Short Wheel Base
Although we were impressed by the comfort and space afforded by the long wheelbase Pajero, it was the funky SWB that really took our eye, thanks to its ease of driving in all conditions and its ability to get to places where the LWB would struggle. Its short wheelbase makes it practical on-road and off, it’s easy to park, it’s good-looking, it comes with rugged credentials, and in diesel form it’s cheap to run.
This year, 2007, was another fine one for 4WD owners, with no fewer than 30 new or upgraded models or model ranges launched during the year – a total of 99 vehicles if one adds each individual model into the mix!
Of these, not many were entirely new from the ground up, while in some cases the changes related mainly to engines.
As far as our 4WD of the Year is concerned our deadline for qualification for the 4WD of the Year is early November, meaning we will have tested the vehicle outside of the launch event.
Unlike last year, when a third of the new vehicles were “soft-roaders” without low ratio gearboxes, this year’s contestants come in almost equal numbers, 53 with low ratio and 46 without.
However in some respects this is skewed by one model mix, the 17 new Jeep Wranglers contributing heavily on the side of “extreme” 4WDs.
No matter, for last year we introduced a new category to our awards to accommodate the growing “soft-road” segment.
We have termed this the 4WD Recreational Vehicle of the Year and its exact definition is that it is for 4WD vehicles with no true low range gearing.
Although these vehicles are often written off by the true 4WD aficionados as being almost “unworthy” of the name 4WD, some of them surprise you with their ability off-road.
Most are used only for such things as fishing, camping, or towing a boat, rarely leave a proper track, and totally fulfill their owners’ needs without the complexity, added weight and cost, and often heavier fuel consumption of a “true” 4WD.
Indeed, these are the most popular 4WDs on sale in New Zealand, and their numbers grow daily.
Apart from the date criteria used to choose our winners, a number of other factors are taken into account.
Off-road ability is high on the list, and the winner in each class needs to perform well in an off-road situation. After all, this is a 4WD magazine!
However, obviously we want more than that, and we will be looking for a 4WD that goes to the next level, one that shows improvements that are significant, both in terms of its competitors, and over its model predecessor.
We also look at such things as its practicality for daily use, seating comfort, ergonomics, ride comfort, ease of parking, visibility, load carrying ability and ride and handling.
Plus of course, such things as acceleration, responsiveness, and economy.
Now, let’s have a look at the “finalists”, i.e. those vehicles which qualified. They are listed in the order in which they were launched (or re-launched) in New Zealand.
4WD WAGON OF THE YEAR finalists
KIA SORENTO
This was launched early this year with a mid-life makeover and a swap to a more powerful and economical Euro 4 compliant diesel engine.
Though not one the die-hards would give a second chance, it in fact performed very well both on-road and off-road. This vehicle is also included in our 4WD wagons giant test elsewhere in this issue.
Its limiting factors are the relatively low 203 mm of ground clearance, but at the same time we discovered it excels on long steep hills and in our cross axle test.
This is the second generation Sorento, and although it doesn’t look a lot different from the first, there have been changes, including a new bumper, grille and headlights, and to the rear, and it has grown by 20 mm as a result.
The new 125 kW 2.5-litre engine is much smoother than previous Kia diesels, and this, plus work to improve noise, vibration and harshness, results in a more sophisticated ride quality and improved comfort levels.
The interior in particular has been cleaned up, with a modern look and feel that takes the car upmarket, and there's also more room in the back thanks to redesigned seats.
TOYOTA PRADO DIESEL
Toyota upgraded the Prado for 2007 with a new modern turbo-diesel that chucks out 127 kW, as opposed to 96 kW from its predecessor.
And it proved very economical, even in eight-seater automatic form, including our off-road test, much in low ratio first and second gears, as well as some fast cruising with five people and luggage on board, and a big dollop of stop-start Auckland traffic.
Most noticeable bodywork change is that the spare wheel has been shifted from the rear door to a drop-down tray under the vehicle, improving rear vision.
The downside is that in off-road conditions you might end up scrabbling in mud – but there’s an option to put the spare wheel back on the door. Both diesel models gain acoustic windscreen glass and new sound-absorbing material under the instrument panel to reduce noise, vibration and harshness.
MITSUBISHI PAJERO
Only the Mitsubishi Pajero comes in two different body lengths, and earlier this year it came in for major changes to styling front and rear, plus improvements to the suspension and new 127 kW diesel and 184 kW 3.8-litre V6 MIVEC petrol engines.
The interior also came in for a refit.
Result is that the car looks a lot more modern, with a crisper more European look. The bonnet is flat, and there’s an imposing front end.
We tested both SWB and LWB versions at the same time, and although we were impressed by the comfort and space afforded by the long wheelbase Pajero, it was the funky SWB that really took our eye, thanks to its ease of driving in all conditions and its ability to get to places where the LWB would struggle.
We also preferred it on a daily basis – it’s easier to park and a lot more responsive.
The two Pajeros are an interesting pair, with totally different characteristics, both on and off-road, making them end up as two totally different propositions.
JEEP WRANGLER UNLIMITED
According to Jeep executives, Wrangler owners have been asking for a four-door for years.
The new, long wheelbase Jeep Wrangler Unlimited looks a LOT like a mini Hummer. Secondly, it’s a comfortable vehicle on or off-road, both in terms of the quality of its seats, and the quality of its ride.
Thirdly, it comes in with brand-new engines, one a Dodge/Chrysler 146 kW 3.8-litre petrol V6, the other a new 130 kW 2.8-litre common rail turbo-diesel, updated from that found in the Cherokee and Grand Cherokee.
In addition to the “standard” Unlimited there’s also a Rubicon version, with lower transfer ratios and a whole raft of “go-anywhere” gear.
We tested the auto Unlimited with diesel engine, and for the most part loved it.
It starts out as a regular station wagon, with total weather-proofing and four doors, and then you can systematically strip it down until it’s just an open top vehicle with a total padded roll cage. Or you can turn it into a convertible.
Off-road it was as expected from such an iconic model, though we would have liked a lower ratio for descents in the auto ‘box, or at least a hill descent system.
LAND CRUISER 70 SERIES V8 WAGON
Another icon updated – and in this case introduced for the first time in NZ in the 70 Series range as a full station wagon.
This is a serious off-roader, and as such in some part suffers as daily transport, like the Jeep, as a result. Its main new feature is its single turbo 151 kW 4.5-litre V8 diesel engine, which is both cleaner and more powerful than the six-cylinder it replaces, and uses less fuel.
There’s a tweak or two to the front styling, slight changes to the interior, and a couple of additional features, plus a wider front track (necessary to fit the V8 under the bonnet), a snorkel, and air conditioning as standard.
Front suspension still features a coil spring rigid axle while a leaf spring rigid axle is used at the rear. There are manually-locked front freewheel hubs and a limited slip rear differential.
And that’s where it stops. Yes, there is a sound system, electric windows and so on, but there are no other frills to speak of, though the extra weight at the back (from all that glass) and better sound insulation makes it a better deal than the ute!
A “Simple Simon” of a 4WD, even in standard trim it’s very much at home off-road, but with solid axles front and rear you pay in terms of poor turning circle and ride quality.
SSANGYONG KYRON
SsangYong’s mid-sized 4WD wagon, the Kyron, was given a face-lift and is now available in New Zealand as just one top-specification model fitted with SsangYong’s third generation 121 kW 2.7-litre diesel engine and the Mercedes-Benz T-tronic five-speed automatic transmission.
At the front are a new bumper and fog lamps, new headlights and new grille and air intake; at the rear new tail-lights and a new tail-gate design.
The Kyron’s Electronic Stability Programme (ESP) has a full range of linked driver assist functions including hill descent control (HDC), active rollover protection (ARP) and full traction control (FTC), while other standard features include an electronic sunroof, automatic air-conditioning, and an audio system.
This vehicle is included in our Giant Test elsewhere in this issue, and proved itself extremely capable both on and off-road, in some cases performing far better than the testers had expected – especially at its relatively low price.
RECREATIONAL 4WD OF THE YEAR finalists
Although there were 14 new or updated entrants in this category last year, some of them were just “paper launches” where limited changes were made and no formal launch took place – while in other cases we went to the launch, but have not yet been able to get our hands on a vehicle – or could not do so before the cut-off.
This still leaves nine models in the category which qualify for the award, again listed in order in which they were launched.
HONDA CR-V
The Honda CR-V was redesigned from the ground up at the end of last year and it's bigger, more spacious, more capable off-road, and more stylish.
It has a sleeker and more streamlined look, with big wheels in large wheel arches, a steeply sloping windscreen, and a rear look designed to appear coupe-like.
The interior is more luxurious and sedan-like, and the whole car is lighter and handles better.
There's now a vertically opening tailgate and the spare wheel is beneath the load compartment floor, making the CR-V around 105 mm shorter, with more luggage space. It has a 125 kW 2.4-litre petrol engine with 5-speed auto ‘box coupled to a 4WD system which automatically engages only when required.
We found the punchy engine and five-speed automatic provide a great combination and the handling is excellent on tar seal and gravel, with no noticeable body roll. Ride quality is good on all surfaces.
HOLDEN CAPTIVA
The Captiva is the latest 4WD new marque to come out of Korea, a well-engineered and well put-together alternative.
Originally it was launched only with a 167 kW Holden-made 3.2-litre V6 but a 110 kW turbo-diesel came later in the year.
The Captiva has 200 mm of ground clearance, plus a descent control system, and what Holden terms “Active All-Wheel Drive”.
This means the system puts most of its drive to the front wheels most of the time, but sends up to half the engine's effort to the rear wheels if the fronts lose their grip or traction.
But it’s the Captiva’s comfort levels which will impress most, although the Captiva will fulfill many an owner’s 4WD fantasy without having to make compromises when it comes to daily use.
JEEP COMPASS
Among the “soft-roaders” there’s a new 4WD sector developing. It’s the vehicle which maybe can perform, but nobody expects it to ever be asked to. Certainly the Compass LOOKS the part of a 4WD. It has room for five adults, it’s as manoevrable as a hatchback, and has 200 mm of ground clearance.
It also gets full-time 4WD, although mainly to the front wheels in a maximum 80/20 split, thus saving fuel, and comes with electronics to help prevent it rolling over, as well as Electronic Stability Programme.
It has super ride qualities and plenty of space, and a willing 125 kW engine, spoiled in no small part by a CVT (continuously variable transmission) gearbox.
While the Compass offers fair ability as a “soft-roader”, it fails to excite in its primary role as an urban warrior.
DODGE NITRO
The Dodge Nitro has great presence on-road, and certainly the macho boxy styling turns a few heads, but this 4WD is strictly for urban cowboys and cowgirls.
For a start there’s no low ratio, so already the vehicle is compromised for really hardcore off-road use, and there’s not a lot of clearance for the front spoiler and rear tow bar.
In everyday driving the Nitro operates as a rear-wheel-drive vehicle, but the part-time 4WD system can be engaged at the press of a button while in motion or stationary.
For city slickers, plus family and recreational users the Nitro makes more sense than a proper heavy duty off-road vehicle and it’s far more likely to spend life curb hopping than rock hopping.
Power comes from a 130 kW turbo-diesel matched to five-speed auto.
LAND ROVER
FREELANDER 2
Land-Rover has put the mid-segment Freelander 2 into a new class, with high levels of sophistication and quality.
The Freelander is limited to five-door, in luxury HSE, and two engines, the PSA-developed 118 kW 2.2-litre four-cylinder common rail turbo-diesel with vibration-smoothing balance shafts – plus a straight six 171 kW 3.2-litre petrol unit from Volvo.
A six-speed automatic gearbox, with manual sequential gear changes is standard.
Freelander 2 is longer, wider and higher, with the spare wheel underneath to give more interior space. Specification levels are high including Terrain Response 4WD system and Hill Descent Control.
On-road the Freelander handles like a sports sedan; off-road it is a revelation. Thanks to the auto ‘box it can still plod along slowly over rocks and rough ground, within the limits of its 220 mm ground clearance, and the combination of its Haldex 4WD system and traction control means you just don’t get stuck or cross-axled.
There are excellent approach and departure angles, and huge torque means even sand drag can be overcome.
TOYOTA HIGHLANDER
Toyota’s latest Highlander is still a “soft-roader” – meaning it doesn’t have a low ratio transfer box – but it does have permanent 4WD system 50:50 split front-rear at all times, coupled with traction control, plus a hill descent system. However, there’s no locking centre differential.
It’s a completely new design and a full seven seater, and bigger than before.
And it also gets the latest 201 kW 3.5-litre V6 engine connected to an electronically-controlled 5-speed automatic transmission with sequential manual mode.
Inside the Highlander moves more upmarket than its predecessor, and there’s a lot more room.
An interesting feature is that the second row of seats can be converted from a three-seater into two individual “captain’s chairs”.
Ground clearance is 206 mm; although nowhere near an out-and-out off-roader, it has enough 4WD ability to enable for most people, while providing a huge degree of versatility and space. But no diesel.
JEEP PATRIOT
Under the very traditional squared-off “Jeep” exterior design, the new Patriot is a mirror image of the Jeep Compass in terms of drive train and engineering, although the Patriot looks more like a Jeep than the more rounded and softer Compass, and it is a bit bigger.
Like the Compass the Patriot has a 2.4-litre 125 kW engine with either CVT or five-speed manual gearboxes.
Essentially, same book, different page. For Patriot read Compass, but with impressive legroom, especially for those in the rear, and lots of cargo space.
LUXURY 4WD OF THE YEAR finalists
Although these start in the $95,000 plus bracket, that hasn’t stopped activity from the importers, nor has it stopped the buyers queuing outside their doors!
AUDI Q7
In essence, the Q7 is an A8 on steroids, and its dashboard layout is similar to that of the A6 and A8, with superb build quality.
Ostensibly a road-burner deluxe with some off-road ability, the Q7 is more comfortable on tar seal than off.
Adaptive air suspension is standard on the 240 kW 4.2 TDI V8, and the combination of this and an electronically controlled damping system means you can dial-in what you want it to do.
It has a hill descent system and a system which disengages the ABS braking system in loose sand/gravel or snow to allow the brakes to work more effectively off-road.
Ground clearance can be varied between 150 and 240 mm and it has instant get-up-and go, giving the Q7 the performance to match its looks.
Comfort and luxury personified, on-road it is quick, though limited by its size; off-road – well, not as soft and shiny as you might have expected.
RANGE ROVER VOGUE TDV8
Main feature of the latest Range Rover is a new 3.6-litre V8 twin turbo common rail diesel with 200 kW of power, but more importantly massive torque which peaks at 640 Nm.
At the same time the cabin was revised to make it cleaner and smarter and the controls easier to use, and a couple of technical features added, such as Land Rover’s Terrain Response system, “borrowed” from Discovery III.
The front seats are also new and more comfortable and there’s also lots of rear seat room, and the seats fold forward in a 65/35 split (including the centre armrest) to increase luggage space from 991 litres to a massive 1,091 litres.
We did much of our testing on and off the beach, and were impressed by the Rangie’s prodigious off-road ability, including, at times, being able to dial-in 281 mm of ground clearance to lift over the obstacle.
Performance on and off-road was, in fact, astounding, coupled with whisper-smooth luxury and economy no worse than bigger sedans.
RANGE ROVER SPORT TDV8
We also tested the Range Rover’s lither brother, the Sport, fitted with the same engine as the RR, and again we were impressed – though the Sport is a horse of a different colour!
At times we were able to drive the big 4WD like a rally car, power sliding on private roads, and we made full use of its computer-controlled active anti-roll system which senses cornering forces and then acts to reduce lean.
We also took it through a variety of off-road conditions where we discovered the Sport is every bit as capable off-road as the Discovery III it is based on, the only limitation being the fat low-profile road tyres.
It has 227 mm of ground clearance on the highest ride setting - with the possibility of a few more cm if it encounters sudden potholes.
Although hugely capable off-road, the Sport is not aimed at the off-roader market, but rather at those who want sporting motoring while being able to get down and dirty from time to time.
VOLVO XC90 V8
Another one to slot a powerful V8 into its top off-roader was Volvo, with the 232 kW XC90 V8.
The vehicle’s overall length of 4.8 metres allows the option of either five or seven seats, the latter making it a great Mom’s tax, and from nose to tail the XC90 looks every bit a rough and tough 4WD machine.
The vehicle is superbly comfortable and quiet under normally operating conditions, but lets rip with a delicious V8 growl under hard acceleration.
Handling is very crisp, with permanent 4WD, and it’s got all the electronic gizmos – but one mustn’t try to judge the XC90 as a serious off-roader - without a low ratio gearbox it just can’t cut to the chase.
However, it does have reasonable ground clearance, impeccable manners on rough farm roads, and the ability to get anywhere a person paying this sort of price tag is likely to want to go.
Pity about the lack of a hill descent system, though. Given Volvo’s safety record we would have thought this would have been a MUST.
PORSCHE CAYENNE
Developed on the same platform as the Volkswagen Touareg, the Cayenne has all the gear to make it hugely capable off-road and it came in for power and styling changes plus improvements to the suspension.
The V6 Cayenne got a massive hike to 216 kW from an increase in capacity to 3.6-litres, as well as the introduction of direct fuel injection. The Cayenne S’s naturally-aspirated V8 went up to 283 kW, and the V8 Cayenne Turbo up to 368 kW.
The Cayenne S and Cayenne Turbo also get air suspension incorporating PASM Porsche Active Suspension Management which gives up to 271 mm ground clearance.
In the end though it was the Cayenne V6 which we tested, on steel springs, and although we found it quite capable, the limiting factors were its road tyres, and ground clearance of 218 mm.
A great car on-road, a great car on smooth gravel, but not likely to spend much time in true off-road conditions.
VOLKSWAGEN TOUAREG
Volkswagen changed 2,300 parts with its latest Touareg 4WD, new engines and more dynamic technology – but many of these were just to accommodate styling changes.
However more important was the big power boost thanks to VW’s FSI direct injection technology.
The 3.6-litre V6 FSI goes to 206 kW while the Touareg 4.2 V8 FSI gets 257 kW.
Three turbo-diesels are offered - the 128 kW R5 TDI 5-cylinder; the 3-litre V6 TDI diesel, with 165 kW and the 230 kW 5-litre V10 TDI diesel.
It also gets the new ABSplus system which allows the tyres to build up a wedge in front to assist braking on gravel and snow. We tested the petrol V8, which has air suspension as standard, and this plays a big part in the vehicle’s off-road ability, providing ground clearance up to 300 mm.
A superb performer on-road, and spoiled off-road only by the optional Driving Dynamics Package, which limits its ability a bit and makes the ride firmer. A 4WD that’s definitely easy to live with.
BMW X5
The latest BMW X5 is bigger in every dimension, and now comes with the option of seven seats, or five seats and much-improved luggage space.
It gets changes to the suspension, and new technologies which include an electronic gearshift for the 6-speed automatic sports gearbox.
The interior is restyled, too, including modern trim, a new “jet-fighter joystick” gearlever, and a “clamshell” glovebox.
Engines are a 4.8-litre 261 kW petrol V8, a 200 kW straight six 3-litre, and a 173 kW 3-litre straight six common rail turbo-diesel.
The new X5s have a much lower centre of gravity than the old ones; this, coupled with the latest xDrive 4WD system, makes them very predictable and agile on tarmac.
For off-road use it has 212 mm of ground clearance plus Hill Descent Control, but lacks a low ratio gearbox.
UTILITY 4WD OF THE YEAR finalists
Only four contenders in the “workhorse” class this year, though three of them are major players in the segment.
The Mazda BT-50 and the Ford Range are essentially the same vehicles, but aimed at different market segments, with the Mazda more a sports utility, the Ranger aimed at the daily grind. The Holden Rodeo now gets new diesel power.
MAZDA BT-50
At the heart of the BT-50 is a new 115 kW 3-litre turbo diesel engine.
BT-50 buyers get the option of a five-speed manual or five-speed automatic transmission and two different types of 4WD system – manual shift or electric shift. All 4WD versions have a limited slip differential.
The BT-50 offers ABS and dual front airbags on all models, and is the first in its class with side airbags as standard (Double Cab SDX). Off-road high bodywork means you can commit to some fairly serious lumps without getting stuck. Well setup for off-road use, but in the back comfort was not felt to be up to what the market segment might require.
FORD RANGER
The Ranger has the same motor as the Mazda. We felt the seats were comfortable, with nicely bolstered sides, and the controls well laid-out.
Ride quality was good, on and off-road, not too stiff on normal bumps, although there was some pitchiness on bigger ones.
Although in many respects the same as the Mazda, it was felt the Ford was easier to live with on a daily basis, and most of our testers in our July Giant test preferred it to its sister product.
SSANGYONG ACTYON SPORTS
The SsangYong Actyon Sports ute has got very different styling, and all versions get the same 104 kW 2-litre common rail turbo-diesel.
It’s a very comfortable vehicle, with its slightly softer springing giving a better ride than most and more legroom, especially in the back.
Off-road the Actyon is not as proficient as some, with only 190 mm of clearance, but it got itself out of quite severe cross-axle situations, courtesy of its limited slip differential.
That said, as with many crossovers and “soft-roaders” the Actyon Sports is not intended for serious off-road work - it’s aimed more at the leisure market.
But provision of a proper low range transfer ‘box means it’s going to take you into – and out of – places not many (if any) of the softroaders will go.
HOLDEN RODEO
Four years ago Holden came in big with new enlarged bodies on its Rodeo 4WD utilities; now there’s a new 120 kW 3-litre common rail turbo diesel, plus the 3.6-litre 157 kW V6 and 2.4-litre 4-cylinder 92 kW units from before.
All models now feature ABS and driver and passenger airbags on all but base workhorse variants and there are new 5-speed manual and 4-speed automatic transmissions. All models also get a redesigned front and rear with a big bonnet air scoop on the turbo-diesel models.
There are improved NVH qualities, with the low interior noise and car-like ride, while for off-road use the Holden has simple push button selection for 4WD, and it's also possible to change "on the fly". *
