The Mitsubishi Pajero, a stalwart nameplate in the Australian 4×4 landscape, has been a popular choice for off-road enthusiasts and families alike since its introduction in the 1980s.

Launched as a successor to the Mitsubishi Challenger, the Pajero Sport combines that hallowed nameplate’s reputation for rugged durability with a modern design.

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2023 Mitsubishi Pajero Sport features

The large SUV, based on the Triton ute is available as a five-seater or seven-seater and as either a rear-wheel drive 4×2 or with a selectable four-wheel drive system.

All use the same 133kW/430Nm 2.4-litre turbo-diesel four-cylinder engine and eight-speed automatic transmission.

Over the years, the Pajero Sport’s reputation for reliability and value for money has solidified its position among top-selling large SUVs in the country.

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Moving up from base GLX to GLS trim adds privacy glass, a power tailgate, automatic rain-sensing wipers and more.

GLS deluxe adds extra luxuries such as leather-appointed seats and electrically adjustable front seats.

The next variant, Exceed, has those features plus front parking sensors, a larger 8.0-inch infotainment screen and front parking sensors.

At the top of the range, the GSR 4WD adds an array of black trims and garnishes both inside and outside the car– including a two-tone black roof, black alloy wheels and black rear spoiler.

What is the Mitsubishi Pajero Sport’s towing capacity?

The Mitsubishi Pajero Sport has a maximum braked towing capacity of 3100kg. This indicates that when the trailer being towed is equipped with its own braking system, the Pajero Sport can tow up to this weight.

For trailers without their own brakes, the Pajero Sport has an unbraked towing capacity of 750kg.

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How does it compare to competitors?

The Pajero Sport towing remains competitive against key SUVs but doesn’t necessarily take first position. At 3100kg it sits just slightly under the segment’s two towing leaders– the MU-X and Everest V6.

Here’s how it stacks up against some of its main competitors:

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Safety

The current Mitsubishi Pajero Sport does not have an ANCAP safety rating.

However, a five-star ANCAP score still applies to vehicles built before 1 January 2023.

Standard safety tech includes automatic emergency braking, hill descent control, seven SRS airbags and trailer stability assist to help with towing.

Driver assistance features such as blind-spot monitoring, rear cross-traffic alert and lane change assist are limited to higher models in the range.

A refreshed Toyota LandCruiser 300 Series range will arrive in dealerships across the country in the second quarter of 2025, bringing with it a suite of safety and multimedia technology updates.

Some updates will apply to the entire six-model line-up – from the base-spec GX up to the range-topping Sahara ZX – but other updates will be tailored to specific models in the 300 range.

Previously only offered on the VX grade and above, all variants will now be fitted with a broader range of Toyota Safety Sense active safety technologies. This includes the latest generation of driver assistance tech which consists of lane trace assist with steering wheel vibration, and emergency steering assist. An emergency driving stop system will also be standard across the range.

All variants – excluding the GX – that are fitted with a blind spot monitor will gain Toyota’s safe exit assist feature to warn of approaching cyclists or pedestrians when exiting the vehicle. The GXL will also get a parking support brake to limit collisions when reversing.

Also standard across the range is the latest-gen Toyota multimedia system, which includes connected navigation, as well as wireless Apple CarPlay and Android Auto. Another tech update is the inclusion of new features within the Toyota Connected Services function: remote air conditioning operation; vehicle and recent trip information; and additional alerts through the myToyota Connect smartphone app. Plus, the entry-level GX and GLX get a new seven-inch digital instrument cluster, and the rest of the range will feature a bigger 12.3-inch version.

Toyota has also applied some comfort and convenience updates. The base-spec GX gets new power adjustment for the steering wheel, front LED interior lighting, and guidelines for the reversing camera.

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The GXL adds new suede-like fabric upholstery; eight-way powered driver’s seat adjustment with lumbar support; four-zone automatic climate control; a centre console coolbox; and 40/20/40 split-folding second-row seats with a centre armrest.

The VX gets eight-way power adjustment for the front passenger seat; a powered tailgate; and an HDMI port has replaced the DVD/CD player. The GR Sport now gets a puddle lamp on the inside of the tailgate, while the Sahara and Sahara ZX remain unchanged.

“For generations, the incredible capability, performance and reliability of the LandCruiser has resonated strongly with Australian customers, and we’ve seen that continue with the LandCruiser 300 Series since its launch in 2021,” said Sean Hanley, Toyota Australia’s Vice President of Sales, Marketing and Franchise Operations.

“This latest upgrade with its improved safety and multimedia technologies and enhanced equipment will make the LandCruiser 300 Series even more appealing, whether transporting the family around town or heading into the outback for an off-road adventure.”

We’re extremely excited to be making a start on our big build for 2025.

Excited because we have taken delivery of one of the most iconic off-road vehicles in Australia, and one that is also one of the most accessorised and modified for specific usage. This means that we’ll have a swag of great products and modifications to do on the Cruiser to tailor it to suit our needs.

Our LandCruiser 79 Double Cab is a 2024 model and one of the last of the V8 diesels to be offered, so it truly is a special vehicle and one that is sure to be coveted in the future.

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While we have plenty of gear lined up to go on to the 79, the first modifications happened before we even set eyes on the vehicle; we’ve driven and seen enough of these to know that we didn’t need to take a test drive at the dealer, so once the deal was done over the phone, the good folks at Brighton Toyota shipped the Cruiser over to Terrain Tamer in Melbourne’s western suburbs.

Terrain Tamer is a Mecca for Toyota replacement parts but this visit was for a suspension update which included a GVM upgrade. This was carried out before the Cruiser was registered as part of the Second Stage Manufacturer (SSM) program, so it is certified and approved nationally and doesn’t require any further state-level certification.

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We went with the Terrain Tamer kit that takes the Cruiser’s GVM from the standard 3510kg up to 3950kg, adding 440kg to the vehicle’s payload. Terrain Tamer also offers an upgrade that takes the GVM up to 4150kg but we opted for the 3950kg kit as we wanted to sample the company’s parabolic leaf springs after hearing such good things about them from other 70 Series users.

The Terrain Tamer GVM kit was developed in collaboration with Multidrive Technology in Geelong, which is renowned for its chassis extensions, 6×6 systems and other vehicle engineering work for commercial and recreational vehicles.

What is in the kit?

The GVM upgrade is basically a suspension replacement kit that substitutes the factory gear with Terrain Tamer’s ‘Smart’ coil springs at the front, parabolic leaf springs at the rear, uprated suspension bushes and replacement shock absorbers, and adds a rear anti-sway bar as Toyota doesn’t fit one from the factory.

The products in the kit have all been tested to do the job required at the increased weight of the GVM, and approved by the respective national departments. The vehicle is then fitted with replacement stickers stating the increased capacities.

Replacing suspension components on brand new vehicle is relatively easy as they haven’t had the chance to wear together and get covered in grit and grime, so doing the work was a doddle for Terrain Tamer’s 4×4 Toyota specialist Tony.

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What are parabolic springs?

Parabolic springs are a type of leaf spring developed for the heavy vehicle industry.

Leaf springs are regarded as the best design for carrying heavy loads and that’s why you find them underneath trucks and the back end of most popular 4×4 utes. The problem with traditional leaf springs is that they are heavy so they add considerably to the unsprung weight of your vehicle, and they can give a rough and unforgiving ride quality. Part of this is because the individual leaves rub against each other within the leaf pack.

Parabolic leaf springs are made differently; they have a tapered shape that narrows and thins out toward the ends of the leaf and they are bowed in such a way that they aren’t constantly rubbing against each other. This allows the leaves to flex and do their thing easier as they are not fighting each other. The result is a softer ride, more flex and better all-round driving conditions.

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The unique characteristics of parabolic springs are best matched with shock absorbers made to suit. Fewer leaves are needed in a parabolic spring pack and Terrain Tamer offers its kit for the 79 with a choice of five-, four- or three-leaf configurations depending on the end use of the vehicle, and whether it’s a single- or double-cab model. All double-cabs and any vehicle that is getting a GVM upgrade is equipped with the five-leaf pack.

The front coil springs are offered in different specifications depending on what you have on the front of your LandCruiser. We chose springs to suit a vehicle with a steel bull bar and winch mounted on the front, and while this setup has the nose of our Cruiser riding high at the moment, that will change once the bar work and other equipment is fitted.

While we haven’t had a proper chance to drive the Cruiser and put the new suspension to the test, we did take it for a few laps around Terrain Tamer’s private off-road test track. Even on this short drive I could feel the rear axle flexing better than I remember any standard LC79 doing, and the additional ride height was also noticeable.

We can hardly wait to get the Cruiser out for a proper test, both on the road and off it. Stay tuned!

• RRP: $5317.73 plus fitting
• WEBSITE: www.terraintamer.com
• WE SAY: A nationally recognised GVM upgrade kit that we expect to provide better load-carrying capability and a better ride quality.

The Ranger PHEV is slated to join Ford’s Aussie line-up in 2025!

Ford has already confirmed the plug-in hybrid will be built in South Africa from late 2024. It will be powered by a 2.3-litre turbo-petrol four-cylinder motor and a single electric motor. It will have a driving range of 45km in full-electric mode, and its 3500kg towing capacity will be retained.

The Ranger PHEV made its global debut on September 16, 2024. Here’s everything we know so far ?

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JUMP AHEAD

• November 2024: Set to offer ability Australians expect
• October 2024: On display for the first time in Australia, at Mobility Live
• September 2024: Ranger PHEV makes global debut; Stormtrak launch edition announced
• September 2024: Australian development reaches major milestone
• April 2024: Ranger PHEV spotted at Bunnings
• November 2023: Ranger PHEV to be built in South Africa
• September 2023: SPEC BATTLE: Ranger PHEV vs Ranger Wildtrak
• September 2023: Ranger PHEV confirmed!
• How big is the Ranger PHEV’s battery?
• How much will the Ranger PHEV cost?
• Can it still tow? And what about payload?
• September 2023: Will an Everest PHEV follow?

November 2024: Set to offer ability Australians expect

According to recent survey by Ford Motor Company, 47 per cent of respondents told the manufacturer they were looking for something with off-road capability from their EV purchase.

60 per cent also said they’d be more likely to buy one if it offers real towing ability. Conveniently, Ford says it has the vehicle for them arriving soon!

October 2024: On display for the first time in Australia, at Mobility Live

Ford will showcase its Ranger PHEV in public for the first time in Australia, at the 2024 Mobility Live event.

Held at the Melbourne Convention and Exhibition Centre on October 30 and 31, the free event allows governments and fleets an opportunity to take a closer look at the future of electric commercial vehicles.

September 2024: Ranger PHEV makes global debut & Stormtrak launch edition announced

Ford has officially debuted its Ranger PHEV, with customer deliveries of the plug-in hybrid expected to roll out in 2025.

The PHEV powertrain will be available for Wildtrak, Sport and XLT variants within the Ranger line-up – as well as an all-new exclusively-styled Stormtrak launch edition.

September 2024: Australian development reaches major milestone

The 1000th Ford Ranger PHEV has departed Ford Australia’s local assembly facility in Campbellfield, Melbourne, marking a significant milestone for the Blue Oval brand.

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April 2024: Ranger PHEV spotted at Bunnings

The first PHEV Ranger has been spied in public, well before its official release.

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November 2023: Ranger PHEV to be built in South Africa, cop import tariff

The Ford Ranger plug-in hybrid ute will be built in South Africa from late 2024, the brand has confirmed.

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September 2023: SPEC BATTLE! Ranger PHEV vs 2023 Ranger Wildtrak

How does the plug-in Ranger stack up for specifications and features against a diesel-powered equivalent?

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September 2023: Ranger plug-in hybrid confirmed

Australia’s most popular 4X4 dual-cab will soon be available as a plug-in hybrid, with the Ford Ranger PHEV set to join the Aussie line-up in early 2025.

Powered by a 2.3-turbo petrol motor and a single electric motor, Ford says the Ranger PHEV will have the most torque of any Ranger model and can drive up to 45km on electricity alone.

It will also retain the Ranger’s 3500kg braked towing capacity and can power tools and other accessories through three dedicated 240-volt/10-amp power outlets (two in the tray, one in the cabin). This feature, which Ford calls ‘Pro Power Onboard’, effectively turns the Ranger PHEV into a drivable generator and can be used for most high-draw tools and appliances.

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“You’ll be able to power a wide variety of equipment from power tools like circular saws, compressors and drills to consumer electronics like TVs, stereos, refrigerators and lighting systems,” said Rob Sharples, chief engineer for Ranger PHEV.

“So think of it really as just having an onboard generator that uses power supplied by the battery to allow customers to leave their petrol power generators at home.”

The Ranger PHEV completes Ford’s promise to offer five electrified models in Australia by the end of 2024, joining the Mustang Mach E, the E-Transit van, E-Transit Custom van and the Puma EV small SUV.

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How big is the Ranger PHEV’s battery?

We don’t know yet. In fact, there’s a lot of technical information about the Ranger PHEV that Ford is yet to release, including its official fuel economy rating, kerb weight, power/torque outputs and battery capacity.

Charging times and maximum charging rates are also yet to be disclosed. What we can see from Ford’s images is that the battery pack is located beneath the tray and it seems to be a decent size. It’s understood this powertrain is all new and isn’t used elsewhere in Ford’s global lineup, so any guesses around battery capacity or performance outputs are exactly that: guesses.

There are some known figures we can work with, however. The 2.3-litre Ecoboost four-cylinder petrol, for example, makes 222kW/452Nm in the Volkswagen Amarok which was co-developed with Ranger.

That’s before an electric motor is added so you can expect the PHEV’s combined outputs to be much healthier than that. And Ford’s claim that the PHEV will have more torque than any other Ranger means we can expect more than 600Nm, which is the current maximum of the Ranger’s 3.0-litre turbo diesel engine. Ford did confirm the Ranger PHEV is a parallel hybrid and that drive from the e-motor is sent through the gearbox, meaning 4X4 capability is available in electric mode.

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Speaking of modes, the Ranger PHEV has four additional modes to go with the Ranger’s existing Drive Select system: EV auto is the default mode and juggles the electric/combustion power, EV Now is electric power only, EV Later retains the current state of battery charge, and EV Charge uses the 2.3-litre engine to top up the battery to ensure you have enough juice to power your worksite or camping adventure.

Regenerative braking is also used to feed energy back into the Ranger PHEV’s battery and Ford has confirmed each vehicle comes with a 7.0 metre AC charging cable. As for the Ranger PHEV’s EV range, Wheels understands that “in excess of 45km” is a conservative estimate before the official number is validated. Other PHEVs on the market offer 85km of EV range from a 20kWh battery for example. Even if 45km is the official EV range, Ford is confident the Ranger PHEV will fulfil owner’s requirements.

“We know from our connected vehicle data that around half of our Ranger customers will often travel less than 40km in a day and 83 per cent often take three or more short trips in a day,” said Matt Reilly, Ford’s Global Truck chief strategist. “For these use cases, they could spend a considerable amount of their time using the vehicle as an EV with the flexibility to utilise hybrid mode for longer trips or heavy towing.”

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How much will the Ranger PHEV cost?

Ford is remaining tight lipped on pricing, with company boss Andrew Birkic saying simply “We won’t be discussing pricing today. We’ll reveal that at a later date.”

It’s also unclear what variants Ford will offer the PHEV powertrain in, although Birkic did confirm it won’t be available across the entire line-up. Offering the PHEV as a high-spec model is likely, and Ford’s supplied images show the Ranger PHEV in Wildtrak trim.

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Typically a plug-in hybrid can cost between $10,000-$20,000 more than a petrol equivalent, meaning the Ranger Wildtrak PHEV could start between $82,000-$90,000.

Another factor that will impact the Ranger PHEV’s price is where it’s built. Ford Australia produces its Rangers in Thailand, which has a free-trade agreement with Australia, but that factory currently doesn’t product any petrol-powered models.

That means the 2.3-litre PHEV will likely need to be sourced from South Africa – the same factory that builds the Amarok – and carry a five per cent import tariff.

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Can it still tow? And what about payload?

The Ford Ranger PHEV has the same 3500kg braked towing capacity as the rest of the combustion-powered range. It should also be just as capable off-road, despite the extra weight of its large battery pack and e-motor.

“It’s got Ranger’s renowned capability off-road with its selected drive modes, four-wheel drive and the same water wading capability,” said chief engineer, Rob Sharples.

It is worth noting, though, that the PHEV’s 3500kg braked towing capacity won’t be available in all drive modes. Ford confirmed the Ranger PHEV will not tow 3500kg in EV mode, for example.

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Payload is another key metric Ford didn’t want to compromise and Ford has confirmed the PHEV has the same payload capacity as combustion-powered models. Heavy-duty suspension has been fitted to PHEV models to offset the battery pack’s additional heft.

“No, there’s no lessening of the payload or the towing capability versus what we have on today’s lineup,” confirmed Sharples.

Ford has also fitted the PHEV’s ladder frame with additional bracing and retuned the steering and engine calibration to help retain the Ranger’s class-leading driving dynamics. As with regular Ranger, Ford Australia has taken the lead on the PHEV’s engineering and development with all of the physical testing taking place on Victorian roads.

Another crucial element worth mentioning is tub size. It’s understood the PHEV’s tub dimensions will be slightly different to diesel models, but the differences will be minor and a Euro pallet will still fit between the wheel arches.

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September 2023: Will plug-in tech carry across to Everest?

Petrol-electric powertrain would have natural potential for Ford’s large family 4WD, but company is tightlipped for now.

Order books are officially open in Australia, with the new-gen Prado on sale and en-route to customers.

The 2025 line-up consists of five variants: GX, GXL, VX, Kakadu and an all-new off-road focused Altitude model. The Altitude gets a stabiliser disconnect mechanism (SDM) function, for greater wheel articulation; a locking rear diff; and it will roll on 265/70R18 Toyo Open Country all-terrain tyres.

Pricing starts at $72,500 for the base-spec GX and tops out with the Kakadu at $99,990. Here’s everything we know so far ?

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JUMP AHEAD

• December 2024: TJM reveals new bar designs
• November 2024: REVIEW! First Australian drive
• November 2024: Toyota changes ordering process
• November 2024: Full Prado specs and features list
• November 2024: Toyota Genuine Accessories available now
• November 2024: Prado launches in Australia
• August 2024: Order books to open; fuel efficiency confirmed
• May 2024: Pricing locked in
• April 2024: First UK reviews
• February 2024: Prado line-up detailed
• November 2023: Delay rumours quashed
• August 2023: 2024 Toyota Prado revealed!
• July 2023: What we can expect of the new Prado
• July 2023: First official teasers, August 2 reveal confirmed
• June 2023: New GX-based speculative renders
• June 2023: Prado-based Lexus GX unveiled
• May 2023: New Prado debut expected this spring, ‘smaller 300 Series’
• May 2023: Lexus teases GX, hinting at 2024 Toyota Prado’s appearance
• April 2023: New Prado delayed
• November 2022: New Prado rendered!
• November 2022: Prado to go hybrid in 2023

December 2024: TJM reveals new bar designs

TJM has unveiled a range of new bar designs that are ready to be bolted on to the front end of the all-new Prado

TJM’s team of engineers has been able to spend considerable time designing, testing and building new designs for its Outback, Venturer and Tradesman bars.

November 2024: REVIEW! First Australian drive

Toyota Australia has launched its 2025 Prado and fittingly, it did so in the Northern Territory in Kakadu National Park

The drive from Darwin to Kakadu National Park gave us a range of roads and driving conditions to get a feel for the 250 Series Prado!

November 2024: Toyota changes ordering process

New process promises improved clarity for buyers waiting for delivery of their new Prado

During the recent launch of the all-new Prado, Toyota announced it has changed the ordering process for this key vehicle.

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November 2024: Full Prado specs and features listed

An in-depth look at the all-new Prado line-up

The 2025 Toyota LandCruiser Prado has officially launched in Australia, with the all-new SUV boasting a five-model line-up: GX, GXL, VX, Altitude and Kakadu.

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November 2024: Toyota Genuine Accessories available now

The all-new Prado will come with a suite of Toyota Genuine Accessories

When deliveries of the all-new Prado start rolling out, customers will have the option to add-on bespoke Toyota Genuine Accessories (TGA).

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November 2024: Prado launches in Australia

The new Prado will be sold here in five grades starting from the GX, then the GXL, VX, Altitude, and top-of-the line Kakadu models.

The 250 Series Prado will ride on a variant of the same TNGA-F chassis that underpins the LandCruiser 300 Series, the Lexus GX550 and the Toyota Tundra pick-up.

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August 2024: Fuel efficiency confirmed

Order books for the new-gen Toyota LandCruiser Prado will officially open for customers at the end of August. Plus, Toyota has revealed the new Prado’s combined average fuel consumption is now 7.6L/100km.

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May 2024: Pricing locked in

Australian pricing has been locked-in for the latest LandCruiser Prado – the first all-new model since 2009 – with customer deliveries set to commence later this year.

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April 2024: First UK reviews

The Brits have just been testing the new Prado – known simply as the LandCruiser there. We take a look at what they think of the 4WD ahead of its local launch later this year!

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February 2024: Prado line-up detailed

The 2024 Toyota Prado off-road SUV will be offered in five variants when it lands in Australia around May or June.

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November 2023: Delays quashed

The 2024 Toyota Prado is still on track to arrive in mid-2024, despite recent media reports saying it had been delayed.

Toyota had originally pencilled in mid-2024 for the Prado’s arrival but a high-ranking Toyota exec was quoted earlier this week as saying the launch was now “somewhere in that third quarter, realistically.” Happily, however, Toyota has today confirmed to 4×4 Australia there is no delay and that the original timing is still correct.

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August 2023: Toyota Prado revealed!

The first all-new Toyota LandCruiser Prado in 14 years has debuted with hybrid power, a bigger body and more tech, while an uprated towing capacity is expected.

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July 2023: What we can expect from the new Prado

Here is what 4X4 Australia editor Matt Raudonikis hopes to see from the new wagon.

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July 2023: First official teasers

The teaser train for Toyota’s new Prado has kicked off at last.

It will debut on August 2 at 11:00am AEST, with the latest teaser images pointing to a different look for Australia and Japan compared to the United States and Europe.

As with the related new Lexus GX, the new Prado wears a boxy, somewhat retro design, harking back to LandCruisers of old. Our renders below offer a view of how that might look.

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June 2023: New Prado imagined with help from the GX

Thanks to the recent unveiling of the Lexus GX, we’ve been able to produce new speculative renderings of the 2025 Prado that could be very close to the final design.

What do you think? Check out the renders below, and jump into the comments to share your thoughts!

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June 2023: Prado-based Lexus GX unveiled

The 2024 Lexus GX off-road large SUV has debuted – and it is likely bound or Australia. Details below.

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May 2023: Prado debut expected this spring, ‘smaller 300 Series’

Japanese magazine Best Car Web [↗], translated via car YouTuber Kirk Kreifels [↗], claims the new Toyota Prado will be unveiled in October or November.

As expected, the ‘250 Series’ Prado will be closely related to the new Lexus GX set to debut next week, June 9. We’ll know more about the next-gen Prado when the GX makes its global appearance, with an Australian launch for the upmarket model now all but confirmed.

Rumours circulating in the United States suggest the new Toyota Prado could form the basis for the expected return of the LandCruiser to the North American market, after the larger 200 Series was discontinued in 2020.

In Japan, it is expected to wear LandCruiser 250 badging – but we’ve yet to hear anything suggesting the Prado nameplate won’t remain in Australia, with the new model expected here in 2024.

Under the bonnet, the report claims the new Toyota Prado will retain its 2.8-litre four-cylinder turbo-diesel shared with the HiLux ute, which currently produces 150kW and 500Nm with a six-speed torque-converter automatic transmission.

However, the big news is Toyota’s first hybrid LandCruiser, with the likely addition of the 2.4-litre turbo-petrol ‘Hybrid Max’ powertrain found in the new Tacoma, Crown, Grand Highlander, and the Lexus RX.

It has a 243kW and 630Nm total system output in the Tacoma.

The new Tacoma hybrid, which uses an updated body-on-frame (TNGA-F) architecture shared with the new Prado, has a single electric motor and a 1.87kWh lithium-ion battery pack.

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The fully-boxed steel ladder frame chassis also currently provides the bones of the LandCruiser 300 and larger Tundra ute.

Unlike the other vehicles, the Tundra’s hybrid system is more truck-like, with the electric motor sandwiched between the engine and transmission and a mechanical part-time four-wheel-drive system.

While the report states the Prado hybrid will feature a six-speed automatic like the FWD-biased Crown, Grand Highlander and RX, the body-on-frame Tacoma hybrid is matched to an eight-speed automatic that’s more likely for application in the related Prado.

The new Prado is said to be a “slightly smaller version of the 300”, measuring 4900mm long, 1920mm wide and 1900mm tall, with a 2850mm wheelbase.

This is 75mm longer (with flat tailgate), 35mm wider and 10mm taller than the current Prado, while the wheelbase is identical to the LandCruiser 300, with an additional 60mm between the front and rear axle compared to the outgoing model.

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The Prado’s characteristic barn door – offered with an external-mounted spare wheel or optional ‘flat’ tailgate – will reportedly make way for a lift-up tailgate similar to the LandCruiser 300 and other SUVs.

Inside, expect the new LandCruiser Prado to mirror Toyota’s latest vehicles, with dual 12.3-inch screens, wireless Apple CarPlay, over-the-air software updates, Connected Services, USB-C ports, and the latest active safety features.

The 2024 Toyota LandCruiser Prado is tipped to debut between September and November this year.

Previous reports, below, suggested the new Prado will launch in Japan in April 2024, with an Australian launch likely around this time next year – Jordan Hickey

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May 2023: Lexus GX hints at Prado’s appearance

Lexus sent live a pair of teaser images of its upcoming GX large SUV. Currently not sold in Australia, the Japanese luxury brand’s Aussie arm shared the pictures on its press site, likely foreshadowing a local launch

The GX’s fascia looks to be quite a departure from the previous Prado/GX, with the A-Pillars flowing into a bonnet that’s elevated on the edges, with a central dip – completely opposite to the current Prado.

More information will come to light soon. In the meantime, make sure to read up on the GX’s teasers in detail, and what to expect from the upcoming LandCruiser Prado – Mike Stevens

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April 2023: New Prado delayed

Previously due for a mid-2023 reveal, it seems Toyota has pushed the next-gen Prado’s introduction back to April 2024.

Many details remain unchanged, including its transition to a version of the 300 Series’ TNGA-F frame platform, but a report from Japanese industry publication Magazine X now suggests a new petrol engine will feature at launch. The report also suggests the car will change its official name from LandCruiser Prado to LandCruiser 250 Series in the Japanese market.

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In Japan, Prado’s 2.7-litre ‘2TR-FE’ naturally aspirated petrol four-cylinder is to be replaced by the 2.4-litre turbo-petrol from the Lexus NX and Toyota Kluger. Whether Toyota Australia would choose to offer petrol-power in the Prado remains to be seen.

The Prado’s familiar 2.8-litre turbo-diesel four-cylinder sounds like it will remain on the menu, though as suggested in previous reports two electric motors could enter the mix to both improve fuel economy and bolster its 150kW/500Nm outputs.

Others have prophesied the new Prado will pick up the Tundra ute’s powerful 3.5-litre V6 hybrid – though that sounds less likely for the junior LandCruiser. There’s also the new Tacoma hybrid (also using TNGA-F platform), so there’s no shortage of hybrid solutions in Toyota’s arsenal – John Law

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November 2022: New Prado rendered!

Following developments in the news cycle (and rumour mill) for the new-gen 2024 Toyota LandCruiser Prado, we’ve commissioned a pair of speculative renderings to offer some idea of what we can all expect.

It’s important to remember the new Prado has not yet been spied in testing of any sort – Toyota is famously good at keeping new models under wraps, thanks to its extensive private proving grounds.

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Therefore, our renderings here are based on existing new models in the Toyota range like the big new 300 Series, along with the familiar Prado design lineage and, of course, the below rendering from BestCarWeb in Japan. They’re often fairly close in their renders, suggesting an inside source.

What do you think of our artist’s speculative impression of the new Prado? It’ll be interesting to see if the grille frame ends up being as big and bold as this – Mike Stevens

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November 2022: A long time in the making

Initially anticipated for this year, its release has been pushed back. Reports are now suggesting we could see the new Prado as soon as mid-2023 with hybrid powertrains on board.

Typically, the smaller Prado would follow a year behind the full-size LandCruiser. That would’ve seen the new Prado debut this year, but supply and production issues have delayed its release.

By the time 2023 rolls around the fourth-gen 150 Series Prado will have been on-sale for 14 years. In that time, Prado was upgraded to a 2.8-litre turbo-diesel four-cylinder (2015) that got a grunt bump in 2020.

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Japanese outlet Best Car Web has reported the new Prado will pack the option of two hybrid powertrains, one petrol and one diesel. Under the new Prado’s bonnet will be not just one, but the option of two hybrid powertrains – at least in Japan.

The report suggests the 2.8-litre turbo-diesel four-cylinder will get an electric boost from two motors drawing power from a lithium-ion battery. Whether it will get the RAV4’s eFour system that has a single motor driving the rear wheels is not confirmed.

We would expect power to climb above the current 150kW, and torque best 500Nm, especially given the Prado’s popularity for towing.

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There will also be a petrol-based hybrid, though information seems less locked in. The Prado could use a 2.5-litre engine, or the turbocharged 2.4-litre from the Lexus NX 350. While the Prado is sold exclusively with a diesel engine in Australia, the current-gen car is offered with both fuel types at home and the Japanese prefer petrol Prados.

Given Prado and HiLux typically share powertrains, it’s possible this new pair of hybrids could land in Australia’s best-selling ute. Again details are sparse at the moment but like its 300 Series sibling the new Prado’s underpinnings may be revamped, and fall into the Global Architecture (TNGA).

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The Prado may adopt a modified version of the 300 Series/Tundra’s GA-F body-on frame platform, as the report notes Prado will retain its 2790mm wheelbase and 1585mm track width.

You may remember that the 300 Series retained its wheelbase and length from 200 Series, though Toyota assures us the GA-F platform it uses is all new – John Law

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Australia’s dual-cab landscape is in the midst of a shake-up, with a number of plug-in hybrid variants launching or arriving soon.

The most anticipated of course is the Ford Ranger PHEV, which debuted globally in September 2024. Set to build on the ongoing success of the Ranger nameplate in Australia – perennially our best-selling 4×4 vehicle – the Ranger plug-in hybrid drivetrain will be available for Wildtrak, Sport and XLT variants within the Ranger line-up – as well as an all-new Stormtrak launch edition.

With some details now revealed, we thought it would be a great opportunity to line its known specs up against another plug-in hybrid that’s currently making waves: the BYD Shark. Order books opened for the Shark 6 in late October 2024, with BYD listing it in Australia at a competitive price of $57,900 (excluding on-road costs).

Both vehicles are expected to rock the status quo, so let’s take a closer look at them side-by-side ?

JUMP AHEAD

• Powertrain and drive modes
• Driving range
• Dimensions, payload and towing capacity
• Interior
• Pricing

Powertrain and drive modes

The BYD Shark features a ‘Dual Mode Off-Road’ plug-in hybrid system which pairs a 170kW 1.5-litre four-cylinder turbocharged petrol and dual electric motors, for a claimed combined power output of 321kW. This combination is said to propel the Shark from 0-100km/h in 5.7 seconds. The Shark has three terrain modes – Sand, Mud and Snow – as well as instant torque distribution between the front and rear wheels. It runs on independent coil-spring rear suspension.

The Ranger PHEV powertrain combines a 2.3-litre turbocharged EcoBoost petrol engine with a 75kW electric motor and an 11.8kWh battery, which can be charged externally, by the petrol engine, or through regenerative braking. A modular hybrid transmission integrates the e-motor and separator clutch, allowing the electric and internal combustion engine to work together or separately.

The Ranger PHEV features a Terrain Management System with multiple selectable drive modes: Normal, Eco, Sport, Slippery, Tow/Haul, Mud/Ruts, and Sand. Also included is Ford’s Advanced 4WD system, a dual-range transfer case, and a rear differential lock.

Driving range

The Shark has a claimed electric-only range of 100km and a combined driving range when running as a hybrid of up to 800km. Fuel consumption is rated at 7.5L/100km.

Ford has stated the PHEV can be charged overnight to full using a standard household plug, and it has a range of more than 45km in electric-only mode – about 25km less than the Shark. The Ranger PHEV has four EV modes: Auto EV, EV Now (provides all-electric drive), EV Later (stores a portion of charge for later use), and EV Charge (recharges the battery while driving). When the battery is nearing depletion, the system will automatically revert to Auto EV mode.

Dimensions, payload and towing capacity

The BYD Shark measures 5457mm long, 1971mm wide and 1925mm tall, and it has a wheelbase of 2920mm, making it one of the largest utes in the midsize class. For context, the Shark is 87mm longer, 53mm wider and 39mm taller than a Ranger Wildtrak – exact dimensions for the Ranger PHEV have not yet been released. The Shark’s payload is listed at 835kg and it has a lower-than-standard towing capacity of 2500kg. By contrast, Ford says the Ranger PHEV will be able to carry a payload of up to 1000kg and tow up to 3500kg.

Interior

Key interior features of the Shark include a genuine leather-wrapped steering wheel; 10.25-inch LCD screen; imitation leather-wrapped seats; wireless Apple CarPlay and Android Auto; a 15.6-inch rotating screen; and fixed side steps. The driver’s seat features eight-way power adjustment and four-way lumbar power adjustment, and both front seats are heated and ventilated.

The Ranger PHEV’s interior is expected to remain the same as its combustion-powered siblings, but a new addition is Pro Power Onboard tech, which enables owners to power tools, run fridges and keep devices charged while camping. It offers a maximum of 6.9kW, with a total of three power outlets throughout the vehicle – one in the cabin and two in the ute bed.

Pricing

The BYD Shark’s competitive introductory price of $57,900 (excluding on roads) is going to be hard for the Ranger PHEV to match, with Ford expected to confirm pricing closer to the vehicle’s launch. The Ranger PHEV is expected to range from about $75,000 to $80,000 for the lower-spec XLT, and closer to $90,000 or $100,000 for the launch-spec Stormtrak.

The compelling price tag of the BYD Shark saw close to 4000 customers sign on the dotted line in the first month of sales. We even bought one!

I had definitely received my money’s worth, but after 96,000km it was definitely time to replace the old brakes on my Amarok.

So, I started shopping around and putting some serious research into performance, value for money, and other key factors that make or break a brake. After considering all the options, I decided to go with the Bendix Ultimate Brake upgrade kit, as it truly stands out and is complete with everything you need to get the job done right.

As a former motor mechanic, I felt confident I could handle the full brake changeover myself. However, to be clear, if you’re not experienced with brake work, I wouldn’t recommend tackling this job on your own. Brakes are critical to safety, so if you’re unsure, always consult a qualified workshop or mechanic. It’s simply not worth the risk to save a few dollars.

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What really impressed me about the Bendix Ultimate kit is how comprehensive it is. It includes absolutely everything you need, from pads and rotors to all of the necessary clips and guide pins. The only thing you’ll need is the right set of tools – and if you’re doing the rear brakes yourself, you’ll need a caliper tool to wind back the pistons.

Removing the old calipers and brake pads was a straightforward process. I made sure to clean up any brake dust and dirt using Bendix’s Brake Cleaner. It’s an excellent product that makes clean-up quick and easy. Replacing the brake pads was also a simple task, especially since the kit comes with everything you need to complete the job.

One feature that stood out was the diamond-tip slots on the rotors. Not only do they look great, but they’re also highly functional. The Ultimate 4WD Disc Brake Pads are designed for demanding conditions, perfect for a 4WD like mine. They feature Bendix’s Mechanical Retention System (MRS), which improves pad attachment strength, and their high-tech ceramic formulation reduces dust and noise.

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Initially, I wasn’t sure if I should replace the brake lines, but I’m glad I did. The Bendix braided brake lines not only look great in their cool blue colour, but they also reduce expansion compared to traditional rubber hoses. This results in better performance and a firmer brake pedal, which is a noticeable improvement.

With this upgrade, I’m extremely confident in the quality and performance of my new brakes. Given I often tow trailers with up to three dirt bikes, gear, and four people on board, this upgrade provides the reliability I need. Whether I’m handling a heavy load on steep hills like those out of Kangaroo Valley, or having to slam on the brakes in an emergency, I know I’ve got the braking power I need to stop on a dime.

Bendix Ultimate 4WD brake upgrade kit: What’s included ?

• Bendix Ultimate brake rotors
• Front set of Bendix Ultimate 4WD brake pads
• Front and rear extended braided brake lines
• Two bottles of brake fluid
• A can of brake cleaner
• A tube of brake parts lubricant
• Bendix rotor wipes
• New clips and caliper guide pins
• A 60L icebox with stubby holder

TJM has launched an all-new Venturer bull bar to suit the Ford F-150 Lightning EV off-roader.

Designed and built in Brisbane by TJM’s team of engineers, the steel bull bar has been engineered, designed, developed and rigorously tested to survive Australia’s harsh conditions – assisting the Lightning in its pursuit of travelling beyond city lights.

Developed in partnership with AUSEV – the importer and distributor of the F-150 Lightning in Australia – the bull bar needed to meet stringent EV safety regulations. This required extensive and rigorous testing standards – such as charging station compatibility assessments, comparative testing, and electronic modular reprogramming – to ensure the F-150 Lightning remained fully functional in all conditions.

“We’re immensely proud to be the first to bring a bull bar to Australia’s EV market, particularly in a four-wheeled drive as advanced as the Ford F-150 Lightning,” said Darren Piper, Group Head of Product at Aeroklas Asia Pacific Group, TJM’s parent company. “This project has set a new benchmark in vehicle safety innovation, and we’re excited to contribute to the future of 4WD protection by expanding our offerings to electric vehicles without compromising on performance or safety.”

This partnership between TJM and AUSEV is expected to expand to include the development of additional lightweight off-road accessories – including the new Aeroklas Aluminium Modular Canopy for the F-150 Lightning.

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“This collaboration with TJM has enabled us to bring advanced protection solutions to electric vehicle owners in Australia, an area that was previously underserved. By combining AUSEV’s knowledge of American vehicles with TJM’s engineering prowess, we’re paving the way for safe, reliable, and innovative EV accessories that Australian drivers can trust,” said Alan Brady, Chief Commercial Officer at AUSEV.

“We’re excited to partner with TJM, this bull bar is a great first step and we are looking forward to introducing the Aeroklas Aluminium Modular Canopy to F-150 Lightning owners. This will enable our customers to enhance their vehicle’s utility and versatility. The canopy, is known for its lightweight durability and modular design, adding an extra layer of functionality to the vehicle,” he added.

BLUETTI is a leading brand in the clean energy storage industry, and it has a selection of cutting-edge products available in Australia to ensure you’ll always have power – and you’ll avoid exorbitant power bills – on your next camping adventure. Here is a selection of great Christmas gift ideas!

JUMP AHEAD

• AC180 Power Station
• Elite 200 V2 Power Station
• Handsfree Backpack Power Station

BLUETTI AC180 (1152Wh/1800W)

The go-to power solution for Aussie campers and off-roaders. Power your fridge, laptop, or radios effortlessly, with fast recharging capabilities via solar or car.

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BLUETTI Elite 200 V2 Power Station (2073Wh/2600W)

Built tough with an EV-grade LiFePO4 battery for 6,000+ charge cycles or 17 years of daily use. Perfect for powering a portable AC, kettle, or cooktop on your overlanding adventures or as a reliable home backup.

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BLUETTI Handsfree Backpack Power Station

Charge your camera gear hands-free with this ergonomic backpack. Keep outdoor photographers staying focused on the moment during remote shoots.

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It’s been an unfortunate compromise for decades that almost all utes in Australia are subjected to inferior drum brake rear ends.

Wagons, on the other hand, have been graced with the superior braking system of discs. Terrain Tamer has developed a disc brake conversion kit for a few Australian-sold utes to address the problem, enhancing the braking system significantly.

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Given I’ll be towing, off-road driving, touring, carting heavy loads, tackling the nine-to-five bump and grind, plus generally expecting a lot from my vehicle’s braking system, I ticked the upgraded brakes in the box of mods that I wanted early in the ownership of my HiLux.

Yes, a major proportion of braking in any vehicle is biased to the front brakes. But the rear brakes are equally important when it comes to doing their job, time after time, especially with multiple braking events like descending long, steep hills with and without a load or a trailer.

Upgrading from drums and shoes to discs and pads will go a long way to improve overall stopping performance.

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How does it happen?

The complete OE drum brake system and the backing plate are removed from the vehicle.

In its place, a new backing plate, a smaller drum parking brake setup, and slotted and vented discs with pads and callipers are grafted into position.

There is no welding, cutting or butchering to fit this kit; it’s all straightforward, but sound mechanical aptitude is needed to fit the complete kit. The drum-in-disc setup is akin to my previous LandCruiser TroopCarrier, an OE fitment that works well.

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While the handbrake system via the smaller drum is a much smaller setup than factory, it has proved to work well in the time I’ve had it fitted.

The system holds on both forwards and rear slopes, and provides a good short lever action via the centre-mounted internal handbrake lever, which remains unchanged.

I have no doubt the handbrake will need adjusting from time to time, but that’s easy via the traditional slot in the backing plate, into which a small lever (or screwdriver) spins the adjuster knob to tighten or loosen the shoes.

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Once the system has been bled, tested and checked, it’s simply time to roll out the door with a revamped brake system.

Given the depth of the inner handbrake drum design, the wheel track (from the left to right-hand side of the vehicle) remains unchanged, so there’s no need for other changes to ensure driveability.

While the disc brake conversion is ADR approved, the authorities still need a nod from an engineer to satisfy them that it’s all okay. That’s more of a double check on the installation and to complete paperwork than testing the equipment or braking ability, as that has all been done by Terrain Tamer.

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Seat-of-the-pants testing

Since fitment, I have only completed a few hundred kays of on- and off-road testing in the HiLux to date.

I’ve simulated emergency braking, undertaken repeated high-speed-to-stop manoeuvres, as well as stop-start traffic, and I have nothing but full marks to give to the Terrain Tamer disc brake conversion.

While I don’t have a suitable-weight caravan to tow, I do have my 12×6 tandem axle trailer with 1.5 tonne Kubota tractor on board, which provided enough of a heavy-weight tow simulation to test the brakes.

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When towing, my 3.0-litre HiLux needs a bit more oomph to tackle steep gradients, and that outlines the general forgetfulness, or perhaps negligence, of many drivers; they want to up the power and torque figures, which is all good, but forget about hauling the whole show safely.

Yes, I’ll tackle a power upgrade later via an exhaust system and remap, but I have ensured the safety of a top-notch braking system comes first, given my use of the HiLux.

The pedal feel is superb, there is less brake fade, and the HiLux now has the ability to stop more quickly and in shorter distances than before, making this aftermarket brake system a winner in my books; I reckon it’s a must-have for any 4×4 that doesn’t have disc brakes from the factory.