Comparison: Luxury SUV's Offroad

Sport Utility Vehicles. They are supposed to be all things to all people. Original examples evolved from 4WD vehicles that were capable of creating their own trail through rough terrain. Today, this segment has branched out into several different genres. The standard soccer mom SUV, the proper 4x4-geared SUV, the crossover and mini-SUV and finally, the luxury sport SUV.

 

This latter species is an odd one. Manufacturers who build these vehicles know that their wealthy owners will be much too scared of a little leftover winter sand on the road, let alone take them off-road. So the builders design these SUVs to handle like cars, and carve up tarmac corners instead of washed-out back roads. But they still build these luxury liners with AWD systems and even the most sports-oriented versions give the owner approach and departure angles in their spec sheets.

 

The whole train of thought behind an SUV is that these vehicles offer safety in adverse conditions. Many manufacturers also market these vehicles as passports to outdoor adventure, but will they actually survive in the wild? We got four different examples of these luxury SUVs and took them out into the great outdoors to see how they stand up against mother nature. Our trusty steeds in this experiment would be the Volvo XC90 R, BMW’s new diesel-powered X5, Infiniti’s FX50 and finally, the Land Rover LR3 HSE. All high-performance rides with the looks to match.

 

Infiniti FX50

Lets start with the highest performance version of these vehicles, the FX50. This is a truck that in reality is a high-performance sports car in SUV clothing. Its on-road abilities are truly amazing, and it could very likely make a couple of performance coupes look foolish on a track. However, the designs that make it a beast on the road should hinder the vehicle once the safety of tarmac is lost. The biggest weakness is the 21-inch wheels that are wrapped with 45-series all-season tires. When it comes to rough roads, this setup is a definite risk. Despite this, Infiniti lists the FX50’s approach and departure angles in the specs for the vehicle, and for a something so low to the ground (another hindrance in the back country) the angles are respectable.

 

The driving test proved the FX50 quite confident on gravel roads,  looking out for rocks and large potholes, and Nissan's great “RWD first” AWD system makes it a blast on clean winding gravel roads. It is clear that the suspension is tarmac oriented, so the FX50 does not feel like it is firmly planted on loose surfaces. If you decide to leave the beaten path, caution needs to be maintained, and only light off-road driving can be accomplished due to the vehicle's low ride height. Another problem we ran into was the strength of the centre differential. Under heavy load or when wheelspin began to be a factor, the centre viscous diff would overheat, leaving you with only RWD. Also, the absence of any underbody armour proves again that any off-roading in the FX50 should be kept to light terrain.

 

Volvo XC90 R

The XC90 is marketed much more to the adventurist than, say, the Infiniti or even the BMW. The name itself stands for Cross Country, so the ride height is higher, approach and departure angles are increased and there is even some skid plating mounted underneath, even if some is more for show. In terms of visibility and seating, the XC90 ranked top of our list. However, as Volvo prides itself on the on-road sportiness of the XC90, the 20-inch wheels mounted on our “R” version are risky, although our tester was set up with snow tires, giving us much more traction.

 

On the driving test, it had excellent driving characteristics on gravel roads, and the fear of damage from debris was not as high as the other vehicles, making for a more stress-free drive. It did tend to understeer when it got slippy. Off the beaten track, the XC90 proved remarkably confident despite its low height. The increased grip from tires and manoeuvrability of the XC itself had us heading into terrain we didn’t think was accessible. However, much like the FX50, the centre viscous diff proved to be a weak point as it, too, required cooling, leaving us with only FWD while in the field. All in all, we were quite impressed with the Swede, as it is capable of handling light-to-medium terrain, while being a sporty on-roader. Using the smaller 17-inch wheels available would make the XC an even more competent soft roader.

 

BMW X5 35d

BMW says that the X5 is just as good as handling a corner as the 3-series sedan. Having had an X5 on a racetrack, I can attest to this fact, as it is a force to be reckoned with. BMW has now released the turbo diesel version of the X5 in Canada, something I am ecstatic about as it now adds great fuel efficiency to the X5’s equation. But what about its off-road abilities? At 18 inches, the wheels are the smallest of the group and offer decent protection in a 55-series tire, which also turned out to be a snow tire on our tester. Like the Volvo, the X5 has some underbody protection, although its low plastic overhangs similar to the FX50 will have drivers keeping the approach and departure angles to a civilized level.

 

On our test drive, the Bimmer soaked up the gravel road with absolutely no problems, and remained neutral handling. It did have some of the stiff suspension float like the Infiniti produced. While the vehicle height had us on edge through the rough stuff, the Bimmer's low-range capability, and the strength of the diffs, meant that the drivetrain never experienced any problems no matter how sticky things got. While it was ideal to keep travel to mostly flat terrain, its capabilities were truly impressive, while the diesel always meant we had a good range of torque on demand.

 

Land Rover LR3 HSE

Now here is a special case. Land Rover has been the epitome of off-roading since the sixties, and the icon of any adventure expedition on any continent. With the Series Landies not in production, and very few Defenders making it to our shores, Land Rover has gone from farmyard worker to Military Recce vehicle, now ending up as a luxury vehicle driven by soccer moms and hockey players. So the question has to be, has Land Rover lost its off-road abilities that made the brand the most famous of any adventurer? NO!

 

While the LR3 looks more at home at the end of a red carpet, it still possesses the ability to get muddy. What makes it different from the others is its drivetrain. While the Volvo, BMW and Infiniti all use a standard clutch pack centre differential, the LR3 features a two-speed transfer case utilizing both high and low gearing, with locking centre, and optional locking rear, differentials. Land Rover has also added airbag suspension to raise the ride height for better ground clearance. Match this with a plethora of off-road-based electronics, and it is instantly apparent that Land Rover has not forgotten where it came from.

 

As you would expect, light and medium terrain come at ease with all these options. When it comes to hard terrain, the LR3 still remains competent, even if its limits are now being challenged. At this point, the same trouble of body overhangs and ground clearance begin to hang up the LR3. So, impressive off-road skill for such a luxury SUV to be sure. However, for these abilities, the Land Rover falls far behind the on-road abilities of the other three. 

 

Conclusion

After looking at four different luxury SUVs representing four different manufacturers built in four different countries, our conclusion may come as a bit of a surprise. The single biggest disadvantage to traveling off-road with these vehicles is the bodywork and tires. Taking these SUVs into the wild is like asking a painter to go to work in a tuxedo. You have to be willing to sacrifice scrapes down the doors and gouges in the bumpers, and if the size of the brakes permit, a smaller set of wheels and larger tires that will protect against punctures.

 

The truth of the matter is that for those who want to get out and explore the great outdoors, the terrain traveled is usually considered light if not just a gravel road. While the off-road capabilities of these vehicles are mostly medium-to-light, they are more than adequate for getting to 90 percent of the destinations that most outdoor enthusiasts desire. Obviously, if you are a dedicated wheeler, a more single-purpose, modified vehicle that won’t have you in tears when it rubs up against a tree, will be ideal. But for those who need to get back to work on Monday, and enjoy a luxury environment and sports car-like performance, then we found that a luxury SUV is well capable of doing it all.

 

 

The Specs

Infiniti FX50

Engine:  5.0L V8

Wheelbase/Track:  2,885/1,680 mm

Ground Clearance:  187 mm

Approach Angle:  28.8 degrees

Departure Angle: 20.9 degrees

Final Drive:  3.538

AWD System: Viscous Centre Differential-based full-time AWD

Curb Weight: 2,075 kg

Tires:  265/45R21

Electronic Aids: Only on-road safety aids

Price Base/As Tested:  $51,800 (FX35)/$59,900

 

 

 

Volvo XC90

Engine:  4.4L V8

Wheelbase/Track:  2,857/1,634 mm

Ground Clearance:  218 mm

Approach Angle:  28.0 degrees

Departure Angle: 25.0 degrees

Final Drive:  3.33

AWD System: Electronically-controlled multi-plate wet clutch-based full-time AWD

Curb Weight: 2,053 kg

Tires: 255/40R20

Electronic Aids: Only on-road safety

Price Base/As Tested: $48,595/$68,295

 

 

 

BMW X5 35d

Engine:  3.0L I6 Diesel

Wheelbase/Track:  2,933/1,650 mm

Ground Clearance:  210 mm

Approach Angle: 25.0 degrees

Departure Angle: 23.0 degrees

Final Drive:  4.44

AWD System: Electronically-controlled multi-plate wet clutch-based full-time AWD

Curb Weight: 2,370 kg

Tires:  255/55R18

Electronic Aids: Hill Descent Control

Price Base/As Tested:  $58,200/$62,200

 

 

 

Land Rover LR3 HSE

Engine:  4.4L V8

Wheelbase/Track:  2,885/1,613 mm

Ground Clearance:  240 mm

Approach Angle:  37.2 degrees

Departure Angle: 29.6 degrees

Final Drive:  3.73 – Transfer case Low/High: 2.93/1.00

AWD System: Two-speed electronic transfer gearbox, shift-on-the-fly capability with electronically-controlled variable-locking centre and rear differentials

Curb Weight: 2,629 kg

Tires: 255/55R19

Electronic Aids: Terrain Response System, Traction Control, Hill Descent Control, All-terrain dynamic stability control.

Price Base/As Tested:  $53,900/$64,200

Road Trip: Scandinavia by Volvo

”Why would you fly half way around the world to Europe, just to see Canada?” These were the words my girlfriend’s cousin asked while we were over-nighting at his house in Germany. Simple fact was I wanted to explore new countries, and the fact that Scandinavia has every geographical region of Canada squeezed into a smaller package did not matter. I wanted to discover what Scandinavia has to offer. And what better way to do that, than in a car that’s built there - a Volvo.

 

Having Swedish blood, Volvo’s are naturally quite common in my family. My mother was raised with Volvo 544’s, while I grew up with 240 and 740turbo’s. Over the last couple years, the introduction of a new generation of small Volvo’s like the C30, S40 and V50 have recaptured my passion for the Swedish brand. So, wanting to explore my ancestor’s homeland, a V50 would provide a great amount of versatility needed.

 

 

The Factory – Start line 0 km

After a long day in a bullet train and a ferry from Denmark, we arrived at Volvo’s Torslanda factory, situated just outside Göteborg, Sweden for a tour. The size of a small city, Torslanda plant gives birth to over 165,000 Volvo’s each year with an addition 181,000 coming out of the Ghent plant in Belgian. Once the tour was finished we could grab our V50. My car of choice would be the 2.0D. Funds were tight, and the V50 Diesel proved to be invaluable in circumnavigating Scandinavia. As a diesel, it provided excellent fuel efficiency, important since diesel was14 Kronor/Litre, or $2.20/Litre in Canadian dollars. It would also serve as shelter as we would sleep in the back if weather did not permit camping. Finally it would also serve as a secure place to leave or belongings when out and about.

With some time to spare before heading to Oslo, we decided to make the short trip south to the waterfront in Arendal. Here was the Volvo Museum displaying Volvo’s entire history. From the first car, to the latest technology in aerospace and championing racing cars, it’s all there. It’s a museum any car guy should visit, however we were beginning to get Volvo’d out and it was time to get out and explore Scandinavia.

 

 

No Oslo For You – 434km

As I worked my way towards the E6, a highway that leads past Oslo and on into the far north of Norway, Steph my navigator went about translating the Swedish navigation system. Hint, “Sproken” means speech, leading to languages. As my navigator fiddled, I rocketed the V50 away from Göteborg, hoping to make Oslo before nightfall. Nice thing about Sweden is that the highway speed limit is 120kph, although I noticed that despite the high speed limit, I was blowing by most vehicles. Something just didn’t feel right. Then the scary thought of speed camera’s entered my mind. Yes, Sweden and Norway employ speed cameras along their highway’s, however luckily enough, I had not passed one in my ignorance. From here on, I would be ever vigilant of the roadside pods that housed the camera’s. However, camera’s in both countries are well marked with signage.

 

As we shot north towards the Norwegian border, the landscape was that of fertile farm flats with rocky-forested hills, much like Ontario funny enough. Plotting along, we soon passed by a “Norge,” or Norway boarder sign. Used to trying to get past the American Gestapo at the US boarder, naturally we were in a state of shock blowing into Norway somewhere north of 120 kph. However, our progress would soon be delayed. It seems that the Norwegians highway system is not as straight cut as the Swede’s. Only meters after the boarder the six-lane freeway funneled into a two-lane road that wound its way north through the increasingly more rugged and rocky terrain. What’s worse, the speed limit plummeted to 80 kph.

 

It was about 8:30 when we began to reach the Oslo city limits, when our winding road finally became a four-lane highway again. There is a massive collection of underground highways and bypasses. The Scandinavians love to tunnel. After several kilometers underground we took a city center exit. Subterranean loneliness was replaced with a bustling metropolis, as Oslo prepared to enter its nightlife. The city felt remarkably similar to Vancouver funny enough, situated on the sea surrounded by tall mountains. Unfortunately, we were unaware the Oslo require prior reservations as there were no rooms to be had. Still in a driving mood, we jumped back on the E6 all the way to Hamar. A much smaller, easygoing city with ample accommodations.

 

 

Olympic Views – 604km

Back on the E6, we pushed on towards Lillehammer. Traveling along the lake, the sight of the 

 ski jumps carved into the mountains above the town were visible from twenty kilometers away. Crossing the bridge into the Lillehammer, we wound are way up through the town into the mountains above, enjoying the winding village on our way to the ski jumps. Hiking to the top of the jump towers offered a remarkable view of both the complex and the region. After spending a couple hours doing the tourist thing, it was time to jump back onto the road. We had the difficult decision whether to head west towards the sea, and Norway’s famous fjords, or do we push hard for the Arctic Circle. After much thought and discussion with locals, it was decided the coastal route to the Arctic Circle would kill two birds with one stone. We jumped back on the E6 and pushed north to Otta, where hwy 136 that would take us northwest and up the rugged coast.

 

Pass The Trolls – 1025km

It didn’t take long before 136 would wind into a spectacular glacial valley with massive shear rock faces starring down from both sides. The road was now becoming quite spirited. It had narrowed down to just one and a half lanes and was winding its way through the thin valley. The whole scene was remarkable similar to passing through the Rockies funny enough.

 

From the valley we came out into the famous fjords of Norway. The waters were glass smooth and the highway wound us out towards the ocean. Out of rocky cliffs and vista’s we arrived at the first ferry of the trip, a small trip across the fjord. After a fifteen-minute ride across the fjord we were tearing up the coast when I figured we are doing too much driving and not enough seeing. “Steph? Take a look in the tourist book and see if there is something around here we should look out for?”

Steph put down her map and opened up the book to our general area. I noticed that she was keeping fairly silent, and had a perplexed look on her face. What’s up, find anything. She paused, then, “I don’t know if I should tell you or not.” “What!” “I think you should pull over.” What she had read was a special paragraph on the Trollestigen or The Trolls Ladder. This was an extremely tall valley that featured a 180-meter tall waterfall and a spaghetti string road that zigzagged its way down from the summit, passing over the waterfall in three different places. My dream road and her dream waterfall. The decision whether to double back 50 km and a ferry proved a difficult one. After 15 minutes of debate, three pullovers and unclear minds we would push on for the circle. It was a decision that weighted heavily on my mind the following days.

 

Midnight Sun – 1686 km

A beautiful sunny day greeted us the next morning, as we set off north. We were now entering the northern territory, and the land was beginning to become quite rugged. Curling around one of many fjords, we jumped back onto the coastal highway. And what a treat as every mountain range and fjord became more spectacular. We both were taking in the great views, however it was the road that would keep my adrenaline pumping all day. An increasingly narrowing highway 17 picked its way north through the challenging terrain, and my familiarization of the Volvo’s dimensions would becom

e extremely important. Carving the V50 through the never ending twists and crests, hanging a tire off the tarmac became a second by second occurrence as I maneuvered to keep the car safe from 160 kph closing rates with locals. At a rest stop, the passengers side mirror was green with the residue of bush leaves and bark.

The farther north we drove, the night sky became brighter. We were now so far north that we could see the light emitting from the opposite side of the planet. We arrived at the pullout for the Arctic Circle, two minutes before midnight. Exhausted from another long day of travel we set up camp in the back of the V50, for some much earned sleep. The next morning we woke to sun and a magnificent mountain vista. The arctic tundra reminded me of the Yukon funny enough. After some photo’s and a hike into the mountains, we pushed north and crossed back into Sweden, crossing over the circle in another country only an hour later. We wound our way through yet another magnificent mountain pass that looked as though it belonged in the Alps. It was a great start to a long journey south towards Stockholm.

Getaway from Stockholm– 2770 km

Many know these popular video’s of skilled Stockholmians toying with police cars in the streets of Scandinavia’s largest city. So this was a city I was looking forward to. Unfortunately we arrived right at the height of rush hour, and needed to cross the entire city to a much-needed hotel. This would be an experience I will never forget. With the nav pointing the way through endless round-a-bouts and tunnels, my concentration on the road and other cars had me sweating. Meanwhile my navigator Stephanie was barking pace notes like a rally co-driver, as my concentration did not allow me to glance away. For well over an hour we fought our way through the quagmire of traffic filled streets, with several detours requiring recalculations. We finally arrived at our destination, completely exhausted despite having the shortest day of travel. For the first time, I did not want to drive anymore. Walking was now my transportation of choice.

Fighter Jets and Supercars – Finish line 3540 km

From Stockholm we pushed towards the southern most point of Sweden. The land was very flat, full of agriculture, much like the prairies funny enough. This proved to be the most boring of all the driving I would do, but we were heading towards a destination that would prove just the opposite. It was the Air Force base in Angelholm we were headed for. The large hangar with the Koenigsegg family crest painted on it to be more specific.

 

Housed in the old hangar of 1 Squadron are the manufacturing facilities of the supercar maker Koenigsegg. The hangar was home to the top secret squadron who tested experimental fighter aircraft. Their operations would only take place under the cover of darkness, so the emblem of a ghost adorned both the fighters and the hangar. An emblem that now adorns the back window of all CCX’s that leave the factory. Witnessing one of the worlds fastest, most prestigious cars get pieced together proved an incredible experience. However, time was of the essence, and our trusty steed needed to be back home in Göteborg by nightfall.

 

Reluctantly handing over the keys, this trip proved to be a fantastic experience. Our Volvo V50 proved to be an invaluable resource to explore a great expanse of land by pointing a blind finger to the map, and “lets see what’s there.”