Earlier this year, Jeep Australia announced it was streamlining its Wrangler and Gladiator ranges, limiting each to a single variant – the most off-road-focused model, the Rubicon.

At the same time, the brand also signalled a price drop for both of these off-road icons. That’s great news for those who want the most off-road-capable variants, but not so good for anyone chasing a cheaper Jeep with fewer features. We fall into the first group – we love the Rubicons for their unmatched off-road capability straight off the showroom floor, unlike any other vehicle sold in Australia.

We took the announcement as an opportunity to get back behind the wheel of a Gladiator Rubicon, now fitted with all the 2025 updates.

The price cut on the Gladiator was close to $5K, bringing the MSRP down to $82,990. But when you factor in the value of the extra gear that now comes standard on the Rubicon, it adds up to even more bang for your buck.

Not only is the Gladiator Rubicon the most off-road-ready production ute on sale, but it’s also the only one that offers the open-sky experience of easily removable roof panels – or, if you’re keen, you can take the roof off entirely and fold the windscreen down onto the bonnet for a true open-air drive. You can also remove the doors fairly easily, although Australian authorities don’t look too kindly on doorless cars being driven on public roads.

JUMP AHEAD

• Updates for 2025
• Interior, tech and touring kit
• On- and off-road driving
• Cargo and payload
• Verdict
• Specs

Updates for 2025

The 2025 Jeep Gladiator Rubicon scores a revised seven-slot grille, updated wheels and body-colour flares. The old steel radio antenna has been replaced with a built-in unit on the windscreen, which itself is now made from tougher Gorilla Glass.

Jeep has also added a few safety upgrades, including side-curtain airbags, a rear-seat reminder, auto high-beam assist and a selectable tyre-fill alert.

Under the skin, the 3.6-litre Pentastar V6 petrol engine carries over, producing 209kW and 347Nm, paired with an eight-speed auto. It still runs the formidable Rock-Trac 4×4 system with low-range gearing, an electronic front sway-bar disconnect and a 77:1 crawl ratio. Standard kit includes 32-inch BFGoodrich KO2 muddies on 17-inch alloys, along with steel skid plates and rock rails.

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While the Wrangler Rubicon is now only offered with the turbocharged four-cylinder engine in Australia, Jeep has stuck with the ageing V6 for the Gladiator, saying its characteristics are better suited to the truck application.

Unfortunately, we still don’t get the 35-inch tyres that American Rubicon drivers enjoy. Combined with the Gladiator’s long wheelbase and lower ride height from the smaller tyres, it means those rock rails and underbody protection plates are likely to get a serious workout.

Interior, tech and touring kit

With its roof panels off, the Gladiator Rubicon brings the outside in, letting you truly embrace the great outdoors from behind the wheel.

The interior of the Rubicon ute has a premium feel, going some way to justifying its hefty price tag. The new dash pad now features soft-touch black material instead of the garish red trim from before, while a 12.3-inch multimedia touchscreen now dominates the centre of the dash. As well as being larger than before, it also runs the latest Uconnect 5 system with wireless Apple CarPlay and Android Auto.

The front seats are power-adjustable, heated leather units, while the rear pew offers enough space for adult passengers, with plenty of headroom thanks to the absence of a roof lining. Looking up, you can see where Jeep’s engineers have cleverly integrated the new side airbags into the exposed roll bars within the cabin, with another set further back for rear-seat passengers. Add in the front airbags and the Gladiator now has six in total. Running crossways overhead is a set of high-output speakers to make the most of the sound system, while folding the back seat forward reveals a removable Bluetooth speaker – perfect for taking your tunes to camp.

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Jeep is renowned for its ‘Easter eggs’ – little bits of detail scattered around the vehicle that you’ll only spot over time. The removable speaker is one of them; you wouldn’t even know it was there until you fold the seat forward. Another neat touch is the set of mounting points on top of the dash for securing things like trail cams, GPS units or other devices. The threaded holes are concealed under rubber mats when not in use – clever and handy additions.

The Lifestyle Adventure Group used to be an option pack, but it’s now standard on the Gladiator Rubicon. It adds lockable under-seat storage, Trail Rail tie-downs in the tub, an auxiliary switch bank, a 240-amp alternator, the removable Bluetooth speaker and a spray-in bedliner.

Factory options are now limited to premium paint colours for an additional $1145, and a body-colour-matched roof at $1970. Jeep also offers an extensive range of factory accessories, while the aftermarket is overflowing with gear to turn your Jeep into whatever you want it to be – depending, of course, on how far you’re prepared to push the local rules for mods.

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The Wrangler has never been a big vehicle, but the four-door Unlimited model introduced with the JK and JL generations added a proper back seat. The JT Gladiator takes that practicality even further, transforming the Jeep into a genuinely useful ute.

That said, the driver’s compartment is still quite compact and can take some getting used to, but I’ve adapted to it and find it comfortable for long stints behind the wheel. Some drivers might take a bit longer to adjust. The windows are relatively low and the door sills high – again, something to get used to if you’re not familiar with driving a Jeep. Take the time to adapt and you’ll be rewarded by the experience.

Like the Wrangler, the Gladiator remains a body-on-frame vehicle with live front and rear axles, slow steering and high levels of NVH. This is an old-school truck built for off-roading, and we’re thankful Jeep has stuck to its guns to keep it that way. There’s truly nothing else like it in new-car showrooms today.

On- and off-road driving

All these unique traits make driving the Jeep a unique experience in itself.

Think old-school trucks with slow steering that tends to wander, encouraging the driver to stay alert and ahead of the inputs. You soon get used to it, and it’s really only noticeable at higher highway speeds – but get off the blacktop and onto low-speed gravel roads or off-road tracks, and it all starts to make sense.

Disconnect the front sway-bar via the button on the dash and let the live axle do its thing as it slinks over mounds and through wombat holes, keeping those BFGs on terra firma where they can do their best work.

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The transfer case offers rear-wheel drive, 4×4 Auto, locked high-range 4×4 and locked low-range 4×4. Even in Auto mode with the sway-bar disconnected, the Rubicon makes light work of most tracks, with electronic traction control managing grip. Lock the centre diff in high or low range and it becomes even more capable, tackling the tougher stuff with ease – but for full effect, slot it into low range, lock the front and rear diffs, and the Gladiator becomes near-on unstoppable.

While many 4×4 owners fit aftermarket locking diffs to boost their off-road capability, they come standard on the Rubicon. What I find even more useful when driving the Jeep off-road, however, is the control and ability afforded by its ultra-low gearing.

With 4.11:1 gears in the final drive and the same ratio for low range in the transfer case, the Rubicon has an overall gear reduction (crawl ratio) of 77:1. No other production 4×4 comes close to this figure, giving Rubicon Jeeps unmatched torque and throttle control for crawling, climbing and tackling the steepest descents. This gearing is a key factor in the Rubicon’s supreme capability.

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The ultra-low gearing also helps the naturally aspirated petrol V6, which likes a few revs to give its best. The torque multiplication from the gear reduction delivers exactly what the driveline needs when the going gets tough.

That doesn’t mean the Rubicon is perfect off-road. Its low ride height and long wheelbase limit ground clearance and ramp-over angle, really putting the underbody protection plates and rock rails to the test. But that’s nothing a set of taller tyres and a suspension lift won’t fix – and we’re betting those mods will be first on the list for 90 per cent of Rubicon owners.

A smaller gripe is the throttle pedal calibration – it’s long in travel yet still a bit jerky, which can make low-speed manoeuvring on rough ground trickier than it should be. Swapping between the two vehicles we had on the day highlighted the difference in throttle control – it was chalk and cheese, with the Jeep being the poorer performer.

On dirt tracks and open roads, the V6 engine is an old but willing performer, especially when paired with the eight-speed automatic transmission. As mentioned, it needs revs to deliver its best, and that 4.11 final drive gives it lively performance when you put your boot down and it slips through the gears. It’s quite raucous at full throttle and, combined with the NVH from the minimal sound-deadening, makes the Jeep feel faster than it really is. It’s no sports car, but it sure is a fun 4×4 to drive!

Cargo and payload

As a ute, the cargo tub is quite large and deep for a midsize model. It features a spray-on bedliner, internal lighting and four tie-down points positioned low in the tub – something the popular Asian ute brands could learn from. Adjustable tie-downs are also positioned higher on the bed rails, another feature that used to be an option but is now standard.

The payload and GVM figures have crept up a little since we last drove a Gladiator, but at 693kg and 2935kg respectively – with a 2721kg towing capacity – the Gladiator Rubicon is more a lifestyle ute than a load-lugger. It’s a shame, really, as the Jeep’s size would make it well suited to carrying heavier loads.

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Verdict

Even with the price drop, the Gladiator Rubicon is still a high-priced ute, especially when you consider its modest load capacities. 

However, like Ford’s Ranger Raptor, the Gladiator is more about off-road prowess than hauling gear. It’s a lifestyle ute – and when you add in the premium interior, open-air driving experience and sheer fun of travelling in one, it all starts to make sense.

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Specs

A recent video uploaded on suretosea’s TikTok page shows just how dangerous some fuel-saving hacks can be for travellers in the outback. 

In the clip, creators Kira and Mitch encounter a vehicle tailgating dangerously close, in what appears to be an attempt to slipstream – a tactic that involves driving right on the bumper of another vehicle to reduce air resistance and theoretically save fuel. While it may have a place on a racetrack, it’s extremely risky on public roads.

According to a Yahoo News report, the tailgating driver stuck behind Kira and Mitch for 15 minutes, despite having plenty of room to pass safely. On outback roads, wildlife, livestock, rough surfaces and sudden obstacles leave little room for error, making close-following a recipe for disaster.

For 4×4 travellers, planning and technique beat shortcuts every time. Long stretches between fuel stops and isolated terrain demand caution, with a safe following distance of at least six seconds – more in wet or slippery conditions. Genuine fuel savings come from proper tyre pressures, smooth throttle control and engine tuning – not tailgating.

Overtaking in the outback also requires patience. Ensure you have a clear stretch of road, signal well in advance, accelerate decisively, and return to a safe gap once past. Blind corners, narrow bridges, or limited visibility are never worth the risk. 

For anyone touring Australia in a 4×4, prioritising safety ensures the adventure continues – because there’s no shortcut worth a collision in the middle of nowhere.

Ford Australia has updated its F-150 range with revised styling, interior upgrades, and a new Platinum variant at the top of the line-up. 

The changes apply across the locally remanufactured full-size pickup range, which continues to be built for Australia by RMA Automotive in Mickleham, Victoria.

The new Platinum grade adds a number of higher-end features, including black and smoked metal exterior trim, 20-inch wheels, power-deployable side steps, a hard tonneau cover, and suspension tuned with Continuously Controlled Dampers. Inside, it gains Black Onyx trim, multi-adjustable front seats with massage, and a fold-flat “sleep mode”.

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The XLT also receives updates, including LED exterior lighting and larger 12-inch infotainment and instrument displays as standard. 

All variants retain the 3.5-litre EcoBoost V6 producing 298kW and 678Nm, matched with a 10-speed automatic transmission and 4×4 driveline. Towing capacity remains at 4500kg braked. The XLT keeps part-time 4×4, while Lariat and Platinum models use a full-time system.

For the first time, both short- and long-wheelbase versions will be priced the same, allowing buyers to choose tray length without a cost penalty. Manufacturer list prices (MLP) are $114,950 for the XLT, $143,950 for the Lariat, and $163,950 for the Platinum. Prestige paint costs $750 on XLT and Lariat, but is a no-cost option on Platinum.

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Ford says the updated F-150 also benefits from increased GVM and GCM ratings, improving payload across the range.

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Lariat and Platinum grades now include the new Pro Access Tailgate – a 100-degree side-swinging gate that allows easier tub access, even with a trailer connected, and can be opened by hand or with the key fob.

Deliveries of the updated F-150 are scheduled to begin in early 2026.

Exclusive features: Platinum

• Unique Gloss Black Surround with Gloss Black Accents
• Black Ford badging
• Smoked F-150 fender decoration
• Continuously Controlled Dampening (CCD) Suspension
• Body-colour mirrors and door handles
• 20-inch painted gloss black alloy wheels
• Auto power-deployable black side steps
• Multi-folding hard tonneau cover
• 360-degree camera with additional rear cargo view
• Smoked exhaust tip extension
• Black Onyx luxury interior trim
• Front driver & passenger plush multi-adjustable power seats with memory and 6-way lumbar
  • Max Recline (to nearly full flat position)
  • Multi-setting massage functionality in seat back and seat bottom
• Platinum branded elements on front scuff plates, steering wheel, front seats, and console lid

New features: XLT

• LED reflector headlamps and fog lamps
• Black painted coast-to-coast front grille with black mesh and chrome centre bar
• Distinctive XLT amber indicators
• LED taillamp design
• 20-inch six-spoke alloy wheels
• 360-degree camera
• Load box area lighting with push button
• 12V port in load box
• Black/Chrome combination side steps
• Chrome exhaust extension
• 12-inch infotainment touchscreen
• 12-inch driver’s digital instrument cluster
• USB-A port – Centre stack location
• Multiple USB-C ports – Centre stack, inside centre console, rear of centre console

New features: Lariat

• Auto climate-controlled front seats (heat & cooled)
• Chrome grille appearance
• 20-inch Chrome-like alloy wheels
• Pro Access Swing door tailgate – powered conventional & manual swing operation
• Extended length chrome side steps (SWB only)
• 14-speaker Bang & Olufsen sound system

Mercedes-AMG has taken the G-Class a step further by revealing the G63 Offroad PRO, a serious off-roader with a mind-boggling price tag – $383,900 MRLP (excluding on-road costs and dealer delivery).

Built for serious off-road work without losing comfort, the Offroad PRO builds on the standard G63 but adds tougher suspension, dedicated off-road drive modes, and practical gear designed for challenging terrain.

At the heart of the Offroad PRO is the AMG Active Ride Control suspension with hydraulic roll stabilisers. The system has been beefed up with larger pistons, bigger pressure reservoirs, and damping tuned for off-road conditions, giving better axle articulation and stability over rocks, ruts and sand tracks. 

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Two new drive programs are set to make a real difference in tricky terrain:

• AMG Traction PRO: Manages braking at each wheel with seven stages to maximise grip in mud, sand, or loose gravel.
• AMG Active Balance Control: Lets you adjust roll stiffness in three settings (low, mid, high) to match terrain from rocky trails to fast sand tracks.

The Offroad PRO rides on 20-inch matte black AMG five-twin-spoke wheels fitted with all-terrain tyres, and adds mud flaps, full rubber mats for cabin and load area, and a roof rack with aluminium plates accessible via a rear ladder.

Inside, luxury remains fully intact. Drivers get an AMG Performance steering wheel wrapped in Nappa leather, MBUX multimedia system with AR navigation, Burmester 3D audio, wireless charging, and temperature-controlled cupholders. A full suite of advanced driver assistance systems is also included.

The Mercedes-AMG G63 Offroad PRO is available to order from today, October 22.

Isuzu Ute Australia has reintroduced the MU-X Tour Mate special edition for the 25.5 model year, with the seven-seat SUV available from $79,990 drive away.

Targeting buyers who tow or tour off-road, the Tour Mate is based on the top-spec MU-X LS-T 4×4 and powered by Isuzu’s proven 3.0‑litre turbo-diesel engine producing 140kW and 450Nm, paired with a dual-range 4×4 drivetrain.

The special edition comes with a package of commonly chosen optional genuine towing and touring accessories, which are worth almost $9,000 when fitted separately. This includes a satin black steel bull bar with integrated parking sensors and fog lights, tow bar kit with 50mm ball, 12‑pin wiring harness, electric brake controller, front and rear slimline weather shields, rear cargo liner, rubber floor mats, and a wireless charger.

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“With the MU-X Tour Mate having been tremendously well-received last year, we are delighted to be able to return to market with an updated version of our most capable touring and towing model yet,” said Isuzu UTE Australia Managing Director, Mr Junta Matsui.

“The MU-X Tour Mate represents exceptional value as a reliable, rugged and refined vehicle for customers ready to experience the best of the Australian lifestyle, allowing them to go their own way the moment they leave the dealership.”

Other standard features include leather-accented upholstery, 20‑inch alloy wheels, idle stop-start, variably heated front seats, and a nine‑inch touchscreen with wireless Android Auto and Apple CarPlay.

Colour options for the Tour Mate include Mercury Silver, Moonstone White Pearl, Mineral White, Obsidian Grey, Magnetic Red, Cobalt Blue and Basalt Black. The new MU-X Tour Mate is available to order now.

Kia has unveiled a military-spec version of its Tasman ute at the Seoul Aerospace and Defense Exhibition (ADEX 2025) in South Korea. 

The reveal marks the first public showing of the finished military model, giving a strong indication of how the production Tasman can be adapted for specialised roles.

Reports indicate the vehicle has officially been selected as the new command vehicle for the Republic of Korea Armed Forces, with the Tasman expected to begin deployment later this year. Built by Kia’s Special Vehicle division, it takes the bones of the production Tasman and reworks it for defence use, combining heavy-duty off-road hardware with tactical systems and communications tech.

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The military model appears to borrow heavily from the high-spec X-Pro grade of the road-going Tasman, demonstrating that the civilian version already shares mechanical toughness and off-road tech capable of meeting demanding conditions.

The Tasman X‑Pro is the top-tier model in Kia Australia’s dual-cab ute range. Like the rest of the line-up, it is powered by a 2.2‑litre four-cylinder turbo-diesel engine producing 154kW and 440Nm, paired with an eight-speed automatic transmission and full 4×4 capability.

Compared with the lower X-Line model, the X‑Pro adds 17-inch black alloy wheels with all-terrain tyres, an electronic rear locking differential with on/off control, X-Trek Mode, and selectable Terrain Modes for snow, sand, mud and rock.

Off-road monitoring is enhanced by a Ground View Monitor and an Off-Road Page showing steering angle, direction and fluid levels. The X‑Pro also includes fuel tank undercover protection. Interior upgrades include ventilated front seats, heated second-row seats, an eight-way powered passenger seat with integrated memory, a heated steering wheel, full ambient lighting, sunroof and a premium Harmon Kardon sound system. 

These features make the X‑Pro the most fully equipped Tasman in the Australian line-up.

Toyota has revealed the new LandCruiser FJ, a more compact addition to its 4×4 line-up.

Designed for off-road agility, the FJ brings a simpler, lighter approach compared with the Prado and 300 Series. The FJ is built on the same IMV platform as the HiLux and Fortuner, pairing proven underpinnings with a shorter, more manoeuvrable footprint. It is designed for drivers seeking genuine off-road capability in a compact package, while carrying forward the LandCruiser’s renowned durability.

Here’s how the three models compare based on the FJ prototype specifications revealed by Toyota 👇

Dimensions

The LandCruiser FJ is the most compact of the trio, making it potentially more nimble on tight tracks and narrow trails. The Prado adds length and width, while the 300 Series tops the range in width, giving it a commanding road presence and a more spacious cabin for long-distance touring or family use.

Powertrain

Performance and capability increase progressively across the line-up. The FJ’s 2.7L petrol engine is modest but suits light-duty off-road driving, while the Prado’s 2.8L turbo-diesel delivers both strong torque and good fuel efficiency. The 300 Series, with its 3.3L twin-turbo V6, dominates in power and torque, making it the heavy-duty option for towing, loaded touring, and extreme off-road conditions.

Transmission and 4×4 systems follow a similar pattern: the FJ keeps it simple with part-time 4WD, the Prado adds full-time dual-range with lockable diffs, and the 300 Series uses the same advanced 4×4 system as the Prado but with a 10-speed automatic for smoother shifts under load.

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At first glance, the new LandCruiser FJ appears perfect for off-road enthusiasts who prioritise manoeuvrability over size and luxury. The Prado remains a versatile middle-ground option, offering a balance of comfort, capability and efficiency. The 300 Series continues to set the benchmark for full-size SUVs, combining size, power and advanced drivetrain technology for those who need maximum towing, payload and off-road capability.

Unfortunately, there are currently no plans to bring the FJ to Australia.

Toyota has revealed the new LandCruiser FJ, a compact off-roader that will sit alongside the 300 Series, 70 Series and 250 Prado. 

The mini LandCruiser will make its public debut at the Japan Mobility Show in Tokyo from October 30 to November 9, before going on sale in Japan in the middle of 2026. There are currently no plans to bring the FJ to Australia.

The FJ rides on the same IMV platform used by the HiLux and Fortuner, combining proven underpinnings with a shorter, more manoeuvrable footprint aimed at those who want genuine off-road ability in a smaller package. Toyota says the new model has been engineered to carry forward the LandCruiser’s trademark durability and off-road capability while offering a more accessible and customisable entry point.

The design sticks close to LandCruiser tradition, with a boxy cabin and simple proportions that prioritise interior space and practicality. A rectangular body with chamfered edges – in tandem with squared-off bumpers and flared guards – gives it a tough, purposeful stance. Both front and rear bumpers are removable and segmented so that only damaged sections need replacing, a smart touch that will appeal to anyone who actually uses their rig off-road. Round headlights, reminiscent of older FJ models, are also available for buyers chasing a more classic look.

Inside, Toyota says the horizontal dash makes it easier to gauge the vehicle’s angle on uneven terrain, and key controls are grouped close to the driver to reduce distraction. Forward visibility is enhanced by a low-set cowl and beltline, making it easier to place the vehicle on tight tracks or rock steps. Toyota Safety Sense, including the latest Pre-Collision Safety System, will come standard.

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Under the skin, the FJ’s chassis has been reinforced with extra underfloor bracing and a higher level of body rigidity. Toyota says it offers wheel articulation on par with the 70 Series (not something to brag about, mind you), while its wheelbase is 270mm shorter than the Prado 250’s – cutting the turning circle down to 5.5 metres. Ground clearance and approach angles are said to be close to those of the 70 Series, meaning it should perform well on technical terrain.

Toyota is also planning to release a range of factory accessories throughout the model’s life, including MOLLE panels for attaching gear, off-road protection, and various styling and storage upgrades.

The Land Hopper

Alongside the FJ, Toyota is developing the Land Hopper, a small electric personal mobility vehicle that can fit in a 4×4’s cargo area. Designed for exploring trails and campsites beyond where a vehicle can go, it’s part of Toyota’s broader plan to extend the LandCruiser brand’s “go anywhere” philosophy beyond the car itself. If nothing else, it looks pretty cool.

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A Rivian R1T was recently observed in Melbourne, with an image posted to the CarsAustralia Reddit page. 

The vehicle was fitted with Victorian registration and displayed a “Left Hand Drive Engineering Evaluation Vehicle” sticker across its tailgate, indicating it is part of Rivian’s local testing program.

The R1T is an all-electric, mid-size pickup developed for both on-road and off-road use. It is available in quad-motor all-wheel-drive and dual-motor configurations. The quad-motor version provides independent power to each wheel, offering torque vectoring for improved traction and control on uneven terrain. 

Rivian claims the vehicle can accelerate from 0–60mph (0–97km/h) in around three seconds. The dual-motor variant is optimised for efficiency while still maintaining strong performance. The R1T features an adjustable air suspension, which can raise the vehicle to 381mm (15 inches) of ground clearance for challenging terrain.

Battery options include 105kWh, 135kWh and 149kWh packs, delivering EPA-estimated ranges of approximately 372km (231 miles), 505km (314 miles), and 645km (401 miles), respectively. Charging can be accomplished via standard AC or DC fast chargers, the latter allowing rapid top-ups during longer journeys.

The cabin is minimalist but functional, featuring a 12.3-inch digital instrument cluster and a 15.6-inch central touchscreen. Drive modes allow the driver to adjust suspension, throttle and steering characteristics for conditions such as towing, off-road driving, sport or energy conservation. Utility features include the “Gear Tunnel” for extra storage, reinforced underbody protection, and optional accessories such as a collapsible camp kitchen or rooftop tent. Safety systems include lane-keeping assist and adaptive cruise control, with hands-free driving expected in future software updates.

In Australia, the R1T is currently limited to mining operations. Western Australia-based MEVCO imports the vehicles and retrofits them for mining fleets, including modifications for both surface and underground use. 

As these vehicles are left-hand drive, they are not yet available for general public sale, but their appearance on local roads indicates Rivian is evaluating the market and infrastructure for a potential wider launch.

Australia’s full-size 4×4 ute market continues to impress, with models like the Ram 1500 Rebel, Chevrolet Silverado ZR2, Ford F-150 Lariat, and Toyota Tundra Limited offering strong towing capability, high payloads, and serious off-road potential.

Each ute delivers its own combination of power, geometry, and features, making the choice highly dependent on the type of driving and terrain you expect to tackle. Let’s take a deep dive into the spec sheets 👇

Price and powertrain

The Ram 1500 Rebel and Chevrolet Silverado ZR2 both provide 313kW, with the Rebel using a bi-turbo inline-six engine and the Silverado a 6.2L V8 petrol engine. The Ford F-150 Lariat has slightly lower power at 298kW but offers 678Nm. The Toyota Tundra Limited delivers the highest torque at 790Nm thanks to its turbo V6 hybrid system, also producing the highest total power at 326kW.

Drivetrain, suspension and chassis

Suspension and chassis design shows the intended use of each vehicle. The Silverado ZR2 uses fully independent double wishbone suspension with DSSV dampers both front and rear. The Ram 1500 Rebel offers a multi-link live rear axle for a balance of comfort and off-road capability. The Ford F-150 Lariat has a live rear axle with leaf springs for versatility in towing and moderate off-road use. The Toyota Tundra Limited combines a part-time dual-range 4WD system with a four-link rear axle, optimising towing and efficiency rather than extreme off-road geometry.

Towing, payload and dimensions

Payload and towing figures highlight the practical capabilities. The F-150 Lariat has the largest fuel tank at 136L, supporting longer trips. The Ram 1500 Rebel and Toyota Tundra Limited offer similar towing capacities of 4500kg braked. The Silverado ZR2 carries slightly less payload and lower towing capacity but remains suitable for general 4×4 use.

Fuel economy

Fuel efficiency varies across the group. The Ram 1500 Rebel achieves the lowest combined consumption at 10.74L/100km. The Silverado ZR2 consumes slightly more at 11.7L/100km. The F-150 Lariat reports 12.5L/100km combined. The Tundra Limited does not have an ADR figure but maintains efficient hybrid performance relative to its torque and size.

Off-road geometry

The Silverado ZR2 has the highest ground clearance at 296mm. The Ram 1500 Rebel has 242mm clearance with approach and departure angles of 20.9 and 22.2. The F-150 Lariat has a 26.3 departure angle and 239mm clearance. The Tundra Limited has 216mm ground clearance with 23 approach and 21 departure angles.