Cars from China are shaking up the world of electric vehicles, and now they’re disrupting segments such as the retro-styled, off-road SUV.

At $60,990 drive-away for the range topping Ultra Hybrid, the Great Wall Motors Tank 300 undercuts vehicles in the same vein by tens of thousands of dollars. To get a five-door Jeep Wrangler, you’ll need at least $81,450 (before on-roads), while an Ineos Grenadier starts from $97,000 and the Mercedes-Benz G-Class, well, you know what they say – if you have to ask.

A Suzuki Jimny, meanwhile, is a three-door option for now and could probably fit in the Tank’s glovebox.

1

That’s not to mention Great Wall has offered a hybrid, petrol-electric powertrain before any of the above – Jeep’s plug-in Wrangler 4xe especially is still nowhere to be seen.

Built on a ladder chassis and with a solid rear axle – the same platform as the GWM Cannon dual-cab ute – the Tank 300 combines ruggedness with cuteness, this white example channelling a bit of Giant Panda in its front styling, as if it would be just as happy having bamboo crammed down its fuel filler neck as it would regular unleaded.

While the Tank 300 range starts with the $49,990 (drive-away) Lux, at $60,990 (also drive-away), today’s range-topping new Ultra Hybrid mates a 180kW/380Nm 2.0-litre turbocharged inline-4 with a 78kW/268Nm electric motor for a very headline-grabbing total combined output of 255kW/648Nm.

1

That’s more than an HSV Clubsport from yesteryear, even if the Clubbie weighed somewhat less than the GWM’s 2313kg, itself 158kg more than the non-hybrid model – the figure on the scales very much keeping true to the vehicle’s name.

The hybrid gets a nine-speed auto (versus the non-hybrid’s eight) with all-wheel-drive and rear differential lock.

The range-topping Ultra Hybrid adds a front differential lock, while all Tanks offer 33-degree approach and 34-degree departure angles, 224mm of ground clearance, and low range, making for some serious off-roading promise. (We aren’t testing it off-road today – but you can read what our dirt-loving 4×4 Australia colleagues had to say about the petrol-powered Tank 300 here.)

1

Interior & features

Climbing into the Tank for the very first time – quite a feat, as the driver gets no grab handle, unlike all other passengers – you sit quite high, and find yourself in a nicely appointed place.

Aside from a quietly rattling sunroof, build quality feels good, while the circular, turbine-like air-vents are a shameless rip-off of a certain German brand. That said, if your new SUV had to copy someone, better Mercedes-Benz than Lada.

Dual, 12.3-inch screens comprise the infotainment system and instrument cluster, while curiously the Ultra Hybrid is the only Tank to offer wireless Apple CarPlay (Android Auto is still wired). There’s even a small analogue clock in the middle of the dash, a quirky contrast to everything else which is on a screen.

In top-spec hybrid trim, this is a fully laden vehicle, too, with all the features you could ever want – from sunroof to heated/cooled front seats (appointed in Nappa leather), heated steering wheel, memory driver’s seat (only available on the Ultra Hybrid) to the myriad minor conveniences like the 220-volt outlet in the boot.

1

There are certainly easier and more practical (if not-as-funky) SUV options available

The seats themselves are merely okay, but we enjoy that the windscreen, flat and near-vertical, isn’t too far away, serviced by cute, stubby little wipers. It makes you feel like you’re in something a bit more special and cooler than your usual cookie-cutter SUV – because you are.

The back seat, meanwhile, is reasonably spacious, offering two sets of ISOFIX points and three top tethers; while the boot is a bit small, giving up some space to the hybrid battery. GWM hasn’t confirmed a specific boot volume for the hybrid, but the regular model lists 400 litres with the rear seats upright.

and the rear door is the wide-opening, heavy, swinging type. If you are thinking of carting around kids – and a pram – there are certainly easier and more practical (if not-as-funky) SUV options available.

1

How does it drive?

Turn on the Tank – a sentence which conjures images of an old V12 spluttering to life – and there’s no engine noise, just like an electric vehicle or any other hybrid.

At low speeds, the Tank moves near silently in its automatic EV mode (there’s no button in which to fix the Tank into an electric-only mode), provided the small, onboard battery has enough charge.

At urban speeds, the Tank is impressively quiet, requiring you to glance down at a graphic on the instrument cluster to know whether you’re being powered by petrol, or exclusively electrons. You won’t be able to tell through the seat-of-the-pants, either, as it switches between petrol and electric almost invisibly. Very well done, GWM.

While the steering has a bit of play off-centre – sometimes it doesn’t feel connected to the front wheels – and the brake pedal could use more bite, this would be an easy enough vehicle to drive everyday, assisted by an excellent suite of parking cameras and sensors.

2

We also enjoy the ‘torque fill’ of the Tank hybrid’s electric motor, giving it a bit of additional urge at lower revs, allowing you to punch into gaps in traffic – quite a funny feeling when you’re driving something that feels like a small meteor.

The Tank Hybrid is also rapid for such a heavy vehicle, its 258kW/615Nm offering plenty of acceleration from the lights or during overtaking – even if the small battery means the electric performance is limited.

On a winding road, the Tank’s battery quickly depletes, rendering it a very heavy 180kW vehicle with a lot of dead weight in the form of electric motor and battery. It’s not the end of the world, as while there’s a fair amount of mid-corner grip, you’ll hardly be relishing its dynamics – a ladder-chassis vehicle can only do so much.

1

Driven sportily, the nine-speed auto gets a bit confused and doesn’t know what gear to be in, while the brakes get hot and fade surprisingly early, dramatically extending the emergency stopping distance.

This is a Tank that, like its namesake, is best suited to rumbling around slowly.

On dirt, the Tank feels more in its element, owing to the permanent all-wheel-drive but also the generous fitment of high quality Michelin Primacy SUV tyres. While the ABS could use some more dirt calibration – easily triggered, it can extend the braking distances on unsealed surfaces – the ESC works well, neither lackadaisical or hyperactive.

1

Overall the Tank is good to drive, but, while there’s no single great flaw of this vehicle, there are plenty of minor ones.

The ride quality, while good most of the time, is busy on something like a country backroad. If you live in the bush and spend a lot of time on classic Australian 100km/h country roads, buy a Tank Hybrid and you might finally go insane, its incessantly jiggly ride never seeming to settle.

Our biggest gripe, however, is to do with the Tank’s driver assistance systems. The Driver Attention Monitor is far too eager to tell you to keep your eyes on the road – even when they are. It wouldn’t be an issue if you could permanently turn it off, but it turns itself back on, so you have to turn it off again every time you start the car. This would drive us mad.

1

The Lane Departure Warning will vibrate the steering wheel when you get close to a lane-marking rather than crossing over it. You’ll never have a stronger urge to turn something off.

Same, too, the overspeed warning, which will distractingly blink a small speed readout on the dash if you go a couple of kays over. Unless we’ve missed something, you can’t turn any of this permanently off.

You’ll also learn early to never attempt a three-point turn on a busy road, as between drive and reverse, and back to drive again, the Tank has to think an awfully long time – while your eyes grow wide as vehicles come barrelling towards you.

2

Fuel consumption

Until we do a long-term test, it’s tricky to comment authoritatively about the hybrid’s fuel economy, which in theory should be a major drawcard.

According to the trip computer, over 7h43m of data from previous drivers, the Tank hybrid had achieved 11.5L/100km. Over our own 1h9m of testing, driving normally in an urban environment with some freeway miles, that dipped to 9.6L/100km. GWM claims 8.4L/100km on the combined cycle.

1

Warranty and safety

Having scored five stars in 2022 ANCAP testing, GWM also warrants the Tank for seven years or unlimited kilometres, matching the best warranty of any in the Australian market.

Five-year servicing costs are yet to be confirmed.

VERDICT

In considering this flagship Tank variant, the additional $10K outlay for the hybrid is worth it.

It’s still hardly an expensive vehicle, and makes a compelling case against more expensive rivals, but with its warranty and additional safety, also against similarly priced second-hand vehicles like a Toyota Prado.

Specifications: The basics

Most will agree that the ideal roof rack system is capable of carrying a decent load, is easy to access and use, and has a low profile allowing for access to car parks.

The Rola MKIII Titan Tray on a Ridge Mount system is one such setup with an increased load rating, and a number of clever features that make securing a load easier than ever, whether it’s tools, equipment or hardware for the job site, or camping and recovery gear for weekends in the bush.

1

The low profile MkIII Titan Tray now has a load rating of up to 400kg, up from the 300kg of the previous model. It features integrated channels along its outer edges that provide an entry point for drop bolts and eye bolts, making it easy to safely secure your tools, equipment and materials, no matter their size or shape. In addition, a new corner design features entry points for the top channels, simplifying the attachment of accessories and providing additional securing options.

An adjustable plank spacing on the Titan Tray allows for more specific customisation to suit a user’s specific needs and fit-outs, and extra planks are available. With two mounting channels per plank, you can customise the layout of the Titan Tray based on the size and shape of your load.

Underside grooves that run the length of each plank have been designed to accept S and J hooks (such as those on tiedown straps) in virtually any position, minimising the chance of a load shifting while in transit, which obviously enhances safety and security.

1

The Ridge Mount system has been designed to evenly distribute the weight of a load on the roof of the vehicle. It features a low profile design and is manufactured using stainless steel with a durable powder coat finish.

The lightweight but tough Titan Tray has a durable and good-looking stipple powder coat finish and Rola offers a huge range of accessories from shovel and high-lift jack holders to light bar brackets and spare wheel holders.

RRP: $1451.44 (1500mm Titan Tray with Ridge Mount)

Ignite has introduced laser LED technology across its range, with a new driving light as the standout option.

This new 9-inch slimline laser LED driving light delivers exceptional performance and durability, for a powerful and enhanced driving experience.

With a combination of 22 six-watt high-intensity LP LEDs and one 20-watt high-intensity Osram laser LED, the unit provides a potent lighting output of 12,600 effective lumens. The combination of Laser LED and LED Illumination technology provides superior lighting output and increases the normal laser 2° spot beam pattern to an impressive 8°, ensuring optimal road visibility and coverage by giving 1 lux at 1008m.

2

The new Ignite 9-inch Laser LED driving lights comply with ECE R10 and CE international standards and can withstand whatever the tough Australian conditions can throw at it, operating flawlessly from -40°C to +60°C, making it ideal for diverse weather conditions and any outdoor adventure.

The Ignite 9-inch Laser LED lights also boast UV, water, and shock resistance properties, and feature a robust yet lightweight black powder-coated die-cast aluminium alloy housing. The casing is resistant to rust, corrosion, and freezing, and is backed by an IP68 and IP69K rating to withstand dust and water ingress.

1

Ignite Lighting is one of the most prominent suppliers of LED lighting solutions in Australia, with its range designed to exceed customer expectations with the latest lighting options, all manufactured to the highest quality standards.

Ignite’s 9-inch Laser LED driving lights are backed by a five-year warranty, so you can illuminate your journey with confidence knowing Ignite has your back.

Pricing

These lights can be purchased through Hulk 4×4 and retail for $299 each. This includes one 9-inch round slimline Laser LED driving light with 500mm lead and two-pin Deutsch plug, one orange bezel fitted standard, and one black bezel supplied.

With dimensions of 232mm high and 225mm wide, it is best to check that these lights will fit on your bullbar as, unfortunately, they wouldn’t fit on the ARB bullbar on my Prado.

Ram Trucks Australia (RTA) has introduced the Ram 1500 Big Horn as its entry level into Ram ownership in Australia. This comes as the older DS series of Ram 1500s is in the last stages of run-out sales, and the 1500 fleet will exclusively comprise the newer generation DT vehicles.

This means that it will now cost buyers at least $119,950 +ORC to get into a new Ram from RTA, and Ram will no longer offer the cheapest full-size American pickup truck in Australia. That title now goes to the Ford F150 SWB XLT, which starts at $106,950 +ORC.

1

Yep, gone are the days when you could get into a Ram Express for less than $90k and, in fact, these days you won’t get into any new full-size pickup truck from any of the three factory-backed importers for less than $100k.

The more affordable DS model Rams went a long way to helping RTA become the biggest factory-backed seller of American pickups in this country, with close to 25,000 units being sold here since 2015. We say factory-backed as there are plenty of companies importing American vehicles into Australia, and have been doing it a lot longer than the factory-backed operations. Only RTA (Ram), GMSV (Chevrolet) and Ford Australia, however, import and convert vehicles with support from the OEMs in Detroit.

JUMP AHEAD

• What do you get?
• Powertrain and performance
• Safety features
• Weights and capabilities
• Warranty
• VERDICT
• Specs

What do you get?

The vehicle on test here is the long wheelbase version of the Big Horn, which starts at $120,950.

The extra $1000 spend extends the wheelbase by 226mm, and the cargo bed from 1700mm to 1930mm in length. The Big Horn uses the Double-Cab body which is bigger than the Quad-Cab offered on some models, and this offers more rear seat space. While there’s a seat in the centre of the front row, there is no seat belt fitted there, so unfortunately this model is sold as a five-seater only in Australia.

The Big Horn might represent the new entry point to Ram ownership but it doesn’t feel like it in the way it drives. The DT is a much more advanced vehicle over the old DS even if it does share the same V8 engine and eight-speed transmission – it delivers a quieter and more refined driving experience.

1

In fact, if we hadn’t driven the Ram Limited recently, with its massive centre screen and acres of leather trim, we wouldn’t think we were missing out on much in this lower-grade model. Having said that, operating the single-zone manual airconditioning feels like a throwback to the 80s, and the 213mm centre a/v screen is relatively small, but it’s still practical and usable, and includes wireless CarPlay and Android Auto connections, so the Big Horn’s interior is still well equipped.

The cloth covered seats (heated up front) offer plenty of space but the lack of height adjustment on the driver’s seat is a particular annoyance, as it had me sitting too high in the cabin and looking out though the top part of the windscreen.

The front centre seat that’s not really a seat folds down to give a massive multi-function centre console with many layers of storage inside it. In fact, there are ample storage areas inside the cabin including huge door pockets and cubby bins under the floor in the rear footwell.

The flat rear footwell has four tie down points in it so you can secure luggage or other items there, and with the rear seat folded up the space in the back is very usable for cargo. With the seat in use the space provides abundant legroom for passengers and the cabin width will comfortably accommodate three adults across its generous width.

? Back to top

Powertrain and performance

Like the other Ram 1500s sold in Australia (except the TRX), the Big Horn is powered by a 5.7-litre Hemi V8 petrol engine that features a mild hybrid system for improved efficiency.

This system uses 48-volt electrics and a belt-driven generator to ease stop/start operation, and is able to send torque back to the crankshaft for brief intervals for a mild boost in performance. While the power and torque figures remain the same at 291kW and 556Nm with and without the E-Torque system, it does help the ignition stop/start function feel almost seamless, and for once I didn’t find myself wanting to switch it off.

Something I wish I could change however is the transmission selector dial on the dash. While the performance of the eight-speed ZF-sourced transmission is relatively flawless, operating the selector dial is fiddly, especially when you are doing multi-point U-turns on narrow tracks. Manual gear selection is also fiddly, as the tiny buttons on the steering wheel hub are not suitably positioned… unless you have freakishly long thumbs, that is!

1

The V8 and auto deliver smooth and effortless performance considering the size of the Ram Big Horn, and the accompanying soundtrack is a sweet V8 bellow when you plant your foot. It’s worth noting that the Hemi V8 used in the 1500 has less power than the Silverado’s 6.2-litre V8, and less torque than the F150’s turbocharged V6 engine, but it still delivers plenty of grunt for its intended use.

A claimed 12.2L/100km fuel consumption on the combined cycle for the V8 Ram is a little optimistic, but during our week of mixed driving it still returned a more-than-respectable 13.6L/100km.

Those who want a Ram V8 should take note that Ram is following Ford’s lead and will replace the naturally aspirated V8 engine with a turbocharged six-cylinder petrol engine. The twin-turbocharged inline six has already debuted in the Jeep Grand Wagoneer and is due to find its way under the hood of the 2025 model year Ram. While it promises improved efficiency and performance, like the F150, it will lack that V8 appeal.

1

When we drove the Ram Limited we criticised its ride and handling over gravel and broken road surfaces thanks to its ludicrous 22-inch diameter wheels with low profile tyres and air suspension, but we are happy to report the Big Horn, on its steel coil springs and 275/65R18 tyres, showed no such aggravation, and offers a smooth and supple ride without wallowing or pitching. Such low profile tyres as those on the Ram Limited have no place on a work truck, let alone one that will be driven off road.

An area in which we did find the Big Horn lacking was the poor performance of its halogen headlights, even to the extent I was switching them off and back on to make sure they were working. This was driving on a multi-lane suburban highway where the cars around me offered more light ahead of the Ram. Ram model grades above the Big Horn are equipped with LED headlights.

? Back to top

Safety features

The Big Horn retains the safety features of the DT range including forward collision warning with active braking (AEB), lane-departure warning, rear cross-traffic alert, front and rear ParkSense assistance, trailer sway control, adaptive cruise control, blind-spot monitoring and six airbags.

The rear ParkSense system automatically brakes the truck when reversing too close to an object or person, and it is a great feature considering the number of kids that are hit in driveways or carparks, but it’s annoying on tracks when reversing as it even brakes for long grass, dirt banks and large puddles. Thankfully, you can switch it off in the bush or when hooking up a trailer, but we’d leave it active at other times.

Weights and capabilities

Full-size pickups might be big but that doesn’t mean they can haul heavy loads. These 1500 class trucks have a lower payload than most of the popular midsize 4×4 utes like HiLux, Ranger and Triton.

1

The Ram Big Horn has the highest payload in its class at 878kg, while the Ram Limited can carry just 701kg, the Ford F150 XLT LWB 794kg, and the Chevrolet Silverado LTZ 757kg.

The Big Horn matches the other 1500 trucks for towing with a standard 3500kg rating, or 4500kg on a 70mm towball. But with a 7713kg GCM, if you were to hitch up a 4500kg trailer with a 10 percent ball weight of 450kg, you would only have 13kg left for driver and any other passengers or cargo. While we wouldn’t expect many people to tow close to the 4500kg limit, what the Ram will do well is tow 3000kg to 3500kg trailers a lot better and safer than any of the midsize utes ever could, as they would be at their legal limits.

? Back to top

Warranty

Like the Silverado from GMSV, the RTA-sold Ram only comes with a three-year/100,000km warranty (plus three-year roadside assist), while Ford offers the same five-year/unlimited kilometre warranty on the F150 as the rest of its vehicle range in Australia.

Verdict

At $121k the entry-level Ram 1500 Big Horn is by no means cheap.

However, it looks like decent value for money when you consider it’s another $7k step up to the Ram 1500 Laramie, and the Ram Limited will now set you back more than $154k. In between them is another new model, the Ram 1500 Laramie Sport, which is priced at $137,000.

Thankfully the Big Horn doesn’t feel cheap thanks to its refined driving experience, standard features and the feel of its thick leather-covered steering wheel. While it might not be the cheapest full-size truck offering in Australia anymore, the Big Horn is a huge step up from the old DS Ram Express.

1

Sure, it lacks the big screen, leather trim and climate control of the higher-specification models, but the Big Horn isn’t missing anything you really need. It keeps all the essentials like the huge cabin with its massive rear seat space, large cargo bed, V8 performance and refined ride quality. And just as important for anyone heading off smooth sealed roads, it’s not restricted by the Limited’s 22-inch wheels and air suspension.

The Big Horn arrives at the perfect time to compete with the new F150 from Ford and to reinforce Ram’s dominance of the sector in the face of new competition.

? Back to top

Specs

? Back to top

Just as important as the launch of the all-new Triton is the message Mitsubishi Motors Australia is sending with it, with the Japanese marque relinquishing its ‘value’ tag and preparing itself to no longer compete on price alone – just take a look at the new Outlander as a case in point.

Since the first-generation Triton launched back in 1978, value has always been a unique selling point for the commercial Mitsubishi model.

So the brave move to step into the highly competitive premium class currently dominated by the Ford Ranger and Toyota HiLux is not without risk, but as MMA president and CEO Shaun Westcott puts it, “Volume without profit is vanity.” The fact that it’s becoming increasingly difficult to compete with spreadsheets from GWM, Mahindra and LDV must also be considered.

1

To enable this shift in class, Mitsubishi has spent the better part of seven years – the journey on this vehicle began in 2017 – essentially rebuilding the Triton from the ground up, thoroughly reworking everything from the dimensions, chassis, engine, interior and driving dynamics.

Most overdue and a boon for caravanners, its towing capacity has increased by 400kg to now meet the industry standard of 3500kg.

While the new-gen Triton is still in pre-production ahead of its debut early in 2024, we managed to secure some seat time. However, as it’s still in pre-production, there were restrictions in place on where we could drive the vehicle.

As such, we were limited to a few laps of a private off-road sand course in Peake, South Australia – but it was enough to prove that this vehicle is markedly improved compared to the outgoing model.

JUMP AHEAD

• How much is it, and what do you get?
• Powertrain and performance
• Driving impressions
• Interior package
• Safety kit
• VERDICT
• Specs

How much is it, and what do you get?

The Triton will arrive early in 2024 in dual-cab and club-cab pick-up guise, with Mitsubishi confirming cab-chassis variants won’t be available when the vehicle launches in February.

One 4×2 variant will be offered: a GLX double-cab pick-up priced at $43,690. The cheapest 4×4 model will be a GLX+ club-cab pick-up priced at $50,340, while a GLX double-cab pick-up is fractionally more expensive at $50,940. The range then extends to GLX+ ($53,290), GLS ($59,090) and GSR ($63,840) double-cab pick-up models.

1

Immediately obvious is the increase in price compared to the outgoing model, with the current GSR listed at $56,940, for example, that’s an increase of $6900.

For a vehicle utilising and sourcing new parts, in addition to the global hike in logistical costs, it’s an inevitable price rise, but the new Triton is a vastly different and far more premium vehicle.

Still, like for like, $63,840 for the top-spec GSR variant is cheaper than a 2.0-litre, four-cylinder Ranger Wildtrak that retails for $68,490. The same applies when compared to the Toyota HiLux, with both the Rogue and GR Sport variants topping out at more than $70k.

The bold, aggressive-looking Triton is bigger in every dimension than the vehicle it replaces, with the new model 15mm longer and 50mm wider. Its wheelbase is considerably longer (+130mm), as is the tray length (+35mm). Because of this growth, the new Triton is built using high-tensile steel to minimise weight increases.

The new Triton’s ladder-frame chassis is completely new from the ground up, with its bending rigidity said to be increased by 40 per cent, and torsional rigidity by 60 per cent.

Larger diameter front struts are implemented and exclusive to Australia (about 10 per cent larger than other markets), and beefier shocks are also unique for Australia.

A big change – and arguably the most impressive after our day behind the wheel – is the adoption of an electric power-steering system for the first time in a Triton, which has radically improved the overall feel and feedback at the tiller. In fact, the gear ratio has gone from 3.7 to 3.3 turns lock-to-lock.

Only the GLS (with the leather option pack) and top-spec GSR models were available for this pre-production test drive, so assessment of the GLX and GLX+ models will have to wait. These two top-end vehicles are equipped with Mitsubishi’s Super Select 4WD II.

The GLX and GLX+ make use of the more rudimentary Easy Select 4WD system. A rear diff lock has been introduced on the GLX+ model, and a Tyre Pressure Monitoring System is a welcome inclusion across the range.

? Back to top

Powertrain and performance

All models released at launch will be powered by a new Mitsubishi-built 2.4-litre twin-turbo DOHC 16V MiVEC diesel engine, which develops a claimed 150kW of power at 3500rpm and 470Nm of torque from as low as 1500rpm.

That’s an increase of 17kW and 40Nm compared to the old model. All variants utilise an updated six-speed automatic transmission, with a six-speed manual to be offered on some models post-launch.

1

MMAL’s senior manager of product strategy, Owen Thomson, was emphatic that this engine is completely new, telling us that as well as now featuring a twin-turbo setup, a higher-pressure fuel delivery is partially responsible for this increase in power and torque – up by 10 per cent each, actually – and that other mechanical changes such as longer piston rods have been employed.

An “Auto Stop and Go” system is standard across the range, and is said to improve fuel economy. Mitsubishi says the ADR fuel consumption of both the GLS and GSR vehicles is 7.7L/100km.

As mentioned, lower-grade models utilise Mitsubishi’s Easy Select 4WD (part-time 4×4) system while upper-spec models – like the GLS and GSR as tested – benefit from Mitsubishi’s signature Super Select II system with 2H, 4H (full-time 4×4), 4HLc and 4LLc. The number of drive modes has also increased from four to seven, and now consists of Normal, Eco, Gravel, Snow, Mud, Sand and Rock.

? Back to top

Driving impressions

To stay on the right side of the law, our testing grounds were limited to a private off-road track with terrain that consisted almost entirely of sand.

So to fully test the vehicle’s capabilities and additional drive modes, a more comprehensive drive program is slated for early 2024. And yes, that will include bitumen. Until then, our impressions are largely limited to how the vehicles – GLS and GSR models – fare on sand.

1

Sitting 50mm wider than the vehicle it replaces, the new Triton certainly feels more surefooted.

Combined with the redesigned chassis and the adoption of the electric power-steering system, the Triton feels direct and extremely well planted, with a feel and feedback through the steering wheel not experienced before in the Triton. The double-wishbone front suspension soaks up bumps and ruts well, and there’s a noticeable decline in head-wobble as a result. The rear leaf springs are also lighter, and provide a more compliant ride.

Most striking about the new 2.4-litre engine is the low-down delivery of torque which, as mentioned, peaks from as low as 1500rpm. As sand was the only surface on the menu – and perhaps chosen by Mitsubishi for this reason – this early torque delivery gives the Triton a responsive and spritely feel when burying the foot from standstill, and on our drive loop it climbed big dunes with ease.

? Back to top

Interior package

The 50mm-wider overall dimensions of the Triton have given it noticeably more interior space.

Combined with a modern and elegant cabin, Mitsubishi has definitely succeeded in transitioning the Triton from a purely value proposition to a premium product. Whether this premium feel carries over to the thriftier GLX and GLX+ is yet to be seen.

The redesigned A-pillars highlight Mitsubishi’s focus to not only improve space, but also benefit those on-board. They’re flatter and more upright, which in effect means there’s less curvature at the front of the vehicle, which not only opens up the field of vision and increases cabin space, but it makes vehicle entry and exit easier.

Both the GLS (with $1500 leather option pack) and GSR feature soft leather trim and contrast stitching – silver on GLS and orange on GSR. On our short drive the seats felt comfortable, supportive and appeared to be bolstered in all the right areas with additional lower back support, aided by a 20mm higher hip point.

1

The GLS gets heated front seats while the GSR adds GSR-specific floor mats and extra cup holders on the front dash. Both variants feature powered driver’s seat adjustment.

The rear seats are comfortable and spacious for three abreast – with 49mm more second-row shoulder room than before – and provide easy access to USB-A and USB-C ports. Rather than rear air conditioning ducts, the air-circulation system for rear passengers has been carried over from the previous model.

Other interior features standard across the dual-cab range include numerous cup and bottle holders, sunglasses holder, driver’s seat electric lumbar support, seat-back pockets for phone and tablet storage, and an armrest in the rear bench seat.

The nine-inch infotainment grows by two inches compared to the outgoing model and it features embedded satellite navigation, traffic sign recognition and wireless Apple CarPlay (wired Android Auto). It is clear and bright and easy to use.

Climate controls and the Super Select 4WD II system are controlled via dials rather than buttons, which is a plus in our book. The dash layout is also user-friendly and well laid out.

? Back to top

Safety kit

The next-gen Triton won’t be tested by ANCAP until Q1 of 2024 so results are unlikely to be available until mid-April.

Hazarding a guess and looking at the long list of standard safety kit, a five-star ANCAP rating is likely.

All dual-cab models are equipped with a suite of airbags (driver and front passenger; centre; driver and front passenger side; driver’s knee; and curtain). Standard safety kit across the range includes Forward Collision Mitigation with pedestrian detection, cyclist detection and junction assist; Adaptive Cruise Control; Blind Spot Warning/Lane Change Assist; Emergency Lane Keeping; Emergency Lane Assist; Lane Departure Prevention; front and rear parking sensors; a rear-view camera; front and rear cross traffic alert; multi-collision brake; traffic sign recognition; Driver Attention Alert and Driver Monitor System (deactivated during our test); an Intelligent Speed Limiter; and an Automatic High Beam system.

As expected, Active Stability Control; Anti-Lock Braking System; Traction Control; Electronic Brake Distribution (EBD); Brake Assist system; Trailer Stability Assist (TSA); Hill Start Assist (HSA); Emergency Stop Signal (ESS) are all included. Rear Automatic Emergency Braking is missing on the GLX variant but available on GLX+ and above grades.

? Back to top

VERDICT

Mitsubishi’s brave yet inevitable decision to break away from the value stigma attached to its brand means it’ll now have to compete more intimately with the heavy hitters of the segment, but does the Triton have the chops to seriously contend with the Ranger and HiLux?

Sure, our time behind the wheel of the new-gen Triton was rather brief and one-dimensional (sand), but it was enough to convince us that the Triton has transformed into a bigger and better vehicle worthy of the premium-vehicle label. However, until we get a more comprehensive experience behind the wheel on all road surfaces, it’s hard to say how competitive it will be.

What is obvious is that the new Triton is far better than the model it replaces in just about every way, and we expect it will have a place at the table with the segment’s best.

? Back to top

1

Specs

The Ineos Grenadier is a most welcome addition to the 4×4 vehicle ranks as it is a rugged, go-anywhere off-road-capable wagon in a market that is otherwise all going softer.

It’s been a long time coming after delays caused by global issues and product supply limitations, but Australian customers are finally taking delivery of their cars and we got to drive a few of them at the local launch.

A quick refresh for anyone to whom the Ineos name is not known; the Grenadier came about after British businessman, Jim Ratcliffe, was turned down by Land Rover when he approached the Green Oval squad with hopes of buying the rights to – and continuing to build – the classic Land Rover Defender after Land Rover said it was being axed.

1

Ratcliffe responded by going out and devising his own version of the iconic off-roader and creating a brand to build and sell it – as you do.

The result is a boxy body that looks as much Mercedes Benz G-Wagen as it does Defender, riding on a ladder-frame chassis with live axles suspended on coil springs, and powered by a choice of petrol- or diesel-fuelled engines courtesy of BMW.

Like the G-Wagen, Defender and LandCruiser 76 Series, the Grenadier is a vehicle made to go anywhere and be used by private owners, fleets and NGOs.

The Grenadier has arrived in Australia in three specification levels with a huge range of options that would allow you to tailor it to the levels of features or abilities you need from it.

1

All specs are available with the choice of petrol or diesel engines, while the automatic transmission and full-time, dual range 4×4 is the only drivetrain offered. Petrol and diesel versions are the same price.

The base Grenadier starts at $109,000 for the utility wagon and $110,000 for the station wagon. The utility wagon has just two front seats while the station wagon adds a three-position second row seat. For anyone wanting the ultimate touring Grenadier and who doesn’t need a second row seat, the utility wagon not only gives you more cargo space but adds around 25kg to your payload.

Both the Trialmaster and Fieldmaster editions start at $122,0000 and 123,000 respectively, for the utility and station wagons.

1

The prices go up from there, with even basic white paint costing $994 and more for metallic colours or contrasting roof and chassis colours.

The Trialmaster is tailored more toward the adventurous drivers, and as such it includes the Rough and Smooth option packs which gets you front and rear, electrically locking differentials, BFGoodrich KO2 All Terrain tyres, front parking sensors, heated door mirrors and windscreen, side puddle lamps, a lockable centre console, auxiliary charging points, rear access ladder, and an alarm system.

The Fieldmaster misses out on the lockers and all-terrain tyres but gets leather trim, safari roof, premium sound system and other features as standard. As mentioned you can option any and/or all of these features to any model to create your own specification.

1

JUMP AHEAD

• Powertrains
• Safety
• Equipment
• Off road
• SUMMARY
• Specifications

Powertrains

Both of the BMW-sourced engines are inline sixes of 3.0-litre capacity. The B57 diesel uses sequential turbocharging to generate its 183kW and 550Nm, while the B58 petrol engine uses a single twin-scroll turbocharger to generate its 210kW and 450Nm.

Driving the two engines back-to-back shows just how narrow the gap has become between modern petrol- and diesel-fuelled engines. The diesels are quieter than ever, and from within the cabin can be hard to distinguish from petrol, while the modern turbocharged petrol engines deliver diesel-like levels of grunty torque.

While neither engine makes the bulky Grenadier feel particularly fast, the factory claims that it will run the zero to 100km/h dash in 8.8 seconds for the petrol engine and 9.8 seconds with the diesel. They are swift without being quick, as you would need in such a 4×4 vehicle.

1

Fuel consumption is quoted as being 12.6L/100km for the petrol and 10.5L/100km for the diesel, while the vehicles are already set to Euro6 emissions regulations which are yet to be the standard in Australia.

EU6 does mean that the diesel engine runs with Adblue and this comes from a 17-litre tank. The main fuel tank holds 90 litres of fuel.

The ZF eight-speed automatic gives nothing to complain about, doing what it should when left in auto and allowing manual selection once the shifter is tipped to the side. The shifter itself, which we recall hating when it was in older BMWs and Range Rovers, seems to have been sorted out and is now easy to use.

1

The transfer case has a nice, tactile, precise lever to activate low range and the centre diff lock, so there’s no waiting for electric motors to do the job for flashing dash lights or other frustrations. Pure usability!

The transfer case offers both high and low range with the centre diff unlocked in a very Land Rover-like way. This is handy when you are using low range for reversing your trailer. Of course, you can lock the centre diff in both ratios as well.

The Grenadier’s hydraulically assisted power steering can have an odd feeling at times. It’s slow to return to centre and can load up on tight turns, but it’s something that I’m sure you would get used to with regular use. The power steering pump is not driven directly off the engine but from an electric motor.

⬆️ Back to top

1

Safety

While much of Ineos’s efforts went in to the capability and durability of the Grenadier, it didn’t forget about safety systems.

While not equipped to the level of modern SUVs or passenger cars, the Grenadier does come with ABS, ETC, ESP, front, side and curtain airbags, lane departure warning, AEB, TPMS, and trailer stability control. The Grenadier has not been tested by ANCAP.

An Ineos spokesperson did suggest that the Grenadier could be getting more safety tech with 2024 update later in the year.

⬆️ Back to top

1

Equipment

Likewise, the level of equipment and connectivity may not be game-changing, but the car is equipped with most things you need including power window, climate control air-conditioning, an audio system with wireless Apple CarPlay and Android Auto.

However, there’s no in-built mapping navigation, so it does rely on a phone connection for that. Alternatively the Pathfinder app allows you to upload custom GPX mapping files for more remote tracks.

The Grenadier is not a large wagon like a Y62 Patrol or LC200 but more comparable to the LC80 or GQ Patrol in size. It might look like a classic Defender, but the Grenadier’s cabin is much more accommodating in both the front and back seats. The driver’s seat space is a bit narrow and your legs door rest against the door and console, and the left bootrest is way back from the bulkhead and requires a bit of getting used to.

1

Thankfully there’s plenty of adjustment in the seat, although it’s manual adjustment only, and the steering column is adjustable for both height and reach.

The rear seat offers plenty of leg and head room for adults, but three across the back would be tight squeeze.

Another oddity that takes some getting used to is the location of the speedometer which is in the screen at the top of the centre stack and not directly ahead of the steering wheel. The smaller screen there is reserved only for warning lights such as when you have 4×4 or the locking diffs engaged.

1

While we’re all for keeping the controls away from touchscreens and sticking to switches and dials, the plethora of both in the Grenadier’s centre stack also takes some time to get accustomed, certainly longer than the one day we had driving it. 

There are more switches above you in the overhead console, but they are mainly for lesser-used off-road functions like off-road modes, lockers and auxiliary switches.

The omission of power adjustment on the seats is part of Ineos’s philosophy of keeping electricals to a minimum and only including the essentials, so power seats miss out in this rig. Many of the electrical systems including the second battery option when fitted are up high under the back seat out of the way of dust and water should you go where you probably shouldn’t have.

⬆️ Back to top

1

Off-road

With plenty of ground clearance and wheel travel at the axles, the folks from Ineos had no qualms sending us down a steep and rutted gully as part of the launch drive. 

You can feel the axle working beautifully under the vehicle as they flex their way over the uneven ground, keeping the all-terrain tyres on the ground where they can get the best grip.

Likewise when climbing back out ,we let the electronic traction control do the work and didn’t employ the locking diffs to get through the rough stuff.  The Grenadier makes easy work of such tracks and it was obvious there’s more in reserve for trickier terrain.

1

On the B-roads and highway heading back to town the Grenadier was firm and stable, never unsettled on rough roads and quickly reached the speed limit once we hit the highway.

The steering does require plenty of turns once you reach suburban streets, but again it’s something you get used to. It is a small price to pay for a vehicle with such a broad range of abilities.

⬆️ Back to top

1

Verdict

While it was the demise of the classic Land Rover Defender that brought about the Grenadier, the new Defender is an obvious competitor to this new player in terms of size, price and abilities. 

But the new Defender relies on tech and adjustable suspension to broaden its abilities where the Grenadier keeps to more traditional methods. That puts it in the realms of LandCruiser and Patrol, more specifically the LC76. The LandCruiser 70 is more basic again, leaving the Grenadier to fill the middle ground, which is a space it slots into very neatly.

The arrival of the double cab pick-up Quartermaster mid-way through 2024 will only add further options to Ineos ownership. Same design, same powertrains and specification in a rugged ute.

⬆️ Back to top

1

⬆️ Back to top

It’s been the topic of so much negative chatter ever since Toyota announced that it would be fitting a four-cylinder engine in its legendary 70 Series range of LandCruisers, but now that the covers are off and we’ve driven the facelifted LC70, we have to say that any negativity was unwarranted.

Yep, the four-cylinder engine and six-speed automatic transmission 70s do everything that the V8 models do… and they do most things better!

For those who still want a V8 engine and manual gearbox, Toyota still offers that combination across the range, but the order books for them remain closed while they company tries to fulfil a 12-month backlog of V8 70 orders. In the meantime, Toyota will happily sell you a four-cylinder model and, reading between the lines, the days of the V8 are numbered.

1

Let’s start with the range on offer. As it encroaches on four decades of production, the LandCruiser 70 will remain available in four body styles; LC78 TroopCarrier, LC76 four-door wagon and LC79 single and double cab tray backs.

All models are being offered with the choice of V8 and I4 engine options, except for the base LC76 Workmate which will be four-clinder/auto only. That is the cheapest vehicle in the range of workhorses and starts it at $75,600, while the LC79 double-cab GXL V8 tops the line-up at $87,600. The V8/manual combination attracts a $4100 premium over the I4/auto. Optional extras include front and rear differential locks for $1500, and premium paint costs $675.

JUMP AHEAD

• What powertrains are available
• Drive impressions
• Off the road
• What’s in the box?
• What’s new?
• Who’s going to buy it?
• VERDICT
• Specs

What powertrains are available?

The big news is the inclusion of the 1GD 2.8-litre four-cylinder engine across the model range.

This is the same engine that is found in the HiLux, Prado and Fortuner, and it makes the same 150kW and 500Nm as it does in those models. Yes, that is more torque than the 1VD 4.5L V8 makes in standard trim (151kW/430NM) and no, the LandCruiser doesn’t get the 165kw/550Nm variant that you find in the Hilux GR Sport, nor the 48-volt assisted version that will appear in those other models later in 2024.

With its wide usage across the Toyota business the 1GD is a well proven and generally reliable workhorse. Sure, it’s had its DPF issues in the past which are unrelated to the engine itself, and Toyota assures us that those problems are behind it now.

Toyota is quoting a combined-cycle fuel-consumption figure of 9.6L/100km from the 1GD 70s, compared to 10.7L/100km for the 1VD engine, and while we are yet to do our own fuel usage testing on these vehicles, we’re sure thee numbers will be nowhere near the claimed ones in real-world driving scenarios.

1

The Aisin six-speed auto matches beautifully with the torquey 1GD engine and is the key to making this combination the easiest to drive in the LC70 range. The gear shifter is well positioned in the new console and has a separate gate for fore and aft manual gear selection.

Meanwhile, the 1VD-FTE engine, five-speed manual combination remains unchanged. It’s gruff and grunty and gets on with the job, in all conditions. It’s characterised by its lazy nature that seems to never raise a sweat when climbing mountains or hauling loads, all performed with that sweet V8 diesel engine grumble. And there are plenty of options available to tune more performance out of the V8, and make it sound even better!

Because of the nature of the V8 engine, you can almost drive the manual like an automatic; it will happily lope along in any gear, especially when off road in low range. The only complaint with this ’box is that it could do with a sixth ratio, which would make it better suited to highway touring by dropping the revs.

As it stands, the I4/auto revs around 600rpm slower than the 1VD/manual at 100km/h in top gear, making it a more pleasant drive and more economical on the highway.

? Back to top

Drive impressions

Not only is it better on the open road, but the I4/auto combo is easier and more pleasant to drive around town, when towing and even off road. Other than the soundtrack, it does everything better than the V8.

The four-cylinder engine feels lively compared to the V8. It’s more willing to get up and go, while the V8 likes to lope along and take its time to build speed when you put your foot down. The auto transmission not only has an extra ratio that benefits acceleration, but the final drive is a lower at 4.3:1 compared to the V8 model’s 3.09:1.

1

Nowhere is this performance difference more evident than when towing with the two powertrains. Toyota had a pair of LC79s available to tow a Kedron off-road caravan it claimed tipped the scales at 3100kg. The drive loop included gravel and some sealed roads, and the four-cylinder/auto was far more spritely in its pick up when towing the van, while manually shifting the auto was easy when it came time to brush off speed for descents or when approaching washouts.

By comparison the V8 picked up speed more lazily when rowing through the gears but it cruised just as nicely once up to speed. But it was significantly slower than the four-cylinder vehicle when accelerating out of washouts – we first tried third gear but acceleration was lacking compared to the four-cylinder vehicle, and while using second gear created more noise from the engine, there was very little if any improvement in performance.

For many years we’ve heard buyers asking for an auto transmission for towing with a 70 Series and we have seen aftermarket auto conversions costing north of $20,000. Toyota has answered this call with the six-speed automatic transmission and potential buyers needn’t been concerned about the performance of the four-cylinder engine.

? Back to top

Off the road

The off-road section of the launch covered a technical rock course, deep moguls and general bush tracks, and the four-cylinder 70s made light work of these obstacles, as did the V8s, but crossing all terrains was easier in the four-pot.

The throttle application is much smoother and less jerky than that in the V8, even if they both do the same job better than almost any other production 4×4 vehicle. A steep off-road rock loop that defied belief for a heavy production vehicle was experienced alongside a Toyota test driver and it truly impressed. It was done in a LC76, and he left the lockers disengaged, letting the ETC do all the work, and it barely slipped a tyre.

1

The four-cylinder Cruisers also get Downhill Assist Control (DAC) and the test driver showed how easily this system controls wheel speed and slip on the steep rock face. Unfortunately the DAC in the 70s only has a single speed setting, unlike the adjustable systems in other off-road vehicles. While DAC is not available in the V8, low-range first gear is all that’s needed thanks to decent reduction and impressive engine braking.

Both powertrains now have a hill-start assist feature that holds the brake for a few seconds when you let it off on steep hills. It’s really only a benefit in the manual and even there, it was never really a problem without it.

The LandCruiser’s coil front and leaf rear suspension is relatively stiff by modern standards in line with the vehicle’s working-truck design. It still articulates well over uneven terrain, and the ETC does excellent work. The Kedron van used on the towing loop was said to be putting around 290kg on the tow ball and again, the suspension was unfussed by this extra weight on the back of both the I4 and V8 Cruisers.

1

On open gravel roads the Cruiser treats ruts with disdain and soaks up bumps with no regard. The 70 Series is one of those vehicles that really starts to make sense once you get it out of town and off the blacktop, where it feels more at ease and able to take on the conditions better than most other vehicles.

That upright 40-year old cabin offers plenty of headroom and great vision from its glasshouse, but on the highway it generates a hurricane of wind noise around the A- pillars that plays in concert with sucking sounds from the standard air intake snorkel.

? Back to top

What’s in the box?

In a world of new vehicles that are being overloaded with features and technology the LandCruiser 70 stays true to its working-truck heritage and offers the bare minimum.

The Workmate models have wind-up windows and vinyl-covered floors. Stepping up to the GXL gets you carpets and power windows, but you lose the handy little quarter vent windows that feature on the base models. Air conditioning is standard and the HVAC controls look to be carried over from the original 1984 models – whether they were kept for functionality or nostalgia, it’s nice to see them still there.

What’s new?

Aside from the 1GD/auto powertrain and new tech under the skin, the only other changes to the LC70 are cosmetic.

Toyota has doubled-down on the retro look with the revised front-end reverting back to round headlamps, albeit with LED DRLs, a taller bonnet over a revised grille and lower venting that replicates the earliest 70s. There’s even an upper vent atop the grille that is very 40 Series like. The taller bonnet conceals large vents to feed the top-mounted engine intercooler on the V8 models while on the I4 engine, the air-to air intercooler used on Hilux and Prado has been replaced with a water to air cooler/heater for improved cold-start emissions.

Inside there is a new gauge binnacle that also has a retro 40 Series vibe about it, but includes a 4.2-inch information display which has a digital speedometer, a new 6.7-inch infotainment screen with wired Apple Carplay and Android Auto, and a new steering wheel with more control buttons than before. Air conditioning and cruise control are standard while front and rear differential locks come standard on GXL models, but are optional on lower grades.

1

Safety-wise, Toyota’s Safety Sense system includes pre-collision with day and night pedestrian and daytime cyclist detection, lane departure alert with steering assist that only works on the brakes and not directly on the Cruiser’s hydraulic power steering, speed-sign recognition, auto high-beam, ABS, electronic stability and traction control, driver and front passenger airbags but none for back seat passengers, downhill assist control on auto models only, and only the four-cylinder auto wagon gets a reversing camera.

The LandCruiser 70 Series remains a very agricultural vehicle and its 40-year old architecture means that integrating the latest safety systems is a huge challenge for the engineers, hence the lack of the latest safety kit you can find on newer vehicles.

1

One thing that hasn’t changed on the new Cruisers is the disparity between front and rear wheel tracks. Ever since Toyota fitted the V8 engine to the 70 Series and had to widen the front-end, the front wheel track has been 95mm wider than the rear. This is seen by many to be a problem, as the rear tyres are not following in the tracks of the front tyres over soft and rutted terrain, causing stability problems. Some LC70 owners spend thousands of dollars on a new rear axle housing to rectify this.

Theoretically, with the inline four-cylinder engine in the front of the LC70, the wider axle is not actually needed and Toyota could refit the earlier model unit from the HDJ 70s. But the company doesn’t see the wheel-track disparity as a problem and has not sought to change it.

When asked about it, a Toyota Australia spokesperson said that widening the rear axle to match the front would not be an easy job as it would require body modifications to fit it under the 76 Wagon and 78 TroopCarrier.

? Back to top

Who’s going to buy it?

The 70 Series LandCruiser has always been the vehicle of choice for adventurous overlanders, off-road tourers, NGOs, fleets where off-road use is required, and anyone looking for a tough and dependable vehicle that can take them wherever they want to explore.

Enthusiasts love the customisation possibilities of the 70 platform for fitting bigger off-road tyres, better suspension, a custom touring canopy or fitting out a TroopCarrier as a home-on-the-road. The 70 is one of the most modified and customised 4x4s on the market, and with this update that will remain the case.

1

The inclusion of an automatic transmission will entice those who want to tow but convincing them that the four-cylinder engine is up to the job might be a hard task, while the auto will also appeal to fleet owners who need all-road ability but can’t trust their employees with a manual gearbox. The four-cylinder option also opens up the 70 to buyers not allowed to own or drive a V8-powered vehicle.

The four-cylinder will be a hard-sell to enthusiasts who don’t trust the smaller-capacity engine in a large heavy-duty 4×4, and they will continue to queue up to order a V8 model… if and when they eventually can. Any uncertainty as to the future of the V8 engine option will only promote the desire for that driveline further, and there’s no doubt they will remain in demand.

? Back to top

Verdict

The four-cylinder automatic LandCruiser does everything the V8 manual does, only better.

While many won’t believe that, or will refuse to believe it, our couple of days driving the various 70 Series models and drivetrains back-to-back certainly revealed it to be true.

1

Not only does the automatic transmission make the 70 easier to drive, but the 1GD engine is more enthusiastic than the V8, and with less weight over the front-end it feels a touch more nimble in the handling department. Plus that lighter weight also adds around 55kg to the vehicle’s payload capacity.

The four-cylinder engine also goes some way to future proofing the 70 Series against Euro 6 and higher emission regulations that the V8 won’t be able to meet, and anything that keeps this legendary 4×4 on the tracks is a good thing in our book.

Specs

? Back to top

The Summer 2023 issue of 4X4 Australia magazine is out now, rounding out another massive year in the 4×4 space.

As we do every year at this time, we’ve included a comprehensive 2023 Christmas Gift Guide to showcase all the best 4×4 gear on sale in Australia. There are some great ideas to ensure your 4×4-loving friends and family aren’t disappointed on Christmas morning.

Three killer custom builds feature on the cover: what could be the most modified Nissan GU Patrol in the country; a super tidy custom Toyota 80 Series LandCruiser that proves Cruisers are still the king of the off-road jungle; and a petite Jimny that has been transformed into an ultimate remote-area, long-distance tourer.

1

As we near the end of 2023, the 4×4 industry is gearing up for an influx of launches and new metal. To this end, Matt spent some time in RAM’s new entry level 1500 model, the Big Horn. At close to $120K it’s certainly not cheap, but is it money well spent when you can get an F-150 for just under $107K?

1

At the opposite end of the market, we line up two competent budget brawlers – the GWM Tank 300 and Mahindra Scorpio – to prove you don’t need silly money to tackle serious off-road terrain.

1

Our Tradie Triton build continues to evolve, and this month we install a Rola Titan Tray and a Hayman Reese X-Bar. Two quality pieces of equipment that have substantially improved the vehicle’s capabilities.

1

Plus we pack our bags and explore the west coast of South Australia, New England in NSW, the Oodnadatta Track in SA, the wilds of Tasmania in a Jeep Gladiator Rubicon, and have a beer at the National Hotel in Normanton, Queensland.

1

What else is there?

• Car Builders sound deadener kit tested
• A sneak peak of the 4WD Treks of north-east NSW guide
• New 4×4 products
• Readers Rigs
• News, sales stats, travel news and more!

The Summer 2023 issue of 4X4 Australia is out now.

Rumoured since the JB74’s local launch in January 2019, Suzuki has finally provided the five-door Jimny buyers have been begging for. But do the two extra doors really make this dinky off-roader suitable for a big country like ours?

Priced from $34,990 before on-road costs, the four-seat Jimny XL is assembled in India from Japanese-made parts kits. All external measurements are identical bar an additional 340mm between the front and rear axles.

The Jimny XL retains its ladder-frame underpinnings with live axles and iconic appearance, just with a bit more space. You’ll even find the same 75kW 1.5-litre four-cylinder under the bonnet.

Don’t kid yourself that, because it’s got five doors and a bigger boot, the Jimny XL is a do-it-all family car, though. Even with extra space, the Jimny remains closer in ethos to a 70 Series LandCruiser than a small SUV like the Mazda CX-3.

1

JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The XL’s price structure is simple, costing $3000 more than the three-door Jimny in manual and auto guises.

? Back to top

1

How do rivals compare on value?

The Jimny XL’s main rival is the three-door version, and how much space you need will determine the better off-roader for you.

There are a few extra goodies in the XL, such as a 9.0-inch touchscreen with wireless Apple CarPlay/Android Auto and adaptive cruise control in the automatic to aid the value equation. It’s worth noting that since hitting dealers in 2019, the Jimny three-door’s price has climbed from $23,990 to $31,990 before on-road costs.

On-road-focused rivals are worth mentioning as, for a similar asking price to the Jimny, the Mazda CX-3 Touring auto ($34,300) has equal interior space, leather-look upholstery, up-to-date safety systems, and was rated five stars by ANCAP in 2015 – though that rating is now expired.

Also worth considering is the much bigger GWM Tank 300. With its Wrangler-like looks, front and rear lockers, turbo-petrol engine, eight-speed automatic and bulging equipment list, the Tank Lux’s $46,990 drive-away price tag is only about $4000 higher than an automatic Jimny XL.

? Back to top

1

Interior comfort, space and storage

With an extra 34cm between the wheels (don’t worry, it’s still under four metres long) the Jimny XL’s rear seat is comfortable for six-foot adults – a lot more than you can say for a three-door Jimny or even the Mazda CX-3.

It also means the boot is a lot larger, growing from 85L to 211L behind both rows. Folding the seats down is simple but doesn’t create a flat load space.

Oddly, with the seats folded the three-door Jimny has more litres on paper, though the extended load bay of the XL makes it more practical as a farm hand.

Unfortunately, the Jimny XL’s GVM is only 1545kg, meaning a 360kg payload for the manual. With four 80kg adults onboard you’re left with just 40kg capacity for gear.

1

The 9.0-inch touchscreen on the dash looks positively huge and has nice, crisp graphics. There’s also wireless Apple CarPlay and Android Auto, though the two-speaker stereo is weak and there’s no built-in satellite navigation.

The Jimny’s cabin retains all the funky functional touches such as the grab handles and the plastic exposed ‘bolt heads’. Those analogue dials are easy to read and have a digital screen between for extra info.

As the main stack is designed for just two windows, the switches for the rear glass are located awkwardly next to the manual handbrake.

1

A plethora of hard scratchy plastics is expected and their smell, as they degas in the hot Australian sun, is like sticking your nose inside a cheap Decathlon tent.

The flip-side? The materials are durable and hard-wearing.

It’s the same for the seats, which lack height adjustment. The steering wheel doesn’t telescope, it only goes up and down, so the Jimny requires some body contortion to get comfy. Once you’ve found a spot that works, the firm cloth-upholstered seats are reasonably supportive.

You might be starting to get the picture here. The Jimny is extreme in a sense. It’s either a vehicle that you’ll find completely unsuitable owing to the cheapness of it all, or you’ll fall in love immediately with this eco-friendly rough-and-tumble bush companion.

? Back to top

3

What is it like to drive?

The biggest criticism leading up the the Jimny XL’s arrival has been an underspecced engine. It uses the same 1.5-litre multi-point-injected four-cylinder as the three-door.

That means a humble 75kW at 6000rpm and wheezy 130Nm at 4000rpm. Paired with the five-speed manual, getting a strop on in the Jimny is loud and uncivilised, though like driving a classic car, you are at least constantly engaged in the process and your surroundings.

With a four-speed auto, the prospect is less appealing. We didn’t test 0-100km/h figures in the 10 minutes we were allotted on the road and Suzuki doesn’t claim a figure. The manual ought to hit the national speed limit in about 12.5 seconds, and the auto closer to 14.

1

The sluggishness isn’t exclusively a five-door fault as, according to the spec sheet it’s ‘only’ 90kg heavier (which to be fair is nearly a 10 per cent increase due to how light this little Suzuki is) weighing 1185kg in manual trim.

On the road, its 4.25-turn steering rack is ponderous and loads up inconsistently with a dead zone around the centre; not confidence-inspiring, though that’s a good thing. A Jimny can be fun to hustle for experienced drivers who relish a challenge, but for the average punter it’s insecure and aloof.

We weren’t given the chance to sample high-speed dirt roads where the 340mm longer wheelbase would surely aid stability and comfort over the stumpy three-door.

1

Crucially, the XL hasn’t sacrificed any of its mountain goat persona on technical trails.

Granted, the underbody and diffs scraped where they probably wouldn’t have in a three-door but, without one for direct comparison, it’s hard to say how pronounced the difference is.

The figures confirm that the five-door is less capable. From the same 210mm ground clearance, its ramp-over angle drops from 28º to 24º. The approach angle is 36º and departure 47º, while the only real Jimny shortcoming is a wading depth of 300mm that we nearly maxed out in a fairly shallow puddle.

Lift kits are readily available for the three-door Jimny so it won’t be long before the market is flooded with suspension kits and GVM upgrades for the XL. And aside from getting hung up on a few moguls, the agile Jimny shrugged off the off-road park’s technical descents.

1

There’s a simple hill-descent control that works neatly, limiting the car to 5km/h in low range and braking individual wheels for controlled descending.

The Jimny XL is very easy to place thanks to a short bonnet, thin pillars, and a big glasshouse.

Both manual and automatic Jimny XLs default to rear-drive in two high (2H). Moving the stubby lever back engages four-wheel drive, and pushing down selects low-range for technical trails. Without a locking rear differential (and with peak torque at 4000rpm), the Jimny isn’t the most capable crawler.

The correct technique involves a little more speed, commitment and revs than a diesel HiLux, for example. And where off-roading can be tense and quiet in expensive machinery, the plucky Jimny loves to get stuck in.

The Jimny XL wears 195/80R15 Bridgestone Dueler all-terrain tyres that are a good starting point for entry-level off-roading. For greater capability, you could fit more hardcore rubber in a bigger size. We’ve found 215/75 R15 or 235/75 R15 to work well on Jimnys.

Back to top

1

How much fuel does it use?

In the ADR 81/02 combined consumption cycle, the Jimny XL manual is rated at 6.4L/100km and the automatic 6.9L/100km.

Back to top

How safe is it?

The three-door Jimny scored three stars in 2018 ANCAP safety testing.

Adult and child occupant protection scores were decent (73 and 84 per cent), though lacklustre safety assist systems and vulnerable road user protection let the Jimny down.

The five-door Jimny XL has not been rated by ANCAP. It’s fitted with six airbags, stability control and frontal AEB.

? Back to top

Warranty and running costs

Suzuki covers the Jimny with a five-year/unlimited-kilometre warranty.

Servicing is due every 12 months or 15,000kms.

Over five years, the Jimny XL will cost $2265 in maintenance under Suzuki’s capped-price servicing program. That works out to $453 per year.

? Back to top

1

VERDICT

If you’re a Jimny die-hard looking for a glowing report of the new Jimny XL’s added cargo and people space then you should probably stop reading and head to your nearest Suzuki dealer. The wait’s already out to nine months.

But in five-door form, the Jimny is not a do-it-all family car. It can’t hold a candle to an equivalently priced small SUV in a swerve-and-avoid or overtaking manoeuvre and it lacks expected safety systems.

If you see the new Jimny XL as a quirky alternative to a Mazda CX-3 or Volkswagen T-Cross, make sure you test drive the Suzuki extensively before handing over any cash.

However, it is a superb vehicle for those who ‘get’ Jimnying. It’s an attainable and efficient 70 Series or Jeep Wrangler analogue; a Jimny done long. A win for enthusiasts looking for a more usable off-roader.

? Back to top

1

Back to top

When Mitsubishi released its product rollout schedule for 2025 earlier this year, a number of large SUVs featured on the mid-term plan.

However, the vehicles remain undercover and are shrouded in mystery for the time being.

While one most certainly will be wearing a Pajero Sport nameplate, we asked Mitsubishi Motor Australia’s CEO and President Shaun Westcott for some clarity on whether we could see the return of the Pajero in the near future.

1

“I’m going to quote our global president and CEO in which he said the Pajero is a very, very valuable nameplate to Mitsubishi, and anything that carries the name Pajero needs to be really distinctive and a really great vehicle,” Westcott said.

“Our global platform over the next few years includes some large SUVs in there. What their nameplates will be, I can’t tell you, but there are definitely plans for us to have large SUVs in the future, and whether that’s a Pajero Sport or whether that’s a Pajero I can’t say as we sit here now.

“Other than to say that we do believe, in Australia that the demand for large SUVs is still pretty strong in this country. Our job is to supply the market with what it needs.”

The Pajero spent 38 years on sale in Australia, building a reputation as a reliable off-roader. Production of the vehicle – then in its fourth generation – ended in July 2020. Whether it returns to Australia remains to be seen.

August 7, 2023: Next Mitsubishi Pajero may not meet ADRs but Pajero Sport will

“If we can introduce Pajero, that is a wonderful dream for us!”, Takao Kato, president and CEO of Mitsubishi Motors, told 4X4 Australia.

A large monocoque SUV features in Mitsubishi’s mid-term plan and it may very well use the Pajero nameplate.

However, Mitsubishi executives cautioned that the non-frame SUV in the plans may not pass Australian regulations without major modification, not unlike the recently-revealed XFC small SUV concept.

Should we make something like the Pajero Sport or more like the Pajero?

“For the non-frame SUV, at the moment we don’t have a plan to introduce it to Australia”, Kato-san said.

He added that “it might be a bit difficult to fit into the Australian regulations”. Also in the plan is a ‘PPV’ – a pick-up based passenger vehicle – which is very much on the cards for us.

“If we make the PPV – that is a Pajero Sport-type vehicle – of course, I would like to bring this to Australia as a successor to the Pajero Sport. It depends on the product concept, but it could be also [called] Pajero. So right now, we are thinking about what kind of vehicle we should make with [the Triton’s] frame.

“Should we make something like the Pajero Sport or more like the Pajero? If we can achieve something like [Pajero] it would be really wonderful. It will require very high performance though, so I’m not sure if we can achieve that, or not”, added Kato-san, promising there’s more to come.

Our original story, below, continues unchanged.

April 2023: Pajero is ‘our brand’ and next-gen 4WD won’t be a Nissan Patrol clone

Koichi Namiki, general manager product strategy division expressed a strong personal interest in an all-new new Pajero at Mitsubishi Motor’s Tokyo headquarters.

“In my mind [new Pajero] is a high possibility! But, as a company, we have to decide on timings and priority very carefully, because as you know, the world is changing very fast. And electrification is one of the very important priorities,” Namiki-san told Wheels.

The fourth-gen Pajero’s death knell came in July 2020 when Mitsubishi announced the closure of its Sakahogi plant in March 2021, marking the end of the Pajero’s 38-year tenure in our market.

A vehicle like Pajero? That’s our brand

1

The monocoque off-roader was rumoured for a reboot as a platform-share vehicle with the Nissan Pathfinder, but with the passionate way Namiki talks of Pajero, that was never a real possibility.

“The alliance, of course, gives us a lot of opportunity – one very good example is Outlander – as you may see that while we consider that’s a big success in terms of vehicle quality, partially because we had access to Alliance technologies”, said Namiki.

“But a vehicle like Pajero? That’s our brand. So if we do it, we want to control everything.”

Namiki did concede that, were one to be developed, a new Pajero would lean on systems, components, and parts from within the Nissan-Renault-Mitsubishi Alliance, but that Mitsubishi would take lead on the project.

1

And while it might seem odd to bring a fuel-guzzling off-roader into a world with ever-tightening emissions standards, Mitsubishi wouldn’t be the only one.

Toyota’s 300 Series Land Cruiser is experiencing huge demand and success following its 2021 market launch. The V8-powered Nissan Patrol experienced its biggest Australian sales month ever last year, and a next-gen Y63 is rumoured to debut in 2024.

Mitsubishi also continues to develop frame vehicles, with an all-new Triton gearing up for release next year to be followed by a related Pajero Sport in 2025. Both will be ready for electrification.

1

Triton and Pajero Sport have the benefit of being successful across many markets in their respective segments, so it’s easy to see why Mitsubishi is investing in new models. The Pajero will be a more tricky product to push over the line, as Mitsubishi invests in BEV and Ralliart programs.

It’s far from being confirmed, but there’s a clear desire at Mitsubishi to bring Pajero back.