THE accident happened a few months earlier, not far from where we were loading firewood into the tray of a new Land Cruiser 79 single-cab.
It involved a well-used LC75 farm ute, a couple of young mates, allegedly a late night at the local pub, and a wet road. It’s a tragic story all too familiar to the Australian rural landscape.
Toyota Land Cruiser Custom Guide out now!
Discovered early the next morning in the middle of a paddock, the ute was on its roof. One young man was dead at the scene and another died later in hospital. Both played footy for the local small-town team and were still teenagers. It came after a big-game win.
We had driven past the paddock in question a few times in the LC79 that day, first picking up, then dropping off an old ag-bike and then on firewood duties.
The tragedy still hangs in the air. I can’t help but think there’d have been a different outcome if that ute had been fitted with Electronic Stability Control as per the new LC79. I certainly hope so, and I feel some confidence that ESC will make a difference to the safety of vehicles like the LC79 in similar circumstances in the future. This is one the bureaucrats have most likely got right.
How much difference is hard to say, as ESC can’t overturn the laws of physics if you get things terribly wrong, but it can help keep you pointed in the right direction on a slippery road.
It’s of particular benefit to part-time 4x4s (and also unladen utes) when running in 2WD on wet bitumen, and it can intervene to stop the rear – or even the front – stepping out before you even know there’s a anything amiss. Some ESC systems are more seamless and effective in operation than others but, like all technology, it’s a work in progress.
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Not everyone will think ESC on something like the LC79 is a good idea, citing additional complexity and sometimes unwanted driving interference in other circumstances. However, the fact the LC79 now has ESC is all to do with compliance to industry safety demands and upcoming federal government laws.
At the end of 2017, the window for mandatory fitment of ESC on light commercial vehicles will close – no compliance means no sale. In the meantime, industry Occupational Health and Safety (OH&S) standards increasingly asks for five-star ANCAP, which you can’t achieve without ESC.
Only the 79 single-cab – the industry volume seller – has a five-star ANCAP rating at this stage, as it’s gained three extra cabin airbags, new seats, beefed up chassis side rails and a relocated steering link. Presumably, the other 70 Series models – 76, 78 and 79 double-cab – will follow suit sometime in the future.
Government bureaucracy has played another major role in shaping this new 70, and that’s via compliance with Euro 5 exhaust emissions regulations. The window for Euro 5 compliance closed at the end of 2016, and this brought a diesel particulate filter (DPF) and piezo fuel injectors to the 70 – neither, unfortunately, a move in the right direction in terms of bush serviceability.
Toyota Land Cruiser 200 Series Altitude launched
For better or worse, Australia has hooked its wagon on the back of city-centric European diesel-emission standards and, while these may make sense in our cities and can be justified for something like a Toyota Hilux, cleaner 70s won’t make any impact in downtown Sydney.
This is one area the bureaucrats probably got wrong – an exemption system would provide a better outcome.
Vehicle design being dictated by outside influences, such as government or private-enterprise bureaucracy, is very much the way of the world these days – as the updated 70 proves. In fact, outside influences have played a greater part in this new 70 than any internal Toyota influences.
The moral of the story: if you don’t like the new 70, it’s not entirely Toyota’s doing.
Toyota Land Cruiser 60 Series gets chopped
However, you can take comfort in things that are undoubtedly better with this new 70: the taller top gear and the considerably more relaxed highway running it brings; cruise control, which makes highway driving more relaxed; the first-second-third gearbox spread, thanks to a taller second, which makes the 70 better for slow work; and the off-road-tuned electronic traction control (A-TRC), which makes progress through difficult off-road terrain seamless to the point where the optional diff locks become largely redundant.
It’s a mixed bag, but there are plenty of things to like about this new 70.
IN THE PIPELINE
THE 70’s 4.5-litre V8 1VD-FTV diesel is claimed to make a solid 151kW and 430Nm. I say claims because at times it underwhelms at highway speeds, while it can be affected by hills you’d think it ought to dismiss more readily.
On top of that, the 70 isn’t light, and it has massive aerodynamic drag due the tall and blunt-nosed cabin, which is often the reason for lacklustre highway fuel economy.
Aftermarket enhancements to increase power from the 1VD-FTV are easy enough to come by, and there’s plenty of untapped potential given the stock engine’s low state of tune.
Traditional 4×4 versus high-tech 4×4
However, a 90-degree V8 with a single turbo is a compromised design as turbos work best when nestled close to the engine’s exhaust ports. In the 70, the turbo is next to one set of exhaust ports but a fair distance from the other set, a result of the wide 90-degree angle between the cylinder banks.
The obvious answer is to fit a turbo for each cylinder bank so each can be placed close to the exhaust ports of its cylinder bank, an arrangement you’ll find with the 200 Series V8.
Will the 70 get the 200’s twin-turbo engine and, as icing on the cake, its six-speed auto? Unofficially, as far as Toyota product planning is concerned, everything is on the table. So here’s hoping they come through.
“THIS is the perfect touring vehicle.” How’s that for confidence!
That was the bold statement made by Patriot Campers’ Justin Montesalvo when describing this highly modified, matte-black-wrapped 2016 Land Cruiser Sahara dual-cab tourer.
Yep, this thing is impressive, and it should be, considering it is a no-holds-barred example of Patriot Campers’ Super Tourer (ST) modified off-roaders – the end-results of Justin’s ideas of what a modified tourer should look like and, most importantly, how it should perform on- and off-road.
Patriot Campers has produced more than 40 Super Tourer vehicles to date, but this LC200 Sahara is a real stand-out – Justin reckons the build for this beast took an incredible 400 man-hours.
Running your eyes over this impressive tourer, it’s easy to see where those hours were spent, as Justin and his team implemented his original design idea of producing a modified dual-cab LC200 tourer that could handle any off-road adventure around Australia but still retain a ‘standard’ appearance.
Toyota Land Cruiser Custom Guide out now!
“The tray and all mods were form-fitted to retain a factory-style look,” Justin said. “You’d think it was a Toyota-build vehicle.”
Justin also explained his reasoning behind why the LC200 makes such an awesome base for Super Tourer modification. “I reckon all the other dual-cab utes are underpowered in the Aussie market – the Ford Ranger, Toyota Hilux and others.
Toyota Land Cruiser 60 Series gets chopped
You really need a big engine and I love Toyota’s twin-turbo V8,” he told us. “I also wanted to build a touring rig that had all the practicalities of a dual-cab ute, along with the renowned comforts of a 200 Series Cruiser.” We reckon he’s succeeded.
The Cruiser’s in-your-face, modified rear tray has had a sensible increase in length to ensure it performs its tourer duties perfectly while still being driveable in urban areas. The rear section of the Cruiser was cut off and the chassis then extended by 650mm, allowing for the tray to be installed out back.
Justin said the customer wanted the ease of use of a ute, as well as maximised storage space and easy access to gear.
Patriot installed one of its mini canopies and a dog-box on the tray to house the Redarc TowPro Elite electric trailer brake controller, along with lithium batteries, 12-volt power outlets and LED lights (this area also includes a slide-out drawer below). The opposite side of the mini canopy contains a well-proven 65L Waeco fridge/freezer, easily accessed via a drop-down fridge slide.
The Cruiser has three batteries – two 100Ah units and a 120Ah lithium jobbie – to ensure there’s plenty of juice for any power requirements, and helping keep power up is a pair of Goal Zero Boulder 90 solar panels.
The rest of the tray includes in-built tool boxes (one of these houses an ARB twin air compressor) and a massive rear drawer (lockable, of course), along with a rear-mount 12,000lb TJM Torq winch that mirrors the same-model Torq on the front bar. At the back of the tray is a dual-mount spare wheel carrier that’s at an easy height for access.
The fit and finish of the tray is incredible; Justin’s aim of making it look “straight from the factory” has worked perfectly, with the canopies and tool boxes all flush-finished (even the two spare wheels sit so they are flush with the roof-line of the canopy) and well-integrated into the tray’s overall design.
4×4 gear: long-range tank, awning, clutch kit
Having a front/rear winch combo is a brilliant idea that’s based on common sense. In a lot of recovery situations, you may not be able to access a front-mount winch, rendering it useless.
With the extra insurance afforded by the fitment of a rear-mount unit into the rear bar, you’re covered for 99 per cent of recovery situations (that one per cent would be for a complicated side recovery). Also under the rear tray is a 70-litre water tank powered by an electric pump, and a Brown Davis long-range fuel tank.
Up front, the big bruiser is protected by a TJM Outback bar, with integrated XRay LED light bars fitted to maintain the look of a factory-fit job.
Mounted to the bar is a pair of XRay 220 HID lights with a spot-beam output and, to ensure there’ll be no visibility issues at night, Patriot Campers also fit a 1200mm Quad-optic LED light bar (with a spread beam) beneath the Rhino Rack roof-rack, which is loaded with an awning, Hi-Lift jack and a shovel.
The interior has been kept largely stock, featuring the plush leather seats from the standard Sahara. All the added accessories – GME UHF radio, Hema HX-1 GPS unit, Redarc boost and voltage gauges, floor mats and a Fusion stereo – were fitted with touring firmly in mind.
The LC200’s twin-turbo-diesel V8 is no slouch by any means, but Justin still wanted a little more grunt. So he set to work implementing some major mods to the big oiler that would give it more punch without compromising reliability. With this particular vehicle, the engine was removed and the turbochargers were upgraded to two GCG turbos.
At the same time, the Patriot Campers team added a larger capacity intercooler, a stainless-steel exhaust, a Safari snorkel and a more efficient fuel system set-up, all run by a Unichip engine management system. This resulted in a power hike from 227kW to 250kW.
Of all the mods on this uber-Cruiser, one of the most impressive would have to be the suspension set-up.
The Cruiser rolls on 17x8in ROH Octagon alloy wheels shod with LT315/70R17 Mickey Thompson Baja ATZ P3 tyres, which are supported by a full Icon Vehicle Dynamics Stage 6 suspension kit that, according to Justin, “is unique – you won’t see it on many other 4x4s that aren’t in a competition environment”.
Traditional 4×4 versus high-tech 4×4
This kit is oriented to the suspension requirements of comp vehicles – the shocks are fully adjustable remote-reservoir units.
They combine with billet upper control arms, rear trailing arms and coil springs that are rated to the weight of the vehicle (this Cruiser has an increased GVM from 3350kg to 3800kg, and ride height is up four inches), to produce a ride Justin rates as like “nothing else I have ever driven before”. And it’s this statement that sums up Patriot Campers’ LC200 Super Tourer.
Justin and his team have accomplished their goal of the ultimate bush-tourer that retains its factory appearance and ease of use, while offering so much more in terms of off-road touring capability.
CONTACT Website: www.patriotcampers.com.au Phone: (07) 5597 0638
PHOTOS of a right-hand drive, mid-size pick-up snapped in the US are believed to be that of a Ford Raptor variant of the Ranger ute.
The Australian-developed, T6-based Ranger is set to be launched in the USA as a 2019 model to compete with the Toyota Tacoma, Chevrolet Colorado and GMC Canyon, and Ford in both the US and Australia have trademarked the Ranger Raptor name.
These RHD test mules further fed the fire that we’ll get it in Australia.
The Raptor moniker is taken from the Ford F-150 Raptor, which gets some serious desert racing kit in the form of Fox bypass shocks, raised ride height, a turbocharged V6 petrol engine, 10-speed auto, underbody protection, off-road tyres, and bold, bespoke styling.
Style shops and eBay sellers have been applying the Raptor look to local Rangers for years, but a factory-built model with the go-fast bits has only ever been a dream.
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The rumour mill is rampant with suggestions of what will power the Ranger Raptor, but the trend is leaning towards a 2.7-litre version of Ford’s EcoBoost turbocharged V6 that makes upwards of 240kW and 500Nm.
Spy photographers have also reported seeing Ranger prototypes in both the US and Australia with a coil-sprung/Watts link rear end similar to what is currently employed under the Ranger-based Everest wagon.
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The tassels seen under the back of the ute in these pics are there to conceal the rear suspension from prying camera lenses – Ford Australia used similar disguises on Everest prototypes before it was revealed.
With the demise of fast 2WD utes from Holden and Ford Australia, a genuine, high-performance, off-road ute would be welcome change from the dressed-up dollies like the Hilux TRD, Colorado Z71 and Ford’s Ranger Wildtrak.
The Ranger is currently leading the new 4×4 sales race in Australia ahead of the Hilux, and a performance petrol model in 2018 will ensure that trend continues.
Other rumours of the 3.0-litre diesel V6 from the Ford F-150 (and derived from the engine used in Ranger Rovers) replacing the in-line five-cylinder diesel (for 2019 models) would also help Ford’s sales.
If the Ranger Raptor comes to fruition here, it will arrive along with a major revamp of the model in the first half of 2018. Our prayers go out to the gods of desert racing to make this a reality.
Ford Australia has raised the spec on its already top-selling Ranger ute models.
Taking feedback from customers wanting a more premium product, the company now offers a leather-trim option on all 4×2 and 4×4 XLT Double Cab variants for $1650. The black hide is applied to accents on the front and rear seats and door-trim inserts.
On Ranger Wildtrak models, which already have leather-accented seats as standard, the seats will have less piping to resist staining and a shorter front cushion to improve comfort. Again, these changes have come from customer feedback.
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“Our engineers and designers have listened to what customers really want, taking their feedback and building it into an already superb range,” Graeme Whickman, President and CEO, Ford Australia said.
Other changes to the 2017 Ranger line-up include a temperature display upgrade for all models, except the Ranger XL Plus, upgraded cup holders to better grip cups, and the removal of outer tie downs on the tubs on the XLS variants.
According to VFACTS figures, to the end of May 2017, 4×4 Ranger leads 4×4 Hilux with 14,114 sales to Toyota’s 13,202 and if the growth in Ranger sales continues to go skywards at this rate it could be Australia’s best-selling new car overall come year’s end.
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Since the death of Australian-made Ford vehicles in 2016, the Aussie-developed Ranger has been the standout performer in the local line-up.
LET’S FACE it, whenever you stick a trailer onto vehicle it is automatically a much less stable combination.
Get your payload weight balance all wrong and you may as well start filling out your insurance forms before you – quite literally – hit the road. It’s that plain and simple.
Good payload balance is the foundation of safe towing. Get this right and you shouldn’t have a rig that automatically spits itself off the road at the slightest puff of a crosswind or bump in the road.
2017 4×4 Tow Test: Everest, Pajero Sport, MU-X, Prado, Fortuner, Trailblazer
Heavy stuff should be packed low and over, or just ahead of, the trailer wheelset if possible.
Towing requires plenty of concentration, too, so taking a fair few rest breaks and a fairly cautious approach to speed should make the whole experience as straight-forward as it can be.
People still get very nervous when towing heavy stuff and want every bit of gear they can find – like a Weight Distribution Hitch (WDH) – to make everything right again in their towing world. However, a WDH really should be the last resort.
Dust off the moth-eaten instructions for your WDH and you’ll find that you’re required to take the tension off the spring bars before driving over any terrain that angles the vehicle and ’van too sharply.
Otherwise, you’re transferring enormous loads through your vehicle’s towbar and chassis, loads it was never designed to handle. Even some servo driveways should be a stop-and-release spring bars situation.
THE Toyota Prado settled into a comfortable, easy cruise on the highway, but more than the others on test it felt the weight of the caravan.
At 100km/h, the transmission couldn’t decide if it wanted to lock the torque converter or not, so revs fluctuated between 2300rpm (unlocked) to 1600rpm (locked) in fifth gear at 100km/h. While engine noise was obvious when sitting at 2300rpm (which was most of the time), it wasn’t a conversation-stopper.
The gut feeling that the Prado was slower than the others was reflected in the performance figures. While it was quicker than the Toyota Fortuner and only a fraction slower than the Mitsubishi Pajero Sport to 60km/h, (its constant 4WD helping traction on the slippery surface, no doubt) it was the slowest of the group to reach 80km/h from a standing start and also the slowest on the hill climb.
2018 Toyota Prado leaked online
The Prado was the heaviest wagon here (albeit only 38kg heavier than the Ford Everest) with engine outputs towards the bottom of the group, and the additional drag of constant 4WD over the others running part-time 4WD (set in 2WD for our testing) wouldn’t help either.
The Prado did a pretty good job keeping speed down on the test descent, and it reached a peak of 62km/h at the bottom of the hill.
The Toyota’s fuel consumption was the highest recorded for the group (although not much more than the Ford Everest), but the big drawcard with this vehicle is its massive fuel range. With 937km of safe touring range when towing, you can afford to miss a fuel stop that you can’t with the others.
The Prado dropped 20mm at the rear and rose 15mm at the front and, with a 2790mm wheelbase and 1225mm rear axle-to-towball overhang, looked like it had the goods for stable towing.
2017 Toyota Land Cruiser 79 GXL Single-Cab departs the shed
That’s how it turned out, too, with no yawing and very little pitching it was a very solid and stable towing platform. The Kakadu has adjustable dampers and for towing, Sport mode was the best setting. Even then it was a little soft on rough roads, where the Prado’s nose would pitch a little.
While Toyota isn’t the only one to have a Gross Combination Mass less than the combined weight of the vehicle, maximum payload and maximum towing capacity, it’s hardly significant. Just 15kg will have to be taken out of the vehicle or ’van to meet the Prado’s GCM figure.
The Prado’s side mirrors were the largest of this group and in many instances you wouldn’t actually need towing mirrors to tow legally. We had to use the extended securing strap to get the towing mirror clamps onto the mirrors, though.
The internet has been filled with plenty of images of a facelifted Toyota Prado over the past few months that are rumoured to represent the 2018 model.
The popular 4×4 wagon last received a major refresh in 2009 when a reskin transformed the 120 Series in to the 150, but its underpinnings hark back to the launch of the 120 Series back in 2002. The most recent changes came in 2015 when the 2.8-litre 1GD engine was introduced to Toyota’s 4×4 fleet.
Toyota Land Cruiser Prado Altitude special edition announced
It seems we’ll have to wait a while longer for an all-new Prado as these leaked images appear to show another facelift. The front end of the Prado gets the most attention with the drooping headlights being replaced by more slimline units, the chrome vertical design grille getting bolder, and the bonnet gaining LC200-like parallel bulges running its length.
The wheels on the vehicle shown are new to the Toyota Prado and the taillights are different, too. Photographs of Japanese-spec vehicles have again shown the spare wheel is tucked under the car. However, thankfully, these pics show the spare mounted on the rear door.
This allows for the large 150-litre fuel tank that is a major selling point for Australian Prado buyers.
Prado gets new engine and transmission
The interior photos reveal more changes inside with the transmission shifter moving up in to the dash alongside the steering column and an all-new centre dash with a bigger AV screen and revised HVAC controls.
There’s no word on powertrain changes, however, with the 1GD engine still being relatively new, we don’t expect anything major mechanically. There could be new safety tech such as autonomous emergency braking fitted to more models. Currently, only the top of the range Prado Kakadu gets the full suite of driver-aid technology.
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Toyota staff are the masters of saying nothing about future models and nothing has changed in that regard. But the pictures don’t lie and our mail suggests a fourth-quarter launch in 2017 for this updated Prado
THE Isuzu MU-X settled into an easy highway cruise and was much more relaxed cruising at a 100km/h with its newly revised 3.0-litre engine (with 50Nm more torque) and an additional transmission ratio (now a six-speed auto in place of the old five-speed unit).
Where the MU-X would sit on 1900rpm in fifth gear (with the occasional shift to fourth, where it would rev noisily at around 2600rpm) at 100km/h, the MY16.5 MU-X ticks along in sixth gear at 1500rpm, with the occasional downshift to fifth where it revs at 1800rpm at 100km/h.
When revved, though, the Isuzu is just as clattery and intrusive as before and, while the extra drag of a caravan masks it a little, the Isuzu’s turbo lag hasn’t been reduced.
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Aside from initial sluggishness due to turbo lag, the MU-X was a real performance surprise packet. It came third in the group for standing-start and hill climbing, not that much behind the Ford Everest and Holden Trailblazer.
Perhaps there is no substitute for cubic inches, because despite the Mitsubishi Pajero Sport’s slight (3kW) power advantage and two additional gears (albeit biased towards overdrive ratios), the 3.0-litre MU-X hosed the 2.4-litre Pajero Sport in the standing start and hill climb performance figures.
Engine braking was also excellent, with the MU-X just behind the Everest in pegging back speed down the test hill.
Despite being the most fuel-efficient wagon here, the Isuzu has just 65 litres of fuel capacity, netting it a satisfactory rather than outstanding 442km safe touring range.
The wagons’ wheelbases are within 100mm of each other, but at 2845mm the MU-X has one of the longest on test. Its 1210mm rear-axle-to-towball point was one of the shortest, another pointer to good towing stability.
Finally, while the body dropped 30mm at the rear with the ’van hitched up, the front increased in height by just 5mm.
The Isuzu’s suspension, quite plush when unladen, becomes more obviously soft when there’s a caravan hitched up behind. When heading along rough, undulating roads, the MU-X exhibits quite a bit of fore-aft pitching.
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Yet there’s one thing for sure – this is one of the most planted, secure towing platforms around, and despite its bouncy shenanigans on some roads, it never feels unstable or unsafe.
Isuzu doesn’t short-change you on weights as some of the other manufacturers do, so you can run with the full 638kg payload while towing to a maximum 3000kg behind the MU-X and still meet the 5750kg GCM maximum.
The MU-X’s side mirrors were a nice squared-off shape, making it easy to attach the towing mirrors.
NO MATTER what weight you’re towing, or what you’re towing with, having the right set-up will help take the stress out of your next trip. So before hitting the road, here are seven key areas to consider when pulling a load.
1. TOWING REQUIREMENTS
Consider if your towing set-up is right for your trip and destination. Do you want to take the family down the Great Ocean Road, or hit 4WD tracks on the way to Cape York?
2. VEHICLE LIMITATIONS
Before you choose what type of trailer, camper trailer or caravan to take, you need to understand the maximum tow rating of your vehicle.
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Tow ratings may change with each variant of a vehicle. For example, a diesel can have a higher tow rating than a petrol option. These ratings can also change depending on what weight you’re towing.
A 2009 Mitsubishi Pajero has a maximum tow rating of 3000kg, with a 250kg tow-ball load. However, the tow-ball load rating decreases to 180kg when towing a trailer weighing more than 2500kg.
3. THE RIGHT EQUIPMENT
Brake Controller: If your tow exceeds 750kg, it’s a legal requirement that trailer brakes are fitted. The most common are electric or electric-over-hydraulic brakes. Powered through the trailer plug, each requires a brake controller to adjust the voltage sent to the trailer brakes. For an easy option, the Hayman Reese Compact IQ and Tekonsha P2 and P3 brake controllers are equipped to handle both styles of brakes and are approved to work with ESC and DSC.
2017 Ford Everest Trend Tow Test Video Review
Breakaway Systems: When a trailer exceeds 2000kg, a breakaway system must be installed. This system applies the electric trailer brakes for at least 15 minutes in the event of a disconnection. The Tekonsha push-to-test breakaway kit is an easy-to-use system.
Towbar: A common style of towbar is the heavy duty 50x50mm hitch receiver by Hayman Reese. All Hayman Reese towbars include a lifetime warranty.
These monitors indicate visually and audibly if a breakaway battery is at low charge or flat. The Hayman Reese SmartCheck system monitors up to four batteries, without being intrusive on the dash. The wireless system plugs into a 12V socket, and is easy to install.
Tow ratings are just marketing hype
Towing Mirrors: If you can’t see a trailer’s rear corners, you must, by law, extend or add mirrors like the door-mounted Hayman Reese Caravan Mirror.
4. WEIGHT DISTRIBUTION
When connecting a caravan, more weight is placed on a car’s rear axles. This can increase fuel consumption, cause uneven tyre wear, reduce braking response and make headlights shine upwards. Properly fitted weight distribution restores the natural balance of a car to improve handling, control and comfort.
Choosing the right kit depends on the position of the coupling, height of the a-frame, trailer tow-ball load, and the height of the tow ball. Hayman Reese has developed three different styles of weight distribution, with five different weight ranges to cover all towing set-ups.
5. REDUCE THE LIKELIHOOD OF TRAILER SWAY
As a general rule when towing, you need to decrease speed and ensure you apply the accelerator or brakes smoothly. Also consider the affects of passing traffic, cross winds and uneven road surfaces.
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Many systems can reduce the likelihood of trailer sway, and most new camper trailers and caravans are fitted with ESC and DSC. Hayman Reese friction and dual cam sway controllers integrate with weight distribution and prevent trailer sway before it occurs.
6. HITTING THE ROAD
If you load the trailer too heavy at the front, you will increase the tow-ball load; if you put too much weight in the back you can reduce stability and increase sway. Where possible, load your trailer as evenly as possible and keep the heavier items in the middle, placed on top of the axles.
Another consideration is the location of water tanks, jerry can holders and gas bottle holders. Where possible, tow with a full water tank, as this will lower the trailer’s centre of gravity
7. STAY SAFE
Keep at least 60 metres between you and the car ahead, as braking responsiveness is decreased. When towing, a turning circle increases and you require more space when changing lanes or overtaking. Factor in more breaks, as drivers experience more fatigue when towing.
THE Toyota Fortuner cruised along the freeway easily, although it was reluctant to drop into sixth gear at 100km/h with the ’van behind it.
It was happiest in fifth gear, where it was sitting at 1850rpm at 100km/h. An occasional downshift to fourth when there was a slight elevation in the road saw revs jump to 2700rpm at 100km/h. Needless to say, the Toyota Fortuner wasn’t quite as relaxed as some of the other wagons on test when cruising with a ’van.
With equal power, 20Nm more torque and similar kerb weight as the Isuzu MU-X, the Fortuner should have produced similar performance figures, but didn’t. It was slower in all tests. While it was considerably slower in standing-start acceleration, it was only 5km/h slower than the Isuzu on the more relevant hill climb test, which is not a big difference. Perhaps the Toyota’s gearing is not quite as well-matched to the engine as the Isuzu’s is to its engine, or perhaps the test vehicle wasn’t the best example.
Engine braking was quite good, with the Fortuner peaking at 62km/h at the bottom of the test hill. And, like the Mitsubishi Pajero Sport, the Fortuner has paddle shifters, making a quick downshift or two very easy to do.
The Toyota Fortuner was quite fuel-efficient on our test loop and that, combined with a comparatively large fuel tank, nets it a healthy touring range of 547km.With a fairly long 2750mm wheelbase and nicely short 1200mm axle-to-towball point, the Fortuner looks, on paper at least, to have promising towing stability. While the body lowered 40mm at the rear with the ’van hooked up, the front rose just 10mm. The net result was a pretty solid towing platform, with no nasty pitching or yawing to upset the experience.
2017 Toyota Land Cruiser 79 GXL Single-Cab departs the shed
However, the Fortuner’s suspension does not appear well-tuned for having 180kg pushed down on the towball; on rough roads the ride is jittery and uncomfortable. Perhaps a laden vehicle and ’van – or a different suspension tune – would result in a much smoother ride.
Good news if you want to load up the Fortuner and your trailer right up to their respective maximums, as the Fortuner’s Gross Combined Weight does allow for the vehicle, a full payload and maximum towing mass.
The Fortuner’s mirror shells are a curved shape that are not the easiest to clip towing mirrors to.