australian 4wd & suv buyers guide - february 2014

EXCLUSIVE : REDBOOK TRADE-IN VALUES
• HOLDEN TRAX
• NISSAN PATHFINDER
8 0 NE W
,800
ANCAP Safety Rating
Audi Q3 from 2012 15.15 16.00 2 Acceptable Good 2 35.15
Fiat Freemont from 2013 12.15 16.00 2 Marginal --- 2 32.15
Ford Kuga from 2013 15.33 16.00 2 Acceptable Good 3 36.33
Ford Territory from 2011 12.57 16.00 2 Acceptable --- 2 32.57
Foton Tunland 4x4 Dual Cab from 2012 8.00 16.00 --- --- --- 0 24.00
Holden Colorado 4x4 Crew Cab from 2012 15.09 16.00 2 Acceptable Good 2 35.09
Holden Colorado 7 SUV from 2012 15.09 16.00 2 Acceptable Good 2 35.09
Holden Trax from 2013 15.18 16.00 2 Acceptable Acceptable 2 35.18
Honda CR-V from 2012 14.91 16.00 2 Marginal Good 3 35.91
Hyundai Santa Fe from 2012 15.63 16.00 2 Marginal Good 2 35.63
Infiniti FX from 2012 12.50 16.00 2 Marginal Good 3 33.50
Isuzu D-Max 4x4 Crew Cab from 2012 10.48 16.00 2 Marginal --- 2 30.48
Jeep Compass from 2012 11.21 16.00 2 Poor --- 0 29.21
Jeep Wrangler Sport 2 door from 2012 10.51 16.00 --- Poor --- 1 27.51
Kia Sorento from 2013 13.25 15.96 2 Marginal --- 2 33.21
Land Rover Range Rover from 2013 15.19 16.00 2 Acceptable Good 3 36.19
Mahindra Pik-Up 4x4 Dual Cab from 2012 6.60 16.00 --- Poor --- 0 22.60
Mahindra XUV500 from 2012 10.00 16.00 --- Marginal Good 0 26.00
Mazda CX-5 from 2012 14.10 16.00 2 Acceptable Good 3 35.10
Mitsubishi Outlander from 2012 15.58 16.00 2 Acceptable Good 2 35.58
Mitsubishi Pajero from April 2013 13.41 16.00 2 Poor --- 2 33.41
Nissan Navara D40 4x4 Dual Cab from 2012 10.50 16.00 --- Marginal Poor 1 27.50
Subaru Forester from 2013 14.64 16.00 2 Acceptable Good 3 35.64
Toyota Hilux from 2013 12.86 16.00 2 Poor --- 2 32.86
Toyota Landcruiser 200 Series from 2013 13.09 16.00 2 Marginal Marginal 2 33.09
Toyota RAV4 from 2013 13.56 16.00 2 Acceptable Good 3 34.56
SUVs and 4x4 utilities rated
by ANCAP from January 2012
As Australasia’s leading independent vehicle safety
advocate, ANCAP provides consumers with transparent
advice on vehicle safety through its safety rating program.
ANCAP recommends 5 star rated vehicles.

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ON THE WAY
6 NISSAN X-TRAIL Nissan’s compact SUV has grown for 2014 and picked up a seven- seater option as well.
7 PORSCHE MACAN Porsche’s mid-size SUV is an Audi Q5 with a different suit, which will also feature Porsche’s signature sports-flavoured dynamics plus a smokin’ top-of- the-range twin-turbopetrol V6.
8 FORD EDGE/EVEREST As Ford Australia prepares to kill the Territory in 2016, it’s showing a couple of likely replacements, including the 4x4 Everest, which is basically a Ranger wagon.
9 BENTLEY’S BOMBER Stand by for a bunch of SUVs from the upper echelons of luxury car brands, including this as yet un-named behemoth from Bentley, with a 423kW, 6.0-litre, 12-cylinder turbopetrol engine. Wonder if it has “Eco” mode?
10 SUZUKI S-CROSS This small SUV was launched just as we went to press, so we haven’t yet driven it. On paper it looks pretty ordinary value and in need of a proper engine.
11 MITSUBISHI OUTLANDER HYBRID This should be a good thing. You can charge it at home and the battery gives you a 60-kilometre range. Use the petrol engine as well and you can travel more than 800 kilometres using as little as 1.6L/100km.
LIVE THE LIFE
12 GEAR AND GADGETS This issue, we’ve got a 4WD Tours Around Brisbane guide, the Hungry Campers Cookbook, Narva LED lights, Avida’s new caravan range and a very groovy tent that Honda has made to go camping with its CRV.
14 COONGIE LAKES Coongie Lakes, located 100 kilometres north-west of Innamincka in north-eastern South Australia, can be difficult to get to, but the rewards are great because it’s one of the most beautiful, unique places to camp anywhere in outback Australia.
CONTENTS Welcome to Australian
4WD & SUV Buyers Guide.
SUV&4WD of the Year awards,
so let’s get straight to the
2013 winners.
the Year award.
of the Year gong.
Luxury SUV of the Year. It’s the
complete SUV package.
class, suitability for Australian
turbodiesel LandCruiser, page
Toughness and reliability are
also paramount when picking
on page 54.
and that it helps you to choose
the 4WD, SUV or ute that works
best for you. Your comments
are always welcome. Email me
at [email protected].
Bill McKinnon,

gmoussaoumai@universalmagazines.
com.au
CHAIRMAN/CEO
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Circulation enquiries to our Sydney head office (02) 9805 0399.
Australian 4WD & SUV Buyers Guide No.23 is published by Universal Magazines, Unit 5, 6-8 Byfield Street, North Ryde, 2113. Phone: (02) 9805 0399, Fax: (02) 9805 0714. Melbourne office, Level 1, 150 Albert Road, South Melbourne Vic 3205. Phone: (03) 9694 6444, Fax: (03) 9699 7890. Printed in Singapore by Times Printers www.timesprinters.com, distributed by Network Services, Sydney. This book is copyright. Apart from any fair dealing for the purpose of private study, research, criticism or review as permitted under the Copyright Act, no part may be reproduced by any process without written permission. Enquiries should be addressed to the publishers. The publishers believe all the information supplied in this book to be correct at the time of printing. They are not, however, in a position to make a guarantee to this effect and accept no liability in the event of any information proving inaccurate. Prices, addresses and phone numbers were, after investigation and to the best of our knowledge and belief, up to date at the time of printing, but the shifting sands of time may change them in some cases. It is not possible for the publishers to ensure that advertisements which appear in this publication comply with the Trade Practices Act, 1974. The responsibility must therefore be on the person, company or advertising agency submitting the advertisements for publication. While every endeavour has been made to ensure complete accuracy, the publishers cannot be held responsible for any errors or omissions.
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Our piggybank indicates a 4WD or SUV that we think represents good value for money against the others in its class. It may not necessarily be the cheapest, but taking into account factors like standard equipment, safety, the way it drives, resale values and quality, it shapes up as a good deal.
S A capital S indicates a vehicle that scores five stars out of five for occupant protection in NCAP crash tests and has stability control plus six airbags (including curtain airbags) as standard or as reasonably priced options. You can get full details for individual models, including child protection ratings for some vehicles, at www.ancap.com.au
c If you’re after a safe, practical wagon to carry the kids, look for this symbol. We’ve limited its use to vehicles that have an NCAP score of at least four stars out of five and have six airbags plus stability control as standard or as affordable options. We’ve also taken into account the placement of child-restraint anchor points, a versatile, spacious load area and other parent-friendly features such as plenty of storage.
This is an internationally recognised symbol for environmentally-friendly products and we’ve used it to indicate cars that score at least four stars out of five in the Federal Government’s Green
Vehicle Guide. If you want to find out how the ratings are achieved, go to www.greenvehicleguide.
gov.au. The fuel consumption and CO
2 emissions figures we list
for each vehicle are also from the Green Vehicle Guide, and are derived from the Australian Standard ADR81/02 test.
This symbol indicates a wagon that is equipped with the necessary hardware to go off- road. The basic feature it has to have to qualify for this symbol is a dual-range transfer case.
A trophy indicates a 4WD or SUV that, all things considered, is at or near the top of its class. It’s important to note that we don’t test vehicles against some perfect theoretical model. Features that are important in big 4WDs, such as fuel range, for example, are less important in, say, the compact SUV class, where buyers are looking for car-like dynamics.
SYMBOLS S c
• Prices are supplied by manufacturers and do not include on-road charges, which vary from state to state. Note that advertised prices must now include all on-road costs.
• Manufacturers change prices regularly and in some cases this will have occurred after our publication deadline.
Check current prices and deals at www.carsales.com.au. Redbook future values in each test are average wholesale prices after three years/60,000km and five years/ 100,000km for a vehicle in average condition. Go to www.redbook.com.au for a valuation on your 4WD or SUV.
PRICES
The star rating for safety is from Australian or European NCAP crash tests and the Green Vehicle Guide stars are as per the vehicle’s rating in the Green Vehicle Guide itself.
Other star ratings, including the overall star rating, reflect how the vehicle rates against others in its class.
STARS
In our tests on the following pages, we have used symbols to give you a quick indication of the strengths of each vehicle and star ratings to indicate in more detail how each stacks up in its class. Here’s what the symbols and stars mean:
TEST INDEX 20 Audi Q3; 22 Audi Q5 24 Audi Q7
26 BMW X1; 28 BMW X3
30 BMW X5; 32 BMW X6
33 Falcon ute; 34 Ford Ecosport
35 Ford Kuga; 36 Ford Ranger
38 Ford Territory
42 Holden Colorado
44 Holden Colorado7
48 Honda CRV; 50 Hyundai ix35
52 Hyundai Santa Fe
58 Jeep Grand Cherokee
72 Lexus LX570; 74 Lexus RX
76 Mazda BT50
81 Mercedes-Benz G Class
82 Mercedes-Benz GL Class
84 Mercedes-Benz M Class
98 Nissan X-Trail
99 Nissan Murano
136 Volkswagen Amarok
142 Volvo XC60
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Nissan Pathfinder
6 | AUSTRALIAN 4WD & SUV BUYERS GUIDE
N issan’s 2014 X-Trail, due here mid-year, is an all-new model which aims to retain
the current X-Trail’s rugged, practical character in a sleeker, more stylish and efficient wagon.
It will be available as a front- wheel drive, or on-demand all- wheel drive in high range only presently. A seven-seater option will be offered as well.
Nissan’s not talking engines yet, but expect a big lift in refinement and efficiency
from four-cylinder petrol and turbodiesel powerplants, matched with Nissan’s favoured CVT transmission.
Auto and Lock modes will be available on all-wheel-drive models, the latter allowing a fixed 50:50 torque split for low-speed, low-grip surfaces.
Nissan claims its new Active Ride Control system can “read” the road surface ahead and automatically adjust the dampers to their optimum setting to deal with whatever it sees. Mercedes
introduced this technology on the 2014 S Class sedan.
A longer wheelbase on the 2014 X-Trail has liberated more rear-seat legroom; wide- opening doors improve access, especially for parents putting kids into restraints.
Nissan’s Connect in-car infotainment system, with a seven-inch touchscreen and smartphone connectivity, plus Google-integrated navigation, will also be available.
The current model has the most spacious, versatile load
area in the class. The 2014 X-Trail features a single or split- level boot, easily configured as you wish, plus a power tailgate. It looks like the current model’s reversible, hard-surface load floor and handy slide-out drawers have disappeared though, which is a shame.
Prices won’t change much from the current model, so expect start money of $28,000 or so for the base front-wheel-drive petrol model, rising to the mid-$40K mark for the top-of-the-range all-wheel-drive turbodiesel. .
4WD&SUV DIARY
AUSTRALIAN 4WD & SUV BUYERS GUIDE | 7
P orsche’s mid-size SUV, the Macan, arrives in June, initially with three variants. The Macan
name comes from the Bahasa Indonesia word for tiger.
The 3.0-litre V6 turbodiesel Macan S costs $84,900, the 3.0-litre V6 twin-turbopetrol S is $87,200 and the 3.6-litre V6 twin-turbopetrol Macan Turbo is $122,900.
Both 3.0-litre engines are also available in the Audi Q5, which shares many components and architecture with the Macan. The 3.6-litre twin- turbopetrol engine is brand new and exclusive to Porsche.
Macan uses all-wheel drive in high range only with an electronically controlled multiplate clutch to distribute torque between axles. Porsche’s seven-speed twin- clutch automated manual PDK transmission is standard. Torque vectoring plus an electronically controlled rear differential lock are also
included in Porsche’s PTV Plus drive distribution system.
The 3.0-litre V6 turbodiesel produces 190kW of power and 580Nm of torque, which drives it from rest to 100km/h in a very respectable 6.3 seconds. The 250kW/460Nm 3.0-litre twin- turbopetrol V6 S hits the mark in 5.4 seconds and the 294kW/550Nm 3.6-litre turbopetrol Macan Turbo clips it in just 4.8 seconds, making it one of the fastest SUVs on the road.
Average fuel consumption figures are 6.3L/100km (S turbodiesel), 9.0L/100km (S turbopetrol) and 9.2L/100km (3.6 Turbo).
Suspension is largely aluminium, multilink with wishbones at both ends, with optional air suspension also available. Powerful six-piston brake calipers are fitted at the front.
Macan S gets 18-inch alloys with 235/60 (front) and 255/55 (rear) tyres; Macan Turbo has 19-inch wheels with 235/55 and 255/50 rubber. .
PORSCHE MACAN
F ord’s decision to cease Australian manufacturing operations in 2016 means the end of all Falcon-
based models, including the Falcon ute and the Territory.
Territory’s replacement, shown in concept form at the 2013 Los Angeles Auto Show, will be the Edge, Ford’s new mid-size SUV, due here in 2016.
Edge, pictured below, will feature a raft of sophisticated
technologies in production form, including sensor-based driver assistance systems as a precursor to the day when cars become fully autonomous. These include automatic parking, from inside or outside the vehicle, allowing you to park or get out of a tight spot using a remote control.
Radar cruise control, lane keeping and automatic emergency braking will also feature on the Edge.
Ford’s efficient, frugal Ecoboost engines, including the 177kW 2.0-litre used in the Falcon, will be fitted to Edge, with automatic stop/start and active grille shutters, as introduced by BMW. These open and close to control airflow, keeping the engine at its correct operating temperature for maximum thermal and aerodynamic efficiency.
Ford’s other upcoming wagon has much more of an Australian
connection. The Everest concept, pictured above, is based on the Ranger, designed and engineered by Ford Australia and due for production in Thailand, probably in 2015.
Everest will be available with seven seats. We can also expect to see the Ranger’s 3.2-litre five- cylinder turbodiesel, rear or all- wheel drivetrains and independent rear suspension in place of the Ranger’s live axle. .
4WD&SUV DIARY
FORD EDGE & EVEREST
B entley has announced that it will begin production of its new SUV in 2016. It will be
based on the EXP 9F concept, pictured here and first shown at the Beijing Motor Show in 2012.
Bentley says it will be the most luxurious and powerful SUV in the world. The production version will need to be a lot less ugly if they are going to sell any, though.
Based on the same Volkswagen architecture that underpins big Audi and Porsche SUVs, Bentley’s bomber will also use Continental
engines, including the 373kW 4.0-litre V8 and the 423kW 6.0-litre W12, with an eight-speed automatic transmission.
As a token concession to eco- consciousness, a 3.0-litre V6 plug-in hybrid drivetrain, as used in the Porsche Panamera, may also be available.
The interior shouldn’t change too much from the concept pictured. It carries all of the traditional Bentley design cues — knee-deep shag pile, sparkling chrome, leather from very pampered cows and
BENTLEY BOMBER
4WD&SUV DIARY
highly polished, flawless timber veneers. The floormats are made from silk and wool. Olde worlde bull’s eye vents, analogue bezels and dials are matched with high- tech TFT instruments.
At the rear, the lower section of the tailgate can be used as a seat or picnic table. Picnic hampers are stowed neatly on either side of the boot. An
awning extends over the tailgate to keep you dry while you’re choofing into the caviar and Krug; two umbrellas fit into stowage compartments in the rear luggage area for when the rain clouds sweep in. These compartments are heated for rapid drying of wet umbrellas.

S uzuki’s new compact SUV, the S-Cross, was launched just as we went to press. It replaces the
SX4, however it seems overpriced and on paper at least it looks underpowered as well.
S-Cross is available with one engine only at this stage, an 86kW
1.6-litre naturally aspirated petrol, with either a five-speed manual or CVT automatic transmission.
This power output is lower than most rivals as is the 1.6’s feeble torque quota of just 156Nm, produced at a high 4400rpm. So while the all-wheel- drive S-Cross is relatively light,
4WD&SUV DIARY
SUZUKI S-CROSS
at 1125kg it’s going to struggle to deliver decent performance.
The base GL front-wheel- drive manual is $22,990; the CVT adds $2500. GLX specification, with the CVT as standard, costs $29,990 as a front-wheel drive or $32,990 with all-wheel drive.
The all-wheel-drive GLX Prestige, with the CVT as standard, is $34,990.
Although it’s a larger wagon than the SX4, S-Cross is claimed to be 100kg lighter.
Its high-range-only all-wheel- drive system has four selectable modes: Auto, Sport, Snow and Lock. Drive goes to the front
wheels in most situations. Standard equipment includes
seven airbags, 16-inch alloy wheels and Bluetooth with audio streaming; GLX adds 17-inch wheels, dual-zone air, touchscreen infotainment/ navigation, a camera and rear- parking sensors, while the Prestige also includes leather and a full-length sunroof with two sliding glass panels.

M itsubishi will introduce the long-awaited, and occasionally trouble-
prone, plug-in hybrid version of its Outlander SUV to Australia within a few months.
Its full title is the Outlander PHEV (plug-in hybrid electric vehicle) and although prices are yet to be set, it should be
competitive with top-spec versions of Outlander and its rivals, so expect a mid $50K sticker.
Drive comes from electricity and/or a 2.0-litre petrol engine, which operates with an electric motor at each end of the car. Electrical energy is stored in a 12kWh lithium-ion battery located under the passenger compartment.
MITSUBISHI OUTLANDER HYBRID
4WD&SUV DIARY
Three drive modes are available. Pure Electric uses
just the battery and the motors for a range of around 60km. Series Mode has the petrol engine working as a generator, producing electricity that’s stored in the battery and used by the electric motors which drive the car. Parallel Mode uses the petrol engine to drive the front wheels, supplemented by the electric motors when you need a bit of extra grunt.
Using the petrol engine in Series or Parallel Mode, Outlander’s range is up to 880km according to Mitsubishi and its combined fuel consumption can be as low as 1.6 litres per 100km.
As its name implies, the Outlander PHEV can be recharged at home. It takes about four hours.

4WD&SUV LIVE THE LIFE
HONDACAMPING TENT
T he original Honda CRV, way back in 1997, came with a groovy little picnic table. Now Honda has
gone a step further with its latest CRV, offering this cleverly designed tent as an accessory for its popular SUV.
Priced at $548, the tent sleeps up to six people (who are very close friends, presumably)
and can be integrated with the CRV’s tailgate for all-weather access and protection, or used as a stand-alone tent. It has two doors, three mesh windows and an extendable fly.
Why don’t more SUV and 4WD manufacturers do this?
Go to www.crv.honda.com.au for more information or contact your Honda dealer. .
T ired of burnt bangers and baked
beans? Run out of ideas to make pasta interesting? You need a copy of Katy Holder’s Hungry Campers Cookbook on your next trip.
UK-born Holder, who has been food director for Family Circle magazine and currently writes food for marie claire and Feast magazines, has travelled and camped all over the world, personally road-testing the 80 recipes in the book on her family, which includes two boys.
All recipes use fresh, healthy ingredients and minimal cooking equipment. They range from one-pot dishes such as lamb shoulder with white beans and tomato sauce to barbecues, salads (chargrilled corn, tomato
and radicchio sounds good) and meals that the kids can help prepare. Breads and desserts are also included.
Hungry Campers Cookbook is published by Explore Australia, priced at $29.95 in paperback or $14.95 as an ebook.
Go to www.exploreaustralia. net.au/Bookshop to order a copy. .
HUNGRY
CAMPERS
COOKBOOK
A ustralian-owned automotive and electric products manufacturer
Narva has released a range of new LED driving light bars and worklights for fitment to 4WDs and SUVs.
LED lights consume a fraction of the power of conventional halogen or fluorescent lights and provide a bright, even spread of white light, so they are ideal for touring rigs and camping.
Narva’s LED driving bars feature aluminium housings and polycarbonate lenses. They are fully waterproof and can be installed on bullbars, nudge bars and roof racks.
The LED bars are claimed to provide 50,000 hours of life and are warranted for five years.
They are available in sizes ranging from 256mm (with 3900
lumen) to 967mm (with 17,600 lumen), priced from $359-$1220.
The Narva 9-33-volt LED work lamp can also be fitted to a roof rack. Its low 0.8A current draw makes it ideal for camping use with 12-volt batteries and no wiring needs to be upgraded. Mounting hardware is stainless steel and the fully sealed lamp also carries a five-year warranty. Price is $79.85.
Go to www.narva.com.au for more details and stockists. .
NARVA LED
I n her new book 4WD Treks Close to Brisbane, Brisbane-based four-wheel-drive enthusiast and photojournalist Danielle Lancaster features 25 drives ranging from leisurely day trips along
beaches, through rainforest and over mountains to longer overnight trips and some that provide a more challenging off-road experience.
There are detailed touring route maps and comprehensive driving instructions with waypoints, essential contact information, camping and picnic areas and things to see.
All waypoint files for each trek are also available for download to your GPS receiver in the standard GPX format.
Treks are rated Easy, Medium or Difficult, with only a few requiring a fair-dinkum 4x4 with low-range gearing and all the rest. Most are suitable for any SUV with reasonable clearance and high-range-only all-wheel drive. Lookouts, picnic and camping areas and walking tracks along each route are also detailed.
Easy drives include Bribie Island, the Scenic Rim, Blackall Ranges and the Granite Belt. Medium treks include Moreton Island, 75 Mile Beach on Fraser Island and Cooloola’s coloured sands, while those looking for the real 4WD hard-yakka drives can have a go at the Keyhole Track near Dunwich, Glasshouse Mountains and Sundown National Park.
4WD Treks Close to Brisbane is published by Boiling Billy Publications and costs $39.95. Go to www. boilingbilly.net.au for details and to order a copy. .
BRISSIE
BY 4WD
A vida is an Australian-owned company, established in 1965. It’s Australia’s largest motorhome manufacturer at its
Emu Plains, NSW, factory and has now branched out into caravans.
Avida’s Sapphire Tourer caravans range in size from 17’8” to 23’7”, with tare weights from 1752kg-2198kg.
They feature a 150mm x 50mm main frame, 100mm x 50mm A frame and a Duragal steel chassis.
Sapphire Multi-Terrain models come in the same lengths, with heavy- duty features such as a 150mm x 50mm A-frame, AL-KO off-road brake magnets, 245/75-16 off-road tyres, checker plate protection, water tank guards and a VC DO35 off-road coupling.
Synthetic body panels are strong, light and durable, while the roof, walls and floor feature robust one-piece fibreglass panels and thick, sandwich construction. A metal sheet laminated underfloor offers protection from road debris.
Suspension options on Tourer include AL-KO leaf springs or independent suspension. All Terrain offers leaf springs with dampers, or Cruisemaster XT independent suspension, also with dampers.
Avida Sapphire caravans are backed by a two-year warranty, five-year structural warranty and two-year emergency roadside assistance.
Go to www.avidarv.com.au for more information. .
AVIDACARAVANS
NATURAL
can be difficult to get to, but as Bill McKinnon
discovered, it’s one of the most beautiful places
to camp anywhere in outback Australia. Photos
by Lee Atkinson

P lanning a trip to outback Australia is a contradiction in terms. Sure, you can plan all you
like, with every detail nailed down, every possibility accounted for and your trip timetable finalised with exquisitely organised, down-to- the-minute precision.
Then, just when all seems to be going to your perfect plan, it rains. And you have to make a brand-new plan because as any off-the-bitumen traveller knows, when it rains in the outback, as a rule you ain’t going nowhere for a while.
We have been trying to get to Coongie Lakes National Park, one of Australia’s few near- permanent, pristine desert lake
systems on Cooper Creek in South Australia’s arid north-east, for several years. We were twice thwarted by rains in northern NSW, preventing access via Tibooburra. We were defeated by a deluge on our attempt to head north to the Strzelecki Track from Arkaroola in South Australia. Once we didn’t even leave home because the whole place was cut off, which it has been for much of the past few years, especially in 2012.
Coongie is on the Cooper floodplain, 100km north-west of Innamincka. There’s only one access track so when there’s low-lying water about, which is always the case after any decent fall, the track is closed. >
The waters of Coongie Lakes rarely dry out,
even in quite extreme drought periods
The water view suite
In 2013, however, the entire outback — at least on the eastern side of the continent — dried out and much of it, as I write, has shrivelled into drought. That’s bad news for many people and
I sincerely hope it’s raining buckets right now, because we have at last made it to our appointment at Coongie Lakes.
There’s lots of dirt to cover from whichever direction you
A very healthy dingo
The track around the lake isn’t difficult, but a
4WD or SUV with all-wheel drive is required
come, and a visit to Coongie can be worked in nicely — so the plan says — if you’re also having a look around Corner Country, Birdsville, the Flinders or Lake Eyre.
You can reach Innamincka from the south via the Strzelecki Track in South Australia. The Strzelecki is now a wide, well- made and -maintained dirt road thanks to the endless convoy of heavy vehicles that use it to ship supplies and equipment to the oil and gas fields around Innamincka.
Queenslanders can reach Innamincka from the east, via Thargomindah on the Adventure Way, a similarly high-standard dirt road that also services the gas and oil fields around Noccundra. There’s free camping at Noccundra, on the banks of the Wilson River, just across the road from the historic Noccundra Pub.
The easiest access routes from NSW and Victoria are via Bourke or Broken Hill to Tibooburra. The 420km track from Bourke, via Wanaaring, can be pretty rough and rugged if it hasn’t seen a grader for a while.
It’s worth spending a night or two in “Tib’burra” because there’s no other outback town quite like it. There’s a clean, well-organised caravan park in town, called The Granites because of the many huge granite or outcrops around the area, and a picturesque camping ground a few kilometres out at Dead Horse Gully.

station, where the famous Burke and Wills Dig Tree is located.
You can pick up fuel and supplies at Innamincka, plus the necessary permits.
Although the track to Coongie Lakes is frequently closed after rain, it’s not at all difficult in dry conditions and any 4WD or SUV can tackle it. The same goes for caravans and trailers, although when you reach the lakes themselves your camping options are limited if you’re in a vehicle without high clearance, low range and/or you’re towing a large van not designed for outback travel.
One of the main reasons Coongie Lakes is so perfectly natural and undisturbed is that quite a few activities and practices are not permitted. This includes campfires, fishing and motorised boats.
However, you can do all these things, and enjoy some beautiful river red gum and coolabah-shaded campsites which do have access for SUVs and caravans, along the banks of Cooper Creek, just outside the park boundary, about 20km from the lakes. There are campsites on the Cooper near the
Kudriemitchie Outstation and a campground at Scrubby Creek.
In the park itself, SUVs and caravans can also camp on the Cooper, right adjacent to the lakes, though shielded from them by dunes. Toilets are also provided here.
However, the true magic of Coongie Lakes is best experienced if you take the right turn, just before this campground, marked “4WD Only” and head up the face of a big red dune. When you reach the top, you’ll look out on one of the most stunning outback sights in the >
This page, from right: dingo footprint; Parrot
Pea flower; the best way to see the lake;
Yellow-Billed Spoonbill
• If you’re visiting a few parks in outback South Australia, including the Simpson or Lake Eyre, a Desert Parks Pass is the go. It costs $150 per vehicle and is valid for 12 months. It also includes an informative guidebook. Go to http://www.environment.sa.gov.au/ parks for details and to purchase a pass.
• If you’re just camping at Coongie Lakes for a few nights, you can instead buy a day/camping permit which costs $10 plus $18 per vehicle per night camping. This is available from the Innamincka Trading Post or the pub.
• You can check road and track conditions on the SA Desert Parks toll-free hotline. Call 1800 816 078.
country, a seemingly incongruous but impossibly gorgeous vista of a wide, tranquil lake surrounded by high dunes — and, if you arrive late in the afternoon, hundreds of birds, including swans, ducks, pelicans and spoonbills, plus the ever-present predators such as kites and eagles, all going about their evening rituals in perfect peace. Water rats, turtles and red kangaroos are common, and in the dead of night you can also hear the dingoes howl.
Coongie is a World Heritage- listed RAMSAR wetland, home to 24 rare species and a breeding ground for 55. Up to 70,000 birds have been observed at one time. The 4WD track runs around the southern shore of Coongie Lake and although there are no formally-laid-out campsites, you’ll see side tracks which lead you to sites on the lake shore, or on the top of a few dunes, from
which you have a sensational view over the lake.
And that’s really what a visit to Coongie is all about, watching a unique natural ecosystem at work. Most of the bird and animal action takes place early and late in the day, and such are the numbers and variety involved that even if you’re not a fanatical bird person, you will be delighted by what you see. Take a powerful pair of binoculars and a comfortable chair.
During the day, you can walk around the lake shore, with an occasional detour to the top of a dune for yet another breathtaking view. You can’t make it around the lake in a day; the 4WD track, which isn’t difficult apart from a couple of short, steep climbs up dune faces, terminates after 10km or so.
Swimming is allowed, as is kayaking, and if you’re fortunate enough to have one of these you will be able to get a very
No power boats or jet skis allowed. Bliss. different, close-up and personal perspective of life on the lake.
After several attempts to reach it, Coongie Lakes was without doubt worth the effort. It seems strange that a place can be so captivating when there’s actually not a lot you can do there, but after a day or two you begin to realise that’s actually why Coongie is so special. It does not exist for our benefit. It belongs to the birds, the animals and its Aboriginal custodians. We are privileged observers.

range topping RS Q3, pictured, Audi’s first SUV to wear the high performance RS badge, priced at $81,900. It runs the same 2.5-litre five-cylinder turbopetrol engine as the TT RS sports car, with 228kW of power and 420Nm of torque.
NUTS AND BOLTS The Q3 is made in Spain. It shares basic architecture,
running gear and mechanicals with the VW Tiguan and Skoda Yeti.
The base 2.0-litre common rail turbodiesel produces 103kW of power at 4200rpm and 320Nm of torque from 1750–2500rpm.
The high-performance version produces 130kW at 4200rpm and 380Nm from 1750–2500rpm.
The base 2.0-litre direct- injection turbopetrol produces 125kW at 4300rpm and 280Nm from 1700–4200rpm.
The high-performance version produces 155kW from 4300– 6000rpm and 300Nm from 1800–4900rpm.
All models feature automatic stop/start, plus an part-time alternator to improve fuel
efficiency. The seven-speed S-Tronic
transmission has D and S (for Sport) modes; steering wheel paddles are optional.
Quattro drive goes mostly to the front wheels; if they begin to struggle for traction, some drive is sent to the rears. An electronic diff lock can brake individual wheels if they begin to slip.
Suspension is MacPherson struts front/multilink rear.
Steering is electromechanical. Brakes are discs. Stability
control is standard. The 130kW 2.0-litre TDi
quattro runs 17-inch alloys with 235/55 tyres.
It weighs 1585kg. The fuel tank holds 64 litres. Maximum towing weight
is 2000kg.
HOW DOES IT GO? The numbers suggest that you’re not that much better off if you choose the more powerful version of the 2.0-litre turbodiesel, particularly in real-world driving.
It has a sizable power
Safety
Overall
STARS
Audi’s Q3 SUV offers quattro all wheel drive across the range and frugal, responsive
engines, however it’s pretty pricey, while on the road and in its interior packaging it isn’t
quite as well sorted as BMW’s X1, the Mazda CX5 or Land Rover Freelander 2.
HOW MUCH? The Q3 range, available exclusively with quattro all- wheel drive and the seven-speed S-Tronic automated manual transmission, opens with the 103kW, 2.0-litre turbodiesel TDI, at $47,500.
The high-performance 2.0-turbodiesel, with 130kW of power, as tested, is $55,000.
Base petrol model is the 125kW, 2.0-litre turbopetrol TFSi, priced at $49,450.
The 155kW 2.0-litre TFSi is $56,500. Arriving now is the
AUDI Q3 FROM $47,500
advantage, but this is at pretty high revs, where you rarely go in a turbodiesel. Its 60Nm torque advantage (380Nm vs 320Nm) can be felt more readily, as the engine moves from idle into the midrange where it performs very strongly and smoothly.
It gets along with the easy gait of a bigger engine, and the S-Tronic transmission, as is usually the case, seems to be a smoother, more integrated fit with the diesel than it is with some petrol engines, especially in its engagement from rest.
S mode sharpens pedal response and gives you a busier shift map.
The stop/start system is far from seamless or smooth and occasionally slow to restart. You can turn it off if it bugs you.
A note of caution: Audis are expensive to service and their engines, plus the S-Tronic transmission, have had problems, including excessive oil consumption, damage caused by the use of regular (91 octane) unleaded and erratic shifting.
AT THE PUMP The 103kW 2.0TDi is one of
the most fuel-efficient SUVs on the market. It averages 5.2L/100km on the highway, 6.8L/100km in town CO
2
averages 5.3L/100km, 7.0L/100km and 156gkm.
The 125kW 2.0TFSi S-Tronic quattro averages 6.4L/100km, 10.2L/100km and 179gkm on 95 octane premium.
The 155kW 2.0TFSi manual quattro also averages 6.4L/100km, 10.2L/100km and 179gkm on 95 octane premium.
DOES IT HANDLE, STEER AND STOP? The suspension is tuned for secure roadholding and control on rough roads, there’s ample grip courtesy of quattro and quality tyres and while the Q3 looks like it should be top-heavy, body roll is minimal. The ride on the base model’s 17-inch wheels and tall 235/55 rubber is firm and compliant.
Adaptive dampers are optional but unnecessary. I also drove a Q3 with the S-Line option, which includes 19-inch alloys and 255/40 tyres. This made the ride fussy and harsh and on rough roads also caused some body and steering rack shake.
The electric steering, which Audi has got spot-on in some other models, doesn’t quite work here. It’s overassisted, offers no road feel, has a vague, disconnected character and is prone to constant, annoying kickback on rough surfaces.
Brake performance is OK in normal driving, however the pedal is high and some fade is evident under hard, repeated use.
THE INSIDE STORY The interior’s fit, finish and material quality are markedly superior to the X1.
The driver’s seat is comfortable and the cushion is generously padded and supportive, but there’s not much backrest bolstering and neither is there any adjustable lumbar support.
You sit high, with clear vision around the car; however, a rear camera, which every SUV should have, is a $1350 option. There’s plenty of driver’s seat and steering wheel adjustment.
The dash features Audi’s brightly
lit, clearly legible instruments and the MMI media interface, here with the optional navigation system and a pop-up screen.
Moving around the MMI system, with the rotary cursor knob here in a vertical position on the dash rather than on the flat centre console between the front seats, is counterintuitive, particularly compared with BMW’s now thoroughly sorted and very user-friendly iDrive equivalent. Audi’s navigation is also slow and inaccurate on occasion, which can make for a few fraught monents.
You have to purchase a factory cable to connect your iPod and I have tested some Audis and VWs in which it doesn’t work. Bluetooth with audio streaming is standard.
Storage includes a chilled glovebox, small centre console box and large door bins.
The back seat has a firm, flat, comfortable cushion that suits child restraints; two conventional anchors on the seat back, plus two sets of Isofix mounts are provided.
Legroom is pretty good for a small SUV and most adults will be able to travel comfortably.
There’s no fold-down centre armrest, or front seat back pockets for storage. All you get are a couple of small door bins. A 12- volt outlet and vents are provided.
IN THE BOOT The Q3’s coupe-like rear styling compromises boot volume, so although the floor is reasonably large, you can’t carry that much stuff. There are two bag hooks and a solid, integrated load cover. The 60/40 split rear seat folds down to a floor that’s not flat.
WHAT’S STANDARD? The base 103TDi includes
stability control, six airbags, 17-inch alloy wheels, rear parking sensors, rain-sensing wipers, automatic headlights, dual-zone air, Bluetooth with audio streaming, fake and real leather upholstery.
Warranty: Three years/ unlimited kilometres
Redbook future values: 3yr: 56%; 5yr: 43%. .

AUSTRALIAN 4WD & SUV BUYERS GUIDE 21
THINGS WE LIKE Beautiful, high quality interior All four engines are excellent in
performance and economy One of the better-handling SUVs on
the road Comfortable ride on standard
wheels/tyres
THINGS YOU MIGHT NOT LIKE Expensive Overassisted steering Steering kickback on rough roads Stop/start can be a bit clunky Weak, fade-prone brakes High servicing costs and some
reliability issues
Range Rover Evoque

AUDI Q5
The 2.0-litre TFSi direct- injection turbocharged four-cylinder engine produces 165kW of power from 4500– 6250rpm and 350Nm of torque from 1500–4500rpm.
The 2.0 turbodiesel produces 130kW at 4200rpm and 380Nm from 1750–2500rpm.
The 3.0 supercharged V6 direct- injection petrol engine produces 200kW from 4780-6500rpm and 400Nm from 2150–4780rpm.
The 3.0 V6 turbodiesel produces 180kW from 4000–4500rpm and 580Nm from 1750–2500rpm.
Diesel models are fitted with a seven-speed twin-clutch automated manual S-tronic gearbox, which apportions drive in a 40/60, front/rear split under normal conditions. Petrol models and the SQ5 have an eight-speed automatic. Automatic engine stop/start is standard.
Suspension is multilink front/ trapezoidal link rear.
Steering is electromechanical with speed dependent assistance.
Drive Select can also modify the steering weight, engine performance and transmission shift mapping for Efficiency, Comfort, Auto, Dynamic or Individual modes. Adaptive dampers are optional.
2.0-litre models have 18-inch wheels; 3.0-litre models have 19-inch wheels.
The Q5 weighs 1740–1865kg. It will tow up to 2000kg. Fuel capacity is 75 litres.
HOW DOES IT GO? The 2.0-litre TFSi petrol engine uses direct injection and turbocharging to extract remarkable performance for its size. It pulls smoothly and willingly across a wide rev range, its cause helped in large measure by the efficient, close- ratio, eight-speed transmission.
The 3.0 V6 TDi is a superb engine, with V8-like stomp and eight-hole injectors for a smooth,
Safety
Overall
STARS
Audi’s Q5 leads the mid-size luxury SUV class and is a beautifully designed and executed
family wagon. It’s spacious, refined, comfortable and efficient. The 2.0-litre TFSi
turbopetrol and TDi turbodiesel models are also excellent value for money.
HOW MUCH? The 2.0 TDi turbodiesel quattro opens the Q5 range at $62,200. The 2.0 TFSi turbopetrol quattro is $63,200. The 3.0 supercharged V6 TFSi petrol quattro is $74,100, and the 3.0 V6 TDi turbodiesel quattro is $75,500. The 3.0-litre twin-turbodiesel SQ5 is $98,400.
NUTS AND BOLTS The Q5 is built in Germany.
FROM $62,200
quiet, responsive character. It drives the Q5 to 100km/h
in just 6.5 seconds, which compares pretty favourably with the 3.0-litre supercharged TFSi petrol’s 5.9 seconds. Especially when you factor in the number of times you’ll have to fill up.
That said, the 200kW supercharged petrol V6 is a cracker, with that immediate, urgent response that characterises a supercharged engine. It’s also extremely smooth and quiet, with no discernible supercharger whine at all.
The high-performance SQ5 3.0-litre V6 twin turbodiesel, which I haven’t yet driven, produces 230kW, 650Nm and hits 100km/h in just 5.1 seconds.
The seven-speed can be left in Drive, Sport mode or shifted manually.
However, in city traffic, shifts can be erratic and clumsy, certainly more so than in a conventional automatic.
No such problems with the eight-speed auto that’s fitted to the petrol engines.
It’s so smooth and efficient you don’t even feel it working.
Note that in some Q5s, and other VW Group models, the 2.0 TFSi petrol engine has suffered excessive oil consumption problems, which Audi now says have been fixed, while the seven-speed S-Tronic transmission has also had issues with its electronic control unit in some cars, again requiring a fix under warranty.
These problems would be hideously expensive to rectify if the vehicle was out of warranty.
AT THE PUMP The 2.0 TFSi uses 6.9L/100km
highway, 9.6L/100km city and produces 184gkm of C02.
The 3.0 supercharged V6 TFSi uses 6.9L/100km, 11.4L/100km and produces 199gkm.
95 octane premium is recommended for the petrol models.
The 2.0 TDi uses 5.4L/ 100km, 6.8L/100km and produces 154gkm.
The 3.0 V6TDi uses 6.0L/ 100km, 7.1L/100km and produces 169gkm.
DOES IT HANDLE, STEER AND STOP? The Q5’s suspension was revised in late 2013 to offer a smoother ride, but in standard form it’s also an excellent handler. The optional adaptive dampers aren’t really necessary, and if you fit bigger wheels all you will do is stuff up
the ride/handling compromise that Audi’s engineers have so successfully finessed and which works a treat on our patchy local road surfaces.
You notice the lighter front end in the 2.0 TFSi, and at high speed this variant is particularly well balanced, but all of the Q5s sit on the road with great authority and poise, yet are quite agile in corners.
They are also extremely quiet. Engine, wind and tyre noise are among the lowest in any SUV that I have driven.
The steering in Auto mode is light and direct while Dynamic mode on the Drive Select system adds weight. The brakes are fine.
THE INSIDE STORY The Q5 has an attractive, efficient cockpit-style dash layout, similar in design to the A4, that has everything within easy reach.
As usual with Audi, quality is outstanding and all the controls work with a smooth, sure touch.
The driver’s seat has plenty of travel, but the steering wheel could use longer reach adjustment to complement it.
The back seat, adjustable across 100mm, is spacious and comfortable, in part because the lack of steering-wheel reach restricts front-seat travel.
The cushion is firm and flat and the backrest is shaped for two. Side and curtain airbags are fitted for rear seat passengers.
IN THE BOOT You can fit plenty of gear in the Q5 and a power tailgate is standard on all models.
The floor can be extended to an almost flat 1.6 metres using the rear seat back’s 40/20/40 split, and if you want to carry really long objects you can also order the optional flat-folding front passenger seat.
A useless space-saver spare is under the floor. A full-size spare will fit, but the floor would be raised.
WHAT’S STANDARD? The 2.0 TFSi and 2.0 TDi
include stability control, eight airbags, a mix of real and fake leather upholstery, Bluetooth, front and rear parking sensors, power tailgate and tri-zone air.
The 3.0 V6 TFSi and 3.0 V6 TDi include real leather, 19-inch alloys, camera and navigation.
Warranty: Three years/ unlimited kilometres.
Redbook future values (2.0 TFSi): 3yr: 57%; 5yr: 45%. .

THINGS WE LIKE Base models are well-priced Powerful, efficient drivetrains Excellent ride/handling compromise Spacious cabin Audi quality
THINGS YOU MIGHT NOT LIKE No rear camera in 2.0-litre models Servicing costs and potential
reliability issues Space-saver spare S-tronic isn’t that happy in traffic Steering wheel could use more
reach adjustment
Volvo XC60
AUDI Q7
and 550Nm of torque from 1750–2750rpm.
The 3.0-litre V6 TFSi (which uses a supercharger), produces 245kW at 5500rpm and 440Nm from 2900–5300rpm.
The 4.2-litre V8 TDi produces 250kW at 4000rpm and 800Nm from 1750–2750rpm.
The eight-speed sequential automatic transmission puts power to the ground via Audi’s Quattro high-range all-wheel- drive system, which uses a 40/60 front rear torque split (up to 65 front or 85 rear) via a self- locking centre differential.
Independent double wishbone suspension is fitted.
Air suspension (V8 TDi) can be set to Automatic, Comfort or Sport. Clearance ranges from 165mm (at 120km/h or above) to 240mm in off-road mode.
The front brakes have six- piston calipers.
3.0 V6 TDi wheels are 18-inch, with 235/60 tyres. 3.0 TFSi runs 255/55 tyres.
The 3.0 V6 TDi weighs 2325kg. The Q7 can tow up to 3200kg. The fuel tank holds 100 litres.
HOW DOES IT GO? Audi offers its supercharged 3.0-litre petrol engine in the Q7 as the base petrol powerplant, but even though its numbers and its
performance are impressive — and superior to BMW’s 3.0-litre straight-six turbopetrol in the X5 — it’s the 3.0-litre turbodiesel that still stands up in the Q7 range as the best value/performance/ economy proposition.
Its performance, and especially its fuel efficiency, have been
Safety (Euro NCAP)
Green Vehicle Guide
Overall
STARS
Audi’s seven-seater Q7 is the oldest wagon in this class, but it’s still a versatile, spacious alternative to the Mercedes GL Class and BMW’s X5, at substantially lower prices as well. The 3.0-litre V6 turbodiesel/eight-speed automatic is the pick of the Q7 lineup.
HOW MUCH? The 3.0 V6 TDi is $90,500, the 3.0 V6 TFSi is $95,700 and the 4.2 V8 TDi is $129,300.
NUTS AND BOLTS The Q7 is made in Slovakia. The body is of unitary
construction. The 3.0-litre V6 TDi produces
180kW of power at 4000rpm
FROM $90,500
greatly improved with the introduction of the eight-speed automatic transmission.
Fuel consumption has been reduced by nearly 20 per cent compared with the previous model, which used a six-speed auto.
Given the size and weight of the Q7, the fuel figures returned by the 3.0-litre turbodiesel are truly amazing.
And, as I found when testing the Q7, the official figures are actually achievable.
The TDi also hits 100km/h in just 7.9 seconds, so its hardly hanging around. The 3.0 TFSi is one second quicker, but that’s of far less relevance than the TDi’s outstanding fuel efficiency, and its ability to pull from idle with the greatest of ease.
The TDi also features automatic stop/start, which switches the engine off when you come to a standstill, then immediately restarts it when you release the brake pedal.
Some auto stop/start systems can be pretty clunky, but Audi has done a great job to integrate it with the drivetrain management electronics and it works almost seamlessly with the eight-speed auto.
AT THE PUMP The 3.0-litre V6 TFSi averages
(highway; city; CO 2 ) are
8.5L/100km;14.4L/100km; 249gkm.
The 4.2-litre TDi averages 7.6L/100km;12.0L/100km and 242gkm.
98 octane premium is recommended for the 3.0 V6 TFSi.
DOES IT HANDLE, STEER AND STOP? The Q7 feels bulky and heavy when pushed. In tighter bends, it’s a boat compared with BMW’s X5.
That said, the conventionally suspended Q7s (both V6 models) deliver a much more comfortable ride than the BMW, not least because they have conventional tyres instead of runflats.
Handling is safe and secure, though on bumps and undulations the body moves around a bit and there’s plenty of understeer in tighter bends.
The air suspension (a $5900 option on V6s), when set to Comfort, gives you a smooth, supple ride around town.
Switched to Automatic or Sport, it provides more disciplined body control and, on Sport, a noticeable improvement in composure at speed.
The steering is light and not too direct. Assistance is reduced as speeds rise. The brakes are powerful and progressive.
THE INSIDE STORY The driver’s seat is shaped and supportive for big, well-padded people, so those less portly may find inadequate side support.
Still, there’s plenty of travel and reach/height adjustment for the wheel.
White-on-black instruments are clear and easy to read.
Audi’s cursor/screen system for controlling air, navigation,
audio and air-suspension settings is easier to use than most.
Middle-seat legroom is generous but the centre position is considerably less comfortable than the two outboard ones.
The seat is shaped for two so the five-seater tag, in reality, applies only to the number of belts provided.
The two back seats are easy to raise and lower (the head restraints can stay in place) and tolerable for average-sized adults on short trips. They are much more spacious than the optional back seats in the X5. Child- restraint anchors are located on all seat backs.
IN THE BOOT The single-piece tailgate is hinged at the roof. In seven-seat mode, you still have more than half a metre of floor to fill.
In five-seat mode, there’s ample floor space and load area, though the angled back window cuts into volume and the floor is quite high.
With the middle row also folded (or any individual 40:20:40 section) you have more than two metres of floor length.
The load area also features two rails, with an adjustable telescopic rod and strap for bracing and restraining large objects, plus a load cover and partition net.
WHAT’S STANDARD? Both Q7 V6 models have seven
seats, stability control, eight airbags, front and rear parking assistance, a rear-view camera, Data Dot security, a space-saver spare, USB
input, Bluetooth, dual-zone automatic air-conditioning and leather upholstery.
The 4.2-litre V8 turbodiesel adds a power tailgate, adjustable air suspension, tow hitch, xenon headlights, DVD navigation and gear shift paddles on the steering wheel.
Redbook future values (3.0 TDi): 3yr: 54%; 5yr: 40%. .

THINGS WE LIKE Good value, especially the 3.0 TDi Refined automatic Acres of space inside Well equipped Audi quality
THINGS YOU MIGHT NOT LIKE Push it and it can get messy Middle seat in row two is cramped Absurd options prices High load floor Parking it in a shopping centre is a
terrifying experience for everyone in the vicinity
S
Class, Volvo XC90

BMW X1
HOW MUCH? The X1 range opens with the 2.0-litre turbodiesel/six-speed manual sDrive (which in BMW parlance denotes rear-wheel drive) 18d, priced at $46,300. It costs $48,993 with the eight- speed automatic.
The 2.0-litre turbopetrol manual sDrive20i is $48,300; the automatic is $50,993.
The same 2.0d turbodiesel engine/transmission combinations with more power and all-wheel
drive — xDrive in BMW-speak — cost $56,300 and $58,993 respectively in the xDrive20d.
The 2.0-litre turbopetrol xDrive28i, again with more power than its 20i counterpart, is $59,600, or $63,100 for the auto.
NUTS AND BOLTS The X1 is built in Germany. It’s based on superseded Three
Series architecture and has the same wheelbase as the E91 Three Series Touring wagon.
The sDrive20i’s 2.0 turbopetrol engine produces 135kW of power from 5000- 6250rpm and 270Nm of torque from 1250-4500rpm.
The sDrive18d’s 2.0 turbodiesel produces 105kW at 4000rpm and 320Nm from 1750–2500rpm.
The xDrive20d 2.0-litre turbodiesel produces 135kW at 4000rpm and 380Nm from 1750–2750rpm.
The xDrive28i’s 2.0 turbopetrol produces 180kW from 5000- 6500rpm and 350Nm from 1250–4800rpm.
BMW’s xDrive all-wheel-drive system can distribute drive
between the front and rear wheels on an immediate, continuous basis, depending on changing levels of grip and other factors.
Hill-descent control is included on xDrive models.
Manuals and automatics have automatic stop/start.
All models also have brake energy regeneration, which has the generator running off the engine only when coasting or braking, so it does not require
fuel to produce electricity. Other fuel-saving measures include on-demand operation of oil and fuel pumps, plus the air- conditioning compressor.
Suspension is MacPherson strut front/multilink independent rear.
Wheels are 17-inch alloys, with 225/50 runflat tyres on sDrive models and 18-inch alloys with 225/45 tyres on xDrive models.
Weight is light by SUV standards: 1485kg (20i) to 1600kg (20d).
BMW’S X1 is a great drive and the best-handling SUV in the business. In the compact
luxury SUV class, it also offers a relatively spacious, comfortable, practical interior,
while its four-cylinder turbocharged engines are powerful, responsive and frugal.
Safety
Performance
Handling
Maximum towing weight for all models is 1800kg.
HOW DOES IT GO? I’ve driven all of these engines in different BMW models, and in the X1, the high-performance 180kW 2.0-litre turbopetrol in the xDrive 28i and the 130kW 2.0-litre turbodiesel in the xDrive 20d. In such a small, light SUV, and with eight ratios at its disposal, the 28i is a rocket. It takes only 6.1 seconds to reach 100km/h, and its performance is as strong at the bottom end as it is up top, with maximum torque kicking in at just 1250rpm. It’s not the most tuneful engine in the world, though.
The 135kW version in the sDrive 20i is no slouch either, taking 7.4 seconds to reach 100km/h. It works just fine in the bigger, heavier X3. Given the considerable price difference, and the questionable value of all- wheel drive if you don’t intend to go off the bitumen, the sDrive20i is arguably the pick of the X1s in terms of value for money.
The 20d xDrive automatic takes 8.1 seconds to reach 100km/h, according to BMW, which is pretty good by diesel standards. It has an exceptionally strong, broad midrange and goes very hard indeed for a diesel. The 18d takes 9.6 seconds.
The two diesels provide a different style of performance, but again, it’s the X1’s light weight that shows off any engine to advantage. Even the 105kW sDrive18d produces strong,
accessible performance, and with extremely low fuel consumption.
The eight-speed automatic is a box worth ticking. It’s fast, accurate, seamless and more fuel-efficient than the manual.
If you’re a purist, you’ll find that the six-speed manual has a light and beautifully precise action.
AT THE PUMP The sDrive18d auto averages
4.7L/100km on the highway and 5.6L/100km in the city. CO2 emissions are 132gkm.
The sDrive 20i auto averages 5.3L/100km, 8.8L/100km and 160gkm, on 95 octane premium.
The xDrive 20d auto averages 5.1L/100km, 6.1L/100km and 143gkm.
The xDrive28i auto averages 6.2L/100km, 9.3L/100km and 171gkm.
DOES IT HANDLE, STEER AND STOP? The X1 is the best-handling SUV on the road. The body is exceptionally rigid. It has that characteristic BMW poise and balance and the conventional hydraulic steering (on all models bar the sDrive 20i, which has electric steering) is outstanding in precision, feedback and consistency. It’s heavier around town and when parking, though, than the electric-assist steering system fitted to the X3.
On dirt, the xDrive system delivers great grip and traction. Beyond well-made dirt roads, though, the X1 has no off-road pretensions at all.
The ride on poor surfaces is firm, controlled and surprisingly absorbent, even on the 28i’s 18- inch wheels/low-profile runflat tyres fitted to the launch cars. The 17-inch/50 aspect ratio wheels/tyres package on the 20i and 18d would further improve ride comfort.
The brakes are excellent in power, feel and progression.
THE INSIDE STORY The original X1 didn’t quite
have the premium feel and quality materials expected of BMW. The 3 Series sedan has also been criticised on the same basis.
So BMW updated the cabin in 2013, with higher-grade trim around the dash and more chrome highlights. A camera is still optional, though, while Bluetooth does not extend to audio streaming.
The popular M Sport option package, including (real) leather- wrapped sports seats and stiffer suspension — which the X1 doesn’t need so you can delete it from the package — costs $6700–$7900.
BMW’s Sports driver’s seat is one of the best around, with firm, comfortable padding, an extendable cushion and adjustable side bolsters.
The driving position is almost pure car; there’s no sensation of sitting up high, as in most SUVs.
If a tall driver likes to stretch the legs and recline the backrest in the X1, back-seat passengers will find that legroom gets tight.
Four average-sized adults can travel comfortably, though. Three
restraint anchors are on the back of the seat.
IN THE BOOT The X1’s boot is quite large by class standards.
The rear-seat back folds down in any 40/20/40 combination for an almost flat floor of nearly 1.7 metres, so you can carry two people in the back and long objects in the centre.
There’s no spare because the tyres are runflats.
WHAT’S STANDARD? Six airbags, stability control,
17-inch alloy wheels, cruise control, rear-parking sensors, USB, Bluetooth, leather- wrapped steering wheel and roof rails. xDrive models add 18-inch alloys, chrome line exterior bling, a sports steering wheel and auto dimming rear mirror.
Redbook future values (20i S-drive): 3yr: 54%; 5yr: 44%. .

compare with ... Audi Q3, Ford Kuga, Mazda CX5,
Range Rover Evoque, VW Tiguan
THINGS WE LIKE Excellent value for money All four engines are strong, refined
and deliver great fuel economy The best-handling SUV on the road Well-sorted ride
THINGS YOU MIGHT NOT LIKE No spare No camera Fake leather upholstery. Horrible
S
BMW X3
HOW MUCH? The X3 line-up opens with the 2.0-litre turbopetrol four- cylinder xDrive20i at $59,000. The 2.0-litre turbodiesel four-cylinder XDrive20d is $63,100.
As is often the case with BMW, these base models are the pick of the range as far as value for money is concerned.
The 2.0-litre turbopetrol is also fitted to the XDrive28i, priced at $73,000.
The 3.0-litre straight six turbodiesel xDrive30d is $76,500.
All models have an eight-speed automatic as standard.
NUTS AND BOLTS The X3 is made in the USA. The 2.0-litre turbopetrol in the
20i produces 135kW of power at 5000rpm and 270Nm of torque from 1250–4500rpm.
The 2.0-litre turbodiesel in the
20d produces 135kW of power at 4000rpm and 380Nm of torque from 1750–2750rpm.
The 2.0-litre turbopetrol in the 28i produces 180kW at 5000rpm and 350Nm from 1250-4800rpm.
The 3.0-litre turbodiesel in the 30d produces 190kW at 4000rpm and 560Nm from 2000–2750rpm.
The eight-speed automatic sends drive to both axles, with the front/ rear torque split electronically controlled, and linked to the stability-control system to counter any understeer or oversteer in corners.
Automatic stop/start can be switched off and is complemented by other fuel-
FROM $59,000
BMW’s X3 is sized just right if you have a couple of young kids and don’t need the extra
space or seven seat option in the larger X5. Its main rival is Audi’s Q5. Model for model the
two are very closely priced and similarly equipped, but the Audi wins. Just.
Safety
saving technologies including brake energy regeneration, electric power steering and low rolling-resistance tyres on the 20d.
Suspension is MacPherson strut front/multilink rear. Adaptive dampers, linked to the drivetrain/ stability control and steering systems via selectable modes, are available as an option.
Brakes feature an automatic limited slip differential function (ADB-X) and hill- descent control.
The 20i/20d run 17-inch alloys with 225/60 runflat tyres. The 28i and 30d run 18s with 245/40s.
Weight is 1725kg (20d) to 1800kg (30d).
The X3 will tow up to 2000kg. Fuel capacity is 67 litres.
HOW DOES IT GO? I tested the xDrive20i with the 135kW 2.0-litre turbopetrol/eight- speed automatic.
It’s a combination that works surprisingly well in the X3 given its weight.
While the 135kW of power is useful, it’s the accessibility of every one of those 270Nm, from just 1250rpm, that gives the X3 such tractable, responsive performance
for a four-cylinder petrol model. The eight-speed auto is just as
significant because it keeps the engine working at peak efficiency, hence its remarkable fuel figures.
The only major problem in the 20i was the very abrupt, intrusive automatic stop/start system. Each time the engine restarted, the entire car seemed to jump a couple of centimetres on the suspension. It’s the most agricultural stop/start system I’ve experienced.
I’ve driven the 180kW 2.0-litre turbopetrol in the 328i sedan, where it’s a bit of a weapon. Here, it’s nearly two seconds quicker to 100km/h, yet, as you can see from the fuel numbers, there is no consumption penalty whatsoever.
I have also driven the 2.0-litre turbodiesel/eight-speed auto combination in the X1 and 520d Touring wagon, where it’s an exceptionally refined, relaxed, efficient drivetrain, particularly the way the eight-speed box was able to pick the right gear at the right time and with impeccable smoothness.
All models now have three drivetrain modes: Eco Pro (code for slow, but easy on juice), Comfort and Sport.
BMW claims 0–100km/h acceleration times of 8.6 seconds for the 20i, 6.7 seconds for the 28i, 8.5 seconds for the 20d and 6.2 seconds for the 30d. So both turbodiesels are actually quicker than their turbopetrol counterparts.
AT THE PUMP The 20d averages 5.3L/100km
on the highway, 6.1L/100 in town and produces 147gkm of CO2.
The 20i averages 6.7L/100km on the highway, 8.9L/100 in town and produces 175gkm of CO2, on 95 octane premium.
The 28i also averages 6.7L/100km, 8.9L/100km and 175gkm.
The 30d averages 5.6L/100km, 6.8L/100km and CO2 emissions are 159gkm.
DOES IT HANDLE, STEER AND STOP? The X3 has always been a great handler and this model is, too. The overall mid-size SUV handling contest is a close-run thing with Audi’s Q5 and the Range Rover Evoque so it really comes down to how each feels to you. Off the bitumen, though, the Evoque is in a class of its own, while the Q5 strikes a much better balance than the X3 between handling ability and ride comfort.
BMW has got the X3’s electric power steering right. It’s light, precise and consistent in feel.
A major demerit is BMW’s persistence with runflat tyres. They are expensive, almost impossible to replace if you’re outside a capital city and, worst of all, they make the X3’s ride dreadfully harsh, especially around town.
In day-to-day driving, you won’t get any tangible benefit from ticking the adjustable dampers, variable ratio steering and dynamic control options boxes. The X3’s handling and steering in standard trim are just fine.
As for the M Sports package option, if you want to completely destroy any semblance of ride comfort, go ahead.
It’s a shame there’s no “Normal tyres plus a real spare” option. That would certainly be worth having.
THE INSIDE STORY BMW’s dash layout, including the latest version of iDrive, is beautifully styled and, after 10
years or so of trying to get it right, very easy and intuitive to use.
The sports seat option is usually worth taking on a BMW. The test car’s standard seat had a short, slightly saggy cushion and an inadequately bolstered backrest.
Fake leather upholstery is standard on the 20i/20d; you get real cow on the 28i/30d.
Rear-seat space is OK for most people and the flat cushion and backrest offer good support for child restraints. Legroom is also comparable with the X5.
IN THE BOOT BMW claims the largest load area in the class, but there’s nothing in it between the X3 and Audi’s Q5 when it comes to capacity.
The boot is a large, versatile space (though considerably smaller than the X5), with a low floor that’s easy to load and extendable in a 40/20/40 configuration.
A mesh barrier, adjustable securing lugs, a net, 12-volt outlet and two bag hooks are provided.
WHAT’S STANDARD? The 20i/20d include six airbags,
stability control, fake leather upholstery, 18-inch alloys, tyre pressure indicator, front and rear parking sensors, power tailgate, rear-view camera, USB port, iPod integration, Bluetooth, navigation and dual-zone air.
The 28i/30d add leather, upgraded navigation, smartphone connectivity, Bluetooth with voice control and audio streaming, bi-xenon headlights and a top view camera.
Redbook future values: (20i) 3yr: 55%; 5yr: 41%. .
S
compare with ... Audi Q5, Lexus RX350, RangeRover
Evoque, Volvo XC60
THINGS WE LIKE Good value, especially the 20i/20d Frugal four-cylinder engines Spacious, versatile interior Great handling for an SUV Well equipped
THINGS YOU MIGHT NOT LIKE The automatic stop/start system in
the 20i restarts with a jump and a lurch every time.

BMW X5
HOW MUCH? The rear-wheel drive X5 sDrive25d four-cylinder turbodiesel costs $82,900; the all-wheel drive xDrive25d is priced at $87,900. The 3.0-litre xDrive30d turbodiesel costs $99,900, the 35i turbopetrol is $106,900, the 40d Sport twin turbodiesel is $115,900 and the 4.4-litre twin turbopetrol V8 50i is $133,900.
The top of the range (for now) xDrive M50d, with a 3.0-litre
triple turbodiesel, is priced at $147,900. Expect to see more M Performance and M variants later in 2014.
NUTS AND BOLTS The X5 is made in the USA. The 2.0-litre four cylinder
turbodiesel in the 25d produces 160kW at 4400rpm and 450Nm from 1500–2500rpm.
The 30d’s 3.0-litre turbodiesel straight-six produces 190kW of power at 4000rpm and 560Nm of torque from 1500-3000rpm.
Its twin-turbo counterpart in the 40d Sport produces 230kW at 4400rpm and 630Nm from 1500- 2000rpm.
The 3.0-litre straight-six petrol engine in the 35i uses a single twin-scroll turbo. It produces 225kW at 5800rpm and 400Nm from 1200–5000rpm.
The 4.4-litre twin-turbo petrol V8 in the 50i Sport produces 330kW at 6000rpm and 650Nm from 2000–4500rpm.
The 3.0-litre triple-turbodiesel six in the M50d produces 280kW at 4000rpm and 740Nm from 2000–3000rpm.
All X5s come with an eight-
speed automatic transmission. BMW’s xDrive all-wheel-drive
system provides full-time 4WD in high range only. It normally provides a 40/60 split to the front and rear, but can vary this to 100 percent at either end if necessary depending on surface conditions.
Front suspension uses double wishbones while the rear is four-link independent. An anti- roll system is optional.
Runflat tyres are supplemented
with tyre-pressure monitoring and a temporary spare (which you lose if you take the seven- seat option).
Kerb weight ranges from 2070–2265kg.
The X5 will tow up to 2700kg (25d) or 3500kg (other models.)
Fuel tank capacity is 75 litres (25d) or 85 litres (other models).
HOW DOES IT GO? At the time of writing, BMW
had not yet received its first
Safety
Overall
STARS
The third generation of the world’s top-selling luxury wagon, BMW’s F15 X5 offers a
four cylinder turbodiesel, more equipment, stronger performance and improved fuel
efficiency. It also maintains the X5’s reputation as the gun drive in big SUVs.
FROM $82,900
deliveries of the 25d base model, however given its considerable price advantage over the 3.0-litre petrol and turbodiesel sixes, and what will certainly be outstanding fuel efficiency, you would want to test drive the four before committing to a six. The rear- wheel drive variant in particular should be most attractive as a drive and a deal.
In day-to-day driving, the single turbo 3.0d works beautifully and with a claimed time of 6.9 seconds from 0-100km/h it’s hardly a slug either. That said, the sheer strength and relentless pulling power of the twin turbo 40d engine is immediately noticeable. It hits 100km/h in 5.9 seconds, which is more than half a second quicker than the 3.0-litre turbopetrol 35i.
As for the triple-turbodiesel M50d, well, words don’t really do it justice. It feels, sounds and goes like a V8 musclecar engine, however it uses about half as much fuel. The 0-100km/h trip takes 5.3 seconds.
BMW’s signature 3.0-litre turbopetrol six in the 35i is a smooth, flexible engine however when you experience the performance and efficiency of the X5’s turbodiesel offerings, both it and the 4.4-litre twin- turbopetrol V8 in the 50i don’t quite add up. That said, BMW’s 4.4-litre V8 is wonderfully smooth and responsive right across the rev range. It needs more of a note, though, because it sounds tame compared with the M50d. The 50i reaches 100km/h in 5.0 seconds.
AT THE PUMP The sDrive 25d averages
5.2L/100km on the highway and 6.8L/100 km in the city. CO2
emissions are 152gkm. The xDrive 25d averages 5.4L/100km; 7.0L/100km city; 157gkm.
The 3.0d averages 5.7L/100km on the highway and 7.0L/100 km in the city. CO2
emissions are 162gkm. The 40d averages 5.8L/100km highway; 7.1L/100km city; 164gkm. The triple-turbodiesel M50d averages 6.2L/100km, 7.6L/100km and 177gkm.
The 3.0 turbo petrol six in the 35i uses 6.9L/100km highway; 11.2L/100km city and has CO2
emissions of 197gkm. The 4.4-litre twin-turbo V8 in the 50i returns 8.3L/100km highway; 14.1L/100km city and CO2
emissions of 244gkm.
DOES IT HANDLE, STEER AND STOP? The X5 is remarkably agile and very stable for a two tonne
wagon, but like its rivals it relies on an array of sensors feeding the stability control system to control its hefty mass and keep the laws of physics from turning things very ugly very quickly when you push it in tight corners. Whether you stick with the standard, non-adjustable suspension, or choose the optional adaptive Comfort, Dynamic, Professional or M suspension upgrades, the X5 is very enjoyable to drive. However the steering’s lack of feel and feedback are disappointing.
On the F15, BMW has attempted to improve ride comfort without detracting from the X5’s dynamic ability. This is difficult with runflat tyres, which produce a relatively harsh ride, compared with conventional tyres, in town and on rough country roads.
THE INSIDE STORY The X5 features BMW’s typically sleek, slimline dash and a firm, long-travel driver’s seat.
BMW’s iDrive system is unbeatable for ease of use, clarity and the depth of its functionality. It features a huge tablet-style screen and internet connectivity via your smartphone.
There’s plenty of leg room in the 40/20/40 rear bench, which is shaped for two and luxuriously comfortable.
The optional two rear seats fold out of the floor. The seats are too small and leg room is too tight for anyone bar small children.
IN THE BOOT There’s ample floor space, extendable to nearly 1.9 metres. A pair of tracks with four sliding lugs, a load cover with roll-out protective mesh barrier and 12-volt outlet are fitted, while the top half of the horizontally-split tailgate is power operated.
WHAT’S STANDARD? X5 30d and 35i models
include six airbags, stability control, active front seat head restraints, 19-inch alloy wheels, a space saver spare, head-up display, lane departure and collision warning, 360 degree cameras, Data Dot security, roof rails, leather upholstery, front and rear parking sensors, navigation, Bluetooth phone/ audio, USB port and bi-xenon headlights.
Redbook future values (30d): 3yr: 54%; 5yr: 40%. .

Cayenne, Range Rover Sport
and economy Outstanding dynamics Works well as a five-seater, with
heaps of load space Beautiful interior and plenty of space
THINGS YOU MIGHT NOT LIKE Optional back seats are expensive and
useless for people with legs Remote control steering You wouldn’t leave town without a
real spare Round-town and rough road ride can
be sharp on runflats Curtain airbags don’t extend to the
last row of seats
BMW X6 FROM $111,045
of the anti-4WD brigade.
course to others this is a good
reason to buy one...
The X6 xDrive30d, with a 180kW 3.0-litre single turbodiesel, is $111,045. The xDrive35i, with the 225kW 3.0-litre straight-six turbopetrol model, costs $121,145.
The xDrive40d, with the 225kW 3.0-litre twin turbodiesel, is $127,545 and the xDrive50i, with a 300kW 4.4-litre twin-turbo petrol V8, is $150,545.
The 280kW 3.0-litre triple turbodiesel xDrive M50d is $157,145 and the 408kW 4.4-litre V8 X6 M Coupe is $191,045.
An eight-speed automatic transmission is standard in all variants except the X6 M Coupe which has a six-speed.
The 3.0 litre straight six twin-scroll turbo is beautifully refined, as potent and tractable
as many V8s and, given the performance it delivers, not too savage on fuel. It pulls easily across a wide rev range, with the best saved for the 5500–7000rpm zone, where it absolutely flies.
I drove the X6 M Coupe at Phillip Island, and can confirm that it is a genuine 4.7 seconds to 100km/h machine, which is absolutely incredible for a wagon of this size and weight.
Similarly, at 5.3 seconds to 100km/h, the 3.0-litre triple-turbo M50d is the fastest diesel SUV in the world. However if you want sheer, unadulterated horsepower, the X6 M Coupe is the absolute business. Only Porsche’s Cayenne Turbo S, with 405kW and a claimed 0-100km/h time of just 4.5 seconds, can touch it.
Like the X5, the X6 is right at the top of the two tonne SUV handling ladder. Only a Porsche Cayenne will stay with it on a tight road.
If anything, the X6 is even better than the X5 because it has
a slightly lower centre of gravity and firmer suspension.
Steering is quite heavy and remote at low speeds, but from 60km/h or so on is more precise, communicative and appropriately weighted.
Some people love BMW’s optional variable ratio Active Steering while others hate it, but it does certainly make the X6 easier to manoeuvre in tight spaces.
The brakes are powerful, progressive and controllable on all surfaces and, on the standard wheels and tyres, the ride is acceptably compliant and comfortable.
BMW’s Sports driver’s seat is standard in the X6. It’s BMW’s best seat — firm, very comfortable and supportive, with an extendable cushion that long- legged drivers will appreciate.
Rear-seat headroom is obviously tighter than in the X5 but still fine for occupants up to 185cm or so.
Safety Not yet tested
Green Vehicle Guide (35i)

Leg room is adequate for most adults and there’s also plenty of storage.
The boot is similarly shaped to a mid-size sedan and will not swallow big, bulky items like most SUVs.
It will if you flip down the 60/40 split-fold rear-seat backs, but even so its overall capacity isn’t in the same league as the squared-off back end on the X5. .
THINGS WE LIKE Turbodiesel performance
and economy Loaded with gear DPC makes the X6 feel like a big rear-
drive sports sedan Great seats Excellent fit and finish quality
THINGS YOU MIGHT NOT LIKE Big bum look is an acquired taste Dirty looks from SUV haters Should have a real spare Small load capacity for such a big car
SPEX (X6 40d) Made in the USA 3.0-litre twin-turbodiesel straight-six/
six-speed sequential automatic/all- wheel drive
225kW of power at 4400rpm/600Nm of torque from 1500-2500rpm
0-100km/h in 6.5 seconds (claimed) Warranty: Three years/unlimited
kilometres 6.8L/100km highway; 8.8L/100km city.
CO 2 emissions are 198gkm
Standard: Six airbags, stability control, swivelling bi-xenon headlights, Data Dot security, 19-inch alloys, automatic high/low beam, tyre pressure monitoring, front and rear parking sensors, rear camera, six- stack CD changer, USB/audio plug-in, automatic dual-zone air, navigation with TV and voice activation, Bluetooth, leather upholstery
Redbook future values: 3yr: 55%; 5yr: 40%
compare with ... Porsche Cayenne, Mercedes M Class,
Range Rover Sport

With the FGII Falcon update,
many features were also
shared with the ute.
These include the restyled front end, new alloy wheels and the eight-inch colour touch screen, optional on base models and standard on XR6 and XR6 Turbo.
Head/thorax airbags in both front seats are standard.
If you want to add a factory tray or your own custom version to suit your business, the base cab chassis FG ute with the 195kW 4.0-litre six and a six-speed manual starts at $27,590. The six-speed auto is $28,590.
Most base and XR6 models are also available with a six-speed column-shift auto and a three- person bench. “Styleside Box” tub variants add $400.
Air is a $2300 option on base
cab chassis and utes. It’s included in the XR6, which
is priced at $34,890 and $35,190 for the cab chassis and Styleside Box respectively, where the six- speed auto is a $1000 option.
Ford’s liquid propane injection system, called EcoLPi, is also available on base and XR6 cab- chassis and Styleside Box models.
It carries a $2500 price premium over the petrol engine, but with 198kW of power — the same as the petrol donk, running on 95 octane — you now suffer no performance penalty with gas.
The cold starting dramas have also been resolved, so with a $2000 rebate from the Feds and gas still about half the price of petrol, it looks like a pretty good deal.
The six-speed automatic is
standard on EcoLPi models. The XR6 Turbo is available
only with the Styleside Box body. Its 270kW 4.0-litre turbo is matched with a standard six- speed manual at $39,190, or a six-speed automatic at $41,190.
FPV’s gun F6 Turbo ute, with 310kW of power, is $55,990.
FPV also offers a locally- developed supercharged version of the 5.0-litre Coyote V8 engine with 315kW of power and 545Nm of torque in its GS ute, at $52,990.
FG still uses a two-piece side body structure and leaf springs on the rear to maintain its payload advantage over Holden.
One-tonne suspension is fitted to base ute and cab- chassis models, which can carry up to 1280kg.
One-tonne suspension is also
With an automatic transmission plus the optional heavy-duty towpack and load-levelling kit, all Falcon utes can tow up to 2300kg.
The standard towpack is rated to 1600kg but manuals can pull only 1200kg.
Come 2016, the Falcon ute will cease to exist, along with the Falcon sedan and the Territory.
In fact, if sales continue on their current trajectory they may not last until then, so if you want a Falcon ute, which will in years to come be a collectable, then it's probably a good idea to get one sooner rather than later. If you want a V8 Falcon ute, you'll definitely need to act sooner, because Ford is killing the FPV brand this year and the V8 Falcon ute will then be history. .
FORD FALCON UTE FROM $27,590 S

THINGS WE LIKE Falcon six grunt, mate One tonne plus payload availability Comfortable and quiet The gas deal adds up
THINGS YOU MIGHT NOT LIKE Looks like a bit of a dunger Leaf-spring rear end gets pretty lively
on rough roads Tonneau clip system might wear
SPEX (4.0 auto ute) Made in Australia 4.0-litre straight-six petrol/five-speed
auto/rear-wheel drive 195kW of power at 6000rpm/391Nm of
torque at 3250rpm 0–100km/h in 7.2 seconds Warranty: Three years/100,000km 8.4L/100km highway;14.8L/100km city;
91 octane. CO 2 emissions are 255gkm
Standard: Four airbags, stability control, CD player, Bluetooth, iPod integration, cruise control
Redbook future values: 3yr: 43%; 5yr: 30%
compare with ... Holden Commodore ute
Don’t risk buying a used car that’s
been stolen
FORD ECOSPORT FROM $20,790
last 12 months or so it has taken
off with a boatload of new models.
All of them — from the Ford EcoSport to the Holden Trax, Peugeot 2008, Nissan Juke and Suzuki S-Cross — spring from their respective Fiesta, Barina, 208, Micra and Swift hatchback si

australian 4wd & suv buyers guide - february 2014

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