel where the front wheels are, with negligible feel and self-centering ability. The low-geared steering must be babied back to centre after most corners making urban running something of a chore. 'Thooonk' - at 50kph the doors lock automatically.

Acceleration impresses with 0-60 arriving in 11sec (equivalent to the diesel Discovery) but like the diesel Pathfinder, it falls off the perch on the highway with 80-100 taking 18 seconds. From a 90kph start on the freeway uphill (traffic prevented 100kph) the Rexton was showing 80kph within seconds, flat to the boards (no cruise engaged). Rexton cruises happily on the flat, but as displayed by the gearbox readout and tacho, often looks for 4th. Manual shifting to 4th frees up a few more revs and response with the cruise off.

There are several engine/exhaust harmonics from the drivetrain including one at around 2800rpm where the engine spends a lot of time. It's annoying and takes the shine off what is an otherwise whisper-quiet cabin.

The speed-sensitive steering increases weight, but not feel, at freeway speeds and seems to catch at the dead ahead, letting go as a bit of lock is applied. This amplifies the 'jelly legs' feeling when changing lanes. On rougher roads the Rexton's suspension struggles to cope and the rather than masking the bumps, the dead-feeling steering bucks and kicks the driver's forearms.

The dash display shows not only selector position - as many do - but the actual gear the box is in, for example D with a little 2 beside it. In manual mode, the gear selected (eg 3) replaces the D. Engine braking is easily accessible with the +/- shifter, with 2nd accessible from 90kph and 1st at 50kph but it's not particularly strong at any speed. Under full-ABS emergency braking conditions the Rexton's tail wandered to the left a couple of degrees.

The Rexton has a tight turning circle, but weak off-idle torque needing time to twist through the auto makes maneuvering a two-tonne van at caravan-park speeds jerky.

The verdict
During this test, I met a happy long-term caravanner who couldn't say no to the Rexton's comfort and equipment levels. It's keenly priced, is high quality and looks good. But it's the calibration of the stuff underneath that really determines the competence of a tow vehicle and apart from good fuel consumption of 17.5L/100km, Rexton's soggy suspension, especially, prevents it approaching the level of competence of most of its competitors.

DIESEL
Model: Rexton Xdi 2700
Engine: 2.7-litre five-cylinder intercooled turbodiesel
Output: 121kW at 4000; 340Nm at 2400rpm
Gearbox: Five-speed automatic with +/- shift
Brakes: Four wheel (vented front) discs with ABS and BA
Front suspension: Independent by upper and lower wishbones and coils
Steering: Rack and pinion
Rear suspension: Five-link live axle, coil springs
Tow capacity: 2270kg
Acceleration: 0-60kph: 11 seconds, 80-100kph: 18 seconds
Fuel capacity: 80 litres
Consumption on test: 17.5L/100km
Range*: 407km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

NISSAN PATROL ST 3.0 TURBODIESEL
NISSAN PATROL ST-L 4.8-LITRE PETROL

The package
The Patrol has a similar monolithic layout to the Cruiser: large wagon, separate chassis. The Patrol's suspension uses coil-sprung live axles front (three link) and rear (five link). For this test, power is from an in-line 4.8-litre six-cylinder (180kW at 4800rpm; 400Nm at 3600rpm) or intercooled 3.0-litre four-cylinder turbodiesel (118kW at 3600rpm; 354Nm at 2000rpm) with a five-speed auto with a +/- sports shift function behind the petrol engine. The diesel makes do with a four-speed 'box with an old-school overdrive disengage switch hidden under the T-handle's button and a selectable Power mode.

The driving position feels lower than the Cruiser, with a taller, more bluff dash surrounding driver and passenger. The footwell is large enough to allow a natural legs-splayed seating position and there's a left footrest. In general, accommodation is roomy and comfortable for adults.

The towbar is stout and high enough to make little difference to the Patrol's departure angle. Although not as much as the Cruiser's 140 litres, the Patrol has a useful 125 litres of fuel capacity. The tailgate is a barn-door with the right door holding the externally-mounted spare. Nissan rates the Patrol to 3500kg and sensibly has guidelines for reducing towball download (from 350kg) when approaching maximum vehicle payload.

The performance
Straight after the Cruisers, the Nissan Patrols - a ST diesel and a leather-trimmed ST-L petrol - felt rougher around the edges. The petrol engine is Jimmy Barnes gruff, the steering is heavier and there's a definite live-axle shimmy above 60kph that is in stark contrast to the creamy and well-isolated steering of the Cruisers.

The urban hill start was no problem for the petrol ST-L - as you would expect with 4800 cubes doing the work - but it lifts and twists the body noticeably as the Newton metres begin to do their thing through just the rear wheels rather than all four.

It feels lazier than the Toyota petrol off the line, but the Nissan six really boogies from 3500rpm. The Patrol hits 60 in around 10.5 seconds and drags the van from 80 to 100kph in 14.5 seconds, both splits a little slower than the Cruiser despite very similar outputs. The freeway hillclimb (cruise on) saw the speed drop to 90kph from 100 - back two gears - by the steepest section of the hill.

But despite the stopwatch and its top-endy power, the way the big petrol six spreads out its grunt somehow gives the driver more confidence than in the V8 Cruiser when the pedal is rolled on. One situation on the freeway saw me making a split-second decision to dive for the overtaking lane to keep momentum up and with the grunt under the right foot, I certainly didn't feel the need to apologise to other road users.

On the freeway flats, the petrol's gearbox holds onto top gear with far more authority than the V8 Cruiser and there's effective engine braking available almost instantly from the +/- shifter. There's a noticeable gap between third and second though, which makes engine braking thrashy and no doubt adds to the Patrol's 80-100 time. The brake pedal has a good feel and consistent retardation compared to pedal input.

The big six impresses; the 3.0-litre diesel is a different story. First impressions are good with the torque convertor letting the engine into boost at 2000rpm for almost instant movement on steep inclines. But in general urban running, it's the most leisurely away from stop signs and out of street corners and as speeds rise, the diesel Patrol falls further and further behind, taking around 15 seconds to get to 60. The 80-100 run used a lot of road and around 20 seconds, with one run netting a 33 second result when we ran beyond the end of our usual test section and had to accelerate up a very slight incline - this thing doesn't like hills.

Even with a flat right foot, the Nissan diesel reached just 85kph by the start of the run-from-100 uphill exercise. On the flat, the box seemed to work without dither but later I noticed it spends most of its time in 3rd and wasn't smart enough to downchange past 3rd on the freeway uphill. Manual selection of 2nd and a forced wide-open throttle was necessary to stop virtual stalling. Switching the OD to 'off' on hills resulted in a confusing response - a drop in revs - and all up, the diesel struggled to hold 60kph where others held 85 or greater. I didn't bother playing with Power mode.

The diesel's engine braking was good when manually locked into 2nd, but there isn't the easy accessibility of the petrol's +/- shifter. Brakes, like the petrol ST-L's, are excellent but there's no ABS in ST trim and with the caravan's braking bearing down on the towbar and lifting the nose, the fronts locked prematurely. Possibly, more 'chain' on the hitch would reduce this.

Where the Toyotas wag their tails behind a stable nose, the Nissans tended to nod. They felt less nervous during small changes in direction such as when changing lanes but the steering kicks and squirms on ripply bitumen. The seat-of-the-pants ride for passengers is less niggly in the Nissans on all types of bitumen, but the body moves around more, with a noisier cabin: the rear seats rattle, there's a boom through the body on bumps and controls such as the gear shifter clink rather than slink. Overall, it feels more industrial.

With heavier steering and a seemingly wider turning circle, the caravan park maneuverability is not as easy as the Cruiser, either. The diesel's throttle response sometimes results in jerky movements against the mass of the caravan. The slightly smaller rear-view mirrors don't allow the same scope of vision of the Cruisers' when tippy-towing (!) a caravan past trees or into servos.

The verdict
The Patrol 4.8-litre petrol is a willing worker and is demonstrably better - and more economical - than the Cruiser's V8, but it's installed in a chassis and body that lacks the Cruiser's class. Even though towing isn't a race, the 3.0-litre diesel is annoyingly slow (even 1500kg under its maximum) and spent more time flat to the boards yet 10 kays below the limit than anything else on test, and used more cooking oil doing it. That may be acceptable to travellers with time on their hands, but kills appeal for people who need to haul horses, racecars or ski boats long distances for weekend events with a minimum of fuss.

PETROL
Model: Nissan Patrol ST-L 4.8
Engine: 4.8-litre in-line six
Output: 180kW at 4800rpm; 400Nm at 3600rpm
Gearbox: Five-speed auto with +/- shift
Brakes: Four wheel ventilated discs, ABS
Front suspension: Three-link live axle with coil springs
Steering: Recirculating ball
Rear suspension: Five-link live axle, coil springs
Tow capacity: 3500kg
Acceleration with 2000kg: 0-60kph: 10.5 seconds, 80-100kph: 14.5 seconds
Fuel capacity: 125 litres
Consumption on test: 26.7 litres/100km
Range*: 418km

DIESEL
Model: Patrol ST
Engine: 3.0-litre four-cylinder intercooled turbodiesel
Output: 118kW at 3600rpm; 354Nm (auto) at 2000rpm
Gearbox: Four speed automatic with OD lockout and 'Power' mode
Brakes: Four-wheel vented discs
Front suspension: Three-link live axle with coil springs
Steering: recirculating ball
Rear suspension: Five-link live axle with coil springs
Tow capacity: 3500kg
Acceleration: 0-60kph: 15 seconds, 80-100kph: 19 seconds
Fuel capacity: 125 litres
Consumption on test: 19.0 litres/100km
Range*: 607km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

NISSAN PATHFINDER Ti PETROL
NISSAN PATHFINDER DIESEL

The package
Nissan's Pathfinder seats seven over a separate chassis with coil-sprung multi-link IRS and coils, double wishbones, and rack and pinion steering under the front. The Pathy's petrol V6 delivers a whopping 198kW at 5600rpm and 385Nm at a high-ish 4000rpm. The four-cylinder intercooled turbodiesel, too, is a DOHC four-valver, but smaller than many with 2.5-litres producing 128kW at 4000rpm and 403Nm at 2000rpm. Both engines are available with six-speed manual or as tested, five-speed autos. Nissan's all-mode 4WD system allows 2WD, 4WD or 4WD low to be selected from a dash knob. The brawn is backed up with traction-control brains.

Under the soft cloth, the Pathfinder's seats are surprisingly firm - almost hard. The high-set wheel is adjustable for height and with the clear instruments (that pass the headlights-on-with-sunnies-on test) gives comfort and control.

The centre rear seat offers roomy, comfortable but knees-up seating with access to the rear is through the 1,1,1 flip centre row. The headrests tuck down out of the way for good rear vision and the centre and rear seats fold flat to present a low, long plastic-floored load area in front of a lift-up tailgate with separate glass. The left front seat back can be flipped forward to allow long items to be carried in the cabin. It also makes a handy 'shelf' for maps or lappies. There are a few wobbles in the fit and finish but plenty of cabin storage - including under-floor lockers - and tie downs for long-term tourers.

The Pathy's very wide B pillars make over-shoulder vision difficult. The door mirrors are on the small side and dip when in reverse, which is, of course, rather frustrating when reversing a trailer down a ramp or van into a site.

Rather than take the load out to the chassis rails, the tow bar bolts to the centre of the chassis' rear crossmember. It encroaches on departure angle only slightly and doesn't require cutting of the plastics to install. Minor point; the plug's appearance could benefit from being mounted higher and closer to the body.

For something rated to 3000kg, the bar does not appear particularly substantial and its lever-arm design is such that it must resist significant twist under load, with a corresponding increase in the six retaining bolts' stress. I'll stand corrected, but I wouldn't want to snatch from this bar. Its rearward tilt meant the Hayman Reece hitch was set up with nothing left to compensate for vehicle loading via its adjustment cams. The Hayman Reece drawbar will need approx 20mm milled from it as it fouls on the spare tyre. By a stroke of luck (?) the petrol Pathy's tyre was flat which allowed installation of the hitch without having to remove it (as I did with the diesel). Just a note, the HR hitch also required the Nissan pin to mount through the double-thickness steel of the hitch socket. One bouquet in a list of brickbats: the headlights are adjustable from the dashboard. Excellent.

The performance
The Pathfinder's firm seats are matched by taut suspension that constantly moves the occupants in a cabin which doesn't have the hushed ambience of the Prado at lower speeds. Some people may eventually find it fatiguing. Towing, the nose is stable but the rear suspension moves around a little, especially on melted bitumen and rougher bits. It's not as well-controlled as the Territory (or Discos) despite having IRS.

A bit of gruffness finds its way through the V6's steering wheel at around 3000rpm when accelerating but it's worth it. Zero-to-60 arrives in 8.5 seconds and thanks to the V6's useful spread of torque, 80 to 100 comes in 8 seconds flat, time after time. There's a snappy response to kick-down and the engine approaches a hoarse 6000 when left to its own devices.

In stark contrast, the cruise control dropped out at 85kph (from 100) on the uphill test before the gearbox did anything more than unlock its torque converter. Manually hustled, the petrol engine easily had the rig back to 100kph.

The Pathfinder's 2.5 diesel wakes up just above 2000rpm. The 60kph sprint is dispatched in 11.5 seconds - not bad - but 80 to 100 took a monotonous 20 seconds. Full throttle upshifts in D occur early - just over 4000rpm from 1st to 2nd under a 5000rpm redline.

Up the hill, the diesel's cruise control kept 'into it' but speed dropped to 60 kays and 3000rpm despite 2000rpm and a couple of cogs remaining. With the cruise overridden with the right foot, those extra revs couldn't be accessed, even when using the +/- shifter. Lightly laden, around town, the Pathy diesel is a responsive and willing engine but like big brother Patrol 3.0TD, it has clearly given its best by the time you reach freeway speeds and conditions.

Like the petrol V6, the diesel's engine braking is useful when the shifter is used to click back a gear or two at lower speeds.

Hustling the V6 through the uphill twisties brought a touch of diagonal pitching through the corners. The stability control didn't kick in; the Ford's and especially the Land Rovers' seemed overly attentive; but that may be an advantage in wet conditions when things can go wrong quicker. The Pathy pulled up very quickly and with minimum pitching during the 80kph emergency stop but the brakes were dusty with visibly darkened front wheels after each drive.

The verdict
Overall, the Pathfinder towed without concern. The roomy and versatile interior will find plenty of fans but noise levels are high and the seats firm. The petrol V6 delivers strong performance for weekend work but when compared to Prado and Jeep, is thirsty. Similarly, the diesel struggles with the workload and consumes more than the far more powerful Jeep and Discovery.

PETROL
Model: Nissan Pathfinder Ti 4.0
Engine: 4.0-litre V6 petrol
Output: 198kW at 5600rpm; 385Nm at 4000rpm
Gearbox: Five-speed automatic with +/- sports shift
Brakes: Four-wheel vented discs with ABS/EBD/BA
Front suspension: Upper and lower wishbones, coils
Steering: Rack and pinion
Rear suspension: Multi-link independent with coils
Tow capacity: 3000kg
Acceleration: 0-60kph: 8.5 seconds, 80-100kph: 8 seconds
Fuel capacity: 80L
Consumption on test: 26.1L/100km
Range*: 256km

DIESEL
Model: Pathfinder TD
Engine: 2.5-litre four cylinder intercooled turbodiesel
Output: 128kW at 4000rpm; 403Nm at 2000rpm
Gearbox: Five-speed automatic with +/- sports shift
Brakes: Four-wheel vented discs with ABS/EBD/BA
Front suspension: Upper and lower wishbones, coils
Steering: Rack and pinion
Rear suspension: Multi-link independent with coils
Tow capacity: 3000kg
Acceleration: 0-60kph: 11.5 seconds, 80-100kph: 20 seconds
Fuel capacity: 80L
Consumption on test: 20.4L/100km
Range*: 342km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

HYUNDAI TERRACAN V6 PETROL
HYUNDAI TERRACAN HIGHLANDER CRDi

The package
The Hyundai Terracan is a simple, budget-friendly and commodious five/seven seat wagon that is loosely based on an early Pajero. There are significant changes - the spare tyre and fuel tanks are in different positions, the rear suspension is a nicer five-link (rather than the old Pajero's three-link) and the tailgate lifts rather than swings.

Terracan is available with petrol or diesel. The petrol is a quad-cam 3.5-litre V6 with 145kW at 5500rpm and 302Nm of torque at 4000rpm. The diesel is a 2.9-litre intercooled unit with 120kW at 3800rpm and a decent 345Nm at 1750-3000rpm. Transmissions are either five-speed manual or a conventional four-speed auto. A console-mounted knob controls the part-time 4WD system for 2H, 4H or 4L, with the up-spec Highlander offering a full-time system as part of its extra bling.

Access and seating is easy and middle-of-the-road comfortable with an adjustable wheel and seat and no shortage of usable room. The instruments are hard to see with the headlights on during the daytime, and with pale orange numerals on a white background, they are not much better at night. The cruise control master switch is a long-arms stretch, too.

The mid-rear seat is high and roomy but the overall design shows its age with little sister missing out on a proper centre seatbelt. The third-row seats fold sideways, old-style, but are easily unbolted for long-term tourers who need extra luggage room.

Hyundai rates the Terracan for 2500kg with up to five passengers and 2000kg loaded. Simple. The only other suggestion is for 100kph max when towing. The tow bar is a serious looking bit of gear bolted with six bolts to the rear of the chassis rails. It encroaches a little on departure angle but protects the plastic rear bumper.

Hyundai markets an optional dealer-fit 'Trek 'n Tow' suspension package that includes taller and stiffer rear springs, new rear bump-stops and four new dampers. Trek 'n Tow was fitted to the entry-level petrol and the diesel Highlander test vehicles.

The performance
The Hyundai's V6 power comes on strong, with no dramas hauling the two tonne Jayco up a driveway. Once underway, the Terracan's bouncy suspension and bouncy steering best approximated what it must be like to ride inside a big inflatable Coca-Cola beach ball.

It squirmed and bobbed around and seemed to be moving four ways at once at the rear, while the nose bobbed up and down. It takes some getting used to, being quite nervous and requiring a steady hand to dart from lane to lane due to the tail swinging the opposite way to steering input, even at slow speeds. The suspension bushes, tyres and spring and damper compliance all seems to add up to allow considerable lateral movement. The extra movement between the car and van is clearly visible in the rear view mirror.

Rippled bitumen had the rear dancing too, almost as if the suspension wants to be doing exactly the opposite of what it required to do. It seemed to stiffen up when encountering bumps, and softens on the rebound, which pogoed the rear of the car. No other vehicle so far - nearly half the field - showed this behaviour.

The steering, too, has an unusual feel with a very heavy self-centering action that can make small adjustments to the steering a matter of fighting the 'sproing', a feeling like a huge rubber band dragging the steering back to its centre. It's not bad, per se, it's just unusual and takes getting used to.

The petrol's zero-60 sprint is run in 10 seconds and 80-100 in a similarly efficient 11 seconds. With only four speeds, the gearbox does both sprints in just one gear, with changes occurring right on 60 and 100. The engine is a bit thrashy when being worked hard - say, above 4000rpm - but not as busy as the Pathy's.

Even with the OD left on, the gearbox does a sound, tradesman-like job of holding top gear without too many downchanges but like many of the petrol-powered cars here, the twin-cam Terracan driveline is happier at 110kph, with less hunting for an appropriate ratio. Locking out OD helps, of course, by settling the car in either 4th 'loose' or 3rd gear for less hunting.

The Terracan dropped less than 10 kays an hour when climbing the Ourimbah hill - an impressive result - and on the flat the cruise does a good job of maintaining speed. With good lugging under load and decent acceleration, the budget-priced Terracan really isn't left wanting for get-outta-the-way performance.

The diesel's sprints weren't undertaken - I forgot the stopwatch - but 80-100 takes around 13 seconds using the 'one-banana-two-banana' method. The uphill drag race saw the Hyundai drop a needle's width under 90 kays from the 100 start speed with the cruise on - and impressive result not only for the reasonable grunt available but for the behaviour of the gearbox and the cruise control.

Braking is excellent - less pedal effort than Pajero, for instance - although they certainly aren't in the same league as the Disco or Territory for retardation or feel. With that bouncy long-travel suspension, there's significant pitching, too. The engine braking is on the weak side with the OD lockout button being the first step for the driver. Choosing 2nd gear gets a response below 100 kays but once again, the braking available does not seem strong. First gear in both can be had at just above 40kph.

The verdict
In theory, Hyundai is on the right track with its Trek 'n Tow package - but I regret to say, the result doesn't allow the immediate towing confidence of most other vehicles here. The petrol engine, while strong, is thirsty, devouring 27L/100km. That's more than the Pathy, despite 25 percent less grunt. The Terracan diesel is good on fuel (17L/100 kays for this test), does a no-nonsense job (apart from suspension) and is keenly priced for long-term tourers on a budget.

PETROL
Model: Hyundai Terracan V6
Engine: 3.5-litre V6
Output: 145kW at 5500rpm with 302Nm of torque at 4000rpm
Gearbox: Four-speed automatic with overdrive lockout
Brakes: Four-wheel ventilated discs with ABS and EBD
Front suspension: Independent via upper and lower wishbones and torsion bars
Steering: Recirculating ball
Rear suspension: Live axle, five-link with coil springs
Tow capacity: 2500kg
Acceleration: 0-60kph: 10 seconds, 80-100kph: 11 seconds
Fuel capacity: 75 litres
Consumption on test: 27L/100km
Range*: 227km

DIESEL
Model: Hyundai Terracan Highlander CRDi
Engine: 2.9-litre four-cylinder turbocharged and intercooled diesel
Output: 120kW at 3800rpm and 345Nm at 1750-3000rpm
Gearbox: Four-speed automatic with overdrive lockout
Brakes: Four-wheel ventilated discs with ABS and EBD
Front suspension: Independent via upper and lower wishbones and torsion bars
Steering: Recirculating ball
Rear suspension: Live axle, five-link with coil springs
Tow capacity: 2500kg
Acceleration: 0-60kph: N/A, 80-100kph: N/A - estimate 13 seconds
Fuel capacity: 75 litres
Consumption on test: 17L/100km
Range*: 391km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

FORD TERRITORY TX

The package
Ford's Aussie-made Territory has been selling really well since its launch just over two years ago. Based on a heavily-modified Falcon sedan floor and running gear, the unitary construction five/seven seat Territory AWD uses the Falcon's 4.0-litre DOHC, variable cammed in-line six, with an output of 190kW at 5250rpm and 383Nm at a low 2500rpm. Behind it is a sixspeed ZF gearbox. However, the Territory is a single-range rough-roader, not a dual-range offroader and is also available as a 2WD.

You sit a little lower in the Territory than most of the 'real' 4WDs but there's still excellent vision and when you live with it a while, you realise it's easier to get in and out of on a day-to-day basis. Once inside, the seats are cosseting and with electric seat height, reach-and-rake adjustable steering and adjustable pedal set - yes, you read that right - the Territory will make any bum comfy.

Ford's instruments are also no-fuss and a scan around the cabin reveals plenty of storage areas, beginning with a big glovebox and centre console and large, elastic-sided drink holders in each door. The middle row of seats sits slightly higher then the fronts for comfort and good vision and has a proper centre seatbelt. It splits, folds and flops to form a flat, long load area in front of a lift-up tailgate with separate glass. The interior is laid out well but dash and door trim surfaces are hard, unyielding plastic.

The Territory's towbar runs second only to the Discovery for its design integration. It pokes out unobtrusively from the rear bumper. Beside it, the power plug, a pimple on the arse of many, is almost invisible.

Ford rates the Territory to 2300kg with its top-level factory tow package that includes a fixed-height load-distributing hitch, the only OE one on test. Ford recommends towing in the gearbox's Performance mode. In the owners manual, Ford tables a sensible sliding scale of reduction in ball-loads when the vehicle is heavily loaded with passengers and luggage.

The performance
Territory may weigh two tonnes, but there's an overall feeling of lightness and athleticism after driving the biggies. Even laden close to its max, it's a stable, serene cruiser with a smooth ride tending toward firm and no discernible bob of nose or tail. The load distribution hitch is a good match for the car.

Zero to 60 takes just 8 seconds, with a hint of wheelspin. Floor it at a steady 80 kays, and the Territory drops back almost a fistful of gears with the engine working hard, quickly. Full-throttle upshifts occur at just under 6000rpm with the free-revving engine continuing to make decent power 600rpm past its peak. Just on 8.5 seconds later, 100 kays blurs by.

In Performance mode, the engine lopes along just below its torque peak, hence the Territory is happy to lug rather than fuss too much with downchanges. In this regard, it uses its torque well, and overall works even better than the Discovery. The throttle is sensitive to the rate of movement, as well as distance.

The Territory held 100 kays - give or take 2 or 3kph - up the Ourimbah hill. It did it easy, too, with a good 1500rpm up its sleeve. When it does change gear - a little more assertively than most - it remains there.

At 100kph it's possible to manually shift the trans from 6th back to 2nd for engine braking that surpasses even the Discovery (until the Territory was driven, the best so far). At that speed, the engine is spinning close to redline, but it demonstrates the ability of the engine/trans combo (and the confidence of the calibration engineers) to give its best. At lower speeds, the retardation is such that it is almost possible to disregard the brake pedal. First gear can be selected at close to 50 kays - thrashy, yes, but effective - to give unmatched control on typically twisty mountainous downhills.

The low speed handling is excellent, with a tight turning circle. The load distribution hitch bars are mounted lower on this combination compared to the larger, chassised 4WDs and will graunch the ground more easily over speedbumps. The mirrors are best described as class average, not A+ like the Cruiser's.

The verdict
Ford Australia obviously put considerable effort into ensuring the Territory could tow with confidence. On all types of bitumen, it handled the 2000kg van without issue and excelled in the acceleration, braking and engine braking exercises. And it used less petrol than others while doing it, making the most of its small-ish 75-litre tank. This is quite simply an outstanding tow car.

PETROL
Model: Ford Territory TX
Engine: 4.0-litre in-line six cylinder petrol
Output: 190kW at 5250rpm; 383Nm 2500rpm
Gearbox: Six-speed auto with +/- shift and performance mode
Brakes: Ventilated four wheel discs with ABS, EBD and BA
Front suspension: Upper wishbone, lower virtual pivot wishbone with coil springs
Steering: Rack and pinion
Rear suspension: Independent double wishbone with trailing link, coil springs
Tow capacity: 2300kg
Acceleration: 0-60kph: 8 seconds, 80-100kph: 8.5 seconds
Fuel capacity: 75 litres
Consumption on test: 24.3 litres/100km
Range: * 258km

*Range estimate based on fuel tank capacity, on test consumption figure and a 50km safety margin.

 

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