Articles by Trent Nikolic

For the 2010 version, five judges, two photographers and one assistant (we needed someone to cook for us) headed south from Sydney in convoy into the Victorian High Country. Right into the middle of the heaviest rainfall and worst flooding in the area for years. Everywhere we turned it was raining. River crossings flooded, tracks closed, usually passable trails turned to ice skating rinks. There was so much ground water, we had to abandon our camping plans and bunker down in local hotels and motels for the duration of the week’s testing. While the weather tossed up a mountain of challenges for both man and machine, it also provided a different feel to what for the last 5 years or so has been a dry testing period. We certainly put the vehicle’s water proofing to the test over the course of the week. In line for the major award this year were Nissan’s Pathfinder and Navara, Toyota’s HiLux, Mitsubishi’s Challenger and Jeep’s Grand Cherokee. All new for the 2010 model year and all set to make the 4WDOTY contest a closely fought battle. The February issue is on sale 19th of January.

Two words have defined the luxury SUV class for just over 40 years. Those words, Range Rover, have just been applied to the 2011 update of the iconic British off-roader with the usual promise of ultimate luxury.The 2011 changes are focussed a new turbodiesel V8 engine and a new level of refinement and luxury. Paul Walker, chief program engineer at Range Rover, says the twenty-eleven model is the latest in a long line to deliver exactly what Range Rover customers want in an SUV."The 2011 model will deliver unparalleled luxury and comfort that our customers have told us they want. Not only is the Range Rover a luxurious SUV, it has to be the most capable SUV available as well," Walker says.PRICINGThe price line will not be set until later in the year, but the flagship Range Rover Vogue should be up near the $200,000 mark when the first cars land in November. The 2011, a development of the third-generation Range Rover we first saw in 2002, has always been extremely well equipped and the new model will be no different.DRIVETRAINWhile fans know all about the interior appointments available at this end of the spectrum, the big news surrounds the barnstorming new twin-turbo diesel V8 engine and its eight-speed automatic transmission.Displacing 4.4-litres, the new V8 cranks out 230kW of power and 700Nm of torque which is then funnelled through the liquid-smooth eight-speeder to get the nearly 2800kg SUV moving like nothing of this weight and heft has any right to. The fuel figure is perhaps even more impressive than the outright power numbers with usage claimed to be a scant 10L/100km. That’s an 18 percent improvement over the outgoing 3.6-litre engine.This biggest factor in the improvement in fuel consumption is the auto. Its shifting characteristic is incredibly smooth, fast and precise. It always seems to select the right gear for any given speed, reacts well both on road and off, and is scarcely even noticeable when shifting either at cruising speed or flat stick on the freeway. It’s been designed with low slip levels for better takeoff and power transfer, improved gearing across a variety of speeds, and its rotary-shift technology delivers an enhanced connection between driver and gearbox.Walker says the new engine is a symbol of everything Range Rover. “There has been no compromise, no shortcuts which is exactly what our customers expect," he says.FIT-OUT AND EQUIPMENTInside, the latest Vogue is everything you expect with an array of interior colours and options to ensure you feel as good as you should for the money you’ll be outlaying. The traditional automatic shifter has been replaced with a rotary dial that emerges from the console when you power the vehicle up. It's the same as the one employed on the latest Jaguars and works well once it becomes second nature.Terrain response settings are now adjusted by rocker switches, as opposed to the dial previously used in the Vogue. Rear seat legroom has been enhanced, with passengers able to move the passenger front seat forward from the back to create as much legroom as they need. Rear seats are also fitted with airconditioning. It's almost more pleasant to be in the back seat than behind the wheel... almost.DRIVINGThe old engine never felt slow, but it does once you’ve driven the new 4.4-litre. The extra seamless urge delivered by the new engine is evident from the minute you depress the accelerator. Plant your right foot and the nose lifts slightly and the Range Rover rockets forward to the tune of a muscular engine note. The 100km/h mark is dispatched easily in only 7.8-seconds, and the Vogue will continue working its way to an indicated 220 without raising a sweat.From the driver’s seat, the Vogue is incredibly quiet regardless of speed or road surface. It’s cosseted and comfortable inside and long freeway trips are completed with ridiculous ease. Take sweeping corners at speed and the Range Rover is never unsettled or shaken off its line no matter how nasty the mid-corner road surface.There are no squeaks, rattles, or annoying noises from anywhere within the cabin as you’d expect for a vehicle of this calibre. In fact, continent crossing in this SUV might almost be too easy. And you can take the whole family with you in comfort as well.What is most impressive is how efficient the Range Rover is at dealing with even the nastiest off-road terrain, particularly given how competent and composed it is on-road. Select the correct Terrain Response setting, engage low range, and simply point the Vogue where you want to go. It will clamber over rocky escarpments, channel through deep water, and climb the most powdery steep hills you would ever think to point its nose toward. All while the driver sits in climate controlled luxury. Hill-start assist and gradient descent control make off-road driving just about foolproof.Put simply, no SUV is as luxurious and capable as the Range Rover Vogue. And that’s exactly how the honchos at Range Rover HQ want it to be. The Vogue will go anywhere you need it to take you. You’ll emerge unscathed and unruffled at the other end as well. Which is just as important as getting there when you’ve spent nearly 200 grand.RANGE ROVER VOGUEOn sale: December 2010Price: estimated from $170,000Models: VogueEngines: 4.4-litre turbo diesel V8Power: 230kW/3250-4000 revsTorque: 700Nm/1500-3000 revsTransmission: Eight-speed automatic, all-wheel driveEconomy: 10.0L/100km

I always have a sense of trepidation when any manufacturer reworks a 'landmark' model. That’s even more the point when the vehicle has been as successful globally as the Discovery 3. If it ain’t broke, and all that...The Discovery 3 has won just about every global award possible, so Land Rover could not afford to take shortcuts when it came to the Discovery 4. The good news is that the new model is better in just about every important facet than the outgoing D3. On-road and off-road performance, styling and refinement have all been improved.Some might say the exterior styling is more gentle or in fact softer than the outgoing model. I'd say it's more purposeful, and while the subtle changes combine to enhance the looks of the Discovery 4, I tend to think it looks more aggressive overall, tougher if you will, than the D3. Styling aside, it's the performance on road and off the beaten track that we were more concerned with at the recent global launch in Scotland.NEW ENGINESWe weren’t able to drive the new petrol V8 engine on this launch, but spend no more than ten minutes on the road (or off for that matter) with the new sequential twin turbo diesel V6 under the control of your right foot and the argument for the big petrol engine gets a whole lot tougher to sell.Numbers don’t always tell the whole story, but 180kW and a thumping 600Nm are certainly impressive on paper. The big gain on the D3 though is in real world driving situations. The 2.7-litre TDV6 punched well above its weight in just about every way that you can judge an engine. We often commented in testing that it still nailed far newer engines from other manufacturers years after it’s initial launch.However, the two minor gripes we could find (you had to dig deep though it must be said) were with slight turbo lag low down and a lack of ultimate power if you needed to overtake quickly.Thanks to their clever use of sequential turbos, Land Rover has dialled out any perceptible turbo lag as far as we could feel, and there’s more than enough grunt on tap for overtaking manoeuvres, towing and any situation where rapid acceleration is needed. The 2.7-litre single turbo engine will remain available in Australia (good news for potential owners on a budget) as the entry level offering, while we also get the heavy hitting naturally aspirated five-litre V8 that replaces the 4.4-litre bent eight in the current model.The petrol engine is every bit as impressive as the diesel by the numbers with the direct injection V8 churning out 276kW and 510Nm. We drove the Supercharged V8 (in RR Sport guise) and will report on the five-litre V8 as soon as we have the opportunity to test it. On face value though, it looks like the twin turbo diesel V6 will win out as the most versatile choice. Seamless and effortless power delivery from a standing start, or for accelerating is impressive by any measure.OFF ROADAs you’d expect, the Land Rover honchos had worked out a formidable off-road course for us to test the abilities of the Discovery 4, and Scotland was the ideal location for such a challenge. Ironically, the weather was perfect but the forest floor was wet, slippery and extremely steep in places. Exactly what we needed to test the capability of the new suspension tune, terrain response settings and diesel engine.We’d knocked over a solid 200km+ run on bitumen where the Discovery 4 had impressed with it’s composure and power delivery, but we’ll get to that later. Prior to our more extensive off-road evaluation, we had to cross a river, one that was approximately a metre deeper than the day before when the engineers had worked their way across. As the water lapped ever higher at the doors, I started to wonder whether we’d bitten off a little more than we could chew. The presence of instructors from various Land Rover Experience centres around the world made me feel a little less nervous as the D4 started to drift ever so slightly in the fast moving water. However, each of the 20 or so Discoverys worked their way across the River Tweed with no problem whatsoever, once again highlighting the versatility of this formidable off-road machine.Across the range, the new Rock Crawl setting on the terrain response dial is an excellent addition to an already brilliant system. You’d know the other terrain response settings from previous models, but Rock Crawl mode will be handy in off-road situations down under.Another genuinely versatile feature of the electronics is the Hill Descent Control. Even after three or four seriously steep descents, I could still hardly believe the ability of the HDC to hold the big Discovery steady and straight on even the most slippery and uncertain terrain. I challenge anyone to point their vehicle down a steep grade and resist the urge to touch the pedals. It’s a strange sensation.ON ROADThe enhanced suspension tune is perhaps most noticeable on road where the new steering geometry delivers 'car like' feel at low and high speed, and where the revised shocks and springs deliver enhanced stability and cornering balance. The new braking package matches that of the outgoing sport and even in the wet, the D4 pulls up straight and without fuss from license endangering (in this country) speeds. I was particularly impressed with the braking system on loose dirt and gravel as well, where a complete stop was achieved with a minimum of lock up or lack of composure.As I’ve mentioned above, the new V6 engine has more than enough punch to deliver the goods on road at any speed and once again feels impressive in terms of refinement and acoustics. Chassis wise, the D4 is more settled and planted than the D3. Fast sweepers, even those interrupted by mid corner bumps and ruts, do little to unsettle the big wagon. Having not long previously driven a D3 back home, I could immediately pick the sharper steering and handling.The cabin delivers the expected Discovery feel and driving position, although in a somewhat more cosseted environment thanks to upgraded materials and finishes. Driver and passenger get a commanding view from the cockpit. Inside, the D4 is comfortable and quiet with sensible controls positioned exactly where you want them. You won’t have any issues whatsoever knocking over long distances in the D4.RANGE AND PRICINGDiscovery 4 2.7 TDV6Price: from $68,490Engine: 2.7L V6 diesel w Variable Geometry TurboPower: 140kW @ 4,000 rpmTorque: 440Nm @ 1,900 600 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1800-100 km/h: 12.7Economy/CO2 g/km: 270Discovery 4 3.0 TDV6 SEPrice: from $81,990Engine: 3.0 V6 diesel w Adv. Seq. Twin-turboPower: 180kW @ 4,000 rpmTorque: 600Nm @ 2,000 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1800-100 km/h: 9.6Economy/CO2 g/km: 244Discovery 4 3.0 TDV6 HSEPrice: from $94,990Engine: 3.0 V6 diesel w Adv. Seq. Twin-turboPower: 180kW @ 4,000 rpmTorque: 600Nm @ 2,000 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1800-100 km/h: 9.6Economy/CO2 g/km: 244Discovery 4 5.0 V8Price: from $126,460 Engine: 5.0L V8 Normally Aspirated PetrolPower: 276kW @ 6,5000 rpmTorque: 510Nm @ 3,500 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1950-100 km/h: 7.9Economy/CO2 g/km: 328

It would be easy to say that the new Grand Cherokee is better than we expected, but then we expected a significant improvement over the outgoing model.  Significantly, the model charged with leading Chrysler out of the wilderness of bankruptcy delivers the goods both on road and off.  This new model is the fourth generation of the Grand Cherokee and should land Down Under before the end of this year.Pricing is likely to start around the $55,000 mark, making the big Jeep a very competitive contender.  Two variants — Laredo and Limited — have been confirmed for Australia with a fully loaded third one — Overland — also a possibility.  For the US market, the Overland model features a leather-trimmed dash and steering wheel, full-length sunroof, and 20-in wheels.What started as a joint project with previous parent company Daimler has been finalised by Fiat under the new ownership platform. That means the mechanical underpinnings are basically those of the Mercedes ML, which is no bad thing.From the outset, better on road performance and dynamics were targeted, improved quality and refinement, but no diluting of Jeep's legendary off road ability. Chrysler has the BMW X5 and Range Rover/Land Rover marques in its sights with the new Grand Cherokee.The new V6 engine is the main story here, and it generates an impressive 210kW of power and 347Nm of torque. Displacing 3.6 litres, it’s also an efficient powerplant, allowing for a cruising range of up to 850km from one tank.The V6 engine is a willing performer but it won't live up to the ultimate power of the Hemi V8. It needs to work harder to achieve the same result on road, but off road the V6 worked well in really tough terrain and low speed work where torque delivery is key.The first thing you notice when you take your place behind the wheel is the feeling of quality in the cabin. There's a level of fit and finish not previously seen on a Chrysler product. There's almost no road noise transmitted through the cabin.We sampled both the fully-loaded Overland and the entry-level models and all delivered a sense of quality befitting a more expensive vehicle, which is exactly what Chrysler is aiming for.All switchgear is simple to negotiate, where it should be placed and easy to operate. The hill descent control and terrain selection controls could not be any easier to use.  In short, the interior is simple, elegant, well appointed and free of any annoying rattles, squeaks or evidence of poor fit and finish.Chrysler claims a serious improvement — up to 140 percent — in rigidity through the body and you can certainly feel that increased torsional stiffness on road. Select `Sport' on the driving dynamics dial and the Grand Cherokee can be pushed through tight corners at a rapid rate.There's no scuttling or tram-lining over broken or bumpy surfaces.  Handling is safe and assured and the Grand Cherokee always feels planted.  It might not be quite as taut as the class leading BMW X5, but if you don't want to drive your 4WD like a racecar — you'll be impressed.Steering feel is excellent. Turn in is impressive even at licence-endangering speeds and the brakes feel strong.  The most significant story off the beaten track is an improvement to the already legendary Jeep offroad performance.The Selec-Terrain system — similar to that already fitted in Land Rover models — is a winner. It's easy to understand and easy to operate. And it works.The Quadra-Lift air suspension available on some models makes an enormous difference offroad. There's one level of lift for all off road modes, then another higher level of lift in `Rock Crawl' mode that will see you clambering over even the nastiest obstacles without bottoming out.Off road you can also remove the lower front valance with a few simple clips to give better approach angles and reduce damage from rocks. This saves expensive repair bills and means once back on road, you're Grand Cherokee won't look like a scarred bush basher.Low range is genuinely impressive, as is the hill descent control system, which saw the big Jeep negotiate a fearsomely steep descent over powdery dirt without raising a sweat. 

If the market trend toward turbodiesel engines continues, then the SsangYong Kyron is going to be well placed to take maximum advantage of the surge in popularity of modern diesel technology.The fact that the Kyron range now lacks a petrol variant altogether could potentially be a problem in the showroom, but with more and more buyers in this segment looking toward diesel to satisfy their needs, it may yet prove to be an inspired move by the honchos at SsangYong.Much like the predecessor it replaces, the new Euro IV Kyron is somehow trapped between being classified as a compact SUV or a full size wagon. It’s a strange state of affairs but not necessarily a bad thing by any means.There’s potential there for Kyron to make its mark in two sectors of the burgeoning SUV market. Buyers looking for a smaller vehicle will be attracted by Kyron’s frugal fuel consumption and relatively compact dimensions, while buyers looking for a larger wagon will find its deceptive load space and roomy interior competitive.Design changes to both the front and rear ends of the Kyron make themselves immediately obvious and the new model is a lot less visually controversial than the ugly duckling it replaces.The new look is both neater and more modern, and while still not taking the top step as the best looking vehicle in its class, it’s a whole hell of a lot better than it was.The most pertinent and obvious changes include a revised grille design that transforms the front end and replacement of the extremely weird ‘shield shaped’ taillights that softens up the rear end styling significantly.It appears that SsangYong has been listening to the feedback of the buying public.The smaller of the two oil burning engines is more efficient and slightly more frugal than the outgoing model, but does not generate any more power or torque. What it does deliver is an increase in driveability.The main improvements for both the 2.0-litre and 2.7-litre engines have been in the areas of emissions, which mean that they are now Euro IV compliant. The blocks and cylinder heads are both sourced from the Mercedes Benz parts list; although that’s not something SsangYong will be looking to trade on (to their credit) despite the cache that goes with it.The larger 2.7-litre motor is a willing performer on and offroad and also delivers a claimed fuel consumption figure of 8.7L/100kms, while delivering 121kW and 340Nm. Importantly, the torque is available from 1800rpm, which means that you’ll notice less of the flat spot under acceleration than we experienced in the previous model, which was both annoying and potentially unsafe. That said the 2.0-litre version still needs some spirited coaxing to get it moving along, but the new technology and tweaking of the engine mapping results in a solid driving experience. We’d definitely opt for the bigger engine though.Impressively, the Kyron has been built on a triple layer, steel ladder frame chassis that delivers a genuine 2300kg towing capacity, which should satisfy the weekend towing warriors.Onroad handling is solid thanks to the double wishbone, coil sprung front end and 5-link solid axle coil sprung rear end and 255/60, 18-inch rubber.The ride does become a little harsh over badly rutted, dirt roads though and the suspension can load up quite significantly when the going gets tough. The steering is responsive and communicative and generally speaking, the nose goes where you point it no matter what the road surface underneath you.The auto box is a nicely geared system that gets about the job asked of it without any snatchiness or fuss, but you’d be well advised to consider the manual if you’re looking at the 2.0-litre engine.We’re not big on the new ‘thumbs up’ manual shift option that’s been added to the auto and instead preferred to let the gearbox manage the shifting without input. It must be said though that the ability to manually work through the gears without taking your hands off the wheel is a sensible and safe inclusion.The 4WD system belies the Kyron’s buy in price and we were surprised with the ease with which it traversed a couple of steep and particularly gnarly gradients that some of its more esteemed competitors would struggle to conquer.Day to day driving is a RWD affair, which in itself is preferable to FWD, and you can select high and low range 4WD from inside the cabin via a dash mounted switch. On the fly switching to high range is available up to a speed of 70kph.Interior fit and finish has stepped up another notch from the previous model and is impressive and user friendly. The digital clock is a quirky little device that displays the hour above the minutes, but a minor inconvenience it must be said. The standard audio system is clear and easy to use and all switches and controls fall easily and sensibly to hand. We found the driving position to be comfortable and functional and outward view is impressive on or offroad.The Kyron’s price is competitive when placed against its direct competitors and its build quality is impressive. Importantly, the controversial styling of the previous model had been comprehensively left behind. On first impressions, we reckon it will be well received, particularly by buyers looking to stretch their dollar to the absolute maximum. Range & Prices2.0L Diesel Manual: $32,9902.0L Diesel Auto: $35,9902.7L Diesel Manual: $36,9902.7L Diesel Auto: $39,990 

If you are looking for a way to see what your 4WD is capable of, while seeing one of Australia's most spectacular 4WD locations, consider the Drive4Life Charity 4WD Adventure. Victoria's high country is one of the Australia's most beautiful locations and between April 20-25th next year; drivers will have the chance to cross this magnificent country and raise money for charity. Drive4Life is a non-profit organisation set up by a group of long-time Sydney four-wheel-drivers. The aim is to raise funds for charitable organisations that do not have a high profile and therefore have difficulty raising funds. The inaugural effort in 2006 raised $74,000 and, after missing 2007 because of the bushfires, organisers hope to reach $100,000 next year. A participant's $1000 entry fee goes directly to the Northcott Society, which has been helping people with disabilities for 75 years. Donations are tax deductible. On the adventure, vehicles travel in groups supported by experienced 4WD drivers. The tour starts and finishes at Harrietville, which is 24km east of Bright. Organisers say they have come up with an efficient way of enabling each group to experience the maximum amount of driving. Each morning, groups will take a different route from their campsite to the next. Most days, groups will head off from camp by 8.30am, with the objective of arriving at the next campsite by 4pm. Over five days, participants will cover between 450km and 550km along a series of tracks and roads joining historic Licola, Dargo, Grant/Talbotville, Wonnangatta Station, the Mt Buller area, Mt Hotham, Cobbler Lake and Harrietville. Tracks and campsites have been chosen to provide a cross-section of high country, with most tracks rated easy in the context of four-wheel-driving. Some are rated moderate but thanks to the experienced guides on hand, drivers don't need to have any off-road experience. Most medium-duty or heavy-duty 4WDs fitted with all-terrain tyres are suitable for the trip, with no special equipment or skills required. For more information on how to be part of the adventure go to Drive4Life or phone Chris Bates on 0417229973 or Mick Whitehead on 0417278105. The Drive4Life Adventure is supported by Overlander 4WD magazine.