The 2025 Foton Tunland V Series has debuted in Australia, with the all-new ute unveiled at the Melbourne Motor Show over the weekend.
The value-focused dual-cab ute is slated to arrive in Q3 2025, with the range consisting of two variants: the Tunland V7 and Tunland V9. Pricing is yet to be determined, but will be confirmed closer to the vehicle’s launch.
The base-spec V7 will be available in both 2WD and 4WD; while the top-spec V9 benefits from the addition of coil-spring rear suspension for increased on-road comfort. Both variants are powered by a 2.0-litre turbo-diesel engine that is paired with a 48v hybrid system.
1
The 2023 Foton Tunland G7 (SWB) and Tunland V9 (LWB) sold in overseas markets are both powered by a 120kW 2-0-litre four-cylinder turbo-diesel engine, either mated to a six-speed manual or eight-speed automatic transmission. The V9 comes with a 48V mild-hybrid system.
Foton says this is a ground-up rebuild of the Tunland, which was last seen in Australian showrooms in 2019. The recent appointment of Inchcape as the brand’s new distributor announced the model’s imminent return.
“The new Tunland is where Foton shows its strength,” said Glen Cooper, General Manager of Foton Australia. “Foton have taken everything they know about building hard-working trucks and packed it into a ute that’s built for how Australians live, work and explore.
4
“Backed by Inchcape’s customer-centricity and national distribution strength, Tunland is set to make a serious impact – bold, capable, and built to deliver.”
The Tunland will have a braked towing capacity of 3500kg and a BorgWarner electronic selectable 4WD system.
The Great Dividing Range, which extends 3500km along our eastern seaboard, is the fifth-longest continuous mountain range in the world. It has many diverse and unique pockets, plateaus, mountains and gorges, and running parallel to the coast, there are several spots where the mountains meet the sea. There are waterways on either side of the range, impressive swamp areas, vast plains and lowlands, all created from massive upheavals during the volcanic era around 270 million years ago.
One of my favourite parts of the Great Dividing Range is just 90-minutes-drive west of Coffs Harbour on the NSW north coast, which is known for its dramatic gorges, waterfalls and granite outcrops.
My starting point on this trip is the little hamlet of Ebor, surrounded by world heritage areas, several national parks, many walking trails and some of the best waterfalls you’ll ever see. While there’s not much in Ebor itself, it’s an essential stop when passing through to stretch the legs, and to catch a glimpse of Ebor Falls just a few minutes out of town.
1
In and around Ebor
Ebor Falls is a twin-drop waterfall that flows north into the rugged Guy Fawkes NP and eventually into the Clarence River system 100km away.
Around the falls, the NSW National Parks and Wildlife Service has upgraded the viewing points, walking trails and amenities. Columns of basalt line part of the 115m-high waterfall cliffs that were formed during the volcanic push.
Nearby, Cathedral Rock NP offers great isolated camping and the adventurous can hike into the park and climb the massive granite tors from which there are stunning 360° views across the dry eucalyptus forests and other outcrops.
1
The walk in is classed as a medium to hard track so make sure you’re prepared; the coldest recorded temperature here is -7°C. Round Mountain can be viewed from the top of the tors and with an elevation of 1586m it is the highest peak outside the Snowy Mountains. With an abundance of wildlife, threatened plant species and peaceful camping, Cathedral Rock NP is a special place to visit.
An hour’s drive away is Point Lookout in the New England NP and from here, on a good day, you can see the Pacific Ocean 60km away. Around the escarpment, there are plenty of walking tracks to keep you busy for days and from the main lookout the weathered-down rim of the extinct Ebor volcano can be spotted.
This section of the New England NP defines which way water runs into different catchment areas along the coast and inland. On a good day, there’s plenty of wildlife around including eastern grey kangaroos, possums, the quiet spotted-tail quoll, shy superb lyrebirds, cuckoos and kookaburras.
1
On to Aberfoyle
After soaking up the natural attractions around Ebor, I headed 38km west to Aberfoyle, which is a locality named after a cattle station in the area that you pass through heading up along Nowlands Road.
Being a working station stock wanders beside and across the road, so take care. I soon came to Wards Mistake, supposedly named after bushranger Captain Thunderbolt (aka Fred Ward ) who roamed this section of the tablelands.
One of the stories is that Fred was shot by a trooper here, but upon inspecting the body back it was discovered to be Fred’s brother.
1
Since it was explored by John Oxley in the 1880s, the New England area has always been renowned for its rich pastoral land. In 1889 gold was found here too, and Kookabookra was settled on the banks of the Sara River. Lasting only five years, there were more than 300 miners here searching for gold in the nearby Bear Hill mine and other smaller claims.
Today fossickers come to the area to search for gems such as topaz, quartz crystals and sapphires. In the boom period, Kookabookra had a hotel, butchery, post office and even a police station to control claim jumpers.
Sadly today there are no streets left, no buildings, not even a sign suggesting what was once here. The miners and shopkeepers just moved on to the next new mining area.
1
Tracks less travelled
Much of the driving along this part of the New England area is on nice dirt roads, but there are a few rougher side tracks to explore. To the east is London Bridge State Forest where the tracks narrow down and head out to the top of the Guy Fawkes wilderness area.
The tracks aren’t too hard, but it’s a fun drive exploring on the way into Moggs Swamp. West of Kookabookra is Warra National Park, which covers 2040ha. It’s a small but beautiful park where you can camp down on ‘The Green’, take a walk down to the Sara River to swim in its cool waters, and simply soak up the park’s serenity.
Granite outcrops shadow the valleys of Warra and there are significant flora and fauna specimens that are protected in the park. Leaving Warra and the scenic tracks I headed further north and jumped onto Oakwood Trail. I’ve been out here before to explore and this time didn’t disappoint, with several deep creek crossings, and rutty and rocky hills.
16
When you pass through farms you’ll need to leave the gates as you find them. Oakwood is only 20km long, but because it’s not a frequently driven track and is not maintained, it’s a good 4×4 diversion for a couple of hours. The track ends on Pretty Gully Road at Pinkett, which is a locality and a sports oval for day users.
Fertile pastoral properties soon give way to the busy town of Glen Innes, just 30km away. Known for its Celtic festivals, cool climate and for being part of the Fossickers Way, Glen Innes is also surrounded by world heritage national parks and lush rolling hills.
While there’s no hard four-wheel driving around this area, sometimes it’s nice to just sit back and explore a region’s little secrets so close to home.
Fast facts
Where to go
The New England area covers a huge 98,500 sq km across the Great Dividing Range of NSW. The Aberfoyle area is located on the eastern side between Armidale and Glen Innes with Ebor at the far eastern boundary. Ebor is a good 90-minute drive from the coastal rush of Coffs Harbour.
What to expect
Exploring this rich region with its diverse range of flora and fauna is just the start. From Ebor, there are the remnants of an ancient volcano, the stunning Ebor Falls and a cool beer at the Ebor pub.
For the adventurers on foot, just out of Ebor is Cathedral Rock, where you can scramble up some of the 270 million-year-old granite boulders. Nearby is Round Mountain which is the highest peak in the area at 1584m above sea level, and the highest this side of the Snowy Mountains.
The Aberfoyle Tableland Track follows ridge lines that are more than 1000m above sea level where you can explore fossicking grounds, camp in pristine areas and admire old-growth forests. If the season is right, wildflowers cover the paddocks.
Other info
The Aberfoyle Tableland Track consists of designated and signposted roads that pass through farms, state forests and include a side diversion to Warra NP. They are generally open most of the year.
The best time to visit is in spring or early summer. Winter in this area can be bitterly cold and it sometimes snows. You can contact the relevant authorities to check weather and track conditions, or call the Ebor pub on (02) 6775 9155.
Following a week of thorough on- and off-road testing, not a single vote could split the two Toyotas, with the 76 Series LandCruiser and Prado both claiming the 2025 4×4 of the Year title with a total score of 156 out of 200.
Our four experienced judges scored each of the vehicles against the proven 4×4 of the Year criteria, attributing each vehicle a score out of 50. We tallied the numbers, and here are the results 👇
We hear the haters bellowing already about the tied finish between two Toyota 4x4s, but there’s a reason they both did so well.
Toyota sells more 4x4s in the world than any manufacturer and it’s been doing it for 70 years. Over that time it has continued to develop and evolve its vehicles and create variants to suit the differing needs of different end-users.
“The Prado had the most comfortable, best laid-out and equipped cabin of all the vehicles tested, whether you were driving on the road or off it” – Matt Raudonikis
“[The 76 is] old school for sure, but still a relevant vehicle. The new driveline is a belter and probably shouldn’t be as good as it is” – Dave Morley
This is reflected in the two vehicles that share the 2025 4X4 Of The Year title: one a commercial vehicle that is utilitarian, built-for-purpose and no-frills; the other an almost all-new wagon with all the latest safety, comfort and convenience features… and even a nod to electrification for what that’s worth.
While the Prado’s strengths lie in its family-friendliness, versatility and all-round performance, the LandCruiser 70 shines for its unrivalled ruggedness, off-road capability, relatively low price and adaptability. And any LC70 variant is a blank canvas for the owner to accessorise to their own wants and requirements.
These two Toyotas are equally amazing and relevant 4x4s with differing focus points yet they are able to achieve similar results. They’re both made to do a similar job but each doing it a different way. The new 250 Series Prado uses all the latest tech for safety and creature comforts, but also for off-road ability making it a sublime family tourer.
The LandCruiser on the other hand, is old school and brutal in its delivery, and you just know it’s going to take on everything you can throw at it without raising a sweat.
They are well-deserved joint winners.
Kia has showcased a hardcore version of its Tasman dual-cab ute, dubbed the Weekender concept.
On display at the 2025 Seoul Motor Show, the rugged concept is shown wearing a Sandy Taupe-inspired beige colour scheme. While just a concept at this stage, this could indicate Kia’s desire to launch a hero variant akin to Ford’s Ranger Raptor in the future. However, that’s just speculation at this stage.
The concept is shown equipped with body-coloured wheel-arch flares, BFGoodrich all-terrain tyres, a new-look bonnet, enlarged front and rear bumpers, an integrated winch, and neon green style elements on the tow hooks, wheel-arches and rear bumper. Plus, a snowboard and set of skis can be found atop the large roof rack and sail-plane combo.
Kia has not released detailed specs of the rugged off-roader.
4
The regular Kia Tasman is slated to arrive in Australia later this year. It will be available with a 154kW/441Nm 2.2-litre diesel engine, paired with an eight-speed automatic transmission.
It will be offered in three trims: Baseline, X-Line, and X-Pro. The X-Pro variant is geared for off-road use with higher ground clearance, an electronic locking differential, and various terrain modes. The vehicle will also feature advanced suspension for improved body control and an 800mm wading depth.
Local pricing has not been confirmed – however, pricing revealed in South Korea indicates the Tasman could cost in the vicinity of AU$60K to AU$65K for the top model.
Ford Australia has pulled the wraps off its Ford Ranger Super Duty 4×4 ute, with the vehicle to launch early in 2026.
The Ranger SD is promising huge capacities including a 4500kg GVM, 4500kg towing capacity, and an 8000kg GCM. That’s big news for business and private owners who need a hard-working ute with increased capacity and don’t want to mess with aftermarket GVM upgrades and other modifications.
Industries like mining, forestry, fire and rescue, and others have stated to Ford they want a vehicle from the OEM with all the capacities in place from the manufacturers, with no third parties involved.
50
Ford is looking straight at the LandCruiser 79 Series with the Super Duty, as it will fill the space currently dominated by the venerable Toyota workhorse. However, users have said they don’t want to mess with aftermarket modifications and capacity upgrades, as they’ve had to do with the 79 to make it fit for purpose.
To a lesser extent, the Ranger SD would take the place of the Mercedes-Benz G-Wagen Professional, which is used by some organisations and the ADF. The increased capacities should also appeal to recreational four-wheel drivers, especially those who tow heavy trailers and need the increased GVM and GCM capacities.
The Ranger Super Duty promises to be fit for purpose straight off the showroom floor, and this is the first time the Super Duty name has been applied to anything but a Ford F-truck.
The reveal, conducted globally in line with Ford Australia’s celebration of 100 years in Australia, showed that the Ranger SD will be available in all current body styles including double-cab, extra-cab and single-cab variants.
It also showed some exciting new colours for the Ranger SD including Seismic Tan and Traction Green. These colours will be exclusive to the Ranger SD at first, but we think that demand might prompt Ford to make the colours more widely available across the Ranger line-up.
The Ranger SD maintains the standard Ranger cabins but has all new front sheetmetal including for the guards, bonnet and grille. The bonnet features the Super Duty name across the front, just like it does on the F-250 and F-350 models; while the driver’s side guard has an allowance for the intake snorkel. Ford worked with engine intake specialists, Safari Engineering, to develop the snorkel for the Ranger SD. The Ranger SD also features a steel front bumper and underbody protection plates.
1
The cargo tub – on models that have it fitted – maintains the standard Ranger dimensions, which means any tonneau covers or canopies made for the Ranger will also fit on the Super Duty. Many SD variants are expected to be sold as a cab-chassis, ready to accept a specialised service body, tank or other equipment on the back.
The Traction Green double-cab SD also revealed the factory alloy wheels will be offered with Super Duty branding and 275/70-18 all-terrain tyres. The Ranger SD uses eight-lug wheels and will be offered with steel wheels as standard.
The trick-looking alloy wheels will come on the Ranger SD XLT that will arrive mid-2026, and they’re designed for those who want a touring 4×4 and will be exclusively available on double-cab chassis and pick-up variants only.
1
Heavy duty
Within the heavy-duty chassis rails of the Ranger SD, a 130-litre fuel tank runs the length of the car, and the Ford team claims it is built so tough you can support the weight of the truck on it. The chassis rails are thicker than those on a standard Ranger, and the suspension mounts, box mount brackets and tow bar mounts have been reinforced to cope with heavier loads.
“These enhancements are key to Ranger Super Duty being able to carry and tow bigger loads than any other factory-built mid-size pickup,” said Dave Burn, chief program engineer, Ford Australia. “These larger, stronger components improve vehicle durability and reliability, which is something we know our customers will appreciate.”
The SD will need every bit of that fuel capacity, as it is powered by the 3.0 litre V6 (Lion) diesel engine currently used in the Ranger and Everest. Backed by the 10-speed automatic transmission, that engine can be thirsty, and with the added height, weight and bigger tyres of the SD, it will be akin to driving a kitted-up model.
1
Ford also revealed there will be updates to the Lion V6 engine to enhance durability and help it cope with the increased load limits, but didn’t go into specifics. The engine is being set to run to EU6 emissions standards and as such will use AdBlue SCR.
After consultation with key end-users of the Ranger SD, Ford has fitted the vehicle with a manual DPF re-gen button – so the re-gen can be done when the vehicle is in a safe place, not, for example, when parked on dry grass when the heat generated could start a fire. DPF regenerations in regular Rangers are done automatically when required and are usually unknown to the vehicle operator.
Other heavy duty items under the Ranger SD include uprated axles to give it its added capability. This includes a semi-floating rear differential taken from a Transit, and an HD front diff with all-new control arms and a front locker to go with the rear one. The wider wheel track is the same as that of the Ranger Raptor.
1
Another feature of Ranger SD that is taken from the F-truck is the inclusion of on-board scales. These are mounted in the vehicle and the operator is able to check load weights and balance via the multimedia screen. This is also helpful when judging downball weight when towing. The scales will work in conjunction with an updated version of Ford’s Tow Pro technology with Pro Back-Up assistance.
Ford is also working with ARB again to develop bull bars and other accessories for the SD. The OEM is also working with manufacturers of service bodies, canopies, water tanks and other equipment that operators will want to fit to a Ranger SD, so that they will be able to fit them with minimal fuss as soon as the SD goes on sale.
Ford says it has already received firm orders for fleets despite the price and final specifications being unknown. The new model will go on sale early in 2026 in standard trim, with the Ranger Super Duty XLT to follow mid-year.
Considering the bespoke heavy duty hardware under the Ranger SD, we expect the price would have to be around that of the $90,000 Ranger Raptor, or higher depending on the final model and spec.
Harsh ride from air suspension and low profile tyres
Small model range at launch
Safety tech not on all models
The Hemi V8-powered Ram 1500 is no more and in place of the iconic V8 now sits a new inline six-cylinder petrol engine. If you missed out on the last of the V8-powered 1500s, you shouldn’t be worried because aside from lacking that sweet V8 rumble the new Hurricane I6 engine is a beauty.
Hurricane inline-six
With a pair of turbochargers boosting the 3.0-litre mill, claimed outputs are impressive; 313kW/635Nm in standard (SO) trim and a stonking 403kW/707Nm in HO trim.
In the case of the SO that’s 7.6 per cent more power and 14.2 per cent more torque than the 5.7-litre Hemi V8, while the HO Hurricane makes 38.5 per cent more power and 27.2 per cent more torque, which is way more grunt than the naturally-aspirated Hemi V8 ever made! The outputs of the new Hurricane I6 are only surpassed by the supercharged Hemi in the wild Ram TRX model.
The differences between the SO and HO versions of the engine are more than just a simple tune. The HO has a lower compression ratio than the SO allowing for higher boost pressures, a higher-capacity fuel pump and a 6100rpm redline compared to 5800rpm on the SO.
Initially available in just two models while the V8 1500s are still running out, the Hurricane-powered Rams available at launch are the standard output powered Laramie Sport at $141,950 (+ORC) and the HO-motivated Limited at $159,950 (+ORC). Ram Trucks Australia (RTA) tells us that the new powertrain will become available in more variants in the near future. We always thought that the low-spec Big Horn model was the pick of the range and look forward to its return with Hurricane power.
Also fresh for 2025 is a new look for the front end with LED lights standard on both models, new LED tail lights either side of a power tailgate, and new 20-inch wheels on the Laramie and 22s on the Limited. Inside there’s a new 14-inch infotainment screen and a separate 10.25-inch screen for the front seat passenger.
The passenger touchscreen is able to play movies and streaming while on the move as it is not visible from the driver’s seat. A clever function gives the passenger the ability to look up and find locations on mapping apps while driving and once found can then send that map/info to the main screen for the driver.
1
The 19-speaker Harman Kardon sound system certainly adds to the streaming/video experience. In addition to the above upgrades, the Limited model gets massaging front seats, automatic deploying side steps and the aforementioned 707Nm HO engine.
Both Ram models are equipped with heated and ventilated eight-way adjustable front seats with the heating and ventilating extending to the outer seats in the back. Of course, there’s acres of leather covering the large and comfortable pews.
The rear seat is massive and will comfortably accommodate three adults and there is a heap or storage under the back seat. The Ram’s interior feels more like a luxury car than a work truck and this will no doubt tempt plenty of buyers to step up from a midsize ute.
Safety-wise, the Limited gets all the modern features but the Laramie Sport misses out on the 360° view camera, drowsy-driver detection, traffic sign recognition, evasive steering assist, and intersection collision assist features. There’s nothing really missing there that we’d call deal-breakers.
1
More important is towing capability, which has always been a strong point of full-size trucks, and the Ram 1500 Laramie retains its maximum braked 4500kg towing capacity, while the Limited makes do with 4200kg.
Payload is never great in these trucks when you consider their size but it’s up in the new Rams to 863kg in the Laramie and 782kg in the Limited; still well short of what you can haul in most of the midsize 4×4 utes but on par with the other 1500-class trucks.
The cargo tub is huge and both models come standard with the Rambox storage system built into the side. There’s also a power-lift tailgate and a fold-down step to make accessing the tub easier. The tonneau cover is a semi-solid one that folds up against the headboard when not in use.
Proving ground: Track time
While towing and load capacities might be important to many Ram owners, RTA wanted to focus on the performance of its new Hurricane engine for the launch of the 2025 models, no doubt hoping to dispel any thoughts that it wouldn’t stack up to that of the V8 engine.
A series of 0-100km/h sprints with onboard timing equipment confirmed what the seat of the pants told us – the Hurricane powered Ram in no slouch!
The Standard Output Laramie knocks over the 0-100km/h dash in a swift mid-six seconds sprint, while the HO powered Limited cuts almost a full second off that time getting down to the mid-fives. This truck really gets up and boogies off the mark, helped by its on-demand 4×4 system sending the drive to all four tyres which were scrabbling for traction as we left the gate.
1
A drive loop around the proving ground circuit followed by a road loop demonstrated that the Ram 1500 has the chassis to match the performance on offer but importantly it demonstrated the difference between the suspension of both models.
Considering its size and mass the unladen Ram cruised admirably around the proving ground circuit, dealing with bumps and undulations as well as tightening lines of the various corners on the course. The lower-spec models in the Ram 1500 range, the Laramie Sport included, use an all-coil spring suspension setup with IFS on the front and a live axle at the rear. The Limited gets an adjustable air-spring suspension setup which, along with its low profile sports tyres on 22-inch wheels, delivers a busy ride over high-frequency bumps and choppy roads.
No off-roading
This drive didn’t include any off road or gravel tracks but our previous experience with the Limited on this suspension and tyre combination showed it to be awful on gravel roads, transmitting all the bumps and ruts through to the passenger compartment.
The steel spring suspension on the lower grades combined with tyres that have a taller sidewall does a far better job of smoothing out such roads and would be my choice every day. The 22s might look good but they are not suited to this style of vehicle. Combined with the air suspension they ruin what would otherwise be considered a luxurious ride.
1
When RTA is looking at further models to add to the 1500 range, we’d love to see an option with all the features of the Limited but with conventional steel springs and 20-inch or even 18-inch wheels.
Ram Trucks Australia (RTA) set the agenda for the rise in full-size American pickup trucks in Australia when it started importing and converting left-hand drive Rams back in 2015. Part of the automotive vehicle and accessories giant Ateco, RTA partnered with Walkinshaw Automotive to re-engineer the LHD trucks to RHD and soon found a largely untapped market that has boomed in the years since, with RTA selling more full-size trucks in Australia than any of the brands that have jumped on their tails.
With the introduction of the Hurricane I6 engine to the range RTA should be able to maintain its strong sales, so long as buyers can get over the loss of the V8 and appreciate the better performance of the I6.
Specs
Laramie Sport
Limited
Price
$141,950 (+ORC)
$159,950 (+ORC).
Engine
Bi-turbo petrol I6
Bi-turbo petrol I6
Capacity
2993cc
2993cc
Max power
313 kW @ 5200 rpm
403 kW @ 5700 rpm
Max torque
635 Nm @ 3500 rpm
707 Nm @ 3500 rpm
Transmission
8-speed automatic
8-speed automatic
4×4 system
On-demand Dual range with 4×4 auto mode
On-demand Dual range with 4×4 auto mode
Construction
4-door ute on ladder frame chassis
4-door ute on ladder frame chassis
Front suspension
IFS with A-arms and coil springs
IFS with A-arms and height adjustable airbags
Rear suspension
Multi-link live axle with coil springs
Multi-link live axle with height adjustable airbags
As we approach the cooler months and daylight hours shorten, it’s a great time to be shopping for a new set of driving lights for your 4×4, and the Elite+ from Lazer Lamps is an incredible option for those seeking the very best in high performance lighting.
The Elite+ range represents one of Lazer Lamps’ latest advancement in LED lighting technology. The exciting innovation in Elite+ range comes in the form of adaptive lighting technology, with the Elite+ products featuring supplemental yellow LEDs, ideal for adverse weather, alongside the highest white light output available on the market today in Australia.
1
Importantly, all of Lazer Lamps’ lights and kits are designed, engineered and manufactured in-house in the UK, which allows the company to control the build process from start to finish, ensuring the very best in the design of the lamps and their component part selection, allowing them to produce such high-quality equipment.
1
Each Elite+ light bar has four different lighting modes, which can be easily cycled through via a momentary switch: Boost Mode (white light only), Combo Mode (white & yellow), Dust / Fog Mode (Yellow Only) and Low output (white only). These modes offer the driver the functionality and versatility to have clear visibility and enhanced safety in all conditions – from dust storms and arduous off-road terrain to all-night highway touring and everything in between.
1
For Tom Howe, Operations Manager at Rock Ridge Farming and creator of the Paradise Bound platform, the Elite+ versatility is more than just a cool feature, it’s a game-changer:
“The Triple-R 24 Elite+ light bar from Lazer is in a class of its own. The multi-output functionality in the Elite+ range makes night driving across the Australian Cape York region at night far safer than with any standard LED bar I’ve used before.
“Their yellow light mode is incredible, it cuts through rain and dust like nothing else, and the way it reflects off the eyes of cattle, kangaroos, and wild brumbies gives you that extra time to react. You can spot them earlier, and that makes all the difference on remote tracks. After using Lazer gear, I wouldn’t go back to conventional LED light bars. The light quality speaks for itself.”
1
Just as important as their light output, the Elite+ range of lights are incredible in terms of build quality, component part selection and durability. Designed with CAE-optimised heatsinks, corrosion-resistant automotive grade powder top coats, and unbreakable polycarbonate lenses.
The lights also feature an IP68 rating for water resistance, and incorporate electronic thermal management for optimal performance and to preserve longevity of the LED’s. All these elements make the Elite+ lamps able to perform, withstand and last, even in the most extreme environments.
1
“The Elite+ range is our response to the demand for more intelligent, multifunctional lighting that enhances driver safety and comfort. Each light is a product of extensive in-house UK design, engineering and manufacturing, ensuring unmatched build quality and incredible lighting performance,” said Ben Russell-Smith, Lazer Founder and Managing Director.
The range features the compact Linear-6 and Linear-18 Elite+, perfect for everyday road use, as well as the Triple-R series, which is known for its powerful long-range illumination and includes the Triple-R 1250 and Triple-R 24 Elite+. Let’s take a closer look at the product range 👇
Consisting of 12 white and six yellow LEDs, this compact light bar features the four Elite+ modes – Boost, Combo, Snow/Fog/Dust, and Low Output. The Linear-6 produces 7100 raw lumens in boost mode, an impressive output for its proportions. Like all Lazer products it features the IP68 watertight rating and unbreakable polycarbonate lens making it incredibly durable. Its compact size makes it suitable for a wide range of applications from 4×4’s and passenger cars to buggies, ATVs, UTVs.
A low-profile aero designed LED light bar with 36 white and 18 yellow LEDs, the Linear-18 Elite+ is highly adaptable for easy vehicle integration, with vacuum-metallised wide optics to deliver a perfectly tuned beam pattern for everyday road use. The Linear-18 Elite+ also offers the four lighting modes: Boost (14,850 lumens, white LEDs only), Combo (21,000 lumens, both white and yellow), Snow/Fog/Dust (yellow LEDs only) and Low Output Mode.
One of the most popular low profile light bars on the market today, the Linear-18 is ideal for passenger cars, 4x4s, and LCVs, known for excellent distance and spread, the Linear range is an excellent solution when either space is limited or when looking for a discreet installation that’s most likely to get noticed at night-time.
The Triple-R 1250 Elite+ is an incredibly powerful high-performance LED light bar, featuring power across the elite+ modes: Boost mode (12,028 lumens), Fog/Dust/Snow (9,360 lumens, Combo Mode (21,388 lumens). Featuring a number of exciting tech features from integrated white and amber position lights to a smart memory function that recalls preferred lighting modes, as well as Lazers signature build quality.
The Triple-R range offers a different, bolder aesthetic to the Linear range, ideal for those looking to make a statement, alongside valuing a more long distance focused beam pattern, as opposed to a wide horizontal / left-right spread.
One of Lazer’s most powerful products, the Triple-R 24 Elite+ sits at the top of the range. Engineered for exceptional illumination across all terrains and in any conditions, the imposing nature of the product is reflected in its light output performance. Featuring 48 white LEDs with a 5000K colour temperature and 40 yellow LED’s, the Triple-R 24 Elite+ delivers an incredible 34,220 lumens in Combo Mode, with 1lux delivered over 1100 metres away.
The light also delivers 24,056 lumens in Boost Mode and 18,720 in Fog / Dust mode. If you’re looking for a big and bold statement light bar, the Triple-R 24 Elite+ is truly unrivaled not only in terms of performance but also build quality and durability.
1
Lazer Lamps also manufactures a range of Vehicle Integration Kits, including innovative Grille Integration kits and Roof Mounting solutions, to help facilitate the installation of its lights to specific popular vehicles. The precision engineered integration solutions provide a simple, clean and professional install. However please note, if there is not a specific kit for your vehicle, it does not mean an install is not possible. Lazer has a large network of dealers and approved fitters across Australia to help: lazerlamps.com.au/dealer-locator
1
Lazer Vehicle Integration Kits that include Elite+
The Elite+ range is backed by Lazer Lamps’ comprehensive five-year warranty on all models and with a Lifetime Lens Guarantee, these are products you can have confidence will last for years, in even the harshest environments.
It’s business as usual for the Ford Ranger and Toyota HiLux at the head of the new 4×4 sales charts for the month of March.
Ford got a total of 4687 new 4×4 Rangers out to customers for the month; and the HiLux continues to do well, with 3360 units finding new homes despite it being an ageing model.
The BYD Shark 6 again outsold established players in the ute segment such as the D-MAX, Triton, BT-50 and Navara, selling 2810 units for the month. This positions it as the fourth best-seller overall for the month and the sixth best-selling 4×4 year-to-date.
Toyota’s 250 Series Prado was again the best-selling 4×4 wagon with 2871 vehicles sold, ahead of the Ford Everest which finished the month with 2100 sales. These two popular wagons maintain third and fourth on the YTD sales charts for 2025.
While the Prado and HiLux continue to do well for Toyota, the hero of the brand, the LandCruiser 300 Series, continues on a slow burn with just 199 units leaving showrooms in March. The Nissan Patrol again outsold the 300 with 710 sales, and with updates to the big Nissan coming in May, it should continue to find new buyers before the Y63 lands later this year or early in 2026.
The other slow-moving Toyota is the Tundra pick-up, with just 85 units sold. However, it still outsold the F-150 which only moved 69 units – the Chevrolet Silverado and Ram 1500 sold 257 and 211 pieces respectively. The team at Ram Trucks Australia are looking to gain ground from this month with the arrival of its new Hurricane engine and the improved performance fuel efficiency it brings.
While the BYD Shark has turned the budget ute segment on its head as it competes with the biggest players in the segment. The GWM Cannon moved 827 utes, the LDV T60 397 and the JAC T9 just 117. The ageing SsangYong Musso continues to be our favourite at this end of the market and it soldiers on with 196 sales in March.
When you look at combined numbers of 4×4 and 4×2 models, the Ranger continues to lead the race over the HiLux – however, in between these two utes, the Toyota RAV4 is still selling strong, showing that Australians still prefer utes and SUVs for their new cars.
We pulled together the best new 4x4s of recent times to see which is worthy of the 4X4OTY title. Here’s how each of the six contenders fared during the testing process 👇
The Ford Everest topped the Toyota Prado as Australia’s best-selling midsize 4×4 in 2024 and rightly so as this second-generation model offers a comprehensive package as a family touring wagon.
Admittedly, this was while Toyota was running out its stock of the old Prado but the Everest still has a lot to offer and deserves the sales title. At $76,590 (+ORC) the Everest Sport V6 we had on test is cheaper than all but the lowest grade 250 Series Prado GX meaning that it should be able to remain competitive in the sales race with the new Toyota in 2025.
The Everest Sport is a premium offering with leather seats, large multimedia screen, full suite of safety functions and a dual-range transfer case with multiple drive modes and a locking differential in the rear axle.
13
Its biggest selling point is its V6 diesel engine which, while relatively heavy on fuel use, offers refined performance and ability that nothing else short of a much more expensive LC300 can beat. The engine might be long in the tooth but it gives the Everest a level of performance that few other vehicles in the segment can match and significantly one of those is the 250 Series Prado.
The 4X4OTY testing showed many of the characteristics of the vehicles that we have noted during previous testing. Specifically for the Everest is that its ETC is slower to react than that in Toyotas which set the standard, and this allows the tyres to slip before traction control cuts in to arrest the slippage. As a result of this hesitation, the Everest scrabbles for traction in areas where other vehicles get through smoothly, so it really needs its locking rear differential to make it through.
The Everest’s off-road drive modes are also important here as we found that leaving it in the automatic setting or the wrong mode for the conditions has a negative effect on performance. This was evident when driving through the wombat holes where some drivers were making a meal of the sloppy conditions. Selecting the ‘Mud/Ruts’ drive mode certainly made a difference here as it sharpens up the ETC performance. Still, the RDL was needed for the best results.
12
The Everest also revealed itself to be the lowest vehicle among our contenders, bottoming out on occasion when negotiating obstacles.
It was a similar story on the hill climb where some drivers couldn’t get the Ford up the most challenging hill, but selecting the more aggressive drive mode and using a light throttle eventually got it up there.
An annoying feature on the Everest compared to some of the other 4×4 vehicles in the Ford range – all of which use a similar if not the same system – is having to select the off-road screen to activate the RDL while other Fords have it at the touch of a button.
The Everest’s strong points are its well-equipped and generally functional cabin and its on-road performance. The seven-seat cabin delivers space for family travels and the third-row seats fold flat into the floor when not in use to make the most of the storage space.
1
The large vertical multimedia screen is easy to read and use, and retains manual controls for cabin temperature and volume control that are easy to use without taking your eyes off the road.
The on-demand 4×4 system gives the driver on-road 4×4 traction which is great when driving on gravel roads and over crook surfaces. The suspension is beautifully dialled in for Australian road conditions making the Everest an excellent touring wagon.
Dave Morley said of the Ford, “Lacks a bit of suspension flex compared with this bunch, but in isolation it will take you wherever you want to go.” Ron Moon added, “Less intimidating in size than others in its class, the Everest has everything that most people will aspire to.”
Ford Everest Sport specs
Price
$76,650 +ORC
Engine
V6 diesel
Capacity
2993cc
Max power
184kW @ 3750rpm
Max torque
600Nm @ 1750-2250rpm
Transmission
10-speed automatic
4×4 system
2wd, 4×4 auto, and dual range locked 4×4
Crawl ratio
N/A
Construction
5-door wagon on separate chassis
Front suspension
Double wishbone IFS, coils
Rear suspension
Live axle, multi-links, coil springs, Watts linkage
Tyres
265/60R18 on alloys
Kerb weight
2492kg
GVM
3150kg
GCM
6250kg
Towing capacity
3500kg
Payload
685kg
Seats
7
Fuel tank
80L
ADR fuel consumption
8.5L/100km
On-test fuel consumption
16.7L/100km
Approach angle
30.2
Ramp-over angle
21.9
Departure angle
23
Ground clearance
226mm
Wading depth
800mm
GWM Tank 300
As the lowest priced vehicle in our group of finalists, the Tank 300 Ultra promised a lot of bang for bucks… and it delivered in spades.
Capable compact 4x4s are few and far between these days and the GWM Tank is a welcome addition as it fills a void in the market. The 300 is available in two grades of specification with either a 2.0-litre turbo-petrol engine or the same engine with hybrid EV assistance.
Now GWM has also introduced a diesel option just in time for our 4X4OTY testing, adding the 2.4-litre turbo-diesel engine from the 2025 Cannon into the mix, and that’s what we have here in Ultra trim. Great Wall’s diesel engine makes a claimed 135kW of power and 480Nm of torque, and it’s backed by a nine-speed automatic transmission.
13
In $51,990 Ultra trim, the Tank is well equipped with leather accented power seats, a full list of ADAS and safety features, and a premium feel.
Despite being relatively compact in size the Tank 300 Ultra features a traditional body-on-frame construction with an IFS front end with coils and a live-axle rear with coils, with lockers front and rear, and high and low range in the transfer case.
On test, the Tank 300 impressed our judges from the outset with its premium interior and the way it tackled the wombat hole track and hillclimbs at Great Divide Tours with relative ease.
4X4OTY judge Dex Fulton, who drove the Tank down to Braidwood for the start of testing, said afterwards, “The Tank offers a lot for relatively little, and while it absolutely shines off-road (thanks to twin lockers and a fairly short wheelbase) and is decent on-road, where it’s really let down is by its engine which just doesn’t have enough poke.”
14
That lack of power was noted by a few of our drivers and came to the fore when the Tank failed to make it up that challenging hill on Merricumbene Fire Trail. As it climbed the engine sounded as if it was being held back, not revving or accelerating enough to create the speed to clear the crest. Whether that was the traction control holding it back or the transmission not shifting when the engine redlined in low range is unknown, but the result was that the Tank was the only vehicle to need assistance during our test drive.
Nevertheless, Ron Moon reflected many of our sentiments about the vehicle saying, “The Tank surprised with its comfort and offroad ability.”
GWM Tank 300 specs
Price
$51,990 drive away
Engine
I4 diesel
Capacity
2370cc
Max power
135kW @ 3600rpm
Max torque
480Nm @ 1500-2500rpm
Transmission
9-speed automatic
4×4 system
On-demand dual-range 4×4
Crawl ratio
N/A
Construction
5-door wagon on separate chassis
Front suspension
Double wishbone IFS, coils
Rear suspension
Live axle, multi-links, coil springs
Tyres
265/60R18 on alloys
Kerb weight
2313kg
GVM
2552kg
GCM
N/A
Towing capacity
3000kg
Payload
446kg
Seats
5
Fuel tank
75L
ADR fuel consumption
7.8L/100km combined
On-test fuel consumption
16.6L/100km
Approach angle
27.2
Ramp-over angle
23.3
Departure angle
21.3
Ground clearance
227mm
Wading depth
500mm
Nissan Patrol Warrior
If there was one vehicle in this group that really put a smile on the dial of the judges, it was the Nissan Patrol Warrior.
Dave summed up the big Nissan saying, “Proof that evolution can sometimes trump novelty. Beautifully resolved in all the important areas, especially the driveline. Brilliant off road and super capable on the highway. Only the relative lack of tech lets it down a bit, but that’s simply because the platform is so old. Huge value for money.”
The comments on the Warrior were positive across the week of testing and it was surprising that it didn’t score as well as expected. It is a capable and comfortable 4×4 wagon with proven credentials, the biggest and most comfortable interior by far, and a stonking V8 engine that will be sorely missed when the new Patrol arrives in 2026.
4
The Patrol might be getting on in age and is set for replacement at the end of 2025 but Nissan has done a stellar job by teaming up with Premcar to build a more focused and refined Patrol in the Warrior.
Premcar engineered a package that adds improved suspension, higher ground clearance, all-terrain tyres and a bi-modal exhaust system that lets the V8 roar when you put your foot to the floor. Combine these enhancements with interior trim upgrades in what is already a relatively luxurious cabin and the Warrior becomes a better mousetrap in all aspects of its design.
The Warrior made light work of the wombat holes and hill climbs but showed its age in the time its ETC takes to engage compared to the newer wagons, instead using its reserves of grunt to get it up and over obstacles. The Patrol has a rear diff lock as standard but add an aftermarket front locker to a Warrior and it would be virtually unstoppable.
20
The high levels of performance continue on the road where the Warrior is surefooted and stable on both sealed and gravel tracks. You sit high in the Patrol and it feels tall on its raised suspension and taller tyres, but never unsettled in any conditions. In fact, it feels ready for anything, anytime.
The age factor is again evident inside where despite Premcar’s efforts and a multimedia upgrade last year, the dash looks old and lacks some tech that new vehicles have standard, while the new multimedia system sits way too low in the centre stack. But the Patrol Warrior provided the most comfortable cabin among all the vehicles tested and it offered the most space for both passengers and cargo.
Dex said, “Easily the comfiest touring vehicle on test. The tweaked suspension, despite being independent all-round, soaked up everything we threw it at and the power (and sound!) from the V8 would get an easy “bloody mongrel” out of Alf Stewart.”
Nissan Patrol Warrior specs
Price
$101,160 +ORC
Engine
V8 petrol
Capacity
5552cc
Max power
298kW @ 5800rpm
Max torque
560Nm @ 4000rpm
Transmission
7-speed automatic
4×4 system
2WD, on-demand AWD and dual range locked 4×4
Crawl ratio
43.96:1
Construction
5-door wagon on a separate chassis
Front suspension
IFS, coil springs and HBMC
Rear suspension
IRS, coil springs and HBMC
Tyres
295/70R18 on alloys
Kerb weight
2884kg
GVM
3620kg
GCM
7000kg
Towing capacity
3500kg
Payload
736kg
Seats
8
Fuel tank
140L
ADR fuel consumption
14.4:1 combined
On-test fuel consumption
16.3L/100km
Approach angle
40
Ramp-over angle
N/A
Departure angle
23.3
Ground clearance
323mm
Wading depth
N/A
Ineos Grenadier Trialmaster
To the group of four-wheel drivers that made up our judging panel, the Ineos Grenadier promised the most out of all our finalists.
A practical body on a separate chassis with lockable live axles suspended by coil springs and driven by a powerful six-cylinder diesel engine – it reads like a wishlist for any off road enthusiast or person working in remote terrain.
The Grenadier is also the only true, all-new vehicle here, coming from a new brand to the automotive world and starting from a clean sheet of paper – or pub napkin, as the story goes. Yet for something starting from a clean sheet design, the Grenadier has too many compromises from being instigated as an alternative for the old Land Rover Defender Classic.
14
There were no complaints about the chassis and driveline in the Grenadier with the BMW-sourced inline-six diesel punching out plenty of grunt through a clever ZF transmission and triple locking differentials. It’s a mechanical package that feels bulletproof and ready to take on any terrain and conditions. As such it made light work of the obstacles and hillclimbs at the Great Divide Tours facility. Even with just the centre diff locked the Grenadier easily conquered most of the terrain, and any time it became more challenging it was only a matter of locking the rear and/or the front diff to get the job done.
But this is where the Grenadier became challenging for our drivers; the interior of the Ineos is a cramped and busy place in which to operate. The buttons for the lockers are placed up on the roof console along with the switches for auxiliary equipment and off-road mode. The buttons do have little metal loops next to them, and I’m sure that eventually, after enough use, you’ll be able to find them by feel without having to look up for them, but it really shouldn’t be that difficult.
Plenty of vehicle manufacturers tell us that ‘you will get used to it with time’, but we shouldn’t have to, especially on a new vehicle that has been designed from scratch as is the case with the Ineos Grenadier.
17
There are many niggly little things that make driving the Grenadier more of a chore than it should be, as much as we wanted it to be simple and easy.
As well as the built-for-purpose driveline and chassis, there are plenty of little things to like about the Grenadier; the standard fitment front and rear lockers, the Trialmaster spec’s dual-battery system under the back seat, the prewired roof panel for accessories like auxiliary lighting, the nifty mounts down the sides of the vehicle for attaching/securing accessories, and the pre-wired auxiliary switches are all useful additions to any off-road going 4×4.
The fact that the Grenadier was the only vehicle on test with a dual-battery system meant that it carried a fridge in the back for us, and it was able to be secured there using the standard tie-down points.
Dex noted, “A great idea has lost something between being drawn on the back of a bar napkin and making it into reality. The driver’s seating position is awkward; the switchgear takes some (a lot of) getting used to; the ride is agricultural compared to the others here.”
3
While great off road and on gravel tracks, the Grenadier’s on-road manners aren’t perfect and, while you might point to its live axles as a reason for this, the LandCruiser 76 doesn’t suffer from such ill road manners. The odd feeling of the Grenadier’s front end has been noted by many testers, not just us.
Dave said of the Grenadier, “Gorgeous driveline and absolutely fit for purpose, but I have doubts about how the front end is set up to be both slow steering yet still twitchy at speed.”
Ineos is obviously on to something with its Grenadier vehicles which are a welcome addition to a market in which 4x4s are generally getting softer, but there’s room for improvement and we’re sure that will come with time. For a first-time effort from an all-new automotive brand, the Grenadier is an impressive vehicle and we look forward to seeing future refinements.
Ineos Grenadier Trialmaster specs
Price
$123,000 +ORC
Engine
I6 diesel
Capacity
2993cc
Max power
183kW@3250-4200rpm
Max torque
550Nm @1250-3000rpm
Transmission
8-speed automatic
4×4 system
Full-time 4×4 and dual range locked 4×4
Crawl ratio
N/A
Construction
5-door wagon on separate chassis
Front suspension
Live axle, coil springs, 5 links
Rear suspension
Live axle, coil springs, 5 links
Tyres
265/70R17 AT
Kerb weight
2718kg
GVM
3550kg
GCM
7000kg
Towing capacity
3500kg
Payload
833kg
Seats
5
Fuel tank
90L
ADR fuel consumption
10.5LL/100km
On-test fuel consumption
17.5L/100km
Approach angle
36.2
Ramp-over angle
28.2
Departure angle
36.1
Ground clearance
264mm
Wading depth
800mm
Toyota LandCruiser Prado Altitude
The most highly anticipated new 4×4 launch of 2024 was definitely the Toyota Prado 250 Series.
A long-time favourite wagon of families and off-road adventurers, the Prado has been a best-selling midsize wagon for decades. Thankfully, the new model isn’t a let down. The 250 Series sees the Prado grow in size, stature and price but it comes to a market hungry for just such a vehicle.
The Altitude model grade was best suited to our drive thanks to its all-terrain tyres on 18-inch wheels, rear differential lock and disconnecting front sway bar, but we also chose it as it is one of only two variants in the range to be offered with just five seats, and the third-row seating on models thus equipped impinges on cargo space more than we would want in a touring 4×4 wagon. We would have also considered the entry-level Prado GX for this test as it’s also a five-seater, and it’s the most affordable model in the range making it better value for money.
11
The new Prado continues to be the benchmark for midsize touring 4×4 wagons. It might be bigger than before but it still falls into that midsize bracket along with the Ford Everest and Isuzu MU-X, and being the newest vehicle to market it has plenty to offer the family traveller.
The bigger cabin of the 250 means there’s plenty of room inside for adults and passengers, and the dash is well laid out and easy to use without missing out on any features. Inside you’ll find a 12.3-inch multimedia screen that is compatible with wireless Apple CarPlay and Android Auto, Bluetooth connectivity and cloud-based inbuilt satnav; a panoramic moon roof; leather-accented seat trim with eight-way power adjustment, power lumbar support memory for the driver; and four-way power adjustment for the passenger seat.
There’s a 12.3-inch digital instrument cluster which only comes in the high-spec grades, as does the refrigerated console, the power-adjustable steering column and the JBL sound system kicking out the jams through 14 speakers. The Prado had the most comfortable, best laid out and equipped cabin of all the vehicles tested, whether you were driving on the road or off it.
15
Along with the rear locker, disconnecting front away bar and dual-range transfer case, the Altitude comes with multi-terrain selector with modes for rock, sand, snow, etc, as well as Crawl Control, which does an incredible job of maintaining steady progress over and up obstacles and tricky tracks without any application of the throttle by the driver. Crawl Control does this for you while distributing drive to the wheels with the most traction, making easy work of rough tracks; it really is one technology that even old school four-wheel drivers will appreciate.
The Prado’s 2.8-litre turbo-diesel engine makes a claimed 500Nm and it provides plenty of power for highway and off-road driving, but performance is best described as adequate rather than scintillating. The new eight-speed automatic transmission is quick to kick down and respond to a floored throttle, and the engine pulls well with that familiar four-pot diesel rumble. It doesn’t offer the performance or the refinement of Everest’s V6 but the 2.8 gets the job done.
The 48-volt mild hybrid system that is now part of the drivetrain does very little from a driver’s point of view other than display a range of lights and graphs on the dash. More significant are the restrictions it places on the rear cargo space and the ability to fit an auxiliary fuel tank under the back. Thankfully the Prado still carries 110-litres of good ol’ diesel in its single tank.
4
Whether you use the Prado for running around town or touring our wide brown land, the 250 Series is a very well executed 4×4 wagon that will tick all the boxes for many Australians. The compromises brought on by the packaging of the 48-volt system are the major blemish on its otherwise excellent design, but one we’re already seeing work-arounds for from the aftermarket. Whether or not all the upgrades to the 250 Series will be enough to justify the higher prices across the Prado range will be up to the buyer’s budget.
After driving the Prado Altitude, Ronny said, “Refinement, performance and comfort at a new level on road with impressive off-road capability.”
Dex sang its praises as well, saying, “I would not hesitate to hop in this thing and drive straight to the Cape and it’s equally at home on daily or towing duties. It seems to be a love it or hate it car, and I’m in the former camp. Fight me!”
Dave piped in with, “The absolute all-rounder of this lot. Great in the bush and safe, comfy and techy enough to be a daily driver. An excellent highway car, too. The Prado has finally earned the LandCruiser badge. A bit exxy, though”.
Toyota Prado Altitude specs
Price
$99,990 +ORC
Engine
I4 diesel
Capacity
2755cc
Max power
150kW@ 3000-3400rpm
Max torque
500Nm@ 1600-2800rpm
Transmission
8-speed automatic
4×4 system
Full-time, dual range
Construction
5-door wagon on separate chassis
Front suspension
IFS, wishbones, coil springs
Rear suspension
Live axle, coil springs multi-link, Panhard rod
Tyres
265/65R18 on alloy wheels
Kerb weight
2595kg
GVM
3200kg
GCM
6600kg
Towing capacity
3500kg
Payload
605kg
Seats
5
Fuel tank
110L (17.4L Adblue)
ADR fuel consumption
7.6L/100km
On-test fuel consumption
15.9L/100km
Approach angle
32
Ramp-over angle
25
Departure angle
17
Ground clearance
221mm
Wading depth
700mm
Toyota LandCruiser GXL GDJ76
While we mentioned the evolution of the Patrol Warrior over several years, in the case of the LandCruiser 70 Series that applies seven fold. The 70 Series has been evolving for 40 years and the changes made to the range in 2024 were wholesale.
The latest evolution is centred around adapting the 1GD-FTV 2.8 engine to the 70 to keep the well-aged model in line with emissions regulations that the diesel V8 simply wouldn’t be able to meet. The changes also introduced an automatic transmission to the range for the first time in decades. And the thing is, the four-cylinder engine and the auto transmission make the 70 better to drive than the V8 ever was in standard form.
The 2.8 engine is the same one found in the Prado 250 Series, the HiLux and the Fortuner… sans any hybrid interference. The auto slushbox is a six-speed Aisin unit that is well matched to the 2.8 engine. The new powertrain also heralded a fresh front-end design for the 70, and a smattering of new features, but it was really all about the engine and gearbox.
8
The LC76 wagon tested here in GXL trim was chosen for its front and rear locking diffs, power windows and cloth trim. As ever, the 76 remains a basic , no frills workhorse that gets on with the job, and that job is now easier for more people thanks to the new driveline.
Aside from the 1GD/auto powertrain and new tech under the skin, the only other changes are cosmetic. Toyota has doubled-down on the retro look with the revised front end reverting back to round headlamps ,albeit now with LED DRLs, a taller bonnet over a revised grille and lower venting that replicates the earliest 70s, and an upper vent atop the grille that is very reminiscent of the 40 Series.
Inside there’s a new gauge binnacle that also has a retro 40 Series vibe but includes a 4.2-inch information display with a digital speedometer, a new 6.7-inch infotainment screen, and a new steering wheel with more control buttons than before. Air-conditioning and cruise control are standard as are front and rear differential locks on GXL models (optional on lower grades).
15
The 70 Series scores a bit of safety tech as well, but nothing like what you will find on all-new vehicles like the Prado and Everest. On the 70, Toyota’s Safety Sense system includes a pre-collision system with day and night pedestrian and daytime cyclist detection, lane departure alert with steering assist that works on the brakes and not directly on the Cruiser’s hydraulic power steering, speed-sign recognition, auto high beam lights, ABS, electronic stability and traction control, driver and front passenger airbags (but none for rear-seat passengers), downhill assist control on auto models only, and a reversing camera (only the four-cylinder/auto 76 wagon).
The LandCruiser 70 Series remains a very agricultural vehicle and its 40-year old architecture means that integrating the latest safety systems is a huge challenge for the engineers, but many 4×4 tourers will appreciate the lack of interfering safety tech. Having said that, the 76 does give you the occasional chime to warn you to keep in your lane, but that’s about it.
Evolving a vehicle over 40 years has allowed Toyota to get it right, and it has kept it simple with the 70 Series. The dash might hold a new gauge screen, but the infotainment (if you could call it that) screen is very basic. There’s now mapping, but the image from the reversing camera is below average and the sound system is simply woeful.
4
While short of luxury and convenience features, the 70 Series makes up for it with purpose-built functionality and capability. In a world of new 4x4s that try to be all things to all people, the 70 sticks to its roots and focuses on capability you can depend on, no matter what the conditions or terrain.
With unrivalled ground clearance and locking diffs just a simple twist of a dial away, the 76 is near on unstoppable in the bush. Visibility out of the 40-year old cabin is fantastic and the relatively small dimensions of the wagon make it easy to get around in the scrub and in the shopping centre carpark. It takes a day or two of familiarity before you get used to how manoeuvrable it is.
The cargo space is simply a square box with few protrusions to limit your load. The back seat folds forward or is easy to remove totally to make the most of that cargo space. Functionality at its best!
4
It’s this level of functionality and off-road capability that allowed the LC76 to score so well with our team of drivers. 4X4OTY is judged by a team of four-wheel drivers, not soccer mums, and we’re sure the result would have been different if it were, but we make no excuses for that. We are 4X4 Australia, after all.
Ron Moon loved the 76 saying, “What a difference a new – well new to the 70 Series – engine and a gearbox makes to this venerable workhorse… and in the wagon it works exceptionally well.”
Both Dex and Matt said this is the vehicle they would buy from the group, with Dex adding, “The auto is what the 70s have been missing since day one. It makes an already capable tourer into an easy daily driver and family wagon. I didn’t love or hate the 2.8L; the diff locks make hardcore tracks a possibility.”
Dave wrapped it up saying, “Old school for sure, but still a relevant vehicle. The new driveline is a belter and probably shouldn’t be as good as it is. The vastly improved fuel consumption and offer of an automatic gearbox also makes the live axles and prehistoric cabin design somehow less problematic. Brilliant in the scrub!”
Our testing was never going to be on a racetrack or in shopping centre carparks. To test the contenders, we go touring just like our readers do; on and off road, sealed and gravel roads, high and low range driving, up hill and down dale.
Wanting to use some set tracks and obstacles, we started our testing at the Great Divide Tours (GDT) off-road training ground near Braidwood in NSW. GDT has been conducting 4×4 tagalongs and driver training for more than 30 years and its facility at Braidwood is specifically designed for four-wheel drivers ranging from complete amateurs to experienced drivers.
For us, the GDT facility provides tracks designed to test the tractive ability of a vehicle and we are able to repeatedly run each of our contenders over the same sections to see how they perform and compare. This is something that is very hard to replicate ‘in the wild’ on bush tracks, so having this access to the GDT facility is most valuable.
The wombat holes track sees vehicle wheels drop into deep holes across diagonally opposing wheels. The track is over a mild incline and gives a great indication of how well a vehicle’s tractive systems perform, including electronic traction control and locking diffs where fitted. It also gives us an idea of any clearance issues that a vehicle might have on uneven ground.
The hill climbs at GDT similarly put the tractive ability of a vehicle to the test with uneven and loose surfaces on hills of various lengths, gradients and conditions. Significantly, there are hills here that not all of the test vehicles will conquer using a specific line so it allows us to experience the ability of the vehicles time after time on the same challenging track.
From the Great Divide Tours facility, we set off for some 4×4 touring just like owners of these vehicles would do. The roads south of Braidwood gave us the chance to experience the vehicles on sealed and unsealed roads at both high and low speeds. As we headed into the forest and the roads turned to gravel, the bends got tighter and twistier, giving the vehicles a chance to display their dynamics, visibility and control.
On arrival at our camp at Dry Crossing, a walk of the river revealed the water level to be around 650mm to 700mm, so chatter in camp revolved around if we could get these showroom stock 4x4s across the river the following day, bearing in mind the rated fording levels for each of them.
A walk across the river the next morning showed that the water level had dropped overnight so the call was made to make the crossing. It was still heart in the mouth stuff as the water was as deep as you’d want to risk it with standard vehicles. Thankfully they all made it across without drama.
1
The crossing dropped us on to the Merricumbene Fire Trail. This track across the Great Dividing Range covers close to 140km of steep climbs and descents in a classic High Country environment to the stunning Bendethera Valley. The view and flora change constantly as the altitude varies crossing the mountains and ridges, making this a remarkable 4×4 trek.
The variety of road surfaces and conditions also changes dramatically, again testing the tractive abilities of the vehicles and also the way they ride and handle on these classic bush tracks. The drivers swapped through the vehicles every hour or so allowing each to get a good feel for the six contenders.
The vehicles handled most of the tracks with relative ease until one particular climb had us rethinking our route. The convoy was travelling behind the tucker truck (a Y62 Patrol) and we watched on as it climbed a steep hill as light rain started to fall. Right at the highpoint of the climb the back of the heavily laden Nissan skipped sideways, but a heavy right boot ensured the Patrol just made it over the lip.
3
Following in the LC76 with the lockers engaged I took the same line but when the back jumped out the standard tyres clogged with mud and lost traction. This required a slow and careful reverse back to the base where I dropped more air out of the tyres and directed the other drivers still there to do the same, as the track was getting wetter and slipperier.
With lowered pressures and taking a different line the Cruiser crested the hill and was followed by the others; all but one vehicle making it. The Tank required a snatch-pull to get over the crest after several attempts.
The rain held off as the trail continued to climb and drop before finally descending into Bendethera Valley where we camped for the night, with discussions around the campfire focused on how the vehicles were performing in the steep and slippery terrain.
From Bendetherawe had a climb back out of the valley to the west before airing-up for the road drive to Cooma and our final destination.
