The 2022 new 4×4 vehicle market has picked up where it left off last year, with mid-size utes dominating sales, filling the top three places and taking seven of the top 10 positions.Numbers were down, however, on those seen at the end of 2021, with supply issues still having a major effect on what the manufacturers can get in to Australian showrooms.“The microprocessor shortage and the pandemic’s impact on supply chains continues in to 2022. This is an issue impacting markets all over the globe. Despite this, consumer interest, inquiry, and the fundamental demand for new cars in Australia remains strong,” said FCAI chief executive Tony Weber.

While we’re used to seeing the Ford Ranger and Toyota Hilux battling it out at the top of the chart, the perennial favourite Toyota ute had to make way for the rebounding Mitsubishi Triton in January as it claimed second place in sales.Triton suffered heavily in the latter part of 2021 with supply shortages seeing it tumble down the sales charts, but it looks like its clawing its way back and you can bet Mitsubishi will be keen to see it regularly back among the top three 4×4 sales.The commercial LandCruiser 79 Series tied with the Ford Everest wagon for ninth spot in January, and it’s nice to see the Ford wagon back among the best sellers. An all-new Everest landing in the second half of the year should see renewed interest in this popular model.

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Of course, this will come after we see the new Ford Ranger hit showrooms some time around June/July and, while the current model is still the best-selling 4×4 in Australia, the new model with its V6 diesel engine option and extra equipment is sure to cause a stir. The Ranger will be hard to beat again this year, providing Ford can meet demand.Aside from Toyota which consistently has four models among the Top 10-selling 4x4s, Isuzu is the only other manufacturer to have more than one in there. That’s pretty impressive when you consider Isuzu Ute Australia only offers two models in it range and both the MU-X wagon and D-MAX ute continue to be popular.

January 2022 sales

1. Ford Ranger: 2986
2. Mitsubishi Triton: 2601
3. Toyota Hilux: 2569
4. Toyota Prado: 2566
5. Isuzu D-MAX: 1454
6. Mazda BT-50: 1047
7. Nissan Navara: 1019
8. Isuzu MU-X: 820
9. Toyota LandCruiser: 730
10. Ford Everest: 730
11. Toyota LC79: 713

It’s new magazine day at 4X4 Australia HQ, with our action-packed February 2022 issue out now.Another month, another epic issue, with the Feb mag headlined by a couple of killer custom builds in the form of a 2018 Ford Everest Trend muscled up for bush tracks, and an ex-army Perentie that is as tidy as it is wild!

We caught up with off-road racing hero Toby Price prior to the start of his 2022 Dakar campaign. We chat all things four wheels, two wheels and how he navigated his way to the big stage. Read the full interview with the two-time Dakar winner in this issue.

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Evan Spence battled torrential rain and took a 300 Series GX to some seriously mud-infested bush tracks – and got stuck – in an attempt to discover if the GX is the pick of the 300 Series range despite its base-spec status. We also test a 2021 Nissan Navara ST-X and a 2022 Land Rover Discovery S P360.We take an in-depth look at the transformed 4X4 Australia D-MAX, draped in top-quality aftermarket gear – it is now a seriously capable dirt-road touring weapon.In this month’s edition of ‘How to drive off road’, Deano explains how to safely and properly drive up steep inclines – there’s plenty of technical nous involved.

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Plus, we explore some quintessential 4×4 locales around Australia: Flinders Ranges and Oodnadatta in South Australia; Pine Creek in the NT; and Ningaloo Coast in WA.

What else is there?

– Fishing tips for the tropical north – MaxTrax recovery kit tested – Stihl electric chainsaws tested – CrashPad tool roll tested – New products, monthly columns and more!

The February 2022 issue of 4X4 Australia is available now.

For hundreds of thousands of years, mankind has been pushing itself. We’re pushed to run faster, hike farther, climb higher. All in the pursuit of being the best. To do more. To be more.It should come as no surprise then that when the manufacturer famous for taking on Ferrari and winning decided to take on the big dogs in the world of 4x4s, they’d come from nowhere and jumping right to the pointy end of the pack, the Everest has earned its name.It should come as even less of a surprise that one Aussie decided he could climb a little higher. He could take what is inarguably already a fantastic 4×4 on and off the road, and make it more.

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When Victorian native, Henk Piper, set about building up his 2018 Everest he wasted no time getting the altitude to match the attitude he had in mind.The Everest Trend now rides 4.5 inches higher to the clouds, thanks to a combination of trick aftermarket gear. Up front, three-inch lifted struts are the order of the day, with Dobinson’s MRR units getting the tick of approval. The remote reservoir helps the Everest hold its own against corrugations, while the adjustable valving lets Henk dial in the ride for the load. Up the back, a matching set of MRR shocks are fitted up with three-inch lifted coils to suit.Tucked inside are helper airbags, allowing the Everest to hone in its ride height no matter what gets thrown in the back for longer trips. The remaining lift comes from the upsized tyres. Rolling three-inch taller than the stock offering, Henk’s fitted up a set of aggressive 305/70R17 Maxxis RAZR muddies wrapped around steel wheels that can cope with all the punishment he throws its way. They’re kept reined in under the body with a huge set of Kut Snake flares, not something you see frequently on an Everest.

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The rest of the Everest’s exterior has received a similar overhaul to match the look of the staunch new guards. Up front, Henk’s fitted up a Dobinson Classic Black Deluxe bullbar to armour up the front end. It houses a bunch of trick kit like the Stedi Type-X Pro LED driving lights, but those with a keen eye will spot something a whole lot more interesting tucked behind and half cut into the Raptor grille. Based on the Warn 8274 High Mount winch, Gigglepin’s GP25 is inarguably one of the best winches money can buy and something that’s dominated the off-road racing scene for years.Right out of the box, the Gigglepin GP25 is improved on the traditional high-mount in every way. More powerful 6.8hp motor, hand-built lightweight alloy housing, upgraded gears, fully braced and fully submersible – you’d be hard-pressed to find a winch that could hold its own against it.

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Of course, it’s not all just about the winch either. Moving back and Henk’s protected the Everest’s crunchy bits with a set of steel sliders along the flanks and bright red PS4X4 bash plates underneath. Up top, a Rhino platform rack sports a Stedi light bar up front, with perimeter lighting all ’round. They’re tucked in underneath the Road Runner Offroad awning and Kick Ass shower tent. To ensure he’s got shelter from those cold Victorian High Country nights, a lightweight hard-shell rooftop tent takes pride of place right up top.Sourced from Wild Land, the Desert Cruiser tent sets up quick and easy, and houses a 300W solar set-up on its lid to keep the good times at camp rolling late into the night.

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Moving to the inside and Henk’s taken that same more-is-more approach, with every possible surface tweaked, accessorised or modified. Starting from up front, he’s optioned up two GME UHFs with a combination of antennas for different terrain.By running dual units, he’s able to have constant communication with his convoy, while keeping an ear out for oncoming traffic or outback truckers. Up on the A-pillar, dual Redarc gauges give him up-to-date readouts on boost levels, exhaust gas temperatures, battery levels and even the fridge temperature, so he knows the frosty ones are living up to their end of the bargain.

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Making our way to the back and Henk’s fitted a custom cargo barrier to separate the crew compartment from the camping kit. Back here is where you’ll find everything needed to spend weeks on the road. The brains of the operation is the Redarc DCDC charger keeping twin 170amp/h batteries charged. There’s an MPPT solar regulator as well helping regulate the 300W coming in from the roof; while a 12V Travel Buddy oven does its best to knock down battery levels and offer up steaming hot pies in return. Finally, a Cel-Fi GO signal booster gives Henk a lifeline for proper remote touring.Tucked in behind the wall of technology is a custom drawer set-up from Full Boar Fourbie Drawers. It houses the dual-zone fridge, a slide-out table, bulk storage, a 20L water tank and even a 9L on-board air set-up fed by an ARB Dual Piston air compressor.

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Back outside and beneath the bonnet, Henk’s gone to town here as well. A Safari snorkel sucks clean air through a pre-filter before the 3.2L five-cylinder takes over. It’s been hot-rodded with a tune from BPT Motorsports and the whole affair is controlled by a windscreen-mounted controller, giving Henk all the data he could ever dream of. That unit also tidies up the six-speed auto’s shifts.While the spanner roll was out, a handful of handy mods also got the nod. Under-bonnet LED lighting makes roadside oil checks easier, while a catch-can and diesel pre-filter ensure the Duratorq engine is fed a healthy diet. Under the bonnet and Henk’s also managed to cram in an air-horn set-up, upgraded diff breathers, and even a GPS tracker so he’ll always know where his pride and joy is.Right out of the gate, the Everest is one of the most capable 4x4s in its class. Plenty of articulation from the solid rear end combines with smart tech, giving bulk traction. But Henk’s managed to build on that foundation and take things to a new level. There might be other Everests out on the tracks, but very few will hold a candle to this do-it-all rig.

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Ford Duratorq engine

WITH more than 300,000 units on Aussie roads, Ford’s Duratorq engine has been a massive success. The combination of the naturally smooth nature of a five-cylinder compared to a four-cylinder, as well as the added displacement as one of the biggest engines in its class have the 3.2 Duratorq as a bit of an oddity in a world dominated by sub 3.0L four-cylinders. But that’s not the only weird thing. While mostly known for powering Rangers, Everests and even the occasional Transit van, they also power trains.Linked together to push out up to 800 combined horsepower, the 3.2 Duratorq is used in the UK to power diesel-electric 230 Class trains at a hefty 20 to 30 tonnes apiece. TD42 Nissan owners might like to claim their diesels were designed for motoring mammoth forklifts around freight yards, but it’s hard to argue that lugging trains around the countryside isn’t more impressive.

Sometimes, the best 4×4 accessories are the ones you don’t notice – the ones that fit like a glove, don’t cause any issues and just work as they should.This is how I feel about the most recent addition to the 4X4 Australia D-MAX: the MSA 4×4 towing mirrors I bolted on before our most recent trip to Outback NSW.We wanted to fit a set of towing mirrors to the vehicle, because our D-MAX needs to do a bit of everything and do it well. Towing camper trailers or vehicles on a car trailer is all in a day’s work, so I wanted to be prepared.

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Installation was fairly straightforward, despite being slowed down by hidden screws on the factory door cards – a quick Google search helped us here. Once you work that out, it’s as simple as removing the door card, unbolting the factory mirrors and wiring, and bolting on the new MSA 4×4 mirrors. Then just connect the factory wiring to the MSA mirrors and put the door card back on. All in all, it took me about 45 minutes from start to finish. What I like about these mirrors – as they look like a factory fitted item – is that they don’t stick out or look out of place. They also work with all the Isuzu sensors, so all factory features stay in place.

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To operate them for towing duties, simply flip them, slide them out and you’re away. When you are done towing for the day, push them back in and flip them back to where they were, and job done.These MSA towing mirrors to suit the current model Isuzu D-MAX set us back $887 not including freight (which will vary). If you can’t find your elusive socket set, budget between $100 and $150 to have them fitted.

AVAILABLE FROM: msa4x4.com.au RRP: $887, for our LS-M 2020 D-MAX (plus freight and fitting). WHAT WE SAY: Looks like a factory item; are simple to use and install.

When you come head-to-head with a behemoth M43 on a one-lane suspension bridge in the middle of nowhere, one must reflect on the proverb ‘might is right’.This was the case when we ran into Lucky Hilmanofski and this ultra-cool, Korean War era overland ambulance in the Northern Sierra Nevada. He hit the gas and we hit reverse. Fortunately, I’ve known Lucky for years (yes, that’s really his name) and he was just messing with us, as a dedicated jarhead will do.Introduced in 1951, the M43 was the ambulance variant of the M37 Power Wagon, which in turn was a redesign of the battle-proven World War II era Dodge WC Series.

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Gearing up to take on communists on the Korean Peninsula, six prototypes were produced in mid-1950 for testing and the first of these snub-nosed workhorses rolled off the assembly line in December. With live front and rear axles, a 230ci in-line six-cylinder engine, New Process four-speed transmission, and a PTO winch, they were tough as a pitbull and mean as a hungry hyena.In short, the M43 Power Wagon was a purpose-built war machine. This fine specimen is one of 11,000 that went into service in 1951.

Back story

When Lucky, a former US Marine paratrooper and motor-pool mechanic, and his wife Cindy decided to retire, sell the farm and move to Baja, Mexico, they knew they would need a rugged and reliable vehicle to explore the region’s backcountry.Having purchased his first Dodge at age 21, a 1975 W100 four-wheel drive, Lucky became a lifelong Ram guy and knew their ‘overlander’ would need to be a Power Wagon of some type. When he came across this bone-stock ’51 ambulance, save the Air Force Blue paint job, it was a match made in the trenches.While ‘bone stock’ and its ultra-clean condition were selling points, this also meant there was a 78hp six-banger under the hood, which wouldn’t do. And then there were the 70-year-old axles, well-worn transmission, and a cargo box configured to transport injured soldiers rather than a place to call home. Being handy with a wrench and welder, and with a hankering to tear motors and gearboxes down, the aforementioned issues were non-issues.

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The plan of attack was to source his preferred mill, an early ’70s Dodge 318 V8, and give it a thorough rebuild from the oil pan up. This included tossing the carb in lieu of Holly Sniper fuel injection, converting the original 24V electrical system to 12V, and adding a 120amp alternator.Keeping the system cool is a Champion aluminium radiator assisted by a trio of Derale electric fans, and twin Optima Yellow Top deep-cycle batteries energise the entourage to life. Drivetrain selection would be a New Venture 4500 five-speed manual transmission with a granny-low first gear (5.4:1) backed by a New Process 200 transfer case.The original Chrysler 9.625-inch axles were suited for the Power Wagon’s substantial mass (3243kg kerb weight), but were rebuilt with 5.83:1 ring and pinion gears, new bearings, and Branik Motorsports chromoly rear shafts. Old-school 14-inch drum brakes cap each corner, while American Specialty Superlug tyres and 16×6.5 OE steel wheels keep it rolling down the trail.

Walk-around

If old military rigs exude character, the M43 hits the mark in spades. Up top is the original driver-controlled spotlight, the spare tyre is mounted on the driver’s door, and black-out lights complement a pair of hefty OE head lamps on the bumper. The original red flashing light had been removed from the top of the cab … but who wants that kind of attention in a combat zone?What you won’t find is an abundance of plastic trim, chrome accents, Silly Putty-soft body panels, or aerodynamic sculpting. A close look at the grille guard reveals handcrafted workmanship replete with splatter beads from the welder – remember, they were cranking these things out for war rather than a beauty pageant.

In short, the M43 Power Wagon was built to fight back. Pound on one of its rugged steel fenders and you’ll draw back a bruised hand. Did I say, no chrome? I digress. Ram’s mascot, a chrome-plated bighorn, is perched proudly on the hood ready to lead the next charge.Glancing down the side, we find storage bins tucked in behind solid steel doors, and out back are standard-issue MaxTrax, a Hi-Lift jack and shovel. Complementing the stock steel bumpers are auxiliary back-up lights, D-ring recovery points, and the original drop-down rear step. Up front is a set of KC Daylighters and a Warn VR 12-S recovery winch wrapped in synthetic rope. Extra supplies, water and fuel can be stored up top on the roof rack, which doubles as an elevated party deck for afternoon margaritas.

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Swinging open the heavy steel door and sliding behind the wheel, some might consider the amenities rather austere, but closer inspection reveals a great deal of forethought in its design. A piano hinge at the roofline allows the split-pane windshield to swing open for a blast of fresh air on hot Baja days.

Augmenting this is an aftermarket AC system from Vintage Air and dual 12V fans. Clunky but functional OE toggles control interior and exterior lights, and a full array of Stewart Warner gauges keep the driver apprised of system vitals.On the dash, a host of original metal plaques provide data on vehicle specs and payload, and how to operate the four-wheel drive systems. The factory through-floor pedals were upgraded with swing-style hydraulic versions, and an assortment of shifters manage four-wheel drive. As for the windows … no power actuators to fail here, just manual fix ’em anywhere crank jobs.

Interior

Lucky is the kind of guy who can sleep in a fox hole and wake up with a smile on his face, but Cindy prefers a few more creature comforts. We are not talking about a wine bar, granite counters and a full-size shower, but it would need to be a functional abode with all the basics.The ambulance bunks were traded for a queen-size Murphy bed, allowing for walk-through convenience or hauling one of their Rokon motorcycles. Above and to starboard is a large storage locker for sundries, a mess kit, utility area and Coleman dual-fuel stove. Beneath the bed we find tools, recovery equipment and personal effects.

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The rear ‘sofa’ (a plywood bench) doubles as a cover for the latrine, a canister-style porta-potty. There is also a Weber barbecue, portable table for outside dining, and 56.8L of reserve water. As a former ambulance, the back was prewired for medical equipment, which allowed for easy installation of a 2000W inverter, ARB fridge-freezer, power strips and other accessories.At the end of the day, this voluminous living space beats the heck out of setting up a ground tent or digging a fox hole. What else could a pair of hearty campers need?

Wrap-up

We caught up with the travelling duo as they were wrapping up a three-month recce exploring the ghost towns and silver mines of Northern Nevada.When asked the why he chose an M43? Lucky said: “I just like ’em! It looks cool and is different … a really patriotic vehicle. It is surprisingly comfortable to ride in, you can sleep in it, and even live in it. This has been our home for several months at a time.”He continued: “The Power Wagon will go just about anywhere except really deep sand, and I can fix almost anything that goes wrong with basic hand tools I carry with me.”

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When asked if Lucky was his real name he said: “I was born 7 pounds 11 ounces, and 21 inches long. Those are lucky numbers for blackjack and craps players, so my dad named me Lucky.”So, what is next on the horizon for a 70-year-old ambulance and a couple of ex-pat retirees? The M43 will be getting an ARB awning, solar panels up top, and a full-width rear rack. As we said our goodbyes, Lucky and Cindy were pointing the wheels south down the spine of the Sierras, back to Baja to search for an all-dirt route along the southern peninsula to their home on the East Cape.

The 300 Series LandCruiser certainly has been getting plenty of attention in recent months, and for good reason.

It’s the first new LandCruiser in 14 years, and that’s a big deal. It’s also not a 200 Series LandCruiser anymore, which seems to have upset some people who think the V8 engine used in the 200 was the best thing since free cold beer on a hot day. I liked the 200 Series, I really did, but the 300 is better – it certainly hasn’t revolutionised the off-road game, but it’s a more refined vehicle overall.

UPDATE: 2022 4X4 of the Year

March 31, 2022: Hey, before you go on, you also should know which 4X4s are our top picks for 2022. Read our 2022 4X4 of the Year stories at the link below!

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Speaking of refinement, today’s objective is to look at the lowest spec LC300, which is certainly not what anyone would call refined. The purpose of this exercise isn’t to debate whether the 200 Series is better than the 300, we’re just here to see if the lowest-spec (GX) 4×4 in the 300 Series line-up is worthy of your hard-earned dollars.

Is it too basic to live with daily? Should you spend an extra (nearly) $12,000 jumping up to the GXL variant? On the flip side, would it be a wise call to pocket that $12,000 and use it for aftermarket (or genuine) accessories and buy the GX instead? Enough with the questions, it’s time to get some answers on the GX.

Powertrain & performance

Toyota ditching the old V8 in favour of a twin-turbo V6 is big news. It shouldn’t be though, as the V6 is a stout performer. It pulls well through the rev range and feels particularly peppy in the mid-range. Low-down torque is tractor-like when crawling off-road, and it even sounds good when being pushed.

The motor in question is a 3.3-litre V6 twin-turbo diesel engine producing 227kW at 4000rpm and 700Nm from 1600 to 2600rpm, an increase of 27kW-50Nm over the V8 found in the 200 Series. It doesn’t matter which LC300 variant you are interested in, as you get the same engine and gearbox across the entire range.

The V6 is mated to a 10-speed automatic gearbox, which shifts smoothly and without complaint. It also helps reduce fuel consumption, with this GX returning an average of 11.5L/100km when tested over a variety of terrain (highway, urban and off-road) during the space of a week.

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My main complaint with this package is from a visual point of view – it looks complicated to work on. When you lift that engine cover, the engine bay is messy and I’d imagine it would be a nightmare for mechanics. It will certainly be an interesting few years getting to know this engine package, finding where its strengths and weaknesses lie.

One such weakness is the location of the alternator. You can see it through an opening in the driver’s side wheel arch. While it’s a massive 200amp unit, which is impressive, it sits so low there’s no way it won’t cause issues down the line if you enjoy driving in mud.

There’s now also the more complicated water-to-air intercooler system, which adds additional components that could fail compared to the fairly bulletproof air-to-air top-mounted intercooler found in the 200 Series. Time will tell if that was a good call from Toyota.

On-road ride & handling

I had the opportunity to drive the GX during a week of extremely heavy rain and fog – utterly miserable conditions, basically. Despite this, I was impressed with how well-planted the vehicle is, and at no stage was it a handful to pilot in these lousy conditions. It gripped to the road with utter tenacity, and handled confidently no matter where I was driving, even at highway speeds on winding Blue Mountains roads.

One night coming home from an event in the city, on a particularly misty evening, the headlights really struggled to do their job – I actually got out of the vehicle to see if they were on. This is a major disappointment in an otherwise solid package. Aftermarket spotlights would be damn near mandatory if you needed to cover any rural kilometres in the GX once the sun went down.

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On a more positive note, the coil-sprung suspension performs brilliantly, with a firm yet progressive feel. Steering is also nicely weighted and direct for such a large wagon – full points there.

I’d happily drive the GX on a lap of the country in a heartbeat, and I don’t think I’d be longing for leather seats or a more luxurious interior at all in that time. Sure, it’s basic but in no way does the GX feel cheap.

Off-road

Don’t be fooled by the piece of plastic hanging from the passenger’s side guard. It’s not a snorkel, despite Toyota calling it so in their spec sheet. The GX comes standard with this raised air intake, and from our investigations it is really poorly sealed.

I’d definitely look at installing a proper aftermarket snorkel if you plan on taking a GX off-road, or at very least spend $20 on a tube of sensor-safe silicon and really ‘slaz’ (that’s a real word, I promise) it up properly.

With that small rant out of the way, the GX LC300 performed admirably on test through the Capertee area of NSW. Suspension travel, especially from the live rear axle, is impressive, and the traction control system is super responsive and I really enjoyed using the Crawl function on steep descents.

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It was jerky and unpleasant to use when it first came out, but Toyota has dialled it in with the 300 Series. It’s a useful tool for those new to 4WDing, as well as experienced operators, allowing you to control the speed of the vehicle in increments by simply turning a dial.

It is also great to see off-road-friendly 17-inch wheels on the GX; they are a good quality steel wheel too. However, the 245/75R17 Dunlop tyres fitted were the biggest let down, as they struggled on the wet, muddy tracks we were exploring – they are road-biased tyres, at the end of the day.

A set of quality off-road light truck construction all-terrain rubber will transform the off-road ability of any LC300. It would be the first thing I’d upgrade.

Cabin & accommodation

Inside you are greeted with vinyl flooring and five (no seven-seat option in the GX) cloth seats, both inclusions I’m a fan of in a four-wheel drive. The dash layout is similar across the LC300 range, but you do notice more hard plastics and less features in the stripped-back GX model.

There is a distinct lack of USB points in the GX, which is a minor gripe but an important one, with only one USB and one USB-C in the front. There are no USB points in the rear, but there is a 12V cigarette plug – I would recommend buying a simple adaptor to convert that to USB.

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There are six cupholders, 10 airbags, dual-zone automatic climate control and an electric park brake (boo). The infotainment unit is basic and small in size, as you’d expect in a base model – but it has a few tricks up its sleeve such as six speakers (which sound pretty good), Bluetooth compatibility, voice recognition, and Apple CarPlay and Android Auto compatibility.

At the back of the GX you’ll notice a one-piece lift-up rear tailgate, which isn’t a great idea. By design, it sits very low when opened. I complained about this with the new Isuzu MU-X, but the 300 Series is worse – you will hit your head on it if you aren’t careful. I definitely miss the split tailgate found on previous Cruisers, a practical place to make a sandwich, or to sit on and watch the world pass by.

Practicalities

It doesn’t really get more practical than a large four-wheel drive wagon with vinyl flooring and rubber floor mats, and there’s ample space for all occupants and their cargo. Thanks to the lower weight of the GX, payload capacity is the highest in the LC300 range, with 785kg to play with.

The seats are basic but comfortable enough for long stints behind the wheel, and there’s plenty of headroom for taller drivers.

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Maximum towing capacity is 3500kg, as you’d expect, and it’s safe to say many people will buy the 300 Series to tow. This is a task the Cruiser is well-designed to handle, from my limited experience hitching up a massive Kedron caravan at the initial LC300 launch a few months back. In fact, a towing wiring harness is fitted as standard equipment, making it one step easier to set up as a hauler.

Fuel capacity is down compared to the 200 Series LandCruiser, with 110L of capacity split between a main and sub fuel tanks (80L main; 30L sub). Toyota says this is due to the more efficient V6 used in the LC300, and it’s also a quick and easy way to shave overall weight off the vehicle. By our calculations, you’d be getting just shy of 1000km before both tanks were bone dry, which is respectable.

Verdict

The GX LC300 is far from a pov-pack model and is a solid leap forward in this lower spec compared to the 200 Series. For a $90,000 vehicle though, it would be criminal to call it luxurious. It’s a workhorse of a wagon, but a modern workhorse.

You can use it as a tool and not be afraid to get a bit of mud inside. Then you can take your partner to dinner and a show in town, while enjoying the same engine and gearbox package as top-spec LC300s. You’re also lugging around less weight, and pocketing some cash in the process. There’s plenty going for it.

You do miss out on a few key items, mainly seven seats (if you need them), some safety tech, MTS (Multi Terrain Select) for off-road trickery and a few plusher interior inclusions. That’s up to you to decide if those extras are worth an extra $12,000 to step up to the GXL.

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I’d be buying a GX and spending the extra money on accessories. I don’t need seven seats; I’m messy, so the vinyl flooring gets a tick; and I enjoyed the relative yet endearing simplicity of the GX. I’d be adding accessories like all-terrain tyres, a bullbar and a proper snorkel, which will see the GX LC300 getting most places you’d want to go.

I’m struggling to think of a better off-road touring-friendly wagon available off the showroom floor today, but I haven’t driven an INEOS Grenadier yet. Now, that will be an interesting comparison …

2022 Toyota LandCruiser 300 GX specifications

That intro is not a mistake, the 60-litre single-zone Companion fridge/freezer we have in the back of the 4X4 Australia D-MAX will work when not plugged in to power thanks to a built-in lithium battery.

I’m rather blown away by how many features the Companion fridge has, starting with the previously mentioned lithium battery pack that is built in to the fridge. Simply charge the fridge via the supplied 240V adaptor or via 12V while travelling and you’re away.

Companion says this battery pack (which has two USB points built in, and can be removed for use as a portable power pack) will run the 60L fridge for approximately 16 hours – impressive, but in ideal conditions, I’ve had it run for as long as 40 hours when used at home as my office beer fridge.

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You can also connect a solar panel or blanket directly to the fridge, to charge this lithium battery for a true off-grid experience. We’ve not had to do this yet, as our fridge is powered full-time via our 100amp Invicta lithium battery, with Piranha battery tray and DCDC charger behind the back seat of the D-MAX.

With that much lithium power shared between the battery in the fridge and the D-MAX’s auxiliary battery, there’s no chance of warm food or drinks on our watch. However, if you don’t have a full-time dual-battery system, solar could be a solid option.

Other notable features include in-built bottle openers and extra USB points built in to the fridge, so you can charge devices while chilling at camp. The fridge/freezer arrived with a variety of cables too, so you don’t need to see a sparky to wire in an Anderson plug; it comes with that option already.

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I also really like the digital touchscreen, which – once you understand how to operate it (read the instruction manual, folks) – has plenty of features and is easy to use. If power is an issue or it’s cold outside, for example, you can select an Eco mode which draws less power, and you can set the fridge to the exact temp you want.

Something I really appreciate about the design of the unit is how versatile it is. The lid can be opened from either side, making for a simpler installation. There are two sturdy carry handles, which also act as tie-down points, so it’s easy to move or secure the unit. You can also power it from the front or the back of the fridge, which is a great addition, making cable runs cleaner with less chance of damage to the cable. Smart thinking!

The SECOP compressor is nice and quiet in operation, and it has proven to be extremely quick and efficient at cooling warm drinks. Built-in internal LED lighting is another neat touch when looking for that last chocolate bar at the bottom of the fridge before the photographers find it.

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I also love the internal basket, which allows you to pack for big trips simply and easily, or to remove everything when lifting the fridge out of the vehicle without busting your back. The 60L fridge/freezer weighs in at 26kg empty for those playing along at home.

We’ve mounted the fridge to a set of brilliant MSA 4×4 drawers and on an MSA 4×4 Drop Slide, to ease access and provide a super-sturdy mounting system. So far, everything fits like a glove and looks perfect, especially covered in red dust from our recent run out to Cobar.

AVAILABLE FROM: companionoutdoor.com RRP: $1569.99

A new year of Readers’ Rigs is led by an immaculate 1990 Land Rover Perentie. To see your vehicle in our magazine and on our website, post a snap of it on our Facebook page.

1990 Land Rover Perentie GS

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It currently has 161,000km on the clock. It has plenty of kit including a custom turbo kit running 18psi through a GT2560R with 600×300 Aeroflow front-mount intercooler and custom airbox; a VDO boost gauge; VDO EGT gauge; VDO oil-pressure gauge; power steering; four-inch APT snorkel; Stedi lighting; three-inch Superior Engineering lift kit; extended braided brake lines; and new SuperPro bushes throughout.

Other gear includes an upgraded front diff to 24-spline and heavy-duty Ashcroft shafts; rear diff lock; Flatdog flares from UK; 35-inch Maxxis RAZR tyres; 16×8 5×165.1 beadlock Dynamic wheels; steel rock sliders; and new ute cab canopy with tub cover.

On the outside is a custom rooftop tent mounts with six LED camp lights; 23ZERO 1400 Dakota rooftop tent, shower tent and 270 awning; Bazooka water tank; Ontap black edition; and an 1800mm rear trundle drawer.

It also has Car Builders sound deadening with carpet interior; new respray in Raptor liner; bonnet net and bag; GME 6.6 and 2.1dB antenna; and a GME radio.

Instagram page: 4x4_perentie1990 – Emanuele Perrotta

2019 Ford Ranger PX3

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It’s the 2.0-litre bi-turbo variant. Kit includes a Norweld canopy, OME BP-51s, Bundutop RTT, 140-litre fuel tank, 60-litre water tank, ROH Blak steel wheels, Safari snorkel, ARB bullbar, Mickey Thompson Baja 33-inch tyres, and a Smittybilt 10,000lb winch – Ben O’Keefe

2012 Mitsubishi Challenger

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Here it is at the Glendon campgrounds. It’s twin-locked and has a Max front bar, Carbon winch, TJM snorkel, dual-battery system, Rhino platform, Geko underbody protection plate, and SCF rock sliders.

It’s also had a two-inch Outback Armour lift with Kings springs and diff breathers. Built it up from brand-new and it now has 120K on the clock. Been to the Cape and climbed Big Red – Brett Martin

2019 Ford Ranger PX3

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Equipment includes ARB BP-51 shocks and suspension, ARB Safari bar and side-steps, Safari snorkel, ARB roof rack, Frontier long-range fuel tank, ARB Intensity spotlights, ARB Ascent canopy, ION 196 17×8 alloy wheels +30, and 275/70R17 AT3 Cooper tyres – Adrian Schmidt

2012 Mitsubishi Pajero GLS

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Bought stock in 2017 with 40,000km on the clock. It now has an Ironman bullbar, bash plates, Oricom UHF, Helios spotties, Redarc brake controller, roof rack, 270° awning, fishing-rod carrier, custom handmade floor mats, 1200W pure-sine inverter, and it’s wrapped with Dueller 31 ATs. All mostly installed this year. A long-range tank and airbags are in the pipeline – Willem Moolman

1993 Toyota LandCruiser HZJ75

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Having some fun in the Watagans. It’s not highly modified, but it has adjustable Rancho shocks, two-inch lift, Tough Dog springs with military wraps (front and back), 15-inch white Sunraysia wheels with 33×12.5 BFG mud tyres, Lokka auto-locking diff centre in the rear, Runva 11XP winch, and a DTS turbo system on the 1HZ, making a whopping 85kW on the dyno.

It has a factory tub, factory dual fuel tanks, and factory dual-battery system. Mainly just used for camping, but I like to do some hard stuff every now and then – Andrew Spicer

UPDATE, January 28, 2022: The covers have come off Toyota’s three-row SUV, with the Sequoia set to be powered by a mild-hybrid, twin-turbo 3.5-litre V6 petrol engine.

Replacing the 15-year-old current generation Sequoia, the 2022 model is a ground-up replacement, basing itself on the new Toyota Tundra and LandCruiser’s TNGA-F platform.

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Available in North America, the large SUV is available in SR5, Limited, Platinum, Capestone and range-topping TRD Pro variants – the latter of which carries across a bulk of the off-road oriented upgrades from its Tundra counterpart.

Unfortunately for Australians, the Sequoia won’t be coming to local showrooms, with the huge interest in the LandCruiser 300 Series guaranteeing Toyota’s popularity with large SUV buyers.

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The story to here

January 20, 2022: The North American division of Toyota has teased its latest SUV offering, with many believing the next-generation Sequoia will be the vehicle in question.

With the current Sequoia – a large, three-row SUV based on the same platform as the Tundra – entering its 15th year in service, it’s only natural to assume Toyota is gearing up to refresh the high-riding five-door.

Rumoured to again share its underpinnings with the Tundra, this is a positive for the Sequoia as the pick-up truck was recently given a comprehensive update for 2022, moving to a completely new platform to contend with the likes of Ford’s F-150, Chevrolet’s Silverado and the Ram 1500.

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If the Sequoia does end up with much the same specs as the Tundra, we can expect a 3.5-litre, twin-turbocharged petrol V6 under the bonnet in its most basic guise, a unit which pushes out 290kW and 650Nm in all Tundra variants bar the range-topping, 326kW/790Nm TRD Pro mild-hybrid engine.

The teaser gives us a rough look at the rear three-quarter view of the SUV, featuring a mix of sharp, angular lines as well as smoothed out edges. With the flaring around the wheel arch, the design is reminiscent of the new LandCruiser 300 Series, as are the thin tail-lights.

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Ironically, despite both being based on the new TNGA-F platform, Toyota has chosen not to sell the LandCruiser in North America from the introduction of the 300 Series.

Even though the luxury fourbie is popular in Australia, last year just 3711 units of the outgoing 200 Series were sold stateside – significantly less than the 8070 Sequoias which were shifted in the same timeframe.

A prototype 2024 Mitsubishi Triton has been caught undergoing testing in Sweden.

The new-generation Triton was snapped during cold-weather testing in the Arctic Circle by our spy photography partners, who spotted the Mitsubishi wearing an unconventional disguise.

While it’s not unusual for manufacturers to drape the body of the current model over the top of test vehicles to hide them in plain sight – as Toyota did with the 300 Series – Mitsubishi has strangely decided to mount older Mirage headlights to the front bumper of the Triton body.

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Little is known about the next-gen ute at this stage, but the prototype here appears to have a slightly longer wheelbase and wider track than the current model.

A Euro pallet and a wire cage in the tub may be there to help test light loads in low-traction environments.

Thanks to the Renault-Nissan-Mitsubishi Alliance, it’s expected the Triton and the Nissan Navara will share the same platform, with each brand assigned the development of certain models, but to be used by all three companies.

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Artist Theottle has created a rendering of what the new model could look like, based on Mitsubishi’s current design language. You can watch a video of his process by clicking the play button at the top of this story.

There’s no official word yet on when the 2024 Mitsubishi Triton will be revealed, but timing indicates we could see its unveiling either late this year or early 2023, with a local launch possible for the second half of next year.

Below: The current 2022 Mitsubishi Triton

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