A bigger ute than the existing LDV T60 Plus (see dimensions below) the Terron9 will sell alongside T60, the new offering is hoping to entice a new breed of buyers.

“We want to make sure when a ute buyer walks into an LDV showroom, we have a vehicle that offers value across a range of price points,” said LDV Australia General Manager, Dinesh Chinnappa.

“We are not going to leave our traditional ute buyers behind. Rather, the LDV Terron ute series will broaden our offering across the ute segment.”

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The two Terron9s have been covering a range of Australian roads in the Eastern states to validate advanced safety systems such as speed-sign recognition, lane-keeping assistance, and other electronic aids all necessary to meet the expectations of the modern ute buyer in terms of both safety and performance.

Full specifications and pricing of the Terron9 are expected closer to the launch in Q2 of 2025.

Dimensions

MY24 LDV T60 Plus

• Length: 5395mm
• Width (body): 1900mm
• Height: 1819mm
• Wheelbase: 3175mm

MY25 LDV Terron 9

• Length: 5500mm
• Width (body): 1997mm
• Height: 1860mm
• Wheelbase: 3300mm

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Toyota Australia has launched its 2025 Prado and fittingly, it did so in the Northern Territory in Kakadu National Park, a place that the top specification Prado wears on its badge.

The 250 Series 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 Altitude model is now a full time model rather than a limited edition and it is the most offroad focused of the new Prados. It is the only variant that comes with a locking rear differential and front sway bar disconnect mechanism to give it better traction at the rear axle and more wheel travel at the IFS. It also comes on 18-inch all terrain Toyo tyres and is only offered as a five-seater leaving more room in the back for cargo by ditching the third-row seat. Leaving the rear seat out also helps with payload.

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All 250 Series Prado are powered by the 1GD-FTV 2.8-litre diesel four-cylinder engine, boosted with Toyota’s with 48-volt V-Active technology. The tech doesn’t increase engine outputs and the mill still makes the respectable 150kW/500Nm that we are familiar with from the previous Prado and current Land Cruiser 70 models, HiLux and Fortuner variants. The engine is backed by a new 8-speed automatic transmission and a full-time/dual-range 4-wheel drive system. The new Prado offers a 3500kg towing capacity with an integrated towbar that is prewired and ready to use.

The 250 Series Prado rides on a variant of the same TNG-F chassis that underpins the Land Cruiser 300 Series, the Lexus GX550 and the Toyota Tundra pick up. It’s a bigger car than the 120/150 Series Prado and more akin to an 80 Series Cruiser in size.

Styling-wise the boxy body takes many ques from the 60/62 Series Cruisers of yesteryear to give it a retro appearance with the Australian models all featuring the FJ62-like rectangular headlight while the round headlight as seen on the LC250 in some other markets will not be offered here on any grade.

The body is tall and spacious in a very traditional 4×4 wagon way.

Much of the height is in the upper part of the body giving a large glasshouse with an upright windscreen to give plenty of outside visibility for both the driver and passengers.

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Inside, all models get the premium 12.3-inch multimedia screen that is compatible with wireless Apple CarPlay and Android Auto, Bluetooth connectivity, and cloud-based in-built sat-nav. The levels of trim vary with the model grades but all seem to be very well appointed and laid out. We were impressed with the dash layout and functionality in the LX550 when we tested it early this year and the Prado carries over much of that design albeit with a smaller screen and less leather.

With the multimedia controls, driving and terrain modes, HVAC and 4×4 functions, it becomes a very busy cockpit and one that will take some acclimatisation to be totally familiar with it and able to operate without taking your eyes off the road. But most controls are well positioned and easy to operate.

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One annoying function was the parking distance sensors which when driving through the long grass of Territory scrub were beeping constantly. There’s no button to turn them off and to do so you need to scroll through the menus on the dash screen and find the setting where you are able to switch them off. A simple one press button that the driver could press without having to stop the car and scroll through menus would be a far more logical control for this function.

But the biggest complaint with the interior and probably the whole car, is in the cargo area at the back.

In both seven-seat/three row models and the five-seat two row variants, the floor of the cargo area has a plastic cover over it. in the five-seaters it sits around 10cm high and eats into the cargo volume. In the seven seat models it probably doubles that depth to match the height of the folded third row seats which themselves take up a lot of space as they can’t fold flat into the floor.

Only the Prado GX and Altitude models are available with five seats, the rest all come with seven seats.

Toyota tells us that the reason they can’t fold in to the floor or have a flat floor in the 5-seaters, is because under here is where the battery is mounted in the hybrid models in overseas markets, not the Australian Prado as the lithium battery for the 48-volt system in the 48-Volt V-Active system are much smaller.

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In the Lexus version of this car, the GX550, the floor is flat with no such intrusion so I’d be very interested to see what’s under the plastic false floor in the five-seat Prado and what this means for installing storage drawer systems.

The cargo area does have four tie-down points in the corners to secure your cargo but the plastic covers are labelled with a 60kg load limit.

Speaking of load limits, the roof is rated to 90kg while towing is up from 3000kg to 3500kg with a 6600kg GCM which doesn’t leave a lot of meat in to reach the 3100 to 3200kg GVM (model dependant) if you haul a heavy trailer.

The Prado itself tips the scales at 2495kg (GX); 2535kg (GXL); 2570kg (VX); 2520kg (Altitude); 2595kg (Kakadu) and unlike the similar in size and built on the same platform, LC300, doesn’t use a lot of aluminium panels. A quick check with the magnet showed that only the bonnet on the Prado appears to be aluminium with the rest being steel.

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ON THE ROAD

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. Around town the driver appreciates the excellent visibility afforded by the large glasshouse and the comfortable seating position. For this leg we were in a GXL spec Prado and were impressed with the level of kit in what has traditionally being a popular family wagon. Heated and cooled faux leather seats add a more premium feel to the GXL over what it has offered in the past generations. This also gave us a better appreciation of the considerable price increases across the Prado range.

Toyota’s team of engineers has done a great job of isolating the cabin from NVH from the four-cylinder diesel engine road and wind noise.

There was a little bit of wind noise heard around the A-pillars but that was at the Territory’s higher than average speed limits. We also found the noise from the 18-inch tyres on this car to be quieter than that from the 20 inch tyres fitted to the VX Prado that we dove back to Darwin.

The 500Nm 2.8-liter engine provides plenty of power for highway driving including getting past road trains at highway speeds. The new 8-speed automatic transmission was quick to kick down and respond to a floored throttle and the engine pulls strongly.

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Cruising at highway speeds is comfortable with the engine ticking along at just 2300rpm at the posted speed limit. Initial thoughts that the 1GR-FTV engine wouldn’t deliver the performance and refinement expected for the new Prado were soon forgotten. It’s no V6 like that in the petrol-fuelled GX550 or the diesel V6 in a Ford Everest but a worthy alternative that is up to the task.

Noteworthy is the Prado’s electric power steering which is the first we’ve seen for the name plate.

At low speeds it lightens up the steering effort required for ease of use and as speed rises it firms up for better control. It never felt too light or heavy at all, being just right for the varying conditions.

Similarly, the coil spring suspension was never soft and wallowing or hard and harsh over all the terrain and corrugations we put it over as we left the highway and hit the dusty tracks. The overall feel of the Prado’s suspension is that it is firmer than Prados have been in the past but retain the comfort they have also been known for.

On a tight and winding bush track that threw up everything from corrugations, to mud, dust and rocks, the suspension and steering were always predictable and easy to control. With the drive modes selected to suit the road surface, the electronic drivers’ aids didn’t interfere or inhibit driving.

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OWNERSHIP

Toyota Australia offers five years of capped-price servicing for the 250 Series Prado at $390 per service for the first 10 services, over intervals of six months or 10,000km – whichever comes first. Warranty is five years with unlimited kilometres.

SUMMARY

The 250 Series Prado is a step up from the previous 150 Series model and justifies the considerable price increases across the model range. It’s a better equipped, more spacious and better driving vehicle than any of the four generations of Prado before it.

Prado has always lead its class in the 4×4 wagon market, only dropping its top spot in 2024 as the previous model was run out. It’s closest competitor in both size and price, the Ford Everest, got the title in ’34 but Toyota is confident of getting its crown back in 2025. With 17,000 orders for the 250 Series in the books and following our first drive of the new Prado, we think they could be confident there.

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PRICING

SPECIFICATIONS

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Toyota has announced the launch of the hotly anticipated full-size Tundra, which arrives after a huge development program for Australia.

Get all the details, and latest story links, below. Here’s everything we know so far.

JUMP AHEAD

• November 2024: 2025 pricing and specs announced
• September 2024: Confirmed for November 2024 launch
• February 2024: Tundra pricing potentially leaked
• December 2023: Tundra begins local evaluation
• September 2023: Tundra SR5 driven in Australia!
• August 2023: 300 Tundra utes to be leased in Oz
• May 2023: Tundra TRD Pro review
• May 2023: Tundra spied in Australia, in non-hybrid spec
• November 2022: Tundra could be a sales winner in Oz
• September 2022: F-150 v Tundra spec battle
• August 2022: Tundra confirmed for Australia

2025 Tundra price and specifications announced

Nov 24: Fresh on the heels of the release of the ever-popular LandCruiser Prado 250, Toyota has just announced the launch of the hotly anticipated full-size Tundra.

Tundra confirmed for November launch

Toyota Australia has confirmed the 2025 Tundra full-size pick-up will join its local fleet in November this year.

From November the Tundra will only be available in the existing Limited model, with a new, higher specification variant set to join the line-up in 2025.

Tundra pricing potentially leaked

Feb 24: Don’t expect much change from $150K when the highly specced Toyota Tundra officially arrives

The 2025 Toyota Tundra will cost close to $150K before on-road costs when it arrives in dealerships in 2025, according to leaked pricing from an industry guide.

While Toyota is yet to officially confirm the Tundra for sale in Australia — the full-size pick-up is currently being evaluated as part of an Aussie trial with select customers — an industry pricing guide has revealed the big dual-cab will cost $145,990 once it hits dealerships.

Toyota plans to offer just a single, highly specced variant of the Tundra in Australia in the form of the Tundra Limited.

If the pricing is correct, it will make the Tundra the most expensive contender in the booming full-size dual-cab segment which includes the Ford F-150 ($106,950), Ram 1500 ($98,950) and Chevrolet Silverado ($128,000).

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Helping to justify the Toyota’s premium is that it will be the only contender in the class to offer a hybrid powertrain, with its 326kW/790Nm 3.5-litre twin-turbo petrol V6 not only promising better economy but also class-leading levels of power and torque.

An official price is yet to be confirmed by Toyota, but the leak does provide a ballpark to where Toyota’s big ute could be positioned.

Tundra begins local evaluation trial

Dec 23: Toyota’s big and muscly Tundra is now in the hands of Australian customers as the full-size pick-up begins a local evaluation trial.

Although the vehicle is yet to be 100 per cent confirmed for sale, any other outcome would be a shock considering the great lengths and expense Toyota Australia is going to with development.

The company has confirmed the first group of Australians have received their Tundra evaluation vehicles, with a total of 300 US-built vehicles to be converted by Walkinshaw Automotive Group and delivered to ‘customers’ by April 2024.

Each selected customer will pay $2500 per month through the Full Service Lease program provided by Toyota’s finance arm. The lease includes all scheduled servicing/maintenance, as well as mechanical repairs, replacement tyres, roadside assistance, plus comprehensive insurance.

In return, all 300 customers are required to provide Toyota with feedback on their Tundra experiences. Toyota has confirmed the exact Tundra model is a Limited variant.

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Key standard features include 20-inch alloy wheels, artificial-leather seats, heated/ventilated front seats, 12.3-inch digital driver display, dual-zone climate control, 14-inch infotainment touchscreen, 12-speaker JBL audio system, Wireless Apple CarPlay, and wireless phone charging.

Safety equipment includes radar cruise, blind-spot monitoring, front/rear sensors, auto high beam, and panoramic view monitor.

The hybrid drivetrain comprises a 3.5-litre turbocharged V6, electric motor and nickel-metal-hydride battery with combined outputs of 326kW and 790Nm – linked to a 10-speed auto and dual-range four-wheel-drive system.

A standard braked towing capacity of 3500kg can be upgraded to 4500kg.

You can read more details below, include our exclusive drive of a RHD Tundra SR5 turbo V6 model.

Wheels has driven one of Toyota’s Walkinshaw-converted Tundra hybrids, though impressions are embargoed until the new year.

Toyota Tundra SR5 driven in Australia

Sep 23: The Tundra isn’t yet on the market, but we’ve at long last had a decent drive on Australian roads – sealed and unsealed.

300 Tundra utes to be leased, still not confirmed for local sale

There will be a fleet of Tundra utes in the hands of Toyota customers by April 2024. But, according to Toyota, this doesn’t confirm that the full-size ute will go on sale in Australia.

2023 Tundra TRD Pro driven

Aug 23: As Toyota undertakes localisation and testing of the 2024 Tundra in Australia, we take the off-road-oriented TRD Pro version for a spin to see what it’s like

Tundra spied in Australia, in non-hybrid spec

May 23: As Toyota increases its Tundra test fleet, an eagle-eyed Wheels viewer spotted a non-hybrid Limited in the wild

Opinion: Tundra could be a sales winner in Australia

Nov 22: There’s nothing cold about this Tundra, Fraser reckons.

Ford F-150 vs 2023 Toyota Tundra

Sep 22: With the announcement that Ford and Toyota will be offering the F-150 and Tundra in right-hand drive, we compare their specs to see how they both stack up.

Tundra confirmed for Australia

Aug 22: The Toyota Tundra full-size pick-up has taken a massive stride towards going on sale in Australia after the company confirmed a local right-hand-drive development program.

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Toyota Australia has long been investigating the potential to bring the US-focused truck to this market, noting the success of other imported American trucks like the RAM 1500 and Chevrolet Silverado that have been converted to RHD.

Tundra prototypes will begin testing next month and be evaluated “against Australia’s severe local conditions and tough customer use”. Toyota Australia says that by late 2023 the final stage of the RHD re-engineering program will involve 300 Tundra vehicles testing nationwide in real-world conditions.

The company is partnering with the Walkinshaw Automotive Group for the Tundra re-engineering and build project. Walkinshaw has vast experience in converting full-size pick-ups for Australia, with existing responsibilities for both the RAM range (on behalf of importer Ateco), the Chevrolet Silverado (for GM Special Vehicles), and flagship W580 versions of the Volkswagen Amarok (below).

Toyota claims its program will set a new benchmark in Australia for converting left-hand drive trucks to right-hand drive.

The company says the Tundra prototypes will borrow components from its global parts bin and include the steering column and rack, accelerator, brake pedals, and gearshift lever from the LandCruiser 300.

That’s made easier by the Tundra and LC300 sharing Toyota’s TNGA-F platform, along with the Sequoia three-row large SUV sold in the States.

Toyota says the Tundra will not be confirmed for sale in Australia until the development program has proven completely successful.

“This a dedicated re-engineering program, led by Toyota Australia and made possible by our global partners and is closely supported by our parent company and Toyota North America,: said Sean Hanley, Toyota Australia’s vice president sales, marketing and franchise operations.

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“It will utilise OE levels of design, development, testing and componentry rooted in Toyota’s deep commitment to quality, durability and reliability.

“This project shows just how serious we are at Toyota about quality, and a RHD Tundra will not be available for sale in Australia until we are totally satisfied.

“We are really excited to get such a significant project to this stage, and look forward to seeing development prototypes on our roads and test tracks in the weeks and months ahead.”

The Toyota Tundra prototypes will be powered by the most fuel-efficient drivetrain available for the pick-up – a twin-turbocharged 3.5-litre petrol V6 hybrid unit.

The V6 hybrid produces 326kW and 790Nm, and is offered only in the highest trim grades in the US, such as the Tundra TRD Pro. Other models feature just a twin-turbo petrol V6 with lower outputs.

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A new-generation Toyota Tundra was unveiled in September 2021, replacing the previous model that had been on sale for 14 years.

Notable changes included a switch from leaf springs to a multi-link arrangement for the rear suspension, new engines, and a more sophisticated cabin featuring either 8.0-inch or 14-inch infotainment touchscreens.

It also comes with the impressive towing capacity the full-size pick-up segment is renowned for, rated at up to 5443kg in the US market. Two new driving models allow the Tundra to be set up for whatever it is towing, such as a small trailer or large boat.

In the US, the Tundra is available in seven trim grades, with a choice of double-cab or crew-cab in most grades, and with a choice of two bed lengths.

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Ford has revealed that it is gearing up to launch a rugged Ranger Super Duty model that will offer a 4500kg GVM, 4500kg towing capacity, and a whopping 8000kg GCM, putting it on par with many light-duty trucks.

While details are still thin on the ground, this heavy duty Ranger will be the first ever non-F-Series model to wear the venerable Super Duty nameplate.

For the uninitiated, the Super Duty badge has been around since the late 90s when Ford started applying it to beefed-up F-Series models ranging from the F-250 to F-600. The Super Duty trucks typically have heavy-duty chassis and driveline components to handle greater GVMs, towing and payload demands.

Ford Australia outlined that the Ranger Super Duty was born out of direct collaboration with local fleet customers who wanted an off-road-capable midsize ute that could do more, targeted at industries like emergency services, mining, utilities, forestry and more.

“Ranger Super Duty blends the smart features and advanced safety of our award-winning Ranger with heavy-duty capability and delivers what our buyers told us they needed but couldn’t get anywhere else,” Sondra Sutton Phung, General Manager, Global Truck, Ford Motor Company said.

“This work-ready vehicle will give owners the flexibility they need to get the big jobs done, with the confidence of a factory-backed warranty.”

Ford’s IMG Product Development team is developing the new model, led by 1500 designers, engineers and specialists based here in Australia, while manufacturing will take place in Thailand where the Ranger lineup is currently built.

Based on the numbers revealed, Ford appears to have leapfrogged the 1500-class ute segment altogether, also leaving the traditional dual-cab ute market in its dust, instead taking the fight to light-duty truck makers like Isuzu, Hino and Iveco with a ute capable of towing as much as an F-Series but likely to eclipse its carrying capacity.

Ford has not revealed the Ranger Super Duty’s maximum payload, but based on its 4500kg GVM it is likely to be up around the two-tonne mark depending on how much weight is added when beefing up the chassis and driveline – assuming it’ll be toughened up in a similar manner to its full-size US counterparts.

The good news for the off-road world, and commercial customers too, is that Ford Australia has said it is working with modifiers in the lead up to the 2026 launch. Whether this means it’ll launch with strong aftermarket support is not yet known, but this is likely given Ford’s recent work with ARB and others.

“Ranger Super Duty further strengthens our commercial vehicle portfolio, with an offering for all kinds of work,” Andrew Birkic, President and CEO, Ford Australia and New Zealand said.

“As we move closer to launch, we will continue to work closely with fleets and vehicle modifiers across Australia to be sure that Ranger Super Duty does everything they expect it to, and so much more.”

While little is known about specifications of the Ranger Super Duty, the weight figures suggest it could be a formidable force in off-road touring circles where Toyota currently holds a monopoly with its 79 Series LandCruiser.

Despite the widespread GVM upgrade options available, achieving even close to a 4500kg GVM with a 79-Series LandCruiser, or any other ute option for that matter, will cost you dearly. Not to mention, most GVM upgrades aren’t factory-backed.

There may finally be an off-the-shelf solution for GVM-hungry Aussie tourers when the Ranger Super Duty arrives in 2026 – but until we know more about the specifications of the new model we can only cross our fingers and hope.

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Fresh on the heels of the release of the ever-popular LandCruiser Prado 250, Toyota has just announced the launch of the hotly anticipated full-size Tundra. Coming in at $155,990, with a 790NM 3.5L twin-turbo V6 paired with a parallel hybrid system, and a monster 4500kg tow rating, this is fully expected to be a big seller for the country’s most popular brand.

The Tundra arrives after a huge development program for Australia, which included an extensive re-working in the Walkinshaw factory for the RHD conversion “Toyota has never before worked with a third party to re-engineer a vehicle for right-hand drive so we needed to ensure that it met our high quality standards,” Toyota Australia Vice President Sales, Marketing and Franchise Operations Sean Hanley told us, “and the result is something that all parties can be proud of.”

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On top of sorting the steering wheel onto the correct side of the vehicle, Toyota also embarked on an innovative Tundra Insider programme which saw local customers evaluate the Tundra over 12 months, ensuring that it would meet the demands of Aussie buyers and be able to handle our conditions – “if it can survive in Australia, it can survive anywhere,” said Mr Hanley.

Brought in as a competitor to the other full-size utes on the market – chiefly the RAM, Ford’s F150 and the Silverado – we can only predict that the Tundra will only add to Toyota’s immense popularity among off-roaders, workhorse warriors and those who need something to tow their caravan or boat without breaking a sweat.

Engine

At the heart of the Tundra’s largest-towing-capacity-possible-without-a-truck-licence is the 3.5L V6 twin-turbo petrol engine. On its own this thing is a bit of a beast, putting out 290kW (or 388HP) and 649NM on its own. Paired with the parallel hybrid, those figures jump up into Supercar territory, with 326kW (437HP) and 790NM on tap. One can only imagine the figures this thing could be capable of with a few choice power-ups.

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The i-FORCE MAX powertrain is an interesting one as well. Where a traditional hybrid has a complex transmission that can be run from either electric or ICE input; essentially one or the other. The parallel hybrid set-up in the Tundra is more of a “stacked” system utilising a normal transmission (a 10-speed auto in this case) and is designed to give maximum power and torque when you need it and maximum fuel efficiency when you don’t.

So, when you’re driving at low speeds in city environments, like stop-start traffic, the vehicle can run on electric-only. On the highway or with your 24-foot plate boat hooked up, the 288V NiMH battery delivers peak torque nice and low in the rev range – or at least that’s what it does in Tow-Mode. If you’re looking for to get your Dominic Toretto on, then flick it over to the Sport or Sport+ setting and the power delivery is tweaked to deliver optimum acceleration. In a nutshell, the Tundra aims to deliver more oomph precisely where it’s needed on the torque curve, giving big diesel-like towing and heavy-duty load carrying or providing sports-car acceleration for daily driving and general hooning purposes. It’s a neat system.

Comfort

As you’d expect from a vehicle if this size, the interior is palatial. Synthetic leather heated and cooled electric seats keep you feeling like Arabic royalty and the 12.3in driver’s display lets you know what’s going on around the vehicle. The 14in touchscreen in the centre of the dash is the largest in the Toyota arsenal and offers everything you’d expect, including premium audio from the 12-speaker JBL system.

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The safety inclusions list is longer than your arm, and the dual-zone climate control makes those hot summer days cooler than a high-five from Samuel L. Jackson. Unlike pretty much every other dual-cab on the planet, rear seat passengers have a huge amount of room, and if you’re travelling solo or as a couple, the 60:40 seats can be folded down or hinge forwards to give you even more storage. A lot of touches have been taken from the LC300 during the RHD conversion, which isn’t a bad thing at all, we reckon.

Oh, and the rear electrically operated sliding window should be compulsory on every ute. Just saying.

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Towing & Off-Road Ability

Ok, there’s a bit of fine print on this one. The standard Tundra tow pack is rated to 3500kg, you have to buy the 4500kg tow kit, which includes a brake controller, if you’re going to be pulling heavy trailers, but it will do it as stock. It’ll only take just over 750kg of payload, which is a bit anaemic with a vehicle this size, but it stacks up when compared to the other full-sizes on the market, so we can’t dock too many points on that one.

Suspension is a tried-and-true solid axle out back fitted with dual-rate coil springs that aim to provide ride comfort and load-carrying capability. Out front is a double A-arm independent set-up which may not be exactly world-leading but will still be able to handle Cape York corrugations and light to medium-duty off-roading without too many issues.

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4WD engagement is about as basic as it comes these days. Road driving is a simple RWD affair while there’s the traditional 4-hi and 4-low once the bitumen is left behind.

In classic Toyota tradition of “why make three parts when we can make one part that fits three vehicles?” the chassis is the venerable TNGA-F ladder frame arrangement that it shares with the LC300 and 250 Prado. Not that it’s a bad thing by any means. The Tundra frame has been stretched by 850mm (over the LC300) and the track has been widened by up to 70mm to accommodate the Tundra’s swarthy dimensions. And in case you’re curious, they haven’t pulled a 70 Series on us, both front and rear track widths are equal at 1737mm.

The Other Stuff

The Tundra is sprayed in your choice of nine exterior colours and rolls around on 20in black-n-chrome alloys for cool points. The electric power steering is borrowed from the LC300 and is incredibly well paired to such a large ute, while the brakes are up to the task with 354mm ventilated discs and four-pot calipers out front and the back copping 335mm ventilated discs and a single-piston caliper per side.

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2025 Toyota Tundra Specifications

2025 Toyota Tundra Features

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Like many Australian four-wheel drivers, Craig Bartlett recognises that Nissan’s GQ and GU series of Patrols are some of the toughest, go-anywhere 4×4 vehicles ever made.

With big diffs, oversized gearboxes and sturdy chassis, these are almost the perfect vehicles for off-road travel anywhere you want to go in Australia.

We say almost as, while the TD42 engines are strong and reliable, they aren’t what you would call powerful, so motivating a heavily loaded Patrol with one is usually a slow affair. And let’s not even mention the many and varied smaller capacity engines Nissan once offered in these Patrols.

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Craig, or CB as he is known to most, saw the potential of a Patrol as the perfect bush tourer but also knew the weaknesses in them.

“Other than poorly designed engines, front hubs and rear semi-float axles, these are hands down the strongest and most capable road going four-wheel drive ever made,” Craig says of the Patrol. “I waited forever to find an example with no ABS in white, as I wanted the larger, more modern cabin of the GU over a GQ.”

Craig eventually tracked down a GU wagon that he describes as being “mint”, however it had a blown ZD30 four-cylinder turbo-diesel engine. But that didn’t worry him as he already had plans to do away with the Nissan powertrain.

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Craig didn’t just flick the Nissan engine and transmission, in fact the whole rear section of the Patrol wagon was lopped off and an extra-cab body was fabricated using a rear wall and window from a GU coil cab with custom side windows.

It’s a super neat conversion that gives 600mm of extra space in the ute’s cabin, enough to allow the fitment of a rear seat adapted from two-door Jeep Wrangler. The factory Nissan rear seatbelts were repurposed for the new rear seat, which allowed the setup to be engineer approved and legal.

To keep everything in proportion with the extended cab, the chassis received a 400mm stretch which also ensures that the rear axle is better placed under the load on the back of the chassis.

“The aim was for the cabin to look totally OE and clean like Nissan made an extra cab from the factory,” Craig says, and we reckon he has nailed the look. But there’s more to this Nissan than just a neat body and a unique look. A lot more!

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Portal fix

High-riding Patrols on big off-road tyres are nothing unusual but CB’s Patrol has a stance that gives it a look all of its own.

This comes thanks to a set of portal axles from Marks 4WD in Melbourne. While Marks portals have become popular under 70 Series LandCruisers of late, they were originally designed and made to fit under Nissan Patrols, which were the go-to hardcore rigs of the day.

The Marks 4WD portals have evolved over the years to be very different to the originals and, significantly, the later units use LandCruiser 70 Series hubs and brakes for both added strength and improved stopping power. This allows for the best wheel offset to be used, gives better (Toyota) brakes, and steps up the axles from semi-floating Nissan to full-floating 70 Series.

Since the demise of the GU Patrol and the rise of the VDJ 70 Series in popularity, Marks 4WD no longer makes portals for Patrols, but they still produce other products to improve Nissans for off road use…

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Mighty mill

As mentioned, CB’s Patrol had a blown engine when he bought it, and his plans didn’t call for a Nissan mill to replace it.

A written-off SS Commodore was sourced for its driveline which included a 6.2-litre LS3 V8 engine and 6L80 automatic transmission.

Marks 4WD still manufactures its engine and transmission conversion kit for the LS into Patrol, and CB used this including Marks 4WD extractors and dual alternator mounting kit.

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The front and rear Nissan diff housings have been braced for extra strength

Before the General Motors engine and trans went into the Patrol, the engine was sent to Taylor’s Precision Engines where it was freshened up with a Torque Spec camshaft, titanium pushrods, roller rockers, double-row timing chain, upgraded oil pump, FAST long runner intake, and a Yella Terra electronic throttle body.

A custom torque converter better suited to 4×4 use sits ahead of the six-speed auto transmission while at the back it is adapted to the Nissan transfer case which has been fitted with Marks 4WD reduction gears.

The front and rear Nissan diff housings have been braced for extra strength and fitted with heavy duty chrome-moly axles which link up with the portal boxes and LandCruiser 70 stub axles and brakes. The now full floating axles also give the Patrol a higher load capacity with the GVM now rated at 3780kg.

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High life

With the increased ground clearance afforded by the portal axles and 35-inch Mickey Thompsons, a huge suspension lift wasn’t really needed for CB’s Patrol. That said, quality suspension components have been used to control the vehicle over rough terrain and give the best ride possible.

Height adjustable Firestone airbags are fitted at each corner offering 10-inches of travel in the front and 13-inches at the back. These are controlled electronically from inside the cabin. Radflo remote reservoir shocks have been specifically revalved to match the air springs by Down South Motorsports, while BASF Cellasto bump stops cushion the blow should Craig decide to jump the Patrol or hit an unexpected rut a bit too hard.

Adjustable arms and links from Superior Engineering hold everything in place and control the steering.

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Fully loaded

It would be a waste of time chopping a wagon into a ute if Craig didn’t make the most of the new load space on the back.

CB has capitalised on it with a pair of large tool boxes sitting on the custom tray to carry everything he needs. One of them contains an 80-litre upright Dometic fridge (there’s a 30L fridge in the cabin, too) while all of the camping, cooking and recovery gear also fits into or onto the boxes.

For more serious off-road trips, Craig removes the tool boxes and swaps out the 35-inch tyres for a set of 37s, which are easily accommodated thanks to the height-adjustable suspension.

Under the tray are three Brown Davis fuel tanks giving a total of 300 litres of fuel, so Craig should never run low even when feeding the thirsty V8. There’s also 60-litres of water storage in the headboard of the tray.

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Many hands…

Massive vehicle builds like this don’t happen single-handedly and Craig had plenty of help along the way with his Patrol.

He’s quick to thank the team at his family business; Jan, John and Mark Bartlett at Bartlett Earthmovers; Jay Fagan at Conversion Electrics; Darren at Smithies Outdoors; Tom and Milan at Wholesale 4WD; Ben and Andy at Black Mamba Racing; Kevin at Brown Davis; Drew Pritchard at TJM; Coxie at TIG Industries, Mt Gambier; Rob at Raslarr Engineering; Ash Tappin, Automotive Wholesaler; and Sot Kavuki at Modified Vehicle Engineering.

When Craig originally embarked on the Patrol build it was planned that there would be another vehicle in the making, with his father building a LandCruiser 105 along similar lines.

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But his dad’s health slowed progress and the pair decided to pool their talents and focus on the Nissan, and the result is what you see here.

It’s a vehicle that they both enjoy and immediately after our shoot the pair of them set out for a weekend camp and off-roading in the forests around Cobaw.

“We got lost and ended up winching into the night!,” CB told us later. “It was tiring but a fun adventure.”

We reckon any drive in this weapon of a Patrol would be a fun adventure!

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

The changes are intended to avoid long waiting times and uncertain delivery dates that the brand has experienced in recent years, most specifically on the current generation of LandCruiser, the 300 Series.

Waiting times for the 300 Series Cruiser blew out to up to 18 months, but what was most frustrating for buyers was the lack of certainty for a delivery date.

Toyota Australia Vice President Sales, Marketing and Franchise Operations, Sean Hanley said at the launch in Darwin that Toyota Australia currently holds 17,000 orders for the 250 Series Prado and that the company has an allocation of 25,000 vehicles for the first 12 months of sale.

Instead of buyers paying a deposit and adding their name to a waiting list for their vehicles, the dealers would now get a specific allocation of vehicles taken from Toyota Australia’s allocation and this would come with a build and delivery date.

Once a dealer has sold out of its allocation, it would not have any more cars to offer for sale until the company recessed a further allocation. The dealer allocation will be dependent on its past sales numbers and order interest.

Under this system the buyer’s order will be for a vehicle that is already on the build list with an allocation for Australia, and the buyer will have a better idea of when they will be able to take delivery.

Toyota has also implemented this allocation system to other popular models in its range including the top-selling RAV4 Hybrid and the LandCruiser variants.

The 250 Series Prado is on sale now with vehicles being registered and going out to owners.

As deliveries of the JAC T9 dual-cab ute begin to roll out to customers in Australia, JAC has announced an industry-leading program that will provide owners with a T9 loan vehicle whenever their own T9 is in the garage undergoing warranty repairs.

Part of JAC’s newly introduced All Road Assurance program – that also sees the Chinese company offer a seven-year unlimited kilometre warranty, seven years of roadside assistance and seven years of capped price servicing – the vehicle loan program is a collaboration between JAC and Carbiz that will keep customers on the road should any warranty issues arise.

“While JAC may be a new name to some Australians, we bring 60 years of global automotive excellence to this market. This program demonstrates our absolute confidence in the JAC T9’s quality and reliability,” said Ahmed Mahmoud, Managing Director of JAC Australia.

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“We understand that a T9 is more than just a vehicle – it’s essential to our customers’ businesses, daily operations and family life. Getting them back on the road quickly is our absolute priority,” he said.

JAC All Roads Assurance includes ?

• JAC warranty loan vehicles, powered by Carbiz
• Seven-year warranty – unlimited kilometres and bumper-to-bumper coverage
• Seven-year roadside assistance – available nationwide, 24/7
• Seven-year capped price servicing
• Access to factory-certified JAC mechanics at every JAC dealership
• Dedicated Australia-based parts warehouse ensuring rapid parts availability
• Comprehensive dealer network spanning metropolitan and regional areas
• Factory-backed service support and technical assistance
• Genuine parts warranty protection

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ANCAP gave the T9 dual-cab ute a five-star safety score in August 2024, which applies to all 2.0-litre diesel variants sold in Australia.

Both the Oasis and Haven models feature seven airbags including a front-centre airbags, as well a suite of active safety features including forward and reverse autonomous emergency braking; lane-keep assist; lane departure warning; lane change assist; blind-spot monitoring; rear cross-traffic alert; traffic sign recognition; a driver monitoring system; and adaptive cruise control with traffic jam assist. Stepping up to the top-spec Haven adds front parking sensors; and a 360-degree camera system.

Standard equipment for the Oasis includes 18-inch alloy wheels, highway tyres, a 10.4-inch infotainment system, six speakers, Apple CarPlay and Android Auto, DAB+ digital radio, keyless entry and push-button start, and a wireless phone charger. It’s also equipped with exterior LED lights, black leather-accented upholstery, a 7-inch digital instrument cluster, a cooled or heated centre console, rain-sensing wipers, and tyre pressure monitoring.

The Haven adds roof rails; rear privacy glass; puddle lamps; auto-folding side mirrors with chrome caps; black/brown leather-accented upholstery; and an auto-dimming rear-view mirror.

Customer deliveries are currently underway.

We’ve just placed an order for a brand-spanking new BYD Shark 6!

We can’t wait to get our hands on it and put it to through the 4X4 Australia torture test, where we’ll see how it copes off-road and beyond city lights. We’ll also aim to bring it on as many comparison tests and trips as possible, so there’ll be no shortage of Shark content in 2025!

“BYD Shark 6 production commences in December, with vehicles scheduled to arrive in Australia from January 2025,” BYD told us once the purchase was complete. “We’ll let you know when once your vehicle has been produced and is on its way to Australia.”

The Shark will launch in Australia at an alluring price of $57,900, with only one model variant available initially.

Powered by BYD’s DM-O (Dual-Mode Off-road) system, the Shark combines a 1.5-litre turbo petrol engine with dual electric motors, producing 321kW and 650Nm. This gives it enough juice to reach 100km/h from a standstill in just 5.7 seconds. A 29.58kWh Blade battery provides 100km of electric-only range and a total driving range of up to 800km.

Inside, the Shark features a 10.25-inch LCD screen, a 15.6-inch rotating display, wireless Apple CarPlay and Android Auto, and leather-wrapped steering. The driver’s seat is eight-way power-adjustable, with four-way lumbar support, while both front seats are heated and ventilated.

Colour options include Great White, Deep Sea Blue and Tidal Black. The Shark’s GVM is 3500kg, with a kerb weight of 2710kg and a braked towing capacity of 2500kg.

BYD’s local distributor, EVDirect, has collaborated with Ironman 4×4 to offer a range of aftermarket accessories for the Shark including bull bars, roof racks and tonneau covers, all backed by BYD’s six-year, 150,000km warranty.