2005 Hyundai Terracan turbo-diesel

Launching a new 4WD can be a risky business. Of course the manufacturers hold all the aces, getting to choose a location that will best show off the attributes of their new release. It was therefore either an extremely bold decision or one bordering on stupidity that saw Hyundai invite journalists to the release of their first turbo diesel 4WD on one of the most difficult and treacherous drives in the Victorian Alps.

The path to the top of Mt Blue Rag is littered with rocks, which require patience and diligence in placing wheels just right to maintain upward progress. For the faint-hearted, the drop-off on either side of the Blue Rag is both dramatic and fatal if your vehicle accidentally strays off what constitutes the narrow track as you crawl along the crest of the mountain.

Of course, the rewards for persistence as you edge toward the summit are stunning views over the rugged alpine mountain landscape. You are literally on top of the world as your 4WD lurches over the last of several rocky steps to arrive at the trig point on the summit of Mt Blue Rag.

This is one of the great four-wheel drives of Victoria and it was perhaps fitting that the convoy of Hyundai Terracan 4WD wagons successfully completed the challenge. It certainly proved to many motoring journalists that the new Terracan was an extremely capable machine. Hyundai knew that its new 4x4 was more than capable, and was happy to demonstrate it.

The Terracan was first introduced in Australia in 2001 with a 2.5-litre V6 petrol engine. Buyers had to wait until 2005 for the arrival of the diesel CRDi powerplant despite its availability elsewhere in the world thanks to the poor quality of our local diesel. This changed in 2005, opening the way for Hyundai - and other manufacturers - to introduce new common rail diesel engines to our market.

The CRDi 2.9-litre unit was a modern common rail direct fuel injection motor combined with an intercooled turbocharger for quieter running, higher performance and lower fuel consumption. The CRDi's performance was virtually the same as the V6 petrol powered Terracan, but was achieved at lower engine revs. Peak torque of 345Nm was reached from 1750rpm through to 3000rpm and max power of 120kW at 3800rpm. With the turbo, the diesel matched the petrol's acceleration while delivering torque at lower revs for improved towing or serious off-road work.

The diesel engine nestled under a massive air-to-air intercooler, which was fed fresh cool air via the Terracan's hood air scoop - the CRDi's main distinguishing exterior feature from its V6 petrol siblings.

Both engines were available with the option of five-speed manual and four-speed automatic transmissions. The standard Terracan's electronic shift transfer 4WD system could shift 'on-the-fly' from rear wheel drive to 4WD High up to 80kmh. Both High and Low ranges locked drive 50/50 front/rear and back to RWD via a centre axle disconnect system, which released the front drive shafts and gear set. A limited-slip rear differential was standard on all Terracan models. All auto models incorporated an extra low gearing hill descent facility, which kicked in when low range and first or reverse gear was selected. The Terracan was offered in two well equipped model levels, the Terracan and Terracan Highlander. The base model had air-conditioning, cruise control, remote central locking, MP3 capable CD/FM/AM audio, electric windows and mirrors, dual front airbags, ABS with EBD, front seatbelt pre-tensioners, four 12 volt power outlets, roof rails and fog lights.

The cabin was spacious with contoured front seats, a wide centre console and good legroom. The driver's seat adjusts for height, tilt, backrest rake and lumbar support and the passenger seat had a storage drawer underneath.

The centre seats split 60/40, with a four-stage backrest rake adjustment. The two separate third row seats were good for children and folded up off the floor on each side.

The Highlander added auto air conditioning, leather woodgrain finish, and anti skid braking with electronic brakeforce distribution.

The original petrol Terracan received its share of criticism for ride quality, and on the diesel Hyundai tackled this criticism head on, offering a new Trek'n'Tow suspension package that also boosted Terracan's tow-ball load mass to a genuine 250kg. This package was locally developed, tested and calibrated specifically for Terracan by Suspension Technology Australia. It used the highest quality components from Eibach, Edelbrock and Elastogran. Long life, variable rate alloy-steel rear coil springs were supplied by Eibach Formula One and World Rally Championship spring suppliers. Edelbrock shock absorbers from California minimised rough road pitching via an inertia active system of adjustable oil flow valves factory set for Terracan, while bigger bump absorption was afforded by the special aerated cellular polyurethane bump stops from Elastogran.

All our testing was done on Trek'n'Tow equipped vehicles and it was noticeable how effective the system was in keeping the Terracan's ride tidy. Similarly, on winding dirt roads, the Terracan could be driven confidently and briskly with little body roll and a fine sense of stability.

The kit was the only aftermarket suspension kit rated to maximise Terracan's tow capability to its full 2.5 tonne capacity braked trailer load, achieved by boosting its tow-ball load mass from 200kg to 250kg. Heavier towing is more relaxed because the springs raise the rear end fully loaded ride height by 20mm and their stiffer secondary rate minimised rear end sag, virtually eliminating bump steer and too early ABS activation. Perhaps best of all, Trek'n'Tow was fully backed by the factory.

The Hyundai Terracan is a practical and comfortable wagon, with the CRDi model the pick of the two powertrains. It came well equipped, with a well considered interior, and competent 4WD capability, and as a towing vehicle, was greatly enhanced by the Trek'n'Tow package.