Car Advice | News | Reviews » SUV Medium

Toyota LandCruiser Prado Review & Road Test

Paul Maric — Tue, 16 Mar 2010 22:41:01 +0000

It’s certainly bigger, but is it better?

Models Tested:

2010 Toyota LandCruiser Prado ZR; 3.0-litre, four-cylinder, turbo-diesel; five-speed automatic; SWB wagon – $65,990*
2010 Toyota LandCruiser Prado Kakadu; 3.0-litre, four-cylinder, turbo-diesel; five-speed automatic; LWB wagon – $88,990*

Options:

None fitted.

Off-road credentials, interior room, features.
Gearbox problems, nagging computers during off-road driving.

CarAdvice Rating:

Words – Paul Maric

The Toyota Prado has an illustrious history in the Australian market. It has become popular with city dwellers that need the flexibility of a part-time off-road vehicle, but don’t want the cumbersome size that is associated with the bigger LandCruiser.

Competing against the likes of the Mitsubishi Pajero, Nissan Pathfinder, Land Rover Discovery, Mitsubishi Challenger, et al. the Prado strikes a balance between driveability in the city and rock hopping in the bush.

It’s clear that Toyota didn’t need to do much with the Prado’s styling. The outgoing 120 Series was and still is quite a handsome vehicle. The 150 Series introduces a muscular grille, curved headlights and a new rear end.

The improvements to design are not only for styling purposes. The coefficient of drag has been reduced from .37 to .35, further helping reduce the Prado 150 Series fuel consumption.

The Kakadu model tested sits at the top of the Prado tree, priced from $88,990. The three-door ZR variant also tested is priced from $65,990.

As part of the price tag, the Kakadu features an all-new camera trekking system used in the Lexus LX570. The system uses one wide-angle fish-eye camera mounted on the front grille, along with two wing mirror mounted wide-angle fish-eye cameras and a reversing camera to help judge wheel position and objects in front and behind the car.

It’s inside the cabin that the Prado really shines. While some people won’t like the simplistic design Toyota has chosen, it is extremely effective with all controls in logical, easy to reach places.

Touch screen satellite navigation doubles as a touch screen for audio, climate and vehicle setup functions. The improved satellite navigation system has further refined the class-leading offering. The easy to use system is now faster and predicts street addresses intelligently.

Get used to stopping to type your address in though. The navigation destination entry only works when the vehicle is stationary, as it assumes the driver is typing the address, even if the passenger is controlling the screen.

Kids are kept happy with a roof mounted DVD player that comes with three wireless headphones and AV inputs. The DVD player is also linked to the car’s 14-speaker Pioneer sound system. The sound system is excellent and offers plenty of bass and very crisp treble.

New steering wheel controls now manage the selection of 4WD modes. The Multi-Terrain Selector on the steering wheel allows the driver to switch between four modes, ranging from Mud and Sand, Loose Rock, Mogul and Rock. Each mode can vary wheel slippage and cater the stability control to the driver’s needs.

Height adjustable suspension is also standard on the Kakadu model. The system increases the standard 220mm ground clearance and allows a maximum wading depth of 700mm.

Unfortunately, Toyota hasn’t improved the maximum power or torque output of its four-cylinder diesel engine. While Toyota has improved fuel injection and changed from a top-mount intercooler to a front-mount intercooler, the 3.0-litre turbo-diesel motor still produces 127kW and 410Nm of torque.

Fuel consumption has been improved by 8.6 percent, with the ADR figure now 8.5L/100km. This figure was hard to achieve on test, despite over 1400km behind the wheel. The best average I returned was 9.1L/100km, with the rest sat north of 10L/100km.

The diesel engine struggles to keep the Prado’s 2.4-tonne weight up to speed with traffic. Considerable throttle is required to keep the Prado moving with the flow of traffic – especially with a full load of passengers on board. It would have been nice to see some more torque out of this carry-over engine.

Transferring the power to the road is Toyota’s five-speed automatic transmission. The five-speed unit does a good job shifting cogs, but an extra gear could yield further fuel consumption reductions in my opinion.

Behind the wheel in the city, the Prado doesn’t feel anywhere near as cumbersome as it looks. While it’s a big unit to keep tabs on, the light steering and tight 11.4m turning circle make it easy to place in city traffic. Parking is also a breeze with the raft of cameras, including front and rear parking sensors.

Cabin comfort is exceptional. A third row of seats can be controlled electronically and accommodates kids in comfort and adults for short journeys. Front and second row leg room is very good, which can only be expected from a vehicle of this size.

Toyota claims to have improved handling with the new Kinetic Dynamic Suspension System (KDSS). KDSS claims to electronically modulate individual suspension members to provide a flatter ride through corners and to help absorb bumps off-road.

On-road, the Prado still carries a considerable amount of body roll when put through corners. Even in the Sport mode, KDSS seems to simply firm the dampers, opposed to improving body roll and ride quality. Off-road it’s a similar story. The system seldom reacts quick enough to prevent the body from crashing on the rebound.

To put the Prado through its paces, I ventured through a selection of off-road conditions ranging from mogul in the Grampians Nation Park, through to sand in the Big Desert, hoping to see just how good the Prado was off the beaten track.

It didn’t start well. Our first hill climb featured loose rocks and a considerable 400m long gradient. Around 1/3^rd of the way up the hill a warning light came on indicating the automatic transmission was getting too hot and that we should stop on flat ground to cool the system.

Unfortunately, stopping wasn’t going to happen as the end result would be far worse than a warning. Upon reaching the top of the climb, we pulled over and let the Prado cool down. It took around five to ten minutes for the warning to disappear and from the looks of it, it was all back to normal.

From there, a set of challenging mud ruts followed. The mud ruts were tackled with the suspension height fully extended. The lack of bumps and crashes from the undercarriage indicated the added ground clearance courtesy of the height adjustable suspension was worth its weight in gold.

The low range gearbox worked well during a very steep decline over loose rocks. Engine braking was sufficient to keep the car from running away. The hill descent control also worked well, but I didn’t choose to trust it when not slowing down enough meant going over the edge of a very steep drop.

It didn’t take long before the transmission warning popped up again. This time around it was on a relatively meagre climb up a gravel hill. High range was selected with all four-wheel-drive modes off.

After stopping to let the system cool down, we were off again. The final stint of off-roading was on sand. This is where the Prado really excelled.

With some pressure let out of the tyres, the Prado’s power delivery pulled it through flat and steep sand dunes. Although the sand mode selected via the Multi-Terrain Selector was useful in holding gears, it kept interfering during cornering. The stability control would continuously beep each and every time you turned the wheel to go around a corner in the sand.

It became so frustrating that I ended up disabling all the on-board computers and stability control. That move resulted in care-free driving, without the constant nagging of the computers.

Unfortunately, during the period driving on sand, another five transmission temperature warnings came up. Every time a warning came up we had to stop and wait for the system to cool down.

I wasn’t too impressed with the brakes on sand and loose gravel either. If you had to get onto the brakes hard, there would be a momentary lag between brake application and full brake intervention. It was almost as though the system had to think about how much braking force to apply before it went ahead and did it.

The braking anomaly is probably due to the onboard ABS that prevents the wheels from skidding.

As a 4WD, the Prado still ranks as one of the best. With the transmission issue aside, the Multi-Terrain modes generally worked well and helped assist during tricky situations. The front and side cameras were also a godsend in situations where it was impossible to see the other limits of the car.

My only real gripes with the Prado are the engine’s lack of torque when it’s needed on-road and the continuous issues with the transmission off-road.

Toyota was contacted in mid-January regarding the problems we had with the transmission. The vehicle is still being investigated and we will report back once we receive a definitive report with regards to the issue.

The Prado’s exceptional list of standard features, in addition to passenger comfort levels and interior room place it ahead of the field, certainly in this price bracket. While I wouldn’t hesitate recommending the Prado, I’d hold off until the verdict is out on our transmission issue.

If the problem is limited to the vehicle we drove, we will retest the Prado to ensure the issue can’t be replicated on other vehicles.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

Specifications:

Engine: 2982cc four-cylinder turbo-diesel
Power: 127kW @ 3400rpm
Torque: 410Nm @ 1600-2800rpm
Induction: Turbocharged
Transmission: Five-speed automatic
Driven Wheels: All-wheel-drive
Brakes: Four wheel discs
Top Speed: N/A
0-100km/h: N/A
Fuel Consumption: 8.5L/100km (ADR)
Fuel Consumption: 10L/100km (As Tested)
Fuel Tank Capacity: 150 litres
Fuel Type: Diesel
ANCAP Rating: N/A
Safety: ABS brakes with EBD, BA. ESP.
Spare Wheel: Full size
Tow Capacity: 2500kg/750kg (braked/unbraked)
Turning Circle: 11.4m
Warranty: 3-years/100,000km
Weight: 2420kg
Wheels: 265/60R18

Renault Koleos Review & Road Test

Matt Brogan — Mon, 22 Feb 2010 19:28:30 +0000

Content to be understated, Koleos is not to be underestimated

Model Tested:

2010 Renault Koleos 2.0 dCi Dynamique 4×4; 2.0-litre, four-cylinder, turbo-diesel; six-speed automatic; wagon – $39,990*

Options:

Metallic Paint $800 (Fitted – Black); Premium Sound System $800; Panoramic Sunroof $1,890; Leather Upholstery $2,500; Modularity Pack $650

Perky diesel engine; capable ride & handling; practical storage; comfortable seating
Slight turbo lag; split tailgate limits cargo area reach; turning circle; dashboard glare

CarAdvice Rating:

With so many mid-sized SUVs on the market, it may seem we’re a little spoiled for choice, and as is always the case when presented with such an issue, deciding on a vehicle to best suit your needs can be a daunting task.

Wouldn’t it be nice then if an example came along that managed to meet the needs of the family with consummate ease, while at the same time being easy to live with, amply practical, amiably attractive and as comfortable as the family sedan?

It just so happens that one has, although you’d hardly know it.

The Renault Koleos sits quietly in a sea of competition, almost obscured by the fuss of advertising and brand snobbery that abounds across the mid-sized, mid-priced SUV category, and while there have been ads for the Koleos in the past, it’s not until you jump behind the wheel that you find this little number really does tick all the “must have” boxes, without failing in any one key area.

Koleos is a fantastic all-rounder: it’s engine is strong and suitably frugal; it’s suspension arrangement a capable mix between a comfortable ride and confident handling; and it’s cabin an intelligent mixture of easy-to-operate practicality, clear visibility and enjoyable space.

The vehicle feels thoroughly modern too, offering neat touches such as an electronic park brake, power folding mirrors, dual-zone climate control (with separate rear fan control), convex conversation mirror, cruise control (with speed limiter function), power windows and mirrors, remote central locking and a punchy single CD tuner with steering column mounted remote control and 3.5mm auxiliary input. Koleos misses out on reverse parking sensors (available as an option) or a rear view camera, satellite navigation and Bluetooth mobile phone connectivity.

The only other downside internally is the amount of glare reflecting from the dashboard’s centre binnacle, with its brushed alloy ring an annoying distraction on the windscreen.

Seating is comfortable in all five positions, even on very long trips, while a chilled glove compartment, deep centre console bin, nifty concealed door storage, generous map pockets, retractable rear sun shades and back-of-seat mounted aircraft-style tray tables all prove very handy on those long haul family excursions.

Up back the Koleos offers 450-litres of cargo space which is accessible via a horizontally split rear tailgate. The cargo area can be accessed by only the top half if so required – great in tight parking spaces – but when used together, can make the reach to any loose items against the rear seats a little bit of a stretch.

The rear seats offer the wagon a 60:40 split fold to increase the cargo area to a very handy 1,380-litres. A retractable security cover is also included as standard, and pops out of place easily when not in use so as not to hinder all that additional space.

Under the bonnet Koleos offers a 2.0-litre four-cylinder turbo diesel engine (or dCi in Renault-speak) to deliver strong pulling power and decent fuel economy. The engine develops 110kW of power at 4,000rpm and 360Nm of torque from 2,000 revs, more than enough for most applications.

There’s a hint of turbo lag from a standing start, but this is quickly accounted for with brisk acceleration thereafter. Koleos manages the 0-100km/h run in 10.2 seconds, which is a suitable given the car’s obvious high-riding, family orientation.

Fuel economy returns this week were an acceptable 9.4L/100km (mix of 50:50 city and highway driving).

In this instance Koleos was mated to a smooth six-speed automatic transmission driving all-four wheels on an on-demand (automatic) basis, though a manual option is also available.

The grip is from the AWD system is suitably impressive meaning Koleos manages to corner quite well for its size and height. On the downside though, the turning circle (not provided) does seems a little on the large side, so many tighter car parks require two attempts.

Sitting 188mm from the ground the Koleos also manages soft-roading with little fuss and even offers a differential lock and hill descent control as standard equipment.

As has become the norm from Renault, Koleos also features a key card in lieu of a traditional car key. The simple unit is approximately the size of a credit card, albeit somwehat thicker, and incorporates the car’s remote control functions. The unit fits nicely in your pocket (or purse) and is accompanied in the car by a docking station and stop-start button which is simply pressed (not held) to start the car.

The key card also offers the ability to activate the headlamps at night making it easy to find your way safely over unfamiliar surfaces.

Koleos offers a very high level of standard safety equipment including front, side and curtain airbags, Electronic Stability Control (ESC) with Traction Control, Hill Start Assist (HSA), Hill Descent Control (HDC) as well as ABS braking with Emergency Brake Assist (EBA). Anti-whiplash head restraints are fitted as are three-point inertia reel seatbelts (with pyrotechnic pretensioners up front) and ISOFIX child seat preparation. Not surprisingly these features earn Koleos a five-star ANCAP rating.

With a plentiful level of standard equipment, straight-forward functionality, plus high quality levels of fit and finish both inside and out, the Renault Koleos is a worthy contender in the sub-$40K bracket. Four-out-of-five.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the (Diesel) Rivals:

Specifications:

Engine: 1,995cc DOHC four-cylinder (16 valve)
Power: 110kW @ 4,000rpm
Torque: 360Nm @ 2,000rpm
Induction: Direct Injection, Common Rail & Turbocharged
Transmission: Six-speed automatic
Driven Wheels: All
Brakes: Discs with ABS & EBA
Top Speed: Not Tested
0-100km/h: 10.2 seconds (As Tested)
CO2 Emissions: 221g/km
Fuel Consumption: 8.3L/100km (ADR)
Fuel Consumption: 9.4L/100km (As Tested)
Fuel Tank Capacity: 65L
Fuel Type: Diesel
ANCAP Rating: Five-Star
Airbags: Front, Side & Curtain
Safety: ESC with Traction Control, HSA & HDC
Service Intervals: 6 months / 10,000kms
Spare Wheel: Full-size matching Alloy
Suspension: Strut (F) / Multi-link (R)
Cargo Capacity: 450/1,380L
Ground Clearance: 188mm
Tow Capacity: 1,350kg (Braked)
Turning Circle: TBC
Warranty: 36 months / 100,000km
Weight: 1,713kg (Tare)
Wheels: Alloy 17 x 6.5-inch

Hyundai Santa Fe R Review & Road Test

Nadine Armstrong — Wed, 10 Feb 2010 19:00:37 +0000

Family friendly; seven seats and five-star safety.

Model Tested:

Hyundai Santa Fe R Highlander; 2.2-litre, four-cylinder, turbo-diesel; six-speed automatic; SUV – $48,490*

Nice turbo-diesel engine, versatile space, five-star safety, fuel efficient
Firm suspension, body roll, limited luggae space in seven-seat mode

CarAdvice Rating:

If your idea of value for money is a long list of modern specs and space for seven, the Hyundai Santa Fe R Highlander is sure to tickle your fancy.

If you’re in the market for a seven-seater vehicle, chances are you have a larger than average family and lug around more gear on a daily basis than most people take on holiday; children, bags, bikes, prams, shopping bags, sports equipment… and the list goes on. You want the whole package; space, versatility, fuel economy, comfort and safety. The Santa Fe R Highlander has got you covered.

Originally available with a choice of engines, including a V6, the third generation Hyundai Santa Fe now comes with 2.2-litre turbo diesel only, across three model specifications – the entry level SLX, the mid-spec Elite and range-topping Highlander.

As the Santa Fe has grown in its appeal, its looks seem to have matured, too. While nothing drastic has changed, subtle styling changes keep the Santa Fe’s look current.

It’s hard to argue that the Santa Fe Highlander isn’t a good looking car. Its large body is well proportioned and incorporates soft curves all round. The good looks extend across the entire range, with a chrome grille, fog lights, twin chrome exhaust pipes and roof racks standard across all three models. The Highlander gains a couple of additional exterior features such as 18-inch alloys and a sunroof.

With 145kW and 436Nm (421Nm in the manual) at hand the Santa Fe is no slouch. The six-speed automatic transmission in our Highlander test vehicle performed very nicely. Gears are well spaced and delivery of power is smooth. Despite a kerb weight of 1988kg, the Santa Fe springs to action from standstill; it’s no challenge for the 2.2-litre turbo diesel engine which produces quick and smooth acceleration with minimal lag.

The Santa Fe SLX is available in a six-speed manual or six-speed automatic, while the Elite and Highlander are offered as an automatic only.

The suspension in the Santa Fe is quite firm and it struggles to disguise the humps and bumps that your average suburban road serves up. The result is a less than smooth experience which detracts from the ride and is at odds with the level of comfort this vehicle otherwise offers.

Steering the Santa Fe is easy. With a turning circle of 10.8m, maneuvering this vehicle is light work and makes for a surprisingly nimble mover. There is however noticeable body roll – even at low speeds – and the front suspension loads up upon cornering – it’s a little disconcerting for such a large vehicle.

The Santa Fe is a big car, but it comes without the heavy attitude of many large SUVs. The doors are of a manageable size and they don’t swing open uncontrollably. The tailgate and bonnet are both easy to open and close; the bonnet has assisted opening.

The Highlander’s interior is slick – and noticeably superior to the SLX. The interior finish is a mix of plastic, faux carbon fibre and leather. It looks good, for a fake. A mix of colours, chrome highlights and blue illumination brightens the cabin; it’s particularly good looking at night. And I’m a sucker for an engine stop start/button – it adds a fun and up-market feel to the cabin.

The Highlander scores leather seats which are very comfortable and offer good electric adjustment for both driver and front passenger. They are however fairly narrow in the base.

The dash houses two digital displays, one for audio interface and another for climate control. They’re nicely placed and simple to use. This double display creates quite a busy array of buttons and dials, but it remains simple to use.

The Highlander’s audio interface has a six-stack CD player, USB, iPod and Aux connectivity at the ready. This can be found in the centre console, where it’s easy to see and easy access, with plenty of space for your iPhone/iPod to rest. Six speakers and a sub-woofer do your music justice.

A foot activated Park brake is located in the driver’s foot well, which frees up crucial space in the centre console for storage holes and drink holders – or handbags!

In-cabin storage is also very good; robust cup holders, storage holes to the front and left of the gear shift, good in door pockets, decent sized glove box and a great air-conditioned cool box.

While the Santa Fe’s cabin ergonomics are great, the ride height was a slight problem for me. I’m about 162cm tall and I struggled to get in and out of the Santa Fe with any degree of poise. I also found it an effort to load and unload the baby seat as a result of the seat height.

Despite its size, it’s easy to judge the boundaries of the Santa Fe. Huge wing mirrors (which retract with the touch of a button) and big side windows allow good visibility all around. The audible parking sensor warnings are helpful in this regard. Standard on the Highlander is a reversing camera, with the image displayed in the rear-view mirror. While this is a clever feature and good positioning, I think the visual is not as clear as what you get in most in-dash screens.

I like the auto door lock upon take off, but I’m not a fan of the auto-unlock when the engine is in Park mode. I like my doors locked until I choose to unlock them.

The Santa Fe’s space and seven-seat versatility is a big draw card. Yes, the Hyundai Santa Fe can comfortably seat seven passengers. The second row seats offer ample space for three and the third row will seat two people – with varying levels of comfort depending on their size. The second row also provides three child seat anchor points.

If those passengers happen to be toddlers or unruly kids, the drop down mirror in the roof – a ‘conversation mirror’ – is very handy.

Activating the Hyundai Santa Fe’s third row is easy. The kerbside second row passenger seat tumbles forward to allow access to the third row. This can easily be engaged from street or from the third row itself.

With the seat flipped forward, a large access path opens up to the third row. It’s relatively easy to get in and out. Kids will have no problem. Adults will need to be a little more flexible.

In the third row, space is quite good – perfect for kids. The floor is quite high so your knees are a little bunched up, but doable – again, it’s perfect for kids. Headroom was more of a concern. My head was very close to the roof. When you pull down the tail gate with the third row engaged, it’s very tight. I thought the seat backs were going to smash the window.

Third row passengers have their own directional air vents on both sides – including fan speed control – a cup holder and a storage box, adjustable head rests and lap sash belts. Visibility from the third row is good, thanks to the third row side windows and stadium style seating. There is a bit of room for feet to slide under the second row and decent knee room for someone of my size.

It’s easy to engage the seat tumble to make an exit from the third row. It’s a two part action – press the button on top of the seat to flip and the lever at the base to roll forward. Young kids would be able to manage this on their own once shown the process.

The Hyundai Santa Fe’s luggage space falls seriously short when the third row is engaged. If you’re packing for a holiday with seven people on board, you’re going to need the roof storage. I’d also option the roof-mounted DVD entertainment system which is not only CD, MP3 compatible, but Sony PlayStation® and Nintendo console-compatible.

The diesel engine of the Santa Fe is quite frugal. Official fuel consumption is quoted at 6.7L/100km for the manual transmission and 7.4L/100km for the automatic on a combined cycle.

The Hyundai Santa Fe gains a five-star rating from ANCAP. Stability control with traction control is standard across the range, as are driver and front passenger airbags, dual side front airbags and front and rear passenger curtain airbags which extend to the third row.

The growing collection of seven-seaters on the market offer a diverse line-up – Mitsubishi Outlander, Honda Odyssey, Toyota Kluger and Holden Captiva, for example – and both on paper and in the flesh, the Highlander puts forward a very tidy package with good safety credentials.

The SLX is priced from $37,990*, the Elite from $43,990* and the range topping Highlander from $48,490*.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

Specifications:

Engine: 2.2-litre, four cylinder, turbo diesel
Power: 145kW @ 3800rpm
Torque: 436Nm @ 1800-2500rpm
Induction: Common Rail & Turbocharged
Transmission: Six-speed automatic
Driven Wheels: All
Brakes: Discs with ABS & EBD
Top Speed: Not Tested
0-100km/h: Not Tested
CO2 Emissions: 197g/km
Fuel Consumption: 7.5L/100km (ADR)
Fuel Tank Capacity: 70L
Fuel Type: Diesel
ANCAP Rating: Five-star
Airbags: Front, Side & Curtain
Safety: ESC with Traction Control
Spare Wheel: Full-size Alloy
Suspension: Strut (F) / Multi-link (R)
Cargo Capacity: 969/2247L
Tow Capacity: 2000kg (Braked)
Turning Circle: 10.8m
Warranty: Five-year / Unlimited kilometre
Weight: 1988kg (Tare)
Wheels: 18-inch Alloy

Kia Sorento Review – Long Term Update

Matt Brogan — Fri, 05 Feb 2010 06:48:58 +0000

Off-road Sorento still manages to mix it with the big boys… just.

Model Tested:

2009 Kia Sorento Si CRDi; 2.2-litre, four-cylinder, turbo-diesel; six-speed automatic; wagon – $41,990*

Options:

Metallic Paint $450 (Fitted – Ebony Black)

Words by Matt Brogan Photos by Andrew Spence & Brendan Nish

This month’s update sees our long term Kia Sorento Si put through CarAdvice’s grueling 4WD test route near Angelsea, Victoria. With enough challenges to try the mettle (pardon the pun) of even the most serious 4WD, Sorento made it to the other end of the course – attempted on the same day by the new Toyota Prado and Mitsubishi Challenger – without the need for a snatch strap.

First challenge for the day was a series of deep wheel ruts aimed at trying the Sorento’s ground clearance. With only 184mm of clearance on offer (at kerb weight), Sorento isn’t exactly the highest riding 4WD on the market, a fact proved by the marks to the front bash plate.

With a little patience and careful wheel placement the track was tackled successfully, but slowly, with my colleagues a little miffed at having to wait for me to pick a cautious line through the deep ruts their higher-riding 4WDs managed with relative ease.

Meeting back with the team at the end of the section, it was obvious just how much of a punishing this early section of the route had taken on the car’s front bash plate. Although no damage was done, it’s evident that the lower ride height that makes Sorento such a (comparatively) sharp handling vehicle on-road, makes it conversely susceptible to the high centres often encountered on well worn 4WD tracks – a fact worth keeping in mind if you’re planning a serious off-road expedition in your own Sorento.

From here the course tightens up in to a winding bush path barely wide enough for the Sorento, but ideal for testing the turning circles of our 4WDs. As the track meanders up and down hill through this heavily treed section, it’s obvious SWB (short wheel base) offerings fair best at this kind of work, though with Sorento’s 10.8 metre turning circle, we made it to the other end without the need to reverse, a positive trait to possess in a 4WD, especially when slippery going or narrow tracks makes multiple maneuvers an unnecessary or risky burden.

The undulating track in this section also gave us cause to test Sorento’s suspension articulation which again proved limited. Bigger moguls saw Sorento cocking it leg on more than one occasion, though somehow I doubt it was simply marking its territory.

Interestingly during these maneuvers we also discovered a little body flex caused the doors to become a touch tight in the jambs (see video below by Paul Maric), something not experienced in either of the other two vehicles at the same juncture.

Kia’s move to a monocoque body with the new generation Sorento seems to explain the movement, which although seems isolated to this particular and rather stressful maneuver, was not a trait noticed on Kia’s previous generation, ladder-framed models.

Fortunately no lasting movement seems to have occured, nor have any rattles developed since.

As we progressed further through our day the hill descent / ascent was next on the agenda. I was a little reluctant to put the Sorento through this next section, as without low-range, felt the undertaking might be a little much for the transmission. It turns out I was right.

Descending the steep, rocky section of the course Kia’s HDC (Hill Descent Control) system was put to task – and it seemed to work relatively well. The Sorento carried a little more pace on the precipitous downhill section than I would have preferred were I at the controls alone, and a little braking was required to avoid deep, body damaging wash-aways, but otherwise no manual intervention was used in our ride to the bottom. The return to the top would prove a little more eventful.

Climbing the hill at pace the centre differential lock seemed happy enough to distribute power evenly between the front and rear wheels, but in slowing down for sections certain to do under-body damage, Sorento’s electronically controlled driveline became confused when splitting torque from a stationary start on the steep incline causing a lot of wheel spin up front (where the power wasn’t required) and almost no drive to the rear (where more drive would have been rather handy).

Suffice to say we made it to the top, and no we didn’t resort to the snatch strap, but there was a lot more throttle required than should have otherwise been necessary to engage the front:rear drive ratio needed to tackle such a climb… and a lot more dust.

Then came the warning light.

It seems my predictions were correct, and upon reaching level ground, I consulted the owner’s manual. It was determined that the unusual little yellow light was indeed the transmission temperature warning, though my nose could have determined the same outcome. So after a brief interval to allow for cooling, the light extinguished itself and we set off again for a brief highway run to our next location.

Heading back in to the bush north of Anglesea a few sandy trails were encountered that would again challenge the Sorento’s all-wheel drive system, though this time with a little more success. It seems the faster pace these wider, flatter tracks allowed agreed with the Sorento and let its centre diff. lock drive both the front and back wheels with a lot more drive. The loose surfaced section proved incident free and we were soon back on roads more familiar with the weekend escapes Sorento’s designers no-doubt had in mind, but not for long.

As any 4WD enthusiasts will attest, good approach and departure angles (along with high ground clearance and satisfactory suspension travel) are important in getting an off-road vehicle in – and more importantly out of – those places the family sedan can’t reach. So with that in mind we found our favourite section of “look at the sky” track to try it out.

The Sorento shines in both approach and departure departments with the spare wheel and exhaust tucked tightly under the Sorento’s large rear end. The overhangs are quite short too, especially up front, meaning the body work is kept safely out of harm’s way when meeting again with the flat section of road.

Sorento’s break-over angle is respectable given its lower ride height – and longer (2,700mm) wheelbase – but even so it didn’t seem to prove an issue during our test, which in all likelihood is as demanding a course as you’d ever expect to try in such a vehicle.

With four people on board for a lot of the day, and the climate control running constantly, fuel economy did suffer during our off-road jaunt. Sorento managed 801 kilometres from the tank this time round (or 8.73L/100km).

While it was slower going than the two companion cars also on test, Sorento did manage to complete the same course admirably tackling all except one track that was only conquered on the same day by Toyota’s new Prado (Challenger also failed to complete).

The tracks tried were all well in excess of what you’d be expecting to try in a vehicle not exactly matched for the conditions, and in that respect, this was a little bit of an unfair test of the Sorento’s abilities.

But reagrdless of this, we made it to the other end unscathed proving that, if you need to tackle such demanding feats, the Sorento will manage… if only just.

A complete picture gallery of the Sorento’s off-road test can be found below. Next time, we tackle an extended range highway trip.

For a full review of the up-spec Kia Sorento Platinum, click on this link.

To follow the progress of the Kia Sorento Si Long Term Review, click on this link.

Fuel Consumption Progress:

Fill #1: 8.43L/100km (830km)
Fill #2: 8.28L/100km (845km)
Fill #3: 8.55L/100km (818km)
Fill #4: 8.73L/100km (801km)
Fill #5: 7.98L/100km (877km)

Specifications:

Engine: 2,199cc DOHC four-cylinder (16 valve)
Power: 145kW @ 3,800rpm
Torque: 436Nm @ 1,800rpm
Induction: Common Rail & Turbocharged
Transmission: Six-speed automatic
Driven Wheels: Part/full-time 4WD (with centre diff. lock)
Brakes: Discs with ABS, EBA & EBD
Top Speed: Not Tested
0-100km/h: 9.6 seconds
CO2 Emissions: 194g/km
Fuel Consumption: 7.40L/100km (ADR)
Fuel Tank Capacity: 70L
Fuel Type: Diesel
ANCAP Rating: TBC
Airbags: Front, Side & Curtain
Safety: ESC with Traction Control; HDC
Spare Wheel: Full-size matching Alloy
Suspension: Strut (F) / Multi-link & self-leveling (R)
Cargo Capacity: 258L (Seven-seat mode)
Tow Capacity: 2,000kg (Braked)
Turning Circle: 10.8m
Warranty: Five-Year / Unlimited kilometre
Weight: 1,959kg (Tare)
Wheels: Alloy 17 x 7.0-inch

Dimensions (Exterior):

Overall Length: 4,685mm
Overall Width: 1,885mm
Overall Height: 1,710mm
Front Track: 1,618mm
Rear Track: 1,620mm
Wheelbase: 2,700mm
Ground Clearance: 184mm

Dimensions (Interior):

Front Head Room: 996mm
Rear Head Room: 995mm (second row)
Rear Head Room: 865mm (third row)
Front Leg Room: 1,048mm
Rear Leg Room: 955mm (second row)
Rear Leg Room: 665mm (third row)
Front Shoulder Room: 1,506mm
Rear Shoulder Room: 1,491mm (second row)
Rear Shoulder Room: 1,380mm (third row)

Subaru Outback Diesel Review & Road Test

Matt Brogan — Wed, 03 Feb 2010 19:00:39 +0000

Easily managing 1,100kms from a single tank, this is the Outback you’ve been waiting for.

Model Tested:

2010 Subaru Outback Diesel Premium Sat-Nav; 2.0-litre, four-cylinder, turbo-diesel; six-speed manual; wagon – $47,392*

Gutsy turbo-diesel engine; excellent fuel economy; rear seat legroom; high-beam lamps

No automatic option; notchy gearshift feel; slightly heavy clutch; some wind noise

CarAdvice Rating:

Words by Matt Brogan Photos by Brendan Nish

If the idea of a family wagon with enough room for the kids, the dog and all your gear has long been on the wish list, but soaring fuel prices have held you back, then this is the Outback you’ve been waiting for.

As Subaru’s first foray in to the diesel market, in Australia at least, the new Outback’s Boxer Diesel engine has clearly been worth the wait.

Proving just how far oil burning technology has come, the gutsy 2.0-litre unit offers quiet, smooth power delivery and gutsy pulling power that, coupled with Subaru’s symmetrical all-wheel drive system, is just as kind on the driver as it is on your wallet.

Spending a week with the Outback Diesel, I was quick to head for the winding country back roads of Victoria’s picturesque Yarra Valley to see just how well the 2.0-litre common rail turbo-diesel would deal with real world driving conditions.

The stop-start traffic heading out of the city didn’t seem to phase the new Boxer Diesel with more than enough pep seeing it keep with – or even ahead of – traffic. The turbo comes on strong from just over 1,800rpm, and when driven correctly, presents little in the way of lag.

Gear changes are a little on the notchy side, and some might find the clutch a little tightly sprung, but if you can live with this – and with no automatic option you’ll have to – then you’ll find the well matched six-speed gearbox does the engine a lot of justice, and keeps the revs down nice and low when cruising at highway speeds – perfect for screwing down that all-important fuel economy.

Once out in the hills the new Outback Diesel is quick to prove just how strong and capable it is. Torque is seamless, always ready, and impressively strong. Most hills are conquered without even considering a gear change, and when it comes to overtaking, the Outback Diesel is confident and effortless.

Cornering sees Outback Diesel make the most of it’s AWD grip and although there’s a little tyre howl at higher speeds, the big wagon remains stable, tenacious, and almost sporty in its dynamics – not bad considering its 213mm ride height.

The ride is comfortable, relaxed and cabin noise surprisingly quiet with next-to-no engine noise and just a hint of wind noise noticeable from the larger wing mirrors.

But perhaps the best indicator of the Outback Diesel’s achievements are to be found in the fuel economy gains achieved from this impressive engine. Without even trying to save fuel I managed an impressive 1,100 kilometres from the 65-litre fuel tank this week (or 5.90L/100km). It’s a considerable effort from a car weighing in at over 1,500 kilograms and running all wheel-drive, and given how strong the performance credentials are, you’ll not be left wanting in any department – even inside.

The spacious cabin is quiet and well equipped, especially on the Premium variant on test this week. The leather-clad seating is comfortable, though not altogether supportive, and is electrically adjustable (with two memory positions) in all the usual directions. An impressive feature list sees Outback Diesel Premium fitted with satellite navigation, cruise control, dual-zone climate control, six CD tuner, power windows and mirrors as well as dusk sensing headlamps and remote central locking.

For those wanting to use the Outback Diesel in its environmental namesake, powerful and brilliantly clear high beam vision will come as a welcome feature.

Ample storage abounds throughout with a decent centre console bin, large glovebox and deep door pockets all on hand to swallow your odds and ends. Rear seat legroom is also a strong point with enough room to comfortably seat two, maybe even three adults.

Up back the Outback Diesel offers 490-litres of cargo space (seats up, to window height) that can be expanded to a cavernous 1,690-litres all told. The rear seat also offering 60:40 split for added versatility. Should you need to haul a little extra, the Outback Diesel also has a 1,700 kilogram braked towing capacity – a weight I’d imagine would be no drama for this impressive engine.

Safety comes compliments of the usual electronic helpers including ABS braking with electronic brake-force distribution, ESC and Traction Control. A full compliment of airbags are also included as standard, while the electronic park brake features a hill-start function, an especially handy, clutch-friendly addition when carrying a lot of weight.

All seating positions feature three-point inertia reel seatbelts with the front pews gaining pyrotechnic pretensioners and anti-whiplash headrests. The Subaru Outback Diesel holds a maximum possible five-star ANCAP safety rating.

Sure, the looks aren’t for everyone, but without offending our photographer, I hasten to add that this is one car that really does look a lot better in the third dimension.

If you’re up for a full-size wagon with light-hatch fuel economy then look no further. The Outback Diesel is a great drive, an impressive package, and starting from $40,490*, great value.

Pricing:

Subaru Outback Diesel: $40,490*
Subaru Outback Diesel Premium: $43,990*
Subaru Outback Diesel Premium Sat-Nav: $46,490* (As Tested)

*Pricing is a guide as recommended to us by the manufacturer.

Ratings:

CarAdvice Overall Rating:

How does it Drive:

How does it Look:

How does it Go:

Road Test the Rivals:

Specifications:

Engine: 1,998cc DOHC four-cylinder (16 valve)
Power: 110kW @ 3,600rpm
Torque: 350Nm @ 1,800 – 2,400rpm
Induction: Common Rail & Turbocharged
Transmission: Six-speed manual
Driven Wheels: All
Brakes: Discs with ABS & EBD
Top Speed: Not Tested
0-100km/h: 9.7 seconds
CO2 Emissions: 168g/km
Fuel Consumption: 5.6L/100km (ADR)
Fuel Consumption: 5.9L/100km (As Tested)
Fuel Tank Capacity: 65L
Fuel Type: Diesel
ANCAP Rating: Five-star
Airbags: Front, Side & Curtain
Safety: ECS with Traction Control
Spare Wheel: Steel 17 x 6.5-inch
Suspension: Strut (F) / Wishbone (R)
Ground Clearance: 213mm
Cargo Capacity: 490/1,690L
Tow Capacity: 1,700kg (Braked)
Turning Circle: 11.0m
Warranty: Three Year / 100,000 kilometre
Weight: 1,571kg (Tare)
Wheels: Alloy 17 x 7.0-inch

Skoda Octavia Scout Review & Road Test

Nadine Armstrong — Tue, 29 Dec 2009 23:05:22 +0000

Quite the surprise package

Model Tested:

2009 Skoda Octavia Scout; 2.0-litre, four-cylinder, diesel; six-speed manual; wagon – $39,990*

Options

Xenon headlights $1,290; Electric glass sunroof $1,730; Parking distance control (front) $490; Alarm system $540; ‘Columbus‘ Satellite Navigation System (incl. 30GB hard disc) $2,590; Electric driver’s seat with memory $1,370; Leather seats in combination Alcantara/leather/artificial leather $2,490; Metallic paint/Pearl effect paint $630; Six CD changer $790; Media device interface $240.

Precise steering, versatile space, ground clearance, torquey engine
Heavy clutch, lack of automatic transmission, ‘A’ pillar visibility

CarAdvice Rating:

With the Skoda Octavia as its starting point, the Scout always had the potential to deliver something good – and it does.

A little bit posh but with rugged credentials, the Skoda Octavia Scout is a quite the surprise package.

Take one fairly mild-mannered wagon, add some bold styling cues, all-wheel drive and a jacked-up ride height – 180mm ground clearance – and you have the Skoda Octavia Scout. It’s no Audi Allroad, but it puts up a fine show, and at a fraction of the price. The Subaru Outback has a worthy rival.

There’s only one Scout model on offer and that’s the 2.0-litre turbo diesel four cylinder which delivers 103kW and 320Nm from 1750rpm. This is matched nicely to a six-speed manual transmission that rarely misses a beat. The lack of an automatic transmission is a shame and is sure to be one reason for lagging sales.

The Scout is very quick off the mark and delivers a nice level of power through the gears. Power and acceleration are well matched to this vehicle. The nice torque at hand contributes to this very enjoyable drive which is at its most perky at around 2000rpm.

The engine is eager and the gearbox is very responsive, with minimal turbo lag, but the gear shift itself is notchy and the clutch a little heavy – this detracts only slightly from an otherwise great drive.

Steering the Scout is a sweet pleasure. Its precise steering makes handling a breeze and makes the Scout incredibly simple to manouvre in more tedious driving conditions, like the supermarket car park. Large side windows and good rearward visibility help in this regard and rear parking sensors are invaluable.

The turbo diesel engine returned reasonable fuel economy from our test route, which was weighted more to city driving, drinking around 8.0 litres per 100km travelled.

The Scout’s interior is very well executed. A tasteful mix of plastics and leather combine to deliver a very good looking cabin. The dash and centre console are home to a really easy to use audio interface which features touch screen functionality. It’s easy to see and simple to use.

In cabin storage is great, with an abundance of storage options at hand. The glove box and centre armrest box are both cooled via the air conditioning system.

The Scout’s cabin features a high level of specification as standard, to include audio touch screen controls and a multi function steering wheel, satellite navigation, MP3/auxiliary/SD input, dual zone climate control and heated seats.

The driver and front passenger seats are firm and well contoured, but I struggled to get really comfortable. The squab is quite long, so my legs were hanging off the end of the seat. And the manual seat adjust makes it hard to make delicate adjustments to achieve a really good driving position.

Large A-pillars hinder forward visibility, and are particularly intrusive when cornering.

What I most like about the Scout is the nimble, confident handling and the great exhaust note. The turbo diesel engine is a gem and the suspension delivers a smooth, flat ride which sets the tone for this car. The ride is comfortable and composed.

With a new baby on board and the plethora of ‘stuff’ that I now seem to carry with me, I’m mad for a wagon and the usable space it offers. The Scout was no exception to my wagon love. The boot opening is large and the load height low and the retractable boot cover keeps your goods out of sight. The split fold seats increase the boot load capacity from 580 litres to 1620 litres. The Scout easily swallows prams, golf clubs, bikes and the like. And if the boot isn’t enough load space, the roof rails give you the option to load up another 75kg of gear.

When it comes to versatility and practicality, the Scout puts on strong show.

The second row offers nice space and comfort for three passengers, although the seats are a little flat and lifeless.

There’s a robust, durable feel to the Scout, without sacrificing a nice sense of style. Buttons, knobs and instrument storks all feel sturdy, doors close with a confident thud and the cloth interior appears ready for a more intense cabin treatment.

Six airbags, dual front, side and curtain, electronic stability control with anti-lock brakes and electronic brakeforce distribution sees the Scout well equipped with safety features as standard.

The Scout is fit for off-road activity and looks every bit the part, with its sleek grille, integrated fog lights, colour coded wheel arches, roof rails, 17-inch alloys and twin exhaust pipes. While its shape is stock standard wagon, these features add interest to the look.

The compact SUV segment in which the Scout sits throws out a diverse range of vehicles, from the sales topping Toyota RAV4, the Hyundai Tucson and Subaru Forester, to the Renault Koleos. The Scout fades into the background unfairly, with sales suffering as a result. The Scout is a solid performer and at $39,990* plus on road and dealer costs. It represents great value.

The Scout’s bling brings with it a premium of around $4,000 over the standard Octavia wagon. A questionable investment, but without a doubt, worth a drive.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

Subaru Outback

*Pricing is a guide as recommended to us by the manufacturer.

Specifications:

Engine: 1,968cc DOHC four-cylinder (16 valve)
Power: 103kW @ 4,000rpm
Torque: 320Nm @ 1,750-2,500rpm
Transmission: Six-speed manual
Driven Wheels: All
Brakes: Discs with ABS, EBA & EBD
Top Speed: 197km/h (Claimed)
0-100km/h: 10.2 seconds
CO2 Emissions: 178g/km
Fuel Consumption: 6.6L/100km (ADR)
Fuel Consumption: 8.0L/100km (As Tested)
Fuel Tank Capacity: 60L
Fuel Type: Diesel
ANCAP Rating: TBC
Airbags: Front, Side & Curtain
Safety: ESC with Traction Control
Spare Wheel: 16-inch Steel
Suspension: Strut (F) / Torsion Beam (R)
Cargo Capacity: 580/1620L
Tow Capacity: 1,600kg (Braked)
Roof Load: 75kg
Turning Circle: TBC
Warranty: Three-Year / Unlimited kilometre
Weight: 1,635kg (Tare)
Wheels: 17 x 7.0-inch Alloy

Toyota Kluger Review & Road Test

Karl Peskett — Mon, 28 Dec 2009 00:59:53 +0000

It’ll keep Mum watching the road instead of the kids

Model Tested:

2009 Toyota Kluger KX-S; 3.5 litre, six-cylinder, petrol; five-speed automatic; SUV – $49,990*

Options:

Metallic Paint $400

Power, smoothness, ride, space, quality
Torque steer, fuel consumption, centre seat

CarAdvice Rating:

Here’s an interesting fact for you: From the start of 2009 to the end of November, Australians had bought a whopping 168,537 SUVs. Yes, our appetite for anything that looks remotely like a four-wheel-drive is truly staggering. Most of it was in the Compact SUV category, but not far behind was Medium SUVs. Toyota’s Kluger sits snugly in the Medium category, where (acording to VFACTS) it battles it out with Hyundai’s Santa Fe R, Kia’s Sorento, Holden’s Captiva, Ford’s Territory and Mitsubishi’s new Challenger.

In the same time period (Jan-Nov 2009) Toyota had sold 11,449 Klugers; over a thousand per month. On average that’s over 30 per day, which shows that people are still buying petrol powered SUVs in their droves. But surely we can’t afford to be filling up at the bowser every two minutes, if the pro-diesel crowd is to be believed.

That’s why manufacturers are beginning to bring out their SUVs with two-wheel-drive instead of all-wheel-drive. There are fewer moving parts, less strain on the driveline, and the result is lower fuel consumption. During ADR compliant fuel consumption testing, Toyota achieved a 0.6-litre/100km reduction by switching to front-wheel-drive only. The 2WD Kluger is also 0.2 seconds quicker from 0-100km/h, meaning there’s definite benefits to losing two extra driving wheels.

The problem comes, of course, when all that power and torque gets channeled through the front wheels only. With 201kW and a useful 337Nm, if you’ve got some lock on when at a T-junction, the steering wheel kicks and scrabbles around in your hands. This wouldn’t normally be a problem, except the Kluger has a very touchy throttle. The problem is exacerbated in the wet, when you have to rely on traction control and ESC to stop you sliding all over the place. Mum had better pay attention while driving.

Once you learn to ease the throttle on, it gets a lot better, and the steering feel is such that you know when you’ve given it more than is prudent. But once it’s hooked up cleanly, the power is very impressive. Overtaking is a breeze, and with a 0-100km/h time of only eight seconds, you can see why Toyota is using its 3.5-litre V6 in several platforms. It sounds fantastic as it builds up, if a little thrashy, and revs cleanly to its limiter.

But the big problem is the fuel consumption. The 2WD Kluger is listed at 11.0L/100km, but despite our best efforts we couldn’t get it below 12.8L/100km, bearing in mind several people climbing aboard at stages of the test. Compare this with another seven seat SUV, the Kia Sorento on our long term test fleet (around 8.3L/100km on test and 7.4L/100km ADR) and you have to wonder why Toyota hasn’t made a diesel engine for the Kluger. We could live with a second or two slower to 100km/h if the fuel wasn’t being used up as quickly, as in a diesel car. The automatic is pretty good, though, with decent shift quality and no indecisiveness.

Where the Kluger redeems itself is inside. For this price range, it’s a beautifully built cabin, and in KX-S spec, there’s plenty of gadgets to keep Dad occupied, like touchscreen SatNav, dual-zone climate with controls on the steering wheel, leather trim, front seat heaters, rear climate control and driver’s seat squab length adjustment. Importantly, there’s a reversing camera screen built into the centre console, which doubles as your air-con display when not in use.

As far as space goes, you can’t get much better than the Kluger. There is absolutely miles of room for front and rear passenger’s legs and heads, and with its sliding centre row, you can be very flexible with seating positions and arrangments. The centre seat in the second row could be a lot bigger, as the two outboard seats are almost buckets in their own right with Statesman-like lounging room. The centre passenger, though, will be either cramped, or get cramps from sitting on the bolstered edges of the adjacent seats.

The third row is quite small, although it’s reasonably easy to get to, so should kids want to sit it the back, they’ll fit with no hassles. With the third row down, the boot has excellent depth, and with hinged rear glass, whacking the shopping in is a breeze.

Where the Kluger also excels is in its ride and handling. There’s an excellent balance between bump absorption and stiffness, given its 19-inch hoops. It’s no Ford Territory in the bends, but for a front-wheel-drive it can hold its head high with reasonable turn in and nice balance. It would be worth the extra dosh ($4500) to opt the all-wheel-drive version if you’re not up for dealing with steering kickback fairly often, but bear in mind you’ll be using extra fuel, too.

On the whole, the Kluger is a decently quick car and a safe proposition, with seven airbags and an ever active stability control system. Being a Toyota, it’s built to perfection, and solidly put together, feeling more expensive inside than it really is. A creamy smooth driveline and excellent space, ride and handling means it ticks all the boxes of most soft-roader buyers. Whether they could put up with the fuel bill is a different story.

The pro-diesel crowd may be on to something.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

Specifications:

Engine: 3.5-litre V6
Power: 201kW @ 6200rpm
Torque: 337Nm @ 4700rpm
Induction: Sequential multipoint injected
Transmission: Five speed automatic
Driven Wheels: Front
Brakes: Ventilated discs, twin-piston calipers (front), Solid discs, single-piston calipers (rear)
Top Speed: 180km/h
0-100km/h: 8.0 seconds
CO2 Emissions: 259g/km
Fuel Consumption: (ADR) 11.0L/100km
Fuel Tank Capacity: 72 litres
Fuel Type: 91RON
ANCAP Rating: Five stars
Airbags: Seven
Safety: ABS, EBD, BA, TC, ESC
Spare Wheel: Full size alloy
Suspension: Front and rear both independent with MacPherson struts
Cargo Capacity: 580 litres (Five Seat Mode)
Tow Capacity: 700kg unbraked, 2000kg braked
Turning Circle: 11.8 metres
Warranty: Three year/100,000 km
Weight: 1930kg
Wheels: Alloy 19 x 7.5-inch

Kia Sorento Review – Long Term Introduction

Matt Brogan — Mon, 21 Dec 2009 22:12:22 +0000

Surprising even the harshest critics, new Sorento has to be driven to be believed.

Model Tested:

2009 Kia Sorento Si CRDi; 2.2-litre, four-cylinder, turbo-diesel; six-speed automatic; wagon – $41,990*

Options:

Metallic Paint $450 (Fitted – Ebony Black)

Words by Matt Brogan Pics by Brendan Nish

The newest member of the CarAdvice long-term fleet, our shiny new Kia Sorento Si diesel, is already proving to be a practical, comfortable and, above all else, economical SUV.

With seven seats and acres of cargo space the Sorento has been put to task gathering the larger items required for our family Christmas function and, with the third-row seats stowed flat in to the floor, had no trouble carting two trestle tables, a dozen folding chairs and a marquee – with room to spare.

Highway trips are comfortable with the spacious cabin also proving quieter than expected at 66dB (@ 100km/h). Ventialation and temperature control is diligently managed by the single-zone climate control, though the lack of third-row ventilation outlets is a little concerning, and a let down considering how accommodating the sixth and seventh seats actually are (full dimension info at bottom of page).

New Sorento is also proving to be a good all rounder, dealing competently with suburbia and the open road alike. We’ve piled on nearly 1,500km since collecting the Sorento early last week, and with only a touch over 2,500km now on the odometre, fuel consumption is averaging an impressive 8.43L/100km – a figure I expect to improve as the engine frees up.

And what an engine it is. The 2.2-litre four-cylinder turbo-diesel unit develops an ample 145kW of power mated to a mass of torque – 436Nm all told – which is completely usable and free flowing from just 1,800rpm. The engine itself is quiet and free of the ‘rattle’ typically associated with diesel powered units.

Turbo lag is virtually non-existent, overtaking is brisk and hills are barely noticed thanks to Kia’s new, silky smooth six-speed automatic transmission. There’s no hunting or slow decisions here, just intuitive and prompt selections.

On the downside, the lack of parking sensors or rear-view camera make reverse parking a little tricky and I’d highly recommend fitting either or both if you’re considering a Sorento (these options are standard on more highly spec’ed models). ‘C’ pillar visibility is also a little obscured thanks to the crescent shape at the top of the glass – a niggling issue when reversing back from 45-degree parks. Otherwise Sorento offers a commanding forward view and to the side, further assisted by large electric, self-folding mirrors.

To date the majority of Sorento’s driving has involved the mundane weekday commute, but evidence of competent handling and solid braking are already shining through, even if the brake pedal could do with a touch more assistance. Steering is delightfully weighted with a decent level of road feel that comes as a pleasant surprise when considering the car’s proportions (expect more on Sorento’s drive and off-road performance over the coming weeks).

Though the refined drive and confident performance have come as no great surprise to myself, what has caught me a little unaware is the reaction of friends and neighbours to the Sorento, most finding it hard to believe it’s a Kia.

So far our glossy black SUV has been mistaken for a Ford – “is that the new Territory?” – a Toyota – “that new Kluger looks good in Black” – and, wait for it, an Audi, perhaps proving Kia are on to something with this design.

The Si model on test over the next few months is certain to be the volume seller for Kia’s Sorento range, and though it lacks some of the technical wizardry found in the SLi and Platinum models, still boasts an impressive range of standard features and safety gear to represent excellent value for money.

Stay tuned for an update in a few weeks.

For a full review of the Kia Sorento Platinum, click on this link.

Specifications:

Engine: 2,199cc DOHC four-cylinder (16 valve)
Power: 145kW @ 3,800rpm
Torque: 436Nm @ 1,800rpm
Induction: Common Rail & Turbocharged
Transmission: Six-speed automatic
Driven Wheels: Part/full-time 4WD with centre diff. lock
Brakes: Discs with ABS, EBA & EBD
Top Speed: Not Tested
0-100km/h: 9.6 seconds
CO2 Emissions: 194g/km
Fuel Consumption: 7.40L/100km (ADR)
Fuel Consumption: 8.43L/100km (As Tested)
Fuel Tank Capacity: 70L
Fuel Type: Diesel
ANCAP Rating: TBC
Airbags: Front, Side & Curtain
Safety: ESC with Traction Control; HDC
Spare Wheel: Full-size matching Alloy
Suspension: Strut (F) / Multi-link & self-leveling (R)
Cargo Capacity: 258L (Seven-seat mode)
Tow Capacity: 2,000kg (Braked)
Turning Circle: 10.8m
Warranty: Five-Year / Unlimited kilometre
Weight: 1,959kg (Tare)
Wheels: Alloy 17 x 7.0-inch

Dimensions (Exterior):

Overall Length: 4,685mm
Overall Width: 1,885mm
Overall Height: 1,710mm
Front Track: 1,618mm
Rear Track: 1,620mm
Wheelbase: 2,700mm
Ground Clearance: 184mm

Dimensions (Interior):

Front Head Room: 996mm
Rear Head Room: 995mm (second row)
Rear Head Room: 865mm (third row)
Front Leg Room: 1,048mm
Rear Leg Room: 955mm (second row)
Rear Leg Room: 665mm (third row)
Front Shoulder Room: 1,506mm
Rear Shoulder Room: 1,491mm (second row)
Rear Shoulder Room: 1,380mm (third row)

Mitsubishi Challenger Review

Alborz Fallah — Thu, 03 Dec 2009 05:00:30 +0000

Update: 2010 Mitsubishi Challenger Review

The brand new Mitsubishi Challenger is now available in Australia from a starting price of $44,490 and to celebrate the launch of the new medium-sized SUV, Mitsubishi Motors Australia invited the motoring press to Queensland to experience the Challenger range first hand.

The original Mitsubishi Challenger launched in Australia in 1998 and was dropped from the company’s showrooms in 2006. During its eight years on the market over 14,000 Australians took a Challenger home and a quick search online will tell you that there are still many happy owners out there enjoying their reliable and trusty Mitsubishi.

According to Robert McEniry, Mitsubishi Australia president and CEO, the previous model was more regarded for its off-road ability than its on-road comfort. The new 2010 Mitsubishi Challenger however, is designed from the ground up to sit between the Outlander and the Pajero, offering all the best soft-roader bits of the Outlander and all the off-road performance of the Pajero. But does it?

To find out we started our journey from Brisbane airport heading towards Albert River Wines vineyard through Beaudesert and the Mount Lindsay highway. As an on-road medium sized SUV, you can be forgiven for thinking it’s a little rugged looking.

From the outside, it doesn’t look like a typical soft-roader or something you’d drive around the city everyday. With a 215mm ground clearance it sits relatively high and the black rear bumpers give it an even more prominent and aggressive stance.

Although it’s not entirely based on the Mitsubishi Triton design, it shares the same engine, transmissions, front end and some suspension. Hence there is only so much sophistication you can build into a workhorse turned medium-SUV.

Nonetheless as far as Japanese SUVs go, it’s one of the better looking ones. Mitsubishi says it has blended seemingly contradictory elements to create an exterior look that is both cool and hot or tough and smart. And it works. In some ways it looks like a car that you’d only take off-road whilst in many ways it doesn’t look out of place in a city environment either.

Mitsubishi has adopted the family design for the Challenger which looks very similar to the Outlander and Lancer from both the front and rear, which is a good thing as the Lancer is the most attractive model in Mitsubishi showrooms.

A lot of thought has gone into the design, for example the front is built to allow high-speed off-roading (more on this later) by protecting against flying debris.

Exterior design aside, from the inside the Challenger is more modern than you may think. The high-end variants come with reversing camera, satellite navigation, bluetooth and a pretty darn good sound system.

There is ample headroom and storage compartments and you can pick either a five-seat or seven-seat setup with the ability to fold away the second and third rows for more storage capacity.

My main complaint with the interior was the “leather-look” insert in the door trims and around the centre console of the high-end variants. It looks a little out of place and unnecessary, the Challenger base-model interior which makes do with shiny plastic (but no leather seats) has a more classy feel to it as a result.

As far as the optional third row goes, having sat in the seventh seat for about 10 minutes, I’d say they are pretty good for children or small adults, however if you’re 180cm or taller you’ll still fit but you’ll be hoping it’s a short journey.

Driving feel on-road is exactly what you’d probably expect, leave the transmission in 2H (which means the power is being directed to the rear-wheels only) and you’ll get around the city just fine. Although the car measures nearly 4.7M long it has a turning circle of 11.2m (kerb-kerb) so getting in and out of places isn’t all that difficult. Front suspension is double wishbone type and the rear comes with a three-link design utilising coil springs.

After a two hour on-road drive we arrived at Scenic Rim Adventure Park which is designed primarily to test the ability of four-wheel drive vehicles. Usually when car companies invite the media to test their cars in an off-road environment it always feels rather controlled and a tad too easy. Not this time. After about 30 minutes of heavy rain we were all excited to tackle what seemed like a reasonably difficult course.

The Challenger has a 36 degree approach angle (25 degree departure angle) which makes it very useful off-road, but just how useful left us all amazed. As much of a city car this Challenger wants to be, when in its native environment it’s an even more impressive machine. We spent four hours climbing and navigating our way around the four-wheel drive course which was certainly not made for the faint-hearted.

One of the better programs of the day was being taken around the 4WD course by Hiroshi Masuoka at extremely high-speed. Now if you can only imagine how someone who has won the Dakar rally outright two years in a row would drive around a 4WD course, you may understand what I mean by the Challenger being capable off-road.

My initial thought was the car he’d be driving was going to a specially prepared Challenger, but it wasn’t, it was just a basic Challenger that you can buy today.

Driving through a 4WD course at more than 100km/h, jumping on the brakes, sliding sideways around a corner and then climbing a ridiculously difficult hills was all part of the 15 minute drive. At one stage the Challenger was sliding at what must have felt like a 30 degree angle through a corner with trees on both sides. I wasn’t sure if Masuoka thought he was in an Lancer Evolution or a Challenger!

Most of us came out of the car with giant smiles on our faces. Some of us came out a little blue.

The point of the exercise was to experience just how great the Challenger can be when driven by someone with more driving ability than all of us Journalists put together.

As far as off-roading goes, the Challenger will be able to climb and cross almost anything (and I can confirm, it can generally do it drifting sideways).

Powering the beast is the same 2.5-litre four-cylinder 16 vavle turbo diesel engine from the Triton.

Producing 131kW of power and 400Nm of torque when coupled with a five-speed manual (350Nm with five-speed auto). For off-roading the power delivery is smooth and more than adequate, however on the highway it does seem to want a little more grunt for overtaking.

Both the manual and five speed transmissions come with the company’s Super Select four-wheel drive system which has four different driving modes. As mentioned already, the 2H mode is best used for general driving around town on good surfaces, 4H puts the Challenger in full-time four-wheel drive for when its a little wet or the surface quality is getting rough.

For off-roading you can select 4HLC which will lock the centre differential and distribute power equally to all four-wheels. This is a must for those slippery or daunting 4WD tracks. The last and final mode is 4LLC, which is the lower range of gears, and should only be used if you’re climbing or departing steep hills.

All these four modes are selectable using the transfer lever located to the right of the transmission gear shift. The first three can be selected on the fly at speeds of up to 100km/h, you’ll have to come to a stop to engage 4LLC.

Fuel economy is best delivered in 2H and with a manual transmission, official figures put the Challenger manual at 8.3L/100km for the combined city and highway cycle whilst the automatic is a little thirstier using 9.8L/100km for the same cycle.

Both around the city and out in the bush tackling rough terrain the new Challenger is a proper all-rounder, even if it doesn’t look it. It’s worth noting that even whilst the car was driving around the 4WD course at high speed there was never any big bumps or uncomfort felt inside the cabin, it was just as comfortable on-road as it was off-road.

The new 2010 Mitsubishi Challenger is available in five variants. The manual transmission is only offered in base model LS five-seater which starts at $44,490. Moving up from there the LS five-speed automatic variant retails for $46,990. If you want seven-seats in LS trim you’ll be looking at $48,890 (with auto).

The LS variants come standard with 17″ alloy wheels (with full sized alloy spare); side steps, chrome exterior door handls and mirrors, roof rails, air-con, steering-wheel mountain cruise control, single CD-player with 6 speaker sound system (auxiliary support), leather bound steering wheel, gear shift, park brake and transfer lever.

Additionally all variants come with six airbags and Mitsubishi’s All Terrain Technology which encompasses active stability and traction control, ABS with EBD and diff lock.

XLS variants start from $56,990 for the five seater autonatic and the range tops at $58,890 for the seven seat XLS automatic. The extra $10,000 will get you a chrome grille, leather seat trim, power drivers seat with slide, dual height and recline movement, colour keyed side protection mouldings, privacy glass, wood-trim console and centre panel as well as cargo blind and cargo room net. Mitsubishi’s Multi Communication System (MMCS) with satellite navigation, reverse camera (a must for a car this tall), video jack and bluetooth phone connectivity is also available.

From the outside, fog lamps, headlamp washers and reversing sensors complete the package. The Challenger is available in eight colours: White Solid, Charcoal, Cool Silver, Platoon Pearlescent, Terra Rossa, Champagne, Deep Blue and Black.

The new Mitsubishi Challenger will sit between the Outlander and Pajero and appeal to customers looking for a car that is at home both on and off-road. CarAdvice will soon spend a week with the new medium-SUV and bring you a comprehensive road test.

Hyundai Santa Fe Long Term Update

Karl Peskett — Thu, 12 Nov 2009 00:32:42 +0000

Parting is such sweet sorrow, or so the saying goes. In this case, it’s not that sweet because I’ve grown fond of the big Hyundai. Sure, the Santa Fe had its ups and downs, but on the whole, the car has been like a faithful pet; always eager to please, never giving up on you, and an integral part of the family.

It was our faithful family runabout for just on six months and in that time it never blew a fuse, threw an electrical fault, broke down or failed to start. In a word, reliable.

It was safe, too. On a recent jaunt to Bunbury, a round trip of 400km exactly showed up an excellent trait of the Santa Fe – it’s ESC. Yes, the Electronic Stability Control proved its worth, and kept us out of harm’s way.

We had just visited people in Dalyellup, around 10km south of Bunbury. It was 10pm, and pitch-black on the bypass road which snakes around the town, on the way back to Perth. A car was heading towards us, headlights ablaze. Once it passed, the blackness enveloped us again, and without a chance to switch back to high beam, a shape appeared in the foreground.

Two of Skippy’s relatives were bounding straight for the car. I instantly swung the wheel, trying to avoid the two Western Reds. The first missed us by literally centimetres. The car wallowed, tyres screeching, stability control light flickering on the dashboard, and then settled again, the rear of the car probably brushing the second ‘roo’s tail. With the wife catching her breath, and the kid giggling because he thought it was “fun” – calls for me to “do it again, Daddy” were duly ignored – we knew that the clicking of the brakes and the ultimate grip of the tyres were what probably saved us.

Sure, I could put it down to being able to catch the car from tipping up, or sliding, but let’s be honest, having that safety net there can not be discounted. If we did run into trouble, there were no less that six airbags, also extending to the third row, available to cushion any impacts. The brakes are also very good, without the overassistance that some German cars suffer from. Add to that excellent road-holding, and the Santa Fe cannot be faulted for its ability to protect the family.

The Trek’N'Tow kit was a mixed bag. We optioned it, hoping for better off-road performance and less sag when towing. It did both those jobs admirably. But it thumped in some situations, and stiffened up the ride. The standard car we had part way through this long term test showed that it wasn’t really necessary. Now that the 2010 Santa Fe is coming, Trek’N'Tow isn’t available – to be honest, it won’t really be missed.

On our long trip, we took careful note of the fuel consumption. Based on the trip computer, our journey used 7.3 litres of diesel per 100km travelled. Up to this point, we had experienced an optimistic trip meter, always showing 0.2 less than what was used. So imagine our surprise when we worked out the 28 litres used equated to exactly 7.0L/100km. Not a bad result, considering stop/start traffic through the city, and encountering some road works along the way.

Interestingly, the most economical speed was between 85-90km/h. The trip computer sat in the middle sixes, but when we sat at the legal limits of 100km/h and 110km/h, fuel use increased substantially. Of course, this all pales into insignificance with the Global Green Challenge result of 5.1L/100km, but this was with the new model’s R-engine.

This 2.2-litre has proved excellent, with plenty of response, especially off road. It never, ever bogged down under load and just kept powering on. It has started every single morning with a consistent four cranks of the starter-motor. A quick warm up also meant heaters were available immediately, but it never got too hot either (see our last update). The five speed automatic never once flared, jolted or lost its way. The entire drivetrain has been faultless. I must admit, I can’t wait to try the R version, though.

The interior does have some cheaper plastics, but apart from the few scratches on the door handles and window switch surrounds, it’s been quite durable. The leather where the baby seat strap came over the back was a little squashed, but a wipe over and half a day without the seat saw it spring back to its original shape. The perforated hide has been soft and very easy to clean, with all seats keeping occupants comfortable, especially on long trips. The in-laws often accompanied us, and with one of them suffering a hip complaint, it was reassuring to hear that they had no qualms with either cushioning or seating positions.

Space is another big plus with the Santa Fe. The front seats have plenty of foot room, the middle row’s backrest angle can be altered infinitely and with the rear seats folded into the floor, the boot is positively huge. Best of all, the rear seats are split, so unlike a Pajero, you can have a pram, or shopping next to a sixth passenger without them feeling claustrophobic.

Ownership experiences vary, but we can report that Hyundai’s dealerships have been excellent, with good service, and quick responses. Having this car has been a painless experience, as it should be.

As a family car, the Santa Fe CRDi (especially the new model) should be highly considered. It’s spacious, flexible, economical, comfortable and has a depth of ability both on road and off. Add to that a five year warranty and it makes a lot of sense.

I’d be happy to own one long term, and, from the reader comments we’ve received, it seems that others do too.

Real recommendations from real owners are about as good as you can get.

2010 Hyundai Santa Fe Review

Alborz Fallah — Sun, 01 Nov 2009 20:41:47 +0000

Hyundai’s updated Santa Fe brings the latest in diesel engine technology to the masses at an affordable price. Starting from $37,990 the face-lifted Santa Fe gets an updated interior and exterior plus a whole new engine and transmission system, meaning superior fuel efficiency and drivability.

There was a time when Korean cars were regarded as cheap, nasty and somewhat unreliable. There are still many out there who will refuse to buy a Korean car because of that apparent brand perception.

I was one of those people till a few years ago, “Hyundai? No, no, buy Japanese if you want it to last” – These days Japanese cars have become so well accepted that even the once hardcore European or Australian car lovers are switching over.

If you remember the old Hyundai Excels then you may still have that ill feeling towards the Hyundai brand, well let me tell you, times have certainly changed.

Firstly, the number of old Excels you still see around, some 10-20 year later, is a sign that the bad-reliability myth was just that, a myth. Secondly, if you still associate Hyundai with Excels of old, it’s time you get yourself into a Hyundai dealership and check out the range.

From January to September of this year Hyundai Australia has improved sales by a massive 36 per cent over the same period last year and all the while its Japanese rivals are losing market share as a result of the economic downturn. Globally the company has increased sales by an unbelievable 61.3 per cent so far this year.

Back at home the Hyundai Getz is the best selling light car, the i30 is the third best seller in its class behind the Corolla and Mazdza2, Tucson is the best selling compact SUV and the iLoad remains the number two best selling van.

The Santa Fe may not have such credentials to boast about yet but as a showcase of the company’s innovations and desire to succeed, it has been a big success for Hyundai.

The preceding model was selling around 250 units per month and to put that into perspective, Toyota Kluger and Prado and the Korean sourced Holden Captiva are selling on average over 1,000 units per month and the Ford Territory around the 900 mark.

As is common with car companies, when a model is about half way through its life cycle some will change a few bumpers and add some new alloys to keep buyers interested. The 2010 Hyundai Santa Fe is essentially the same deal, except that there is now a brand new turbo diesel engine and transmission system.

The new R-2.2 turbo diesel engine is the same unit found in the recently released all-new Kia Sorento, jointly developed by Hyundai/Kia at a cost of nearly $250 million it produces 145kW and 436Nm of torque (421Nm of manual mode).

If those numbers don’t mean anything to you then let me give you a non-technical explanation. Ten years ago no one would’ve imagined a 2.2-litre engine can produce that much power and torque. In fact, the majority of current European diesel engines can’t match those figures, it’s fair to point out that this engine was infact designed in Germany. The R-spec diesel engine is the smallest, lightest most powerful engine in its class.

What the Koreans have essentially managed to do is build an engine that can compete with not only the Japanese but the Europeans as well. To top it off, they’ve also been busy building a whole new automatic transmission.

If you want any more reason to know Hyundai is serious you just have to admire the effort put into this gearbox. Until now only Toyota, General Motors and Ford built their own gearboxes internally and after four long years, the Hyundai/Kia group can now join that exclusive list.

The six-speed automatic transmission is somehow 12kg lighter than the five-speed it replaces. It measures 41mm shorter and uses 62 fewer parts. It’s also a completely sealed unit, requiring no oil changes or any form of servicing. It’s designed to last for the life period of the vehicle.

Mating the engine and gearbox together has resulted in some impressive fuel economy figures, in manual flavour the combined (city and country) usage is 6.7L/100km, meanwhile the auto comes in at 7.5L/100km.

During the recent Global Green Challenge, where the Santa Fe drove over 3,000km from the top to the bottom of Australia (co-piloted by no other than our own editor John Cadogan), the overall fuel rating was an average of 5.1L/100km, an improvement of 23.8 per cent on its ADR combined fuel figure. Interestingly it just beat its main rival the Kia Sorento which uses the same engine and gearbox, plus weighs about 80kg less.

Hyundai took the motoring press to Adelaide to test drive the 2010 Santa Fe through twisty mountain and dirt roads. The most noticeable feature of the new Santa Fe is the updated rear light cluster which gives the car a far more modern presence. At the front the new grille is doing its bit but to the untrained eye the facelift can be a little too subtle.

Move inside and you’ll notice some more subtle changes, such as the carbon graphite style accents and aluminium effect finishes throughout the cabin. A reverse camera is also embedded into the driver’s rear-view mirror on the high-spec variants.

Features carried over include USB audio input with iPod® compatibility, cruise control and steering wheel mounted controls and heated outside mirrors. Move up in the range and you won’t even need a traditional key with a push button start and proximity key included.

Two new interesting features found in the Santa Fe are the emergency brake system and rollover sensors. Hyundai says the Santa Fe’s computers will detect when the driver has suddenly applied lots of pressure to the brake pedals in an emergency situation and automatically apply maximum brake pressure. Not an all-new revolutionary idea but a great feature nonetheless.

Roll-over sensors on the other hand are usually found in convertibles only, so it’s interesting that we find them in the Santa Fe. If the sensors detect an imminent roll-over, seat belt pretensioners will pull the passengers back into their seat and deploy side airbags.

With the capacity to carry seven passengers, the Santa Fe is an extremely practical car, however after a short two minute stint in the third row, it’s fair to say it’s best used for children or very short distance drives if adults are involved.

As my co-driver and I left the Intercontinental hotel in the heart of Adelaide CBD, we soon realised the Santa Fe’s 2.2-litre engine really is something to admire. Having driven the Sorento with the same engine only a week ago, it was interesting to note that the Kia’s power delivery was slightly smoother, specially when it comes to minimising torque steer.

All around handling and ride comfort is exactly what was expected, predictable and enjoyable. Despite some deep potholes and over 30km in dirt roads, there was never any sudden shock through the cabin or any ‘ouch’ moments. Turning circle is also noticeably improved.

Drive through twisty tight mountain roads and the Santa Fe behaves well, corner to corner it will grip and accelerate hard when asked. There is minor torque steer coming through the front-wheels at times but that is quickly self-corrected as power diverts to the rear.

The hardest question that I have to answer now is “should I buy the Kia or the Hyundai?”. Frankly it’s a hard question to answer. Hyundai has a far better established brand reputation and there is no doubt its hard earned efforts will mean more sales to its side of the Korean camp. It comes down to personal choice, I can only suggest you test drive both. As for the other direct competitor, the Holden Captiva, although cheaper it’s no longer able to keep with its fellow Korean cars.

180km of driving later and our average fuel economy was 10.4L/100km, not exactly the 7.5L/100km we were hoping for and no where near the 5.1L/100km achieved in the Global Green Challenge. In fairness fuel economy was not high on the agenda as we flew through hilly dirt roads.

Overall, the updated Santa Fe is a very tough competitor in it’s class and a must in the consideration list. Stay tuned as CarAdvice will soon spend a week with the car and bring you a comprehensive road test.

New Santa Fe trim level comparison:

SLX	Elite	Highlander
	has the following features over and above the SLX trim	has the following features over and above the SLX trim
R-series engine	Coolbox	Rear parking camera
ESP Stability Control + TCS	Conversation mirror	Leather seats
Front, side and curtain airbags	Autolight control	Front passenger power seat
Active front headrests	Driver’s power seat	In-dash 6 stacker CD / MP3
Back warning sensors	Roof rails	18″ alloy wheels
6 spd transmissions	3rd row air con & heating	Rain sensing wipers
Cruise control	Supervision cluster	Sunroof
Electric heated outside mirrors	Push button smart key	Electro-chromatic mirror
iPod® and USB connectivity	Leather steering wheel & TGS	Electric folding mirrors
Steering wheel audio controls	Full auto climate control	Deluxe door scuffs
Rear map lamps	Chrome door handles
Rear spoiler
17″ alloy wheels
Front foglamps
Tweeter speakers

New Santa Fe range – manufacturer’s list prices:

New Santa Fe 7 seat SLX R-2.2 turbo Diesel 6-speed manual $37,990 MLP*
New Santa Fe 7 seat SLX R-2.2 turbo Diesel 6-speed auto $39,990 MLP*
New Santa Fe 7 seat Elite R-2.2 turbo Diesel 6-speed auto $43,990 MLP*
New Santa Fe 7 seat Highlander 2.2 R turbo Diesel 6-speed auto $48,490 MLP*
Optional metallic/mica paint $375 MLP*

Note: *MLP includes GST, but excludes dealer delivery and statutory charges. On-sale date is December 1, 2009.

Hyundai Santa Fe Long Term Update

Karl Peskett — Tue, 27 Oct 2009 00:04:11 +0000

We’ve just been racking up the kilometres on our long term tester, the Santa Fe Elite CRDi. We’ve passed the 8500km mark, and with no real dramas, there’s not a lot to report.

To be honest, we’d rather it that way, as it means trouble free motoring for any who buys a Santa Fe. The engine is strong, the gearbox smooth, the brakes are good and dynamically it’s more car-like than four-wheel-drive. Steering feel is nothing outstanding, but it’s not too artificial either.

If you’re wondering about space, you’ll probably be surprised to learn that it is exactly the same width inside as a Toyota Prado. Yes, we checked with a tape measure. This means that it’s possible to have a seven-seat diesel SUV without spending a fortune – the SLX CRDi starts from $41,990.

Fuel usage is still coming in at 9.8L/100km, and that’s city-only driving. The other engine related piece of interest is how well the Santa Fe holds up to the heat. On a 35-plus-degree day, we had the car running for virtually all of it as we skipped from shop to shop trying to keep someone in the family happy with a spate of retail therapy.

So it was stop-start conditions with the air-con switched to the “Antarctic” position. The electric fan and compressor clicked on and off the entire time, both trying to keep their part of the car cool. One eye was kept on the bank balance as more bags were loaded (thank goodness we had an SUV) and the other on the temperature gauge. The needle didn’t move an inch. The bank balance was another story…

The stereo also must be mentioned. In the Elite, you get seven speakers, including a subwoofer, and when connected to an iPod or with an MP3 CD, the sound is nothing short of brilliant. There’s plenty of bass, the treble is crystal clear, and there’s no drowning out by the mid-range.

Add to that easy to clean leather seats, self-dimming rear view mirror, dual-zone climate control, sun-roof and roof racks and you’ll agree that the Santa Fe is a pretty comprehensive package.

Next update we’ll be wrapping up and handing the car back. We’ve already taken the car on our long trip and are just calculating the fuel usage. Oh, and trying to calm ourselves down from the near-miss with a couple of kangaroos. Watch this space.

Kia Sorento Review

Alborz Fallah — Mon, 26 Oct 2009 01:00:12 +0000

2010 Kia Sorento First Steer Review

There was a famous advertising campaign by a rental company in the United States some time ago that depicts the attitude of some large multi-nationals. The advert read “We are number 2, so we try harder”. This is a very good way to explain why sister companies Hyundai and Kia have been kicking so many goals lately. They are out to beat Toyota.

Whilst the Japanese seem to be contempt with their ideas, the Koreans are pushing as far and as fast as possible. A similar story to what happened when the Japanese first came to the market and woke up the European and American car manufacturers. Many parallels can be seen between the business plan of big Japanese companies during the 80s-90s to the Koreans today.

Kia has gone from a brand associated with little and cheap cars to producing some of the best looking cars we’ve seen all year. Starting this year with the Kia Cerato, then the Cerato Koup, the Korean company has ended its Australian invasion for 2009 with the introduction of the all-new second generation Kia Sorento.

The previous Sorento was a car that put Kia on the map. Kia sees Sorento as the vehicle which changes the consumers mind about what Kia really means and for that reason an extreme amount of effort is put into the new Sorento to stand out amongst the pack.

To launch the car, Kia invited the motoring press to Coolum on the Sunshine Coast. From here we would travel hundreds of kilometres, on dirt and asphalt to get to know the new Sorento as well as possible.

Since its launch in 2002 (2003 in Australia), nearly 900,000 first-generation Sorentos (pictured above) have been sold worldwide with about 9,000 of them in Australia. Back in 2003 there were 12 competitors to compete against, now there is 18 and more are coming. Incidentally, the market for such vehicles has also almost doubled in size in the last six years.

All of this means the new Sorento really needs to have its game together. We saw a glimpse of the new Sorento as the KND4 concept back in 2007 at the Seoul Motorshow and although the production version gained two more doors and added a few kilos here and there, the similarities between concept and production model are rather apparent.

Perhaps the biggest change at Kia has been the introduction of Peter Schreyer in charge of Kia design, formerly the head designer for Audi, Schreyer has brought a new European design to all new Kias, starting with the Cerato and Cerato Koup. The Schreyer grille, as it’s called, has been a great hit with consumers who often can’t believe the cars are Kias!

Apart from looking a heck of a lot better than the old Sorento, the new model is also designed with aerodynamics in mind, it’s 95mm longer but 15mm shorter and 55mm lower. It also has a drag coefficient of 0.38 compared to 0.43 of the previous model and weighs 215kg less than before. This is partially due to the move from body-on-frame type chassis to a monocoque.

I still can’t work out why the Koreans are designing such beautiful cars whilst some of the Japanese manufacturers just can’t seem to get their designs right. Not that it’s any worry to Kia or Kia customers. From the front the new Sorento looks far more expensive than it really is and the rear is no different.

Black bezel wrap-around headlamps at the front and LED rear lights give the new Sorento a very European look. Meanwhile the two-tonne bumper is meant to express off-road ability.

With such a gorgeous exterior, the interior has to match also. Although Kia says it has worked extensively to carry the vibe inside, there are still hard plastics on the doors and dashboard. Nonetheless, it’s hardly worth complaining about as overall it looks very Mazda-esque inside, which is a good thing.

The big news with the new generation Sorento is the choice of engines. In order to keep petrol lovers happy a 2.4-litre Theta II engine is still offered which delivers 128kW and 226Nm of torque with a combined fuel economy of 9.2L/100km. Frankly you’d be rather misinformed to buy a Sorento with a petrol engine and I hope to convince you in favour of the diesel. Kia knows this too, which is why petrol is only offered in the base specification.

The real engine for the new Sorento is the 2.2-litre R-turbo diesel. Now this engine makes little sense for one particular reason, it out performs pretty much any other diesel engine in the same category, something you just don’t expect from Kia, but times are changing.

The small capacity diesel puts out an impressive 145kW and a massive 436Nm of torque at just 1,800 RPM (in auto – manual is 422Nm). Fuel economy is 6.7L/100km in manual and 7.4L/100km in auto. So it has a smaller capacity than its petrol brother, puts out 17kW more power and around 200Nm more torque. The choice really isn’t that hard.

You know Kia & Hyundai are serious about putting this engine is pretty much everything as they have as they’ve spent 42 months designing it in Europe, it cost the Koreans around $250 million and took a team of 150 engineers. A great deal of hot weather testing was also conducted right here in Australia. All of this investment has paid off as the Sorento diesel is superb.

Although the new Sorento’s fuel tank is 10L less than the previous generation it can still travel further, Kia claims it will manage around 1,040km on a single tank. If you do a lot of highway driving, expect figures in the low to mid 4L/100km. The engine design is capable of being Euro 5 and Euro 6 compliant during its life cycle but currently only meets Euro 4 standards.

Apart from the engine the Hyundai-Kia group has also independently designed its own six-speed transmission, a sign of a company that wants to get to number one. Work on this took even longer than the engine, over four years and 300 patents. According to Kia, the transmission is the world’s most compact 6-speed automatic.

Compared to the old five-speed used by the company, the new box helps deliver 10 per cent better fuel economy, 14 per cent faster 0-100km/h time and 24 per cent quicker 60-100km/h time. It also just happens to weigh 12kg less and use 62 fewer parts. How a six-speed has less parts than a five-speed is a concept I won’t try and understand.

One of the clever ways in which it helps save fuel is to go from Drive to Neutral when the car is stopped, of course it does this without the driver’s knowledge and it was all rather seamless when tested. Additionally the gearbox is sealed completely, so it requires no maintenance or oil changes.

One of the complaints with the new Sorento will be it’s lower towing capacity and off-road ability compared to the previous model, this is partially due to Kia’s move to a monocoque chassis. According to the company only 20 per cent of previous Sorento buyers ever used their car for towing or off-roading so the decision was made to focus on the 80 per cent majority.

Not that it won’t do any off-roading, far from it, during the launch we drove through many tough dirt roads and the Sorento behaved perfectly. However the 4WD variants are now 4WD on demand, which means they are driven via the front wheels until the front loses grip and power is diverted to the rear. This is all done instantly and without any input required from the driver.

When needed, a 50:50 power mode can be selected for speeds under 30km/h.

Engine, gearbox and 4WD system apart, one of the more interesting features of the new Sorento is the self-levelling system which maintains rear vehicle ride height when under load from passengers or cargo. Essentially once the vehicle is loaded up and begins to move the system will slowly adjust it self to bring the rear back up to its original height. Benefits include reduction in tyre wear, a constant headlamp angle and increased ground clearance.

The new Sorento is the first Kia 4WD to be offered with seven-seats in Australia. The additional seats are standard across the entire model range and having sat briefly in the third row of seats, they are great for kids but large adults with struggle over long distance trips. Cargo space is 1047L with a five-seat configuration and over 2000L with only two-seat setup.

Moving to safety, the situation with the current Sorentos available in Australia at the time of writing is somewhat humorous. Due to the most simple omission, be that a seat-belt reminder for the passenger, the new Sorento misses out on a 5-star safety rating from our own ANCAP. Of course it has already been granted the maximum 5-stars from Euro-NCAP.

Kia Australia says models delivered from December onwards will have the seat-belt reminder and hence score five-stars in the local tests. So if an annoying beeping reminder system doesn’t phase you, don’t be alarmed by it’s temporary four-star local rating.

Six airbags are standard, so is electronic stability program, traction control system, anti-lock brake system, electronic brake distribution and brake assist. Hill-start assist control and downhill brake control complete the passive and active safety features.

All the facts and figures aside, when it came down to it, driving the new Sorento was surprising. Even through bumps and heaps of dirt roads interior noise and comfort was never an issue. Steering response is precise and road noise is very low thanks to 4mm thick glass used for the front side windows in addition to excellent sealing. It also helps that the new diesel engine is relatively quite (unless you’re really going for it).

The front and rear seats are comfortable and through the whole process my iPhone was plugged in, charging and playing tunes through the Sorento’s great stereo.

At one stage my co-driver and I were chasing a group of five SUVs, a Forester and four new Sorentos, as the dust had covered the cars so much I mistook one of the new Kia’s for an Audi, I would be most amazed if an average person can guess the Sorento is from Korea if the badge was removed. Which is saying a lot for the Korean brand.

Kia Australia says the target market for the car is 35-50 year olds who currently own a Sorento or similar mid-sized SUV. Of course the company would love to steal sales away from its Japanese rivals. It sees its primary competition with the Holden Captiva (also Korean-made), sister car Hyundai Santa Fe (which is about to undergo a facelift and gain the same engine and gearbox as the Sorento) and the ageing Mitsubishi Outlander. The Toyota Rav4, Nissan X-Trail and Subaru Forester are viewed as secondary competitors.

The new Sorento is available from $36,490* in petrol and $39,990* in diesel. There will be seven exterior colours from the show-room (white, black, 2 x silver, blue, red, beige) or four gorgeous special dealer order colours (Java Brown, Metal Bronze, Khaki, Inky Blue).

Pricing and specifications for the new 2010 Kia Sorento are below. CarAdvice will soon spend a week with the Sorento and bring you a complete road test and review.

*Pricing is a guide as recommended to us by the manufacturer.

2010 Kia Sorento specifications.

		Fuel Consumption (L/100KM)			CO2
		Comb.	Urban	Ex.Urban	g/km
2.4L Theta II	2WD AUTO	9.2	12.2	7.2	219
2.2 R CRDi	4WD MANUAL	6.7	8.7	5.5	177
2.2 R CRDi	4WD AUTO	7.4	9.5	6.1	194

Interior Dimensions Comparison (mm)

	Next-generation Sorento	Difference	Previous Sorento
Headroom
Row 1	996	- 12	1008
Row 2	995	+ 1	994
Row 3	906	—-	—-
Legroom
Row 1	1048	- 34	1082
Row 2	955	+ 27	928
Row 3	795	—-	—-
Shoulder room
Row 1	1506	+ 10	1496
Row 2	1491	+ 7	1484
Row 3	1366	—-	—-
Hip room
Row 1	1431	—-	—-
Row 2	1421	—-	—-
Row 3	1128	—-	—-

Trim level	Engine	Transmission (6-speed)	Drivetrain	Seating	Price $ (RRP)
Si	2.4L petrol	A/T	2WD	7-seat	36,490
	2.4L petrol	A/T	2WD
	2.2L diesel	M/T	4WD	7-seat	39,990
	2.2L diesel	A/T		7-seat	41,990
SLi	2.2L diesel	A/T		7-seat	45,990
Platinum	2.2L diesel	A/T		7-seat	48,990

Hyundai Santa Fe Long Term Update

Karl Peskett — Wed, 23 Sep 2009 02:49:25 +0000

The Santa Fe Elite CRDi has been with us for over four months now, and apart from the suspension issue reported last update, there is nothing to fault. So far, we’ve racked up 6485 kilometres, and I just checked the oil again. It hasn’t dropped at all.

Tyre wear is both even and minimal (as you’d expect), with the refill pressures from last time’s off road expedition unchanged. I pulled the wheels off it to have a look at the brake pads, and there’s hardly anything used at all. Still plenty of meat, and we haven’t experienced any fade, despite repeated hard stops to try to get it hot. It does take a bit of pressure to get the best out of them, but once you’re used to the slightly wooden feel, you’re fine.

The drivetrain is absolutely faultless. We’ve come to love the easy, relaxed, torquey nature of the 2.2-litre diesel, along with the fuel consumption which canes any of the other seven seat oil burning all-wheel-drives out there. Really, when you think about it, what other seven seat diesel SUV offers the same price/ability package?

When Honda handed us its Odyssey, we thought it might be an idea to compare the two. Sure, it’s not an SUV but after all, it’s sitting alongside the Santa Fe in my garage. Both are seven seats, and there’s only $2000 difference in price between them (Odyssey $43,990, Santa Fe Elite $45,990). The difference is, of course, that one can go off road, and one can’t.

Is the $2000 difference worth the price of admission to be able to explore the wilderness, or is the Odyssey just that much better value in all other areas to warrant excluding the Hyundai? And is the extra fuel saved then wasted because the Santa Fe uses diesel?

This is a long term update, by the way, and not a full blown comparison piece. In saying that, there are some telling juxtapositions.

For starters, the Honda uses a 2.4-litre petrol four cylinder, compared with the Santa Fe’s 2.2-litre diesel. The Odyssey’s mill is quiet and smooth, no doubt, but doesn’t generate anywhere near the torque that Hyundai’s diesel will. At only 218Nm, the Odyssey pales in comparison with the Santa Fe, which makes 343Nm. As a result, when loaded up with seven people, the poor Honda struggles, and revs its lungs out, making for a very strained sounding drive experience.

On that note, if you’re going out to buy a seven seat car, and are planning to use all pews, do yourself a favour and take six other people with you. You’d be surprised how much difference 125Nm makes.

Not only that, but getting into the last row of the low slung Odyssey is a painful contorsion. Arms and legs flailing, it takes almost a leap to get into the back, unlike the taller Santa Fe which can be stepped into from the side, or even the boot, if you’re agile enough.

Certainly the materials used in the Honda are nicer – the dash plastics in particular, however the fake wood grain really does tarnish what could have been a nice finish. That said, the features in the Santa Fe will leave you wondering why it costs so much more for the same spec in the Odyssey Luxury.

Leather seats, electric adjustment, sunroof, auto headlights, fog lamps, six stack CD with MP3 – it’s all available on the Elite, which is the top of the line Santa Fe. To get these toys, you’d have to choose the top of the line Odyssey, the Luxury, which costs around $5000 more for the same features, but – and this is the kicker – it won’t go off road.

For me and my family, this means the Odyssey misses out. With a three year old who’s incessantly begging to “go driving in the sand Daddy”, and trips out bush with friends, we have to have something that’s a little higher and tougher than a tarmac dweller.

Fuel consumption isn’t the deal breaker, either, as the Odyssey uses slightly more fuel, yet diesel is slightly more expensive. Working out the figures, you’re at the same end result. Which means we’re happy that Hyundai has given us the Santa Fe to stick in our garage for a while.

Yes, the Santa Fe has its issues – the scratches around the window switches (see above) are annoying, and the suspension clunking from the Trek’N'Tow kit, which we’re still waiting to have looked at – but which car doesn’t? For the price, I’m slowly beginning to realise that there’s not much that can top it. It’s roomy, the seats are ultra comfortable, it’s got a myriad of storage options, the third row is split so you can stack gear next to a sixth person if need be, it’s economical and it’s a good looking chariot, too.

We’re also very impressed with how quickly the auto-recirculation function works. Switch on the right-hand button, and it immediately senses the fumes coming from surrounding traffic. Brilliant.

After hauling around the city and off the beaten track, the next thing to do is to give it a nice long run and stretch its legs. Watch this space.

Ford Territory Review & Road Test

Paul Maric — Mon, 14 Sep 2009 03:36:17 +0000

60 car years old and Ford’s Territory is still kicking.

Model Tested:

2009 Ford Territory Ghia RWD, 4.0-litre, inline six-cylinder, four-speed automatic – $52,490*

Options:

Satellite Navigation $2295 (Not Fitted)

Still looks good, ride and handling, features.

Fuel consumption, gearbox, third row of seats.

CarAdvice Rating:

We were all left a bit stunned at this year’s Melbourne International Motor Show when Ford unveiled their updated iteration of the Territory.

We were expecting to see the FG Falcon’s interior transplanted into the Territory, bringing it into line with the latest offerings from Ford. Instead, we were left with a car that was virtually identical to the one it was replacing. The interior remained practically untouched, as did the exterior.

I had to question whether it was really worth road testing the Territory, considering it had been on the market since early 2004.

None the less I jumped in to see what it was all about and whether or not the update was worth the fuss.

From the outside, it’s hard to spot the changes. The main ones revolve around the front end and side. The front has received revised headlights, along with a revised bumper and grille treatment.

The side profile has also undertaken a slight revision with a plastic embellishment in place of the side indicator, which has now been moved to the wing mirrors, providing greater visibility and adding style points.

The Territory’s styling was never ugly to begin with. The changes to the design have simply further refined it, making the already decent looking Territory better.

The only issue is that the design is getting very long in the tooth; some people may have already thrown in the towel with the concept, especially considering how much the segment has grown since the Territory’s inception.

Ghia is Ford’s up-spec version of the Territory and the Ghia gets privacy glass, decent looking 18-inch alloy wheels and chrome highlights around the front.

While the interior of Ford’s Territory is a spitting image of the day it was launched, Ford has gone all out with features, packing the Ghia to the hilt.

Rear seat passengers (kids more often than not) are treated to a flip-down Alpine entertainment system. The system plays DVDs and CDs to keep those up back entertained on long drives. When the screen is deployed rear visibility is virtually gone. The screen sits directly in between the rear vision mirror and the rear window, and at 10.2-inches it demands quite a lot of real estate.

One of the things I grew to hate over my week with the car was the lack of back lighting to the steering wheel controls. It’s hard to tell which buttons you are pushing when there isn’t much light available.

Ford’s stereos have never been anything to write home about and the Territory is certainly no different. The poor speakers begin distorting early on in the piece, while the radio often struggles with reception, even in built-up areas.

Our test vehicle was fitted with seven-seats, which were nothing short of a nightmare to operate, and no matter what we tried, we couldn’t get the extra row of seats to fold flat into the floor.

They would either sit upright or half flat resulting in very little luggage space due to the seat being constantly tilted.

I assume the final lever in the piece was jammed, which was stopping the system from folding.

Average stereo and dodgy third row of seats aside, the Territory interior is a nice place to be. Passengers can see out the windows with ease and there’s enough head and leg room to keep most punters with kids happy.

Driving the Territory is like riding a bike. Once you’ve done it, you’ll never forget what it’s like. The reason the Territory was a runaway success in Australia was due to its sedan like handling and brilliant feel behind the wheel.

It feels and sounds like a Falcon but has the versatility of an SUV.

Powering the Ghia rear-wheel-drive is Ford’s 4.0-litre, in-line, six-cylinder engine. Producing 190kW and 383Nm, it’s more than capable of hauling the Territory’s mass in relative ease.

The suspension set-up is absolutely superb. It has the surety and confidence of a much larger car and soaks up bumps in the road with very little fuss. Corners are also a breeze; with the suspension taking care of all the hard work and resulting in little body roll.

The only let down in this very versatile package is the gearbox. Here’s one to confuse you; while the Ghia all-wheel-drive model gets the superb ZF Sachs six-speed gearbox, the RWD version only gets the ancient four-speed automatic.

Although it works well in the Territory, it still brings back memories of AU Falcon days, which is not something we either want nor should anyone have to endure again.

As a result of the four-speed gearbox, fuel economy goes out the window, which is another thing this 2.0-tonne SUV isn’t too good at, officially returning 12.0-litres per 100 kilometres, but ending up becoming more like 13.2L/100km during the test.

While Ford’s Territory is becoming a little bit boring to look at, it’s still remarkably good to drive and feels like a modern car despite its age. It’s testament to what Ford engineers have done with the vehicle and what they will be able to achieve in years to come with alternate engines such as diesel and LPG.

Priced from $39,490 for the TX RWD, the Ghia RWD being test driven retails for $52,490. It’s an affordable package that offers great value for money in terms of power, size and space.

Although it’s almost six years old (that’s 60 in human years) it still moves and fights like a two year old (that’d be 20 in human years).

While the diesel is still a couple of years off, the revised Territory is still a very sound purchase option, despite its age.

Ratings:

CarAdvice Overall Rating:

How does it Drive:

How does it Look:

How does it Go:

Specifications:

Engine: 3984cc in-line, six-cylinder
Power: 190kW @ 5250rpm
Torque: 383Nm @ 2500rpm
Induction: Naturally aspirated, multi point injection
Transmission: Four-speed
Driven Wheels: Rear
Brakes: Four-wheel discs
Top Speed: N/A
0-100km/h: N/A
CO2 Emissions: 286g/km
Fuel Consumption: 12.0-litres/100km (ADR combined)
Fuel Consumption: 13.1-litres/100km (as tested)
Fuel Tank Capacity: 75 litres
Fuel Type: 91RON petrol
ANCAP Rating: Four star
Airbags: Six
Safety: ABS brakes with EBD and BA. ESP.
Spare Wheel: Full size spare
Suspension: Independent front and rear
Tow Capacity: 1600kg (braked)
Turning Circle: 11.5 metres
Warranty: Three-years/100,000km
Weight: 2037kg
Wheels: 18-inch alloys with 235/55R18 tyres

Hyundai Santa Fe – Long Term Update

Karl Peskett — Thu, 13 Aug 2009 00:46:15 +0000

2009 Hyundai Santa Fe – Long Term Review: Update

The last time we left you with a cliff hanger. Was there really an issue with the Santa Fe’s suspension? Would the car fare well off road? Would I definitely put on more weight if I tried to eat any more cheeseburgers?

Fear not dear friends, we have the answers. But first, let’s deal with how the car is currently performing.

There are 5009km now on the odometer, and as far as the engine goes, we couldn’t be happier. It’s freeing up nicely, and fuel consumption has dropped to under 10.0 litres per 100 kilometres. Well, just under, anyway.

For the city run, we’re getting 9.9L/100km, which again, is more than what the trip computer shows at 9.7. It seems to be a pattern, where it always states 0.2-litres less than the actual consumption. Hey, at least it’s predictably consistent.

The engine is still a little noisy on start up when cold, which you sort of expect, but once it’s warmed, the diesel rattle settles down and it’s a smooth as you like. It’s still no match for a German/French diesel, but it’s better than some Japanese jobs, that’s for sure.

The car is also holding up to the daily grind, with the exception of a few scratches on the dark silver surrounds on the door trim. We had the chance to also test the rear row of seating when the entire family piled in for the weekend. As a 180+centimetre tall man, it’s a squeeze, but kids would have no issues at all.

The only problem for me was not having enough knee room, my head just made it under the roof line, so to solve that, you just tilt the second row backrest forward slightly.

Incidentally, sitting back there, you get your own air-conditioning, which can be varied in speed from the back row, and turned completely on or off from the centre stack. Also interesting to note that you cannot tell that it’s a diesel from the last row. It’s even, dare I say it, a pleasant sound.

Now let’s deal with those issues we spoke of earlier. Firstly the suspension, and in the last update we reported on a clunking sound coming from the suspension. To its credit, Hyundai began investigations immediately.

The car was temporarily replaced with a regular Santa Fe, one sans the Trek’N'Tow option. Our long term car was whisked away, placed on stands and the suspension removed and sent back to head office. The supplier was also called in to take a look and see if there was an issue.

Meanwhile, we tried the regular Santa Fe on the same areas which highlighted the Trek’N'Tow imperfections. The knocking from the rear was completely non-existent. Well, that solves that one, but the front was a whole different story. The thump was still there, admittedly not quite to the same scale, but there nonetheless.

Hyundai spokesperson Ben Hershman said to us that it’s a characteristic of this car. The way the front suspension geometry and set-up works will give you that thumping sound when the suspension extends very quickly. So there’s not a lot that can be done.

Introduce Trek’N'Tow to the equation and things just get worse. We got our car back with another Trek’N'Tow kit to see if the first kit was faulty and, lo and behold, the same result. The supplier did come back to Hyundai, too, with an answer as to whether there was really an issue with the kit.

There’s a bush at the top of the rear dampers that we’re told under certain circumstances doesn’t quite absorb the forces exerted as effectively as it should.

The supplier has come up with a fix for this, and should any customer inquire about the thump, it will be replaced free of charge. Since it’s not a safety issue, Hyundai won’t be recalling the cars, but will look after each customer on a case-by-case basis.

To put you in the picture, Trek’N'Tow is sourced from an Australian company for the Australian market only, which means all those jumping on the “anything Korean is dodgy” bandwagon can go and take a hike.

It’s fitted at the dealer you purchase the car from and was originally introduced on the Terracan, where it was a great success. It’s been redesigned to suit the Santa Fe, the idea being to give the car more ground clearance, and to increase the ball downforce for towing.

From that perspective, it works, for sure. It definitely helps you off road, and also stops the sag that comes with towing a lot.

You have to question whether the clunking, which is apparent in day-to-day driving, outweighs the benefits for the occasional tow, or off-road jaunt. It’s interesting to note, too, that Trek’N'Tow has been deleted as an option from the Santa Fe’s update in 2010.

As part of our long term investigation, we decided to take the car out for a trip along the beach, to also see how the Santa Fe went in some rough stuff.

Kids were thrown in the car, and the associated katundu, like Tonka trucks, buckets, spades, chips, lollies, water, etc. We let the tyres down to 16psi, and despite the very flexy sidewalls, headed off making sure our steering inputs were straight so as to not roll a tyre off the rim.

We came up against some very, very boggy stuff, but with the Electronic Stability Control (ESC) off and four-wheel lock on, the Santa Fe triumphed admirably. The diesel engine also proved better than I expected, with a very strong, torquey pull, especially from low revs.

Counting against it was its desire to change gear every time we hit the redline, despite leaving it in manual mode. The gaps between ratios are too much for the diesel to regain any power, so it wallows for a bit, and if you’ve lost enough speed, you’re sunk.

The trick was to keep it clicked into first gear, and very carefully modulate your throttle, so it wouldn’t hit the redline and slip into second.

Easier said than done, especially when your body is bouncing around in the cabin, and your foot flexes a bit too much. I did get the hang of it though, and as long as it stayed in first, it would climb boggy, sandy hills with no problems. Along the flats on the beach second gear was fine, too.

But that knocking and thumping continued in the background when you went in and out of ruts, and across varied surfaces and bumps. I would say you could get used to it, but in my opinion, you shouldn’t have to.

The Santa Fe’s off road ability was surprisingly good, though, and if you did option the Trek’N'Tow, there’s not much that would hold you back.

Don’t keep the four-wheel lock on for too long, either, as it does tend to overheat the rear drivetrain with a lot of work, and reverts back to front-wheel-drive (see the above photo). You then have to stop and let it cool down for a bit before you can head off again.

Best to leave it for the “oh my god, we’re never going to make it out of this” moments, because it’s responsive enough to not have to keep it locked.

We’ll put our car down on the list for getting that bush replaced, and let you know how it pans out. Oh yes, I almost forgot; I’ve given up cheeseburgers.

Toyota Kluger Review & Road Test

Matt Brogan — Thu, 06 Aug 2009 20:00:25 +0000

2009 Toyota Kluger Grande AWD Review & Road Test

Vanilla never looked so good.

Model Tested:

2009 Toyota GSU45R Kluger Grande; 3.5-litre V6 AWD; five-speed automatic; seven-seat wagon – $66,490*

Options:

Metallic Paint $520 (Fitted – Crystal Pearl)

Smooth V6 engine; capable AWD system; user-friendly cockpit
No parking sensors, auto wipers or iPod input; centre seat width

CarAdvice Rating:

By Matt Brogan

Kluger is often considered the default option when buying a seven-seat family SUV, but don’t let popularity put you off, for as I found out this week there’s good reason you see so many of these on the road, and it all begins without so much as even turning a key.

The Grande sits atop the Kluger model line-up and, as you’d expect at this price, features an impressive equipment list even the most discerning SUV buyer would be happy with.

Keyless entry with push button start; auto tailgate; electric heated leather seats; triple-zone climate control; cruise control; six-CD tuner with DVD and satellite navigation; reverse camera; tilt and slide sunroof; power windows and mirrors are all included as standard kit.

The cabin too is spacious, intelligent, comfortable and offers a user-friendliness often overlooked by rivals who are either unaware or unsympathetic to the bustle and rush of family life. It looks good too, even if I’m not a fan of the abundant faux wood grain.

The layout accommodates seven usable seats, a myriad of nifty storage areas, cup holders everywhere, adequate levels of space in six of the seven seats – the mid-row centre seat being a little narrow – and with the exception of a little wind noise from the wing mirrors, a quiet ride.

But it’s more than just features and cushioning that make Kluger so enjoyable. The drive on offer is also rather competent, thanks to Toyota’s full-time, all-wheel-drive system, and comes with a feeling of stability and control – especially in the wet – well beyond that offered in similarly priced rivals featuring a part-time or rear wheel assist type arrangement.

Similarly the four corner strut set-up of Kluger’s suspension means tackling the highway with all seven seats loaded provides just as much mid-corner confidence and at-speed stability as that of any family sedan. It could be argued that the ride is a touch firm as a result but the trade off, car-like driving dynamics, are certainly worth it.

Beneath the large expanse of bonnet lies Toyota’s 2GR-FE 3.5-litre six cylinder petrol engine – as found in Aurion, RAV4 V6 & Tarago V6 – that provides a substantial 201kW of power, second only in terms of power to Mazda’s 204kW CX-9.

The smooth revving V6 manages 337Nm of torque which although sees it rank it second from the bottom against its direct rivals, still manages fluid power delivery across a wide range thanks to a slick shifting five-speed automatic with sports mode and +/- functionality.

As you can see in the graph above, although the Kluger may well be lacking in a little torque, the fuel efficiency tally certainly leans in Toyota’s favour, and although we couldn’t quite pin down the ADR claimed result of 11.6 litres per 100km as claimed, the Grande did return a steady average of 12.2L/100km through mixed city and highway driving.

To bring the family hauler back to rest the Kluger offers meaty all wheel discs brakes (with ABS, EBA & EBD) that although offer stopping that is beyond expectations. I do however feel the pedal could do with a fraction more assistance.

Steering is well weighted and offers communicative feedback for this class of vehicle. Most competitors overcompensate in the steering department with ultra-light offerings that present little in the way of feel. This doesn’t however mean the Kluger is hard to park with slow speed assistance well suited to the car’s family orientation and a decent 11.8 metre turning circle.

Kluger comes standard with a reversing camera which works exceptionally well in all light conditions but suffers a little in the rain but sadly neglects to offer parking sensors which can make tight spots a little tricky.

Luggage is easily accommodated in five-seat mode with 580 litres of cargo space on offer. The seating arrangements are versatile in folding away but it should be noted that the rear (or third row) seat cannot be split 50:50 which may bother some buyers. Similarly the remaining boot space available in seven-seat mode is a little tight, but no more so than others in this category.

If you find yourself needing to carry even more Kluger offers an ample 2000kg (braked) towing capacity which should it more than capable of towing a small boat, caravan or trailer.

For safety’s sake the Kluger Grande comes standard with dual front, side and curtain airbags as well as a driver’s knee airbag. Electronic Stability Control with Traction Control are also included in the list price as are ABS brakes with Electronic Brake Force Distribution and Emergency Brake Assist. Hill Descent Control is also included.

If I had to be picky in finding negative points on the Grande I’d point to the upper centre screen’s inability to be dimmed at night; the lack of an auxiliary audio input, rain sensing wipers, parking sensors and (standard) cargo cover; as well as the skinny centre seat as this car’s only downfalls.

At the end of the day the majority of class-rivals for the Kluger Grande are quite similar in spec, and despite the Toyota being very capable, much of the buying decision on such an SUV will come back to looks.

Sure the Kluger might be modest, almost conservative in its styling, but I think it’s fair to say that when you look at some of the more dramatically styled competitors, vanilla never looked so good.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

*Pricing is a guide as recommended to us by the manufacturer.

Specifications:

Engine: 3456 cc DOHC, V6, 24-valve
Power: 201 kW @ 6200rpm
Torque: 337 Nm @ 4700rpm
Induction: Multi-point
Transmission: Five-speed automatic
Driven Wheels: All (Full Time)
Brakes: Discs with ABS, EBA & EBD
Top Speed: 180km/h (Claimed)
0-100km/h: 8.2 seconds (Claimed)
CO2 Emissions: 271 grams per kilometre
Fuel Consumption: 11.6 litres per 100km (ADR)
Fuel Consumption: 12.2 litres per 100km (As Tested)
Fuel Tank Capacity: 72 litres
Fuel Type: 91RON petrol
ANCAP Rating: Five-star
Airbags: Dual front, side, curtain & driver’s knee
Safety: ESC with Traction Control; HDC
Spare Wheel: Full size alloy
Suspension: Strut (F)/Strut (R)
Cargo Capacity: 580 litres (Five Seat Mode)
Tow Capacity: 2000 kg (Braked)
Ground Clearance: 206 mm
Turning Circle: 11.8 metres
Road Noise: 71dB @ 100km/h (As Tested)
Speedo Accuracy: 98km/h (100km/h Indicated)
Warranty: Three year/100,000 km
Weight: 1995 kg (Tare)
Wheels: Alloy 19 x 7.5-inch

Land Rover Freelander 2 TD4 – Long Term Wrap Up

Anthony Crawford — Sat, 18 Jul 2009 05:21:37 +0000

2009 LandRover Freelander 2 TD4 – Long Term Wrap Up

We decided to take the Freelander 2 off-road to see if it could keep up with a Discovery 3 when the going got really tough. Here’s our footage of what happened in the Lithgow foothills outside Sydney.

“If you can find an SUV in this small to medium segment that better combines outstanding road manners and comfort with serious off road capability and economy than Land Rover’s Freelander 2 TD4 – buy it”

When a Land Rover insider from the UK told us that the Freelander 2 will go anywhere the Defender can on their own proving ground, albeit a little slower, we thought he might have been a little too enthusiastic for his own good.After 24 hours behind the wheel of this baby Land Rover in seriously hard-core four-wheel-drive terrain, negotiating all kinds of nasty stuff, including deep mud ruts in torrential rain, we can assure you he is one hundred percent on the money, this is a remarkably capable off-roader.

Even more encouraging was that this particular test vehicle was shod with ordinary road tyres, and yet we still managed to make it through some dreadfully soft red mud.

It’s a testament to the brand’s heritage and any vehicle that wears the Land Rover badge.

You forget how well this thing tackles both suburbia and freeways, its front and rear coil-sprung struts are uniquely calibrated to provide a comfortable ride regardless of whether you are powering through a twisty mountain stretch or running the gauntlet of Sydney’s potholes.

Put that down to a body, which is almost twice as stiff as some competitors. You can feel that torsional rigidity as you push hard into some sweeping bends, there’s a lot of refinement and very little body roll.

I’m a huge fan of this 2.2-litre, four-cylinder, turbo-diesel engine and its 400Nm of torque, with half of that available from 1000rpm to 4500rpm.

What that means is that the Freelander has plenty of pull from the moment you tap the throttle and enough low down grunt for difficult rock crawling at 10km/h.

There’s never any jarring through to the supremely well-designed pews either, that’s all five of them. Lots of support and back friendly is how I would describe them. That’s not surprising, given the front seat frames are similar to those in the upmarket, Range Rover Sport.

I know it’s an SUV, but on the tarmac it feels more car-like in the way it both rides and handles general suburban duties.

I’m not a fan of overly light or too sensitive steering, it can ruin the driving experience, but there’s none of that with the Freelander, it’s just well weighted and responsive, and a joy to drive. Easy to park too, with just 2.6 turns to lock, making it exceptionally manoeuvrable in tight spots.

In reality, we’ve covered all this in previous long term reports on the Freelander 2, but what we haven’t yet talked about is our off road testing with this vehicle, and I don’t mean the dirt driveway to your nanna’s country property.

We’re on our way to some scary 4WD tracks in regional New South Wales, close to Lithgow.

I’ve driven up here previously but never in a soft-roader, only larger more serious four-wheel-drive machines dare to tread in these parts.

This was going to fun, a veritable muddy quagmire in a suburban SUV with standard fit road tyres.

At least we had big brother around, in the form of a Land Rover Discovery as an escort, just in case it all went horribly wrong.

It had rained cats and dogs all night long, so there were plenty of deep puddles – make that water holes – around, but that didn’t worry the Freelander 2, with its 500mm wade depth capability.

It was unstoppable through this stuff, although it does pay to check the depth in these mini billabongs.

So far, so good, but when we came to the edge of a steep track, full of deep mud ruts, which seemed to allow just a few centimetres each side, before metal would be surely be crushed, all kinds of negative thoughts entered my mind.

I don’t wear RM Williams boots or even don an Akubra hat, I’m far more at home on the tarmac, but with sophisticated off road electronics such as Terrain Response and Hill Descent Control, you can claim a level of expertise beyond your level of experience.

Before moving off the edge, I double-checked that MUD RUTS was selected, which automatically engaged Hill Descent Control, meaning all I had to do was literally steer the vehicle.

Don’t quite get it? I mean I’m not using the brake or accelerator pedals, just steering. It’s more like an off road cruise control for dummies.

Once at the bottom of this steep descent without so much as a wheel spin, I expected the climb up the other side might require some assistance from the Discovery.

Again, the Freelander climbed the muddy terrain without issue and with an unusual degree of comfort as far as off road adventures go.

Then it was time to take on a particularly mean track, which had already caused the Disco to backtrack and find another way around.

So far so good, but when we got to some seriously deep red clay in the Freelander, my better judgement told me to follow suit and get out of there.

I’m certain that with a decent set of all terrain or mud terrain rubber, the only thing that would stop the Freelander 2, would be its 210mm ground clearance.

Without question, Land Rover’s Freelander 2 TD4 HSE is a cut above any of the competition. Its both a luxury SUV with a significant dollop of cachet, as well as a highly capable off road vehicle.

2009 Nissan Murano Review & Road Test

Karl Peskett — Wed, 24 Jun 2009 01:26:54 +0000

2009 Nissan Murano Ti Review & Road Ttest

New, shiny and hard wearing – it suits its namesake

Model Tested:

2009 Nissan Murano Ti 3.5-litre V6, CVT - $55,890

Options:

Metallic Paint – $495

Spacious, quality interior, smooth engine, overall refinement
Sluggish CVT, styling eats into boot space

CarAdvice Rating:

- by Karl Peskett

What’s in a name? According to proverbial sources, it’s only after you’ve lived your life that your name has any meaning, but for a car it all starts at the beginning.

You’d have to ask yourself, will it have any relevance? Will the car be worthy of the name? Will we have to change it out of embarrassment, like from Gordon Sumner to Sting? Or like Reginald Dwight to Elton John. Let’s investigate Nissan’s Murano.

Murano is an island (or more correctly, an archipelago of islands) in the Venice Lagoon on the northern Italian coast, and was known as the centre of glass making of Europe during the Middle Ages. Today, Murano glass is still being produced with the emphasis on jewellery, and brightly coloured pieces. What does that have to do with the car?

You could say that the front end of Nissan’s Murano is quite jewel-like with its shiny, divided chrome grille, and multifaceted headlights. Road Test Editor Matt Brogan wasn’t overly impressed with the styling, but I think that as subtle as the changes are, they’ve made a huge improvement over the original. Even the chrome knurled dial for the dash menu is quite beautiful in detail.

You can see, though why the emphasis is now on design. The dynamic lifestyle car is supposedly the X-Trail, so rather than have two products competing in the same sporty SUV category, it was time to give the Murano more luxury. Concentrate on differentiating it from all previous iterations and influences.

According to Nissan Australia’s CEO, Dan Thompson, the shift in emphasis started from the inside out.

“We have changed the ambience of the cabin from sports activity to club lounge comfort”, said Mr Thompson. Isn’t that really an admission of guilt?

In other words, the previous Murano’s 350Z-style dials in the pod didn’t really work all that well, and Nissan’s opted for a more integrated look. Put simply, in this tester’s opinion, the new ones work where the old ones didn’t.

Similar to the redo of the X-Trail interior, the new Murano’s cabin is light-years away from its piecemeal, bitsy predecessor. The plastics are all excellent, the chrome and brushed silver is top notch, and the integration of the satellite navigation is brilliant.

The space is also fantastic. The Murano is a big car, no doubt, and with it, you get a plenty of room for both front and back. The boot is also huge; it would be even better if the angle of the tailgate didn’t cut into the space at the top.

The electric tailgate’s actuator also impinges on the ultimate height, too with its dip on the headlining on the left hand side. The depth, though, is excellent, and with the back row of seats folded, it’s virtually a flat floor.

Which means it’s a pretty versatile car. Loading long lengths is a sinch, and perambulators will be swallowed in a jiffy. Baby seats are also easily fitted with both ISOFIX and Australian standard mounts behind the seats. There’s also enough room for the kid’s feet not to be banging against the front seats.

More than that, complete family safety has to be a priority. The Murano glassmakers were fairly prominent in Venetian society. They enjoyed prosecutorial immunity from the state, and were even allowed to wear swords, which afforded them protection. The Murano keeps its occupants well protected by offering VSC, a swag of airbags, huge crumple zones and all-wheel-drive.

In my opinion its roadholding too is superb, especially in comparison with the old model. Although, what it’s made up in the handling stakes, it’s lost in ride comfort. That said, it’s not overly hard, with little crash, but certainly firmer than the original. Still, the “club lounge” chairs that it uses for front seats go a huge way to dampen the hits from big imperfections in the asphalt.

Increasing its feel, too, is the better steering. There’s now meat all the way through the lock, if lacking in genuine feel. The big chairs also prevent big changes in direction, because you tend to slide around a bit, but as a comfy cruiser, it’s perfect.

For a big V6 with all-wheel-drive, it’s not too bad on fuel, except for the fact that it requires a minimum of 95RON petrol. At an ADR Combined test figure of 10.9L/100km, the claims are all but impossible to match. Our real world testing saw us use 12.5L/100km.

To try and conserve fuel, the CVT (Continuously Variable Transmission) does its level best to drop the revs at any given opportunity. However from a standstill, it’s very sluggish to respond.

Instead of letting the revs rise instantly and then haul the car along using the elasticity built into the CVT, it simply ambles along at full throttle, lifting the revs ever so slowly until finally they hit the business end of the tacho.

While rolling it’s better, but still nowhere near as quick to respond as you’d like. I’ll take a regular six-speed automatic any day. On small throttle openings, it does keep things very smooth, and very quiet.

In range topping form, the Murano Ti is a very likeable family car. The price is certainly up there, but at a smidge over $60,000, it’s a competitive product in a competitive market. It’s got the space to please, the quality to impress, and the safety to satisfy.

If the jewellery-producing, treasure-troved, sword-wielding Venetian glassmaker were around today, he might even consider one as his family chariot.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

Engine: 3498cc DOHC V6 cylinder (24-valve)
Power: 191kW @ 6000rpm
Torque: 336Nm @ 4400rpm
Induction: Multipoint
Transmission: Continuously variable
Driven Wheels: All
Brakes: Disc with ABS, EBA & EBD
0-100km/h: 8.0 seconds (Claimed)
CO2 Emissions: 259 grams per kilometre
Fuel Consumption: 10.9 litres per 100km (ADR combined)
Fuel Consumption: 12.5 litres per 100km (as tested)
Fuel Tank Capacity: 82 litres
Fuel Type: 95RON petrol
ANCAP Rating: TBC
Airbags: Front, side & curtain
Safety: ESP with Traction Control
Spare Wheel: Full-size alloy
Suspension: Strut (F)/Multi-link (R)
Cargo Capacity: 402/838 litres
Tow Capacity: 1500kg (Braked)
Turning Circle: 11.4 metres
Warranty: Three year/100,000km
Weight: TBC
Wheels: Alloy 18 x 7.5-inch

Road Test the Rivals:

Mazda CX-7 (from $41,965)

2009 Hyundai Santa Fe CRDi Long Term Review update

Karl Peskett — Thu, 04 Jun 2009 20:37:00 +0000

2009 Hyundai Santa Fe CRDi Long Term Review update

Well it’s been four weeks instead of the usual three, what with the whole Full Throttle trip and all, but the Santa Fe hasn’t been locked up in a garage, with a forlorn look across its grille.

No, the good wife has been getting some use out of the car, while carting the offspring from swimming lessons to playcentres.

In those few weeks, more than 1000km have been added to the odometer, with the current count standing at 2197km. The fuel use has also gone up slightly, with the optimistic trip meter telling us 10.6 litres per 100km, but the real world usage equates to around 0.1L/100km greater than that. That’s not really of great concern, as city only trips can certainly cause the consumption to fluctuate.

In the not too distant future we will attempt a country run and see what we can get the big Hyundai down to.

Mostly the Santa Fe has been holding up well, but a couple of areas of concern are the cheaper plastics surrounding the ignition barrell, as well as the door handles.

If you are chatting while trying to put the key in, and miss the keyhole for the ignition when starting, it also can scuff the textured surround. Care is needed when dealing with the harder, black plastics. Long fingernails (no, not mine) also tend to scratch the door handles slightly.

The seats are still very comfortable, and are softening up now with a bit of use. The clip we spoke about in the last update is doing fine, too. The back of the passenger seat is also resisting the occasional size two boot that the little ‘un rests there during travel. Actually, in the accommodation stakes, the Santa Fe is one very good number.

We are going to keep an eye on the suspension though. My wife reported that there was a thumping sound when going over speed bumps and, sure enough, I was able to replicate it. Even at slow to medium speeds, the springs seem to “top out” which results in a thump through the cabin.

It’s not super alarming, but it is a little uncomfortable, and again, might be due to the Trek’N'Tow package. My first port of call will be to compare it with a standard Santa Fe, and we’ll know exactly what’s what.

We’re loving the parking sensors, and the convex mirror which helps keep an eye on activities in the rear of the car. I also love the towing capabilities.

We recently had to cart around some sand for Master Peskett’s sandpit. A cubic metre of the stuff was loaded up, and with nearly a tonne of weight in the trailer, the Santa Fe simply got on with the job; no hassles, no struggles.

The 2.2-litre diesel has plenty of torque, and even with that weight dragging behind, the auto didn’t flare, or miss a beat. The suspension also hardly moved, proving that the tow in Trek’N'Tow is certainly worthwhile.

You can’t fault the Santa Fe’s performance. So far, we’re fairly impressed.