It’s common practice for owners to black-out their car badges, and there are a number of reasons people do so.

The majority of people who black-out their car’s badges do so purely for aesthetic reasons, as it can create a cleaner, sportier and – if desired – more aggressive style. You’ll also tend to notice disguised badges on vehicles with further modifications, as it often will correlate to a certain style of personalisation.

Reducing brand visibility is another reason for the practice, and it could as a result transform the vehicle with a unique appearance. This could, in theory, also reduce the risk of theft and vandalism.

It’s also a cost-effective way to temporarily individualise a vehicle, as it’s often performed using vinyl wraps, plastic covers and paint – and it’s quite an easy DIY job, but there are professionals who will do it for you if you want to be guaranteed a clean finish. A quick entry into Google, and you’ll find the closest vinyl and panel wrap specialists to you.

1: Vinyl wrap

A vinyl wrap is probably the easiest way to eliminate a badge, and you can even do it from home. As it’s an easily reversible method, it’s a popular tactic to rid one’s car of a badge … without actually removing it.

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2: Plasti Dip or spray paint

Spray coating with a Plasti Dip spray can is also effective as a semi-permanent option – just remember to tape around the badge so that you don’t end up with paint on the body of the vehicle. For a more permanent solution, you can instead use matte, satin or gloss automotive spray paint.

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3: Plastic cover

You’ll be able to find a plastic cover for most vehicle models, just with a quick search on the web. You’ll need to ensure it firmly sticks to the badge with superior adhesion, as it will be exposed to the elements – whether the plastic covers will fit, be durable and look great is the risk you’ll have to take.

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You can also remove the badge entirely and replace it with a blank badge. In fact, you can pretty much buy badges online with all sorts of logos and images. Removing a badge is a permanent change, and it can reduce your car’s resale value. It’s for this reason we’d always recommend temporary solutions.

Pricing for the hotly anticipated 2025 Kia Tasman ute has been revealed in the Korean market, with the four-model range starting at 37.5 million won (roughly AU$41,000).

The model above, dubbed the Adventure, is listed at 41.1 million won (roughly AU$45,000); followed by the Extreme at 44.9 million won (roughly AU$49,000) and the top-spec X-PRO at 52.4 million won (roughly AU$57,000).

Clearly, that pricing will not directly translate to the Australian market, once shipping and local homologation occurs – but it does provide us with grounds for guesswork.

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If the top-spec does land somewhere closer to the $60K-$65K bracket, then it’ll still significantly undercut both the Ranger Wildtrak V6 ($74,840) and Ranger Platinum V6 ($80,640), as well as bi-turbo 2.0-litre Ranger Wildtrak ($69,640). Instead, it will most likely be more aligned with the D-MAX, Triton and Navara price brackets.

In Australia, the Tasman will feature a 2.2-litre diesel engine producing 154kW and 441Nm, paired with an eight-speed automatic transmission. It will boast a double-wishbone front suspension and a rear rigid axle with leaf springs, enhanced by Kia’s Sensitive Damper Control (SDC) and Hydraulic Rebound Stop technology. It offers an 800mm wading depth.

Australia will get the choice of three trim levels: Baseline, X-Line, and X-Pro. The X-Line will get 18-inch alloy wheels with highway and all-terrain tyres, while the off-road-focused X-Pro will feature 17-inch wheels, higher ground clearance (252mm), an Electronic Locking Differential, and an X-Trek mode for low-speed off-road driving. The X-Line and X-Pro will have AWD as standard, with AWD available on the Baseline. Australian models will include Sand, Mud, Snow, and Rock driving modes.

The Tasman will be equipped with an Advanced Driver Assistance System (ADAS) featuring lane-keeping assist, blind spot monitoring, remote parking, and trailer-optimised driving. It will also include a Ground View Monitor for better off-road visibility, similar to Land Rover’s technology.

Customisable variants, including cab-chassis and single-cab options, will be available, with four bed configurations: Single Decker, Double Decker, Sports Bar, and Ladder Rack (the latter available later). The bed will measure 1512mm long, 1572mm wide, and 540mm deep, offering a 1173-litre cargo capacity, a 240v power outlet, and a 1195kg payload capacity (2WD). Towing capacity will be 3500kg.

Inside, the Tasman will feature a multifunction steering wheel, a 12.3-inch + 5-inch + 12.3-inch widescreen, optional Harmon Kardon audio, Apple CarPlay/Android Auto integration, dual wireless charging pads, and hidden storage under the rear seats. The rear seats will offer up to 940mm of shoulder room and can recline 22-30 degrees.

Pricing will be confirmed closer to the vehicle’s launch date.

GWM has unveiled its all-new Cannon Alpha PHEV, with the electrified dual-cab expected to arrive in Australian dealerships in April this year.

The two-model range will consist of the base-spec Lux ($63,990 drive-away) and the top-spec Ultra ($68,990 drive-away), with both models available to pre-order now. Its most obvious rival, the BYD Shark 6, asks for $57,900 before on-road costs.

However, the Alpha outperforms the Shark in a number of key criteria. It has a longer electric-only range of 110km (100km for the Shark); a greater combined total range of up to 880km (840km for the Shark); a towing capacity of 3500kg (2500kg for the Shark); and a 37.1kWh lithium battery (29.58kWh for the BYD’s Blade).

Plus, the Alpha PHEV boasts equipment that will assist with 4×4 exploration, including front, centre and rear locking differentials – the Shark has none – an impressive wading depth of 800mm (700mm for the Shark), and ground clearance of 224mm (230mm for the Shark). The Alpha PHEV has a rather low payload figure of 685kg, though, which means you’ll have to be crafty and selective when packing for a trip. By comparison, the Shark’s payload is considerably more, at 790kg.

The Alpha PHEV is powered by a 180kW/380Nm 2.0-litre turbo-petrol engine, paired to a nine-speed transmission. Combined with the 37.1kWh ternary lithium battery, the Alpha’s total outputs lift to 300kW and 750Nm. In a segment first, this so-called Hi4T PHEV EV technology allows EV-only mode to remain active in 4×4 high range.

DC fast-charging of up to 50kW can perform a 30-80% charge in a quick-fire 26 minutes, and an AC home charger will take about 6.5 hours to charge from empty to full. The Cannon Alpha PHEV also has the capability to power devices and appliances when off the grid.

“The Cannon Alpha PHEV is set to redefine electrification in the highly competitive utility segment,” said Steve Maciver, Head of Marketing and Communications at GWM. “It delivers advanced EV sophistication without compromising on its strength and capability. This is evidenced by true 4×4 off-road performance and class-leading 3,500kg maximum braked towing capacity, which remain critical for consumers.”

GWM offers an eight-year/unlimited kilometre battery pack warranty; a seven-year/unlimited kilometre new car warranty; seven years of roadside assistance with 24/7 support; and seven years of capped priced servicing.

What does the Lux get?

• 18-inch alloy wheels
• Dual-zone climate control
• Keyless entry with push-button start
• Electronic centre and rear locking differential
• 360° view monitor
• 12.3-inch full-colour driver instrument cluster
• 12.3-inch full-colour touch screen infotainment system
• Wireless Apple CarPlay and Android Auto
• Front and rear USB outlets
• Leatherette seats
• Faux leather steering wheel
• Driver seat: Six-way electric adjustment
• Front passenger seat: Four-way electric adjustment
• Automatic wipers
• Auto-dimming rear-view mirror
• Rear privacy glass
• LED headlamps with DTRL
• LED taillights
• Auto high beams
• High-mounted tub light
• Front and rear parking sensors
• Seven airbags
• Autonomous Emergency Braking (AEB)
• AEB junction assist
• Lane Change Assist
• Lane Keeping Assist
• Hill Descent Control
• Rear Collision Warning

The Ultra adds

• Electronic front differential lock
• 60/40 split tailgate
• Panoramic sunroof
• 14.6-inch full-colour touchscreen infotainment system
• Premium Infinity audio system with 10 speakers and amplifier
• Wireless phone charger (front and rear)
• Head-up display (HUD)
• Leather accented seats
• Driver seat: Eight-way electric adjustment
• Front passenger seat: Six-way electric adjustment
• Heated/ventilated/massage front seats
• Heated/ventilated rear outer seats with recline
• Rear seat: Two-way electric adjustment
• Auto-folding exterior mirrors with memory
• Rear privacy glass
• Rear sliding window
• Auto-dimming rear-view mirror
• Heated steering wheel
• LED front fog lights with steering input
• Ambient lighting
• Heated steering wheel
• Automatic park assist with reverse assist

Mazda Australia has given its BT-50 midsize ute a mild midlife makeover to keep it looking fresh with design updates including a new front-end treatment with a new grill, bumper and slim LED headlights.

The light clusters incorporate the mains and high beams, DRL and parking lights, with fog lamps located in the new bumper. The grille features a bold and blunt nose giving the vehicle a more aggressive and modern look. The rear end features new tail lamps and tailgate, the latter with an easy-lift helper spring.

Inside there are more upgrades with a new infotainment system, and fresh trim designs and materials depending on the model grade. Rather than a wholesale redesign it’s an evolution of what has always been one of the most stylish cabins in the midsize ute market, and one that is sure to resonate with those who appreciate such niceties.

In front of the driver is a new instrument binnacle using a 107mm display in XS and XT grades and a 178mm display in higher-grade XTR, GT and SP models.

The BT-50 remains powered by a choice of 1.9-litre and 3.0-litre diesel engines making a claimed 110kw/350Nm and 140kW/450Nm respectively. The smaller 1.9-litre donk is only available in the traffic-controller spec 4×2 XS single-cab. Both engines are backed by a six-speed automatic transmission.

There are six high-rider 4×2 and nine 4×4 models on offer, including pick-up and cab-chassis variants and single, Freestyle (extra-cab) and double-cab bodies. Mazda no longer offers a manual gearbox in the BT-50 stating that it accounted for less than three per cent of sales… and that figure was in decline. In 4×4 models the drivetrain includes a part-time/dual range transfer case and a lockable differential if fitted in the rear axle.

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A carry over from recent updates to the D-MAX, the BT-50 now gets a rough-terrain mode button which alters the calibration of the electronic traction control when you are driving over rugged terrain. Specifically, it activates the ETC earlier in the rev range to reduce wheel slip and give smoother and more controlled progress. It works well but it’s odd that Mazda (and Isuzu) couldn’t just have adopted this calibration every time you select 4×4 in the transfer case, negating the need for another button.

It’s a tried-and-true powertrain that is of course part of the shared platform that comes courtesy of the Isuzu D-MAX ute with which it shares its DNA. The Isuzu 4J diesel engine has always been a strong performer with a reputation for reliability and durability, but it’s showing its age and peak power and torque outputs leave it well shy of the category leaders in terms of performance.

It’s no slouch but it feels lazy and it lacks pick up. It’s also a noisy engine when pushed under load; it’s okay at cruising speeds but when you need to put your foot down it replies with a growl. The 3.0-litre 4×4 BT-50s have a combined-cycle fuel consumption of 8.0L/100km.

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The six-speed auto continues on relatively fuss free but it still has an annoying tendency to downshift on mild descents when it is not needed, increasing engine revs and bringing back that unwanted noise. It’s like having the transmission in a ‘Sport’ mode where none exists nor would it be wanted.

The BT-50 runs the class standard suspension setup of coil IFS and leaf-spring live rear axle. Despite being unladen, our test vehicles were surprisingly compliant on rough forest tracks and did not display the harshness that many midsize utes do when they don’t have a load in the tray. This makes for comfortable driving in day to day conditions.

Couple this comfortable ride with the premium interior and the BT-50 feels more at home as a general-duties vehicle rather than a hard-working truck, not that it can’t do both tasks.

The 4×4 BT-50s are rated to tow up to 3500kg when fitted with the appropriate towbar while payloads vary between 924kg to 1330kg depending on body style and trim level. The GCM is set at 6000kg for those towing a trailer.

Huge range of aftermarket support

A great story for BT-50 buyers is the extensive range of accessories that Mazda offers for it, both in genuine accessories and factory approved gear from trusted aftermarket brands.

For example, along with the regular weather shields, floor mats, tub liners and tonneau covers, Mazda is one of the few brands to offer a factory-backed dual battery system for its ute. This system has been updated for this revised model and now comprises a slimline battery that mounts on the near-side rear cover of the tub, and now includes a solar-charging input and an Anderson plug to the rear for charging your trailer.

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Other available accessories include a roof rack from Yakima, Lightforce Beats spotlights and lightbars, a Thule awning, a choice of alloy wheel styles, full hooped bullbar or a hoopless version, Decked cargo drawers, a choice of canopies, and wheel arch flares.

Having any of this gear fitted from new gives owners the reassurance that everything is covered by Mazda’s five-year unlimited-kilometre warranty. To make choosing your accessories easier, Mazda has combined a selection of gear into packs; the Tradies Choice, Weekend Warrior and Family Favourite packs bundle together things like specific canopies, drawers, front bumper and other popular accessories to fit in with the owner’s lifestyle and use of their BT-50.

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Verdict

Accessorised or in standard trim, the BT-50 continues as one of the more stylish 4×4 utes in this heavily populated market segment, and one that comes with that highly regarded Isuzu reliability and longevity.

It may not have the power and performance of a Ranger, Amarok, HiLux or Triton, but the BT-50 is an honest steed for work or play, and it’s certainly worthy of consideration, especially if you’re looking at an Isuzu D-Max and compare price and equipment between the two utes.

Pricing: BT-50 4×4 line-up

One of the burning questions before the 2025 Toyota LandCruiser Prado arrived in Australia was whether it could tow more than the outgoing 150 Series, which could only muster 3000kg.

“Australian customers appreciate the vast capability of the LandCruiser Prado, from use as a family vehicle, to off-roading, towing and long-distance touring,” Toyota Australia Vice President Sales, Marketing and Franchise Operations Sean Hanley said when announcing the 250 Series Prado earlier in 2024.

The new-gen Prado is a mechanical and design twin to the Lexus GX, and shares the same wheelbase with the larger LandCruiser 300 Series – as well as its core architecture. As a popular model for weekend adventuring, the Prado in Australia it is also frequently seen linked to towing boats, caravan and anything heavy.

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The Prado shares Toyota’s latest TNGA-F platform with the brand’s other off-road models such as the LandCruiser 300 and Tundra ute. In fact, it’s also the same platform underpinning Lexus’s body-on-frame SUVs, the GX and LX.

In Australia, the new Prado is offered with a 2.8-litre turbo-diesel four-cylinder mild-hybrid engine producing 150kW and 500Nm. This is the same 48-volt system powering the current Toyota HiLux range. Power is sent to the wheels through a new ‘Direct Shift 8AT’ eight-speed automatic transmission.

Available with the choice of either five or seven seats, the Prado prioritises cabin comfort. The new family off-roader now matches the wheelbase of the huge 300 series, but it is 70mm shorter and 95mm wider overall than the outgoing Prado.

How much can the 2025 Toyota LandCruiser Prado tow?

The 2025 250 Series Toyota Prado is rated to tow 3500kg on a braked trailer, or 750kg on an unbraked trailer.

That’s a helpful increase over what its predecessor could do. The 150 Series Prado could initially only tow up to 2500kg on a braked trailer, before a 2018 update lifted that limit by 500kg to 3000kg. Now, with the ability to haul up to 3500kg the new Prado equals the towing capability of most mid-size utilities, which have long been the go-to option for Aussies looking to tow heavy trailers for work or recreation.

It also finally puts the Prado on-par with Australia’s most popular seven-seat offroad wagon, the Ford Everest.

But what that OTHER element of hauling: payload? With a gross vehicle mass (or GVM) of between 3100kg and 3200kg, depending on model grade, the Prado has a sub-par payload capacity relative to most other body-on-frame large SUVs. The Prado Altitude has the lowest payload at 580kg, while the Prado GXL has the highest at 615kg. The base GX and top-spec Kakadu can carry up to 605kg aboard, while the VX has a 610kg payload rating.

The Prado has a gross combination mass (GCM) of 6600kg across the board. The GCM is a critical number for calculating the safe limit for any combination of trailer weight and vehicle payload, and 6600kg doesn’t leave the Prado with much wiggle room.

But what if Toyota, a brand known for its heavy embrace of hybrid technology, does what we’re expecting it to do and brings forth a petrol-electric hybrid version of the Prado to Australia?

Such a powertrain already exists for the 250 Series Prado in the US market, where it’s sold badged as a LandCruiser and consists of a turbocharged 2.4-litre petrol inline four and electric assistance motor. It’s a good idea for putting a greenish tint on the Prado, but with the hybrid hardware only capable of towing 2722kg in the USA, that might impact on uptake if it were to come our way.

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How does this compare to competitors?

I’m always drawn to the Flinders Ranges for its ancient and rugged landscapes, peaceful camping and the impressive geological formations that make up the area, having formed the oldest mountain ranges in the world more than 600 million years ago.

At the southern end of the Flinders Ranges there’s the majestic and stunning amphitheatre of Wilpena Pound, and to the north there’s the drier and more isolated areas of Arkaroola as you head past the Gammon Ranges.

This is the largest mountain range in South Australia and is almost 430km long, and includes the second-highest mountain in the state.

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Getting away from the mainstream tourist trail, I decided to explore the more remote and isolated area of the far north, and in particular the Mount Freeling Track eastward towards Arkaroola and Lake Frome. Fueling up at Lyndhurst, I was soon on my way up the Strzelecki Track which today is more like a major thoroughfare with nearly as much of it sealed as unsealed.

The country is dry and desolate, and about 40km along the ‘track’ I passed Mount Lyndhurst station and some old rock ruins near the dry Frome River. From here it’s another 40km to the Mount Freeling road turnoff to the east.

Mount Freeling station is just 25km up the road and it offers amazing camping, 4×4 tracks and plenty of history on a property that dates back to 1870. From Mount Freeling it is just another 20km to the crossing of the dry Macdonnell Creek where I got my first glimpse of the Mount Fitton talc mine.

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While the access tracks are closed off to the general public, the sheer size of the talc mine is impressive; high-grade talc was mined here from 1949 until a few years ago.

Passing the talc access tracks, the Mount Freeling track turns into a rough 4×4 track with dry, rocky creek beds and plenty of ruts on the way to the ruins of Mount Fitton homestead. These ruins date back to 1870 and this property was a successful sheep station through to the 1920s. Around the old homestead, there’s plenty to see and it’s hard to imagine what life was like out here nearly 100 years ago. In the distance, you can see the remains of an old copper mine and where an explosion test took place.

It wasn’t long before I left Mount Freeling Station and passed through a gate and into Moolawatana Station, where my next stop would be Hamilton Creek and Terrapinna Waterhole.

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As well as a number of waterbirds here, this geological feature has revealed plenty of secrets dating back more than 130 million years when Australia and Antarctica were nearly joined; evidence of glacier activity has been found near the waterhole through examination of the rock layers and sampling.

My destination was still a few hours away at the world-renowned Arkaroola so at the end of the Talc Mine Road I took a right-hand turn to head down Mount Hopeless Road for another 95km to reach the turnoff to Arkaroola. Most people have heard the story of when Sir Douglas Mawson spent time in the Flinders Ranges with his then-student Reg Sprigg.

Over time the Sprigg family fought to make Arkaroola a wilderness sanctuary for future preservation and eradicate the huge number of feral animals in the area. Today Arkaroola attracts visitors, geologists, hikers and keen four-wheel drivers from around the world who want to experience its stunning beauty.

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I based myself at Arkaroola and headed out to explore some of the remote 4×4 tracks and many ruins about the place. My first stop was the old Bolla Bollana smelter ruins, just 20km to the west. In 1870 a copper smelter operated here that serviced the small copper mines scattered across the harsh landscape. Today there are information boards around the site that explain the history and workings of the smelters that only operated here for a short time.

Leaving the smelters I headed along the Four Mile Track towards the Old Illinawortina Homestead ruins and Idninha Outstation. Wandering around Illinawortina, it’s hard to imagine life out here, isolated from the mainstream and working in all conditions.

The stonework that still stands is incredible although it is crumbling due to its age. At Idninha, the outstation is in better condition and nowhere as old, with a new roof and closed-off entry points aiding its preservation, so it should last at least another 100 years.

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From Idninha I headed towards the Wurtupa Loop Track where there are plenty of old bore tanks, windmill ruins and remote camping areas to be found. Midway along the track, Grindells Hut can be hired out as an accommodation option for those who wish to further explore this section of the Gammon ranges.

Grindells has a grizzly past: Grindell didn’t approve of his daughter’s marriage to a nearby property owner by the name of Snell, whose body was later found burnt next to a campfire after a muster. Fingers pointed towards Grindell and he was arrested for murder and sentenced to death, but after much protesting by his family he was sentenced to hard labour and released 10 years later.

I allowed two days to find the various ruins, explore the area and take it all in – the tracks are 4×4 only, slow and rough. My next port of call was Balcanoona, which was once a thriving pastoral lease from 1856 until 1980, when it was purchased by the SA government and was proclaimed as part of the Gammon Ranges NP.

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Around Balcanoona there are self-guided walks, information boards, and buildings and relics to explore. There’s also camping where travellers can grab a shower and top up with water.

Around 35km to the east along Lake Track, you will find the stunning Lake Frome, which is an unusual endorheic lake. This vast, shallow inland lake rarely fills but when it does there is nowhere for the water to flow out. The local Adnyamathanha people named the Lake Munda but Europeans named it after Edward Frome who mapped the area in 1843.

The Flinders Ranges and Gammon Ranges cover a vast area and require a good amount of time to properly explore. With so much Aboriginal and European history, stunning scenery, a host of walking and 4×4 tracks, plenty of old ruins and gorges, plus some of the best camping and station stays that SA has to offer, this area is a must-see destination for anyone who loves Australia’s great outdoors.

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Where

The Mount Freeling track heads off the Strzelecki Track about 85km out of Lyndhurst in remote South Australia. The isolated and rough station track leads you through the beautiful northern part of the Flinders Ranges.

This is very remote country, where you probably won’t see another vehicle across the whole track. Ending at Arkaroola, there are plenty of outstation ruins, more remote 4×4 tracks to explore, plus spectacular views of the stunning colours that the Flinders is known for.

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What to see and do

Explore ancient gorges, camp in remote places and gaze at the stars.

When you find the many old station ruins you can’t help but cast your mind back to how hard it would have been to live and work here. Walk around the old mine sites or join a tour at Arkaroola; there’s plenty to keep you busy for days.

Mount Freeling offers camping and a station stay in the old shearers’ quarters, while across at Arkaroola there is some of the best camping in the northern Flinders, and you can base yourself here for several days to truly explore the area.

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Essentials

A well-kitted out 4×4 vehicle with low-range gearing and decent ground clearance is essential, and you need to be comfortable with remote-area travel.

There’s no fuel for several hundred kilometres between Lyndhurst and Arkaroola, and no phone signal. The trip can easily be done in one day, but allow yourself several days to explore the many tracks and features around Arkaroola, the drive to Lake Frome and the northern Flinders.

New Toyota Prados don’t come around too often, so when one does it’s big news.

After all, the Prado is one of Australia’s most popular and best-selling 4×4 wagons, so popular in fact that it has outlived the vehicle that it mimicked, Mitsubishi’s legendary Pajero.

First seen in Australia in the mid-1990s (the earlier 70 Series Prado was never offered here) the 90 Series Prado took the recipe for the Pajero (right down to the model name) and gave it a Toyota flavour to great effect, starting a decades-long battle between the popular family 4×4 wagons.

The 120 Series Prado landed in 2002 and rose to supremacy in the category over the next seven years until the 150 Series launched as essentially an upgraded 120, and saw the end of the once ground-breaking Mitsubishi Pajero.

Now, 2025 brings us the almost all-new 250 Series Prado that it set to take the badge to new levels of market influence.

With Pajero now gone and with little hope of a rebirth, the Prado’s closest competitor in the midsize 4×4 wagon marketplace is the Ford Everest, now in its second iteration and the market leader in 2024 while the outgoing Prado was in sales run-out mode with very limited availability.

The 250 Series Prado arrives in five model grades priced from $72,500 (+ORC) for the entry level GX to $99,990 (+ORC) for the Kakadu.

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As the Prado is only offered with a four-cylinder engine we thought it only fair to compare it with a similarly powered vehicle. However, the highest price and specification four-cylinder Ford Everest, the Trend 4×4 at $67,470(+ORC), still costs less than the cheapest Prado.

We would have liked to have compared the Everest Trend to the $72,500 Prado GXL, but the only Prado available to us at the time of our test was a top-of-the-line Kakadu; so that’s what we have here and, as the powertrains are the same throughout the Prado line-up, we compared them as is, with consideration to the features list.

JUMP AHEAD

• Toyota Prado Kakadu
• Ford Everest Trend
• Verdict
• Specs

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2025 Toyota Prado Kakadu

As the top-of-the-range model the Prado Kakadu comes loaded with all the trimmings.

Like the rest of the 250 Series this starts with a premium 12.3-inch multimedia screen that is compatible with wireless Apple CarPlay and Android Auto, Bluetooth connectivity, and cloud-based inbuilt sat-nav, a panoramic moon roof, leather-accented seat trim with eight-way power adjustment and power lumbar support along with memory for the driver and four-way power adjustment for the passenger seat, heated and ventilated front and second-row seats, manually-adjustable driver seat cushion length, digital rear view mirror, heated steering wheel and heads-up display.

There’s also a 12.3-inch digital instrument cluster which is bigger than the models below VX spec. A refrigerated console chiller is also a part of the package as is a power-adjustable steering column and a JBL sound system pumping out through 14 speakers. It’s a full on luxury interior worthy of the $100k price tag.

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The Kakadu is only available as a seven-seat model with five-seats only offered on the entry-level GX and Altitude models. Herein lies the biggest criticism of the 250 Series Prado as the packaging of the third-row seat in the back of the vehicle is horrendous.

Instead of folding into the floor as they did in the 150 Series, or up to the sides as they did in earlier models, the seats fold on top of the floor, totally ruining the rear cargo area for carrying cargo or anything else. It has to be one of the worst designs we’ve seen in any new vehicle in decades and it came about because of the engine’s 48-volt mild-hybrid system which mounts its battery and inverter under the rear floor section.

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When you consider the very limited benefits of the mild-hybrid system you need to weigh that up against the cost of losing a usable cargo area. For a touring 4×4 wagon, you would think that cargo carrying capacity would always be a priority and this is a deal breaker for us! Even the five-seat GX and Altitude models are compromised here although not as badly as the seven-seat models.

If you can draw a positive at all from this third-row seat set up it’s that when in use, the taller cabin of the Prado compared to that of the Everest allows adults to use the seats, whereas no one taller than a hobbit could comfortably fit in the third row of the Ford.

More positive is that the aftermarket has been able to remove the seats to install drawers and sensible storage solutions.

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The Prado’s 2.8-litre 500Nm engine provides plenty of punch for highway and off-road driving although it can’t keep up with the Everest’s bi-turbo engine when it comes to foot-to-the-floor acceleration.

The new Toyota eight-speed automatic transmission is quick to kick down and respond to a floored throttle, and the engine pulls adequately with that familiar four-pot diesel rumble. Cruising at highway speeds is comfortable with the engine ticking along at just 2300rpm at 110km/h.

Any thoughts that the 1GR-FTV engine wouldn’t deliver the performance and refinement expected of a new Prado are unfounded, even if it’s a long way from the performance of the turbocharged V6 in the Lexus GX550, which is essentially the same vehicle with a better powertrain.

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Like previous generations of Prado, the 250 uses a full-time 4×4 system with a lockable centre differential and dual range transfer case. It’s easy to use and our experience with it so far is that it is quick to operate when you hit the lock button and/or toggle into low range.

The Kakadu does away with the locking rear differential of the Altitude model below, and instead uses a Torsen limited-slip rear diff. When driving off road and when wheel slip is detected at the rear end you can feel the Torsen diff kick in and get you through the obstacle without much fuss.

Compared to the selectable locker in the Altitude, the Torsen diff eliminates the driver’s need to lock the diff manually as it does so automatically, but it does need to detect the slip before it engages and that little delay could be enough to see you stuck in some instances.

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The Kakadu comes with a multi-terrain selector with modes for rock, sand, snow, etc as well as Crawl Control, which we continue to say works amazingly well at maintaining steady progress over and up an obstacle or a tricky track without any application of the throttle by the driver.

Crawl control does this for you while distributing the drive to the wheels with the most traction making easy work of rough tracks.

The Kakadu gets Toyota’s Adaptive Variable Suspension (AVS) which adjusts the dampers to suit the driving conditions and the selected drive modes. The system can continuously adapt damping to smooth out road imperfections and minimise body roll, and will control damping force in accordance with vehicle speed and braking force to keep the vehicle level.

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AVS also delivers benefits when off-roading, changing the suspension calibration when in low range to further improve ride comfort on rough roads and, as always with Toyota 4x4s, the rear suspension delivers excellent axle articulation to keep tyres on the ground in uneven terrain.

The Kakadu comes standard with 20-inch alloy wheels and low-profile tyres which are less than ideal for off-road driving however the 18-inch wheels of the lower grades will fit, and 17s should as well.

Let’s cut to the chase here: if you want a wagon with seven or more seats to accommodate passengers, there are SUVs and people movers out there that will do this job much better than the Prado can.

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The Prado has always been a competent bush touring vehicle and to do that job in Australia, it needs to have a sensible and practical cargo area, and the seven-seat 250 Series fails terribly in this regard.

Sure, you could load all the seats with kids and rely on a trailer or caravan to carry all your gear but not everyone wants to tow, and towing will limit where you can take the vehicle off road. Towing a large caravan behind a fully loaded Prado will quickly put you in the red zone for the car’s GVM and GCM, which needs to be considered.

For what its worth, Toyota quotes a higher cargo volume in the rear with the third-row seats stowed than the Everest – 906-litres to 898-litres. This comes in part thanks to its higher roof but the clincher is using that space by stacking gear on top of the folded seats in the Prado compared to the sensible flat floor in the Ford.

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2025 Ford Everest Trend

Ford’s next-gen Everest has been with us nigh on three years now and it’s unique in this segment as it offers a choice of powertrains across its broad model mix.

The standard engine is the 2.0-litre bi-turbo diesel that puts out a strong 500Nm of torque to match the larger capacity but single turbo Toyota 2.8 engine. For those wanting more from their Ford wagon there is the option of a 3.0-litre V6 diesel but we’ve chosen to use the four-cylinder for this test to even out the battle.

The Ford engine just pips the Toyota for kilowatts and the Everest is a few kilos lighter than the Kakadu. This was reflected in our sprint test where the Everest Trend pulled away from the Prado.

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The Ford engine is backed by a 10-speed automatic and a transfer case that offers on demand 4×4 as well as high and low range and two-wheel drive.

The Trend’s drive modes include an Eco mode, normal driving, slippery roads, sand driving and mud and ruts for off-roading, as well as a Tow/Haul mode. In the tow mode you can access Ford’s clever trailer tech which includes Sync4 set up, integration and towing checklist, with an integrated factory electric brake controller.

All Everest 4×4 models have a 3500kg towing capacity, the same as the Prado, while the GCM is rated at 6250kg.

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There’s no adjustability or electrickery in the Everest’s suspension that follows the standard recipe of an IFS front-end with a live axle at the rear with coil springs, however it uses a Watts linkage for lateral axle location.

As we’ve found in comparisons in the past, Ford tunes the suspension on its 4x4s to be firmer and more sporting than the more supple and comfortable setups under Toyotas, and nothing changes here. The result is that Everest rides flatter than the Pardo on road, despite the Kakadu’s AVS, while off road the Prado is more supple and comfortable and has better wheel travel, especially at the rear.

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Verdict

Just as we found with the way these two manufacturers tune their suspension systems, there are many other characteristics typical of each of the two marques.

The Prado continues to have a taller cabin than the Everest, giving the feeling of an airier and more spacious interior. This is accentuated in the Kakadu with the light tone of its trim and its panoramic sunroof. By comparison, the Everest feels more confined with its lower roof and darker trim. The height difference was also noticeable in the third-row seat test where there was space for an adult in the back of the Kakadu but not in the back row of the Trend.

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It was a similar story with the tractive ability when offroad with the calibration of Toyota’s electronic traction control fast-acting and spot on, aided by the Torsen rear differential, while the Ford spun its tyres at the first hurdle and needed its driver-selectable rear diff lock engaged to get through the deep uneven moguls on our test loop.

Annoyingly, you need to access the off-road mode in the centre screen to engage the diff lock in the Everest which is different to the Ranger where there is a button on the console.

With the more than $30k price difference between these two models it’s hard to compare them on specification but needless to say the Kakadu has far more kit included. Over and above the Everest Trend it has a premium sound system, variable suspension (for what it’s worth), heated and cooled seats, premium trim, a power adjustable steering column, huge sunroof, bigger dash screens, a chilled console and increased fuel capacity among its inclusions.

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If you were to compare the Trend to the entry level Prado GX, which still costs around $4k more than the Trend, you are going back to base-level cloth trim, none of the premium upgrades and a five-seat configuration, which is a more practical option for a tourer.

In fact, we reckon the GX is the best buy in the 250 Series Prado range specifically for its five-seat setup, but also because it is the most affordable new Prado, leaving you with more to spend on touring and off-road accessories.

This leaves the Everest Trend looking like exceptional value for money with its more usable cargo area, better on-road performance, comparable off-road ability, and high-spec interior, even if not as high-spec as the Kakadu.

For less than $70k, the four-cylinder Trend more than stacks up against the Prado, and if you want more then there’s always the V6 models to choose from, as well as the very appealing Everest Tremor which is still less than $80k.

Specs

Here at 4X4 Australia we’ve enjoyed a long relationship with Maxxis tyres, fitting them to most of our project vehicles builds over the past five years.

We’ve varied between the RAZR AT811 all terrains and RAZR MT772 muddies, depending on the vehicle and its intended use, and for our build truck we’ve again turned to the dependable mud terrains.

The LandCruiser 70 Series is the ultimate off-road platform in standard trim and we want to exemplify that with the right gear. We want tyres that can conquer the roughest tracks, the sharpest rocks, the sloppiest mud and the slipperiest surfaces, so a mud-terrain tyre with deep, aggressive tread is needed.

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Deep tread depth is not only good for traction when mud driving but also protects the tyre from punctures through the tread face, as the large blocks protect the tyre carcass. Deeper treads also last longer, and the rubber compound that Maxxis has spherically developed for the RAZR tyres is designed to resist chipping and tearing further, prolonging the life of the tyre.

Our past experience with the 772 has also shown it is relatively quiet for such an aggressive tyre, and the driving we have done on this set so far confirms that notion.

The 772 also has plenty of protection in the sidewalls – an area always prone to punctures in the bush – thanks to a three-ply sidewall construction with aggressive shoulder blocks on the sides that both protect the tyre and provide grip when rubbing up against rocks and logs.

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We’ve gone with the RAZR MT772s in a LT295/70R17 size. We chose this size as it’s taller than your average 33 (847mm) without quite being a 35, and the tread is narrower than most of the available 35s. It’s a big tyre without being obviously oversized and we think it will be perfectly suited to this application. Importantly the tyre has a load rating to match the vehicle, and a speed rating that I doubt we’ll ever reach.

We’re looking forward to testing these mud-terrain tyres in the sort of goop they were made for once we hit the tracks.

Marks 4WD first designed and manufactured its High Clearance tow bar with inbuilt rated recovery points for the VDJ 79 LandCruiser back in 2016.

It was designed as an alternative to the factory Toyota tow bar that would improve the departure angle of the farm truck. After testing the bar it went on sale in 2017.

The Toyota tow bar, and most other aftermarket units, do the job of towing well enough, but they hang down lower than necessary under the tray or service body. This is because the receiver hitch section of the tow bar drops down lower than the main cross member and, as such, becomes one of the first things to scrape when driving off road and you don’t have a tow tongue in place.

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The Marks 4WD tow bar fixed this problem by integrating the hitch receiver into the main crossmember, thus raising the lowest point of the bar. Rated recovery points at each end of the Marks 4WD bar added extra functionality for drivers who use their Cruiser for more than just towing and like to get off road.

Moving the hitch receiver into the cross-member shaves 60mm off the bottom of the bar and when combined with the redesigned higher mounting points, the bar now sits 95mm higher in total. Marks 4WD claims that this gives the best departure angle for any 70 Series tow bar on the market.

The Marks 4WD High Clearance tow bar uses a clever one piece design that not only raises its lowest point but also makes it significantly lighter than the OEM unit – in fact it’s up to 50 per cent lighter than some bars, which is a huge weight saving!

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It does this while retaining full strength and durability with the factory 3500kg towing and 350kg ball download capacities maintained, so there is no compromise on the original job of the tow bar.

In 2023, the team at Marks 4WD worked with the guys from another local company, recovery gear specialist Saber Offroad, to re-engineer the High Clearance tow bar to make it more suitable for use with soft shackles rather than metal ones. This upgrade was enough for us to take a closer look at the tow bar and get one fitted to our 79.

Rated recovery points on the front and back of any 4×4 doing off-road work are important as they give you a secure and safe point to attach straps, kinetic ropes and winch lines when doing self-recoveries or pulling your mate’s rigs out of a bog. The advent of soft shackles made from the same synthetic rope as used in your winchlines makes doing any vehicle recovery safer as they are less likely to do damage or to harm anybody should a component fail and break. Metal shackles and tow points that are not designed for vehicle recovery can be lethal projectiles in the case of a gear failure.

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To make the recovery points on the High Clearance tow bar – which are welded on to the bar, not bolted on – better suited to use with soft shackles the eyes in them now have smooth, rounded edges that won’t damage soft shackles. And to make sure you always have a set of soft shackles at hand, the Marks 4WD tow bar now comes with a pair of branded, 15,000kg-rated Saber Offroad shackles.

The Australian-made Marks 4WD High Clearance tow bar is a direct bolt on to the back of single- and dual-cab 79 Series LandCruisers, or a direct replacement for the Toyota bar. It comes with all fitting hardware and spacers, a hitch pin and clip, but you need to supply your own tongue, tow ball and wiring.

For our Cruiser we were able to use the original Toyota wiring, plug and tow ball, and added an optional Mister Hitch adjustable hitch from Marks 4WD. The replacement tow bar looks neat, improves departure angle and won’t damage our soft shackles when used for recovery.

Pricing

• Marks High Clearance tow bar: $1875 + fitting (RRP)
• Mister Hitch adjustable hitch: $195 (RRP)

An off-road trip to the Sandhurst Reservoir in Bendigo could’ve taken a seriously nasty turn, as a young P-Plater bit off way more than he could chew.

A video uploaded to the Edge247 Recover & Salvage Facebook and TikTok pages has proven that some vehicles should not venture away from tarmac. Especially when the tracks are seriously hardcore and the vehicle in question is a Subaru Forester.

According to the video, the 19-year-old took the Subaru Forester for an off-road adventure on Australia Day – on private property, mind you – before getting hung up on a track that even modified 4x4s would struggle on.

@edge247.recovery This is one place you shouldn’t take a #subaru #forester , if you do you’ll need #edge247recovery #tow #winch #recovery #offroad #4×4 #4wd247 #fyp #fypage #extreme #needhelp #mountain #smurf #landcruiser ♬ original sound – IronBird Collectibles

In fact, the Edge247 Recover & Salvage’s own rescue rig – a blue 80 Series LandCruiser aptly dubbed ‘Smurf – could be seen struggling at times while descending the same track.

Caught between a rock and a hard place, the driver soon realised there was no way to progress any further and he legged it to the highway to call for help. ‘Smurf’ then winched the Forester to flat ground, before aiding the wagon on its 14km journey back to the entry point.

Always remember, incidents like this can quickly become dangerous, so just don’t do it!

Credit: Edge247 Recovery & Salvage