Nissan Patrol 2010 Review

The all-new 2010 Nissan Patrol was launched on February 13th, at a VIP event in Abu Dhabi. While we didn’t go, information is already trickling down on the net about the redesigned Patrol.

The 2010 Nissan Patrol is powered by a 400 hp 5.6-litre V8 with 560 Nm, with features such as “VVEL” variable-valve timing and “DIG” direct injection, and mated to a 7-speed automatic. A variable 4×4 Mode package allows switching between four drive modes: sand, on-road, rock and snow, with the flick of a switch. And a “Hydraulic Body Motion Control” system is available, seemingly a fancy term for four-wheel independent air suspension. Also available are an electronic locking rear differential, hill start and hill descent control, as well as lane-departure warning, automatic braking and stability control.

While there is no written mention of a lower engine option anywhere, one presentation even spoke of a base 317 hp 5.6-litre V8 with 521 Nm of torque, a possible carryover engine from the outgoing Armada. We also found out that there are two minor exterior variants, with the lower models getting a simpler offroad-friendly front bumper and the top model getting a fancier-moulded “city” front bumper.

The 2010 Patrol is can be outfitted as a full luxury SUV, with climate-controlled leather seats, Arabic-supported HDD navigation, wide WVGA 8-inch touchscreen, multi-screen DVD entertainment system, 9.3GB Music Box hard drive, Bluetooth, power rear liftgate, keyless start, adaptive cruise control, around-view cameras, and a centre console cool-box that can be opened from both 1st & 2nd-row seats. A Nissan first is the Off-road Monitor that provides real-time information such as tyre conditions involving steer angle, slip and pressure.

After more than a decade with minimal changes, the Nissan Patrol has been redesigned from the ground up, aiming to regain some of the market-share lost to its rivals. The all-new Patrol can be optioned up with enough features to classify it as a full-fledged luxury vehicle, with some class-leading features and new technology. Engine options include a base 5.6-litre V8 with 5-speed automatic carried over from the outgoing Armada, known as the Patrol SE, as well as a brand-new 5.6-litre V8 with more power, direct injection and a 7-speed automatic, known as the Patrol LE. Depending on trim level, the 7-seater Patrol can be had with standard or optional features such as all-wheel-drive with low-range gearing, hydraulic independent air suspension, computerised terrain response system, climate-controlled leather seats, Arabic-supported HDD navigation, wide WVGA 8-inch touchscreen, multi-screen DVD entertainment system, 9.3GB Music Box hard drive, Bluetooth, power rear liftgate, keyless start, adaptive cruise control, 20-inch alloy wheels, power-folding 3rd-row seat, around-view cameras, and a centre console cool-box that can be opened from both 1st & 2nd-row seats. Also available is an Off-road Monitor that provides real-time information such as tyre conditions involving steer angle, slip and pressure, as well as hill start, hill descent, and an electronically-locking rear difference.

 Most models get a regular offroad-ready front bumper, while the top trims get a slightly-lower 'city' bumper. Safety features include two front airbags and numerous side-curtain airbags, stability control and ABS, as well as optional lane-departure warning, tyre-pressure monitor and auto-braking systems. The previous version of the Patrol continued to be on sale alongside this new model during 2010, as a basic offroader. However, the new model is so popular that buyers put down hefty deposits before performance specs were even released

VW claim the quinella at 2010 WCOTY

The minuscule Volkswagen Polo has taken out the biggest prize at the 2010 World Car of the Year awards in New York, a following in the tyre tracks of its larger sibling, the Golf VI.

The minuscule Volkswagen Polo has taken out the biggest prize at the 2010 World Car of the Year awards in New York, a following in the tyre tracks of its larger sibling, the Golf VI.

Fifty-nine judges from all areas of the world, including this writer from Australia, have pored over their computer screens for the past few months, whittling down a preliminary selection list of 30 cars down to one World Car, one Green Car, one World Performance Car and one World Car Design of the Year.

The Polo won out over strong competition from the Mercedes-Benz E-Class and the Toyota Prius.

And Toyota won’t be impressed at the Germans gazumping them in its key category, with the BlueMotion VWs also taking out the Green Car segment. Unfortunately for Toyota, the finalists were whittled down during the height of the Prius braking/steering/crashing scandal…

Performance Car of the Year went to the drool-worthy Audi R8 V10, which we Aussies are yet to see in the metal… From 16 entries, the R8 whipped the Ferrari California and the Porsche 911 GT3 (actually, it must have been a close finish with the Porsche).

And the Chevrolet Camaro, which claims some home-grown input, claimed Design of the Year over the Citroen C3 Picasso and the Kia Soul, and gave GM some good news for a change.

Volkswagen Touareg 2011

Volkswagen Touareg is faster, lighter and better built than its predecessor, as well as massively well equipped.There's a huge amount of technology built into this new Touareg, which is bristling with cameras, sensors and proximity detectors. Volkswagen unveiled its heavily upgraded 2011 Touareg today at the Geneva Motor Show. Thoroughly re-engineered inside and out, the next Touareg is truly a new vehicle. The outgoing VW Touareg was often referred to as a hulking brute because of its sheer size and (some would say) excessive weight. Coupled with the outgoing model’s available V10 TDI, the Touareg was everything a hulking brute of an SUV could be.

Lighter, more aerodynamic and more fuel efficient

For 2011, VW had a different vision for the off-road capable SUV – VW envisioned a more modern vehicle that made use of lighter weight, more aerodynamic and fuel efficient design. To achieve this, VW shaved 208 kilograms off of the base version, while increasing torsional rigidity by 5 percent – maintaining its spot as a class leader. To achieve the fuel economy numbers customers are demanding, VW put them gave special attention to the Cd value of the vehicle, and reduced its aerodynamic drag. VW also lowered the stance slightly, which also improves fuel economy and road handling. The final step was to make an eight-speed automatic transmission standard with all engines – a market segment first.

The base engine for the new Touareg will be a 3.0-liter V6 turbodiesel resulting in 238 horsepower and 405 lb-ft of torque. Thanks to the new eight-speed automatic transmission, VW says this will achieve a very respectable 38.1 mpg on the European cycle (Imperial gallons).

Next in line is a 4.2-liter V8 TDi with a healthy 337 hp and a whopping 590 lb-ft. of torque – still achieving 31 mpg on the combined cycle. This engine replaces the now discontinued V10 that previously was the range-topping engine. Although no V10, this V8 is no slouch either – reporting a zero-to-62 sprint in just six seconds flat, and capable of 155 mph computer-governed top speed. VW is also premiering a new, more efficient gasoline V6. Producing 276 horsepower, the TSI V6 is capable of averaging about 23 mpg in the European combined cycle, according to the automaker.

VW will also be offering a hybrid offering that makes use of a supercharged 3.3-liter V6 that produces 329 hp, mated to a 46 hp electric motor. Peak output is 375 hp and 428 lb-ft of torque, with zero-to-62 in just 6.5 seconds while still offering 34.4 mpg. VW says this SUV will be capable of accelerating to 30 mph without any gasoline in pure EV mode. North American-specification motors haven’t been announced, but we’re pretty confident that the V6 TDI and a pair of V6 and V8 gasoline engines will be on offer and, eventually, the hybrid.

2010 GMC Terrain SLT Review

 After the Equinox and Terrain were retired from their first term of duty, the decision was made to target the top of the highly-competitive compact crossover market with the replacements. By benchmarking the segment’s best, GM engineers are confident their efforts will give machinery like the Honda CR-V and Toyota RAV-4 a run for their money.

A compact crossover from GMC 2010 sees the Pontiac Torrent axed-- but a new model from GMC has taken its place. It's called the Terrain, and to say that GM has stepped it up a notch is an understatement. GM says that the bar is set high here and that the Terrain and Equinox are out for blood. 

The goals of GMC’s first small crossover were numerous-- and included offering top-notch value, quality, economy and quietness. Terrain has a to-do list a half-mile long, and it’s built to excel at all tasks on it. Talk about ambitious.
Stand-out style
The Terrain SLT tester ticked most of the boxes as a proper upscale crossover. Styling nods to the sophisticated ruggedness found on other GMC models, complete with chrome, complicated sculpting and numerous interlaced accents. You may be asked, somewhat frequently, if your new GMC Terrain is the new GMC Envoy.

A high-style, high-utility interior
The premium treatment carries on inside. Contrasting colours and textures liven things up, and gorgeous red lighting sets the mood after dark. Most will appreciate the contrasting colours, exposed stitching, fresh trim materials and overall upscale atmosphere throughout.
Passengers visiting the tester for the first time made impressed-sounding noises and used words like ‘wow’ and ‘nice’ after an initial look around within. When it comes to exciting looks in the cockpit department, few of Terrain's competitors even come close.
Large storage compartments abound, and the driver has no less than 4 cubbies, 2 cupholders and an arm-swallowing centre console at his disposal at all times. In back, a motorized tailgate opens onto a fairly generous cargo hold that’s surrounded by folding seats, storage bins and a power outlet.

Exploring new Terrain

No issues presented themselves with entry, exit or spaciousness. Visibility is decent all around, and the tester got a backup camera with warning beepers-- though most drivers shouldn’t need them. 

Complaints of the interior were mainly minor. Central controls are complicated and busy, and some practice is required before their use becomes second nature. Reaching the touch-screen may require some drivers to lean out of their seat, too. Finally, the red accent lighting can't be fully disabled by those who find it yucky-looking.

Albeit a few squeaks in extreme cold, the cabin felt solid and well put together, even if it did miss an opportunity to step ahead in terms of materials selection. Though soft vinyl inserts lend a high-end touch to the console and arm-rests, the dash and doors are mainly covered in the rigid plastic that's become so common in this price range.

Firm, smooth, quiet

The Terrain rides solidly and with a touch of springy sportiness while keeping offending wind and road nicely outside of the vehicle until higher speeds. Notably, both rear-seat noise and tire-roar through the cargo floor are dialed down to lower levels than one will find in key competitors. If this writer’s ears were working properly, even the BMW X5 let in more wind noise at higher speeds.

Ultimately, shoppers on a test-drive should find the Terrain offers car-like handling and stability, paired with an overall nimble and eager driving character.

2.4L, VVT, DI

The test Terrain was powered by GM’s new 2.4 litre direct-injected four-cylinder engine with 182 horsepower. Promising great power and mileage, the engine was bolted to a six-speed automatic with a driver-selectable gas-saving ‘eco’ mode. Front wheel-drive was fitted, though AWD is available. So is a V6.

The little engine gets things moving nicely, likes to rev, and generally has a warm and pleasant sound when pushed. It’ll haul the Terrain along nicely from low RPM’s, and passes confidently as required. It’s no neck-snapper in the performance department, but it moves nicely as four-cylinder crossovers go.

On my watch, mileage failed to impress as the tester averaged real-world consumption of around 12.3L /100km. Given the cold weather test conditions and low mileage on the odometer, owners can expect that figure to drop. 
A must-drive
After a week of driving, I was left with only minor complaints-- and the sense that the Terrain should impress most shoppers with its upscale styling, advanced drivetrain and quiet, car-like ride. 
If you’re in the shopping process for a new small crossover, the Terrain is a must-drive. Pricing starts under $27,500.

Toyota Prado 2010 Review

Paul Gover road tests and reviews the new Toyota Prado at its Australian launch

The middle child of the Toyota SUV family is new again.  The Prado has had a complete workover in almost every area, from the chassis and body up through the V6 petrol engine and the camera protection systems.

It's now more luxurious than ever for suburban work and tougher and more flexible for off-road use. As you would expect with a seven-year gap between model changes.

Toyota Australia claims everything from improved fuel economy to better value and improved refinement, but it all comes at a cost.  The new Prado has put on at least 150 kilograms from the previous model and the starting price is up by more than $4000 to $55,990. In fact, only two of 14 Prado models now hit below the Luxury Car Tax threshold and the top-line seven-seater Kakadu turbodiesel auto costs a whopping $88,990.  But more than 1500 people have placed orders and Toyota is expecting to have trouble satisfying early demand. 

The fourth-generation Prado is longer, wider but lower than its predecessor and, for the first time, there is a three-door model. But it's not a stripped-out bush-basher, coming with the seven airbags, ESP stability control, airconditioning, cruise control, smart-start system, alloy wheels, USB input and Bluetooth, and power steering that is standard on all models.

"We wanted comfort and peace of mind, anytime and anywhere," says Prado's chief engineer, Makoto Arimoto, speaking at the Australian press preview in Orange over the weekend.  The range runs from the basic GX through GXL and VX to Kakadu, which even gets a standard sunroof and leather trim.

The Prado is available as either a five or seven-seater and Toyota has tweaked the cabin with a sliding second-row seat in the five-door models. There is also an electrically-operated third-row system in the luxury cars.

Like every new model from Toyota there are hundreds of changes and updates in the suspension and engines and electronics and entertainment systems, and it's all important stuff.   But the styling is . . . questionable. The basic body is basically bland and the final finishing, particularly the grille, is overpowering.  So it's a good thing that around 50 per cent of Prado buyers add a bullbar.

Driving

The new Prado is everything you expect, and more. It is just plain phenomenal in the bush, where the latest range of driver aids - but particularly the 'Crawl' system and driver-selectable multi-terrain package - mean it can practically drive itself. You only have to steer as it walks up and down the toughest terrain.  There are also cameras to check obstacles anywhere around the Prado, provided you pay enough to get the right package, and the transmission has the low-range setting and differential locks you need for serious stuff.

Pay enough and you can also have height-adjustable suspension, an extra diff lock and the multi-terrain deal which means you choose the sort of conditions - from sand through to rocks - and let the electronic brains decide the best settings for fuss-free travel.  Get back on the bitumen and the suspension feels more plush, there is more 'stuff' to enjoy, and the cabin is a little more roomy and significantly more practical.

The latest V6 has definitely got more go that you can feel for more of the time, even if less than 20 per cent of Prado buyers go for petrol power. But the turbodiesel does not cope as well with the extra weight in the new car and overtaking performance is fairly ordinary, with relatively leisurely acceleration from standstill.

So the biggest question on the new Prado is the price. More than $55,000 for a starter car is a lot of cash for any SUV buyer, and the top-end stickers are right in the luxury car class. It's a good thing, but is it that good?

Toyota Prado

Price: From $55,990
ANCAP safety score: Not tested
Safety equipment: seven airbags, ESP, traction control, anti-skid brakes with brakeforce distribution Fuel economy: from 8.3L/100km
Emissions: Not available
Body: 3-door wagon, 5-door wagon
Seats: five, seven
Engines: 3.9-litre V6, 3-litre four-cylinder turbodiesel
Power: 202kW/5600revs, 127kW/3400revs
Torque: 391Nm/4400 revs, 410Nm/1600-2800 revs
Transmission: Six-speed manual, five-speed automatic, constant switchable all-wheel drive