Toyota Kluger KX-S 2007 Review

There are rafts of other changes too, but to grasp what is arguably the single most telling difference of all, you'll have to scan the tailgate. No, not for the new, useful, hinged rear window, but for the badging. If the script says 'AWD', this Kluger has four-paw traction as usual. But a blank look says even more by identifying Kluger's new front-wheel-drive twin. Which, of course, flies in the face of what we've been told for years (by Toyota, Honda, Suzuki and others) about various four-wheel-drive models' two-wheel-drive siblings that were available overseas not being viable in Australia due to adversely weighted import duties and blah-blah-blah.

But it hasn't escaped Toyota's notice (does anything?) that the Ford Territory sells very strongly, thank you, with AWD and RWD drivetrains - and an opening tailgate window. Although Hyundai's two-wheel-drive City version of the AWD Tucson isn't mentioned in quite the same breath as Kluger or Territory, it too has shown that when urbanites are given the choice, most opt for SUV functionality without the extra costs of AWD.

Another stimulus for putting a foot in both camps is that the import tariff scales diminish again in the next few years, within the new Kluger's life cycle, to further level the playing field – for importers at least.

Although there are other SUVs in the Kluger's size and price range, Toyota's sights are centred on taking more mid-market, erm, territory. That's reason enough for including the FWD sibling, which is forecast to account for "more than 50 percent" of Kluger's increased sales. With the emphasis on more. At the last count (2006's total), the Kluger was outsold by the Territory by about 2.5 to one. And around 55 percent of the Ford's tally went to the RWD version. So that gives Toyota confidence its new two-wheel drive will go a long way towards narrowing the sales gap.

And no matter how long that way may be, we can report with similar confidence that the FWD Kluger will do it in style and comfort. Although horrendously foul weather put the dampener on our introduction to the AWD Kluger's off-road capabilities, the FWD version wasn't daunted by the bleak conditions prevailing during our extended on-road loops from country Werribee, Victoria, to and through the outlying Brisbane Ranges. Unfazed, the front-drive Kluger took all sorts of roads and weather in its stride with its relatively relaxed, long-legged gait.

Given the long, flat and mostly empty straights that traverse these parts of Victoria, the Toyota simply cruises at whatever speed the law allows - or you nominate. Indeed, it lopes along at 130-ish with such unflustered ease - and in comparative quiet, tracking almost unwaveringly straight and true, virtually oblivious to drenching rain and savagely blustery side winds - that only a constantly watchful speedo eye or wary cruise control setting keeps your licence from jeopardy. Were this the Northern Territory in the good old days (ie before this year), the new Kluger could push the speedo needle to 180km/h, having dispatched 0-100 kays in 8.0 seconds, or about 8.2sec in the AWD model.

Although the previous 3.3-litre Kluger wasn't short of suds thanks to 172kW and 328Nm, the highly-specified 3.5-litre 2GR-FE version found here (known from the Tarago V6 and Aurion) boasts 201kW and 337Nm to claim top bragging rights among naturally-aspirated SUVs in this class.

And that extra grunt and squirt doesn't go astray. While becoming larger in virtually every dimension, more structurally robust and ever more fully featured, the Kluger has also bulked up. The new FWD, for example, is about 70kg heftier than the previous AWD, while the new AWD outweighs its predecessor by about 150kg.

Quite remarkable, then, that the latest model not only loses very little performance to its progenitor, but achieves significantly better fuel economy, too. Still asking standard 91 RON, all versions officially rate 11.0L/100km (except the 11.6L/100km AWD Grande). That's a whopping improvement over the original's 12.3L/100km.

Some of the extra weight's effect is put to good use in further soothing the big wagon's ride quality, and increasing the sense of cabin insulation. Most bumps are blotted, so impacts are muffled and little disturbance is transferred to occupants. At speed, lazy ripples and deep-bellied undulations invite the Kluger to heave momentarily, but the suspension's measured response maintains body control without letting the ride turn woozy.

The brakes have a progressively modulated pedal feel and are arrestingly powerful, thanks to the disc diameters having increased by 32mm to 328mm up front, and by 21mm to 309mm at the rear. Some credit also goes to the new two-piston front calipers, replacing the former single-piston units.

Another decisive change is the steering's switch from a traditional hydraulic power assistance system to electric. The wheel still needs 3.1 turns from lock-to-lock for the 11.8m turning circle, but its speed-sensitive weighting is now meatier and feels more consistently connected when cruising and cornering.

Understandably, the front-drive Kluger isn't exactly sylphlike when hustled through turns. A card-carrying understeerer, especially on loose or slick surfaces, the FWD Kluger turns noticeably nose heavy when bundled into forceful changes of direction, but ordinarily responds to the wheel fairly promptly and quite faithfully for a high-centred wagon of such size and weight. From behind the wheel, you can't help but be impressed by the smoothness of the newly massaged five-speed automatic (with ratios carried over from before), the graphically excellent Optitron instruments (shared across the range), the generous, bloke-size seats and the straightforward functionality of the minor controls and creature features.

Kluger's passengers aren't second-class citz, either. Although the wheelbase has grown by 75mm (and overall length by 95mm), the cabin is 105mm longer than before. Besides offering more width and leg room, the second row has increased height, and includes a clever removable centre section that stows in the front console to convert the three-place bench into two individual seats. The seven-seaters' third row has also grown up, while offering the easiest conceivable lowering mechanism (via simple pulls) to extend the floor space.

So, everything considered, if you thought the previous Kluger was a good thing, then be assured that, for most people and most weather/road conditions, the new FWD variant is an invitingly decent drive and a very hospitable package.

HOME OF THE RANGE
The second-gen Kluger comes in FWD and AWD forms, each on three levels: base KX-R (with five or seven seats), mid KX-S (aka Sport) and top-level Grande. Each specification comes with the same high levels of equipment, regardless of which drivetrain is involved. Options are minimal.

Outwardly, the KX-R is distinguished by its 17-inch alloys with 245/65R17 tyres and no roof rails. The other two have 19in alloys with 245/55R19 tyres, and where the KX-S's roof rails have silver fittings, the Grande's are chrome.

Prices open at $39,990 for the FWD KX-R in the five-seat configuration unavailable on other levels. Adding a third row of seats (with manual rear air-con) to the FWD KX-R swells the price by $2500 to $42,490. From there, the FWD climbs in $10K increments to the $52,490 KX-S and $62,490 Grande. Each AWD equivalent is $4500 costlier.

THE FOUR-PAW WITH MORE THAN BEFORE
The wind's gusting like the devil's bellows and dumping horizontal rain, while the chill factor screws the temp down below zero.

No fit day, then, for man, beast or Kluger to tackle the greasy slopes of the Werribee 4WD park. Even hardened 4WD journos stay under cover and huddle round the gas fire until brief breaks allow us to engage the short but demanding 'flat' course. It's anything but flat, with deep mud-filled ruts, deeper mud-filled sink holes and steep muddy drops to and from a fast-flowing creek.

Impressively, the AWD Kluger (on essentially road tyres, remember) laps the gooey tracks with reassuring self-confidence. Even as it slithers and scrabbles at odd angles in the grotty conditions, it always continues forward - with help, that is, from several friends. Namely a centre diff, electronic traction control (TRC), stability control (VSC), hill-start assist (HAC) and downhill assist control (DAC).

Where the previous model had a viscous coupling between front and rear drivelines, and a limited-slip rear diff, the newcomer has a bevel-gear centre diff, and utilises the computerised traction control system to apportion torque to the wheel(s) with most traction. HAC takes the worry out of hill starts while finessing the transition between brakes off and power on. And, when you have the faith to let DAC do its thing without interference on the brakes and throttle, the Kluger chugs down breath-suckingly steep slopes with finely-controlled restraint.

The suspension again consists of struts front and rear, with detail changes to the design, springs and dampers. Both axles have sufficient vertical travel to clamber across fairly obstructive convolutions, while keeping the tyres planted. Although the new, longer model loses slivers of approach, departure and ramp-over angles (despite slightly increased ground clearance), the Kluger finds no reason to scratch its belly in these exceedingly choppy, sloppy conditions.

The Kluger doesn't pretend to be a dinkum off-road 4WD (that's why Toyota has the Prado and Landcruiser), but the AWD gladly shows it has the right stuff for dexterous all-road and trail driving. And it doesn't shrink from judicious off-road excursions, even when the drivetrain and running gear rate second to the wipers and seat warmers.

Track: Tooradin Airfield, dry. Temp: 12°C. Driver: Bruce Newton
* Estimated or Manufacturer's claim