Volkswagen Commercial Vehicles has announced the global reveal for its all-new Amarok one-tonne ute will be on July 7.

The second-generation model will be the first product of a collaboration with Ford as the new Volkswagen Amarok will share its platform with the next-generation Ford Ranger ute.

While the Ranger goes on sale in Australia from mid-June 2022, the Amarok is not expected to arrive in showrooms until early 2023.

Volkswagen has previously released design sketches and “spy shots” of the new ute which a company insider tells us are very close to the actual vehicle and show how much the body is differentiated from its Ford sibling.

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VW says it had a team of 20 designers and engineers working alongside Ford’s T6 team in the development of the new Amarok and Ranger in Australia, ensuring its ute will have its own identity.

The new Amarok is expected to go on sale in 2023 with offerings in double and single-cab variants, with two and four-wheel drive models across five trim specifications.

The new Amarok is expected to mirror the Ranger in terms of powerplants, with Ford’s diesel inline four cylinder and V6 diesel engines offered in Australia, although there could also be the option of a petrol-fuelled model.

While the Australian-delivered Ford Rangers come from the Ford plants in Thailand – where most of our mid-size utes are built – the Amarok will come from a recently refitted factory in South Africa.

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Australia has been the biggest market for Amarok worldwide with 84,438 units sold here since its launch back in 2011. Of those 32,442 units have been the Amarok V6 models, which, aside from the brief appearance of the Mercedes-Benz X-Class V6, has been the only V6 diesel ute in this class.

While those sales numbers sound good for VW, they are hardly up there in terms of the overall mid-size ute segment, falling well behind the leading Toyota HiLux and Ford Ranger, as well as others such as the Mitsubishi Triton, Isuzu D-Max, Nissan Navara and even the now departed Holden Colorado.

It has been reported that, if not for the partnership with Ford, Volkswagen would not have developed a new Amarok on its own.

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While we’ll get to see it in July, the ute can’t come soon enough for VW Australia.

At the launch of the new W580X model co-developed with Walkinshaw Performance, VW told 4×4 Australia it will come close to running out of stock of the current version before the end of 2022.

Speaking of Walkinshaw, both companies say they hope their collaborations will continue with the new Amarok – although there was nothing they could confirm yet.

While Ford has revealed its Ranger Raptor hot-rod will go on sale here in July, Blue Oval officials also said this platform variant was not made available to its partners at Volkswagen as the Raptor is exclusively a Ford Performance product.

This leaves the door open for a company such as Walkinshaw to work with VW to develop improved performance versions of the Amarok to compete with the likes of the Ranger Raptor and Nissan Navara PRO-4X Warrior.

2023 will be a big year for VW Commercial vehicles, and we’ll know more about what to expect when we see the new Amarok on July 7.

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1997 Toyota LC80 Series

It’s a 40th anniversary manual variant. It has a fresh engine rebuild, with a new old-stock Safari turbo kit from a 105 Series controlled by a Haltech 2500. It rides on a three-inch lift, with a mixture of Dobinson springs, ARB BP51 shocks and Superior radius arms.

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Wheels are 17 x 9-inch steelies with 35-inch Nittos. Bar work is ARB up front with a Carbon winch, and ARB side rails and steps; the rear bar is by MHM Customs. The inside has a rear drawer set-up from Drifta with an 80-litre Engel and cargo barrier. Up front are two Recaro seats and a centre-console fridge.

Other kit includes a 270 awning, 166-litre sub tank, and a Uniden UHF in a Marks 4WD over-head console – Brenton Richardson

Holden Colorado

Mods for this Colorado include four-inch Bilstein front struts with HD King springs; two-inch rear Bilstein long-travel shocks with EFS 300kg constant leafs; two-inch Munji body lift; ATI adjustable control arms and diff drop; PSR Ambush bar; 12,000lb winch, Stedi Type-X Pro spotlights; Superior Vision Aus LEDs; Southern Cross Fabworks fatboy sliders; Opposite Lock rear bar; and a Titan double drawers in tub.

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It also has a Rhino-Rack Pioneer and Backbone; Opposite Lock awning; Fabulous Fabrications four-inch snorkel; Dynamic rims on 0 offset, wrapped in Toyo Open Country M/T 305s; three-inch Playtime turbo-back exhaust; Psico airbox; ProVent CatchCan; Legendex Bigboy intercooler; hot and cold intercooler pipes; Savage Performance boost and EGT gauges; MSA canvas seat covers; 3D Mat rubber mats; and GME XRS-370 UHF and aerial.

It has done a lot of inland bush and beach tracks, but Mount Barney along the ranges at the QLD-NSW border is probably the most memorable – Ashley N Dustin

2013 Jeep Wrangler JK

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This Wrangler has a two-inch lift, 33s, bar work all around, and a TeraFlex Tie Rod/Drag Link that has just been put in. The best place I’ve taken it would have to be the Vic High Country – Gabby Housego

1989 Mitsubishi Pajero

This 89 Pajero has the stock 2.5-litre intercooled turbo-diesel stock engine with five-speed auto. We have had the front end totally rebuilt with Tough Dog shocks and heavy-duty torsion bars, approximate two-inch lift at the front and three inches at the rear.

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Other mods include a Kings 12,000lb winch; seven-inch LED headlights and spotlights; 22-inch light bar; twin-battery system; snorkel; seats and door cards have been recovered; custom-made cargo barrier drawer system; Tough Dog rear shocks and coils; custom-made rock sliders; and a small LED spotlight on the rear bar – Daniel Maidens

2019 Isuzu D-MAX

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Purchased this D-MAX new, over the last two years I’ve added the Rhino roof platform; Ironman 4×4 bar work, winch, awning and snorkel; two-inch Tough Dog suspension; Speedy rims with 32-inch Coopers AT3s; basic 12V set-up; Lightforce Venom spotties; and an Alu-Cab canopy which I’m absolutely stoked with.

She’s set-up mainly for touring, but I do love getting on the beach and some mild tracks – Leigh Cullens

2017 Toyota Hilux SR5

Fitted out by ARB in Wagga, this SR5 Hilux has a Summit front bar, side rails/steps and rear bar, all colour-coded; Intensity driving lights and fog lights; Warn Zeon Platinum winch 9.5T; ARB under-vehicle protection kit and recovery points; Safari snorkel; and a Redarc-controlled dual-battery system.

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Other kit includes an ARB Ascent canopy with ARB drawer system and ARB 78-litre fridge/freezer in the back; ARB compressor fitted in rear left-hand tub; 140-litre Frontier long-range tank; BP51 Old Man Emu suspension; Black Comp wheels fitted with Mickey Thompsons; diff breather kit; GME UHF; LED bulb conversion throughout; ARB awning on a Rhino-Rack; and a Kenwood sound system. Everything has been blacked-out to match the vehicle – Mike Vicars

You’ve no doubt seen or read about vehicles built overseas in the US of A for SEMA, one of the wildest automotive shows in the world.

Well, some of those vehicles might be incredible to look at from afar, but once you get up close they are severely lacking, and honestly just downright unsafe in some cases.

When I first laid eyes on the BAW Automotive chopped 200 Series at the 2022 Brisbane 4WD Show, my first thought was ‘this is how you build a show car’. This is an Aussie version of a SEMA build done right, but it is also so much more than that.

This isn’t something to be hidden away and covered in a tarp, only to be wheeled out for trade shows a few times a year to showcase the work that Queensland-based BAW Automotive undertake on a day-to-day basis.

No, this is the family vehicle of BAW Automotive’s owners – their daily driver, their tourer and the vehicle used to pick their three kids up from school. That’s a tough gig for any vehicle, let alone something so unique and heavily customised.

All you have to do is take a look at the interior to see just how much effort has gone in to this rig, it’s over the top but in all the right ways.

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Let’s not forget the paint job on the 200 Series, splashed in the now uniquely BAW Automotive Nori Green, somewhat a signature move for the company having other vehicles in their fleet painted the same colour.

Why the 200 Series instead of a 300 Series, or just stick with the BAW Automotive 79 Series we featured back in issue 460 of 4X4 Australia?

“After building the 79 Series with every accessory imaginable, the weight of the vehicle had essentially reached its maximum GVM, so it wasn’t terribly suitable for towing unless we remove the canopy,” Amy Westbrook, the general manager and owner of this 200 Series tells us.

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“Our three children have grown considerably since the purchase of the 79 and it didn’t quite fit our family anymore. We were hoping to wait for a 300 Series, but the delay in the new model meant we made a choice to purchase a 200 Series in the last run of production in September 2020, the vehicle arrived in February 2021.”

With this build, the BAW Automotive team told us they have deliberately left the canopy quite open for the vehicle to be able to be used as a ‘mums taxi’ Monday to Friday, then loaded up for trips when required. The tent and awning are simply removed when towing to decrease weight of the vehicle to make sure they stay within the legal limits.

So that’s the reason why this glorious 200 Series was created and, as shown hereabouts, what the BAW Automotive team has achieved with this one-of-a-kind show-worthy vehicle that actually gets used daily and on off-road adventures.

Stretched chassis

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With a 350mm chassis extension, the ¾-sized Boss Aluminium canopy is the perfect match. Amy Westbrook, BAW GM and owner of this 200 Series, told us they leave it empty for the 9 to 5, then load it up for trips away to keep the vehicle versatile.

Frontal protection

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A Jungle 4×4 front bar is a unique choice and gives the front end of the 200 Series an aggressive look. It’s also the perfect place to mount the 17,000lb Sherpa winch, which should have enough grunt to pull the fully loaded Cruiser and a camper out of any bog.

Canopy storage

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Inside the Boss Aluminium canopy there’s plenty of space left for clothes bags or last-minute firewood runs, and still loads of full-time storage options, including an Engel fridge mounted to a Clearview Easy Slide. Being a family vehicle the LC200 has to be good at everything, not just a great camping 4×4. A job well done, I say.

Show-spec interior

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The interior and seats in the BAW Automotive 200 Series are a work of art, with custom leather work, green stitching and the BAW logo prominent throughout. You have to see this thing in the flesh, to truly appreciate how much work has gone in to this one-of-a-kind interior.

Lifted

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Adjustable high-end Kings suspension has been used on all four corners. In typical BAW Automotive fashion, even the coil springs and upper control arms have been given attention with a slash of green paint.

Off-road rubber

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There’s a total of six tyres bolted to the BAW 200 Series, with the preferred choice of rubber being Yokohama X-AT in a 285x70R17 size mounted to ROH Sniper alloy wheels.

GVM upgrade

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The rear end of the 200 Series sees a JMACX rear axle housing for increased strength, and to help allow the GVM upgrade to 4200kg. A Brown Davis 185L long-range fuel tank provides a decent increase in touring range.

Shelter for days

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The Boss Aluminium 270-degree awning sets up in next to no time according to the BAW team, and provides loads of shelter from the scorching Queensland sun.

More power

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Engine performance hasn’t been left standard as you’d expect, starting with a Safari Armax performance ECU and PWR thermo fans mounted on top of the factory intercooler for lower intake temps. A Torqit DPF back exhaust adds a nice note to the grumpy twin-turbo V8 diesel.

Touring mods

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The 150W of solar mounted to a Rhino-Rack Pioneer platform gives charge to the Invicta lithium battery system when parked up. The roof platform is also the perfect place for the Xray Vision quad-optic light bar and four Maxtrax recovery boards mounted on the driver’s side.

BAW Automotive’s LC200 specs

ENGINE Rapid Power water-cooled fully sealed alternator, PWR thermo fans mounted to OEM intercooler, Direction Plus pre-filter and Provent oil separator, Safari ARMAX ECU and snorkel.

EXHAUST Torqit DPF back performance exhaust system

DIFFS Eaton E-locker locking differentials

BRAKES Stock 200 Series

SUSPENSION 4200kg GVM upgrade with Kings Suspension, JMACX fully fabricated diff housing, Airbag Man airbags with in-cab inflation

WHEELS/TYRES ROH Sniper wheels in 17×9 size with +35 offset, Yokohama Geolander X-AT tyres in 285x70R17 size

ELECTRICAL Under-bonnet Invicta SNLMAX lithium battery, Clearview Accessories Powerboard electric steps, Clearview Powerfold mirrors, Clearview fridge slide with Engel fridge, Cel-Fi Go mobile repeater kit and GME XRS UHF

CANOPY + PANEL WORK The 200 Series Dual Cab Conversion with 350mm extension and custom 70 Series bonnet graft with full custom respray in Nori Green Pearl; Boss Aluminium premium flatbed tray with Boss Aluminium M-Spec ¾-canopy; Boss Aluminium RT1 rooftop tent and 270-degree awning

SPECIAL THANKS All of the BAW Automotive Team, Boss Aluminium, Jungle 4X4, Sherpa 4X4, Safari Engineering, A1 Custom Detailing, Xray Vision, Invicta Batteries, Clearview Accessories.

WEBSITE: www.bawauto.com.au

A leaked document, obtained this past weekend by 4X4 Australia, outlines a number of factory-licensed ARB accessories for the next-gen 2023 Ford Ranger.

Ford Australia announced last year it had partnered with ARB 4×4 Accessories to supply the accessories for its Ranger and Everest lines of 4x4s and was already working on the kit for the next-gen models due to start going on sale in June this year.

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This partnership went right back to the prototype vehicle engineering and testing of the new vehicles to ensure that all the accessories would meet Ford’s standards for fit and quality and allow them to be covered by the car’s 5-year factory warranty.

The result is that you can order any ARB accessory to suit the new Ranger and Everest at the time of vehicle purchase from your Ford dealer.

To be covered by Ford’s factory warranty, the accessories must be sold by a Ford dealership, while products bought from an ARB store or reseller are not covered by the Ford warranty.

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“We are very proud to welcome ARB on-board as they are known globally and respected in the off-road community for their state-of-the-art manufacturing processes and stringent quality controls,” said Andrew Birkic, president and CEO of Ford Australia and New Zealand at the time of the announcement.

“A lot of our customers have told us they’d love to be able to access a wider range of quality off-road accessories through our Ford dealership network, and this collaboration will mean they can head off road safely with access to a range of ARB accessories.”

As expected, the ARB kit for the new car extends to a variety of protection equipment including bullbars, side-steps and rear bar; Nitrocharger and BP51 equipped suspension packages; underbody protection; air compressor fitment; Linx integration; Air Lockers; canopies; roof racks; driving lights; dual-battery systems and even GVM upgrades.

The licensing partnership has created more than 160 products for the new Ranger alone, with more to come for Everest.

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The document also includes links to specific product information to educate both vehicle owners and Ford dealership staff on the ARB products and how they benefit the vehicles.

The ARB accessories also include some product sold by ARB but manufactured by other reputable Australian suppliers including Safari Snorkels and Redarc BCDC chargers for auxiliary batteries.

Four-cylinder and V6 diesel powered Rangers have space in the engine bay for a second battery and the ARB auxiliary kit includes the battery tray, Redarc charger and all required wiring.

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The V6 petrol-powered Ranger Raptor has a bigger airbox to feed its more powerful engine which takes up that space in the engine bay, but ARB is said to be working on a kit to mount the second battery under the rear seat of the Raptor or in the rear of the vehicle.

It’s this co-operative partnership that has allowed ARB to have access to the cars before the official launch so that the accessories will be available from the time the new Fords go on sale.

Other areas where this is evident include ARB accessory wiring harnesses which integrate directly with the car’s factory wiring, and even the mounting kit for the ARB Twin Compressor which has specific mounting points in the rear quarter panel to allow fitting without any additional holes or fixtures required.

The Ford engineers also applied their own calibration to ARB’s flagship BP51 shock absorbers for the Ranger, with one engineer telling us that he believes the new BP-51s perform as well as the Fox Racing dampeners in the current model Ranger Raptor, but not as good as those in the new-generation Ranger Raptor.

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It’s great to see a vehicle manufacturer partnering with a great Australian 4×4 accessories brand to develop and create a range of accessories that will make the vehicles better suited to the individual needs of owners.

Ford and other manufacturers see their cars being bought and sent straight to aftermarket workshops to be fitted out and not only do they want a bit of that action, but they want the products to work better with their vehicles.

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A Ford engineer told 4X4 Australia that some of the biggest problems they see with their vehicles, come from the fitting of aftermarket products and how they interact with the many complex systems in the new cars.

Fitting accessories like driving lights or tow bars which might have been relatively easy DIY jobs in the past, can easily damage a new vehicle’s electrical system if not done properly.

Just like fitting aftermarket suspension or GMV upgrades can affect a vehicle’s dynamics and safety systems. Partnerships like this will allow for better integration and better products for owners.

There’s something about the coastal town of Kalbarri in Western Australia that draws you back. It’s notoriously blustery there, but it’s more than just the wind.

Located about 570km north of Perth, Kalbarri is uniquely placed between two distinctly different landscapes. In April 2021 the coastal town was in the eye of Cyclone Seroja and was devastated as the storm tore through and left a trail of destruction in its path.

Fortunately, there were no fatalities, but more than 70 per cent of the buildings were damaged including many homes and properties, and infrastructure on the shoreline, the jetty and foreshore buildings. It battered the town and left its residents reeling. Yet, in true Aussie resilience, this small town is getting back on its feet.

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In its position on the coast, Kalbarri, while copping the brunt of the wind, is also filled with natural beauty. It’s a beguiling mix of ancient gorge wonder and coastal splendour, as a mesmerising vista greets you upon entering the town, an intense aqua blue of the Murchison River blending with the sea.

On one side, coastal cliffs jut out in to the Indian Ocean and spectacular gorges inland offer breathtaking walks, with rock formations as old as 400 million years.

Kalbarri boasts a variety of adventures in the best of both these worlds, yet it’s often overlooked by travellers doing the west coast. Many stop for a couple of nights, do a few walks and move on. That was us too, but sometimes life has a way of taking you back for a second look.

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Our first visit to Kalbarri, in September 2021, saw us staying two nights at Murchison House Station, on an unpowered site by the river. It was wildflower season, and the temperatures were ideal for walking.

During our two days, we explored the coastal cliffs, including walks to Island Rock, the Natural Bridge and the boardwalk to Eagle Gorge lookout. The following day we ventured inland and walked to the Z Bend, marvelled at the view through Natures Window and experienced the spectacular Skywalk, which opened to the public in June 2020.

Twists and turns

When we left Kalbarri, we thought we’d seen the best of the area. Our travels continued to Geraldton, with stops at the marshmallow-coloured Pink Lake at Port Gregory and the best fish and chips in Horrocks, before settling in to Geraldton for a couple of weeks, catching up on car repairs and all those things that need attention when you’ve been on the road for a while.

It was there I saw the online ad for some casual weekend work. It was at a caravan park back in Kalbarri. Within a few hours we were making arrangements to head back to the coastal hamlet to start work. Our initial two days in Kalbarri would become two months.

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Travelling and working is becoming more commonplace now and we’ve met loads of people on our travels with similar stories. We spoke to a man who’d set off around Australia, reached Kalbarri and went no farther. He’s a builder. Six months on he’s still there, rebuilding the buildings on the big station. His wife works at Red Bluff Bakery and they both love it.

At the Visitor Information Centre I met tourism advisor Nicky. She’d worked at the centre 20 years before, travelled the world and decided to come back to live. She says her heart is in the area. Another guy at the caravan park moved his young family there. Although still in temporary accommodation at the park while their house is being rebuilt, he’s also helping to rebuild and repair other homes in the area.

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There’s work all around Australia. With fewer backpackers coming in to the country due to COVID and a shortage of labour, employers are desperate for workers, whether it’s to pick fruit, work behind a bar, drive a truck or clean at a caravan park. Now is a great time to not only travel Australia but to experience all these different sides of it.

Staying long-term in one place changes the feel of a journey. It becomes less of a holiday and more about integrating in to a community. Still, at the end of the day, unless we make that huge leap to have a sea or tree change, we eventually move on. In our last few weeks at Kalbarri, we once again became tourists.

Lobsters and brews

The pub in town offers great meals and a relaxed atmosphere, while the Red Bluff Bakery is our pick for lunch. However, our favourite eatery was Finlay’s in the back blocks of Kalbarri. Renowned for its fresh seafood, rustic alfresco ambience and regular live music, Finlay’s is a favourite with locals and visitors.

This quirky place with dirt floors and craft beers on tap is surrounded by museum-type relics. It’s a beer garden, sheltered eating place, microbrewery and seafood restaurant all rolled in to one, and we loved it.

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One of the highlights of our stay was a rock lobster charter on-board Nebraska II. Leaving early in the morning, it was a thrilling couple of hours with third-generation commercial lobster fishermen Vaughan and Mark keen to show us the traps. Both guys were a wealth of knowledge, entertaining and informative.

It’s an interactive time on the boat and you’ll get to see the guys pulling pots, you’ll be treated to lobster cooked three ways by their on-board chef, and you’ll get to share in the catch and take some home. This charter is great value and great fun. They also run sunset cruises and fishing charters.

On the first weekend in June, Kalbarri hosts the annual Rock Lobster Fest, featuring crays and canoes and Adventurethon Enduro Races. It was cancelled in 2021 due to the cyclone, but keep an eye out for it again in 2022.

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Kalbarri has undeniably experienced its own endurance in recovering from Cyclone Seroja. Travellers are once again being welcomed with open arms and encouraged to stay a while, with a variety of ways to enjoy the area.

You can take a scenic flight, hit the sand dunes on a quad bike at nearby Wagoe Beach, or hire a boat to cruise down the Murchison River. The fishing is incredible, with huge fish caught each day. However you experience Kalbarri, you’ll come to understand their slogan, “simply remarkable”. Our stay here was certainly that.

5 things to see and do

01: KALBARRI SKYWALK

The Skywalk is top of the list. Beat the crowds and the heat and go early. Or do as we did and head out at dusk with drinks at sunset. You’ll feel like you’re floating on air as you take a thrilling walk out along two cantilevered viewing platforms that hang in mid-air 100m above the gorge.

02: NATURE’S WINDOW

Nature’s Window is one of the most photographed parts of the Coral Coast and, when you see it, you’ll understand why. It’s a picturesque but easy walk that leads to this iconic natural attraction. For keen walkers who want to continue, the 9km return Loop Hike begins at Nature’s Window.

This is an impressive but challenging hike and it’s important to be prepared if you plan to walk it. Temperatures in the gorge are often 10°C higher and heat stress has resulted in fatalities on this trail, so hiking isn’t recommended from November to March. However, there are plenty of other shorter trails.

03: THE BEACHES

Down by the coast are plenty of beaches to cool off in. At Chinaman’s Beach the river meets the sea, and it’s a calm, sheltered spot ideal for swimming. Siphon Beach is an ideal shoreline to take an early morning stroll.

It’s a quiet spot with a beautiful reef break. At Jakes Beach you’ll find one of WA’s most famous remote surfing breaks. The elevation creates a natural grandstand for spectators to watch surfers and dolphins riding this world-class wave. At Wittecarra Beach south to Red Bluff is great beach fishing, with 4WD access only.

04: OFF-ROADING

For those looking for off-road adventure there are myriad tracks that lead out from River Road. Most are easy to medium grade, but if it’s been raining the tracks could get more challenging. Pick up a mud map from the Visitor Centre in town and follow the tracks towards Castle Rock and Goat Island.

Head out to Murchison Station where (for a price) there’s a heap of tracks to lose yourself in. Nearby at Lucky Bay are some of the highest and most exciting dunes to drive on in WA.

05: COASTAL LOOKOUTS

For sweeping views of the Kalbarri area, drive to Meanarra lookout or head to one of the many coastal lookouts to enjoy an Indian Ocean sunset. At Pot Alley, the view south from the clifftop truly captures the rugged beauty of this coastline, while Blue Holes Beach offers one of the best snorkelling spots.

Evan Spence pits Jeep’s new-generation Grand Cherokee L against the proven and popular Y62 Nissan Patrol.

It has been a long time coming, but Jeep has released the first seven-seat Grand Cherokee, dubbed the ‘L’.

It’s not just a longer version of the previous Grand Cherokee, either; this has been redesigned from the ground up, with a long list of ingredients that on paper sound perfect for families wanting the latest and greatest in technology and interior comfort.

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However, it’s not all-new, as this model retains the 3.6L V6 petrol Pentastar engine found in many Jeep products and, of main note, the Wrangler. Sadly, there’s no diesel engine option.

We managed to snag a top-spec Grand Cherokee Summit Reserve straight from the vehicle’s recent launch event, and we spent some time in the bush getting to know it and to see how it performs against the proven (albeit dated) Nissan Patrol.

Why the Patrol? Well, it’s a large family wagon with eight seats (one more than the Jeep), a petrol engine and all-independent suspension. There are definitely enough similarities to make for an excellent comparison and to see if the new family 4WD wagon has what it takes to outperform the solid and highly regarded Patrol. It’s time to get muddy.

Nissan Patrol Ti-L

Powertrain and performance

Make no mistake, this engine and gearbox package makes the Patrol what it is. Producing a claimed 298kW and 560Nm, it’s an absolute ripper of a combo, outputting velvety smooth power the second you touch the accelerator.

Some people take things a step further and bolt aftermarket superchargers on them – that’s madness, but my kind of madness.

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With a 5.6-litre petrol V8 engine mated to a seven-speed automatic, the Patrol moves effortlessly on- and- off-road, albeit at the expense of fuel, which you’d expect from a big engine pushing more than 2800kg of weight.

The Patrol was able to pull away from the Jeep under acceleration testing, but the result was tighter than expected – something we’ll put down to the Grand Cherokee’s lighter weight and extra ratio in the gearbox.

On-road ride and handling

This is a big 4WD – so much so, that when my wife jumped inside she was blown away by the massive interior, saying it felt more like a spaceship than a car. For such a large vehicle, the Patrol handles superbly on bitumen and fast dirt roads.

The suspension is compliant when going over large bumps, showing that it has been tuned well for local conditions. This is what you’d expect from a vehicle that has been sold here for nearly 10 years.

Steering feel is well-weighted and direct, and the brakes do a stellar job of pulling up the big Patrol on pavement and dirt. You could effortlessly cover large distances in the Patrol, as we did at the 2022 4X4 of the Year test a few months back, where the judges were more than happy to be behind the wheel of the Patrol over a week in the outback – now that’s saying something.

Off-road

The Patrol is a very competent machine when the going gets tough, thanks largely to its impressive traction-control system with terrain modes, a rear locker and brilliant ground clearance due to the all-independent suspension design.

The V8 comes in to its own off-road, providing excellent low-down torque for technical terrain, and power on tap when you need extra wheel speed for muddy or sandy conditions.

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It excelled at our recent 4X4OTY test, in both technical terrain and when bouncing over sand dunes or through the desert – this is what it is designed to do. There’s proper low-range gearing, and with seven gears available it offers a wide range of gear ratios.

Suspension travel is also very respectable for an all-independent design and, while I’d prefer a solid rear axle, there’s not much this Patrol won’t conquer off-road.

Cabin and accommodation

The interior design of the Patrol is its biggest let-down. Sure, it’s roomy and extremely comfortable, but once you climb out of the Grand Cherokee L in top-spec Summit Reserve trim and get in the Patrol, you can’t help but feel underwhelmed.

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My esteemed colleague Dan Gardner, who joined me on this road test, couldn’t believe the Patrol still had a CD player in this day and age, going so far as to say the infotainment system reminded him of his childhood Game Boy. This is the top-of-the-line Ti-L variant, too.

You get comfortable leather seating, oodles of fake wood and an array of buttons on the dash, which provides a cluttered and dated feel. A new interior to match recent exterior revisions would breathe new life in to this platform, and it’s something the overseas market has already received.

Practicalities

As a full-sized wagon with eight seats, the Patrol is an extremely practical and versatile off-roader. There’s plenty of space inside for both occupants and cargo. You get a decent-size 140-litre fuel tank, which will empty quickly when pushed due to the relatively thirsty petrol V8.

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Towing capacity is at industry standard levels with a quoted 3500kg ability, but payload is down compared to the Grand Cherokee: 639kg versus 758kg.

Aftermarket off-road accessories are available for the Patrol, as well as knowledge on how to work on them, given its age and the fact the 5.6L V8 has been around for a long time in international markets. It’s a safe bet if you want to build it into a competent and reliable off-roader and daily driver.

2022 Jeep Grand Cherokee L

Powetrain and performance

While this is a new-model Grand Cherokee, it retains the well-known 3.6-litre V6 Pentastar engine bolted to an eight-speed auto and dual-range all-wheel drive transfer case.

The engine produces 210kW and 344Nm, which when compared to the higher figures the Patrol produces might seem lacklustre, but the real-world seat of the pants experience proves the opposite.

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It’s a good engine and does an admirable job of propelling the 2022 Grand Cherokee along without complaint; it sounds great too. It has been designed to rev, producing power higher in the rev range than the Patrol.

Being a willing and revvy engine, it didn’t present any issues off-road, even in technical terrain where low-down torque is typically king.

On-road ride and handling

Being lighter than the Patrol, the ride is sportier and more dynamic with less body roll on sharp bends. This is where those 21-inch wheels come in to play, but they are fairly useless anywhere else and good luck finding a replacement out west.

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Feel from the electronically controlled steering system is well-weighted, without any vagueness no matter the speed. Brakes are also excellent, but the ABS did seem to take a bit to work itself out on the dirt.

Adjustable air suspension systems can be hit and miss, but the 2022 Jeep Grand Cherokee L is a pleasure to pilot and operate. It is easy to alter the ride height with a simple up or down push on the button, as well as being quick to respond.

Off-road

The 21-inch wheels aren’t a great start for off-road credentials, and I was nervous we’d be spending most of our time repairing tyres – we got lucky and this never happened.

Speaking of tyres and luck, good luck fitting larger rubber to the 2022 Grand Cherokee, as the front upper control arm design simply won’t allow for bigger tyres to be fitted, as it sits directly above the tyre. It’s a crying shame, as Jeeps should be easily modified and off-roading is in their DNA.

Suspension travel is limited compared to the Patrol. This is especially noticed with the air suspension pushed all the way up to the highest setting, as you’ve basically used up most available down travel.

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The ride firms up when at the highest setting too, so unless you’re driving in really rough terrain, better ride quality is achieved by having the suspension dialled to the middle setting.

The good news is that the off-road traction control calibration is sensational, making the 2022 Grand Cherokee L rather capable when the terrain turns rough. As long as you have ground clearance and a wheel or two on the deck, you should keep pushing forward.

You are also gifted with various off-road terrain modes and extremely fancy cameras, to see what the vehicle is doing from multiple angles. This is the future of off-road driving in many ways, and I really enjoy this welcome boost to off-road technology.

Cabin and accommodation

The Grand Cherokee L Summit Reserve offers a beautiful looking and functional interior. It’s inviting, doesn’t feel cheap and offers so many features modern families will appreciate in a four-wheel drive. I’ve never seen so many USB points; even third-row passengers get USB and USB-C points in the back.

I’m a tall lad and had no problem fitting in the third row – there’s ample headroom, and thanks to the electronically adjustable second-row seats I could fit my size 12 boots in too.

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The front leather seats are both heated and cooled, and the built-in back massager is pure joy for someone with back problems like myself. Why can’t all 4WDs give you a back massage as you cruise down the highway?

The centrally mounted touchscreen cleans up the dash layout and offers an incredible number of functions. You can control the seats, radio (the McIntosh speakers sounded amazing), climate control and navigation. It is rather intuitive to operate and navigate, but you’ll still need to spend an entire day going through the huge amount of functions.

While I was absolutely smitten with the interior design and features, the console design did mean my legs were ever so slightly cramped on the side – the console rubbed on my left leg. Certainly not a deal breaker, but worth mentioning if you are close to two metres tall.

Practicalities

Being lighter in weight than the Patrol, coming in at 2190kg versus 2861kg, the Grand Cherokee has a higher payload capacity, with the ability to cart 758kg in weight versus 639kg.

However, it has a lower towing capacity of 2813kg versus 3500kg, limiting its ability to tow massive caravans and trailers. A forward-fold camper trailer, for example, won’t prove to be an issue for the Jeep.

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The fuel tank is smaller than the Patrol (104L versus 140L), but you’ll use less fuel in the process, so range is similar if not better in the Jeep.

The aftermarket will have its work cut out developing parts for the 2022 Grand Cherokee. Considering this vehicle will be sold internationally, we’ll see quality gear at some point … just not yet.

VERDICT

Pricing for the top-of-the-line Ti-L Patrol is $103,199 driveaway, while the Cherokee as tested comes in at $122,700 before on-road costs. The Patrol can also tow 3500kg compared to 2812kg with the Cherokee. For those two reasons alone, I’d be buying the proven Patrol. Is it the better vehicle though?

As an all-rounder to take to the shops and go camping on the weekend, the Grand Cherokee L Summit Reserve offers so much more in terms of technology, comfort and interior design. It’s a really nice 4×4 to drive, and the 3.6-litre V6 engine does a better job than expected and sounds sweet in the process.

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I’m also a massive fan of the cameras and functions built in to the infotainment screen, which looks much neater than the myriad buttons found on the dated Patrol dash. I also like the versatility of adjustable air suspension, as the Cherokee does need all the help it can get clearance-wise.

A deal breaker for me is that you can’t fit larger tyres to the Grand Cherokee thanks to the upper control arm design; while the Patrol will take a nearly 35-inch tyre on stock suspension.

If you need to tow a heavy caravan or want to accessorise your four-wheel drive for desert crossings and long-distance touring, I’d buy the Patrol. Put the money saved in to aftermarket accessories and high-octane fuel to feed that glorious V8, and you have a proven package built to eat up the kilometres.

In saying that, the first Grand Cherokee to offer seven seats certainly has a place in the market, and I’m looking forward to see how this platform evolves and grows over the next few years.

2022 Nissan Patrol T-L specs

2022 Jeep Grand Cherokee L Summit Reserve specs

From wet roads, sand, mud, rocks and outback desert tracks, we’ve taken the Maxxis RAZR muddies over most terrain you could expect to find in Australia.

And I really mean that – the 4X4 Australia D-MAX was used off-road from basically the second we picked it up, and it has also covered massive distances between photoshoots and trips away on the blacktop. It’s essentially a jack of all trades.

As we are in the business of creating off-road content, we need products that not only work well but excel in as many conditions as possible, because our livelihood depends on it.

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After 20,000km on the Maxxis RAZR MT-772 tyres fitted to the 4X4 Australia D-MAX, it’s safe to say they are staying on the vehicle.

The main thing I’m impressed with is how well these tyres grip on wet roads; at no stage has the D-MAX ever stepped out or felt like grip was an issue. I’m based in NSW and we’ve experienced more rain here than we know what to do with in recent months.

Let’s put it this way: If these tyres didn’t perform well on wet roads, they wouldn’t be on the ute anymore. I’m even looking to run these tyres on my new project vehicle, which we’ll touch on at a later date, as they suit my needs and driving style perfectly.

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The tyres have also remained quiet for a mud-terrain. I reported I was impressed with the low level of road noise when we initially fitted the Maxxis RAZR tyres, and I haven’t noticed any increase in road noise after 20,000km – I can still happily have conversations in the D-MAX when doing a buck-ten down the highway. They aren’t a compromise, and I respect that about these tyres.

Off-road? Well, one look at that tread pattern and you know these are going to perform. On a recent trip to the mud around the Lost City tracks in Lithgow, with a stock Isuzu MU-X and 79 Series LandCruiser in convoy, I was in front and didn’t need to use the rear locker to get through one particular spot both the 79 and MU-X needed their lockers – those stock tyres didn’t have the bite to pull through. Muddies for the win!

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There is no evidence of chipping, cuts or weird wear patterns … there’s not really anything negative to say at all. They are wearing well, which is a surprise given the nature of a soft compound tyre that offers high levels of grip.

For our needs, with a relatively light dual-cab ute, I’m confident we’ll get many more kilometres on the Maxxis RAZR MT-772s without issue.

Available from: maxxistyres.com.au

RRP: We paid $329 per 265/70R17 tyre.

Volkswagen has announced a new brand for its off-road focused electric vehicles – Scout.

While the nameplate isn’t well-known in Australia, the Scout was a two-door SUV and pick-up truck manufactured by International Harvester between 1961 and 1980, remaining dormant since.

Last year Volkswagen said it was interested in reviving Scout in the United States to be a direct competitor to the Jeep Wrangler and Ford Bronco, having acquired Navistar (formerly International Harvester) and its assets in 2020 for US$3.7 billion (AU$5.34bn).

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Much like the original model, the Scout brand will start with an SUV and pick-up truck first, both to be revealed next year and enter production in 2026 for the North American market.

No details have emerged yet as to which Volkswagen EV platform will underpin the models, although it’s likely the current MEB architecture under the ID range will be outdated by then, with the Scalable Systems Platform (SSP) becoming the probable option.

“After Volkswagen’s successful turnaround in the US, we are now taking the opportunity to further strengthen our position in one of the most significant growth markets for EVs,” said Volkswagen CEO, Herbert Diess.

“Electrification provides a historic opportunity to enter the highly attractive pick-up and R-SUV segment as a group, underscoring our ambition to become a relevant player in the US market.”

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It’s worth noting while the International Harvester Scout hasn’t been seen in Australia since 1981, there have been instances of the Scout name being used in Volkswagen Group models.

Introduced to the local market in 2008 on the Skoda Octavia, the Scout variant has featured on the Czech manufacturer’s high-riding Octavia and Superb wagons since, with more of its model range adopting the moniker overseas.

The first shipment of the 2022 Ford Ranger is on its way to Australia, with deliveries to customers slated to begin in June.

Having launched last year as the replacement of the current Ranger, Ford’s next-generation ute is now on its way from Thailand as the local production team started rolling the T6.2 off its assembly line.

A spokesperson for Ford Australia told 4×4 Australia some of the vehicles pictured were destined for the first round of local deliveries, although no specific number was given on how many examples could be expected.

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Due to supply chain issues, Ford won’t be able to initially meet the higher-than-expected demand for the Ranger, with the lower-spec four-cylinder bi-turbo variants (XL, XLS, XLT) prioritised over the incoming V6 engine (XLT, Sport, Wildtrak) despite the latter garnering the most interest from prospective buyers.

The new EcoBoost V6-powered Ranger Raptor is still locked in for a July arrival, coming in as the flagship variant of the Ranger line-up with an $85,490 price tag before on-road costs.

Ford will be hoping to increase production volumes of the upcoming Ranger after easing production of the current model affected its new-car sales, with the 13,241 examples sold so far this year representing a 12 per cent decrease from the same period in 2021.

There was a time – about a decade ago – when Jeep’s Grand Cherokee was Australia’s favourite large SUV and the seven-slot grille would regularly muscle Toyota’s Kluger and the Ford Territory out of the picture with seemingly unstoppable sales.

A short time after in 2014, the company enjoyed its best year to date with more than 30,000 Australians buying in to the brand. But the new-car market is a savagely fickle place to play and things started to go downhill. The sales, it appeared, were stoppable after all.

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Today, Jeep is resolute in its mission to return to the glory days and it’s turning the tide with fresh metal including the Compass in 2018, a new Wrangler and its Gladiator cousin, and now this.

Ahead of the more familiar five-seat Grand Cherokee that’ll touch down late in the year, the new longer version denoted by its L boot badge has arrived and it signifies a ‘revolution not evolution’ for the brand, according to Jeep India and Asia Pacific vice president Billy Hayes.

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Why such confidence? Well for a start, with about 200mm added in to the wheelbase, the L thrusts the Grand Cherokee in to the seven-seat arena for the first time, bumping gloves with long-standing models including the Nissan Patrol.

And then there’s the equipment and apparent quality. As part of Jeep’s premium push, the Grand Cherokee L assumes a role spruiking exactly what the company can do in its bid to become a more luxury brand, while still retaining its lifestyle focus which put the seven-slot grille on the map. The question is, does it?

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Powertrain and performance

On the road, things are looking promising. Initial disappointment at the absence of the forthcoming straight-six, a silky diesel or Hemi V8 subsides as the 3.6-litre Pentastar V6 petrol starts to show its character.

The 210kW and 344Nm might seem a little impotent for a car of its size, but the aging donk is still a surprisingly flexible unit.

Paired to the eight-speed torque-converter auto, the naturally aspirated engine is allowed to rev rather than hunting the higher gears as many diesel drivetrains are calibrated in search of single-figure fuel economy. The result is reasonable performance and a vocal note inside and out.

Efficiency does suffer, however, and while Jeep claims a combined figure of 10.6L/100km, the best we managed with a combination of on- and off-road was always in the 12s and 13s.

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On the road

That aside, the chassis is way lighter on its feet than expected and can really carry some pace on sealed surfaces. Steering and brake feel has a decent weight and feels somewhat old-school.

Whether that be a good or bad thing is down to the user, but it lacks the numbness some excessively light and over-assisted systems suffer.

All, however, will appreciate the quiet ride, smooth cruising and excellent comfort levels.

Cabin and accommodation

In the top-spec Summit, a Jeep cabin has never looked so posh. There’s acres of quilted leather, soft-touch materials everywhere, beautifully tactile unvarnished wood trim combined with slick design. A little too much gloss black finish is the only thing to let the otherwise stunning interior down.

A pair of sharp digital screens maintain the high-quality standards with a highly customisable instrument cluster for the driver, complemented by a second 10.1-inch touchscreen in the central dash.

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It contains the latest UConnect 5 operating system and it’s a big step up with excellent resolution, tons of native applications and an absolute heap of off-road centric instrumentation and information one might expect from the brand.

The digital experience is impressive, but a refusal of the TomTom-based navigation to boot one morning and a reversion to Italian language for no apparent reason were just a couple of unwelcome gremlins.

While driver assistance and safety systems are generous as standard, the optional lane-departure assistant was freaked out by Australian roads on more than one occasion, objecting with a loud, annoying beep each time.

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Ultimately though, the numerous plusses stand out from the L. Even in the third row there’s tons of space; 12 USB ports are scattered about the place, six of which are the most modern type-C; and clever innovations such as the ‘Fam Cam’ allow kids or just untrustworthy adults to be monitored in the rear seats.

Optional equipment is a blend of some items you might expect to be included in a $115,000 machine such as sunroof and head-up display, and some things you definitely wouldn’t including a really cool night-vision camera and a second touchscreen exclusively for the front passenger.

Off-road

With the fifth-gen Grand Cherokee, Jeep really is moving in to more premium territory, but if it’s at the cost of the all-terrain kudos, it will have done the moniker an injustice.

Fortunately, the new model delivers here too. Equipped with Quadra-Trac I and Quadra-Drive II, the Limited is pointed at the trail less trodden, but opt for the Summit and you’ll get air suspension, a two-speed transfer box and extra off-road modes – that’s more than just a statement of intent.

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With its suspension jacked to the max, the Grand Cherokee manages 272mm of ground clearance and, while its longer wheelbase and reduced breakover angle does diminish outright ability, the L can still really go places.

Another limiting factor are the Continental Cross Contact LX Sport tyres fitted to 21-inch wheels, which would appear to be a weak link if you do intend to hit the gnarly trails hard.

And if you have grand designs to fit larger rubber then think again, because the front struts have a pinch-bolt located right at the perimeter of the standard rubber limiting overall diameter. But for a vast majority of off-road challenges, the factory set-up does incredibly well.

Only the most ambitious rocks could find the Jeep’s belly; deep ruts and mud didn’t once faze the Grand Cherokee’s composure, and even some serious climbs and descents were dispatched with surprising competency.

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Wheel articulation is fair but limited at maximum height, and the overall proportions could become ungainly in tight spots, but it’s hard to imagine this particular model being thrown at terrain half as challenging as the route we chose during its normal duties. In that regard, this particular Jeep has passed with flying colours.

But here’s the best bit: Despite only having a single-speed transfer, fixed-height coil spring suspension and rolling on 20-inch wheels, the Limited version went everywhere the Summit could.

VERDICT

At the ragged fringes of ability, the top-spec car would likely have the edge, but you’d have to be trying hard to demonstrate the compromise. That might be enough to lure in a good number more customers for whom a Jeep with a $100K-plus price tag doesn’t equate.

Nonetheless, it’s clear from the deft blend of on-road refinement and sophistication, combined with typical off-road aptitude, that the new Grand Cherokee has spent significant time on Australian roads and is a model well-suited to local demands as a result.

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If you lament the go-anywhere promise of the fourth-gen Grand Cherokee, then it’s probably worth waiting until the back end of the year for the five-seat version, but this first encounter with the new L highlights something more akin to a limo that goes further.

And if Jeep decides to develop a Trailhawk version and slap a Trail Rated badge on its flank, the Grand Cherokee L will have another feather in its cap, firmly establishing this model as the proud flagship of the evolving brand.

2022 Jeep Grand Cherokee L pricing and features

Night Eagle: $82,250

Limited: $87,950

Summit: $115,450

2022 Jeep Grand Cherokee L specs: Summit Reserve