Hell and High Water
It takes more than floods, crocs and quicksand to stop the 4WD Action crew from bring you the ultimate new-4WD torture test
WORDS BY GLENN WRIGHT, MARK ALLEN AND JOHN ROOTH, PHOTOGRAPHY BY OFFROAD IMAGES
For several years now, 4WD Action has been running the toughest and most thorough vehicle-testing program of any magazine in existence. It was born of a genuine need to know exactly how good each new release in the 4WD market was and how they rated against each other. After all, everybody involved with this magazine is an enthusiast; it’s what we do, even when we’re not paid to do it.
We know our readers, enthusiasts yourselves with a bias towards hardcore off-roading and big-mileage touring, want to know how far these new vehicles can be pushed. So, over the years we’ve refined our Best 4WD selection and testing procedure, we’ve put our goolies on the line by bringing in expert drivers from beyond the world of journalism, we’ve lost big advertisers because they didn’t like criticism (or picking up their broken trucks…), we’ve included tests designed to stop vehicles, and always, always, our bias has been towards off-road performance in the real world.
Yep, while the other magazines scoot down vineyard-lined driveways testing armrest squishiness, 4WD Action has pushed off-road testing to the limits. The difference usually means we’re camped out in the bush at day’s end instead of nestled in a comfy motel, but that’s a difference we’re proud of too!
However, this year, for the Best 4WD of 2006, 4WD Action has set the testing bar as high as it can go. I’m proud to boast that our magazine has just completed the toughest, most realistic off-road vehicle test ever – yes, ever – attempted in the world.
As much as anything, that’s Editor Glenn Wright’s fault. Nobody told him it’d be impossible to organise the best of the new-vehicle bunch for a 10-day punt up and down the Cape. Because he didn’t know it couldn’t be done, Glenn did it!
Despite the logistical nightmare involved, the incredible risks, the cyclones that had flattened the Cape only months before, the isolation and the cost, Glenn punched through the existing vehicle-testing barrier to set a new world high. Wow, if this is how he plans on kicking off his editorship, you guys – and us – are in for some fun.
Testing four-wheel drives in the real world should be about trips like this, not prancing around a park close to Sydney. By taking on the Cape right after the cyclone, having to battle deep, fast-flowing rivers, huge washaways, mud, water, sand, fast gravel and bitumen miles, we’ve made this year’s B4WD2006 testing the most relevant, real-world test ever. Every vehicle had to be winched, snatched or dug out of bogs several times a day. This wasn’t just a test, it was an adventure.
So with Editor Glenn’s chin firmly on the line, we set off on the toughest real world new-vehicle test ever. Six trucks – the pick of the pack – six drivers and seven people to back us up. Ten nights spent swagging it from the bottom of Cape York to the Tip and back, and all to plumb the depths of these new vehicles to a degree never accomplished before.
After all, while most people will never set out in a brand-new vehicle to run Cairns to Bamaga and back in the rain, it’s nice to know you can.
More than anything, this test proved one thing. The current crop of four-wheel drives are damned good vehicles, but every one of them would benefit massively from some good aftermarket products. Snorkels, suspension upgrades and lifts, better tyres, protective bars with better recovery points – up the Cape these aren’t fashion accessories, they’re mandatory insurance against unnecessary vehicle damage. Our Cape trip might have been to test the cream of the crop vehicle-wise, but it also proved the worth of decent UHF equipment, good satellite navigation and software, strong recovery gear and the knowledge to use it properly.
I don’t suppose I have to tell you how much fun we had, do I? You know, don’t you!
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Vehicle Selection
Every one of us at 4WD Action uses our 4WDs for a purpose. Be it touring or playing in the soft stuff on weekends, you can rest assured we don’t buy 4WDs as glorified mini-vans or to keep up with the Joneses next door.
In selecting this year’s top six, we asked ourselves one question. What would any 4WDer with the intention to get out and see Australia by themselves or with their families want to spend their cash on? Oh, and let’s keep it somewhat in the real world by keeping price tags under $80,000.
We’re out testing new 4WDs every week, and throughout the course of the year we have driven pretty much everything on the market. It’s not hard to select the six best trucks, and then we chose the best trim/spec levels we could for under $80,000. So, if a manufacturer was charging too much for a certain model, then it would miss the cut.
Those vehicles that very rarely leave the burbs wouldn’t waste vital pages in this test. That way, you get to compare the value of each vehicle. Eg: a GXL LandCruiser comes damn close to 80K with no electronic aids, while the Prado gets the works burger for the same price. Dollar for dollar value. To compare apples with apples, we used all turbo-diesel engines and autos except for the Patrol, which isn’t available in auto.
Position 6 - Land Rover Discovery 3SE
Design and engineering
The Disco sits on a strong chassis integrated into the rigid body shell. It features fully independent, long-travel suspension using spherical bearings in some joints to maximise articulation. By riding on air suspension, the Landy can adjust its height to handle well on-road and clear large obstacles off-road. Cross-linking between the airbags allows air to pass from the laden bag to the unladen bag, providing great articulation.
The electronic network of computers and wires allows the engine management, gearbox, 4WD system, brakes and air suspension to talk to each other, which makes the Disco unbeatable off-road. Delicate electronic equipment doesn’t like mixing with water, mud and vibration, as we proved last year and again in the Cape when it appears that water got into one of the sensors and caused the whole network of computers to crash. This results in the air suspension dropping to the ground – not good when you’re isolated on rough roads. Then the 4WD system ceases to work and the engine goes into a limp mode.
That’s not a good situation to be in when far from help. The computers log an error code from one or more of the affected sensors. Sometimes you can turn the ignition off, which resets the computer, but there were too many errors logged on this trip for that to happen. Game over.
I couldn’t even reach Land Rover assist by satphone, so I had no choice but to leave it behind. Lucky I had back-up! If I had been holidaying with my young family, I would have been in serious trouble.
Take a look underneath with us.
Off-Road Capability
It’s a bit hard to quantify a vehicle’s place on test when it has failed to finish! Last year the Disco won Best 4WD of 2005 almost purely because of its brilliant performance in low-range. It’s got brilliant vision, superb steering, fantastic traction control and the sort of articulation and suspension progressiveness that have you thinking the Poms like to drive off-road while sipping cups of tea, then it pops a ’puter and has to have a little lay down.
But before dropping to its knees, this year’s Disco impressed all our drivers big time. I think it may have cleaned up the low-range trophy – it was always in the top three – and with this level of comfort and control, it was certainly winning more friends. Then it died.
Touring Ability
Every tester wanted to drive it. Every passer-by wanted to know how it went. Everyone loved it and thought it would be the winner. Such was the attention the Discovery drew over every other vehicle on test.
Plenty of thought has gone into the design of the Disco 3 to cater for all manner of on- and off-road excursions. From the spacious driver and passenger areas, superior view over the bonnet and to the rear, to the large cargo bay and also the unique seating design that can provide a huge flat, full-length loading bay within minutes – it all reeks of well-attended planning meetings.
The aftermarket manufacturers tell us that an aftermarket snorkel and long-range tank will both appear soon. Airbag suspension is adjustable, so that doesn’t need upgrading, which is a big plus. The fuel capacity is only 82L, but the towing limit is 3500kg braked and the cargo limit is a high 736kg.
Steering is direct and feedback is exceptional, but a little body roll is evident when pushed hard, yet not unruly.
Driving the Disco over potholes and corrugated surfaces at speed was effortless. The airbag suspension was brilliant at ironing out any irregularities, allowing those on the inside to continue their conversation without raised voices.
Then it all went horribly wrong!
I drove the Discovery carefully through a medium-depth crossing with water blind attached and creating a perfect bow wave to protect underbonnet components. The blind was removed, engine switched off and then a chinwag about how great it was – even the ignition key is reputed to be waterproof to a depth of 20m! Time to move off and ‘oh bugger’, electrical gremlins just ruined our day… No, our week too, as well as the Disco’s chances of taking out the crown for Best 4WD of 2006.
It’s fair to say that all new 4WDs these days rely on electronics (even Dinosaur Datsun). It just seems that the gremlins target the Land Rover time and time again. For that reason alone, there would be no way I’d take one of these new Discoverys too far away from the safety of the dealer network backup system. Electronic wizardry gone wrong again.
Accesories for Touring Duties
Performance from the TDV6 is great, so that can be left alone, but it is easily upgraded with a chip. Just the standard list of accessories and you should have an extremely capable and comfortable tourer.
It’s just a shame the electronics can’t stand the pace here in Australia – it’s not the first time this sort of problem has occurred – so I wouldn’t be overly game at going bush with my family in one of these wagons.
More Specs >> |
Position 5 - Nissan Pathfinder ST-L
Design and Engineering
Seven seats, a pleasant exterior, sensible price tag, beautiful steering feel and potent diesel engine and auto combination make the Pathfinder a tempting prospect for the touring family. Its harsh ride, small fuel tank, noisy engine and cramped driving position (compared to the Prado) detract from this, making it less appealing on long trips.
Off-road its fully independent suspension lacks travel, which is made up for largely by its traction control system. While this system is the noisiest and slowest to act of the lot, it still does the job getting the Pathy over obstacles that stopped the Patrol and the Cruiser dead in their tracks until momentum was used.
Sporting average ground clearance, it lacks the steel underbody protection required to give you confidence you won’t stake the plastic fuel tank or some other vital component far from help. It still went everywhere the others did but was just more taxing on the driver in doing so.
We examined all oils for water contamination after the trip and the Pathy’s were clear.
The Pathy’s independent suspension allows it to handle well on smooth surfaces yet lacks travel for large-bump absorption. Limited packaging space for suspension components results in non-ideal shock absorber placement, which creates the harsh ride. This can be fixed with good aftermarket dampers from Bilstein or Koni. Polyair bags available for the rear springs are useful to prevent the bum sagging under load.
Here’s what a detailed inspection of the Pathy showed in these tough conditions.
TOURING ABILITY
The Pathy’s great points, such as its punchy diesel engine and intelligent auto box, are let down badly on long trips by its harsh ride and relatively cramped driving position.
“It sure goes alright” were the most commonly spoken words about the Pathfinder, closely followed by “Let me out of here and give me something else to drive”. All testers agreed that the ride quality of the Pathy is way too firm. Gravel roads, corrugated or not, and even some bitumen roads present tiresome driving conditions. Road noise, vibrations through the steering wheel and seats, along with a harsh ride, are not what you want to put up with on long drives. Even when tootling around town, the second-rate ride quality is evident when compared to other 4WDs in its class.
It looks and feels cheap compared to all others on the test. A few small broken parts and semi-jammed door handles by the end of our drive show that the Pathfinder has not been built to the same durable standards as its big brother the Patrol.
On the plus side, the engine performance from the 2.5L direct-injection turbo diesel combined with a five-speed auto with tiptronic mode is fantastic and provides great fuel economy, but it only has an 80L fuel capacity. The traction-control system sounds very busy in its action of braking and unbraking various wheels while climbing steep and rutted tracks.
The seating is adequate at best with a poor lumbar feel and the interior room is not as vast as others in the same size class. The Pathy has a luggage carrying capacity of 670kg, a braked towing limit of 3000kg and a roof load limit of 100kg. The interior is, however, versatile with its folding seat design.
Accesories for Touring Duties
A more relaxed suspension kit for driver/passenger comfort is first on the list, together with a small lift for much needed increased ground clearance. Unfortunately, a larger fuel tank is not available. The whole vehicle is not built solidly enough to take on continuous rough road driving. As a short holiday 4WD, yes, it would be great, but not as a serious long-distance tourer.
More Specs >> |
Position 4 - Jeep Grand Cherokee Limited CRD
Design and engineering
The Jeep has a brilliant 4WD system, traction control and stability control system in its favour. It handles well on smooth surfaces, but its American shock absorber rates are soft and useless, letting it down greatly.
It is stylish at the expense of being practical, yet in slippery and slow off-road conditions, its design allows it to outperform most. When it comes to long-distance driving over rough roads and corrugations, it protests with unnerving noises from below and bucks you around for the duration. Imagine sitting in a soft leather lounge attached to a pogo stick.
Its brilliant engine and gearbox help dull the pain, but a cramped driving position makes you keen to get out and swap vehicles frequently. It is better left to weekend runs and city driving. Replace the shocks, give the cabin more room, increase the fuel capacity and strengthen the chassis, and you’d have a winning tourer.
The secret to the Jeep’s awesome traction system is Quadra-Drive II. Unlike other 4WDs, it uses electronically operated clutch packs in the front, centre and rear diffs that can lock up once any wheel has slipped more than a one-quarter revolution. This works brilliantly in sand as well, because rather than braking a spinning wheel and killing momentum like most, the Jeep gives traction instantly to the wheel that can best use it. This thing will drive forward with only one wheel touching the ground!
Let’s see what’s going on under its skin.
Off-road capability
It’s low and sleek right? It’s got a better power-to-weight ratio than anything here right? It’s loaded with leather luxury right? So it follows that the Cherokee was going to be the chook of the low-range course then doesn’t it? Wrong, very wrong.
While limited a bit by a lack of wheel travel – only slightly better than the Pathfinder – the incredible Jeep traction-control system (the best on the market) saw the Cherokee walk through sections that caught the big LandCruiser and Patrol dangling wheels in the air. What suspension travel there is feels smooth, light (feeling ‘spongy’ on the road) and progressive, and when coupled with awesome traction control, it’s pretty amazing what the Cherokee can do in low-range. And anyway, if it couldn’t walk it, you could always roost that beautiful V6 diesel and shoot across instead!
Touring Ability
The Jeep lacks nothing in performance with its superb 3L common rail turbo-diesel engine, and its tiptronic automatic gearbox is the benchmark here. The intelligent auto will also change down automatically when throttling off to aid engine braking.
Enthusiastic drivers will love the Jeep’s agility. It will take you fast into a corner, stay flat throughout and the excellent stability-control system will save you if you should mess up a high-speed corner, but nothing should be relied on.
While it may be a blast to drive, it’s not ideal as a tourer. Most of our testers were happy to alight from their ‘Jeep experience’ stating claustrophobia, discomfort or some other reason for wanting another vehicle to recover in.
Corrugations and potholes are not handled well by the American. The rear end skips sideways too easily and harsh-sounding clunks can be heard from the front suspension when potholes are hit – it sorely needs a suspension upgrade. On more than one occasion, it sounded as if the whole front end may have cracked away from the rest of the vehicle, causing me to drive with more caution than any other vehicle on test in exactly the same conditions.
Rear vision is adequate at best with a narrow single-piece rear window. The cabin offers a very claustrophobic driving position with a low roof and high monocoque floor. Hitting your knee on the dash on entry poses a real threat to bending the ignition key – it has been done on previous drives.
The Jeep suffers from lack of cargo room. We had to fold the rear seats down to carry similar gear to all the others on test. All those with only one leg will love the driving position; those with a second will contemplate removal of the left leg after a short stint behind the wheel. The lack of space for a comfortable left footrest is annoying. With every other vehicle on test, a temperature setting (by the dials) of about 22° provided a comfortable environment – with the Jeep 22 was steaming, 18 (by the dial) was needed to provide the same feel as others.
The Cherokee has a luggage carrying capacity of just 581kg (with only the Patrol offering a lower capacity), a braked towing limit of 3500kg and a roof load limit of just 68kg.
Although the Jeep displayed frugal performances with fuel usage, the small fuel tank of 78L is far from adequate, as is the inability to fit a second battery under the bonnet. Day, weekend trips and city drives are more suited to the Cherokee. While we have proven that it is possible, this Yank is not cut out for Australian outback touring.
Accesories for Touring Duties
Leave the engine performance side of things alone – it’s a winner on that part. Shame you can’t get an aftermarket larger fuel tank, snorkel or fit a second battery under the bonnet.
Suspension modifications to allow a tamer, more comfortable ride on gravel would be a must. From the standard list of accessories that we advocate fitting to any outback tourer, much of it is not available due to lack of demand, so I wouldn’t be taking the Jeep for too long a drive.
More Specs >> |
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