4x4 Magazine
May, 2005
At $37,490, Hyundai Terracan CRDi redefines 'value-for-money'. It is the only seven-seat, turbo-diesel 4X4 wagon on the market under $40k.
The Terracan's nearest rival on price, the eight-seat Toyota Prado GX 3.0TD, is $7000 more expensive. Add $5000 for a Pajero GLX 3.2Di-D and then an extra $2500 for a Patrol ST 3.0TD. And despite Terracan's price advantage over its Japanese rivals, it's well-built, nicely finished and highly equipped.
Hyundai dealers will use Terracan's price advantage as a selling point, so we opted to test the base-spec model with manual transmission. We wanted to test Terracan's potential turbo-diesel rivals in base-spec, manual transmission form: Prado GX ($44,470) and Patrol ST ($51,990). Mitsubishi could not supply a Pajero GLX manual ($49,390), so we tested a top-spec automatic Exceed.
Terracan's interior is comfortable. It is well equipped and the driver's seat has plenty of fore/aft adjustment and adjustable lumbar support. Like the other three vehicles, the second-row seat has a 60/40 split/fold arrangement. The third-row seats fold to the sides of the cargo area when not in use, but they take up a lot of space. But they can be removed if not needed.
While it doesn't have as many standard features as Terracan, Prado GX's interior packaging is still good. It has the clearest instrumentation, logically located controls and big, well marked switchgear. The driver's seat lacks height-adjustment, but has a big base and is reasonably comfortable.
Prado's third-row seats, which accommodate three (small) passengers, fold to the sides when not needed, or can be removed. Prado has a bigger cargo area than Terracan.
Patrol's redesigned interior has a more modern dashboard and plenty of large storage areas, but some of the painted trim is easily scratched. Tall drivers, and front-seat passengers, will find a lack of leg-room, while shorties won't have enough seat-height.
There's plenty of space in the second-row seat and Patrol's third-row seats fold to the sides without taking up too much cargo space when not in use.
Pajero makes better use of its interior thanks to its monocoque structure which allows everything to sit lower in the vehicle. It's less of a step to get in and out of than the others and the cargo area has a low load-height and plenty of roof height. The third-row seat folds neatly under the cargo floor.
The view from the driver's seat is good over Pajero's stubby bonnet and there's good adjustment for people of different heights. Instruments are clear and major controls are well situated but the sound-system is fiddly.
Terracan's common-rail diesel makes 120kW of power and 345Nm of torque. The engine is tractable from low revs and offers a decent spread of torque across the rev range. Although it has a typical diesel clatter at idle, it is a smooth powerplant and engine noise is well suppressed when on the move.
The Terracan's five-speed gearbox has a good spread of ratios, short throw and light shift action. Its clutch is progressive.
Overall open-road performance is good; Terracan will hold top gear up all but the steepest of hills. Reasonably tall gearing results in relaxed highway touring and good fuel economy with only around 2250rpm showing on the tachometer at 100km/h. Terracan was easily the most frugal of the foursome on test with a highway consumption figure of 9.8L/100km.
The next most frugal was Prado, recording 10.4L/100km on the highway. With its 180-litre fuel capacity it has a staggering 1700km-plus highway touring range.
Prado's indirect injection turbo-diesel makes a modest 96kW and 343Nm. Nevertheless, Prado has a good spread of torque and good low-rpm response. Slightly lower gearing sees the tacho nudge 2400rpm at 100km/h, masking the lower power and torque outputs. Prado will climb most open-road hills in top gear. Noise suppression is excellent and Prado's engine is the least audible.
Like Terracan, the Prado's gearbox has a positive shift action, but its clutch is heavier.
Pajero's direct-injection diesel is the noisiest of the lot, but it is the most potent: 121kW and 373Nm. Exceed is the group's quickest and performance wasn't hampered by its auto - an advanced five-speed gearbox with a tiptronic-style manual shift mode.
The Patrol's 3.0-litre turbo-diesel is showing its age and, despite claimed outputs of 118kW and 380Nm, it was slowest on test. It was the first of the four to need a downshift on long hills and was thirstiest on the open road, returning 12.5L/100km. Engine revs need to be kept above 2000rpm or the turbo drops off boost and performance suffers.
Patrol's gearbox is truck-like, with a long throw and clunky shift action. Take a look underneath and you'll see why - the gearbox is huge. With Patrol's facelift, the 'box has been upgraded to handle the 3.0TD's extra torque output.
For ride and handling, Exceed is top pick. With its carlike monocoque body structure and fully independent suspension, it offers the most responsive steering and compliant ride on a variety of surfaces. Pajero also wins on gravel roads: selectable full-time 4X4 system, electronic traction control and vehicle swerve control keep things under control.
Pajero needs noise vibration and harshness (NVH) refinement. It has more engine and road noise and cabin squeaks and rattles than the others.
Prado has the best NVH suppression of the group and offers a compliant ride over a variety of surfaces. On-road handling is second to Pajero and Prado GX, with its skinny 225/70R17 tyres, feels more agile than higher-spec Prados with their wider 265/65R17 rubber.
The full-time 4X4 Prado is sure-footed on gravel roads and its conservative suspension set-up sees it gently understeer if pushed too hard in corners.
The Patrol feels good on smooth roads but on bumpy roads or corrugated gravel, the live axles' unsprung weight can't be masked. As road surfaces deteriorate, so too does ride-quality - and Patrol's 17-inch rims and 275/65R17 tyres don't help. With a wide track and long wheelbase, there's plenty of grip on loose gravel even when the part-time 4X4 Patrol is left in two-wheel drive.
Our Terracan was fitted with an optional, locally developed, Trek 'n Tow suspension. It costs around $2000 plus fitting and includes variable-rate coils and Elastrogen bump-stops at the rear, and Edelbrock dampers front and rear. The standard front torsion bars remain. Ride-quality on smooth surfaces is good, but on bumpy roads Terracan feels floaty and undersprung at the front. While well weighted, the power-assisted steering is vague.
On crook gravel roads, the Terracan isn't as surefooted as the other vehicles tested. It is upset by bumps and potholes which can throw it sideways when you least expect it. The solution is to engage four-wheel drive and drop your speed, but big bumps can still catch out the Terracan.
Off-road, the Terracan works well in steep country thanks to good low-range reduction (41:1 in first gear), plenty of low-rev torque and an effective limited-slip rear diff. Front wheel travel isn't great, but the live-axle rear-end offers a decent amount of articulation.
Undulating and rocky terrain catches the Terracan out, however. It has the least amount of ground clearance in this group so you have to pick your way carefully around obstacles. Approach angle is an issue and our test vehicle's painted bumper copped a few scratches; plastic covers on the front recovery points popped out a couple of times too.
Despite its independent suspension and limited wheel-travel, the Pajero is a strong off-road performer thanks to electronic traction control. Low-range gearing in manual GLX guise could be better (33:1 in first gear), but engine-braking is assisted by hill descent control. Pajero's Active Stability Control (ASC) has no override in high-range and in soft sand it intervenes when you least want it. Fortunately, ASC automatically disengages once low-range is selected.
Prado is the surprise package off-road. Its independent front suspension has good wheel-travel and its live-axle rear-end has plenty of articulation. The limited-slip rear diff works well and Prado has good low-range reduction (40:1 in first gear).
In this group, however, Patrol is undisputed off-road king. It has the best wheel-travel, ground clearance, approach, departure and ramp-over angles, underbody protection... the list goes on. But there are complaints specific to the manual transmission 3.0TD. On steep climbs you have to keep revs up or the Patrol's engine will run out of puff, leaving you looking for a lower gear. This isn't such a problem with the auto option, which works so much better with this engine. The other problem is the bouncy ride in rough terrain that, combined with a light throttle, results in surging, making it hard to drive the Patrol smoothly off-road.
MECHANICALS
» TOYOTA PRADO GX:
The current Prado was launched in 2003 and is larger than its predecessor, but preserves its general mechanical layout - particularly in the case of the turbo-diesel models.
The 3.0-litre 1KZ-TE puts out 96kW at 3600rpm, with peak torque of 343Nm at 2000rpm. Fuel tank capacity is a class-leading 180 litres.
The Prado drives through a constant 4X4 system, with a manually lockable centre differential. The only traction aid is a rear axle limited-slip diff centre.
The Prado has independent wishbone front suspension and a live rear axle with coil springs all around.
The underbody is well protected and in two years of testing we haven't damaged any Prado mechanicals.
The Prado's engine bay is well laid out, with a pre-drilled space for a second battery box and a fuel filter that's easily reached. The air intake is in the RHS mudguard space and is protected from splashes. The intercooler is fed air through a double-skinned bonnet.
GX's tyre size is 225/70R17.
» MITSUBISHI PAJERO GLX:
The current NP Pajero structure is a monocoque body/chassis with independent suspension by coils at all four corners.
The diesel is a 3.2-litre, DOHC, 16-valve unit with direct injection, turbocharging and intercooling. Output is 121kW at 3800rpm and maximum torque is 373Nm at 2000rpm. Fuel tank capacity is 90 litres.
Pajero's 4X4 driveline can be operated as a rear-wheel drive or a full-time 4X4. The centre diff distributes torque 33:67 front:rear, but changes that to 50:50 if slippage occurs. The centre diff can be manually locked in high range and is locked in low range.
Electronic traction and swerve control are standard equipment. Engine brake assist control prevents 'run-away' should one or more wheels lose traction when the Pajero is running downhill.
Pajero's underbody is well protected, but the intercooler is located below the bumper and is easily plugged by mud, insects and grass seeds. The engine bay is cramped, but there's room for a small auxiliary battery. The fuel filter is then difficult to access. The air intake is above the grille, where it can swallow water splashes.
The Pajero GX runs on reasonably bush-friendly 265/70R16 tyres.
» NISSAN PATROL ST:
The 2005 Patrol owes its origins to the live-axle, coil-sprung 1988 GQ. However, the 3.0-litre, turbo-intercooled ZD30 engine is a much more recent development, featuring DOHC and direct injection. For 2005 this engine has been given a slight power increase to 118kW and a torque boost to 380Nm, in the case of manual transmission models. Fuel tank capacity is 125 litres.
The Patrol is built with a separate body and ladder frame chassis construction. Its basic driveline design is a reliable part-time system with free-wheeling front hubs. The only traction aid is a limited-slip rear differential.
The Patrol's underbody is well protected for bush work. The engine bay has become cluttered over the years and now it's a squeeze to slot in a second battery. After that, it's very difficult to get to the fuel filter. The air intake is in the LHS mudguard space and the filter element for the 3.0-litre could be larger.
The 2005 Patrol ST runs 275/65R17 tyres - a move that has compromised ride quality and bushability.
» HYUNDAI TERRACAN CRDi:
Terracan is powered by a state-of-the-art common-rail diesel that employs European technology, contributed by VM Motori, the DaimlerChrysler owned company that produces the Jeep Cherokee diesel.
Terracan's DOHC, 16 valve, 2.9-litre J3 engine has turbocharging, intercooling, and a Delphi common-rail injection system. Output is 120kW at 3800rpm, with peak torque of 345Nm at 1750rpm. Fuel capacity is a tiny 75 litres.
Terracan has a part-time 4X4 driveline, with electronic shift control and a two-speed transfer case. The upper-spec Terracan Highlander has on-demand, full-time 4X4.
Construction is separate body and chassis, with torsion bar front suspension and live-axle, coil-spring rear.
Terracan's ground clearance isn't wonderful, so it's just as well that all the vitals are very well protected by bash plates.
The Terracan engine bay is cramped, but you could possibly squeeze in a small auxiliary battery. The air-cleaner element is tiny - the test vehicle's was also very dusty - and there's no drain hole in the canister to let out debris.
The Terracan runs on 255/65R16 tyres.
FAST FACTS
» ITSUBISHI PAJERO GLX:
While the GLX is the low-spec Pajero, it comes with more standard equipment than the Prado GX.
Features include alloy wheels and 265/70R16 tyres, twin airbags and pre-tensioner front row belts, air-conditioning and cruise control, plus a third-row, two-seat bench that folds into a floor recess. All seven seating positions have lap/sash belts.
There are two 12-volt power outlets in the front and one in the rear. A rear-mounted DVD player with twin headphones is optional.
Pricing for the GLX turbo-diesel starts at $49,690 for the manual and the automatic transmission adds $3000.
» NISSAN PATROL ST
Nissan has redesigned the Patrol's dashboard and seating for 2005 and the ST model now has a height- and lumbar-adjustable driver's seat.
Standard features include twin SRS airbags, power windows and mirrors, remote central locking, three power outlets and a single CD player.
The 3.0-litre ST models don't pick up the cruise control feature that's standard with the older 4.2-litre diesel and the 4.8-litre petrol donk.
The manual-transmission Patrol ST 3.0-litre turbo-diesel retails at $51,990 and the automatic model at $54,990. The $2000 ST-S option pack adds ABS and seat-back tables.
» HYUNDAI TERRACAN:
The newly released Terracan turbo-diesel clearly leads the equipment list in this foursome, with alloy wheels, ABS braking, twin SRS airbags, front fog lamps, power windows and mirrors, remote central-locking, airconditioning, cruise control, height adjustable driver's seat with lumbar adjustment and four 12-volt power outlets.
The only downsides of the Terracan specification are a lap-only centre belt in the second-row seat and roof-rails that are rated for only 34kg.
Pricing is the Terracan's forte: $37,490 for the manual and $39,590 for the automatic. The top-spec Highlander starts at $41,490.
» TOYOTA PRADO GX:
The 'poverty-pack' Prado is pretty much that: you don't get many frills. Obvious signs of deprivation are the 17-inch steel wheels. The Prado GX interior and equipment levels aren't bad. It has twin SRS airbags and pre-tensioner front seat belts, eight seats with lap/sash belts and head restraints, but no seat-height or lumbar adjustment.
Aircon and ABS brakes are both optional features, but it does get MP3/CD player, power mirrors, windows and remote central locking. There are two power outlets in the front and one in the rear.
The GX turbo-diesel starts at $44,470 for the manual, rising to $47,090 for the auto.
SECOND OPINION…
» TOYOTA PRADO:
I feel very much at home in the Prado - everything is within reach and just where you'd expect things to be. Instruments are easy to see without putting on your specs and you don't need to read the instruction manual to operate the radio and ventilation system. The side mirrors are large and provide a good view to the rear.
The vertically challenged would benefit from a height-adjustable driver's seat. Adjustable lumbar support would afford more comfort. The Prado is an undemanding vehicle to drive on- and off-road.
» MITSUBISHI PAJERO GLX
The Pajero instrument panel looks good; radio and ventilation controls are uncomplicated and within easy reach. The large side mirrors offer an excellent view to the rear; the driver's seat has good height-adjustment but could do with lumbar support. Operation of the Superselect 4X4 system is straightforward.
The Pajero traction control makes climbing gnarly tracks effortless. It's an enjoyable vehicle to drive on- and off-road, and fun on the sand. High engine-noise levels inside the vehicle are disappointing, but not too distracting.
» NISSAN PATROL:
Jumping into the Patrol felt like taking a trip back in time. Patrol is at its best off-road and it does the job readily; engine-braking on steep downhill sections is great. I wouldn't want this vehicle for my everyday transport; it's big and awkward to manoeuvre in small spaces. The Patrol's instruments are easy to read, radio and ventilation system operation is intuitive. Storage bins and spaces in the Patrol are generous.
The driver's seat has height adjustment, but not enough to offer good visibility for shorties over that huge bonnet, especially in off-road situations where the track often disappears. The side mirrors could be larger. The Patrol probably wasn't designed with short people in mind.
» HYUNDAI TERRACAN:
The Terracan feels more car-like than the others; it's pleasant to drive except on bumpy tracks where the front suspension feels soggy. I like the lively 2.9-litre diesel engine. The 2X4/4X4 low- and high-range dial is clearly labelled and straightforward to operate.
The instruments are easy to read and soft on the eyes at night, and radio and ventilation controls are intuitive. Driver's seat-height adjustment is good, as is lumbar support. Terracan has plenty of gear and is an attractively priced package.
VERDICT
The best all-rounder in this group of turbo-diesel wagons is Prado GX. Despite costing $7000 more than the Terracan, the Prado still represents great value-for-money at $44,470. It's a great on-road tourer with an amazing range; it's the most refined vehicle of the group and it offers strong off-road performance.
Terracan scores second place thanks to its strong common-rail turbo-diesel engine and, more to the point, it's $37k price-tag. The cash you'll save on Terracan's initial purchase price will buy you a much better suspension package and a whole lot of accessories to tailor the vehicle to your needs.
Filling the last podium position is... well, that depends what you want from your 4X4. Pajero wins on-road; Patrol wins off-road.
FUEL (AVERAGE ON TEST)
Prado 11.0L/100km
Pajero 13.0L/100km
Patrol 13.0L/100km
Terracan 10.5L/100km
Second opinion offered by 4X4 Australia contributor, Keryn Williams