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DRIVEN INEOS QUARTERMASTER: Is the pick-up more or less of a Grenadier?

SATAN’S LANES A devilish tale of death, destruction and one-eyed medieval monsters… deﬁnitely a job for trucks that can look after themselves

January 2025 £5.99

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OLD-TIME HERO

Creating a true all-rounder from an early Ford Maverick

OFF-ROAD RESTO

V8 90 revived without becoming a blinged horror 06/12/2024 23:17

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Tel: 01283 742969 Email: enquiries@assignment-media.co.uk Web: www.totaloffroad.co.uk www.4x4i.com Online Shop: www.toronline.co.uk Facebook: www.facebook.com/totaloffroad www.facebook.com/4x4Mag

Editor

Alan Kidd

Design

Ian Denby-Jones

Contributors

Mike Trott, Gary Martin, Olly Sack, Gary Noskill, Dan Fenn, Paul Looe, Tom Alderney, Gary Simpson, John Pearson

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Steve Taylor, Richard Hair, Vic Peel, Harry Hamm, Bob Atkins

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ecades ago, when we ﬁrst had the idea of what we described as ‘a 4x4 magazine done properly,’ it looked as if the future of off-roading would be full of disparate brands and models. We had just witnessed the massive boom of the early 90s, when every car maker had to have at least one 4x4 and every 4x4 was a traditional one with low range and at least one live axle, and it stood to reason that the second-hand market would soon be swimming in very affordable old trucks with bags of off-road ability built in. As that magazine went on to show, a few people did take advantage of all this old metal. More or less every make and model found someone to mod it into an off-road plaything. But the diversity we were expecting never came. All too often, when these Fourtraks and Troopers and so on ﬁnally went off-road, it was as rusty old nails getting smashed up for laughs a week before the MOT that would condemn them anyway.

People at the quality end of the off-road game either built innovative Suzukis or, if they were loaded, spent big on modiﬁed Defenders, Wranglers or Land Cruisers. Those who used to get their kicks destroying old Series IIs at playdays moved on to destroying old Fronteras instead. But there’s an exception to every rule, and here and there we found people with the vision and skill to create something wonderful out of these old pre-SUV motors. There have been some brilliant Frontera and Trooper builds, and of course many outstanding takes on the original Land Rover Discovery. The Ford Maverick in this issue proves that even a vehicle originally sold as a soft-roader is capable of being modiﬁed into a truck to be proud of. A small budget and a big imagination can achieve a great deal. It’s nice to see old 4x4s being used with dignity. And it’s nice to be proved right once in a while, too… Alan Kidd, Editor

Subscriptions Agency

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Sarah Moss Email: sarah.moss@assignment-media.co.uk To subscribe to 4x4, or renew a subscription, call 01283 742970. Prices for 12 issues: UK £42 (24 issues £76); Europe Airmail/ROW Surface £54; ROW Airmail £78 Distributed by Marketforce; www.marketforce.co.uk Every effort is made to ensure the contents of 4x4 are accurate, but Assignment Media accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these. When responding to any advert in 4x4, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for loss or damage incurred from responding to adverts

Where a photo credit includes the note ‘CC BY 2.0’ or similar, the image is made available under that Creative Commons licence: details at www.creativecommons.org

Overlander 4x4 is published by Assignment Media Ltd, PO Box 8632, Burton on Trent DE14 9PR

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2025

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FREE SUPPLEMENT: THE EXPERT VERDICT ON THE NEW 4X4 MARKET PLUS BRITAIN’S BEST 4X4 NAMED

OVERLANDER

DRIVEN INEOS QUARTERMASTER: Is the pick-up more or less of a Grenadier?

SATAN’S LANES A devilish tale of death, destruction and one-eyed medieval monsters… deﬁnitely a job for trucks that can look after themselves

75% OFF

January 2025 £5.99

ICE COOL

Extreme wading in the interior of Iceland 4x4 Cover January.indd 1

OLD-TIME HERO

Creating a true all-rounder from an early Ford Maverick

OFF-ROAD RESTO

V8 90 revived without becoming a blinged horror

Six issues for the price of 12 sounds like half-price – but when you subscribe to Overlander 4x4 for a year, you actually end up getting 75% off the price on the cover

06/12/2024 23:17

CONTENTS JANUARY 2025 4x4 Scene 4

News

Grenadier production resumes after three-month pause, Defender to enter 2026 Dakar and XPENG all set to enter UK market

10 BXCC

All the action from Walters Arena as the 2025 British Cross Country Championship comes to a dramatic conclusion

14 Products

Snow chains that won’t drive you nuts, and propshafts that will just drive full stop

Every Month 30 Subscribe

Get Overlander 4x4 delivered for a fraction of the cover price

64 Next Month

Would you sooner splash out on a new Range Rover or a classic one recreated like brand new?

Driven 18 Hyundai Santa Fe 1.6 Hybrid 4x4 Calligraphy Brave styling yields a vehicle that’ll reset your idea of interior space. But is there more to it than that?

22 Maserati Grecale Trofeo

A fast SUV that’s related to the Alfa Romeo Stelvio. That’s all the convincing we’ll need to have go…

24 Ineos Quatermaster 3.0 Fieldmaster

The Grenadier has spent the last 12 months as our 4x4 of the Year. Could it turn out to be even better in double-cab form?

Vehicles 40 Legacy Land Rover

An original V8 90 restored the way it should be – all purpose, no bling

46 Do-it-all Maverick

Turning the under-rated Ford Maverick into a daily driver with a taste for weekend adventures

50 Canary Warfare

One of the few Discovery 1s to leave the factory painted bright yellow is reimagined as a hardcore off-roader (and remains bright yellow…)

Travel 32 The Devil Went Down to Thetford

Green lane explorations in a land where evil prowls the byways…

54 Iceland

A tag-along tour in an iconic locations full of lava ﬂows, glaciers, geysers and, mainly, fearsome water crossings January 2025 I Overlander 4x4

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NEWS

DEFENDER TO ENTER 2026 DAKAR LAND ROVER HAS ANNOUNCED that it is to enter an official works team in the Dakar. Starting in 2026, a Defender-based assault on the iconic desert rally will be Solihull’s first attempt since a semi-official Range Rover entry failed to take off in the late 1980s – and its first ever fully fledged works bid for Dakar honours. Ahead of this, Defender will also be the rally’s official car partner from 2025, in a multi-year sponsorship agreement which will see Land Rover supply a fleet of support vehicles for Dakar rally officials and VIP media until 2028. In addition, six specially prepared Defenders will be used to recce special stages for future runnings of the classic endurance event. Coming just a few weeks after JLR acknowledged that the Bowler Motors factory was to close, the announcement appears to confirm a move in-house for the company’s motorsport activities. The vehicles used in the Dakar will look like Defenders but in order to stand any chance of victory will be fully bespoke competition cars under the skin, and it would be inconceivable that Land Rover would not draw heavily on the know-how it brought in house when it acquired Bowler in 2019.

Land Rover says its Dakar campaign will ‘prove its (Defender’s) extreme durability and capability in the world’s most demanding off-road competition.’ In the meantime, standard versions of the vehicle will be a highly visible sign of the new sponsorship deal when the coming rally gets underway from 3-17 January 2025 as they transporting rally officials and VIP media around Saudi Arabia for the duration of the competition. The six ‘specialised’ recce vehicles will also be supplied to support officials of the Dakar organisation for them to test routes for future rallies – including those in which Land Rover will compete. The rally team will be headed up by James Barclay, MD of JLR Motorsport, who said: ‘Anyone who loves motorsport will have a passion for Dakar. It’s the Everest of motorsport and an event where success is dependent as much on human determination in the toughest of conditions as it is ultimate test for vehicle and

engineering capability. Bringing the world’s most capable and iconic 4x4 to the world’s most iconic rally-raid is a perfect fit. ‘Our first time ever with a factory entry into the Dakar means we are right at the beginning of our journey. We are conscious of how much we have to learn and achieve before taking the start in 2026, but we are already well underway and looking forward to the adventure.’ The 2025 Dakar, which is the sixth in Saudi Arabia and the 17th since terror threats forced the organisers to abandon routes leading to Dakar itself, will follow a route Bisha to Shubaytah. It includes three days in the infamous Empty Quarter, which presumably won’t be as empty as normal at that point. Land Rover says it will announce more details of its works entry during the event.

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Scalextric introduces a Series I Lamb Rover… FANCY A LAND ROVER FOR CHRISTMAS? It’s unlikely that you’d say no but, unless your own personal Santa is groaning under the weight of cash, even a project vehicle is quite a heroic thing to ask for. But you can still have a Series I for Christmas. And it’ll work straight out of the box, too. You have Scalextric to thank for this. Because while you may associate the slot-racing legend of all our boyhoods with cars like Mario Andretti’s JPS Lotus and James Hunt’s McLaren, these days the company makes model Land Rovers too. A Bowler Wildcat from the Dakar, perhaps? Or a Range Rover Sport SVR? Nope, a Series I. And not just any Series I either – the Series I from Shaun The Sheep. ‘This unique edition brings together the much-loved world of Shaun The Sheep with the timeless appeal of the Land Rover Series I, creating a must-have for collectors and fans alike,’ says Scalextric of the new model. ‘Designed with incredible attention to detail, this Scalextric model captures the rugged spirit of the Land Rover while embracing the whimsical charm of Shaun and his adventures. ‘Whether you’re speeding through rural landscapes or navigating tight corners, the Land Rover Series I is built to tackle any challenge on the track. Its sturdy design and playful aesthetics make it a standout addition to any Scalextric set, offering hours of fun for enthusiasts of all ages. Join Shaun and his friends on a racing journey full of laughter and excitement as you put the Land Rover to the test in your next great adventure.’ In real life, the word ‘speeding’ tends not to be heard all that frequently in the same breath as anything to do with the Series Is. And navigating tight corners is not what they’re noted for being best at, unless they’re the kind of tight corners you get on an RTV section. Whimsical charm, though? Yep, when you’re behind the wheel of a Series I you’ve got that by the bucketload. Even if you’re not a sheep. Scalextric’s C4543 Land Rover Series 1 - Shaun The Sheep, to give it its full name, is in the shops now and will cost you around fifty quid. Some of our more senior readers will remember a time when you could get a real one for that – but then, a tatty old farmer’s work hack wouldn’t be ‘perfect for collectors, families and fans of Shaun The Sheep.’ Which this is. And a perfect excuse to get your childhood Scalextric set out from the attic, too. Just don’t forget to spend Boxing day dripping old sumpo on your living room carpet for the fully authentic experience…

HAS YOUR

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NEWS

Land Rover hosts Ibiza party with six-off Defender edition up for grabs YOU MAY HAVE MISSED IT IN THE NEWS, but Ibiza has been taken over. By Defenders. By Destination Defender, to be speciﬁc. As summer was turning into autumn, Destination Defender ‘took over the island of Ibiza with a series of activities for enthusiasts of the original British adventure brand.’ These included the opportunity to buy one, naturally – not just any old one, but the exclusive Eivissa Edition which could only be ordered there and then, in either of the celebratory Sunrise and Noontide ‘curations.’ The Eivissa Edition is ‘a tribute to the iconic island of Ibiza.’ Which, aside from its reputation for non-stop partying, is also a UNESCO World Heritage Site. Land Rover made six of them, three in each form, in reference to the ancient Phoenicians who ﬁrst settled on the island and to whom the number was sacred, representing their god Bes. No, not the guy from Happy Mondays. The Noontide model is a Defender 90 which ‘embodies the freshness of daytime.’ It’s inspired by the sea and sky, along with the colour of traditional Mediterranean buildings, which is to say it’s blue and white. The latter takes the shape of a contrast roof and matching

wing vent surround, and the vehicle also has white six-spoke alloys – which are wrapped in 255/60R20 Pirelli road tyres, so a halfway sensible size by today’s standards even if the tread pattern doesn’t scream adventure. The Sunrise model, meanwhile, is all about ‘nightlife on the island and the magic yellow of sunrise.’ Not the magic pink of the quasi-cocaine that ﬂooded the island this summer, then? Probably wise, you know how fashions come and go. Sunrise, on the other hand, is eternal. Or at least it’s there every morning, which is what those of us who own traditional Defenders have to cross our ﬁngers and

hope for. This time the 255/60R20s are from Michelin (again very road-boased) and mounted on black six-spokes, which match the roof. And up on the roof is where you’ll ﬁnd a retracting canvas section covering both rows of seats. It may say something that we’ve got almost all of this by looking at Land Rover’s pictures of the two Eivissa models. The company didn’t say anything about the spec of the vehicles at all – their engines, base models or, colours aside, what went into ‘curating’ them. It did, however, point out that these limited editions are ‘more than just vehicles; they are a celebration of the island’s rich history and cultural signiﬁcance.’ By contrast, we’ve learned a great deal about Destinations Defender’s great Ibiza takeover. This was ‘a series of activities for enthusiasts of the original British adventure brand’ which took place over a fortnight in September. These included fancy meals and cocktails, pool parties with live music and classes where guests could learn how to make music and Spanish food themselves. Not at the same time, presumably. There was also a coastline hike on which guests collected litter ‘on a mission to preserve the scenic trails for other visitors… accompanied by an electronic soundtrack specially curated by Ibiza-born DJ, Jaime Fiorito.’ We’re not making this up, you know. How much for a Eivissa Edition? That’s something else Land Rover didn’t say. However Eivissa is the name for Ibiza in the language of Catalunya, so it’s lucky the whole thing didn’t get overrun by batonwielding Spanish riot police. Not the kind of clubbing people normally go there for but hey, owning a Defender means always being up for the unexpected.

www.overlander4x4.co.uk

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Easy to Clean Surface: The wipe-clean feature of our headlining kits makes maintaining a clean and hygienic interior effortless.

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Overlander4x4_2024_12_Winter_Britpart_FP.indd 1

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NEWS

GRENADIER BACK IN PRODUCTION IN EARLY JANUARY AFTER INOES FINDS SOLUTION TO CRITICAL COMPONENT SHORTAGE

neos Automotive has announced that production of the Grenadier and Quartermaster will restart in early January. The lines were brought to a halt in September by what the company calls a ‘critical component shortage,’ widely believed to be linked to the insolvency of seat supplier Recaro, however this has now been resolved with all partners informed and ready to support resumption of operations at Hambach.

‘It’s great news that a solution has been found so quickly,’ says INEOS Automotive boss Lynn Calder. ‘Automotive supply chains are extremely complex but we were not willing to compromise on quality, so we are satisﬁed that we have found the best possible outcome. ‘By this summer, we had sold as many Grenadiers as we had for the whole of 2023 and are on track to have over 20,000 on the road before the end of this year.

We now turn our attention to preparing Hambach to restart in early January and with signiﬁcant growth in major new markets, including China and Mexico, and substantial expansion in the US, I believe 2025 is going to be our best year yet. ‘I’d like to give a huge thanks to our customers for their patience. We are happy to get back on track and look forward to handing them the keys to their Grenadiers as soon as possible.’

If you want to own a Grenadier but you don’t want other Grenadier owners to talk to you, Chelsea Truck Company has to the solution in the shape of its new Grandmaster. This was made by Project Kahn in Bradford and features wide arches, a central LED roof light, an enormous duck-tail roof spoiler, 35” tyres and a wide-ranging interior treatment in blue nappa leather. There’s no end of exposed carbon ﬁbre on the outside, including on the pod for the aforementioned roof light – which was inspired by Formula 1 air intakes. This ‘not only enhances functionality but also pays homage to Ineos’ distinguished history within Formula 1.’ And what a lot of history that is.

www.overlander4x4.co.uk

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09/12/2024 11:43

INTERNATIONAL MOTORS BRINGS XPENG TO UK

The Gritters Are On Their Way!

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INTERNATIONAL MOTORS, WHICH ALREADY BRINGS ISUZU AND SUBARU TO THE UK, is set to add XPENG to its roster. The Chinese car maker, which specialises in ‘AI-deﬁned, sustainable mobility solutions,’ will make its debut here with the G6, a mediumsized coupe-SUV. Tailored to suit European tastes, the G6 is a pure electric Email: info@lanoguard.co.uk | Tel: 0330 100 1959 vehicle whose 800-volt architecture allows ultra-fast charging www.lanoguard.co.uk/4x4 as well as what IM calls an ‘extended’ range. The company says the vehicle will offer ‘a next-generation driving experience that aligns with consumers’ increasing focus on seamless technology Overlander4x4_2024_12_Winter_Lanoguard_QP.indd 1 11/11/2024 11:47 integration with state-of-the-art operating systems.’ Your Independent Landrover Specialists XPENG is new to the UK but has been present in other European markets for some time. It launched in Norway at the end of 2020 and is also already available in most of the other large western European nations. The G6, which was recently awarded a ﬁve-star safety rating by EuroNCAP, is scheduled to go on sale here early in 2025.

British 4x4 Centre

There’s a good bit of chat in this issue about the new Hyundai Santa Fe, in particular how roomy it is inside. Not being ones to waste any time, the Korean company has also now unveiled its next SUV, the Ioniq 9 – and this too plans to make you think again about how big the space in a vehicle can be. It’s big and it’s clever, too, with seats that can recline and let you get some proper rest while the vehicle is charging (it’s an EV, natch). They can give you a massage, too, with the aim of reducing fatigue on long journeys, and the second row rotates so its occupants can face those in the third. The Ioniq 9 has a more estate car like appearance than the Kia EV9, whose underpinnings it shares. It too will be available with a choice of rear and all-wheel drive layouts; UK sales are expected to start in the second half of 2025.

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Motorsport

A broken steering quickener threatened to derail Paul Rowlands’ push for the BXCC title on the final weekend of the season. But with his Can-Am Maverick fixed and back to its razor-sharp best, he held on to clinch the championship by one point

BXCC BATTLE GOES DOWN TO THE WIRE Words and Pics: Gary Simpson / Songasport

aul Rowlands and Neil Lloyd survived a dramatic final weekend of the Motorsport UK British Cross Country Championship (BXCC) to take the title by just one point from Aston Cox and Simon Kerfoot. Walters Arena in Wales was the venue for the final two rounds of the championship and, going into the event, multiple crews were in with a chance of lifting the trophy. Richard Watson and Paul Hughes headed the leader board after round four but their victory hopes ended on the first run of round five when clutch problems on their Milner Evoque resulted in a stage maximum. They went back out in their new car, the ex-Mark Jacques Lofthouse Freelander, but this had steering issues which caused another stage maximum.

Phill Bayliss and Lance Murfin were in second place before Walters but several punctures blighted their round five. They still took a class win but finished well down the results on round five before salvaging 10th overall, and another class win, on round six. The remaining championship hopefuls were going well on round five although it was Andy Degiulio, contesting his first BXCC event of the year, who was leading early on. Degiulio’s Milner R5 went off the road on the third run, however, which gave Yorkshire Hill Rally winner Richard Kershaw the lead. Kershaw and co-driver Andy Powell set the fastest time of round five on their third run but retired their Lofthouse during the fifth. Kershaw’s retirement should have put Paul Rowlands into prime position to wrap

up the title but his event also ended on run five, the steering quickener on his CanAm Maverick X3 breaking. As misfortune hit some of his rivals it looked like Cox, who had survived almost rolling his Rivet, was on course for the round five win but the drama was not over yet. On the final run of the day he had a puncture early in the stage. He was able to get to the finish, with the car running on its trailing arm as it crossed the finishing line, but he’d lost around four minutes which dropped him to fourth place. Amid the broken cars, it was Jason Rowlands who kept out of trouble to take a last gasp victory in his Can-Am Maverick X3, his second win of the season. “It was a pretty hard course,” said Rowlands. “The car was going well and we had no issues although the wet

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conditions early on were tough. I’m happy with the win and it’s another good result for PAR Homes Racing.” Rob Bool, who was debuting his exJustin Birchall Lofthouse, finished second. Max Cooke, with experienced off-road racer dad Ryan in the navigator’s seat, took his CRC Motorsport GSR Can-Am to his best ever BXCC result in third. “We had a great weekend,” said Cooke. “We tried very hard to keep up with the big boys and the car was faultless all event. The old man was pushing me along and it was a good result to end the season.” Jason Rowlands’ result put him at the top of the championship table after round five but with another dropped score to take account of the title race was still wide-open going into round six. Cox’s car could not be repaired after its round five damage and so, despite having never driven it before in competition, he used dad Martin’s car for round six. A completely different car, including being right hand drive rather than left, didn’t faze him though as he stormed into the lead with Paul Rowlands close behind. Cox maintained his lead all through round six, although a hard-charging Andy

Degiulio took three fastest run times to finish just three seconds behind in second. Cox’s victory wasn’t quite enough to give him the BXCC title though. Paul Rowlands kept up the pace he has shown all year to finish third in round six which gave him the championship by a solitary point – a dramatic end to an exciting season! “It’s been a good championship,” commented Rowlands. “We should have wrapped it up on Saturday really but the steering quickener issue meant we couldn’t go any further. That was sorted for round six though and we did enough to take the title. Fair play to Aston though, it was extremely close and it’s been a great battle.” Although delighted with his final round win, Cox was disappointed to miss out on the championship: “We nearly rolled on the third run of round five, we clipped a rock on the inside which flipped the car up. Fortunately the only damage was a puncture which cost us a small amount of time. We were still on for the win but the final run was a disaster. “We still had a chance of the title though so, with the Rivet out of action,

dad let us borrow the car he’d raced in round five for round six. I’d never driven it before but I just went for it. We had no problems and it was great to get my second BXCC win although, obviously, I’m gutted to just miss out.” Making her debut in a BXCC event was Chloe Bayliss, daughter of Phill. With backing from Voxcloud for her racer “Chaos”, she managed to finish both rounds five and six – even beating her dad on Saturday! “I was very fortunate to be sponsored to do both rounds and it was an experience of a lifetime,” said Chloe. “I definitely didn’t think I’d be doing a BXCC event in the first full year of me being behind the wheel. Chaos was absolutely faultless and I only had one slow puncture all weekend in contrast to my dad! “Beating dad was a bonus – I wouldn’t be racing if it wasn’t for him! And a massive thank you to my grandad for getting Chaos prepared while I started my new apprenticeship at JLR. It was an absolutely incredible weekend.” Father and son team Richard and Owen Green had a mixed weekend in their Bowler Tomcat, a relatively trouble-

Andy Degiulio hadn’t been contesting the BXCC this year, but he brought his Milner R5 out to play for the final two rounds at Walters Arena and was straight on to the pace

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free round five followed by a problematic round six. “Saturday went well but Sunday was a different matter. The car cut out on the second run but we got it restarted after losing around three minutes. After some wiring jiggery-pokery, we went out for run three but the car cut out again and we had to limp back to service taking a maximum time and ending our weekend. It’s been good to be back out on the BXCC though and Team Green enjoyed their first father and son season.” Mike Faulkner and Peter Foy have had a good season in their ex-Simmonite Sisters Fouquet. They started round five steadily as they experienced “off-road” Walters for the first time, having only limited experience of the venue from rallying. They were up to fifth overall and enjoying the challenge but then, like Kershaw and Paul Rowlands, run five caused problems. “We broke a shaft in the first section of the course and were limping through. We had Richard and Paul running behind us and we didn’t want to hold them up and interfere in the championship battle so we

pulled over and let Richard by and then he stopped, then we let Paul by and he went off twice with his steering issue. We dropped out of the top ten but the service crew did a great job fitting a replacement shaft and we set third fastest time on the final run to finish eighth overall.” Round six ended in retirement after various issues including a small fire which caused some wiring problems but the team have enjoyed their first full season in the BXCC. “It’s been a great season of racing, good venues and good crack. Thanks to all involved in setting up and running the events,” said Faulkner. “We’ve enjoyed being part of the BXCC, our pace has improved and we are bringing down the gap to the leaders as we learn how to get

Jason Rowlands emerged from the carnage to take victory in Round 5

the best out of the new car.” The BXCC is supported by PAR Homes, Voxcloud, Roodsafe, Roadﬂash, Gregg Motorsport, Fairview Farm Machinery, Fairview Farm Log Cabin and Holiday Accommodation, Aspire Park and Leisure Homes, Johnnie Drysdale, Whitecliff 4×4, Dynatech, NickyGrist.com, Whitchurch MOT Centre, Staffordshire Signs, PD Extinguishers and OR Tyres. Some details of the 2025 championship have already been released, including a list of provisional dates – these can be found by visiting crosscountryuk.org.

Aston Cox damaged his car badly enough to put him out of Round 5 and it wasn’t repairable for the following day. So he completed his campaign aboard his dad Martin’s car, winning the event and coming excruciatingly close to claiming the overall title

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PRODUCTS Spikes Spider snow chains turn your tyres into tracks £469.95 (to fit original LR Defender) www.roofbox.co.uk RELIABLE CORNERING AND BRAKING ON SNOW AND ICE is about so much much more than just four-wheel drive. Even when they’re fitted with winter tyres, 4x4s tend to be pretty, which makes them particularly sensitive to driving speed and snow conditions. Without grip, after all, it doesn’t matter how many of your wheels are being driven. This all means that in really wintry conditions, it’s often sensible to use snow chains. These provide much better traction –which in turn means much better safety. But snow chains are a pain to fit, we hear you say. And indeed they can be – however the Alpine Pro, made by Spikes-Spider and sold by www.roofbox.co.uk, is designed for intermittent use, taking only 30 seconds to attach and remove. Made in Switzerland, the Alpine Pro promises exceptional performance and a design which means its chains can’t get tangled. A hub mounting plate is what makes them so quick and easy to fit. Specific features of the Spikes Spider Alpine Pro include: • A ‘kink’ in the grip plates which emulates the perpendicular ‘grip links’ used in very expensive conventional snow chains

to provide better traction, better braking and better steering • Grip plates made of galvanised steel and including pressure points for better grip on ice and very hard snow • Suitability for a large number of tyre sizes by reconfiguring the patented adjusters, with a filler unit holding these in place • Suitability for vehicles of up to 5.0 tonnes laden weight As if to demonstrate the company’s willingness to go the extra mile for customers with vehicles its products don’t easily fit, the largest Spikes-Spider fix clips are 24mm – but if your 4x4 is a Land Rover, you’re looking at 27mm wheel nuts. This would be a deal-breaker – however a solution is at hand. When ordering the chains, you can also get modified OE wheel nuts with tapped threads; these are used as a

foundation for fixing the Spikes-Spider hub plates, using a 17mm brass adapter which is also supplied. Considering the wide range of vehicles for which the Alpine Pro is suitable without any need for additional hardware, that’s an indication of how seriously the company takes Land Rovers. A reassuring indication of its customer care, whatever you drive. Another feature of the Alpine Pro is that the chains are designed to sit relatively loose on the tyres. This aids them with self-cleaning and helps them adjust to frequent changes in tyre shape without straining any components – characteristics which mean they also perform equally well on wet grass. A brilliant all-round solution where traction is at a premium, then – and a very convenient way of turning your tyres into tracks!

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NATIONAL LUNA’S DC25 POWER PACK is designed to be used in your vehicle while you’re travelling then around your camp site once you’re parked up for the evening. It combines a portable battery system with the performance of a DC-DC charger and an MPPT solar regulator, giving you a self-contained split-charge system that’s ideal for powering a range of 12-volt accessories including fridges, lights and pumps. The unit can be charged from your alternator (including modern ‘smart’ alternators) as well as solar panels or external chargers. Outputs include 50A, USB, DIN and 12-volt ‘cigarette lighter’, and there’s also a socket for a remote monitor. Once the DC25’s battery cable is installed in your vehicle, you have a ready-to-use power pack promising quick access to a dual-battery system that’s portable, convenient and, with a plug-and-play 25A MPPT regulator, solar-ready. It has a dedicated external charger port and can be used to charge wet-cell, AGM and lithiumion batteries, and it’s automatically compatible with 12 and 24-volt systems alike.

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Extreme propshafts for every kind of 4x4 www.baileymorris.co.uk Bailey Morris is well known for its propshafts – not just standard and OEM spec units, which it stocks for a wide range of 4x4s, but its own Extreme range. This includes options for props with wider operating angles, longer splines and larger torque capacities – the latter also capable of translating into a longer service life. The company’s offerings for serious off-road use include Extreme Wide Angle and Extreme Double Cardan options, with operating angles of as much as 40° achievable. Its designs offer a variety of enhancements over standard equipment, including upgraded involute spline configurations, double slip joint assembly seals to prevent moisture and dirt ingress, Rilsan coated splines for smoother operation, extended spline assemblies and metal dust covers on universal joint bearing caps to prevent water ingress. These props can be custom built to suit most makes and models of 4x4, but if yours is a Land Rover Defender with the 2.4 or 2.2 TDCi engine the company’s Extreme II model is for you. Further uprated over even the Extreme units described above, this has a larger torque capacity, uprated UJs with triple seals and increased deflection of up to 35°, and longer, Rilsancoated and double-sealed spline assemblies.

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HYUNDAI SANTA FE 1.6T HYBRID 4X4 CALLIGRAPHY

ou might say that £55,730 is a lot of money to pay for a Hyundai. But it’s not much to pay for a house. And this is a Hyundai that’s the size of a house. Or at least that’s how it looks. The ﬁrst Santa Fe was a spongy and rather unpleasant thing. The second was a quantum leap forward in every way. The third and fourth did everything well apart from be noticed. And now they’ve gone and built the Tate Gallery on wheels.

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Ahead of a cubby box the size of a modern suburban ensuite, the front of the centre console contains not one but two inductive charging trays. Everything about the Santa Fe’s cabin is supersized – including the curved screen which displays media to the left and dashboardy stuff ahead of you. It’s easy to get caught up and swept away in the eye-popping wonderment of it all

Unbelievably, actually, the new Santa Fe is only a couple of inches longer than the previous one. Equally unbelievably, it has the same wheelbase as the Kia Sorento, whose engines and platform it shares. It just shows what car design can do, because even after three decades of pointing out to people that our big, clumsy Nissan Patrol was actually smaller than their slinky little Jag XKR and so on, it still twists our melon to look at the new Santa Fe and think that it’s just a normal sized SUV.

It’s on purpose, of course. Hyundai want you to associate the Santa Fe with big outdoor adventures where you take loads of kit with you and all the family go canoeing or mountain biking together before fetching some sort of unfeasibly large barbecue out the back and partying into the night amid a circle of tents you spirited out from behind your seats. The reality is more likely to involve many pick-ups and drop-offs, many people’s children, many football boots, many farts, much laughter and a car full of sweet

wrappers, but life’s all about the memories you make from it so no harm done. And you can pack a lot of sweet wrappers into this thing. The buildinglike proportions outside may disguise a standard-sized footprint, but that boxy shape makes for a cabin which just goes on forever. Hyundai says the design started at the back and worked its way forwards, which is an interesting idea, and the result was an interesting tailgate whose form deﬁnitely follows function. Our ﬁrst reaction was that it’s among the ugliest things we’ve ever seen, however once we read about the thought process we found ourselves warming to it a bit. They wanted a wide opening, which is something we’re forever banging on about, and to achieve it they moved the struts outward – meaning the lights had to be located down low. It’s ungainly, but it’s there for a reason.

Largesse

The chunky design continues inside, where space and practicality are delivered with a largesse that’s just epic. We’ve only had a brief test drive in the Santa Fe thus far, so the deep-dive poking around and surpriseand-delight discoveries will have to come later, but some things present themselves

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Hyundai says the Santa Fe was designed starting at the back in order to optimise boot space and tailgate size, and here’s the result. You can see where the struts have been pushed wide to allow for a bigger aperture for loading, and the combination of hatch height and width, low loading floor and sheer volume is clear whether it’s in five or seven-seater mode. The payoff was that they needed to mount the tail lights low down, with not very pretty results, but you’ve got to applaud their bravery in sacrificing ‘safe’ looks for next-level practicality instantly. The voice notes on the editorial dictaphone tell a story in themselves: words like ‘epic’, ‘glorious’ and ‘monumental’ crop up time after time. The gear shifter is located on the dash to free up more space in the centre console, which contains a cubby box so big an estate agent would call it a double bedroom. In front of it, there’s a massive tray with two inductive charging points and all sorts of plugs. There are two gloveboxes in front of the passenger’s seat, then the remaining width of the dash is taken up by a curved digital screen containing a virtual instrument cluster and infotainment display. It looks great and it’s done on a mighty scale, and yet despite everything being plus-size the

chunkiness comes with a serving of quality that keeps it on the right side of looking like a kid’s toy. On the contrary, with nice ambient lighting and controls that look and feel pleasingly classy, it comes over just right. There’s a huge amount of space in the driver’s seat, too. It adjusts so far you’d need to be in the top 0.1% to need it all the way back, and elbow room is similarly neverending. You could wear a top hat in it, too, and that’s with a full-length panoramic roof competing for the space. We only got the briefest opportunity to check out the rear seats, but you’ll certainly be able to fit one six-footer behind another. The Santa Fe is available in six and seven-

seat formats (the former carries a hefty premium) and the third row will be best for kids, though we wouldn’t be scared of heading back there for a short journey. However you set it up, they all fold as good as flat to leave a titanic load area that’s tall, square and accessed through a vast aperture with a low lip. It’s everything you could possibly ask for as a stuff-shifter – thank you Hyundai for putting practicality ahead of prettiness.

Minecraft

Your kids won’t care it it’s pretty, anyway. They’ll just look at the incredibly distinctive H-shaped arrangement on the tail lights (and headlamps) and it will henceforth

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If your kids don’t look at the Santa Fe’s lights and chorus ‘Minecraft’ at the tops of their voices, then congratulations for managing to bring them up free from the pernicious worlds of gaming and social media. It definitely doesn’t look very elegant with them set so far down below the tailgate – but from side on, the haunched shoulders around the wheelarches do an excellent job of preventing it from looking slab-sided. All models get 20” alloys forever be known as the Minecraft car, and that will be that. So they’re happy. Will you be? The Santa Fe we drove was in range-topping Calligraphy trim, with all the comforts and luxuries Hyundai could think of, and it was powered by the company’s 1.6-litre turbocharged hybrid petrol engine with 215bhp and 271lbf.ft. This drives all four wheels via a six-speed auto box. The Santa Fe isn’t as heavy as you might assume (kerb weight for the model tested is 1965-2095kg) and the turbo unit shifts it more quickly than a 0-62 time of 9.8 seconds suggests. It’s quite fleet of foot and sufficiently agile, too, for a vehicle of this nature – by no means is it a weapon,

and it could certainly do with more steering response, but there’s all the grip in the world to let you wrestle it round corners as quickly as the sounds of disapproval and alarm from your passengers will allow. You’ll hear them no problem, though if you’re putting the boot in you’ll also hear a bit of a coarse bark from the engine as the gearbox reaches its shift points. It settles down on the open road, though motorway speeds bring up a bit of road and wind noise. By no means is it excessive, but overall refinement doesn’t live up to the air of excitement you get when you climb aboard and survey the cabin. Our biggest complaint about the Santa Fe we tested, though, would be that there

was a lot of trim noise from around the tops of the A-posts and roof console in the cabin. You can accept some compromises in the way a vehicle is designed, but there’s no need for that. A quirk of the individual vehicle, possibly – you never know who else has been poking around it before you – but there are 55,730 reasons why we wouldn’t be happy with it if this were a car we had just bought. Future road tests will tell. For now, there are ways in which the new Santa Fe is really quite jaw-dropping. And that’s before we discover all the surprise and delight hidden in its cabin. It might look like a house, but the Minecraft car promises to be more of a hero than a creeper.

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MASERATI GRECALE TROFEO

f you read this magazine because you’re into hardcore off-roaders like, say, the Jeep Wrangler, you might not immediately feel as if the Maserati Grecale has a lot to offer you. But they have more in common than just four wheels and an engine. Maserati and Jeep are both part of Stellantis, an organisation that makes the civil service look like a family ﬁrm. It also includes Vauxhall, Peugeot, Citroën, Fiat and Alfa Romeo – there’s something like 16 in total, but that’s enough to give you an idea. And of course they share technology with each other. No, there’s nothing Wrangler about the Grecale. Almost everything else Jeep does in Europe is based on platform-sharing with Fiat, however, and even the Grand Cherokee has family ties to the Alfa Romeo Stelvio. As does the Grecale. It’s absolutely not just a case of badge engineering, however. The Grecale has a

longer wheelbase than the Stelvio and while it must have been tempting for Maserati to use the 2.9-litre V6 from the snortingly upfor-it Quadrifoglio which previously won our Performance 4x4 of the Year title, they’ve gone for an engine of their own. It’s also a V6, but displacing exactly 3000cc and putting out 530bhp and 457lbf.ft. The latter isn’t reached until 3000-5500rpm, which says something about the vehicle’s intent – as does a drive mode dial including a Corsa position which switches off all the driver assist stuff to leave just you, the car and a ton of power. This is in the Trofeo model, which is very much the fast one in the range. The pricey one, too, at £109,360 as tested. Also in the range are the GT and Modena, which have four-pot engines and still a good whack of power but only cost a little more than, well, a Jeep Wrangler. Anyway. It feels classy inside, very sculpted in its design and carried off in

high quality materials, though you do get the occasional postcard from elsewhere in the family. The start button and mode dial in the steering wheel are pure Stelvio, and there’s the occasional Fiat 500 moment too. Plundering the parts bin didn’t do the Range Rover any harm back in the day, though, so on we go. We didn’t have long enough in the Grecale to fully settle in, however the ﬁrst impression is of an SUV with some lovely touches (the analogue clock on top of the dash is great, and the Sonus Faber speaker covers in the door trims look a million dollars) but not quite the overall sense of occasion we were hoping for. It was kind of similar when we tested Maserati’s Levante SUV a few years back, too.

Fast and focused

We don’t want to keep on comparing the Grecale to the Stelvio, however it feels very sporty but a little less hard-edged than the

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Quadrifoglio we loved so much. A luxury GT rather than a track day monster, perhaps. But make no mistake, this is still a very fast, very focused vehicle. The numbers say it’ll do 0-62 in 3.8 seconds, which we don’t doubt – though it doesn’t happen with the same feeling of drama you get in some other super-SUVs. It’s more subtle than that, but it still builds speed with irresistible urge whatever mode you’re in. Handling starts with the seats, which really hold you in place, and move on to a steering set-up that feels like part of your brain. It’s immediate, direct, alive and natural as anything – and particularly in Corsa mode, the suspension follows that up with athletic, aggressive body control. Again, it’s not as rapier-sharp as some but for a longer, larger vehicle it responds with gusto. All Grecales have a limited-slip rear diff – it’s electronic in the Trofeo, adding an element of rear-steer which encourages you to ﬁre it through corners.

Something else all Grecales have is an auto box, which is no surprise and nor is the fact that you get paddles to control it with. We were taken by the steer size of the things, though – they’re enormous, and unless you’re lolling along with one hand slumped on top of the steering wheel like a farmer in an old pick-up there’s little chance you’re going to miss them when you want to change gear. We found that there’s also little chance of missing them when you want to operate the windscreen wipers, though. Talking of surprises, we were staggered to notice that on the vehicle Maserati brought to the test day where we drove the Grecale, the leather bolsters on the driver’s seat were already starting to look worse for wear. We can’t believe under any circumstances that this is what you’d get happening after spending a hundred grand of your own money on one, but it was there. So too was a boot that took us aback with how good it was. The rear seats fold

close to ﬂat, leaving no step in what is a long as thoroughly usable luggage space. It’ll still swallow a good load with the seats up, too – though the second row is better suited to kids than adults as knee and head room are limited. All of this points once more to an SUV that ticks all the GT boxes. It’s quick, grand and classy – but also as practical as it is entertaining. Whether you need to stretch for the Trofeo model is open to question, because all promise to do all the same things, but many will do so for the prestige. Which is ﬁne, though with that much burning a hole in our pockets we’d be more likely to stick with a base-speccer and also buy a Wrangler for when the continentcrossing was going to end up in some proper fun. That way, of course, our driveway would be keeping it in the family. Even if we don’t think anyone would struggle to tell these two distant cousins apart.

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INEOS QUARTERMASTER 3.0 FIELDMASTER

irst there was the Grenadier, the simple and affordable off-road utility truck that was going to carry on where the old Land Rover Defender left off. Then there was the Grenadier, the remarkable but not very affordable premium off-roader that came on like the old Defender but picked up where the new one started. And now there’s the Quartermaster, the double-cab that takes the same formula and uses it to create a 4x4 pick-up like no other.

It’s like no other because it has beam axles at both ends. Yet in other ways there are similarities to other pick-ups currently on the market. You can have it with a 3.0-litre petrol engine: the Ford Ranger says hello. Its cabin is taken directly from a station wagon: step up the KGM Musso. The tax man will laugh at your efforts to slip by unnoticed: soon, everything. There’s another way in which the Quartermaster differs to the rest of the pickup market, however. The model we drove

was a Fieldmaster, which gave it a starting price of £73,730. Add all the options that were on our tester and now it’s standing at £84,028. You can still do an awful lot more on a new Defender but as pick-ups go it’s on its own. The Quartermaster is more than just a Grenadier with a new body. Its wheelbase has been stretched, too, from 2922mm to 3227mm – an extra 305mm, which is exactly a foot. That’s making space for the rear bed, which also contributes to an

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overall length of 5440mm – 545 greater than the station wagon. So, it’s a big unit. People kept pointing this out, especially when we had just parked it. Yet it’s not ungainly, or diﬃcult to drive. Same as the Grenadier, then? Yes and no, actually…

Culture shock

In the cabin, you wouldn’t know one from the other. Each has the same layout, the same styling, the same materials, the same

world-class driving position. Trim levels are carried over, too; being a Fieldmaster, our test vehicle had the full luxury kit including two-tone leather on the seats and doors – great to look and and good to touch, albeit a bit of a culture shock in anything with a pick-up bed. The contrast between this and a set of rubber ﬂoor mats couldn’t be clearer. Both are appropriate to what the vehicle is, but it’s a bit of a challenge to reconcile the messages coming from each. Nothing

else in the cabin particularly tells a tale of luxury, however with the sheer amount of equipment on board – and the number of buttons operating it – it’s quite a simple ask for your brain to accept that this it’s being well looked after. Mainly, though, a feeling of well-being is the single biggest factor in a relaxed driving experience. Other manufacturers have tried all sorts to achieve it, from lambswool rugs to noise-cancelling speakers, from balancer shafts to headlining that lights up

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There’s no getting away from the fact that in Fieldmaster form, the Grenadier’s cabin messes with your senses. Its design is that of a utility truck, yet its equipment is altogether more premium – and then here we are looking at seats which are manually adjusted but wrapped in two-tone leather. There’s more hide on the doors and cubby lid, too – the latter being where it clashes most noticeably with the plastic body of the floor console. It’s pleasingly stout, though those plastics look and feel rather scratchy in places. Also (very) visible here is the much criticised footrest, which doesn’t so much give you as deny you a place for your left leg to relax like stars. And you get it, to a sublime and overwhelming degree, simply from being sat on top of the world. The seats themselves are supremely comfortable, too. This is a sticking point at the moment as of course our Quartermaster was built before Recaro hit trouble, which everyone assumes is why Ineos had to pause production for a while. There’s a new

supplier lined up and the production line will roll again in January with the promise of ‘no compromise on quality.’ The existing seats will be a hard act to follow. Our previous experiences (of the Grenadier rather than the Quartermaster) never gave us any hassle with the infamous foot rest which intrudes from the transmission tunnel and, rather than letting

you relax your left leg, gets in the way and stops you from doing exactly that. The stats say that front legroom is the same in both models so we’re not sure why, but it was different this time and bothered us non-stop during our week with the vehicle. Headroom is predictably enormous, however, though legroom in the back is less than you could imagine possible in a vehicle with a 129” wheelbase. That’s just down to it being a pick-up, though, and it will still carry a full crew of adults if you need it to. Not in the roomiest of spaces, but they’ll fit. Another common grouse you hear from owners is with the heating and air-con system. This works but has an all-or-nothing character that makes it a bit of a blunt instrument. You’re either being slowly baked or slowly chilled, and the fan speed rises and falls rather dramatically in response to things like which direction the vents are pointed, whether you’re moving and whether the engine has cut itself out while you’re stopped at traffic lights. This leaves you kind of on edge, but we also found that even with it blowing as hot as we could ask it to get, condensation was still lingering on the inside of the windscreen where mud splats from off-roading were beyond the sweep of the wipers.

Wet and sloppy

Of course, off-roading is what the Quartermaster is best at. Ours was fitted with the optional locking diffs but didn’t need them on the wet and sloppy farm trails we chose as a good representation of where, notionally at least, they’ll be working

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for their living. The extended wheelbase and rear overhang were never an issue, though obviously there are situations in which they could be – that’s just down to picking your battles, as it is with every 4x4 ever made, but you should see it as an alternative to a Defender 130 rather than a 110. Not that it drives like either. A 3.0-litre BMW engine and eight-speed auto box kind of sees to that. Most British buyers will take the diesel option, of course, but Ineos sent

us one with the 286bhp, 332lbf.ft straightsix petrol unit and who were we to demur. It pulls the Quartermaster’s sizeable bulk as effortlessly as can be – we were running unladen but even with a heavy trailer on the back or a full overlanding set-up built on its bed, it’s still going to be brisk. Something else we found about the Quartermaster that differed to the Grenadiers we’ve driven is that it seemed more agile. That will sound strange

considering its extra size but whereas the Grenadier’s steering has always taken a bit of getting used to, in the Quartermaster it felt natural from the word go. It’s not like wielding a rapier but we didn’t notice the steering at all when we first got on board and that’s always a sure sign of something that’s right. We’re not aware of the Ineos factory having changed anything about the steering’s spec in the meantime, so we’re left thinking that the longer wheelbase and

At 1565mm long and 1615mm wide, the Quartermaster’s pick-up bed is big enough to be very usable day-to-day even if it won’t be taking in the fabled 8x4’ sheet of ply by which full-size American pick-ups used to judged. To be fair, the only double-cab that can do that probably runs on rails. The spare wheel eats up some space, though it’s as well tucked away as possible. Your main issue, however, is likely to be that the combination of high ride height and a tailgate that won’t drop vertically makes it tricky to get large and heavy items on board 28

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more nose-biased weight distribution seems to suit it better. Certainly, you rarely notice the Quartermaster’s size when you’re driving it. Even around town, it feels no larger than an everyday SUV. The difference is going into multi-storey car parks, where our experience is that it’ll bump the height barrier if the ground beneath you isn’t completely flat. This could be considered a good thing. Ride-wise, yes it’s bumpy and truck-like and no it doesn’t ever fully settle. However it’s not unpleasant, harsh or lacking finesse – it’s just being a thing with proper axles. The shocks keep potholes and so on at arm’s length, however it can float over crests and become bouncy on faster roads that weren’t laid down right back in the day. Again, this will only get under your skin

if you want it to be something it’s not. Of course, you could argue that those leather seats and alloy wheels mean it’s already something it’s not by default, but you get the idea. If you’re expecting it to ride as well as the Q7, X5, Touareg of whatever that you could get for the same money, you might as well be expecting them to crawl rocks as well as a Quartermaster.

Not the point

Would this more-practical take on the Grenadier be able to work for its living the way the rest of the double-cabs on the market have been doing for years? Well yes, it would – though that’s hardly the point. The fact is the Grenadier is not the frill-free utility wagon Sir Jim Ratcliffe and his mates sketched out on a beer mat that fateful day in the pub. And that means the Quartermaster is not the frill-free pick-up many decades of traditional Defender owners would have longed for it to be, either. These trucks may be the spiritual successors to Land Rover’s finest, but unlike that vehicle they were conceived in a climate of legislation that forced the project

to accept layer upon layer of complexity – and therefore cost. The result is a 4x4 that brings the idea of the old Defender bang up to date – but having done so, needed to add a load of bells and whistles in a bid to stand a chance of ever turning a profit. Better that than cutting costs (though some of the plastics in the rear cabin surprised us with how cheap they felt). But that’s how the world ended up with an £84,028 double-cab on its hands. The people who actually buy one of these will either be so rich the money means nothing and they just fancy one to go with the Roller, Aston and E-Type, or devoted overlanders who see its potential as the basis for a lifechanging 4x4 build. The latter is probably the halo vehicle Sir Jim and co had in their mind when they first visualised building their own successor to the Defender. The story has taken a few twists and turns since then – but isn’t that the case for all the best journeys? So yes, the Quartermaster is more than just a Grenadier with a new body. But yes, it’s a Grenadier with a new body. And that’s not a bad thing to be.

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for decades. When they making its presence felt there was decade and a half ago, crop up, they’re in demand. said Land the Disco 1 in a school of thought that When Nik Hammond bought modify a it had appeared on Rover fans looking to these pictures, for example, to skip the that same day. Less than Discovery were going Facebook Marketplace and go straight on to spotted it, in fact. He paid second-generation model half an hour before he but then ten years set off to collect his new the third. That didn’t happen, £1750 and immediately emerged, saying he got there, the seller later a new school of thought trophy – and by the time the Disco 3 and 4 were sold it half a dozen the time had come when told him they could have new go-to vehicles in the about 45 minutes on from going to be seen as the times. That’s still only posted. being overlanding game. advert the by influential Nik got it. But why Both theories were favoured So they all wanted it. And And both turned out people in the aftermarket. did he want it? already people playing with is basically that he had to be wrong. You do get answer The witness the way the vast so he knew what they the Disco 3 and 4, but owned several of them, D2s dwindled to one worth having when number of readily available could do. And he knew short years. And that’s almost nothing in a few he saw it. reputation previous owner had with their less than complimentary Which this one was. Its done just 6000 miles in for reliability. had it for 14 years and D3 more popular than the of thousand out of those the D2 was not hiding So they’re but that time, with a couple conversion, of course – have a less than yet it hadn’t ever been themselves Defender which D4, it for. ‘The and want in the first twelve months, the from what most people rep. And it’s quite probably shows a vehicle that was reliability clearance, stellar ground laid up. Its MOT history AT35 benefits from greater modified any of them on time year after who’s departure and that anyone case approach running and presented kept increased and a of articulation couldn’t get hold towards the end, no they these it because be honest, only let’s ‘Butdid year – just with, particularly angles,’ they point out. miles on the clock. 1. Discovery fantastic!’ decent utterly more than a hundred extra enhancements also look Only maybe, the end for its Maybe that’s exaggerating. Sadly, the end really was Disco was truck-like is why 2019 saw Nik being though. Certainly, the original previous owner, which 4 match and the D3 and right place at the right D2 couldn’t Rovers for Land in a way buythe the guy who was in the what Now, admitting that people for that, people who know Discovery V8 EFi 5-door to. And is something didn’t ability theirtry time to take on a 1993 their image rather than them. miles and a string of MOTs love very good been it’s about always with a genuine 58,000 of its ladder Land Rover itself has not mention of body rust all the ability forcars, thewonderfulness Sadly, all cool including not one single at. But of course, as with steel springs and Tdi have all the luck. beam supercar of axles, chassis, a fraction anywhere. Some guys needs to be there. Only Discovery suffered but he also had a first-generation thefor example engines, days, Well, he had all the luck Not owners take them to track chariot. And guess that was made of cheese. but anything a lower laid) –body from them Discovery 3 as his overland (most just hope it’ll get It was a made of feta. cheese.like expensive to maintain. and handles even goesstrong but very what? It was getting too that looks like a Ferrari crumbly. like a drink, but give me And it was every bit as That V8 engine might convenient fact that Combine this with the simple any day of the week. dirt cheap in later life, expedition motor, old Discovery 1s became The D3 wasn’t Nik’s first quarry fodder, and his blood, and all his and were therefore perfect either. Overlanding is in decent ones that’s been you have a scarcity of

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06/12/2024 21:48

THE DEVIL WENT DOWN TO THETFORD Black Shuck is a diabolical 1000-year-old monster who prowls the byways of East Anglia. We went looking for him, armed with two Isuzu D-Maxes and a guide from the Green Lane Association Words: Alan Kidd Pictures: Regijus Simkevicius

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hat were you doing on 4 August 1577? No, neither had we – but if your greatgreat-great… (18 greats, give or take) grandparents had been in Bungay or Blythburgh at the time, they might have been there to witness a murderous rampage by the devil himself, in the form of a huge black dog. How else could you explain not one but two church services, almost at the same time, being interrupted by a creature which burst in with a huge, thunderous crash and ran amok among the congregation, killing two of them in each case? In Blythburgh, the incident left scorch marks on the church door and brought the steeple crashing in through the roof. It’s surely no more than coincidence that East Anglia also happened to be struck by a freak electrical storm that same day. And that tales of a devilish black dog with teeth bared, the size of a horse and in some cases one-eyed like the cyclops, had haunted the region since the 12th Century. Known as Black Shuck, the fiendish beast was said to appear as a huge, ghostly figure with a shaggy mane and eyes (or eye, singular) that burned like fire. ‘He takes the form of a huge black dog and prowls along dark lanes and lonesome field footpaths,’

said W.A. Dutt in his 1901 book Highways and Byways in East Anglia. ‘Although his howling makes the hearer’s blood run cold, his footfalls make no sound. ’An encounter might bring you the worst of luck: it is even said that to meet him is to be warned that your death will occur before the end of the year. So you will do well to shut your eyes if you hear him howling.’ A similar approach works well if you’re in a railway tunnel and hear a train coming. So we’re in a neck of the woods where there’s been a huge, fearsome dog tooling around for the last thousand years. It might be a dog, at least, or it might be Satan pretending to be a dog, but one way or the other it’s enormous and it knocks down churches. And it was specifically mentioned in a book about byways… Well, it is always a good idea to expect the unexpected when you’re green laning. The lanes round this way can certainly put some unexpected stuff your way, too. Even without Black Shuck showing up. For starters, sand. Actual deep sand in places, too. Well, deep by British standards. In Australia, there are car parks with more of the stuff. Still, the surprise is real. We’re ready for anything, though, in a brace of top-spec Isuzu D-Maxes. We’re carrying recovery gear and we’ve got

strength in numbers, and we’re being led by a couple of local guys from the Green Lane Association, including Suffolk Rep Matt Baldwin, who know what they’re looking at. This turns out to be just as well, but we’ll come to that later.

Roller coaster

The sand comes courtesy of Harling Drove, a long and wide right of way leading west to east across the northern part of Thetford Forest. Coming at it from the west, to start with it’s a little enclosed and, for a spell, a bit of a roller coaster as you rock and roll your way across a series of what the USAF personnel from the nearby Mildenhall and Lakenheath bases would call whoopde-doos. They’re not enough to have the D-Maxes’ rear overhangs grounding out, though that’s at least in part because with Matt leading the way, we’re taking it very easy along here. The lane opens out further on as the tree cover thins, and this is where it starts getting sandy. We head straight for the deepest bit, naturally, and while it does have the twin turbos spinning just a little faster in our 1.9-litre engines, there’s never any danger of the Isuzus actually struggling with it. We’d bet the occasional dog walker has wished they had our all-wheel drive

The ground in the northern part of Thetford Forest is low lying but very sandy, meaning it holds surface water but doesn’t cut up the way you’d expect to see in more typically muddy conditions. Ideal for winter laning, and for vehicles like our D-Maxes which were running in completely standard form without even an all-terrain tyre January 2025 I Overlander 4x4

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Team Isuzu, or Team Overlander 4x4… we’re not sure which, but either way we were Team Watch Out Black Shuck We’re Coming To Get You. From left to right, superstar Isuzu PR man Filip Czachowski, former GLASS General Manager Andy Barrett and our man Kidd, whose expression suggests he knows the devil, in the form of a sodding enormous one-eyed dog, is out there somewhere and locking rear diff to get them out of trouble, though… There’s been sandy ground and forest cover here since way back before man, or Black Shuck, ever showed up. The story is a bit more involved than that, however, because the vast expenses of native oak that once stood here are long gone. Armchair historians like to tell the story of how Britain used to be covered in forests, until we had to fight the Spanish Armada

and cut them down to build a navy. Housing and industry played a much bigger role in the stripping bare of our nation’s land, but war certainly does have an appetite for resources. So much so that by the end of World War I, Britain’s native oaks were in perilously short supply – to the extent that the government decided to plant a new forest to act as a strategic timber reserve. In East Anglia, it was flint mining that put paid to the primeval forests which had

stood undisturbed for so long until industry took hold. This was replaced by agriculture, creating a pattern of small farms between which clusters of gorse clung on by their shallow roots to a landscape of miniature sand dunes. Over time, the small independent farms were swallowed up by the rise of the great country estates. But by the time of the Great War, these had started to struggle economically due to growing competition

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Take the wrong way through this water hole and you are, to coin a phrase, ‘Black Shucked’. Local rumour has it that there’s a pallete in there, along with the remains of a caravan. A lane clearance job for a team of volunteers with a very big pump, or possibly a dredger from commercial farming operations. The first to suffer were those in areas like Breckland, on the border of Suffolk and Norfolk, whose poor soil made them particularly vulnerable. By the end of the war, tenant farms had already started to be abandoned and fall into disrepair. That’s why there’s a forest here again. The government decided that Thetford would be the perfect place for its new planting and tasked the newly created Forestry Commission with the job of buying up land to make it happen. The old estates were only too happy to sell, given their struggles, and between 1922 and the start of the Second World War some 15,000 acres were purchased for the nation. Thus Breckland went from natural forest to post-industrial wasteland and, via two separate eras of farming, back to forest again. This one wasn’t like the original, though. The Commission started out by planting a combination of Scots Pine, Larch and Douglas Fir, but ultimately is was

Corsican Pine that came to dominate as the forest’s main species thanks to its higher timber yield and greater ability to thrive in poor soil. In addition, a wide variety of hardwood species were used for tactical planting, with narrow stands of oak, beech, lime, walnut and maple used alongside the forest’s roads and trails to help create more effective fire breaks.

Byways only

Which brings us neatly to those roads and trails. There’s a lot of the latter, albeit concentrated into a few small areas. And one of these is currently off limits thanks to a small number of 4x4 drivers who took advantage of the very wet weather

last winter to turn a couple of beautiful woodland lanes into a series of mud pits. Come here now and you’ll find that almost all the lanes around the King’s Forest, the southern part of the main Thetford Forest, are subject to temporary closures. Almost all that’s left open all year round is the small network of lanes leading to Culford Heath, a hamlet which has the distinction of being accessed only by byway. With this part of the forest in need of some love, we’re staying further north. Harling Drove runs between Grime’s Graves, a bizarrely pock-marked landscape left behind by a network of more than 400 Neolithic flint mines, and a bend in the Breckland Line, a branch railway linking

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Emerging to cross a busy road as you go straight from one byway to another is always guaranteed to make you feel on top of the world. You just know all those poor people in their everyday cars are looking at you and feeling jealous… or if they’re not, they certainly should be

Cambridge and Norfolk which occasionally rings to the sound of steam locos bound for the North Norfolk Railway’s heritage line between Sheringham and Holt. Not that you see either as you drive, but you can park up next to the right of way and it’s only a very short walk to an embankment overlooking the latter – while Grime’s Graves is owned by English Heritage and open for visitors to climb 30 feet down a ladder into an excavated mineshaft.

We carried on east, crossing the main A134 on to a section of surfaced road which after a few miles gives way to another lane. On the way, we passed the Devil’s Punchbowl – an almost perfectly circular 430-foot diameter depression in the ground which fills with water, and drains again, with no apparent regard to rainfall. This is actually the exposed surface of an underground sink hole caused over time by chalk erosion, and it does fill up with

rainwater – only it can take weeks or even months to do so, creating the illusion of a pond whose level rises and falls of its own accord. It’s been doing this since way back before the days when science could explain it – which is why people turned to fairytales instead, giving it its splendidly evocative name. Perhaps Black Shuck came here for a drink after wreaking havoc in those churches back in 1577… Continuing east, what looks like a T-junction for people in everyday cars is in fact a crossroads for us canny explorers in our D-Maxes. Ahead is another long section of the Drove, also known here as the Hereward Way. It’s not as sandy now, but it’s still well drained – and here, you find yourself driving among huge ferns in yet another landscape that feels distinctly unlike being in Britain. What were we saying about it being well drained? Towards the eastern end of this lane, it passes through East Wretham Heath, a 350-acre wet grassland SSSI containing two small groundwater lakes. As it does so, the surface has clearly been eroded in a way that’s completely unlike anything else on these lanes, with a large, flooded ‘bomb hole’ flanked by alternative routes people have taken around it.

Satanic trap

Last time we were here laning, which was in the summer of 2020, we drove straight through with no problem. As we did so, we spotted someone in a Grand Cherokee ‘exploring’ the detours – not in a tyrespinning, mud-chucking way, but we did get the impression that it might be known locally as a bit of a spot for messing about. Well, here’s where having Matt up front saved us from serious bother. There’s something in the hole now, he told us, that means no-one who goes in is going to get out again. A trap set by Satan in the form of a large dog? More likely rubbish dumped in there by persons unknown – rumours have it that there’s a pallet in there, along with the remnants of a caravan. Either way, Matt told us, the shape of the obstruction under there

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means you go in and stop dead, and you’re not coming back. As we’re stopped by the side of the lane doing the drinks and sandwiches thing, a couple of lads show up in a Land Rover and we wonder if we’re about to get a demonstration of what Matt’s talking about. They seem to know not to mess with it, though, which denies us the opportunity to show off what the D-Max can do on the hot end of a recovery rope. Just beyond this is one of those junctions we all love – a crossroads between a byway and a main A-road. Unlike the earlier one, which was very tree-lined and hidden, this one is great because all the traffic having a boring time of it on their sad tarmac journey can see you, where you’re coming from and where you’re going. And you can be 100% sure that every single person would swap places with you, given the chance. That could of course also be a verdict on driving a D-Max, which has proved to be a thoroughly agreeable experience on both on the road trip to and from Thetford and all day long as we’ve explored the lanes. These are, by and large, quite simple loose trails, albeit with the occasional testing bit to concentrate the mind, and Isuzu’s off-road engineering has been very well within its capabilities – but as always, it’s all about being prepared. That’s something the church-going folk of Bungay or Blythburgh might have agreed with, if only they had known that 177 years later, someone would invent a thing called a lightning conductor. Or maybe it was the devil after all? Or at least Black Shuck, who by now we’ve just about come to see as his appointed representative on Earth. Throughout our day on the Thetford lanes, we keep our eyes peeled for signs of large, shaggy beasts with one eye, but aside from a hipster on a mountain bike there’s nothing to raise any suspicions. And no blood-curdling howls to be heard, either. So we didn’t meet our fate on East Anglia’s dark lanes and lonesome field footpaths, as W.A. Dutt had warned we might. But then, back in 1901 he didn’t have an Isuzu D-Max to carry him along those trails. And just as well too. If he had, and if the parishioners of Bungay or Blythburgh had had lightning conductors to protect them, the folklore of this ancient land would be all the poorer.

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CHARGED UP

‘Good boosted to super.’ That’s Legacy Overland’s description of this 1988 Land Rover 90, which has been rebuilt with just enough creature comforts – and plenty of additional off-road skills Words Gary Martin Pictures Legacy Overland

he value of old-shape Defenders may have dipped over the last couple of years, but people are still restoring them as enthusiastically as ever. There aren’t as many customers out there for mid-range restorations – however at the top of the market, the big money is still out there. This could easily lead to the resto game getting top heavy, the way it did with Series Is when Land Rover got in on the act and suddenly you were either a millionaire or the bloke with the spanners. But there are signs that in the Defender market, people have cottoned on to the fact that over-restoration

is a thing. To put it another way, adding lots of bling is the way for a restorer to add to their margin, because every little bit of chrome or stainless they bolt on can be marked up. But more and more customers just want a nice 90 or 110 that’s been taken back to original, or original plus, without being turned into a tart’s handbag. We’re all familiar with the Defenders that have been rebuilt into tacky horrors with an unlimited budget and no taste at all. There was a bit of a craze for it at around the time when Defender production was coming to an end, and of course there’ll always be at least some level of demand for the sort

of more-money-than-sense Land Rovers created by a mercifully small number of specialists. But the vast majority of punters and experts alike have learned that making it look like a child’s toy on the outside and a 70s’ porn set in the cabin is no way to treat a fine old vehicle. Legacy Overland has been restifying and re-engineering a range of 4x4s, Defenders included, since before that craze ever started. And the always-imaginative US outfit has always been above doing anything so crass to the vehicles it builds. This 1988 Land Rover 90 is a good example. It was built to be a really nice,

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As the stripdown begins, it’s clear that the chassis will need some remedial work if it’s to go again. The main rails do have rust in them, but only in localised areas…

The rear crossmember is up for replacement, too, with the main rails ground through in readiness for a new one modernised ‘Defender’ (inverted commas for the benefit of the pedants in the room) with a combination of creature comforts and enhanced off-road skills. In the

Talking of the grinder, this was used to scour the entire chassis back down to bare metal. With that done, and the chassis mounted on a jig, replacements for the rusted outriggers and body mounts are mocked in position ahead of welding up company’s own words, the project ‘saw the restoration take good and boost it to super.’ Right at the heart of this is the 90’s engine, a 3.5-litre Rover V8. Legacy Overland is not immune to using LS lumps when only a sea of cubes will do, but there’s just something right about a Defender with the venerable old Buick unit on board. This one has been completely rebuilt using Holley’s Sniper electronic fuel injection kit along with hydraulic tappets, a warmer cam and a sports exhaust.

…whereas classic weak spots like the body outriggers have definitely seen better days

Here’s the chassis with the new metal in place (top) and finally painted up The original radiator made way for a more efficient aluminium one, too, with an electric fan to suck the air through it.

Fundamentally sound

The engine remains mated to the correct LT85 5-speed gearbox and LT230 transfer case. Both were fully refurbished, as were the axles and indeed the chassis – it was all a bit crusty when the guys in the Legacy Overland workshop first stripped it, but despite needing some welding it was fundamentally sound and able to go again in its renewed form. The suspension was renewed, as were the brakes – with the rear axle gaining discs – as the vehicle gained a new mechanical spec which would make it ‘sublimely drivable.’ There are those of us who would argue that all Defenders are sublimely drivable. Even if some of them verge on the ridiculous instead. But we know what they’re saying here – you always have to put the work in

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The 3.5-litre Rover V8 was fetched out and stripped early in the project, before being rebuilt from a naked block. Legacy Overland added a fruitier cam and exhaust as well as hydraulic tappets and a Sniper EFI kit from Holley when you’re behind the wheel of one of these, but some of them give you more than others in return and this one is set up to give you a bit more besides. It’s the same deal inside, where Legacy Overland’s trim crew have always been able to stay within the boundaries of good taste – but know how to do the good stuff better than the brothel brigade. Just as there are people who put honking great engines into old Defenders and create things that are barely usable, there are those who’ll lob half an acre of ghastly bright leather at a cabin which still has the teeth marks in it from some old Yorkshire farmer’s dog. Safe to say neither approach has been involved here. You might not call it understated but it certainly is restrained. The interior was built back following the full strip-down with sound-deadening material on the seat box, bulkhead, tub, wheel boxes, side panels and so on, followed by black leather trim with contrasting white stitching on the dash, cubby box and seats – two heated Corbeau buckets and four inward-facing jump seats, to be precise. The dash also gained a centre

console which holds a cluster of auxiliary gauges and a bank of rocker switches for the heated seats, electric windows and central locking.

Glory coat

The dark theme continues with charcoal alcantara on the roof and walls, while

further detailing inside the cabin includes aluminium pedals, gear knobs and door handles. The main gauges have ally bezels, too, and the steering wheel has stainless steel spokes and a matching wrap in black leather with white stitching around its rim. Around the body, you’ll see Optimill hinges, KBX vent covers and so on – and of course

www.overlander4x4.co.uk

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Above, above right: There’s plenty of bling in the cabin, without it appearing blingy. Black leather trim with contrasting white stitching covers the upper dash, door trims, cubby box and Corbeau bucket seats, while various eye-catchers like aluminium pedals, door handles, gear knobs and instrument bezels add to the image – as does a three-spoke Momo steering wheel wrapped in yet more black hide. You’ll have noticed the additional console, too, and the horizontal bank of vents for the bespoke air-con rig. Despite all this, though, the cabin doesn’t come over at all showy the way some restified Defenders do Right: We’re really here for the off-road spec. Cooper Discoverer STT Pros are a rock solid choice, even if 275/65R18 is a bit lower-profile than you’re used to on 90s, and the Warn Zeon 8 is a titan of a winch. The bash plate below it will take good care of the steering, too having been prepped for paint, the panels were finished in a deep grey glory coat. What we’ve not mentioned yet, though, is the kit that’s gone on to make an offroader out of it. Which is more extensive than you might expect, even if 275/65R18 is unlikely to be your first choice of tyre for use on a proper-shape 90. Those tyres are Cooper Discoverer STT Pros, however,

which immediately gets a thumbs-up from us – and even if there’s more wheel and less sidewall than we’d go for ourselves, there’s no denying that they look the business filling up the space beneath the Defender’s arches. Something we definitely like to see is the sort of winch you can rely on, and a Warn Zeon 8 certainly ticks that box. It’s tucked in beneath a deformable A-bar and

in front of the condenser for a bespoke air-conditioning system, and beneath it the bumper mount flows down into a heavyduty steering guard. Moving back along the vehicle there are jackable rock sliders, too, as well as a NAS rear step – and up top a steel snorkel helps keep trail dust out of the engine’s air intake. And water, should the 90’s owner decide to take that risk. We can’t see that happening, however. Because capable though it is, this is a Land Rover that’s way too nice to trash. A year and a half on from when Legacy Overland started pulling it apart, the company was ready to take it out and show it to the world – and a very happy new owner was ready to get on board and start enjoying the fruits of a proper restoration. So is the resto game getting top heavy? After all, a job like this doesn’t come cheap. Well, classic cars have never exactly been a poor boy’s pastime – and as always, if you want it done right you needn’t expect it to also be done cheap. So yes, this is a premium build – but it’s certainly not the kind which, for a while, threatened to give the Defender business a bad name. It’s built to be used and it’s built to last – exactly how any real off-roader should be. And not even a whiff of bad taste. Good boosted to super? Check.

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January 2025 I Overlander 4x4

09/12/2024 10:48

AS NEAR AS MAKES NO

DIFFERENCE

Gavin Smith’s was so impressed with his mate’s Nissan Terrano, he decided to get one. Some brave bidding later, he was the owner of a Ford Maverick. Near as makes no difference… Words and pictures Mike Trott

t seems like you can buy virtually anything from eBay. Within a minute you could put down a bid on some new make-up, a patio heater and a holiday. HMS Ark Royal was on there once. Somebody even tried to auction her virginity on eBay. As for your next family vehicle, well, there’s plenty of choice. A whole lot of

dodgy motors from even dodgier sellers, obviously, but if you take your time and take good care you’ll ﬁnd that some of it is even quite good. Gavin Smith, for example, won the auction for his family runaround without even seeing it in the metal. Many have done that without somebody wanting to write an article about it, but what makes Gavin’s

purchase more interesting is that the car he bought was a Ford Maverick. A three-door, no less, from the days when the Maverick and Nissan Terrano were the same thing. You certainly don’t see an abundance of these on the roads. And especially not in the mud. But Gavin’s is a regular either way. His winning bid for the Maverick priced it at a huge £750. A lot of 4x4 for your money.

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makes no great odds. It just happened to be the Maverick that came up ﬁrst on his computer screen.

Built-in ability

Aside from that, though, you may ask why he chose it above some of the other, more obvious names in the business. ‘I had a Vitara before, but never found it that capable,’ explains Gavin. ‘And Land Rovers don’t really interest me that much, to be honest.’ That’s not to say he hasn’t tried them, though. As well as having previously owned

a Vitara, he had owned a Series III and two Lada Nivas before succumbing to the lure of the Maverick. ‘I bought the Maverick unseen because I’d seen what my mate Georgie had achieved with his and wanted one as a long-term project.’ Georgie owns a Nissan Terrano, in fact, but since this and the Maverick were mechanically identical is

‘The best thing I like about the Maverick is its off-road ability,’ he says. ‘I haven’t had to spend thousands to get it to perform off-road as it does now. The most expensive parts were the tyres, which cost £400.’ Having bought the vehicle, Gavin kept it standard for a few months while working out what he was actually going to do with it. There were always going to be certain restraints, though. ‘I still use this as my family vehicle and my way of getting to work and back each day, so I was never going to do anything too crazy with it. I’ve done all sorts of offroading, including pay and play events, but I tend to concentrate on green laning and for me the Maverick allows me to do that and all the practical stuff besides. ‘I take my wife and older son Liam with me when I go green laning or to a pay and play site. I’ve got to take the wife as she does the cooking when we stop halfway through the day!’ So it’s a family affair, as it do often is with these things. More so, in fact, as it was Gavin’s grandad who gave him the bug in the ﬁrst place. ‘My grandad got me into off-roading when we used to go to an event held at Manby many years ago called Wings and Wheels. There used to be an off-road course there and he’d take me round in his old Range Rover.’ The Maverick may be modest, but it has allowed Gavin to have everything he needs

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Left: When it was launched, the Maverick was fitted with a choice of 2.4-litre petrol and 2.7 turbo-diesel engines. This is the latter; dating from 1995, it’s an early nonintercooled unit. Aside from a raised air intake, the engine remains stock Above: Gavin did £400 on a set of 265/75R16 Insa Turbo Dakars, fitted them on some early Hi-Lux rims – and Bob’s your uncle, the most expensive thing on the vehicle in the one vehicle. ‘There hasn’t been loads done on it. A lot of welding has been carried out on the chassis, mainly to help prevent the ageing process, but the suspension lift has proved to be the best modification.’

Who you know

Time and again we hear that vehicles don’t need thousands of pounds spending on

them, just do long as they have a bit of mechanical ability built in to them to begin with. Too often it’s not what you know, but who you know as well. ‘Most of the mechanical work is done between me, Georgie and my dad, Jon Rushby. The bodywork was done by Chris at Humber 4x4. There is not much more work I want done on the vehicle really – I want a

winch bumper next, but that will pretty much be it for me.’ Now, one thing about family cars is that you need to be able to fit your family in them. Which tends to mean three-door, short-wheelbase motors are not a great deal of use. But that’s what Gavin’s is, and for a commuter wagon it proved to be no slouch during our photoshoot. I doubt Liam

Left: However you look at it, you’re not going to get a lot of articulation from an independent set-up with wishbones this short. It’s all very standard, though – the steering is perfectly happy with the extra height on the suspension and the driveshshsfts appear comfortable with the jaunty new angle they work at. Aside from the tyres, in fact, about the only modification you can see in this picture is a raised breather to the front diff – which just goes to show how good it was when it came out of the factory Below: There was a time when the Maverick was the closest thing to a soft-roader on the entire 4x4 market. Yes, with a live rear axle and everything. There’s a limited-slip diff in that there axle, too

www.overlander4x4.co.uk

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Above: Between its five-link rear-axle (you can see a long lower one and short upper one in the first picture, and the rear-mounted panhard rod in the second) and the presence of an anti-roll bar, the Maverick definitely wasn’t designed for the sort of articulation you’d have got from a Range Rover back in the day (yes, they were still making the Classic at that point) There’s nothing inherently wrong with a multi-link set-up if it’s tuned right, though – in this case, just disconnecting the offending anti-roll bar will free up a good deal more movement Left: Aside from the fact that there’s a proper, made-of-metal, pull-a-lever transfer case on the back of the gearbox, the interesting thing in this picture is the brace of torsion bars bolted to the crossmember behind it. Most people who lift trucks with this kind of front springs simply rotate them to the desired height, often making it ride like a go-kart on cobbles in the process, but Gavin fitted a new set to do the job properly Below right: The length of the torsion bars can be seen here – as can the sheer heft of the ladder-frame chassis that both dates the Maverick and makes it far more appealing to offroaders than the frothy stuff that’s replaced it at the road-going end of the 4x4 market since then. Talking of hefty gear, the sills have been replaced with rock sliders made from tube and box by Chris at Humber 4x4

would complain too much if Dad picked him up from school in the depths of winter and bore him confidently through the snow while his classmates’ assorted soccer moms slid silently without control towards the nearest solid object on their glam SUVs with ludicrous low-profile tyres, either. ‘The main thing I like about off-roading is the satisfaction of knowing what you have done in getting over an obstacle, or even in the winter months recovering stricken cars,’ says Gavin. ‘There is also the social side that comes with off-roading. Oh yes and the banter between the Landy boys and us!’ Back when the Maverick was launched, Ford’s advertising described it as ‘the best off-roader on the road.’ Back then, it was about the closest thing there was to a softroader. How times have changed…

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BIG BIRD

The original Land Rover Discovery was never noted for its exciting colours. So when you see one modiﬁed for off-roading and ﬁnished in yellow, you might be surprised to learn that it left the factory looking like that Words and pictures Mike Trott

www.overlander4x4.co.uk

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hen you think of colour schemes for 4x4s, I reckon the ﬁrst one to come into most people’s minds would be the green of an early Land Rover. Maybe black for a late Range Rover or white for a council-owned Ford Ranger. And we’ve all seen old Hi-Luxes in a colour that used to be red but has now faded like the career of an old A-lister who’s reduced to appearing on I’m a Celebrity. We won’t name names. Safe to say 4x4 makers haven’t always pushed the barge out with their colour schemes. A few of the softer SUVs have given it a go, but with the sort of truck you’d actually want to drive I don’t think the barge has ever touched water. The Discovery 1, for example, was pretty beige from the outside. Even models which weren’t actually beige in colour were, well, just BEIGE in colour. Like the dark red hue that looked like the colour your knee would go as a child when you’d fallen over and, a few days later, picked off the crusty scab. A decade and a half later, Land Rover had learned the power of a heroic launch colour and you could get a new Range Rover Sport in a shade of orange that looked like a volcano going off, but the paint options on the Discovery 1 almost seemed to be apologising for themselves. In the case of the spectacularly yellow Disco in these pictures, for example, it… oh. It came out of the factory looking this way. Wait, what? ‘It was used at Heathrow Airport until 2006,’ explains Adrian Francis, the man at the wheel. ‘They used it as a runway patrol

car – hence the yellow paintwork. I bought it on eBay from a local company who were auctioning the ex-Heathrow vehicles off, and this just popped up looking faded and sorry for itself!’

Birds of a feather

As you can see, he sorted that. The Disco is loud and proud and not afraid to shake a tail feather, which brings us to its nickname: Big Bird. You might think it spent so much time at Heathrow that it decided it wanted to become a Boeing 747 itself, and that would be a very big bird indeed. But actually, it all comes down to Sesame Street… ‘It got the name because Big Bird was my daughter’s favourite character from Sesame Street when she was younger. A few people wanted to call it Bumblebee, from Transformers, but Big Bird has a more personal touch for me.’ Adrian picked up the Disco in 2012 and, along with his son Tom, got stuck into transforming it. Normally, a story like this goes father ﬁrst and son second, but Tom is actually the reason why Adrian got into off-roading in the ﬁrst place. ‘My boy always liked off-road vehicles,’ says dad. ‘So we used to take him to watch other off-roaders at various events. We then decided to buy our own vehicle and now we’re hooked.’ The vehicle in question was a Suzuki SJ. Weren’t expecting that, were you? I don’t know what colour it was, but it was Adrian and Tom’s toy for a while before they switched to their Land Rovers. Since then, Adrian has experienced many of the classic joys (or symptoms) you can

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The Disco runs an all-round +2” suspension lift with Terrafirma Pro Sport +50mm shocks. These are mounted in +50mm shock towers up front, and there are heavy-duty turret rings and dislocation cones front and rear. 3-degree castor-corrected radius arms keep the steering right up front, and there are cranked heavy-duty trailing arms at the rear. The whole lot runs poly bushes to help it move nicely. Up front, the steering is shrouded by a 5mm aluminium guard expect from being a Discovery 1 owner. ‘I drove it around as standard for a while, but then the oil leaks started and the sunroof followed soon after. The sunroof was removed and we plated over it, and along with the Terrafirma suspension that’s been one of the best modifications we’ve made!’ While eradicating the sunroof was a very smart move, taking the doors off the body didn’t turn out quite so well. ‘All the shims and bolts were an absolute nightmare to line up again and get square and straight,’ admits Adrian.

Gentle life

With it being a Disco 1, at least, the truck’s chassis wasn’t a problem. And having been kept at Heathrow for nine years, rather than

hacked through mud or used to reverse boat trailers into the briny, it had had a gentle life in every way. The bodies can be another story on these vehicles, but in this case it was just the paint that faded away and not the entire rigidity of the metal. ‘The body was stripped down and then resprayed,’ says Adrian. ‘We decided to keep it yellow, though, because it stands out and it’s different from the other dull colours you get on normal Discoverys.’ So why did it end up being a Discovery 1 he chose? ‘I’ve never really liked the Td5 to be honest, and also there’s too many unnecessary electrical gubbins. Let’s face it, you can’t beat a good old 300 lump!’ With off-roading in the family, Adrian didn’t build the Disco just to sit there looking

yellow. As soon as it was ready, he was off getting muddy with Tom (whose Defender 90 was similarly brightly painted, albeit in red), and green lane runs with his local Rover club quickly followed. He also started piloting Big Bird to air shows – a very nice touch being that after buying the truck, Adrian learned that it had a sister vehicle still in operation at a nearby airfield – as well used it for marshalling and security at county shows in the south-east of England. In a flock of depressing pigeon-coloured Discoverys, this is the peacock that’s going to rule the roost. Or the canary. Either way, it’s guaranteed to get noticed wherever it goes – which, thanks to Adrian and Tom’s off-road skills and efforts in the workshop, is more or less anywhere.

www.overlander4x4.co.uk

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TO CROSS

Iceland is renowned for its mountains, glaciers and surreal volcanic landscapes. But if you want to explore its world-class network of 4x4-only trails, one thing you’ll see more of than anything else is river crossings – some of them very deep indeed Words: John Pearson Pictures: Bob Atkins

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e’re not far into this Icelandic adventure before we’re dipping our wheels into the first river crossing. We’re on the F905 track, heading south-west after turning off this spectacular island nation’s Route 1 ring road. I’m part of a quartet of Land Rovers – all Defenders – led by the new-shape 90 of Ardventures’ Russ Dykes. I’m in my well-travelled ex-G4 Challenge Td5 110, accompanied by photographer Bob Atkins, and there are two other classic

Defenders – Steve and Penny Gale from Monaco in a 2.2-litre TDCi 110 and the Duncan family from Scotland (dad Martin, mum Mhari and daughters Rhona and Catriona) in their 300Tdi 110. As we progress, the terrain is becoming increasingly bleak and volcanically dramatic, the tracks ever more rocky and the river crossings increasingly numerous. I’m keeping my Defender in high range on the tracks, but even though the first few

of what adds up to around a dozen river crossings are relatively shallow and easily fordable, I’m still taking them seriously. It’s down into low range and second gear, going fast enough to push along a bow wave. There’s a bridge over the River Kreppa, which is just as well because it’s far too deep and fast-flowing to wade through. Then we turn onto the F910 and F88 towards the delightfully wild and remote Dreki campsite near the spectacular Drekagil gorge and Mount Askja – with its picturesque lake. It feels as though we could be on the Moon here, and it’s no surprise to learn that NASA used the

Early in the trip, Ardventures’ tour leader Russ leads the convoy into one of Iceland’s easier fords. There was a lot gnarlier to come, as various warning signs foretold. Whether they’re official or home-made, you ignore them at your peril

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The camp site at Laugafell is bleak, windswept and, being up in the mountains, pretty cold even by Icelandic standards. It has a geothermal pool to relax in, though, and a hut in which to shelter while cooking. The car park is an array of serious 4x4s – with just a plucky Kia Sportage in the background representing for the world’s soft-roaders off those are the F-roads like the ones I’ve already mentioned. These are 4x4-only, and take us to the wildest areas of all. area to train for the Lunar landings back in the 1960s. Apparently their scientists still spend their summers here. We’ve got a mix of camping kit among us – Russ is in a hardshell roof tent and I’m nice and cosy in my 110’s Alu-Cab pop-top roof conversion, with photographer Bob in his well-travelled North Face ground tent. The Duncan parents are in a soft-shell roof tent with the girls sharing a ground tent, while the Gales alternate between sleeping inside their 110 and using a ground tent. It’s August, but overnight temperatures are chilly, so I’ve got my four-season sleeping bag with a fleece liner – and an extra fleece blanket in case it gets really cold. There are half a dozen more river crossings on the F88 track, which takes us back out to the Route 1 through more stunning scenery with vast lava fields and volcanic ash plains . One of the crossings has a sign pointing away from the logical route, instead taking us towards a section marked by stakes and rope. It might be the easier route, but the water is still over my Defender’s wing tops – what the seemingly obvious route must have been like, I tremble to think. This is the first real tester of the trip – but it’s still just for starters. Route 1 is Iceland’s 821-mile tarmac ring road. But it’s inland where the fun starts – the spectacularly picturesque interior is crossed by some gravel roads, and then

Monochrome terrain

After overnighting at a campsite near the steaming fumaroles (vents in the earth where volcanic gases are emitted) and geothermally heated lake at Mývatn, we’re heading back into the middle, via the 844, F26 and F881 tracks. Our destination is the remote campsite at Laugafell and to get there we’re battling through bleak, monochrome terrain that reminds me of Western Sahara – albeit with rather more river crossings. The track is mostly easy going, but punctuated by some tyreshreddingly rocky sections to keep your concentration up.

Laugafell is wild, windy and, at 2456ft, cool overnight. But it does have a very welcoming geothermal pool where you can luxuriate while gazing out at the distant mountains and glaciers. There’s also a hut where you can cook a meal away from the biting wind. The F26 south is even rockier than yesterday’s route, but the scenery gets more spectacular as we skirt around the mighty Hofsjökull glacier, Iceland’s third largest ice cap – Vatnajökull to the east being the largest. Our destination today is the remote campsite at Landmannalaugar, which is bustling with hikers getting out into its Tolkienesque scenery, along with 4x4 drivers like us and people who are just here to take a dip in its steaming geothermal pools. We have to cross a

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couple of short but deep fords to get into the site and it’s raining, so we spend the evening under my awning. Ever since I saw a picture of a Land Rover driving across the top of a spectacular Icelandic waterfall on the Blafjallakvisl river it’s been on my bucket list of places to visit. And today should be the day that ambition is achieved. The scenery is vastly different again to yesterday’s going, as we head out on

the F208, F233 and F232 (I took advice from an Icelandic 4x4er at Laugafell on the best route to reach the waterfall). The mountains are green, the lava fields are more dramatic and there are spectacular jagged peaks where volcanoes have blown their tops. There are also breathtakingly beautiful lakes reflecting the majesty of it all in their dark, mirror-like surfaces. There are numerous fords to cross on this route; some are deep but most are

straightforward to cross. One, however, has a seriously rocky base hidden under its frothing waters and first man through Russ’ 90 is bouncing wildly, its lowslung underbody protection doing its job as it crashes down on the unyielding boulders. I take it steady and manage to avoid touching down with my older, more traditional 110. Another visually stunning glacier, Mýrdalsjökull, lies ahead, sitting atop the active Katia volcano – which apparently is overdue an eruption. Then we reach the waterfall, which doesn’t disappoint. The river crossing is shallower than some we’ve been through, but the waterfall is spectacularly, noisily cascading down into the valley below.

An unsurfaced road to follow and a glacier filling the horizon over your shoulder… it doesn’t really get much better than this. Not even when the glacier looks like it hasn’t washed in weeks

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WADING TIPS • Fit a quality raised air intake – and make sure your intake system is fully sealed, too. This includes sealing any drainage holes in the unit and the air ﬁlter housing, which might have a drainer at the bottom It’s thrilling, exhilarating and well worth coming here, especially as the scenery has been so epic all the way.

Evacuation

Then we head out on to the ring road, overnighting at the Hvolsvöllur campsite before taking a long tarmac drive to the campsite in the centre of Grindavik. If that name sounds familiar it’s because it’s been in the news a lot recently, with the whole town being dramatically evacuated back in November of last year due to volcanic activity. A number of homes on the edge of the town were subsequently engulfed in molten lava a couple of months later. The eruption also closed the nearby Blue Lagoon, a popular (and hugely expensive) tourist attraction. Talking of tourists, we join the throngs at a couple of Iceland’s major attractions to the north-east of the capital Reykjavik – the Strokkur geyser, which erupts every ﬁve to 10 minutes, and the mighty Gullfoss waterfall. The waterfall has to be seen (and heard) to be believed, with 5000 cubic feet of water thundering down it every second. Next we take a track across to the number 35 gravel road that loops north through more wild terrain, with the mighty Langjökull glacier (Iceland’s second

• Extended axle and transmission breathers that run up the raised air intake or at least high under the bonnet will prevent water getting into these vital areas • 200 and 300 Tdi-engined Land Rovers need wading plugs fitting to the bell housing and timing cover • If the water is mucky, a wading blanket/bra or even a tarp lashed across the front will prevent the radiator getting unnecessarily clogged with debris • If the water is deep, pre-fitting recovery ropes could be a life-saver in the event of something going wrong • Unclip your seat belt and lower the windows in case you need to make a hasty exit • If the river has a sandy or muddy base, drop the tyre pressures just like you would on dry land • Think about what you will do if the vehicle conks out in the water. I got a failed Land Rover out of one of the notorious deep creeks in Australia’s Old Telegraph Track’s by cranking the starter motor with it in gear – which is obviously only possible in vehicles with manual transmission • Check the depth. It’s a good idea to wade the crossing first – though doing so in fastflowing Icelandic glacial meltwater would be suicidal, as would taking your chances with crocodiles. An option is to wait and see if any local vehicles are going through – but if there’s any doubt whatsoever, turn around and seek another route. Remember, your own and your passengers’ lives are in your hands biggest) looming breathtakingly large to the west. We’re making our way to the remote Hveravellir campsite, with its steaming volcanic fumaroles, bubbling pools and hot springs. Inevitably there are a number of river crossings en route. We take a detour into the Westfjords region – a very different Iceland, with

spectacular glacial valleys and dramatic geological formations making it quite unlike the volcanic interior we’ve been driving through up to now. We’re also using what is reputed to be Iceland’s most terrifying route, the Svalvogavegur track, road 622, which goes from Hrafnseyri in the Arnarfjörður to the town of Þingeyri.

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It’s certainly tough going, with a number of technical rock crawls as we climb through a dramatic V-shaped glacial valley. Then there’s a long off-camber climb hewn into the mountainside, with a sheer drop to the side, taking us up to the top of the pass, and a steep zig-zag plunge down the other side. A long anticlockwise drive around the ring road takes us to the F249 track around the back of the Eyjafjallajökull volcano – another Icelandic name that might sound familiar! This is the one that blew its top in 2010, with the resulting dust cloud bringing European air traﬃc to a shuddering halt. Our destination is the Langidalur campsite, which sits in the middle of nowhere – the most remote and hard to reach of any campsite I’ve ever visited. The track is rough, the scenery increasingly

dramatic and the river crossings more frequent as we progress. We detour to visit the Gígjökull glacier before tackling a succession of river crossings that will take us into the campsite.

Epic fails

The penultimate river is the deepest and has a strong current, pushing our Land Rovers sideways as the icy glacial melt water splashes over our bonnets. That was scary enough – and it was made worse when the site owners show us a photo album of epic vehicle failures in the river, with 4x4s of all shapes and sizes and even trucks and buses on their sides or upturned. Just what you want to see when you’ve got to go back through it the next morning – which we must, because this is a dead end.

We negotiate that successfully but things are about to take an even scarier turn. The plan is to go north across the interior to the F261 track but this means crossing another river, which is wider and with an even stronger current. I’m apprehensive and would prefer to backtrack, but then a local 4x4 appears and successfully crosses at an angle. Seeing this, convoy leader Russ decides it’s safe for us to go. He’s ﬁrst into the grey, turbulent, hostile water, initially going at an angle but then turning sharply right towards the bank. Then there’s drama; his 90 beaches on a submerged ridge and comes to a dramatic halt, side on to the strong current. Fortunately, after a few seconds the Land Rover’s electronic traction systems kick in and it ﬁnds grip, scrabbling out to the gravel bank.

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ABOUT ICELAND I’m still studying the river and debating with myself whether I want to cross when Martin Duncan plunges in, taking the angular route the local guy used, followed by Steve Gale. Both Defenders make it safely so I decide to give it a try. My 110 is well equipped for wading, so as long as I take that same route I should be ok. In I go. There’s a lurch to the right as I dip into the deeper channel and water is coming over the wings and bonnet, but the 110 is surging forward. It seems to take forever but ﬁnally I’m out, cold water cascading from the footwells when I open the door and take a deep breath. That was enough of an adrenaline rush to set the seal on any off-road adventure. But there’s a sting in the tail – because as it turns out, there’s no track through to the F261. So we have to turn around and ford

Getting to Iceland in your own 4x4 necessitates a long drive through Europe to Hirtshals at the top of Denmark, then a two-night Smyril Line ferry trip via the Faroe Islands into the Seyðisfjörður port in the east of the country (costing just over £2500 for a Defender with two passengers sharing a cabin). Fuel is expensive, as is booze in bars – and over the counter, it’s only available from state-owned Vinbudin stores. Most of the interior roads are closed by snow from Autumn until Spring. See safetravel.is or get the safetravel app for updates on road conditions and where it’s safe to go. that river once again. At least this time we know for sure that Russ was right and our Land Rovers can cope with it, but wading through water this deep and fast-ﬂowing will always be nerve-wracking however often you do it. There are still a few river crossings on the way back to the Route 1, but nothing comes close to being as dramatic as that one was. It’s been an immense adventure. Iceland is like nowhere else on earth, with its

dramatic scenery and wild, remote interior – so much of which is only accessible by 4x4. Everyone with a truck and a sense of adventure owes it to themselves to go there at least once. That might not prove to be enough… but however often you visit, you’ll deﬁnitely want to prepare your vehicle for wading ﬁrst. The author travelled with Ardventures, which specialises in 4x4 tours at home and abroad. It’s at ardventures.co.uk

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NEXT MONTH

CLASSIC OR MODERN? Kingsley Re-Engineered turns the Range Rover Classic into a competitor for the modern version with its new KSR series

PLUS Jeep Gladiator taken to the max

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Yorkshire back roads in a 905bhp Lotus 4x4

FEBRUARY 2025 ISSUE: ON SALE 16 JAN 64

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THE NEW ISUZU D-MAX + SONIC 3

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READY TO ROLL? VISIT ISUZU.CO.UK TO FIND OUT MORE All fuel consumption and emission values are based on the new WLTP (Worldwide Harmonised Light Vehicle Test Procedure) test cycle which uses real-world driving data. Official fuel economy for the standard Isuzu D-Max range in MPG (l/100km): Low 25.1 – 27.6 (10.2 – 11.2). Mid 31.4 – 36.4 (7.8 – 9.0). High 36.0 – 39.4 (7.2 – 7.8). Extra-High 29.0 – 30.8 (9.2 – 9.7). Combined 30.7 – 33.6 (8.4 – 9.2).CO2 emissions 215 – 241g/km. Visit Isuzu.co.uk for more information.

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4X4 OF THE YEAR

2025

THE EXPERT VERDICT ON THE 4X4 MARKET

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4X4 OF THE YEAR

2025

SUBARU OUTBACK. THE DEFINITIVE CROSSOVER.

BEST CROSSOVER

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4X4 MAGAZINE’S 2025 CROSSOVER OF THE YEAR (AGAIN) “If you wanted a 4x4 estate to get you across Africa on dirt roads and sand trails, or up through the Yukon over hundreds of miles of snow-covered gravel highway, you just wouldn’t look at anything else. It’s either the Outback, or you’re mad.” — Alan Kidd, Editor of 4x4 Magazine

Find out more at subaru.co.uk

SUBARU OUTBACK fuel economy and CO2 results (WLTP): Combined 33.0mpg, CO2 emissions 193g/km. MPG figures are official EU test figures for comparative purposes & may not reflect real driving results. Fuel consumption achieved in real life conditions & CO2 produced depends on a number of factors including accessories fitted (post-registration), variations in weather, driving styles & vehicle load.

Subaru (UK) Ltd is a subsidiary of International Motors Limited.

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I RECENTLY CAME ACROSS a page on Facebook called Grown Men Crying About Electric Cars. It’s possible that the name will offend you, because nobody likes being mocked – especially when they feel like they’re the only voice crying out who understands the truth. Most off-roaders and overlanders drive 4x4s with petrol or diesel engines. There are good reasons for that, of course. But if those vehicles aren’t already old models, they soon will be. I would never have driven an EV if my job didn’t involve test-driving new 4x4s. However those many test drives have shown me that they’re just like any other car, really. Some are better than others, some have their strengths in different areas to others, and so on. All this is relevant because this year’s 4x4 of the Year contains more EVs than ever before. They have their own class, but more and more they have started appearing in other categories

4X4 OF THE YEAR

2025

WELCOME

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too. Last year, the Porsche Taycan Cross Turismo became the ﬁrst EV to win a class also open to vehicles with petrol and diesel engines, and it certainly won’t be the last. There’s also a number of vehicles on the market which are available as EVs and also with petrol engines. Almost without exception, they’re better in EV form. Where does this all lead? To the inevitable, which is that before long, all new 4x4s will be electric. I don’t believe there’s anything to fear in that. But I also believe that for many people, the EV they start driving will just be a thing for getting about day-to-day. Many of us also have one

Future 4x4 of the Years are going to include some very interesting vehicles

or more ‘fun’ cars hidden away, and that will become more and more common. At least, it might until the car industry realises there’s a gap in the market there. The EV era is still in its infancy and, as concerns over range, battery weight and so on diminish, manufacturers will seize on every opportunity the new tech presents. Future 4x4 of the Years are going to include some very interesting vehicles indeed…

Alan Kidd Editor

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4X4 OF THE YEAR

2025

4X4 OF THE YEAR 2025 | CONTENTS

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4X4 OF THE YEAR 2025 | CONTENTS

CONTENTS 6

Crossovers

LAST YEAR’S WINNER: Subaru Outback NOMINATED: Ford Focus Active X, Nissan Qashqai, Subaru Crosstrek, Subaru Outback, Toyota Yaris Cross

Small SUVs

LAST YEAR’S WINNER: Kia Sportage NOMINATED: Dacia Duster, Kia Sportage, Jeep Renegade, Skoda Karoq, Volkswagen T-Roc

10 Medium SUVs LAST YEAR’S WINNER: Nissan X-Trail NOMINATED: Lexus NX, Nissan X-Trail, Skoda Kodiaq, Toyota RAV4, Volkswagen Tiguan

12 Large SUVs LAST YEAR’S WINNER: Lexus RX NOMINATED: Hyundai Santa Fe, JLR Discovery, Kia EV9, Kia Sorento, Lexus RX

14 Electric SUVs LAST YEAR’S WINNER: Jeep Avenger NOMINATED: Jeep Avenger, KGM Torres EVX, Kia EV6, Kia EV9, Polestar 4

16 Performance SUVs LAST YEAR’S WINNER: Porsche Taycan Cross Turismo NOMINATED: Lamborghini Urus, Lotus Eletre, Polestar 4, Porsche Taycan Cross Turismo, Skoda Enyaq vRS

18 Budget SUVs LAST YEAR’S WINNER: Suzuki S-Cross NOMINATED: Dacia Duster, Kia Sportage, Lexus LBX, Skoda Karoq, Suzuki Vitara

20 Luxury SUVs LAST YEAR’S WINNER: Kia EV9 NOMINATED: Bentley Bentayga, Jeep Grand Cherokee, JLR Range Rover, Mercedes-Benz GLS, Volkswagen Touareg

22 Off-Roaders LAST YEAR’S WINNER: Ineos Grenadier NOMINATED: Ineos Grenadier, Jeep Wrangler, JLR Defender, Mercedes-Benz G-Class, Toyota Land Cruiser

24 Pick-Ups LAST YEAR’S WINNER: Ford Ranger NOMINATED: Ford Ranger, Ineos Quartermaster, Isuzu D-Max, KGM Musso, Toyota Hilux

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4X4 OF THE YEAR 2025 | CROSSOVERS NISSAN QASHQAI

£30,135-£42,980

Fresh from its ﬁrst mid-life update, the Qashqai has the reﬁnement of a much more premium vehicle. It’s slick to look at and classy inside, with superb materials to go with its elegant layout. The e-Power hybrid is particularly smooth, and there’s also an all-wheel drive option – but every Qashqai is superb.

TOYOTA YARIS CROSS

£25,530-£34,885

The Yaris Cross received a mild facelift this summer. Its looks have been little changed but it has gained a new hybrid drive train, giving it two power options with all-wheel drive available on each. There’s also a new range-topping model, enhanced equipment all round and improvements to an already impressive safety package.

WINNER | SUBARU OUTBACK

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4X4 OF THE YEAR 2025 | CROSSOVERS SUBARU CROSSTREK

£34,995-£36,995

The Crosstrek is not just an XV with a new name. Its styling, interior, ride and reﬁnement have all been worked on, and its platform is now stiffer than ever. It’s agile and athletic on B-roads and jaw-droppingly capable off-road, and the improvements in its cabin bring it bang up to date.

FORD FOCUS ACTIVE X

£34,540

With 30mm raised suspension, lower body cladding and Rough Road suspension, this is a Focus for going off the beaten track. It doesn’t have all-wheel drive but it does have a traction control system that does the same job, as well as tyres chosen to survive and indeed prosper in challenging conditions.

4X4 OF THE YEAR

2025

£37,995-£44,495

BEST CROSSOVER

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THE OUTBACK IS ONE OF LIFE’S GREAT SURVIVORS. lts name was ﬁrst coined in the late 90s for a rugged version of the Legacy estate, which itself had been putting Subaru on the all-terrain map for almost a decade by then, and today it remains a byword for honest capability in estate car form. There have been many 4x4 wagons, some of them very good. But if you were embarking on a long road trip to the Arctic via Swedish forest trails or Finnish ice roads, or a transAfrica expedition on dirt tracks and sand trails, the Legacy is the one you would choose. That’s one reason why people who have owned a Subaru tend to keep coming back to them. But even if the Legacy’s remarkable ability in low-traction conditions is just over-engineered reassurance to you, it’s still an excellent all-round car. It pulls well, handles quite eagerly and rides with a smoothness that goes well with its elegant interior. This is centred around a huge vertical display screen which controls the majority of functions and goes well with a cabin whose build quality is just as you’d expect. Its styling is conservative but its functionality is out of this world – it’s comfortable, spacious and, with a colossus of a boot, extremely practical. Subaru sets its stall out to appeal to 4x4 buyers who see their vehicles as a tool, not just a status symbol. For that reason alone, the Ouback actually is a status symbol – the status being that of a person who knows a world-class estate car when they see one.

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4X4 OF THE YEAR 2025 | SMALL SUVS KIA SPORTAGE

£29,390-£45,775

The Sportage is available with a range of engine, gearbox and trim options, including all-wheel drive. All are stylish and well made, with plenty of kit being added as you go up the model range, and it’s a smooth, sophisticated vehicle to drive on every kind of road.

SKODA KAROQ

£29,975-£42,825

The Karoq is great looking, very well made and good to drive, and 4x4 models have decent green lane skills. It has a quality interior with plenty of space and a high standard of all-round kit – and if you can do without all-wheel drive, you can get it at its best for a very compelling price indeed.

4X4 OF THE YEAR

2025

WINNER | DACIA DUSTER

BEST SMALL SUV

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4X4 OF THE YEAR 2025 | SMALL SUVS JEEP RENEGADE

£32,699-£38,500

The Renegade range is deﬁned by its Jeep-ness, with a Trailhawk model that’s by far the best off-roader in its class. All versions are cool looking inside and out and more practical than you might expect, and the plug-in hybrid is the highlight of a range that’s excellent at every level.

VOLKSWAGEN T-ROC

£29,045-£44,990

With a long list of equipment in a package that’s high on space but low on bulk, the T-Roc has a range with a model for more or less anyone – including a soft-top and high-performance R model. Those are the ones that grab your attention – but what really matters is how good it is at doing all the everyday jobs you ask of a vehicle.

£18,745-£26,745 THE OLD DUSTER WAS A SMASH HIT IN BRITAIN, and its all-new replacement is already looking set to do better still. It’s easy to put its appeal down simply to a low price, but there’s a lot more to it than that. Nonetheless, this is a new SUV for £18,745. All-wheel drive takes that base ﬁgure up to £23,445, or £25,945 in Extreme trim, but that’s still got bargain written all over it. All-wheel drive also brings you a raised ride height, all-season tyres, a unique front bumper to aid approach angle and parallel link rear suspension in place of the 4x2’s torsion beam. There’s also a set of drive modes including Off-Road. You do need to think about what you’re doing but it’s much, much more than a token effort. The 129bhp, 170lbf.ft petrol engine in 4x4 models is less than a stump-puller but is still well suited to rough tracks. The Duster is good on the road, too, with all-round reﬁnement that’s only let down by wind noise at moderate speeds. It’s better suited to being driven smoothly than quickly, with little up top but good mid-range torque and little in the way of vibration. The Duster’s cabin is soundly put together and cool enough to pass muster, and it gets the job done in terms of practicality. All-wheel drive would be a must for us, but the mid-range Expression model has all you’ll need – meaning the aforementioned £23,445 gets you on board. However you look at it, that’s sensational value for money.

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4X4 OF THE YEAR 2025 | MEDIUM SUVS TOYOTA RAV4

£39,885-£48,990

The RAV4 looks fantastic, has a superbly designed and put together cabin and drives beautifully in every situation. It’s able enough off-road, too. The plug-in model only costs a couple of grand more than the traditional hybrid, and it remains one of the very best examples of the breed.

NISSAN X-TRAIL

£35,175-£48,095

Sharp looking, well equipped and extremely usable, the X-Trail is a previous overall winner in these awards and remains a top choice in a class full of quality. The e-4ORCE 4x4 drivetrain gives it some real ability off-road, but every X-Trail is reﬁned, willing and thoroughly enjoyable to drive on all kinds of road and track.

WINNER | SKODA KODIAQ

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4X4 OF THE YEAR 2025 | MEDIUM SUVS LEXUS NX

£44,440-£60,395

The premium equivalent to the RAV4, the NX takes a world-class engineering proposition and turns it into an SUV to make your heart proud. It’s gloriously comfortable and reﬁned, elegantly styled, lavishly equipped and a treat to drive, whether in hybrid or plug-in form. It’s Lexus doing what it does best.

VOLKSWAGEN TIGUAN

£35,105-£48,570

Closely related to the Skoda Kodiaq but with its own distinct character, the Tiguan is a slick and elegant SUV which makes an excellent alternative to the high-priced premium models in the market. Equipment and build are top-drawer and, as well as being a pleasure to drive on every kind of road, it’s no slouch after the tarmac runs out.

4X4 OF THE YEAR

2025

£36,645-£48,725

BEST MEDIUM SUV

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REPLACING A NEAR-PERFECT VEHICLE IS A CHALLENGE, and that’s what Skoda had to take on with the new Kodiaq. Typically of the Czech company, it ticked every box in the process. More than anything else, the Kodiaq has always stood for extreme practicality. It remains available in five and seven-seat form, and you can still get it with a diesel engine – indeed, the latter is the only choice if you want fourwheel drive. The star of the show, however, is a 1.5-litre petrol unit which is smooth, willing and unbelievably economical. This is also available in PHEV form, with a claimed electric range of 75 miles. If you’ve owned a previous-gen Kodiaq, the new model’s styling and interior will feel familiar. It’s all new, as is the platform beneath it, but Skoda has taken a pragmatic approach to the age-old wisdom of not fixing what ain’t broke. If ever there was a vehicle that didn’t need a radical rethink, this is it. The dash is slick and uncluttered, with a huge media screen shouldering most of the burden, and both rows of seats are spacious and comfortable. The second row drops near-flat (as does the third, if you have one) to create a monster of a boot, but even with them up it’ll still swallow a load. All Kodiaqs are automatic now, which does no harm to their smooth refinement. Ride quality is sublime, and it’s both maneuvrable around town and agile on the open road. It’s everything the old Kodiaq was – which makes it an instant winner.

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4X4 OF THE YEAR 2025 | LARGE SUVS LEXUS RX

£49,995-£82,250

Last year’s class winner is the most distinctive SUV from the premium brands responsible for so many of the largest SUVs. Its styling is all-or-nothing in terms of its appeal, but there’s no denying the class and quality of its interior or the cultured way it turns every journey into a form of relaxation.

KIA EV9

£65,025-£77,025

The EV9 won our Luxury SUV award last year and it continues to make practicality feel like an art form. It’s a strong candidate for this category too – the main stumbling block being that the Sorento does a similarly good job for a lot less money. If an EV works for you, however, you’ll do well to ﬁnd a big SUV to beat Kia’s multi award-winner.

WINNER | KIA SORENTO

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4X4 OF THE YEAR 2025 | LARGE SUVS HYUNDAI SANTA FE

£46,775-£58,635

The new Santa Fe looks huge, and it’s almost ridiculously spacious on the inside. The payoff is its boxy appearance – but see past that and you’ll ﬁnd it practical beyond your wildest dreams. It’s fabulously equipped, too, and comes with an excellent choice of specs and power trains.

JLR DISCOVERY

£62,960-£78,020

The Disco has become almost invisible since the Defender was launched, but it remains a superb all-rounder. It’s classy and luxurious inside, practical enough to make you cry and both quick, sophisticated and a sensational tow barge. Low range is an option these days, but tick that box and the Disco is also a crushingly able off-roader.

4X4 OF THE YEAR

2025

£41,995-£55,995

BEST LARGE SUV

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THE SORENTO WON THIS CLASS TWO YEARS AGO AND LOST OUT TO THE LEXUS RX LAST YEAR. And now it’s back on top, thanks to a facelift that took forever to arrive but has resulted in a vehicle which is much more modern and, at the money, very hard to ignore. As with previous models bearing the same name, the Sorento is a big SUV with loads of space and kit. It’ll accommodate seven adults with just a bit of give and take on the sliding seats, and both the rear rows fold as good as ﬂat to create a vast luggage area. Even with the second row up, if you can’t ﬁt everything in it’s because you’re moving house. The highlight of the front cabin is a one-piece curved glass screen which displays the virtual dash in front of the driver and then to its left the infotainment interface. Another clever touch is a panel of virtual buttons which operates the air-con then, at the touch of a button, switches to the stereo. Build quality is excellent, as is seat comfort, and there’s a choice of three power trains – petrol, diesel or plug-in. Whichever you choose, it will combine plenty of urge with very little disturbance to the feeling of calm in the cabin. The Sorento rides very quietly too, with no vibrations and little in the way of disturbances through the suspension, even on typical British roads. It makes an outstanding way of getting a load of stuff and/ or people about the town, or the country, and its quality is such that its price really does needs to be considered a bargain.

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4X4 OF THE YEAR 2025 | ELECTRIC SUVS KGM TORRES EVX

£39,995-£41,995

The Torres’ deliberately chunky, off-roady styling hides an elegant looking interior that’s comfortable and practical. It’s smooth to drive, with excellent ride and decent handling, and it has a strong turn of pace. If only it had all-wheel drive like the petrol model, it would have been a favourite for the class win.

KIA EV9

£65,025-£77,025

The EV9 has won more than a few people over to the electric side. Its performance is, well, electric, it rides smoothly over every kind of road and it can do a job on rough tracks too. You can charge it quickly and its range is as trustworthy as it is long – and on top of that it has all the hallmarks of a truly world-class family SUV.

4X4 OF THE YEAR

2025

WINNER | KIA EV6

BEST ELECTRIC SUV

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4X4 OF THE YEAR 2025 | ELECTRIC SUVS JEEP AVENGER

£29,999-£33,999

Having been launched last year in EV form only, the Avenger has since gained petrol, hybrid and plug-in variants. But it’s still best as an EV, in which form its peppy performance and agile handling are well suited to its funky image. Most of all, by EV standards it’s an absolute bargain.

POLESTAR 4

£59,990-£66,990

The Polestar 4 is unbelievably fast, but there’s so much more to it than just performance. It has the feel of a true blanksheet-of-paper design, one which is deﬁned by the car’s character as an EV. It doesn’t try to be the way vehicles used to be – it’s truly radical, and its power source is fundamental to that.

£45,575-£62,675 THE EV6 WAS REFRESHED THIS YEAR, even though it was only in 2022 that it was named European Car of the Year. The updates take what was already a good SUV and make it better than ever.

It was already a smart looking vehicle, but new headlights and bumpers make for a dynamic appearance that well suits what the EV6 is about. All models are quick, and those with all-wheel drive, and therefore two motors, are very fast. Then there’s the GT model. Kia treats it as a separate vehicle, but we’ll just say that it has 577bhp and a 3.5-second 0-62 time… Even the standard model whisks you about on a tide of torque that makes it a breeze to drive. It’s fun, too, with lively steering and bags of grip to go with a well controlled body. You can press on in comfort. Talking of comfort, the cabin is roomier than you’d expect and the seats are exceptional. The new EV6 gets a curved display screen which gives it a sense of occasion and, as well as adding wow factor, works very well – which it wouldn’t if the trim materials and overall quality weren’t similarly top-notch.. The GT model skews the top of the EV6 price range upwards somewhat, but £51,775 gets you into one with all-wheel drive. You might never need it, but it’s there. This is an EV that could have come from a premium brand – in fact, with vehicles like this, more and more that’s what Kia is.

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4X4 OF THE YEAR 2025 | PERFORMANCE SUVS PORSCHE TAYCAN CROSS TURISMO

£96,800-£162,500

Fresh from a mild facelift (which we’re not sure improves it), Porsche’s electric crossover won this class last year and remains a stunning vehicle. It’s easy around town, relaxing on motorways and a blast on B-roads, and its cabin combines genuine luxury with surprising practicality.

LOTUS ELETRE

£89,500-£129,950

If you’re still looking for a reason not to hate EVs, how does 905bhp sound? At the top of the range, the Eletre delivers dragster levels of power and shove. It’s about more than that though, with a high-tech cabin and fabulous handling. It looks stunning and for what you get, it’s actually a bit of a bargain.

WINNER | POLESTAR 4

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4X4 OF THE YEAR 2025 | PERFORMANCE SUVS SKODA ENYAQ vRS

£53,120-£54,820

If it’s about performance per pound, the Enyaq vRS is very hard to beat. Fast in a real-world sense, it blends cool looks with the cabin quality and usable layout of a typical Skoda. You can get it in coupe and wagon body styles – and the list price has gone up by not one penny since last year.

LAMBORGHINI URUS

£189,300-£218,100

Almost unbelievably, the Urus is the only vehicle here with a traditional engine. It’s glorious in its pace, dynamics and drama, with a soundtrack to match its looks, yet it’s every inch the usable family SUV too. It’s an engineering masterpiece – you’ll have to pay big money for the privilege of owning one, but what a privilege it is.

4X4 OF THE YEAR

2025

£59,990-£66,990

BEST PERFORMANCE SUV

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WE ALL LIKE BIG, THUNDERING V8 MONSTERS, but the winds of change are a-blowing. Last year, this class had its ﬁrst electric winner in the Porsche Taycan Cross Turismo, and now the Polestar 4 is here to show that serious all-electric pace is not beyond the pockets of the (well off) workers either. Launched in the second half of 2024, the Polestar 4 is a coupe-SUV whose character blends a zen-like form of luxury with a rock’n’roll form of acceleration. There’s a singlemotor model, which is quick, but the dual-motor has all-wheel drive – as well as 544bhp and 506lbf.ft. This translates into a 0-62 time of 3.8 seconds, but it’s in the midrange that you really feel it. This is an overtaking machine of Thor’s hammer proportions. Despite the heavy weight that’s a feature of every EV, it brakes and handles as well as it performs. It retains its poise in hard corners and on uneven roads, and you can push it very hard indeed without the rear ever feeling loose. Inside, there are times when it feels less like a car and more like driveable tech. It has a camera display and no back window, for example. But it’s also very classy and comfortable, with beautiful materials and welcoming touch points. And when you turn the stereo up to max, people can hear it in the next county – without any drop in sound quality. See, it might not have a V8 but it is a big, thundering monster all the same.

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4X4 OF THE YEAR 2025 | BUDGET SUVS SKODA KAROQ

£29,975-£42,825

While it costs too much at the top of the range to be called a budget vehicle, the Karoq is a peach in entry level form. You do without some things you might want, and some you’d be happy to do without, but it’s a perfect example of just enough being all you need.

SUZUKI VITARA

£26,949-£32,199

Recently facelifted and now packing more equipment than ever, the Vitara offers a simple choice of two spec levels and mild or full hybrid engines – the latter with the further option of all-wheel drive. It looks as sharp as ever and has the handling to match, as well as a load of extra kit that makes it better value for money than ever before.

4X4 OF THE YEAR

2025

WINNER | DACIA DUSTER

BEST BUDGET SUV

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4X4 OF THE YEAR 2025 | BUDGET SUVS LEXUS LBX

£29,995-£40,005

Since when did Lexus make budget vehicles? Since it got its hands on the Toyota Yaris Cross and turned it into a premium crossover, that’s when. The LBX is small in size but big on style, kit and materials – and the entry-level model sneaks in just below the magic thirty grand mark.

KIA SPORTAGE

£29,390-£45,775

Like the Karoq, the Sportage gets in on the action here by having one model priced at less than £30 grand. Happily, this is equipped with alloys, air, cruise, DAB, phone mirroring and a load of safety kit – more than enough to have you questioning the need to bust the thirty grand ceiling just above it.

£18,745-£26,745 TO QUALIFY FOR THIS CLASS, A VEHICLE NEEDS TO START AT LESS THAN £30,000. Thus the Skoda Karoq, for example, sneaks in by a pony so long as you don’t mind doing without all-wheel drive and the full range of kit that comes further up the range. The Duster, meanwhile, starts in the teens and even at the top of the range you’re only in the mid-20s. And this is a brand new vehicle, launched just a couple of months ago in the UK on the back of a huge bank of pre-orders. You can see why people want a bit of it. The Duster is chunkily styled, cleverly thought out and stoutly put together – and while it’s not the ﬁrst to give you loads of kit for your cash, the quality of the kit itself means you don’t feel deceived when you start using it. Make no mistake, the Duster may be built to a budget but it’s no token effort. Versions with all-wheel drive illustrate this perfectly, gaining a unique front bumper, raised ground clearance and their own unique rear suspension – the latter allowing axle articulation that’s on a par with some vehicles that call themselves hardcore off-roaders. As we always say, for a vehicle to be cheap is not enough. First, it has to be so good that you want to buy it anyway. There are a few annoying details to get over in the cabin, but overall the Duster puts on a great show – and when you learn how little it costs next to some of its rivals, it goes from being great to being incredible. That’s value for money deﬁned on four wheels.

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4X4 OF THE YEAR 2025 | LUXURY SUVS VOLKSWAGEN TOUAREG

£71,280-£82,840

The Touareg challenges the notion that luxury has to be unreachably priced. It’s very well equipped and both easy and enjoyable to drive. It’s not as showy as some premium SUVs, but it quietly goes about the business of looking after your every need and doesn’t want to bankrupt you in the process.

BENTLEY BENTAYGA

£169,000-£260,000

Few things in life offer more choice than a new Bentley. There are endless opportunities to personalise your vehicle, but what you get deep down is a 4x4 built to an epic standard. It’s truly luxurious, glorious to drive and even very capable off-road, and the customer care you’ll get as a Bentley owner is off the scale.

4X4 OF THE YEAR

2025

WINNER | JEEP GRAND CHROKEE

BEST LUXURY SUV

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4X4 OF THE YEAR 2025 | LUXURY SUVS JLR RANGE ROVER

£104,025-£193,000

Epic performance, silky ride and reﬁnement, a mighty driving position and dripping luxury are what the modern Range Rover stands for. It’s a status symbol of the highest order, and as well as being a heroic tow car it’s as capable off-road as you’ll ever want it to be.

MERCEDES-BENZ GLS

£107,500-£207,895

With seven-seat practicality and S-Class quality, the GLS is a workhorse and luxury car in one. An optional off-road pack gives it remarkable capability on rough ground, should you want it. A selection of Maybach variants at the top of the range turn it into more of a limousine, while the AMG model has brutal pace and presence.

£72,304-£85,804 WE’RE NEVER SCARED TO MAKE CONTROVERSIAL CHOICES. And what could be more controversial than a class winner you might never actually see on the road? The Grand Cherokee’s UK launch was in April, when there were four models in the range. We looked on Jeep’s website in December – and it was already down to two. Supply is a massive issue for Jeep’s US-made models. Thus the Grand will be among the most exclusive vehicles in these entire awards. Yet it’s also a reminder that genuine luxury doesn’t need to mean getting rinsed for a six-ﬁgure sum. The Grand is wonderfully roomy and well appointed inside. It feels modern and traditional at the same time – and in a manner of speaking it is, because as well as being a smooth, powerful presence on the road it’s a genuinely able off-roader with low range as standard. One of the models that’s gone missing since the launch is the Trailhawk, which we hope comes back as it’s tuned for extra off-road skill. But we’d also suggest aiming for the top – with the full whack of luxury kit, the Summit Reserve model is Grand Cherokee to the max. This is also a vehicle with huge practicality (it’s like a hangar in the back). The Grand has always been a real-world premium 4x4 and this new model keeps that spirit alive. It looks after you beautifully but it’s up for the ﬁght, too – and most of all, you might actually be able to afford it. That makes it very relevant – and a welcome addition to a class that’s become all too unattainable.

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4X4 OF THE YEAR 2025 | OFF-ROADERS INEOS GRENADIER

£62,316-£79,140

Last year’s overall winner continues to be a strong choice, having just come back from a production blip cause by a supply line issue. It has a supreme driving position and the off-road mastery that comes from its live axled design, and it’s built to last a lifetime.

JLR DEFENDER

£57,420-£160,800

With an array of electronic toys masking the limitations of its all-independent suspension, the Defender is enormously capable off-road and a delight both around town and on the motorway. Its cabin is a superb place to be, even in low-spec and commercial form – though all eyes have this year been on the vastly priced new Octa model.

WINNER | JEEP WRANGLER

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4X4 OF THE YEAR 2025 | OFF-ROADERS MERCEDES-BENZ G-CLASS

£180,860-£203,595

Unless you go for the very high-performance AMG model, the G-Class is now all-electric. It continues to have low range and all the locking diffs, however – so although it comes over as a marvel of electronics, it has the engineering behind it to be as true a performer off-road as its illustrious name demands.

TOYOTA LAND CRUISER

£74,995-£79,995

Toyota is not currently taking orders for the Land Cruiser, due to what it says is limited supply and high demand. A surprise, maybe, given its eye-watering price compared to that of the previous model, however this is still a superb off-roader whose tech-rich design is underpinned by world-class engineering and the eye appeal of its retro styling.

4X4 OF THE YEAR

2025

£61,125-£63,125

BEST OFF-ROAD VEHICLE

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THE ORIGINAL OFF-ROADER is back on top. The Wrangler has Jeep’s epic history and know-how, it’s built with off-roading in mind, it’s as uncompromised as they come and just look at the prices. Yes, every vehicle here is expensive. But top money for a Wrangler gets you the Rubicon, with locking diffs and heavy-duty axles the highlight of its dedicated off-road spec – and all that’ll pay for from any of its rivals is vans and base-speccers.

The Wrangler is a traditional off-roader with a ladder chassis and lever-operated transfer box. The engine is a 2.0-litre petrol unit, which has plenty of high-revving power and is surprisingly good at crawling along in low range (the Rubicon excels here as it has deeper transfer gear ratios). Inside, it’s truck-like but, with a big new media screen introduced in the last year as part of an allround facelift, very welcoming and comfortable. The seats are very good and the driving position is magnificent, with an excellent view of the road or terrain ahead. All UK Wranglers are long-wheelbase now, so five-seat practicality is built in. So too, at least to some extent, is the vehicle’s value. Wranglers have excellent long-term residuals, more so nowadays than any of the other trucks in this class. Combine this with their price and you have a 4x4 whose heritage, ability, image, aftermarket support and value for money have it firmly back on top.

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4X4 OF THE YEAR 2025 | PICK-UPS ISUZU D-MAX

£33,516-£62,916

The D-Max remains a very popular choice, and with a facelift on the way that won’t change. There’s an EV version coming, too. For now, this is a pick-up done properly, with solid quality throughout. It lasts and last – and it comes with the best dealer backup in the business.

KGM MUSSO

£29,975-£42,825

The Musso is a left-ﬁeld choice but one that makes sense at all sorts of levels. It has the most SUV-like cabin in the business; its quoted towing and carrying capacities are unmatched; its warranty is visible from space; and it’s cheap. It has suavely menacing looks and an equipment list that goes on forever – it’s a good truck, and great value.

WINNER | FORD RANGER

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4X4 OF THE YEAR 2025 | PICK-UPS INEOS QUARTERMASTER

£62,230-£73,730

The pick-up version of the celebrated Grenadier, the Quartermaster shares that vehicle’s hardcore off-road design. Its price, and the fact that it doesn’t qualify as a commercial vehicle, means it will appeal only to lifestyle buyers – but if you want a truck for global overlanding, look no further.

TOYOTA HILUX

£35,506-£73,940

The current Hilux has been around for a decade and has recently had its third facelift, but it remains fresh – and this year’s GR Sport II has given it a new shot of sex appeal. Most of the work-spec options have been deleted now, but at the lucrative lifestyle end of the market it continues to take advantge of its legendary brand name.

4X4 OF THE YEAR

2025

£35,875-£62,479

BEST PICK-UP

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AFTER WINNING THE CLASS AT THE FIRST ATTEMPT LAST YEAR, the Ranger continues to dominate. We have the full line-up on sale now, with new models being added as time goes on – though there’s still a potential game-changer to come in the shape of 2025’s plug-in hybrid. The Ranger manages to blend an assertive approach to styling with a cabin that feels premium even in lower spec models. Ford has always been especially strong at the coal face, but as you move up the Ranger model line you soon ﬁnd yourself surrounded by hugely impressive equipment lists. Whichever version you choose, you get a masterful driving position which might put you in mind of an old-school off-road vehicle. It makes you feel like the road is your domain – which in turn puts you at ease from the word go. From then on, whether you’re cruising round town or on the motorway, the Ranger looks after you. It’s pretty agile on the open road, too, though here is where the ﬁrebreathing Raptor model comes in to its own. This has all the sound and fury you’d want from a sports car, let alone a double-cab; it’s fast, loud and lairy on the road and then when you get it on to rough terrain it hits a whole new level of ability. It’s not unheard of for vehicle manufacturers to launch new models at low prices then hike them hard in the second and third years. Ford has done the opposite, keeping the increases modest as the range gets established – and that’s helped make the Ranger a double winner.

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EXTREME

3D block pattern inspired by amoeba structures delivers superb performance in all terrains Square tire profile provides a flat contact area with high load capacity

MUD TERRAIN

Special pattern designed with jagged edges for extra traction to maximise off-road performance Pattern’s void ratio optimises mileage and lifespan Unique orange outline sidewall lettering adds eye-catching colour to your vehicle Ribs along the shoulder provide sidewall protection

Optimised pattern design provides exceptional cut resistance, better durability and mileage, and impressive traction on all terrains Wide zig-zag grooves offer great water, mud, stone and snow dispersal Tiger-tooth shoulder design delivers extra traction and provides excellent cut resistance, preventing punctures under hazardous conditions

HIGHWAY TERRAIN

ALL TERRAIN

60% = ON ROAD 40% = OFF ROAD

The tire shoulder area is covered by a special rubber for professional competition in USA and Australia

50% = ON ROAD 50% = OFF ROAD

Wider tread and tire profile delivers extra mileage 3D zig-zag tread design maximises off-road traction and stability Extended grooves in the tire shoulder deliver excellent traction Special shoulder design gives extra grip and traction on hazardous road surfaces and difficult off-road conditions Special armoured shoulder provides extra protection to prevent damage, giving excellent traction on snow, mud, rock terrain Highly rigid steel belts deliver outstanding stability and load capacity

40% = ON ROAD 60% = OFF ROAD Rim 16

Size

Load/Speed Rating

Pattern

Rim

Size

Load/Speed Rating

Pattern ATM

LT 285/75 R16 6PR OOL

116/113Q

AT2

LT265/60 R18 8PR

114/110Q

LT 315/75 R16 8PR OOL

121/118Q

AT2

LT265/60 R18 10PR

119/116Q

ATM

LT 265/65 R17 10PR

120/117Q

AT318

LT 265/60 R18 10PR

119/116Q

AT318

LT 275/65 R17 10PR

121/118Q

AT318

LT 285/60 R18 8PR OOL

118/115Q

AT2

LT 265/70 R17 10PR OOL

121/118Q

AT2

LT 285/60 R18 8PR

118/115Q

AT318

LT 265/70 R17 10PR

121/118Q

AT318

LT 265/65 R18 8PR

117/114Q

AT318

LT 285/70 R17 8PR OOL

121/118Q

AT2

LT 285/65 R18 8PR

121/118Q

AT318

LT 285/70 R17 10PR

121/118Q

AT318

LT 265/70 R18 8PR

119/116Q

AT318

LT 305/70 R17 8PR OOL

119/116Q

AT2

LT 315/70 R17 8PR OOL

121/118Q

AT2

OOL = Orange Outline Lettering

For more information go to www.csttires.eu www.rhc.co.uk

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4X4 OF THE YEAR 2025 | RESULTS

BEST CROSSOVER Subaru Outback BEST SMALL SUV Dacia Duster BEST MEDIUM SUV Skoda Kodiaq BEST LARGE SUV Kia Sorento BEST ELECTRIC SUV Kia EV6 BEST PERFORMANCE SUV Polestar 4 BEST BUDGET SUV Dacia Duster BEST LUXURY SUV Jeep Grand Cherokee BEST OFF-ROAD VEHICLE Jeep Wrangler BEST PICK-UP Ford Ranger

4X4 OF THE YEAR

2025

CLASS AND SPECIAL AWARDS

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BEST VALUE KGM TORRES

OFF-ROAD AWARD JEEP WRANGLER

So, the SsangYong / KGM Rexton’s reign as Britain’s best value 4x4 is ﬁnally over. Its replacement? Its little brother. The Torres is an eye-catcher. It looks classy inside. It’s spacious. It’s even good to drive – quiet, smooth and, in the case of the all-electric EVX model, quick. Only the petrol version is available with all-wheel drive, but this too is brisk enough – and its appetite for fuel is pleasingly slight. The Torres also has a 5-year / 100,000-mile warranty (7-year / 90,000mile for the EVX). It’s a family SUV that promises to keep on saving you money – and standing out in a crowd – for as long as you own it.

Simplicity is the key to every good vehicle. This is an era in which it has been lost to endless legislative assaults, but there’s still so much to be said for getting the basics right. That’s what the Wrangler does. Simple, and as mechanical as possible: that’s the deﬁnition of a good off-road vehicle. No new vehicle can avoid complexity but the Wrangler sticks to its principles as much as possible and the result is a vehicle which strolls over terrain few others could countenance. The Rubicon model remains the best turn-key off-roader on the market – and all its rivals are far more expensive. Simple? Indeed.

SUSTAINABILITY AWARD ISUZU D-MAX

MANUFACTURER OF THE YEAR KIA

Sustainability is about more than just limiting what comes out of your vehicle’s back end. The EV revolution matters – but so too does driving vehicles that last. That’s why the old Toyota Land Cruiser was a winner of this award – and why the Isuzu D-Max has picked up the mantle. Isuzu downsized its engines a decade ago and has been reﬁning them ever since, allowing the D-Max to return mercifully frugal miles per gallon. As countless owners will tell you, too, it’s built to go on forever. An award-winning dealer network is a big part of that; sustainability built in at every level is what makes this a truck you can use for good.

Three years in a row. That’s unprecedented, and it’s saying something. Kia has mastered the art of the SUV and ridden that mastery on a journey up the sales charts – and it’s far from ﬁnished. The Sorento is back, with a major mid-life update that returns it to the top of its class. The EV6 has had a facelift too, the EV9 is gaining sales all the time and the Sportage remains the go-to small SUV for a huge number of people. And that’s all before the EV3 arrives – it was just too late for these awards, but it promises to be the biggest game-changer yet. As we said last year when giving Kia this award, the sky’s the limit.

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4X4 OF THE YEAR 2025 | RESULTS

4X4 OF THE YEAR

2025

THE WINNER | SKODA KODIAQ

BEST VEHICLE

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THE ORIGINAL KODIAQ didn’t win this title when it was new. It lost out in the tightest of decisions to the SsangYong Rexton – and while we would always defend that vehicle’s right to the crown (and we had to), we’ve also always felt that we wronged Skoda in the process. The Kodiaq would have won the title just about any other year. And the new model basically does all the things that made the old one so good, only in a more modern package. So this time, the choice is very easy indeed. It’s always been a massive seller, it’s always been a brilliant car – and now at last it has the coveted 4x4 of the Year title to add to its many other accolades. The Kodiaq is based on a new platform and has updated styling, with a sharper front end that’s in keeping with Skoda’s latest design language, and of course it has a new range of

we can see being massively popular. However the only engine

powertrains. It’s a new vehicle from nose to tail, basically –

available with all-wheel drive is the higher-powered of two diesel

however the familiarity of everything from its cabin layout to the

options – a hole in the range which we expect to be filled with the

way it drives means anyone who’s lived with the old one will feel

imminent arrival of a vRS model.

instantly at home when they climb on board.

What we won’t ever see is a manual gearbox; every engine in

Actually, anyone full stop will feel at home in the Kodiaq. It’s

the range comes with a DSG unit as standard. It would be nice to

that kind of vehicle – it dials in to your instincts and just feels plain

think that there’s room for the Scout model to make a comeback

right. It comes with various luxuries and conveniences as you

(they get it in Europe), and there’ll certainly be an L&K range-topper

move up the range but nice though these are, the fabric-trimmed

at some point, so the choices are still growing.

interior in the base-spec SE model is one of the nicest we’ve sat in all year. In keeping with the new generation, the choice of engines puts the accent on petrol. There’s a plug-in hybrid version, too, which

Not that you really need to go far up the range to get the Kodiaq at its best. It’s rock solid from the ground up and all Skoda’s knowhow has gone into making it the perfect family SUV. It’s the 4x4 of this year – and for a lot of people, of every other year too.

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UNEXPECTED ADVENTUREs

from

£31,995 kgm-motors.co.uk/torres Explore the award-winning range at your local KGM dealership

Fuel consumption figures for the KGM range in mpg: Combined 30.2-45.2; CO2 emissions in g/km 158-245. All KGM vehicles come as standard with a

5-year/100,000-mile warranty except for Torres EVX, which attracts a 7-year/90,000-mile warranty.

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DRIVEN TO

OUTDO 4X4 OF THE YEAR

2025

THE ISUZU D-MAX: WINNER OF THE 4x4 SUSTAINABILITY AWARD 2025

SUSTAINABILITY AWARD

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One of the most reliable vehicles on the market, the D-Max’s longer lifespan ensures consistent performance. At the same time, its capable, efficient engine means it produces lower emissions than others in its class. A drive away winner.

VISIT ISUZU.CO.UK All fuel consumption and emission values are based on the new WLTP (Worldwide Harmonised Light Vehicle Test Procedure) test cycle which uses real-world driving data. Official fuel economy for the standard Isuzu D-Max range in MPG (l/100km): Low 25.1–27.6 (10.2–11.2). Mid 31.4–36.4 (7.8–9.0). High 36.0–39.4 (7.2–7.8). Extra-High 29.0–30.8 (9.2–9.7). Combined 30.7–33.6 (8.4–9.2). CO2 emissions 215–241 g/km. Visit Isuzu.co.uk or contact your local Isuzu dealership for more information. Isuzu (UK) Ltd a subsidiary of International Motors Limited.

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