UPDATE: Navara SL Warrior teased

Nissan has handed down a first glimpse of its upcoming 2023 Navara SL Warrior, developed together with Premcar.

The new photo shows the Warrior branding and bolt-on flares of the ute’s rear quarter, following in the tread of the existing PRO-4X Warrior.

Further details are still to come, however, and Nissan is saying only that pricing and details “will be revealed soon”.

The story to here: Navara SL Warrior and Patrol Warrior concept confirmed

The success of Nissan’s Navara PRO-4X Warrior has led to an expansion of the manufacturer’s relationship with Premcar, with a new variant confirmed today.

After Nissan and Melbourne-based Premcar announced soaring demand for the Navara PRO-4X Warrior last week, the pairing has decided to add another model to the mix – with the Navara SL becoming the next to get the Premcar treatment.

Based on the Navara’s entry-level variant, Nissan says the Navara SL Warrior by Premcar will allow buyers to access its off-road focused Warrior range at a more accessible price point, although retaining some of the PRO-4X’s aggressive styling cues.

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Nissan Australia’s managing director Adam Paterson said the relationship with Premcar could also include a more hardcore take of its Patrol SUV, allowing it to compete with the Toyota LandCruiser’s toughest variants.

“I’m thrilled to announce the expansion of the Warrior program, developed in collaboration with Premcar, which has proven immensely popular in Australia,” said Paterson.

“With the Navara SL Warrior by Premcar, a new and more accessible entry point will join the Warrior family, ensuring even more customers can experience the world’s toughest Navara for themselves.

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“The Nissan Patrol is also currently under study by Premcar to further broaden its capability, both on and off the road.

“Our collaboration with Premcar is guided by the development of vehicles that are perfectly suited to Australian customers and conditions.”

While the Patrol Warrior remains in the concept stage, Nissan says further details on the Navara SL Warrior will be revealed closer to its official launch.

The Toyota LandCruiser 300 Series has been in high demand since its launch last year, with Australian buyers facing massive wait times for the luxury off-roader.

A marked improvement over the outgoing 200 Series, the new LandCruiser has already proven popular in the modified 4×4 scene, with aftermarket manufacturers trying to offer the first or the best custom equipment for Toyota’s flagship SUV.

However, Queensland-based LandCruiser specialist Creative Conversions has taken it to the next level, unveiling what could be the first LC300 dual-cab conversion on the market.

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Shown here with a Norweld tray, the back of the LandCruiser has been hacked off to create the ultimate work ute, although Creative Conversions says it will offer three bodies, depending on whether the customer wants to tour, tow or work with the vehicle.

Wheelbase extensions vary between 700 millimetres and 800mm, allowing for trays anywhere between 1800mm and 2100mm long.

GVM upgrades are a part of the package, with the LC300’s stock figure of 3500 kilograms increased to 3800kg in its above guise with a 3500kg towing capacity.

Above this, the top-tier GVM upgrade increases the figure to 4495kg, while also offering two tow ratings of 3500kg and 4200kg respectively.

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Additional storage spaces have been created behind the rear door and the back axle, while the modifications made to the car now mean it’s classified as an NB1 commercial vehicle in the eyes of the transport department.

Creative Conversions say two vehicles have been completed, while another five are in the works – detailing the process on its Instagram page.

The LandCruiser 300 Series won this year’s 4×4 of the Year award for being the best wagon, praised for its new 3.3-litre V6 turbo-diesel engine and supreme ride quality in all conditions.

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Ultra Vision has always been at the cutting edge of the LED lighting world. Designed and made right here in Australia, Ultra Vision understands Aussie terrain better than anybody else and can react to local consumer needs quicker than the rest.

The team has been hard at work over the past year, looking at ways to further innovate its range, bolstering both performance and value.

With this extensive research and development behind them, Ultra Vision has unveiled the new Nitro Maxx range, featuring improved distance and width.

Nitro Maxx

Ultra Vision promises its Australian-made Nitro Maxx range is designed to go anywhere and withstand anything. The innovative lights now feature next-gen hybrid Cree and Osram LEDs, as well as Ultra Vision’s registered WIDR Optic, which is said to produce unrivalled distance and width – at 100 metres, the Nitro Maxx 180 Driving Lights’ beam width increases by 72 per cent over its previous design.

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In fact, the Nitro Maxx 180 Maxx driving lights now feature 2200M of usable light and utilise the sophisticated Contrl Optics for an optimised penetrating beam. A Hi/Lo function reduces overall power to 20 per cent, giving a wide, even flood of light in built-up areas or when approaching traffic. Other features include a heavy duty wiring harness, anti-theft nuts, polycarbonate lens covers and a 4mm stainless steel TIG-welded bracket featuring a lifetime warranty.

For added peace of mind, the Nitro Maxx range comes with a five-year warranty. More info RRP: $1709 to $1829

205W 24″ LED Light Bar

These new Nitro Maxx light bars are manufactured using high pressure extruded aluminium, which makes the construction extremely strong yet light. Adding to the toughness is the high impact polycarbonate outer lens.

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The bar features 40 5W LEDs to produce 24,640 raw or 17,724 effective lumens, with a current draw of 15A at 13.5V. The light bar boasts Contrl optics alongside the unique WIDR reflector, to provide a combination beam with a huge 1300M of usable light and width 70 per cent beyond its predecessor.

Available with either 4500K or 5700K colour temperature, the light bars are covered by a five-year warranty. A wiring harness, anti-theft nuts and base or side mounts are also included with the light bar. More info RRP: $939-$998

Integration kits

Alongside the Nitro Maxx range is the recently unveiled range of tough and convenient integration kits. Ultra Vision says its Integration Kits are made to withstand the most brutal Australian conditions, and it has packed everything needed to easily illuminate the night in one convenient package.

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The kit features two Raptor integrator Light Bars, wiring harness, fitting guide, fully adjustable nylon brackets, plus anti-theft fixing nuts securing the light to your vehicle. The seamless solution is backed by a five-year warranty.

These Aussie-made integrated lighting kits are designed to suit specific models, so there’s no need to bolt on aftermarket bullbars and the like.

The integration kit is now available for the Ranger XLT (2018-2022) and FX4, with kits coming soon for various Ranger, RAM 1500, and Toyota LandCruiser 200 Series models. More info RRP: $749 per pair (Ranger XLT and FX4)

WEBSITE: ultra-vision.com.au

Planning an off-road trip beyond the black stump, in pursuit of an ideal campsite? Then you’ll need some quality camping and 4×4 kit to throw in the canopy or up on the roof racks.

As luck would have it, Amazon is currently hosting a massive sale event on its global and Australian stores, and we’ve plucked out some doozies where you can save a pretty penny on everything 4×4 and camping.

When is Amazon’s Prime Day sale?

Prime Day will end at 11:59PM AEST on July 13, so best not to hesitate on adding some great kit to your cart. Aussie shoppers can also pick up some great deals from the global store (US and UK brands not stocked here) until 5PM AEST on July 14.

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How do you access Amazon Prime Day sales?

This sale event is exclusive to Amazon Prime members. Membership is free for the first 30 days with a trial, or $6.99 a month. Perks include free shipping on purchases, and access to free e-books and streaming site, Prime Video.

You can sign up, here.

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The best 4×4 & Camping Amazon Prime Day deals

We’ve rounded up some of our favourite Amazon Prime Day deals below.

• Up to 20% off Coleman Tents shop here
• Up to 60% off Sea to Summit Camping gear shop here
• 30% off AstroAI Portable Air Compressor Pump shop here
• 20% off Roof Rack Cargo Basket shop here
• 20% off Rovin 45L Portable Fridge shop here
• 20% off Rovin 15L Portable Fridge shop here
• 20% off X-Bull Boat ATV UTV Winch shop here

UPDATE, July 13, 2022: ‘Scary Fast’ Ford F-150 Raptor R to be revealed on July 18

Ford has confirmed it will debut its F-150 Raptor R next week, bringing the V8 back to its flagship performance pick-up.

After rumours of an even more potent variant of its Raptor-line F-150 have circled for years, Ford is finally revealing the Raptor R, teasing the “Scary Fast” off-roader online.

Tipped to gain the 567kW 5.2-litre, supercharged ‘Predator’ V8 from Ford’s Shelby GT500 Mustang, the Raptor R will boast a significant power increase compared to the relatively asthmatic 335kW 3.5-litre, twin-tubo ‘EcoBoost’ V6 found in the standard Raptor.

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While the Raptor R is unlikely to come to Australia, Ford’s local operations announced the F-150 will officially return next year, with remanufacturing taking place in Melbourne.

This could open the door for the Raptor variants of Ford’s left-hand-drive models becoming available locally, including the flagship F-150 and Bronco grades, with Ford’s vehicle program director Ali Jammoul stating: “Never say never.”

The story to here

January 23, 2022: Ford F-150 Raptor R to gain V8 power

For years, Ford’s F-150 Raptor has been the example of American excess, taking a practical pick-up truck and whacking a powerful donk under the bonnet – along with some trick suspension.

This trend is set to continue with the upcoming Raptor R, as the bigger and badder Raptor is going back to V8 power, ditching the EcoBoost twin-turbo V6 for bent-eight grunt.

According to autoevolution, Ford’s Michigan HQ has confirmed the even higher-performance variant of its most popular vehicle will be a V8, although no official information has been released about which engine the Blue Oval would pick from its current catalogue.

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“Raptor R will feature a V8 engine. We look forward to sharing more information about Raptor R soon,” Ford told the publication.

While there’s a large number of V8 engines churned out from Ford’s production lines every day, it’s tipped a low-volume, high-power engine from one of its Mustangs could be the pick over the common Coyote 5.0-litre.

Nicknamed the Predator, the most powerful engine in series production for Ford is currently found in the Mustang GT500, producing 567kW and 847Nm thanks to its 5.2-litre displacement and massive supercharger.

Despite the current Raptor pushing out a respectable 335kW and 691Nm, the Predator engine would turn things up to 11 and put the Raptor R ahead of Ram’s 1500 TRX for the most powerful pick-up award – besting its competitor by around 40kW.

The north-west of Western Australia. The mighty Pilbara. Chock-full of eye-popping vistas and more endless kilometres than you could poke a stick at.

Staying in the one place, well, that’s a choice, but there’s a strong argument it would be the wrong one. Port Hedland locals Chris and Bekk Gillis decided they wanted to see more of it in style, so they pushed all their chips in to the pile, going all-in on their home-away-from-home.

If you were looking for something new, like ‘still peeling the plastic off’ kind of new, then this Obsidian Grey 2021 D-MAX X-Terrain ticks the box. But it’s much more than just a spec-built camper, with exceptional attention to detail and forethought at every progression.

Being a heavy-diesel mechanic, Chris was on the hunt for a new rig with proven driveline reliability and all the up-to-date tech after cutting his teeth on a keenly priced but not so dependable 1989 Pajero.

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“I paid a carton for it, and rebuilt it for no more than $5000,” he tells us. “I learnt a lot about vehicle set-ups and what we wanted if we were to build our dream 4×4. Let’s get it done from the start and leave it at that.”

The new design of the D-MAX over other dual cabs was something that appealed straight out of the gate.

“As soon as I had seen the new D-MAX, I fell in love with it,” Chris admits. “Being short, the driver position was a factor and I felt more comfortable in it and we both enjoyed the (leather) interior, safety functions and factory accessories more than the Hilux.”

Those modern driver aids included Isuzu’s IDAS (Intelligent Driver Assist System) which helps with things like lane assist and adaptive cruise control. Remote engine start is also standard, but Chris also added the ability to drop and raise all four windows via the Isuzu key fob using the plug-and-play TRAC Electronics window module.

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The mechanical monster that is the aftermarket auto-parts industry tends to take its sweet time to digest new models and spit out upgrades, and deciding to build a new tourer in the middle of a pandemic riddled with blown-out wait times took some gumption, but it afforded extra time to do proper research and get it just the way Chris and Bekk wanted.

“Everything was a long wait,” Chris says. “We looked in to a lot of options and were prepared to wait for exactly what we wanted to suit the style of the car. We pretty much put deposits on everything and waited six to eight months before getting them.”

Engine-wise, a few tasteful mods were green-lighted on the highly regarded Isuzu turbo-diesel 4JJ3-TCX 3.0L, given the considerable extra weight soon headed its way, but the dial was wound back for a bit more reliability in the outback.

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This started with swapping out the factory intercooler piping for a Munji hard-pipe kit, with Munji also providing the gas-lift bonnet struts. Guarding against dodgy outback refills is a Western Filters pre-line fuel filter, plus its fitting kit for the Mann+Hummel Provent 200 catch can.

Adding touring range is an ARB Frontier fuel tank holding 133 litres. After hitting the rollers for a safe tune at Reaper Performance, the upgraded mill made 181hp with a respectable 656Nm of torque.

Gearbox internals were left factory, with a torque converter lock-up already on-board. The rear diff came loaded with a factory diff lock, with Chris installing a Harrop ELocker up front plus a Munji diff drop to keep his front CVs living their best life. Munji also sent out a pair of its CV guards for outer CV boot protection.

Raising and levelling the stance with a three-inch lift at the pointy end and two inches out back are uprated Dobinson springs and remote-reservoir MMR fully adjustable shocks.

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Providing further support are a pair of AirBag Man heavy-duty airbags for when the rear leaf springs need assistance. In total, the GVM has been upgraded to a more portly 3600kg to handle the extra 980kg coming.

Developing a solid idea for what they needed when camping out bush, both Chris and Bekk set about researching companies to build their ultimate canopy.

“We had the RTT set up on our last car so we liked having that, but we also liked having a camper trailer for our longer stays,” Chris says. “We wanted to build something that was between them both. Just chuck your food in and away you go. Bull (Motor Bodies) were the only ones that came to the party and were very reasonably priced for what we wanted. There’s a lot of manufacturers out there that say they can do custom, but it’s only their own modules put together.”

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After selecting one of Bull’s distinctive curved-side canopies as a base, over several emails, diagrams and phone conversations, Chris and Bekk had the final, well-thought-out design for Bull to construct. This consisted of a headboard-less tray, with lift-off style canopy containing copious amounts of storage, dual spare-tyre holders, under-tray toolboxes and a trundle drawer.

Constructing a capable electrical system was made easy, with the Enerdrive Wanderer being the all-encompassing box of tricks. Maintaining charge in the Enerdrive B-TEC 200amp/h slimline lithium battery is an Enerdrive DC2DC+ ePower charger, being able to handle up to 40amp of current from either the 220W Motop solar panel or vehicle alternator. Should 240V power be available then Enerdrive’s ePro Combi inverter/charger keeps the battery volts topped up.

“It’s a great battery, and size-wise you can’t go wrong as I didn’t want to run the dual-battery set-up,” Chris adds. “It fits right up against the headboard, and I couldn’t get any other batteries to fit in that space.”

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Being a combination unit the ePro inverter/charger can also send power in the opposite direction, providing the dual GPO outlets with up to 1600-watt of 240-volt power via the battery, should it be needed.

Keeping an eye on the state of the inverter is Enerdrive’s remote-control unit, with a Simarine Pico colour display programmed to show (amongst a ton of other things) time to 100 per cent charge, total current draw, or individual draw for the fridge, LED lighting or the Travel Buddy oven.

An almost mandatory requirement according to Bekk was the inclusion of a slide-out kitchen, with the Dometic unit being their preferred choice. Coming with three gas burners, a decent-sized sink and extra storage underneath, the hob is fed by a gas bottle stored in an under-tray toolbox, with the sink drawing from two 50L water tanks via an automatic pressurising pump. The first tank located forward of the trundle drawer and the other cleverly mimicking a spare tyre in the original OEM location.

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When it comes to drawer and cupboard storage the Bull/Gillis-designed set-up has a generous total of ten latch-able drawers/cupboards to tuck away provisions, food, utensils or camping equipment, plus extra free space for the unexpected.

Keeping fresh provisions cold has come a long way since the Esky. With canopy space being utilised as best as possible, Chris and Bekk decided a 40L Evakool drawer-style unit as their best option with its low-profile design. The back seat of the D-MAX is earmarked for a freezer if required further down the track.

Off-road

Winding up their 16-month build a handful of weeks before setting off on the 2022 Variety 4WD Adventure, the intrepid couple have given their Dreamax a baptism of fire on its first real outing.

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Working their way through the Pilbara before finishing around 1400km later in the Karijini NP, Chris reports the.Dreamax performed like the dream it was designed to be, doing everything with a minimum of fuss and maximum comfort.

Chris and Bekk would like to thank everyone involved in the build, but most importantly Bull Motor Bodies, AOM Welshpool, Land Raxx, Reaper Performance, Munji 4×4 Accessories and M Offroad for their valued assistance.

Land Raxx racks

Sorting a pair of racks was easy while working with the guys from Land Raxx, according to Chris. Starting with their Summit Platform they incorporated model-specific mounts, the Stedi light bar, colour-coded end-plates and wind deflector to suit the D-MAX.

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Bolted to the top are the TJM shovel, full complement of MaxTrax recovery boards, and Hercules off-road jack. Copying over to the canopy, Land Raxx widened its standard rack to accept the Motop MT-120 Plus+ rooftop tent, with Chris reversing the endplate direction.

Once back in Port Hedland, Yurala Aboriginal Welding & Fabrication came on-board to add a pull-out support hoop to the rear underside of the rack.

“We’re developing the annex at the moment to suit the Motop, but also to suit most clamshell type tents,” explained Chris. “You can bolt it up and use any annex off the shelf as they all use the same kind of zip.”

Jeep’s 2022 Grand Cherokee L is the brand’s latest shot at creating a family-friendly, three-row, seven-seat 4×4 wagon. Unlike past seven-seat Jeeps, namely the Commander, the Grand Cherokee L steps upmarket as a more premium product worthy of wearing the Grand Cherokee moniker.

The WL Grand Cherokee L is not simply a new and lengthened version of the current WK2 Grand Cherokee which was built on architecture shared with Mercedes-Benz ML models, but an all-new vehicle that rides on a platform derived from Fiat/Alfa Romeo passenger cars and SUVs. Suffice to say, it has been radically altered to become a Jeep with a modicum of off-road capability.

A new short wheelbase five-seat WL Grand Cherokee has already been launched in the USA and is expected to arrive in Australia late in 2022.

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Here in Australia, the Grand Cherokee L is available in three models: the entry-level Grand Cherokee L Night Eagle priced from $82,250; the mid-spec Limited priced from $87,950; and the king of the hill Grand Cherokee L Summit Reserve from $115,450. Only the Summit Reserve is equipped with a two-speed transfer case and height-adjustable suspension for off-road use.

For this drive we were restricted to formed roads in the Grand Cherokee L Limited. This particular car was optioned with the premium paint and the Vision Pack that adds a massive sunroof, interior camera and a heads-up driver’s display. Total price for this specimen is $93,950 (plus ORC).

Powertrain and performance

All three models in the WL’s Australian line-up are powered by the same 3.6-litre ‘Pentastar’ V6 petrol engine that now makes 210kW and 344Nm. Many pundits, including myself, were sceptical of the venerable V6’s ability to deliver the performance and refinement expected of the big Jeep wagon, but have been pleasantly surprised as it accomplishes both.

The engine is smooth and subdued at low speed and throttle inputs, but gets rorty when you put the boot in and ask for more. Active engine mounts that adjust their stiffness help suppress any noise and vibration, but it’s still vocal when you ask the most of it. The V6 delivers on performance; although, its tone will be a love or hate thing depending on your tastes. I reckon it sounds pretty good for a V6 engine.

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Jeep offers the WL with the Hemi V8 in the USA, but we won’t be getting that here. The best we can hope for in terms of added performance is a hybrid variant that will be coming as Jeep electrifies its entire model line-up.

Then there’s Jeep’s new in-line six-cylinder twin-turbocharged petrol engine which will eventually be replacing both the Pentastar V6 and Hemi V8 engines across the Jeep range. It too will be electrified for hybrid applications, and we expect it to take its place in the mid-life upgrades of the WL Grand Cherokee variants in the coming years. This is the engine that should give the WL the performance and refinement it really deserves.

The only transmission in the WL is the ZF-sourced eight-speed automatic, and in the Limited is backed by a single-range, on-demand 4×4 transfer case. The system is able to uncouple the drive to the front axle when not needed to reduce fuel consumption. As mentioned, only the Summit Reserve gets low range in the transfer case.

On-road ride and handling

The Grand Cherokee L rides on a monocoque chassis with independent suspension at both ends. Under Limited and Night Eagle models it rides on coil springs, while the Summit Reserve gets height-adjustable air suspension with active dampeners.

Both set-ups work well on sealed and gravel roads, delivering firm, flat dynamics with a quality ride control.

As you might expect, the active dampeners on the air suspension do a better job than the basic coils, but the steel springs are still very commendable. The only complaint here, and it’s a big one, is the road noise.

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The Limited rides on 20-inch wheels wearing 265/50 tyres and the road noise coming through them over coarse-surface highways and gravel roads was terrible. Driving the Summit Reserve on its 21-inch wheels was horrendous to the point where you had to raise your voice to continue a conversation with a passenger on the highway.

It would be interesting to drive a WL on the US-specification 18-inch wheels and 60 aspect ratio tyres and see if this offers any improvement, but these are not offered in Australia. We can’t see any reason that they couldn’t be fitted if an owner was so inclined, but I feel that the problem is in the way the monocoque is insulated from the suspension components and how it transmits the road noise through to the passenger cabin.

This road noise in a premium cabin lets down what is otherwise a relatively polished package.

Off-road

As the Grand Cherokee L Limited doesn’t get the hardware to take it off road, we limited this drive to formed gravel roads where stability and overall performance was admirable. We did venture in to a quarry where we were able to check out the wheel travel over a couple of bumps and, even on this coil-spring model, it picks up a wheel easily.

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Thankfully, the electronic traction control does its job to keep up momentum and the show on the road. There’s also the ability to switch between terrain modes to sharpen up the ETC calibration when the tracks require it.

The Selec-Terrain system was also handy for subduing the intervention of the throttle cut on loose gravel, as selecting the snow and mud setting seemed to fix it. This setting also holds the gears in the transmission longer, making the engine rev higher than you want, but we were able to override that by upshifting manually using the shift buttons behind the steering wheel.

Cabin and accommodation

The WK2 was always very well-appointed inside and one of the key reasons it was considered such great value for money. The WL steps the level of appointments and luxury up a notch, but there’s a corresponding step up in price as well.

Obviously the biggest change is the inclusion of a third-row seat, allowing two extra passengers down the back. The third-row pew accommodates adults adequately, but bigger units will struggle getting in and out of the rear compartment, even though the near-side second-row seat does fold well forward to allow access. As with many third-row seats, the WL’s is best left to the kids. There are USB points and air-con vents at the rear to keep them charged and cool.

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With the third row folded, there is a large cargo space with tie-downs and a 12-volt power outlet. The second row folds almost completely flat to create a space long enough for adults to sleep in.

Second-row seat space is plentiful and again there are charging points and A/C vents there for the passengers, with controls for the A/C. The outboard second-row seats are also heated.

Front passengers are seated in heated and ventilated, power-adjustable seats with a big screen ahead of them and plenty of space. I found the centre console to be a bit wide where it encroached on my left knee, but nothing else to complain about here. The Limited has all the luxury features you need and is only trumped by the Summit Reserve’s 980-watt McIntosh sound system and night vision. That sound system is worth the extra money for the top-spec model alone; the off-road hardware becomes a bonus.

Practicalities

As a family wagon the Grand Cherokee L ticks plenty of boxes. Generous interior space, well-appointed cabin with a touch of luxury, and all-wheel drive ability all make it an ideal grand tourer or suburban scrambler.

At the other end of the scale, the Limited specification falls short as a four-wheel drive due to its lack of a dual-range transfer case and height-adjustable suspension, resulting in poor ground clearance.

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The standard fitting of ridiculously low-profile tyres seriously restricts comfortable touring to sealed roads, as they not only ruin the ride quality but are more susceptible to damage and punctures on rough roads than tyres with taller sidewalls on smaller diameter wheels.

The 87-litre fuel tank is average for this style of vehicle, but with only a petrol engine offered you’ll often be looking for fuel stops on the highway.

Verdict

Go back eight or nine years and Jeep was on a high in Australia. Its WK2 Grand Cherokee was selling up a storm, giving the marque the best sales figures it has ever seen in this country. Buyers were attracted to the Grand Cherokee due to its affordability, high levels of equipment, good off-road ability, a choice of petrol and diesel engines, and importantly a 3500kg towing capacity which made it hugely popular with caravaners.

The fact the WK was smaller and cheaper than a LandCruiser or Patrol was also a positive factor for empty nesters. We’re pretty sure Jeep Australia would love to have such a popular model streaming out of its showrooms again.

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With the WL Grand Cherokee L, the manufacturer has taken away or downgraded many of the elements that made its predecessor so attractive. The new model is higher priced; there’s only a petrol V6 engine offered here in Australia; the off-road ability is restricted, especially in the lower priced variants; and significantly for many of those previous buyers, the towing capacity is lower.

Yes, the levels of equipment, features, safety kit and luxury are higher in the new model, which partly justifies the higher prices, and there is a shorter five-seat WL Grand Cherokee coming soon, but the new vehicles have lost most of the features that were important to previous buyers.

The Grand Cherokee L is a superb touring family wagon but it’s not what it used to be and not what attracted buyers to the badge in the past. While the level of luxury is up there, even that is heavily compromised by the road noise.

2022 Jeep Grand Cherokee L Limited specs

Few cars genuinely need no introduction. Pipe-smoking bearded types will say, “Oh, the Citroen DS needs no introduction,” when in fact it does because they don’t make them anymore and when you see one in The Fifth Element, it doesn’t have Citroen DS plastered down the side.

Everyone knows what a Jeep is and you don’t even need the model name Wrangler for anyone to know what you’re talking about.

The phrase, “I bought a Jeep,” tells someone something about you even if you’ve bought a Fiat 500X-in-drag Jeep Renegade, which you can gloss over because people think you’ve bought an actual Jeep.

In a sense, the other cars in the Jeep range are their own brand – nobody says Jeep Cherokee, they don’t need to. It’s an impressive feat of marketing and reputation.

And so we come to my week with the 2022 Jeep Wrangler Rubicon. You know what that means without even looking at it, with just the detail of whether it’s a short or long wheelbase for your mind’s eye to conjure up the big beefy off-roader with extra go-anywhere gear. Which is exactly what it is.

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Pricing and features

The Rubicon comes in two sizes and is based, obviously, on the iconic Wrangler. For $72,550 you can have the three-door short wheelbase version and for another $5900, the $78,450 five-door long wheelbase (both prices before on-road costs).

The price difference isn’t just based on the fact it’s bigger but it also spawns from the Wrangler Unlimited spec as opposed to the slightly more basic spec of the shortie.

You get 17-inch alloys, a nine-speaker Alpine-branded stereo, dual-zone climate control, reversing camera, keyless entry and start, adaptive cruise control, sat-nav, auto LED headlights, auto wipers, powered and heated door mirrors and a rear-mounted full-size spare.

Stellantis’ UConnect software makes an appearance on an 8.4-inch touchscreen, with USB Apple CarPlay and Android Auto, as well as DAB+ digital radio. This system is getting a bit long in the tooth and the unsympathetic integration of CarPlay is visually jarring.

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You can add a Sky One Touch package that swaps the removable hard top for a fabric retractable roof (and, bizarrely, body-coloured flared wheel arches) for $7735. The Premium Package and Trail Ready packages are each $3835.

For its three-star safety rating, the Jeep has just four airbags and they’re only for front passengers. It does have stability and anti-lock braking systems, forward collision warning, forward auto emergency braking (low speed), roll mitigation, reversing camera, blind-spot monitoring and reverse cross-traffic alert.

There are ten colours available with some endearingly silly names like Sting Grey and Snazzberry but only black is free and the rest will cost you $1175.

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Comfort and space

No Wrangler is a miracle of packaging, it’s just not part of the USP. The five-door is, however, at least reasonably spacious once you’ve posted yourself through the aperture uncovered by the exposed-hinge doors, whether you’ve opened them or removed them.

Car journalists make a big deal of configurable interiors, but this one is not exactly a sliding seat van. When you’re done configuring, the line is blurred between exterior and interior.

As I’ve already mentioned, the doors come off, as does the roof and rear section to reveal the entire interior. Occupants are protected by an exposed, in-built roll cage, so if you do go over, there is something to stop your head from meeting your knees or the ground at speed.

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Once everything is off, you’re as close to nature as you’ll get in any road-going vehicle, although I suspect being on-road with the doors off probably isn’t high on too many people’s list.

It would certainly make for an amusing romp off-road if you don’t mind getting dirty/wet/dealing with the idea you have no doors on. We didn’t take the doors off for the photos or any part of this test because it’s a fairly involved process.

Having said that, the boot features an extremely clever storage solution for the bolts so they don’t go missing.

The cabin is pretty basic as far as materials go and can be a bit of a struggle to enter. Once you’re in the rear seat, you’ll notice it’s very upright and of course very high. The windows are straight up and down, though, maintaining that 1940s vibe.

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This car is very much in “hose out” spec, with rubber floor mats. It’s properly rugged in here but you do get nets to stop things flying around, USB ports and a 230-volt power supply for lower-powered (up to 150W) devices. You can get three across because the transmission tunnel is tiny, but the seats themselves aren’t particularly comfortable.

The backrests are overstuffed like someone went mad with lumbar support but the cushions are flat. The gigantic grab handles are therefore most welcome.

One of many ergonomic failures in the car – in part necessitated by the removable doors – is the placement of the electric window switches, practically on the floor for rear-seat passengers and in the centre stack for front-seat passengers.

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Moving to the front, the seats are more comfortable, which is welcome and for the driver, you’ll enjoy a big thick-rimmed steering wheel. There are buttons everywhere, some of which are down to the Rubicon’s go-anywhere gear but the fairly ordinary U-Connect multimedia system soldiers on in a small screen set into the vertical cliff-face of the dashboard, to which you might feel quite close.

Storage is limited, with a small bin under the armrest and a slot for your phone under the climate controls. Pleasingly, the USB port is covered by a plastic flap which is quite thoughtful.

That’s the weird thing about this car – lots of thoughtful touches to offset the less-than-thoughtful or, perhaps more accurately, necessarily unpleasant touches.

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On the road

As if the basic Wrangler wasn’t off-road capable enough, the Rubicon features a hefty technical package to render your planned Simpson Desert/Kakadu/Cape York trips little more than a jaunt.

Starting with 32-inch BFGoodrich off-road tyres, you have what Jeep calls a Rock-Trac 4×4 system with a 4:1 transfer case and a  77.2:1 crawl ratio. Until I experienced rock crawling for myself I had no idea if that was a good thing and it turns out, it is.

The front sway bar can be disconnected to allow for freer wheel articulation, the front and rear axles are heavy-duty Dana units and to keep things reasonably protected underneath the car, there are chunky rock sliders.

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It’s quite a lot. Does all of this make for a good on-road experience? I’ve thought carefully about this and the answer is no. But with a heavy caveat that will confuse and delight you.

Before the caveat, let me explain why it’s not great on road. The steering is extremely vague and you have to keep steering at all times to stop wandering off the road. And we’re not talking small corrections like a hyperactive hot hatch on a bumpy road, I’m talking big “Donald Trump pretending to drive a truck” or “take control of The Beast” movements.

The BFGoodrich tyres make a huge amount of noise on tarmac and the noise rises the faster you go. Other noises join in, with wind noise from the square-rigged body shell and the giant mirrors really pushing up the levels. The uninsulated hardtop doesn’t help here. Which also makes the Wrangler very cold or very hot and not much in between.

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On the upside, the 3.2-litre Pentastar V6 is up to the challenge with 206kW and 347Nm, driving all the part-time four-wheel-drive system via an eight-speed automatic transmission. The transmission loves a take-off and makes it feel faster than it probably is. Beside the shifter is a selector for 4HAuto, 4H, 4L and of course two-wheel drive to save some fuel.

Which you will probably want to do because, despite a 10.3L/100km official figure, you won’t see that. I got 14.1L/100km in mostly city driving, but at least the long-wheelbase car has a larger tank for a longer range.

Here’s the caveat – you are not buying the Wrangler for lovely on-road manners. Many of us grew up watching this car’s progenitor bouncing around the Hollywood Hills pretending to be in Korea during the war of the early 1950s while eating an after-school snack.

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Nobody in their right mind should buy this car thinking they’re getting a car that just looks like that; Jeep has kept the DNA of its military ancestor for good reason – it’s absolutely brilliant off-road.

I can’t tell you that personally because I had neither the opportunity nor the training to test that out, but this website is littered with examples of how incredibly capable is this car. And on top of that capability, it’s a lot of fun if you like that sort of thing.

Roof off on a nice day cruising about is probably a huge laugh, again not something I had the opportunity to test, but like its off-road capability, I wanted to. It does get under your skin, the Wrangler, despite all of its considerable shortcomings.

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Ownership

Another endearingly silly name is the Jeep Wave commitment, referring to the two-fingered wave (no, not that one) Jeep owners allegedly give each other as they pass on the road.

This includes a five-year, 100,000km warranty, lifetime roadside assistance (dependent on you servicing at a Jeep dealership), the claim that the price on 17,000 parts has been reduced and a team of flying mechanics if something goes wrong and you’re stuck in the middle of nowhere.

Fixed-price servicing applies for the first five intervals, which cost $399 each. That would be okay if the service intervals weren’t a little short at 12 months or 12,000km, but it’s also not extortion.

And, as I say, you’re not buying a Jeep for a simple ownership experience.

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VERDICT

Like a lot of cars in the broader Stellantis empire, the Wrangler Rubicon isn’t a car you buy with your head unless your head spends the majority of its time bashing down rocky tracks or fording rivers.

That’s when this thing makes perfect sense and I’m itching to really get stuck into the mud-plugging capabilities. And I guess that’s what most owners feel too, even if they never get there.

It’s kind of like the nuclear deterrent or owning a V10 sedan that never leaves the city – it’s nice to know you’ve got it if the need arises.

All at once, it’s too serious to be a toy but too much fun to be anything else.

2022 Jeep Wrangler Rubicon specifications

Fancy seeing your four-wheel drive in the pages of the next issue of 4X4 Australia magazine, then head on over to our Facebook page and send us some photos.

2019 Toyota Prado VX

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This photo was taken on tracks in Bunyip State Forest, Victoria. It’s fairly stock, but modifications include an Offroad Animal Predator bar; Stedi spotlights and light bar; Runva winch; and an Outback Armour two-inch lift -Mark Turton

VW Amarok

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I had just bought the car and we went away to Hervey Bay and 1770 – this photo was taken out the back of Captain Cook Caravan Park 1770 – during a break in COVID restrictions in Brisbane. This great little track was behind the caravan park, and it was the Amarok’s first off-road adventure and a great opportunity to lift a wheel.

It now has a set of rated front recovery points, which were installed just before we went to Fraser Island in Jan this year. Apart from that, it’s fairly stock -Jason Saunders

1989 Toyota 4Runner

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We had a 1985 4Runner growing up. We used to service it and do basic modifications. Dad was keen on keeping the car clean and not staining the brown upholstery, so he made us sit on old beach towels. He sold the car in 1994. I always missed the car and had it in the back of my mind to get one.

Dad passed away in 2012; when cleaning out the linen press, hidden at the back was the same towel I had sat on back in the ’90s. Took it as a sign, so I bought a car to do up with my kids and put the same towel back on the rear seat.

This is my 1989 1st Gen Toyota 4Runner, with the mighty 2L NA diesel motor. It has an Old Man Emu two-inch lift, ARB bar, Safari snorkel, KC lights, custom-made rear bar, Caribou cup holder, and much more. It was a chassis-off restoration, taking nearly five years doing the work part-time -Robert Snow

1996 Toyota LC80 Series

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It has been repainted and is pretty immaculate for its age – you don’t see many in this condition down here in Tassie! Modifications include a two-inch Pedders lift; 33-inch tyres; an Xrox front bar with winch; flares; drawer system; UHF; half flat-roof rack; rock sliders; VE Calais leather seats; mod-plated to a five-seater and for the Calais seats; and a rear bar with jerry can holder and tyre -Jamie Philpotts

Toyota LandCruiser 120 Series Prado

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Mods include BushSkinz bash plates; Ultimate Suspension two-inch lift; Toyo Open Country M/Ts; Southern Cross Fabworks rock sliders; Xrox bar; Stedi Type-X Pro spots; Stedi ST2K light bar on the roof; TJM Airtec snorkel; GME UHF; Redarc DC-DC; Evakool DC-40 drawer fridge; Drifta storage system; Kaon cargo barrier and shelf; Kaon Maxtrax brackets; Rhino pioneer platform; Razed shovel and axe mounts; and Rhino tie-down anchors.

I used to have a Supa-Peg Rapid-Wing 6 awning but have now sold it, as I have a Bush Company 270 XT free-standing awning on order. I also have an ARB dual compressor on order so I can hard-mount down the side of my drawers or under the passenger seat to free up cargo space now that I have a kid, as space is at a premium and I don’t want my old Thumper rattling around in the cargo areas.

I am going to put a Detroit locker in the rear axle at some point. I also have plans to add headlight loops to the bar, scrub bars and a rear bumper chop -Sean Bowden

The 2023 Volkswagen Amarok has been developed with the Australian market in mind, aiming to take on the biggest players in the dual-cab segment.

Revealed globally last night, the second-generation Amarok is now based on the same T6.2 platform which underpins the upcoming Ford Ranger, although Volkswagen has done its fair share of development to make its dual-cab into a unique offering.

While production of the Amarok will be undertaken in South Africa, Australia’s automotive industry had a big role to play getting the new model off the ground.

December 7: NEW AMAROK DRIVEN! Words & Video

We’ve finally driven the new-gen 2023 Volkswagen Amarok, with Jez jetting (Jet jezzing?) to South Africa for a world’s-first spin in the new ute. Get our full story below.

Story continues

2023 Volkswagen Amarok: Designed and developed right here in Australia

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Not only did Ford’s local team contribute heavily to the development of the T6.2 platform, but Volkswagen’s Australian outpost added engineering and development input, making sure the Amarok can compete in a market which includes four utes in the top 10 best-selling models list.

Over three years of work by the Volkswagen Commercial Vehicles Design Studio in Melbourne went into the creating the new Amarok’s looks, with project head Gu-Han Kim saying the Australian connection is essential to the model’s global success.

“More than three years ago, a local team came to Melbourne to work on the design and the vehicle and to do our part on delivering the best product for our customers,” said Kim.

“Working on the Amarok here Down Under was truly inspirational because the Australian pick-up market is huge, you can find pick-ups everywhere, they’re part of the normal streetscape and customers use them for all kinds of purposes.

“Travelling in Australia often means driving far distances and our Amarok is the perfect driving machine – on city roads or long highway trips it will take you safely and comfortably to your destination, and if you explore Australia outside the city in more remote parts of the country you will find kilometres of unsealed roads, gravel roads and dirt roads that can be challenging to drive on, but of course they are no issue if you drive the Amarok.”

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Kim acknowledged booming local demand for vehicles which are just as capable off-road as they are on it, reflected in the new Amarok’s extended wheelbase over its predecessor – which gives more space in the cabin, but shorter front and rear overhangs aid its off-road credentials.

“[…]Here in Australia, there are a lot of pick-up drivers who love to go off-road. They push their 4×4 vehicles to the limits and again the Amarok is perfect for that,” Kim added.

“Climbing up steep hills, crossing rivers with knee-deep water, driving along the beach; no matter what the Amarok will take you anywhere.

“While the Amarok has this tough and rugged character, it always looks great in any situation. For example, if you drive to your favourite restaurant after a long working day or you could even park it in front of the Opera House and our premium pick-up will blend in with no effort.

“The Amarok is the right car at the right time, the best pick-up with the Volkswagen Commercial Vehicle logo ever made and of course it’s not only made for Australia – with its stunning design, strong specs and driving abilities this car is ready to impress customers all over the world.

“I’m sure that the pick-up fans out there are as excited as we are to see the car on and off the road very soon.”

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It’s expected the local Amarok will utilise the three turbo-diesel engines on offer in the next-gen Ranger – two 2.0-litre, four-cylinder units producing 125kW/405Nm and 154kW/500Nm respectively as well as a 3.0-litre V6 making 184kW/600Nm – while a 2.3-litre, four-cylinder turbocharged petrol engine will also join the fleet, making 222kW.

We anticipate the Volkswagen Amarok to launch in Australia early next year, with pricing and features for the ute to be announced closer to its local arrival.

? MORE 2023 AMAROK

Get all of our latest stories in one handy place, with our Everything You Need to Know article at the link below.