Future Models - Land Rover 2013 Range Rover Evoque

Geneva show: Range Rover Evoque goes nine-speed

Extra ratio: The chic Range Rover Evoque will be the first production vehicle with a nine-speed automatic transmission.

Developed in collaboration with German supplier ZF, the torque converter transmission will replace the previous six-ratio unit and will be available across the complete petrol and diesel range.

The first nine-speed Evoque will be on display at the Geneva motor show that kicks off March 5, before production starts later this year in preparation for the 2014 model year.

Range Rover claims the transmission improves both fuel economy and acceleration by making better use of the engine’s power and torque bands, while the taller final ratio allows for quiet and more refined freeway cruising.

Said to feature shifts so smooth and swift as to be “below the threshold of perception”, the transmission is also claimed to bring improvements to the Evoque’s already surprising off-road abilities by offering an extra-low ratio for crawling.

Jaguar Land Rover (JLR) acted as principal partner on the project, and said this week that the transmission had been developed for wider use in transverse applications.

Don't expect to see it in the larger Discovery or Range Rover flagship any time soon though, since both of those cars feature longitudinal layouts. The only other Land Rover product with a transverse layout is the Freelander, but there is no word on whether the new automatic will be fitted.

Both the Discovery and Range Rover use ZF eight-speed units which are becoming increasingly ubiquitous, so the progression to a ninth ratio comes as little surprise as car-makers explore every avenue to cut fuel use and emissions.

As reported last year, arch enemies Ford and General Motors are understood to be collaborating on nine- and ten-speed units, while South Korean giant is also working on its own in-house ten-speeder.

But with this reveal, Indian-owned, British-based Land Rover and its supplier ZF have beaten all three to the production punch. The nine-speed unit is produced in South Carolina, and will be sent to JLR's UK production line.

Unlike the old sequential-shifting six-speed unit, the new nine-speeder has a skip-shift function that quickens downshifts under deceleration. Also, the torque converter incorporates a multi-stage damper system for smoother pulling away and better refinement.

Rather than change 'character' via a switch or dial, the new transmission features an 'adaptive shifting' system that approximates various driving 'modes'. The transmission adjusts into a sporty or economical setting by detecting driver input and reacting accordingly.

According to Land Rover global brand director John Edwards, the new transmission will add a new dimension to the already well-received Evoque.

“We are extremely excited about the 9HP which has been tailored exactly to dovetail with the unique attributes of our vehicles,” he said. “It will add another layer of performance, refinement and efficiency, further enhancing Land Rover's world class abilities.”

Future Models - Land Rover 2015 Range Rover Evoque

Geneva show: Range Rover’s sportiest Evoque

Sporty spice: A 210kW turbo-petrol engine and chassis tweaks combine to make the Autobiography Dynamic the sportiest Evoque ever, but it is on the slow train to Australia with no launch until late-2015.

Long wait for new Range Rover Evoque flagship but upgraded regular range now on sale

LAND Rover has revealed a new flagship Range Rover Evoque model with a petrol engine performance boost and sportier credentials overall ahead of its debut at the Geneva motor show next month.

Potential Australian buyers will, however, have to wait until the final quarter of 2015 before it is launched here, with Land Rover Australia confirming to GoAuto this week that the so-called Autobiography Dynamic will be released to larger markets such as the UK and the US first before being rolled out to other countries.

The new model is dubbed the “most performance-focused” Evoque the British off-road brand has ever produced, with its Ford-sourced 2.0-litre turbocharged direct-injection four-cylinder engine developing 210kW of power (up 33kW) and 400Nm of torque (up 60Nm).

Acceleration and other performance benchmarks are still to be provided, but the hottest-ever Evoque is certain to improve on the current model’s 0-100km/h time of 7.6 seconds, driving through a revised version of the ZF-sourced nine-speed automatic transmission and an ‘Active Driveline’ four-wheel-drive system.

A mid-life facelift of the Evoque has just landed in Australia, bringing with it the nine-speed auto (sans the Autobiography Dynamic tweaks) as well as the new ‘Active Driveline’ on-demand system, which replaces the previous permanent 4WD set-up.

Land Rover says the Autobiography Dynamic also has specially tuned steering “for additional on-centre precision” and that the chassis has upgraded suspension geometry, firmer spring rates and recalibrated adaptive dampers designed to increase agility and turn-in response.

Upgraded 350mm-diamater front brake discs have been fitted, along with 20-inch forged alloy wheels and a ‘Torque Vectoring by Braking’ (TVB) system that is meant to help reduce understeer on both high- and low-grip surfaces.

In a first for the brand, the Autobiography Dynamic also comes with a more advanced version of Land Rover’s ‘InControl’ connectivity system that enables vehicle-optimised smartphone apps to be displayed and controlled “with their original look and feel” from the vehicle’s touchscreen.

Other cabin enhancements include unique leather upholstery, the choice of either sports or premium front seats and ‘Autobiography’ decals on the (embossed) headrests and (illuminated) tread-plates.

As well as the big wheels, the exterior comes with a range of body adornments – a new grille design and lower front valance, jewel-like headlights and tail-lights, for example – and ‘Autobiography’ ingot badging on the tailgate and front wing vents.

A new ‘phoenix orange’ premium metallic body colour also debuts on the sports model.

In addition to the nine-speed auto and revised 4WD system, the MY14 Evoque now available in Australia has a number of new driver-assist systems on offer (depending on the variant) including ‘Park Exit’ (to automatically exit parallel parking bays), ‘Perpendicular Park’ (to position the SUV centrally in parking bays), ‘Closing Vehicle Sensing’ and ‘Reverse Traffic Detection’ (to warn drivers of oncoming traffic), ‘Lane Departure Warning’, ‘Traffic Sign Recognition’ and, for off-road situations, ‘Wade Sensing’.

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Lamborghini / Murcielago / LP640 Coupe

Our opinion

We like

Bewildering acceleration, excellent handling, crowd-drawing presence

Room for improvement

Sky-high price, hard to drive in town, harsh ride, no stability control or side airbags

THERE is something that makes a Lamborghini sighting even more exciting than when you spot a Porsche, Maserati or even Ferrari.

A Lamborghini has such presence that almost everyone stops what they are doing to look at the exotic beast.

Sightings of cars like the Murcielago LP640 gliding along Australian city streets are rare, not least because it costs $700,000 on the road.

It is hard for most of us to fathom how a car could cost that much, but there is certainly nothing else like it on the planet.

There are few cars you can drive on the road that are so fast and sound so good. The thunder that erupts when the 6.5-litre V12 fires up is hard to describe.

The Lamborghini’s engine sits just inches behind the heads of the driver and passenger. It sounds great at idle, let alone when it winds up and belts out a menacing roar. The note is audible on the inside of the car, but it sounds just as good outside.

When GoAuto tested the car, we wound the windows down so we could experience the best of both worlds. There is no disputing the LP640’s aural qualities, but what about its performance? Well, this is also hard to describe in mere words.

Ease out the clutch and feed in the throttle and the Lambo’s all-wheel-drive system forces its monstrous torque through to all four wheels, allowing it to accelerate with effortless, stunning force.

We were thankful of that, because while traction control is standard, there is no stability control system to keep things on the straight and narrow if one's ambitions exceed his/her abilities. Even harder to believe at this level is the fact that side airbags are nowhere to be seen either.

But the acceleration is incredible.

The LP640 charges from 0-100km/h in an amazing 3.4 seconds. Think about it, 3.4 seconds. Yes, it’s actually not all that much slower than a Formula One car, which does the same sprint in about 2.5 seconds.

GoAuto tested the LP640 on public roads, so there was no going past 100km/h, but you can just imagine, with all that power on tap, how fast it picks up speed.

The test car was a six-speed manual and even though we were warned the transmission was a bit worse-for-wear thanks constant thrashing by journalists at the global launch of the car, it was not too bad.

We are told the optional E-Gear automatic transmission, which allows super-fast shifts operated by buttons is the way to go - that is if you can afford the extra $25,682 it costs.

Testing the Lamborghini on regular roads also meant we were unable to fully test the Lamborghini’s grip levels. Even at the mild speeds at which we rounded bends, it was clear that the LP640 had incredible levels of grip. At this price and with such wide tyres, you expect nothing else.

What we also noticed was that the LP640 is not an easy car to drive in town. It has a such a poor turning circle, not surprising given its wide wheels and AWD, that it is easy to get stuck making a turn, or even negotiating a tight roundabout. The ensuing three, four or even five-point turn can be a little embarrassing.

The ride is very harsh and passes on almost all of the bumps and cracks on the surface and something rolling over a tram track causes quite a shock. You also have to keep a constant look-out for obstacles that could be collected by the low hanging lip of the front spoiler.

The front bumper sits so low that the LP640 comes standard with a hydraulic lift kit, which raises the front suspension ride height when you press a button on the centre console.

The ride height returns to normal at about 70km/h, so you have to remember to flick it on again whenever you approach anything that may cause a problem, including things like driveways and other gutter crossings. You also have to take great care when parking or negotiating tight carparks.

Rear visibility is almost non-existent and it is also hard to judge where the edges of the front quarter panels are. The rear-view mirror is almost useless as the rear window is letterbox-narrow.

About all you can see is a reflection of heat shimmer coming from the V12 engine.

But you do get a unique view when driving the LP640. It makes the seating position of a Lotus Elise seem high. Travelling in traffic is a strange sensation. Regular sportscars like a Nissan 350Z look quite tall and four-wheel-drives look like semi-trailers.

There is no danger of being ignored though.

Our LP640 nearly caused several accidents as motorists swerved, jumped on the brakes or accelerated for a look. Passengers hung out of windows with camera phones and when we stopped, strangers came up and asked to be photographed with the car.

So if you like attention, a Lamborghini is just the right car for you.

The LP640 interior is as impressive as the exterior. Lamborghini has used a mix of carbon-fibre and hand-stitched leather to create an interior that matches the sky-high purchase price.

Carbon-fibre swathes the centre console, instrument cluster surround, door sills and even a lid that covers heater and radio controls. Sumptuous hand-stitched leather covers the roof, dashboard, doors and seats.

There aren’t any gimmicks like heated seats or chilled drink holders in the LP640 - it doesn’t need them to impress the occupants.

Don’t go looking for a ‘Start’ button that features on more and more cars to make them feel like race cars, either. The Lamborghini makes do with a good-old ignition key.

If you don’t think that’s special enough, just wait until you turn it.

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Mitsubishi / Lancer / Ralliart range

Our opinion

We like

SST dual-clutch gearbox, styling, performance, comfort, versatility, safety, grip, reputation, value, five-year warranty

Room for improvement

No steering column reach adjustability, shiny black dash trim cheapens cabin, some road noise intrusion, sedan’s vision-obstructing rear spoiler, some slight steering rack rattle, no manual availability

AUDI’S seminal 1980 Ur-Quattro started it and the Ford KE-KH Laser TX3 and Mazda BF 323 Turbo 4WD twins brought the concept to the mainstream, but we have to thank Mitsubishi for truly kicking off the definitive and practical affordable forced-induction all-wheel drive pocket-rocket package in Australia.

Some 15 crucial months before Subaru hijacked the idea with its epochal Impreza WRX (little more than a scaled-down version of its 1991 Liberty RS Turbo, it must be said in Subaru’s defence), the CC Lancer GSR Turbo 4WD stunned recession-weary small-car buyers in October 1992 by sheer virtue of its formidable performance and all-weather grip.

That Mitsubishi introduced the GSR four-door sedan at a giveaway $28,960 (almost the same price as a Toyota Camry CSi) gives you some idea of how sensational the fastest Lancer of the time really was.

A skyrocketing Japanese currency soon put paid to the Mitsubishi’s price advantage, and eventually helped kill the car when the all-new CE Lancer lobbed in during 1996, but the GSR still holds a special place for bargain-performance car lovers.

In 2008, Mitsubishi is trying to rekindle some of this love, and show upstarts like the WRX and Golf GTI (only worthy of its reputation in Australia since 2005) with the Ralliart.

Let’s start with its static virtues and vices.

The Ralliart’s even-sharkier nose and bonnet treatment lift this above bread-and-butter Lancers for sure, and the Sportback’s high-set hatch spoiler looks better in our opinion than the sedan’s rather too-ostentatious (and vision-impeding) boot-mounted item.

It’s too bad there aren’t sexier alloys either, as the VRX items are more ‘Verada’ than va-va voom.

Inside, it’s a similar story, with the CJ Lancer’s neat if slightly dull dashboard doing little to add the same sense of occasion as, say, the camp tartan trimming the interior of a Golf GTI. Shiny black plastic just doesn’t cut it on a $40K-plus car. Sorry, Mitsubishi.

But other than restricted reversing vision (spoilt on the Sportback by its thick pillars) and an occasionally rattly steering column that will tilt yet not reach, the driving position is fine, and the seats amply supportive.

They need to be, because the Ralliart lives up to its name by liking corners, on all manner of road surfaces.

Ours were mostly dry with only the occasionally damp patch and one loose track bit experienced during our 200km-odd driving session, but we came away secure in the Mitsubishi’s mighty all-wheel drive grip.

Thrown into a fast, sharp corner, and the Ralliart’s attitude centred on the neutral, keeping calm and composed despite the speed in which the turn was taken.

Body control is one of this car’s greatest assets, as is a steering set-up that is nicely weighted and quite instantaneous in its reactions. If only Mitsubishi could dial in a bit more feel from the helm.

Initial acceleration in the admittedly low-mileage test cars was more sparkling than startling (and we are willing to swear that the 35kg lighter sedan seems sprightlier than the porky Sportback), but the turbocharged 4WD Lancer is still an extremely swift and smooth cruiser anyway, easily coping with all manner of sealed roads while stealthily tracking along at quite illegal speeds, in the manner of a much larger vehicle.

Adding to this is the super-slick workings of the TC-SST dual-clutch sequential gearbox, which lives up to expectations as an ideal compromise between a conventional automatic and manual gearbox. The paddle shifters are well placed too.

Maybe it’s the almost 1600kg weight of the Sportback, blunted by the AWD system and held back by the tenacious hold of the rubber, but getting the most out of the Ralliart’s performance by flooring it constantly has obvious fuel consumption consequences.

On the other hand, we really did enjoy exploring the power and driving dynamics of this particular Lancer, and realise that 12.5 to 13.5L/100km is not too bad a figure for a car capable of 220km/h.

Certain bitumen types betrayed the Ralliart’s road-noise deadening abilities, though, but this wasn’t always the case on the rural roads we drove on. A test in more built-up urban areas is needed as well, since we found little to complain about with this car’s ride quality.

Like the low-key styling, the attributes of the fastest Lancer this side of the heroic Evolution X takes time to fully realise and appreciate.

The more we drove in it, the more apparent it became that, for the outlay, the Ralliart does offer an outstanding alternative to the WRX as well as its hot-hatch rivals.

If you loved the idea of the original Lancer GSR from all those years ago, then the reborn CJ Lancer version makes for a fitting successor.

Mitsubishi / Lancer / Evolution X sedan

Our opinion

We like

Awesome traction, stunning handling, improved safety, improved refinement, more safety gear, easier to live with, great value for money

Room for improvement

Tyre noise, expensive automatic option, plain interior, extra weight, engine could have a bit more pull, reduced boot space

IN MOTORSPORT, the first rival you have to beat is you teammate. In the case of the Lancer Evo, the first rival it must beat is the Subaru Impreza STi.

So while this is a road test of the Evo, we also took an STi along for the ride.

If you are a rally nut, taking these two precision instruments for a run along a wet and greasy twisting country road is getting about as close to automotive nirvana as you can get.

When you look at the specifications of both cars, it is hard to imagine they would feel very different on the road.

However, the cars are in fact very different and one is significantly better than the other, but we'll get to that later.

Before we get into the details of what the Evo experience entails, we should warn you that despite some improvements and new creature comforts, it is still hard to live with.

This is by no means a surprise or indeed a problem unique to the Evo as the STi is just the same.

While there are other issues such as obscured rear vision (thanks to the wing) and a poor turning circle, the real livability issues sit at each corner of the car.

Tyre roar is remarkably loud and can tend to drive you bonkers if you happen to travel long distances on coarse-chip tarmac. This is a problem shared with the STi, although it is louder on smooth surfaces and not so bad on the coarse-chip tarmac.

Then there is the Evo's suspension, which is best described as stiff. We tested the standard car, which is harsh but reasonable for a sportscar.

It is much more forgiving than the Bilstein shock and Eibach spring set-up that is standard on the range-topping MR and available as an option on the base car.

If you are thinking about going with that suspension, it might be wise to take the car over some fairly harsh bumps when you are test driving it to see if your fillings stay in and whether you can put up with the bump-and-thump ride over the course of your intended ownership period.

From our perspective, unless we were using the car for track work, we'd go for the standard suspension. But if you are prepared to put up with harsh suspension and a fairly loud tyre rumble, the Evo is incredibly rewarding.

On both the road and track, the Mitsubishi is so much better than the person driving it. Its electronic controls as well as its near perfect set-up make its driver look far better than he or she really is.

Whether it be drifting wildly around a corner on the track or rushing along a slippery road at speed but in complete control, the Evo does all the hard work for you.

Even with the standard suspension, the Mitsubishi sits very flat in the turns, with minimal bodyroll even when pressed hard though the bends.

This is not the case with the STi, which has a generally softer set-up. The Subaru pitches and rolls more in the corners, which affects its handling.

That also means it absorbs some of the larger bumps better, but the suspension tune still picks up some of the ruts and lumps on the road and transfers the shocks through to its occupants, resulting in a less comfortable ride than the Mitsubishi.

When it comes to traction, both of these cars are good, but the Evo is better.

On a moist, winding road, the Evo puts its power down with mind-bending ability. To have this level of traction in a car the public can buy (at a not insubstantial price) is truly astonishing.

The Evo's AWD system is constantly shifting its power around from wheel to wheel and axle to axle, but you can't really feel it. It seems a generation ahead of the Subaru system, which can send too much power to the front wheels.

Accelerate hard out of a bend and you can feel the STi tugging at the wheel as it tries to send too much power to the front-end. And you notice it shifting power from the front to the rear.

On the odd bend a heavy vibration comes through the steering wheel, known as rack rattle, which was not evident in the Evo.

When it comes to engine performance, however, the Evo is not perhaps as wild as you might have imagined. In fact, the Mitsubishi's boosted four feels a bit flat, especially when compared to the superior Subaru boxer engine which gives the STi a claimed half-second advantage to 100km/h.

For the record, the official 0-100km/h number for the Subaru is 5.2 seconds, while the Mitsubishi's is 5.7.

In some other markets Evo customers can choose a more potent engine option and it would be nice to have that opportunity here as the Evo is clearly good enough to handle the extra punch.

The Evo's engine is still punchy and very smooth, but it just doesn't quite match the Subaru's venom. A bit more torque to speed things up off the line would be very welcome.

And if you are expecting four-cylinder fuel consumption, you will be rather disappointed. The Evo slurped around 14 litres per 100km on the more spirited parts of the drive and a less frightening 8.5L/100km on the highway.

It has more of a drinking problem than the Subaru, which used around 1.0L/100km less during most of our drive.

The last Evo used a six-speed manual, but this time around it makes do with a five-speed. Has Mitsubishi found that five gears are better than one? No, it says the five-speeder is tougher and can handle more grunt that the six-speed.

It seems Mitsubishi didn't bother to work on a stronger manual box as it was spending more than enough of its cash on the new dual-clutch SST automatic gearbox, which is a ripper.

While the test car was a manual, time on the launch in a dual-clutch automatic version proved it is a great transmission with super-fast shifts and a competent automatic mode.

That said, it costs a whopping $5000 more than the manual. That's a lot of cash for an automatic and while Porsche and BMW charge even more for their dual-clutch automatics, $5000 is a hefty premium on a car of this price.

But you don't have to pick an SST dual-clutch automatic and by merely making it available (even if the price is a bit steep) Mitsubishi has laid a nice upper cut on Subaru's chin which has no automatic transmission available for the STi.

The Evo's interior looks better than the last one, but is still not great. It is clear most of the development money was sent to the white-coats working on the AWD system and other mechanical bits, which is just fine by us.

The interior isn't ugly, but it is plain and there is some cheap looking plastic in here that has a South Korean budget flavour. It is bit nicer in the Subaru, which does a better job with surfaces, although the swooping lines of the dashboard can be visually confronting.

The standard seats in the Evo are very supportive and look great, while its standard wheels also look very cool. In the case of the Subaru, the base car has slightly disappointing seats and the standard wheels don't look the goods.

You can pay an extra $5000 for better seats and nicer wheels, which is a bitter pill when you have already handed over $60,000. In our view, a car this price should have these features as standard.

When it comes to safety, the Evo and the STi are both greatly improved. The last versions of these cars didn't even come with electronic stability control or side airbags - now they have ESC and a suite of six airbags including curtain airbags, which is great news.

Lastly, the question of style must be covered. While this is a truly subjective area, we'll tell you what we think anyway, which is that the STi looks a heap better than the WRX - but so do a lot of other cars.

Its wider stance gives it more menace, but the wimpy rounded front-end spoils the picture. The Evo, on the other hand, looks only slightly less mean than a life member of an outlaw bikie gang.

Its crisp form and chiseled profile give it a far more muscular outline and it is easily recognisable in the rear-view mirror, which usually doesn;t happen for that long.

By now you have probably gathered the Evo is a far more precise instrument than the STi. It may be slightly slower in a straight line, but the world these rally weapons inhabit have corners, lots of them, and that is where the Evo has a clear upper hand.

The Evo is an awesome performance car that deserves to be compared to far more expensive rivals than its traditional sparring partner from Subaru.

Mitsubishi / Challenger / 5-dr wagon range

Our opinion

We like

Value, blend of on-road manners and off-road ability, good value, relatively compact medium SUV

Room for improvement

Noisy engine, auto doesn’t hold gears, second-row seat folding arrangement

By PHILIP LORD 04/12/2009

YOU have to wonder sometimes what would turn back the tide of softroader SUVs such as Territory and Kluger, and the answer is not a single thing.

This type of SUV – a jacked-up car with no real off-road ability but refined city manners – is what the bulk of the market really wants, and the sales numbers have consistently proven that for years.

That does not mean there is no market for true off-road wagons in Australia, and especially those that have the right specifications and features, along with the right sticker price. This is where Mitsubishi hopes its new medium entrant the Challenger will fit the bill perfectly.

The Challenger looks the part, in an inoffensive, conservative and derivative way. The front looks much like Triton and the rest of it looks entirely forgettable. Which is a good thing, as it is unlikely to offend anyone.

The interior has some well-thought out elements but as a whole is not any huge leap forward in cabin design or layout. The dash has major controls placed up high and well marked, and the instruments are clear.

One of the few flaws is the silver finish of the air vent surrounds, which cause a distracting reflection in the windscreen in bright sunlight.

The parking sensor cancel button and rear air-conditioning switch in a recess low on the centre stack take a while to find too.

Curiously, the fitment of satnav in the XLS means that the standard trip computer in LS is removed – and is not included in the upper-grade model’s sat-nav package.

The old school transfer lever and high-range gear selector are set-up for left-hand drive, and so the gearshift is a bit of a reach to the left, while the transfer lever can rub against the driver’s knee.

Cabin storage is adequate, although Mitsubishi wants to put us on a cupholder diet. The cupholder recesses – two in the centre console, two in the second row fold-down armrest, two in the third-row sidewall moulding and one each in the door pockets – are on the small side. The door pockets and centre bin are not tiny, but neither are they generous.

So the controls and storage are not entirely cohesive, but the Challenger is one of the better SUVs for driver vision and occupant comfort.

The side mirrors are a useful size, the pillars are not too thick and the windows are not the size of a ship’s portholes, as they seem in some vehicles these days.

The roomy cabin offers front seats with secure side support. The second-row seat is flat, but still comfortable in the outer positions. The centre position is not ideal with its firm padding but at least the centre tunnel does not impede much on leg room.

The third-row seats in the seven-seater models have a simple tumble-forward one-third split on the right-hand side, which means that to get two kids into the third row from the kerbside of the car, you have to turf out two people sitting in the second row. Which becomes more complicated when they are in child seats or booster seats, which leaves the one-third split on the traffic side of the vehicle as the only access point, unless you get the kids to clamber up from the tailgate.

Speaking of child seats, the tether points are in the ceiling near the tailgate, with one bolted in and one supplied in the glovebox. Presumably you have to fit the second bolt and buy the third bolt yourself if required.

Most wagons and hatches now have the tether points integral with the seat, which is most convenient and takes least space. The ceiling-mounted tether points will get in the way of third-row occupants or luggage if fully loaded as a five-seater.

At least the third-row seat itself is comfortable, although restricted in headroom if approaching 180cm tall. Adults could last a short-to-medium distance back there without screaming to be let out.

While the cargo area is tiny with third row seats up (as is typical of medium seven-seat SUVs), with the third row folded into the floor the Challenger has a usefully large, squared-off load space. The second row tumbles forward leaving a deep, ceiling-to-floor space in that area of the cabin but not a fully flat cargo floor, which some find more useful.

The cargo area has a 12-volt accessory socket on the sidewall and four useful tie-down points, while the underslung full-size alloy spare still makes tyre changing a chore with a load in the back, as the wind-down crank point is deep into the cargo floor area.

Fire-up the 2.5-litre diesel and you will not mistake it for anything else. It has the characteristic diesel rattle and it only becomes more obvious as you drive around at low speeds.

This is not a quiet engine, and neither is it all that smooth. At least it provides good response down low when keeping up with traffic, although like many such turbo-diesels, turbo lag can cause a few heart-stopping moments when lunging for a gap in traffic and expecting an instant response.

In the mid-range, the 2.5-litre’s torque seem a little concentrated around its 2000rpm torque peak. Although it is fairly responsive, overtaking requires some planning. The transmission kicks down on hills to maintain speed.

The engine spins at about 1900rpm at 100km/h in top gear, near peak torque.

The transmission is smooth and the ratios seem about right, but the manual mode is not terribly effective, changing up about 300rpm short of redline, at 4200rpm.

The Challenger has one of the most sophisticated 4WD systems around, although it employs an old-school clunky lever to activate it. Maybe we are getting spoilt, but the latest generation of electronically engaged 4WDs systems seem so much easier to operate.

At least the Super Select transfer case offers the most choice of any 4WD system, with two-wheel drive, full-time four-wheel drive or centre diff locked high- or low-range for slippery off-road work.

Once low-range is engaged, the driver appreciates the Challenger’s adequate ground clearance and standard rear diff lock and a bonnet that is sufficiently curtailed to make placement on tracks relatively easy.

The traction control active on front wheels is not as strong as others, and while the rear diff lock is a definite plus, in some circumstances it seems to lack the traction of a well-sorted off-road traction control system.

Rear-axle articulation is okay rather than superb, and low-range reduction gearing in the auto we drove is like many autos in that it does not have a huge amount of engine braking. In fact, the vehicle we drove did not have engine braking at all, eventually, as it would automatically shift up to second gear at 3200rpm, despite being locked in first gear in manual mode.

The Challenger is like many separate-chassis, independent front and live rear-axle designs in that it will ride, handle and corner well enough for most requirements but is not the most dynamic or smooth riding of SUVs; you need to buy a Territory for that.

The steering is quite accurate, though lacking in feel, and the Challenger adopts a lean though corners, although not as much as you would expect. The rear axle does not skip around much at all and the ride becomes surprisingly compliant at speed.

For what this is – an SUV wagon built on a ute frame – this is a reasonably well-sorted chassis.

If you’re looking for the last word in SUV innovation and design, you will find the Challenger wanting. But if a relatively nimble, smart-looking and straight forward wagon that really can go off-road, offers the promise of diesel economy and does not cost the earth is what you need, the Challenger will fit the bill admirably.

Audi / A4 / quattro range

FIRST up was the A5 2.0 TDI quattro S-tronic coupe sporting the 130kW/380Nm four cylinder diesel engine, which is also available in the five-door Sportback variant.

On the outside the elegant coupe looks are inviting and the clean uncluttered interior continues the feel of quality and prestige.

Audi’s logical and tasteful interiors are not lost on the A5. with top quality materials used throughout creating a serene but functional cabin feel.

Pure white lighting extends from cabin illumination through to dash controls and gauges and the nicely upholstered leather seats keep occupants comfortable and well supported.

But the fact that Audi’s A5 is a nicely screwed together, good looking two-door is not front page news. It’s the oily bits under the aluminium skin that we are really interested in.

Hitting the start button in an $80K German coupe (ours had a few options) and hearing a four-cylinder diesel rattle was initially a bit perplexing.

Audi have been producing smooth and inoffensive diesels for years but somehow it still doesn’t seem to fit with the sporty persona of a mid-sized two-door, however, the slightly agricultural preconceptions soon evaporated after setting off.

While 130kW might not be enough power to set the world on fire, the 380Nm of diesel torque was sufficient to set a decent clip through winding and undulating rural roads.

Having four-wheel drive grip at our disposal was useful when getting the glut of torque down on waterlogged roads, particularly when pulling away from slippery junctions.

The management of torque to each wheel felt mechanical rather than the result of an overzealous electronic program.

As with most diesels, revving to the red-line is a pointless exercise with the useful grunt low down, and having the S-tronic transmission’s eight gears at our disposal, the diesel-donk could be kept in the sweet-spot no matter what the road ahead threw at us.

The frugal four cylinder does get up to the governor smoothly and without complaint but its impressive fuel consumption of 5.3 litres per 100km would certainly suffer.

Onto the A4.

While the sedan/Avant might not have quite the aesthetic presence of the A5 coupe it does bring a dollop more practicality, the same build-quality and a more appealing price.

Sharing much of the A5’s underpinnings the A4 cabin is just as nice a place to be as the coupe’s interior.

Our $67,955 test car was the 2.0 TFSI quattro S-tronic variant and came with optional sports seats, Audi’s adjustable chassis setting ‘Drive Select’ and lustrous ‘Scuba Blue’ metallic paint.

The new A4 2.0 TFSI quattro has a few changes under the bonnet.

The 2.0-litre four-cylinder turbocharged petrol has gained a 10kW boost over the previous 2.0 TFSI engine thanks to a number of revisions including direct fuel-injection, and the result is impressive.

When combined with the eight-speed S-tronic automatic transmission and quattro four-wheel drive, the A4 is capable of demolishing B-roads in all conditions with surprising and satisfying efficiency.

With a light engine up-front, the front-to-rear balance is good, allowing the A4 quattro to be pushed harder in to corners without a sense of impending understeer.

Instructions form the steering wheel gear-shift paddles translate to cog-swaps with little noticeable delay, but the vocal engine note made us want to hang on to gears right up to the limiter.

With such abundant, accessible lag-free power we wouldn’t be surprised if this is the same engine found under the bonnet of the Audi S3 and recently arrived Golf GTI.

The A4 2.0 TFSI quattro is a good balance of practicality, fun and euro individuality and will take a fierce fight to BMW’s 3-series and the C-Class from Mercedes.

Finally, the Q3.

A 2.0-litre diesel version of Audi’s best selling model has been available since it launched last year, but if customers wanted an automatic they would have to lump for a CVT.

Now though, the Q3 2.0 TDI quattro has gained a more aggressive seven-speed double-clutch S-tronic transmission.

The new transmission manages the four-cylinder’s modest output of 103kW/320Nm noticeably better than the superseded CVT, and its response to throttle changes is a big improvement.

The Q3 remains a sharper tool than the average small crossover. There is a hint of bodyroll but sharper turn-in than most, light but direct steering – albeit with occasional rack rattle – and a well-sorted ride compromise.

Freeway motoring was an entirely different affair and the Q3 took long, straight roads in its stride returning a quiet relaxing ride.

But let’s not forget this is an SUV, and a little extra air under our feet gave the Q3 a distinct advantage over the low-riding quattros when the bitumen ran out.

On unsealed winding roads the Q3 really came in to its own allowing progress to continue at on-road speeds thanks to confidence inspiring traction and generous suspension travel.

Even a soaking-wet grassy paddock couldn’t phase the oil-burning Q3 and even on a very low friction surface with road-tyres the quattro system afforded ample grip to negotiate a tricky auto-khana circuit.

At the limit of adhesion the Q3 would respond with slight understeer, but a solid prod of the throttle would bring the back-end around in a predictable manner, dispelling the myth that all four-wheel drives plough-on at the limit.

Verdict

BMW’s X-Drive technology and Mercedes’ 4Matic system may not have the heritage to compete with the original quattro brand, but the technology is certainly comparable.

However, until its two biggest rivals start introducing more all-wheel drive sedan models to the Australian market, Audi has a valid unique selling point here.

The introduction of more affordable and accomplished quattro options such as the ones we tested will only help its cause provided consumers respond accordingly.

The quattro system has undergone a significant revision and development in its 33 year life but even the most modern applications honour the original with an honest, uncomplicated and mechanical feel that translates in to real-world practicality.

Driving the latest additions to the quattro line-up gave the impression that the engine was linked to the wheels with drive-shafts and clutches - not wires and silicon-chips and that in itself is commendable.

When applied to smaller engines, the quattro system loses none of its purpose, providing the same sure-footed all-weather and all-surface confidence found in the larger engined stablemates.

We are all-four it.