Not without Aussie-designed kit

For those who want to head further into the bush but operate on a tight budget, Hyundai’s Terracan is hard to beat. It is claimed to be the most affordable seven-seat, dual-range 4WD on the market. Up until now, it was offered in two well-specified models, each powered by a competent 3.5-litre V6 petrol engine.

Hyundai has made Terracan more appealing with the introduction of an advanced turbo-diesel engine. The 2.9-litre four-cylinder CRDi (Common Rail Direct Injection) diesel features double overhead camshafts and an air-to-air intercooler. It produces an impressive 120kW of power at 3,800rpm and a credible 345Nm of torque at between 1,750 and 3,000rpm.

This compares more than favourably with the petrol motor which produces 145kW and 302Nm. It competes well with the opposition and provides Terrecan with enhanced towing and off-road performance.

The other huge advantage of the diesel is its excellent fuel economy. Hyundai claims just over 10L/100km, as compared to Terracan’s petrol sibling, which drinks half as much again (around 15.5L/100km). Hyundai likes to point out that, in the Energy Wise Rally held in New Zealand last November, Terracan CRDi topped the Large/Lifestyle vehicle class with economy of 7.29L/100km in a mix of urban and rural driving.

Terracan sits on a separate ladder chassis and features torsion bars with double wishbones up front and a coil-sprung rear end. Its part-time 4WD system is easy to operate using a rotary switch mounted on the console. Changes between 2H and 4H can be made on the run and low range reduction is good, even on the auto.

When the Police Journal first featured Terracan (September 2002), it was not impressed with the vehicle’s suspension on secondary roads. Hyundai has addressed this issue with an optional Australian-designed Trek n Tow suspension kit.

Consisting of Eibach springs and Edelbrock shock absorbers, the kit was fitted to a Police Journal test vehicle, which performed impeccably. Ride quality, handling and safety are all improved, and the vehicle gains better ground clearance, increased towing capacity while suffering less body roll.

A test drive of an automatic Terracan CRDi proved that Hyundai has put together a solid product at a hard-to-beat price. Around town and on the highway it’s quiet and pleasant to drive. At 110km/h, the efficient diesel is ticking over at a leisurely 2,200rpm with stacks in reserve.

Nicely laid out, Terracan has a comfortable, spacious interior and is an effective multi-purpose vehicle.

Manual diesel prices start at $37,490 ($2,000 more than the value-priced 3.5-litre petrol) with auto transmission taking the price to $39,590. Terracan Highlander CRDi, which features a more advanced full-time 4WD system, climate control, and leather and woodgrain, costs $4,000 more.

These prices are thousands of dollars less than that of a similarly equipped Pajero or Prado. Recommend, however – particularly for towing or off-road use – is the $1,990 suspension kit.

Korean carmaker, Hyundai, has introduced yet another new model to its ever-expanding range. Tuscon is a smart-looking, compact AWD (all-wheel drive) SUV which, according to Hyundai, will appeal to young, active singles, couples or young families.

Its competitors will be Mitsubishi’s Outlander, Honda’s CRV, RAV4, Nissan’s X-Trail and Subaru’s Forester.

Tuscon complements Hyundai’s existing Santa Fe AWD and Terracan 4WD range. It’s available in two model specification levels – Tuscon and Tuscon Elite – each of which is powered by the same 2.7-litre all-alloy quad cam V6 engine that features in the slightly larger Santa Fe. In Tuscon, it produces an impressive 129kW of power at 6,000rpm and offers a respectable 241Nm of torque at 4,000rpm.

This makes Tuscon one of the most powerful in this class; and its $29,990 starting price, Hyundai likes to point out, makes it the only V6 in this class below the $30,000 price barrier.

The only transmission on offer is a smooth four-speed Selectronic adaptive automatic, with a clutchless sequential manual mode.

Tuscon features an on-demand all-wheel-drive system that generally delivers all available power to the front wheels. As road conditions and torque demand changes, the system automatically diverts up to 50 per cent of the available power to the rear wheels.

Drivers can manually lock the system into 4WD to provide a 50/50 torque split, which is handy in more difficult terrain. Also influencing its drive train are traction control and four-channel ABS with EBD (Electronic Brake force Distribution).

Outside, Tuscon features a wide body, smart profile, short front and rear overhangs and reasonable ground clearance, although the exhaust remains vulnerable.

Inside, it’s fresh, smart and airy with good visibility from all seating positions. Seats are firm but generous and provide good levels of comfort for all passengers. The spacious rear seat comes with multi-adjustable back supports.

A handy feature for quick access to smaller items is Tucson’s lift-up tailgate with its flip-up glass window.

Cargo space is generous and quickly converted into a much larger space with a flat floor by dropping one or both of the 60/40-split rear seats. The front left seat drops completely flat to carry long items such as a surfboard. Designers have included a good number of storage bins, trays and cup holders.

On the road, Tuscon’s town and highway manners are pretty good. The engine is willing, quiet and works extremely well with the flexible transmission. It’s quick off the line but can suffer torque steer if pushed hard. Once up and running, it’s a delight and offers a ride and handling which are well-sorted. It feels equally at home on secondary roads, as the suspension easily soaks up the biggest of bumps.

Like everything in this class, this is no serious off-road machine. With proper care it could be taken a multitude of places. This market is crowded, but Tuscon is keenly priced, highly specified and one of the most powerful.

On test, it averaged 13.1 litres per 100km, a little more than some of its four-cylinder opposition might use.

PATROL OVERHAULED

Nissan’s tough-as-old-boots Patrol has received a substantial facelift for 2005. In addition to interior and exterior improvements, it gets more equipment, more power on some models and a new model variant.

While some manufacturers have softened their latest 4x4s, Nissan has maintained Patrol’s legendary toughness. In fact, Patrol continues to be one of the most capable and robust 4WD wagons on the Australian market.

On the outside, nearly every panel has been revamped on all seven-seat models. Up front are a new grille, lights and bumper, with the bonnet also receiving surgery.

Patrol’s profile is enhanced with new over-fenders, integrated side steps and bigger 17-inch alloy wheels. A new bumper bar is the most noticeable change to the rear end. Nissan hasn’t messed with the roof and, much to the delight of many serious off-roaders, Patrol still has rain gutters for bolting on that old roof rack.

Inside, Patrol comes with a completely redesigned dashboard which features a new instrument cluster, shut vents and a revamped central facia.

Redesigned seats provide greater comfort and are available in new Alcantara and leather trim on selected models.

A new centre console features a higher armrest but, in spite of all the improvements, it’s still hard to find a spot to mount easily a CB or two-way radio.

A new satellite navigation system with rear-facing camera is standard fitment to top-spec Ti and available as an option on all seven-seat models. Some models feature handy flip-down tables attached to the rear of each front seat.

Patrol’s new model line-up consists of five-seat DX, seven-seat ST, ST-S, ST-L and the range topping Ti.

DX and all ST variants are powered by the popular ZD30 3.0-litre turbo diesel engine with a choice of four-speed automatic or five-speed manual transmissions. They can also be fitted with the larger TD42 4.2-litre turbo diesel mated to a five-speed manual transmission.

ST-S and ST-L can be optioned with Nissan’s powerful TB48 4.8-litre six-cylinder petrol engine with a choice of five-speed manual or five-speed automatic with manual shift mode. Top-spec Ti is only available with the big-six petrol engine and the five-speed auto transmission.

DX is available with three wheel packages, including split rims for the outback diehards. It also has new cloth trim, air conditioning, driver’s air bag, central lock and CD as standard. In addition, the popular ST features:

New ST-S features Alcantara seat trim, ABS, and rear tables, while ST-L has leather trim, rear air conditioning and power front seats. In addition, Ti features:

While the TD42 and TB48 engines remain unchanged, the 3.0-litre diesel has been tweaked to provide a modest power increase and a substantial increase in torque. However, the increased torque is only realized on manual models. Modifications to the injector pump, injector nozzles, exhaust system and reduced engine friction provide an additional 26Nm of torque and 2kW of power.

Power output is now 118kW with a healthy 380Nm of torque available with manual transmission and 354Nm with the auto. Maximum toque with each transmission is realized at 2,000rpm.

Patrol sits on a big ladder chassis and features coil-sprung live axles in the front and rear. It features a part-time two-speed transfer case with auto-locking hubs that also feature a manual positive-lock system. One can make changes between 2H and 4H on the run with the hubs automatically engaging. In difficult sand, one can manually lock the hubs using a wheel brace to prevent unwanted unlocking.

Patrol has good ground clearance, long wheel travel, excellent axle articulation and one of the best low-range reductions available. Not on offer are fancy electronic driver aids, such as traction control, swerve control or hill-decent control. But who needs them when Patrol keeps all four paws on the ground long after most others have given up.

The Police Journal test-drove a 3.0-litre diesel ST-S with automatic transmission. The sheer weight of this excellent highway cruiser provides a solid road presence. But, pushed into corners, Patrol is quite agile.

On secondary roads it soaks up the worst bumps and corrugations with ease, but it is off road where Patrol really shines. Nissan claims it will climb a 39-degree gradient and wade through 700mm of water.

Prices for the DX start at $49,540, the ST at $51,990, the ST-S at $53,990 and the ST-L at $58,240 (all 3.0-litre diesel manual). Automatic transmission adds around $3,000, while the 4.2-litre diesel adds around $7,000. The range-topping Ti costs $77,490.

The price of the ever-popular 3.0 litre ST represents very good value, especially when Nissan Australia regularly throws in a bull bar, driving lights and tow bar at no extra cost.

The baby diesel has proved powerful enough for most applications, including medium towing. It also gives excellent fuel economy, especially in light of Patrol’s size and weight.

It’s not unusual to hear of economy figures of sub-10L/100km on the highway. With Patrol’s big 125-litre tanks, the diesel has an excellent touring range.

The only disappointment is the lack of cruise control with the 3.0-litre diesel motor.