Best Off Road Suv 2016
Offroad SUV 2016 Comparison
Jeep's off-road icon takes on five ute-based SUVs in a dusty 4x4 showdown
Ford Everest v Holden Colorado 7 v Isuzu MU-X v Jeep Wrangler v Mitsubishi Pajero Sport v Toyota Fortuner
Comparison Test
Whether you're a hard-core dirt seeker or occasional weekend offroader, there's a vehicle to suit your needs. We head north of Melbourne to Granny's Flat on the Jamieson River to pitch Jeep's off-road icon, the Wrangler, against three newcomers – the Toyota Fortuner, Mitsubishi Pajero Sport and Ford Everest – and a couple of old-timers in the Holden Colorado 7 and Isuzu MU-X. We'll see which offers the most capable off-road experience, as well as the best value-for-money for family buyers with a sense of adventure. It's a broad brief, played out in challenging conditions, and the results will shake-up your shopping list.
This year's off-road extravaganza aims to put six of the best SUVs in their class through their paces in the way a normal owner would. The focus here is on off-road ability, though we're mindful many of these rugged 4x4s will also frequent the supermarket car park and equally treacherous school drop-off.
As such, the winner needs to deliver a rounded offering demonstrating both on and off-road manners in a value-for-money package. But for much of this comparison, dirt dominated.
The six vehicles on test offer decent equipment and are similarly priced. All are equipped with an automatic transmission and dual-range transfer case (i.e. offering high and low-range four-wheel drive). Some add hill-start assist and hill-descent control, others offer multi-terrain modes and some have rear differential locks. All but the Jeep run turbo-diesel engines.
From entry-level models to top-spec heroes, vehicle prices were in the $50,000-$55,000 bracket. Scratch the surface, and significant value-for-money discrepancies emerge. Our Price and Packaging, and Safety and Technology sidebars dig deeper in this regard (see below for links).
As is the case with all motoring.com.au comparison tests, there will only be one winner. Time to get dirty!
Ford Everest
One of the newest vehicles on test – and based on the accomplished Ranger platform – the Everest came with high expectations.
Powered by a strong 3.2-litre turbo-diesel the Everest offered smooth, accessible torque (143kW/470Nm) – not far shy of the big-torque Colorado's 500Nm.
The entry-level Ambiente model on test is priced at $54,990 (plus ORCs).
Ford's ride/handling balance presented with a broader audience in mind, and beyond that of the pure off-road enthusiast. Quiet, composed and confident on the freeway, the Everest impressed from the start.
Moving to loose gravel and tight winding roads, the ute-based SUV continued to show good form. There was a great sense of connection with the road, with consistent feedback through the wheel. Grip and balance exceeded our expectations, with all judges praising the Everest for its composure across sealed and unsealed test roads.
As an overall package, the Everest was one of the easiest vehicles to get in and out of, and was the easiest to immediately drive with confidence off-road.
User-friendly attributes included a full-time four-wheel drive system (other vehicles could be driven in two-wheel drive), resulting in a seamless transition from bitumen to dirt. The system distributed torque to wheels with the most traction and also featured push-button, low-range selection and a locking rear diff.
Similar to the techno-laden Pajero Sport, the Everest had a Land Rover-style multi-terrain system with electronically-controlled modes for tackling different surfaces. These include sand, rock, mud and snow. However, unlike the Mitsubishi, only rock mode was available in low-range 4WD.
Other off-road driving aids included hill-start assist, hill-ascent and hill-descent control.
The Ford's muscular engine and six-speed automatic were most effective at powering up steep ascents. One of three vehicles fitted with all-terrain tyres (Dunlop AT22 Grandtrek on 17-inch alloys), it exhibited less wheel-spin than some others over dry gravel and rocks; thanks in part to a cooperative traction and stability control combo.
While easily negotiating a series of moguls and deep ruts, some testers noted more underbody scraping than some other vehicles. In part, this comes from the exposed leading arm of the Everest's Watts Link rear suspension, but is also due to slightly inferior off-road geometry.
The Everest offers 225mm ground clearance and a 21.5 degree break-over angle (second worst to the Wrangler). The 29.5-degree approach angle and 25-degree departure were also on the low side. On the plus side, it had ample underbody protection and in base grade spec was not fitted with potentially ground-scraping side steps. The turning circle is quoted at 11.7m.
Other strong points included excellent low-range reduction and strong engine braking, as well as super-smooth hill descent control for safely navigating tricky descents.
Roomy, elevated front seats with contoured cushioning made the Everest one of the more comfortable off-road, while there were eight grab handles for the first two rows of seating, but none for third row passengers.
The Everest tips the scale at 2370kg (the heaviest on test) and can tow up to 3000kg (braked). It's fitted with an 80-litre fuel tank. On test we averaged fuel use of 13.8L/100km, level with the Colorado 7.
2016 Ford Everest Ambiente pricing and specifications:
Price: $54,990 (plus on-road costs)
Engine: 3.2-litre five-cylinder turbo-diesel
Output: 143kW/470Nm
Transmission: Six-speed automatic
Fuel: 8.5L/100km (ADR Combined)
CO2: 224g/km (ADR Combined)
Safety Rating: Five-star ANCAP
Holden Colorado 7
The Colorado may be old in this company, but it still has a lot going for it.
Our top-spec LTZ model is priced at $51,490 (plus ORCs).
The Colorado's 2.8-litre turbo-diesel engine develops 147kW/500Nm. And that torque proved itself time again when fronting steep inclines.
On gravel roads, the Colorado lacked the sure-footedness of others, and was prone to a bit of skating through corners. Its steering was also noted as heavy by comparison to the others, while road noise was also an issue.
Like the MU-X and Wrangler, the Colorado 7 was more at home in the bush than on the bitumen. The softer ride that impaired the Holden's handling on road became an asset on bumpy, mountain tracks. The long travel, all-coil set-up was particularly impressive at soaking up sharp corrugations and ruts.
The torquey engine did present a fair amount of turbo lag, and in combination with the six-speed automatic's slower decisions, was 'clunky' when jumping on and off the throttle. In many instances it was best to shift gears manually, allowing the engine's torque to overcome any deficit.
The Holden's brakes were up to task, far more so than its Isuzu cousin, but the pedal feel was wooden, occasionally resulting in stronger initial application than was otherwise necessary.
Like most of the others, the Colorado 7 featured a simple-to-use part-time 4WD system, while its basic off-road electronics package included hill-start assist and hill-descent control – an absolute necessity given the Holden's poor engine braking.
Despite the absence of a locking rear diff the Colorado 7 rarely missed a beat over trickier terrain. Excellent wheel articulation and best-on-test ground clearance (231mm) were a bonus. Wading depth of 600mm was middle of the pack (the Everest offers 800mm, while Pajero Sport and Fortuner provide 700mm).
Outward vision from the driver's seat was acceptable, but there was less headroom for taller drivers in the Colorado 7. Its seats were also voted the flattest and least supportive of any vehicle on test.
Despite running Bridgestone Dueler highway tyres on 18-inch alloys, traction was pretty good on loose gravel, and the under-body steel bash plates provided decent protection. Also inspiring confidence off-road was a competitive approach angle of 30 degrees, break-over angle of 22 degrees and 25 degrees departure angle. It also offers an 11.8m turning circle.
The Holden had the fewest in-car grab handles, with none at all for third-row passengers.
Weighing-in at 2210kg (kerb), the Colorado 7 can tow up to 3000kg (braked) and is fitted with a 76-litre fuel tank. On test we averaged fuel use of 13.8L/100km, level with the Everest.
2016 Holden Colorado 7 LTZ pricing and specifications:
Price: $51,490 (plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 147kW/500Nm
Transmission: Six-speed automatic
Fuel: 9.2L/100km (ADR Combined)
CO2: 243g/km (ADR Combined)
Safety Rating: Five-star ANCAP
One of the older models on test, and showing its age here, the Isuzu MU-X might appear to drag the longest chain. But looks can be deceiving.
Our MU-X was the high-grade LS-T, and was priced from $54,000 (plus ORCs).
Under the bonnet was a 3.0-litre turbo-diesel with output figures of 130kW/380Nm – the least powerful in this company. The MU-X joins the Wrangler in offering five forward gears (all others, excluding the eight-speed Pajero Sport, offered six).
The MU-X felt aloof on road, and presented a fair amount of body roll when cornering. But switch to dirt and it immediately felt at home, and was more comfortable, and less agricultural than expected. Its robust, workhorse character lends itself to dirt, dings and a less sympathetic lifestyle; in short, it feels like it will last forever.
Steering was confident, and not as heavy as the Colorado 7's, but the Isuzu's grip was less inspiring, perhaps let down by Bridgestone Dueler highway-biased tyres on 17-inch alloy wheels.
Like the Colorado 7 and Wrangler, the rough-and-ready MU-X easily betrayed its ladder frame underpinnings with a more truck-like feel than the Mitsubishi, Toyota and Ford. It was hard to fault off-road, with the gutsy, low-revving engine making the most of the low-reduction gearing, easily conquering hilly, low-speed tracks.
Strong engine braking meant the absence of hill descent control was never an issue. The MU-X also lacked a locking rear diff.
But it rarely scraped its belly, thanks to a second highest approach angle (30.1 degrees), third-highest break-over angle (22.6) and second-highest departure angle (25.1). Ground clearance (230mm) was better than all bar the Colorado 7 while wading depth joined the Holden with 600mm. The MU-X equalled the turning circle of the Fortuner at 11.6m.
The MU-X weighs 2160kg (kerb) and can tow up to 3000kg (braked). It offered the smallest fuel tank of any vehicle on test (65 litres), but was the most fuel efficient, recording an on-test average of 11.6L/100km.
2016 Isuzu MU-X LS-T pricing and specifications:
Price: $54,000 (plus on-road costs)
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 130kW/380Nm
Transmission: Five-speed automatic
Fuel: 8.3L/100km (ADR Combined)
CO2: 219g/km (ADR Combined)
Safety Rating: Five-star ANCAP
The Jeep Wrangler seems like the obvious choice when you talk about off-road adventures, but pitched against newer, more rounded offerings, things didn't stack up as we'd imagined.
The Wrangler Sport on test was priced at $49,750 (plus ORCs).
A rogue entrant among this group, the Wrangler was powered by a 3.6-litre V6 petrol engine (all the others are turbo-diesel).
Around town and even on the freeway, the Wrangler stood out from the competition at hand – in a not-so-good way. In short, it lacks the comfort and refinement it needs to be a serious contender for family use.
The steering is vague and disconnected, and the ride is harsh, at best (BYO sports bra, commented one of our female testers.) Moving into more comfortable territory for the Wrangler, gravel surfaces were slightly more forgiving – but the Jeep still proved choppy over rough corrugations and deep-rutted roads. Further, it didn't have the same grip levels we experienced in at least three of the other vehicles on test.
Its enviable reputation as an off-road warrior is probably due more to the rock-hopping, short-wheelbase model rather than the longer-wheelbase, five-door version tested here. While sporting the highest approach (35 degrees) and departure (28 degrees) angles in the group, it was let down by the lowest break-over angle of the group (18 degrees) and unimpressive ground clearance (220mm), resulting in more than a few scrapes over the moguls.
It also had the lowest wading depth (508mm) and the worst turning circle (13.1m).
However, the rough-and-ready Wrangler offered the best view out, with the tall, bluff windscreen and flat side glass allowing a good view of the front wheel position. Less user-friendly was the transfer selection lever which, like the rest of this old-school off-roader, required a firm hand.
'Macho', 'hardcore', and even 'gut-churning ride' were some other comments from testers, reflecting its distinct off-road bias.
Conversely, the smooth and responsive V6 petrol engine was a charmer for the most part, but did need more revs to develop its torque. Unfortunately, this did come at the detriment of fuel economy.
On the plus side, excellent low-range reduction and wheel articulation, and chunky Goodyear Wrangler all-terrain rubber, made up somewhat for the Jeep's lack of off-road technology, such as hill-descent control and an electronic rear differential lock, along with minimal underbody protection.
We loved the Wrangler's retro looks, the removable roof and the dash-mounted passenger grab handle. Off-road fans will also appreciate the Wrangler's externally-mounted full-size spare wheel – far easier to access than the under-slung spares of the Jeep's competitors.
The Wrangler on test weighs 2053kg (kerb) and can only tow 2000kg (braked); the worst on test. It's fitted with a class-leading 85-litre fuel tank; a good thing considering it offered the worst fuel economy on test at 20.4L/100km.
2016 Jeep Wrangler Unlimited Sport pricing and specifications:
Price: $49,750 (plus on-road costs)
Engine: 3.6-litre six-cylinder petrol
Output: 209kW/347Nm
Transmission: Five-speed automatic
Fuel: 11.7L/100km (ADR Combined)
CO2: 273g/km (ADR Combined)
Safety Rating: Four-star ANCAP
The newest vehicle on test, the Pajero Sport shares its basic structure with the Triton utility.
It's powered by a familiar 2.4-litre turbo-diesel engine that produces 133kW/430Nm and is paired to an eight-speed automatic transmission – that's two up on most others on test.
Our top-spec Exceed model is priced at $54,990 (plus ORCs).
The Pajero's steering brought with it much criticism from all judges. 'Numb' and 'disconnected' was the feedback from many, some adding that the hydraulically-assisted system made the Mitsubishi unpredictable and hard to place on gravel roads.
On those same roads, the Pajero Sport's stability control system spoilt much of the drive, intervening more readily and sustaining its hold longer than its immediate rivals. Noise intrusion was also a low point, with every stone heard hitting the under-body when travelling on unsealed roads.
On paper, the Pajero Sport had one of the most sophisticated four-wheel drive packages on test. Included as standard was Mitsubishi's proven Super Select part-time 4WD system with its super-low gear reduction ratios and an electronic terrain management system (similar to the Everest's). All are easily accessible via a console-mounted dial.
Add in well calibrated hill-descent and hill control systems, a rear diff lock and competitive off-road geometry (30 degree approach, 23.1 degree break-over, 24.2 departure), and the Pajero Sport felt as up to the task in the dirt as the others. It also offered a best-on-test turning circle of 11.2m.
That said, there was more under-body scraping noticed in the Mitsubishi than in some of the others, the Pajero Sport offering the worst ground clearance on test (218mm). Water fording is, however, competitive at 700mm.
The smaller capacity turbo-diesel engine worked a bit harder than most here, but remained impressively refined. The slick-shifting eight-speed auto also impressed with superb engine braking in the two lowest gears and excellent manual selection via large steering wheel paddles.
Letting the Mitsubishi down were the Toyo Open Country highway tyres on 18-inch wheels, which often grappled for traction. The firm all-coil suspension also delivered the harshest, low-speed ride on bumpy tracks, which oddly wasn't the case at higher speeds on gravel roads and over light corrugations.
Helping reduce some of this harshness were the most comfortable and cushy front seats. Forward vision and seating position were on par with the other ute-based SUVs with a very good level of adjustment. The Pajero Sport offered six grab handles for its two passenger rows (the Mitsubishi is a five-seat proposition only).
Undesirable, however, was the combination of steel and less robust plastic bash plates underneath – we'd recommend fitting stronger after-market products if you plan on spending a lot of time off-road.
The Mitsubishi was also the only vehicle fitted with a tow kit – the over-sized externally-hung drawbar compromising the Pajero Sport's departure angle and causing more than a few bruised shins.
Speaking of towing, the Pajero Sport can haul more than all on test at 3100kg (braked) while Mitsubishi quotes a kerb weight of 2070kg. On test, the Japanese newcomer recorded a fuel consumption average of 12.2L/100km, second only to the MU-X.
2016 Mitsubishi Pajero Sport Exceed pricing and specifications:
Price: $54,990 (plus on-road costs)
Engine: 2.4-litre four-cylinder turbo-diesel
Output: 133kW/430Nm
Transmission: Eight-speed automatic
Fuel: 8.0L/100km ADR Combined)
CO2: 212g/km (ADR Combined)
Safety Rating: Five-star ANCAP
Based on the HiLux, the new Toyota Fortuner is powered by the same 2.8-litre turbo-diesel. In this instance it's mated to a six-speed automatic and produces 130kW/450Nm.
The mid-spec GXL on test is priced at $54,990 (plus ORCs).
The cabin of the Fortuner is quite plush, on par with Everest in this company. The third-row seats, despite their awkward side-stow arrangement, are adequately sized once in use, demonstrating that the Toyota does have family buyers in mind.
On road, the newest of Toyota's 4x4 offerings felt composed and surprisingly comfortable, given its utility origins; and when sampled on gravel roads was sure-footed and predictable.
The Fortuner's locally-tuned suspension proved well sorted, and was the pick of the six on gravel roads. The stability and traction control were well metered and while engine power felt a step behind the Everest and Colorado, the transmission's drivetrain was flexible enough to keep atop of the deficit, only occasionally requiring manual intervention (from the steering wheel-mounted paddle shifts).
More robust and compliant than first impressions would have you believe, we were busting to get to know the Fortuner off-road; and like most Toyota 4x4s it didn't disappoint.
Long-travel suspension and above-par off-road geometry (30 degrees approach, 23.5 break-over and 25 degrees departure angle) saw the Fortuner take every off-road obstacle in its stride. The ride remained comfortable when the going got tough, and with 220mm ground clearance and 700mm wading depth, the Fortuner was rarely challenged. The turning circle is listed at 11.6m
Also competitive was a part-time, dual-range four-wheel drive system with a locking rear differential, while the Bridgestone Dueler all-terrain tyres on 17-inch alloys provided excellent grip in the dry, dusty conditions.
Adding to its bush ability was a bash plate for the sump and (inside) eight grab handles covering all three passenger rows.
With good wheel articulation and a gutsy engine, the Fortuner cleared obstacles as well if not better than the Everest, although it was less refined and noisier in the process.
Low-range reduction was excellent, resulting in strong engine braking for descents. There was plenty of body roll but with less impact on passengers than the stiffer Pajero Sport, with which it shared steering wheel paddle shifters.
Other highlights included adjustable height seating, adequate headroom and decent outward visibility.
The Fortuner is rated to tow up to 2800kg and has a kerb weight of 2110kg. On test, the Toyota managed an average, fuel economy figure of 13.0L/100km – around middle of the pack.
2016 Toyota Fortuner GXL pricing and specifications:
Price: $54,990 (plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 130kW/450Nm
Transmission: Six-speed automatic
Fuel: 8.6L/100km (ADR Combined)
CO2: 228g/km (ADR Combined)
Safety Rating: Five-star ANCAP
Source: https://www.carsales.com.au/editorial/details/offroad-suv-2016-comparison-101288/
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