The fifth-generation Mitsubishi Triton was left without a factory-sanctioned halo variant until the very end when Australian second-stage manufacturer Walkinshaw launched the worked-over Triton Xtreme as a Nissan Navara Warrior rival.
It was a short 18 months from sketch to a limited 500-strong run, and the capability of the product in such a quick turnaround impressed Triton chief product specialist Yoshiki Masuda.
When asked if there’s a works Triton above GSR in the pipeline to rival the likes of the HiLux GR Sport, Ranger Wildtrak X, and Nissan’s Warrior, general manager marketing & product strategy Oliver Mann noted how the Walkinshaw relationship had shown Mitsubishi what was possible in our market.
“Global corporations have to make global decisions”
“We have looked at the vehicle and driven the vehicle, and we’ve been impressed with what [Walkinshaw] has done.
“It’s probably another one of those exploratory projects that explores where the pick-up proposition can go as a performance variant”, he told 4×4 Australia.
Masuda-san said: “Of course, you know, we want to have a more high-end model hero car and we want to expand in that direction”, but that currently, the launch line-up is the brand’s focus, followed by expanded single- and club-cab offerings.
“[Triton Xtreme] helped, I think, inform what the market opportunity might look like from an Australian perspective but obviously, global corporations have to make global decisions”, noted Mann.
1
Similar to Premcar’s targets with the Navara Warrior, Walkinshaw’s goal with Triton Xtreme goal was to craft a reliable, warranty-backed ute with upgrades that enhanced both off- and on-road capability.
With the majorly enhanced sixth-gen Triton – its much stronger frame, 50mm wider track and 130mm longer wheelbase – Mitsubishi has an even sturdier base to work from, and Masuda-san reckons the Ralliart in-house tuning arm can make a tougher ute.
Expect similar upgrades to wheels and tyres for a Ralliart version; a suspension lift is a given. Extra underbody protection and visual enhancements are sure to play a part, too. We’ve already commissioned a speculative Triton Ralliart render to give you an idea of what to expect.
1
Mitsubishi developed the Triton’s frame with electrification front of mind, and is currently weighing up whether battery power or a plug-in hybrid powertrain (either petrol- or diesel-based) will best suit the ute application.
We also know Ralliart has been playing with the idea of performance-oriented plug-in hybrid tech, hinting at a tri-motor Outlander Ralliart halo concept in 2022. It’s possible this technology could feature in a future hi-po Triton – electric motors are famously not short on grunt, and a PHEV Triton could give Mitsubishi a true Ranger Raptor rival.
There’s another segment of dual cab buyers Mitsubishi sees potential in, though, those more interested in on-road presence, cabin presentation, and towing. The proliferation of older couples looking to explore Australia has seen the rise of plush specs including the $76,990 (before on-road costs) Ford Ranger Platinum.
Featuring 20-inch alloy wheels, quilted Nappa leather upholstery, heating and ventilation for the front seats, wood trim, brand-name stereo and more, the flagship Ford’s spec sheet reads more Mercedes than Mitsubishi.
The new Triton is capable of towing up to 3.5 tonnes (braked) and promises a more secure on-road drive with Australian-tuned steering bringing it closer to a large SUV than ever, so perhaps the luxe route is the one down which Mitsubishi should go.
Regardless of whether luxury or capability is where the Triton’s future variants will go, the team was not discussing details of a potential Ralliart or other halo. However, Masuda-san enthusiastically told 4×4 Australia that a ‘dream’ Triton is “really high up on my to-do list.”
Maintaining the correct tyre pressures on your 4WD can be a time-consuming process. Stopping to air down, then stopping again to air up takes time and effort.
It’s tempting to either not let your tyres down off-road or to not re-inflate them when you know you should. Tyre deflators/inflators are designed to get the job done quickly. This way, you can look after those expensive pieces of rubber without spending half your life holding onto the end of an air compressor hose. And instead of one bit of gear to deflate your tyres and another to pump them up again, tyre deflators/inflators allow you to do both. That means less gear to carry with you and the convenience of one tool for both jobs.
You’ll find plenty of devices designed to either inflate or deflate your tyres. However, we’ve found a few that’ll do both. They range from cheap and simple to advanced electronically controlled systems. We’ve looked at both types and some in between, so you should find a tyre inflator/deflator here to suit your budget.
The AutoFlate system automatically adjusts your tyres to a pre-set pressure, and it works exactly like the automatic tyre inflation systems at service stations.
Simply connect the air hose to a tyre, set the pressure on the digital controller, press Start then stand back and wait. AutoFlate beeps once the tyre pressure reaches the pre-set level and shuts off the air supply. The “basic” AutoFlate system deflates or inflates one tyre at a time. However, you can buy add-on kits to do two or even four tyres at once. Also available as a portable unit.
1
Maximum pressure
150psi (1050kPa)
Max number of tyres
Four at once
Warranty
12 months
Pros
Adjusts pressures automatically
150psi maximum pressure
Add-on kits to deflate/inflate up to four tyres at once
Cons
Pricey
A lot of hoses
No faster than using a compressor to inflate individual tyres
The Maxtrax Indeflate uses two three-metre hoses with a common pressure gauge. This allows you to adjust tyre pressures in two tyres at once. It’s also available as a four-tyre system, saving even more time when deflating tyres.
The pressures equalise between the two tyres, giving you peace of mind that both tyres are at the same pressure. The Indeflate is a top-quality piece of gear. Everything from the air fittings to the main aluminium body are made from premium materials. All hoses are rated at 300psi (2000kPa) and the gauge reads to 100psi (700kPa).
When deflating tyres, the clip-on valve chucks are a breeze to attach. And you don’t have to crouch down for long periods… simply connect the hoses then deflate your tyres using the dump valve and gauge. When inflating tyres, use the built-in Schrader valve (the same as the valve stem on your tyres) to attach your compressor. Then stand back and wait while the Indeflate pumps up two tyres at once. If you’re looking for a durable unit, this one should last for years.
1
Maximum pressure
100psi (700kPa)
Max number of tyres
Four at once
Warranty
12 months
Pros
Equalises pressures between tyres
High quality components
Simple dump valve for deflating tyres
Cons
No faster than using a compressor to inflate individual tyres
Have to stop and regularly check pressure when deflating
The Kings 3in1 is a cheap (around $30) alternative if you’re on a tight budget. The body’s stainless steel and has a large 60psi pressure gauge, and the tyre chuck is a straight clip-on type, making it easy to connect to any valve stem.
To deflate a tyre, hold down a push-button until the tyre reaches the desired pressure. You inflate the tyre by squeezing and holding a hand lever. The downside is, you need to deflate or inflate each tyre individually. However, for the price it’s a great compromise between price and functionality. An ideal tool if you’re starting out and need something cheap and easy to use.
The ARB Pressure Control Module takes tyre deflation and inflation to the next level, by controlling your tyre pressures and your compressor from your smartphone.
Download the Compressor Connect app and set up to four pre-set pressure levels. Once the module reaches the nominated pressure, the app vibrates your phone and gives you an audible alarm. The Pressure Control Module’s a useful addition to any compressed air system. Its compact size means it’ll fit neatly into tight spaces. However, be aware it only works with existing ARB compressors. And the ARB Pressure Control Module requires additional hardware to complete the installation, and installation is not straightforward.
1
Maximum pressure
Set to maximum pressure of compressor
Max number of tyres
Depends on your existing system
Warranty
Three years
Pros
Control from an app on your phone
Multiple pre-set pressures
Adjusts pressures automatically
Cons
Installation requires wiring knowledge
Not all components are supplied for final installation
The Clearview Tyre Spider is a perfect compromise between simplicity and ease of use. It’s actually one of those devices you could build yourself, but Clearview supply the ready-made package … so why bother?
This unit is built around a small pressure tank with four quick-connect couplers for the tyre hoses, a pressure gauge, and a main inlet/outlet valve. Each outlet hose has a shut-off valve, so you can deflate or inflate individual tyres to different pressures. Deflating tyres is a breeze. Simply open the main valve and let the air out. The kit comes with two five-metre and two eight-metre hoses, allowing you to reach the wheels on your caravan or toy hauler.
Longacre supply premium products to the motorsports industry, so you’d expect its deflator/inflator to be a premium quality product. Well, yes and no…
There’s no doubt the components are high quality, but it has a few shortcomings. The standout is the clip-on air chuck. The 90-degree inlet and awkward hand lever might be fine for racing rims, but they can be a nightmare to attach to the valve stem on some 4×4 tyres.
Stripped down to basics, the Longacre auto-fill inflator/deflator is an adjustable pressure regulator with a gauge and a hose. You adjust the desired tyre pressure with the hand knob, a fiddly and slow process. Speaking of slow; numerous users report this device to take quite a bit longer to inflate tyres than with a compressor alone.
In fairness, this unit isn’t really designed to be used in applications where you continually want to air up and down. Rather, it’s meant for the racetrack where exact tyre pressures are critical. Service crew would set the regulator once, then check each tyre to add or remove small amounts of air as needed every time the car comes into the pits.
The Ironman 4×4 Air Champ dual inflator is advertised as a deflator/inflator. However, users report it’s slow to deflate and more suited as an inflator than a deflator.
Are you fussy about equalising tyre pressures? You could use another deflator, then use the Air Champ to equalise pressures at the end, but it does mean you’d need to carry a separate tyre deflator.
The hose lengths are marginal at best. This device is best suited to small vehicles, due to the short overall hose length. The Air Champ uses a Schrader valve (the same as the valve stem on your tyres) to attach the compressor for inflation. So it’s compatible with any air compressor. The snap-on valve chucks make attaching the hoses to your tyres’ valves easy.
The Ironman Air Champ Dual Inflator is a cheap and compact option compared to other units which deflate/inflate two tyres at once. It’s just a matter of whether you’re willing to trade off price for features.
1
Maximum pressure
60psi (415kPa)
Max number of tyres
Two at once
Warranty
12 months
Pros
Equalises pressures between tyres
Compatible with any compressor
Valve chucks are snap-on
Cons
No faster than using a compressor to inflate individual tyres
Most serious off-roaders have an air compressor, either mounted in their vehicle or a portable unit. However, all the compressed air in the world isn’t much use if you can’t easily deflate or inflate your tyres.
What to look for
There are hundreds of different tyre inflators or tyre deflators on the market, but surprisingly few do both jobs. The ones that do exist vary widely… from fully automatic systems which you control with a phone app, to basic hand-held units with a manual hand lever.
Some of us can’t resist the latest gadget, so might be tempted to go with a bells and whistles product like the ARB Pressure Control Module. But when you’re on your own out in the middle of nowhere, simple is always the best option. The last thing you want to be doing out bush is relying on complex controllers and the vagaries of Bluetooth connections.
Then again if you always travel with a group, then this might not matter.
The best compromise is the units which deflate and inflate all four tyres at once… and are purely mechanical. In our selection, the Maxtrax Indeflate (choice of 2 or 4 tyres) and the Clearview Tyre Spider (4 tyres) fit the bill.
Don’t discount the AutoFlate Automatic Inflator/Deflator (choice of 2 or 4 tyres) either. Yes, it has an electronic controller. However, if it dies you can easily bypass it – unlike the ARB Pressure Module which controls the compressor.
The downside of these units? Set up and pack down time.
You need to dig out the hoses and valve chucks, connect them all to both tyres and the main valve body, then connect the compressor (if you’re inflating tyres). Then once you’re done, you need to roll up and pack away four sets of hoses.
And if you’re in mud or bulldust, you’ll end up with dirt and mud all over your gear.
The big advantage of these units is you can be sure each tyre will have the same pressure. This becomes increasingly important as you load up your fourbie and head into hot and rugged terrain.
For pure simplicity, you can’t go past a unit like the Kings 3 In 1 Ultimate Air Tool. There’s really nothing to go wrong. And for the price, you can buy two and have a “just in case” spare.
What you ultimately decide to get depends on your style of travel. Look for a compromise between deflation/inflation time and complexity. If something can go wrong at the worst possible time… eventually it will!
A word on inflation time for those systems which inflate 2 or more tyres at once…
The system is only as good as your compressor
Your compressor delivers at set flow rate based on pressure. It will deliver the same amount of air (give or take a bit) regardless of whether you pump up one tyre or four tyres at once. It can only deliver so much air and no more.
What does this mean?
If you buy a tyre deflator/inflator which allows you to pump up two or four tyres at once, don’t expect to inflate your tyres any quicker.
Your compressor will take four times as long to inflate each tyre. However because you’re inflating four at once, the overall time won’t really change. It could even be slower if you have to set up a spiderweb of hoses then pack them all away again.
In fact, some users report systems like the Maxtrax Indeflate actually take longer overall to inflate tyres. It’s likely all those extra hose lengths and multiple fittings reduce the air flow.
Where you do pick up time is when deflating tyres. Being able to deflate four tyres at once is a huge time saver… plus you know they’ll all be at the same pressure.
Talking of pressure, also consider the tyre deflator/inflator’s maximum pressure rating before parting with your hard-earned.
Maximum pressure
Some devices we reviewed are limited to 60psi (415kPa) maximum pressure. For most off-roaders this is fine. But with the growing popularity of small 4WD trucks kitted out as tourers, 60psi isn’t enough.
If you own a small truck or are considering one, you’ll need a maximum pressure rating of at least 100psi – preferably 120psi.
On road, these larger truck tyres need somewhere between 80 and 100psi depending on the weight they’re carrying.
Price
You might have noticed we didn’t list pricing in our reviews. This is because many of the tyre deflators/inflators are available with extra hose kits, air chucks and so on. All these extras can easily push the price well above $500.
At the other end of the scale, the Kings unit retails for around $30.
What you ultimately spend depends entirely on your budget and what type of system is best for your style of 4WDing.
4X4 Australia has been reviewing four-wheel drive vehicles, aftermarket products and camping gear for more than 40 years. When looking for the best swags in Australia there are some things that are essential to ensure you sleep soundly under the stars.
When we compared each of the swags in the list with hundreds out there we looked at the size, weight, durability and price. We also searched for additional features that make these swags stand out from the rest.
We looked at hundreds of user reviews and drew on our own experience sleeping in swags to make sure our recommendations are for the best on the market.
Disclosure: When you buy through our links, we may earn a commission. We also include products that we do not earn a commission from.
The Mitsubishi Pajero Sport is a large SUV built on the same platform as the Triton dual-cab ute. That means it has tonnes of interior space, but also an old-school ladder chassis and solid axle rear suspension (which can make it feel a bit like a light truck).
On the upside is a 3100kg towing capacity and impressive off-road ability. Plus rock-solid reliability, backed by Mitsubishi’s industry-leading 10-year warranty.
While it comes crammed with modern features and equipment, the Pajero Sport is a dependable, somewhat no-frills vehicle that will get the job done for many hundreds of thousands of kilometres.
What body styles are available for the Mitsubishi Pajero Sport?
The Pajero Sport can only be had as a five-door SUV, in either five- or seven-seat configurations.
There are versions with rear-wheel drive and all-wheel drive, all using the same 133kW/430Nm 2.4-litre turbo-diesel four-cylinder engine and eight-speed automatic transmission. The Pajero Sport competes in Australia’s sub-$70K large SUV segment.
What features are standard in every Mitsubishi Pajero Sport?
The features listed below are standard in the entry-level GLX 2WD model and will appear in higher-grade models, unless replaced by more premium equivalent features.
The Pajero Sport range is surprisingly uniform, with all variants using the same 133kW/430Nm turbo-diesel powertrain, all equipped with 18-inch wheels and all featuring the same 8.0-inch central touchscreen.
Opening the range is the GLX spec that comes in a five-seat configuration with rear-wheel-drive only. It has manually-adjustable cloth seats and misses out on some safety equipment compared to upper-grade models, such as blind-spot monitoring, rear cross-traffic alert, dusk-sensing headlights and lane-keep assist.
1
As you move up the range, more and more goodies are added, effectively topping out with the Exceed, of which the main party trick is its swanky 8.0-inch digital instrument display (which goes a long way to modernising an otherwise old interior).
Most of what you get for spending extra on the GSR over an Exceed is the unique blacked-out exterior look.
Upgrading to a GLS gets you those features plus:
2024 Mitsubishi Pajero Sport GLS features
Auto-dimming rear view mirror
Satellite navigation
Rear spoiler
Third-row seat split folding function
Privacy glass
Third-row seat recline adjustment
Powered tailgate
Rear floor storage box
Tyre pressure monitoring system
Automatic dusk-sensing headlights
6 speakers
Automatic rain-sensing wipers
1
The GLS Deluxe takes things a step further with:
2024 Mitsubishi Pajero Sport GLS Deluxe features
Leather-appointed seats
Top-down parking camera view
Electric front seat adjustment
Steering wheel camera switch
The next grade, Exceed, gets you those features plus:
2024 Mitsubishi Pajero Sport Exceed features
8.0-inch LCD digital instrument display
Remote Smartphone App
Heated front seats
Ultrasonic misacceleration mitigation system
8-speaker audio system
Front parking sensors
1
The GSR 4WD is the most expensive version and has the same power, 8.0-inch touchscreen and all-wheel-drive, but adds:
The Pajero Sport was awarded a maximum five-star ANCAP rating under less strict criteria in 2015, and its score has expired. Thus, vehicles built from Jan 1 2023 are UNRATED.
Standard equipment on the GLS includes forward auto emergency braking (AEB) with pedestrian detection, adaptive cruise control, front and rear parking sensors, a low-resolution 360-degree monitor and a reversing camera.
To get all the safety gear you’ll need to move up to the Pajero Sport Exceed ($60,690 before on-road costs) with its standard blind-spot monitoring and rear cross-traffic alert.
During testing, we have noted decent ABS and ESC tunes on both tarmac and dirt. The Pajero Sport’s high-set driving position and upright A-pillars provide great visibility in urban environments.
How comfortable and practical is the Mitsubishi Pajero Sport?
Despite feeling dated in certain areas, the Pajero Sport’s interior is a comfortable place for a family voyage.
The undersized eight-inch touchscreen now feels a generation old, with the system itself slow to boot by modern standards.
Embedded TomTom navigation is provided but with the inclusion of Apple CarPlay and Android Auto, we’re hard-pressed to know if anyone will ever use it. Still, the most commonly used applications and functions are easy to find.
1
“It’s actually in third-row space and packaging that the Pajero Sport really surprises.”
We don’t love the on-screen touch buttons – instead of ‘actual’ buttons and dials – for things like volume control. Not only is there a delay when pressing the buttons, but the screen doesn’t take long to get filthy with fingerprints.
An updated user interface, a bigger screen, and buttons and dials would make a world of difference.
Front passengers are greeted with two USB points, one HDMI point and a 12-volt outlet. Grab handles for the driver and front and rear passengers make entry and exit easy for weary travellers, and, unlike the base-spec GLX, the GLS comes with dual-zone climate control.
In the GLS Deluxe cabin, there’s a thin veneer of plushness that separates it from a Triton. The leather-appointed seats do have lumbar adjustment but aren’t the last word in comfort. Storage isn’t particularly clever, with no great spot to leave a large smartphone. Door bins are still well-sized, and there’s decent covered storage beneath the armrest.
1
Moving into the second row, the Pajero Sport is limited in its flexibility by not having a sliding bench.
The backrest is adjustable, though not to a great degree. Space is also tight; headroom isn’t great and the body-on-frame construction means the floor is quite high.
The Pajero Sport’s roof-mounted vents are adjustable so will keep second-row riders cool, though there isn’t a separate climate zone. USB-A charging points and a 220V household-style socket provide plenty of charging flexibility. The three-pin socket is great for camping applications, too.
It’s actually in third-row space and packaging that the Pajero Sport really surprises. Despite being set a little higher than the second row, there’s still reasonable headroom twinned with an excellent view out – there are even roof-mounted air vents and two cup holders on each side. The tumble-forward second row makes for very easy ingress.
How much boot space does the Mitsubishi Pajero Sport offer?
With three rows upright, the Pajero Sport has a 131-litre boot. With two rows up – in five-seater mode – that swells to 502 litres. With both rear rows folded, there’s a huge 1488 litres of luggage space.
The GLS model also features a handy rear floor storage compartment.
All Pajero Sport variants package a full-size spare tyre under the vehicle; great peace of mind for touring.
The Pajero Sport is nice and easy to drive, even if it’s not as polished on-road as something like a Mitsubishi Outlander.
With a modest 133kW and 430Nm on tap, there’s no disguising the fact Mitsubishi’s 2.4-litre MIVEC DID turbo-diesel engine seems to work hard to get the two-tonne Pajero Sport up to speed.
It’s also not the quietest nor smoothest in its operation, but once at 100 clicks on the freeway, this burly SUV is a pleasant place to sit.
1
Like others in this category, the Pajero Sport utilises a ladder-frame chassis derived from its ute-based sibling, but it replaces the leaf springs found at the rear of the Triton with coils. The front end shares the same coil design. This translates to a much smoother on-road composure than the Triton ute.
Its eight-speed transmission is well-calibrated, with up- and down-changes fairly smooth by large SUV standards. The GLS 4WD is equipped with paddle shifters, which is convenient for when bitumen turns to dirt.
The Pajero Sport is comfortable enough, but if you’re not doing any towing, only carrying two to four passengers most of the time, and don’t care for off-roading, there are much nicer and more comfortable options available for around the same price.
Which Mitsubishi Pajero Sport engine uses the least fuel?
By official fuel efficiency ratings, all models in the Pajero Sport range return 8.0L/100km in the ADR 81/02 combined cycle.
During our real-world testing of a 4WD model, the Pajero Sport’s diesel engine returned an economical 8.8L/100km over 350 kilometres.
The Pajero Sport has a 68-litre fuel tank, giving it a theoretical range of around 800km.
If air pollution is a concern for you, petrol alternatives might be worth a look – such as the Mitsubishi Outlander – as petrol engines release fewer toxic exhaust particulates into the atmosphere.
What is the Mitsubishi Pajero Sport’s towing capacity?
Four-wheel-drive models can tow up to 3100kg braked and 750kg unbraked.
For 2WD models, it’s 3000kg braked and 750kg unbraked. The maximum tow ball load is 300kg for 2WD models and 310kg for 4WD.
How long is the warranty and what are the Mitsubishi Pajero Sport’s servicing costs?
The Pajero Sport is covered by Mitsubishi’s 10-year/200,000km Diamond Advantage warranty.
It’s the longest in time terms across the industry but does stipulate that the vehicles are serviced at a main dealer. Otherwise, the duration reverts to a more industry-standard five years.
The Pajero Sport’s service intervals are 12 months or 15,000km, whichever comes first. It will cost $2495 to maintain over five years, climbing to $5990 for 10 years with the most major $999 scheduled service coming in the eighth year of ownership.
Which version of the Mitsubishi Pajero Sport does 4X4 Australia recommend?
The GLS 4WD with the $1500 optional Deluxe Pack seems like a smart buy, but you may as well stump up the extra few grand for the Exceed. It’s worth it for the seat heaters alone. Spoil yourself – you deserve it.
In 1973, an Australian outback farmer by the name of John ‘Goog’ Denton came up with the idea to cut a track directly north through rough Aussie scrub and sand dunes from his cattle station in South Australia towards the Red Centre.
With an idea like that it would be easy to assume Goog was a bit crazy, though I don’t actually think that was the case. He was probably just an ambitious guy who loved a good challenge, and from all accounts he faced that challenge with a huge smile and plenty of laughs.
The record states that Goog took on this task in search of better grazing land for his cattle, though I think it’s more likely he was just looking to have some fun and adventure. Years of blazing hot sun probably cooked his brain a little, but it’s probably best to overlook that as the normal kind of Aussie crazy.
1
Without any help from the government or military, Goog and his family slowly pushed a track through the scrub and sand using whatever old machinery they could muster.
Now, almost 50 years later, the original unmaintained single track remains as a primitive route through the scrubby bush. Famously, as it heads directly north, the track climbs up and over 363 bright red sand dunes, and we will have to climb up and over every single one of them as we push towards the red centre.
After exploring the Victorian High Country and Tasmania in my Jeep Gladiator, I’m feeling more confident with the setup every day, and Googs Track feels like the perfect opportunity for remote exploration, where I can put all systems to the test in preparation for much more remote desert travel to come.
1
Heading north
Arriving in the small beachside town of Ceduna in South Australia, I’m more than a little disoriented to realise I’ve already driven halfway across this massive continent.
Looking west, a huge road sign announces I would still need to drive 2000km to reach Perth, while facing east an equally large sign shows there are also 2000km to Sydney. While Perth is in the plan on this tour, it will be many months before I venture further west than I am now.
In Ceduna I fill both the main and auxiliary petrol tanks to the brim, and get some friendly ribbing at the service station from a LandCruiser owner who thinks my Jeep won’t be able to handle the soft sand on Googs Track. After many months in Australia, I’m getting used to this kind of thing and as usual I will let the Jeep do the talking.
1
Setting out late in the afternoon, Katie and I air down to 16psi not long after turning off the Flinders Highway.
At these pressures the tyres will have a much larger contact patch giving much more grip in the soft sand. If needed, I can go much lower, though I’ll start at this pressure and see just how soft the sand gets. I also attach a sand flag to the roof rack to make the Jeep more visible to oncoming vehicles, and I will drive with my headlights on at all times.
Over the years there have been horrific crashes when two vehicles meet on top of dunes, both aggressively climbing at speed and unable to see each other until the last second.
1
Combined with frequent location call-outs over our CB, the tall and bright sand flag is a last line of defence to avoid the worst-case scenario with any oncoming vehicles.
At first the track is dusty and corrugated as it meanders past cattle stations and eucalyptus trees that are huddled together looking as if they’re trying to conserve water. With the stations fading in the rear view mirror we pass through the dog fence that runs east to west for many thousands of kilometres.
Packing a punch of 6000 volts and buried into the ground, this fence is an attempt to stop the enormous plagues of rabbits, dingoes and wild cats from roaming freely.
1
Though I usually like to test electric fences, I think it’s wise to leave this one alone.
In the first hours the track passes over only a handful of smaller bright red dunes that are easy to climb. Nothing presents a problem, and we make slow and steady progress until reaching camp at sunset.
Googs Lake is an enormous salt pan that rarely contains water. While cooking a huge feast of burgers and salad for dinner, we are treated to an impressive display of heat lightning far to the south as rainstorms that have ravaged much of the continent continue their endless assault. All day I’ve been shocked by how green the desert is, a clear indication of the heavy rainfall that is seemingly endless.
1
Let the dunes begin
In the morning we’re on the track for only 30 minutes before we start contending with the bright red dunes that define this track.
These massive dunes that run east to west across the track are the only feature in the otherwise flat landscape, and they stretch into the distance like an endless procession of ocean swell rolling towards shore.
Because the dunes run east to west to the horizon, and we’re driving north, we must climb directly up and over every single one. The dunes come thick and fast, usually with only a couple of hundred yards rest between each.
1
After the first 50 or so I start to sense a pattern in the ever shifting sand.
Roughly speaking there appear to be about 10 or 15 smaller dunes that slowly build in height until we reach a much taller dune, from the top of which we are treated to stunning views over the harsh landscape that stretches to the horizon. These larger dunes are much softer, and because we’re the first vehicle to tackle them for the day, the top of each is a mound of soft untouched sand that has blown in overnight.
The climb up the face of these dunes is often rutted and lumpy, thanks to other vehicles having struggled and dug holes through excessive wheel spin. Towing a trailer is not recommended on Googs Track, though plenty of people still do.
1
This results in the biggest and softest dunes being badly churned up. With low tyre pressures and no trailer holding us back, we easily climb up the tallest and softest dunes without so much as spinning a single wheel.
Moving north we catch the occasional glimpse of emus darting away, which move extremely quickly through the scrub and small trees. We also spot plenty of wild camel tracks in the soft sand, leaving no doubt they use the track to move around, though we never actually see any.
As the day wears on we spot hundreds and hundreds of golden orb spiders building enormous webs that are often more than three metres across. Apparently they’re doing great in the wetter-than-usual conditions, and many are nearly as big as my hand across. Though they are not considered toxic to humans, I fall firmly in the ‘leave them alone’ camp when it comes to snakes and spiders.
1
Endless waves of sand
As we climb up and over hundreds of dunes I begin to feel a kind of monotony mixed with sea sickness, and I feel a little like a cork being tossed around on a huge ocean swell.
For hour after hour we continue north in the same fashion before stopping under a scrawny gum tree in an attempt to find some shade for lunch. Late in the afternoon we roll into camp at Mount Finke, the only feature on the landscape for hundreds of miles in any direction.
We haven’t seen a vehicle or heard anything on the radio for the entire day, and we’re a little shocked to see other people at camp.
1
They’re moving south, and they confirm they have heard us calling on the radio for the last 20km as we slowly got closer.
After a day without hearing a single crackle, it’s reassuring to know our radio works just fine.
In the morning we rise early and hike to the top of the rocky mountain to catch a stunning red sunrise that stretches far across the landscape. With the sun low on the horizon the waves of sand are clear to see, and it’s humbling to realise we’ve only crossed a few hundred of the many, many thousands that stretch as far as the eye can see.
1
John “Goog” Denton
Born in 1938, Stanley Gilbert John ‘Goog’ Denton left school at age 12 to work with his Dad on the family farm in South Australia.
According to his wife Jenny, the nickname ‘Goog’ was given to him early in life as a result of him selling eggs for his mum, and as they tend to do, the nickname stuck. Soon after tying the knot, Goog and Jenny moved to a property north of Ceduna, which they named Lone Oak.
The property was originally 5800 acres (2300ha) of scrub just north of the dog fence with thick bush and sandhills extending north to the east-west railway line, 200km away. Together they built a family home on the property and over the next five years their three children were born.
1
Eventually curiosity got the better of Goog and he came up with the crazy idea to push a track northward. Starting in 1973 the track inched forward, with Goog and the whole family inching along however they could.
Often friends and other local farmers pitched in to help, and it was all hands on deck. A grader was eventually purchased and at times a bulldozer was used to get through the most difficult areas.
Goog and his family faced numerous challenges as they slogged away building the track. From drought to bushfires, worn-out machinery to the relentless heat, they had an impossibly hard time of it. Without a breath of wind temperatures can push towards 50°C, and for that reason it is strongly advised not to drive the track in during the summer.
1
It took Goog and his family three long years battling the scrub and sand dunes to realise his dream and complete the track.
The Australian outback is not a friendly or forgiving place, and completing this track took an unimaginable amount of hard work and perseverance.
In stark contrast we completed the track in just a couple of days, and I’m ashamed to say we had the air conditioner running most of the time.While his track and legacy live on, Goog was sadly killed in an accident near the track in 1996. After visiting the memorial constructed near his namesake lake, I spent many hours thinking about Goog and his herculean effort against all odds.
I like to think he still gets a laugh about all the people driving his track 50 years after his incredible achievement.
More information
Goog’s wife Jenny has written an excellent account of their lives and adventures building the Googs Track called Memories of Pushing Goog’s Track. It is available for purchase at available at googstrack.com
You can join Dan Grec’s ongoing adventures on YouTube and Instagram @TheRoadChoseMe [↗️]
A decades-long partnership was broken when Ford ended its deal with Mazda to work together on midsize utes.
It was a deal that saw Mazda B-Series utes being rebadged as Couriers and Rangers, and then once Ford created the PX Series Ranger, the deal swung the other way for Mazda to use for its BT-50 models.
When Ford terminated the deal for its then forthcoming ‘Next-Gen’ Ranger, Mazda went looking for a new partner and found a good deal with fellow Japanese brand Isuzu.
In truth, the latest Mazda BT-50 utes are the latest Isuzu D-Maxs, with a fresh skin on them and a revised interior. Everything behind the face is shared, from the powertrains to the chassis and, as owners of Isuzu utes will tell you, that’s a good thing.
1
Melbourne’s Jarrod Thorton could see it was a good thing as well, and chose a new BT-50 to showcase the work of his business, Rock Solid Trays & Canopies.
“At the time it was either the BT-50 or D-Max that had released the new-generation models,” Jarrod told 4X4 Australia. “I preferred the style of the BT-50 as well as them being more readily available.”
That’s a familiar tale we’ve heard from BT buyers; while waiting lists for D-Maxes have at times blown out to months, you could walk into a Mazda dealership and drive away in a stylish new ute that is essentially the same car.
1
Top spec
The GT model was the top of the Range BT-50 when Jarrod bought it new in 2021 so it came very well equipped off the showroom floor.
But its high levels of luxury and safety equipment from the factory pale into insignificance when you see what Jarrod has done with it since.
As you might guess from the name, Jarrod’s business makes trays and canopies for utes so it was a given that the new BT was going to be the recipient of some Rock Solid goodness.
The standard cargo tub was quickly dispatched and in its place a Rock Solid Premium tray measuring 1700mm x 1850mm is the platform on which a solid touring setup is built. The Premium tray includes under-tray boxes, a 1200mm Trundle drawer, 60L stainless steel water tank, one-piece flared mudguards and a rear ladder rack.
1
The 1000mm Rock Solid canopy houses an 85L Bushman fridge with slide-out drawer/table, a pantry (also with a drawer and table combo) and the 12V power supply system.
This is built around a Safiery 200Ah battery fed by a Victron Orion DC charger, Victron MPPT 100/20 solar charger, and feeding a Victron Pheonix 12/2000 inverter. An Ecoxgear Bluetooth speaker is also included to provide the camping tunes.
The internals of the beautifully crafted canopy are set up for touring and there’s a Motop Roof Top Tent upstairs for accommodation, and a 270° awning from Supa Peg to provide protection from the elements. Both of these attach to the canopy via a Rhino-Rack Pioneer Platform mounted to a backbone system.
Using a shorter 1100mm canopy on the tray leaves a stubby space to tie things down and is also where the spare wheel and jerry can are secured.
1
Give us a lift
That spare wheel is a neat looking Method 312 alloy wrapped in a 295/70R17 Maxxis RAZR M/T to match the rolling stock on the vehicle.
To make space for the larger 33-inch rubber, Jarrod enlisted the services of Solve Offroad in Sydney for a bespoke suspension package.
Solve is a Fox specialist store and rather than sell you whatever they have on the shelf like some other stores might, the team there tailor springs and dampers to suit different applications.
1
For the BT they fitted Fox struts with coils that raise the ride height almost three-inches up front, while under the rear the Fox dampers work with Tough Dog 500kg constant-load leaf springs.
Solve ensures its shocks are the right length and travel to suit the vehicle to prevent any over-travel or damage to vehicle axles and drivetrain components, spending significant time to ensure each suspension kit is perfectly suited to each application.
Solve also fits Ironman Pro Forged upper control arms and a Munji diff-drop kits to BT-50s to keep all the suspension and CV angles on a happy plane for smooth-riding longevity.
1
Touring time
An ARB long-range fuel tank is fitted to increase Jarrod’s touring range, while mechanically the BT runs a stock 3.0-litre Isuzu 4JJ engine and driveline, the only addition being a stainless steel intake from Phat Bars who also made up the rock sliders that tuck in nicely along the sills for protection.
Frontal protection comes by way of an AFN bull bar that conceals a trick two-speed winch from Drivetech. The stylish AFN bar complements the Mazda’s good looks as well as protecting it, with underbody bash plates and rated recovery points included.
At the rear-end, a TAG Extreme Recovery (XR) tow bar provides protection, 3500kg towing capacity, and multiple rated recovery points.
1
Jarrod says he has enjoyed his travels with his BT-50, with trips to Stradbroke Island and the York Peninsula, but with other vehicles to develop Rock Solid products for, he has recently moved it on.
“The BT-50 has been sold,” Jarrod told us not long after we photographed it. “The new owner will be heading west on a six-month trip to see as much of the country as he can with it.”
It sounds to us like someone has scored themselves a sweet touring rig that is beautifully built, and being a BT-50 makes it stand out from what everybody else is driving.
1
Rear-end fit out
If you like the look of the canopy and touring setup on the back of Jarrod’s Mazda BT-50, make sure you check out the Rock Solid Trays & Canopies website at rocksolidau.com.au [↗]
Norweld is Australia’s leading 4WD aluminium tray and canopy manufacturer, and it has released a groundbreaking new generation tray design to mark its 50th anniversary.
The first new ute tray released in three years, the Elite tray reflects Norweld’s commitment to offering the toughest, most durable products built to thrive in Australia’s harsh conditions, cementing its position as an innovative, market-leading manufacturer.
Norweld Director Jaime McIntosh commented that the new Elite tray represented the very best in Australian design, material quality and cutting-edge manufacturing capabilities that customers have trusted for more than 50 years.
1
“Our new Elite tray is the result of many years of hard work, investment in innovative equipment and manufacturing techniques, and feedback gathered from thousands of Norweld customers who put our products to the test every day,” Mr McIntosh said.
“We’re proud to have the support of a passionate community of Norweld customers who share our love for exploring Australia’s tough terrain in their 4WD. The Elite tray has been designed to take that experience to the next level, offering a sleek, modern design that’s made to thrive in any environment and offer practical functionality that ute owners need.”
Developed by Norweld’s team of design and engineering experts, backed by over 50 years of aluminium fabrication and manufacturing expertise, Mr McIntosh says the Elite tray would take the business into the next phase of growth.
1
New features exclusive to the Elite tray include a lower profile, ‘bolt-on’ side profile design, and colour-coding to match each vehicle. The headboard has an adjusted height to provide clearance for popular ‘Rhino-Rack’ or ARB roof racks, with allowances for solar panels and other accessories or modifications.
Integrated Anderson plug mounts have been added, as have tie-down points in the headboard for securing large items. A 40-litre poly water tank is included for standard dual-cab vehicles, and a 58-litre poly water tank for extended Toyota LandCruiser, extra-cab and single-cab vehicles.
The sequential LED tail-lights are exclusive to Norweld, and the tray includes unique bolt-on panels for ease of replacement, constant torque hinges on toolboxes and enhanced 1200mm trundle drawer design with lock functionality. It also features a custom-made, gravity-fed water filler and tap, and it’s engineered for standard hose fittings and various mudguard options to suit car and wheel designs.
1
Norweld guarantees a lifetime warranty on the workmanship of its aluminium-fabricated products – a guarantee that’s put to the test in real-world environments. Partnering with Australia’s leading automotive accessory fitters and vehicle manufacturers, Norweld is proud to offer 4WD enthusiasts complete camping, touring, agriculture and fleet solutions for even the toughest offroad conditions.
The Elite Tray is available from one of Norweld’s seven locations across Australia and you can expect to pay $16,490 fitted.
Everything you need to know about the 2024 Toyota LandCruiser 300
The LandCruiser 300 is a large family off-road SUV that is often chosen by those wanting a versatile family wagon with up to seven seats that is capable of exploring city canyons and the Outback with equal ease.
The big Toyota in its successive iterations has also developed a loyal following among those who want to tow a caravan for the big lap or get a large trailerboat to and from the water.
The Toyota LandCruiser arrived in 2021 as the long-awaited successor to the LandCruiser 200 Series, and has not changed substantially since.
Prices were up significantly from the 200 Series, and with further prices increases since, in 2024 the LandCruiser 300 is very much priced as a luxury proposition. You will have no change from $100,000 on the road – once you have got to the top of the waiting list that still exists for this model.
1
Prices for the six-tier model range starts at $98,076 for the GX, and tops out at $145,876 for the GR Sport (prices are plus on-road costs).
The 2024 Toyota LandCruiser 300 range opens with the five-seater GX (you need to chose GXL, VX or Sahara for three-rows of seven seats). All LandCruiser 300 from GX up have a strong safety features list.
All LandCruiser 300s are equipped with Toyota Safety Sense, which includes autonomous emergency braking (AEB) which includes car-to-car, vulnerable road user and junction assist LandCruiser 300 also has lane keep assist (LKA), lane departure warning (LDW) and emergency lane keeping (ELK), and an advanced speed assistance system (SAS) across the range, as well as a rear-view camera with guidelines (including tow hitch centre line) and dusk-sensing LED headlights.
All models also share a 227kW/700Nm twin-turbo V6 engine, 10-speed auto, full-time 4WD mechanicals and 3500kg towing capacity.
The entry GX is very basic for standard features in a vehicle that is priced into six figures on the road. While it has two-zone climate control, keyless start, remote central locking, power-adjustable/power folding side mirrors and a colour 9-inch touchscreen, it has only manual driver’s seat height adjustment, vinyl floor covering and steel wheels. The GX is the only model, however, to come with a standard snorkel.
At the top end, the GR Sport is the trick sporty off-road premium Land Cruiser, with features such as Adaptive Variable Suspension, Electronic-Kinetic Dynamic Suspension System, Front and rear differential locks and Adaptive High Beam System.
As for features relating specifically to towing, we’ll get to those below.
1
Get up to speed on the LandCruiser 300
The stories below will give you a guide on everything to do with the 2024 Toyota LandCruiser 300. All fresh stories will be found on our Toyota LandCruiser page.
The Toyota LandCruiser 300 Series, like the 200 Series before it, can tow a maximum of 3500kg (braked), with up to 10 per cent (350kg) of that maximum on the towball.
The Toyota LandCruiser has been the tow vehicle of choice for caravanners for years, with highways awash with successive generations of them tugging a trailer along. Although the 300 Series now has plenty of towing competition that arguably offer better value and more towing features, there’s no doubt Toyota engineered this SUV with heavy tow hauling in mind.
The LandCruiser 300 offers one of the most stable, comfortable-riding towing platforms in the business in all grades, with the ability to tenaciously hang onto the road with all but the most unbalanced of trailers behind it. The powertrain is seemingly unaffected with even close to 3500kg sitting behind, shrugging off steep highway hillclimbs as if they were not there.
1
While more efficient than its predecessor when driving unladen, like the 200 Series V8 turbo-diesel before it, the V6 twin turbo-diesel 300 Series gets thirsty when towing a heavy trailer.
Although the 300 Series would appear to be slightly more efficient (19L/100km versus 20L/100km when towing close to 3500kg) the 300 Series has lost 35 litres of fuel capacity, with 110 litres on board.The 300 Series LandCruiser’s payload fluctuates between 650kg (VX/Sahara/GR Sport) to 785kg (GX).
While it has a a towbar as standard, the tow wiring harness is an optional extra. A rear camera with guidelines and trailer sway control are the only other towing-specific features.
The LandCruiser 300 doesn’t have towing assist features such as trailer blind spot monitoring or trailer light check, features now offered with some competitors.
As it now has many cheaper and seemingly just as well-equipped tow vehicles to compete with, the LandCruiser 300 needs more than ever needs to shore up its reputation as the King of towing haulers.
The LandCruiser 300 belongs to the upper large SUV segment that primarily consists of luxury models, many of which will never see a dirt road, or tow anything. It isn’t like other segments, such as dual-cab utes, where there are many similar products.
Some will argue the exception here is the also 3500kg-capable Nissan Patrol, a long time rival to LandCruiser, For anything else of a similar ilk (3500kg off-road capable 4WD with up to seven seats) you have to start looking at the likes of cheaper vehicles in the medium segment, such as the Ford Everest.
1
The Nissan Patrol was a very sensible alternative to LandCruiser, and still is if you can accept that it is outdated – it first arrived 12 years ago.
Its petrol V8 might be thirsty and need to be revved a lot in hilly terrain when towing something heavy, but it is at least $10K cheaper than a LandCruiser. That buys you a lot of extra fuel, but the truth is there is not a big difference between the pair when towing heavy trailers, at least.
The LandCruiser’s immense torque and superb towing stability and towing ride are what set it apart, but it is hard to see the value in this vehicle when for $20K less than the cheapest LandCruiser GX – that does not even have carpeted floors, or trailer plug wiring –you can buy the Ford Everest Platinum V6 that is very close in towing ability, and has a bunch of towing equipment as assist features as standard.
The price you pay with Everest, however, is less payload capacity than LandCruiser 300 or Patrol when towing at full towing capacity.
We have subjected our Triton to some solid upgrades from Pedders, in the form of a GVM upgrade and a new braking package.
Both modifications are ideally suited to tradies and workers looking to carry a substantial amount of tools and building materials, and hauling loaded trailers. The Triton has scored a GVM+ load carrying upgrade, a rear disc brake conversion kit, new brake rotors and TrakRyder Kevlar Ceramic brake pads, and it has never felt so good under load or when braking.
1
Ride height, performance and handling under load, as well as safe stopping distances, are all key factors in these upgrades, and to ensure everything was done right we headed to see our mate Grant and his team at Pedders Hornsby to install the upgraded components.
These upgrades and additions from Pedders are about making our Triton not just legal but safe when it comes to carrying heavy loads and towing, whether that’s trailers loaded with sand, gravel or rock to more weekend oriented hauling such as caravans or boat trailers.
GVM+ load-carrying upgrade
If your livelihood revolves around carrying substantial loads then you are going to appreciate this Pedders Suspension GVM+ upgrade kit, which increases the GVM rating to 3200kg on the MR Triton 4×4, which is 300kg more than standard.
The kit consists of heavy-duty coil springs and foam cell shock absorbers that are strategically calibrated to support increased loads. This comprehensive system enhances the Triton’s load-carrying capacity and ensures optimal performance and comfort under heavy loads, providing the safety and peace of mind. The GVM+ kit components include TrakRyder foam cell struts and coil springs for the front and TrakRyder foam cell shock absorbers, leaf springs, bushes and U-bolts for the rear.
As with all of Pedders GVM upgrades, the Pedders GVM+ kit is federally approved, and the modifier of the vehicle is supplied with any necessary evidence to ensure the GVM kit is compliant.
All Pedders suspension components installed as part of a GVM upgrade package are backed by a two-year/40,000km nationwide warranty.
Rear disc brake conversion kit
The Pedders Rear Disc Brake Conversion Kit is a game-changer that offers increased stopping power, improved pedal feel, and various other benefits that enhance performance and safety.
When it comes to braking performance, Independent Australian engineering test results proved that at 100km/h the Pedders rear disc braking system stopped sooner than the original equipment requiring just 50% of the braking force.
1
The kit replaces the Triton’s standard rear drum brakes with high-performance Pedders ceramic brake pads to significantly improve stopping power. This upgrade is particularly beneficial for tradies who encounter frequent stop-and-go situations or off-road drivers who navigate challenging terrain. The conversion kit also enhances brake pedal feel, providing better control and confidence in various driving conditions.
Compared with drum brakes, the larger braking surface area of disc brakes is a game-changer, especially during repeated hard braking. The kit minimises the potential for brake fade, ensuring that even under strenuous conditions the Triton’s brakes maintain optimal performance, even when towing.
As well as improved stopping power, disc brakes offer enhanced water drainage, which is beneficial after exiting river crossings as water retention can compromise braking efficiency. As you would expect, the Pedders rear disc conversion kit is ADR compliant.
TrakRyder Kevlar ceramic pads and slotted rotors
Completing our Triton’s new braking packages is a set of TrakRyder Kevlar Ceramic Brake Pads and Slotted Geomet Coated Brake Rotors.
The pads are engineered for the specific demands of 4x4s, and tradies who tow heavy loads or venture off-road will appreciate the enhanced stopping power they provide. They are made from a kevlar ceramic formula that is specifically engineered to maintain a high coefficient of friction under extreme conditions. This ensures reliable, consistent, quiet and smooth stopping power, even under heavy loads. It is also claimed to ensure consistent performance over the life of the pads.
1
According to Pedders, the TrakRyder brake pads deliver a remarkable increase in stopping power compared to standard pads, providing extra safety and confidence whether driving around town, on the open road, on worksites or navigating tricky off-road terrain.
Verdict
The Pedders suspension and brake upgrades have literally elevated our Mitsubishi Triton to new heights.
1
More importantly, the driveability, feel and braking performance is substantially improved. We have carried heavy loads and towed trailers with heavy machinery and to say we are happy with the results is an understatement.
For tradies who rely on their work utes daily, these upgrades are more than enhancements – they’re a necessity. Whether carrying the tools of the trade or embarking on an off-road adventure, Pedders have ensured our Triton will deliver optimal performance, safety and reliability. And Grant and his team at Pedders Hornsby have done a stand-out job on the Triton.
The hotly anticipated Kia Tasman pickup is nearing its global debut, and these latest images leave no doubts as to where its sights will be set.
Spied in winter testing this week at a facility in Sweden, the Tasman was caught alongside the new Ford Ranger Raptor – which could offer a clue as to what sort of power this particular Tasman is packing.
1
In its second-generation form, the Ranger Raptor is powered by a 3.0-litre twin-turbo V6 petrol engine in Australia, producing 292kW and 583Nm.
Kia has access to a similarly brutish unit, in the Hyundai group’s 279kW/530Nm 3.5-litre turbo V6 – with the sorts of figures that could comfortably dialled up if a bit of brochure boasting is desired.
The European specification Ranger Raptor spotted here is fitted with the 150kW/500Nm four-cylinder bi-turbo diesel shared with lower variants, while retaining the Raptor’s coil-spring rear suspension with Fox Live Valve dampers.
Recent spy pictures from South Korea showed a Kia Tasman prototype with heavier-duty leaf-spring rear suspension, but the example spied in Europe appears to have coil springs like the Raptor – and the current Nissan Navara.
Whatever it’s hiding under the Kia’s big square bonnet, these photos offer a first clear look at how the Tasman will measure up to the Ranger in exterior dimensions.
1
At a glance, it’s clear Kia’s ute will be comparable in overall size – as expected –but it looks as if a longer rear overhang is in play, perhaps hinting at a roomier tub.
Indeed, that long rear overhang evokes thoughts of the Jeep Gladiator, although the American truck has a much longer wheelbase than any regular dual-cab ute. (3487mm to the Ranger’s 3226mm.)
November 25, 2022: “I think your renderer has made it look sensational”
Kia Australia‘s general manager of product planning, Roland Rivero, said of Theottle’s Mohave-based Kia ute render.
Unfortunately, the pictured render won’t be the ute’s final form: “it’s not uncommon in any kind of prototype testing – particularly when you’re only currently working on chassis, for instance – to borrow panels from another car just to disguise it,” he said.
Like punters and journalists, Kia’s Australian arm is keen for more info: “I think for [Kia], if there was a vehicle in development, an announcement would be appreciated sooner rather than later”, Rivero continued.
1
“Because you’ve got to develop a dealer network. Some dealer showrooms might only have the size to cater for passenger cars or SUVs, so adding this [ute] to the lineup would actually mean investment and infrastructure.
“So I think you’ve got to give a dealer network time to do that – you can’t expect dealers’ to turn around in two months – so ideally something of an announcement, if there was going to be one, is made sooner rather than later if [the vehicle] was already in chassis development mode,” Rivero said.
How successful could Kia’s ute be?
With a light commercial vehicle to rival the likes of Ranger, HiLux, Triton and D-Max, Kia Australia COO Damien Meredith is certain the brand’s sales would grow. It’s not hard to see why, given the ute segment accounts for 200,000 annual new car sales.
1
“If you get 10 per cent of the LCV market it’s over 20,000 Aussie sales”, Meredith said. That would be enough to see Kia climb the sales leaderboard and potentially take second place from Mazda.
Of course, this would all hinge on the ute being successful. While it seems guaranteed, it isn’t, we’ve seen new players fail before – most recently the Nissan Navara-based Mercedes-Benz X-Class.
On that theme, Kia’s Australian execs made it clear to Wheels that if what we’re seeing is going to spawn a new vehicle – or range of them – then it will be new from the ground up.
1
“If [Kia] was going to develop a product of this nature, they wouldn’t be basing it off a 2008 product that’s over 10 years’ old, it’s simply just which product in our range can we grab panels off to at least complete a mask for now.
“If there was such a product, expect it to be all new from the ground up”, Rivero added.
A collaboration between Ford and MS-RT – an offshoot of Ford’s rally partner, M-Sport – has spawned the 2024 Ford Ranger MS-RT, a motorsport-inspired version of Ford’s best-selling ute. However, at this stage, the vehicle is destined for European driveways only.
The Ranger MS-RT is both wider and lower than the standard Ranger – a height reduction of 40mm and width increase of 82mm gives the vehicle a noticeable street presence. Those flared wheel arches house diamond-cut 21-inch wheels inside low‑profile 275/45 R21 tyres. In addition, revised suspension and a track-width increase of 40mm each side should improve on-road handling.
The visual impact of the lower, wider stance is enhanced by sculpted side skirts and a distinctive bumper with an integrated diffuser at the rear. Up front, the Ranger wears a honeycomb grille with an integrated splitter.
1
Bred for tarmac and not dirt, the Ranger MS-RT is powered by the 3.0-litre V6 engine and 10-speed auto as found in local variants – albeit with slightly less power (177kW versus 184kW). However, its max torque of 600Nm remains the same.
“If Ranger Raptor is the ultimate off-road truck, then the Ranger MS-RT is the ultimate street truck,” said Hans Schep, general manager at Ford Pro Europe. “It’s a departure from what we usually see in this segment in Europe, but with more car-like driving dynamics and the towing and carrying capacity unchanged, we believe it will offer a compelling new option for pickup customers.”
1
Much like the rest of the Ranger line-up, the Ranger MS-RT gets a 12-inch touchscreen; dual-zone electronic temperature control; front and rear parking aids; a rear view camera; Intelligent Adaptive Cruise Control; and an Intelligent Speed Limiter. It maintains its 3500kg towing capacity.
The Rangers are, at this stage, only bound for Ford Pro dealers across Europe, with all models to “undergo final assembly and finishing at a dedicated new facility located on the Ford Dagenham Estate in the UK”.
Customer deliveries are expected to commence throughout Europe in mid-2024, but no details have been announced for an Australian release.
