4x4 Mart August Preview

BUYING • SELLING • OWNING

AUGUST 2010 • £2.50

Land Rover Defender £19,950 Range Rover HSE 4.6i £2,995 Suzuki Grand Vitara £9,999

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DEFENDER 90

OWNER’S EXPERIENCE

THE £10k TRUCK

BUYING A USED PICK-UP

SUZUKI JIMNY

MINIATURE MARVEL?

NEW KIA SORENTO

RANGE ROVER SPORT ALL YOU NEED TO KNOW WHEN BUYING USED

NEW-SPEC SHOGUN

LATEST 3.2 DI-DC DRIVEN

BUYER’S GUIDE INSIDE

4x4 MART | AUGUST 20106 www.4x4mart.co.uk

BUYING USED: RANGE ROVER SPORT (2005-on)

SPORT’S SPECIALOr is it? Land Rover brought a performance edge to its range with the 2005 launch of the Range Rover Sport. So with prices now dipping below £20k, Tom Phillips investigates what to check before taking the plunge

The famous Range Rover’s 40-year move upmarket has been great for Land Rover. It has reinforced the

premium SUV’s status as top dog 4x4 – but, at the same time, it also created a gap in the model range. Think about it: the Discovery has been with us since 1989, serving those who are after a big, working off-roader. And this allowed the Range Rover to get posher and dearer, culminating in the 2002 L322 masterpiece.

But what about those who didn’t want the practicality of a Disco, and who couldn’t afford (or didn’t crave) the statesmanship of a Rangie? Unfortunately for Land Rover, many of them were switching to BMW X5s and Mercedes MLs, as the Solihull company simply didn’t have a machine for them. But that all changed five years ago with the debut of the Range Rover Sport.

Here was one well-defined new model, with – at its heart – a mix of sporting design, impressive driving dynamics and urbanite cool. The aim was to make something that could

handle like an X5, have city-slicker looks and – most crucially – fill that gaping hole in the Land Rover range. Here was a 4x4 for the ‘premier lifestyle’ SUV buyer with cash to splash.

The sporty looks are clear to see. Designer Geoff Upex crafted sharp lines to make the original outlandish concept (known as the Range Stormer) a production reality, kicking off with a five-door-only layout – a move that disappointed fans of the Stormer concept, even if this ‘toning down’ meant a model that was far more likely to sell well.

Inside the Sport, the traditional Range Rover wood was out, replaced by black leathers, dark trims and cool aluminium detailing. Bang up to date, it was pretty cool, though you could be forgiven for also noting similarities with the Discovery 3. That’s because the two shared much of the interior, although the Sport’s higher centre console and hip-hugging sports seats left you in absolutely no doubt as to its intent. And yet it was a genuine five-

seater with a decent boot to match – or up to 2,000 litres of loadspace with the back seat folded flat. It may have been sporty by Range Rover standards, but the appropriately named Sport still needed to be practical.

The Discovery links continued when you looked underneath. Instead of using a version of the Range Rover’s monocoque, the Sport used cut-down Discovery 3 underpinnings, with around six inches taken from the wheelbase. This meant a body-on-frame construction, to which Land Rover gave a comprehensive overhaul with Sport-specific enhancements throughout. Air suspension was standard, as was Dynamic Response anti-roll.

Engines were shared with the Disco, too. Best-seller was the 190bhp 2.7-litre TDV6 diesel. Not the most rapid of units (60mph from rest took over 12 seconds), it made up for things with its silky-smooth nature and combined well with the six-speed automatic gearbox. There were also two petrol V8s: the rare 300bhp 4.4-litre normally aspirated version, and the mighty 4.2-litre supercharged V8

The supercharged engine was an absolute peach, offering 390bhp and hitting 60mph from standstill in just 7.2 seconds: quite something, and good enough to make it Land Rover’s fastest-ever vehicle. The top speed was, where legal, 140mph – and even this had to be electronically limited.

With all this potency, it’s easy to see why Land Rover thought it advisable to fit bigger Brembo brakes to the supercharged model, this version also getting larger alloy wheels and firmer suspension settings to help drivers

exploit its power. Whichever engine powers your

Range Rover Sport of choice, though, this really is an SUV like few others. You still step up into the cabin, but then the sensation of dropping down alongside a deep centre console and high-set gearshift marks it out as different from its peers. The impression continues on the road, too: there’s minimal roll, a well controlled ride and steering sharpness that you simply won’t believe. A machine this big and heavy, impersonating a hot hatch? You’d better believe it.

LUXURY LINEREven the base S model came well-equipped. It got all-round airbags, ESP, Terrain Response, alloy wheels, cruise control and front seat arm rests. It did, however, lack leather – which was standard on the SE, as were bigger 18-inch alloys, HID headlamps, folding door mirrors, a posh Harman/Kardon stereo and rear parking sensors. Those leather seats were heated as well.

The HSE had a further stereo upgrade and even larger 19-inch alloys.

74x4 MART | AUGUST 2010www.4x4mart.co.uk


It also got colour sat-nav as standard (optional on the others). And all these models will be metallic, as it was also standard. Differences for the range-topping Sport Supercharged included even bigger wheels (20-inch this time), Brembo front brake callipers and adaptive headlights, while inside you were treated to sports seats and – you guessed it – an even better stereo system.

To mark the Range Rover Sport’s launch, Land Rover introduced a Supercharged First Edition model. This only came in Vesuvius Orange and had

bespoke First Edition wheels. There was also polished oak trim inside, distinctive floor mats and polished kick plates.

So right was the Sport that changes through the years have been minimal, though the most significant was the arrival of a new 3.6-litre TDV8 diesel

engine in 2006 – Land Rover’s first ever V8 diesel, and a motor that pleases both head and heart. And we reckon this is by far the best engine choice for your Sport. Why? Well, 272bhp is a good start. And with a massive 472lb.ft. of torque delivered, this big V8 has all the punch to match the Sport’s image.

0-60mph? A mere 8.6 seconds. It’s near-faultless in daily operation too, while filling in the performance holes that the 2.7-litre couldn’t quite manage. The only downside is that the TDV8 is still fairly rare on the used market, but it’s well worth the hunt – if funds permit.

Two years later, in 2008, an even

posher version of the Sport arrived: the HST. Only available with a supercharged V8 petrol or V8 diesel power, and with prices starting from £60k, you got a flash new body kit, dark rear glass, a rear spoiler, premium leather and the most amazing set of 20-inch ‘Stormer’ alloys. Used examples

Instead of using the Range Rover’s monocoque, the Sport used cut-down Discovery 3 underpinnings

FACTS & FIGURESRANGE ROVER SPORT ENGINE: 4197cc V8 supercharged petrol

MAX POWER: 390bhp @ 5750rpm

MAX TORQUE: 405lb.ft. @ 3500rpm

PERFORMANCE: 0-60mph 7.6secs; 139mph

ENGINE: 4394cc V8 petrol




ENGINE: 2720cc V6 turbo diesel








MEASUREMENTS Length 188.5ins; width 75.9ins; height 71.2ins; wheelbase 108ins



SPORT’S SPECIALOr is it? Land Rover brought a performance edge to its range with the 2005 launch of the Range Rover Sport. So with prices now dipping below £20k, Tom Phillips investigates what to check before taking the plunge

The famous Range Rover’s 40-year move upmarket has been great for Land Rover. It has reinforced the

premium SUV’s status as top dog 4x4 – but, at the same time, it also created a gap in the model range. Think about it: the Discovery has been with us since 1989, serving those who are after a big, working off-roader. And this allowed the Range Rover to get posher and dearer, culminating in the 2002 L322 masterpiece.

But what about those who didn’t want the practicality of a Disco, and who couldn’t afford (or didn’t crave) the statesmanship of a Rangie? Unfortunately for Land Rover, many of them were switching to BMW X5s and Mercedes MLs, as the Solihull company simply didn’t have a machine for them. But that all changed five years ago with the debut of the Range Rover Sport.

Here was one well-defined new model, with – at its heart – a mix of sporting design, impressive driving dynamics and urbanite cool. The aim was to make something that could

handle like an X5, have city-slicker looks and – most crucially – fill that gaping hole in the Land Rover range. Here was a 4x4 for the ‘premier lifestyle’ SUV buyer with cash to splash.

The sporty looks are clear to see. Designer Geoff Upex crafted sharp lines to make the original outlandish concept (known as the Range Stormer) a production reality, kicking off with a five-door-only layout – a move that disappointed fans of the Stormer concept, even if this ‘toning down’ meant a model that was far more likely to sell well.

Inside the Sport, the traditional Range Rover wood was out, replaced by black leathers, dark trims and cool aluminium detailing. Bang up to date, it was pretty cool, though you could be forgiven for also noting similarities with the Discovery 3. That’s because the two shared much of the interior, although the Sport’s higher centre console and hip-hugging sports seats left you in absolutely no doubt as to its intent. And yet it was a genuine five-

seater with a decent boot to match – or up to 2,000 litres of loadspace with the back seat folded flat. It may have been sporty by Range Rover standards, but the appropriately named Sport still needed to be practical.

The Discovery links continued when you looked underneath. Instead of using a version of the Range Rover’s monocoque, the Sport used cut-down Discovery 3 underpinnings, with around six inches taken from the wheelbase. This meant a body-on-frame construction, to which Land Rover gave a comprehensive overhaul with Sport-specific enhancements throughout. Air suspension was standard, as was Dynamic Response anti-roll.

Engines were shared with the Disco, too. Best-seller was the 190bhp 2.7-litre TDV6 diesel. Not the most rapid of units (60mph from rest took over 12 seconds), it made up for things with its silky-smooth nature and combined well with the six-speed automatic gearbox. There were also two petrol V8s: the rare 300bhp 4.4-litre normally aspirated version, and the mighty 4.2-litre supercharged V8

The supercharged engine was an absolute peach, offering 390bhp and hitting 60mph from standstill in just 7.2 seconds: quite something, and good enough to make it Land Rover’s fastest-ever vehicle. The top speed was, where legal, 140mph – and even this had to be electronically limited.

With all this potency, it’s easy to see why Land Rover thought it advisable to fit bigger Brembo brakes to the supercharged model, this version also getting larger alloy wheels and firmer suspension settings to help drivers

exploit its power. Whichever engine powers your

Range Rover Sport of choice, though, this really is an SUV like few others. You still step up into the cabin, but then the sensation of dropping down alongside a deep centre console and high-set gearshift marks it out as different from its peers. The impression continues on the road, too: there’s minimal roll, a well controlled ride and steering sharpness that you simply won’t believe. A machine this big and heavy, impersonating a hot hatch? You’d better believe it.

LUXURY LINEREven the base S model came well-equipped. It got all-round airbags, ESP, Terrain Response, alloy wheels, cruise control and front seat arm rests. It did, however, lack leather – which was standard on the SE, as were bigger 18-inch alloys, HID headlamps, folding door mirrors, a posh Harman/Kardon stereo and rear parking sensors. Those leather seats were heated as well.

The HSE had a further stereo upgrade and even larger 19-inch alloys.



It also got colour sat-nav as standard (optional on the others). And all these models will be metallic, as it was also standard. Differences for the range-topping Sport Supercharged included even bigger wheels (20-inch this time), Brembo front brake callipers and adaptive headlights, while inside you were treated to sports seats and – you guessed it – an even better stereo system.

To mark the Range Rover Sport’s launch, Land Rover introduced a Supercharged First Edition model. This only came in Vesuvius Orange and had

bespoke First Edition wheels. There was also polished oak trim inside, distinctive floor mats and polished kick plates.

So right was the Sport that changes through the years have been minimal, though the most significant was the arrival of a new 3.6-litre TDV8 diesel

engine in 2006 – Land Rover’s first ever V8 diesel, and a motor that pleases both head and heart. And we reckon this is by far the best engine choice for your Sport. Why? Well, 272bhp is a good start. And with a massive 472lb.ft. of torque delivered, this big V8 has all the punch to match the Sport’s image.

0-60mph? A mere 8.6 seconds. It’s near-faultless in daily operation too, while filling in the performance holes that the 2.7-litre couldn’t quite manage. The only downside is that the TDV8 is still fairly rare on the used market, but it’s well worth the hunt – if funds permit.

Two years later, in 2008, an even

posher version of the Sport arrived: the HST. Only available with a supercharged V8 petrol or V8 diesel power, and with prices starting from £60k, you got a flash new body kit, dark rear glass, a rear spoiler, premium leather and the most amazing set of 20-inch ‘Stormer’ alloys. Used examples

Instead of using the Range Rover’s monocoque, the Sport used cut-down Discovery 3 underpinnings

FACTS & FIGURESRANGE ROVER SPORT ENGINE: 4197cc V8 supercharged petrol




ENGINE: 4394cc V8 petrol












MEASUREMENTS Length 188.5ins; width 75.9ins; height 71.2ins; wheelbase 108ins


LAND ROVER DEFENDER

INTO BATTLE!For many, it’s the ultimate off-road tool and all-round workhorse. Which is why Frank Westworth bought a secondhand Land Rover Defender. The trouble is, he still has mixed feelings about his decision…

This must be the definitive 4x4. The original. The original Land Rover. Never mind this Johnny-come-

later ‘Defender’ nonsense; that’s just to distinguish the real, the original Land Rover from posh, soft, over-leathered wannabees which just happen to share the same badge and get built in the same factory. When Rover launched its Land Rover, way back in 1726, when even our editor was but a youth, it was intending to build a car for farmers. Truly. Remind yourself of this the next time a Range Rover Sport passes you at Warp Factor Eight on the M25. Perhaps that should be Max Factor Eight…

And as the Land Rover is both Original and Best, then it must be The 4x4 To Have, no? The cream of the very crop. I’ve had loads of 4x4s. Loads. Driven a lot more than I’ve owned, but owned quite a few. The very best of them all was a 1989 Range Rover, a Trocadero Red 3.5-litre V8 Vogue of vast thirst and vast capacity to amuse, entertain and to go anywhere. Absolutely anywhere. It was great. But after only ten short years, I sold it and went modern. Well, sort-of modern. Japanese. I, of course, secretly lusted after a SsangYong Musso (the really pedestrian non-turbo version) but made do with an assortment of very efficient soft-roaders instead.

Efficient? Of course. They were Japanese. But all the time I wanted my True Brit back. That said, I fancied an even more real-life Land Rover than the original Range Rover – a vehicle that would combine being faintly modern with being theoretically comfortable and seriously ruff-tuff reliable. It had to be a Discovery. Of course it did. Mostly the same chassis as the old Range Rover, but with a thonking great Td5 diesel which, although it might lack the sheer exuberant gargling greatness of the V8 injector, would at least provide an aural chuckle when caned a bit, while at the same time hopefully avoiding that unhappy nose-bleed

moment come fill-up time. Perfect.I even drove a couple of Discoverys.

Loved them. Especially the V8 auto. So, of course, I acquired a Defender 90. You see, life can be a mystery.

Why the 90? Because of its looks. Because of its style. Because of its sheer, unique presence. Because of the sheer, unique diesel rattle. I reassured myself that it was quick enough, comfortable enough, capable enough and capacious enough. I lied…

2002 may have been a great year for Land Rover Defenders. I am only saying that to confuse you. I actually have no idea. What I can tell you is that the 2002 Defender 90 County Td5 in blue is the one I had. Note my careful use of the past tense: ‘had’. Not ‘have’. There are a few reasons for this, and we will get there. I promise.

Good stuff first. The Td5 engine is a treasure. And parts are cheap. And the Defender 90 looks good. (If there is a better vehicle for making your presence felt, then I have yet to drive it.) Oh, and a few technical things, just to keep our editor happy. The engine, which is core to any vehicle, and particularly to a Land Rover, is a five-cylinder direct-injection diesel with internal dimensions of 84.45 x 88.95mm, providing a capacity of 2492cc. All those manly cubes pump out 122 brutish horses, and at a relatively frantic 4200rpm. Relatively? The earlier 200Tdi engine, of much the same capacity but lacking a cylinder, as was the way in the 1980s, developed its 107 horses at just 3800rpm. Such is progress. And believe me, at 4200rpm (if you can find a County with a tacho to measure these things) your Td5 engine sounds like a long drawn-out explosion in a grinding machine factory. And that’s enough complicated technical stuff for the moment.

Like lots of alleged journalists, I get to drive lots of allegedly great cars. Most of them actually are great, joking aside, and the Td5 Discovery I spent a


The original Sorento of 2003 was a vehicle that really helped to turn things around for Kia. Previously,

this had been just another curious budget brand, producing mediocre but cheap hatchbacks with no image but o� ering loads of metal for the money. Cars such as the Rio really were bargain basement fare – and they felt like it. But then along came the Sorento, a family-size SUV that was not only great value, it even managed to look rather like a Lexus.

Blimey. At � rst glance, from a distance and to the untrained eye, it was almost possible to confuse the two

– that’s how convincing Kia’s sudden move upmarket was. � e Sorento had status, helping to transform the brand, and since then Kia has not looked back. But, of course, things don’t stand still – and, seven years on, it’s time for an all-new Sorento. � is time, though, evolution is the name of the game. And why not? � ere’s now brand and model heritage to trade on, a� er all…

Visually, though, while clearly inspired by the original, the new Sorento is a more sophisticated model, and distances itself more from all that previous Lexus mimicry. Designed by Kia’s Californian styling

house, it’s lower, sleeker and better-proportioned, sporting the company’s new trademark grille. � ere’s less chrome and more black plastic, giving it a simpler appearance that’s modern and contemporary. It looks to have more substance, even if some will miss the previous glitz.

Nobody will question the new Sorento’s interior, though. It’s superb. High-quality plastics and really pleasing design are premium in feel and, unexpectedly, even quite sporty to look at. Well-equipped, too, as we’ll see – oh, and we LOVE some of the details such as the chunky, sporty steering

wheel and strip panels in the doors that light up discreetly in red at night. Okay, so sometimes we’re easily pleased…

� e new Sorento looks big from the outside, and this is realised inside. A vastly improved driving position is good for the driver (wheel and seat have more adjustment options than before) and rear passengers have more space, too; Kia also o� ers a seven-seater version, with the standard-fare fold-� at seats. � ey’re good when in use but tuck away to give 531 litres of boot space – nearly 100 litres more than before. And there’s up to 1,525 litres of room with the middle down,

ROAD TEST: KIA SORENTO 2.2 CRDi KX-2

KIA’S SEVEN-YEAR SWITCHKia’s original Sorento was a surprise hit back in 2003. But now there’s an all-new Sorento on sale in Britain – and, according to Tom Phillips, it moves the game on yet again.

ROAD TEST


USED PICK-UPS

THE £10K TRUCKLooking for an all-wheel drive double-cab pick-up with a budget of around £10,000? Then you’ll fi nd no shortage of choice, as Paul Guinness reveals

Not everyone in the market for a one-tonne pick-up can afford – or would even want – to buy brand

new. And, happily, there’s no shortage of choice on the secondhand market, with a budget of around £10k bringing you an array of worthy contenders.

Which you choose will depend as much on your individual requirements as on your style and equipment preferences. Do you need the most generous payload for your money? Are you looking for an out-and-out workhorse? Or maybe you’re attracted by the well-equipped trucks aimed unashamedly at the ‘leisure’ market? Whatever your needs or expectations, there’s a truck out there ideal for you.

So we’ve taken a look at the six top truck ranges that fall within your £10k budget – to see what’s available and to show just how much choice there is. So now it’s over to you. If you’re in the market for a secondhand double-cab pick-up, get in touch (via [email protected]) and tell us which model you end up choosing – and why. And if you’re already the proud owner of any of the pick-ups featured here, tell us about it – and what your ownership experience has been like.

Finally, don’t forget that – like any other commercial vehicle – the second hand prices quoted here are all plus VAT.

A budget of around £10k will buy you a Ranger double-cab of between two and four years of age, depending on its spec, mileage and condition. And it’s a decent vehicle, being closely related to the trusty old Mazda BT-50. So you get Mazda-style quality and reliability with all the advantages of Ford’s huge dealer network.

Two engines are available, the 2.5-litre (141bhp) Duratorq turbo-diesel being easier to locate on the used market than the rarer 3.0-litre (154bhp) version. Needless to say, neither model is exactly sloth-like, although these aren’t the most re� ned engines on the pick-up scene.

VERDICT: A sound choice if you’re attracted by the Ford badge and can see the value for money on offer here.

FORD RANGER

BODY STYLES: Regular Cab, Super Cab, Double Cab

ENGINES: 2.5- / 3.0-litre turbo-diesel

TRANSMISSION: Five-speed manual / fi ve-speed auto

DRIVE: Selectable four-wheel drive; dual range

PAYLOADS: 994kg to 1160kg

WHAT WE SPOTTED: 2007 (07-reg) 2.5 TDCi Double Cab, 35k miles, £9750; 2008 (57-reg) 2.5 TDCi Thunder Double Cab, 68k miles, £9975; 2006 (56-reg) 2.5 TDCi XLT Thunder Double Cab, 26k miles, £9995

When Isuzu � rst started selling pick-ups in the UK in 2002, they lagged behind dynamically. But the launch of the new-shape Rodeo in ’06 changed all that, with fresher styling, a more modern and better-equipped interior, plus reasonable power and re� nement thanks to the company’s latest 2499cc turbo-diesel engine – a common-rail unit with 134bhp on o� er.

Everything else about the Rodeo is predictable and straightforward, and it’s now seen as a worthy workhorse on the used market. It o� ers great value when new, and even more so as a secondhand buy. An alternative to the L200 and Hilux that’s well worth considering.

VERDICT: Not the most commonplace of today’s trucks, but the oft-overlooked Rodeo has plenty to offer the used pick-up buyer.

ISUZU RODEO

BODY STYLES: Single Cab, Double Cab

ENGINES: 2.5- / 3.0-litre turbo-diesel

TRANSMISSION: Five-speed manual

DRIVE: Selectable four-wheel drive; dual range

PAYLOAD: 1075kg

WHAT WE SPOTTED: 2008 (57-reg) 2.5 TD Denver Max Double Cab, 51k miles, £9950; 2006 (06-reg) 3.0TD Denver Max Double Cab, 85k miles, £9990; 2007 (57-reg) 2.5 TD Denver Max LE Double Cab, 60k miles, £10,900

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4x4 Mart August Preview