4x4 Mart June Preview

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JUNE 2011 • £2.50

OUT AND ABOUT HERITAGE LAND ROVER SHOW REPORT INSIDE

BUYING • SELLING • OWNING

4x4 EVENTS WHAT · WHERE · WHEN

TOWING ADVICE

LAND ROVER SI-III BRITISH LEGEND UNCOVERED

NISSAN NAVARA FULL ’S BUYERDE GUI

GETTING STARTED GRAND VITARA

LATEST ON TEST OVERLANDING

IS THIS TODAY’S TOP CHOICE FOR PICK-UP FANS? 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 the latest head-turning Range Rover from Project Kahn

All you need to know at a glance when buying a ‘Series’ Land Rover

5 4x4 EVENTS

72 ROAD TEST: SUZUKI GRAND VITARA

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

5 FROM THE TRADE

It’s been refreshed for 2011 – but can Suzuki’s old soldier still compete?

Adam Weaver offers us his views of the 4x4 scene from his trader’s perspective

7 LAND ROVER SHOWTIME! A quick look at what went on at the recent Heritage Land Rover Show.

8 BUYING USED: NISSAN NAVARA Is one of the biggest double-cab pick-ups in its class such a sensible buy secondhand?

75 TOWING: ESSENTIAL ADVICE Looking to tow for the first time this summer? Don’t miss our top tips and useful info

78 QUAD NEWS

13 OVERLANDING: TOP VEHICLE CHOICES

The latest news from the world of ATVs – including quad club updates

Tempted to go overlanding?

We offer advice on the ideal vehicle for your expedition

85 CLUB LIST

17 NEW PRODUCTS

86 YOUR SHOUT

A round-up of the latest goodies to hit the market – including a Hilux tonneau cover

19 4x4s FOR SALE Our bumper ‘4x4s For Sale’ section starts here – your chance to grab a bargain

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4x4 MART | JUNE 2011

JUNE 2011

Got a 4x4? Into off-roading? Looking for a social life? Join the club!

4x4 Mart readers have their say on diesel 4x4s, Suzuki Jimnys and the Infiniti FX

87 NEXT ISSUE

PROJECT KAHN’S £90K RANGE ROVER It’s fair to say that the modified Range Rovers marketed by Project Kahn over the last few years haven’t exactly met with universal approval, with traditional fans of Solihull’s finest criticising the company’s ‘bling’ approach. Undeterred though, Kahn is fighting back with this: the new Range Rover RS600 5.0 Supercharged Cosworth.

Priced from £89,875, this ultimate in Kahn-modified Range Rovers is described as a ‘road-going piece of art’, featuring a bespoke RS front bumper spoiler, RS side skirts, RS rear bumper, a quad exhaust system, special rear lamps, RS door entry sill plates, matt black door handles and side vents, plus a body-coloured bonnet vent. Inside, meanwhile, the Kahn RS600 can be specified with just about any bespoke finish that the customer demands.

Kahn is even claiming substantial improvements in the Range Rover’s performance and handling, thanks to the ‘huge reduction in radial inertia

and unsprung weight offered by the 22-inch RS-X wheels’ fitted to every RS600. For further details of this and other Kahn creations, check out the website at www.kahndesign.com.

Buying a used Range Rover – plus a test of the controversial Mini Countryman All4

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 Adam Weaver Rod Jones

Published every four weeks 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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MAZDA CONFIRMS NEW CX-5 Mazda has announced that its allnew compact crossover – scheduled for launch in the UK in 2012 – will be badged the CX-5, giving an obvious link to the larger CX-7 crossover.

It is expected that the CX-7 will be discontinued at around the time of the CX-5’s launch, despite the difference in size between the two models.

Derived from the Mazda MINAGI concept car that made its debut at the Geneva Motor Show earlier this year, the CX-5 will be the Japanese maker’s smallest 4x4 to date – and will join the rapidly expanding compact-SUV sector, going up against such rivals as the Kia Sportage, Land Rover Freelander 2 and Ford Kuga.

Although Mazda has yet to announce any details of the CX5’s specification, it is expected to feature an entirely new engine range and will be based on a brand new platform. The production version will make its motor show debut at Frankfurt this September, prior to going on sale throughout Europe next year.

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4x4 MART | JUNE 2011

BUYING USED: NISSAN NAVARA

KING OF THE DOUBLE-CABS?

BUYING US

ED

Nissan’s 2005 Navara shook up the double-cab sector at its launch – and today is available at bargain prices. But as Tom Phillips reports, there are potential problems lurking if you don’t buy carefully

T

he D25-series Nissan Navara caused a stir in the double-cab pick-up market when launched in 2005 – a time when sales of such vehicles were booming, thanks to favourable tax breaks and the ability for businesses and the self-employed to reclaim the VAT cost. Double-cabs were increasingly seen as cut-price alternatives to large SUVs – and the Navara became the biggest and boldest of them all.

Built in Nissan’s Spanish factory, the Navara was the pick-up sibling to the new Nissan Pathfinder, and – aside from the regular single-cab pick-up – came in King Cab and Double Cab versions. It’s the latter that we’re looking at here, as this was to be by far the bestseller.

Nissan’s clever idea with the Navara was to adopt a two-pronged approach: design both a double-cab and an SUV sharing the same platform, so the latter could be more practical and familyfriendly, while the former could benefit from dozens of car-like refinements not found in most commercial rivals. It was an ingenious approach that ensured interest in the Navara was high from the off.

At launch in August 2005, the biggest initial draw was the square-cut styling – chunky and Tonka-like, with bold detailing such as a flash chrome front end and rounded wheel arches for a more upmarket appearance.

Nissan’s Barcelona plant assembled the Navara to a high standard (though build quality arguably wasn’t up to Japanese factory standards). And the newcomer benefited from generous equipment levels – plus the availability of such ‘executive’ options as heated leather seats and sat-nav. By pick-up standards, the Navara certainly had plenty of showroom appeal.

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JUNE 2011 | 4x4 MART

13

OVERLANDING

OVERLANDING: THE TOP 4x4 CHOICES E

mbarking upon an overlanding trip for the first time is an exciting business. There’s all the forwardplanning to think about, including the routes you’re likely to be taking and the kind of equipment you’re likely to need on board. But before you get to that stage, there’s one burning question to answer: which vehicle is the best choice for your trip?

You could argue that it depends on the route you’re taking and the kind of terrain you’re likely to encounter.

In reality though, whether you’re exploring Asia, Africa, South America or even the more remote parts of Europe, your overlanding priorities are the same: you need a vehicle that’s tough, capable, spacious, reliable and

– perhaps most crucial of all – simple to work on if you encounter problems miles from anywhere.

It’s important to remember that your priorities are dramatically different when buying a vehicle suitable for overlanding rather than an everyday 4x4. For seasoned overlanders, simplicity is the key to success – which means complex electronicallycontrolled four-wheel drive systems are generally avoided. The key is to have a conventional manually-selected set-up with a dual-range transfer box and locking diff. There’s less to go wrong – but if it should, there’s more likelihood of finding a local mechanic or workshop capable of getting you moving again.

BASIC IS BEST Most overlanders have a sensible level of mechanical knowledge themselves – essential for dealing with any minor hassles you encounter en route.

Carrying a basic supply of spares is as essential as knowing how to change a wheel or fix a broken exhaust. But for those occasions when you need to rely on outside help, there’s never a better time to be thankful you chose a 4x4 with simplicity in its favour.

That’s why most overlanders use offroad vehicles produced by the likes of Land Rover, Toyota and Nissan – and even then, only the least complicated (and therefore most durable) versions.

As Chris Scott says in his invaluable

new book The Overlanders’ Handbook, the best advice for newcomers is to look at what experienced overlanders choose to drive: ‘They want what’s already been proved to work, what overlanders actually use. These include the sorts of vehicles chosen by the military, NGOs and aid agencies, as well as commercial operators, for all of whom function and dependability are paramount.’

Chris continues: ‘There’s security in conformity because most overlanders dread the idea of being stranded in the vehicle that has become their home – it’s all you have.’

When it comes to the overall design of your chosen 4x4, there are also some basic rules worth adhering to. Longwheelbase, for example, is usually a

Like the idea of going overlanding but haven’t yet decided on the ideal vehicle for your expeditions? Rod Jones takes a look at some of the most popular choices better choice than short-wheelbase.

Admittedly, a Defender 90 will be more capable in extreme off-road conditions than a Defender 110, because of its extra agility and less chance of getting ‘grounded’. But we’re talking about serious overlanding on this occasion, rather than a day of fun off-roading – and the extra stability, space and versatility of a long-wheelbase will pay dividends. Don’t under-estimate the need for every extra square inch of storage space that’s at your disposal.

It might be tempting to consider a single- or double-cab pick-up for your overlanding expedition, given the basic specification and decent off-road ability of models like the Toyota Hilux and Isuzu Rodeo. But we wouldn’t

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JUNE 2011 | 4x4 MART

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TOWING & CARAVANS

CARAVAN OF LOVE? Thinking of investing in a caravan for the first time, hoping to enjoy endless summers of go-where-youplease family holidays? Paul Guinness offers some sensible advice for those who’ve yet to take the plunge

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nybody experienced in towing caravans (or trailers, boats or horseboxes) will have witnessed a major shift in buying habits in recent times, with 4x4s being more popular than ever among the towing fraternity.

And that’s understandable – because no matter how powerful a ‘normal’ car might be, towing a heavy caravan will inevitably put a strain on the tow car’s suspension, steering and braking systems. And if its power output is only just adequate for the task in hand, it’ll do long-term damage to the engine and transmission, too.

This change in buying habits really got under way in the 1980s when a selection of family-friendly, full-size 4x4s hit the market and provided

the ideal solution for drivers with towing tasks to consider. The original Mitsubishi Shogun/Pajero and Isuzu Trooper arguably paved the way in the UK, joined at the end of the Eighties by the legendary Land Rover Discovery.

What buyers now had were decently large 4x4s that were not only powerful enough to be used every day and big enough to house the entire family, but also able to tow heavy loads with far less effort than a conventional car. And that’s why you’ll still see elderly Shoguns, Pajeros, Discoverys, Troopers, Terranos and the like giving superb service as towing vehicles and useful holdalls. Whatever the age of your hard-working 4x4, you should find it well up to the job.

ALL TORQUE The benefit of a larger-engined vehicle with tougher suspension and more inbuilt ruggedness than a conventional car seems pretty obvious when it comes to towing a heavy load. But why is allwheel drive deemed essential? Well, if caravan holidays were always hot and dry, there’d be no real need for fourwheel traction. But as anybody who has been caravanning will confirm, the usefulness of all-wheel drive when trying to drag your home-from-home through a muddy caravan site can be priceless.

It’s not just the four-wheel drive aspect of most 4x4s that makes them such great towing vehicles, though.

There’s also – in the case of the majority of turbo-diesel versions – the impressive levels of torque on offer. Or, in simple terms, the amount of useable ‘pulling power’ that’s produced.

Diesel engines in general tend to produce higher torque outputs than their petrol equivalents – or at the very

least, are able to provide similar torque figures from significantly smaller (and, by definition, more economical) powerplants. Early Land Rover Discovery V8s, for example, offered 192lb.ft. of torque from their 3528cc petrol engines, while the Tdi version managed 195lb.ft. from just a 2495cc four-cylinder unit. Just as important was that the V8’s maximum torque was developed at 2800rpm compared with a mere 1800rpm with the Tdi. And the lower down the rev range that maximum torque is developed, the more useful it is when off-roading or even when hauling a caravan around a muddy field.

When it comes to towing, there’s an argument that low-down torque is far more important than sheer brake horsepower. Lots of torque when you’re dragging a large caravan along the road makes for a more effortless driving experience, fewer gear changes, less strain on the engine and fewer problems when encountering steep hills or steady motorway inclines.

TOWING WEIGHTS Just as high torque levels help to reduce engine strain and driver frustrations though, towing a trailer or caravan that’s well within the maximum allowed for your vehicle will help to keep your 4x4 in good shape. What’s the point of buying a car whose maximum towing weight only just exceeds the weight of your trailer or caravan, when you can spend the same money on a far more useful 4x4 that will do it with ease?

A word of warning before you buy any 4x4 likely to be used for towing a caravan, however: the issue of maximum towing weights isn’t simply a case of quoting what’s claimed by the manufacturer. In the UK in particular, the law is a little more complicated than that – and it falls on you, the driver, to make sure your vehicle and trailer/caravan combination is legal and acceptable.

First of all, you’ll need to know your caravan’s Maximum Technically

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4x4 MART | JUNE 2011

ROAD TEST: GRAND VITARA 1.9 DDiS SZ5

SUZUKI’S DIESEL MAKEOVER

R O A D T E ST

Suzuki was late to the party with a diesel Grand Vitara, and even then used a Renault-supplied engine.

Now though, this 1.9-litre unit has been revised as part of a series of Suzuki updates. Tom Phillips finds out what’s changed

S

ince its launch in 2005, Suzuki’s Grand Vitara has been progressively honed, the first big revision coming three years after its launch when a 2.4-litre petrol engine was introduced. A more affordable 1.6-litre three-door model was added in July 2009, while the 1.9 DDiS fivedoor came a few months later. More tellingly, the old 2.0-litre was dropped, leaving Suzuki with a clear choice for its customers: premium 2.4-litre and budget 1.6-litre petrol engines, plus a 1.9-litre diesel all-rounder.

More honing came late last year, when detail changes were applied throughout the line-up, along with one major one: the rear door-mounted spare wheel (traditionally a Grand Vitara identifier) was removed. Not only did this take 200mm off the vehicle’s overall length, it also made it easier to park thanks to improved rearward visibility.

Aesthetically too, the removal of the spare wheel transforms the Grand Vitara. It’s surprising how much more modern the GV now looks: the rear end metalwork hasn’t changed, but now it’s more exposed and appears sleeker and more contemporary looking. There are former-model Jeep Grand Cherokee overtones, particularly around the lights, but looking like a well-liked premium model is no bad thing in this sector.

The 2010 changes also saw a restyled front grille and bumper (which added back 30mm to the overall length), as well as Mercedes-style door mirrors with integrated indicator repeaters and new alloy wheel designs (we particularly like the 18-inch rims on the top-of-the-range SZ5 version).

The 1.9-litre diesel engine received the most attention though, and it’s this model that we’re testing here.

Suzuki’s changes were partly imposed

by emissions legislation; by the end of 2010, all new cars had to meet Euro 5 emissions standards, which can be more of a challenge for a diesel unit.

And so the engineering carried out was fairly extensive.

This 129bhp diesel engine is sourced from Renault – but, given the French company’s success when it comes to diesel engines in the past, this is no bad thing, even if this particular engine is getting on in years by today’s standards. Importantly, though, Suzuki has carried out detail changes to the engine mountings and bushes in order to reduce vibration and harshness, as well as fitting a dual mass flywheel to further ease diesel engine grumbles and reduce low-rev vibrations. The end result is some welcome – and much needed – extra refinement.

A rigidly engineered monocoque chassis is further supported by Suzuki’s clever built-in ladder frame design

It’s a torquey engine, producing 221lb.ft. at just 2000rpm. The torque curve is impressively flat: it starts pulling from 1500rpm and has decent surge throughout the rev range. And no longer do you need to avoid higher revs, as the revised engine is much less clattery and spins pretty smoothly.

Refinement is further boosted on fivedoor models by thicker front door glass, plus a new lower door seal front and rear, and thicker carpets for better sound insulation.

Latest-spec Grand Vitara has dropped its externally mounted spare wheel for a smoother, more modern look

ON THE MOVE The Grand Vitara’s gearshift isn’t the lightest in its class, its weightiness giving a clue as to the Suzuki’s allwheel drive underpinnings. It’s precise enough, but it’s heavy-duty with it: you fear that if you miss a gearchange, you risk wrenching your hand off with kickback. It’s also five-speed only, whines on overrun and is susceptible to kangaroo-like shunt in first. This is where the Grand Vitara shows its age.

But in other areas, the Suzuki excels.

Four different permanent four-wheel drive modes are selected by a rotary knob on the dash. 4H sees the torquesensing centre diff operating freely, with a 47/53 front/rear torque split.

4H Lock – not surprisingly – locks the centre diff (yes, the joy of a diff lock is standard), while 4L Lock adds lowrange drive to this mode. The transfer gear ratio in 4L is 1.970, for great traction at walking speeds.

Suzuki also offers a mode for overexuberant off-roaders: N switches the entire drivetrain into neutral, allowing the vehicle to be towed. Hopefully though, with 200mm of ground clearance, plus approach and departure angles of 29 and 27 degrees respectively, they shouldn’t easily be caught out.