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JULY 2011 • £2.50

JOIN THE CLUB! OVER 100 4x4 CLUBS TO CHOOSE FROM INSIDE

BUYING • SELLING • OWNING

4x4 EVENTS WHAT · WHERE · WHEN

DISCO II BUYING

SECONDHAND BARGAINS PICKING THE BEST 4x4 FOR £5K

RANGE ROVER USED L322: LEGEND OR LIABILITY? FULL BUYER’ GUIDE S

EXPERT ADVICE MINI GOES 4x4

FULL ROAD TEST CLASSIC SUZUKI

PLUS: OVERLANDING TALES AND PREPARATION HUNDREDS OF 4x4s FOR SALE FIND YOUR NEXT VEHICLE HERE

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4x4 NEWS

WHAT’S IN YOUR GREAT NEW ISSUE… 2 4x4 NEWS

44 BUYER’S QUICK-CHECK

All the latest updates – including news of the Kenyan Rhino Charge 2011 event

All you need to know at a glance when buying a Land Rover Discovery II

5 4x4 EVENTS

72 ROAD TEST: MINI COUNTRYMAN ALL4

Where to go and what to do over the next few weeks

5 4x4 DISCOVERIES

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4x4 MART | JULY 2011

JULY 2011

You can now buy a four-wheel drive Mini crossover. We find out just how good it is

OFF-ROAD ACTION IN KENYA

Contributor Chris Westwood has been out and about looking for ‘buried treasure’

7 NEW PRODUCTS A round-up of the latest in 4x4 goodies – including a Land Rover ‘Series’ buyer’s guide

8 BUYING USED: RANGE ROVER L322 You can pick up a 2002-on Range Rover for sensible money now – but is it risky?

12 THE £5000 4x4 Looking for a family-size 4x4 with a budget of £5k? We present some of our top choices

15 OVERLANDING: LONG DISTANCE DELIVERY

75 PROFILE: SUZUKI SJ The little 4x4 that became a big success in the ’80s comes under the 4x4 Mart spotlight

79 QUAD NEWS The latest news from the world of ATVs – including Honda’s new-found TV star

85 CLUB SCENE Got a 4x4? Into off-roading?

Looking for a social life? Join the club!

One group’s daring mission to Gambia – plus advice on overlanding vehicle preparation

86 YOUR SHOUT

19 4x4s FOR SALE

87 NEXT ISSUE

Our bumper ‘4x4s For Sale’ section starts here – your chance to grab a bargain

Buying a used BMW X5 – plus a test of the latest-spec Mercedes-Benz G-Class

4x4 Mart readers have their say on the Suzuki Jimny and the next-gen Discovery

THE 4x4 MART TEAM Editor Paul Guinness editor@4x4mart.co.uk Advertising Manager Claire Broadmore claire@cslpublishing.com Advertising Sales Ann Balcombe Managing Director Sue Baggaley Creative Director Richard Olsen rolsen@cslpublishing.com

Designer Flo Terentjev Studio Manager Sal Law Private Advertising Lindsey Close lindsey@cslpublishing.com Contributors Tom Phillips Chris Westwood Rod Jones Dennis Robinson

Published monthly by: CSL Publishing Ltd, Alliance House, 49 Sidney Street, Cambridge CB2 3HX Tel: 01223 460490 Fax: 01223 315960 Subscriptions: 01442 820580

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The views and opinions of the contributors of this publication are not necessarily those of the publisher.

Accordingly, the publisher disclaims any responsibility for such views and opinions.

Printed in Cambridge by Cambridge Newspapers Ltd. Distributed by Comag Specialist, Tavistock Road, West Drayton UB7 7QE. © 2011 CSL Publishing Ltd 4x4 Mart is copyright of CSL Publishing Ltd 2011 and may not be reproduced in any form without the written permission of the publisher. Every care is taken in compiling the contents, but the proprietors assume no responsibility for any effect arising therefrom. We welcome unsolicited manuscripts and photographs, but accept no responsibility for their loss, damage or total disappearance.

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The Rhino Charge – an annual off-road motorsport fundraising competition that has been held in Kenya since 1989 – took place at the beginning of June, raising a recordbreaking £540,000 for wildlife and conservation projects.

Winner of the event was the Mark Glen and Bryn Llewellyn team, achieving an impressive 42.2km more than the straight line distance of just under 30km – a superb achievement considering the steepness of the extremely rugged, rock strewn course.

Of the 65 registered entrants, 58

took part and 22 managed to complete all thirteen guard posts. Two entrants were forced to withdraw when their vehicles were held up due to severe shipping delays in Durban port.

The event lived up to all expectations for the entrants, who were flagged off from the spread of guard posts scattered through the hills of Yatya. The British High Commissioner, Rob Macaire, took part by competing for the first time with David Bromham and Michael Turner in a Toyota FJ15.

Colin Church, chairman of the Rhino Ark management committee,

praised the event’s fundraising achievement: ‘A major portion of the money raised by the Rhino Charge will go towards two new projects – fencing Mt Kenya and Mau Mt Eburu.’

He described the projects as Rhino Ark’s ‘prime forward conservation thrusts from 2011 onwards’, both of them undertaken in collaboration with local communities.

The Mt Kenya fence will be at least 400 kilometres long, encircling over 2000 square kilometres of forest.

The development will be completed within five years, subject to a regular flow of funds.

FRESH INVESTMENT FOR SAAB Saab says it has signed a Memorandum of Understanding with Jinhua Youngman, which will see the Chinese car maker invest £215 million in a Manufacturing Joint Venture (MJV) with the Swedish company.

The arrangement is expected to lead to new-generation Saabs being built and sold in China from late next year, as well as using Saab technology to create a new domestic Chinese brand. Youngman already builds its own-brand cars and makes MAN commercial vehicles under licence. This latest deal comes just weeks after Saab signed a Distribution Joint Venture (DJV) with Pang Da, one of China’s largest distributor and dealer networks.

According to Saab, the MJV ownership will be split 45/45/10 between Saab, Youngman and Pang Da. This latest move follows a month-

long stoppage at Saab’s production base in Sweden, after suppliers halted deliveries in a dispute over payment arrangements. Cashflow problems within Saab apparently led to supplies being cancelled.

Production of Saab’s recently

introduced SUV – the 9-4X (pictured) – wasn’t affected. The newcomer is built in Mexico as part of a deal with former owner General Motors. It goes on sale here in the UK – albeit with 2.8-litre petrol power only – later this year.

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4x4 MART | JULY 2011

BUYING USED: RANGE ROVER L322

LEGEND OR LIABILITY? It doesn’t seem like almost a decade since the third-generation Range Rover was launched. But it is – which means you can now buy one for less than £9000. Tom Phillips offers some essential advice

T

he new L322 Range Rover was (quite literally) a billion-pound car. That’s how much BMW – the then owner of Land Rover – invested in its development, even though the iconic 4x4 manufacturer was in the hands of Ford by the time the L322 actually hit the streets in 2002. And a crucial model it was too, replacing the P38A and taking the Range Rover brand even further upmarket.

This was Land Rover taking on the Mercedes S-Class and BMW 7-Series luxury saloons, as well as top-ofthe-range SUVs like the Mercedes M-Class and BMW X5. The latest Range Rover was big, bold and very, very luxurious. And it was a bit of a revolution for the Solihull company.

It was still a Range Rover, of course.

The clamshell bonnet, black pillars with floating roof effect, the split tailgate, the horizontal bar grille… they were all there, as was a silhouette that left you in no doubt as to the vehicle’s identity even before you saw the ‘RANGE ROVER’ lettering on the bonnet’s leading edge. However, there was something else, too: sheer size. To say the new Range Rover looked ‘commanding’ would be putting it lightly.

The interior and dashboard were equally Club Class. Two wooden vertical beams dominated the main structure, with luxury features

throughout. From the button-packed dashboard to the thick woollen carpets and five thoroughly regal seats, this was more drawing room than mere car.

The L322’s monocoque construction was a first for any Range Rover. It ensured much better refinement and handling, but what about off-road? This was where air suspension came in. The computer-controlled system allowed it to imitate a beam axle, with up to 13 inches of wheel articulation.

Wishbones front and rear gave it further sophistication.

Given the BMW link, the initial engine line-up was taken from the

7-Series, albeit with ample upgrades for off-road use. The petrol was a 4.4-litre V8, producing 282bhp and 325lb.ft of torque; a five-speed auto was standard, as was 17mpg consumption. For this very reason, the 3.0-litre straight-six was more popular from day one; it produced 174bhp and could average 25mpg, though the penalty was a 13.6-second acceleration time to 60mph, compared with 9.2 seconds for the V8.

Trim choices were simple at first, comprising SE, HSE and Vogue.

The SE came with climate control, alloys, leather, traction control, plus front and side airbags. The HSE added xenon headlights and a six-

CD autochanger, along with more luxurious trim inside and out. The Vogue included sat-nav and an electric sunroof as part of its £10k price hike over the standard SE.

REGULAR UPDATES Upgrades have been a regular thing for the Range Rover, but they took a few years to get going. The first came in 2005, but even this was hard to detect: the sat-nav switched to faster DVDs instead of CDs. You can quickly spot this on a test drive, because it also included a 4x4 drive monitor for indicating what was happening beneath.

In 2006, more significant changes were made. These latest models substituted the BMW V8 for two Jaguar V8s (not surprising, as Ford now owned both Jaguar and Land Rover), comprising 305bhp, 4.4-litre and 400bhp, 4.2-litre supercharged units. These gave up to 42 per cent more power and 29 per cent more torque than before, bringing some useful extra oomph. Land Rover also fitted a new ZF six-speed automatic gearbox to the petrol cars, while the suspension was overhauled and the Supercharged version got uprated Brembo brakes (hiding behind 20inch alloys).

These 2006 models were

distinguished by a new ‘cheese-grater’ grille, revised headlights plus a new bumper and apron. The front pillars were thinned out to improve visibility, while updated rear lights (and a reverse parking camera option) were fitted. Interior trim improvements included a mild dash redesign with new colours, a repositioned ignition key and a modified auto shifter for increased storage.

The L322’s monocoque construction was a first for any Range Rover Later on that year, a new 272bhp, 3.6-litre twin-turbo TDV8 engine finally replaced the old BMW unit.

This produced a staggering 54 per cent extra power (and 64 per cent more torque) than before, shaving a whopping four seconds off the 0-60mph time. And it also benefited from the ZF auto, which provided a 12 per cent lower first gear (good news for off-road fans) and a 28 per cent higher top.

At this stage, the Range Rover was

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4x4 MART | JULY 2011

4x4 ON A BUDGET

THE £5000 4x4

Looking for a family-friendly secondhand 4x4 costing no more than £5000?

Paul Guinness looks at a selection of contrasting models from today’s used scene

TOYOTA RAV4

NISSAN TERRANO II To describe the original Toyota RAV4 as something of a revolution wouldn’t be too far from the truth. With its monocoque construction, car-like performance and tenacious on-road grip and handling, it created a whole new class of compact SUV in the early Nineties and, not surprisingly, went on to sell in large numbers here in the UK. The second-generation RAV4 arrived in 2000 and continued where its predecessor left off, providing buyers with a modern looking 4x4 with a superb on-road driving style and a remarkably car-like performance. And if that’s what you demand with around £5000 to spend on your next 4x4, you’ll struggle to find a better choice.

The trouble with any RAV4 though, is that its off-road capabilities are best described as ‘minimal’. There’s enough ground clearance to get you over a rough track and, yes, there’s permanent four-wheel drive. But really, that’s about it. Okay, that’s not an issue to the RAV4’s large army of fans, but it does mean it’s hardly going to be top of any farmer’s shopping list.

To criticise it for that, however, is to miss the point. Nobody buys a RAV4 to go off-roading. They buy one because it’s one of the finest ontarmac drives in its class, offering eager performance, excellent handling and roadholding, a decent ride quality and impressive all-round refinement. When it comes to onroad behaviour, you’ll struggle to find better for your money.

Whether with 2.0-litre petrol or

THE FACTS MAKE & MODEL: Toyota RAV4 ‘MkII’

ENGINES: 2.0-litre 4-cyl petrol; 2.0-litre 4-cyl turbo-diesel

DRIVE: Permanent four-wheel drive

WHAT WE LIKE: One of the best compact 4x4s when it comes to on-road driving style

WHAT WE DON’T: turbo-diesel power, the ‘MkII’ RAV4 is a sound buy, and very reliable to boot. Family buyers will like the fivedoor version, but the short-wheelbase three-door has a more youthful look – and is great fun, too. Your final choice will depend upon your own requirements and family demands.

Another major advantage of the RAV4 is its impressively slow rate of depreciation, although this does mean you’ll end up with an older, higher mileage example than if you opted for a used Freelander instead. Diesel versions, in particular, are in high demand, which means our £5k budget might only stretch to an example with a hefty mileage; persevere though, and you might be lucky.

Used rivals to the RAV4 include, of course, the Land Rover Freelander, Honda CR-V, Nissan X-Trail and

It’s no off-roader – though buyers don’t seem to care about that

WHAT WE SPOTTED: 2002 (52-reg) 2.0 VX 5-dr, 96k miles, £5000; 2001 (Y-reg) 2.0 GX Auto 5-dr, 60k miles, £4995; 2002 (51-reg) 2.0 D-4D GX 5-dr, 80k miles, £4995; 2003 (03-reg) 2.0 D-4D GX 5-dr, 113k miles, £4950

Hyundai Santa Fe. But despite the excellence of some of the competition out there, it’s the Toyota that still comes top for so many buyers. It’s justifiably a very popular choice, and this is inevitably reflected in secondhand asking prices. If you’re prepared for that, it’s a great buy – just as long as your off-road antics don’t stretch beyond mounting the odd kerb or two.

As a worthy 4x4 of the old school, the Terrano II tends to appeal to those buyers who demand strength, reliability and genuine off-road ability over and above a car-like driving style. Which is a good job considering the Nissan’s dated feel.

There’s nothing wrong with the way it drives, but don’t expect swift acceleration or RAV4-like levels of handling and roadholding.

To criticise the Terrano for that though, would be foolish, as its strengths lie elsewhere. It’s a hardworking 4x4 that provides low-ratio off-road gearing when the need arises, coupled with strong and reliable turbo-diesel powerplants, great torque (224lb.ft. at only 1600rpm from the 3.0-litre) and terrific towing abilities. And for many buyers, those are still the things that matter.

It’s sad that Nissan dropped the Terrano from its UK line-up in 2007, but there are still plenty of bargainpriced used examples knocking around. Buy a decent one now – and revel in the fact that it’s one of the finest workhorses around.

THE FACTS MAKE & MODEL: Nissan Terrano II

ENGINES: 2.7-litre / 3.0-litre 4-cyl turbo-diesel

DRIVE:

Part-time 4x4 with dual-range transfer box

WHAT WE LIKE: An SUV with genuine ability in the rough, and a great tow-car

WHAT WE DON’T: Dated driving style on tarmac and mediocre performance

WHAT WE SPOTTED: 2003 (03-reg) 3.0 Di SVE 5-dr, 68k miles, £4995; 2004 (04-reg) 2.7 TDi Sport 5-dr, 69k miles, £4990; 2005 (05-reg) 2.7 TDi SE 5-dr, 67k miles, £4950; 2004 (04-reg) 3.0 Di SVE 5-dr, 77k miles, £4950

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4x4 MART | JULY 2011

ROAD TEST: MINI COUNTRYMAN COOPER SD ALL4

MINI GOES

LARGE

S The new Countryman crossover might be a controversial model among MINI fans, but it’s an impressive machine – particularly when fitted with the latest 2.0-litre turbo-diesel taken straight from the BMW 1-Series. Tom Phillips explains more

urprised to see a MINI in the pages of 4x4 Mart? Well, don’t be; nowadays, anything is possible.

Such is the diversification of the brand in recent years, MINI now offers an extensive line-up. Parent firm BMW is expanding MINI into a full range of different models, of which the Countryman is the latest on sale. And, being a five-door crossover with the option of fourwheel drive, it’s also the largest MINI there’s ever been.

The Countryman was created to take on ‘C-segment’ hatchbacks like the VW Golf and Ford Focus, as well as today’s newest compact SUVs and crossovers – including the strongselling Nissan Juke and Qashqai. And that’s why its designers focused on a modern crossover style with a tall ride height and SUV-type looks.

Happily for 4x4 fans, there’s substance beneath the Countryman’s surface, as MINI offers an electronic four-wheel drive system – called All4 – that’s available on both 1.6-litre turbo-petrol and diesel Countryman models, as well as the intriguing new derivative tested here: the Cooper SD. This newest addition to the Countryman line-up uses the largest engine ever fitted to a MINI, being a 2.0-litre turbo-diesel motor taken straight from the BMW 118d.

MINI engineers turned it round in the engine bay for the car’s regular transverse installation, but otherwise there have been few modifications.

Happily for 4x4 fans, there’s substance beneath the Countryman’s surface Producing 143bhp, the engine is packed with the technology that you would expect of a performance-brand diesel. It’s also torquey, generating 224lb.ft of pulling power between 1750 and 2700rpm. This translates into a top speed of 121mph and 0-62mph in 9.4 seconds – the latter

R O A D T E ST

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JULY 2011 | 4x4 MART

75

CLASSIC 4x4

THE ORIGINAL TRENDSETTER

Suzuki’s SJ series achieved massive success, the first compact 4x4 to attract ‘lifestyle’ buyers here in the UK. Rod Jones pays tribute to a legend

W

hen Suzuki unveiled its latest compact 4x4 back in 1982, a model designed to replace the ultra basic but successful LJ series, the company decided upon an important shift in strategy. The LJ that had introduced us to the idea of a tiny 4x4 from Suzuki was very much a working tool with a job to do; but the new SJ410 was different. Yes, it was just as useful a workhorse as the LJ80 had ever been. But it was also quicker, handled marginally better, was more sophisticated, was more comfortable and was generally more practical in day-to-day use.

The importance of all that shouldn’t be underestimated, because suddenly – for the first time ever – buyers of cheap and cheerless superminis had a genuine and interesting allwheel drive alternative waiting for them at their nearest Suzuki dealership. And that meant the SJ was destined for massive sales success, appealing to a whole new generation of trend-setting, style-conscious buyers. By the time the very last of the UK-spec SJ models – by then known simply as the Samurai – was sold in 1997, a total of 34,500 examples had found buyers here.

START OF THE SJ

The SJ was a formidable off-road machine for its size, its light weight more than compensating for its lack of power

The SJ410 didn’t initially pretend to be anything other than a cut-price off-road machine. Under the bonnet sat a 970cc version of Suzuki’s OHC four-cylinder engine, pushing out 45bhp at 5500rpm – an increase of just 4bhp over the LJ80. But with a relatively healthy torque figure of 54lb.ft. at 3000rpm, it felt like an eager and willing little car in most conditions, ideal as a nimble little runabout.

As with the LJ80, the SJ410 offered part-time four-wheel drive, selectable via a two-speed transfer box. And it didn’t take long for the newcomer to establish a reputation as a formidable off-roader, its combination of allwheel drive traction, decent ground clearance, ultra-short wheelbase and useful lack of weight all coming together to create a rough-stuff vehicle of surprising capabilities.

The suspension set-up on the new SJ410 was pretty standard, with front and rear live axles supported by leaf springs and telescopic dampers.

Likewise, the low-tech recirculating ball-and-nut steering was as basic as was possible, despite providing the little Suzuki with – for the time – an impressively sharp feel. The braking system though, was a major improvement over the LJ80’s, thanks to the use of self-adjusting rear drums combined with front disc brakes.

The SJ range was initially fairly restricted, with just the SJ410 Passenger Car and SJ410 Van available

– though the latter eventually became known as the awkwardly named SJ410VB JA. And both models did exactly what Suzuki claimed, offering impressive go-anywhere abilities in a small, cheap and likeable package.

It wasn’t long though, before arguably the most important SJ derivative arrived on the UK scene: the SJ410 soft-top. Like the ragtop LJ80 that had gone before, the newcomer appealed to open-air fans who wanted the fun of a convertible combined with the capabilities of an off-roader. Unlike the LJ though, the open-air SJ came with such ‘luxuries’ as proper steel doors instead of the previous model’s flimsy canvas affairs.

No wonder then, that the SJ soft-top was seen as more of a recreational fun car than a commercial workhorse.

MORE POWER For three years, the SJ410 continued to establish itself in Europe and the UK’s steadily expanding 4x4 market.

And, happily, the little Suzuki had this bottom end of the market more or less to itself. There was still no other company selling quite such a tiny or inexpensive 4x4 as the SJ410 in the early ’80s. And that meant a loyal following, a steady stream of customers – and a need for further development.

That’s why 1985 saw the arrival of the important new SJ413. Propelled by an all-alloy 1324cc four-cylinder powerplant, this newcomer offered a useful 63bhp (up 18bhp on the SJ410) at 6000rpm, with 73.7lb.ft. of torque also in its favour. Most examples came with five-speed transmission too, which obviously helped to make motorway cruising and non-urban journeys vastly more pleasurable.

Suzuki introduced a 1.9-litre turbo-diesel version of the Samurai, though not for the UK market All else about the SJ413 was pretty much as for the 410 – except when it came to standard equipment. Suzuki’s top-of-the-range SJ413V JX model came with such luxuries as reclining cloth-covered front seats, integral head restraints, a tachometer and a few other ‘niceties’. The SJ range was growing up fast – and the more powerful, better-equipped SJ413 was proof of that.

As was the new Santana derivative that arrived in 1987, a hugely