At the 2023 new-vehicle showcase, Toyota’s executives extolled the virtues of its multi-avenue approach to carbon neutrality by 2050 – including a heavy focus on hydrogen for commercial vehicles.
Snapshot
Hydrogen fuel cell HiLux in development ahead of series production
Could suit Australiau2019s long distance requirements
Infrastructure still a long way behind supporting mass FCEV adoption
“We are going to update you on a raft of significant new model developments with a focus on our multi-pathway approach to achieving carbon neutrality”, said Toyota Australia vice president for sales, marketing and franchise operations, Sean Hanley.
“Our plans remain focused on the long term, leaving no one behind on that journey to carbon neutrality. Perhaps that makes us an easy target for groups who manufacture nothing more than media releases.”
“Maybe, just maybe there’s another solution. Perhaps this is where hydrogen fuel cells could come into their own. Not surprisingly, Toyota has been working in that space, too, for years. We already have a highly developed technology as seen in the Mirai, which is now in its second generation.”
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“In the UK, we’re in the process of developing a hydrogen-powered HiLux prototype using our latest second-generation fuel cell technology and it wouldn’t surprise me if it became a vehicle that bridges that gap between today’s realities and tomorrow’s technological requirements”, added Hanley.
The second-gen Mirai sedan can store up to 5kg of hydrogen at 10,000 psi which is good to take the sedan around 650km from a full tank, and it takes between three and five minutes to brim the hydrogen stores.
There are currently only two publicly available hydrogen refuelling stations in Australia, one at Toyota’s national headquarters in Altona and another in Canberra. There was $20 million allotted by the federal government to construct four more along the Hume Highway (between Melbourne and Sydney), though none have opened yet. This would leave hydrogen FCEV HiLux owners worse off than an EV model with fast charging capability.
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Still, the technology remains in its infancy and Toyota sees potential, with prototypes set to hit the roads in the UK shortly. Hanley estimates it will be a better technology for vehicles that need to travel long distances and tow.
“The first prototype vehicles are being produced this year with a view to preparing a small series production”, said Hanely. “It’s made possible by the willingness of Toyota to invest in more than one technology. This, ladies and gentlemen, is exactly where our ‘diversified powertrains’ [philosophy] comes into its own.”
The all-new Toyota Prado petrol-electric hybrid could arrive in Australia if it meets local market conditions.
In Australia, the electrified 2024 Toyota Prado will be in the form of mild 48-volt assistance for the familiar 150kW/500Nm 2.8-litre four-cylinder diesel, also coming to select HiLux variants in 2024.
Toyota Australia said it will not market the battery-assist system in the new Prado as a ‘mild-hybrid’, instead referring to it as ‘48-Volt Technology’ because the electric motor is unable to “propel the vehicle either together or independently” – unlike Toyota’s series-parallel-hybrid vehicles.
Missing from the local line-up at launch is the full-hybrid 2.4-litre petrol-electric powertrain that will be standard-fit in North America and China.
Toyota Australia vice president for sales and marketing, Sean Hanley, said the LandCruiser hybrid hasn’t been ruled out for Australia, but it’d need to meet towing capacity and other requirements Australian consumers expect.
“We certainly haven’t ruled [LandCruiser Prado hybrid] out,” he said.
“Our global president certainly has indicated the acceleration of BEV technologies, I think we’re starting to see some of that become more public now.
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“However, at the moment… it’s just not part of our product plan.”
“We’ve really got to look at the US car, make sure it can tow, make sure [it suits Australian conditions]. If in fact, it can do those things, then certainly it’s a car we’d be interested to bring into the Australian market.”
The addition of 48-volt technology to the diesel Prado is said to help improve fuel consumption in urban settings, while the transmission has shifted to an eight-speed torque-converter unit, up from six speeds.
Hanley said “three years of local development” was conducted on the 48-volt system to ensure it is “100 per cent suited to Australia’s harsh conditions and customer demands, dust, mud, water, heat, heavy towing, and the high power load drawn by accessories”.
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Full-hybrid pushes outputs up to 243kW and 630Nm – beating a Ford Everest diesel V6 (184kW/600Nm).
The electrified components are identical to the new Toyota Tacoma mid-size ute with a single electric motor and a 1.87kWh lithium-ion battery pack.
The hybrid system is more truck-like compared to Toyota’s passenger vehicles, with the electric motor sandwiched between the engine and transmission.
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However, while diesel Prado variants have a 3.5-tonne braked towing capacity, the turbo-petrol hybrid is limited to 2.7 tonnes in the United States.
The new 2024 Toyota Prado diesel will arrive in local showrooms mid-year, with more details – including specific timing, pricing and features – to be announced closer to its Australian launch.
Get up to speed on the new Prado
The stories below will give you a guide to everything we learned about the new Prado when it was unveiled. All fresh stories published since then will be found on our Toyota Prado model page here.
Toyota recently announced its 2024 Toyota LandCruiser 70 Series range will be powered by a 1GD 2.8-litre four-cylinder diesel engine backed by an Aisin six-speed automatic transmission – a huge pivot from the venerable V8-powered manual.
Why the downsize? At a recent Toyota showcase, Sean Hanley, Toyota Australia vice president for sales, marketing and franchise operations, explained how the four-cylinder Toyota LandCruiser 70 Series came to be … and it all began with a WTF moment.
“Engineers of course have a unique sense of humour,” Hanley stated, talking about the genesis of the four-cylinder 70 Series. “So they’ve been referring to this project as WTF … not what you think, it’s why the four?
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“Let me tell you why. Their involvement [Australian engineers] in this new vehicle goes back five years to when they hosted their engineering colleagues in Japan on what we call a Genchi Genbutsu tour.”
Genchi Genbutsu is a key principle of Toyota’s production system and translates to ‘real location, real thing’ or ‘go and see’ – to understand a situation, one should observe it where it is taking place.
“Genchi Genbutsu literally translated means go to the source; go and find out; go and experience yourself; go and see for yourself where and how this vehicle is used,” Hanley said, “so that you can truly and deeply understand why it’s so important to continue production of the 70 Series for our Australian market, and that they did.”
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A contingent of engineers flew over from Japan to witness first-hand how real customers use the 70 Series in places like Central Australia, where terrain is extreme and locations remote.
“They saw that the 70 Series is not just the vehicle of choice for miners and farmers; it’s often a vehicle that’s relied on by park rangers working way off the beaten track, and for delivering essential services to remote communities including in emergencies,” Hanley explained.
“These customers also expressed strong demand for an automatic transmission because it makes the vehicle so much easier to handle for conditions such as towing trailers through sandy deserts.”
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Once the business case was approved, local engineers began testing, modifying and evaluating prototypes of this car back in 2019.
“And don’t assume we’ve simply taken the GD out of the HiLux,” Hanley added. “We’ve made a raft of changes to ensure this powertrain lives up to the high expectations of 70 Series drivers, including modifications to the gearing and cooling.
“In short, the in-line four does everything the V8 does but it’s easier to drive and it’s more accessible.”
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Order books for the four-cylinder 70 Series will open in October this year. The new vehicle will be sold alongside the 1VD V8 manual gearbox model, but an order pause remains in place for the V8 while Toyota works through a backlog of customer orders.
More details on the four-cylinder 70 Series will be available at the vehicle’s launch in November 2023.
“Most of you have called it a mild-hybrid. We don’t,” said Toyota Australia vice president for sales and marketing, Sean Hanley.
Toyota Australia will refer to the battery-assist system in the HiLux and Prado as ‘48-Volt Technology’, not ‘mild-hybrid’, because the small electric motor does not directly power the vehicle.
This is in contrast to Toyota’s series-parallel-hybrid vehicles, including the popular RAV4, where the electric motor and internal-combustion engine can “propel the vehicle either together or independently”.
Other brands, such as Mazda and Subaru, refer to similar electrified technology in 24- or 48-volt form as a ‘mild-hybrid’, although some systems can power a vehicle at low speeds.
Toyota has confirmed the mild-hybrid system will not impact the 3500-kilogram braked towing capacity for the HiLux and Prado.
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The addition of 48-volt technology is said to help improve drivability and reduce the engine’s noise, vibration and harshness.
“Having said that, the system really does hit the sweet spot by assisting the diesel engine. It can power the car’s steering pumps and fans and it supports the fuel-saving stop/start operation, keeping the electrics firing and handling the load of the climate control,” added Hanley.
“The system recharges while you’re driving, recovering and storing kinetic energy from braking and it facilitates smoother and quicker startup and take off once the brake pedal is released.”
Hanley said “three years of local development” was conducted on the 48-volt system to ensure it is “100 per cent suited to Australia’s harsh conditions and customer demands, dust, mud, water, heat, heavy towing, and the high power load drawn by accessories”.
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The updated 2024 Toyota HiLux is due in Australia in the first quarter of next year, while the all-new LandCruiser Prado will follow mid-year.
It will be standard for the HiLux SR5 and Rogue 4×4 dual-cab variants, optional for the SR 4×4 dual cab, and fitted across the new Prado line-up. Toyota has yet to confirm if the Fortuner off-road large SUV will receive its 48-volt system.
As previously announced, Toyota Australia plans to offer an electrified version of every model in its range by 2030 – including HiLux, LandCruiser and HiAce – but not GR performance cars.
“Well, there’s hybrid. You know, plug-in hybrid, there’s all sorts of variants. We’ve been looking at H2 (hydrogen) conversions, we’re looking at [battery-electric vehicles], we’re looking at everything. This is exactly what we’re saying, that Toyota won’t put all of its eggs in one basket,” he said.
A series-parallel hybrid is likely for the next-generation HiLux, due around 2025.
Get up to speed on the new Prado
The stories below will give you a guide to everything we learned about the new Prado when it was unveiled. All fresh stories published since then will be found on our Toyota Prado model page here.
There will be a fleet of 300 Toyota Tundra utes in the hands of Toyota customers by April 2024. But, according to Toyota, this doesn’t confirm that the full-size ute will go on sale in Australia.
Snapshot
Three-hundred Toyota Tundras to be leased ahead of formal release
Spec and trim levels yet to be confirmed
For cherry-picked loyal Toyota customers only
The next stage of our right-hand drive re-engineering project is ready to go.
“Local [Tundra] production is underway with our partner Walkinshaw Automotive Group, and 300 prototype vehicles will be delivered progressively between December this year and April 2024”, said Toyota Australia vice president for sales, marketing and franchise operations, Sean Hanley.
The Tundra localisation program has already been in action for 12 months, with members of the Wheels Media team having spotted early evaluation vehicles being tested by Toyota engineers near twisty hill routes, suburbs, and with trailers hooked up.
“To help us choose the most appropriate drivers, our dealers will contact potential customers; they’ll provide us with a shortlist for final selection based on location, occupation, and planned usage”, said Hanley.
After careful selection, the first 50 customers will then be offered the car to effectively own. It’s similar to how hydrogen-powered Mirai ‘sales’ operate in Australia. A privilege or a burden for each buyer, it’s certainly a unique way to evaluate a vehicle.
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Subsequently, another 250 customers will be able to get in on the program – provided the first guinea pigs enjoy their experiences.
“These customers will benefit from an attractive full-service lease also through Toyota Finance Australia that recognises our requirements for customers to provide feedback through the regular dealer check-ins”, Hanley added.
“I stress: this is a test and a trial. This vehicle has not been marked for launch in Australia at this point”, Hanley said with gravitas.
“I want to also stress that this is a real-world evaluation and validation program. And an essential stage before full-scale production can be approved. This is something very different – we’ve never done this before.”
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Toyota Tundra availability and pricing
Toyota remains coy about the full release of Tundra, but as the old adage goes, where there’s smoke, there’s fire.
Full-size ute sales in Australia have exploded, increasing market share 56.8 per cent year-to-date as right-hand drive versions of the Chevrolet Silverado and RAM 1500 find more and more homes.
The Ford F-150 – the Tundra’s major rival in its US home market – is set for local release this year, and pricing has already been locked in, with a start of $106,950 and peak of $140K.
Expect the Tundra to arrive priced similarly if it does launch (sure seems likely). A 326kW and 790Nm i-Force Max petrol-electric hybrid is the picked engine for Oz, but we’ve also spied a 290kW/515Nm twin-turbo V6-powered example kicking around Melbourne.
“We know there is a growing demand in Australia for full-size pickups”, said Hanely. “We are keen to make Tundra available to all Australians, but we need to ensure it meets their needs and the demands of our diverse Australian environment.”
Your Toyota HiLux most likely comes with a set of thin, aluminium factory side steps bolted on to the body of the vehicle, which will bend and buckle at the sight of a rocky hill.
Aftermarket side steps and rock sliders can provide a wide range of advantages for HiLux owners over these factory options. The main difference is durability and with that comes added protection for vulnerable door sills and, in many cases, added ground clearance to reduce the risk of getting hung up on obstacles. Let’s be honest, they also look cool.
What it is: Metal bars that mount to the chassis and run along the sills of the car, which provide protection of the sills and prevent panel damage. Rock sliders are side steps on steroids that are designed to support the weight of the car and can double as jacking points.
Why you need it: Sooner or later, your HiLux will run out of rampover angle, and that will certainly damage those flimsy factory steps and could mean expensive panel damage. Drive tight ruts and you will find steps that extend out from the sills and doors will protect panels from protruding rocks and roots. Some rock sliders can make good jacking points, too.
Buying tips: Rock sliders can, by definition, take the weight of the vehicle, so don’t confuse them with simple side steps which aren’t load-bearing. Ensure the sliders are airbag-compatible, and high-lift jack points are a bonus.
Here are four products we recommend. Theyu2019re intended as a starting point, to give you an idea of whatu2019s available.
Note that some of the HiLux’s specific off-road versions (Rugged X and Rogue) will come from the factory with steel side steps, so upgrades to aftermarket may not be relevant.
ARB side protection equipment acts as a shield for your vehicle’s vulnerable side panels, protecting them from rocks and road debris frequently encountered during remote-area travel. Practicality is also increased, with access to both the cabin and roof-top cargo made easier.
TJM’s modular range of side protection steps offer easy access and lower side protection for your HiLux. The modular design gives you the option to install side steps first, then add side bars later.
Specifications
Tube diameter: 63mm
Airbag-compliant: Yes
Compatible with scrub rails: Yes
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Pros
Mounted off chassis
Grippy checkerplate aluminium tread plate
Nice integration with scrub bars allows installation of steps first then scrub bars later
These rock sliders are tough! They are made from 50mm square tube (4mm thick) and 50mm round tube (3.2mm thick). Chassis mounts are made using 5mm laser-cut steel, with a CNC-folded plate wrapping the chassis.
Specifications
Tube diameter: 50mm
Airbag-compliant: Not specified
Compatible with scrub rails: Not specified
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Pros
4mm-thick tube makes these one of the strongest steps/sliders on the market
A basic yet stylish option. The Ironman 4×4 side steps are made from high-quality steel and chassis mounted for strength. Powder-coating ensures they will remain bolted on to your HiLux for a long time, and the dimple style provides drainage on steps to avoid water build-up.
Specifications
Tube diameter: Not specified
Airbag-compliant: Yes
Compatible with scrub rails: Yes
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Pros
Value option
Grippy checkerplate aluminium tread plate
Allows fitment of scrub bars later
Cons
Lack of available detail regarding tube diameter and steel thickness
4X4 Australia has been reviewing four-wheel drive vehicles and aftermarket products for more than 40 years.
When looking for the best accessories for your make and model of 4WD, there are some things essential to making sure you have the best off-roading experience.
When we compare products, here are some of the things we consider:
Warranty
Build quality
Value for money
Time and ease to set-up/install
Weight
Fit and finish
How well it gets the job done
What materials they’re made from
Corrosion/UV resistance
Coatings
Compatibility with other accessories
Compliance with ADRs and vehicle safety systems
Country of manufacture
Load ratings, to determine what’s the best product across each price point.
We also consider user reviews and our own experience with these products 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 2025 Nissan Patrol will swap its naturally aspirated V8 for a downsized, twin-turbo petrol V6.
Snapshot
2025 Nissan Patrol shown to US dealers
Twin-turbo petrol V6 to replace V8
Y63 expected to debut in 2024
Industry publication Automotive News[↗]reports that the all-new Patrol, due in 2024, was demonstrated to Nissan retailers in the United States at its annual dealer conference last week.
A production-ready prototype shown at the event was described as “Range Rover-like” with a more-rugged appearance, including new headlights and tail-lights, and an “all-new”, modernised interior.
The new Patrol, which could adopt the ‘Y63’ codename, will also sport larger screens, updated active safety features, and additional features above the current model launched in 2010.
Under the bonnet will reportedly be a 316kW twin-turbocharged V6 petrol engine matched to a nine-speed automatic transmission.
While this roughly matches the Nissan Z – which outputs 309kW/520Nm in Nismo form – it is unclear if the new Patrol’s engine will be an updated version of the 3.0-litre ‘VR30’ powertrain found in the sports car.
For context, the current 5.6-litre naturally-aspirated petrol V8 in the Patrol produces 298kW and 560Nm with a seven-speed automatic. It’s likely the new V6 would surpass that torque output.
The Y63 may also feature an E-Power hybrid version in the future to further reduce emissions, in line with Nissan’s strategy to increase the number of electric and hybrid vehicles in its line-up.
Our speculative renderings, above, show an evolutionary design with hints from the smaller X-Trail and Pathfinder for the new Patrol, including split headlights and a full-width strip connecting slimmer tail-lights.
Expect an updated version of the current Patrol’s ‘F-Alpha’ body-on-frame platform to underpin the forthcoming model.
Earlier this month, Nissan’s luxury arm Infiniti unveiled its QX Monograph concept as a preview of the third-generation QX80, providing our closest look yet at the new Patrol.
The current Nissan Patrol – badged Armada in North America – serves as the basis for the Infiniti QX80, and this should continue in new-generation form.
For local buyers, a more-rugged Patrol Warrior – arriving later this year to farewell the current Y62 – may headline the new-generation range, if the upcoming model proves popular.
As with the Navara Warrior, it is modified by Melbourne-based Premcar, with a bi-modal side-exit exhaust, a new towbar, added ground clearance via a suspension lift, additional under-body protection, all-terrain tyres, and black badging.
The next-generation 2025 Nissan Patrol is expected to debut within 18 months, with a local launch likely a few months later.
VFACTS new-car sales data reveals 3342 examples of the Nissan Patrol have been registered in Australia to the end of July, placing it behind the Toyota LandCruiser wagon (7771, including LC300, LC76 and LC78).
Nissan Australia said it is aiming to “be even bigger” with an ambition to re-enter the top 10 with a six per cent market share.
“We have a big presence [in Australia] and our ambition is to be even better than we are today,” said Nissan Australia managing director, Adam Paterson.
“We’ve also had some fantastic success with Patrol… and you can see the growth in Y62 from fiscal year 2018 to last fiscal year. The Patrol product has been doing quite well for us and we’re very excited about the success it has had. There are plans to work on further growth there,” he added.
Epic fantasy novelist Terry Goodkind once said “If the road is easy, you’re likely going the wrong way” and after a week in the desert with the new Volkswagen Amarok I’m convinced the author was not only referring to our trip, but we were somehow the subject of one of his extraordinary books.
Before the fleet of 2023 Volkswagen Amaroks had even turned a wheel, this outback adventure had already changed course several times. An unseasonable weather pattern had dumped months worth of rain in parts of Australia that, from one year to the next, mightn’t see any at all, and over the weeks leading up to departure, it had been a game of chess with the elements.
The original plan had been to set out from Coober Pedy, head north to Dalhousie Springs before crossing the Simpson Desert from west to east via the Erabena Track and then on to Birdsville. Unfortunately, the weather had other ideas and, with extensive flooding across three states, plans A through E were abandoned in quick succession.
As we departed Broken Hill in early July, Plan F was still very much a work in progress and relied on conditions to change for the better as we went. What could possibly go wrong? Further changes to the plan therefore were expected but what was absolutely non negotiable was our destination – 3000km away, the 10th Big Red Bash was waiting to provide the perfect reward of rock music and cold beer to a convoy of weary travellers.
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It would be the very first morning that the first of many route adjustments were necessary. The evening had been spent 200km outside Broken Hill in the small town of Yunta. How small? Just three children attend the school which will soon close because the teacher’s commute is 80km and, when the publican of the Yunta Hotel saw a fleet of 12 Amaroks arrive in town, an extra cook was drafted in from a nearby sheep station.
After a schnitzel as good as any you’ll find in Vienna, the inevitable tsunami of good cold country beer was probably the main cause of a few dampened spirits the following morning, not just the news we needed to backtrack to Broken Hill.
Our planned route through Arkaroola was flooded and the Flinders Ranges would have to wait. Instead we would head north out of Broken Hill along the Silver City Highway stopping in at the Packsaddle roadhouse on the way. With sealed roads all the way, there were no significant challenges to throw at the fleet of Amaroks although one important test was possible.
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The fleet consisted of a mix of Aventura, Panamericana and Style variants all powered by the TDI600 3.0-litre turbo-diesel V6. However, each had been customised with a selection of Volkswagen’s broad range of original-equipment accessories.
In the case of our Aventura, it had a set of 18-inch Amadora wheels and BFGoodrich AT rubber in place of the standard 21-inch fitment, a two-person rooftop tent, a canopy with electric-popping rear and side glass, and a tailored drawer system. The extra kit added about another $14,000 to the $79,990 base price but more importantly extra weight.
On top of our supplies, extra fuel, water and some additional camping gear, our impressive rig was nearing its GVM of 3190kg. However, the Amarok’s graceful manners that we’ve already experienced unloaded are almost completely uncompromised when loaded up.
Minimal rear-axle sag preserves the pleasant on-road ride and while there’s still a little shudder through the ladder-frame chassis, the ride quality is excellent. The extra mass over the rear axle is immediately apparent in the Amarok’s handling but sharp steering makes it easy to adjust for the rearward-shifted weight distribution.
Finally, the turbocharged V6’s torque shines when working hard with the full 600Nm delivering good performance and a stoic nature for the Amarok despite its hefty cargo. As expected, fuel consumption is impacted but with the extra weight and additional drag from the rooftop tent, a figure of 13L/100km was respectable.
With the weather persisting with its damp and cold theme, the decision was made to end the day slightly earlier than planned in Tibooburra and make use of the Family Hotel’s accommodation. Compared with another evening under the stars (we were actually yet to see any), the warm pub, grub and showers were a relative luxury. The condition for our palatial digs was a very early start the next day to make up time and the longest day of the trip.
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It was still dark when the asphalt came to an end at the Queensland border and the reality dawned on what had happened to the ordinarily dry and dusty trails. Endless slicks of mud made the convoy of Amaroks slither through the twilight like a docile serpent and after one example performed a complete 360 before being expertly reined in without stopping, it was decided that 4-high and ‘slippery’ selected in the drive mode was the safest course of action.
Given the abysmal conditions and ice-like surface, it was surprising not one vehicle needed recovering, but there were more than a few moments when the fringes of absolute traction loomed and more than one bogged ’Rok was narrowly avoided.
Lunch was courtesy of the Eromanga Royal Hotel, allowing time to consider the town’s many claims to fame including the site of Australia’s largest dinosaur fossil discovery – a 30-metre long Titanosaur – while the NT town of Papunya might have something to say about Eromanga’s claim to be the furthest from the sea in Australia.
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There’s no time to argue the point and we’re bidding ‘Opalopolis’ farewell and heading another 200km north to Windorah and hoping the weather holds off long enough to pitch camp. On arrival it becomes clear from the number of campers calling the tiny town home for the night that bad news would be confirmed. This is the end of the line for now with all routes west closed.
The only surefire way to Birdsville is to continue north, loop through Mt Isa and head back south along route 83 – a 1650km detour taking two days we simply didn’t have. It’s decided over a couple of XXXXs (when in Rome…) and a world-class barbecue to sleep on it and hope for better news in the morning. It doesn’t come. Overnight the rain had continued and the 7am deadline to decide access revisions passed, with no word from the ranger.
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There’s nothing for it but to head to the only open cafe in town. Make the mistake of asking for a double shot oat latte here and the staff will politely inform you the options are “instant, instant, or if you’re lucky, instant”. But just as we’re stooping to the level of a Moccona flat white, a rumour circulates that the track is about to open. The ranger arrives to a hero’s welcome and switches the red ‘closed’ boards to yellow ‘4×4 only’. At 8am it’s all on again.
But just because we can proceed without copping a hefty fine, an open track certainly isn’t a guarantee of plain sailing. For the first 100km the going is easy with perfectly maintained tarmac under tyre, but at the junction to Bedourie we meet a trio travelling in two equally unsuitable vehicles – a three-axle coach and a front-wheel drive Renault Traffic.
It’s a miracle they’ve made it this far but they report the way ahead as a little too adventurous and they’ll see us at the Bash when the track dries out. They wouldn’t have long to wait with the powerful Queensland sun finally burning through the cloud leaving nothing but blue skies, balmy temperatures and lifted spirits all round.
The challenges are not over yet, though. It’s surprising how quickly a thick layer of almost impassable clay reconstitutes into a hard-packed road that’s smoother than some Melbourne freeways, but the sections of perfect trail are still punctuated with torturous mud baths and water crossings that add layers to the shade of Outback Brown that every Amarok is now uniformly painted in.
An obligatory visit to Betoota sees the last of the deep mud and the chassis-battering rough surfaces – maybe we took a wrong turn but we didn’t find the French Quarter or Betoota Heights.
The final kilometres click by enjoyably and I swear there’s a new lightness in the Amarok’s gait. Birdsville is bypassed albeit for a quick refuel with Big Red almost in sight on the horizon. Over the previous four days, communication with the advance party at the Big Red Bash has been light but the crowd has learned about the convoy of ’dubs trying to conquer the elements and the moments after arrival can only be described as surreal.
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With the Amaroks bearing the war paint that only an angry outback can apply, people want answers: “Which way did you come?” they ask. “How did you get through?” “You made it!” For a moment we feel proud but I’m not about to ruin the moment and admit just how easy it was.
Remarkably, despite the challenges and adversity along the way, we rolled into camp at 3.30 – the exact time and day scheduled in the original plan that had rapidly gone south as the heavens opened a week ago.
If that’s not a testament to good planning, the right support and the right vehicle then I’m yet to see a better example. We’ll BRB.
Welcome to Bashville
For three nights each year, a patch of Simpson Desert at the foot of the 40m sand dune Big Red becomes the most remote music festival in the world.
Now in its 10th year, the Big Red Bash hosts some similarly big-name acts along with a crowd of 10,000. This year it once again hosted an attempt to break the world record for the most people simultaneously dancing the Nutbush and, with 5838 participants, succeeded.
Perhaps more impressively, once the festivities are over, the site is returned to unspoilt wilderness with not one piece of infrastructure or waste left behind as evidence.
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Customs and traditions
In response to Australia’s army of ute customisation enthusiasts, Volkswagen developed a wide range of accessories for the 2023 Amarok.
With more than 30 OEM options to choose from (circa 70 if you include variants), owners can create the perfect camping machine with Amarok-branded two-person rooftop tent by ARB, drawer system, auxiliary battery kit and solar panel blanket for example.
Alternatively, hardcore off-roaders can enhance the all-terrain ability with 40mm lift kit, snorkel, nudge bar and auxiliary switch bank for added electrical accessories to name just a few. Some accessories were even developed by the Australian design team including the electric roller tray cover.
Creators of world-class tourers, EarthCruiser, has moved into the EV space, announcing it will unveil its all-electric GMC Hummer EV EarthCruiser Upfit at an upcoming Overland Expo in the USA.
Boasting a carbon-fibre house construction, the EarthCruiser Upfit has been fully integrated into the chassis of the Hummer EV pick-up, to create a zero-tailpipe-emission overlander blended with state-of-the-art technology and a long list of creature comforts.
“We are proud to work with GMC on the design and manufacturing of such an exceptional product. It feels right, it feels like it belongs,” said EarthCruiser CEO and Founder Lance Gillies.
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“Using our years of overlanding expertise, we have ensured nothing is out of place, unnecessary or wasted in this vehicle. This collaboration with the GMC team has provided the perfect opportunity to demonstrate the zero-tailpipe emission possibilities for overland and recreational vehicle travellers.
We have produced a comfortable, capable product, built to a high calibre of excellence – one that our customers can take pride in,” he said.
The EarthCruiser Upfit features both on-board solar and 12v lithium battery power, which is said to provide an estimated seven days of off-grid juice – and that includes running things like fridge/freezers. A seven-inch touchscreen system is included.
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When it comes to equipment, EarthCruiser has included a carefully selected range of appliances, a flat-pack toilet, an indoor and outdoor shower and an RV full-size bed. In addition, the EarthCruiser Upfit features an insulated tri-layered pop-up roof. Here’s a full list of equipment.
Specifications and features
Specifications
Height: 117 inches in “Camp Mode” with the roof up and 90 inches in “Drive Mode” with the roof down
Length: 217 inches
Sleeping capacity: 2
Exterior
Carbon fibre house construction
Four-season, tri-layered pop top
Outdoor shower
Exterior recovery gear storage
Exterior filtered water access
Lockable utility hook-ups
Exterior keypad for lighting and system control
Exterior scene lights
Integrated rooftop solar
13.5-gallon freshwater capacity
7-gallon grey tank
Interior
80 inches of standing headroom at the entry, 76 inches on the step in the hallway and 35 inches in the bed area
Sink
Induction cooktop
RV full bed
Underbed storage
Interior filtered and unfiltered water
7-inch-diagonal touchscreen control
Refrigerator / freezer
Dimmable interior lighting
460Ah lithium 12V battery
1500W inverter
Integrated storage drawers and cabinets
On-board 12V water heater
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The GMC Hummer EV EarthCruiser Upfit will publically debut at the Overland Expo Mountain West in Colorado, USA, between August 25-27. It’s expected to be available to GMC Hummer EV pick-up owners in 2024.The press release explains that “the EarthCruiser Upfit is not covered by the GM New Vehicle Limited Warranty and GM is not responsible for independent-supplier alterations”.Closer to home, Melbourne’s Autogroup International has completed left- to right-hand drive conversions of the GMC Hummer. Head to www.american.com.au to see its range of American vehicles.
Here’s what a three-door 250 Series Toyota Prado could look like.
Although the Japanese giant hasn’t hinted at bringing back the three-door body style for the 2024 Prado, we reckon it would look mean as these speculative renders prove.
Between 2009 and 2013 Toyota sold a short-wheelbase three-door 150 Series in Australia, and every prior edition was offered in short-wheelbase form.
With its wheelbase cut and just two doors, this Prado imagination takes on a more purposeful, workmanlike look akin to the Land Rover Defender 90 or the Suzuki Jimny.
Maneuverability, weight, and rock-crawling ability are improved by a shorter wheelbase. Breakover angle and ground clearance are improved and a small car is much easier to turn around in a narrow lane. With less weight, it means improved fuel efficiency and you can get away with smaller engines.
It ain’t perfect, though. The shorter wheelbase makes for a twitchier drive on the road which is no good for towing, it also harms ride quality at speed and cuts cabin space.
Typically, smaller versions of full-size off-roaders are used as farm runabouts or commercial vehicles. Lately, they’ve become somewhat of a fashion statement but hardcore off-roaders also love them. The Jeep Wrangler three-door is the perfect example.
Make sure to watch how Theo’s renders come to life above, and let us know below if you think Toyota should make the three-door Prado a thing again!
