7 Seater 4WD Comparison

Note: This article was originally published in 2006.  It should be useful for anyone considering a vehicle of the 2004-2008 age, although several vehicles in this review have since been updated.

 

Remember when it was just you and your mates?

Then came the girlfriend, and before you know it you’re an expert on the fitting of childseats. That’s when a seven seater begins to be a useful option, as even if you’re not going as far as having a third kid for the country, often miscellaneous extra people need to be carted around.

So it was with this scenario in mind that Overlander decided to take a fresh look at some of the Sevens on the market and assess just how usable they are as people transporters. And this test is from the perspective of someone that who isn’t bothered about comparing long gizmo spec sheets full of features like auto-dimming mirrors and electric seats, but puts more emphasis on “can the thing carry people over rough terrain and is it a fun drive”.

You can’t test these things as family wagons unless you load them up with at least six people and go somewhere. So we did, and the opinions of all those people are represented in this review. We spent time travelling in each row and drove each vehicle on everything from bitumen to steep rocky hills. We fitted a childseat to the vehicles, one that is designed to be a little shorter than normal yet still compliant with all ADRs. Comparative fuel consumption wasn’t possible as the vehicles were driven on different days, so we’ve used manufacturer-supplied figures.

It’s clear to see how vehicle interior design has progress over the years, and the newer designs are far more usuable than the older ones. For example, the third-row seat systems fall into two broad categories, those that fold flat into the floor (integrated) and those that don’t (non-integrated). We found integrated seats to be more convenient to use and more often comfortable to sit in.

For the comparative specs and prices we’ve listed automatic turbodiesels in mid-spec trim. Our test vehicles varied in engine and trim, but neither would make a significant difference to ability as a seven-seater. Each car is rated from 1-5 stars on Accommodation, Onroad (including fast dirt roads) and Offroad (low range work). The ratings are relative to the other vehicles tested, so 1 is well below par, 3 is average and 5 is one of the best on test. 

Suzuki XL-7

 

Suzuki’s XL-7 is Grand Vitara based,and hasn’t been replaced in the recent model launch.  It’s the smallest and cheapest vehicle here, available only in petrol. 

7-Seater

The third-row people can put their feet under the second row, and the second row is a 60/40 split which can move on rails, so there’s some flexibility which means everyone can get comfy. That’s an impressive capability for a relatively small vehicle.

On the downside, the third row doesn’t fold down flat properly, and there’s not much in the way of tiedowns.  This is just lazy design and really spoils what could have been a great little 7-seater.  There’s only two child restraints points, but both are built into the seat back.  The second row can fold down, but disappointingly, not flat.  

 

If you’re into little storage areas dotted around the car you’ll be disappointed, and the middle second-row seat is pushed for legroom.

   

 

On the road

The Zook is a delight on the roads, definitely on the sporty side with tight, neutral handling and at a svelte 1625kg with an eager engine it’s a take-the-long-road-home car. It handles dirt roads well, but is disadvantaged by its 2WD transmission. There’s sufficient power to spin the wheels at 70kmph on a dirt road, and that combined with the too-sensitive throttle response can see power-on oversteer in situations where an all-wheel-drive would be far more controllable and safe.

Off the road

 

The XL-7 was the only vehicle tested without traction control or a LSD, yet went further than some others purely due to reasonable articulation (provided almost entirely by the rear live axle), low range gearing and a robust body that can take a few knocks.   

And it needs to, as the XL-7 doesn’t have much in the way of clearance due to small tyres and a longish wheelbase. It’s crying out for a little lift and bigger rubber. Definitely a vehicle with potential.

Summary

Great on-road, works well offroad, spacious seats, disappointments are cargo bay design, and not having all wheel drive to make use of that power and improve the handling still further.  But it’s only $35k, so a lot can be forgiven and there’s plenty of accessories to improve things still further.

Accommodation 3 stars

Onroad 4

Offroad 3

 

Hyundai Terracan

7-Seater

The first and 60/40 second row are spacious enough, although the middle second row passenger has only a lap belt. There are three childseat restraints fitted but they’re all in the cargo bay. While the headrests sensibly slide into the seats, the third-row passenger never use theirs because they’re banging their heads against the roof. Combine that with the chronic lack of legroom and we have easily the least comfortable third-row in this test. Generally the whole interior design needs an update and there’s no particular strong point to recommend it as a Seven.

On the road

The Terracan’s handling left me wondering “what if”. What if Hyundai had seen fit to fit shocks that have some dampening effect so the car doesn’t porpoise down the road after bigger bumps? What if the steering wasn’t so vague (especially at centre), so it tracks straight more easily and turns in more crisply? What would the combined effect of both be on handling near its dynamic limit, where the car seems distinctly nervous? As it stands, the ‘Can is an adequate tourer, happy enough loping along but not being pushed. On the plus side, the 3.5L engine is willing to rev and moves the car along pretty nicely, and the AWD system in the Highlander model does a reasonable job of providing grip. 

Off the road

Terracan ticks the offroad boxes with low range, reasonable clearances, a live rear axle that provides most of the articulation as the torsion-bar front end doesn’t flex much, an LSD, recovery points front and rear and a pretty torquey engine.

With all those points in its favour the Terracan will go a lot further a lot easier that any softroader and even many cars that have a transfer case, and it has good under-body protection too. Only worry is that there is no high-range 4WD mode, just one of those “AWD when the system feels like it” trannies, and that would be a disadvantage in situations like high-speed sand, and there’s no tricks like second-gear start on what is an auto gearbox a few years behind the times.

Summary

Accommodation 1 stars

Onroad 2

Offroad 4

 

Nissan Pathfinder

7-Seater

This is a new vehicle and reflects the latest thinking in interior design if not suspension tuning, but we’ll get to that later.  The third-row seats are integrated and the easiest of the lot to erect, just one pull and they’re up. The second row is a practical three-way split, and there’s some little storage boxes under those seats.

However, the Pathie’s interior is fatally flawed because it’s cramped in the second and third row, and in particular what Nissan missed in an otherwise excellent design is footroom for the third-row under the second row. This is bad because the Pathie has a lowish roofline, so the third-row seats aren’t very high. Don’t put adults you like in the back.

But as the cargo area is pretty deep, you do get is a fair bit of space behind the third row, and it’s all very sensible tough plastic in the back as opposed to pointless carpet.   

  

There’s some feeble tie-downs, one of which we broke while ratchet-strapping a recovery box down. 

On the road

The 3.3 petrol accelerates like a rocket and stops like a racecar. Handling is excellent provided the road is smooth, but as the surface gets rougher the driver’s confidence level drops as the electronics unsuccessfully try and calm a car that seems scared of rough surfaces. We had a Patrol the same weekend and everyone preferred the bigger live-axle car on anything other than smooth bitumen.

Off the road

  You need to pick your line carefully as the all-independent suspension has very limited travel indeed, which means the rather average traction control needs to do work it’s not really up to.   While the power is nicely controllable and the gearing is good (except it wouldn’t do a second-low start), the Pathie is a low-range disappointment relative to its peers.   

Summary

The Pathie’s major advantage is cost, and as it’s a Nissan it’ll be tough and reliable. The interior is well designed but disappointingly cramped. On the upside, it has above-average towing ability for its class. If loose-dirt handling and offroad capability aren’t important it would be high on the shopping list.

Accommodation 3 stars

Onroad 2

Offroad 2

 

 

Ford Territory

7-Seater

Something of a disappointment given the car’s newness. Firstly, only a 60/40 rear seat, and the third row is both up or both down. Then there’s the huge transmission tunnel destroying comfort for the middle second row occupant. Second-row legroom is reasonable, third row is adequate provided the second row is moved forwards so there’s footroom under the seats – but that really cramps the second row.

      

On the plus side there are three child restraints built into the second row, and uniquely, two for the third row.   We’d prefer a split tailgate, although the little storage area that the third row base moves into is useful and the second row folds completely flat.

On the road

This is the best onroad drive of the bunch, and in this company that is quite an achievement for Ford’s Australian engineers. The Territory has it all; sharp turn in, powerful engine, precise and direct steering that’s just a little too light.  The whole package inspires driver confidence and is very much a take-the-long-road home car. The icing on what is a tasty cake is definitely the 6-speed auto which is almost psychic and so smooth you only hear the gearchanges, not feel them. Best of all when powering out of a corner in sports mode it’s already in the low gear needed for a quick exit, unlike most of the rest which belatedly realise more power is required and then bang the tranny down a cog. Only minor gripe is that the suspension needs a little more travel to avoid the bumpstops when loaded. Well, you could slow down but this car doesn’t like going slowly! 

Off the road

All the Territory has to offer for offroad potential is traction control, hill descent control and a powerful engine. Unfortunately, they don’t make up for very limited clearance, hardly any articulation, no low range, no underbody protection, poor angles, no recovery points and an air intake very vulnerable to water crossings…so keep this car firmly on dirt roads where it simply excels. Unlike the Kluger the stability control can be switched off and while that helps it still leaves the Ford in high range territory. 

Summary

Everything else is better offroad, most are better Sevens but nothing beats the Territory at speed.

Accommodation 3 stars

Onroad 5

Offroad 1

 

 

Toyota Kluger

7-Seater

The Kluger is one of the smaller vehicles here, but one of the better seven-seaters.  There is a lot of room in the first and second rows, and the second row is a 60/40 split which can moved forwards and backwards, and a real plus is that the middle second row passenger doesn’t need to put up with resting their feet on a tunnel for the propshaft. If the second row is moved forwards, then the third-row people have plenty of room and everyone is still very comfortable.

   

On the downside, the third-row seats are either both up or down, so use as a six-seater is limited.  Has a small centre console and a bizarre hole under the transmission shift that serves no apparent purpose but to waste space. Three restraints, all in the seats.

On the road

If not a wolf in sheep’s clothing, then at least a pretty fierce dog. To my great surprise the Kluger is in fact something of a driver’s car, turning in nicely, fairly neutral and quite chuckable with the only complaint being the too-light steering, especially at centre. It’s great on winding roads and on the dirt, and the chassis begs for an even stronger engine and manual gearbox controls. I’d quite like to see a Kluger Sportivo, but I really hate the foot-operated parkbrake. 

Off the road

It was difficult to assess the Kluger’s true offroad potential because Toyota’s method of switching stability control off is to lock the centre diff. This can’t be done with the Kluger, so the damn thing remains on, and as soon as there is any hint of sideways movement it comes in hard and kills any momentum. I found this out the hard way while ascending a slippery slope and ended up in a ditch thanks to the computer’s sudden application of the brakes.  This is quite frankly dangerous offroad and Toyota should allow the centre diff to be locked and the stability control disabled so the Kluger’s albeit limited offroad abilities could properly be exploited. Even if they did, the lack of low range, dubious underbody protection and lack of recovery points mean you won’t be taking it too far anyway.

Summary

A consideration if you want a dirt-road tourer and don’t mind the all-or-nothing third row.

Accommodation 4 stars

Onroad 5

Offroad 1

 

Nissan Patrol

7-Seater

The Patrol is a reverse-Tardis, much smaller in interior dimensions, payload and towing capacity than you’d expect from being nearly the heaviest vehicle, the longest and widest. It can’t even tow as much as little bruvver Pathie, and the XL-7 can carry more.  Nevertheless, there is a fair bit of room for the first five occupants, but the third row is cramped.

   

The headrests need to be removed which annoyed us as they kept getting lost. Only one restraint out of three fitted and of course it’s in the floor. To be competitive in this market it needs a complete body redesign, which should include a full seatbelt for the middle second row passenger.

On the road

For such an old design – live axles, 2WD -- the Patrol motors along just fine and is in fact very good over rougher dirt roads.. Nothing exciting about the handling, just safe but not too boring. The 3.0 four-speed auto revs hard, and it needs to so it can move the beast, although it could certainly use another cog or two in the box. Toyota have an ability to make everything feel half the size it actually is, whereas in the Patrol you can imagine you’re driving a B-double. Has a pointless split rear door. 

Off the road

It’s a Patrol. ‘Nuff said.

Well, ok, it’s damn good, and while the gearing and front-end travel aren’t class-leading, the Patrol lives for the rough stuff. An excellent LSD helps, clearance is good, and the sum is somehow better than its parts.  The 3.0 still has noticeable turbo-surge though which can catch the unwary in low-speed situations, but you get used to it, and while the forward visibility isn’t good you just point and go. 

Summary

Smaller vehicles are more capable in every way, but the Patrol offers reliable strength and isn’t particularly expensive. Does nothing badly but not much as well as it should.

Accommodation 2 stars

Onroad 3

Offroad 5

 

 

Toyota Prado

7-Seater

Another olde-world design, complete with a dashboard I think I recognise from an ’85 Corolla. Has a non-integrated third row, but is 8-seat capable. Comfortable in the first two rows, with a lot of space in the 60/40 split second, but more legroom needed in the third row, and don’t put three adults there unless they’re prepared to become good friends.

   

 

Three child restraints, all in the back of the seat, second row folds up for decent cargo space.  Lots of personal storage areas. Generally adequate, never outstanding.

On the road

I don’t think anyone ever hopped out of a bitumen-road drive on the Prado and said “fantastic what fun that was”. Oh, there’s nothing wrong with it, it’s just phenomenally boring, not particularly well settled on dirt roads and it plays seriously safe with the understeer. It’s amazing how the Kluger is a bundle of fun and the Prado has had all the driving pleasure squeezed out of it. The test Grande had stability control which was much more in evidence in the Prado than either of the other Toyotas, probably because the Prado’s handling limits are that much lower and when those limits are reached the computer slaps you down with a severe chop to the throttle, a decisive application of the brake and enough sirens and flashing lights to let you know it’s not happy.

Off the road

Now we’re talking. Excellent articulation, gearing, recovery points, Prado certainly ticks the offroad boxes. Toyota know what they’re doing in low-range work and the Prado will go a very long way even without the Grande’s traction control.

Summary

Bland competence in all areas apart from driver excitement, but like all designs of the age needs an update.

Accommodation 3 stars

Onroad 2

Offroad 4

 

Mitsubishi Pajero

7-Seater

The Pajero’s first two rows are comfortable and spacious, with a 60/40 second-row split. The third row neatly folds down into the cargo bay floor, and can be entirely removed for extra space. When upright, that space under the seats is accessible for a storage area, and is hidden from view. 

 

 

This is great thinking as with 7-seaters storage room for baggage is at a premium. Unfortunately, the Paj is either a 5 or 7 seater; the third row cannot be split which significantly reduces storage space if used as a 6-seater.

   

The Paj has three child restraint points available, all of which interfere with storage space and third-row room. Only one is fitted as standard. 

On the road

The Pajero is quick, nimble, fun and easy to drive in traffic and has comfortingly large mirrors. On unmade roads it’s up there with the best and feels distinctly sporty, grips the road well, doesn’t get unsettled by bumps or loose dirt and the 3.2 DiD engine pulls along very nicely indeed. Unfortunately, push too hard and you find pronounced understeer which is a real disappointment and spoils what would otherwise be very much a driver’s car. Yes, it’s a little noisy but if that upsets you best stay somewhere where you won’t spill your designer coffee. 

Off the Road

The Pajero doesn’t have particularly low gearing, great articulation or clearances. Yet somehow it is better than the specs suggest, aided by Mitubishi’s excellent traction control and the low-down strength of the engine. The Mitsu electronic descent system, EBAC, works automatically in first low, only on the front wheels and too quickly for comfort, so don’t bother with it.

Summary

A leading-edge 7-seater design when it was launched, the Paj needs an interior update. The dynamics are great but are ultimately spoiled by understeer. A tough, reliable and fun-driving tourer.

Accommodation 3 stars

Onroad 5

Offroad 3

 

Volvo XC-90

7-Seater

A luxurious, modern and generally smartly-designed interior. The rear cargo bay is very deep and this pays off with reasonable third-row space, especially behind the seats.  Second-row seating is less impressive, especially for the centre occupant who gives up significant footroom to a bulge for the rear propshaft.

The third row is very comfy if the second row passengers move their seats forwards, something they won’t be keen to do. 

   

 

There is a cute built-in toddler booster seat, and a little button which locks the second-row doors.  The console between the two front seats is removable for extra second-row room, but of course you lose storage room. Plenty of storage areas.

On the road

This is not even an AWD, it’s a two-tonne front wheel drive roadcar with a lift. The transmission splits the torque 95/5% front/rear and it shows, with noticeable torque steer out of hard corners, and that was with the little engine. While the XC-90 handles acceptably, it should be better considering its strong road bias and could be if the rear axle did more of the work. The suspension travel isn’t all that good and when loaded it doesn’t take a major bump for it to run out of flex and start to thud. The stability control isn’t intrusive and places genteel limits, and if it all goes badly wrong there’s so many airbags it’d probably float away.

Off the road

Softroaders used to at least have the advantage of being small and light to offset a lack of low range. The Volvo isn’t small, or light, and it is no 4WD.   Power control isn’t easy at crawl speeds, it has no recovery points and it has an unforgivable space saver spare. Articulation is miserable so traction is forever being lost; the front wheels spin, the traction control wakes up and sends a message back to Volvo HQ in Sweden to ask permission to get the rear axle working.   I say via Sweden as something has to account for the delay. By then of course it’s all too late as you’ve spun to a stop. Keep this car to well-formed dirt roads at worst, which in fairness is all it’s designed for.

Summary

Keen drivers and 4WDers look elsewhere, but consider it if you want a luxurious, safe people mover around town.

Accommodation 4 stars

Onroad 4

Offroad 1

 

Land Rover Discovery 3

7-Seater

Discovery is a new design and it shows, winning the third-row space contest hands-down, or rather feet forward as the third-row people can put their feet under the second row and its high rear roofline means the third row sits high too.  Only XC90, Kluger and XL7 come close to third row comfort and then only when their second row seats are moved forwards, something the D3 can’t (and doesn’t) need to do.

   

The Disco follows that win up with good second-row space in three adjustable seats that are easy to use, three child restraint points in the rear of the seats, a split tailgate and fold-flat second seats. 

Everything is easy to use, and the squarish body means loadspace isn’t compromised, even if you think looks are.  That gives the Disco a hugely square cargo bay and even the second row folds completely flat for maximum load space.

On the road

Dynamically the Disco is a like a skilled but obese ballerina, with amazing grace for one so weighty, and you can’t help but fantastise about that handling in say a 2-tonne package. It’s as good, or better, than many softroaders.

Off the road

The Discovery 3 is a traction bloodhound, because if there’s grip to be got, this car will find it and use it.  Firstly there is the long-travel independent suspension, improved further by the cross-linking which pushes each wheel down over undulations, keeping the vehicle level.

 

Then you’ve got that beautiful engine with smooth power delivery for inch-perfect control, and the most advanced electronic driving aids which includes the best traction control yet.  The underbody is nice and clean, with the independent suspension meaning there’s no diff pumpkin to hang up, and it’s well protected.

Summary

What’s incredible about the Disco is that by softroader standards it’s very good on-road, and yet by 4WD standards it’s very good offroad. And if that’s not enough, the interior is the best 7-seater in this group. The only negative is the price and current lack of aftermarket accessories.

Accommodation 5 stars

Onroad 4

Offroad 5

 

 

Toyota LC100 4.2tdi

7-Seater

The Cruiser has the biggest rear cargo bay, but an old-school third-row design that doesn’t allow the seats to be folded flat.  Third-row legroom is below par, and access isn’t particularly easy via the 60/40 second row.

The story is much better in the first and second rows where it’s a very comfortable life for all. Huge centre console almost big enough for misbehaving toddlers.

   

 

Annoyingly, only one restraint fitted and all the mounts are in the cargo bay floor. The LC100’s interior works well but only because of the huge amount of room.

On the road

Composed and assured, the LC100 does very well for its size and feels smaller and more nimble than it really is, handling any road surface with regal aplomb if not verve and excitement. Although the stability control did come on in a straight line over some very bouncy corrugations when pushed hard, that’s more Toyota erring on the safe side than the car being at its limit.

Off the road

“King off the road” may be stretching it a bit, but when it comes to low-range work the Cruiser has several aces; long-travel independent front and live-axle rear, deep low range gearing, smooth power delivery and a well-tucked chassis.  Our test vehicle was the Sahara which has air suspension, so it can be raised a very handy 50mm over normal height. It also had traction control but such is the impressive ability of the car to put power to the ground it doesn’t need to work hard.

Summary

Does everything very well, as it should for the price, but you have to wonder how good it could be if the interior were more modern so it could really utilise all the interior space.

Onroad 4

Offroad 5

 

Verdict

There’s no doubt the 7-seater market is alive and well, and the newer designs are very practical family vehicles indeed, capable of dealing with everything from local shopping to not so local touring. It was also interesting to see that intelligent interior design more than compensates for small interior dimensions. But seven-seaters are different things to different people, so here’s a few recommendations:

Best People Mover As a pure Seven the Discovery has to win. Spacious, flexible, easy, comfortable…it’s the best interior design here by a long way.

Best 4WD Tourer OK, so you want something that moves people, but also gets you out into the bush and you can set up to your exact specifications and certainly when I buy a vehicle, I’m thinking about bushable accessories and that doesn’t mean 19-inch alloys. As a tourer I’d take the LC100, as it’s good at everything and is a top 4WD. If that’s too expensive, the Prado, Pajero and Patrol are all very capable tourers too. When the accessories for the D3 are available that’ll look good too.

Best Budget Buy The Zook is the cheapest at less than $40k, and the next nearest, the Terracan and Pathie can’t match it’s interior space, although the Terracan might go further offroad. At that price you could do a lot more to it. Unfortunately, there’s no diesel XL-7.

Best Roadcar Territory achieves no mean feat in shading Kluger on the road, but that advantage is negated by Kluger’s better interior design, so the Toyota is the pick of the two. For luxury, you can’t go past the XC-90.

The Perfect 7-Seater After testing them all, here’s our ideal Seven:

• Second row
  • three individually adjustable seats (not just a 60/40 split). This means that access to the rear is a lot easier (less seat to fold) and gives you more loadspace options. o all with full seatbelts.
  • child restraints built into each seat back (and the new ISOFIX system). Child restraints built into the cargo bay floor just waste space.
  • Seats adjustable forwards and backwards. This isn’t essential – the Discovery can’t do it but has so much room it doesn’t suffer. The Kluger can, and the first and second row have so much room they can easily give up some for the third row.
  • Fold-flat option. Not every vehicle could offer a properly flat second row, and only Disco, Territory and XC90 fold the second row completely flat out of the way.
• Third row
  • Integrated, so each seat individually folds down into the cargo bay.
  • Can be removed easily for extra storage. However, some seats are so small and flat there would be little advantage to their being removed.
  • Third-row passengers can easily access their seats; forget climbing in through the back over baggage, find a way in via the second row. o Footroom under the second row! Makes a huge difference to third-row comfort.
  • Child restraints in the third row - Lots of storage behind third row.
• A horizontally split tailgate to stop cargo falling out when the rear door is opened. Out of all the tailgates we had, those were voted the most popular.
• Parking sensor or similar so you have help reversing when it’s full of people.
• Headrests that slide down flush into each seat.
• All the seats can easily be operated – the litmus test is no swearing required. The 60/40 designs are at a disadvantage here.

7 People: Can it be done?

We all know in theory these vehicles can seat seven, or even eight in the case of the LC100 and Prado. Is it practical for anything other than short trips? I’d say yes. For example, we loaded the Kluger up with four adults and two kids in kiddie seats, and went overnight touring. We managed to fit all our bags (well, everyone travelled light) and the people in without any problem. What really helps is seating flexibility. In the Kluger you can move the second row backwards and forwards; unfortunately, you can’t convert it to a six-seater only.

I made sure I spent some time in every seat, particularly the third row. In many cases it’s not a bad ride and sometimes preferable to the centre position in the second row which often has restricted legroom. As a comparison, the third-row space is less than that on your average economy airline seat, in particular room to slide feet under the seat in front. The seats are also more reclined and comfortable.

If you want to tour and rely on motels for then 6-7 people is doable unless you’ve got lots of gear, in which case a roof storage device would be a handy option. Any camping would definitely see you towing a trailer as the weight of the gear needed would be too much for the roof. Better yet, take two 4WDs!

Which spec? Petrol or diesel?

We’ve covered this before in Overlander, but if anyone reading this is still stuck in a 1980s view of diesels, please do yourself a favour and try one before writing them off as slow, smelly and dirty. I made a point of not telling my wife whether the test cars were petrol or diesel and she couldn’t pick it. There’s plenty of pros and cons, but diesel will give you far better fuel economy, and that’s very important when you’re touring outback. If you do buy a petrol for touring, make sure it doesn’t rely on premium unleaded.

Auto or manual?

Autos are better offroad than manuals in virtually every situation, and modern ones are very good onroad too. Many experienced people are swearing they’ll never switch back. If you haven’t already, give a slushboxes a shot.

Trim level?

My view here is pretty simple. Low to mid spec. The Saharas, HSEs, Exceeds of the world have largely pointless gizmos that just add weight (reducing payload), take up under-seat storage space, swap simple parts for complicated ones, and there’s more to go wrong.