Test drive basic off-road SUVs
Test Drive

Test drive basic off-road SUVs

Test drive basic off-road SUVs

It's about the most authentic of its kind: the Mitsubishi Pajero, Nissan Pathfinder, and Toyota Landcruiser don't obey road fashions. The Land Rover Defender does even less.

A real SUV gives the impression that you are driving beyond the boundaries of civilization - even when the next village is behind the nearest hill. For such an illusion, a scree is enough if it is dug into the ground and looks like a closed biotope. Such, for example, is the off-road park in Langenaltheim – the perfect location to inspire three Japanese 4×4 legends and pit them against the old European Land Rover Defender rugged landlord.

He started first - as a scout, so to speak, who must find his way. If the Defender runs into difficulties, it will mean the end of the adventure for the other three participants. And the use of such a strike force is completely inappropriate, because here, at the GPS point N 48 ° 53 33 ” O 10 ° 58 05”, in some places you feel like a hostile desert for all living things. planet. But the scree and potholes around stimulate the imagination more than driving skills, and accordingly the foursome calmly pass through the dusty valley, reaching a steep wall.

Land Rover Defender dominates rough terrain

This is where the short Land Rover has to show you whether all climbs can be climbed. The first experience is always especially exciting because everything seems pretty vague to you because, unlike climbing, in this case you rely on the machine and have no direct connection with nature.

The Defender lifts the front a little when pulling away, because the new small 2,2-liter diesel starts to deliver surprisingly noticeable torque almost immediately after idling, and its extremely short first gear makes it a perfect sulfur-like affair. Only the transition to second gear interferes.

Putting the bike aside, the cross-country veteran remains true to himself: as before, the British rely on a virtually indestructible frame with longitudinal beams, two rigid axles and coil springs. With them, the Landy lacks the wheels needed for an X- or O-shape, which often looks like a broken bridge to outsiders - but is completely undramatic to those sitting inside a shortened version of the SUV. The old dog, at least outwardly, remains almost completely calm and climbs the hills near Langenaltheim (Bavaria) one by one.

Refuse? Away! Unless the driver makes a mistake - for example, if he did not include the wrong gear. In any case, a big jump to the second step makes switching to a steep descent almost impossible. Therefore, any test requiring amplification must begin in second gear. Indeed, with an automatic transmission, life here would probably be easier.

Mitsubishi Pajero - dual transmission can be disabled

It follows that Mitsubishi Pajero makes it easier for its driver. After an update for the 2009 model year, its large 3,2-liter four-cylinder diesel develops 200 hp. and reaches 441 Newton-meters of thrust, which is transmitted to the wheels with an automatic, but only a five-speed gearbox.

At the moment, however, this is not a drawback: the Japanese classic pulls well at low revs. If it gets hotter, the options 2 H, 4 H, 4 Lc and 4 LLc can be preselected on the lever, where Lc means lock, i.e. blocking, and the first L is low, i.e. low gear (as opposed to H as high), and the numbers indicate the number of driven wheels. Thus, the Mitsubishi model allows itself a paradox - an exclusive permanent double transmission.

We are in front of a very impressive hill, so we put in 4 LLc, i.e. a low gear with a rear axle lock - experience shows that in rough terrain it does half the job and is much more effective than traction control. However, the lock does not destroy the force, but effectively directs it.

Mitsubishi Pajero ambushes

So far with theory. In fact, the Mitsubishi Pajero requires a significantly longer lift than the Defender to climb the hill, and it's not particularly kind to the car - a careful climb looks very different. With the speed dialed, the crest goes too fast - and the sills get stuck with an unpleasant rattle. This pointless addition to the body is also present in Toyota and Nissan models; it turns any SUV into something like a pig with a sagging belly and makes the large angle of the front and rear overhang pointless.

But we continue to move to Pajero, and the next problem will be behind the ridge when descending. Experienced off-road vehicles know: on steep rough terrain, you cannot put a task on the descent control system; it only interferes with the sliding wheels. Here we could count on first gear and engine brake, if first gear weren't too long. It turns out that a good brake pedal feel should save the day.

Nissan Pathfinder with the simplest dual transmission system

And Nissan has even retained the entire descent control in our tried and tested version of the Pathfinder with a manual transmission, which means we have to rely on the engine brake in first gear. Due to the short gear ratio, it does not allow the car to start at all. On the rise, the diesel engine first pulls with idle, but then it needs support by pressing the pedal. Before engaging traction control, the wheels must first slip slightly. The combination of turbocharging and a responsive accelerator pedal doesn't make it much easier to find the right dosage.

With no locking capability, just a choice between reverse and dual drivetrains, Nissan is undoubtedly in line in this comparison. Also, in terms of “split” wheels with independent suspension and conventional springs, don't expect too much. However, here too you can count on a stable support frame.

Toyota Landcruiser offers automated driving with 4x4

Although the Toyota Landcruiser also has independent front suspension, the SUV is unusually good at wheel travel. While there are no pneumatic elements on board that can automatically release the stabilizers, Toyota has been able to follow the Defender for longer than others. Until the angle is equal, its front overhang does not indicate the limits of the possible.

Although the "land cruiser" is limited even by its size and incredible weight, it makes off-road driving child's play. In Multi Terrain Select, you choose the conditions in which the car will move, and then give the five-speed Crawl Control system - sort of like off-road cruise control - dominance over the accelerator and brakes. This makes cross-country driving almost automatic. And you can quickly see that the processor handles the selective distribution of power to each wheel much better than when you press the accelerator pedal. A removable central lock is also useful - this avoids deformation when turning the car. The electrically activated rear axle lock also helps climb hills more energetically.

With as little stress as driving a Landcruiser, you won't even be able to drive the Defender over the rough terrain in Langenaltheim. Not to mention driving on the road. Here, the Toyota lives up to its name with honor and calmly and with pleasant comfort goes home, suitable for a long journey. Do the best SUVs make you imagine driving out of civilization? True, but they are good at it too.

Text: Markus Peters

Conclusion

It was clear that the old Land Rover fighter would eventually come first. But the Toyota model managed to follow it for a surprisingly long time, and with the Crawl Control system, it even offers automated off-road driving and good comfort on the paved road. The Mitsubishi rep manages to get up somewhat on par with it, unlike the Nissan, which lags behind due to lack of locks - traction control won't replace them.

Marcus peters

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