Stick around the land of 4x4s long enough and you’ll notice trends come and go. Retro graphics made way for matte paint jobs, but now they’re cool again.
Slide-on campers were replaced with swags and awnings, only to be replaced with decked-out canopies. Polished alloy wheels faded away for white and then black steelies, now we’re back to alloys again. But unlike flashing LED headlights and headboard-mounted subwoofers, some trends stand the test of time.
From the earliest days of hot-rodding, through to the pioneers of 4x4ing, long nights in the shed, ingenuity, and plenty of DIYing on the business end of a welder is something that has never gone out of fashion.
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The HiLux you’re looking at here is the perfect epitome of everything that hard graft can create.
A total build sheet that’d cost less than the price of some canopies but infinitely more capable, and absolutely timeless. “My mate bought it a few years back,” Haydn tells us.
“I was super keen on buying it off him if he ever went to sell it. It was super clean and tidy for its age. When he eventually advertised it, I jumped on it straight away and picked it up that arvy. He didn’t realise I was serious about purchasing it!”
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When Haydn picked it up with nearly 400,000km on the odometer it’d already had a handful of modifications made; a set of 33s, a 4-inch lift, and an uninspiring turbo setup. But Haydn had far bigger plans than that.
While the front live axle in a sea of rudimentary independent setups is something that’s made the LN106 platform legendary over the last 30 years, it’d be an understatement and a half to say it was more than a little flawed.
Poor articulation, woeful steering, and a track width far too narrow for any serious angles meant Haydn had some serious work to do on the tools to see out his vision.
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Stretch and lift
The first thing to go was the factory front leaf springs; in their place Haydn performed a mod known as RUF (rears up front).
The longer leaf springs from the rear were re-set in Haydn’s press and moved up front with a new heavy duty cross member known as a ‘dropped hanger’ providing a solid mounting point. A pair of longer ‘banana’ shackles were required to fit the longer leaves without fouling on the body mounts, and to help give the ’Lux a 50mm bump in ride height over stock and a 40mm longer wheelbase for a better approach angle.
Haydn fitted up a Rampt Customs chassis brace and a set of trick plate steel shock towers from TM Fabrication to allow the fitment of Superior Engineering shocks originally designed for a GU Patrol.
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One look at the factory HiLux steering made it abundantly clear serious upgrades would be needed and Haydn has more than delivered.
Sitting high above the leaf springs Haydn has fitted a set of Trail-Gear’s forged steering arms to the top of the knuckles with ARP studs holding them down. They’re linked together with a heavy duty drag link and tie rod with beefier 80 Series tie-rod ends.
An IFS steering box was fabricated into place with a steering shaft extension and this allows the live-axle to max out those 13.5-inch shocks without bump steer.
Eagle eyed readers may notice the front end looks a whole lot wider than any 30-year-old HiLux has the right to.
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The secret sauce is the IFS hubs Haydn fitted up to the live-axle spindles; paired with a set of spacers to bump the brake rotor back to its stock location it adds a huge 80mm of width to the front axle.
A set of stock-looking Aisin free-wheeling hubs send drive to the front wheels through chromoly hub gears, linking up to Trail-Gear chromoly CV joints. Haydn left no stone unturned with upgraded hub studs, Knuckle Felt Protectors, extended diff breathers and even upgraded oil seals spec’d up on the build sheet.
If your head isn’t spinning yet with the endless list of front-axle upgrades, wait’ll you see what’s been done down the back. A rear axle from an IFS N60 HiLux has been swapped in to match the track width increase up front.
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Haydn’s got it hanging in place off a set of mega-sized leaf springs from a US-spec 2008 Toyota Tundra with custom hangers up front and 200mm TM Fabrication shackles in the rear.
A second set of Patrol-spec Superior Engineering shocks have been fitted with the upper mounts canted inwards to allow for more shock travel without eating into the tray, while 80 Series bump stops reign in both front and rear axles, although more on that later…
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Power to the ground
Under the bonnet, the ever-reliable 2.8L four-cylinder-diesel is still chugging away, although Haydn has managed to screw slightly more power out of it.
Follow that eBay snorkel down through the K&N air filter and you’ll find a “budget friendly” CT20 turbo blowing directly into the inlet manifold; no intercooler needed. Haydn slung it off a secondhand exhaust manifold sourced from an imported Toyota Surf, and he had it surface machined before bolting it in place with an MLS gasket and high-tensile HD Automotive studs.
There’s a 3-inch turbo back exhaust shooting spent gases out through a simple hotdog style muffler. Haydn’s pushing around 18psi through the combination with driveability the goal over outright power.
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An upgraded 10-blade fan and tweaked fan clutch help the 2.8 stay cool in low-range crawling.
Sending that power rearwards, an Exedy heavy duty clutch in the factory five-speed cog-swapper links up with the legendary HiLux gear-driven transfer case. The factory 2.28 low range gear set has been swapped out for an oh-so-low 4.7:1 Trail-Gear Creeper reduction set, allowing Haydn maximum control and endless climbing power.
Out the rear, a 30mm longer one-off chromoly driveshaft links up to the 4.3:1 diff centre and ‘Lokka’ auto-locker combo. Up front, an 85mm longer shaft features a huge long-slip extension sending drive to a second Lokka in the front axle.
All up that combination not only gives Haydn insane articulation and uber control off-road, it also allows fitment of oversized 35×12.5R16 Nitto Trail Grapplers, a full six inches taller than the factory fitments. Haydn’s got them wrapped around a set of bona fide YiLi beadlocks allowing for good looks and low-pressures without breaking the bank.
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Keep it simple stupid
Moving onto the outside and Haydn’s continued that theme of budget friendly and bad-arse DIY to give the ’Lux its functional looks.
Up front, the same steel bar the HiLux came with still takes pride of place. If it ain’t broke don’t fix it, right? It’s now sporting a 12,000lb Kings Domin8r winch wired up with in-cab controls for quick deployment. Hiding underneath the winch a 22-inch LED light bar provides ample forward-facing light, while a set of Raybrig headlights and full suite of underbody lighting take care of on-road work and night-run fun.
Following along the flanks and a set of Outlaw Kustoms scrub bars tie the TJM bar into the Shires Fabrication rock sliders to protect the soft sheet metal, while underneath a Shires Fabrication high-clearance crossmember has had more than a few tickles by Haydn to make it suit his needs.
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Don’t expect any big brand names for the killer 2000mm long tray though, Haydn and his good mates Wayne, Luke and Kyle pieced it together out of nothing more than box tube and flat sheet, including the trick integrated scrub bars.
When it comes to touring mods Haydn has opted for the old KISS approach. A simple 120Ah slimline AGM battery powers the fridge he throws on the tray, a couple of space cases, and an Oricom UHF are about all he needs. Well, that and the endless patience of his wife Rach for all the hours in the shed.
At first glance Haydn’s LN106 may seem like any other old ’Lux in the lineup but it really is something special. It’s one of the first 4x4s we’ve seen in a long time where the creativity and hard work far outweigh the budget. Hopefully it inspires the next generation of 4x4ers to spend less time keeping up with the Jones’s and more time spinning spanners with mates.
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Smooth criminal
The concept of a bump stop is pretty simple. Stop one expensive metal thing hitting another expensive metal thing, normally with a piece of rubber.
No matter how good your rig is, eventually it’ll run out of suspension travel and something will hit something else. If the bump stop in between those two bits of metal is a solid chunk of hard rubber the result will be physically and literally jarring.
So how does fitting bump stops out of a heavier car help smooth things out?
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Toyota 80 Series bump stops run a unique Christmas tree like design.
A cone shape with relief cuts means that despite being initially very soft the more the bump stop is compressed, the harder it gets. Think of it like catching a cricket ball with your arm locked out to full extension, vs catching it and absorbing the energy with your arms.
The end result is what’s known as a ‘progressive’ bump stop, and for $40 a corner and a few custom mounts it’s a simple DIY way to make your 4×4 cop even the hardest hits like a smooth criminal.
As the world goes wild for the new-generation 2024 Toyota Prado, revealed last week, we’re currently ga-ga for the idea of a ute wearing the same retro looks.
Would you call it a Prado ute, or is it more of a (long overdue?) new Defender-like take on the iconic 70 Series, which was also given an overhaul last week to see it through 40 years.
Jump into the comments to share your thoughts, and catch our ongoing new Prado coverage at the links below.
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.
August 7: A compact Toyota ute based on… the Corolla Cross?
Following last week’s report, our digital artistry mate Theottle reminded us that he rendered a speculative Corolla Cross Ute back in 2021.
How do you think this would go as a rival to the Hyundai Santa Cruz and the Ford Maverick? It’s a more subtle look, perhaps even a little tame, but some buyers could be drawn to that…
August 4: Is Toyota planning a car-based ute to rival the Hyundai Santa Cruz and Ford Maverick?
At the reveal of its new Prado and 70 Series, Toyota was keen to discuss the future as it grapples with the need to reduce emissions – especially in Europe – and the insatiable demand for full-size off-roaders in a number of markets.
It’s a possibility for Toyota, though signs point to it being built exclusively at the Mississippi plant where Corolla is made for domestic consumption.
However, an all-new Corolla small car is due in 2025 (see our speculative rendering above), so the ute isn’t a short-term project.
Instead, sources suggest it won’t come to market until 2027, if at all. A turbo-diesel mill is unlikely; a petrol-electric hybrid or compact turbo-petrol engine is more plausible.
Toyota’s Australian division had a knack for turning up early when local manufacturing was still a thing.
Remember the TRD HiLux? A 225kW supercharged 4.0-litre V6-powered hyper ute that hit 100km/h from rest in 7.2 seconds and was similar in concept to today’s Ranger Raptor.
More relevant to this story is the X-Runner Concept (main picture). Revealed at the 2003 Melbourne motor show, the X-Runner was a pick-up based on the Avalon and Camry platform designed to compete with the then-popular Holden Commodore and Ford Falcon utes.
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Although not based on a Corolla, it does show prior interest in this type of vehicle locally. Speaking to brands including Hyundai, Kia, and Mitsubishi, suggests product planners are again open to discussing this kind of vehicle’s ability to resonate with Australian buyers.
Hyundai even has a pair of left-hand drive Santa Cruzes in Sydney, though we’ll reiterate that the Korean carmaker says there’s a slim-to-zero chance of right-hookers ever becoming available.
The rise of the HiLux and its one-tonne ladder-frame compatriots effectively killed the monocoque ute in Australia, but they’re on the rise again in the US as lifestyle vehicles after continued popularity in South America.
Have your say
Would you sacrifice towing capability and some off-road ability for a more fuel-efficient and comfortable ute?
Double black diamonds are a symbol recognised all over the world.
From extreme enduro trailbike riders to Olympic level downhill skiers, those two black diamonds at the start of the trail indicate this track ain’t like the others. It’ll push them to their limits. Beyond what most would consider achievable.
And offer ultimate bragging rights to all who conquer it.
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It’s no surprise that in the land of extreme off-road Jeeps, Aussie based Double Black Off Road (DBOR) has that same reputation for taking things to the next level.
What you’re looking at is one of the biggest and baddest Jeeps in the country. A ’21-plated Gladiator Rubicon with some insane modifications in places you’d never expect, and factory gear in places that’ll surprise you.
The perfect platform to show off not only how capable the Gladiator is from the factory, but how Double Black Off Road can bolt together an even better version.
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Under the skin
For Jeep-heads, what’s hiding under the skin here should be of no surprise.
To everyone else, following that Rugged Ridge AmFib Snorkel down through the guards leads to the same 209kW 3.6L V6 and eight-speed auto combo found in all current Aussie-market Jeeps. From here, the Rubicon badge kicks things down a gear.
The ‘Rock-Trac’ 4×4 systems sports an epic 77.2:1 crawl ratio thanks to lower 4:1 gears in the transfer case; the base model Jeeps make do with a paltry 2.72:1.
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Power is sent front and back through DBOR-tweaked driveshafts to heavy-duty Dana M210 and M220 axles, a serious upgrade over the M186 and M200 axles found in non-Rubicon models.
In true Rubicon fashion, both front and rear diffs have 4.1:1 diff centres wrapped around factory lockers, providing serious crawl control compared to the 3.45:1 and open diff combo in the lower tiers. But that’s about where stock ends…
Where you’d normally find coil springs front and rear, DBOR has fitted up a full AccuAir air-ride system with an air bellow on each corner.
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Paired up with a suite of JRi shocks, the infinitely variable spring rate air springs means the ride is always smooth as butter.
Height sensors on each corner link up with a full on-board air system allowing the Jeep to be dumped into the weeds for easy loading, jacked up five inches above stock to clear obstacles on the trail, self-levelled for uneven campsites, and lifted up to four inches when hitting the blacktop at the end of the trails.
Paired up with a suite of JRi shocks, the infinitely variable spring rate air springs means the ride is always smooth as butter. An 18L air tank and Viair 485C compressor combination serve double duties for feeding the air suspension as well as for tyre inflation and air tools on the trail.
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Big hoops
To make the most of the newfound articulation and ground clearance, DBOR has binned the factory 32-inch tyres and opted for a set of hyper aggressive Yokohama Geolander X MTs in a far more suitable 34.4-inch (315/70R17) size.
They’re held firmly in place by one of the most unique wheel designs we’ve seen in years; dubbed ‘InnerLock’, the Icon Rebound Pros fitted to the Jeep have a trick feature where 16 o-ring sealed bolts run in through the outer face of the rim, pinning the tyre’s bead to the rim without the clunky and questionably legal design of a traditional beadlock wheel.
To keep the chunkier wheel and tyre combo in the shade, DBOR has swapped out the factory wheel arch flares on all four corners for MP Concepts High Clearance Fender Flares.
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With an OEM look, they ride a full two-inches higher than stock allowing for big tyres and bigger flex without scrubbing.
DBOR two-inch Fender Extensions help cover the increase in track width, and MP Concepts sequential turn signals give the Gladiator a sleek look.
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Hardware
Moving up front and the Gladiator cops an unholy union of Aussie and US parts that just seem to work perfectly together.
Ironman 4×4’s Aussie designed and engineered sleek, low-profile Raid bar takes pride of place, housing a Smittybilt 10k winch that comes to the rescue when the DBOR team finds 79s on tracks they don’t belong on.
The front-end is where we’d normally talk about driving lights too, but the Gladiator’s forward vision comes from inside the cab. Yep, hiding in behind the windshield is a monster 50-inch LED light bar from Quadratec, with a solid seal against the windscreen, the full 10,200 Lumens firing forward with a variety of beam patterns and colours all without the annoying whistle of an externally mounted light bar.
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Moving back along the roofline and DBOR has worked more aftermarket magic with a Sunrider setup from Bestop.
Replacing the bulky fibreglass Freedom panels above the driver and passenger, the Sunrider lets the crew quickly and easily open up the top for summer wheeling without needing to stow half a roof on the back seat.
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Out back
Out the back DBOR has left no stone unturned, slicing and dicing not only the factory tub with a quarter chop, but modifying the Smittybilt XRC Gen2 rear bar to sit two inches higher and tighter for a more aggressive departure angle.
Opening that big Jeep tailgate reveals one of the most unique storage systems on the market today (seeing a theme here?).
Pieced together by US-based Decked, the HDPE setup is rated to a full 900kg payload on the platform thanks to a galvanized steel subframe, while the twin full length drawers themselves boast full weatherproofing, making them the perfect place to stash recovery kit and any miscellaneous camp goodies.
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Up above the drawers a Fishbone Offroad Half Tackle Rack boosts the storage options with an ARB Esperance rooftop tent taking full advantage of the newfound real estate.
The rack also plays host to a set of Maxtrax, and an additional 15-litres of fuel storage in an oh-so-hot-right-now Rotopax storage solution.
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Tech head
Tech nerds rejoice too; there’s no shortage of 12V goodies to catch your attention.
Sure, there are the usual suspects like an XRS UHF from GME (sheesh that’s a lot of acronyms!) and LED camp lighting from Rugged Ridge and Oracle Lighting pointing in every direction, but a trick bit of kit known as a Tazer JL Mini from Z Automotive takes things up a notch; it allows calibration for different tyre sizes, gear ratios, lighting patterns, winch modes for higher RPMs, line locks, and even custom pin codes for a sneaky immobiliser.
We’ll be honest, it’s almost getting exhausting rattling off all the weird and wonderful modifications Double Black Off Road has managed to make to this Gladiator without actually changing any major components.
It’s a testament to not only the Jeep platform right out of the box, but the ingenuity of the aftermarket companies to really deliver what four-wheel drivers need out on the trail. Now if only we can work out how to get the boss to sign off on a line locker in the 4X4 Australia fleet.
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Old dog, old tricks
When Jeep announced the Gladiator platform a few years back the internet went wild.
The off-road ability of a solid axle coil-sprung Jeep mixed with the versatility of an Aussie-style dual-cab ute. On paper, it’s almost the perfect combination. But it wasn’t Jeep’s first foray into the ute market, far from it in fact.
Way back in the 1940s when civilian Jeeps first became widely available, the then manufacturer Willys-Overland brought to market a bulkier single cab ute version known as the Jeep Truck. The Jeep Truck offered serious off-road ability and practicality for a good 20 years before being superseded by none other than the Jeep Gladiator in 1963.
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Based on the full-size Jeep Wagoneer platform, the Gladiator was available in a host of different configurations including long-wheelbase camper setups and even dual-rear-wheel versions with big 401ci V8s under the bonnet.
Throughout this period Jeep experimented with many short-lived ute models, from the kooky forward-control FC models to the stylish Jeepster Commando line-up and many other obscure options in between, before finally finding reasonable success with the XJ Cherokee-based Comanche.
Jeep unveiled a JK-styled ute concept back in 2005 and teased the market for another 15 years with various concepts and factory-backed ute conversion kits before reviving the Gladiator name again nearly 50 years after it was retired, although this time sporting four doors, a lesson Jeep learned with the uber-popular JK Unlimited Wrangler.
Catch-cans. Can of worms more like it. Car-makers don’t like them, some mechanics don’t understand them and four-wheel-drive owners who have them fitted, tend to love them.
So what’s the reality? Do you need one? Will it wreck your engine? Will it void your warranty? Will it save the day, or even the planet?
Let’s break it down as it happened.
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How did the catch-can come about?
The catch-can was initially developed for stationary diesels and the trucking industry.
As recreational four-wheel-drives have become ever more reliant on common-rail diesel technology, so has the catch-can debate become a hot-button topic.
What’s the problem, anyway?
To answer that, you need to understand what’s happening inside the modern turbo-diesel engine.
Essentially, pollution laws around the world (including here) have meant that a certain percentage of the engine’s exhaust has to be directed back into the combustion chambers so the engine can have a second crack at burning it and reducing tailpipe nasties.
Since the engine is now eating its own exhaust fumes, there’s a percentage of diesel soot that also gets ingested as part of that process.
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At the same time, the emissions laws also state that crankcase pressure – a natural part of having pistons pumping up and down in their cylinders – is no longer allowed to be vented to the atmosphere.
So the engine is required to swallow those fumes as well. The vapours present in the crankcase fumes contain a lot of oil mist and, guess what, those oily crankcase fumes and the sooty, black exhaust gas that is being recirculated mix together and form a horrible black gunk that gradually sticks to the engine’s inlet tract and can eventually cause the air intake system to become more or less totally blocked.
Think of it like black cholesterol. At which point your engine loses efficiency and performance.
Even disregarding the soot issue for a moment, the oil-mist fumes from the crankcase also pass over the intercooler on the way to the engine and that eventually puts an oily film on the intercooler’s internal surfaces, reducing its efficiency as well.
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How does a catch-can fix that?
It’s beautifully simple, actually; the catch-can acts as a filter between the crankcase and the inlet tract and intercooler.
In a way, the name catch-can is a bit misleading because it sounds like a device to catch drips, not a filter, but a form of filtration is its real job.
The filter medium is a pretty high-tech material that essentially contacts the oil mist and – for want of a better word – condenses it to droplets. Gravity does the rest, causing the droplets to fall into the bottom of the can (hence catch-can) where they’re trapped.
With the oil mist out of the equation, the crankcase fumes can now be directed through the inlet tract (as the law dictates) without its oil content and without the chance to clag up the intercooler or start producing Satan’s Vegemite in the inlet manifold.
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And if I don’t have a catch-can?
Then you can be pretty certain that over time, a modern common-rail turbo-diesel will begin the process of clogging its inlet tracts with the dreaded black stuff.
And once the build-up reaches a certain stage, you’ll start to notice the engine losing efficiency. As in, burning more fuel and making less power. Sub optimal, for sure.
The fix is to disassemble the entire intake system and hand or chemically clean the gunk from the air passages. It’s a dirty, thankless task and it can consume plenty of workshop hours, so it’s not a cheap procedure.
And the moment it’s put back together and run without a catch-can, the whole process begins again. Oh, and in reality, even once you’ve forked out for the repairs, you’re really only back to square one in terms of how the car should perform.
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So why don’t car-makers like catch-cans?
This one is a bit harder to answer, but the reality is that, depending on the manufacturer, you’ll be threatened with having your factory warranty torn up if you fit a catch-can.
Again, though, it’s far from that simple. See, unless an engine failure can be traced back to a problem caused by the catch-can system, then it becomes a bit of a grey area over whose responsibility the failure becomes. Think of it as if you’d fitted a bullbar to your vehicle.
Now, if the car throws a con-rod into the mulga, that’s not going to be the fault of the bullbar, right? But if the suspension fails under the extra mass of the aftermarket bar and winch, then maybe you’ve got a warranty problem.
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So why would a manufacturer have a problem with a device like a catch-can that is likely to reduce warranty claims, not increase them?
According to Brent Hutchinson, general manager of the Don Kyatt Group (which markets the Flashlube branded catch-can kits) the reality is more likely to be that manufacturers don’t like poor quality catch-cans. But since there’s so much misinformation about, the OEMs have mentally written them all off.
And there’s some sense in that, because a poor catch-can set-up will not only allow the same oil mist to run riot through your engine (through a poor filtering medium) if things like the pressure relief valve aren’t quality items, the set-up can allow damaging pressure to build up in the crankcase, at which point you’re looking at a whole new raft of problems.
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Ben Heselev who runs the Melbourne-based Ultimate Off Road Centre in Ferntree Gully and who fits plenty of catch-cans to his customers’ rigs, agrees that a poor catch-can or an incorrectly installed one can cause huge problems.
“Hook it up wrong, and you can blow the rocker cover off the engine,” he says. Again, once this sort of stuff happens a few times, car makers start to lump all catch-cans into the too-hard basket.
“There are some bad ones out there,” agrees Brent Hutchinson. “Some of them don’t do much at all, some have poor filtration. There are a whole bunch of things that can go (damagingly) wrong with a cheapie,” he says. “In fact, (turbocharger manufacturer) Garrett agrees with the fitment of a catch-can system, provided it’s a good one. That tells you a lot.”
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“Just be sure to spend the money, and get a good one.”
“As for Toyota and other car makers threatening warranty issues… the conversation is up to you. Do you want to protect your engine or do you wanna play by their rules and lose performance and efficiency. Think about it like this: You’re unlikely to have a warranty claim in the first few years anyway, right? So why not play the long game and base your decision on owning the vehicle for many years after the warranty has expired. Now, how risky does a catch-can system look?”
“Just be sure to spend the money, and get a good one.”
And what is a good one? Ben Heselev says the features to look out for include a separate filter unit and a built-in pressure-relief valve. “Make sure the kit you buy has a separate filter element (that can be changed easily). Some of them only have a lump of what looks like steel wool. That’s not a proper filter element, and those ones rely on a change of temperature to work, rather than a proper filter medium.”
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So how much money are we talking?
Compared with the cost of manually cleaning out an engine’s intake system, the $450 or so that a quality catch-can system costs is peanuts.
And in the case of the Flashlube product, that will include everything down to moulded hoses for a perfect fit and even the smallest clips.
There are about 40 different kits to suit particular makes and models with the emphasis on keeping an OE appearance under the bonnet. Fitting should take the average mechanic somewhere between 15 and 30 minutes.
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Ben Heselev is on exactly the same page here, and says that between $400 and $500 is where you need to be.
“Below that and you’re probably wasting your time,” he reckons.
Once the kit is fitted, it should be more or less set and forget. That said, the filter will need to be changed every 20,000km and any oil inside drained out and disposed of correctly. But, again, as an alternative to acid-bathing the entire intake system to clean it, this doesn’t seem so bad.
If something’s worth doing, it’s worth doing properly. Yep, it’s an old adage, but in the case of this uber-tough GU Patrol ute, that well-worn saying sure does bear true.
When Jarrod Francis, a boilermaker by trade, first bought this ute back in 2015, his plans were relatively straightforward: build up what was then a near-stock Patrol for touring purposes, to allow himself and his partner to explore anywhere in Oz. That’s it.
Well, that was it, but after attending a few off-road comps, the plan began changing, and Jarrod decided to venture down a more challenging path…
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All the reasons why
Previously, Jarrod had owned a 1999 Toyota HiLux Extra Cab, so he was already a fan of what a 4×4 ute offers off-road travellers.
So, when it came time to look for another vehicle as a base for touring, a ute was foremost in his mind – and one that was robust and easy to work on (he intended to do a lot of work himself, through his business, JF Customs).
To that end, there are few off-road vehicles with as worthy a reputation for toughness as the Nissan GU Patrol and its near-bombproof TD42T 4.2-litre six-cylinder turbo-diesel donk. When this example (with five-speed manual gearbox) popped up for sale, back in 2015, it was, as Jarrod says, “a good, solid foundation to start off modifying and exploring with family and friends, with the intention to set it up as a tourer.”
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As well as that reliable engine, he was also a big fan of the Patrol’s front and rear live axles, and the ease of access to spare parts for Nissan Patrols.
When it first lobbed in Jarrod’s garage, the Patrol had minimal add-ons, with aluminium side-steps, electric brakes and a set of airbags accompanying the rear leaf springs, while the engine had relatively low kilometres on it, for its age. In other words, a nice base for a tourer – a role it performed with aplomb.
Then, about 18 months later, things changed, with Jarrod looking to go all out, building a vehicle that not only retained its touring capabilities, but could also tackle the most difficult terrain if and when required. And for that capability, he had a unique approach in mind…
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Playing the long game
To start with, Jarrod was quite happy with the Patrol’s leaf-spring rear-end; as a touring rig, it’d be expected to lug plenty of camping gear, but after a couple of years, Jarrod was looking for a lot more wheel travel as his off-road explorations took him into ever more difficult terrain.
He was also keen to fit much larger tyres (check out those 37s for serious rubber!) for the more serious rock-crawling duties the Patrol may encounter.
Enter a coil-spring conversion, with a four-inch lift, that features a PSR Hybrid Long Arm setup at the front and Superior Engineering (SE) Long Arm kit at the back, accompanied by SE sway bars front and rear, adjustable uppers and Panhard (rear), along with plenty more goodies, all working in conjunction with trick Fox Factory 2.0 adjustable remote-reservoir dampers.
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And yes, before you ask, Jarrod modified the chassis and then fitted the new suspension by himself.
“I hooked in over three days of an Easter weekend and chopped all the leaf springs out and went straight from leaf springs to the Superior Engineering long arms,” he recounts. “I then got my hands on a set of the PSR long arms for the front.”
A couple of years later Jarrod added an X-Link up front for even more travel, while he deemed the remote-res Fox shocks to be the perfect choice for damping duties and, since fitment, he’s been very happy with them – and the setup’s overall performance.
“It’s phenomenal. Chalk and cheese.” Jarrod reckons. “It completely changed the drivability of the vehicle; from forever picking wheels up – you’d slightly go on a bit of a rutted-out section, it’d pick a wheel up – whereas now, it hardly ever picks a wheel up. It’s a bit of a point and shoot rig, really.”
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The personal touch
Looking at the Patrol, whether from above or when crawling underneath, it’s hard not to be impressed by the sheer amount of protective bar-work fitted to it.
Again, this fully custom setup (including the rear tray – more on that later) is all Jarrod’s handiwork; being very handy on the tools means he could build exactly the system he wanted for optimum protection of his own vehicle’s unique features, plus be able to house the two winches (a Warn 10,000lb up front and a Runva 11XP at the rear).
It was a big job but one that Jarrod was determined to get exactly right, no matter how long it took.
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“It was sort of just a case of not so much trial and error, but build one part, go out, drive for a while, get a feel for it.” he says.
“If I needed to modify something or add something, put an extra piece in or redesign the whole structure, I could do that. It was sort of piece by piece, so to speak.”
This same go-for-it attitude was used in the design of the Patrol’s steel rear tray – the vehicle’s third, following on from the one it came with at purchase, plus a cheap ‘inbetweener’ to use while Jarrod figured out the final design for the Patrol’s cargo-carrying area.
Reflecting his aims of maximum versatility for the vehicle (and retaining some fuel economy), Jarrod applied a ‘modular’ ideal to the tray design, knowing that he’d need something that was easy to ‘swap over’ from rock-crawling duties to touring time (for which he swaps over from those beefy 37s to smaller 33-inch rubber), hence the notable amount of empty space (barring the fridge box).
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“Because I do a lot of serious four-wheel driving, and a lot of the places I go to are hours away, I put the 37s on the back and I can put my spare 33 up against the headboard as well,” he explains. “If I’m running just the bare tray, it sort of gives me quite a bit of space with just the fridge box on there.
“But then, if I’m doing a lot of touring, I’ll just leave the 33s on, put the spare tire on the back end of the rooftop frame, and then I’ve got plenty of storage under there for just space crates and jerry cans and other little bits and pieces.”
Yep, it’s clever, common-sense stuff. Speaking of which, that same level-headed approach has been applied to the Patrol’s interior, with only minor mods done and all with a practical purpose. Indeed, besides the impressive Kenwood stereo system, Jarrod has kept mods to a minimum, with just additional gauges to monitor the Patrol’s drivetrain, along with the fitment of a GME UHF radio.
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Power up
Jarrod’s focus on the engine revolved around it producing a bit more grunt, without affecting driveability – or reliability.
This led him to the team at Diesel Pump Caboolture, who added a 12mm mechanical fuel pump, Performance 4×4 18G 60mm ported rear housing and a Radius Fabrications high-mount manifold. It was here that Jarrod utilised his boilermaker skills, under his JF Customs business banner, fabricating a front inlet manifold and a top-mount intercooler.
The drivetrain has also copped a set of Marks 4WD Adaptors reduction gears, a modified tailshaft, a seamless four-inch Fabulous Fabrications snorkel and – again, thanks to Jarrod’s metallurgical magic – a four-inch stainless exhaust, which involved a slight tussle to fit.
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“It was quite a mission,” Jarrod laughs. “Because I originally started off with a 3.5-inch system, and then had a bit of stainless laying around at home, I thought I might bump it up and do a four-inch [to] see if it changes the note.
“Probably the trickiest part was trying to do the dump pipe, because it had to be all the little segments like a lobster back to get a nice, tight radius, but then also sort of kick around a bit to clear all the chassis and the side of the motor. It was quite involved.”
Power of a different kind – electrical – is well thought-out in this crawler/tourer rig, too. Yet again, Jarrod’s keenness to just muck-in has seen him fabricate the aluminium roof rack to mount the LED lightbars and to house the 140W solar panels that, in turn, feed into a 40-amp Redarc DC-DC charger that sends power to two auxiliary batteries under the rear tray.
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Pride and no prejudice
The end-result that is this Patrol is a huge credit to Jarrod’s hands-on attitude and also his patience; by doing the work himself he has saved literally thousands of dollars, but he reckons the full build would add up, conservatively, to well over 2000 hours.
By not rushing in, he’s been able to think about what he really wanted from the vehicle, then planned it out meticulously, and made it happen.
Jarrod’s innovative thinking and hard work have not gone unnoticed either; a number of people have contacted him for their own 4×4 projects after seeing the Patrol – it is, after all, a very impressive showcase for his skills and knowledge – and he’s busier than ever as a result.
In short, for those wondering what a bit of planning and patience can do in regard to building a custom 4×4, this tough Patrol does an awesome job of providing an answer.
The 2023 Isuzu MU-X LS-T is the top-of-the-line variant in the MU-X range, offering a blend of off-road capability and on-road comfort. With a robust and well-respected 3.0L turbo-diesel engine and a host of luxury features, it’s an off-roading SUV that’s sure to impress.
Pricing and Features
Priced at $67,400 for the 4×4 configuration and $61,400 for the 4×2 (both before on-road costs), each version of the MUX LS-T comes with a six-speed automatic transmission. Isuzu has a current offer of $65,990 drive-away for their 4×4 option with no expiration date announced at the time of writing.
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The 3.0-litre engine churns out 140kW of power and 450Nm of torque. Standard features include a 9.0-inch infotainment system and LED daytime running lights, while LS-T luxury perks include 20-inch alloys, leather-accented seats, in-built satellite navigation and a premium eight-speaker sound system.
An extra two colour options are also added over the LS-M grade at a $650 premium.
Safety
Awarded a five-star ANCAP rating in 2022, the MU-X LS-T comes with a comprehensive suite of safety features including eight airbags, forward collision warning, lane-keep assistance, lane departure warning and rear cross-traffic alert.
Key Rivals
Alongside the Isuzu MU-X LS-T are key rivals with higher-spec options including:
If you’re seeking a large SUV that offers comfortable highway driving alongside tried and tested off-road capability then the MUX LS-T is sure to tick a lot of boxes. The range of creature comforts in the LS-T will create that extra bit of luxury in your daily commute or four-wheel-driving adventure.
TAG has just released a 4×4 Recovery Towbar to suit the Triton Styleside ute for models 05/2015+.
This includes two WLL 4000kg load-rated recovery points integrated into the three-piece-design side arms. The bevelled edges of the recovery points are designed to suit soft shackles.
TAG has been designing and manufacturing towbars in Australia for more than 40 years, so it knows a thing or two about producing towbars that meet the stringent standards of ADR62/01.
Designed and manufactured in Brisbane to suit the 3100kg tow rating and 310kg tow ball weight of the Triton, the towbar includes a 65mm x 65mm extreme duty reinforced crossbar for added strength.
An improved departure angle is achieved with the flush chassis-mounted profile, ensuring you won’t need to worry about dragging the rear of the Triton when tackling gnarly off-road tracks.
The 4×4 Recovery Towbar includes dual trailer and Anderson plug mounts, and it’s finished with a highly durable Duratech black powdercoat.
The 50mm square hitch receiver is rated Class 4, and TAG will throw in the extreme duty hitch rated at 3500kg, a shiny zinc tow ball, pin and clip, and d-shackles.
TAG tells us installation should only take 40 minutes, but I’m sure DIYers might take longer than that.
You can expect to pay $1195 directly from TAG, but that doesn’t include shipping or installation.
Since it arrived in 2021, the LandCruiser 300 has been a highly regarded and sought-after vehicle.
This full-size four-wheel drive delivers exceptional performance in various areas: impressive off-road capabilities, confident towing capacity, ample space for the entire family, and enjoyable on-road handling.
With a wide range of models available, it caters to a diverse group of buyers looking for large family hauling ability, towing capacity and four-wheel drive capability.
Models range from the basic GX with its practical vinyl flooring and cloth seats to the stylish GR Sport, designed for enhanced off-road prowess.
What body styles are available for the Toyota LandCruiser 300 series?
The Toyota LandCruiser 300 is available only as a five-door 4WD wagon with one powertrain shared across all models, the 3.3-litre turbo-diesel V6 with 10-speed automatic transmission and dual-range full-time four-wheel-drive system.
Of the six LC300 variants, three are five-seaters and three are seven-seaters.
What features are standard in every Toyota LandCruiser 300 series?
The features listed below are standard in the entry-level model and will appear in higher-grade models, unless replaced by more premium equivalent features.
2023 Toyota LandCruiser 300 standard features
Colour 9-inch touchscreen, and auxiliary socket and one USB input socket.
Rain-sensing windscreen wipers.
Bluetooth connectivity for phone calls and audio streaming, and Android Auto/Apple CarPlay, which lets you display smartphone apps on the touchscreen and control them from there (or by voice).
Power-adjusted side mirrors.
A 4.2-inch digital dashboard multi-information display.
Shark fin antenna.
Toyota Connected Services free 3-year subscription, giving access to stolen vehicle tracking, automatic collision notification, SOS emergency call and myToyota Connect app.
A snorkel, to ensure water does not get into the engine when crossing water.
Reversing camera.
Active safety features including autonomous emergency braking, forward collision warning, lane-keeping assist.
Sound system with at least six speakers.
Controls on the steering wheel for operating the cruise control, the sound system and Bluetooth.
Dual-zone climate control.
An automatic transmission.
Active cruise control.
A 3500kg maximum (braked) towing capacity, with350kg maximum towball download.
Smart Keyless entry and start that doesn’t require you remove your keyfob from your pocket or bag.
A trip computer that presents fuel use and distance information.
An electric park brake switch frees up space on the centre console.
Steel 17-inch wheels, and a full-size steel spare wheel.
One-touch power windows (all doors).
Hill-assist control, which operates the brakes automatically to make take-offs on hills easier.
Vinyl flooring.
Downhill brake control, which can regulate speed automatically on steep downslopes when driving off-road.
LED daytime running lights.
Ten airbags: two directly in front of the driver and front passenger; one alongside each front occupant to protect the upper body; and a curtain airbag on each side protecting the heads of front and rear occupants.
Headlights that switch on automatically when itu2019s getting dark and turn on and off high beam automatically.
Electronic stability control, which can help the driver to control a skidding car. All new cars must have this feature.
The LandCruiser GX is the least-expensive model and is the only one to come standard with signature ‘working’ 4WD wagon equipment such as vinyl flooring, cloth seats, steel wheels and a snorkel.
It really lacks the technology and luxury of upper-spec models. The dash layout is similar across the LC300 range, but you do notice more hard plastics and fewer features in the stripped-back GX model.
But due to the GX’s lower kerb weight, payload capacity is the highest in the LC300 range, with 785kg to play with.
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The GX shares its twin-turbo V6 engine, 10-speed auto and full-time 4WD mechanicals with the rest of the LandCruiser 300 range.
More popular with private buyers is the next model grade, the GXL which is nearly $12,000 more expensive.
At least you get carpet (but lose the snorkel) as well as seven seats across three rows (with side curtain airbags that extend to the third row), blind-spot monitoring and rear cross-traffic alert.
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The LandCruiser GXL also brings:
2023 Toyota LandCruiser 300 GXL features
Wireless phone charging.
Variable intermittent windscreen wipers.
Five USB charging ports.
Front fog lights.
Multi-Terrain Select, to adjust various traction systems, both in low- and high-range.
Roof rails.
Parking sensors, front and rear.
Aluminium side steps.
Back guide monitor, which overlays predictive lines on the rear parking camera screen when reversing.
Rear privacy glass.
Auto-dimming and tilting heated door mirrors.
Bigger 18-inch alloy wheels.
Paying more again for a LandCruiser VX gets you those features plus:
2023 Toyota LandCruiser 300 VX features
A 12.3-inch colour touchscreen display.
Tilt and slide sunroof.
Embedded satellite naviagation.
Multi-terrain monitor, with panoramic view monitor.
A 7-inch digital dashboard multi-information display.
u2018Premiumu2019 18-inch alloy wheels.
Psuedo-leather accents on all seats.
Projector Bi-LED headlights with auto levelling and headlight washers.
Heated/ventilated driveru2019s and front passengeru2019s seat.
LED front fog lights and turn signals.
8-way power-adjustable driveru2019s and front passengeru2019s seat.
Puddle lamps.
40:20:40 folding 2nd row seat.
Premium side steps.
Power-adjustable steering wheel.
Premium grille.
Smart Keyless entry and start that doesn’t require you remove your keyfob from your pocket or bag.
Chrome window mouldings.
4-zone climate control.
Powered tailgate that automatically opens if you wait behind it for a few seconds while carrying the smart key.
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The LandCruiser Sahara is next up on the model walk and brings more equipment including:
2023 Toyota LandCruiser 300 Sahara features
Leather-accented seats.
Head-up display.
Heated steering wheel.
Dual rear-seat entertainment.
Heated and ventilated 2nd row outer seats.
Chrome-accented exterior door mirrors and door handles.
Driveru02bcs seat memory u2013 3 memory settings.
Rear footwell illuminated entry lighting.
Power-fold third-row seats.
Centre console cool box.
Sequential turn signals u2013 front and rear.
Powered tailgate.
JBL 14-speaker audio system.
The LandCruiser GR Sport is next up in price and is the off-road performance model. Key differences over a Sahara include:
2023 Toyota LandCruiser 300 GR Sport features
Five-seat capacity.
Adaptive High Beam System.
3 USB charging ports.
Electronic-Kinetic Dynamic Suspension System.
No rear seat enertainment.
Front and rear differential locks.
Black 18-inch wheels.
Adaptive Variable Suspension.
Unique mesh grille, front and rear lower bumpers and black wheel arch mouldings.
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The luxury-focused LandCruiser Sahara ZX matches the GR Sport on price and adds these features over a Sahara:
2023 Toyota LandCruiser 300 Sahara ZX features
Five seater capacity only.
Unique carbon-look interior trim.
3 USB charging ports
Sequential turn signals u2013 front and rear.
Adaptive High Beam system
20-inch alloy wheels.
Adaptive Variable Suspension.
Unique lower exterior trim, side steps and wheel arch mouldings.
Every LandCruiser 300 offers what Toyota calls Toyota Safety Sense.
This includes autonomous emergency braking (AEB) with pedestrian and daytime cyclist detection, adaptive cruise control (all speed), speed sign recognition, automatic high beam and lane departure alert with brake-to-steer. It also has a reversing camera and, as part of its stability control suite, trailer sway control.
From GXL and up, blind-spot monitoring, rear cross-traffic alert and front and rear parking sensors are also standard.
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The LandCruiser 300 in VX trim and up also includes lane trace assist with steering wheel vibration.
Meanwhile, the LandCruiser GR Sport and Sahara ZX add adaptive high beam to their safety suites.
The Australasian New Car Assessment Program (ANCAP) rated the Toyota LandCruiser 300 at five stars for safety, its maximum, in January 2022.
How comfortable and practical is the Toyota LandCruiser 300 series?
Inside the LandCruiser GX you are greeted with vinyl flooring and five cloth seats (no seven-seat option in the GX), both inclusions I’m a fan of in a four-wheel drive.
The dash layout is similar across the LC300 range, but you do notice more hard plastics and fewer features in the stripped-back GX model.
There is a distinct lack of USB points in the GX, which is a minor gripe but an important one, with only one USB-A and one USB-C in the front. There are no USB points in the rear, but there is a 12V plug – I would recommend buying a simple adaptor to convert that to USB.
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There are six cup holders, 10 airbags, dual-zone automatic climate control and an electric park brake.
A basic and small infotainment unit is provided – as you’d expect in a base model – but the GX has a few tricks up its sleeve such as six speakers (which sound pretty good), Bluetooth compatibility, voice recognition, and Apple CarPlay and Android Auto compatibility.
However, at the back of the GX you’ll notice a one-piece lift-up rear tailgate, which isn’t a great idea.
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By design, it sits very low when opened.
I complained about this with the new Isuzu MU-X, but the 300 Series is worse – you will hit your head on it if you aren’t careful. I definitely miss the split tailgate found on previous LandCruisers, a practical place to make a sandwich or to sit on and watch the world go by.
The seats are basic but comfortable enough for long stints behind the wheel, and there’s plenty of headroom for taller drivers.
How much boot space does the Toyota LandCruiser 300 series offer?
The big ‘Cruiser is very good at carrying a mountain of luggage, thanks to 1131 litres of cargo space in the five-seat models, which is 126L more than the seven-seaters offer with their third rows folded.
Although now a one-piece tailgate, it does reveal a large opening, which makes it easy to load bulky items. There are four tie-down points here and a 220V, 100A power outlet, but no 12V socket.
Not as a sporting proposition, no. But as a long-distance tourer capable of devouring the harsh Aussie environment, this vehicle is one of the best you can buy.
The LC300 rides on Toyota’s new TNGA chassis which it shares with the Tundra pickup truck in the USA that was launched around the same time as this new ‘Cruiser. It’s still a body-on-frame design but now employs more high-strength steel in key areas to improve stiffness, while using aluminium in some suspension components to reduce weight.
Suspension is a double wishbone, coil sprung independent setup at the front and live rear axle at the back, located by multi-links and riding on coils.
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The GX’s coil-sprung suspension performs brilliantly, with a firm yet progressive feel. Steering is also nicely weighted and direct for such a large wagon – full points there.
Meanwhile, the GR Sport and Sahara ZX get adaptive dampers that enable you to select Comfort, Sport or Sport+ settings to suit your driving preference and style.
The GR Sport’s E-KDSS system works on the front and rear sway bars to lighten the tension on them when driving at low speeds off road, and tighten them up for firmer body control at higher speeds on road.
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It is a further development of the old KDSS to now automatically disconnect the sway bars when required off-road to give the most axle articulation.
All that kit delivers a ride and handling characteristic that is still instantly recognisable as LandCruiser. It’s soft and supple, soaking up road bumps, and pitches and wallows when pushed hard. Even in Sport and Sport+ mode, the handling is still soft. Then again, the LandCruiser has no sports car pretensions.
It’s a vehicle that’s designed to soak up anything the road can dish up to it while covering hundreds of kilometres per day. And it does that very well.
Which Toyota LandCruiser 300 series engine uses the least fuel?
The 3.3-litre V6 turbo-diesel engine fitted to all LC300s uses a claimed 8.9 litres/100km on the official test (city and country combined).
Fuel capacity is down compared to the 200 Series LandCruiser, with 110 litres split between 80L main and 30L sub tanks. Toyota says this is due to the more efficient V6 used in the LC300, and it’s also a quick and easy way to shave overall weight off the vehicle.
By our calculations, you’d be getting just shy of 1000km before both tanks are bone dry, which is respectable.
Paired with a 10-speed automatic transmission and all-wheel-drive traction, the V6 is a stout performer. It pulls well through the rev range and feels particularly peppy in the mid-range. Low-down torque is tractor-like when crawling off-road, and it even sounds good when being pushed.
What is the Toyota LandCruiser 300’s towing capacity?
The Toyota LandCruiser 300 series has a braked towing capacity of 3500kg, with a tow ball download rating of 350kg.
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How long is the warranty and what are the Toyota LandCruiser 300’s servicing costs?
The Toyota LandCruiser has a five-year/unlimited-kilometre warranty, but it can be extended by a further two years for the powertrain.
Called the Toyota Warranty Advantage Extended Engine and Driveline coverage, this warranty is for seven years from delivery, provided the vehicle is properly serviced and maintained.
The LandCruiser 300 series requires servicing every six months or 10,000km, whichever comes first. Toyota’s capped-price servicing offer is $400 per interval, meaning you’ll pay $4000 for scheduled servicing over five years.
Which version of the Toyota LandCruiser 300 series does Wheels recommend?
This is hard to answer as the LandCruiser 300 has become a lot more expensive than its long-time competitor, the (now ageing) Nissan Patrol.
Like the Land Rover Discovery, the LandCruiser has gone upmarket, with no change from $100,000 once on-road costs are added for even the most-affordable GX model.
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While the simplicity of the GX has a certain appeal as a supremely capable work vehicle or off-roader – if the company is paying – it is hard to see where the money has gone if you’re a private buyer.
So if you’re going to dip into the piggy bank for more than six figures, you may as well go for the GXL, at $106,101 (plus on-road costs). For a family wagon that doubles as the holiday outback tourer (and/or heavy-duty tow vehicle), this seven-seat model has real appeal.
It might never stop feeling strange to look at a Toyota, any Toyota, and think “that’s a good looking car” – but here we are. The Japanese giant is turning out winner after winner.
In fact, you like it even more than you like the Lexus GX. Folks seemed to love the Lexus GX when it was revealed in June – strangely before the related Prado, as if to cement the notion that Lexuses aren’t just rebadged Toyotas.
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Regardless, it appears clear that while the GX looks compelling, the boxy styling through the profile (if not at the front, where it’s been sharpened to the Lexus look) is clearly more at home on the very retro-themed Prado.
Here’s a few select reader comments from our reveal story.
Loving it
Not so much…
Over on Instagram
We’ve also got a poll running on our Instagram page, asking which headlight design you prefer.
Australia is only getting the squared version – for now, at least, because you never know what’ll happen in the coming years – but we’re keen to know which 60 Series tribute you like better.
(You’ll need to be on mobile to vote, and the post may not display correctly below – this is an Instagram problem, not at our end!)
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.
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.
