UPDATE: There have been plenty of 300 Series news and reviews stories since this pricing article went live, so head to our LandCruiser page to catch up on the latest.

August 2: New 2024 Prado revealed!

New Prado makes global debut ahead of 2024 Australian launch.

Here it is. If you’re patient and keen on Toyota’s very latest 4×4 offering, the links below hold everything you need to know.

• 2024 TOYOTA PRADO REVEALED
• Spec battle: New Prado v LandCruiser 300 Series
• 2024 Toyota Prado: Everything we know
• What is the towing capacity of the new Prado?
• New Prado: What YOU think so far!
• BONUS: New 70 Series facelift revealed
• A 2025 Prado ute? Yes please!
• ALL PRADO NEWS & REVIEWS

When Toyota releases a new LandCruiser, it’s a special occasion.

Toyota is going so far as to say the new LC300 Series is its most capable LandCruiser ever. It’s also a new vehicle, designed and engineered from the ground up.

While it may be some time before you’ll be able to test that claim, or even see the 300 Series rolling out of dealerships, we can now confirm pricing and features.

As anticipated, there are six trim specs to be released. These range from the base-model GX, right up to the opulent Sahara ZX. Every LC300 is powered by a 3.3L twin-turbo V6 diesel motor, which Toyota claim is a V8-beater performance-wise. Output figures are 227kW at 4000rpm and 700Nm between 1600 and 2600rpm.

Toyota has provided a claimed fuel consumption figure of 8.9L/100km combined, 11L/100km in the city and 7.6L/100km on the highway. We’ll be interested to test these claims, as the LC300 has smaller fuel tanks compared to the 200 Series LandCruiser.

Toyota tells us it wanted to focus on smoother power delivery, resulting in less fatigue experienced when behind the wheel. The V6 is backed by a 10-speed auto, with no manual transmission available.

The LC300 wheelbase has been unchanged over the 200 Series, however the 300 Series is wider. It’s also lighter, thanks to the use of aluminium in the roof, doors, bonnet and tailgate panels. Let’s put a microscope over the LC300 and take a closer look at the LC300 line-up, to see just what you get for the significant outlay.

UPDATE, October 14 2021: The LC300 has now made its proper Australian debut, and you can read and watch our full first-drive review here.

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LC300 GX

The GX model is the base LandCruiser 300, and as such has been designed to work. It boasts two fuel tanks (80L main and 30L sub tank) with a total capacity of 110L. Low-range reduction has been retained across the LC300 range, with all models using a full-time 4×4 system with lockable centre-differential.

Suspension design is comprised of front double-wishbone independent suspension, and a four-link rigid axle in the rear. Larger ventilated disc brakes are found front and rear, with hydraulic variable power steering retained on GX. A massive 200amp alternator is good to see, but also shows the LC300 is going to consume a fair bit of 12V power in operation.

The 17-inch wheels are standard on GX spec, as are LED headlights and a raised air intake. Fabric seats are standard, as is vinyl flooring and rubber floor mats. Speaking of seating, there are only five seats in GX spec, with a 60/40 split. Dual-zone automatic climate control with rear-facing ducts is a nice feature, as are six cupholders located throughout the interior.Technology wise, a 9-inch multimedia touchscreen is standard in both GX and GXL trim. There are six speakers with a Bluetooth-compatible audio system that is also Apple CarPlay/Android Auto compatible.

Being a new vehicle from the ground up, improved safety is a major focus. Toyota has included a large amount of new technology, even in the base GX model. Pre-collision safety, all-speed active cruise control, ABS with brake assist and lane departure alert with brake to steer can be found in the base GX. There are also 10 airbags on-board, and a reverse camera as standard. Interestingly, there are eight colour choices available, with solid, metallic and mica metallic paint finishes on the table.

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LC300 GXL

GXL spec sees some additional features over the base GX, namely the inclusion of 18-inch wheels and Multi-Terrain Select (MTS). There is no factory raised-air-intake fitted to the GXL from the factory, however you do get third-row seating, alloy side-steps and LED front fog lights.

Safety levels are up in GXL trim, with blind-spot monitoring, rear cross- traffic alert, third row curtain airbags and third-row occupant detection. You also receive front and rear parking sensors, and back guide monitoring.

In terms of interior luxuries, the GXL sees USB-A and USB-C ports, Qi wireless phone charging, automatic rear cooler with controls, and auto-dimming/tilting heated powered exterior mirrors.

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LC300 VX

VX LC300 spec and above receives on-board sat-nav (with CD/DVD player), 10-speaker sound system and 12.3-inch multimedia touchscreen. Active cruise control featuring lane trace assist with steering wheel vibration is available on VX grades and above for the first time ever. There are also four cameras used in the multi-terrain monitor (MTM) that incorporates panoramic view monitoring.

On the outside of the VX LC300, 18-inch wheels are standard as are Bi-LED headlights with auto-levelling and headlamp washers. Puddle lamps, chrome window mouldings and a premium grille set the VX apart.

Inside the VX LC300, you’ll find a synthetic material used on seating, with a faux woodgrain trim. A leather gearshift adds a touch of class to the interior, as does LED lighting throughout. Four-zone automatic climate control is standard on VX spec, as is 8-way power adjustment for both the driver and passenger seat. There are eight cupholders found inside, as well as a tilt-and-slide moon roof to bring the outside inside. Remote power windows are also featured on the VX spec, and automatic rain-sensing windscreen wipers.

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LC300 SAHARA

The Sahara scores a 14-speaker JBL audio system, heated steering wheel and power-folding third-row seats to name a few features. Seats feature leather accents, and the driver’s seat has three memory settings for ease of use if multiple drivers need to drive the vehicle. A head-up display is also a stock inclusion in Sahara spec. Heated and ventilated second row seats, steering wheel and a cooled centre console are nice touches, as is the powered rear hatch.

Externally, the only main difference is chrome-accented exterior door mirrors and door handles, as well as sequential turn signals. The interior sees leather accented seats.

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LC300 GR SPORT

The GR Sport is a mix between high-end luxury and stonking off-road ability. Proving this, Toyota has equipped the GR Sport with front-and-rear differential locks, disconnecting front and rear stabiliser bars and their own adaptive variable suspension system; this will be a seriously capable vehicle. It is also the only model in the range to get locking differentials (all have a locking centre diff, though).

Interestingly, for an off-road focused model, Toyota has chosen 18-inch wheels, but has them riding on taller 265×65 R18 tyres.

The exterior has a bold design that really looks the part. Unique exterior features to the GR Sport include a black-gloss mesh grille with a matte-white Toyota logo. Front and rear bumpers are unique to the GR Sport, as are the mudflaps and wheel-arch mouldings. The GR Sport has five seats, with two-row curtain airbags.

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LC300 SAHARA ZX

Standard on 20-inch wheels, there’s a suite of exterior revisions such as chrome grille, new tail-lights and a redesigned tailgate to stand out from the crowd. A neat touch with the Sahara ZX, is the choice of three interior trim colours: black, beige or red and black. Carbon-style material has been used on the steering wheel, centre console and door trim provides a sporty look for the interior.

For enhanced off-road ability, there is a Torsen rear limited-slip differential found in the Sahara ZX. There is also Adaptive variable suspension and five drive modes to use when driving through various terrain.

Naturally, all this extra luxury comes with a cost, and also reduces load-carrying capability with an added weight penalty. The base model GX weighs 2470kg, with the Sahara ZX weighing 100kg more at 2570kg. GVM across the range, is 3280kg.

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TOYOTA LANDCRUISER 300 SERIES PRICES

Toyota has launched its new 300 Series LandCruiser with a range of genuine accessories for owners that like to customise their vehicles to suit their requirements.

The manufacturer recognises the millions of dollars that owners of four-wheel drive vehicles spend with aftermarket suppliers on accessories and would love to get a chunk of that money on top of the vehicle purchase.

The benefit to vehicle owners in buying genuine Toyota accessories for their car is that the accessories are then covered by the same factory warranty as the car itself.

Back in May when we got a preview of the 300 with a drive of a prototype vehicle, we were impressed to see that it was fitted with an aluminium bullbar, Warn winch and roof racks. Like the cars themselves, the accessories went through extensive development process which included prototyping and miles of on- and off-road testing.

Work on the new LandCruiser’s steel and aluminium bullbars began in 2015, around the same time as development of the car itself, with engineers focusing on strength and regulation compliance. Airflow for cooling was also very important as the 300’s dual intercoolers are positioned behind either side of the front bumper, just under the LED headlights.

UPDATE, October 14 2021: The LC300 has now made its proper Australian debut, and you can read and watch our full first-drive review here.

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The result is a choice of aluminium or steel bullbars for the 300, the latter available in either a plain black finish or painted to match the body colour. Both bars are able to accept an electric winch, with the approved winch being a Warn unit fitted with synthetic rope. The 9000kg winch is concealed by a flip-up number plate when not in use.

The bullbars reduce the 300’s approach angle from the standard 32° to 28.5°, while it improved on the 24° of the Sahara models.

The bars also have a slot in them designed to accept a factory-approved light bar. The 120W light bar utilises 24 LEDs in a combination of spot and flood beams, and is fitted with a breather for times when it is dunked in water, while keeping water and dust out. Like the other accessories, the light bar has been extensively tested for durability and resistance to the elements.

All LC300s above the GX specification are fitted with factory roof rails which can then be fitted with a new-design roof tray that in turn can be equipped with a range of accessories to mount various loads and sports items.

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The LC300 GX can be fitted with a three-bar rack that also accepts the new roof tray and accessories. The roof is rated to carry 92kg on GX models and 90kg on the higher-spec variants.

Other genuine Toyota accessories that will appeal to buyers wanting to take their Cruiser off road include a 5mm aluminium underbody bash plate that mounts under the bullbar to protect components under the car from damage and 8000kg-rated recovery points that mount directly to the chassis.

There is also a genuine air-intake snorkel available; the LC300’s wading depth is 700mm with or without the snorkel.

Many owners will chose a LandCruiser for its 3500kg towing capacity and the 300 has its tow bar integrated in the back of the chassis and the wiring for towing is included with the standard loom.

With the enduring popularity of the LandCruiser model, we expect the aftermarket to jump in and develop their own ranges of accessories for the new model but with delivery of vehicles being severely restricted for the foreseeable future, they might take a bit longer than usual to get their kit to market. Non approved non-genuine accessories are not covered by the vehicle’s factory warranty.

Toyota has equipped its all-new LandCruiser 300 Series with the latest technology and premium gear, and it is awash with soft-touch materials and functional design.

A new-look centre console features a redesigned drive-mode selector (on models above GX), drive-mode and off-road functions, a parking brake, and a pair of cupholders.

In a common-sense approach, all dashboard switches are grouped and positioned according to function. For example, the driving mode functions are grouped on the driver’s side of the centre console.

UPDATE, October 14 2021: The LC300 has now made its proper Australian debut, and you can read and watch our full first-drive review here.

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VX variants (and above) get a 12.3-inch electronic multi-vision (T-EMV) touchscreen, with audio pumping out of either a 10-speaker Pioneer system (VX) or a JBL 14-speaker system (Sahara, Sahara ZX and GR Sport). GX and GXL variants get a nine-inch display with a six-speaker system.

Only the Sahara and Sahara ZX come equipped with the rear-seat entertainment system, two 11.6-inch high-definition touchscreens.

The seats on all models have been updated with larger side bolsters for improved support, and second-row seats now feature a reclining function and 92mm of extra legroom.

Five-seat LC300 variants come with 1131 litres of storage capacity, or 2052 litres with the rear seats folded flat. Seven-seat variants have 1004 litres of capacity, or 1967 litres when both rear seats are folded.

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The flagship off-roader will be available in six variants (GX, GXL, VX, Sahara, Sahara ZX and GR Sport) when it lobs in Australia later this year. So, let’s run through what each model gets.

The base-model GX comprises fabric seats, halogen interior lights, vinyl floor, all-weather rubber floor mats, manual tilt and telescopic steering adjustment, five-person seating capacity, 60/40 split-fold second-row seats, six cupholders, dual-zone automatic climate control with rear ducts, an electric park brake, and smart entry and start.

The GXL adds two extra seats with third row seating, LED interior lights, carpeted floor, additional USB ports, a wireless phone charger, automatic rear cooler with controls, auto-dimming/tilting and heated power exterior mirrors, an auto-dimming interior rear-view mirror, and variable intermittent wipers.

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Stepping up to the next grade – the VX – nets you a vastly more premium look and feel, with gear comprising synthetic seats, a woodgrain-look and synthetic interior trim, a leather gear shift knob, LED door courtesy lamps, LED interior lamps including rear LED reading lamps, premium instrument panel centre cluster, premium interior door handles, premium door switch trim, and front and rear carpet floor mats.

Comfort and convenience niceties are also greatly improved, with the addition of four-zone automatic climate control; eight-way power adjustment for driver and front passenger seats; driver’s seat power lumbar adjustment; a power-adjustable steering wheel with woodgrain-look trim; heated and ventilated driver and front passenger seats; 40/20/40 split folding second-row seats; rear centre armrests; more cupholders (now eight); and a moon roof.

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The Sahara adds leather-accented seats, a cooled centre console storage box, heated and ventilated outboard second-row seats, a heated steering wheel, hard-backed pockets for the rear of the front seats, a power-folding third row, a power rear hatch, and driver’s seat memory with three memory settings.

The Sahara ZX reverts back to five seats and adds an ‘Advanced Carbon’ steering wheel, centre console and door trim; and a power rear hatch with kick sensor.

The GR Sport retains the Sahara ZX’s ‘Advanced Carbon’ steering wheel, centre console and door trim, and adds a GR logo to the steering wheel, front seat headrests and on the smart start button.

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Pricing for the 2022 Ram 3500 Laramie has been unearthed ahead of the big pick-up’s local launch in the coming months.

Ram has priced the new 3500 Laramie Crew Cab from $162,950 before on-road costs, just $5000 more than the 2500 Laramie Crew Cab announced recently – both of which are part of the company’s Heavy Duty range.

Like the 2500, the 3500 uses a 6.7-litre turbo-diesel six-cylinder engine producing 276kW of power and 1152Nm of torque, helping to move up to 1724kg of payload – and allowing a towing capability of up to 8000kg.

A company spokesperson has confirmed the 3500 will not be offered with dual rear wheels in Australia, and will share its body with the 2500.

It’s worth noting that while the 8000kg towing capacity is available, it requires air brakes and special hardware – making the vehicle subject to licensing and registration restrictions, which can vary between states and territories.

The 2022 Ram 3500 Laramie comes with a three-year/100,000km warranty with roadside assistance, and has six-month/12,000km service intervals.

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2022 Ram 3500 Laramie Australian pricing

Note: Prices exclude on-road costs

Options

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Features

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Engine, drivetrain and capacity

The 2022 Ram 3500 Laramie is powered by a 6.7-litre turbo-diesel straight-six engine, with the Cummins-sourced mill producing 276kW @ 2800rpm and 1152Nm @ 1600rpm. A six-speed torque-converter automatic transmission sends power to all four wheels.

Availability

The 2022 Ram 3500 Laramie is expected to arrive in the fourth quarter of 2021 (October to December inclusive).

Modifying a new 4×4 during a pandemic has been an exercise in patience.

Getting stock has been an issue, and in some cases a product hasn’t even been developed yet. On the flip side, I’ve been lucky enough to work with many great 4×4 companies and help with feedback on emerging products they have developed. This Yakima roof platform with its RuggedLine mounting system is one such example.

This was the first unit they had available for fitment, so I was like a kid at Christmas when it arrived. I headed down to Advanced Installations in Emu Heights, who kindly donated me some space in their workshop, and I started opening boxes.

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I’m certainly not a mechanic, but I know my way around a left-handed screwdriver. Still, this was a fairly simple installation, definitely helped by the quality instructions supplied in this kit (yes, I read instructions).

The RuggedLine mounting system connected to captive mounts in the roof of the D-MAX, which were covered by paint. So, there’s no need to drill into your shiny new 4×4; simply remove excess paint (at mounting points) after cutting the trim covering these points. That’s probably the hardest part of the install, and again it’s all detailed in the instructions.

Once the RuggedLine was bolted in place, it was a simple affair to attach the platform. I think it looks mint too, and it’s the perfect size for the D-MAX.

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A hot topic at the moment is roof-rack capacity, especially when off-road. This rack is rated to 100kg. As it is a fixed-mount system, the carrying capacity is not reduced when off-road. The weight of the platform and mounting system is 26kg, so by using quick math, we can carry 74kg on the roof of our D-MAX with the rack installed. This will depend on your vehicle, so check out the information easily available on each brand’s website.

All in all, the Yakima roof platform with RuggedLine mounting system has been a winner. It’s fairly easy to install (on the D-MAX), arrived complete with everything we needed, and has more than enough optional accessories for our needs. It even came with a wind-deflector for the front of the platform, which works as the rack is as quiet as a mouse.

AVAILABLE FROM: Yakima.com.au RRP: $1430

Devotees of the internal combustion (IC) engine – that’s probably you – may think the arrival of electric vehicles will end life on earth as we know it. I’m here to tell you that things won’t be all bad – in fact, things could be surprisingly good.

Most importantly, the electric motor is eminently well-suited to automotive use. Maximum torque right from zero revs translates to low-rpm driveability and flexibility that even the most muscular piston engine can only dream about. Add to that a near endless rpm limit to exploit, again something that an IC engine can only dream about given the reliability and longevity issues imposed by higher piston speeds and piston acceleration.

No reciprocating mass – only a rotating mass – also means there’s no inherent vibration with an electric motor. In contrast, popular-design IC engines – in-line fours and even V6s – often employ power-robbing and complexity-adding counter-rotating balance shafts to smooth things out. Even V8s, despite the cross-plane crankshafts of production engines, aren’t 100 per cent free of vibration. Flat-plane-crank V8s vibrate even more.

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Then there’s the question of simplicity. Modern IC engines with their sophisticated electronics and complex forced-aspiration and fuel-delivery systems and the like are that advanced compared to IC engines of 30 or 40 years ago, that they may as well be powering the next space shuttle. All this complexity comes from the need to produce saleable and refined performance while still meeting stringent and increasingly overbearing exhaust emissions standards.

The number of moving parts – crankshaft, conrods, pistons, valves, camshafts, multiple high- and low-pressure fuel pumps, fuel injectors that switch at warp speeds, coolant pumps, fans, and often more than one turbo, is mind boggling. Compare that with an electric motor with one moving part. The whole EV powertrain is then made that much simpler as you don’t even need a gearbox such is the broad-rpm flexibility of an electric motor. In contrast, IC engines employ gearboxes to compensate for their relatively narrow power bands. Ten-speeds? Really?

Then there’s the ease of maintenance with an EV. No engine oil or engine-oil filter to change. No engine-air filter to clean or change. Much reduced brake maintenance too, given the electric motor’s regenerative braking (where it makes electricity to repower the battery) largely negates the use of wheel brakes, especially so with the appropriate driving technique.

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All that’s the good – no, the great – news. The bad news is EV batteries, which are still a flawed and limiting technology given their slow recharge times and poor energy density, which impacts on the battery size/driving range trade-off. An EV battery that takes up the same space as a petrol or diesel fuel tank in an equivalent vehicle won’t take you as far, everything else being equal.

EVs powered by hydrogen fuel cells solve the battery problem, but hydrogen-delivery infrastructure is even more problematic to build than battery-charging infrastructure. And without the necessary supporting infrastructure, neither technology will succeed.

Does any of this matter right now? Probably not, given it seems IC engines still have a while to run and won’t disappear anytime soon. The fact Toyota has invested heavily in brand-spanking-new high-tech turbo-diesel technology for its upcoming LandCruiser 300 Series is evidence of this. Perhaps more encouraging is news that a diesel-electric hybrid powertrain is in the wings for the Hilux and Prado.

There’s never been more of an interest in getting out from the confines of the city and leading a simpler life. It’s a romantic concept that has inspired people for countless generations. Australian folklore talks of the vibrant experience of the outdoors. We’re raised on tales of dry riverbeds, magpies warbling as the sun sets and the crackling of a campfire with your feet planted firmly in the dry red earth. It’s as much a part of our national identity as any bridge or sport.

It should come as no surprise then that, in a tidal wave of people wanting to simplify, Patriot Campers’ unique designs have never been more popular. A camping trailer rather than a camper trailer, the Patriot range aims to get people out connecting with the outdoors rather than walling them up inside the double-glazed windows of a caravan. The X1-H is the latest in its line-up of compact camper trailers, designed to go anywhere – towed behind anything – and enhance the camping experience rather than insulating you from it. We recently had the opportunity to hook it to the towbar of our Ford Everest and attempt to find both their limits when it comes to off-road capability. Here’s what we found.

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FROM THE GROUND UP

Patriot Campers isn’t known for cutting corners, and there’s no greater example of this than its Rigilite chassis. From the ground up the X1-H is designed to not only be extremely durable, but practical off-road and as light as possible.

Pieced together with a combination of galvanised steel and aluminium, the Rigilite chassis uses clever engineering to add rigidity rather than throwing bulk material into the equation like many campers do. Rather than a traditional set of rails with cross members, the frame is a series of cross braces and a combination of box section and C section where possible. In short, it’s designed the same way vehicles are, not box trailers.

Moving underneath, Patriot Campers worked with the team from Cruisemaster Suspension to design the X-Cruise suspension specifically to reduce unsprung weight. The result is an independent suspension set-up that outperforms almost all other options on the market. Twin shock absorbers help fight shock fade in corrugations and add redundancy should one fail, while the twin A-arm design gives ample ground clearance through the ruts or rough country.

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Our test model was optioned with the Tech Pack that stepped the suspension up to a full air-ride arrangement. It means you can raise or lower the camper with the flick of a switch, to clear obstacles or level the bed when camping in uneven terrain.Up front, a DO35 hitch provides an easy and positive locking mechanism, so you’ll know once it’s connected, it’s staying connected. The design also allows for full 360-degree rotation, allowing the camper to follow no matter how difficult the terrain is and without putting undue load into the camper’s frame, popping a tow ball off, or loading up the tow-tug’s suspension.The whole lot rides on PCOR 16-inch alloy wheels and 33-inch mud tyres.

Dragging it behind the Everest and it was abundantly clear that anywhere we’d be confident taking the wagon, the Patriot would have no dramas following. It did catch us out briefly on a series of double rock steps, but that finger can be squarely pointed at highway tyres, the same combination with mud or even all-terrain tyres would have seen us climb effortlessly.

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INSIDE THE BOX

Moving up in to the bulk of the camper’s body and it’s abundantly clear Patriot’s flare for intelligent industrial design has been put to good use again. The X1 range is nearing 10 years in development and it’s easy to see in the details.

The bulk construction of the body itself is constructed out of folded aluminium sheeting in its South East Queensland manufacturing facilities. The lightweight material up top helps keep the centre of gravity down low, making the X1-H incredibly stable in off-camber situations.

Fit and finish on the various compartments is impeccable as always, with neat panel gaps and doors latching tight without any rattles that can lead to fatigue failures. The doors pull in tight on automotive seals, which further aids in this process.

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The seals are only part of the efforts to reduce dust ingress on outback journeys. The X1-H features a filtered positive-pressure system, ensuring any gaps that may occur will have clean air pushing out of them, rather than dusty air pushing into them. It’s the little things, you know?

Patriot has kept the overall footprint of the camper’s main box as compact as possible. It does leave the X1-H with a very matter-of-fact, no-frills styling, but it is perfect for the serious off-road conditions it’s designed to excel at. If you’re ducking and weaving through High Country switchbacks or NSW ghost gums, you’d be hard-pressed to find a more appropriate camper.

Beachgoers in South East Queensland will appreciate the full corrosion-resistant paint scheme that’ll keep the camper looking tip-top even after years of beach-work. The front storage box receives a different coating, with Rhino-lining helping absorb the impact of ant stones thrown up from the camper, while the box’s face is angled downwards to stop stones bouncing up and into your back window.

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ON THE INSIDE

As nice as the Patriot X1-H is to look at and tow, how easy it is to use is ultimately the defining factor for calling it a win or not. The H in X1-H is a nod towards the ‘Hexocore’ hard-shell rooftop tent that separates this model from others in the X1 line-up.

Setting up the bedding area in the X1-H is one of the simplest in the market, thanks to a few unique designs around the tent. Flick open a handful of over-centre latches and grab out the wireless key fob, and the tent starts opening itself up with a tap of a button. They’ve used a wireless fob rather than buttons in the camper, so you can pack up the camper and tuck in any loose canvas as a one-person exercise. Experienced camper-trailer users will understand.

The lid of the tent tilts up on an angle, providing an insulated hard top over the head of the bed. Once the tent lid is up, the tent folds out in to what could best be described as an awning, enclosing the bed area with a covered standing area as well. If you’re bringing the family or setting up for a longer stay an enclosed room can be zipped on quickly, with a second kids’ room zipping on again with a single pole.

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Back to the bed and it’s a large pocket-spring mattress that folds out into the new available space. A positive-locking base gives a sturdy platform that feels just as solid as any bed on the market. In typical Patriot style, they’ve gone above and beyond again, instead of a ladder up into the bed they’ve designed a mini-staircase complete with a handrail that locks into place.

The stairs are narrow but the handrail does make it an easy affair to get into bed. There’s USB charging points throughout internally with LED lighting. An optional diesel tent heater is a worthy consideration if you spend much time camping during winter.

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OUTDOOR LIVIN’

First thing you’ll notice with the X1-H is the inside really is designed as a place to sleep, not a place to live. The design actively encourages you to sit outside with your feet in the sand, some good music, and plenty of food.Along the left flank of the camper, a large hatch pops down revealing a small kitchenette complete with everything you need for a serious camp feed. The hatch folds down into a prep area, while the space behind houses a pull-out gas cooker and grill, various pantry options and shelving space.

Behind the door to your left, a pull-out fridge-slide comes out that’ll accommodate most standard 12V fridges around the 60L mark. Underneath, a sink slides out with hot and cold running water from either a gas system or the optional diesel upgrade. The cooker and sink both need to be connected when you’re setting up, but considering the time saved with the tent, it’s hardly worth a mention.

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One thing eagle-eyed readers will spot is the Redarc RedVision system. It’s connected to the on-board battery system and controls everything from the lighting to the inverter and monitors the water tank. It’s flanked by a pair of Airbag Man controls that allow you to fine-tune the X1-H’s ride height or to level off the bed. These are options in the appropriately named ‘Tech Pack’ but really make a difference to the overall usability of the camper.The whole area is covered under a PCOR 270-degree awning mounted on clever easy-lift brackets. As the camper’s packed height is only around shoulder height, the brackets allow the awning to quickly and securely lift up above head height.Up front, our storage box was filled with the optional diesel heater, as well as a swing-out barbecue carrier and Weber Mini Q as part of the ‘Essentials Pack’.

Along the driver’s side of the camper, there’s storage perfect for clothing bags or camp chairs, while a rear hatch behind the spare wheel carrier is prime for bulky storage.

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SURVIVE THE APOCALYPSE

While the X1-H’s footprint may be compact and the camping simple, Patriot has gone to great lengths to ensure it’ll do you for the long haul if you’re heading off for the big lap. The heart of the system is a huge 300amp/h of AGM batteries deep within the camper; and they’re kept low to further aid with centre of gravity.

A Redarc Manager 30 system ensures they’ll stay topped up either through the vehicles Anderson plug, the included 130W solar panel up top, or the AC input. It sends power back out through the RedVision system as well as a 1000W Redarc invertor. The RedVision system also controls the on-board water pump that taps into 155L of drinking water mounted underneath.

WHO SHOULD BUY ONE?

If you can’t look down an overgrown track without wondering where it goes. If you daydream about being camped up on the west coast of Cape York with your feet in the sand. If you’ve just about had it with your day job and don’t want to be constrained by deadlines or “you can’t take that camper there”, then the X1-H might be the perfect camper for you.

It’s an all-out experiment in remote camping honed into a polished product with years of revision, and it shows with every inch. From the sub 1000kg tare weight to the impressive approach and departure angles, it’s clearly built to make camping as easy as possible as long as it doesn’t hinder off-road ability.

SPECIAL THANKS

Thanks to the team at Off Grid Outfitters in Sydney’s west for making these models available for review and helping us have a solid understanding of the products. Ph: (02) 4648 4181 W: OffGridOutfitters.com.au

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PATRIOT CAMPERS X1-H SPECS

The 2022 Mercedes-Benz G-Class is going back to its roots, with two different lines of the iconic model helping to distance the four-wheel-drive from its luxury image.

Mercedes-Benz has launched the new W464 series, which is a variant of the G-Class currently only available to government agencies and militaries “for rescue and special operations”.

Though the G-Wagen used by the Australian Defence Force – codenamed W461 – will continue to be manufactured, the company says the new W464 G350d offers greater on- and off-road capability, and delivers more power from a 3.0-litre turbo-diesel straight-six.

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While the W461 gets a 135kW/400Nm 3.0-litre turbo-diesel V6 and five-speed auto, the new W464 uses an eight-speed automatic transmission and produces 183kW and 600Nm from its inline-six – a power boost of 35 per cent and a torque increase of 50 per cent.

Mercedes-Benz says the new mil-spec G350d also offers; a fuel economy improvement of around six to eight per cent, an increased payload capacity, a 24-volt electrical system, and more modern features such as LED headlights and daytime-running lights – while retaining its live axles.

Despite the bump over the V6-powered G-Wagen, its performance doesn’t quite match the 2.9-litre twin-turbo diesel straight-six found in the current G400d, outputting 243kW and 700Nm.

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An Ineos Grenadier competitor?

The German car company has not hinted at whether a new W464 G350d will be offered to the wider public in the future, but it’s perhaps telling the new military model was unveiled in the same week initial pricing for the BMW-powered Ineos Grenadier was announced.

However, more telling is information posted to a G-Class group on Facebook, suggesting there is a civilian version of the W464 on the way – complete with comfort seats and a digital radio.

A number of prototypes have been spotted throughout Europe in previous months, confirmed to be using the W464 chassis, but devoid of crucial NATO-specified features.

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One company insider said the civilian model will be offered in Europe with the 2.9-litre shared with the G400d due to emissions laws – though if the model was offered in Australia, our lax regulations could open up the possibility of the 3.0-litre straight-six being fitted.

It’s unclear whether the vehicle – pictured here wearing number plates from the Graz district of Austria – is a prototype for the military version, or if the black Mercedes is being tested for the wider market, potentially being badged as a new ‘Professional’ variant.

Before the last G-Professional model was discontinued by Mercedes-Benz Australia, designed as a workhorse to compete with the likes of the Toyota LandCruiser 70 Series, the W461 G300 CDI Wagon was available from $109,900 before on-road costs.

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Professional Line

Civilians haven’t been completely forgotten about, however, with Mercedes-Benz this week introducing a new ‘Professional Line’ package for the G400d.

Unlike the G300 CDI Professional, the new Professional Line provides the current W463 G400d with a more suitable exterior set-up for off-road use.

Those who option the Professional Line Package gain; stone grilles for the headlights, mud flaps, a roof rack with ladder, spare wheel carrier, and smaller 18-inch wheels with all-terrain tyres.

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Ten paint colours can be chosen, along with a matte Night Package with contrast trim for the roof, wheel arches, and bumpers.

There’s no word yet on whether the pack will be made available in Australia, with a spokesperson for Mercedes-Benz telling 4X4 Australia: “We’re in the process of evaluating the new Professional Line Exterior Package for our market.”

Would you like to see a civilian version of the W464 G-Wagen go on sale? Let us know in the comments section below.

Am I the only person who hates it when cars tell me what to do?

Really, we’re supposed to be controlling the machines, not having them nag at us and ruin a pastime that used to be a pleasure.

I was recently driving a new Toyota and it was repeatedly nagging at me to ‘observe all traffic regulations’. When driving through the suburbs the nag would tell me when I was ‘approaching a school zone’, followed by, ‘you are now in a school zone’ and finally, ‘you have left a school zone’.

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Drive any more than a few kilometres through Melbourne’s suburbs and you’ll inevitably pass through multiple school zones, and at every one the pleasant music I had chosen to listen to was interrupted by this incessant nagging. To make it worse, this was on a Sunday when the school zones weren’t in force! I couldn’t wait to get out of the car.

I picked up a new Isuzu the other day and, while electronic safety systems on new cars are a good idea, they need to be calibrated correctly. The MU-X bleeps lane-guidance warnings constantly on freeways, where other cars with similar systems don’t.

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Then there was an instance where every time I slowed down to a certain speed, the front parking sensors went nuts; continuing to do so when stopped with nothing in front of the car. This drove me wild for a while, then it stopped and hasn’t done it since. But another drive ruined by a nagging car.

While I don’t like being told what to do by a machine, I’m happy to listen to a living expert tell me the best way to do things. Never stop learning, as they say.

Building a 4×4 is fraught with perils. From newcomers not knowing what they’re trying to achieve, or seasoned veterans knowing what outcome they want but not knowing the best way to get there.

People have wasted tens of thousands of dollars building their dream set-up on the wrong vehicle, or replacing gear they’ve already bought when they find it doesn’t quite fit into what the end result became.

Queensland-based Rambler Vehicles has set about making the process easier and more cost-effective with turnkey solutions, and if the demo LC200 is anything to go by, they sure know what they’re doing.

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Starting off with a stunning black 2021 GXL LC200, the team at Rambler set about designing a fitting send-off to the 200 Series Cruiser, and showing off what they can do with no restraints in the process.First cab off the rank, so to speak, was taking the Cruiser to ASG Vehicle Solutions to chop the body in half. A dual-cab conversion offering all the comfort and ride quality of the big wagon, with the camping practicality of the booming dual-cab market.

ASG expertly stitched the cabs sheet metal back together for a factory look, then climbed underneath and did it all over again with the chassis. The end result is a 350mm stretched wheelbase that has ample room for a touring set-up, and feels far more planted in steep terrain and towing.

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SUPERIOR LIFT

Before the 200 was registered, Rambler spec’ed up the suspension with a full 4-inch lift second-stage manufacturing set-up from Superior Engineering. The kit is hands down one of the most extensive on the market and painstakingly upgrades multiple components to help increase the 200’s maximum gross vehicle mass.

Up front, the kit uses 4-inch taller coil springs on optional 2.5-inch body Superior Engineering remote reservoir struts. They’re matched with billet upper control arms to dial caster and camber back in after the lift. The front diff has also been lowered 50mm as part of the kit to help flatten the CV joint angles.Up the back, a matching kit has been fitted with a few extra additions: 4-inch taller Superior coils sit on the live axle, with 2.5-inch remote res shocks reining them in. Superior upper and lower control arms dial the pinion angle back in, with a healthy strength upgrade in the process. A Superior Panhard rod recentres the rear diff, while longer brake lines and a sway bar relocation let the Cruiser make the most of its new travel.

As part of the legality process, the kit also included larger side indicators, wheel-arch flares and a speedo correction module to suit larger tyres. A helper airbag set-up from Polyair was also installed to help with varying load requirements. Rambler’s made the most of the new-found real estate in the guards by fitting a set of 35-inch Toyo Tyres Open Country MTs wrapped around Method Race Wheels 312s.To ensure the Cruiser would have enough get up and go once the additional weight was added, Rambler loaded into the ECU one of its custom tunes, with fresh air being sucked in through a Safari Armax snorkel, and spent gases pushed out the rear through a full stainless-steel exhaust system from Legendex.

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CUSTOM CANOPY

Moving to the back of the now dual-cab Cruiser and there’s an extensive touring set-up in the form of a ‘Midi’ canopy from Spinifex Manufacturing. The 3/4 canopy design aims to provide maximum storage space without having the twin 35-inch spare hanging out the back. Custom built from aluminium and with a 300mm covered rear deck for the tyres, the Midi canopy has an extensive touring set-up packed into a compact package.

On the passenger flank there’s a 130L upright Bushmans fridge and full pull-out pantry. The slide-out section also features a Road Chef oven up top and a 2000W induction cooktop on its own slide. Hiding behind the fridge, there’s a huge 200amp/h lithium power set-up using quality Enerdrive gear. The Simarine unit controls all the functions of the canopy including monitoring water levels in the 70L tank, while a 2000W invertor powers 240V power points spread throughout the canopy. On the driver’s flank, a custom storage system from RV Storage Solutions is built to Rambler specs. Rather than a typical trundle tray, sliding out the back of the canopy is a pull-out sink with running water.

Back out on the outside the Cruiser is sporting a full custom paint job. The ‘Urban Khaki’ colour was lifted straight from the Toyota paint chart and is most known for the USA Tundra. It’s protected up front with a TJM Venturer bar armouring up the front end. Hidden inside is a matching TJM 12,000lb winch wrapped in synthetic rope, while five Lightforce Venom driving lights sit proudly atop the steel bar.

Moving towards the back and Rambler has fitted up matching TJM side-steps, and then extended them to suit the stretch. The bar work is all powder-coated in a rich Manix black. Up top, a Rhino-Rack backbone system houses a modified flat rack with a slimline LED light bar filling the gaps.

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SPORTS INTERIOR

Moving inside and it becomes all too obvious the extent Rambler goes to make tits builds a step above the rest. It’s decked head to toe in what Rambler dubs as its ‘sports’ interior, a full custom retrim in Napa leather with black and artichoke leather matching the exterior paint scheme.

The seats have been heavily rebolstered to give a far more sporty feel to them and extra support when off road. There’s an Alpine 9-inch stereo taking pride of place in the dash and it feeds into a full R Spec speaker set-up with a matching amp. Comms are taken care of with an Icom UHF sitting in an Outback roof console, and the aerial is tucked in tight to the body on a custom Rambler door bracket.Speaking to the team at Rambler and it’s clear how much passion they have for things working together seamlessly, and the vehicle they’ve built to showcase their work is clear proof of it. Each individual component carefully selected and considered to how it’ll affect the end goal and how well it’ll all work together. With the 200 Series platform wrapping up, it’s a fitting send-off to one of the most popular 4x4s of all time and will be right at home parked up in a 4×4 show, or a remote beach campsite.

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TWO-STEP

You’ve probably heard the term ‘second-stage manufacturer’ by now and if you’re not a walking dictionary you may have scratched your head at first. It’s a relatively recent term that’s popped in to use as more and more manufacturers are finding ways to work-in the system.

Essentially, it’s a legal framework that allows a vehicle to have a second round of manufacturing going into it. Think things like bulk fleets of motorhomes for rental companies based on popular van platforms and you’re on the right track. The 4×4 aftermarket has managed to utilise this system to essentially do the same thing, but instead of turning vans into motorhomes, they’re doing road oriented 4x4s into something far more capable.

The catch is, the work and certification needs to be done before the vehicle is first registered, but if using a kit like Superior Engineering’s SSM suspension kits as far as the government is concerned, your new LC200 was always lifted 4-inch with remote res shocks and an upgraded GVM.