Jeep has officially revealed its new 2022 Grand Cherokee five-seater – detailing what we can expect to come from the model’s first ever plug-in hybrid variant.

The fifth-generation Grand Cherokee’s range has expanded from just four variants to seven – retaining both the 3.6-litre Pentastar V6 and 5.7-litre V8, as well as introducing a 2.0-litre turbocharged inline-4 engine for the electrified powertrain option.

The new Grand Cherokee line-up now consists of Laredo, Altitude, Limited, Overland, Trailhawk, Summit and Summit Reserve trims.

Standard on all models is the well-known V6 (which produces 213kW/347Nm), while the Aussie-favoured V8 (which makes 259kW/520Nm) is available on Overland, Trailhawk, Summit and Summit Reserve.

UPDATE, May 12 2022: The new Jeep Grand Cherokee L is now in Australia, and we’ve driven it. Read and watch our review at the link below.

The story to here

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The 2.0-litre turbo in the 4xe will be coupled with two electric motors and an eight-speed automatic, and will be available on the Limited, Trailhawk, Overland, Summit and Summit Reserve variants.

The 2022 model brings with it a new exterior and interior design, as well as improved safety, technology and off-roading performance, according to the brand.

“The Jeep Grand Cherokee is our global flagship and will be leading the Jeep brand into a new era of premium refinement, innovative technology, advanced 4×4 capability and electrification,” said Christian Meunier, Jeep Brand Chief Executive Officer.

“With a perfect balance of on-road dynamics, 4×4 capability and 4xe performance, the all-new 2022 Jeep Grand Cherokee is the most technologically advanced, luxurious and 4×4-capable Grand Cherokee ever.”

Arriving in Jeep dealerships in the US in late 2021, the hybrid variant will follow early next year. Australia can expect it to arrive later in 2022.

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Grand Cherokee 4xe

For the first time, as previously reported by 4×4 Australia, the model will come with 4xe plug-in hybrid technology – with the variant already confirmed for Australia next year.

It’s capable of pumping out 280kW of power and 637Nm of torque overall. Using the same 2-litre, four-cylinder petrol hybrid unit as the current Wrangler 4xe, a 17kWh battery pack is also mounted underneath the vehicle floor and facilitates an electric-only driving range of up to 40km. Combined, a total driving distance of more than 708km will be possible.

The fuel-efficient I-4 engine is part of Stellantis’s Global Medium Engine family. The high-tech, direct-injection engine uses a twin-scroll, low-inertia turbocharger mounted directly to the cylinder head.

Efficiency is enhanced via the use of electric power steering and an electrically driven air-conditioning compressor, removing those loads from the engine.

The conventional alternator is also replaced with a high-voltage, liquid-cooled motor-generator connected to the engine crankshaft pulley via a belt. The unit helps to save fuel, aid the start-stop operation and generate electricity for the battery pack.

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A larger high-voltage motor-generator is mounted in the transmission, replacing the torque converter. Two clutches manage power and torque from the e-motor and engine.

A clutch is mounted between the engine and the motor. When the system operates in electric-only mode this clutch is open so there is no mechanical linkage between the engine and the e-motor.

When the clutch is closed, combined torque from the 2.0-litre engine and the e-motor flow through the automatic transmission. A variable clutch mounted behind the e-motor manages engagement with the transmission to improve drivability and efficiency.

Three driving modes will be available on the hybridised version – hybrid, electric and eSave.

The first blends torque from the electric motor and petrol engine, while the second operates on zero-emission electric power only until the battery reaches the minimum charge or the driver requests more torque. The final option prioritises the engine, saving the battery charge for later use.

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Off-road features

Three separate 4×4 systems – Quadra-Trac I, Quadra-Trac II and Quadra-Drive II – claim to give the new Grand Cherokee unrivalled capability, while the Quadra-Lift air suspension with electronic semi-active damping is a USP in its class, delivering up to 11.3 inches of ground clearance and 24 inches of water fording.

Similarly, the sway-bar disconnect function delivers improved articulation and traction over rocks and rough terrain, and marks the Grand Cherokee out with another exclusive feature in its class in the US.

In terms of towing capacities, a maximum of 3,265kg can be hauled with the available 5.7-litre V8 engine.

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Design

Although we’ve already seen the Grand Cherokee’s exterior earlier this year when the covers were taken off for the first time at Stellantis’s EV Day in July, on Thursday the carmaker detailed the new design inside and out.

The all-new Grand Cherokee’s slim, sculpted exterior delivers more modern and updated premium appearance, with the brand calling it “the most luxurious Grand Cherokee ever”.

A lowered, tapered roof improves the vehicle’s aerodynamic performance and efficiency without sacrificing cargo space and utility, while the lowered beltline and expansive glass allow more light into the cabin and increase outward visibility.

A wider and larger iconic seven-slot grille and new front fascia conceals a long-range radar and other advanced technology features. An elongated, level-set hood and bold headfirst stance “deliver visual strength” and the aerodynamic body style allows for design flexibility.

New active grille shutters, front wheel spats, air curtains, hood aero flick, lowered roof line (10mm decrease) and rear vertical-pillar spoilers improve on-road performance and fuel efficiency.

A gloss black roof is available for the first time on the Overland models and comes standard on Trailhawk, Summit and Summit Reserve.

A widened track (36mm / 1.4-inch increase) is said to provide superior handling and make it nimbler. There are eight wheel options with signature Jeep geometry and up to 21-inch diameter wheels offered for the first time.

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The Jeep Grand Cherokee’s luxurious, next-generation interior too has evolved to include handcrafted materials and more modern amenities.

The front panel features new slim HVAC vents, a realigned centre stack for greater driver accessibility and 10.1-inch digital screens (digital cluster and touchscreen radio), as well as segment-first available 10.25-inch front passenger interactive display and a new high-definition rear-seat entertainment system with FireTV built in.

The all-new Jeep seating architecture features a length-adjustable cushion for the front row passengers. The new 16- way adjustable front seats have power lumbar and memory, while higher specification versions offer new front driver and passenger seat back massage. Heated/vented seats are available in first two rows, with three-level configurable controls.

The centre console layout now has updated switches and more storage space in the front bin, which can hold two wireless devices and a wireless charger.

A full-suite of customisable LED lighting with daytime/nighttime settings is standard on all trim levels for the first time on the Grand Cherokee, while ambient lighting with a five-colour selection is available on Overland, Summit and Summit Reserve models.

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Safety

The 2022 Jeep Grand Cherokee now boasts more than 110 advanced safety and security features, including innovative applications of technologies said to “refine the connection between driver, vehicle and the road”.

Standard safety features across the line-up include:

Additional available safety features include:

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Technology

The new fifth-generation Grand Cherokee has the most available technology features in its history, according to Jeep.

The suite of features available includes:

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Amazon Fire TV is also available for the 2022 Jeep Grand Cherokee, allowing passengers to stream videos, play games, listen to music, get information and watch downloaded content – all while on the road. This includes:

A new McIntosh audio system is also available and features 19 custom-designed speakers (including a 10-inch subwoofer), 950 watts of power and a 17-channel amplifier. The Jeep brand is currently the only automotive manufacturer in the world to carry a McIntosh sound system.

Under the skin is an all-new, purpose-built unibody architecture – which is based on a platform shared with the Alfa Romeo Stelvio – which improves vehicle performance, safety and reliability, while significantly reducing vehicle weight, noise, vibration and harshness in this fifth generation.

The flexibility of the new platform allows for two different wheelbases and lengths, as well as electrification, and has already been put to the test at extreme locations all over the world, including at the formidable Rubicon Trail in which the 4xe made the gruelling ascent on electric power alone.

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Locally, a camouflaged prototype of the new Jeep Grand Cherokee was also spied testing in Melbourne last month.

Earlier this year, Meunier told sister publication WhichCar the local testing was being used to investigate the Grand Cherokee’s suitability for towing – admitting that this capability will be crucial in cracking the Australian market.

The Grand Cherokee’s seven-seat long-wheelbase twin, the L, has already been launched in America with a 3200kg towing rating.

The L will launch in Australia around the fourth quarter of this year, lockdown permitting.

Globally, it’s sold with a pair of engines including a 5.7-litre Hemi V8 and 3.6-litre V6. Diesel power has been dropped for this generation.

Earlier this year, as part of parent company Stellantis’s EV Day, the company revealed it will offer at least one fully-electric model in each of its SUV segments and 70 per cent of its global sales will be of electrified vehicles by 2025.

But Jeep has confirmed its V8s are not dead yet, despite recently announcing big electric vehicle plans for the future – with the Aussie favourite expected to be gradually phased out.

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Speaking at a roundtable event for the India and Asia Pacific region in July, Meunier gave the V8 a stay of execution from being axed in favour of electric power, saying “it will happen, but not yet”.

“We want to keep producing the V8 for as long as we can, especially while there is a market demand for it, but at the same time electrification gives us the opportunity to get even more performance in a better way.

“I’m convinced we’re going to do well with Grand Cherokee 4xe in Australia, it’s going to be an alternative. It’s going to be a way also for Jeep to differentiate and to show that we’re really advanced on technology,” Jeep CEO Christian Meunier recently told us.

“The capability off-road is outstanding, people are going to love it, I have no doubt.”

British company Ineos is embarking on a mammoth task – introducing a brand-new car into the Australian market, and in a segment which demands absolute reliability.

The 2022 Ineos Grenadier may well be the de facto successor to the original Land Rover Defender, but the freshman brand is rolling out a strategy to attract a wider audience – and it isn’t following the typical new-car handbook.

As engineers complete a total of 1.8 million test kilometres with prototypes around the globe – including here in Australia – the company says it’s created a proper off-roader as an antidote to the softening of other four-wheel-drive models on the market.

“We will offer some versions that will go up in the range with nicer interiors for example – for those that want more comfort – but what’s not on the cards for us is going down this direction of ‘SUV’,” Ineos Australia sales and marketing manager Justin Hocevar told 4X4 Australia.

“We will remain a utility vehicle brand.”

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Priced from $84,500 before on-road costs, Ineos will kick off the Grenadier with a two-seater commercial van. Toyota LandCruiser Troopcarrier buyers and grey nomads are firmly in its sights, and it is doing all it can to build trust with its customer base.

Along with a strong online presence, Ineos says it will have 16 agents in major cities in Australia, as well as providing a five-year/unlimited-kilometre warranty and five-year roadside assist package. Buyers will also be able to pick up a five-year service plan for fixed-price maintenance.

To give those in regional areas a first-hand look at the new Grenadier range, the company is also planning to attend field days across the country.

Backing it all up will be 34 hand-picked Bosch Service Centres providing servicing and repairs.

“About 30 per cent of [our agents] are not traditional automotive dealers,” Hocevar told 4X4 Australia.

“We’re really looking for those types of business partners that have got a close relationship with their customers, and ideally have already got a 4X4-oriented business.”

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Like the Grenadier, Ineos has taken a “clean-sheet” approach to building its aftermarket support software, creating a program which provides a ‘bouncing ball’ step-by-step tutorial to repairing its vehicles – coupled with 3D animations.

The program also integrates; parts catalogues, inventory tracking, parts ordering, invoicing, as well as the digital repair manual, to help make life as easy as possible for mechanics and parts interpreters to support Ineos customers.

But unlike most car manufacturers, Ineos says it has an open-source approach, and will be happy to supply the software to both owners and workshops – helping to ensure vehicles are repaired correctly, even in remote areas.

Along with developing and testing its own bolt-on parts for the Grenadier, Ineos is providing computer-aided design (CAD) files to four-wheel-drive accessories companies as well as providing access to prototype vehicles to help build a foundation of aftermarket products.

While reservations will open mid-October and orders are expected to begin in March 2022, the Ineos Grenadier is slated for a fourth quarter launch next year.

Australians will be able to place an order for an INEOS Grenadier from October 2021, with deliveries of the all-new 4×4 wagon set to occur late in 2022.

The five-door Grenadier wagon will be offered initially, with prices starting from $84,500. A four-door double-cab pick-up will follow in a few years’ time.

The Grenadier is the first vehicle from INEOS Automotive, a name you might recognise as a sponsor of the British America’s Cup yachting squad, Mercedes F1 Racing team and British road cycling teams, but primarily it is a huge chemical production company.

INEOS owner Jim Ratcliffe recognised the need for a traditional, off-road-capable four-wheel drive utility vehicle after Land Rover announced it was planning to stop making the classic Land Rover Defender. When LR refused to sell Ratcliffe the rights to continue to manufacture and sell the Defender, he decided to build his own.

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The result is the Grenadier, named after the pub where the idea for it was conceived. Right now there is fleet of Grenadier 2B prototypes putting in test miles around the world in preparation for the production vehicle. INEOS is planning to log more than 1.8 million test kilometres before it signs off on the production car and begins manufacturing in Germany.

One of those 2B prototypes landed in Australia last week, where it will soon embark on local testing – initially at a private test facility and then out to the wilds of the outback and beyond. That vehicle will also be shown to a select group of ‘Hand Raisers’ who have shown interest in the vehicle from the outset, to gain feedback on how they see it fitting in to the Australian market.

INEOS clearly sees its Grenadier appealing to a range of users including recreational travellers, four-wheel drivers, government and NGO departments, emergency services, and farming and industrial operators – much like the classic Land Rover had for 70 years.

The entry-level model starts at $84,500 and gets you a two-seat ‘commercial’ wagon. The range will go up to include four- and five-seat models, some with premium Recaro seating, front and rear differential locks and a range of accessories to tailor the vehicle to the owner’s requirements.

INEOS Automotive Australia is in the process of establishing its headquarters in Melbourne under the guidance of long-time automotive industry manager Justin Hocevar.

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Hocevar outlined to 4X4 Australia the brand’s plans for wide-spread network of Grenadier ‘agents’ in Australia and New Zealand, mainly along the highly populated east coast but also in regional areas plus some service-only agents in regional areas.

These agents will work alongside an online system of configuring your Grenadier in the approach to purchase. INEOS will partner with Bosch Automotive to supply service in some areas to reassure owners they will be able to maintain their vehicles no matter where their adventures take them.

The Grenadier will come with a five-year/unlimited kilometre warranty in Australia and New Zealand, along with a five-year service plan to lock in ownership costs.

Aside from announcing the starting price, not much else was revealed about the car and the range, other than diesel and petrol variants will be priced the same with no price penalty applied to diesel vehicles.

“Let’s build a world-class 4×4 with the best component suppliers, but also let’s support it in the best possible way,” said Hocevar of the strategy.

The Grenadier uses a choice of petrol or diesel six-cylinder engines, both supplied by BMW and backed by ZF automatic transmissions. A full-time dual-range transfer case gives four-wheel drive, while the live axles come from Italian manufacturer Carraro and can be equipped with locking differentials.

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INEOS saw from the outset that owners of such vehicles will want and need to fit accessories to their cars and has had an open-source approach to working with accessory companies. It will offer its own range of accessories for the Grenadier, but is also working with aftermarket accessory companies to ensure there are products to meet everyone’s needs.

Hocevar confirmed the company is speaking with some Australian aftermarket brands about products, some which will augment INEOS’s own accessories.

An indicator of how important INEOS sees the integration of accessories is that the Grenadier comes pre-wired to accept a range of products such as driving lights, power winch, roof lights for emergency vehicles, solar charging, dual batteries, and towing equipment.

Speaking of towing, the Grenadier wagon will have a 3500kg towing capacity and 7000kg GCM.

“The Grenadier is going to be a part of the storybook of people’s lives, the adventures they go on and the things they do,” said Justin Hocevar of the vehicle.

In an age of overly complex SUVs and off-road pretenders, we see the Grenadier as the most exciting new vehicle to come to market in decades. Let’s hope it lives up to expectations.

A handful of classic 4x4s are currently under the hammer at Grays Australia, but you’ll need to be quick as the gavel slams the auction shut at 8.30pm (AEST) tonight.

Unfortunately, test drives are off-limits and COVID-19 has forced many punters to buy sight unseen. Still, there’s many a bargain to be had.

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Fancy a 1978 Land Rover Series 3? This manual has 21,072km on the clock and is said to be in “good” condition, with a few marks, dents and scratches. It comes without plates and is located in Pinkenba, Queensland. Full info here.

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Grays also hosts another Series 3 Landie, this one a 1973 manual variant. With 14,855 miles on the odometer, it is listed with an owner’s manual and service history. The seven-seater is also listed to be in “good” condition. Located in Fortitude Valley, Brisbane. Full info here.

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Also listed is a 1978 Toyota LandCruiser HJ45. The diesel-powered ute is listed as being in “fair” to “poor” condition, with the owner commenting that the patina is untouched. There are marks, dents and scratches, with evidence of corrosion and a diesel leak. Still, the engine turns over and it is listed with 12,450km under its belt. It could be a bargain for the right buyer. Full details here.

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Finally, a 1974 Jeep CJ5 Renegade with a 308 V8 engine that is said to have been in storage for several years. It has 42,075 miles on the odometer. The vehicle requires some work to get it back in working order ─ and it is missing its keys ─ but it is said to be in good condition. Info here.

All auctions close at 8.30pm AEST

Ever since its launch, punters have said they love the first generation of Ford’s Ranger Raptor but asked the question: “How good would this be with a V8 in it?”

After all, only milk and orange juice come in two litres, right? The standard 500Nm diesel engine is no dog, but a performance 4×4 ute needs a performance engine.

If you believe the rumours, Ford Australia has toyed with the idea of shoehorning a V8 into its halo 4×4 ute, and there was at least one prototype vehicle getting around the Melbourne sheds of the then factory-supported tuning house FPV/Premcar, but the V8 project was stillborn. Until now, that is!

Killa Kustom Kables & Conversions

If the factory won’t build it, then it becomes a challenge for clever Aussie hot rodders. In this case it was Steven Kidley at Queensland’s Killa Kustom Kables & Conversions who jumped on the task.

You might remember Killa Kustom for its Killarado LS V8 Holden Colorado conversion we featured a few years back. The business has been plugging away with those conversions into Colorado utes and Trailblazer wagons with installers now in several states, but the demise of Holden has meant diminishing supply of those vehicles wanting conversions. And the challenge of a V8 Raptor was just too big to ignore for Steve.

“There was a lot of social media interest around rumours that Ford was building a V8 Raptor Ranger,” says Steve. “We saw that and when Ford said they weren’t going to do it, we put things in motion.”

The conversion includes a brand-new Ford 5.0-litre crate engine installed using all new and specifically engineered parts; a PWR cooling system; a new air-conditioning system with all new hard lines; full electronics integration; full exhaust system; and full compliance.

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The build begins

Steve kicked the project off by securing a written-off Ranger Raptor and yanking the blown-up four-cylinder diesel engine out of it before getting out the measuring tape.

The big challenge of fitting Ford’s Coyote 5.0-litre V8 engine to anything that wasn’t made to accept it is that this is a double-overhead-camshaft engine, so it is very tall and wide compared to GM’s pushrod LS engine which sits easily in most vehicles. “It’s very tight on width,” says Steve, “and very tight around sump clearance.”

To sit the V8 engine as low as possible in the engine bay and between the unmolested strut towers, a cast aluminium sump was designed and made, and custom mounts are used to fix the engine to the factory engine posts. The new sump increases the oil capacity of the engine, so there are extra benefits there.

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Even then the exhaust headers had to be meticulously designed and fabricated using 1-7/8-inch primaries to a dual three-inch system, finishing in a single 3.5-inch outlet. Once the final design was made and ready, the exhaust system was HPC-coated.

Other custom-made parts include the billet transmission adapter, a billet thermostat housing, custom-moulded hoses, a ‘neck’ to mount the engine intake to the factory Raptor air filter housing, and, as Steve says, “dozens of smaller brackets and lines.”

A written-off Mustang GT provided the donor engine for the prototype Raptor8, but the production vehicles get the new crate engine.

That is a Ford Performance Coyote crate engine that puts out 345kW at 7000rpm and 570Nm of torque at 4600rpm. It’s pretty much a replacement engine for the Mustang GT, so in reality it could be serviced by any Ford dealer. It might surprise the technician though when he opens the bonnet to see the V8 nestled in the Raptor.

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The Raptor retains its 10-speed automatic transmission, but it is upgraded with Mustang V8 internals and the rest of the drivetrain remains standard.

“Most complex part was the electrics and making sure everything works and stays fully ADR compliant,” says Steve. “This includes the stability control, autonomous braking, and other factory systems.”

Even the Raptor’s Multi Terrain System which calibrates the engine, transmission and chassis electrics to suit conditions and driving style remains operative, and the MTS’s Baja Mode takes on a whole new feel and sound with V8 power.

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Suspension set-up

The best part of a standard Ranger Raptor is its bespoke Ford Performance/Fox suspension package that works so well.

It remains relatively untouched, with the V8 engine near identical to the diesel in weight. Steve only added some spacers to the front struts to raise the ride height and balance out the car’s stance. Speaking of stance, the Raptor8 stands prouder than a stocker on a set of 305/60R18 M/T Baja Boss tyres wrapped around Boss Fink alloy wheels.

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These conceal a big brake upgrade from Pedders and this kit is an option for customers getting the conversion to consider. You’ll want the extra stopping power to rein in the newfound performance and let’s face it, the standard Ranger brakes have never been much chop. Styling wise, Killa has added a front bar, underbody protection and sailplane/sports bar all from Hamer 4×4 and tucked a Stedi light bar into the grille of this vehicle, which is the first of the production models.

“It drives unreal!” says Steve of the Raptor8. “Unlike the diesel where you have to hold your foot to the floor all the time, the V8 just does everything effortlessly. There’s always power on tap.”

Getting your 4×4 out of a stuck situation can be a time-consuming affair, especially when you’re travelling solo, but when you’re travelling with other vehicles, a quick snatch recovery can have you on the move again in a matter of minutes … so long as you’re carrying the right gear and you know what you’re doing.If you don’t know what you’re doing, snatch recoveries can be fraught with danger, but armed with some knowledge and the right equipment, it doesn’t have to be that way. After all, using one vehicle to pull another vehicle out of a stuck situation is about as straightforward as it gets when it comes to vehicle recovery.Here’s what you need to know …

Firstly, you’ll need an appropriate vehicle recovery strap, a method to safely attach the strap to both vehicles, and a way for the drivers of both the recovering vehicle and the stuck vehicle to communicate with each other.

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The two types of vehicle recovery straps, commonly called snatch straps or kinetic recovery ropes, look very different to each other, but they are essentially designed to perform the same task.

Just to confuse things however, snatch straps look a bit like tow straps and kinetic recovery ropes look a bit like tow ropes, but it’s important to note that vehicle recovery straps and tow straps/ropes are not designed to perform the same functions, and they are not interchangeable.Tow straps/ropes are designed to tow free-moving vehicles; they are not designed to recover vehicles that are stuck, although they can still be handy in a variety of off-road situations, such as helping to pull a vehicle up a steep hill or over an obstacle. But tow straps/ropes simply aren’t suited to pulling out a vehicle that’s bogged to its axles in mud or sand.

To avoid confusion, it is now mandatory for vehicle recovery straps to be clearly labelled. This is not always the case with tow straps and tow ropes.

Another way to make the distinction is that tow straps/ropes are often fitted with hooks or shackles at each end for easy vehicle attachment, while vehicle recovery straps are never fitted with hooks or shackles, but instead have a loop at each end for vehicle attachment.

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So how do they function differently? A tow strap/rope is not designed to stretch but a vehicle recovery strap is … and quite a lot; in the case of a snatch strap by around 20 per cent and of a kinetic recovery rope by around 30 per cent.

Snatch straps are made from flat nylon webbing and are most commonly available in six, nine and 12m lengths, and are between 60 and 100mm wide depending on the minimum breaking strength. For recreational four-wheel drive use, nine-metre straps with a minimum breaking strength rating of between 8000 and 11,000kg are common. When choosing the right snatch strap for the job, the minimum breaking strength should be between two- to three-times the Gross Vehicle Mass (GVM) of the lightest of the two vehicles involved in the recovery operation.

Snatch straps typically have reinforced eyes (or loops) at each end to allow fitment of shackles for vehicle attachment.Like snatch straps, kinetic recovery ropes are also manufactured from nylon, but in the form of a double-braided rope. The inner nylon core is the stretchy component, and this is protected by a braided nylon outer layer.

Kinetic recovery ropes also have eyes at each end, but they are spliced together rather than stitched. Some also feature a polyurethane (PU) coating on the eyes to minimise the occurrence of wear at this point where the rope is attached to the vehicle, either directly or by using a rated shackle.

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HOW DOES A RECOVERY STRAP WORK?

A vehicle recovery strap essentially acts like a big elastic band. Once attached to both vehicles, the recovery vehicle gets a run up and pulls on the strap, which stretches by about 20 to 30 per cent before it contracts. The stored kinetic energy in the strap is hopefully enough to ‘snatch’ the stuck vehicle out of its situation.

A snatch recovery can only be performed if there’s enough space available for the recovery vehicle to get a good run-up, and if the recovery can be performed by pulling the stuck vehicle forwards or backwards, not to the sides. If a snatch strap recovery does not suit the scenario, another recovery method will have to be employed, whether by simply using a shovel, a set of recovery tracks or a winch.

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VEHICLE ATTACHMENT

Vehicle recovery straps should only be attached to a vehicle at rated recovery points, and these are not to be confused with vehicle tie-down points or shipping points, which are made from mild steel and will more than likely fail in a vehicle recovery situation. Likewise, never attach a vehicle recovery strap to a vehicle by looping it over a tow ball, as the tow ball could fail and become a lethal missile.If your vehicle is not equipped with factory rated recovery points, you can source aftermarket recovery points through various reputable 4×4 outlets, and these are affixed to your vehicle’s chassis with high-tensile bolts so you can perform safe snatch recoveries.

The eyes of a recovery strap can be attached to a vehicle’s rated recovery points by using rated bow shackles or soft shackles, the latter preferable in the event of an equipment failure.In the case of steel shackles, a stamped 3.25-tonne bow shackle is a high enough load rating for most snatch recoveries, and this size shackle is compatible with most of the rated recovery points fitted to recreational 4x4s.As well as being safer than steel shackles, soft shackles are lighter, more compact and they float, so if you drop it in a creek or at the beach you’ll likely be able to retrieve it. They are made from special synthetic ropes and feature a big knot at one end and a loop at the other; just feed one end through the eye of the recovery strap and the vehicle’s rated recovery point then feeds the knot through the loop.If a vehicle is fitted with two rated recovery points at the front, a bridle strap should be used to help spread the load evenly across the chassis of the vehicle. The pin of a square tow hitch can be used to connect a recovery strap at the rear of a vehicle, but bear in mind that in extreme circumstances the pin can bend and become difficult to remove; a better bet is to slide out the tow hitch and replace it with a dedicated recovery hitch to which a shackle (steel or soft) can be attached.

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WHEN TO PERFORM A SNATCH RECOVERY

A snatch recovery should only be performed when you can safely get the recovery vehicle in range of the stuck vehicle. There is a method to connect two or more snatch straps together by looping them through each other, but never, ever try to joint two straps using a steel shackle.It’s also important to note that snatch recoveries should only be performed where there is enough space available to pull the stuck vehicle forwards or backwards; never to the sides. If there’s not enough space, or you can’t pull forwards or backwards, you’ll have to implement a different recovery method.

CLEAR COMMUNICATIONS

The only people involved in a snatch recovery should be the driver of the recovery vehicle and the driver of the stuck vehicle; bystanders should stand well clear of the recovery operation and preferably off to the sides.

The drivers should discuss how the operation will proceed and how they will communicate with each other. The best method of communication is via UHF radio. Before attempting the recovery, they should discuss their countdown procedure, how far they will pull the stuck vehicle, and how they will signal when to stop.

4WD TRAINING

The best way to learn how to safely perform any kind of vehicle recovery is by attending a nationally recognised training course, either operated by a private company or through an accredited 4×4 club.

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STEP-BY-STEP GUIDE

1. Line up the recovery vehicle in as straight a line as possible with the stuck vehicle. 2. If well and truly bogged in sand or mud, it will help to clear around the stuck vehicle with a shovel, including in front of the wheels and under the vehicle. 3. Unfurl the recovery strap and connect it to the rated recovery points on both vehicles using rated shackles, ensuring there is enough slack in the strap for the recovery vehicle to build up some momentum before the strap is pulled taut. 4. Place a weighted damper over the recovery strap in case there is an equipment failure. If the strap breaks this will hopefully prevent it from firing into one of the vehicles. 5. Both drivers should discuss the procedure, ensure they can clearly communicate with each other and make sure there are no bystanders. 6. Ensure both vehicles are in low range and that handbrakes are off. Second low is often ideal for snatch recoveries. 7. When everything is set, the driver of the recovery vehicle should signal ‘go’ and then build up some momentum. As the recovery strap tightens, the driver of the stuck vehicle should also start to accelerate. 8. If all goes well, and the stuck vehicle starts to move, keep both vehicles driving forwards until the stuck vehicle is on safe ground, without driving over the strap. 9. If a second attempt is required, try the above process with a bit more momentum, but don’t go too fast or you could break a strap or damage a vehicle. 10. Once on safe ground, communicate the intention to stop, and do so. Remove the strap, shake it out if dirty and pack away. Don’t forget the shackles.

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LABELLING LAWS

Vehicle recovery straps must be clearly labelled with the name of the Australian manufacturer, importer, distributor or supplier; the batch code or serial number; the minimum breaking strength, a recommendation that the minimum breaking strength of the strap should be between two and three times the vehicle’s GVM; and advice that the strap must be suited to the GVM of the lighter of the two vehicles used in the recovery process.

In addition, the packaging needs to be clearly marked, and the vehicle recovery strap needs to be supplied with instructions for use.

For full details on labelling, click here.

DO

1. Always check strap for labelling 2. Always check condition of strap 3. Only attach to rated recovery points 4. Use a bridle strap where appropriate 5. Have a clear communication system

DON’T

1. Never attach strap/rope to a tow ball 2. Never join two straps with a steel shackle 3. Don’t step over a tensioned strap/rope 4. Don’t let bystanders near the recovery operation 5. Don’t use worn/damaged straps/ropes or shackles

Climbing back in to the 4X4 Australia D-MAX after a week in the RAM 2500 had me feeling a little bit sad, if I’m honest. I love that D-MAX, but after you experience a vehicle like the big RAM 2500, it changes you. I almost thought there was something wrong with the D-MAX … what do you mean it won’t spin the tyres at just above idle?

Rewind a week, and I was feeling a bit hesitant when picking up the RAM. It’s an imposing beast; long, wide, heavy and powerful, and it’s incredibly expensive at $157,950 before on-road costs. However, within 30 minutes of driving it I felt right at home, and damn was I enjoying that engine as well as the comforts and features offered by the plush interior.

With all that said, I also really wanted to get the RAM 2500 on dirt, to see if it’s physically able to fit on local 4WD tracks. We know it will tow like a freight train, and we know it can fit plenty in the tray space-wise.

We certainly didn’t go looking for the hardest technical tracks we could find, but I wanted to know if it is any good as a touring four-wheel drive platform. This was to be an eye-opening experience.

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POWERTRAIN & PERFORMANCE

The 6.7L Cummins turbo-diesel engine is the heart of this vehicle, and it’s simply glorious. There’s so much torque available, with a lovely burble that’s quick to remind that you are steering something with serious numbers.

Sure, modern four-cylinder motors are making big power figures these days, but they don’t have the sound or feel of a big six. I almost prefer them to a V8 … almost. It’s a nice-looking engine too, highlighting RAM’s close attention to detail. There’s also a 220amp alternator, which is an impressive inclusion and allows you to build a significant electrical system if you were to add additional auxiliary batteries.

The six-speed gearbox is well-matched to the engine – when you have 1152Nm of torque available, the engine is able to push through without the need to shift constantly. Simply slide it in to drive via the column shifter, put your foot down and this thing moves like a rocketship.

The RAM 2500 consumed 12.7L/100km of fuel when lazily cruising on the highway, which increased to more than 15.0L/100km off-road or when pushing hard on the accelerator … can you blame us?

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ON-ROAD RIDE & HANDLING

Once you get over the sheer size of the RAM 2500, it’s a really easy vehicle to drive. The steering is well-weighted, though the turning circle is poor for such a large 4×4. The brakes are also a bit of a let-down, with a surprisingly spongy feel. Maybe it’s just because I’ve skipped leg day for the last 36 years, as the braking specs on paper are seriously impressive.The coil-sprung suspension is very firm when unladen, but this is fine around town. The 2500 tracks true and doesn’t have much body roll, which is a good thing for a big vehicle. With so much power available, it’s a struggle trying to sit on the speed limit – cruise control and self-control will help to retain demerit points.

The 2500’s impressive interior design and layout, power on tap and wide stance make it a genuinely enjoyable on-road driving experience.

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OFF ROAD

The two biggest off-road limitations of the RAM 2500 are ground clearance and its obvious plus-size external dimensions. The front bumper sits really low, as do the factory fitted side-steps – it’s begging for a big lift kit and some massive tyres, and thanks to the solid axles and coil springs, there’s plenty of potential to untap.

Low-range gearing is excellent, offering great control when punting along tight tracks. It would also come in very handy when trying to back up a heavy trailer on uneven ground. Engaging 4×4 is as easy as it gets, simply push a dash-mounted button. It engages quickly and easily every time. Other manufacturers, please take note.

With all that torque and no weight in the tray, it’s a challenge to get power to the ground − as soon as we were on dirt, 4×4 high-range needed to be engaged.

The choice of tyres fitted to such an expensive and powerful beast is also questionable, and both the turning circle and ride quality could be better. It rides really firm, which is fine for on road, but on rough tracks I was getting tossed around a bit too much for my liking.

Here I was expecting lounge-chair-like ride comfort … I was wrong.

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CABIN & ACCOMMODATION

It’s intimidating climbing in (and you do have to climb in) the cabin of the RAM, but it’s surprisingly easy to pilot. The interior layout is unique, featuring six seats instead of the traditional five, and the centre console simply lifts up to enable three people across the front row.

The front seats feel flat, though, and I found myself with a sore back after a few hours, even after using the adjustable lumbar support. This is more likely a me problem – curse my lanky frame.

The seats are heated and ventilated, and the steering wheel is heated as well. All of this is controlled via the massive control screen in the centre of the dash, which is quick and easy to navigate, even for a luddite like myself. The infotainment system is the brains of the interior and is easy to use and connect devices to. Again referencing the attention to detail, simple dials control radio and volume functions – this should be mandatory, as it’s so much easier and safer than pushing a button while driving.

There’s storage for days including the centre console, a slide-out tray in the dash area and the traditional glove box. Cupholders are ample and vary in size, so there’s space for larger bottles as well as coffee cups. There are plenty of USB points, including a USB-C on the dash.

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PRACTICALITIES

This is a tricky category, because for some people the RAM 2500 just isn’t practical at all, while for others there’s not much else like it that will do the job. This thing is built to tow. If you own horses or a big caravan and want to live said lifestyle in comfort and luxury, the RAM is for you.

As tested, the 2500 is set up to lug 3500kg, something it would do with ease. If upgraded to a 70mm tow ball, RAM says the 2500 can tow 4500kg. RAM also mentions it can tow up to 8000kg, but you’re going to have to look at the fine print there – you’ll need air brakes on the trailer and a full gooseneck-style towing system. Payload is listed at 835kg.

The tray is enormous, and in this case was covered by a spray-on liner – my preferred method of protecting a tub. There’s a sliding rear window like the Nissan Navara, which is a neat touch, as is external lighting in the tray area. You can even drop the tailgate from inside the cabin, with a simple push of a roof-mounted button. Plus, it’s nice and light to lift when the time comes to close it up.

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SUMMARY

It’s big, powerful, comfortable and expensive, but if you need something like the RAM 2500 in your life for work or play, there’s not much else like it in Australia. Sure, there are full-size pickups, but it’s hard to go past brutal diesel grunt combined with the glamorous interior of the RAM.

In saying that, Chevy is set to offer its updated Silverado towards the end of this year, which will provide some glorious competition in this space. We can’t wait to compare the two of them side by side.

So, is the RAM 2500 too big for Aussie tracks? Well, that depends how much you are prepared to scratch it. As a dirt-road tourer or long-distance explorer, it’s fit for purpose. For something to drive tight, tough tracks through the forest, it’s going to get beat up. However, we were able to push it through forestry tracks without doing any damage or getting it stuck, so it’s definitely possible.

You’re going to need better tyres, as the ones fitted stock aren’t much chop for off-road work. Plus, you’re going to need to lift it to improve the approach and ramp-over angles.

Let’s be realistic, though; this is a hauler designed to pull large loads in comfort, and that is a task it will handle with ease. Long live the RAM.

2022 Ram 2500 Laramie Specs

The 2022 Toyota LandCruiser 300 Series has arguably been the biggest story of 2021 so far, but if there’s one vehicle Australians love more than a LandCruiser, it’s a dual-cab ute.

Brazilian artist Kleber Silva created this rendering, which stitches together the front of a 300 Series onto the body of a full-size pick-up, creating a dual-cab LandCruiser ute with a bit more comfort and tech than Toyota’s iconic 79 Series.

While Silva named his creation the 2024 Toyota HiLux TRD, the possibility of a 300 Series dual-cab is not completely out of question.

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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In recent days, the 2022 Toyota Tundra was revealed in the US, with the pick-up sharing the same powertrain and under-body architecture as the new LandCruiser.

“Toyota Australia is aware that the large truck segment in Australia has grown in popularity over the last few years and it is a segment we are continuing to study and we are interested in generally,” a spokesperson for the carmaker told 4X4 Australia in May 2021.

While a Tundra built in right-hand-drive for markets like Australia is more likely to see the light of day, Toyota could eventually choose to leverage the LandCruiser’s good name and offer a pick-up body for the 300 Series globally.

What do you think of the Toyota LandCruiser 300 Series dual-cab ute? Let us know in the comments section below.

Manufacturers try their hardest to make a wide range of 4x4s to suit every possible taste. They make ’em big, they make ’em small. All different colours, all different engines, all different prices.

But what if when Goldilocks was trying out the different bowls of porridge there was one too hot, one too cold, but none just right? Well, if you’re the owner of one of the most respected 4×4 shops in Victoria you grab a little from each bowl and make your own to suit your exact tastes.

Stephen Booth, the man behind the magic at Power Torque in Victoria was getting nostalgic over the original BJ74 LandCruiser of his youth when the model before you came up. Unfortunately, the old B series engine, leaf springs and drum brakes were also feeling very nostalgic too. It simply wouldn’t do.Rather than waste time mucking around with the old gear, Stephen fired up the plasma cutter and set to work removing everything under the old Cruiser that wouldn’t cut the mustard for a modern day 4×4.

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First on the chopping block was the old front axle. The leaf springs and ’80s steering box simply weren’t going to cut it. Stephen sliced and diced the old leaf-spring mounts off and pushed the whole lot into the bin before sliding in a complete set-up from a coil-sprung HDJ79 LandCruiser. The new set-up including a later model diff with better brakes, tighter steering, coil mounts, radius arms and even a fancy modern swaybar.

While the spanner set was out, Stephen spec’d up the front end as well. The full replacement mounts allowing for a bolt-in lift-kit to work perfectly. The 3-inch taller coils help with the altitude adjustment, while remote reservoir King shocks help the mid-wheelbase Cruiser ride like it’s on clouds.

Moving back and Stephen opted for a coil-spring arrangement from JMACX. The full bolt-in set-up utilises an adjustable 5-link with four adjustable forward links holding the diff in and allowing for fine tuning of pinion angles, with an adjustable Panhard bar ensuring the rear diff stays centred no matter how much ride height is dialled in.

The whole affair holds in a JMACX diff housing that bumps the rear track width out to match the front and throws in later model disc brakes as part of the upgrade. The set-up is complemented with a matching set of 3-inch lifted coils and adjustable King shocks, although this time in-coil airbags have been fitted for further adjustability.

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HEART TRANSPLANT

MOVING back to the front and Stephen has also given the Cruiser’s heart a serious working over too. Where an outdated 4-cylinder turbo-diesel engine used to live, Stephen has shoehorned in what some would call the greatest diesel Toyota ever built, the might 1HD-FTE.

For those not in the know, the 1HD-FTE is a 4.2L six-cylinder turbo diesel found in 100 Series LandCruisers and the short-lived HDJ79. What makes it so special is the multi-valve head and electronic diesel injection creating the perfect combination of old-school tough, and new-school power.

With comfortable practicality, the design moto Stephen also chose was to back the new donk with an A750F automatic transmission pilfered from a top-spec 100 Series. The transmission is backed with a HDJ79 transfer case and driveshafts sending power into front and rear ARB air lockers to ensure maximum traction in all situations. Stephen had to swap and change a couple of cross members and mounts to get the new arrangement in, but has had the whole affair successfully engineered to be 100 per cent road legal.In case you haven’t noticed, Stephen’s not the kind of bloke to leave things half done so it’s no surprise the 1HD-FTE motor isn’t in stock form either. The high-flowing Safari Armax snorkel feeds down into a Red Wheel ‘Bad Boy’ turbo from GTurbo. The bolt-on replacement forces bulk air through the front mounted PDI Intercooler and hard-pipe kit before finding its way into the combustion chamber.

The +50 injectors and an in-house tune have the Cruiser pushing out 200kw and 800Nm at the rear wheels – a far cry from the 89kw and 217Nm it would have made when it first rolled off the production line. The final piece of the powertrain puzzle is a set of modern looking PCOR alloy wheels, punching in at 17×9 with a +25mm offset, Stephen’s wrapped them with Nitto’s Ridge Grapplers in 285/75R17.

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FACELIFT

BACK on the outside and Stephen’s continued the resto mod theme with a full front clip from a current generation VDJ79 ute. Making sure that fancy front end stays in tip-top shape, Stephen’s optioned up a Deluxe bar from ARB with full hoops providing full protection, it also provides a home for twin ARB Intensity LED driving lights. There’s twin Optima batteries under the bonnet ensuring the lights can run with the power of a thousand suns for as long as Stephen wants them too.

Moving along the flanks and there’s a full scrub bar and rock slider combo from ARB with a set of Clearview’s Nextgen towing mirrors above them. The armour packaged is rounded out with a Kaymar rear bar protecting the rear quarters and a single swing-away spare-tyre carrier.Moving to the interior and it’s easy to see just how many man hours have gone in to building Stephen the Cruiser of his dreams. No stone has been left unturned, with a full interior restoration getting it looking factory fresh, although of course, there’s a few upgrades thrown in for good measure.

Tucked in-between the two front bucket seats is a full-length centre console housing the auto shifter and a couple of cupholders. There’s also matching EGT and boost gauges for Stephen to monitor engine vitals, and an OBD scanner for any deep dives on engine data on the road. Last but not least, is a full set of tunes thanks to a Kenwood head unit and Morel speakers.

From an outsider’s perspective, Stephen’s BJ74 could be mistaken for a neat classic 4×4, but for those in the know the longer you look at it, the more details you find showing not only the impeccable workmanship that’s gone in to the build, but the clear vision Stephen had in his mind for the perfect classic Cruiser.

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HOT AIR

AIRBAGS are becoming more and more common in the custom 4x4s we feature, so we figured it was high-time we have a quick look at exactly why people are fitting them, and why they may be suitable for your rig too. Forget all the fancy stuff like on-board air systems and self-levelling doo-dads, airbags themselves are essentially a spring with an adjustable spring rate.

The more air you pump into the bag, the stiffer it’ll be. It’s that adjustability that makes them so handy. If you’re driving around in a work ute that has 300kg of tools on it every day and they never come off, then 300kg constant-rate heavy-duty springs are the right choice.

But if you load it up with 300kg worth of tools, then pull them off every Friday arvo and use it as a family car, you’re going to be horrendously over-sprung, it’ll be an incredibly bumpy ride unladen. By using a lighter duty spring and matching it with an airbag you can pump your effective spring rate up the same as a 300kg constant when you’re loaded, then let the air out and drop the rate for around town.

You can do the same to counteract towball weight if you occasionally tow a camper or boat, or even to counteract long-range fuel tanks and on-board water tanks in tourers. More complex systems allow for increased ease of use, but even a simple airbag makes a massive difference.

The 2022 Ineos Grenadier will go on sale in March 2022, but local buyers will be able to reserve their place in the queue from next month.

An email sent out by Ineos has announced Australian customers will be able to place a reservation for the Grenadier from mid-October, 2021.

However, a select group of local enthusiasts have been offered early access, with VIP access beginning from September 30.

Buyers will have to lay down $800 for the opportunity to order their own Ineos Grenadier.

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The fully-refundable reservation fee will provide early access to the British off-roader when the vehicle goes on sale in early 2022.

While the exterior of the Grenadier is clearly inspired by the first-generation Land Rover Defender, the interior is a mix of modern and simple, with its switchgear taking design cues from aeroplanes.

Ineos is offering a choice of either petrol or diesel 3.0-litre turbocharged six-cylinder engines from BMW, mated to an eight-speed ZF automatic transmission with low-range.

Pricing for the 2022 Ineos Grenadier has yet to be announced, but it’s expected the vehicle will rival the current Land Rover Defender.