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Vehicle Tests > 2007 4WD of the Year
2007 4WD of the Year
Issue: March 2008
7th (209 points)
Hummer H3 Adventure
Background
The H3 is the third model to carry the Hummer nameplate and is often called the 'baby Hummer'. It follows in the wheel tracks of the H1, a civilian version of the original military Hummer, and the H2, built on a Chevrolet Tahoe/GMC Yukon platform and designed to answer criticisms that the H1 was too compromised by its military origins. The H3 is considerably smaller than either the H1 or the H2 and shares some of its core platform design with the Holden Rodeo. Sold in Australia as part of the GM Premium Brands group, the H3 is offered in three models, H3, H3 Adventure and H3 Luxury. Of the three, we short-listed the H3 Adventure as it has extra deep low-range gearing (4.03:1 v 2.64:1), a standard rear locking diff, and extra under body protection.
Set-piece hill climb/test track
Our set-piece hill climb has deep wheel ruts and strategically placed holes designed to test wheel travel and traction. On first attempt the Hummer stops, not through lack of traction but by bellying out on the rails that protect the transfer case. On second attempt, and with a little more momentum, the Hummer clears the climb but not without some fuss. At the top of the climb where you need to make a sharp U-turn amongst trees, the Hummer's poor vision works against it. No problems on the descent however as the deep low-range gearing provides reassuring engine braking. Likewise the Hummer completes the set-piece loop without problems - save for dragging a mud-flap or two.
Trail Drive/Offroad
The Hummer's relatively poor vision also doesn't win it too many friends over three days of trail and offroad driving. We also find the disconcerting noise that emanates from the transmission when low-range is selected particularly annoying. Despite these criticisms, the Hummer proves easy to drive on the trails. At low speeds the engine has the sort of flexibility that a naturally aspirated diesel would be proud of, and the ride quality, especially at the front, is comfortingly supple. Moreover, with its good rear wheel travel, standard electronic traction control, rear locker (if required) and deep low range gearing, the Hummer feels like it could go just about anywhere, provided you don't hang up the underside.
Touring
For an engine that works so well offroad, the Hummer's 3.7-litre inline five is a real disappointment onroad. It claims 180kW but you would be hard pressed to find a more miserable 180kW anywhere this side of a dodgy hot-up shop. If the spec sheet claimed a maximum of 120kW you'd believe it. Still, the Hummer's a pleasant enough place to while away the kays if you're not in a hurry, or faced with too many hills. Most surprising is its general refinement and noise suppression and the quality of the bump absorption; even monster potholes on unsealed roads are dismissed with an arrogance that belies its basic torsion-bar front suspension. The downside of its soft front end is a tendency to 'float' at higher road speeds.
Sand
Luckily the sand's not too soft at Stockton beach for the Hummer feels like it could struggle if that was the case. As it is, it copes well enough but it's certainly no fun machine, as it requires lots of throttle and high engine speeds to keep the momentum up. Low range is far too low to be useful, so high-range first and second is the way to go. High-range third is possible but watch that the engine doesn't bog down, as the change from third back to second isn't lightning fast.
Inside
Comfortable, leather-clad seats with electric adjust are positives, not so the lack of a driver's footrest and the closed-in feeling of the cabin. The rear seat isn't the most comfortable either, as it's too close to the floor, too tight for three adults, and there's no headrest for the centre passenger. Small cargo area as well.
Incidentals
For reasons that escape us, the Hummer's maximum tow capacity is a miniscule 1360kg and the payload is only a shag over an equally poor 400kg. We also don't like the fact that the rear door opens the wrong way for Australia, or the key operated fuel cap. And, we aren't so sure about those monster recovery points. They look tough but the fact the bolts that hold them are in tension, not shear, isn't too reassuring.
Summary
In many ways, the Hummer doesn't deserve to finish in seventh place in this contest. Right out of the showroom it's trail capable, it's also surprisingly refined, feels well built and rides well on crook roads. However it's (badly) let down by the poor onroad performance of the engine while its ordinary payload and towing capacity make it more of a pretender then a real contender.
SPECS
Base price: $57,990
Price as tested: $57,990 + on-road costs
Engine: 3.7-litre inline five-cylinder petrol
Gearbox: Five-speed manual
4WD System: Full-time
Low Range: Yes
Claimed max power: 180kW @ 5600rpm
Claimed max torque: 328Nm @ 4600rpm
Weight: 2245kg
Average fuel consumption on test*: 19.4 litres/100km
Fuel tank capacity: 87 litres
Touring range**: 398km
*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: Offroad ability, surprising refinement, ride quality
WORST POINTS: Onroad power, towing capacity
6th (214 points)
Land Rover Defender 110
Background
We call the Defender the grandfather's axe of the 4WD world and in 2007 Land Rover decided to sharpen the old axe via a new engine and gearbox, a new heating, ventilation and air-conditioning (HVAC) system, and revised seating, among other detail changes.
The 2.4-litre four-cylinder engine is a Ford unit that produces claimed maximums of 90kW and 360Nm, with 315Nm or better available from 1500rpm to 2700rpm. Backing it is a new six-speed manual 'box with both a lower first gear and a taller top gear than the outgoing five-speeder.
Set-piece hill climb/test track
We expect the Defender to walk up the set-piece hill climb without raising a sweat but instead it struggles a little before the electronic traction control kicks in and helps it over the top. The standard sway bars obviously affect the wheel travel and we wonder if the 110, at least in this situation, wouldn't be better off without them. No clearance problems however with daylight-plus between the 110's underpinnings and the highest points of the track.
Once up over the top, the generous vision from the Defender's high and handsome driving position helps you to navigate through the trees but a turning circle only a smidge tighter than the Queen Mary with a damaged rudder means a difficult three-point turn rather than a simple U-turn.
Going down the other side, the 110's gravity-defying engine braking is a real bonus as is the all-round vision. The same low gearing and panoramic vision is a bonus on the set-piece loop as is the 110's clearance, the best of the seven 4WDOTY finalists.
Trail Drive
The first thing we notice about the 110 on the many and varied trails covered in the five+ days that make up 4WDOTY, is its harsh ride. A quick adjustment of the tyre pressures (which were set for heavy loads) soon has the Landie riding more sweetly though. Still, the ride is still on the firm side, a shortcoming exacerbated by the thinly padded seats. Again we wonder how much better the Defender would be in this situation without sway bars.
The 110 is also a noisy vehicle, both in terms of engine clatter and general NVH issues, and is not relaxing to drive on rough trails. Things aren't all bad however. The engine is flexible and torquey, the gearbox far more slick than its predecessor while the vision, massive clearance and general offroad ability means that you don't have to particularly worry about driving the right 'lines' - just point the thing in the general direction you want to go and let the vehicle do the rest. We also like the robust 235/85R16 light-truck tyres that look far more puncture resistant than the tyres fitted to all the other finalists, bar the Toyota 76, which also comes with light-truck hoops.
Touring
The noise and poor NVH refinement evident on the trails is also a key part of life on the road with the 110. On gravel roads the sound of stones hitting the underside of the guards is particularly disconcerting. The driving position is also an acquired taste, or an ergonomic nightmare depending on your outlook. Typical of all Defenders, and their forebears, you sit too close to the driver's door, there's no steering wheel adjustment, and you feel like you are driving a truck. The seats themselves are comfortable enough but the driving position is too cramped and not at all flexible.
At least the new engine and gearbox work a treat onroad. The specs might say 90kW, but don't be fooled. These 90kW are some of the best in the business and the fact that the 110 is the most frugal vehicle on test (despite having the aerodynamics of a pre-fabricated shed) is testament to its soundness. And despite the fact that the Defender is tall and relatively skinny, the onroad dynamics are surprisingly reassuring, perhaps fun even when you get the hang of it.
Sand
The 110 impresses on the beach in as much as it isn't particularly fussed and doesn't have to work too hard. Still, you wouldn't take up sand driving in the Defender for the fun of it - it's not that good - but if there's sand to cover, the Landie will make a fair fist of it.
Inside
The good news here is that the 110 has a cavernous interior and the rear seat has the full quota of lap/sash belts, three headrests and plenty of legroom. The new HVAC system is also a vast improvement on the old. The downside is the previously mentioned driving position, the often-odd ergonomics and the non-availability of airbags. We also couldn't find any child-seat restraints although these can be retro fitted at relatively low cost.
Incidentals
If payload is important to you then the 110 is a winner. With a 1000kg+ carrying capacity it's the Hercules amongst this lot. Funny though, for a vehicle like this, there's no proper recovery points fitted, only tie-down hoops. Mind you, it's an easy enough job to fit them aftermarket. Three more things: in deep(ish) river crossings the 110 leaks; the windscreen wash/wipe system wouldn't even do justice to a kids' pedal car; and the transfer level requires the effort of a champion arm wrestler.
Summary
Driven in isolation, the 110 feels okay. Drive it more and it feels better. Drive it back to back with any of the other vehicles here however, even the rudimentary Toyota 76, and it feels somewhat crude and unrefined.
However, no other 4WD on the market today can claim such a direct lineage back to a vehicle that defines the very essence of 4WD and Land Rover says its Defender customers don't want change, so who are we to argue?
SPECS
Base price: $48,990
Price as tested: $48,990 + on-road costs
Engine: 2.4-litre four-cylinder turbo diesel
Gearbox: Six-speed manual
4WD System: Full-time
Low Range: Yes
Claimed max power: 90kW @ 3500rpm
Claimed max torque: 360Nm @ 2000rpm
Weight: 2041kg
Average fuel consumption on test*: 13.5 litres/100km
Fuel tank capacity: 75 litres
Touring range**: 506km
*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: Space, load-carrying ability, economy
WORST POINTS: Ergonomics, lack of refinement
5th (223 points)
Range Rover Vogue TDV8 Luxury
Background
The Range Rover Vogue TDV8 is here in this contest thanks to its new 200kW/640Nm V8 turbo diesel engine. This engine replaces the 135kW/390Nm straight-six BMW turbo diesel fitted to the Rangie since the third-generation's debut in 2002.
Note the Vogue tag is now used to differentiate the 'big daddy' Rangie from the Range Rover Sport, and is no longer a spec-level designation.
With the TDV8 engine, comes the high performance Brembo brake package from the supercharged petrol V8, which in turn means that the standard and smallest rim is now a 19-inch. Our test Rangie has optional 20s, but more on that later.
Set-piece hill climb/test track
Part of the Rangie's TDV8 upgrade includes the adoption of Terrain Response and an electronic self-locking and self-proportioning centre differential (a so-called e-diff) as seen on the Discovery 3 and the Range Rover Sport. We are keen to see how well this technology works given the fact that the Rangie has relatively smooth treaded 300kph-rated high-performance road tyres and fully independent suspension, not the sort of technology that you'd usually throw at a steep and rutted hill climb.
With the variable ride height set to the highest offroad setting, clearance isn't a problem for the TDV8 but the independent suspension can't keep all four wheels on the ground, and the wheels that do have contact with terra firma do so via relatively slick rubber. That's where the traction control and centre e-diff come into play. They get the Rangie up and over the top but not with the fuss-free casual aplomb you usually associate with a Range Rover. On a vehicle of this price and with this iconic nametag, the $1500 optional self-locking rear e-diff should be standard fitment.
Things do get better though. The Rangie's vision in the tight turn at the top of the hill is excellent, and the turning circle is the best here. Plenty of engine braking too for the downhill run and bonus points for the hill descent control's speed variation via the steering wheel mounted cruise-control buttons. No problems either for the Rangie on the test loop thanks to its generous clearance and good vision.
Trail Drive
Not too far into our first day on the trails we come to the conclusion that the 20-inch tyres are the significant problem that we expected them to be. On the rocky stuff and over sharp-edged bumps the Rangie's ride is harsh and unforgiving. Noisy too. Where extra clearance is needed and the Rangie is jacked up via its height-adjustable air suspension the ride quality is even worse.
Thankfully the engine/gearbox package is beyond criticism. The gearbox in particular deserves praise for its intuitive changes. It's the 'smartest' auto on show here.
Touring
Leaving the trails behind also means leaving the Rangie's troubles behind. On the road it is supremely comfortable, sharp handing, and able to cover great distance with dismissive arrogance. Only some noise on gravel roads and coarsely surfaced bitumen detract from the state of bliss created by a touring vehicle good enough for the gods.
Sand
Disable the electronic stability control, select 'Sand' on the Terrain Response dial and move the shifter across to the 'Sports' mode and the Rangie copes well in the soft sand. Anything less will see it work hard as the 20-inch rubber doesn't 'bag' out like more conventional tyres with their higher sidewalls.
Inside
What can you say? The Rangie's cabin comfort, ambiance and all round appeal makes driving any other vehicle here feel like you're slumming it. The rear seat is also the best here and the luggage space generous enough without being as cavernous as that of the 200 Series. The Rangie's full-size spare is mounted under the cargo area's floor though, making it a pain to get at when the cargo area is fully packed.
Incidentals
The TDV8 comes with a 'patented device' in the fuel-filler neck that prevents the vehicle from being filled with petrol rather than diesel. We're not sure how it works but it sounds like a smart idea.
And the biggest surprise with the Rangie? We didn't get a flat tyre despite many kays of rough, stony trails. How that happened we do not know...
Summary
Ideally for the torture test that is 4WDOTY we would have liked the $142,900 'base-model' TDV8 on standard 19s as the optional 20s and the extra kit of the $166,900 Luxury model did Britain's finest no favours. Would the less expensive model on 19s have won? No, but it would have no doubt fared better.
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.
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.
Lockers aside, the real strength of the 76 on trails and tracks is its engine. The 4.5-litre V8 oiler has usable torque from even below idle speed and is so flexible that it will 'walk' trails in high range that will see at least the Jeep and the Hummer, and often the Defender, require low range. As on our set-piece offroad sections, the 76's excellent vision and generous clearance also help make the 76 a do-it-easy trail vehicle. The only negative here is the relatively hard-riding suspension.
Touring
In compete contrast to the Range Rover, the 76 doesn't enjoy the transition from trail to highway. The engine's still a winner, but the on-road dynamics are very ordinary. In particular the steering is vague and totally lacking in feel, bumpy roads have the rear end adopting a mind of its own, and the overall cornering confidence is poor even if familiarity breeds acceptance.
The highway gearing is also too short and if the roar from the hard-revving engine isn't enough to annoy you then the wind noise from around the windscreen and A-pillars will certainly ensure that you don't have any peace.
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Sand
The 76 makes a complete lie of the old adage that diesel manuals are no good in sand. In a word the 76 was brilliant on the beach and when a fellow beach 4WDer cooked the engine in his ill-prepared soft-roader, the 76 was the obvious choice to tow the stranded vehicle the few kays off the beach to the safety of the closest servo. At one stage the 76 was hauling itself and the dead softroader with just 600rpm showing on the tacho...
Inside
No luxuries in the 76; in fact not much of anything in the 76, just some rudimentary and not very comfortable seats and a very basic dashboard. No airbags, nothing even resembling a cup holder, no rear-seat centre headrest and only a lap belt for the same passenger. At least there is plenty of cargo space and the interior looks robust and hard-wearing.
Incidentals
For a tough working vehicle the 76's 810kg payload is more ordinary than good and, as standard there's no rear recovery point. No ABS as well, not even as an option. The manual front hubs also won't please everyone but there's a bonus in the form of the standard snorkel.
Summary
Given that the 76 is built from a contradiction of old and new parts it is no surprise that the end result is somewhat of a contradiction. In ability, practicality, and functionality, particularly offroad, the 76 is hard to fault. In fact it's one of the best things that's arrived on the Australian 4WD market for many a year. But on-road its shine starts to diminish particularly so when you consider its ordinary safety credentials. And then there's the price. For what it is, the 76 is one expensive truck. That's not to say we don't like it though.
SPECS
Base price: $57, 990
Price as tested: $62,865 (air-con $2640; lockers $2735) + on-road costs
Engine: 4.5-litre V8 turbo diesel
Gearbox: Five-speed manual
4WD System: Part-time
Low Range: Yes
Claimed max power: 151kW @ 3400rpm
Claimed max torque: 430Nm @ 1200-3200rpm
Weight: 2190kg
Average fuel consumption on test*: 15.1 litres/100km
Fuel tank capacity: 90 litres
Touring range**: 546km
*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: Simple design, practicality, engine
WORST POINTS: On-road stability, safety, price
3rd (242 points)
Jeep Wrangler Rubicon Unlimited
Background
The all-new '07 (JK) Wrangler comes in many guises, some of them like the four-door variant and the turbo diesel new to the Wrangler range. The Rubicon model, as its name suggests, is aimed directly at the serious offroad market and comes with a range of features that sound more like an aftermarket wish list than factory-standard offerings. Most notably, the Rubicon has front and rear dashboard-switched lockers, extra deep low-range gearing (4.0:1 verses 2.72:1 for the standard Wrangler), heavy-duty Dana axles with 4.1:1 diffs, and a really nice bit of kit in the form of a disconnecting front sway bar. Like the lockers, the sway bar connect/disconnect is dashboard switched. In an ideal world we would like to see a turbo diesel Rubicon in the model line-up but as it is, the Rubi as we call it, only comes with petrol power in the form of a 146kW 3.8-litre V6.
Set-piece hill climb/test track
No problems for the Jeep on the set-piece climb. In addition to its lockers, the Rubi also comes with electronic traction control, as do all new Wranglers, and this is all it needs to climb the slope. But it does drag its belly as clearance, in particular the ramp-over angle, is the long-wheelbase Wrangler's single offroad shortcoming.
Just for the sake of the exercise, we engage both lockers and disconnect the front sway bar. The result? An absolutely effortless ascent of the hill, helped of course by the extra-low gearing.
The same low gearing also means that there are no problems with the descent, the only things we don't like about the Rubi in this little exercise is its relatively poor turning circle and restricted vision from the driver's seat. Not surprisingly, the Jeep also completes the set-piece test loop without raising a sweat.
Trail Drive
The same attributes that helped the Jeep pass the set-piece tests without a bother also help it on the trail sections. With the front sway bar disconnected the front wheels seem to have almost elastic travel and, with the traction control doing its thing, the Jeep glides effortlessly over all sorts of terrain. If things get a little more difficult there's always the back-up foolproof insurance of the lockers. Just watch the clearance over those sharp humps however.
What we don't like about trail driving in the Jeep is the only-adequate vision and fact that you seem to be constantly up and down the gearbox just to keep things ticking along. The transfer case operation is also far from slick although not nearly as awkward as that of the Defender.
Touring
Highway touring is a mixed bag in the Jeep. The engine's power is adequate and provided you row it along with the six-speed 'box it gets along okay. The handling, at least on smooth roads, is also nice and neutral, even entertaining, although the electronic stability control is always there ready to slap you on the wrist if it thinks you're trying to have too much fun.
Not so good is the stability on bumpy roads and the way the gear shifter vibrates alarmingly on corrugations and the like. You also feel the radiant heat from the black plastic hard-top on hot days as there is no headliner to act as an insulator.
Finally, the Jeep has the shortest touring range of the seven short-listed vehicles.
Sand
Like the Hummer, the Jeep isn't bad in the sand but it doesn't feel all that convincing as it requires lots of revs to keep it in the action. Again like the Hummer, low-range is too low to be ever really useful on sand, so high-range first and second are generally the go.
Inside
The Jeep feels quite old-fashioned inside and the driver could do with more lumber support and a footrest. The rear seat has the space to sit three adults but again isn't the most comfortable. Small luggage space as well, and the rollbar and rollbar-mounted speakers add to the closed-in feeling of the cabin.
Incidentals
Lots of kit for your money with the Rubicon and we do like the 'lifestyle flexibility' offered by the soft-top and optional hard-top. The hard-top has two easily removable panels above the driver and passenger, and even the doors can be removed without too much fuss.
What we don't like is the key-locked fuel cap, the non-lockable bonnet, the myriad of warning chimes, and the lack of door stays.
Summary
In terms of equipment specifically designed to enhance its offroad ability, its safety features and more general kit, the Rubicon is near unbelievable value at its asking price. For a showroom standard vehicle, it's extremely capable offroad yet it has the versatility to be a good everyday driver. And while it has a fair number of annoying aspects and would be a better all-rounder with the turbo-diesel engine offered elsewhere in the range, it's unlucky to have lobbed in this country in the same year as the 200 Series Toyotas. With better timing it could have been 4WDOTY.
SPECS
Base price: $43,990
Price as tested: $46,490 (hardtop $2500) + on-road costs
Engine: 3.8-litre (ohv) V6 petrol
Gearbox: Six-speed manual
4WD System: Part-time
Low Range: Yes
Claimed max power: 146kW @ 5000rpm
Claimed max torque: 315Nm @ 4000rpm
Weight: 1955kg
Average fuel consumption on test*: 19.5 litres/100km
Fuel tank capacity: 79.5 litres
Touring range**: 358km
*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: Offroad ability, versatile body
WORST POINTS: Bumpy-road handing, fuel range
2nd (271.5 points)
Toyota Land Cruiser 200 Series VX (petrol)
Background
The release of a new Land Cruiser is a once-in-a-decade event but as per the usual Toyota way, the new 'Cruiser carries over a little from the superseded 'Cruiser.
For the 200 Series, the petrol models use a modified version of the 4.7-litre V8 from the 100 Series backed by the same five-speed automatic used in the 100. Detail changes to the powertrain include variable valve timing for the V8, which now boasts 202kW/410Nm, and a 'pseudo-manual' tip-shift operation for the gearbox. Otherwise the 200 is just about all new.
Set-piece hill climb/test track
The set-piece hill climb gives us the first opportunity to test the 200's 'Crawl Control' function, a standard feature across all petrol models but not available, even as an option on the diesels. The other point of technical interest here is the Kinetic Dynamic Suspension System (KDSS), which is standard across the whole 200 range bar the GXL turbo diesel.
First we try the 200 VX without Crawl Control and watch with admiration as it climbs the rutted hill without any sign of fuss, the only problem one of rear diff clearance. Most impressive is the wheel travel (KDSS is claimed to give more wheel travel offroad while limiting body roll on-road), and the seamless way that the new Torsen (torque-sensing) centre diff and the electronic traction control work together. You can still feel and hear the traction control working but the VX does it easy on the hill.
Switching to Crawl Control mode provides even easier uphill progress although the uncomfortable stop-start nature of Crawl Control and the associated noise means that it's an option that an experienced driver is unlikely to use.
Just in case you haven't read or experienced it elsewhere, Crawl Control does everything for the driver except steering. It controls the throttle and the brakes and operates via one of three driver-selected speeds.
With CC not engaged the VX runs away down the hill and the vision from the driver's seat is only okay despite the fact that the VX has a height-adjustable driver's seat. Around the set-piece loop, the VX is again unfussed although it does touch down its front bumper and its mudflaps on the sharper edged obstacles.
Trail Drive
The VX continues the impressive performance it displayed on the set-piece offroad sections by providing almost limousine-like performance on the trails. Superbly comfortable, extremely quiet (even more so than the Range Rover) and brimming over with ability, the VX is always a welcoming and relaxing place to be when it comes around in the driver rotation schedule.
There are however a few complaints. Given the 200's general refinement we are surprised by the noise from the new electrically switched transfer case when driving in low range. At times this gets so annoying that we switch to high-range even in terrain that suggests that low-range would be the more judicious choice. Thankfully the VX is capable enough in high range to cope on tracks that would demand low-range in many other vehicles. On the trail sections, the petrol V8's fuel consumption nudges 30 litres/100km.
Touring
In translation from trail to road the VX loses nothing, save some of its thirst for 91 octane. It remains quiet, comfortable, refined and effortless. Such is the general refinement that it could wear a Lexus badge and still stand up to the harshest critic.
We're not so impressed however by the dynamic precision shown on tight roads. The 200 Cruiser doesn't like to be hurried when the road bends and twists and, if you try, it responds with plenty of tyre scrub, especially from the front, and body roll that suggests that the KDSS system does its best work offroad rather than on. Still, without a non-KDSS vehicle to compare it to (our test GXL turbo diesel has KDSS fitted as an option) we don't really know to what extent KDSS helps onroad.
Sand
Proving that the 200 really is an 'all-terrain' vehicle it also makes light work of sand driving. Some of our testers not so used to driving heavy, powerful automatics on the beach were put off by the way the auto constantly swaps the cogs, and the continual locking and unlocking of the torque converter, but that's standard fare with this type of vehicle on the sand.
Inside
Again there's far more good news than bad. The VX's spacious cabin offers comfortable front and second row seats and even the third row can seat three adults in some comfort. We particularly like the VX's backlit dash, which is classier and more functional than GXL's blander but too busy offering.
On the other side of the equation, despite being a whole new design, the third-row seats still rattle as did those of the 80 and 100 Series and we don't like the separate tilt and reach adjustments for the steering wheel.
Incidentals
It may not be a big deal but we can't see any significant benefit of the 200's proximity sensor key but there are a few things to dislike about this new feature, the chief being the lack of somewhere to put the key once you're in the vehicle.
Summary
The 200 Series petrol VX Cruiser offers far more kit for the money than its turbo diesel counterpart and does everything asked of it without flinching. If you aren't too concerned with the turbo diesel's fuel consumption and touring range advantage, then the petrol is the better buy. Either way, the VX petrol is a more than worth runner-up in this contest to its oiler stablemate.
SPECS
Base price: $79,900
Price as tested: $79,990 + on-road costs
Engine: 4.7-litre V8 petrol
Gearbox: Five-speed auto
4WD System: Full-time
Low Range: Yes
Claimed max power: 202kW @ 5400rpm
Claimed max torque: 410Nm @ 3400rpm
Weight: 2610 - 2665kg
Average fuel consumption on test*: 22.2 litres/100km
Fuel tank capacity: 138 litres
Touring range**: 572km
*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: All-round versatility and practicality
WORST POINTS: Fuel consumption, on-road dynamics
1st (286 points)
Toyota LandCruiser 200 Series GXL (turbo diesel)
Background
The new 200kW/640Nm 4.5-litre twin-turbo diesel V8 is the big-ticket item on the 200 Series road show. Backed by an all-new six-speed automatic this is the powertrain that finally brings the LandCruiser up to pace with what's happened with European 4WDs since BMW's diesel X5 first lobbed here in 2002.
The GXL oiler, as tested here, starts at the same price as the VX petrol but still lacks KDSS (a $2500 option on the GLX turbo diesel) so it ends up being both more expensive and, at the same time, not as well equipped.
Set-piece hill climb/test track
After watching the petrol VX perform on the set-piece hill climb it comes as no surprise that the GXL turbo diesel completes the same task without unduly extending itself. Again, like the VX, it drags its rear diff on the track's centre hump but the combination of long wheel travel, torsion centre diff and electronic traction control see it up the slope without fuss or fanfare.
Unlike the VX, which has Crawl Control, the GXL oiler has a conventional hill descent function to ease it down the other side. Without the hill descent engaged the GXL will run away down the slope but not to the same extent as the petrol 200. Without the VX's height-adjustable driver's seat, the vision from the GXL is only just acceptable, especially so for shorter drivers. Conversely, the taller amongst us complain that the GXL driver's seat needs to be lower as they look straight at the sunvisor.
Trail Drive
Everything the VX petrol does on the trails, the GXL diesel does at least as well if not better. It's certainly more economical (by 40 percent) and - not that the V8 petrol lacks off-idle torque - the diesel is more flexible again and rarely asks the gearbox for a lower cog when hill climbing, and has more engine braking for those steep descents.
Like the petrol 200, the diesel 200 has more than enough ability for tough trails although you do need to be mindful of the sidesteps (we bent the steps on both 200s), the rear mudflaps and the front bumper, as the 200 is not a knock-around offroader like the Jeep, the Defender or even the 76.
Touring
It's not too often that a diesel outperforms its petrol counterpart on the road, but that's the case with the 200 Series. The diesel matches the petrol for power, beats it handsomely for torque (which translates to more power across the rev range), and has one extra gear. The only downside is the diesel's extra weight (around 75kg heavier at the same spec level), but when you're looking at kerb weights in the 2600 to 2700kg region, 75kg isn't a significant difference.
What the diesel delivers on the road is even more effortless performance than the already effortless petrol V8. Nail the diesel's throttle and it responds instantly in any gear. And, with steady-speed cruising on undulating roads, there's less gear changing and locking/unlocking of the torque converter with the diesel than with the petrol.
Even the diesel's refinement is impressive. Sure, it's not as smooth or quiet as the highly impressive petrol but there's very little in it and on most roads at most speeds other NVH issues assume more importance than the small differences between the two engines.
Of significance here also is the diesel's touring range and it's worth remembering that the GXL is the only diesel with twin fuel tanks and the full 138-litre capacity as the up-spec diesels get a single 93-litre tank.
Sand
The diesel's stronger torque also helps it outperform the petrol 200 on the beach. Here the GXL is not just capable, but easy and effortless given its not inconsiderable weight.
Inside
The bite with the 200 diesel comes with equipment for the money and nowhere else is this more obvious than with the cabin appointments. With the option of KDSS, ou test GXL is $82,490 plus on-road costs. That translates to not a lot of change from $90,000. For that money you get cloth seats with manual adjustment and not even height adjustment for the driver's seat. If it weren't for the Toyota badge you would think you were looking at a BMW or a Mercedes-Benz...
Incidentals
The heavier kerb weight of the diesel means a lower payload than the equivalent petrol models, but with payloads in the 600 to 700kg range for both petrol and diesels, the payload figure isn't all that high either way.
Noted elsewhere is the fact that the petrol's Crawl Control system is not available on the diesel but we don't see this as a problem. As one of our testers succinctly put it, "Crawl Control is the answer to a question no-one asked".
Summary
One thing separated the two 200s from all of the other 4WDOTY short-listed vehicles. Where the other five vehicles were strong in some elements of the week's test but weak elsewhere, the two 200s performed well everywhere; the set-piece offroad sections, on the tracks and trails, on gravel roads, on the highway, and on the beach.
Separating the two 200s is $10,000 (plus some for options), and fuel economy, performance, and functionality. Is the diesel's extra bang worth the extra bucks? We think so. The new turbo diesel 200 is not just 4WDOTY for 2007. It's good enough to be 4WD Of The Decade.
SPECS
Base price: $79,990
Price as tested: $82,490 (KDSS $2500) + on-road costs
Engine: 4.5-litre V8 twin-turbo diesel
Gearbox: Six-speed auto
4WD System: Full-time
Low Range: Yes
Claimed max power: 195kW @ 3400rpm
Claimed max torque: 650Nm @ 1600-2600rpm
Weight: 2630-2700kg
Average fuel consumption on test*: 16.3 litres/100km
Fuel tank capacity: 138 litres
Touring range**: 797km
*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: Even more practical and versatile than petrol 200
WORST POINTS: On-road dynamics, equipment for price
7th (209 points)
Hummer H3 Adventure
Background
The H3 is the third model to carry the Hummer nameplate and is often called the 'baby Hummer'. It follows in the wheel tracks of the H1, a civilian version of the original military Hummer, and the H2, built on a Chevrolet Tahoe/GMC Yukon platform and designed to answer criticisms that the H1 was too compromised by its military origins. The H3 is considerably smaller than either the H1 or the H2 and shares some of its core platform design with the Holden Rodeo. Sold in Australia as part of the GM Premium Brands group, the H3 is offered in three models, H3, H3 Adventure and H3 Luxury. Of the three, we short-listed the H3 Adventure as it has extra deep low-range gearing (4.03:1 v 2.64:1), a standard rear locking diff, and extra under body protection.
Set-piece hill climb/test track
Our set-piece hill climb has deep wheel ruts and strategically placed holes designed to test wheel travel and traction. On first attempt the Hummer stops, not through lack of traction but by bellying out on the rails that protect the transfer case. On second attempt, and with a little more momentum, the Hummer clears the climb but not without some fuss. At the top of the climb where you need to make a sharp U-turn amongst trees, the Hummer's poor vision works against it. No problems on the descent however as the deep low-range gearing provides reassuring engine braking. Likewise the Hummer completes the set-piece loop without problems - save for dragging a mud-flap or two.
Trail Drive/Offroad
The Hummer's relatively poor vision also doesn't win it too many friends over three days of trail and offroad driving. We also find the disconcerting noise that emanates from the transmission when low-range is selected particularly annoying. Despite these criticisms, the Hummer proves easy to drive on the trails. At low speeds the engine has the sort of flexibility that a naturally aspirated diesel would be proud of, and the ride quality, especially at the front, is comfortingly supple. Moreover, with its good rear wheel travel, standard electronic traction control, rear locker (if required) and deep low range gearing, the Hummer feels like it could go just about anywhere, provided you don't hang up the underside.
Touring
For an engine that works so well offroad, the Hummer's 3.7-litre inline five is a real disappointment onroad. It claims 180kW but you would be hard pressed to find a more miserable 180kW anywhere this side of a dodgy hot-up shop. If the spec sheet claimed a maximum of 120kW you'd believe it. Still, the Hummer's a pleasant enough place to while away the kays if you're not in a hurry, or faced with too many hills. Most surprising is its general refinement and noise suppression and the quality of the bump absorption; even monster potholes on unsealed roads are dismissed with an arrogance that belies its basic torsion-bar front suspension. The downside of its soft front end is a tendency to 'float' at higher road speeds.
Sand
Luckily the sand's not too soft at Stockton beach for the Hummer feels like it could struggle if that was the case. As it is, it copes well enough but it's certainly no fun machine, as it requires lots of throttle and high engine speeds to keep the momentum up. Low range is far too low to be useful, so high-range first and second is the way to go. High-range third is possible but watch that the engine doesn't bog down, as the change from third back to second isn't lightning fast.
Inside
Comfortable, leather-clad seats with electric adjust are positives, not so the lack of a driver's footrest and the closed-in feeling of the cabin. The rear seat isn't the most comfortable either, as it's too close to the floor, too tight for three adults, and there's no headrest for the centre passenger. Small cargo area as well.
Incidentals
For reasons that escape us, the Hummer's maximum tow capacity is a miniscule 1360kg and the payload is only a shag over an equally poor 400kg. We also don't like the fact that the rear door opens the wrong way for Australia, or the key operated fuel cap. And, we aren't so sure about those monster recovery points. They look tough but the fact the bolts that hold them are in tension, not shear, isn't too reassuring.
Summary
In many ways, the Hummer doesn't deserve to finish in seventh place in this contest. Right out of the showroom it's trail capable, it's also surprisingly refined, feels well built and rides well on crook roads. However it's (badly) let down by the poor onroad performance of the engine while its ordinary payload and towing capacity make it more of a pretender then a real contender.
SPECS
Base price: $57,990
Price as tested: $57,990 + on-road costs
Engine: 3.7-litre inline five-cylinder petrol
Gearbox: Five-speed manual
4WD System: Full-time
Low Range: Yes
Claimed max power: 180kW @ 5600rpm
Claimed max torque: 328Nm @ 4600rpm
Weight: 2245kg
Average fuel consumption on test*: 19.4 litres/100km
Fuel tank capacity: 87 litres
Touring range**: 398km
*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: Offroad ability, surprising refinement, ride quality
WORST POINTS: Onroad power, towing capacity
6th (214 points)
Land Rover Defender 110
Background
We call the Defender the grandfather's axe of the 4WD world and in 2007 Land Rover decided to sharpen the old axe via a new engine and gearbox, a new heating, ventilation and air-conditioning (HVAC) system, and revised seating, among other detail changes.
The 2.4-litre four-cylinder engine is a Ford unit that produces claimed maximums of 90kW and 360Nm, with 315Nm or better available from 1500rpm to 2700rpm. Backing it is a new six-speed manual 'box with both a lower first gear and a taller top gear than the outgoing five-speeder.
Set-piece hill climb/test track
We expect the Defender to walk up the set-piece hill climb without raising a sweat but instead it struggles a little before the electronic traction control kicks in and helps it over the top. The standard sway bars obviously affect the wheel travel and we wonder if the 110, at least in this situation, wouldn't be better off without them. No clearance problems however with daylight-plus between the 110's underpinnings and the highest points of the track.
Once up over the top, the generous vision from the Defender's high and handsome driving position helps you to navigate through the trees but a turning circle only a smidge tighter than the Queen Mary with a damaged rudder means a difficult three-point turn rather than a simple U-turn.
Going down the other side, the 110's gravity-defying engine braking is a real bonus as is the all-round vision. The same low gearing and panoramic vision is a bonus on the set-piece loop as is the 110's clearance, the best of the seven 4WDOTY finalists.
Trail Drive
The first thing we notice about the 110 on the many and varied trails covered in the five+ days that make up 4WDOTY, is its harsh ride. A quick adjustment of the tyre pressures (which were set for heavy loads) soon has the Landie riding more sweetly though. Still, the ride is still on the firm side, a shortcoming exacerbated by the thinly padded seats. Again we wonder how much better the Defender would be in this situation without sway bars.
The 110 is also a noisy vehicle, both in terms of engine clatter and general NVH issues, and is not relaxing to drive on rough trails. Things aren't all bad however. The engine is flexible and torquey, the gearbox far more slick than its predecessor while the vision, massive clearance and general offroad ability means that you don't have to particularly worry about driving the right 'lines' - just point the thing in the general direction you want to go and let the vehicle do the rest. We also like the robust 235/85R16 light-truck tyres that look far more puncture resistant than the tyres fitted to all the other finalists, bar the Toyota 76, which also comes with light-truck hoops.
Touring
The noise and poor NVH refinement evident on the trails is also a key part of life on the road with the 110. On gravel roads the sound of stones hitting the underside of the guards is particularly disconcerting. The driving position is also an acquired taste, or an ergonomic nightmare depending on your outlook. Typical of all Defenders, and their forebears, you sit too close to the driver's door, there's no steering wheel adjustment, and you feel like you are driving a truck. The seats themselves are comfortable enough but the driving position is too cramped and not at all flexible.
At least the new engine and gearbox work a treat onroad. The specs might say 90kW, but don't be fooled. These 90kW are some of the best in the business and the fact that the 110 is the most frugal vehicle on test (despite having the aerodynamics of a pre-fabricated shed) is testament to its soundness. And despite the fact that the Defender is tall and relatively skinny, the onroad dynamics are surprisingly reassuring, perhaps fun even when you get the hang of it.
Sand
The 110 impresses on the beach in as much as it isn't particularly fussed and doesn't have to work too hard. Still, you wouldn't take up sand driving in the Defender for the fun of it - it's not that good - but if there's sand to cover, the Landie will make a fair fist of it.
Inside
The good news here is that the 110 has a cavernous interior and the rear seat has the full quota of lap/sash belts, three headrests and plenty of legroom. The new HVAC system is also a vast improvement on the old. The downside is the previously mentioned driving position, the often-odd ergonomics and the non-availability of airbags. We also couldn't find any child-seat restraints although these can be retro fitted at relatively low cost.
Incidentals
If payload is important to you then the 110 is a winner. With a 1000kg+ carrying capacity it's the Hercules amongst this lot. Funny though, for a vehicle like this, there's no proper recovery points fitted, only tie-down hoops. Mind you, it's an easy enough job to fit them aftermarket. Three more things: in deep(ish) river crossings the 110 leaks; the windscreen wash/wipe system wouldn't even do justice to a kids' pedal car; and the transfer level requires the effort of a champion arm wrestler.
Summary
Driven in isolation, the 110 feels okay. Drive it more and it feels better. Drive it back to back with any of the other vehicles here however, even the rudimentary Toyota 76, and it feels somewhat crude and unrefined.
However, no other 4WD on the market today can claim such a direct lineage back to a vehicle that defines the very essence of 4WD and Land Rover says its Defender customers don't want change, so who are we to argue?
SPECS
Base price: $48,990
Price as tested: $48,990 + on-road costs
Engine: 2.4-litre four-cylinder turbo diesel
Gearbox: Six-speed manual
4WD System: Full-time
Low Range: Yes
Claimed max power: 90kW @ 3500rpm
Claimed max torque: 360Nm @ 2000rpm
Weight: 2041kg
Average fuel consumption on test*: 13.5 litres/100km
Fuel tank capacity: 75 litres
Touring range**: 506km
*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: Space, load-carrying ability, economy
WORST POINTS: Ergonomics, lack of refinement
5th (223 points)
Range Rover Vogue TDV8 Luxury
Background
The Range Rover Vogue TDV8 is here in this contest thanks to its new 200kW/640Nm V8 turbo diesel engine. This engine replaces the 135kW/390Nm straight-six BMW turbo diesel fitted to the Rangie since the third-generation's debut in 2002.
Note the Vogue tag is now used to differentiate the 'big daddy' Rangie from the Range Rover Sport, and is no longer a spec-level designation.
With the TDV8 engine, comes the high performance Brembo brake package from the supercharged petrol V8, which in turn means that the standard and smallest rim is now a 19-inch. Our test Rangie has optional 20s, but more on that later.
Set-piece hill climb/test track
Part of the Rangie's TDV8 upgrade includes the adoption of Terrain Response and an electronic self-locking and self-proportioning centre differential (a so-called e-diff) as seen on the Discovery 3 and the Range Rover Sport. We are keen to see how well this technology works given the fact that the Rangie has relatively smooth treaded 300kph-rated high-performance road tyres and fully independent suspension, not the sort of technology that you'd usually throw at a steep and rutted hill climb.
With the variable ride height set to the highest offroad setting, clearance isn't a problem for the TDV8 but the independent suspension can't keep all four wheels on the ground, and the wheels that do have contact with terra firma do so via relatively slick rubber. That's where the traction control and centre e-diff come into play. They get the Rangie up and over the top but not with the fuss-free casual aplomb you usually associate with a Range Rover. On a vehicle of this price and with this iconic nametag, the $1500 optional self-locking rear e-diff should be standard fitment.
Things do get better though. The Rangie's vision in the tight turn at the top of the hill is excellent, and the turning circle is the best here. Plenty of engine braking too for the downhill run and bonus points for the hill descent control's speed variation via the steering wheel mounted cruise-control buttons. No problems either for the Rangie on the test loop thanks to its generous clearance and good vision.
Trail Drive
Not too far into our first day on the trails we come to the conclusion that the 20-inch tyres are the significant problem that we expected them to be. On the rocky stuff and over sharp-edged bumps the Rangie's ride is harsh and unforgiving. Noisy too. Where extra clearance is needed and the Rangie is jacked up via its height-adjustable air suspension the ride quality is even worse.
Thankfully the engine/gearbox package is beyond criticism. The gearbox in particular deserves praise for its intuitive changes. It's the 'smartest' auto on show here.
Touring
Leaving the trails behind also means leaving the Rangie's troubles behind. On the road it is supremely comfortable, sharp handing, and able to cover great distance with dismissive arrogance. Only some noise on gravel roads and coarsely surfaced bitumen detract from the state of bliss created by a touring vehicle good enough for the gods.
Sand
Disable the electronic stability control, select 'Sand' on the Terrain Response dial and move the shifter across to the 'Sports' mode and the Rangie copes well in the soft sand. Anything less will see it work hard as the 20-inch rubber doesn't 'bag' out like more conventional tyres with their higher sidewalls.
Inside
What can you say? The Rangie's cabin comfort, ambiance and all round appeal makes driving any other vehicle here feel like you're slumming it. The rear seat is also the best here and the luggage space generous enough without being as cavernous as that of the 200 Series. The Rangie's full-size spare is mounted under the cargo area's floor though, making it a pain to get at when the cargo area is fully packed.
Incidentals
The TDV8 comes with a 'patented device' in the fuel-filler neck that prevents the vehicle from being filled with petrol rather than diesel. We're not sure how it works but it sounds like a smart idea.
And the biggest surprise with the Rangie? We didn't get a flat tyre despite many kays of rough, stony trails. How that happened we do not know...
Summary
Ideally for the torture test that is 4WDOTY we would have liked the $142,900 'base-model' TDV8 on standard 19s as the optional 20s and the extra kit of the $166,900 Luxury model did Britain's finest no favours. Would the less expensive model on 19s have won? No, but it would have no doubt fared better.
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.
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.
Lockers aside, the real strength of the 76 on trails and tracks is its engine. The 4.5-litre V8 oiler has usable torque from even below idle speed and is so flexible that it will 'walk' trails in high range that will see at least the Jeep and the Hummer, and often the Defender, require low range. As on our set-piece offroad sections, the 76's excellent vision and generous clearance also help make the 76 a do-it-easy trail vehicle. The only negative here is the relatively hard-riding suspension.
Touring
In compete contrast to the Range Rover, the 76 doesn't enjoy the transition from trail to highway. The engine's still a winner, but the on-road dynamics are very ordinary. In particular the steering is vague and totally lacking in feel, bumpy roads have the rear end adopting a mind of its own, and the overall cornering confidence is poor even if familiarity breeds acceptance.
The highway gearing is also too short and if the roar from the hard-revving engine isn't enough to annoy you then the wind noise from around the windscreen and A-pillars will certainly ensure that you don't have any peace.
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Sand
The 76 makes a complete lie of the old adage that diesel manuals are no good in sand. In a word the 76 was brilliant on the beach and when a fellow beach 4WDer cooked the engine in his ill-prepared soft-roader, the 76 was the obvious choice to tow the stranded vehicle the few kays off the beach to the safety of the closest servo. At one stage the 76 was hauling itself and the dead softroader with just 600rpm showing on the tacho...
Inside
No luxuries in the 76; in fact not much of anything in the 76, just some rudimentary and not very comfortable seats and a very basic dashboard. No airbags, nothing even resembling a cup holder, no rear-seat centre headrest and only a lap belt for the same passenger. At least there is plenty of cargo space and the interior looks robust and hard-wearing.
Incidentals
For a tough working vehicle the 76's 810kg payload is more ordinary than good and, as standard there's no rear recovery point. No ABS as well, not even as an option. The manual front hubs also won't please everyone but there's a bonus in the form of the standard snorkel.
Summary
Given that the 76 is built from a contradiction of old and new parts it is no surprise that the end result is somewhat of a contradiction. In ability, practicality, and functionality, particularly offroad, the 76 is hard to fault. In fact it's one of the best things that's arrived on the Australian 4WD market for many a year. But on-road its shine starts to diminish particularly so when you consider its ordinary safety credentials. And then there's the price. For what it is, the 76 is one expensive truck. That's not to say we don't like it though.
SPECS
Base price: $57, 990
Price as tested: $62,865 (air-con $2640; lockers $2735) + on-road costs
Engine: 4.5-litre V8 turbo diesel
Gearbox: Five-speed manual
4WD System: Part-time
Low Range: Yes
Claimed max power: 151kW @ 3400rpm
Claimed max torque: 430Nm @ 1200-3200rpm
Weight: 2190kg
Average fuel consumption on test*: 15.1 litres/100km
Fuel tank capacity: 90 litres
Touring range**: 546km
*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: Simple design, practicality, engine
WORST POINTS: On-road stability, safety, price
3rd (242 points)
Jeep Wrangler Rubicon Unlimited
Background
The all-new '07 (JK) Wrangler comes in many guises, some of them like the four-door variant and the turbo diesel new to the Wrangler range. The Rubicon model, as its name suggests, is aimed directly at the serious offroad market and comes with a range of features that sound more like an aftermarket wish list than factory-standard offerings. Most notably, the Rubicon has front and rear dashboard-switched lockers, extra deep low-range gearing (4.0:1 verses 2.72:1 for the standard Wrangler), heavy-duty Dana axles with 4.1:1 diffs, and a really nice bit of kit in the form of a disconnecting front sway bar. Like the lockers, the sway bar connect/disconnect is dashboard switched. In an ideal world we would like to see a turbo diesel Rubicon in the model line-up but as it is, the Rubi as we call it, only comes with petrol power in the form of a 146kW 3.8-litre V6.
Set-piece hill climb/test track
No problems for the Jeep on the set-piece climb. In addition to its lockers, the Rubi also comes with electronic traction control, as do all new Wranglers, and this is all it needs to climb the slope. But it does drag its belly as clearance, in particular the ramp-over angle, is the long-wheelbase Wrangler's single offroad shortcoming.
Just for the sake of the exercise, we engage both lockers and disconnect the front sway bar. The result? An absolutely effortless ascent of the hill, helped of course by the extra-low gearing.
The same low gearing also means that there are no problems with the descent, the only things we don't like about the Rubi in this little exercise is its relatively poor turning circle and restricted vision from the driver's seat. Not surprisingly, the Jeep also completes the set-piece test loop without raising a sweat.
Trail Drive
The same attributes that helped the Jeep pass the set-piece tests without a bother also help it on the trail sections. With the front sway bar disconnected the front wheels seem to have almost elastic travel and, with the traction control doing its thing, the Jeep glides effortlessly over all sorts of terrain. If things get a little more difficult there's always the back-up foolproof insurance of the lockers. Just watch the clearance over those sharp humps however.
What we don't like about trail driving in the Jeep is the only-adequate vision and fact that you seem to be constantly up and down the gearbox just to keep things ticking along. The transfer case operation is also far from slick although not nearly as awkward as that of the Defender.
Touring
Highway touring is a mixed bag in the Jeep. The engine's power is adequate and provided you row it along with the six-speed 'box it gets along okay. The handling, at least on smooth roads, is also nice and neutral, even entertaining, although the electronic stability control is always there ready to slap you on the wrist if it thinks you're trying to have too much fun.
Not so good is the stability on bumpy roads and the way the gear shifter vibrates alarmingly on corrugations and the like. You also feel the radiant heat from the black plastic hard-top on hot days as there is no headliner to act as an insulator.
Finally, the Jeep has the shortest touring range of the seven short-listed vehicles.
Sand
Like the Hummer, the Jeep isn't bad in the sand but it doesn't feel all that convincing as it requires lots of revs to keep it in the action. Again like the Hummer, low-range is too low to be ever really useful on sand, so high-range first and second are generally the go.
Inside
The Jeep feels quite old-fashioned inside and the driver could do with more lumber support and a footrest. The rear seat has the space to sit three adults but again isn't the most comfortable. Small luggage space as well, and the rollbar and rollbar-mounted speakers add to the closed-in feeling of the cabin.
Incidentals
Lots of kit for your money with the Rubicon and we do like the 'lifestyle flexibility' offered by the soft-top and optional hard-top. The hard-top has two easily removable panels above the driver and passenger, and even the doors can be removed without too much fuss.
What we don't like is the key-locked fuel cap, the non-lockable bonnet, the myriad of warning chimes, and the lack of door stays.
Summary
In terms of equipment specifically designed to enhance its offroad ability, its safety features and more general kit, the Rubicon is near unbelievable value at its asking price. For a showroom standard vehicle, it's extremely capable offroad yet it has the versatility to be a good everyday driver. And while it has a fair number of annoying aspects and would be a better all-rounder with the turbo-diesel engine offered elsewhere in the range, it's unlucky to have lobbed in this country in the same year as the 200 Series Toyotas. With better timing it could have been 4WDOTY.
SPECS
Base price: $43,990
Price as tested: $46,490 (hardtop $2500) + on-road costs
Engine: 3.8-litre (ohv) V6 petrol
Gearbox: Six-speed manual
4WD System: Part-time
Low Range: Yes
Claimed max power: 146kW @ 5000rpm
Claimed max torque: 315Nm @ 4000rpm
Weight: 1955kg
Average fuel consumption on test*: 19.5 litres/100km
Fuel tank capacity: 79.5 litres
Touring range**: 358km
*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: Offroad ability, versatile body
WORST POINTS: Bumpy-road handing, fuel range
2nd (271.5 points)
Toyota Land Cruiser 200 Series VX (petrol)
Background
The release of a new Land Cruiser is a once-in-a-decade event but as per the usual Toyota way, the new 'Cruiser carries over a little from the superseded 'Cruiser.
For the 200 Series, the petrol models use a modified version of the 4.7-litre V8 from the 100 Series backed by the same five-speed automatic used in the 100. Detail changes to the powertrain include variable valve timing for the V8, which now boasts 202kW/410Nm, and a 'pseudo-manual' tip-shift operation for the gearbox. Otherwise the 200 is just about all new.
Set-piece hill climb/test track
The set-piece hill climb gives us the first opportunity to test the 200's 'Crawl Control' function, a standard feature across all petrol models but not available, even as an option on the diesels. The other point of technical interest here is the Kinetic Dynamic Suspension System (KDSS), which is standard across the whole 200 range bar the GXL turbo diesel.
First we try the 200 VX without Crawl Control and watch with admiration as it climbs the rutted hill without any sign of fuss, the only problem one of rear diff clearance. Most impressive is the wheel travel (KDSS is claimed to give more wheel travel offroad while limiting body roll on-road), and the seamless way that the new Torsen (torque-sensing) centre diff and the electronic traction control work together. You can still feel and hear the traction control working but the VX does it easy on the hill.
Switching to Crawl Control mode provides even easier uphill progress although the uncomfortable stop-start nature of Crawl Control and the associated noise means that it's an option that an experienced driver is unlikely to use.
Just in case you haven't read or experienced it elsewhere, Crawl Control does everything for the driver except steering. It controls the throttle and the brakes and operates via one of three driver-selected speeds.
With CC not engaged the VX runs away down the hill and the vision from the driver's seat is only okay despite the fact that the VX has a height-adjustable driver's seat. Around the set-piece loop, the VX is again unfussed although it does touch down its front bumper and its mudflaps on the sharper edged obstacles.
Trail Drive
The VX continues the impressive performance it displayed on the set-piece offroad sections by providing almost limousine-like performance on the trails. Superbly comfortable, extremely quiet (even more so than the Range Rover) and brimming over with ability, the VX is always a welcoming and relaxing place to be when it comes around in the driver rotation schedule.
There are however a few complaints. Given the 200's general refinement we are surprised by the noise from the new electrically switched transfer case when driving in low range. At times this gets so annoying that we switch to high-range even in terrain that suggests that low-range would be the more judicious choice. Thankfully the VX is capable enough in high range to cope on tracks that would demand low-range in many other vehicles. On the trail sections, the petrol V8's fuel consumption nudges 30 litres/100km.
Touring
In translation from trail to road the VX loses nothing, save some of its thirst for 91 octane. It remains quiet, comfortable, refined and effortless. Such is the general refinement that it could wear a Lexus badge and still stand up to the harshest critic.
We're not so impressed however by the dynamic precision shown on tight roads. The 200 Cruiser doesn't like to be hurried when the road bends and twists and, if you try, it responds with plenty of tyre scrub, especially from the front, and body roll that suggests that the KDSS system does its best work offroad rather than on. Still, without a non-KDSS vehicle to compare it to (our test GXL turbo diesel has KDSS fitted as an option) we don't really know to what extent KDSS helps onroad.
Sand
Proving that the 200 really is an 'all-terrain' vehicle it also makes light work of sand driving. Some of our testers not so used to driving heavy, powerful automatics on the beach were put off by the way the auto constantly swaps the cogs, and the continual locking and unlocking of the torque converter, but that's standard fare with this type of vehicle on the sand.
Inside
Again there's far more good news than bad. The VX's spacious cabin offers comfortable front and second row seats and even the third row can seat three adults in some comfort. We particularly like the VX's backlit dash, which is classier and more functional than GXL's blander but too busy offering.
On the other side of the equation, despite being a whole new design, the third-row seats still rattle as did those of the 80 and 100 Series and we don't like the separate tilt and reach adjustments for the steering wheel.
Incidentals
It may not be a big deal but we can't see any significant benefit of the 200's proximity sensor key but there are a few things to dislike about this new feature, the chief being the lack of somewhere to put the key once you're in the vehicle.
Summary
The 200 Series petrol VX Cruiser offers far more kit for the money than its turbo diesel counterpart and does everything asked of it without flinching. If you aren't too concerned with the turbo diesel's fuel consumption and touring range advantage, then the petrol is the better buy. Either way, the VX petrol is a more than worth runner-up in this contest to its oiler stablemate.
SPECS
Base price: $79,900
Price as tested: $79,990 + on-road costs
Engine: 4.7-litre V8 petrol
Gearbox: Five-speed auto
4WD System: Full-time
Low Range: Yes
Claimed max power: 202kW @ 5400rpm
Claimed max torque: 410Nm @ 3400rpm
Weight: 2610 - 2665kg
Average fuel consumption on test*: 22.2 litres/100km
Fuel tank capacity: 138 litres
Touring range**: 572km
*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: All-round versatility and practicality
WORST POINTS: Fuel consumption, on-road dynamics
1st (286 points)
Toyota LandCruiser 200 Series GXL (turbo diesel)
Background
The new 200kW/640Nm 4.5-litre twin-turbo diesel V8 is the big-ticket item on the 200 Series road show. Backed by an all-new six-speed automatic this is the powertrain that finally brings the LandCruiser up to pace with what's happened with European 4WDs since BMW's diesel X5 first lobbed here in 2002.
The GXL oiler, as tested here, starts at the same price as the VX petrol but still lacks KDSS (a $2500 option on the GLX turbo diesel) so it ends up being both more expensive and, at the same time, not as well equipped.
Set-piece hill climb/test track
After watching the petrol VX perform on the set-piece hill climb it comes as no surprise that the GXL turbo diesel completes the same task without unduly extending itself. Again, like the VX, it drags its rear diff on the track's centre hump but the combination of long wheel travel, torsion centre diff and electronic traction control see it up the slope without fuss or fanfare.
Unlike the VX, which has Crawl Control, the GXL oiler has a conventional hill descent function to ease it down the other side. Without the hill descent engaged the GXL will run away down the slope but not to the same extent as the petrol 200. Without the VX's height-adjustable driver's seat, the vision from the GXL is only just acceptable, especially so for shorter drivers. Conversely, the taller amongst us complain that the GXL driver's seat needs to be lower as they look straight at the sunvisor.
Trail Drive
Everything the VX petrol does on the trails, the GXL diesel does at least as well if not better. It's certainly more economical (by 40 percent) and - not that the V8 petrol lacks off-idle torque - the diesel is more flexible again and rarely asks the gearbox for a lower cog when hill climbing, and has more engine braking for those steep descents.
Like the petrol 200, the diesel 200 has more than enough ability for tough trails although you do need to be mindful of the sidesteps (we bent the steps on both 200s), the rear mudflaps and the front bumper, as the 200 is not a knock-around offroader like the Jeep, the Defender or even the 76.
Touring
It's not too often that a diesel outperforms its petrol counterpart on the road, but that's the case with the 200 Series. The diesel matches the petrol for power, beats it handsomely for torque (which translates to more power across the rev range), and has one extra gear. The only downside is the diesel's extra weight (around 75kg heavier at the same spec level), but when you're looking at kerb weights in the 2600 to 2700kg region, 75kg isn't a significant difference.
What the diesel delivers on the road is even more effortless performance than the already effortless petrol V8. Nail the diesel's throttle and it responds instantly in any gear. And, with steady-speed cruising on undulating roads, there's less gear changing and locking/unlocking of the torque converter with the diesel than with the petrol.
Even the diesel's refinement is impressive. Sure, it's not as smooth or quiet as the highly impressive petrol but there's very little in it and on most roads at most speeds other NVH issues assume more importance than the small differences between the two engines.
Of significance here also is the diesel's touring range and it's worth remembering that the GXL is the only diesel with twin fuel tanks and the full 138-litre capacity as the up-spec diesels get a single 93-litre tank.
Sand
The diesel's stronger torque also helps it outperform the petrol 200 on the beach. Here the GXL is not just capable, but easy and effortless given its not inconsiderable weight.
Inside
The bite with the 200 diesel comes with equipment for the money and nowhere else is this more obvious than with the cabin appointments. With the option of KDSS, ou test GXL is $82,490 plus on-road costs. That translates to not a lot of change from $90,000. For that money you get cloth seats with manual adjustment and not even height adjustment for the driver's seat. If it weren't for the Toyota badge you would think you were looking at a BMW or a Mercedes-Benz...
Incidentals
The heavier kerb weight of the diesel means a lower payload than the equivalent petrol models, but with payloads in the 600 to 700kg range for both petrol and diesels, the payload figure isn't all that high either way.
Noted elsewhere is the fact that the petrol's Crawl Control system is not available on the diesel but we don't see this as a problem. As one of our testers succinctly put it, "Crawl Control is the answer to a question no-one asked".
Summary
One thing separated the two 200s from all of the other 4WDOTY short-listed vehicles. Where the other five vehicles were strong in some elements of the week's test but weak elsewhere, the two 200s performed well everywhere; the set-piece offroad sections, on the tracks and trails, on gravel roads, on the highway, and on the beach.
Separating the two 200s is $10,000 (plus some for options), and fuel economy, performance, and functionality. Is the diesel's extra bang worth the extra bucks? We think so. The new turbo diesel 200 is not just 4WDOTY for 2007. It's good enough to be 4WD Of The Decade.
SPECS
Base price: $79,990
Price as tested: $82,490 (KDSS $2500) + on-road costs
Engine: 4.5-litre V8 twin-turbo diesel
Gearbox: Six-speed auto
4WD System: Full-time
Low Range: Yes
Claimed max power: 195kW @ 3400rpm
Claimed max torque: 650Nm @ 1600-2600rpm
Weight: 2630-2700kg
Average fuel consumption on test*: 16.3 litres/100km
Fuel tank capacity: 138 litres
Touring range**: 797km
*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: Even more practical and versatile than petrol 200
WORST POINTS: On-road dynamics, equipment for price
